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Ethanol Racing to Lead IndyCar Series in 2007

Corn-based fuel presents challenges and benefits to IRL designers and teams

Second of a series of articles about technical changes due for the League this season

by Allan Brewer
allan@fastmachines.com

Fuel and mileage changes in the Indy Racing League created some headaches for developers and rules makers in the off-season. As a result, the amount of fuel each IndyCar can carry was reduced significantly. Other concerns, such as the hotter burn temperature of ethanol, continue under evaluation but probably are more hype than hazard. One prominent non-concern is power and performance, both of which seem more than adequate so far.

Another of the technical changes made by the IRL for 2007 is the switch to fuel-grade ethanol as fuel for its premiere racing product: the IndyCar Series. In addition to mandating that the IndyCar’s will burn only ethanol as fuel in 2007, the Competition Committee reduced the maximum size of the fuel tanks on the racing chassis to twenty-two gallons.

That reduction in capacity of the fuel cell to 22 gallons was mandated for two reasons:
keep the number of pit stops in each IndyCar event constant with 2006
maintain an optimum mileage over a racing stint for satisfactory tire performance

Increased Mileage from Ethanol Shrinks Fuel Tanks

The IndyCar Series found the increased fuel mileage from ethanol both a blessing and a curse. The biodegradable fuel gives approximately one third greater miles per gallon (5-6 mpg) than the traditional methanol fuel (3-4 mpg).

“One of the benefits of using a hundred percent fuel-grade ethanol is we actually use 30 percent less fuel at an event than we did last year,” said Les MacTaggert, Senior Technical Director for the Indy Racing League.

The upside naturally is that the cars raced in 2006 could go further between pit stops, which ironically was a downside with regard to how far the tires could safely perform at speed.

Firestone recommends to teams that they put no more than one hundred miles on a set of tires during a racing stint. With last year’s thirty-three gallon tank, this meant a car could easily run past that limit while burning ethanol.

Thus, the rules makers decreed there shall be a reduction in size of the fuel cell aboard any IndyCar chassis to twenty-two gallons. Reducing the capacity of the fuel tank allowed the League to maintain the same number of miles logged on tires and frequency of pit stops as last year.

Heat exchange issues

Another concern for designers arose as they attempted to marry the fuel switch to the two different chassis IndyCar teams allowed in competition.

Ethanol burns hotter than methanol, about thirty percent hotter in fact. Inside the tight confines of a racing body, in particular in the engine compartment, that heat can be hard to shed.

Cooling inside the body panels requires ducting, air scoops, openings in the surface of the Kevlar that create air disturbance and disrupt aerodynamics. For the Panoz chassis, already at a disadvantage to Dallara in this respect, additional openings on its surface meant certain competitive disadvantage, so it was not an option many teams would entertain.

IndyCar organizers and teams drew from chassis development ongoing since 2004 when increased road course scheduling demanded increased radiator capacity on the cars. “Surprisingly, it’s not the high-speed ovals, it’s the road courses that present the most problems to us, particularly places like St. Petersburg,” said MacTaggart.

Indy Racing League President Brian Barnhart added “It’s more concerning on the short ovals and street circuits where you don’t get a lot of air moving. You’re mainly concerned when you’re running behind the pace car at those places.”

Without revealing any details IRL officials have simply said that certain “recommendations” have been made to the teams on how to handle increased heat generation by the new power package under these circumstances.

“It does not appear (to be an issue) at least at this early point,” said Barnhart. “Of course we don’t have any teams running the Panoz chassis on the full-time circuit. The 19 cars are all Dallara chassis. There still will be the (Panoz) one-offs at Indianapolis though.”

Environmental and socioeconomic impact

The hotter burn temperature of ethanol also produces fewer emissions, a good thing for the environment.

There are also plusses in helping out the American economy as the ethanol fuel used in the IndyCar’s is corn-based rather than a petroleum product. The Ethanol Information Service wants to get that message out loud and clear, so they engaged the IRL off the track as business partners and on the track as competitors.

They generously sponsor the Number 17 car driven by Jeff Simmons of Rahal/Letterman Racing. The late Paul Dana was responsible for bringing the League and Ethanol together. In many respects, Dana’s legacy grows larger with each lap made on the fuel.

Said Simmons, “This year I think is really groundbreaking. We’re the first series, first major racing series in the world, to be powered by a renewable fuel source. That’s something that I think we should all take a lot of pride in.”

“I’m sure you’re all aware, a hundred percent fuel-grade ethanol actually contains 2percent gasoline,” said Mac Taggert. The Bureau of Alcohol, Tobacco and Firearms mandates it.

“Sadly that’s to stop you drinking it, otherwise it would have been quite nice an event, we could have a party after each race,” said Mac Taggert.

On the other hand, it provides a boon to the competitors: “That two percent gasoline also gives a little bit of safety in that drivers and crew will be able to see a fire now,” says Barnhart. The methanol fuel burned clear, creating a difficult-to-recognize hazard in pit lane whenever it ignited.

Competitors Enthuse over Ethanol Power

The development of a power package using ethanol for IndyCar has been ongoing for over a year now. Initially, the designers found some competitive disadvantages to the fuel; however, those were overcome with an increase in displacement and torque to the Honda racing engine each team leases.

Vitor Meira of Panther Racing was enthusiastic in his initial “seat of the pants” reaction. He said, “When I jumped on the car the first time with ethanol, the engine was very well-developed already by Honda. You can feel a lot more torque, much more from the bottom than before.”

In the pre-season testing that has come and gone since the change was made, no drivers have stepped forward with any complaints. They seem, to a man and woman, to enjoy the additional low-end pulling power the new power plant and fuel package has brought their way.

In fact, they’re proud to be the vanguard of something that may have long-lasting and positive implications in the world energy market. In the words of Simmons, “The message to the consumers is going to be clear, that you can have high performance and environmental responsibility when you choose ethanol at the pump.”

Next: Aerodynamics in Flux

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