The only limitation is the number of seconds they’re allowed to use it in a race, which changes from circuit to circuit but is normally around the 200 mark.ĭrivers also have to be wary of how much fuel they’re using because refuelling is a key strategy element in Ind圜ar. Drivers can use it to attack or defend, on any part of the circuit they want to, and for as little or as long as they want to (up to a maximum of 15 or 20 seconds in one push, depending on the track). However, unlike F1, its usage is much less restricted. Like F1, Ind圜ar has an overtaking aid - the push-to-pass system (again, only on road and street courses), where drivers can press a button on the steering wheel to get around 60bhp of extra power. This is to react to the unique characteristics and demands placed on the cars. For each of these, the specification of car is different - so the amount of power, the brakes, the aero kits and weight all change, as will suspension setups and ride height. This is critical when you see the type of circuits that Ind圜ar races on a wide range of circuits, with drivers having to master undulating road courses, bumpy rough-and-ready street courses, and high-speed ovals across the course of a season. Teams are allowed to build and develop their own parts such as the brake ducts and certain suspension components, with the dampers being a particularly key area of potential improvement. Just because the cars all have the same chassis and aero kits it doesn’t mean the cars are all identical. PFC discs, pads and disc bells are all made by PFC, although teams can choose Brembo or Alcon master cylinders. It’s made from guayule rubber, which is manufactured from a plant grown in the US rather than trees grown in Asia, and will be the ‘alternate’ tyre at all the 2023 street course races.Īll cars have used PFC brake components since 2018 prior to that, some cars used Brembo setups. Also new for the 2023 tyre racks is a new compound made with a lower carbon footprint. For the first time in 2023, each driver must use two tyre compounds in every race, including ovals previously this had only applied to road and street courses. There are also wet tyres available for road and street courses, with no wet running at all allowed on oval circuits. Tyres are supplied by Firestone and, like F1, feature different dry-weather compounds. The gearboxes are Xtrac six-speed, semi-automatic paddle shifts with a reverse gear. Part of this is down to the increased mass of the larger new wheels, hybrid systems, but also improvements in safety, such as the Halo device, which extends over the cockpit and protects the driver’s head in a crash. The total weight of the cars is mandated to be a minimum of 798kg (including the driver), a hefty increase from the 605kg cars of little more than a decade ago. This is all part of efforts to narrow the gap in performance between teams. There are also other development restrictions – the higher a team finishes in the championship, the less time they’re allowed to spend testing aerodynamics in the wind tunnel or through CFD simulations. In an effort to level the playing field and prevent money from being the key factor in on-track success, F1 uses a cost cap system, which in 2023 is set at $135 million, although certain things such as driver salaries and marketing aren’t subject to the restrictions. They are of course semi-automatic and seamless shift, and must last for six consecutive events - if any are changed before that then yup, you’ve guessed it, grid penalty. The gearbox comprises eight forward gears (with a fixed ratio across the whole season) and a mandatory reverse.
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