Toyota, Peugeot Set Out Hybrid Red Lines for 2030 Regs

Toyota and Peugeot have both stressed the importance of maintaining LMH-style hybrid systems as talks surrounding the introduction of a single set of regulations for the 2030 FIA World Endurance Championship season continue.

Both manufacturers, along with Ferrari, are part of the group that build and operate their own front axle-mounted hybrids, as opposed to the rear-mounted Bosch/Xtrac/Fortescue Zero solution mandated by the LMDh regulations.

One of the sticking points for LMH-LMDh convergence in time for 2030, after the current Hypercar rules cycle expires, is how to bring the two approaches in line.

Speaking ahead of last month’s 6 Hours of Imola WEC opener, Toyota Racing technical director David Floury admitted finding a consensus between so many manufacturers, including 2027 newcomers Ford and McLaren, is set to be “challenging” while adding he feels that stability is preferred to any dramatic overhaul.

“To please all parties, I don’t know,” said Floury. “There are many parties around the table. You have already three with the FIA, ACO and IMSA. On top of that, you have many manufacturers, and some new ones coming next year.

“I think it’s probably going to be challenging to please so many parties. So far, we have not really started any work on the topic, so it’s a bit early days.

“Normally, the plan is to have regulations for 2030 at the end of this year. But at the end of the day, I don’t think it requires us to revolutionize everything either.

“It’s a matter of finding improvements that are agreed on, finding the improvements that are needed from the current regulations, but probably not to make a revolution.

“Right now, the championship is strong and many manufacturers are involved. I think we need to keep some degree of stability and reflect carefully on what has enabled such a [large number of manufacturers] to be gathered.”

Asked whether a spec hybrid solution similar to that demanded by the current LMDh regulations would be palatable to Toyota, Floury replied: “For sure not.”

“On our side, one of the main reasons why we go racing is also to learn from it and develop people. In the team, we have people who were in road car development, joined us for two, three, four seasons, and then they go back to road car development.

“Therefore, it is key that we can work on technology that are relevant for what we do in road cars. When you buy a product from someone else, then it doesn’t tick that box. It’s not something we want. I think the same is true for Ferrari.”

Peugeot Sport team principal Emmanuel Esnault meanwhile was also keen to stress the importance of hybrid power to the brand’s marketing message with the 9X8 program, confirmed through 2029, when addressing reporters at Imola.

“Hybrid is definitely part of the current landscape in the car industry now, so the question mark is not whether to have hybrid, but which way and how it is correctly balanced between ICE power and electric power for the good of the message we want to give, and also in terms of costs and development efforts,” said Esnault.

“It has to be linked to the philosophy of the manufacturer. Peugeot is a leader in hybrid cars so it has to make sense in terms of the proportion between ICE power and electric power. It has to have a link with the final product.”

While convinced of the need to keep hybrid a central part of the new regulations, Esnault stopped shy of saying that maintaining the 9X8’s custom battery developed by TotalEnergies subsidiary Saft was a red line for Peugeot.

“The choice of Peugeot was to take on the LMH challenge, which is the more difficult one, but it’s also a technical showcase for the brand,” said Esnault. “We are doing the complete [design], 360 degrees, from A to Z, and we are one of the few to do it.

“Due to the partnership we have with companies like TotalEnergies, if it’s not a single-make [battery], we have many opportunities to showcase what we can do.

“But I cannot say today yes or no. It’s something to be discussed.”