IMSA, WEC follow different paths to common power cap

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emailBy Marshall Pruett | 9 hours ago

The final piece of the regulatory puzzle for IMSA’s new-for-2022 LMDh prototype formula, and the technical compromises meant to bring LMDh and the FIA WEC’s new Hypercar formula together on track have been formally released by both organizations.

As RACER revealed on Wednesday, the key areas of agreement between IMSA, the WEC, and the ACO, which runs the 24 Hours of Le Mans, involves setting a common power cap of 670hp for Hypercar and LMDh. The methods of how that peak 670hp figure is reached vary in significant ways across the two categories.

In Hypercar, internal combustion engines (ICE) are mandatory, but kinetic energy recovery systems (KERS) are not, leaving manufacturers with the ability to produce the 670hp with one or both powerplant options installed. Hypercar adds another variable with the allowance for KERS installation on the front or rear axle, which makes it possible for all-wheel-drive solutions in the WEC’s formula, and a higher power KERS system can be used, which would ask less of the ICE to reach 670hp, if that route is chosen.

In LMDh, ICE and KERS are mandatory, with the spec KERS unit said to be responsible for approximately 40hp in the 670hp sum. Dissimilar to Hypercar, IMSA’s new KERS solution is only allowed to drive the rear axles, eliminating all-wheel-drive as an option.

Although it was left undefined in the newest release, it’s believed heavy usage restrictions will be implemented for Hypercars with KERS units driving the front wheels, done in an effort to minimize the advantages all-wheel-drive is known to deliver in acceleration, cornering, and braking against two-wheel-drive cars like those conforming to IMSA’s LMDh regulations.

The 670hp cap is a significant downward adjustment from the 785hp Hypercar manufacturers were working from for quite some time. The 115hp reduction will allow IMSA’s current DPi manufacturers to carryover their existing ICE solutions to LMDh, if desired.
The convergence regulations appeared aimed at pointing low-volume auto manufacturers toward the Hypercar category rather than LMDh prototypes. Image by Rainier Ehrhardt / LAT Images)

An interesting point of clarity was offered on the type of auto manufacturers that will be welcomed into LMDh, as “mainstream” was used to describe those brands who will be accepted into the formula that relies on four LMP2 chassis suppliers to provide the underlying cars that will carry engines and custom bodywork from those manufacturers.

It suggests the Hypercar formula, which openly invites non-mainstream manufacturers, would be the only route for low-volume brands to follow in order to compete in the converged WEC and IMSA opportunities coming in 2022. It could also imply low-volume Hypercar manufacturers might face obstacles in gaining access to future IMSA entry lists comprised of mainstream auto manufacturers.

A minimum weight of 2271 pounds has been set for the converged formulas. The increase in weight will accommodate the various KERS systems and engine packages allowed in Hypercar, and the spec system coming to IMSA.

The common practice of have multiple bodywork specifications that suit high-speed/low-drag needs at Daytona and Le Mans has been eliminated as LMDh manufacturers will be granted a single bodywork package to use at every round. Efforts to equalize aerodynamic performance across the various LMDh models will be undertaken by IMSA. And Michelin, which took over the sole supply for IMSA’s WeatherTech Sportscar Championship in 2019, has been nominated to develop and supply its rubber for LMDh.

“We have reached another key milestone with the release of our draft technical regulations for LMDh,” said IMSA CEO Ed Bennett. “There is still more work to be done, but the positive spirit of collaboration between the ACO and IMSA, as well as our four constructors and many interested manufacturers has been fantastic and truly unprecedented. These regulations provide a roadmap for manufacturers and constructors to embark on the design process for new LMDh race cars that will revolutionize the top category of premier sports car racing around the globe.”

“Officially launched in Daytona in January, the ACO-IMSA convergence is now entering an important phase in its implementation,” added ACO president Pierre Fillon. “We are unveiling the basic technical details of this new LMDh category which will allow the same car to race in the FIA ​​World Endurance Championship and the IMSA WeatherTech SportsCar Championship, without any modification necessary to the car. The dream of many manufacturers is finally coming true. Le Mans Daytona h and Le Mans Hypercar will embody the top category of endurance racing. This is a historic and decisive moment for the future of our discipline.”

Convergence, LMDh, IMSA, Le Mans/WEC

 

First technical details of Hypercar/LMDh rule convergence revealed

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emailBy Marshall Pruett | May 6, 2020 2:48 PM

The long-awaited information needed to shape the future of sports racing prototypes has been delivered to auto manufacturers and specialist constructors interested in the FIA WEC’s Hypercar formula, and those with an eye on IMSA’s LMDh category.

RACER has learned both next-generation rule sets, which were meant to be unveiled in March at the combined IMSA and WEC SuperSebring event, have been distributed, and with the regulations in hand, the finer aspects of the Hypercar and LMDh formulas have been defined.

It’s believed the biggest areas of commonality between the WEC’s inventive Hypercars and IMSA’s LMP2-based LMDhs has been found in an overall reduction in horsepower and a higher minimum weight.

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Rumors in recent months during the regulatory convergence process suggested a significant obstacle to clear, as a divide between the high-power desires for Hypercars and the medium-power needs for LMDh manufacturers posed a budgetary conflict. Something in the range of 785hp was targeted for the Hypercars, which have options to run with or without kinetic energy recovery systems (KERS), and was presented as the standard for both formulas to meet. But the majority of interested Hypercar and LMDh manufacturers are known to have pushed back at the figure.

While reaching almost 800hp would have been easier on the Hypercar front due to the greater latitude with internal combustion engine (ICE) designs, considerable cost would have been involved. And on the IMSA side, where DPis make just over 600hp in their current non-hybrid form, manufacturers pressed to keep the same general output number in place, which would allow the carryover of those DPi ICE powerplants in the new LMDh formula and save a substantial amount of money.

Had the Hypercar power peak been adopted, all-new, purebred racing engines would have been required in LMDh and jeopardized manufacturer participation due to the spike in budgets. Unlike the WEC’s top prototype class, IMSA’s DPis have both GT3-based engines and custom engine solutions; at 785hp, all of the GT3-derived motors would need to be shelved.

The new peak power figure is said to be 670hp for Hypercar and LMDh, with IMSA’s new and spec KERS units providing enough power to reach the new number without requiring extra power from the ICE.

A minimum weight of 1030 kilos, or 2271 pounds has also been agreed upon across both formulas, which is higher than expected, and likely accounts for the various powertrain and KERS combinations in Hypercar.

More details on aerodynamics and other facets of the converged prototype formulas are also known to have been shared with manufacturers.

Hypercar, LMDh, IMSA, Le Mans/WEC

 

NASCAR threatens $50,000 fines for breaches of COVID-19 protocols

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emailBy Kelly Crandall | May 6, 2020 2:33 PM

NASCAR could penalize any competitor up to $50,000 for non-compliance with COVID-19 safety protocols.

Officials sent out a bulletin Wednesday afternoon noting an update in the rulebook. Under section 12.8.1, Member Conduct Guidelines, there is a bullet point for “Member actions that could result in a $10,000-$50,000 fine.”

Some of what’s found here covers verbal abuse of NASCAR officials, media members, fans, etc., and making disparaging remarks about the sport or NASCAR’s leadership. But it now also includes: “failure to comply with NASCAR’s COVID-19 Event Protocol Guidelines and/or instructions from NASCAR including screenings, social distancing, compartmentalization, and use of required personal protective equipment, etc.”

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NASCAR returns to competition May 17 at Darlington Raceway with two Cup Series races and an Xfinity Series event. All three series will compete the following week at Charlotte Motor Speedway, with the Cup Series in action twice along with one race each for both the Xfinity and Gander RV & Outdoors Truck Series.

The sport has been idle since March 8 at Phoenix Raceway because of the coronavirus pandemic.

Alongside confirmation of its May schedule last week, NASCAR also laid out its safety protocols for any individual who will be at the racetrack. Personal Protective Equipment (PPE) has been mandated, and anyone going into the infield of a facility must wear a cloth mask. Health screenings are also required, and everyone must follow social distancing protocols.

Officials also stated last week that any individual who does not comply with the rules of wearing a mask or social distancing would be removed from the premises.

NASCAR plans on utilizing all available space in the infield of its facilities because fans will not be in attendance. Teams are also limited to 16 people on each car roster.

NASCAR