IndyCar Chairman Sets ‘Hopeful’ 2028 Deadline for Public Unveiling of Revolutionary Car That Brings Glory Days After 27 Years of Racing Slumber
In the heart of the American Midwest, where the roar of engines has long echoed as a symbol of unbridled speed and human ingenuity, the NTT IndyCar Series stands on the cusp of a transformative era. On October 22, 2025, during a two-day testing session at the hallowed Indianapolis Motor Speedway, IndyCar President and Indianapolis Motor Speedway President J. Douglas Boles—often referred to in racing circles as the series’ de facto chairman under owner Roger Penske—delivered a message of cautious optimism to fans and stakeholders alike. Addressing queries about the future of open-wheel racing in America, Boles outlined a “hopeful” timeline for unveiling the revolutionary 2028 chassis to the public, signaling an end to nearly three decades of stagnation and a bold return to the glory days that once captivated millions.
The announcement comes at a pivotal moment for IndyCar, a series that has endured a prolonged “racing slumber” since the mid-1990s. That era, marked by the bitter schism between Championship Auto Racing Teams (CART) and the Indy Racing League (IRL), fractured the sport’s unity and fanbase. The fallout saw attendance plummet, television ratings dwindle, and the once-dominant American open-wheel spectacle overshadowed by NASCAR’s rise and Formula 1’s global allure. It has been 27 years since the last major chassis overhaul that truly innovated without compromise—the 1997-98 transition from Reynard and Lola designs to the purpose-built Dallara chassis under unified rules. The current Dallara DW-12, introduced in 2012 after a decade of incremental tweaks, has delivered thrilling wheel-to-wheel battles and enhanced safety, but it has also been criticized for its dated aerodynamics, excessive weight, and inability to fully recapture the series’ former excitement. Boles’ update, shared amid the scent of burning rubber and the hum of hybrid prototypes on the Brickyard, promises to shatter this dormancy.
At its core, the 2028 car represents a comprehensive redesign aimed at three pillars: competition, powertrain evolution, and safety. Collaborating closely with longtime chassis supplier Dallara Automobili, IndyCar engineers have targeted a dramatic weight reduction of 85 to 100 pounds compared to the DW-12’s approximately 1,650-pound curb weight (including hybrid components). This lighter footprint is crucial, as it offsets the added heft from the low-voltage hybrid energy recovery system introduced midway through the 2024 season at Honda’s urging. The hybrid tech, which deploys strategic boosts during overtakes and restarts, has already injected fresh strategy into races, but its 100-pound penalty dulled straight-line speeds. By streamlining the chassis, the new design will restore agility, particularly on road courses and street circuits where close-quarters drafting has sometimes felt labored.
Powertrain upgrades will further electrify the grid—literally and figuratively. The current 2.2-liter twin-turbocharged V6 internal combustion engine (ICE), producing around 550-700 horsepower depending on boost configurations, will evolve into a larger 2.4-liter twin-turbo V6. This bump in displacement promises greater torque for acceleration out of corners and higher top speeds on ovals like Indianapolis, potentially exceeding 240 mph in qualifying trim. Hybrid integration will deepen, with extended deployment windows and amplified energy recapture from braking, allowing drivers to harvest more usable power without sacrificing fuel efficiency. These enhancements stem from Honda’s earlier push for modernization, which nearly led to their departure before the series committed to hybrids. Chevrolet, the other engine supplier, is equally invested, ensuring parity while rumors swirl of potential newcomers like Nissan, Porsche, or Toyota eyeing IndyCar’s open formula for a U.S. foothold.
Safety, ever the series’ north star since the tragic losses of the 1990s and 2000s, receives equally innovative attention. The 2028 chassis will feature an integrated aeroscreen—a transparent cockpit shield pioneered in 2020—as a factory element rather than a bolted-on retrofit, reducing weight and improving visibility. A redesigned roll hoop and ergonomic seating will better accommodate diverse driver physiques, minimizing injury risks in high-impact crashes. Dallara’s iterative testing, including parts evaluated during this week’s IMS session, incorporates advanced finite element analysis and crash simulations drawn from Formula 1 and IMSA collaborations. As Boles noted, “We’ve learned from every incident, and this car will set new benchmarks for protecting our athletes while letting them push the limits.”
The “hopeful” unveiling deadline? Boles pegged it tentatively before the first quarter of 2026, with physical prototypes ready for public viewing shortly thereafter. On-track shakedowns could begin as early as summer 2026, building toward the full 2028 debut. This accelerated timeline reflects Penske’s aggressive vision since acquiring the series in late 2023; the billionaire entrepreneur has poured resources into digital streaming via FOX Sports and international expansion, aiming to lure back lapsed fans. “It should be lighter, faster, and able to race wheel-to-wheel without that bubble of dirty air,” Penske remarked earlier this year in Detroit, encapsulating the ethos of revival.
For drivers and teams, the news is a adrenaline shot. Reigning champion Alex Palou of Chip Ganassi Racing, who tested hybrid components this week, praised the direction: “This isn’t just a refresh—it’s a renaissance. We’re talking cars that handle like scalpels on twisty tracks and thunder on the ovals.” Team owners, briefed privately at Road America in June, echoed the sentiment, though some whisper concerns over development costs amid rising hybrid maintenance. Yet, the shared gearbox platform with INDY NXT—the series’ feeder ladder—promises cost savings, with Xtrac’s 25-pound-lighter transmission facilitating easier progression for young talents.
As IndyCar hurtles toward 2028, the parallels to its glory days are unmistakable. The 1990s saw packed grandstands at Indy, celebrity endorsements from the likes of Paul Newman, and rivalries that transcended the track—think Foyt vs. Andretti. Today’s series, with stars like Palou, Scott Dixon, and Josef Newgarden, blends international flair with homegrown grit, but the DW-12’s longevity has muted the spectacle. This new car, with its sleeker profile blending nostalgic wedge shapes and futuristic ground effects, could reignite that fire. Renderings, teased but not yet released, hint at a machine that’s visually arresting—perhaps evoking the sleek McLaren M16 of the 1970s while nodding to electric dreams.
Boles’ words during the IMS test carried the weight of history: “We’ve been building toward this for years. By 2028, IndyCar won’t just compete—it will dominate the conversation in American motorsport.” If the timeline holds, the public reveal in early 2026 will mark the dawn of a new golden age, pulling the series from its 27-year slumber into the spotlight it deserves. Fans, from Brickyard veterans to casual streaming viewers, await with bated breath. The checkered flag waves not just for speed, but for a sport reborn.
