2018 Motorsport Preview and Ramblings

As the 2018 motorsport season comes into focus, we can begin to look at this year’s slate of racing and the teams that will contest for championships.

Formula 1

Another year of Mercedes dominance? Probably.

For the neutrals and fans of other team on the grid, the Mercedes reign has not been era known for delivering great races. Heading into last season, there was some hope the rest of the field would be able to claw back the full second per lap advantage the Silver Arrows seemed to have on the rest of the field.

At certain points, Ferrari gave the illusion the prancing horse was up to the challenge, but a series of disappointing mid-season results put the Championship out of reach for Ferrari much sooner than fans had hoped.

The technical regulations for 2018 do not vary greatly from 2017; apart from the absence of shark fins/t-wings and the addition of the universally loved halo… It is not unreasonable to think we will see more of the same. The Mercedes power unit will be able to push through any aero, strategy, or driver deficiencies the team encounter over the length of the season.

Unless the mad F1 engineers at Renault, Ferrari, and Honda have somehow advanced their engines in the off-season, there is little doubt this will be another season to forget.

At least that gives us plenty of room in the word-count to gripe about the halo right?

For what the races may lack in drama, they possibly will make up for it in palate diversity. With Toro Rosso, Sauber/Alfa Romeo, and the stunning McLaren sporting sharp liveries, maybe the battles mid-pack will be eye-pleasing enough to draw the attention of the F1 race broadcast directors. Could be the only thing worth watching.

WEC

The rollercoaster of the WEC news cycle has been running non-stop arguably since Audi announced their withdrawal two seasons ago. The LMP1 grid went from five, to four, to maybe three, and now… ten.

The Privateer LMP1’s have taken up the call filling the vacancies, left by Audi and Porsche, and then some. SMP-Dallara, Manor-Ginetta, Rebellion-Oreca and the returning ByKolles teams will challenge Toyota for the two yearlong ‘Super Season’.

Surely this is Toyota’s time to shine at Le Mans right?

The Toyota Gazoo Racing squad are taking no chances. A primary point of focus for their off-season program has been to practice for unusual failures that have plagued the Japanese manufacturer for ages. We will have to wait until June to see if Toyota’s ‘expecting the unexpected strategy,’ will work.

With the direction of the future of LMP1 regulations in the balance, Toyota spot on the grid as the sole manufacturer to bend the ear of ACO is in a position of power. Will they use this position to skew the regulations to their favor, or will they take their (presumed) 2018-19 Le Mans trophies and ‘Super Season’ titles and leave the WEC?

At their core, Toyota crave competition. Should the team claim the Le Mans trophy that has long eluded them, the smart money would be on manufacturer remaining in the series welcoming new challengers to try to displace them from the top spot of the Le Mans podium.

Like trying to remove a fire hydrant from the sidewalk with a spoon… It would be a tough to displace Toyota as defending Le Mans champs after decades of trying to breakthrough.

But we are getting ahead of ourselves, aren’t we?

Rebellion certainly have the Endurance racing pedigree, the SMP-Dallara looks fast sitting still, Manor is no slouch, and ByKolles have been testing non-stop. All will be right there should Toyota stumble.

In addition to the battle at the top end of the grid, GTE Pro will not disappoint. Aston Martin’s newest Vantage model and the return of BMW results in four new cars for the full-length of the WEC season.

At Le Mans, Porsche will run four RSR’s at Le Mans, Ford field four GT’s, while Ferrari will run a trio of 488’s. Alongside two Corvette’s, and the afore mentioned Aston’s and BMW’s, the 15 GTE Pro’s may as well headline the Le Mans marquee come June.

Rumors swirl that yet another GTE manufacture will join the fray in the near future. An announcement is expected sometime in the spring with Toyota being the most likely to declare their intention of beginning a GTE program. The prospect of a Supra based GTE car is something many did not know they needed in their life until the internet forums began buzzing a few weeks ago.

What looked like a dismal wasteland of a transition period just a few months ago seems to have a blossomed into a great-valley-esque oasis of racing for the WEC.

Oh, and that Alonso guy from F1 signed up for the full season with Toyota. No big deal…

IMSA   

Despite the dominance of F1, and the WEC taking up most of news headlines, the racing state-side is set to be the best product for the motorsport consumer.

The 24 Hours of Daytona may have not been the epic race the lineup was set up to deliver, but the series still has Sebring, Petit Le Mans, and a DPi lineup ready to go wheel to wheel through October!

Penske will get to grips with their Acura-Oreca and undoubtedly be the thorn in Cadillac’s side, while Nissan may be the among the favorite’s heading into Sebring.

If Joest can progress towards a more reliable Mazda, we could see one of the best battles in IMSA racing history with four manufacturers going head to head.

IndyCar

Just look at these things. Every one of them more gorgeous than the last.

With less aero grip than their predecessors, driver quality will be much more important in 2018. Although lacking the big name European manufacturers, if we are talking about the quality of racing and visual appeal, IndyCar is currently a better product than F1.

Not something that has been said for quite some time.

As the time draw near for drivers to start their engines one thing is for certain, we are set for an action packed 2018 season of racing. Time to get revved up!

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…

Fixing the WEC Part 1: Extinguishing the LMP1 Dumpster Fire

Well… here we are. Just two years removed from the WEC 2015 season which promised four full-fledged LMP1 Hybrid programs with Toyota, Porsche, Audi, and Nissan we are down to MAYBE one for a so-called, “super season,” (essentially a season and a half).

Just how in the hell did we get here?

Pictured: A Porsche 919 rides off into the sunset. 2017 will be the Manufacturers last year of participation in the WEC leaving only Toyota as the only Hybrid team for the foreseeable future. 

Prior to this season, a very perceptive writer, *cough eh hem, suggested a scenario where one of the two remaining Hybrid programs could come to an end at the end of 2017. In the same article, we speculated on the possibility for additional manufacturers joining the WEC soon, with the upcoming 2019/2020 regulation changes, it now appears a savior program rejoining for the ‘18/’19 season is highly unlikely.

Pictured: The failed Nissan GTR-LM in testing. Nissan attempted to zig while the others zagged by opting for a front wheel drive car. Under the reg’s and weight requirements the car was unable to handle the suspension loads. The team was also never able to come to grips with their Hybrid drive. After only competing in 1 race, the team folded up shop. The unique cars were decommissioned, a shame of a fate for such an original idea.

Therein lies one of the main deterrents to LMP1-H, the complexity of the reg’s. Porsche, Audi and Toyota annual budgets are estimated near or above $200 million dollars. Insane for an eight or nine race championship where only one race, sadly, even makes the sports page in newspapers around the world.

That is a massive amount of money to throw at a program that half the time results in heartbreak and negative attention. See: Toyota Le Mans 2017, Toyota Le Mans 2016, Toyota Le Mans 2014, Toyota Le Mans 1999…. You get the picture.

One of the race broadcasters at this year’s Le Mans when the final Toyota broke wondered out loud why on earth would a world-renowned manufacturer invest time and resources into a program that has a high possibility of becoming an embarrassment?

The answer… it’s the thrill!

There is something primal about hearing the wail of 1000 Bhp cars blast down a straight and the pops from the exhaust in breaking that bring out a visceral thrill in humans. Something these board room executives want a taste of in their life. Something they can say they are a part of — other than pushing papers.

It is time this element of racing is brought back.

Sure, hybrid tech is the future of automobile transportation and Le Mans has arguably been on the forefront of road relevancy among racing events for decades, but there is a new series syphoning manufacturers seeking to explore electric drive tech.

Audi, Porsche, Jaguar, Mercedes, and possibly more are opting for Formula E over LMP1 programs and it is easy to see why. The series offers massive exposure at a significantly lower cost.

The FIA and ACO need to differentiate from Formula E and Formula 1 if they hope to capture and attract competitors.

Pictured: 2007 Peugeot 908 HDi FAP. The French marque last race in 2011 just before the inaugural WEC season. Peugeot currently represent the best hope of a new LMP1 manufacturer. 

Peugeot seem to have the right idea. Simplified reg’s with more of an emphasis on weight reduction and aero while keeping a small element of hybrid power.

The problem facing the WEC is Toyota is the only LMP1-H program remaining. Which is up in the air, at best. Prominent figures for the Japanese team have more than hinted their future in the series depends heavily on the future regulations and the continued emphasis on hybrid power.

Is Toyota holding the FIA/ACO hostage with the future reg’s?

Possibly. It sure sounds like it. It is not worth keeping one manufacturer in the hopes of another joining at the risk of forgoing new reg’s designed to attract more factory racing programs.

The series itself is great. Multi-class racing offers some of the best action Motorsports fans can find. If you have a good product, people will watch, and more importantly, manufacturers will come race.

Pictured: Multimatic-Riley based Mazda DPi. Now ran by Joest, the former Audi team. Further evidence once European based squads are being lured by the product of IMSA’s DPi category. 

As evidenced by IMSA’s DPi class, a formula exists out there for prototype racing that will attract marques numbering to a count not seen on a Le Mans grid since the 90’s. There is no reason keep rules to join the Le Mans playground so exclusive.

The FIA has been hinting recently that IMSA’s DPi formula can possibly be applied to future LMP1 non-hybrid entries. A tantalizing prospect. If employed this could flood the category with entrants.

Pictured: This is what a new prototype looks like. Acura’s DPi is set to race in IMSA’s 2018 season. Juan Pablo Montoya is the most notable driver committed to the Penske ran team. with four multi-car DPi teams for 2018, IMSA has overtaken the WEC as the premire endurance racing series.

Here is our final message to the ACO: Open up the reg’s so we all benefit, so this great form of racing can become a more prominent series. It is time to bring back the prestige to Le Mans.