Can hybrid IndyCar really stay "fast, loud and authentic"?

IndyCar's five-year technical plan was always going to be measured by its success in luring in a manufacturer. By all accounts, it came close to enticing the Fiat Chrysler Automobiles-owned Alfa Romeo into the series and securing that all-important third brand to join Honda and Chevrolet.

But the retirement and then death of Sergio Marchionne put that move on ice and IndyCar continued to mull its future with Honda, Chevrolet and outside manufacturers. As recently as last summer, IndyCar president Jay Frye went from one major carmaker to another for "positive talks" as the chase of a third brand became an increasing priority for the series.

The difference this time compared to such missions in the past was that IndyCar was coming in from a position of strength. Back in 2012, Chevrolet had to take what it had described as a "leap of faith" to join Honda in the series as an engine manufacturer, while the ill-fated Lotus project unravelled before being abandoned.

Chevrolet quite rightly pinpoints the arrival of IndyCar's current leadership team as a turning point and backed these words up by signing a long-term deal with the series in 2017 - as did Honda.

Now with two committed manufacturers, a more sensible approach to costs, a car that has played a key part in improving the racing spectacle and a clear plan for the future, IndyCar is in the best shape of its modern era.

Which makes the announcement of hybridisation in 2022 - delaying the original technical plan in the process - all the more surprising. And those firmly against motorsport's trend of electrification and hybridisation would no doubt argue that it flies in the face of what makes IndyCar appeal.

That goes against the reality that Honda, Chevrolet, IndyCar and the manufacturers the series talks to are on board. But that does not mean hybrids are the silver bullet that will suddenly creates a Formula E-like influx of manufacturers.

For all that FE is held up as evidence of the huge appeal of alternative powertrains in motorsport, it's important to remember the element of 'right place, right time' in that series' rise - 'dieselgate' left some major manufacturers keen for an eco-friendly motorsport option, and their road car competition felt obliged to follow.

What is certain is that the hybrid announcement is a departure from IndyCar's original plan of taking the current 2.2-litre twin-turbo V6s and upscaling them to 2.4-litre power units to help take the output up to an excess of 900bhp, and revive talk of breaking Indianapolis 500 lap records.

The logic of that plan was simple, more power and contained costs by working within the current framework while giving Honda and Chevrolet scope to innovate once again after the present formula had hit a development plateau.

"What we've announced maintains our criteria, which are about staying true to our roots - fast, loud, authentic and unapologetic" Jay Frye

But the reality was that IndyCar was prepared to delay the planned 2021 introduction of that original idea back a year to entice a manufacturer.

Now IndyCar has to refine the finer details of its hybridisation move and prove that its detour in the five-year plan to put IndyCar in a position of strength is the right call.

Frye, for his part, is certain that it will.

Asked by Motorsport.com's US Editor David Malsher in an exclusive interview if he was confident this was the right direction for IndyCar, Frye replies: "Yes, we are."

"Chevy and Honda have been very helpful throughout this process, this is hugely important to them, and if it's important to them then hopefully it's hugely important to other OEMs too," he continues.

"As you know, we speak to several OEMs regularly and treat their opinions like we treat those of our current manufacturers; we listen to them and respect what they say.

"Well, now I think we're in a much better position for the future. What we've announced maintains our criteria, which are about staying true to our roots - fast, loud, authentic and unapologetic - while also making the package more appealing to manufacturers who want to market their products on the back of participation in IndyCar.

"Think about this technology going 240mph at Indianapolis Motor Speedway; that's cool, that's new, it hasn't been done. Then the diversity of this series in terms of tracks will see this technology applied in a variety of disciplines. We think that too is appealing to OEMs.

"There are still details to investigate and finalise but pushing this back to 2022 gives us the chance to come up with the best and fully-rounded product."

IndyCar's technical revolution is a mammoth task, and will coincide with the introduction of a new chassis from Dallara. Helpfully, Frye has described such a move as an "evolution", meaning the popular 2018-spec aerokit should only undergo minor changes.

But further details could include IndyCar turning away from its 2.4-litre plan, with Frye admitting: "We've come up with the criteria we're looking for from the hybrid units in terms of the self-starter, the increased push-to-pass, and other things that we think the new powertrain can offer.

"We'll examine what that looks like going forward, and then what implications that has on the internal combustion engine part of the powertrain.

"Could it remain the same size? Absolutely. Could it change? Yes, possibly."

But he also confirms to Malsher that the plan has been worked on over the "last six to eight months, maybe even a year" before IndyCar "drew a line in the sand" and sent out a request for proposals to potential suppliers, admitting that the changing world of the automotive industry meant there was the potential for further alterations before 2022.

IndyCar has made hires specifically in the area of engine development - notably plucking Darren Sansum from Toyota's NASCAR programme to be its managing director of engine development - but a 20-month period of concept and package development before on-track testing is still a hell of a mountain for IndyCar to climb.

"We've done our due diligence in terms of timeframe for investigating the starter part, the safety part, the push-to-pass part and some other ideas that are possible, so we're confident that we will get it done," said Frye.

"Getting these regulations announced now turns from talking about it privately to making it concrete" Jay Frye

"It's now a case of doing it. We're putting out an official formal RFP to parts suppliers who we've already been talking to and then there's a process we'll go through over the next 12 months to verify the best methodology for turning concepts into something real, the actual product."

But the even more pressing deadline is to take the manufacturer interest and turn at least one expression into a firm commitment to join IndyCar, especially as the seemingly advanced Alfa Romeo deal has been parked.

Considering the likes of Ford and Toyota have previously gone on record to tell Autosport that hybridisation did not interest them for US motorsport programmes when the idea was floated in the NASCAR Cup Series, IndyCar will likely need to lure in a foreign manufacturer.

That is a sizeable task considering IndyCar's bid to add an international race has proven difficult - although it must be said the attempts have largely been restricted to North and South America lately.

Asked as to when IndyCar would need a new manufacturer's commitment to coincide with the implementation of hybrid engines, Frye says: "Honestly, the first quarter of next year.

"A new OEM would be building their internal combustion engine from scratch and then need to integrate it with the hybrid component and hit the track at the same time as the Chevrolet and Honda.

"So that's another reason to get these regulations announced now: it turns from talking about it privately to then making it concrete.

"By the fall, OEMs who are seriously considering entering IndyCar will want to be talking to us and confirming details and timelines and so on. Again, I should give credit to Honda and Chevrolet for being so helpful in guiding us regarding realistic timeframes."

Formula 1's V6 turbo-hybrid era has been regularly berated from many quarters - including sometimes elements of its own paddock - and that perception has permeated beyond the top echelon of motorsport. It is simply unavoidable that IndyCar's own hybrid plan will draw comparisons with F1's.

The high costs and lack of competitive balance in current F1 is the antithesis of IndyCar, making it all the more pertinent that IndyCar - which has made itself a career destination for international drivers once again - gets it right.

Frye rightly points to the fact that IndyCar will use a spec hybrid component as one reason for why it will not head down F1's route, but fan criticism about aspects such as sounds has been expected by IndyCar.

"The competitive balance which is great now should continue into the next era," Frye tells Malsher.

"Regarding the sound, we made sure that our criteria to remain fast and loud was maintained and these new rules should enhance both of those aspects.

"As for the cost implications for the teams, we do look at everything from a team perspective, including economics. So like with the next-gen car, we look at parts that the teams agree can be made obsolete, parts that can be retained from this car to the next.

"It's all part of the cadence that we go through, and we always talk to the teams when we have the facts and prices from suppliers so that we can inform them.

"And before that, we'll consult the team owners about costs, listen to their ideas, and we sometimes ask them about certain suppliers. It's a very open forum to allow everyone to have their input before we make a decision."

IndyCar has begun its path towards the next generation. Having recovered from the mistake that was the costly manufacturer aerokit era, it can ill afford to make any errors with this much bigger philosophical change. And until it achieves its priority goal of a third manufacturer, it'll be hard for IndyCar to claim its grand plan has paid off.