Dallara DW12#UAK18
{{Short description|Open-wheel formula racing car built by Dallara}}
{{Infobox racing car
| Car_name = Dallara DW12
| Image = Dallara DW12 UAK-18 with aeroscreen (cropped).jpg
| Image_size = 250px
| Caption = Josef Newgarden and Takuma Sato driving DW12s at the 2021 Indianapolis 500
| Category = IndyCar Series
| Constructor = Dallara
| Designer = Tony Cotman
Luca Pignacca
Sam Garrett
Andrea Toso
| Predecessor = Dallara IR-05
| Successor = Dallara IR-28
|Team = All IndyCar Series Teams
|Drivers = All IndyCar Series Drivers
| Technical ref = {{cite web|title=The Car and Engine|url=http://ryanracing.com/the-car/|work=ryanracing.com|publisher=Ryan Hunter Reay.|access-date=2013-12-10|archive-url=https://web.archive.org/web/20131213054128/http://ryanracing.com/the-car/|archive-date=2013-12-13|url-status=live}}
| Chassis = Carbon fiber monocoque with honeycomb kevlar structure
| Clutch = AP Racing CP8153-DE03-SN 3-plate carbon with steel housing
| Front suspension = Double A-arm, pushrod, with third spring and anti-roll bar
| Rear suspension = As front
| Battery = Braille ML7Ti 12 volts
| Length = {{convert|201.7|in|mm|0|abbr=on}} on road/street course, short ovals; {{convert|197.33|in|mm|0|abbr=on}} on 1.5-mile intermediate ovals, superspeedways and Indianapolis 500 (Mk. III)
| Width = {{convert|75.5|in|mm|0|abbr=on}} minimum (Road/Street), {{convert|75.75|in|mm|0|abbr=on}} minimum (Ovals), {{convert|76.5|in|mm|0|abbr=on}} maximum (measured outside rim to rim)
| Height = {{convert|40|in|mm|0|abbr=on}} including onboard camera
| Wheelbase = {{convert|117.5|-|121.5|in|mm|0|lk=on|abbr=on}} adjustable
| Track = Max. {{convert|76.3|in|mm|0|lk=on|abbr=on}}
| Engine name = Chevrolet Indy V6 (2012-present), Honda HI24TT (2012-present) and Lotus Indy V6 (2012)
| Capacity = {{convert|2.2|L|cuin|0|lk=on|abbr=on}}
| Configuration = V6 90° with 4-stroke piston Otto cycle with efficient combustion process and greater emission engine burning
| Turbo/NA = single (Honda in 2012-2013)/twin-turbocharged (supplied by BorgWarner),
| Engine position = mid-engined, longitudinally-mounted
| Power = {{convert|550|hp|kW|0|lk=on|abbr=on}} on speedways, {{convert|575|hp|kW|0|lk=on|abbr=on}} on 1.5-mile ovals, {{convert|650|hp|kW|0|lk=on|abbr=on}} on short ovals and road/street courses + {{convert|50|hp|kW|0|lk=on|abbr=on}} on push-to-pass
| Gearbox name = Xtrac #1011
| Gears = 6-speed AGS (Assisted Gearchange System){{Cite web|url=https://www.xtrac.com/product/assisted-gearchange-system/|title=Xtrac - ASSISTED GEARCHANGE SYSTEM|access-date=2020-11-16|archive-date=2020-10-27|archive-url=https://web.archive.org/web/20201027132423/https://www.xtrac.com/product/assisted-gearchange-system/|url-status=live}}
| Type = sequential semi-automatic paddle-shift + 1 reverse
| Differential =
| Brakes = Brembo (2012-2016) later PFC (2017-present) carbon discs and pads. Brembo (2012-2017) later PFC ZR90 (2018-present) 4-piston (all oval races)/6-piston (road/street course races) calipers
| Weight = {{Convert|1650|lb|kg|0|lk=on|abbr=on}} on 1.5-mile speedways, superspeedways and Indianapolis 500; {{Convert|1680|lb|kg|0|lk=on|abbr=on}} on short ovals; {{Convert|1690|lb|kg|0|lk=on|abbr=on}} road and street courses (including additional of aeroscreen){{cite web|title=2015 IndyCar Rulebook, Chapter 14: Technical Specification|url=https://d1b8ufspcmikd1.cloudfront.net/~/media/Files/2015/IndyCarSeries/Rulebook/2015_Rulebook_Chp14.pdf?la=en&vs=1&d=20150123T105707|access-date=8 April 2015|archive-url=https://web.archive.org/web/20150603030358/https://d1b8ufspcmikd1.cloudfront.net/~/media/Files/2015/IndyCarSeries/Rulebook/2015_Rulebook_Chp14.pdf?la=en&vs=1&d=20150123T105707|archive-date=2015-06-03|url-status=live}}
| Fuel = E85 (85% ethanol + 15% gasoline) (2012-2022):
Sunoco E85R (2012-2018)
Speedway E85 (2019-2022)
100% renewable E85 (85% ethanol + 15% biofuel):
Shell V-Power Nitro+ E100 (2023-){{cite web|title=Shell, IndyCar to introduce 100% renewable race fuel in 2023|url=https://www.indycar.com/news/2022/05/05-27-shell-fuel|work=motorsport.com|publisher=IndyCar.com|date=26 May 2022|accessdate=26 May 2022|archive-date=17 December 2022|archive-url=https://web.archive.org/web/20221217202929/https://www.indycar.com/news/2022/05/05-27-shell-fuel|url-status=live}}
| Lubricants = Pennzoil (rest of IndyCar Series teams), Ridgeline Lubricants (Chip Ganassi Racing) and Lucas Oil (Arrow McLaren)
| Tyres = Firestone Firehawk dry slick and treaded wet tires
O.Z. Racing and BBS wheels
| Debut = 2012 Honda Grand Prix of St. Petersburg
| Races =
| Wins =
|Cons_champ =
|Drivers_champ =
| Poles =
| Fastest_laps =
}}
The Dallara DW12 (formally named the Dallara IR-12) is an open-wheel formula racing car developed and produced by Italian manufacturer Dallara for use by the cars in the IndyCar Series. The DW12 was first used in the 2012 IndyCar Series season, replacing the nine-year-old Dallara IR-05 chassis. It is to be replaced by the planned Dallara IR-27, whose arrival has been pushed from 2027 to 2028 by engine-production delays, supply chain delays and money problems.{{cite news|title=Dallara DW12, named after the late Dan Wheldon, transformed IndyCar|url=http://sportsillustrated.cnn.com/2012/writers/tim_tuttle/10/17/Dan-Wheldon-IndyCar-DW12/index.html|access-date=20 January 2013|work=CNN|date=October 17, 2012|archive-url=https://web.archive.org/web/20130303230546/http://sportsillustrated.cnn.com/2012/writers/tim_tuttle/10/17/Dan-Wheldon-IndyCar-DW12/index.html|archive-date=2013-03-03|url-status=dead}}{{cite web|title=IndyCar to extend DW12 lifespan through at least 2024|url=https://racer.com/2022/04/20/indycar-to-extend-dw12-lifespan-through-at-least-2024/|last=Pruett|first=Marshall|work=Racer.com|date=20 April 2022|accessdate=20 April 2022}}{{cite web|title=IndyCar: How much longer will series use its 13-year-old relic?|url=http://www.autoracing1.com/pl/416596/indycar-how-much-longer-will-series-use-its-13-year-old-relic/|work=AutoRacing1.com|date=December 3, 2023|accessdate=December 3, 2023|archive-date=February 25, 2024|archive-url=https://web.archive.org/web/20240225111234/https://www.autoracing1.com/pl/416596/indycar-how-much-longer-will-series-use-its-13-year-old-relic/|url-status=live}}{{cite web|title=IndyCar News: Series hopes to replace its 15-year-old relic in 2027|url=http://www.autoracing1.com/pl/421375/indycar-news-series-hopes-to-replace-its-15-year-old-relic-in-2027/|work=AutoRacing1.com|date=March 5, 2024|accessdate=March 5, 2024}}{{cite web|title=IndyCar CEO Mark Miles on the Fox media rights deal, expanding into new markets, and plans for an international series|url=https://www.blackbookmotorsport.com/features/indycar-fox-tv-deal-mark-miles-penske-ceo-interview/|work=BlackBookMotorsport.com|date=July 1, 2024|accessdate=July 1, 2024|archive-date=July 4, 2024|archive-url=https://web.archive.org/web/20240704072128/https://www.blackbookmotorsport.com/features/indycar-fox-tv-deal-mark-miles-penske-ceo-interview/|url-status=live}}{{cite web|title=IndyCar team owners get first look at proposed 2027 design|url=https://racer.com/2024/12/10/indycar-team-owners-get-first-look-at-proposed-2027-design/|last=Pruett|first=Marshall|work=RACER.com|date=December 10, 2024|accessdate=December 10, 2024|archive-date=December 10, 2024|archive-url=https://web.archive.org/web/20241210214608/https://racer.com/2024/12/10/indycar-team-owners-get-first-look-at-proposed-2027-design/|url-status=live}}{{cite web|title=IndyCar shifts new car to 2028|url=https://racer.com/2025/06/12/indycar-shifts-new-car-to-2028|last=Pruett|first=Marshall|work=RACER.com|date=June 12, 2025|accessdate=June 12, 2025|url-status=live}}
Under a deal negotiated by the IndyCar organization, each chassis costs $349,000.{{cite web |title=Dallara named IndyCar chassis supplier for 2012 |url=http://www.autoweek.com/article/20100714/IRL/100719942 |url-status=dead |archive-url=https://web.archive.org/web/20121012203030/http://www.autoweek.com/article/20100714/IRL/100719942 |archive-date=12 October 2012 |access-date=20 January 2013}}{{cite web |title=IndyCar's 2012 Chassis: Lessons Learned from the Car of Tomorrow |url=http://blog.indycar.com/2010/12/27/indycars-2012-chassis-not-another-car-of-tomorrow/ |url-status=dead |archive-url=https://web.archive.org/web/20131213171548/http://blog.indycar.com/2010/12/27/indycars-2012-chassis-not-another-car-of-tomorrow/ |archive-date=13 December 2013 |access-date=20 January 2013}} Since 2015, Honda and Chevrolet have offered alternatives to the Dallara aerodynamic kit.{{cite web |title=Aero Kit Discussions, Decisions Continue To Evolve |url=http://auto-racing.speedtv.com/article/indycar-aero-kit-discussions-decisions-continue-to-evolve/ |url-status=dead |archive-url=https://web.archive.org/web/20130102071621/http://auto-racing.speedtv.com/article/indycar-aero-kit-discussions-decisions-continue-to-evolve/ |archive-date=2013-01-02 |access-date=20 January 2013}} No IndyCar chassis has been used for a longer period of time.
The DW12 added safety features such as a partial enclosure around the rear wheels and a redesigned front section intended to prevent single-seater crashes such as the one that killed Dan Wheldon, the chassis' test driver and namesake.{{cite news |date=18 October 2011 |title=Dallara to name 2012 IndyCar in honor of Dan Wheldon |url=http://www.autosport.com/news/report.php/id/95505 |url-status=live |archive-url=https://web.archive.org/web/20111020051128/http://www.autosport.com/news/report.php/id/95505 |archive-date=2011-10-20 |access-date=18 October 2011 |publisher=Autosport.com}} Wheldon was killed at Las Vegas Motor Speedway on October 16, 2011, the final race of the previous IR-05.{{cite news |date=October 25, 2016 |title=INDYCAR: DW12 extended four more years |url=https://www.racer.com/indycar/item/135797-indycar-dw12-extended-four-more-years |url-status=dead |archive-url=https://web.archive.org/web/20170426132405/http://www.racer.com/indycar/item/135797-indycar-dw12-extended-four-more-years |archive-date=2017-04-26 |access-date=25 October 2016 |work=RACER.com}} The nomenclature recalls that of the old Formula One team Ligier, whose cars were labeled JSxx after French F1 driver Jo Schlesser, who died in the 1968 French Grand Prix.
The ICONIC Project
In 2010, the Indy Racing League began to forge its ICONIC Plan (Innovative, Competitive, Open-wheel, New, Industry-relevant, Cost-effective). The ICONIC committee was composed of experts and executives from racing and technical fields: Randy Bernard (IndyCar CEO), William R. Looney III (military), Brian Barnhart (IndyCar), Gil de Ferran (retired Indy 500 champion), Tony Purnell (motorsport), Eddie Gossage (Texas Motor Speedway), Neil Ressler, Tony Cotman (NZR Track Consulting), and Rick Long (motorsport).{{cite news |title=Technology ICONIC Advisory Committee |url=http://indycar.com/tech/content/38538/ |url-status=dead |archive-url=https://web.archive.org/web/20101125011130/http://indycar.com/tech/content/38538/ |archive-date=November 25, 2010 |access-date=February 18, 2011 |publisher=IndyCar.com}} That year, IndyCar accepted proposals for a new chassis from BAT Engineering, Dallara, DeltaWing, Lola, and Swift. On July 14, 2010, organizers announced that they had accepted the Dallara proposal.
The ICONIC plan was implemented in the 2012 season. The cars used through 2011—a 2003/2007-model Dallara IR-05s with naturally aspirated V8 engines (required since 1997)—were retired.
=New chassis=
Under the ICONIC regulations, all teams compete with a core rolling chassis, called the "IndyCar Safety Cell".{{cite news |url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/38526-2012-car-strategy-embraces-innovation/ |title=2012 car strategy embraces innovation |publisher=IndyCar.com |date=July 14, 2010 |access-date=February 18, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110713030219/http://www.indycar.com/news/archive/show/55-izod-indycar-series/38526-2012-car-strategy-embraces-innovation/ |archive-date=July 13, 2011 }} Teams outfit the chassis with body work, referred to as "Aero Kits": front and rear wings, sidepods, and engine cowlings. Any manufacturer may market an Aero Kit, but must offer it to all teams under a price ceiling. Purnell invited car manufacturers and other companies such as Lockheed Martin and GE to develop kits.{{cite news |url=http://www.autosport.com/news/report.php/id/85270 |title=Purnell challenges future constructors |publisher=autosport.com |date=July 14, 2010 |access-date=2013-12-10 |archive-url=https://web.archive.org/web/20131212102511/http://www.autosport.com/news/report.php/id/85270 |archive-date=2013-12-12 |url-status=live }}
The IndyCar Safety Cell was capped at a price of $349,000{{cite news |url=http://www.autoweek.com/article/20100714/IRL/100719942 |title=Dallara named IndyCar chassis supplier for 2012 |publisher=AutoWeek.com |date=July 15, 2010 |access-date=February 18, 2011 |archive-url=https://web.archive.org/web/20110628183547/http://www.autoweek.com/article/20100714/IRL/100719942 |archive-date=June 28, 2011 |url-status=dead }} and are assembled at a new Dallara facility in Speedway, Indiana. Aero Kits are capped at $70,000. Teams may buy a complete Dallara safety cell/aero kit for a discount.
On May 12, 2011, Dallara unveiled the first concept cars: one apiece in oval and road course Aero Kit configuration.{{cite news |url=http://www.indycar.com/news/show/55-izod-indycar-series/42703-divergent-2012-car-concepts-match-schedule/ |title=Divergent 2012 car concepts match schedule |publisher=IndyCar.com |date=May 10, 2011 |access-date=May 10, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110514055129/http://www.indycar.com/news/show/55-izod-indycar-series/42703-divergent-2012-car-concepts-match-schedule/ |archive-date=May 14, 2011 }}
On April 30, 2011, IndyCar owners voted 15–0 to reject the introduction of multiple Aero Kits for the 2012 season, citing costs.{{cite news |url=http://auto-racing.speedtv.com/article/indycar-owners-reject-aero-kits-for-2012/ |title=INDYCAR: Owners Reject Aero Kits For 2012 |publisher=SpeedTV.com |date=May 3, 2011 |access-date=May 13, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110505034818/http://auto-racing.speedtv.com/article/indycar-owners-reject-aero-kits-for-2012/ |archive-date=May 5, 2011 }} Owners expressed their desire to introduce the new chassis/engines for 2012, but have all participants use the Dallara aerodynamic package in 2012, and delay the introduction of multiple aero kits until 2013. On August 14, 2011, IndyCar confirmed that the introduction of multiple Aero Kits would be delayed until 2013 for "economic reasons",{{cite web|last=Lewandowski |first=Dave |title=Alternative aero kits postponed until 2013 |url=http://www.indycar.com/news/show/55-izod-indycar-series/44620-alternative-aero-kits-postponed-until-2013/ |work=IndyCar.com |access-date=August 14, 2011 |archive-url=https://archive.today/20240525112826/https://www.webcitation.org/60wWIpftf?url=http://www.indycar.com/news/show/55-izod-indycar-series/44620-alternative-aero-kits-postponed-until-2013/ |archive-date=May 25, 2024 |url-status=dead }} and furthermore, it was put off for 2013 as well. Chevrolet and Lotus had already announced their intention to build aero kits.{{cite news |url=http://www.nationalspeedsportnews.com/opinion/economaki-chevrolet-to-make-welcomed-indycar-return/ |title=ECONOMAKI: Chevrolet To Make Welcomed IndyCar Return |publisher=National Speed Sport News |date=November 16, 2010 |access-date=February 25, 2011 |archive-url=https://web.archive.org/web/20110513101746/http://www.nationalspeedsportnews.com/opinion/economaki-chevrolet-to-make-welcomed-indycar-return/ |archive-date=2011-05-13 |url-status=live }}{{cite news |url=http://www.indycar.com/news/show/55-izod-indycar-series/40525-manufacturer-competition-blooms-with-lotus/ |title=Manufacturer competition blooms with Lotus |publisher=IndyCar.com |date=November 18, 2010 |access-date=February 25, 2011 |url-status=dead |archive-url=https://web.archive.org/web/20110122024216/http://www.indycar.com/news/show/55-izod-indycar-series/40525-manufacturer-competition-blooms-with-lotus/ |archive-date=January 22, 2011 }}{{cite news |url=http://sportsillustrated.cnn.com/2010/racing/more/11/17/lotus.indycar/index.html |title=Lotus to manufacture engines for IndyCar Series beginning in 2012 |publisher=Sports Illustrated |date=November 17, 2010 |access-date=February 25, 2011 |archive-url=https://web.archive.org/web/20101121084538/http://sportsillustrated.cnn.com/2010/racing/more/11/17/lotus.indycar/index.html |archive-date=2010-11-21 |url-status=dead }}{{cite news |url=http://www.autoweek.com/article/20101117/IRL/101119867 |title=IndyCar: Lotus to badge engines in 2012, will compete against Honda and Chevy |publisher=AutoWeek |date=November 17, 2010 |access-date=February 25, 2011 |archive-url=https://web.archive.org/web/20101121030713/http://www.autoweek.com/article/20101117/IRL/101119867 |archive-date=2010-11-21 |url-status=live }}
2011 Indianapolis 500 winner Dan Wheldon carried out the first official test of the Dallara chassis at Mid-Ohio in August 2011.O'Leary, Jamie. [http://www.autosport.com/news/report.php/id/93693 2012 Dallara makes test debut] {{Webarchive|url=https://web.archive.org/web/20131212102518/http://www.autosport.com/news/report.php/id/93693 |date=2013-12-12 }}, Autosport, August 8, 2011, Retrieved 2011-12-07 Following Wheldon's death at the season-ending race in Las Vegas, Dallara announced that the 2012 chassis would be named the DW12 in his honor.Lewandowski, Dave. [http://www.indycar.com/news/show/55-izod-indycar-series/50915-test-pilot/ Test pilot] {{webarchive|url=https://web.archive.org/web/20111020011046/http://www.indycar.com/news/show/55-izod-indycar-series/50915-test-pilot/ |date=2011-10-20 }}, IndyCar, October 17, 2011, Retrieved 2011-12-07Lostia, Michele and Pablo Elizalde. [http://www.autosport.com/news/report.php/id/95685 2012 Dallara to be called DW12] {{Webarchive|url=https://web.archive.org/web/20131212102515/http://www.autosport.com/news/report.php/id/95685 |date=2013-12-12 }}, Autosport, October 26, 2011, Retrieved 2011-12-07
Dallara aero kit (2012–2014)
File:Dallara-Chevrolet DW12 Carpenter-Fuzzys Racing Ed Carpenter LSideRear SPGP 24March2012 (14699419692).jpg at the 2012 Honda Grand Prix of St. Petersburg, with the original Road Course DW12 aero kit]]
The first official test of the Dallara IR-12 chassis was carried out by Dan Wheldon at Mid-Ohio on August 8, 2011.{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/44480-on-track-for-new-era-in-2012/|title=On track for new era in 2012|publisher=IndyCar.com|first=Dave|last=Lewandowski|date=August 8, 2011|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }} Phase I of testing involved Wheldon, and was planned to involve three road courses and three ovals, over a total of about twelve days. The second test was held August 18 at Barber,{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/45770-new-car-test-at-barber//|title=New car test at Barber|publisher=IndyCar.com|date=August 19, 2011|access-date=January 1, 2012}}{{Dead link|date=December 2018 |bot=InternetArchiveBot |fix-attempted=yes }} and the third was held on the USGP road course at Indianapolis on September 1.{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/46041-notes-new-car-passes-biggest-test-yet/|title=Notes: New car passes biggest test yet|publisher=IndyCar.com|date=September 3, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }} Oval tests took place in September at Iowa{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/50814-around-and-around/|title=Around and around|publisher=IndyCar.com|date=September 22, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }} and Indianapolis.{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/50834-indy-test-will-complete-validation-phase/|title=Indy test will complete validation Phase|publisher=IndyCar.com|date=September 27, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }}
Honda (Scott Dixon) and Chevrolet (Will Power) began Phase II of on-track testing at Mid-Ohio in early October.{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/50864-on-to-phase-2-for-2012/|title=On to Phase 2 for 2012|publisher=IndyCar.com|date=October 4, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }} A scheduled test at Las Vegas was cancelled after Wheldon lost his life in the 2011 race held at the track, resulting in Dallara renaming the chassis, a practice adopted from Ligier, which named its race cars "JS" for Jo Schlesser. Testing resumed in late October and continued through February at several venues including Sebring,{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/50943-manufacturer-program-pushes-forward/|title=Manufacturer program pushes forward|publisher=IndyCar.com|date=October 27, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }} Fontana,{{cite news
|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/51000-2012-car-oval-test-in-the-west/|title=2012 car oval test in the West|publisher=IndyCar.com|date=November 29, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120303235042/http://indycar.com/news/archive/show/55-izod-indycar-series/51000-2012-car-oval-test-in-the-west/|archive-date=March 3, 2012}} Homestead,{{cite news|url=http://www.indycar.com/news/archive/show/55-izod-indycar-series/51033-manufacturers-work-through-their-programs/|title=Manufacturers work through their programs|publisher=IndyCar.com|date=December 13, 2011|first=Dave|last=Lewandowski|access-date=January 17, 2012}}{{dead link|date=September 2017 |bot=InternetArchiveBot |fix-attempted=yes }} Phoenix,{{cite news|url=http://www.indycar.com/news/show/55-izod-indycar-series/51191-and-39-yeahsand-39-have-it-for-pir-return/|title='Yeahs' have it for PIR return|publisher=IndyCar.com|first=Dave|last=Lewandowski|date=February 23, 2012|access-date=February 27, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120301014524/http://indycar.com/news/show/55-izod-indycar-series/51191-and-39-yeahsand-39-have-it-for-pir-return/|archive-date=March 1, 2012}} and Sonoma.{{cite news|url=http://www.indycar.com/news/show/55-izod-indycar-series/51198-chevy-test-day-at-infineon-draws-a-crowd/|title=Chevy test day at Infineon draws a crowd|publisher=IndyCar.com|first=Dave|last=Lewandowski|date=February 25, 2012|access-date=February 27, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120229222711/http://www.indycar.com/news/show/55-izod-indycar-series/51198-chevy-test-day-at-infineon-draws-a-crowd/|archive-date=February 29, 2012}} Lotus first took to the track on January 12 at Palm Beach,{{cite news|url=http://www.racer.com/hvm-lotus-begin-testing-at-palm-beach/article/223172/|title=HVM, Lotus begin testing at Palm Beach|work=Racer|publisher=Haymarket Publications|date=January 13, 2012|access-date=January 24, 2012|archive-url=https://web.archive.org/web/20120204173609/http://www.racer.com/hvm-lotus-begin-testing-at-palm-beach/article/223172/|archive-date=2012-02-04|url-status=live}} and testing by individual teams began on January 16.{{cite news|url=http://www.racer.com/indycar-testing-priorities-intensify-on-sebring-day-one/article/223395/|title=IndyCar testing priorities intensify on Sebring day one|work=Racer|publisher=Haymarket Publications|date=January 16, 2012|access-date=January 24, 2012|first=Tony|last=DiZinno|archive-url=https://web.archive.org/web/20120120004233/http://www.racer.com/indycar-testing-priorities-intensify-on-sebring-day-one/article/223395/|archive-date=2012-01-20|url-status=live}}
A full-field official open test took place on March 5–6 and 8–9, 2012 at Sebring International Raceway.{{cite news|url=http://www.indycar.com/news/show/55-izod-indycar-series/51086-open-test-scheduled-by-groups/|title=Open Test scheduled by groups|publisher=IndyCar.com|date=January 16, 2012|access-date=January 17, 2012|url-status=dead|archive-url=https://web.archive.org/web/20120117235002/http://www.indycar.com/news/show/55-izod-indycar-series/51086-open-test-scheduled-by-groups/|archive-date=January 17, 2012}}
The Dallara DW12's race debut was at the 2012 Honda Grand Prix of St. Petersburg on March 25, 2012. Team Penske's Will Power won the inaugural pole and Hélio Castroneves won the first race with the DW12.
Full-field oval open tests also took place on April 4, 2012, at Indianapolis Motor Speedway{{cite web |url=http://auto-racing.speedtv.com/article/indycar-series-sets-indianapolis-test-date/ |title=INDYCAR: Series Sets Indianapolis Test Date |access-date=2012-04-02 |url-status=dead |archive-url=https://web.archive.org/web/20120330233625/http://auto-racing.speedtv.com/article/indycar-series-sets-indianapolis-test-date |archive-date=2012-03-30 }} and May 7, 2012, at Texas Motor Speedway.{{cite web |url=http://www.indycar.com/news/show/55-izod-indycar-series/51213-indycar-moves-texas-open-test-to-may/ |title=INDYCAR moves Texas Open Test to May - IndyCar.com |access-date=2012-03-14 |url-status=dead |archive-url=https://web.archive.org/web/20120305201338/http://indycar.com/news/show/55-izod-indycar-series/51213-indycar-moves-texas-open-test-to-may/ |archive-date=2012-03-05 }}
The car's Indianapolis debut came in the 2012 Indianapolis 500. In its first three 500s the car saw 136 lead changes, including a track-record 68 in 2013.
Manufacturer aero kits (2015–2017)
File:Filippi StPete 15.jpg]]File:GoPro Grand Prix 2015 16 - Stierch.jpg]]
For the 2015 season, the universal aero kit provided by Dallara was retired, and replaced with individual manufacturer's aero kits.{{Cite web|url=https://autoweek.com/article/indycar/indycar-series-delays-introduction-multiple-aero-kits-until-2013|title=IndyCar: Series delays introduction of multiple aero kits until 2013|date=2011-08-12|website=Autoweek|language=en|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110006/https://autoweek.com/article/indycar/indycar-series-delays-introduction-multiple-aero-kits-until-2013|url-status=live}}{{Cite web|url=https://www.indycar.com/News/2015/01/1-27-Teams-Waiting-On-Homologated-AeroKits-AppExclusive|title=IndyCar teams waiting on approval of homologated 'Aero Kits'|website=IndyCar.com|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819105957/https://www.indycar.com/News/2015/01/1-27-Teams-Waiting-On-Homologated-AeroKits-AppExclusive|url-status=live}} Honda and Chevrolet introduced their own in-house designed aero kits, in partnership with Wirth Research (Honda{{Cite news|url=https://www.racecar-engineering.com/news/wirth-to-develop-honda-indycar-aerokit/|title=Wirth to develop Honda Indycar aerokit|last=Sam|date=2011-09-11|website=Racecar Engineering|language=en-US|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819105958/https://www.racecar-engineering.com/news/wirth-to-develop-honda-indycar-aerokit/|url-status=live}}) and Pratt & Miller (Chevrolet{{Cite web|url=https://www.roadandtrack.com/motorsports/news/a25035/chevrolet-unveils-2015-indycar-aero-kit/|title=Chevy unveils its new IndyCar aero kit|last=Pruett|first=Marshall|date=2015-02-17|website=Road & Track|language=en-US|access-date=2019-08-19}}), respectively.
The first official test of Chevrolet's aero kit was conducted at COTA by Will Power on October 17, 2014, followed by preseason testing at NOLA on March 14, 2015. The manufacturer's aero kits race debut was at the 2015 Firestone Grand Prix of St. Petersburg on March 29, 2015. Team Penske's Will Power won the inaugural pole and Juan Pablo Montoya won the first race with the DW12 Chevrolet aero kit.
In the first season of use, the Chevrolet aero kits had an edge over Honda, with Chevrolet teams winning all but six races during the season.{{Cite web|url=https://beyondtheflag.com/2017/10/01/indycar-reflecting-aero-kit-era-2015-2017/2/|title=IndyCar: Reflecting on the aero kit era, from 2015 to 2017|date=2017-10-01|website=Beyond the Flag|language=en-US|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110006/https://beyondtheflag.com/2017/10/01/indycar-reflecting-aero-kit-era-2015-2017/2/|url-status=dead}} However, at Indianapolis, three Chevy entries experienced frightening flip-over crashes, prompting a delay in pole qualifying, tweaks to the qualifying rules, and a safety examination during the offseason.
Midway through the season, both manufacturers introduced updates to their aero kits, with Honda losing its front wing endplates on safety grounds, and Chevrolet introducing an additional winglet.{{Cite web|url=https://www.indycar.com/News/2015/05/5-29-Notes-Changes-to-Honda-front-wing|title=Notes: Changes to Honda, Chevrolet aero packages|website=IndyCar.com|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110002/https://www.indycar.com/News/2015/05/5-29-Notes-Changes-to-Honda-front-wing|url-status=live}}
In 2016, in response to the flipping incidents of Chevrolet-powered cars at the 2015 Indianapolis 500, domed skids were introduced.{{Cite web|url=https://jalopnik.com/ed-carpenter-is-okay-after-latest-frightening-indycar-f-1705049215|title=Ed Carpenter Escapes Unharmed After Latest Terrifying IndyCar Flip|last=Schrader|first=Stef|website=Jalopnik|date=17 May 2015|language=en-US|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110000/https://jalopnik.com/ed-carpenter-is-okay-after-latest-frightening-indycar-f-1705049215|url-status=live}}{{Cite web|url=https://www.motorsport.com/indycar/news/why-sparks-may-fly-over-indycar-s-domed-skids-682837/682837/|title=Why sparks may fly over IndyCar's domed skids|website=www.motorsport.com|date=29 March 2016|language=en|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110000/https://www.motorsport.com/indycar/news/why-sparks-may-fly-over-indycar-s-domed-skids-682837/682837/|url-status=live}} Zylon bodywork tethers were also added to the cars, to prevent loose bodywork from leaving a car, and striking another competitor, following the death of Justin Wilson, who was struck by loose bodywork.{{Cite web|url=https://www.crash.net/indycar/news/225393/1/indycar-adds-safety-aerodynamic-tethers-in-2016|title=IndyCar adds safety aerodynamic tethers in 2016|date=2015-11-25|website=Crash|language=en|access-date=2019-08-20|archive-date=2019-08-20|archive-url=https://web.archive.org/web/20190820045316/https://www.crash.net/indycar/news/225393/1/indycar-adds-safety-aerodynamic-tethers-in-2016|url-status=live}} In addition, bodywork updates were issued by both manufacturers to their aerokits. Compared to the Chevrolet aero kit, the Honda kit saw numerous changes, with the front wing being altered from a stacked triple element, to a simpler dual element section, with a new endplate section introduced. In addition, new sidepods were introduced on the road course kit, while a new tyre ramp was introduced with it, and vents were added to the rear wing endplates.{{Cite web|url=https://racer.com/2016/03/01/indycar-racer-s-2016-aero-kit-comparison/|title=INDYCAR: RACER's 2016 aero kit comparisons|date=2016-03-01|website=RACER|language=en|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110001/https://racer.com/2016/03/01/indycar-racer-s-2016-aero-kit-comparison/|url-status=live}} The Chevrolet Aero Kit was less dominant, compared to the previous season.{{Cite web|url=https://beyondtheflag.com/2017/10/01/indycar-reflecting-aero-kit-era-2015-2017/3/|title=IndyCar: Reflecting on the aero kit era, from 2015 to 2017|date=2017-10-01|website=Beyond the Flag|language=en-US|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819110059/https://beyondtheflag.com/2017/10/01/indycar-reflecting-aero-kit-era-2015-2017/3/|url-status=dead}}
For the 2017 season, a developmental freeze was implemented, ahead of a planned introduction of a new universal aero kit for 2018.{{Cite web|url=https://www.autosport.com/indycar/news/126189/indycar-to-stop-aero-kit-competition-for-2018|title=Universal IndyCar aero kit in 2018, Honda/Chevy development frozen|last=Martin|first=Bruce|website=Autosport.com|language=en|access-date=2019-08-19|archive-date=2019-08-19|archive-url=https://web.archive.org/web/20190819105955/https://www.autosport.com/indycar/news/126189/indycar-to-stop-aero-kit-competition-for-2018|url-status=live}}
IR–18 Universal Aero Kit (UAK-18) (2018–2026)
File:Tony Kanaan at speed 2018.jpg driving the first UAK (without cockpit protection) in 2018.]]
File:Max-Chilton-2020-HarvestGP.jpg during the 2020 IndyCar Harvest GP; utilizing the Universal Aero Kit with the aeroscreen.]]
In March 2017, the IndyCar Series announced that the DW12 would receive a redesign and facelift of its aerodynamic system, with all cars running a universal aero kit starting in 2018. Named the UAK-18 (Universal Aero Kit 2018), the base Dallara Safety Cell chassis would remain as-was: however, several components, including the airbox and rear-wheel guards, would be removed. The latter were jettisoned as research and on-track results indicated that they were largely ineffective in reducing large crashes and would often break easily, as would other extraneous winglets.{{Cite web |url=http://www.thedrive.com/accelerator/10639/indycar-unveils-full-design-renders-for-new-2018-body-kits |title=IndyCar Unveils Full Design Renders for New 2018 Body Kits |date=25 May 2017 |access-date=2017-05-29 |archive-url=https://web.archive.org/web/20170702124042/http://www.thedrive.com/accelerator/10639/indycar-unveils-full-design-renders-for-new-2018-body-kits |archive-date=2017-07-02 |url-status=live }} The new kits were designed to ensure that more downforce comes from ground effects than the wings, and the visuals were inspired by classic Indy car designs from the 1980s and 1990s. In addition, teams would save money as they no longer have to buy different base undertray chassis strictly for superspeedways such as Indianapolis. The same chassis can accommodate aero kits for both road/street/short oval courses and the longer ovals.{{Cite web |url=http://www.indycar.com/News/2017/03/03-29-New-car-design-update |title=INDYCAR unveils new images of 2018 Verizon IndyCar Series car design |access-date=2017-05-29 |archive-url=https://web.archive.org/web/20170605054736/http://www.indycar.com/News/2017/03/03-29-New-car-design-update |archive-date=2017-06-05 |url-status=live }}
For the cockpit section, all IndyCar Series entrants began to utilize the all-new Cosworth CCW Mk2 steering wheel and also-new Configurable Display Unit 4.3 display dashes. Due to cost reasons, several smaller IndyCar Series teams (including part-timer and Indianapolis 500-only) still carried over the Pi Research Sigma Wheel digital display for one more season. The driver seats are slightly reprofiled to improve driver comfort as well as modifications such as a slight increase of cockpit length and width to better accommodate driver body height and weight. IndyCar Series was also in talks on the use of cockpit protection for the 2019 season such as the aeroscreen to avoid fatal crashes such as that of Justin Wilson in 2015. The aeroscreen was tested by Scott Dixon at ISM Raceway on February 9, 2018{{Cite web|url=https://www.motorsport.com/indycar/news/dixon-cautiously-positive-after-first-indycar-aeroscreen-run-1003353/1390577/|title=IndyCar aeroscreen makes track testing debut at Phoenix|website=www.motorsport.com|date=9 February 2018|language=en|access-date=2018-12-11|archive-date=2018-12-11|archive-url=https://web.archive.org/web/20181211075715/https://www.motorsport.com/indycar/news/dixon-cautiously-positive-after-first-indycar-aeroscreen-run-1003353/1390577/|url-status=live}}{{Cite web|url=https://www.motorsport.com/indycar/news/indycar-aeroscreens-first-test-the-verdict-from-the-expert-1003988/1390881/|title=IndyCar aeroscreen's first test – the verdict from the expert|website=www.motorsport.com|date=11 February 2018|language=en|access-date=2018-12-11|archive-date=2018-12-11|archive-url=https://web.archive.org/web/20181211075715/https://www.motorsport.com/indycar/news/indycar-aeroscreens-first-test-the-verdict-from-the-expert-1003988/1390881/|url-status=live}} and then by Josef Newgarden at Indianapolis Motor Speedway on April 30, 2018.
The initial new cockpit protection called "Advanced Frontal Protection" made its debut at the 2019 Indianapolis 500, while the new radical Aeroscreen cockpit protection was introduced for 2020 season developed by Red Bull Advanced Technologies.{{cite web|title=INDYCAR Announces Plan For Cockpit Protection Innovation|url=http://www.indycar.com/News/2019/05/05-24-Aeroscreen-Red-Bull-announcement|work=IndyCar.com|publisher=IndyCar Series|date=May 24, 2019|access-date=May 24, 2019|archive-date=June 15, 2019|archive-url=https://web.archive.org/web/20190615153534/https://www.indycar.com/News/2019/05/05-24-Aeroscreen-Red-Bull-announcement|url-status=live}}
The UAK-18 (with the 2020-adopted aeroscreen) with V-6 twin-turbocharged engine powerplant, was originally expected to be retired at the end of the 2023 season. It was to be replaced by a hybrid powerplant for 2024. However, series officials have delayed the rollout of the hybrid formula until an unspecified date after the 2024 Indianapolis 500. Therefore the same cars from 2023 will be utilized for the first several races of the 2024 season.
=Hybrid engine formula (2024)=
The IndyCar Series is currently testing updated 2.4 liter V6 powertrains with 100bhp hybrid ERS units provided by German manufacturer Mahle,{{cite web |last1=Pruett |first1=Marshall |title=Honda hybrid IndyCar engine tests at IMS |url=https://racer.com/2022/10/28/honda-hybrid-indycar-engine-tests-at-ims/ |website=RACER |publisher=Racer Media & Marketing, Inc |access-date=27 November 2022 |date=28 October 2022 |archive-date=27 November 2022 |archive-url=https://web.archive.org/web/20221127055740/https://racer.com/2022/10/28/honda-hybrid-indycar-engine-tests-at-ims/ |url-status=live }} who has provided such power units to various motorsport categories, such as DTM and in automotive applications. The powertrains are currently in active development after being delayed from the originally scheduled 2023 debut due to the impact of the COVID-19 global pandemic affecting availability of manufacturing capacity for the hybrid power units to allow for manufacturer testing,{{cite web |last1=Pruett |first1=Marshall |title=IndyCar's hybrid engine rollout delayed until 2024 |url=https://racer.com/2022/03/03/indycars-hybrid-engine-rollout-delayed-until-2024/ |website=RACER |publisher=Racer Media & Marketing, Inc. |access-date=27 November 2022 |date=3 March 2022 |archive-date=3 March 2022 |archive-url=https://web.archive.org/web/20220303145459/https://racer.com/2022/03/03/indycars-hybrid-engine-rollout-delayed-until-2024/ |url-status=live }} as well as the desire from IndyCar manufacturer participants Chevrolet and Honda to delay the introduction of the hybrid powertrain to 2024 to allow for more testing, development and security in having the necessary parts to supply participating teams with the new powertrains. As of November 2022, there are currently no plans to introduce a new chassis in the near future,{{cite web |last1=Martin |first1=Bruce |title=Why A New Indy Car Isn't Happening Any Time Soon |url=https://www.forbes.com/sites/brucemartin/2022/04/04/why-a-new-indy-car-isnt-happening-any-time-soon/ |website=Forbes |access-date=27 November 2022 |language=en |archive-date=27 November 2022 |archive-url=https://web.archive.org/web/20221127055743/https://www.forbes.com/sites/brucemartin/2022/04/04/why-a-new-indy-car-isnt-happening-any-time-soon/ |url-status=live }} with previous plans to debut a new chassis for the 2024–25 seasons delayed to 2027 due to the impact of the pandemic delaying initial design and development from the January 2021 timeframe,{{cite web |last1=Pruett |first1=Marshall |title=Planning process in motion for next-generation IndyCar chassis |url=https://racer.com/2021/09/25/planning-process-in-motion-for-next-generation-indycar-chassis/ |website=RACER |publisher=Racer Media & Marketing, Inc. |access-date=27 November 2022 |date=25 September 2021}} with no immediate word on a replacement for the current DW12 UAK18. On December 16, 2024 it was announced that the series and Dallara would confirm its successor from 2027 onwards and thus the current chassis is scheduled to retire after the 2026 season.
In December 2022, IndyCar announced that the new engine formula scheduled to debut in 2024 had been delayed to 2027 but later delayed to 2028 due to economic problems.{{cite web |last1=Pruett |first1=Marshall |title=IndyCar drops plans for new 2.4l engine |url=https://racer.com/2022/12/06/indycar-drops-plans-for-new-2-4l-engine/ |website=RACER |publisher=Racer Media & Marketing, Inc. |access-date=6 December 2022 |date=6 December 2022 |archive-date=6 December 2022 |archive-url=https://web.archive.org/web/20221206220417/https://racer.com/2022/12/06/indycar-drops-plans-for-new-2-4l-engine/ |url-status=live }} Instead, a hybrid system for the existing 2.2 liter V6 engines was introduced during the 2024 Honda Indy 200 at Mid-Ohio Sports Car Course.{{Cite web |date=2024-02-08 |title=IndyCar is going hybrid, but is it better to wait for 2025? |url=https://www.espn.com/racing/story/_/id/39484344/indycar-going-hybrid-better-wait-2025 |access-date=2024-04-27 |website=ESPN.com |language=en |archive-date=2024-04-27 |archive-url=https://web.archive.org/web/20240427095254/https://www.espn.com/racing/story/_/id/39484344/indycar-going-hybrid-better-wait-2025 |url-status=live }} It has a {{convert|60|hp|kW|0|abbr=on}}, {{convert|33|lbft|Nm|0|abbr=on}} electric motor coupled to a {{convert|320|kJ|Wh|-1|abbr=on}}, 60-volt capacitor.{{cite web |url=https://racer.com/2024/07/03/racers-inside-look-at-indycar-going-hybrid-part-1/ |title=Racer's inside look at IndyCar going hybrid, part 1 |author=Marshall Pruett |website=Racer |date=2024-07-03 |access-date=2024-07-19 |archive-date=2024-07-06 |archive-url=https://web.archive.org/web/20240706210506/https://racer.com/2024/07/03/racers-inside-look-at-indycar-going-hybrid-part-1/ |url-status=live }}
Fatal accidents
The DW12 was the second Dallara IndyCar Series chassis to suffer a fatality in IndyCar Series to date. At the 2015 ABC Supply 500 at Pocono Raceway, Justin Wilson died after being hit on his helmet by the nose cone of Sage Karam's crashed car, as of the end of the 2024 season this was the last fatality to occur in the IndyCar series.
References
{{Reflist}}
External links
- [http://www.indycar.com/Fan-Info/INDYCAR-101/The-Car-Dallara/IndyCar-Series-Chassis-Specifications Dallara DW12 Car Specifications]
- [http://www.dallara.it/ Dallara's Official Website]
{{Dallara}}
{{IndyCar vehicles}}
{{DEFAULTSORT:Dallara DW12}}