LMDh/LMH main news topic (Convergence complete!)

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#121

Post by erwin greven »

Bottom post of the previous page:

Technical Details Confirmed for LMH, LMDh Convergence

FIA, ACO, IMSA outline four key areas of LMH, LMDh technical convergence…


The FIA, ACO and IMSA have confirmed the four key areas that will allow convergence between Le Mans Hypercars and LMDh machinery beginning with the 2023 World Endurance Championship and WeatherTech SportsCar Championship seasons.

Revealed following the FIA World Motor Sport Council’s approval of the “technical regulation amendments” on Thursday, a joint press release issued on Friday has also confirmed LMH’s eligibility in the WeatherTech Championship starting in 2023.

The key areas between the two platforms are tire fitment, acceleration profile, braking capability and aerodynamics, with LMDh cars largely adopting the rear-wheel drive technical profile outlined in the current LMH regulations.

LMDh cars will use the LMH tire size regulations for RWD cars, allowing for 34-inch tires in the rear and 29-inch tires in the front.

This compares to the 31-inch tires (front/rear) currently used on LMH cars equipped with a front axle hybrid, such as the Toyota GR010 Hybrid and will remain unchanged heading into 2023.

The acceleration profile for AWD cars, however, will now be controlled through Balance of Performance instead of being part of the technical regulations, with two BoP activation speeds (dry/wet) to be utilized at each circuit, likely between 120-160 km/h.

This method, which will be adjusted by the characteristics of each circuit, has already been tested in the most recent WEC race in Portimao, when the Toyota had an adjusted acceleration profile for its front drivetrain.

LMDh cars will have control software to limit the contribution of its rear-axle mounted electric motor for traction control capabilities, meanwhile.

Both types of powertrains will have identical coasting capabilities, with AWD cars taking into account both the front and rear axle torque levels.

Additionally, the front differential on AWD cars will now have a zero-lock mechanism activated on coasting in an effort to prevent any potential performance advantage.

In the aero department, LMH cars will continue to be homologated at the Sauber wind tunnel in Switzerland, while LMDh cars will undergo homologation at Windshear in North Carolina.

However, LMH cars taking part in the WeatherTech Championship and LMDh in the WEC must undergo “wind tunnel characterization” tests at each other’s designated facilities.

“This major announcement stems from our ambition to forge a common future for endurance racing,” said ACO President Pierre Fillon.

“We have all worked together to achieve this landmark agreement and I would like to thank all the stakeholders very sincerely.

“It is wonderful news for teams and fans alike and maps out a bright future for endurance.

“The manufacturers dreamed of being able to participate in the greatest endurance races in the world with the same model of a car: this will now be reality.”

IMSA President John Doonan believes that the group meeting last month in Paris, which led to Friday’s formal announcement, has the potential to “revolutionize” prototype sports car racing.

“The stage is set for a highly competitive top category that will include many of the world’s greatest automotive manufacturers, showcasing relevant technology in the world’s most prestigious endurance races,” he said.

“Collectively, we have an opportunity to engage with the next generation of endurance sports car racing fans and elevate our sport to the highest levels.

“I cannot be prouder of the spirit of collaboration between our IMSA team, our colleagues at the ACO and FIA, and all of our automotive partners.”

FIA Endurance Commission President Richard Mille added: “The principles have been agreed by all parties.

“The dream of teams and manufacturers being able to compete in all of the top endurance races with the same car for the first time is now at hand.

“This represents a significant moment in the history of motor racing.”
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#122

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LMH Cars Eligible to Compete in IMSA From 2023

LMH cars cleared to race in IMSA from 2023 following convergence agreement…

Le Mans Hypercars will be allowed to join LMDh machinery in the IMSA WeatherTech SportsCar Championship’s top class from 2023, as a key outcome of this week’s finalized convergence agreement between IMSA and the ACO.

A joint announcement from the two sports car racing sanctioning bodies on Friday added to an FIA World Motor Sport Council notice on Thursday that declared the approval of a “technical regulations amendment” in order to balance the distinct formulas.

Technical details of the convergence agreement demonstrate how key areas such as aerodynamics, tire fitment and acceleration profile will be used to balance LMH and LMDh.

Such measures are needed because LMH and LMDh cars have different characteristics.

LMH is the work of World Endurance Championship co-organizers the ACO and the FIA. The category, which entered competition this year, carries open regulations in terms of powertrain layout and chassis development.

The LMDh formula developed by IMSA and the ACO requires manufacturers to choose from one of four designated base LMP2 chassis suppliers on which to develop their cars, which are powered by brand-tailored engines coupled with a spec hybrid system.

LMDh was created as a common platform designed to race in both the WEC and IMSA, but cross-championship compatibility had not been afforded to LMH until now.

The finalization of convergence terms asserts that LMH cars from the likes of Peugeot, Toyota, Ferrari and Glickenhaus will be able to enter the top class of IMSA racing.

It therefore opens the possibility for cars from those companies to tackle classic American sports car races such as the Rolex 24 at Daytona, Mobil 1 Twelve Hours of Sebring and Motul Petit Le Mans.

Friday’s joint statement declared that the eligibility of LMH cars in North America will be subject to a “business agreement” between each manufacturer and IMSA.

“The FIA, ACO and IMSA have been working towards a common future where teams running in LMH and LMDh can race on both sides of the Atlantic,” said FIA Endurance Commission President Richard Mille.

“Today we can see that the convergence has taken a step closer to reality, which is great news for all of us involved in endurance racing.

“The principles have been agreed by all parties. The dream of teams and manufacturers being able to compete in all of the top endurance races with the same car for the first time is now at hand.

“This represents a significant moment in the history of motor racing.”


ACO President Pierre Fillon and IMSA President John Doonan also hailed the agreement, with both sanctioning body leaders emphasizing the collaboration between the involved organizations as well as the potential gains for sports car racing in the future.

Peugeot, Toyota and Ferrari have all previously voiced support for LMH eligibility in IMSA. Peugeot will join Toyota in the WEC next year, while Ferrari is due to arrive in 2023.

Head of Stellantis Motorsport Jean-Marc Finot, who is in charge of the Peugeot LMH program, said earlier this week that the French brand is in favor of convergence although stressed they have no current plans to enter WeatherTech Championship races.

“I think it should be [allowed to race in IMSA],” Finot told Sportscar365. “Technically this car is very close [to] what is used in LMDh. But they have to make that decision.

“Currently our program is WEC only. We are focused on this program in the WEC.
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#123

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Ferrari Confirms 4WD Hybrid for Prototype-Based LMH Car

Competizione GT boss says Ferrari LMH car will be 4WD hybrid built to prototype regs…

Ferrari has confirmed that its 2023 Le Mans Hypercar will be a four-wheel-drive, hybrid-powered machine built to the prototype side of the formula’s technical regulations.

Antonello Coletta, who is the director of Ferrari’s Competizione GT department, told Sportscar365 that the Italian marque has chosen the same core vehicle architecture as the Toyota GR010 Hybrid and the Peugeot 9X8 for its new prototype racing project.

Ferrari announced its entry into the LMH formula in February but did not declare whether it was building a pure racing prototype or using a road car model as a base. It was known to be developing a hybrid racing car, but the drivetrain format was previously unclear.

“The style is on the base of a prototype,”
explained Coletta.

“Now we work a lot [on] the style because we start with a new style, but the wind tunnel will determine the final style. But the base will be a prototype.

“We have a very clear idea, but it’s very early to explain all the characteristics of the car.


“All the LMH world is moving to prototypes. It’s a logical decision. All the chances that exist are to start from road cars, but it’s impossible to have a road car that is competitive on the track.

“It will be four-wheel-drive. All the cars of the prototype are four-wheel-drive apart from the Glickenhaus. But Ferrari, Peugeot and Toyota will be four-wheel-drive.”


A major factor in Ferrari’s decision to enter LMH was the possibility for it to provide an identifiable link to its road cars, which can be achieved through the prototype machine’s styling and the deployment of hybrid powertrain technologies.

When asked how Ferrari intends to attach its LMH car to the company’s road car activities, Coletta said: “For the future, we will see. But we keep some applications from the race car for the road car. This is a Ferrari tradition.

“We work very closely with the Ferrari road car departments, together with the Competizione GT department.

“We are a big family and we work together for a maximum result and the maximum carry-over, if we have the chance, to put on the road cars.”


Despite being tight-lipped on other potential technical details, Coletta suggested that the LMH regulations could give Ferrari the opportunity to bring something different to the table, despite its car having the same architecture as the Toyota and the Peugeot.

Senior figures from Peugeot said after the recent launch of the 9X8 prototype that the rulebook for LMH enabled the French manufacturer to design an innovative vehicle, including opting against a rear wing to achieve the desired aero performance targets.

“The regulation is open and we have some chances to imagine a new idea,” said Coletta.

“We work very hard to have the best idea that we can have. But now, it’s stupid to put on the table our possible ideas that for us are better than others.

“I prefer to make the announcements from time to time.”



GTE-Pro Drivers Involved in Early Sim Testing

Coletta said that Ferrari is in the process of simulator testing to determine the design of its Le Mans Hypercar, which has not been given a public name.

He indicated that Ferrari’s current WEC GTE-Pro drivers – James Calado, Alessandro Pier Guidi, Miguel Molina and Daniel Serra – have been involved in the simulation process.

However, Coletta stressed that their involvement in the LMH car’s early development is no guarantee of race seat status, with Ferrari yet to announce the squad of drivers for its factory program.

AF Corse was named as the Ferrari factory team last month, for what will be a two-car program in the WEC’s top Hypercar class.

“The simulation and the study of the car is every day growing,” said Coletta.

“We work very hard all the days; we make a lot of meetings about LMH. It’s important to work very hard, but it’s normal that each day we move in front and not back.

“We started with our [GTE-Pro] lineup. For the moment, we are very happy with our lineup and we start with them.

“We have a Driver Academy that runs very well. We will see [how] to choose the final lineup for the prototype. At the moment, we don’t take any decision.

“Simply, we start with our drivers. Now, our lineup of the WEC works in the simulator. We have the four guys who are here and Davide Rigon: all our official drivers.”



Coletta added that Ferrari currently prefers to develop its LMH program using “in-house” drivers rather than recruiting people from outside the manufacturer’s current pool.

Toyota’s LMH project retained all the drivers from its LMP1 entry, while Peugeot opted to scour the recent prototype classes to assemble a squad with youth and experience.

“I would like to speak for us,” said Coletta. “I respect the decisions and choices of the other teams. At this moment, we have some drivers with a good experience in endurance.

“We have some drivers with good experience in single-seaters. We have drivers with experience in prototypes. For this matter, I think that we can choose on our own.

“If, after the first test, we will have the necessity to choose other drivers, OK. But now, I prefer to rest in-house.”
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#124

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#125

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Why the heck would IMSA want to stop them?
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#126

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A sort of self protection of IMSA. They have no confidence in small manufactures. That they would pull out too easily. Ridiculous imo. Look what happens to GTLM.
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#127

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erwin greven wrote: 2 years ago A sort of self protection of IMSA. They have no confidence in small manufactures. That they would pull out too easily. Ridiculous imo. Look what happens to GTLM.
F1 does the same BS.

Sure, they could pull out... But would you rather have 20 cars on an F1 grid, or 22? Who cares if it's back down to 20 cars the next race?
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#128

Post by Everso Biggyballies »

Bloody ridiculous idea which just shows how lacking in confidence of their own series they are. If the series was right / strong surely manufacturers of any size would be falling over to be part of it.

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LMH Manufacturers Must Meet IMSA Criteria for Eligibility

Commercial agreement, potential minimum road car production requirement for LMH cars in IMSA…


IMSA President John Doonan has clarified that any Le Mans Hypercar manufacturer wanting to compete in the WeatherTech SportsCar Championship must be an established OEM in the North American market while also meeting the sanctioning body’s commercial agreements.

It casts question into the eligibility of low-volume automakers such as Glickenhaus, or other potential yet-to-run LMH entries that could look to compete in the blue-ribbon IMSA events under the ACO and IMSA’s new convergence agreement.

Doonan confirmed that OEM participation in LMDh requires a road car production of 2,500 units per year and also forging an automotive brand partnership with IMSA should it compete in the WeatherTech Championship.

“There’s no question that we’re very interested in seeing as many manufacturers as possible join us,” Doonan told Sportscar365.

“We need to understand their intentions relative to a business and commercial arrangement, their interest in the North American market and if their brand selling road cars here.

“If they are, great, we’d love to help them enhance that. If they’re not currently [selling road cars] maybe we can be a catalyst to that some day happening.

“No question that’s our business model at IMSA. This opens the door to more of that.”


While Doonan declined to comment in-depth on the potential eligibility of Glickenhaus, IMSA has historically only accepted mainstream OEMs since the start of the WeatherTech Championship.

The only exception in series’ history came with the DeltaWing, an entry fielded by then-IMSA vice chairman Don Panoz that was under a special agreement.

“At the moment in LMDh regulations, as is the case with DPi regulations, there’s a minimum volume of road car production that’s required,” said Doonan.

“That’s something that’s set in the LMDh regulations. We need to continue to study that [for LMH].

“It’s something to discuss relative to a single category. [Glickenhaus] has several different track platforms and a GT3 car coming.

“That was the impetus of what’s in DPi’s regulations that carried over to LMDh — is basing it around the same model of having a minimum of road car volume.”


Other LMH manufacturers Toyota, Ferrari and Peugeot are not expected to face any hurdles, granted automotive partnership agreements are made.

Stellantis automotive group motorsport boss Jean-Marc Finot indicated that it would utilize a brand that’s sold in North America for a LMH entry, should it decide to enter the WeatherTech Championship with a car based on its wingless Peugeot 9X8.

Peugeot does not currently sell road cars in the North American market.

“If [Stellantis] would like to come to race in the U.S. to run in the IMSA WeatherTech Championship, that’s our model and I would hope they would want to do it around a brand that they could activate in North America,” Doonan said.

“That’s exactly what convergence is all about.”



IMSA Undecided on Name of New Top Class

Doonan said they haven’t decided on a name for the new top class in the WeatherTech Championship, despite the ACO’s intention of maintaining the ‘Hypercar’ branding in the FIA World Endurance Championship for the LMH and LMDh platforms.

“We’ve discussed a variety of things with our partners,” he said. “Nobody’s decided any single naming globally.

“We have LMDh for the platform.

“I think [the ACO] said last September that they are going to call the top category Hypercar.

“We’ll see what shakes out. There’s a lot of work to do on the technical side and a lot of work to do things like that.

“I think it’s incumbent on us, as a sport, to make sure whatever names we’re using are easily understood, not only by our current core audience but also by prospective fans.

“We need to be able to explain multi-class racing, as we do now, but even take it a step further to help everyone understand what it is what we do.”
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#130

Post by Everso Biggyballies »

Maybe IMSA should not be so short sighted and look at it as to how the low volume manufacturers can help them enhance their series with a bit of exotic variety.

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#131

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Cadillac Announces LMDh Development Plan

GM Brand Is Fifth Manufacturer to Join New Prototype Class in 2023

Action Express Racing and Chip Ganassi Racing Named as Partner Teams

Cadillac became the latest manufacturer to join the next generation of prototype racing in the IMSA WeatherTech SportsCar Championship, announcing Tuesday it is developing a car to compete in the Le Mans Daytona h (LMDh) class that debuts in 2023.

Cadillac joins Acura, Audi, BMW and Porsche on the list of manufacturers developing LMDh entries for competition.

The Cadillac LMDh will make its competition debut at the Rolex 24 in January 2023, with the objective of participating at the 24 Hours of Le Mans.
https://www.imsa.com/news/2021/08/24/ca ... ment-plan/

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#132

Post by Everso Biggyballies »

Cadillac at Le Mans always brings this car to mind..... :mrgreen:


Image

Image

Yes I know they have been around Le Mans since 'Le Monstre' but.....

As an aside "Le Monstre" competed at the Classic Le Mans a few years ago (2018), driven by a very good friend of mine (pic above) Actually @PTRACER also knows him and has raced against him I think. (Paul it is Iain Rowley of Delta fame who drove the car at the 2018 Le Mans Classic)
info: https://www.ultimatecarpage.com/gallery ... 38766.html

A bit off topic hence the spoiler but the story of Le Monstre (a basicly standard Cadillac series 61 underneath)
The French called this car “Le Monstre.” As Le Mans rules permitted rebodying of standard automobiles, this aberrant look represented an attempt to reduce both weight and wind resistance. Briggs Cunningham had decided to hedge his two-Cadillac bet for Le Mans, streamlining this car to render it more competitive, while leaving the other alone in case the aerodynamic experiment failed. Both Series 61 Cadillacs were prepared for the race at Frick-Tappett Motors. The Colliers’ coupe received twin carburetor manifolding by Frank Burrell, air scoops for the brake drums and an extra gas tank for the trunk. Otherwise, that car was essentially showroom stock. Underneath so was Le Monstre, although its body was so extraordinary that Le Mans officials spent hours in examination to assure themselves that the chassis was standard Cadillac. Standard, too, was the engine, except for a five carburetor induction system and some fine tuning. A Grumman engineer on Long Island had contributed the body design. The scale model was tested in a wind tunnel normally used for evaluating crop dusters and other slow flying airplanes. Aircraft influence in the car extended to inclusion of a tubular “crash frame.” Notwithstanding its barge-like appearance, the Cadillac Le Monstre measured three inches narrower than the Cadillac Petit Pataud. With top speed of 130 mph, it was some 13 mph faster than its teammate. Despite its theoretical advantages, the Cunningham-Walters Le Monstre finished 11th to the Collier brothers’ 10th. Although Briggs had pooh-poohed Miles Collier’s suggestion that a shovel be carried as onboard equipment, he doubtless rued that decision after slamming into a sandbank and laboriously digging Le Monstre out by hand. The time was lost there, and the subsequent loss of all but high gear, prevented this car from realizing its potential. The American entry had been a popular one at Le Mans, and the Cadillacs finished to a tremendous ovation.
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#133

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Everso Biggyballies wrote: 2 years ago As an aside "Le Monstre" competed at the Classic Le Mans a few years ago (2018), driven by a very good friend of mine (pic above) Actually @PTRACER also knows him and has raced against him I think. (Paul it is Iain Rowley of Delta fame who drove the car at the 2018 Le Mans Classic)
Yes I remember going side by side with him at Silverstone through Stowe after getting a better run onto the Hangar Straight. I was almost ahead of him but missed a gear so he held his position.

What the Eff is that car though.
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#134

Post by Everso Biggyballies »

PTRACER wrote: 2 years ago
Everso Biggyballies wrote: 2 years ago As an aside "Le Monstre" competed at the Classic Le Mans a few years ago (2018), driven by a very good friend of mine (pic above) Actually @PTRACER also knows him and has raced against him I think. (Paul it is Iain Rowley of Delta fame who drove the car at the 2018 Le Mans Classic)
Yes I remember going side by side with him at Silverstone through Stowe after getting a better run onto the Hangar Straight. I was almost ahead of him but missed a gear so he held his position.

What the Eff is that car though.
Back in the day (1961 the rules allowed for Le Mans cars to be a standard road car rebodied.... so Cadillac had entered two cars, one running as a fairly standard road tye car (Cadillac series 61 I think it was) but the other they commissioned to have a special aero body manufactured and allowed under the rules. "Le Monstre" as it was dubbed at the time ran as art of the official Caddy team at Le Mans in 1961.... it finished but IIRC was behind the standard car, even though it was faster on the straights.

Edit: found an article about it: https://revsinstitute.org/the-collectio ... t%20Motors.

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#135

Post by PTRACER »

That is absolutely hideous.
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Everso Biggyballies
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#136

Post by Everso Biggyballies »

Teaser stuff but notice of the BMW LMDH launch on (Monday) 6th June

Image


That’s strange / interesting timing from BMW though, who to this point, have only confirmed an IMSA programme for the new car.

But maybe there is more than just a reveal:
The German manufacturer are known though to have been courted by multiple WEC players, with WRT understood to be the closest to what is expected to be a wide-ranging deal in the wake of the evaporation of their plans to field the now cancelled Audi effort in the FIA WEC.

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