The fragile balance between the classes LMP1 and LMP2 WEC


The Endurance World is living a compromised state. The output of Audi Sport and also of Rebellion Racing have left a grid of LMP1-coming to less, both in prototypes of the factory with mechanical hybrid models private. The ACO and the FIA are already working to to attract new manufacturers and teams to the premier class in the WEC, but it is not an easy task. The high costs of developing an LMP1, very frozen that is the legislation up to 2020, and the complex scale of performance that exists between an LMP1-H, LMP1-L and LMP2 of new generation, complicate the situation.

it Is evident that the decision not to vary the rules of the category LMP1 until 2020 aims to attract new manufacturers. With Toyota and Porsche as the only brands involved, and with a difference budget important, the class queen of the WEC can be too gray, more if any of the two brands decided to put in liza, his third prototype in the 24 Hours of Le Mans. In the end, to limit costs is the only way to convince new brands and by doing so you have cancelled the creation of the subcategory hybrid of 10 MJ, and the implementation of a third hybrid system.

Two measures linked to the reduction of the number of kits aerodynamic-to-use, of the hours in the wind tunnel, the test days and also the number of personnel may lead to some manufacturer to enter in the WEC. In this aspect, Peugeot has been the one that has sounded with more force by its recent past in the 24 Hours of Le Mans, although the project more immediate the brand of the PSA Group is to get its second consecutive victory in the Dakar rally with the new Peugeot 3008 DKR. For his part, the arrival of the Mazda Ipr in the united States can open another pathway.


Be that as it may, the reality is that today there are more private projects interested in creating their own LMP1-L manufacturers willing to develop a prototype hybrid. It is for this reason that the ACO and the FIA must take utmost care to maintain the attractiveness of this subcategoria. The freezing regulations of the LMP1 hybrid is a first step, but the new generation of LMP2 threatens to throw into the air the scale of performance that must exist between one category and another in order to remain profitable.

With all SMP Racing will use a LMP1 non-hybrid in 2018 thanks to the joint efforts of Dallara and BR Engineering, while it is expected that ByKolles keep your commitment with the category over the next few years. In turn, does not rule out the return of Rebellion Racing, though the team has opted to take a step back and test with the LMP2 new generation of Oreca, one of the four manufacturers put out for bid to create a prototype of a new generation. With Strakka Racing is also assessing his jump to LMP1, recall that a program in LMP1-L is the double of expensive than one in LMP2

In this aspect, the first test of the four manufacturers of chassis authorized to create new LMP2 have consistently shown the speed of these prototypes. In the first phase of testing, are getting turns significantly faster of his predecessors, to such an extent that they are 5 or 6 seconds faster than the current LMP2 and reach speeds of 350 km/h thanks to the new engine Gibson, which surely will take you to a time below 3:30 in Le Mans. A real threat to the LMP1-L for half the price and without likely to be limited mechanically.