With Chevrolet and Honda under contract to supply 2.2-liter twin-turbo V6 engines until 2026, the NTT IndyCar Series has begun preliminary negotiations with its present manufacturers and those they aim to attract about the future engine formula for 2027 and beyond.
The existing turbo V6 standards, which have been in play since 2012, have had as many as three car companies commit to building and leasing unique motors for the series’ participants to use, but the third — the Lotus brand from England — vanished after one disappointing season.
Since 2013, Chevy and Honda have powered the entire field, which has grown to 27 full-time entries – an expansion that puts significant strain on their budgets and people to support the season-long entries, as well as the push to 33-36 vehicles in May at the Indianapolis Motor Speedway.
More IndyCar!
Meyer Shank partners with Bon Jovi for St. Petersburg.
The RACER Mailbag for February 28
Braun creates waves during the IndyCar Sebring test.
The series aims to enter the ranks of hybrid racing series after the Indianapolis 500, most likely in early July, when the energy recovery system (ERS) developed in a joint venture between Chevy and Honda makes its competitive debut. The 2.2-liter twin-turbo V6 internal combustion engine (ICE) paired with the unique IndyCar ERS will be the new norm through 2026.
However, with a dire and long-standing need to relieve the burden on Chevy and Honda by bringing in at least one more manufacturer to spread the supply load, the series is under intense pressure to establish new ICE+ERS regulations that will entice a new car company to join while inspiring its existing manufacturers to remain.
Late in 2023, Honda revealed deep concerns about the annual costs required to compete in IndyCar, stated that there was no certainty it would or would not remain in the series, and proposed a transition to a cost-controlled engine formula based on common components to remedy the issue.
Multiple sources have told RACER that IndyCar is ready to move forward with some type of spec solution, but Penske Entertainment CEO Mark Miles says, “No decision has been made.” However, there are ongoing conversations with our manufacturers and other prospective manufacturers, and they’ve been very constructive, but they’re not just focused on one approach to what we’re aiming for in 2027 with whatever changes we might make to both the power system and the chassis.”
RACER has stated that discussions for its next powertrain formula have been ongoing since 2023, and the series has presented a variety of ideas, received feedback on those concepts, and gathered information on the types of technology that interest its existing and potential engine suppliers.
Of the legacy elements in play, IndyCar made the move to 100 percent renewable fuel last year, a big milestone it had been working for since at least 2018, and hybridization was touted as another important step for the series in 2019, which is set to debut this summer.
Looking ahead to 2027, options ranging from the aforementioned standard powerplant that can be utilized by any manufacturer, to progressively powerful ERS units, to various alternative fuels are believed to be under consideration.
Although Hyundai and Toyota, two manufacturers who have considered joining IndyCar as engine suppliers in recent years, are believed to be among those in the series’ consultation loop on the 2027 formula, IndyCar declined to reveal which brands, aside from Chevy and Honda, are involved in the process.
The final significant area of forward-thinking technology in IndyCar focuses on the chassis that will carry the new engine formula.
The series clarified that no precise schedule has been established for the development or release of a complete replacement for the Dallara DW12, which debuted in 2012. However, as Miles noted, the current plan is to include some type of chassis change — anything from new aerodynamics to an all-new tub, if not more, with an emphasis on total weight reduction — as part of a refreshed design for the vehicles and their powertrains.
IndyCar also reaffirmed that its primary focus for the first several months of the 2017 season will be on bringing its hybrid package to life, and that after that is done, attempts to finalize the 2027 engine regulations will become more important.
