Taking Advantage of Someone’s Bank Account: Alexander Rossi Has Expressed Concern about the Growing Trend of Technical Collaboration in IndyCar Following Andretti’s Development for the 2026 Season

In the high-stakes world of open-wheel racing, where every tenth of a second can define a championship, the NTT IndyCar Series is witnessing a seismic shift in how teams operate behind the scenes. Alexander Rossi, the 2016 Indianapolis 500 winner and a veteran driver now piloting the No. 20 Dallara-Chevrolet for Ed Carpenter Racing, has voiced unease over the proliferation of technical collaborations among teams. His comments come at a pivotal moment, as Andretti Global ramps up its preparations for the 2026 season, including a freshly announced alliance with Dale Coyne Racing. This partnership, revealed on September 23, 2025, allows the smaller squad to tap into Andretti’s vast engineering resources, raising questions about fairness, innovation, and the very fabric of competition in America’s premier motorsport.

Rossi, who joined Ed Carpenter Racing ahead of the 2025 campaign after a turbulent tenure at Andretti Autosport, has long been a candid voice in the paddock. Speaking to reporters after the Bommarito Automotive Group 500 at World Wide Technology Raceway on August 17, 2025—where he secured a hard-fought fourth place—he didn’t mince words. “We’re seeing more and more of these technical alliances, and while they make sense for the smaller teams trying to stay afloat, it’s starting to feel like the big fish are just dipping into everyone else’s pond,” Rossi said. “Andretti’s got the resources, the wind tunnel time, the simulation tech—now they’re sharing it with Dale Coyne? That’s great for them, but what does it do to the parity we’ve fought so hard for in IndyCar?”

The concern isn’t abstract. IndyCar has prided itself on maintaining a level playing field, with spec chassis from Dallara and standardized aero kits ensuring that driver skill and strategy, rather than sheer budget, often decide outcomes. Yet, as costs spiral—estimated at over $15 million per season for a competitive entry—these collaborations have become a survival mechanism. Andretti Global, under the stewardship of Michael Andretti, has been at the forefront of this trend. The team, which fields multiple cars across IndyCar and Indy NXT, announced its technical tie-up with Dale Coyne Racing to bolster the latter’s No. 18 entry for 2026. This will see 2025 Indy NXT champion Dennis Hauger step up, armed with Andretti’s data-driven insights on setup, aerodynamics, and power unit optimization.

For context, Andretti’s development push for 2026 is multifaceted. With the series introducing hybrid energy recovery systems this year—adding a layer of complexity to the 2.2-liter twin-turbo V6 engines—the team is investing heavily in simulation and testing. Their recent acquisition of additional dyno time and partnerships with suppliers like Honeywell for hybrid components positions them as a powerhouse. The Dale Coyne alliance means Hauger, a Norwegian talent with Formula 2 pedigree, won’t be learning on the fly; he’ll inherit refined strategies that could shave seconds off lap times right out of the gate. “It’s like handing someone a cheat code,” Rossi quipped in a follow-up interview on the IndyCar OnFOX podcast. “I’ve been on both sides—racing for Andretti, where we had the best tools, and now at ECR, where we’re bootstrapping our way up. This trend risks turning IndyCar into a two-tier system: the haves with their shared tech alliances, and the have-nots scrambling to keep up.”

Rossi isn’t alone in his apprehension. The paddock is abuzz with similar sentiments, especially as the 2026 schedule takes shape. IndyCar’s announcement on September 16 of a return to Phoenix Raceway after an eight-year hiatus underscores the series’ ambition to expand, but it also amplifies the pressure on teams to perform. Other recent moves, like Meyer Shank Racing’s switch from an Andretti alliance to Chip Ganassi Racing in 2024, and PREMA Racing’s full entry with Chevrolet power in 2025, highlight how these partnerships are reshaping the grid. Fox Corporation’s July 31 acquisition of a one-third stake in Penske Entertainment, extending broadcast rights to 2030, injects fresh capital but also invites scrutiny over conflicts of interest—Penske owns both the series and a top team.

From Rossi’s vantage point at Ed Carpenter Racing, the irony is palpable. The team notched its first win since 2021 earlier this year, with Christian Rasmussen taking the checkered flag at the Snap-on Milwaukee Mile 250 on August 10. Rossi himself played strategist for Rasmussen that day, a role reversal that Ed Carpenter, the team owner and part-time driver, has embraced for 2026. “We’re building our own path,” Rossi emphasized. “ECR isn’t leaning on anyone else’s R&D; we’re investing in our people, our processes. But when you see Andretti extending their reach like this, it makes you wonder if the series needs rules to cap how much sharing is too much.” He pointed to Formula 1’s cost cap and technical directives as models, suggesting IndyCar could implement limits on data exchange between allied teams to preserve the “seat-of-the-pants” essence that draws fans.

Critics of Rossi’s stance argue that these collaborations democratize the sport. Dale Coyne Racing, a perennial underdog, has struggled with consistency, finishing outside the top 15 in points for years. The Andretti partnership could elevate them, injecting excitement and potentially grooming talents like Hauger for bigger roles—perhaps even Andretti’s own expanded lineup, which now includes Will Power in the No. 26 after Colton Herta’s departure to Cadillac’s F1 program. Michael Andretti defended the move in a statement: “We’re not taking advantage; we’re lifting the floor for everyone. IndyCar thrives when more teams are competitive.” Yet, Rossi counters that without guardrails, it erodes the meritocracy. “It’s like the big banks merging resources to outpace the credit unions,” he analogized. “Sure, a few small players get a boost, but the overall competition gets homogenized.”

As 2026 looms, with its hybrid refinements and a 17-race calendar blending ovals, road courses, and street circuits, Rossi’s words serve as a clarion call. The series must balance innovation with integrity, ensuring that technical prowess doesn’t overshadow raw talent. For a driver like Rossi, who stunned the world with an Indy 500 triumph on fumes and strategy alone, the fear is real: in a sport built on underdog stories, alliances could rewrite the narrative, turning dream chases into calculated acquisitions. Whether IndyCar heeds the warning remains to be seen, but one thing is clear—Alexander Rossi is watching closely, ready to race on his terms, alliance or no.