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WEC supersezona 2019/2020

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Nova, druga supersezona, počinje prvog septembra u Silverstonu. Kao i prošle, većina karavana je neizmenjena u odnosu na prošlu supersezonu. Tojote naravno brane titule, bukvalno se postavlja pitanje hoće li postava 7 svrgnuti osmicu i to je to. Osmica je izgubila Alonsa ali zato im dolazi mladi genije za trke izdržljivosti, Hartli.


Što se tiče kalendara, Bahrein se vraća posle jedne godine absencije. Interlagos se na opšte iznenađenje vraća prvi put posle 2014. godine, Fudži je pomeren zbog F1 trke u Suzuki a Šangaj je isto pomeren zbog VN Makaoa.


Neki formati su doživeli promene pa će stoga Silverston i Šangaj biti četveročasovne trke, Bahrein dodaje dva sata te isto kao i Sebring postaje osmočasovna trka.


Inače, supersezona 2019/2020 će biti poslednja za LMP1 klasu onakvu kakvu je poznajemo, iduća supersezona 2020/2021 ugledaće rađanje nove kategorije hiperautomobila prototipa koji će u potpunosti zamenuti LMP1 u dogledno vreme. LMP1 će imati brdo restrikcija a hibridna kategorija LMP1H će patiti najviše, sve što mogu reći je sledeće:


Ćao LMP1, bila je to žestoka i prelepa avantura koja je skoro pa egal s Prototip C kategorijom s kraja 80-ih te početka 90-ih. Sve što je lepo kratko traje, ovo sad što gledamo posle povlačenja Poršea i Audija te Pežoa je bukvalno zombi kategorija iste. Tojote same lutaju u bespućima nekadašnjo bogatoj kategoriji...


Ćao LMP1!



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Toyota Gazoo Racing’s reign of dominance is over. Its seven-race winning streak, which dates back to the 6 Hours of Silverstone during the 2018/19 season, was snapped in the 4 Hours of Shanghai. Instead, it was Rebellion Racing’s day, the No. 1 R-13 Gibson of Gustavo Menezes, Norman Nato and Bruno Senna taking the win after a hard-fought race in China.


The victory came after a recovery drive by the team following a messy start to the race which saw the car drop to sixth from pole. Nato took the start and struggled for tire temperature, which caused him to get swallowed up by the pack.


After that, though, the team used strategy — taking fresh rubber early on instead of double stinting in the opening hours like its rivals — and speed. All three drivers contributed to the gradual climb up the order and into the lead, taking a comfortable win over the handicapped Toyotas.


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Upalila je akcija ACO u smislu "usporavanja" hibrida. Drago mi je zbog Bruna, čkode zaslužio, jednom je njegov ujko rekao "ja sam brz ali videćete šta ovaj mali može, biće brži" i onda je usledila 10 godina stagnacije Brunove karijere. Prava šteta.


Btw, interesuje me tempo hibrida za 24 sata Lemana. Mada ne verujem da će biti znatno sporiji nego lane.

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The FIA World Endurance Championship has briefed its competing teams that a change of venue for round five of the current 2019/20 season is under consideration.


The race, planned for Interlagos in Sao Paulo, Brazil on February 1, has been put at risk after as-yet-undisclosed issues, reportedly surrounding the local race organizers, came to light.


While the series is currently working with the organizers to overcome the issues, it is also developing alternatives. A number of potential venues served by existing shipping routes from the previous race on the calendar — the December 14 event in Bahrain — are under varying degrees of consideration. These are believed to include previous WEC venues Circuit of The Americas and Mexico City, as well as South Africa’s Kyalami circuit.


A final decision on whether the Interlagos race will go ahead and if not, which alternative will be chosen, is expected to be taken within the next two weeks.


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Peugeot Sport has announced that it will join the FIA World Endurance Championship’s ‘Hypercar’ top class from 2022 onwards.


The French marque made this short announcement via social media, stating simply that it will enter with a ‘Hybrid-Powered’ Hypercar, followed by “More news to come at the beginning of 2020.”


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The FIA WEC 6 Hours Sao Paulo next February has been canceled and replaced by a race at Circuit of The Americas later in the month.


This change has been made due to the Brazilian event promotor being unable to meet contractual obligations to the FIA WEC, forcing it to find a replacement venue.



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ACO clarifies FIA Hypercar ruling


By: Stephen Kilbey | 1 hour ago



The Automobile Club de L’Ouest has provided further clarity regarding the decisions from the latest World Motor Sport Council meeting on the regulations surrounding the eligibility of cars for the Le Mans Hypercar class.


On Thursday, the ACO issued a news release that features a key addition regarding the new Le Mans Hypercar rules, which state that competitors “must enter a homologated car under the name of an automotive brand.” The new phrase used is that entries will be “subject to approval by the Endurance Committee.”


This means that each entry will be looked at on a case-by-case basis should it not meet the initial criteria. ByKolles, for instance, could still be allowed to enter because, the relevant section of the regulations (still unpublished but shown to RACER by the WEC) states that “the Endurance Commission will rule in the last resort, at its entire discretion, on the admissibility of a car brand and car name to the Championship.”


The planned Glickenhaus program, meanwhile (rendering pictured above), looks set to meet criteria on potentially multiple fronts. While there is no definition available for an “automotive brand” in this case (for example, we don’t know whether production numbers are a factor), Glickenhaus is a registered road car manufacturer in its home market, and there is a potential tie-in with a mainstream engine supplier (believed to be Alfa Romeo).


The criteria to define an “automotive brand” has not been made public, but it seems highly likely to encompass arrangements with mainstream manufacturers entering into engine supply deals with Hypercar teams. The phrase used around homologation of the cars here is standard for any current LMP or GT race car and does not imply an insistence on a road-going version of the car.


In addition, an FIA WEC spokesperson has confirmed to RACER that officially the class is now called ‘Le Mans Hypercar’, not ‘Hypercar Prototype’ which was previously used to describe the category by WEC CEO Gerard Neveu.


The spokesperson also revealed that a correction will be made to the name of the FIA World Endurance manufacturers’ champion (Hypercar) title that was named by the FIA in its bulletin yesterday. A change is to be made because the title will not necessarily be awarded to a manufacturer, since customer cars are eligible to compete; it will therefore be a teams’ title. This is a notable change as the original wording initially added to the confusion surrounding the new regulations, seen as another sign that private competitors were being forced out of the WEC’s top class.


Elsewhere, the news release also details changes to LMP2. As previously reported by RACER, LMP2 will officially adopt a single tire supplier. The reduction in engine power for the Gibson-powered LMP2s now has a value: 30kW (approximately 40hp), ensuring that the Le Mans Hypercar class cars will have a performance advantage. It is not yet known which tire brand will be selected for the LMP2 class. Despite missing out on the Hypercar contract (which went the way of Michelin), Goodyear still is interested in supplying LMP2 teams and is committed to a future in endurance racing.



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Hoce li konacno doci do ujedinjenja specifikacija u vodecim kategorijama trka sportskih prototipova?





McLaren, Porsche seek DPi-Hypercar convergence


By: Stephen Kilbey | 55 minutes ago



McLaren and Porsche are still looking at the potential of competing in the top class of sports car racing in the foreseeable future, and they are pushing for a global platform that would enable Le Mans Hypercars and DPi 2.0 cars to compete together.


In Bahrain for this weekend’s FIA World Endurance Championship round, Zak Brown, CEO of McLaren Racing, and Pascal Zurlinden, the head of Porsche factory motorsport, both expressed similar views on how sportscar racing should look by the time DPi 2.0 debuts in 2022.


“(A global formula), I think that’s a big win for sports car racing around the world. So I’m very supportive of it and a co-aligning around a common set of rules,” Brown told RACER. “I wouldn’t say it’s mandatory (for McLaren to take part in the FIA WEC). I think our biggest concern is the current budgets.


“We have a great program in North America now with IndyCar,” he continued. “So where we really want to be is the WEC — we’d love to race IMSA, if that was on a common platform, but wouldn’t race IMSA as a standalone, because our North American marketplace is covered by our IndyCar program.


“So for us, it’s about wanting to be in sportscars, because we’re a sportscar company. But geographically what makes most sense for us is the World Endurance touching other parts of the world. But if they land on a common platform, then I could see us racing in both.


Brown thinks that the ideal program for McLaren would see it race in the WEC primarily, with selected IMSA races. “I could see us doing Daytona, Sebring and Petit,” he said, although he added that a full IMSA campaign as a semi-works effort or as part of a customer program would also be a possibility.


As for the chassis it would use, Brown said it would need to feature “McLaren DNA, something that we can’t have with IMSA currently in DPi, with engine, gearbox, hybrid.” Perhaps including elements of the McLaren Senna GTR track day car (pictured above).


Budgets are a key factor here, as Brown can see “Toyota spending over 40 million” on its WEC Hypercar program. If McLaren was to jump in it would need assurances that it could be competitive with a common chassis and hybrid system from the DPi 2.0 regulations, rather than design and build a car from scratch for the WEC formula. It would be styled on a platform that doesn’t currently exist in McLaren’s automotive range.


When will McLaren make a decision? That’s an unknown at this point, in part because the DPi 2.0 regulations have not been finalized.


“We aren’t pressured for time. If we were to join in in 2021/22, we would need to announce soon, though,” Brown said.



Porsche wants to see the global platform for GT extended to DPi/Hypercar. Image by Rainier Ehrhardt/LAT


Porsche is taking a similar wait-and-see approach, but is keen on playing a part. Zurlinden told RACER the company would certainly be taking a look if there was a global solution similar to what currently exists with GTE/GTLM.


“If you can build one race car and run both sides of the Atlantic — that’s what we do with the GT,” he pointed out. “So we would just have to have a closer look at the costs. If you can really build one car for locals and race with both sides of the Atlantic, it’s definitely an option.”


How likely is a global platform as it stands?


“It’s as close as it’s ever been,” Brown said to RACER.


FIA WEC CEO Gerard Neveu agreed, telling RACER in Bahrain, “We wouldn’t be working as hard as we are if we didn’t think it (a global solution) was possible.”



IMSA DPi kategorija je trebala originalno biti prihvacena i za WEC ali je ACO odlucio drugacije - rezultat je egzodus proizvodjaca iz LMP1 kategorije gde je zadnjih godina "spala knjiga na tri slova" - takmicenje se svelo na koja ce od tri Tojote biti na kom mestu na podijumu. Uvodjenje nove Hiperkar kategorije je nova prilika da se pravila konsoliduju, no ovaj put je na IMSA red da prihvati kompromis i prilagodi se novim propozicijama. Nadam se da ce pamet prevladati pa da bude lakse Evropljanima da "preskoce" na 24h Dejtone i 12h Sebringa i Amerikancima na 24h Lemana. Jos kad bi se uskladili i sa japanskim SuperGT (koji vec radi na uskladjivanju sa DTM) i da vidis radosti,


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Kvalifikacije DPi i GTLM klase: https://racerdigital.files.wordpress.com/2020/01/03_results_qualifying-dpi-gtlm.pdf


Revidirani rezultati kvalifikacija LMP2 i GTD klasa nakon sto su 4 od 5 Lamborginija pala na tehnickom pregledu: https://racerdigital.files.wordpress.com/2020/01/03_results_qualifying-lmp2-gtd_revised.pdf


Trka za 24h Dejtone je na programu za vikend Januara 24-26.

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BoP tweaks for Rolex 24 revealed


The Balance of Performance adjustments to IMSA’s WeatherTech SportsCar Championship field have been released for the season-opening Rolex 24 At Daytona, and a limited number of technical changes have been made to the cars in its four classes. All modifications are based on the trial BoP settings used at the recent Roar Before The 24 test.


In DPi, Acura and Cadillac have performance-related adjustments to make, with the Acuras losing power, the Cadillacs losing weight, and Mazda being untouched in both regards.

  • Acura ARX-05: Turbo boost reduction from 6000 to its 7050 rpm redline, +1.0 liters fuel capacity, up to 79.0L
  • Cadillac DPi-V.R: -10 kilos, down to 940 kg minimum weight, +2.0L fuel capacity, up to 75.0L.
  • Mazda RT24-P: +2.0L fuel capacity, up to 82.0L.

In LMP2, only the returning Riley/Multimatic Mk 30 chassis has been handed performance adjustments. Those aerodynamic BoP changes, however, are not expected to be necessary as the Rick Ware Racing-entered car was heavily damaged during the recent Roar Before The 24 test. As a result, the RWR Mk 30 would be a surprise appearance at the Rolex 24.


In GT Le Mans, three of the four models have received BoP adjustments, with Corvette’s new C8.R gaining power, Ferrari’s 488 GTE losing power and top speed, and Porsche’s new 911 RSR gaining weight.

  • BMW M8 GTE: No changes
  • Corvette C8.R: +0.3mm air restrictor (increased flow) to 44.3mm total, and +5.0L fuel capacity, up to 94.0L.
  • Ferrari 488 GTE: Turbo boost reduction from 2000 to its 7000 rpm redline, +4.0 degree increase in rear wing angle (more downforce), -1L fuel capacity, down to 87.0L.
  • Porsche 911 RSR GTE: +10kg, up to 1280kg minimum weight, and +7.0L fuel capacity, up to 97.0L.

IMSA’s pro-am GT Daytona class has the greatest number of BoP alterations, with Acura’s NSX GT3 facing a stiff hike in weight and modest forfeiture of power. Audi’s R8 LMS GT3 gets a weight break, the sole BMW M6 GT3 loses a healthy amount of power, Ferrari’s 488 GT3 also surrenders power but to a lesser degree, and Lamborghini’s Huracan GT3 will give up some top speed.

  • Acura NSX GT3: +25kg, up to 1325kg, turbo boost reduction from 2000 to its 7500 rpm redline, -2.0L fuel capacity, down to 102.0L
  • Aston Martin Vantage AMR GT3: -4.0L fuel capacity, down to 100.0L
  • Audi R8 LMS GT3: -10kg, down to 1300kg.
  • BMW M6 GT3: Turbo boost reduction from 2000 to its 7250 rpm redline, -3.0L fuel capacity, down to 102.0L.
  • Ferrari 488 GT3: Turbo boost reduction from 2000 to its 7500 rpm redline, and -1L fuel capacity, down to 92.0L.
  • Lamborghini Huracan GT3: +4.0 degree increase in rear wing angle (more downforce).
  • Lexus RC F GT3: No changes.
  • Mercedes AMG GT3: No changes.
  • Porsche 911 GT3 R: No changes.



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PRUETT: A time of reckoning for global prototypes


1017960304-lat-20200103-levitt-roar-1-20 Image by Levitt/LAT


By: Marshall Pruett

9 hours ago



As professional endurance racing awakens and comes together this week for its first race of the year in Florida, participants will have an intriguing topic to debate during the long days and nights at Daytona International Speedway.


If the impending convergence of prototype rules between IMSA, the Automobile Club de l’Ouest, and FIA World Endurance Championship is going to happen as anticipated, there’s only one path to consider. And while we don’t know the details of what’s likely to emerge, pain and sacrifice will be required by some of the three sanctioning bodies if they want convergence to succeed.


With IMSA’s LMP2-based Daytona Prototype internationals positioned as North America’s top category for the next decade, and the ACO/FIA WEC’s upcoming Hypercar formula, which welcomes purebred prototypes and road-based supercars in September as its leading category starting, diverging ideologies and timelines would be the first orders of business to reconcile.


Some have suggested convergence should involve a blending of houses. Take Hypercars, which are set to start competing in eight months at the 2020-2021 FIA WEC season-opener in Silverstone, and IMSA’s second-generation DPis, which debut in competition two years from now at Daytona in January of 2022, and put them together in a unified class. If that’s the road the trio choose to follow, convergence is a failure waiting to happen.


For a meaningful French-American partnership to work, one formula will need to die, and for some incredibly pragmatic reasons, it can’t be DPi. For those who’ve championed a blended solution where Hypercars and DPis share the track and race wheel-to-wheel using Balance of Performance rules to equalize the machines, a key problem stands out.


With a huge disparity in estimated annual costs to field Hypercars and next-gen DPis, IMSA’s formula becomes the obvious option to pursue. Not because it’s better or more exciting than Hypercar, to be clear. I’m more interested in seeing new Hypercars in action than DPi 2.0, for whatever that’s worth. DPi is more affordable, and by a mile, which holds the greatest attraction for the majority of today’s auto manufacturers.




Hypercars will be cheaper than the LMP1 Hybrids that they’ll replace – but they’ll still cost a multitude more than a DPi program.


The death or decline of top-level prototype racing has always come as a result of unchecked costs, and with a quick comparison of probable DPi 2.0 and Hypercar expenditures, the ACO/WEC formula would be untenable for IMSA’s manufacturers and teams.


High costs killed IMSA’s glorious GTPs due to runaway budgetary needs for auto manufacturers and privateer entrants alike. GTP’s European counterpart, Group C, and its short-lived successor, the World Sports Car Championship, crumbled for the same reason. When the American Le Mans Series and Grand-Am merged as IMSA in 2014, LMP1 was the one significant category cut from the multi-class roster for price alone. The WEC’s incredible LMP1-Hybrid formula was among the greatest offerings sports car fans have received, but it also collapsed under the weight of runaway costs. The pitfalls, in this regard, are well known.


With Hypercar, the WEC has done its best to bring the annual running costs down from LMP1-H’s great excess, which reached hundreds of millions per year when Audi and Porsche were spending Formula 1-level dollars, to something far more sustainable. The WEC estimates a minimum annual Hypercar budget to run in the $22 million range for two cars, which does not include the price to create and develop a car by the factories.


And while this $22 million figure is a giant reduction from LMP1-H’s peak, yearly Hypercar budgets would continue to vastly exceed the price to play with DPis. A stout single-car DPi budget has reached $6 million per year, and depending on whether it’s a factory or customer program, a two-car effort can fall in the $10-12 million range. Like Hypercar, there’s no budget cap in place, meaning huge sums could be spent by DPi manufacturers if desired, but the rules for both classes are written to keep the silliness in check. The silliness, though, is relative.


Where the two formulas also find little common ground is in the costs to create their cars. What will the final bill look like for Aston Martin’s Valkyrie Hypercar? Or Toyota’s Hypercar, which takes most of its TS050 LMP1-H technology and repackages it in a slightly different shape? On the creation side, matching or exceeding the $22 million minimum it will take to run those cars seems like a safe bet. Whatever the numbers happen to be, we know they are significant, and will dwarf the costs of creating new DPi models for 2022.




Glorious as they were, GTPs were eventually priced into oblivion. Image by LAT


Estimates to take a DPi from concept to creation fall in the $6-8 million range, and coupled with the $10-12 million minimum to field a pair of DPis, today’s cost-conscious manufacturers will gravitate towards value.


If lap times are balanced through technical regulations, and increased road-car styling cues are brought forth as promised with IMSA’s DPi 2.0s, the argument in manufacturer board rooms to spend double or more on Hypercars will falter in most cases. Even if the ACO/WEC and IMSA elect to keep both formulas, the majority of manufacturers will build DPis as going for the overall win at Le Mans at a 50-percent savings is the smartest decision to make.


And that’s where DPi elevates itself as the winning formula to support from the outset of convergence.


If a single DPi formula were to be adopted by the three sanctioning bodies, what would happen to Hypercar? This one is harder to answer. The clock is ticking on its September WEC debut, and with IMSA’s new formula two years away, hitting the pause button on Hypercar to wait on DPi 2.0 doesn’t sound feasible.


And do we think two proud French sports car organizations would actually halt their years-in-the-making Hypercar formula before it debuts, announce the money spent by manufacturers on the cars they’re readying for testing as we speak was wasted, and extend the current LMP1 formula until DPi 2.0 materializes? Not a chance. Hypercar is happening, which is awesome.


Where it might fit into the future, however, is ripe for some heated politicking, provided the three sides opt for a single formula based on DPi 2.0. And how would boutique Hypercar constructors like Scuderia Cameron Glickenhaus and other low-volume manufacturers be affected by a short-lived 2020-2021 WEC campaign followed by convergence?


That would be the toughest pill to swallow if IMSA’s formula is chosen. Big expense, and an even bigger effort, to put Hypercars in motion for one championship run, followed by a new top class using IMSA’s prototype rules? As I said in the beginning, only one formula makes sense in convergence, and if it comes to pass, those on the side of the unchosen formula will suffer all the wounds.


I’m left to wonder whether Hypercar, with its rules altered where only road-going supercars form the basis of the class, would make for an epic update to the teetering GTE/GT Le Mans formula. On both sides of the Atlantic, car counts in the factory GT classes aren’t nearly as strong as they once were.


Could morphing Hypercar and GTE/GTLM into the new and leading GT class for IMSA and the WEC in 2022 be considered as a worthy option? One that would preserve entrants like Jim Glickenhaus while maintaining the traditional homes for Aston Martin, BMW, Corvette, Ferrari, and Porsche, if they stay in Hypercar/GTE/GTLM? Transitioning Hypercar from LMP1’s replacement to a proper GT category could jump start the ageing platform. It wouldn’t be a crazy proposition to float to the current and incoming manufacturers.


Convergence could work wonders for global endurance racing. The strongest versions of IMSA – in its original guise – the ALMS, and the 24 Hours of Le Mans I’ve witnessed in my lifetime have been when the parties commit to finding common regulatory ground.


My fear for a convergence that protects two formulas comes from how much it would feel like the ACO/WEC and IMSA have entered marriage with prenuptial agreements. If both sides start the relationship looking to safeguard their core assets and interest by keeping Hypercar and DPi 2.0 once 2022 arrives, divorce is always an easy and lossless option to use.


A bold commitment to doing what’s best from the outset, with the lone formula everyone can afford, is the only way to converge.



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LMDh to replace DPi in new IMSA ACO convergence


Image by Rainier Ehrhardt/LAT


By: Marshall Pruett

27 minutes ago



IMSA’s defining Daytona Prototype internationals will be replaced by a new formula named LMDh. LMDh is what has been referred to as DPi 2.0.


The acronym LMDh, which was not defined by the ACO or IMSA in Friday’s announcement at Daytona International Speedway, could come to stand for ‘Le Mans Daytona hybrid’ once both parties agree on the final moniker.


Under the terms outlined in the new convergence agreement between IMSA, and the French organization that runs the 24 Hours of Le Mans and creates the technical regulations for numerous endurance racing classes, LMDh will be eligible to compete in Europe starting in September of 2021.


The ACO’s new Hypercar class, which debuts in September of 2020 when the 2020-2021 FIA World Endurance Championship season begins, will serve as the WEC’s top prototype class for one year before LMDh is introduced as an alternate style of prototype for manufacturers to build and use as desired.


In North America, LMDh is scheduled to supersede DPi at IMSA’s season-opening Rolex 24 At Daytona race in January of 2022.


No mention of grandfathering the first-generation DPis into the blended LMDh/Hypercar class was mentioned in the convergence press release, which suggests that once the current DPi cars complete the 2021 WeatherTech SportsCar Championship season, new prototypes built to the LMDh rules will take their place.


The formation and execution of LMDh will follow practices that have worked well in DPi since its 2017 launch. Like the existing LMP2-based DPi regulations, where four approved chassis constructors — Canada’s Multimatic, France’s Ligier and ORECA, and Italy’s Dallara — supply auto manufacturers with customized cars using stylized bodywork to carry their preferred choice of engines, the ACO and IMSA have signed contracts with the same four companies to produce LMDhs.


In another carryover of current practices, the new, base LMP2s (pictured above at Le Mans last June) produced by the four constructors in 2021 will remain as the only options for LMP2 entrants to purchase and race.


Ongoing efforts by IMSA to identify a spec kinetic energy recovery system (KERS) will be completed and made mandatory for every LMDh model. The hybrid internal combustion engine (ICE) and KERS package will drive the rear wheels, where energy harvesting will take place under braking and be fed back to the rear tires to boost acceleration. An electronic horsepower target in the 40-50hp range remains.


No target power figures for the ICE side of the propulsion system was mentioned, but that increased number — along with the full scope of LMDh’s technical regulations — is expected to be revealed at the combined IMSA and FIA WEC event in March at Sebring.


Manufacturers will be asked to incorporate more readily identifiable styling cues with their LMDh models. Where the first-gen DPis have taken moderate steps to bring road car design elements into their bodywork, some look very similar to the stock LMP2s they’re built upon, which should be rectified with LMDh.




Manufacturers’ road car lineage figures to be more visible in LMDh. Image by Alexander Trienitz/LAT


With manufacturers having called for prototype convergence, the ACO and IMSA rule makers would be expected to embrace some degree of flexibility in the construction parameters for LMDh. As new technological advancements emerge during the LMDh era, designing open spaces into the chassis, engine bay, and sidepods to outfit cars with new and emerging technologies during LMDh’s lifespan would fit the manufacturer-driven spirit of the formula.


Although no formal commitments to LMDh are expected in the immediate wake of the announcement, it’s believed the cost-effective prototype concept will be met with significant interest.


Of the rumored new manufacturers on the LMDh horizon, Ford, Lexus, McLaren, and Porsche are among the major brands that could join Acura, Cadillac, and Mazda at Daytona, Le Mans and other famous endurance events in the next two years.


Peugeot, which announced a Hypercar program for 2022, is expected to shift its plans to LMDh, giving the new formula another famous manufacturer to bolster its ranks.



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Jbg, probao sam link, al' veli da ne radi u USA, Can i jos negde...

Nazvacu drugara u AUS, on je IT profi majstor pa ima neku taktiku da se saltujem servere i izgledam kao da sam nede na drugom kontinentu.

Edited by zoran59
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