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"   Starting in 2012, the Izod IndyCar Series will race with a new slimmer, turbocharged car that will bring a desperately needed fresh look. It will arrive at a lower cost with the additional possibility of aerodynamic and engine diversity under the concept rolled out in an elaborate presentation this summer at the Indianapolis Museum of Art.   IndyCar called it the &amp;quot;future car strategy&amp;quot; and it almost sounds too good to be true. How successful it becomes will depend upon how many companies buy into it and produce aero packages and powerplants.   Dallara, an IndyCar constructor since 1997 and the sole chassis in the series following the Indy 500 in 2007, won the five-company competition to be the exclusive manufacturer of what the series has termed &amp;quot;the IndyCar Safety Cell.&amp;quot; It&amp;#039;s a rolling chassis built to Indy Racing League specifications. One of the questions remaining to be settled is whether or not the engine will be a stressed part of the chassis, as is current practice. If it isn&amp;#039;t, some team owners believe it would reduce costs further.   &amp;quot;This will be basically the complete car, less seat,&amp;quot; said IRL President of Competition Brian Barnhart, part of the seven-member committee that recommended the future strategy.   Dallara will supply the rolling chassis for $349,000 and a complete car for $385,000. That&amp;#039;s 45 percent less than the $700,000 for a new car this season.   The committee also recognized that IndyCar doesn&amp;#039;t want to have a spec car, but didn&amp;#039;t think that it could afford more than a single manufacturer. The compromise was to allow any company to supply aero kits\u2014sidepods, engine cover and wings\u2014for $70,000. They would change the car visually and in performance. Each team could purchase two aero kits per season. The builder of the aero kit will determine the brand on the car.   &amp;quot;Once the kit is submitted and approved, the car branding will go by the intellectual property rights for the owner of that kit,&amp;quot; Barnhart said. &amp;quot;If Team Penske does its own kit, it will be a Penske IndyCar. If any other manufacturers come on, it could be a Lockheed IndyCar, it could be Boeing, it could be a , it could be a .&amp;quot;   IndyCar&amp;#039;s desire is to bring major auto and aerospace companies with the technical capability to develop an aero kit at the price it has set, which may be less than the aero package costs to develop. Subsidies from manufacturers of aero kits, with a return on investment from participating in the IndyCar Series and the Indy 500, may be required.   The 2012 car will weigh 1380 lb., 185 less than the current formula, and will carry a lower profile, thanks to removing the airbox required for the normally aspirated engines. The new turbocharged formula allows for a maximum of six cylinders and 2.4 liters and will have a horsepower range of 550 to 700.   IndyCar will control power through boost, allowing it to raise horsepower on road courses and lower it on ovals to meet perform\u00ADance targets. Annual engine lease costs will not exceed $690,000, perhaps lower if only one builder, likely , is on board for 2012.   IndyCar hopes to attract multiple engine suppliers, too. But the time is short for 2012 on the engine front. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/motorsports/news/a16156/indycars-new-chassis/>