Endurance racing's future ruleset is evolution not revloution
There's some significant changes coming for the endurance racing in 2030
As is the annual tradition, the organising body of both the World Endurance Championship and the Automobile Club de l’Ouest held its annual press conference on the eve of the 24 Hours of Le Mans.
The big hitting news was the announcement that Silverstone will return to the WEC calendar for the first time since 2019, but it wasn’t the only news.
The other big news was that along with IMSA, there will be one set of regulations for the top-class of endurance racing.
A single two-wheel platform will be introduced across both the WEC and IMSA, instead of the four-wheel drive machines currently being used by LMH entries.
Manufacturers will then have a choice about what type of Hypercar model they want to adopt as part of their participation, having the choice of using a registered constructor’s complete spine alongside common parts such as a hybrid system - very much in line with the current LMDh model, or they can go ahead and produce their own chassis and hybrid system in line with the current LMH regulations.
This is deemed as a compromise to keep all current manufacturers happy, and to ensure everyone can be competitive, all components must comply with the same technical specifications.
What’s more, performance jokers will also be scrapped for a minimum of five years, helping to ensure costs are contained. The only time a joker would be permitted would be if a team needed to address reliability or safety issues, or if a team was able to prove it had a significant performance deficit to its rivals.
On the face of it, the broad brush put on the headlines suggests that the regulations could be quite prescriptive, but there are areas of individuality open to teams, particularly on the engine side, with there being more freedom surrounding engine capacity and architecture.
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The hope is that these changes will mean that the cost of producing a top class WEC car will be cheaper than the current costs, thus enticing more entries in future years. And it should also make it easier and cheaper for teams to take on multiple programmes across the WEC and IMSA.
That appears to be the most enticing prospect of the new regulations, and if it goes to plan, there is potential for an increase in Hypercar entries across both championships.
Speaking at the press conference, IMSA president John Doonan said that he believes the new approach is a step forward that is a win for everyone involved.
“When you look at the current era of endurance sports car racing, we’ve shown what’s possible when stakeholders come together with a common vision and today is the next step in that,” he said.
“When we announced convergence in 2020 in Daytona together the manufacturers voted yes to endurance sports car racing. Now today we open up another chapter in this story.
“Having a single platform is something I dreamed about since I was a little boy and now it’s coming together.
“It’s a win for the manufacturers, the suppliers, the chassis constructors and, most of all, for our fans.
“As we move to the next phase it’s the duty of the technical working groups to further define what Richard [Mille, president of the FIA Endurance Commission] shared a moment ago but we’re very optimistic about this moment.
“Today’s the framework, now it’s our responsibility to make sure this platform continues to deliver value and return on investment for everyone involved. We hope this continues for decades to come.”
What we make of the announcement
The announcement about the Hypercar regulations converging into one common ruleset should in theory make it easier for teams to put programmes together in both IMSA and the WEC, which should be seen as a positive.
And it is also clear that the new rules should help teams reduce their bills from 2030, and that is vital considering the current global state.
In order to remain relevant and to continue riding the crest of the wave endurance racing is on, it needs to ensure that costs are kept to a minimum to retain manufacturer involvement.
The Hypercar era has been the most successful sportscar regulation to be introduced since the Group C era, and so it’s entirely understandable why the ACO wants to keep the current Hypercar base model for 2030 and beyond, but we also can’t help but feel like that in the main the 2030 regulations are the near enough the same ruleset we have now, just with a fancy new dress on to make it look brand new.
The architecture will still be very similar to the LMH and LMDh model we currently have, it is just that we won’t be talking about that split any longer. The thought process on that might be that it will help avoid confusion for fans, but in all honesty, the majority of fans already see Hypercars as one class. So has there been much change on that front at all?
Moving to two-wheel drive will be very interesting to see though, and will provide a new challenge for drivers, and given how successful Hypercars have been since their introduction, we are glad to see the base concept remain for several more years to come.
Hypercar ruleset not the only news
Although the LMH and LMDh models will converge into one single class from 2030, there will still be a second top-tier class in endurance racing with the introduction of an all-new hydrogen powered class.
The H2 class cars will primarily run to the same set of regulations that the Hypercars have to adopt like the two-wheel powertrain, but there are a few nuances.
There will be a minimum weight of 1,200kg and the hydrogen cars will have specific tyres. There will also be an introduction of Equivalence of Technology, essentially similar to Balance of Performance to ensure that there’s very little performance difference between the hydrogen powered cars and hybrid powered machines.
Right now, there’s no confirmation about any formal interest from any manufacturer regarding an entry into that class, but given Toyota has been demonstrating its hydrogen-powered car at Le Mans this weekend, you have to believe they’d be one of the first teams to seriously consider an entry.
Again, like the Hypercar regulations, the hydrogen ruleset still needs to be clearly defined, and will likely happen by the end of the year.
But it is clear that the ACO is keen to ensure there’s evolution, while also making sure it retains the base of the Hypercar ruleset that has enabled the popularity of endurance racing to soar in recent weeks.
It’s not exactly news that the Hypercar era of the World Endurance Championship has been a popular one. It was this ruleset that got the WEC back to being a popular series, bringing back several topline automotive manufacturers to race in the top echelon of endurance racing.
As a result, the audience came too, and the WEC’s popularity has been rising ever since and the Hypercar regulations are now seen as the best regulations to have hit endurance racing since the iconic Group C era.
The Group C era is still seen as the strongest era for endurance racing, but can the Hypercar era ever eclipse it?
As is the annual tradition, the organising body of both the World Endurance Championship and the Automobile Club de l’Ouest held its annual press conference on the eve of the 24 Hours of Le Mans.
The big hitting news was the announcement that Silverstone will return to the WEC calendar for the first time since 2019, but it wasn’t the only news.
The other big news was that along with IMSA, there will be one set of regulations for the top-class of endurance racing.
A single two-wheel platform will be introduced across both the WEC and IMSA, instead of the four-wheel drive machines currently being used by LMH entries.
Manufacturers will then have a choice about what type of Hypercar model they want to adopt as part of their participation, having the choice of using a registered constructor’s complete spine alongside common parts such as a hybrid system - very much in line with the current LMDh model, or they can go ahead and produce their own chassis and hybrid system in line with the current LMH regulations.
This is deemed as a compromise to keep all current manufacturers happy, and to ensure everyone can be competitive, all components must comply with the same technical specifications.
What’s more, performance jokers will also be scrapped for a minimum of five years, helping to ensure costs are contained. The only time a joker would be permitted would be if a team needed to address reliability or safety issues, or if a team was able to prove it had a significant performance deficit to its rivals.
On the face of it, the broad brush put on the headlines suggests that the regulations could be quite prescriptive, but there are areas of individuality open to teams, particularly on the engine side, with there being more freedom surrounding engine capacity and architecture.
Sign up for The Pit Stop Endurance
Incredible stories from across the world of endurance racing
No spam. Unsubscribe anytime.
The hope is that these changes will mean that the cost of producing a top class WEC car will be cheaper than the current costs, thus enticing more entries in future years. And it should also make it easier and cheaper for teams to take on multiple programmes across the WEC and IMSA.
That appears to be the most enticing prospect of the new regulations, and if it goes to plan, there is potential for an increase in Hypercar entries across both championships.
Speaking at the press conference, IMSA president John Doonan said that he believes the new approach is a step forward that is a win for everyone involved.
“When you look at the current era of endurance sports car racing, we’ve shown what’s possible when stakeholders come together with a common vision and today is the next step in that,” he said.
“When we announced convergence in 2020 in Daytona together the manufacturers voted yes to endurance sports car racing. Now today we open up another chapter in this story.
“Having a single platform is something I dreamed about since I was a little boy and now it’s coming together.
“It’s a win for the manufacturers, the suppliers, the chassis constructors and, most of all, for our fans.
“As we move to the next phase it’s the duty of the technical working groups to further define what Richard [Mille, president of the FIA Endurance Commission] shared a moment ago but we’re very optimistic about this moment.
“Today’s the framework, now it’s our responsibility to make sure this platform continues to deliver value and return on investment for everyone involved. We hope this continues for decades to come.”
What we make of the announcement
The announcement about the Hypercar regulations converging into one common ruleset should in theory make it easier for teams to put programmes together in both IMSA and the WEC, which should be seen as a positive.
And it is also clear that the new rules should help teams reduce their bills from 2030, and that is vital considering the current global state.
In order to remain relevant and to continue riding the crest of the wave endurance racing is on, it needs to ensure that costs are kept to a minimum to retain manufacturer involvement.
The Hypercar era has been the most successful sportscar regulation to be introduced since the Group C era, and so it’s entirely understandable why the ACO wants to keep the current Hypercar base model for 2030 and beyond, but we also can’t help but feel like that in the main the 2030 regulations are the near enough the same ruleset we have now, just with a fancy new dress on to make it look brand new.
The architecture will still be very similar to the LMH and LMDh model we currently have, it is just that we won’t be talking about that split any longer. The thought process on that might be that it will help avoid confusion for fans, but in all honesty, the majority of fans already see Hypercars as one class. So has there been much change on that front at all?
Moving to two-wheel drive will be very interesting to see though, and will provide a new challenge for drivers, and given how successful Hypercars have been since their introduction, we are glad to see the base concept remain for several more years to come.
Hypercar ruleset not the only news
Although the LMH and LMDh models will converge into one single class from 2030, there will still be a second top-tier class in endurance racing with the introduction of an all-new hydrogen powered class.
The H2 class cars will primarily run to the same set of regulations that the Hypercars have to adopt like the two-wheel powertrain, but there are a few nuances.
There will be a minimum weight of 1,200kg and the hydrogen cars will have specific tyres. There will also be an introduction of Equivalence of Technology, essentially similar to Balance of Performance to ensure that there’s very little performance difference between the hydrogen powered cars and hybrid powered machines.
Right now, there’s no confirmation about any formal interest from any manufacturer regarding an entry into that class, but given Toyota has been demonstrating its hydrogen-powered car at Le Mans this weekend, you have to believe they’d be one of the first teams to seriously consider an entry.
Again, like the Hypercar regulations, the hydrogen ruleset still needs to be clearly defined, and will likely happen by the end of the year.
But it is clear that the ACO is keen to ensure there’s evolution, while also making sure it retains the base of the Hypercar ruleset that has enabled the popularity of endurance racing to soar in recent weeks.
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It’s not exactly news that the Hypercar era of the World Endurance Championship has been a popular one. It was this ruleset that got the WEC back to being a popular series, bringing back several topline automotive manufacturers to race in the top echelon of endurance racing.
As a result, the audience came too, and the WEC’s popularity has been rising ever since and the Hypercar regulations are now seen as the best regulations to have hit endurance racing since the iconic Group C era.
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