Le Mans: Friday gallery of the testweekend

A small selection from yesterday's pictures at the testweekend in Le Mans. 

For more pictures, visit our gallery here

More pictures in the gallery below or at this link

Le Mans: 2 Porsche 911 RSR compete in historic livery

Preparations for the test day at Le Mans tomorrow are in full swing in the pitlane and paddock since Thursday.  Porsche had a very special surprise this morning, fielding two cars in one of their iconic liveries. The factory-run cars with the starting numbers 91 and 92 will compete sporting the traditional Le Mans liveries of the 1970s and 1980s.

The #91 Porsche 911 RSR is decked out in the iconic blue-and-white finish with red and gold stripes, reminiscent of the Rothmans sponsor colours of that era. The #92 car adopts the famous “Pink Pig” design of the 917/20 from 1971. Porsche unveiled the two circa 510 hp racers from Weissach on Saturday at the official test for the Le Mans 24-hour race.

By presenting these special designs, Porsche commemorates its eventful history at the prestigious marathon in the Sarthe Department on the occasion of its anniversary year “70 Years Porsche Sports Cars”. Moreover, the two cars are real head-turners for fans. “With these much-loved designs, we want to thank our loyal supporters who have cheered for us both on and off the track at every race, but particularly at Le Mans, where we as record winners with 19 outright victories received incredible support every year,” says Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars.

The 911 RSR with the number 91, driven by Gianmaria Bruni (Italy), Richard Lietz (Austria) and Frédéric Makowiecki (France), echoes the Rothmans paintwork of various Porsche race cars. An example is the Porsche 959, which won the 1986 Paris-Dakar rally flying the colours of the British tobacco manufacturer. In circuit racing, the Porsche 956 C and the Porsche 962 C celebrated major successes: Each of these two blue-and-white Group C sports prototypes clinched overall victory twice at the 24 Hours of Le Mans – the 956 C in 1982 and 1983, and the 962 C at the 1986 and 1987 races.

The finish of the number 92 car, shared by race drivers Kévin Estre (France), Michael Christensen (Denmark) and Laurens Vanthoor (Belgium), harks back to the Porsche 917/20 that tackled Le Mans in 1971. This one-of-a-kind race car was designed to combine the aerodynamic advantages of the short and long-tail versions of the 917 and thereby ensure that the previously untested car would win the qualification. The 917/20 was dubbed the “Pink Pig” due to its pink paintwork with sections of the car labelled in butcher-style cuts. The idea implemented under the Porsche designer Anatole Lapine caused a stir at the Sarthe. Still today, the 917/20, also known as the “Truffle Hunter”, is one of the most famous Porsche cars ever.

Text: Porsche press release

Images: Kristof Vermeulen

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