Scott Dixon has produced two of the greatest comeback performances in recent IndyCar Series history at the Indianapolis Road Course and the St Louis oval. So how does he do it, time and again, and at such different venues?
Chip Ganassi Racing
“I thought only the Hondas could make it from that point [his first stop with 80 laps remaining]. I didn't think the other manufacturer could do it. That was a good thing for us.”At St Louis last weekend, he made a three-stop strategy work when nobody else could, and most of his rivals ended up stopping five times.
“Having the mental capacity as you do that, because you change the operating window of the car, so lifting early and braking later means there’s less energy going into the tires – it’s a very complex system. “The engine has many different settings, so you have maximum performance that is no compromise with everything optimised, all the calibration parameters,” says Salters. “But then we put a lot of time and effort into finding islands of performance that have the minimum impact on power but start to save fuel. So, in straightforward terms, you go leaner.
“What gives me more power? What gives me more economy? As you go lean, how do you ensure the combustion is still the best it can be? And just as importantly, where should the driver use it around the track? That’s where he comes into it. “For every gram of fuel in your tank, you want to burn it quickly and efficiently without waste. Effective compression ratio, cam timings, all that stuff has been well documented for years but what has changed is combustion modelling – that’s altered a lot in the last 10 years.
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