Drivers have a wealth of information at their fingertips while driving an IndyCar Series car. Buttons, dials, displays and paddles allow the driver to monitor and adjust the performance of the car.

1. OVERTAKE BUTTON: Changes the fuel map to 100 percent rich for a set amount of time, allowing the engine to produce the extra power needed to complete a pass or hold off another driver.

2. PI DASH: Displays warning lights and information the driver needs during the race. That information includes lap times, oil, water and gearbox temperatures and fuel mileage.

3. RPM SHIFT LIGHTS: LED lights that go from green to red and indicate engine RPM. When the red lights are on the driver shifts gears.

4. PIT LANE SPEED LIMITER: Used on pit lane by the driver to activate the engine control program limiting the car’s speed to the pit lane speed limit, which is usually 60 miles per hour.

5. PULL-TO-TALK (BEHIND THE CARBON): Activates the microphone in the driver’s helmet so he can communicate over the radio.

6. RESET: Used during the race. During a pit stop the driver pushes this button to reset the fuel reading on his display.

7. FUEL MAP SWITCH: Allows the driver to adjust the fuel mapping of the engine to increase fuel mileage or to increase power. There are a number of settings available including full rich, where the engine produces maximum power but uses more fuel. There is also a lean setting which uses less fuel but produces less power. During caution periods the drivers will switch to the leanest mixture to increase fuel economy.

8. DASH SCROLL: Allows the driver to scroll through the different pages available on the dash board, including the race page, qualifying page and practice page.

9. WEIGHT JACKER: Adjusts the cross weight on the car from left to right. The weight jacker allows the driver to make fine-tuning adjustments as the car begins to handle differently during the race.

10. DRINK (BEHIND THE CARBON): Allows the driver to get a drink of water during the race. It activates a pump connected to a water bottle on the car which pumps water through a hose installed in the driver’s helmet.

*Button positions are customized to suit driver’s preferences

1. OUTER SHELL: Designed to dispense energy in an impact and protect from penetration from debris. The shell is made of an ultra-light, three-part weave of carbon fiber, Kevlar and fiberglass. It’s hand formed in a two-piece mold, then trimmed by a computer-controlled machine.

2. NOMEX LINING: Designed to transfer heat away from a driver’s head, while absorbing sweat. The thin fireproof layer is made of Nomex and Rayon and covers the inside of the entire helmet.

3. HATS-OFF BLADDER: A small air bag that can be inflated through a valve by safety crews allows the helmet to be lifted from the driver without neck strain. It was mandated by the IndyCar Series in 2003.

4. AERODYNAMIC PLATE: A small piece of outer shell which is attached to divert air into a gap beneath it to create downforce to stabilize the helmet. Air flow across the top of the helmet is directed into the engine air in-take, located behind the driver’s head.

5. AERO WICKERS: Thin strips of rubber attached to each side and at the back of the helmet to prevent the driver’s head from being “buffeted” by 200 mph air resistance. It also prevents air back draft from trying to lift the helmet off. The shape is adjusted for each track.

6. INNER LINER: Made of a single molded piece of high-tech, lightweight bead foam, this is the helmet’s skeleton and the primary protective layer in an impact. It spreads both interior and exterior impact forces across a large area to protect the driver.

7. FIT PAD: Foam that surrounds the sides and back of the head glued to the inner liner. Thickness adapted to head size.

8. EAR PIECE: Allows the driver to hear in-car radio communication from the spotter and pits and protects the driver’s ears from engine noise. Also included is the Delphi Earpiece Sensor System, which measures the forces a driver’s head experiences in an impact.

9. NECK PAD: A strip of plush, open-cell foam attached to the inner liner at the base of the helmet. Like the fit pad, it is custom-made to ensure a tight fit around the neck. It also helps repel flames from the head and face.

10. CHIN STRAP: Kevlar strap secures the helmet to the driver’s head. It is replaced after minor accidents.

11. LID BALANCE: A part of the outer shell, it is a crucial aerodynamic aid to stop the driver’s head from being blown back at speed.

12. FRONTAL LINER: Extension of the main foam bead lining to protect the face in impacts. A microphone is imbedded into the foam in front of the driver’s mouth for in-car radio communication. Also houses the tube connected to the drink bottle installed in the front of the car.

13. VISOR: Able to repel fire for at least 45 seconds, the Lexan face shield is specially coated on the inside to prevent fogging. On the outside, three to five transparent, thin plastic “tear offs” allow the driver to periodically refresh his view.

The Delphi Earpiece Sensor System is designed to measure dynamic forces applied to a driver’s head during an impact.

The system utilizes accelerometers, small sensors integrated into the earpiece that measure changes in linear force. Each earpiece is fitted with three accelerometers to sense and measure vertical, lateral and longitudinal G-forces on the driver’s head at the moment of impact. With vibration or movement, the accelerometer puts out voltage, and the earpiece sensor system interprets the changes in voltage as changes in the car’s direction or velocity. By measuring the amplitude of the voltage, G load at the time of the incident can be measured.

Following a crash, information from the earpiece is downloaded through wires to the Accident Data Recorder, also known as the black box. After an accident, the information is transferred to a laptop and analyzed. This data gathered from the earpiece is utilized to evaluate how safety improvements like shoulder harnesses, seat belts and head and neck restraints help prevent head and neck injuries.

The Delphi Earpiece Sensor System has been worn by all IndyCar Series drivers since 2003 and the Indy Pro Series drivers since 2004. Not only is the earpiece used to record crash data, it blocks exterior sound and wind from the driver’s ears and allows teams to conduct pit-to-car audio communication. Beginning in 2007, the earpieces will be manufactured in-house by the Indy Racing League.

INDYCAR SERIES & AIR FORCE RESEARCH LABORATORY

The IndyCar Series teamed with Air Force Research Laboratory engineers at Wright Patterson Air Force base in Ohio to share crash impact and injury data gathered from the Delphi Earpiece Sensor System.

Air Force engineers are collecting the data to develop safer helmets, harnesses and ejection seats for military pilots during all phases of flight. Researchers at Wright-Patterson Air Force Base use human subjects in their labs, but can’t duplicate the gravitational forces that IndyCar Series drivers endure. Researchers are trying to develop an ejection seat and harness for the Joint Strike Fighter, the Pentagon’s next-generation, all-purpose fighter jet. Pilots who eject from such a plane can be buffeted by a 700 mph blast of wind and then get jolted when their parachute opens. The battering can injure their heads, necks and upper bodies. Military researchers have been amazed at how drivers endure such great gravitational forces without suffering serious head injuries.

Research is also shared with the commercial automotive industry through conferences and universities, which can lead to safety policy changes for auto manufacturers.

Race car drivers are professional athletes, each with an individual training program designed to prepare their bodies and minds for the rigors of competing on the racetrack at speeds in excess of 200 mph. Because their safety and livelihood are directly impacted by their physical and mental fitness, drivers take their training seriously.

Risk of injury The chance of crashing at high speed presents an obvious risk of injury to drivers, but other injuries sustained during the normal course of driving the car are also a part of racing. Drivers’ hands, elbows, ribs, knees and feet are all susceptible to injury from the stresses of racing. Keeping in top physical shape helps drivers avoid injury and remain competitive on the track.

Gaining a competitive edge Drivers and teams are constantly looking for ways to gain an edge on the competition. Engineers and mechanics spend hours working on the cars, looking for ways to shave the extra fraction of a second that could make a difference on the track. Similarly, drivers look at their conditioning as one more way that they can gain an edge during a race. • Scott Dixon and Tony Kanaan enjoy competing in triathlons as a way to stay in shape. • Helio Castroneves enjoys boxing as a way to stay fit. • Buddy Rice and Vitor Meira incorporate mountain biking into their fitness routines. • Ed Carpenter enjoys cycling and running as part of his endurance training.

Jim Leo, President of PitFit Training, an organization that focuses on training drivers for competition, says drivers should focus on a combination of flexibility, stamina, strength, reaction and nutrition training.

“When we train a driver, we want to duplicate or exceed, as much as possible, the stresses they will go through in the car,” he said. “That prepares their bodies to handle the stresses when they encounter them on the track.”

1. A driver's heart rate reaches 85-95% of its maximum capacity during a race. This equates to about 150-200 beats per minute, comparable to a marathon runner or a long-distance cyclist.

2. Drivers sustain 4-5 lateral G's in turns and between 0.7 and 1.5 G's while accelerating or braking. A force of 4-5 G's is similiar to having a 40-50 lb. weight attached to one's head.

3. During a race, drivers must discern and analyze numerous factors, including the closing speed of approaching cars, the distance from other cars and the identity of competitors. A driver's depth perception and field of vision is comparable to an NFL quarterback.

4. During a race, a driver's body temperature can reach up to 103º F due to the effects of heat, vibration, and multi-directional G-loading. A driver also may lose multiple pints of fluids through perspiration.