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Dallara makes safety modification to DW12

Dallara has been making a change to the new DW12 IndyCar chassis, after crashes during practice and qualifying suggested the car could be tending to get airborne.
Dallara have been making adjustments to the new DW12 IndyCar safety cell chassis after reviewing the five crashes that occurred at Indianapolis Motor Speedway during practice and qualifying for the Indy 500.

In what had been an otherwise quiet build up to the Indianapolis 500, Josef Newgarden was the only driver to crash mid-week before the qualifying weekend. However, three drivers then had hard hits after spinning over the weekend: Bryan Clauson, Oriol Servia and Ed Carpenter all crashed during their qualifying runs on Saturday, while Charlie Kimball crashed during Sunday afternoon practice after qualifying had concluded.

The cars of Carpenter and Kimball both tipped onto their sides against the SAFER barrier in their respective incidents. Neither man was hurt, although the car suffered considerable damage in both cases. Carpenter had to use his backup car to make the starting grid.

Since the weekend, Dallara has been reviewing footage, telemetry and other data of the incidents to determine whether the car was working as it should, and have concluded that changes are needed to all the cars before the Indy 500.

"Feedback from observers, safety officials and drivers enabled Dallara to have the data very quickly, and their solution and response is a great example of how safety comes first," said Will Phillips, vice president of technology for the IZOD IndyCar Series. "Dallara's response has been immediate to try and make sure all improvements possible could be implemented in time for the race. All credit to them."

The data and subsequent testing identified an issue with the stiffness of the underwing supports, which is preventing the underfloor of the car from breaking away from the carbon fibre tub as has been the case in previous race car models. By immediately affecting the downforce and/or lift on the car, the floor breaking away rapidly slowed the car during a serious impact and helped keep the car on the ground as it hit the barrier.

Dallara has now come up with a solution that involves making three long cuts along the left and right carbon fibre supports that fix the underfloor to the tub. That should maintain vertical stiffness while lessening lateral strength, allowing the units to fold or crush as they used to and restore the previous behaviour to help keep the car on the ground.

The modification is described as "simple" and can easily be carried out on all 33 cars in time for Friday, which sees Carb Day shakedowns for all the teams once they have their new Race Day engines installed. The teams themselves can undertake the modifications if preferred.

The design of the DW12 chassis had been extensively modelled on computers and tested out on tracks, but the Indianapolis Motor Speedway is the first use of the car on an oval since the design was finalised and rolled out to the teams at the start of the season.

The crash modelling had ironically indicated that the stiff supports would be an improved safety feature; the possible knock-on effect on the car getting airborne simply didn't show up in tests until the cars physically hit the wall in practice and qualifying.

In any case, no car can be guaranteed to remain stuck to the race track in every impact, and the effect of the stiffness of the supports may be fairly minor. Observers also pointed out that the new driver protection sidepods on the car could be helping to prevent the car from toppling over completely upside down in the various impacts seen so far.



Related Pictures

Click on relevant pic to enlarge
Dan Wheldon at the wheel of the 2012 IndyCar Safety Cell during summer testing of the new chassis at Indianapolis Motor Speedway. [Photo credit: Walt Kuhn]
Photo of the new 2012 specification Dallara chassis, unveiled at the Indianapolis Motor Speedway on May 10 2011 with the cars grouped around the historic
Scott Dixon enters Turn 1 during practice for the Honda Indy 200 at Mid-Ohio (Photo by: Chris Owens for IndyCar Media)
Scott Dixon heads towards Turn 12 during practice for the Honda Indy 200 at Mid-Ohio (Photo by: Bret Kelley for IndyCar Media)
Scott Dixon rolls through the Carousel (Turn 12) during practice for the Honda Indy 200 at Mid-Ohio (Photo by: Bret Kelley for IndyCar Media)
Scott Dixon enters the Turn 2 Keyhole turn during practice for the Honda Indy 200 at Mid-Ohio -- Photo by: Chris Jones for IndyCar Media
Luca Filippi with a quick off heading into Turn 12 during practice for the Honda Indy 200 at Mid-Ohio (Photo by: Bret Kelley for IndyCar Media)
Scott Dixon in action during practice for the Honda Indy 200 at Mid-Ohio (Photo by: John Cote for IndyCar Media)
Scott Dixon in action during practice for the Honda Indy 200 at Mid-Ohio (Photo by: Chris Jones for IndyCar Media)
Helio Castroneves enters the Turn 2 Keyhole turn during practice for the Honda Indy 200 at Mid-Ohio (Photo by: Chris Jones for IndyCar Media)
Sebastien Bourdais exits pit lane to begin practice for the Honda Indy 200 at Mid-Ohio -- Photo by: John Cote for IndyCar Media
Conor Daly leads at the 2014 Dan Wheldon Memorial kart event   [pic credit: IndyCar Media/Chris Jones]
Ryan Hunter-Reay celebrates in Victory Lane after winning the Iowa Corn 300 at Iowa Speedway (Photo by: Chris Jones for IndyCar Media)
Ryan Hunter-Reay celebrates in Victory Lane after winning the Iowa Corn 300 at Iowa Speedway (Photo by: Chris Owens for IndyCar Media)
Sage Karam, driver of the #8 Comfort Revolution/Big Machine Records Chip Ganassi Racing Chevrolet IndyCar V6, celebrates his third-place finish Saturday, July 18, 2015, during the Verizon IndyCar Series Iowa Corn 300 at Iowa Speedway in Newton, Iowa. (Photo by Phillip Abbott/LAT for Chevy Racing)
Josef Newgarden, driver of the #67 Wichita State University CFH Racing Chevrolet V6 IndyCar, celebrates his second-place finish Saturday, July 18, 2015, during the Verizon IndyCar Series Iowa Corn 300 at Iowa Speedway in Newton, Iowa. (Photo by Phillip Abbott/LAT for Chevy Racing)
Sage Karam, driver of the #8 Comfort Revolution/Big Machine Records Chip Ganassi Racing Chevrolet IndyCar V6, races to a third-place finish Saturday, July 18, 2015, during the Verizon IndyCar Series Iowa Corn 300 at Iowa Speedway in Newton, Iowa. (Photo by Scott R. LePage/LAT for Chevy Racing)
Josef Newgarden, driver of the #67 Wichita State University CFH Racing Chevrolet V6 IndyCar, races to a second-place finish Saturday, July 18, 2015, during the Verizon IndyCar Series Iowa Corn 300 at Iowa Speedway in Newton, Iowa. (Photo by Scott R. LePage/LAT for Chevy Racing)

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Don - Unregistered

May 24, 2012 4:36 AM

Dallara fully knows what they're doing, and are making the right modifications for safety. No matter how much computer modeling is done nothing can duplicate running and crashing at 230 mph! Slowing down the cars in the name of safety is appropriate stogie. Running 260 mph at some point in time down the straights in the future would be suicidal and just plain stupid. Too many drivers have died at Indy (research it) and other ovals. This new car and formula looks like it will make some very exciting racing, and that's whats most important. RIP Dan Wheldon. Can't wait for Sunday!

Guitarman - Unregistered

May 24, 2012 5:20 PM

Although the cars are built down to a price, so that the teams, all private, can afford to buy and run them, they're built much heavier and stronger than F1 cars so they can withstand smacks into the wall, with the input of a century of experience from the teams and organisers. No current F1 team has the experience of the forces exerted on chassis and suspension of hours of flat-out running at 220-plus, let alone of a tub hitting a solid wall at those speeds. No F1 car could cope with either. The new Dallara chassis incorporates the lessons learned from the Wheldon tragedy of last year. And hitting a wall at 200plus is going to be bloody dangerous to the human body no matter how good the car !



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