Is the FIA/ACO on the Verge of Creating a GT Prototype Class?

The hype train for the future of world endurance racing is gaining steam as details from the latest meetings between car manufacturers and the FIA/ACO emerge.

As recently as this week, Toyota went on record strongly implying they have every intention and are actively planning to participate in the upcoming 2018-19 ‘Super Season,’ and beyond. However, at the last race in the 6 Hours of Fuji, the constructor was coy, failing to reveal any plans on their future in endurance racing.

So what changed?

It would appear LMP1 regulations for 2020 and beyond are beginning to take come into focus and if the rumors are true, the product could be MEGA!

It is believed among those manufacturers who sent representatives to these meetings were; McLaren, Aston Martin, Toyota, Ford, Nissan, Renault, BMW, and a little automaker from a tiny Italian town called Maranello. Ferrari.

No wonder why Toyota have changed their tune.

The basic outline for the 2020 LMP1 regulations is to incorporate some elements of IMSA’s DPi regulations and enhance/fine tune into a formula that makes sense for a World Endurance Championship.

Pictured: Mercedes-Benz CLK GTR

One representative from a manufacturer in attendance commented off-record the cars should look closer to the GT1 cars of the late 90’s rather than the current LMP1’s of the 2010’s.

If you will remember, when the FIA/ACO adopted the GT1 regulations of the late 90’s we were gifted some of the most visually stunning racing cars to have ever been produced. The McLaren F1, Toyota GT-One, Mercedes CLK GTR, and the Nissan R390 GT1.

The race products of the manufacturer models were supposedly upgraded street legal cars if you follow the spirit of the regulations in the late 90’s. Arguably the street versions were the first ‘hypercars’ the world had seen. In actuality, these cars were designed with one intention, to race and win at Le Mans.

Pictured: Toyota GT-One at Le Mans 1999. 

Engineers took some liberty with regulations on an extreme level. Perhaps the best example of this is with the Toyota GT-One. The regulations required space for luggage, and in order to pass scrutineering, Toyota engineers argued if they removed their fuel tank under the hood area, there would be space for a bag.

Right… carry on.

Most importantly, what these rumored regulations are said to incorporate, which has been missing from top-level endurance racing since the GT1 era, is allowing more freedom for the manufacturers to implement design cues from their road cars. Some of the success of IMSA’s DPi category has been attributed to the ability of manufacturers to use aero packages styled in a way that when you look at their prototype, the average fan can recognize the car as belonging to a certain brand.

If you were to look at a stripped bare carbon Toyota TS050 today, without any prior knowledge, there is no way someone could argue it is Toyota definitively. Instead, using the same hypothetical scenario, if you were looking at a bare carbon Mazda RT-24 DPi the nose design is a giveaway as to the marque of the car.

Pictured: Mercedes CLR

In those executive level board room meetings, this is a big bullet point when selling the marketability of LMP1 racing. A bullet point that might bring more beautiful beasts to Le Mans. If the FIA/ACO get this ‘GT Proto’ concept of LMP1 right, we could see an influx of constructors to the WEC at unprecedented levels.

An announcement is expected sometime in late December.

Well… I certainly know what’s at the top of my Christmas list.

Stay tuned!

WEC News Roundup: Toyota Tilting Towards Staying in LMP1

After the dark and gloomy weekend at Fuji, a ray of light has broken through the clouds hanging over the WEC grid.

Discussions at the Tokyo Motor Show have revealed Toyota have every intention of staying in LMP1 not only for the 2018-2019 ‘Super Season,’ but for the introduction of the new reg’s in 2020 and beyond.

Pictured: Toyota TS050 in the wet at Fuji

The Japanese manufacturer had been contemplating an exit in favor of it’s WRC program, since it was announced Porsche would be withdrawing. Without any manufacturer challenging Toyota, there stood little incentive to running their cars as many would write off their success.

Talks with the FIA/ACO began to alter the regulations so LMP1 Privateers would have a more competitive package, enabling them to contest Toyota for outright victories. It would seem Toyota are content with results of their meetings with the WEC organizers and governing bodies.

Toyota Gazoo Racing President Shigeki Tomoyama hinted the new regulations will be released in December, and are appealing to their marque.

“Once things have calmed down, we will make a decision, but we will probably continue to be racing in a new top-flight class which they are looking to create. We are looking to stay – and only with the goal of winning,” Tomoyama said.

In response to Tomoyama’s comments, a Toyota spokesperson issued the following statement.

“Toyota is willing to participate in WEC 2018-19 but our commitment will depend on the appropriate regulations being confirmed.”

Speculation to the remarks from Toyota lead some to believe Toyota have agreed with the WEC to race in the 2018-19 season contingent on the regulations not yet ratified. Once the regulations are approved by the FIA World Motor Sport Council in December, Toyota will confirm their entry.

Additional good news hit the LMP1 Privateer side of things just over a week ago, when it was announced by Engine Developments and AIM Co. are collaborating with former LMP mainstay Judd to build a new engine.

 

Engine Developments is the garage producing the Judd engines and plan to work with AIM to produce a V10 engine for the LMP1 Privateer class. Badged as AIM-JUDD, the 5.5 liter naturally aspirated powerplant will be available to run in the 2018-19 season.

With the already announced and rumored LMP1 Privateers teams having their engine supply set, the announcement leaves speculation open as to whether more competitors will answer the call of the Le Mans grid for the upcoming ‘Super Season.’

Pictured: 2002 No. 27 Doran Lista Racing Dallara SP1-JUDD at the 24 Hours of Daytona.

The scream of the JUDD engines will be literal music to the ears of WEC fans worldwide.

Meanwhile, in LMP2, a bit of controversy has erupted surrounding implementation of the joker upgrade provision in the regulations.

To summarize, when the FIA/ACO restricted the global LMP2 class to four manufacturers, there existed a provision for the car designers to upgrade their aerodynamics package once during the agreed four-year time period. This season, ORECA dominated. So much so, no other chassis was entered in the WEC full season.

Pictured: No. 36 Alpine badged ORECA 07, No. 32 United Autosports Ligier, No. 47 Cetilar Villorba Corse Dallara

Obviously, this is a less than ideal situation. To alleviate the issue, the FIA/ACO has allowed Ligier and Dallara to use their joker upgrades as well as allow Riley-Multimatic to fully re-homologate their car. It was further determined by the FIA/ACO ORECA would not be allowed to make any changes to their car on the basis of the distinct advantage they had.

ORECA of course are justifiably perturbed by the decision, voicing their position in an email by President of the French constructor Hugues de Chaunac to the Motor Sport media outlets.

“We disagree with these decisions and contest their legitimacy, considering the detailed analyses conducted and provided by ORECA.

“Only European Le Mans Series races were looked at – four rounds to start with, then five. As for IMSA races, they haven’t been taken into account, which we think is regrettable.

“Contrary to technical regulations, these decisions regarding performance adjustments are not based on data evaluating performance deficits.

“As the only manufacturer not allowed to develop its car, ORECA finds itself unfairly penalized today, together with all the teams which have put their trust in us and have successfully entered the Oreca 07.”

With a full season of data to work from, it is hard to imagine the other three constructors have not gathered data they can tailor their new aerodynamic packages to surpass ORECA.

Pictured: Mazda RT24-P Riley-Multimatic ran by Team JOEST at a test session.

In the case of the Riley-Multimatic, who were deemed well off the pace and permitted for a full re-homologation, new partners JOEST Racing in IMSA’s Mazda DPi team will have a huge role in upgrading the car. It could very well wind up being preferred car in the upcoming season.

As long as ORECA are provided the same option to use their joker upgrades if in fact a distinct advantage is spotted early next season, it is tough to be fully opposed to the FIA/ACO’s decision. Equally as difficult to not understand ORECA’s opposition after a dominant 2017 season nonetheless.

This wraps up the WEC news roundup for now, for more WEC news and discussion be sure to follow us on Twitter @LTMSport as well as our Prototype expert @rob_c_14

China is next on the calendar. Will Toyota make it back to back, or will Porsche rebound wrapping up both titles in the process?

Stay tuned…

There’s no place like home; Toyota back on top at Fuji

Home field advantage, paired with a bit of luck, has brought Toyota a 1-2 finish at Fuji. The win is the first for Toyota Gazoo Racing since the 6 Hours of Spa in Belgium. For now, Toyota’s slim title hopes survive.

Pictured: Visibility was the toughest element for the P1 field during the race. The spray and fog provided one of the most difficult challenges so far this season.

The fog and rain that arrived to Fuji simultaneously with the WEC circus would not relent on race day.

When the green flag dropped, the Championship leading No. 2 Porsche trotted out, pacing a comfortable gap to the P1 competitors. A safety car period at the end of the first hour erased the advantage Earl Bamber had worked to create in the first stint of the race.

In the third hour, the No.2 Porsche saw their strategy wasted after making a pit stop under green while the timing of another safety car period allowed the other 3 LMP1’s to stop under caution. Porsche’s No. 2 car would go a lap down at this point and would not be a factor in the fight for the race win.

Pictured: LMP1’s battle for the lead.

Some tense battles between the two Toyota’s and No. 1 Porsche in hours 4 and 5 had the potential of wiping out at least one of the 3 in a pile of carbon and frustration. Cool heads and steady hands were able to keep the machines on track for the most part, and out of the barriers.

With the fight for the win still very much on, the race in the 5^th hour was red flagged due to visibility concerns. As the cars were brought to a stop on the grid, spectators were treated to shots of the dedicated Japanese fans toughing on the conditions in ponchos, and makeshift tents. A few fans of the four-legged variety even made the broadcast leading some to want track dogs to become a more regular sight on race day.

With about a half-hour remaining on the clock, an announcement went out the race would resume at the 10-minute to go mark. Drivers were scrambled, suited, and booted ready for the mad dash to checkered flag. However, conditions unexpectedly worsened even further and the race was declared complete.

The No. 8 Toyota TS050 of Kazuki Nakajima, Sebastian Buemi and Anthony Davidson were declared the winners with their sister No. 7 car second, and the No. 1 Porsche third.

The race totaled 115 laps, 7 safety car periods, and 2 red flags.

Pictured: Media surround the winning No. 8 Toyota.

In LMP2, Vaillante Rebellion were clearly the team to beat running 1-2 for most of the race. A bizarre incident shortly after a restart in the 5^th hour between the No. 13 Rebellion and the No. 24 Manor car. The pair pulled side by side on the main straight while still in the slow zone just before the restart. Jean Eric Vergne in the Manor did not take kindly to this and bumped the No. 13 Rebellion twice.

Pictured: No. 13 Vaillante Rebellion after incident with the No. 24 Manor car.

When the field reached the end of the slow zone and the race was back at fighting speed, it took only a few corners for the battle to come to a head. Contact by the No. 24 car spun the No. 13 Rebellion into the barriers damaging the car terminally.

Pictured: No. 31 LMP2 Winner Vaillante Rebellion

In spite of the incident for the sister car, the No. 31 Rebellion took the flag first ahead of No. 36 Signatech Alpine in second place. The trio of Bruno Senna, Julian Canal, and Nico Prost in the No. 31 narrowed the gap to the Championship leading “Mighty 38,” of Jackie Chan DC Racing which came home third.

Pictured: GTE Pro winning No. 51 AF Corse Ferrari

Fuji was good to Ferrari in GTE with their cars claiming top spot in both Pro and Am. The No. 51 AF Corse Ferrari outdueled the No. 91 Porsche in for victory in the Pro category while the No. 54 Spirit of the Race Ferrari bested the Am field.

Pictured: No. 54 GTE Am winner Spirit of the Race Ferrari

Next up for the WEC is a battle in the far east in Shanghai for another 6-hour tilt that is sure to provide some fireworks, perhaps even a title winning celebration or two.

Keep it here for all your WEC Race coverage, news, and commentary.

WEC News Roundup: Hartley F1 Ride Brightens an Otherwise Dark Start to the Fuji Weekend

A fittingly damp and dark Fuji circuit welcomed the cars and teams of the WEC to the 7^th round of the 2017 Championship. With rain in the forecast for the entire race weekend, the stage is set at Fuji for a dramatic contest.

Pictured: Heavy rain for much of the day. The paddock are hoping a shortened FP2 is not a sign of things to come for Sunday.

Mimicking the dark clouds over the raceway, ominous emotions occupy the minds of all those in the paddock. Many expected Toyota to make an announcement on their plans for the upcoming 2018-2019 “Super Season,” but have since announced a statement on their plans is unlikely during the race weekend.

Ongoing talks between Toyota and the FIA/ACO revolve around opening up LMP1 Privateer regulations. Toyota are demanding changes to be made so the LMP1 non-hybrid cars can challenge for race wins. Without these changes, Toyota feel their results would be unearned. A very legitimate point of contention.

Pictured: Toyota in the center of the media storm lately. A lot of stakeholders ponder will they or won’t they commit to the WEC’s 2018-2019 “Super Season.”

Experts and media close to the situation have said the most plausible way to satisfy Toyota’s request is to allow for higher fuel flow rates. With a lot variables including increased cost, reliability, and number of interested parties, there is no guarantee such a solution will satisfy the interested parties.

And with Peugeot’s recent announcement that they will continue to focus on the WRC and will not revive their LMP1 program, perhaps the last glimmer of hope for an additional pair of Hybrid’s has been extinguished. We could very well be looking at a Manufacturer-less WEC prototype class for the next two years.

Pictured: A Toyota TS050 punching a vapor trail down Fuji’s long home straight. Will we see the team driving off into the distance away from the series soon?

Gulp…

 

For now, the WEC circus presses on.

Toyota enter the weekend sputtering. After having won the last three races at Fuji, and 4 out 5 total since the WEC’s inaugural season, the Japanese manufacturer are hoping the home field advantage can play out again to their favor.

Pictured: Toyota TS030 en route to the teams first win on home soil in 2012.

Having gone fastest in the rain shortened second practice session on Friday, Toyota are in the fight.

Porsche were 1-2 in the first practice session and logged the fastest laps of the day. In a less wet, albeit still very wet, session, the 1.35:527s time submitted by Andre Lotterer was nearly a half second faster than the 1.36:010s by Jose Maria Lopez, the fastest Toyota lap thus far.

Pictured: No. 1 Porsche 919 Hybrid at the hands of pacesetter Andre Lotterer

Paramount on the minds of the Porsche team is the chance to wrap up both Championship’s this weekend. A 1-2 would secure the second straight title for the German marque and appropriately wrap up their four-year program in the WEC.

Additionally, for Porsche, big news for one of their drivers broke after the practice sessions wrapped up. Kiwi driver, Brenden Hartley, will join Scuderia Toro Rosso at the United States Grand Prix in Austin Texas later this month, taking the vacated Carlos Sainz seat.

A lot hinges on how his ride goes for Toro Rosso. Hartley has been rumored to be joining Chip Ganassi Racing in IndyCar for months. It is possible a strong showing at Circuit of the Americas can lead to 2018 F1 seat. As part of the WEC family, we are all hoping for a solid result by the Porsche driver in Austin.

One hopes the bright spot of Hartley’s news will spark some more positivity on the WEC news-wire in the weeks to come. An announcement from Toyota is expected by the end of the month…

Plenty of story-lines heading into Qualifying and race day. Who will tread the waters of temporary lake Fuji and find land on the top step of the podium? Keep it here for your race day coverage and news.

Pictured: No. 77 Dempsey-Proton Racing Porsche wrapped in a special livery for this weekend’s race. In honor of Dempsey’s mother, a breast cancer survivor, the car will run in pink to bring attention for breast cancer awareness month.