Apr: Non-Hybrid LC500 Could Be Faster Than No. 31 Car

Apr boss Hiroto Kaneso has acknowledged the possibility that its Lexus LC500h could be outpaced by LM Corsa’s non-hybrid version in SUPER GT this season.

A second example of the apr-built LC500 will participate in the GT300 class in 2025, with LM Corsa having made the switch from the GR Supra it campaigned until last year.

However, unlike the No. 31 apr car that debuted in 2023, the No. 60 LM Corsa example will use Dunlop tires instead of Bridgestones, and will have no hybrid system installed.

LM Corsa shook down its new LC500 at Okayama earlier this month with regular drivers Hiroki Yoshimoto and Shunsuke Kohno, and is set for its first full-scale test with the car when GT300 testing resumes this week at the same track.

Speaking to Sportscar365, Kaneso said that the lighter weight of the LC500 with no hybrid could give the customer squad an advantage over the works No. 31 machine.

The LC500h ran at a weight of 1383 kg in the final race of the 2024 season, including a 95 kg Balance of Performance adjustment that includes an extra penalty to mitigate the benefits of running the hybrid system.

By contrast, the remaining GTA-GT300 cars ran at between 1305 kg and 1343 kg.

“I think the car is compatible with Dunlop tires, so it should be very fast, and they had a good first feeling with the car,” Kaneso said.

“The LC is a really strong base chassis in terms of its size, with good downforce. I’m very happy that they approached us. 

“We have only ever used the car with the hybrid system installed, but they have never used hybrids before. And the car is so fast even with the hybrid, I honestly think it will be faster without one!

“Of course, the hybrid has its advantages, but the battery and the motor make the car very heavy. The difference is quite significant. 

“I’m aware that they could be faster than us even without the hybrid system.”

Kaneso Explains New “Strategy” With Rasmussen, Koyama

Apr’s No. 31 Lexus LC500h finished sixth in last year’s GT300 standings with Toyota junior drivers Kazuto Kotaka and Jin Nakamura, who scored a best finish of third in the Suzuka season finale and also scored pole at Motegi.

However incidents at Motegi and the previous round at Autopolis, where Nakamura spun unaided, prevented the team from featuring higher up the order.

With Kotaka now serving as Toyota’s GT500 reserve and Nakamura having switched to the Formula Regional European Championship for 2025, the No. 31 car has an all-new lineup comprising Oliver Rasmussen and Miki Koyama.

FIA World Endurance Championship convert Rasmussen and Koyama tested the LC500h for the first time earlier this month at Fuji Speedway.

Given the new-look No. 31 crew’s lack of experience and Nakamura’s struggles last year, Kaneso says apr will place more emphasis on making his new drivers as comfortable as possible in order to reduce mistakes to a minimum.

“Last year, we were really focused on just making the car as fast as possible, but Nakamura especially didn’t have enough mileage in the car,” reflected Kaneso.

“This year we’ve changed our strategy: we’ll try and get the car to about 80 percent of its potential and ensure the drivers get plenty of mileage, so that they don’t make mistakes.

“Also, we are not telling the drivers they have to adapt perfectly to the car; rather we are trying to expand the car’s operating window to suit them. That’s our theme this year.”

Rasmussen and Koyama are being supported in the No. 31 car by third driver Yuki Nemoto, who also acted as a translator for Rasmussen.

Kaneso says he has full confidence in the trio, and was impressed by what he saw from Rasmussen and Koyama at Fuji.

“Nemoto has experience of the car from last year, and he is also able to translate, plus he already has a good relationship with Oliver from the past,” said Kaneso.

“Considering it’s their first time in this car and their first time on Bridgestone tires, I was left feeling, ‘wow, Oliver is quick, and Miki is quick too’.

“As well as that, Rasmussen’s feedback regarding the tires was almost the same as Nemoto’s, which has made Bridgestone realize they can rely on his feedback too.”