Ilmore Engineering is a company that works on race-car technology. In this episode, they’re talking about how Ilmore fits into IndyCar engine building and how it compares to bigger teams.
They’re talking about the same basic engine being updated multiple times. Racing teams do this to improve power, reliability, or to match new rules. So the engine “evolves” rather than staying exactly the same.
A naturally aspirated V8 is an engine that doesn’t use a turbo or supercharger. It makes power by breathing air through the engine normally. That usually means the response and tuning feel different than forced-induction engines.
Car
Honda engine
They’re saying the race car used an engine built by Honda. That matters because the engine supplier strongly influences how the car performs and how it’s developed. Later, the story shifts when Chevrolet returns with a new engine spec.
Honda is the brand that provided the earlier engine setup for the race car. The team worked with Honda through a joint venture, and that shaped how the car was built and tuned. Later, Chevrolet comes back and the program shifts.
Formula One is the highest level of open-wheel racing in the world. Here, they’re saying Ilmore has experience building engines for that kind of top-tier racing.
GM is General Motors, a major automaker. In this episode, they’re described as the partner providing support tools like simulation, while Ilmore focuses on engine technical work.
Chassis and aero development are about making the car (or race vehicle) handle well and move efficiently through the air. Here, they’re saying GM supports those areas, and Ilmore focuses on engines.
They’re describing how race teams staff their weekends. Instead of everyone doing everything, certain experts are assigned—some from GM and some from Ilmore—to handle their specific areas.
The “simulation side” refers to using computer models to predict performance and guide engineering decisions before (and sometimes during) track sessions. In racing, simulation can cover everything from engine behavior to vehicle dynamics and aerodynamic effects, helping teams iterate faster than testing alone.
The software side is the computer work behind racing—analyzing data and helping the team make the car behave the way they want. It often ties into engine settings and how the car responds.
Aerodynamics is the study of how air flows around the car, which directly impacts downforce, drag, and stability. In racing, aerodynamic development often works alongside mechanical setup (like suspension) to produce predictable handling at different speeds and track conditions.
They’re saying the same basic engine design has been used since 2012. That usually means teams have a lot of experience with it and can improve it over time.
“Performance and reliability” is the central motorsports tradeoff: pushing power and efficiency while ensuring the engine and systems survive race conditions. The fact that the speaker pairs them suggests the engine platform has managed both over a long period.
Chevy (Chevrolet) is the other manufacturer mentioned in the comparison. The point is that the engines from each company evolved differently and affected performance.
The Indy 500 is a huge race held at Indianapolis. Racing teams focus a lot of their work on it because it’s one of the biggest tests of speed and reliability all year.
This is about how the gas engine and the electric parts work together. How they coordinate can change how the car feels when you accelerate and how it recovers energy when slowing down.
In the pit lane, there’s usually a system that limits how fast the car can go. It’s there for safety, and it can affect how efficiently you get through the pits.
An engine issue is when something goes wrong with the engine that can hurt power or reliability. If it rarely happens, it means the car is usually running strong when it matters.
F1 is Formula 1, the top level of open-wheel racing. The speaker is comparing how F1’s power/energy systems deliver performance compared to the system they’re discussing.
Lap time is how long it takes to complete one full lap on the track. If lap times get better after a change, it usually means the car is working better.
An engine dyno is a machine that runs the engine on a stand while measuring how much power it makes. Teams use it to test updates safely before taking the car to the track.
They mean a reaction you feel in your body—like being impressed or excited right away. In this case it’s the engine sound and smell that makes people react instantly.
“More power” means the car can produce more force to go faster. In racing, that usually helps with acceleration and overall speed, but it also changes how the car behaves.
Making the car lighter helps it accelerate and stop better. It can also make the car feel more responsive and easier to drive fast.
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This is Off-Track.
You're not allowed to say anything, Tim, because you don't.
It's funny, before I introduce this guest
that we're going to have on a Tuesday,
I sent Tim a message about who it was and what his job was.
And I was like, if you want to ask him any questions.
And so his response was, what is car?
So that just goes to show the level of motor sport.
I like to start at the basics.
The level of motor sport knowledge Tim has,
but I just want to welcome Andy Griesan from Ilmore Engineering
to the show.
First of all, Andy, thank you for joining us.
I want you, before you really get into who you are,
can you please explain to our listener base what Ilmore is
and how they are different and the same
as GM and Chevrolet in the Indy car space?
Right, right. Good question, Alex.
Thanks for having me, guys, by the way.
So Ilmore was started back in 1985, roughly,
formed between Mario Alien and Paul Morgan,
along with Roger Penske as a partner.
And they wanted, they set out because those two engineers,
Mario and Paul, were setting out to build
the next generation of Indy car racing engines
and having the backing from Roger bringing Chevrolet in,
that was really the seed that started in the UK
where they started building the Chevy 265, as we call it,
that there were several iterations of that engine
in the mid to late 80s that, you know,
Mario Andretti took to race victories and everything else.
And from that point forward,
there was already that relationship with Chevrolet
as far back as like 1985 timeframe.
And that, when we circled back around in 2012,
right before 2012, 2011, you know,
we were finishing off the old car, Alex.
I don't think you drove that car, but I can recall.
But at that point, we were transitioning from,
I was working with, I had started with Ilmore in 2010,
just as a track set engineer, getting my feet wet,
the old race car, the IR3, with the V8 naturally aspirated
a Honda engine that was a joint venture
between Ilmore and Honda.
So I was wearing all Honda gearles
with all the Honda engineers.
And then when Chevy came back in 2012
and we built the current spec engine,
that's when we separated off and, you know,
GM's been a partner since 2012 consistently.
And that's what I've been working with them.
So Ilmore is the contract specialty house,
if you will, that has created numerous,
you know, IndyCar Formula One and Marine racing engines
as well as, you know, Marine engines
for Mastercraft boats, right?
So we have that kind of arm
as well as our IndyCar racing effort
that we've been partners with GM.
So GM supply, as you know, like have a lot of support
with all the simulation stuff that, you know,
you're involved with on a daily basis
as well as other chassis and aero development resource
while we are all the engine side resource.
So walk us through what your role is.
So my, for the listeners that don't know
necessarily how this works, every team or every car
rather at the track is assigned a, is it a GM person
or is it an Ilmore person?
So everybody that you've worked with,
well, since you came when I started working with you
and you came back to McLaren and then now in Carpenter,
you've been assigned at Ilmore engineer.
Right. So every Chevrolet branded team,
every car that is under that banner has a Ilmore engine tech.
There is also some people that are imports from Chevrolet
that help on the other side of things,
the simulation side, the software side,
but you are kind of the lead of all of the different engine
techs that are at the track
across all of the different Chevy teams in IndyCar.
What is that role like?
And is that something that you always had aspired to?
Did you ever want to work just on the team side
or on the car side or kind of talk us through your journey
as to how you kind of got to this position and this level?
Yeah, sure, man.
Shoot, I mean, my love affair with engines started when I was
a kid, honestly.
And then through university running the Formula SE cars,
you know, not only doing the engines for them,
but also driving them.
I told myself, man, if I can,
if I can make this a career path, like I'm all for it.
And racing engines is very niche, as you know,
like the team side is more broad.
You have more, you know, options in develop,
learning how to develop suspension aerodynamics.
There's more features, you know, to our cars, you know,
besides just the engine, but that always drew me in.
So I was really hopeful out of college to get a job in racing
engine development and was, you know, fortunate enough to end
up at Ilmore.
And I did aspire to kind of have to get up into this kind of a
role where I had a bigger impact on more than just a single
car, right, to have a bigger impact on the whole program.
And, you know, really, like I said, the transition period was
when we went to this, the 2012 engine, which is still in
service today, as you know, and has had a long tenure and
long history.
But, you know, along the way, I was really fortunate to 2012-13-14.
I was running Will Power on his exact car and working as kind
of the Penske lead guy.
And then in 2014, I was kind of given the sharp opportunity
if, like, kind of dropped me on my head, thrown in the fire
opportunity to, you know, be the chief engineer, like, at a
different title, like chief calibration engineer at that
point, working on trackside calibration.
And now I've got, again, a bit broader position since 2014.
So at that point, you know, in 2014, it was kind of about a
run with Will Power.
We won St. Pete and I was given an opportunity to be the chief
engineer at that point.
But at that point, I couldn't get a step away from Will's car
entirely. So it was kind of a year of me learning the ropes
on how to manage the group better on a more technical level,
as well as, you know, keep Will's car and the championship
hot. So I was fortunate to kind of end my career, like, on a
car, just like we're talking about our engineers that are
assigned.
I was fortunate enough to end on a high note, you know,
Fontana 2014 with Will for his first championship.
And then I transitioned fully off that 2015 to present day,
being, you know, looking over every single Chevy powered car,
driver, engineer that has worked on them.
So it's kind of been a long journey through that, but I know
I can identify with my engineers who are running the cars
nowadays.
They're the level of complexity and what we're asking them to
do on a daily basis is far surpassing how I started back
in those first three years, you know, running cars.
So let's talk about that a little bit because you brought it
up.
This engine has been around since 2012.
Drivers are aware of it.
Teams are aware of it.
Fans are aware of it at this point.
Did you ever imagine a that this architecture would exist
over a decade later and B, did you could you ever in your
wildest dreams think the performance and reliability
you're getting out of it now could have ever come from that
original concept 14 years ago?
That's a great question.
I think what the guys that are newer to the program.
So I always say the people who have two to three years of
experience, it's a very steep learning curve and there's a
lot of confidence that comes with that.
They build that learning curve up, but what they don't the
current crop of engineers, both at Honda and at Chevy, I
would say both, they don't have any appreciation for when
this did start every year was big changes, right?
A new plenum, new fuel injection, like, you know, new
injectors top and bottom, whatever it was, new cylinder
head, camshafts, you know, you name it.
There was homologation updates along the way that were
fairly sizable like year to year.
The performance differences between Honda and Chevy were
big just by virtue of the engine only.
Then you obviously came in the door have during the arrow
kit.
Yeah, I'm not mistaken, right?
So then we had that whole era and that created another
disparity between the manufacturers.
So it was harder to two D couple aerodynamic performance
and engine performance because at that point, the engines
were still changing so much year to year.
So you had two big variables and then 2018 when it all
came back together on the UAK universal arrow kit for those
who don't know what that means when 2018 we went back to
the single make body kit across Honda and Chevy.
It was back to engine only competition.
If that makes sense.
So I would have never missed.
Do you miss the chassis side of it being a factor or no?
It was it was just different, right?
I mean, I think that we enjoyed some success in those years
as a result of that arrow side of it as well.
Obviously, I can't say, you know, that it was engine only.
It was it was certainly aerodynamic opponent was huge.
I don't know if I miss it nowadays.
It's just like, as you know, we're we're scraping and
you're finding these tiny bits and pieces.
And I think I would have never conceived it to be in its
current formula this far along because we also had a little
teaser a few years ago when we did run a different engine
just for a single test, right engine that hopefully is, you
know, in new engines coming online certainly soon.
We all hope so.
It's it's hard to believe where we are now versus where
we started on the program.
And I think a lot of people now it's taken for granted how
reliable things are how well sorted driveability, you know,
all the things we talk about on a weekend basis.
Alex, it's incredible to know now all the dreams you might
have had all those years ago, like, man, only if only we
had the resource and the time to do this, we would do it the
right way.
And now I feel like we're at that point, but it's only
because things have been mature and our engineers are
doing more performance engineering and less worrying
about just seeing it go around the track.
Like in 2012, you're just like, man, I'm happy to see it
finish a race distance or go around the track, right?
Whereas now it's so mature that it's almost an afterthought.
It's almost you have to be so meticulous around every detail.
If it's a performance or reliability, so meticulous as
you know, it's so close, we can't take anything for granted.
I mean, that's that is the beauty, right?
Of a manufacturer championship, even though it's in a lot of
ways it's not, it still is from the engine side, right?
And so much of the excellence of what Elmore and Chevrolet
had been able to accomplish is due in part to the push
they've had to they've had from Honda and HPD, right?
And in every single year, it's just back and forth of,
oh, Honda took a step here, but Chevy took a step here
and then it flips and then it's kind of this revolving cycle.
Obviously, when you're on one side of it, you always want it
to be you, but at the same time for the greater good of the
series, it's really cool to see that battle that continues
and flip flops not only year to year, but sometimes event to
event.
Yeah, I agree.
It's never ending and you know, there's never, you're never
resting on your laurels.
Even if you have a good season, you know that there's going
to be like a response, right?
And so a lot of it, you're trying to anticipate things.
You're trying to predict things, but as you know, as soon
as the green flag goes down, you're left wondering, hey,
did we prepare enough for what steps would I have taken
and done differently?
And you can always play the hindsight engineering game,
the hindsight is 2020 and everything, but we try to not
rest on our laurels, right?
Because even if you have a strong season or a strong
Indy 500, you know, you know that it's nothing is you can't
take it for granted and you know, it doesn't stay the same.
Drivers get asked all the time by the media, do you want to win
a 500 or do you want to win a championship?
Like what, what is your stance?
What is Chevy stance?
Well, I think we know that the priority of Chevy in ourselves
is the Indy 500.
So a lot of your, you know, development is focused on that.
A lot of the decision making is around that.
And, you know, I don't think it's any, can't be much different
for Honda, I would imagine because it still continues to be
for, you know, the people that are not as aware.
It still is, as you know, the biggest race in the world,
single day, et cetera, right?
And we put all our eggs in that basket.
We try to drive as hard as we can to that goal.
So we've obviously like, if you've been in a race, we see
you guys in the pits looking at the car.
You usually have the laptops open, analyzing things.
I know Hinch always talks about like, there's only so much
you can do from the car to the car.
You get the car that you get that weekend and you can make
small tweaks, but you can't like move the needle too much.
So what does your weekend look like?
If you're making, how do you go about making these changes
or who decides what changes get made?
Like what are you guys doing there?
Yeah.
Yeah, that's a good question.
I didn't mean that to sound like that.
You know, what is the day to day?
What do you do?
Yeah.
Oh shoot.
Well, the day to day, as you know, Alex, like when we set
up for the event, we're, we're again doing our best weather
projections, drivability projections, all these things
to understand how the base setting of the engine.
So Tim, what you're thinking is, yeah, we have the base setting,
which largely for that, for that matter, unless you miss
something entirely off, you know, you have a pretty, a pretty
tight game plan for like, this is the weather and this is how
we're going to tune it.
And then after we get in the door, we meet like myself.
I'm running around to every single Chevy powered team with
my team of engineers on their assigned and we're having individual
meetings and I'm giving them kind of the Chevy game plan for
that weekend for the engine perspective.
And some, there is some carryover now to the hybrid perspective.
As you know, Alex, the hybrid, now you can't really treat it
as its own entity.
You have to make sure you're treating it as a whole system,
whole powertrain system, engine and hybrid now.
So I'm running around and you're setting that game plan up.
And then as we're getting into each run day, like Tim, what
you're, what you're thinking is, our guys are tuning to the
final degree of performance field economy, drivability, etc.
And making sure we're running everything at the absolute, you
know, ragged edge to make sure that there's no stone left on
turn, come qualifying.
Whereas you know, like this is so tight nowadays, like a single
10th, we're looking for less than a single 10th, right, to make
sure that we're, we're making a difference.
So yeah, those, those small details, you're making sure that,
you know, with the gearing that the team elects to use, we're
working with the team on, you know, making sure that the
gearing and the engine are working together properly.
And so those are the little adjustments that some of it you
can measure in terms of raw car speed and did it move the
needle and you, you would hope so.
Um, but it often relies on to like, you know, Alex getting
everything perfectly right in the car and qualifying to extract
that lap time.
It's, we have to make sure we are packages as robust as possible.
So all those small details, pit lane speed limiter, another,
you know, topic that comes up all the time, you think, well,
that's not a big deal.
What is a big deal if you're trying to cover somebody on a
pit exchange, if there's any, any issues in the pit that costs
a half a second to the common person.
Well, half a second, no big deal.
That's like the blink of an eye, but that's an eternity when
you're talking the car at speed and you have to make sure that
any little detail, even in how the drivers are in and out of
the pits, you're taking care of for, for these races with how
close to this.
So you guys are just playing mind sweeper on those laptops.
I don't, I don't think that the, uh, the engine techs get
enough appreciation, um, for what you're saying, Andy, by, by
really anyone, because you, you're right.
It is, we is, as drivers and teams, like demand, it's like,
we want more power.
We want it easier to put the power down and we want better
fuel all the time, right?
Yeah.
We want the shifts to be good.
We want all of these things to exist across a variety of
different conditions and 97% of the time, 99% of the time,
it's all spot on, right?
But that's because there's a continual evolution that's
happening every single session, right?
They're analyzing every single lap and, and looking at, at
all the parameters that they could possibly touch and control
to, to get it to that point by the time the race rolls around,
right?
And, and I think it's a, it's a pretty incredible accomplishment
that, that you guys do that across so many cars to such a
consistent level because it's ultimately, you know, we as
drivers, we never, I've been in this series now for, for 10
years and I can count on one hand where I think an engine issue,
right?
No, I'm not saying reliability.
I'm saying performance, right?
Affected the end result of my day and, and that's, that's pretty
impressive.
So it's, it's incredible.
You guys do and, and you don't get enough love for it.
You mentioned it.
So I'm going to bring it up.
Let's talk about the hybrid a little bit.
So the hybrid came a couple of years ago in the middle of
the season.
It's pretty well documented that this is something that our
competition wanted on the cars for their own, their own
reasons, which is, which is fair enough.
What are your thoughts on the hybrid so far and do you, do
you enjoy it as a, as a tool that can be used to kind of
extract even more performance out of the car or do you just
find it pretty annoying?
Well, I think, I think you touched on it initially.
It was a huge, huge effort by the team here, people in the
UK, HRC as well.
Like they're doing their part and then Indy car, right?
And so we all had to get together and make this come to
fruition and it has, and now, you know, it's running like
pretty smoothly.
It's taken its head.
It's problems as you know, but it's running smoothly.
And now that everybody has a lot more experience with it,
you know, my mantra has been, you know, let's view it not as
potential hindrance or something that is a distraction or
whatever, and you just have to view it as part of the car.
It's there whether you like it or not, and you have to leverage
it to the best of your ability to also use it to find
performance in its own way.
And I think I've mentioned it, I don't know to you personally,
but I tell people, man, it doesn't really get enough credit
for when the drivers hit the button, I always use like really
rough napkin math terms.
And I'm like, well, generally speaking, when you hit the
button, you're getting a burst of like 10% torque.
Now, it doesn't last for a super long time like F1 and its
total amount maybe isn't as impressive as currently what
F1's doing is the energy density and all the powers, you
know, they have is incredible, but obviously like in terms of
scale, what we have on the car, it's impressive from its own
right of you guys hit the button and you're getting like an
additional 10% torque like routinely.
And I think that from a driver's perspective, I kind of have
to remind you guys that like, hey, we're doing all this with
different power curve shaping different work of shaping off
the corners and you know, with you guys just hitting the
button and then boom, you're just getting that much performance
like right away.
It's something that probably isn't given enough credit its
own credit as well as like it's a system that can be utilized
more and I do view it more as it's just a new challenge.
And I think we're really trying to educate our group and then
and work with you guys as closely as we can to make sure
that it's there whether you like it or not.
How do we use it now as a better tuning tool over what we did
the last year and a half is it started what mid Ohio 2024?
Correct.
It was a mid season thing and then we were very proud of the
fact that we won that first hybrid powered race.
And so since then, like you said, it's gone through a bunch
of different iterations on software and how we use it and
it's been a big learning curve for you guys as drivers and
how we leverage it.
But I think we're all in a, you know, it's more advantageous
now just to view it as kind of like another tool in the toolbox.
I tell my team all the time and back to Tim's question about
what you're doing and what we do as a team is we just build
all these different tools, whether it's software data
analysis or calibration tools and a lot of my team is spent
and if they're not chasing down a problem, which heaven forbid
you know, nowadays is less frequent.
You're diving into that toolbox to find, okay, how can I make
a difference?
How can you try to move the needle?
The needle, you won't see it move on track, but you know,
in the lap time, you might be able to say that we had a small
contribution there.
So viewing it as more of like it's there, whether you like it
or not, and we have to use it as a tool.
So speaking of, you know, you talked about Alex and other
drivers not realizing what goes into making the button make
the car go fast.
Sorry, Alex.
Is there something you wish more drivers knew about your guys
job?
Like if there's just one main overlooked part?
Yeah, I think don't get paid enough.
Always cash money.
The main thing, first of all, Alex, he's kind of given us
credit or credit was due.
I thought that was really nice and I'm sure the guys that
work on your team especially will love to hear that, but I
think that I can only speak for the Chevy side of life, but
I think that our group is a little bit unrecognized for
the fact that how much dyno work goes on that they're these
guys are in charge of different areas of the calibration or
they're developing different areas continuously like you're
saying and how much of an of an impact they really do have on
gear shifting hybrid just the engine component.
So a couple of years ago really, it was just like the engine
and running the engine and the calibration and the gear
shifting was was kind of something that was additional.
And then we had a couple changes to the way the gear shifting
works and now we're having a bigger impact on how the gear
shifts are calibrated and then the hybrid comes online.
So for an engineer that started five years ago or more to
when they are where they are now, I think that the guys are
it's probably a little bit under recognized how how much of
an impact they have on the car making it around the track
without any additional you know calibration problems Alex
like you get an overboost penalty which you rarely you're on
like broadcast because it doesn't happen that often anymore
or another engine like a misfire or something like that
something that would limit your performance and now having
a bigger impact on like they're acting as true performance
engineers for the entire powertrain not just I'm taking the
box and I'm letting it it's going around the track.
Everything is in the right range like it's going now.
Everybody has a more active role from all that they've learned
on development outside of the track like running on engine
dinos and going to test and nowadays I think that they're
acting as true performance engineers rather than just like
what will they show up they install a few parts they get
they hit run on the calibration and it goes like I think
they're a pretty active member on the team now.
Well, they learned they earned from you didn't they so
going from from wheels car and everything.
Yeah.
Final final question I got for you on a personal level before
we close you know Indy cars gone through a lot of big
changes positive changes over the past couple of years that
that everyone's aware of and we can all see obviously you've
you've been involved in the sport for long enough now
you've seen the ebb and flow of it give us your opinion on
where it's at right now you know it's obviously on a on a
positive trajectory like is this is Indy car returning to
the place that that you always imagine it could get to I think
so it's funny I think F1 is taking a bit of an L right now
with how the regulations are hurting all these drivers
opinions and all you all you hear is the negative right now
of how bad it is whereas I think on our side Fox and everything
that's going on for us the parody is so close and you see
how I think we're on the cusp on the on the right there where
if we get a new engine update a new car update and we kind of
just like let it let it breathe let it eat you know and we
don't limit it too much we can have a racing product that's
even more exciting so I mean again as an engine guy you're
only you're dreaming of an engine that's more powerful has
more tool sets that we can use is more exciting for the fans
to hear like the audio right as we've been saying man the the
F1 cars every time you hear a V8 or a V10 F1 car naturally
aspirated everybody like stops or just like when Brian or
Herta pulled up in his original car Laguna a couple years ago
remember everybody just like went out to pit lane just to
listen to it smell the Mephanel like that visceral experience
as an engine guy you feel like you're part of that and I think
that the sport is is is healthy it's on it's on right on the
cusp of something maybe bigger where I think F1 is taking a
bit of a backseat on the product I mean it's always
technologically more advanced there's still the keyboard
warriors that say that if you're not involved with F1 then
you're just second class and I think the rest of us who are
a little bit more died in the wall and racing now like I go
man like your ex F1 driver like how many guys on the grid now
you have mixed Schumacher right now he's learning how
difficult of a sport this really is like you can't take it
for granted like we're not second class it's a different
formula but it's it's just as demanding and I think as the
engine goes it's like man as soon as we get something with
more power we we managed to wait a little bit better if we
can make the whole system everything lighter get more
power make it more exciting to hear like I think it's going
to be a blast and I think we're right there man we're right
we're close a man after my own heart more power louder
lighter let's go F1 be damned anyways thanks for your time
man we appreciate it we know it's it's a busy time of year
so thank you for coming on and showing what you and Ilmore
do to help us go win races and look forward to seeing you here
in a couple weeks yeah man long beach it is hope to see you
guys soon and thanks for having me appreciate it this has been
off track with Hinchin Rossi off track is part of the serious
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About this episode
Andy Gryczan of Ilmore Engineering breaks down how IndyCar’s Chevy engine program works and why the 2012-era architecture still underpins today’s performance. He explains Ilmore’s long Chevrolet partnership, his trackside role coordinating engine techs across Chevy teams, and how development has evolved from “make it finish” to meticulous performance and reliability tuning. The conversation covers Indy 500 priorities, weekend calibration routines, pit-lane details, and the hybrid system as a new tuning tool. Gryczan also weighs in on IndyCar’s current trajectory versus F1’s regulation-driven debate.
Rossi has a chat with Chevy IndyCar Chief Race Engineer at Ilmore, Andy Gryczan, giving a behind the scenes look at what goes in to making the cars performance at their best.
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Off Track is part of the SiriusXM Sports Podcast Network. If you enjoyed this episode and want to hear more, please give a 5-star rating and leave a review. Subscribe today wherever you stream your podcasts.
