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January 23, 2025 — INDYCAR has officially lifted the curtain on its highly anticipated next-generation race car, the IR-28. As the series prepares for the hybrid era, the new machine represents a fundamental shift in design philosophy, safety, and performance. To get a clear, expert perspective on what makes the IR-28 stand out, we turned to INDYCAR analyst and former race winner James Hinchcliffe—a driver who has logged thousands of miles in both current and prototype chassis. Here’s his deep dive into the car’s most striking features.
The IR-28 isn’t just a facelift of the current DW12-derived chassis. According to Hinchcliffe, “This is the first ground-up redesign under the current hybrid roadmap. The car had to accommodate the new 2.4-liter twin-turbo V6 hybrid powertrain while improving safety and producing closer racing. Every surface was put under a microscope.”
Key structural changes include a lower center of gravity by more than 2 inches, achieved by repositioning the fuel cell and hybrid battery pack. The chassis tub itself is 8% lighter than its predecessor, thanks to increased use of carbon fiber in the survival cell and a redesigned gearbox casing that saves roughly 25 pounds.
Hinchcliffe noted: “You feel the weight difference immediately in simulation. The car rotates more willingly, and the hybrid deployment should feel less intrusive because the battery is mounted lower and further forward.”
The IR-28’s most obvious departure is its aerodynamic package. Gone are the complex multi-element front wings and sprawling rear endplates. Instead, the car features a simplified, cleaner surface design aimed at reducing turbulent wake for following cars.
The result? INDYCAR engineers claim the IR-28 loses only 10% downforce when following another car from 0.5 seconds behind, compared to roughly 25% for the current car. That improvement is expected to boost overtaking opportunities, particularly on ovals and street circuits.
The IR-28 retains INDYCAR’s signature aeroscreen but integrates it into the monocoque design rather than as a bolt-on add-on. The new mounting system reduces weight by 6 pounds and improves driver egress in an emergency.
Hinchcliffe emphasized a less visible but critical safety upgrade: revised side intrusion structures. The sidepods now house energy-absorbing foam blocks that extend higher, protecting the driver’s torso in the event of a side impact from another car or debris.
“The current car already saved lives—the IR-28 raises the bar. I’ve walked through the crash test data with engineers at Dallara,” said Hinchcliffe. “They increased the side impact load requirement by 20% versus the current spec. That’s huge for oval racing, where lateral hits can be the most dangerous.”
Additionally, the fuel bladder has been relocated further from the outer sidepod shells, adding an extra layer of containment. INDYCAR also mandated a new fire suppression system nozzle placement that activates within 0.1 seconds.
While the IR-28’s chassis grabs headlines, the heart of the car is the new 2.4-liter twin-turbo V6 with a spec hybrid system. The internal combustion engine alone produces around 670 horsepower, with the hybrid motor adding 40 more for a total of 710 hp—matching the current output but with a peak torque that arrives 1,500 rpm earlier.
Hinchcliffe revealed a behind-the-scenes detail: “During off-season tests at Sebring, drivers were initially skeptical about the regenerative braking. But within three laps, they realized you could recover more energy under hard braking into corners than in the current push-to-pass system. That means drivers will deploy the hybrid boost more often—not just for passing, but for defensive moves.”
The hybrid unit itself, supplied by Chevrolet and Honda (with support from Ilmor), is integrated into the bellhousing and has a separate cooling circuit that draws air from the left-side pod. The system weighs roughly 110 pounds but is balanced by the lighter chassis.
Inside, the IR-28 revolutionizes the driver’s interface. A steering wheel-mounted multifunction display replaces the separate dash panel, showing boost level, hybrid charge, tire pressure, fuel, and flag status in customizable layouts. The wheel also houses a haptic feedback clutch that vibrates to indicate optimal shift points.
Hinchcliffe noted: “Not having to look down for critical info is a game-changer on ovals. At 230 mph, that half-second glance can be the difference between hitting a bump and losing control. I wish I had that in my career.”
The pedal box is now adjustable for reach and angle, a feature borrowed from Formula 1 but rare in IndyCar. Driver cooling has also been improved with a new liquid-cooled vest system integrated into the car’s plumbing.
In exclusive details provided to this outlet, INDYCAR shared early test results from the IR-28 prototype completed at Indianapolis Motor Speedway in December 2024. Over 2,500 miles were logged across four different teams (Chip Ganassi, Penske, Andretti, and McLaren). Key takeaways:
A team engineer who spoke on condition of anonymity confirmed: “The car is more forgiving to drive. We saw drivers able to run closer together for longer periods. In some runs, they were less than 0.3 seconds apart for 15 consecutive laps—almost impossible with the current car.”
With the IR-28 debuting in the 2025 NTT INDYCAR SERIES, fans can expect tighter fields and more unpredictability. The aero improvements should reduce the advantage of track position, while the hybrid system adds a strategic layer—teams will need to balance energy recovery with outright speed.
Hinchcliffe summed up: “The IR-28 isn’t just a different look. It’s a fundamentally smarter
