IndyCar: Fixing the Phoenix Downforce Problem

The Verizon IndyCar Series is returning to Phoenix International Raceway for the first time since 2005. They tested there at speeds faster than NASCAR, but some drivers and team owners think the current downforce levels will make for a less than stellar show.

IndyCar tested at speeds in the neighborhood of 190 mph. According to Racer.com, Team Penske driver Will Power says the current downforce level for Phoenix is the highest it has ever been on an oval meaning the drivers are going all out into the corners. But, the downforce level is not expected to allow very much passing. That means the April 2 race at PIR could end up being more like a parade than a race.

Reducing downforce would put more control of the cars into the drivers’ hands and allow for some passing, but speeds would likely drop below the test session speeds.

The solution is not simple. The downforce levels are so high, that at one point during the test sessions Team Penske’s Juan Pablo Montoya went to IndyCar’s Bill Pappas and suggested taking the rear wing off the car. Clearly, something must be done to give more control to the drivers and increase passing.

The series could look into Will Power’s suggestion of increasing the boost from levels reserved for oval tracks to the levels typically used for road courses. That would allow the cars to faster in the straightaways than they did during the test sessions and it would likely lead to passing at the corners. But, during the test session, it did not look like there were multiple lanes in the corners for the drivers to use. That means passes would probably be reserved to the exit of the corner where drivers could start using the extra boost.

Firestone could also play a major role in improving the race without taking downforce away from the cars.

The tire manufacturer could provide a softer compound tire that would go away faster over longer green flag runs. If a driver comes out of the pits with fresh tires and extra boost, then they could conceivably pass other cars with older tires and less boost.

The problem with a softer compound tire is obviously the potential for more rubber build-up on the outside of the track. An increase in marbles would further pinch the racing line down to the inside of the corner and restrict any outside passing. If a car gets up into the marbles, it’s basically a one-way trip to the wall and IndyCar does not want a caution-plagued race in its return to PIR.

Back in October, Firestone’s Dale Harrigle told Motorsport.com that the plan for Phoenix is to use tires very similar to those typically used at Milwaukee. In 2015, Sebastien Bourdais dominated Milwaukee and tires were never really a factor in the event. IndyCar may want a change to help the show at Phoenix. Harrigle says Firestone will adapt its tire development to IndyCar’s downforce levels, so signs may point to a slight decrease in downforce moving forward.

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In the end, it will be a combination of factors that dictate what type of race happens at Phoenix. A slight downforce reduction coupled with more boost and softer tires appears to be the best cocktail for a solid race. But, the question is, is IndyCar listening?