From spark to surge, James Hinchcliffe takes you inside the next step in INDYCAR innovation — the development of the new hybrid power system. The hybrid era for the NTT INDYCAR SERIES will make its competition debut on Sunday, July 7 at Mid-Ohio Sports Car Course.

The rearview mirror, seatbelts, jet engines and super chargers all have been in the bed of innovation that’s INDYCAR. Revolution has been part of the very DNA since its inception. And that’s the thing about innovation. It’s never done.

But what’s next? The world has gone hybrid and other racing series have been doing it for more than a decade. But no one has done it like this.

The development of the hybrid system truly was a first-of-its-kind collaboration between Honda and Chevrolet. Bringing together two bitter rivals on the track to develop a hybrid system that has never been raced before with two main objectives:

• Develop a hybrid system that can work with INDYCAR's current engines and chassis.
• Fit it inside the existing bell housing located between the combustion engine and gearbox.

The innovative hybrid system is made up of the low-voltage (48V) Motor Generator Unit (MGU) and Energy Storage System (ESS).

READ MORE: Hybrid Era To Debut July 5 – 7 At Mid-Ohio

The Motor Generator Unit (MGU), developed by Chevy and Ilmor, is the component of the hybrid system responsible for taking the charge from the supercapacitors within the ESS and distributing to the wheels during deployment. It is also responsible for converting the energy from under braking and the engine itself it to regenerating the charge by the ESS.

The Energy Storage System (ESS), developed by Honda, is where the charge is stored. Consisting of 20 supercapacitors, the ESS is where the energy generated by the MGU during regeneration is stored until it is used by the driver.

So, now you know what it’s made of — but how does it work?

During regeneration, acting on the clutch shaft, the MGU builds power to be stored in the ESS. Teams and drivers are free to use regen options as they see fit — automatic “regen” via braking and throttle position or manual “regen” via selected steering wheel paddles and buttons.

Deployment of the power is only available through a latching button similar to the existing Push to Pass system. That additional horsepower is deployed through the MGU on driver demand.

While available to use in addition to the traditional INDYCAR Push to Pass system on road and street circuits, the two systems will come with different rules. Push to Pass will still have a restriction on amount of time per use and total time used over the course of a race. Rules for the hybrid power unit will limit the amount of energy deployed per lap — based on track length.

Used in combination on road and street circuits, the added boost will provide an additional 120 horsepower for a total of 800-plus for the first time in two decades. Additional horsepower is expected in the coming years as hybrid unit development evolves.

WATCH MORE: How Chevrolet and Honda Developed The INDYCAR Hybrid

Safety elements include the low voltage system and the ability for drivers to restart the car by themselves if they spin and stall the engine on the track — avoiding the need for the AMR INDYCAR Safety Team to be deployed, and creating more green-flag action during races.

Through a commitment to an intensive, thorough process of meticulous development and production, the hybrid era for the NTT INDYCAR SERIES will make its competition debut Friday through Sunday, July 5-7, at Mid-Ohio Sports Car Course and the Honda Indy 200 at Mid-Ohio presented by the 2025 Civic Hybrid.

READ MORE: Hybrid Technology Set To Launch at Mid-Ohio