The tech changes that should improve the Indy 500

One of the biggest talking points heading into this year's Indianapolis 500 is the quality of the racing after the drab affair that was the 2018 edition.

IndyCar's then-new aerokit was always going to be an unknown until it hit race conditions, although warnings from drivers, including Graham Rahal, calling for more downforce went unanswered.

Another factor - said to be the biggest in last year's show - was that temperatures were above average for May, and the teams piled on downforce to try to cope with this.

In 2013, there were 68 lead changes at the Indianapolis 500. Last year there were 30

While the product was not ideal in 2018, with experienced drivers baffled by race-ending spins, IndyCar quickly looked for a solution by employing Scott Dixon and Will Power to test various winglets and devices aimed at allowing cars to follow more closely.

By October last year, that test sample had grown to six drivers trying a revised aero package and a new Firestone tyre compound.

IndyCar's latest changes are targeted at reducing the "unpredictability" that afflicted the field and the tweaks have been stressed as "subtle" - no doubt series chiefs want to avoid the pack-racing style that followed the introduction of the manufacturer aerokit era.

In 2013, there were 68 lead changes at the Indianapolis 500. Last year there were 30. Whether the new approach will pay off has yet to be seen. Initial signs are promising from the practice sessions so far, but we've not yet witnessed the full-blooded battling seen on race day.

Safety upgrades

New for 2019's Indy 500, a small debris deflector sits in front of the driver's helmet on the chassis bulkhead. While the European racing scene has gravitated towards the halo, the restriction in vision it causes has prevented its introduction to IndyCar due to concerns on oval tracks. For 2020, IndyCar will adopt Red Bull's aeroscreen instead.

The titanium deflector in use for now is something of a compromise. Although competitors have complained that it creates a bit of a split-screen effect, they're sufficiently happy about its purpose of stopping debris striking the driver's head.

What's not new are the large cutouts in the floor, and they've proved their worth on two occasions already during the month of May. They stop wind resistance from pitching the car into a roll in the event of heavy contact. Patricio O'Ward managed to stay the right way up in his practice accident, and so did James Hinchcliffe when he crashed in qualifying.

Aerodynamic changes

To address the issue of last year's Indy 500 lacking spectacle, changes to the superspeedway aerokit are aimed at cutting aerodynamic unpredictability.

On the front wing, a little cutout at the trailing edge next to the endplate has been included. Dallara's engineers noticed a small area of separation at that point, and it's believed that contributed to drivers not being able to follow other cars to the same extent as previously.

There's also a choice of front-wing tools - teams have the opportunity to run either gurney flaps or inboard extensions to the mainplane to boost front-end downforce and stability.

Those options also extend to the rear wing, increasing the overall downforce in race trim to allow cars to run closer together more easily.

Brakes and clutch

The 33-strong field that will start the race are all equipped with spec brakes supplied by PFC. In qualifying spec, the brake ducts are closed to trim off every bit of drag to maximise the overall speed.

The calipers and carbon discs have also been designed to minimise the effect on aerodynamics. When it comes to a superspeedway such as Indianapolis, devices to stop the car aren't exactly used in great abundance but, such is the unpredictability of the Indy 500 and the entropic nature of closely fought pack racing, there's always the need to quickly check up on the brakes should an incident happen.

The clutches are supplied by AP Racing. In qualifying for the Indy 500, the clutch has to be engaged and disengaged in fractions of a second between gearshifts to avoid any interruptions while a driver is trying to build up speed.