A Gentleman’s Guide To Wings And Wiggles

The difference between the Honda (top) and Chevrolet (bottom) IndyCar Series aero kits are most evident in the front wing package.  [credit RacingNation.com and IndyCar Series Media]

Aerodynamic improvements at INDYCAR have brought a distinctive model differentiation to the series.

In its standard specification the Dallara DW-12 served its purpose to put cost-controlled racers onto American (and international) streets and ovals. On the other hand, the sameness of the machines left virtually nothing other than paint and sponsor decals to promote a rooting interest for either of the two engine manufacturers (Chevy and Honda).

The aero kit design has changed that…in a hurry. So how do you tell the difference in power plant among the two brands?

It’s actually quite simple, and as only the street and short oval configuration is currently available to the teams now is the time to learn them.

For starters, the Honda has a prominent series of wings and winglets that when viewed head-on turn the DW-12 into a scalloped slice of racing lasagna. In particular, the twin recessed tri-element wing sets on the front main wing, flanked on each side by a multi-element stack of deflectors, is the biggest virtual clue of them all.

The Chevrolet-powered product eschews the over-the-top approach of the Japanese manufacturer for subtle mini-wings, or winglets, on stanchions at the ends of the main front wing. With help from the aero lab at Pratt & Whitney the bow-tie crowd has also placed a right and left winglet just aft of the driver cockpit.

On side-view the Honda has a dorsal fin along and running down the back of the engine cover. You might imagine a shark’s fin laid back and cruising along as the car shoots past. It also boasts some interesting variations in air intake into the side-pods at their forward aspect. At the rear there are proper wings above the tires on both sides of the car, with hard attachment to the rear wing, and a deflector in front of the tire to direct moving air to those wings.

Both manufacturers have reduced the size of the side pods significantly, creating some consternation for the marketing arms of their teams about where to put sponsor labels. There is also a triangular hole at the front of the tub on each side of the cars, just fore of the sidepod, to inhibit airborne lift during a high-speed crash.

In short, there are a lot more curves and wiggles on the Honda than the Chevrolet. Functionally, the changes to the cars add approximately 1000 lbs of additional downforce, bringing the maximum downforce on the chassis for each manufacturer to roughly 4500-5000 lbs. Both cars still retain their previous branding logos as well.

Finally, there’s one other fairly certain way to tell which car is which: the Chevies (up to now) are faster.

Allan Brewer

Allan Brewer covers IndyCar and other racing series for RacingNation.com. Allan is a fixture at the race track, armed with keyboard and camera, eager to take you inside open-wheel sport where the news is being made. He comes to RacingNation.com with multiple professional awards from the American Auto Racing Writers and Broadcasters Association (AWWRBA). He began his motorsports writing career at FastMachines.com; and solely published IndyProRacer.com and A1GP.com, two award-winning websites for open-wheel racing’s junior leagues, prior to becoming IndyCar correspondent at Motorsport.com. He has also covered Formula 1, NASCAR, Formula E, the Indy Lights Series and its predecessor Indy Pro Series, NHRA events and major auto shows. His major interest outside of competition is automotive technology and its application to the cars we drive every day on the public highways.

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