The 2020 LMP3 regulations announced by the ACO

After the introduction of the LMP3 class in 2015 by the Automobile Club de l’Ouest (ACO), the next generation of cars will make its competition debut in 2020. Four manufacturers have been selected to help the ACO to take the class forward. Today, the 2020 version of LMP3 has been presented with some key technical information and the introduction process in different championships. 

The LMP3 class forms the first tier of the ACO’s endurance pyramid. The class was introduced by the organisers of the 24 Hours of Le Mans in 2015 and will enter its second phase in 2020. The second-generation chassis will race for five seasons; from 2020 to 2024. The entry level class has been a resounding success since its inception, with to date 170 LMP3 cars entered in various racing series all over the world. Several drivers have used the class to launch themselves on the endurance ladder, including Thomas Laurent, who won the 2016 Road to Le Mans race, took the LMP2 crown at the 2017 24 Hours of Le Mans (finishing second overall) and came third at Le Mans in 2018 in LMP1. LMP3 has als been proven very popular with amateur and gentlemen drivers. 

The backbone of the series continues to be formed by competitive cars, a top-flight sporting programme, affordable budget, a straightforward mechanical set-up and technology within everyone’s reach. LMP3 was designed as a training ground for endurance racing: an area in which drivers, team members, engineers and mechanics can hone their skills and prepare for the 24 Hours of Le Mans and the FIA World Endurance Championship.

4 manufacturers have been selected to build the new LMP3 chassis: Ligier, Duqueine Engineering (Norma Automotive), Ginetta and Adess. The new generation of LMP3 cars will be an upgrade of the manufacturers' present vehicles, so not a completely new car. An upgrade kit has been defined, covering safety as well as performance and design. As with the current generation of LMP3 cars, Oreca remains the exclusive supplier for the engine, gearbox and electronics. The engines will still be built by Nissan, who will introduce the new Nissan VK56 engine. Engine power will be increased by 35hp, up to 455 hp. The current engines (Nissan VK50 V8) will be adapted to deliver the same power and performance as the new one. This means competitors will be able to keep their current engines until they come to the end of their life cycle before investing in a new engine.  New for the class will be the introduction of traction control and a technical passport. Some safety-related changes have also been approved for the driver’s headrest structure and the driver’s seat, and Zylon side panels will be introduced.

The new regulations also stipulate the costs for either the upgrade of the current cars or a new car.  The maximum cost for the upgrade of the current engine will be € 4.900, the upgrade of the chassis (including technical passport) has been set to € 50.000. This brings out a total of € 54.900 to upgrade the current car for the 2020 season. The price of a completely new car for the 2020 season has been set to a maximum of € 239.000. A bodywork upgrade kit and mechanical modifications are also permitted, provided costs do not exceed the price of the kit indicated in the regulations.

The second generation of LMP3 cars will be introduced over 2 years/seasons: 

• 2020 season: European Le Mans Series, Michelin Le Mans Cup, Road to Le Mans, Ultimate Cup, VdeV
• 2020/2021 season: Asian Le Man Series
• 2021 season: all other competitions

The ACO and GreenGT launch the creation of the H24Racing team

The Automobile Club de l’Ouest and GreenGT are delighted to announce the creation of H24Racing team, as part of MissionH24.  H24Racing is the brainchild of GreenGT and the ACO, the partners behind MissionH24, the project to race a hydrogen-electric prototype which will lead the way to the mobility of the future.

In 2024, a new class of hydrogen-powered cars will compete at the 24 Hours of Le Mans alongside combustion engine cars. Work is already under way at the ACO to introduce the exciting all-new class of cars in top-level endurance racing. Details will be revealed in due course. Once again, the ACO proves that Endurance is a formidable testing ground for sustainable development.

Pierre Fillon, President of the Automobile Club de l’Ouest: 

"A new team spells excitement, enthusiasm, expectancy and promise. I have to admit a sense of fulfilment in announcing the arrival of H24Racing. With this team, we are making our project real. GreenGT’s accomplishments in research, development and implementation in fuel cell technology are unprecedented. Last September, the ACO and GreenGT launched MissionH24, to promote hydrogen power and zero-emission solutions and draw attention to how fast this energy is progressing. The aura of Le Mans will help raise the profile of the technology. 

H24Racing is the result of the ACO-GreenGT partnership. With this team, our joint venture becomes a truly sporting endeavour with a tangible demonstration of our intentions. We’ll be putting our new technology to the test, on track, pitting it against other fuels and power trains. The realisation that 2024 is just around the corner and the 24 Hours of Le Mans will soon have a hydrogen car on the grid is particularly gratifying. But, make no mistake, we are well aware that this is just the beginning of an immense challenge. Today H24 Racing is setting out on a long journey."

Christophe Ricard, president of GreenGT:

"As president of GreenGT, my role is to define our game plan. We engineer high-power electric-hydrogen powertrains, an alternative to more traditional locomotion technology. With the sudden interest in hydrogen, we saw that our “high-power” approach needed to become “high-density power” given that it was no longer a question of kilowatts per motorised unit, but more a question of optimising the balance between weight, bulk and power. What better way to demonstrate this technology than on a racing track! That’s why GreenGT joined the ACO in this new endeavour, which combines endurance and sustainable performance, technology and emotion.

I would particularly like to thank the ACO and its president Pierre Fillon who has believed in GreenGT since our project was still in its infancy, who saw that we could rise to this challenge and gave us this unrivalled testing ground."

Gérard Neveu, CEO of FIA WEC and ELMS:

"Endurance racing broke the mould in 2012, when the FIA World Endurance Championship first included hybrid prototypes. This discipline is a pioneer. Today with MissionH24 and H24Racing, the ACO and GreenGT bring hydrogen to the sporting world, and our series and championships take on a whole new dimension. They are the testing ground, the launch pad for MissionH24, the way towards the introduction of hydrogen-powered cars at the 24 Hours of Le Mans in 2024. Today, we are racing to the future."

Jean-Michel Bouresche, General Manager of H24Racing:

Le Mans 2024 is just five seasons away. Five seasons in which H24Racing will be racing over mid and long distances, putting the LMPH2G and its electric-hydrogen technology through its paces. Fitted with GreenGT’s high-power electric-hydrogen energy module, the car is entering the second stage of development now that the technical configuration has been defined. From now on, we are looking for performance, speed and endurance. The third stage, which begins later this year, is the competition phase where the LMPH2G takes on its first opponents under the new H24Racing banner. We shall be writing the future of the automotive world.

Le Mans: Understanding the EOT (Equivalence of Technology)

A lot has been written lately about the Equivalence of Technology (EoT) in the LMP1 class since the  pre-season test at Le Castellet and the opening race of the FIA WEC Super Season in Spa.  With the Le Mans 24 Hours Test Day fast approaching, the ACO has released an interview with ACO Technical Delegate Thierry Bouvet who explains what’s what when it comes to Equivalence of Technology (EoT). 

Can you explain the difference between Balance of Performance (BoP) and EoT?  

Balance of Performance applies to the LMGTE class and is intended to encourage parity between sports cars with different technical features (front vs rear engine, for example). To ensure competition is as fair as possible, race organisers seek convergence in terms of aerodynamics first and then consider weight, output and fuel tank capacity.

EoT has been introduced now that hybrid and non-hybrid cars are in direct competition in LMP1, to ensure a level playing field in the top class. Toyota being the only manufacturer entering a hybrid car (classed as LMP1-H) for the 2018-19 FIA World Endurance Championship Super Season, the factory’s competitors are private teams using non-hybrid technology (LMP1-NH). EoT is designed to ensure that the new contenders can compete with the Toyota TS050 Hybrid fielded by the manufacturer since 2016.

What principles are EoT based on?

We devised an EoT in 2014, with the FIA, to create parity between petrol and diesel cars. The adjustments were based on fuel allocation (flow rate and allowance per lap), which influences performance and range. A flow metre and sensors are vital in measuring this.

Today, given that the regulations are different for hybrid (LMP1-H) and non-hybrid (LMP1-NH) cars – particularly concerning aerodynamics and weight – and that there are even differences according to engine types in the non-hybrid entries, we have again opted for an EoT.

How did you go about it?

Last winter, we set up a working group of members of the FIA, the ACO and LMP1 engine and chassis constructors to define the outline. We had all the data on the Toyota TS050 Hybrid prototype. The non-hybrids were at the production stage, so the constructors supplied simulations, which obviously meant that changes to the EoT could not be ruled out. Everyone was aware of that.

The WEC Prologue and the first round at Spa provided precious feedback. Bearing in mind that the non-hybrids are still in the development phase and therefore have plenty of potential for improvement, we have already made some alterations. Our role is to ensure fair competition. The allowances for non-hybrids are intended to make up for a handicap compared to a hybrid car, not to give them an unfair advantage. It’s a balancing act, but there are means. In the same way, hybrid technology must remain relevant. At Le Mans, a hybrid does a lap more per stint than a non-hybrid.

With the Test Day only days away, EoT is still under debate. The balance between the naturally-aspirated and turbo engines has been criticised, for example.

When we examined the situation in 2017, we decided not to differentiate between the two because there are many parameters to consider beyond output. Turbo engines have heavier components and need a cold air intake system, and fuel consumption can differ too. All of that affects the car’s performance (weight distribution, drag, etc.). Once we had analysed the data we obtained at the Prologue and Spa, we drew our conclusions and made the relevant adjustments to EoT for Le Mans.

At Spa, the Toyota was faster than the LMP1-NH by a second per lap. For the Test Day on 3 June, you have reduced the fuel-flow for non-hybrids to 108 kg/h rather than the 110 kg/h with which they raced at Spa. The flow for the hybrid remains at 80 kg/h. Why?

When the EoT was created for the 2014 championship, to keep consistency of the hybrid usage with the other car systems, the hybrid coefficient was multiplied by 55% per kilometre at the shorter circuits compared with Le Mans (where the long straights alter the balance). That rule therefore applied at Spa.

Relative performance of hybrids and non-hybrids differs between Spa and Le Mans. Hybrids are at a relative disadvantage at Le Mans.

We used the data collected during the first two outings to adjust EoT for Le Mans and to close the gap between private and factory teams.  Again, between Spa and Le Mans Test Day, the privateers will have progressed. The ACO and FIA specialists will continue analysing data during and after the Test Day.

Some non-hybrid competitors are worried they’ll have to hold back.

Fuel consumption per lap is a real restriction. It’s difficult to manage if left to the driver. That’s why factories have developed automatic solutions. Encouraging privateers to do the same would involve pointless expense. That’s why the EoT that will apply on Test Day does not specify consumption per lap or per stint. So, there is no reason for drivers of non-hybrids to hold back. All the data collected during Test Day will be analysed by the FIA and the ACO and published for Race Week.

Source: ACO Press release
Pictures: JellyBaby.Media

Pierre Fillion and Gérard Neveu react to Audi's announcement earlier today

Following Audi’s announcement today about its withdrawal from endurance racing, comments of Pierre Fillon, Président of the Automobile Club de l'Ouest and Gérard Neveu, CEO of the FIA World Endurance Championship are below:

Pierre Fillon, President of the Automobile Club de l'Ouest :

“It was with emotion that we all learned this morning about Audi’s decision to withdraw from endurance racing.   Although prepared for this, we regret the departure of a major figure in endurance racing for a different adventure. Present at Le Mans since 1999, the German firm has written some of the finest and strongest pages in the history books for the 24 Hours of Le Mans and, more recently, the WEC. More than a competitor, the marque with the four rings has been a real contributor in recent years to the tremendous growth of endurance racing across the world.

“To reduce costs for manufacturers is a major focus for the ACO, in partnership with the FIA. Furthermore, these two organisations have clearly set the course for the coming years: stay at the forefront of innovation while offering the best possible platform for new technologies in preparation for the cars of tomorrow.

“Hybrid technology and electric motors are already part of our daily lives in endurance racing. The changes to the technical regulations towards hydrogen-electric power responds straight away to the energy requirements of this new era.

“We salute the work carried out by the Audi Sport and Team Joest teams who have done a remarkable job, and a particular thought goes to my friend Wolfgang Ullrich.

One door closes and, at the same time, another one opens with the already-announced arrival of other manufacturers.

For all fans of endurance racing and motorsport enthusiasts, see you next week in Shanghai for the penultimate round of the FIA ​​WEC and in 2017 for the 24 Hours of Le Mans.”

Gérard Neveu, CEO of the FIA World Endurance Championship:

“We understand this decision, although obviously we regret the departure of a major player in the WEC.  Audi has been involved in endurance racing for 15 years, and more particularly in the first five seasons of the FIA World Endurance Championship.

 “Today we spare a thought first for everyone at Audi Sport and at Team Joest.  Drivers, engineers, mechanics and team members for whom this news is painful. We offer them our admiration and gratitude for their extraordinary sporting performances in the WEC since 2012.

“The WEC is made up of a grid of 32 cars, 20 teams, with four categories and six manufacturers entered.  In a week’s time, in Shanghai, Porsche and Toyota will be battling on track for the 2016 LMP1 world title, as Ferrari and Aston Martin will be for the GTE title.

“One manufacturer is leaving, others will soon be arriving.  This is the life of a championship.”