First, thank GrabBagSports for allowing us to participate and share the questions and answers Tony Cotman. The discussion is archived here but we offer a summary of developments in French.
Tony Cotman, 43, was vice president of competition for the Indy Racing League until January 2010 before becoming part of the project for the IndyCar ICONIC 2012. He also founded his company, NZR Consulting, which is responsible for designing and building circuits. Last August, he was appointed Project Manager for the specifications of the 2012 IndyCar Series, where his privileged position to judge the progress so far.
During this chat, so we learned that the first new car should make its first outing in mid-July according to their forecasts. A pilot test should be appointed Cotman but did not exclude some drivers to seek the board to carry out the tests. It is also worth noting that Tony Cotman said that no aero kit will track testing before the season. Everything must go in the wind tunnel and CFD. However, the engines will be allowed to experiment. These decisions seem quite logical. Teams may also, as mentioned, use parts from several suppliers of kit aircraft, such as pontoons and aileron Dallara Lotus. Cotman said that it would possible to construct the initial kit, but once it approved, the mix would not be possible. Similarly, the teams will not be allowed to change suppliers engines during the season for obvious marketing reasons. Finally, suppliers of aero kits will not broadcast images of prototypes before May at the earliest. The allocation of aero kits according to the teams is also still under negotiation. Cotman believes that they should last until April.
Regarding engines, Tony Cotman said he would have preferred a 2.0L engine with a lifespan of 2,000 miles. However, he had put his desires aside to achieve the desired 750 horsepower. He admitted also that the decisions were made despite some problems. This included meeting the fans, security, builders and the desire of technology in the league. However, it will be possible to use smaller engines that 2.2L V6 (12000 rpm maximum) were determined. However, they will not be subject to rules of equity, hence the lack of interest in doing others. The 2012 engines will use an ECU (Engine Control Unit) common to the image of F1, which will retain control over sensitive topics such as traction control. Honda, Lotus and Chevrolet have all, according to Cotman, progress in the design of their engines, but it implies that some have already one step ahead. One may doubt that Lotus is a bit late, engine design is not the house specialty. About
tires, Cotman was in favor of a war of tires, but it would be more in the future, because the site is already great for 2012. By the 2012 season future, drivers and teams will have access to the simulator Dallara in conditions supposed to be fair between players IndyCar.
the side Fan, Cotman said it plans to use mobile technology that will allow access to streaming real-time telemetry on mobile phones. He also believes the 2012 project will help reinvigorate the IndyCar, but it will take more than a new car to get the necessary success. The IndyCar
also working on a new IndyLights for 2013, while considering the use of many components of the IndyCar Series car. It shares the desire to reduce costs on the two major series in the league. Cotman also considers the economy to 40% achievable for a full season of IndyCar Series cars between current and 2012. Nevertheless, he remains pragmatic and realistic: the teams will spend the savings!
For the evolution of the IndyCar after 2012, Cotman admitted that he would cast a look at other disciplines to learn from them. In response to concerns about the behavior of new cars, Tony Cotman said they will support a level similar to those of today. However, drag / air resistance would be lower, implying less power to drive. He also expressed no surprise, difficulty to contain costs because of security required.
The question of any controversy, learning how competition between suppliers of aero kits was invited. In this regard, he thinks that this is inevitable, but it all goes in the direction of a more open regulations. For him, this is part of the choice between the opportunities afforded to teams, and some of them make bad choices. Thus, those who are to have the best package. If a package gets a substantial advantage, other teams will catch up, in the interest of the competition. Any idea of compensation / restriction performance is excluded. In the end
discussion, Cotman was told more about his work on the IndyCar. He admitted that managing several manufacturers was difficult because he had to stay in the race or risk seeing the discussions turn into political minefield. However, this does not prevent him from loving his work, which he sees as a good thing for the IndyCar. He reveals that he prefers the appearance in circuit design (part of its other functions), is to design what has not been conceived before and allows overruns - that his company has succeeded NZR with the path of Sao Paulo. He also expressed his optimism about the future of the route from Edmonton who narrowly missed losing his place.
Until the 2012 season, the 2011 will begin in late March in the streets of St Petersburg. A monotype last season which will surely interest.
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