In the time it took to read this sentence, 11 pit crew members from A.J. Foyt Racing completed a pit stop and sent driver Santino Ferrucci and his No. 14 IndyCar off to rejoin the race. Numerous pit stops took place at this past weekend’s Firestone Grand Prix of Monterey, all characterized by intense choreography that can make or break a race.

Crew members have distinct jobs and very little time to do them. Six members are allowed around the car while five others are “behind the wall,” separating the tarmac from the pit boxes. This area serves as headquarters for team engineers and strategists monitoring their drivers.

All play key roles in the anatomy of a pit stop, lifting and lowering the 750-horsepower IndyCar, refueling, changing tires, and getting it back on the track in eight seconds or less.

“We’re the clock,” said Didier Francesia, the team’s crew chief and outside front tire changer. “We’re always pressed by the clock.”

Each pit stop requires strategizing, which often begins well before Ferrucci arrives.

Strategizing the pit stop
Before Ferrucci can enter pit lane, Team Strategist and President Larry Foyt chooses his strategy.

Race strategy is like calling football plays. A football coach considers his quarterback’s accuracy before choosing a long pass, as Foyt evaluates the car’s fuel consumption and tire and engine wear before calling Ferrucci in. He also considers when competing drivers pit. Pitting too soon or too late could cost Ferrucci track position.

Foyt has options when strategizing a pit stop.

He can “undercut” – pit sooner than everyone and use fresh tires to speed past the competition, or “overcut” – pit later with older tires and overtake drivers entering their pit stop early.

“It’s very technical because you’re playing a cat and mouse game,” said Ferrucci of the undercut or overcut strategy.

Ferrucci can’t see Foyt’s technical information. He must trust the call to pit.

“[I] hope and pray that they get it right,” said Ferrucci. “I just trust it, and if it works out, it works out.”

Six seconds before the pit stop
WeatherTech Raceway Laguna Seca’s pit lane is about 350 yards long and runs parallel to the main straightaway. It is separated from the track by a concrete wall. All pit crews are situated here.

When Ferrucci enters pit lane, he cannot exceed 60 mph, more than 100 mph slower than speeds on the main straight. It can take about six seconds for drivers to reach their crew after entering pit lane.

A crew member holding a stop sign is the first thing Ferrucci sees, marking the spot he must stop within four inches of. This ensures he doesn’t cost his crew extra time.

The first three seconds
Once Ferrucci stops, the stopwatch starts, and the crew surrounds his car. It’s an organized scramble to get Ferrucci back on the track.

All first focus on Airjack Operator Pat Jordan. Nothing can happen before he raises the car. As soon as Ferrucci is stationary, Jordan employs a powerful airjack to raise the car in a fraction of a second. Jordan inserts the airjack’s nozzle into a small receptacle in the car’s rear, lifting it with compressed air.

“The pressure (of the moment) doesn’t bother me at all,” said Jordan. “I’ve always thrived on that.”

Jordan works in tandem with Outside Rear Tire Changer Ryan Marzec.

Before the car is stationary, Marzec is on the move. His tire’s location requires him to run around the car as it’s coming to a stop before he can remove it. Once off, it’s handed off to Jordan who has already raised the car.

Marzec must change his tire in four seconds. Any delay of more than one and a half seconds slows the pit stop.

“For me,” said Marzec, “it’s basically just playing catch up…and negating that half second it takes me to get to the tire.”

When Marzec reaches his tire, Francesia and two inside tire changers are removing their tires. They have 3.7 to 4.5 seconds to do so.

“Because fueling takes the longest, and usually it’s about seven seconds, there’s plenty of time to change the tires,” Francesia said. “So there’s still time to do a wing adjustment if we need to. And then, if everybody’s done, send a car.”

But Fueler Rick Pearson’s not yet done.

No one is more pressed for time than Pearson who has fueling down to an exact science. He begins within three-tenths of a second of Ferrucci coming to a stop, despite having to maneuver a 90-pound fuel hose into a small opening at the perfect angle.

“The margin for error is pretty small,” said Pearson. “Every tenth of a second you lose in a pit stop is crucial.”

The next three seconds
Tire changers begin putting new rubber on Ferrucci’s car. Inside tire assistants heave used 40-pound tires over the wall, making way for a fresh set.

With the car still eight inches in the air, Jordan keeps an eye on the crew.

“I watch all the tires being changed and the fueling so I can see if anything’s going crazy,” Jordan said. “If there’s a fueling problem, we’ll keep the car up so the driver doesn’t leave.”

Jordan, the start and end of a pit stop, ensures the car stays in the air until it’s safe.

And Pearson? Still fueling. Just a few more gallons to go.

The final two seconds
Pearson completes fueling. He does so more than 18 times faster than a fill-up at 7/11.

“To fill the car up as fast as I can, it’s crucial to make sure you have a good plug-in so that there’s no hiccups,” said Pearson.

As Pearson finishes, Jordan scans the scene for any last requirements. Tires are changed, the fuel hose is disconnected, the car is on the ground. The stop sign is lifted, the path is clear.

Ferrucci burns rubber out of the pits and returns to the race.

As originally written by Mason Bloom for the Monterey Herald.