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Atherton: “Genuine Interest” for Common 2020 Global Prototype Regs

Scott Atherton confirms initial talks with ACO for global LMP1/DPi regs…

Photo: Rick Dole/IMSA

Scott Atherton says there’s “genuine interest” from IMSA and the ACO to achieve a common set of global prototype regulations for 2020, with preliminary discussions between both organizations already underway.

The IMSA President, meanwhile, revealed they’d be open to the possible integration of cost-effective hybrid powertrains in the next-generation platform, which he hopes would be an “evolution” from its current DPi formula.

The development comes in the wake of a planned overhaul to the initially announced LMP1 regulations for 2020, which called for fast-charging hybrid plug-ins and stretches of all-electric driving, that has since been abandoned in the wake of Porsche’s exit from the FIA World Endurance Championship’s top class at the end of this season.

It’s resulted in a complete re-think of LMP1, that could see a shared platform with the next generation of IMSA’s DPi regulations, which is due out in 2021.

Atherton confirmed that option was initially discussed late last month, although admitted there’s still “a lot more questions than answers” at this point.

“It’s good that we’re together and we’re discussing it as an opportunity,” Atherton told Sportscar365.

“We see it, as an organization, as only being a positive if we could bring the rulebooks together and have the top prototype category in America, racing in the WeatherTech Championship, [to] be aligned, consistent with what races at Le Mans and in the WEC.

“There’s a genuine interest on both sides of the equation, the ACO and IMSA, to do all we can to fulfill that.”

A push for a common set of future LMP1/DPi regulations has been made by a number of manufacturers, including McLaren and Ford, which have both indicated interest in mounting factory prototype efforts should it be able to fight for overall wins at Daytona, Sebring and Le Mans with the same car.

While Atherton said he hasn’t been in any specific discussions with manufacturers, he admitted it’s a desirable option that would likely expand global prototype involvement.

“If you’re able to look around the next corner to the 2020/2021 timeframe and have the alignment occur, I think it would only serve to accelerate that and attract others that are not currently involved,” he said. “That’s the ultimate goal.”

IMSA Open to Hybrid Powertrains

While the FIA and ACO’s desire to continue with hybrid technology appeared to initially be a potential roadblock for a common platform, Atherton revealed that IMSA is open to that possibility, as long as it can be done in a cost-effective manner.

“What’s called for in the current LMP1 rulebook has proven to be unsustainable, so you wouldn’t want to engage in a similar set of circumstances, even if you had someone willing to say we’ll compete at that level,” he said.

“It would [have to] be based upon practical availability, affordability and sustainability.”

He admitted hybrids could be an option for the next set of regulations in the prototype class.

“From IMSA’s perspective, it’s not a question of if but when hybridization becomes part of everything we’re doing,” Atherton said.

“If you look at every major automobile manufacturer, they’re either talking about an all-hybrid lineup of vehicles or an all-electric lineup of vehicles in the not-too-distant future, 2025, 2030.

“I think all forms of motorsport need to be cognizant of that so you don’t box yourself in with a set of rules that out of sync with the practical application of the automobile from the manufacturers and in the eyes of the consumer.”

Atherton said his initial impressions of the ACO’s Equivalence of Technology, which will balance turbocharged and normally aspirated engines, along with hybrid technology, into a single interim LMP1 class for 2018/19, has been positive. 

“On the surface, that sounds attractive,” he said. “It sounds like a good fit for what is today a DPi example.

“Right now we do not have a formula that calls for hybrid technology in DPi. If you’re talking about the next generation, and seeing what’s happening around us, it seems like the logical next step.”

Evolution of DPi Regulations Optimal

With involvement from Cadillac, Mazda, Nissan and soon-to-be Acura in DPi, Atherton said he would envision the next set of prototype regulations to be an evolution, rather than a complete new approach.

“I think [DPi] has proven to be an attractive opportunity for manufacturers,” he said.

“We think the cars are delivering what the fans want. They have a visual uniqueness to them. Their powertrains are generating excellent competitive results, albeit [in different ways].

“There’s a level of affordability as a result of using four constructors, bodywork kits and allowing OEMs to bring powertrains to the mix that seems to work.

“Looking forward, from our perspective, an evolution of what is today’s DPi would be optimal.”

Atherton said he would expect a transition period of 1-2 years, in allowing current DPi machinery to continue to compete in the class alongside new-generation cars, which could enter competition globally in 2020.

The current DPi regulations are guaranteed through the end of the 2020 WeatherTech Championship season.

“There’s questions in our mind right now about the timing of how the ‘Super Season’ and the impact that has on existing homologations,” Atherton said.

“Our commitment to our DPi constructors is unwavering, in that this is a four-year homologation, so that takes us through the 2020 season.

“That could be that blended scenario of having existing, still eligible [DPi cars], but also allowing the next-generation specification to cycle in. But all of this is speculative.”

With the FIA and ACO having declared plans to finalize the regulations by the end of this year, Atherton said IMSA would be ready to step up to help determine the unified platform, should talks move forward in the coming weeks.

“The vision there, from our perspective, would be a joint process,” he said. “If the goal is to have common regulations, then both parties would need to be actively involved in crafting them.

“Our technical team would absolutely make it a priority.”

John Dagys is the founder and Editor-in-Chief of Sportscar365 as well as the recently launched e-racing365 Web site for electric racing. Dagys spent eight years as a motorsports correspondent for FOXSports.com/SPEED Channel, and contributes to other publications worldwide. Contact John

67 Comments

67 Comments

  1. Jack

    September 25, 2017 at 9:25 am

    Hybrid prototypes is not what I wanted to hear from Atherton. Us fans just want to see badass prototypes that are exciting to watch. It should be pretty easy to achieve considering the ACO will most likely go with a lame electric route rendering everybody disinterested. Good sounding 800-900hp DPi’s would be much more fun to watch than hybrid cars droning around.

    • Jeff

      September 25, 2017 at 10:20 am

      As long as the ACO is willing to do EoT or BoP or whatever with non-hybrid entrants, this could be hugely positive. Some manufacturer will still be hold outs, like GM who only know how to stuff a V8 in their race cars.

      I do think though that the LMP2 class will need to be resurrected for IMSA as the cost gap between P2 and P1, even non-hybrid, would be even greater than what it is right now. Most likely forcing out CORE, BAR1, and others that are just stepping up.

      • Jimbo

        September 25, 2017 at 11:24 am

        Well, there is bound to be a separate podium for pro-am P2 teams next year. They need to get rid of this unrealistic notion that they actually have a shot at winning. At least 10 pro P2/DPi next year, pro-am will be ultra lucky to podium.

        I don’t see how things will be much different if the pro teams have faster LMP1 cars. The pro-am teams will just get lapped faster.

      • Just enjoy the racing, no politics

        September 25, 2017 at 10:57 pm

        Wrong, Cadillac twin turbo V-6 running this year, Illmore/Chevy in Indy, twin turbo V-6 in Australia, Cruze 4 bangers running BTTC, I could go on, but let us not disprove you’r political anti GM rant.

    • EH

      September 25, 2017 at 11:50 am

      Hybrid at this level likely means extremely basic, braking energy recovery driven to the front wheels. It raises the pace of the cars dramatically in low speed corners.

      You can’t seriously think hybrid systems make a car drone. Or that the ACO will “likely” go electric after ‘reading’ an article about how they’re abandoning the fully electric aspects of the regulations they just scrapped.

      • Bakkster

        September 25, 2017 at 12:38 pm

        Exactly. A Hybrid, in-and-of itself, improves performance of the car, full stop. Other regulations like fuel limits and open development affect how they race and what they cost.

        The question is how much it will cost to implement, and whether the increased pace and eligibility at Le Mans (presumably attracting more OEMs to both IMSA and WEC) is worth that added cost.

        • Davy

          September 25, 2017 at 5:09 pm

          A hybrid increases performance at the cost of $ and complexity.

          • Bakkster

            September 26, 2017 at 12:11 pm

            That’s what I said, isn’t it?

      • Jack

        September 25, 2017 at 1:58 pm

        There’s just no appeal to adding hybrid systems to these cars. I’d rather see teams put their money towards running more powerful, awesome sounding engines. Hybrid systems recovering energy from exhaust gas do make the cars sound droney… for example, 2014 F1 cars before rule changes helped them not sound like absolute crap. The P1 Porsche V4 sounds worse than ever this year.

        • Andres

          September 25, 2017 at 3:19 pm

          Because of the limit in fuel flow, that is why they sound that awfully, but, if you look at the Nissan or Cadillac DPI, that is a proper sound a race car needs to have

          • kv

            October 19, 2017 at 10:49 am

            The EVT,ELECTRONICALLY VARIABLE TRANSAXLE is the practical solution to hybrid in dpi!

        • Davo

          September 25, 2017 at 7:57 pm

          Kinetic Energy Recovery Systems??? Didn’t ruin the sound of V8 F1 cars’

          • Jack

            September 25, 2017 at 8:23 pm

            That was energy generated from braking. Which is OK but i’d still rather teams be able to spend their money on more powerful engines.

        • EH

          September 26, 2017 at 3:06 am

          Keep in mind DPi is a BOP formula so investment in making tons of power is a waste…..what leads you to think more money being put into engines would make them sound better? Most modern engine developments are detrimental to the classic race car sounds.

          How many times have you heard the 919 in person this year? The exhaust hybrid system is integral to the engine as it runs Porsche’s anti-lag system and has been a part of the car since its first test in 2013.

    • John

      September 25, 2017 at 9:00 pm

      In what way are the 919, TS040/050 and R18 not badass and exciting to watch? Solely because they have a hybrid element?

      Never mind that if even when restrained, they’d still best a spec P2 with a manufacturer engine and bodykit? Unrestrained, it would be an obliteration.

      Don’t get me wrong, I enjoy IMSA, and 2018 is going to be a fantastic show, but this kind of revisionist thinking that DPi is suddenly the second coming is funny.

      It is shaping up to be popular class, mostly because it’s affordable, but at the end of the day, it was still a pragmatic compromise to add some manufacturer flavor to a spec class, so that it could fulfill a specific role in North America.

      All of these comments expressing hatred over the P1 hybrids and the ACO/WEC would have a lot more credibility if they were made two, three years ago, instead of the bandwagon that has arrived now.

      Oh, that’s right, there was the vocal minority of DP fans, but the 21st century has left them behind, and there weren’t many to begin with.

      I’m all for sanity and logic to prevail and for the ACO and IMSA to find a way to work together in harmony to their mutual benefit, but I’m not afraid to admit I enjoyed the hell of out the P1-Hs and aren’t going to pooh-pooh them just because it’s become fashionable.

      And don’t think for a moment that IMSA and DPi are immune to the kind of effects that factory efforts from top-tier teams like Penske and Joest will bring. All racing follows cycles, and DPi will eventually meet its demise as well.

  2. rissas dad

    September 25, 2017 at 9:48 am

    message to IMSA:
    Be mindful of what has happened in past dealings with the ACO, and the absolute FACT that they put themselves first, and dont care what works here. The only reason they are willing to come to the table now is because they have to. If they didnt find themselves in the situation they are in, they would continue to keep all other series under them as second string support events.

    I would prefer, as a fan, to have the fastest tech-heavy Prototype class running in IMSA. I believe the DPi formula was a bold move by them, and it is a more sustainable plan going forward. But as I watch them go around the track, I know in the back of my mind that there are faster Prototypes in another series, and it bothers me a little. But going through the low points with the ALMS i prefer, at this time, to support the DPi formula. To me, the formula is quite brilliant. Manufacturers, privateers, and big-name teams indicate that it may be. Time will tell.

    I only hope that IMSA goes into these negotiations knowing they have “hand” and coordinate with the ACO with that in mind. The ACO, in my opinion, historically have shown that they will tell everyone else to -eff-off at the first sign of success.

    • Jeff

      September 25, 2017 at 10:25 am

      Yes, that’s the thing. IMSA needs to keep privateers from disappearing with the ACO most likely catering to the manufacturers with the regulations. I think IMSA will need to keep the BoP in place to keep everyone happy.

      • NaBUru38

        October 3, 2017 at 9:52 am

        Privateers can enter GTD.

    • Bob

      September 25, 2017 at 11:27 am

      They could at least make the new DPi as fast as LMP2 cars from ten years ago.

    • Davy

      September 25, 2017 at 2:28 pm

      DPi is fine. What difference does it make whether they can do 3.15s at LM or 3.25s? The first Audi diesels were doing qualifying laps in the 3.30s range and nobody was complaining they were slow then.

      • Steven

        September 25, 2017 at 6:45 pm

        Because that was fast back in 2006. It wasn’t until the Hybrid era where times really started to tumble.

        Heck the WEC LMP2 class has been faster than the LMP1 Hybrid lap times from 2012.

        • Jack

          September 25, 2017 at 8:25 pm

          For what whatever reason on US tracks with more downforce required, DPi laps times are way slower than P2 cars from 10 years ago. Going to a narrower track certainly didn’t help the racing, or anything. Just made the cars look worse.

        • TF110

          October 4, 2017 at 2:23 pm

          People want progress. And they don’t want prototypes that are barely faster than GTE cars. Moving away from the bricks called Continental will help, but the dumbing down of the car with the bop is stupid too. The wec at least has a fuel flow system so that the teams can run whatever engine they want but get a set amount of fuel they can use.

    • daedalus

      September 25, 2017 at 2:37 pm

      hate to brake it to you but the weathertec series is by definition a second tier championship. It is classed by the FIA as a national series that visits one other country (canada). Even ELMS that visits 6 different countries is only a continental series. As long as the WEC visits 3 or more continents it is classed as a world championship and world championships are always seen as more prestigious than national series, even ones that are very popular like the weathertec series.

      • Snavehtrebor

        September 25, 2017 at 4:55 pm

        “weathertec series is by definition a second tier championship” Yes. One that offers manageable cost, fantastic competition, and strong manufacturer support and involvement. The WEC/FIA can pretend that fans care about hybrid tech and road safety instead of good sport & spectacle, but it appears that the manufacturers are choosing to compete elsewhere.

        • Sir Skidsalot

          September 25, 2017 at 5:11 pm

          IMSA does contest 2 of the top 3 to 5 sports cars races of every year, at Daytona and Sebring, at least they have that going for them. 🙂

      • Matt

        September 25, 2017 at 6:23 pm

        It’s an national championship because it doesn’t need to be anything else. The US is bigger than the size of Europe and is the biggest market in the world. Arguably, IMSA is more popular than the WEC and the ELMS. Visiting some junky tracks in China and Bahrain only takes away from the quality of WEC.

        • Steven

          September 25, 2017 at 7:37 pm

          There are 3 sub Le Mans series’. US, Europe, and Asia to go with the WEC…Why should Weathertech go to Europe or anywhere else? Personally, it would be cool to see a combined race at maybe Spa, but that would never happen.

          Weathertech could possibly go is maybe South America or Mexico to maybe gain some audience as the WEC is not racing there next year.

          • Guest

            September 25, 2017 at 11:15 pm

            Sadly a race in Mexico or Brazil would mean cutting the schedule, and we still need Road America and Laguna back to 4hr races.

            If a promoter paid for a race in Mexico or Brazil though, that would be awesome.

        • Tenkamenin Crowder

          September 26, 2017 at 1:42 am

          And Imsa is more popular in Europe than America so whats your point

          • Matt

            September 26, 2017 at 8:54 am

            No

  3. Anonymous

    September 25, 2017 at 10:09 am

    Common Regs could work, after all Group C and IMSA GTP seemed to work! And there was a huge amount of manufacturer involvement then! So why not now?

    • Tim Lawrence

      September 25, 2017 at 1:37 pm

      Exactly! An updated version of Group C/IMSA GTP regs. Free rein within a basic safety/dimensions envelope, powertrains open with fuel quantity/flow BoP.

  4. Richard Reeves

    September 25, 2017 at 11:28 am

    Off-topic: NASCAR’s (and therefore IMSA’s) silence in the face of certain of their team owners’ abridgment of peaceful protest, free speech and the first amendment means I will be boycotting the Daytona 24 in 2018. And yes I know, who cares?

    However I remain, one small voice, kneeling in solidarity.

    • WBrowning

      September 25, 2017 at 12:02 pm

      Don’t we have enough issues to deal with without inserting that whole mess. The NFL is dealing with it and it is hurting their bottom line as more people tune out. If players/drivers want to protest, they can do so on their own time, not while they are being paid. You don’t have to salute or anything, just stand there, like you would for any other countries anthem, so a little respect.

      • NaBUru38

        October 3, 2017 at 9:53 am

        Actually, NFL pre-game shows have had increased ratings.

    • Bakkster

      September 25, 2017 at 12:41 pm

      Remember, the first amendment doesn’t apply to private entities, like racing teams. It only prohibits the government from infringing on that right. Teams are free to hold their employees to whatever standards they like, and you’re free to dislike their decisions and not attend events.

      • Parker

        September 25, 2017 at 4:23 pm

        Correct.

        Also, I’m done with the NFL.

    • Matt

      September 25, 2017 at 3:34 pm

      What

    • Truth

      September 25, 2017 at 4:37 pm

      I am sick of what the NFL is becoming. The NFL used to be a sports league but is now a politically correct entertainment organization. Things like the refs making calls in Spanish for Hispanic Heritage Month, the over promotion of Michael Sam, Bob Costas lecturing viewers about gun control and “global warming” during halftimes, making players wear pink in October, players refusing to stand for the national anthem, threatening to move the Super Bowl away from Arizona for enforcing its borders, threatening to move the Super Bowl out of Texas because they believe that men should pee and poop in the men’s restroom and women should pee and poop in the women’s restroom, the movement to force the Redskins to change their name, etc. Enough is enough.

    • Blue Oval fan

      September 25, 2017 at 5:36 pm

      Dude, I honestly cannot believe you just went there, leave that *&^%$* to them other stupid sports, *SMDH*!

  5. Juninho

    September 25, 2017 at 11:38 am

    FIA World Endurance Championship in 2018-19

    LMP1 (Micgelin)
    LMP2 (Dunlop)
    GTE-Pro (Micgelin/Dunlop)
    GTE-Am (Micgelin/dunlop)

    IMSA Micgelin Endurance Cup in 2020

    DPi/P1 (Micgelin)
    P2 (Dunlop)
    GTE-Pro (Micgelin/Dunlop)
    GT3/Pro-Am (Pirelli)

    IMSA Micgelin SportsCar Challenge in 2020

    GS (GT4)
    ST (TCR)

    IMSA Prototype Challenge in 2020

    LMP3 (Micgelin)
    MPC (Micgelin)

    • karlt

      September 25, 2017 at 4:48 pm

      That’s probably pretty close to the truth with the exception that ALL tires in IMSA series will be Michelins in 2020. One would expect the deal they’ve signed (which starts in 2019) would be a minimum of five years, if not substantially longer.

      • Davy

        September 25, 2017 at 5:12 pm

        IMSA should only have one prototype class.

  6. Jenner

    September 25, 2017 at 1:52 pm

    Car manufactures are mandated by governments to run cleaner and more efficient. That’s why the push for hybrids and electrics. Racing is a proving ground. Get the picture?

    The ACO is adapting to the world changes. IMSA needs to keep up. Can-Am, GTP days are over, they are a wonderful memory, but hybrid tech. is not going away. Cleaner, more efficient race motors are not going away. Look, we have a V-6 turbo in a car that “should” have a V-8 (Ford GT).

    The ALMS use to have this Green Tech. points race within the main points race. Remember? I think the Dept of Energy even gave ALMS praise for trying to race more green. Well, folks, Welcome to the future of racing. If you want louder, dirty V-8’s, the Daytona 500 is a few months away.

    We know Penske and Joest teams will find the $$$$$$$$$ in the future, will others? How much to buy just a customer car, if they’re even available.

    Looks like IMSA is going to turn into ACO/west or ACO-USA.

    • Degner

      September 25, 2017 at 3:24 pm

      Racing is NOT a proving ground for technology today and has not been so for at least three decades.

      The equation is flipped. Technology development in road-going cars now far exceeds what is found in racing.

      The only reason OEMs pay lip service to fielding some technologies in racing now found in road cars is to “be seen” to be doing so.

      Racing is sport and entertainment. Racing has never been meant to save the planet and never will.

      Nor will batteries, electric powertrains, hybrids or fuel cell-electrics in automobiles. The move toward “alternative” powertrains in racing isn’t a move toward actual alternatives. It’s directed almost exclusively toward electric powertrains – driven by people with an agenda – an agenda based on $$$$ supported by disingenuous and manipulative political correctness – not altruism.

      ICE engines will be with us for at least a century and a range of other technologies including CO2 to liquid fuels are under development. There will be and should be in the decades to come a mix of energy generation technologies – some better for a given purpose, others better for other applications. One is not necessarily “better” than another. And one should not be prioritized above all others to serve primarily those who would profit from it.

      Racing should not be held hostage to one technology. Nor should it have to project a “green” image. There isn’t one series in existence that is even remotely green including Formula E. Racing is not “green”.

      Racing should simply be what it has always been at its best – dynamic and exciting. Fast, visibly challenging for man and machine, sonorous, visceral and with a distinct element of risk – that’s what racing should be. That’s what attracted people to it from its beginnings.

      It doesn’t need to be a reflection of your cell phone, a microprocessor or a slave to anyone’s political agenda.

      My advice IMSA – make your series distinct. It doesn’t have to be what others advance as “futuristic” or tech heavy. Put IMSA first and stand your ground with the ACO. As someone mentioned above, the only reason they’re reaching out to you now is because their formula – which encompasses much of what I’ve defined above – is a failure.

      Likewise, drop the equally silly Pro, Pro-Am and Am distinctions. Not everyone needs or deserves a trophy. If folks choose to race, they know the score. People raced for decades before any of this was instituted. The splitting of fields and drivers by a cynical and regularly abused system of driver-ratings and classes is destroying careers. Ask any pro.

      Provide fast exciting, racing and keep a firm lid on costs and superfluous tech.

      • Jenner

        September 25, 2017 at 5:17 pm

        I take it you don’t drive a Prius or drink chai tea

      • Matt

        September 25, 2017 at 6:31 pm

        You hit it spot on

  7. Roger Capone

    September 25, 2017 at 2:38 pm

    Please God, no hybrids in IMSA! Racing is about the competition & spectacle, not who can produce the most megajoules. The ACO & FIA already proved that hybrids were a mistake, so can we just bury them now? Most racing innovations actually got their start in road cars & aviation, not the other way around. The average fan doesn’t give a rat’s behind what kind of hybrid system is in a race car. IMSA already has a proven formula that has produced some outstanding racing this season, with more to come next year. The ACO & FIA need IMSA more than IMSA needs them. I also believe that factory support of teams is far better than direct factory teams. I would rather see GTLM factory teams go away in favor of GT3, perhaps with a separate amateur trophy like they had in Grand-Am.

    • NaBUru38

      October 3, 2017 at 9:54 am

      Manufacturers want hybrids. IMSA will give them what they want.

  8. JG

    September 25, 2017 at 3:00 pm

    Hybrids have no place in IMSA or the WEC. This is first and foremost motorsport and an entertainment business, and using it as a testing ground for production cars that are not designed to be raced should be a very distant second. Common regs need to eliminate the front and rear wheel cutouts and go back to 2000 mm width. Both of those inane rules have resulted in the fugliest, most un-charismatic generation of prototypes ever seen, and there is no excuse for that given the safety technologies available now.

    • Matt

      September 25, 2017 at 6:37 pm

      I’m struggling to understand why the ACO thought it was smart to move to the smaller width as well. Decreasing mechanical grip only harms the racing. The wheel cutout thing is just stupidity as well. Prototypes raced completely fine for 50 years before this BS. The late 2000’s-early 2010’s prototypes were beautiful. Prototype acing is PLENTY safe as it was.

  9. Sir Skidsalot

    September 25, 2017 at 5:24 pm

    Here here, Racing is about going fast, sounding mean and looking cool! Hybrids and electric cars are for (except scale R/C racing) greenie geeks and commuters, neither of whom actually want to drive(see autonomous cars)anyways. What’s next, autonomous car races where nobody cares who/what wins or who/what built it???
    On the other hand it might be a new wagering venue for Vegas, racing on city streets, betting the over/under on how many people and animals get hit.

  10. PatrickB

    September 25, 2017 at 5:34 pm

    If we want the fastest Prototypes we have to move toward electric. Electric street cars are now being know as the fastest. Id take a Tesla over a Ferrari or Porsche for my toy, because i know the Tesla will blow their doors off.

    The Imsa Prototypes will be known as slow if the stay petroleum powered for much longer. In my opinion

    • Matt

      September 25, 2017 at 6:40 pm

      You’re a moron. Tesla’s are only fastest in a straight line up to 60mph because of massive instant torque. At actual racing speed of 100-200mph any Tesla doesn’t stand a chance, not to mention that Tesla’s can’t corner and literally only last a lap around a race track before their battery gives out

      • PatrickB

        September 25, 2017 at 6:49 pm

        lol…

        One example. Im pretty sure the lap record at the nurburgring is by an electric car
        https://nurburgringlaptimes.com/lap-times-top-100/

        You clearly don’t know jack about current ev technology

        just look at the Pikes peak hill climb. Electric racecars are starting to Dominate there

        • Matt

          September 25, 2017 at 8:41 pm

          Yeah and the batteries were exhausted after 1 lap. If a gas powered car used all its fuel in one lap it’d be called extremely inefficient. The NextEv also has 1350hp… if the Porsche 918 had as much it’d destroy it. Electric cars are doing well at Pikes Peak due to the torque off of the slow speed hairpins.

        • Guest

          September 25, 2017 at 11:26 pm

          You were talking about Teslas dude, not purpose built electric hypercars.

          Teslas are slow on a track, if you care about anything other than a quick burst of straight line speed, you’d be dumb to pass up a 488 or GT3.

    • Passenger

      September 25, 2017 at 9:03 pm

      There had an electric prototype 4 years ago. That car is Drayson B12 69EV. It never race in Le man.

  11. FactsAreOnTheNet

    September 25, 2017 at 6:20 pm

    IMSA DPi to Hybrid means end of class. DPi Owner’s can not afford the Hybrid / ICE unit costs. Unlike WEC LMP1H, DPi teams get “some” manufacturer money but not much. Teams still currently have to pay engine costs in Dpi. DPi is still a low dollar sport when compared to LMP1H.

  12. Passenger

    September 25, 2017 at 9:06 pm

    Sound likes they want keeping Toyota in WEC and makes Toyota to join IMSA ?

  13. Nick1

    September 25, 2017 at 11:52 pm

    Problem is that while you need privateers, manufacturers are a big portion of support for series. The increasing dependence on manufacturers when there’s no private investment in motorsports is driving the agenda

  14. Jenner

    September 26, 2017 at 5:14 am

    Funny how many here hate the ACO and WEC but NASCAR/IMSA is willing to go the Hybrid route just to have a chance to race in the French countryside. Scott Atherton may work for NASCAR, but he’s ALMS through and through.

    I’m sure GM and Ford are working hard on their hybrids now behind closed doors as we speak. Prius’ are selling like hotcakes and I’m seeing more and more Leaf’s on the roads now too.

    Soon afterwards, GTLM will be known as GTLM-H

  15. Matt

    September 26, 2017 at 9:00 am

    Ford Escape’s sell like hotcakes and they’re junky to drive. What’s your point? Marketing departments exist to convince consumers to buy junk that otherwise would never sell if consumers didn’t have biased opinions.

    • Jenner

      September 26, 2017 at 11:37 am

      Point is, Ford’s #1 priority is to sell cars. Period.

      They’re willing to put money into racing to promote and market their products. If nobody buys their junky Focus’ and consumers keep buying Japanese, you can say good bye to the GT program and any future dpi program too.

      You’ll b driving some type of hybrid car in the near future soon. Ford, Chevy has to keep up, so deal with it.

  16. SaskRacer

    September 26, 2017 at 4:13 pm

    You can give the manufacturers the hybrid marketing angle without blowing up budgets by adding a spec KERS system provided by a third party supplier to the prototypes (since most manufacturers are racing as a marketing exercise, not for road R&D). Whether that is enough to satisfy the ACO and FIA, who knows, but that seems to be the obvious solution to allow manufacturers to put a “hybrid” decal on the engine cover without having to spend millions.

  17. Larry

    September 28, 2017 at 9:33 am

    How about instead of all this expensive hybrid and KERS, just switch to alcohol like the Indy cars, at least for P1.

    It’s a “renewable” energy source.

    Or maybe E85. IIRC, Corvette ran E85 for quite a while in ALMS with no problem.

    That would be much more cost effective than hybrids and allow them to be “green” if they just absolutely must do so.

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