FIA WEC: 2019/2020 season entry list updates

With the final race of the FIA WEC "Super Season" right around the corner, more news and updates about the forthcoming 2019/2020 season is being released in the past days/hours.  Some teams will leave the championship unfortunately others return or will make their debut on the world stage of endurance racing. 

Ginetta files request for 2 cars in LMP1

Ginetta Chairman Lawrence Tomlinson has confirmed that, following an intensive development and testing programme with the Ginetta LMP1 car, the Yorkshire, UK-based company has submitted a request for two entries with the intent to rejoin the FIA World Endurance Championship next season in the premier LMP1 class.

“I’m pleased to confirm that two entry requests have been submitted to the FIA WEC for our Ginetta G60-LT-P1 cars to contest the 2019/20 FIA World Endurance Championship. If the entries are accepted, both cars will be powered by the AER P60B turbocharged V6 engine that we have been testing in recent months in a developed version of the Ginetta. Details of the team, drivers and other parts of the package will be released in due course.”

Ginetta has been testing at Spa-Francorchamps this week, as did Toyota and other teams preparing for Le Mans.  Following the statement made by the team, they have filed an entry request for 2 cars but haven’t found any customer to enter the cars for them so far.  If Ginetta would run the cars under their own flag, they actually would be a factory team and not eligible to run in the non-hybrid class.

Dragonspeed ends LMP1 program, returns to LMP2 on race-by-race basis

Dragonspeed decided to cut down on their sportscar efforts, confirming the ‘retirement’ of their LMP1 program after next months 24 Hours of Le Mans and a reduced LMP2 presence in the World Endurance Championship.

Elton Julian said “The Le Mans 24 Hours next month will be our final LMP1 and regular WEC outing, allowing us to ramp up our IndyCar efforts on both the technical and marketing fronts. We’re not leaving the WEC entirely, as we plan to enter our #21 LMP2 ORECA O7-Gibson in individual rounds, including Spa, Brazil, and Le Mans, with Le Mans, of course, subject to us earning or being granted an invitation. We’re also considering running Daytona and Sebring with IMSA again.”

The team will however stay active in the European Le Mans Series, which for Julian offers the best sportscar racing on the planet: “We’ll definitely continue in the ELMS, which we think offers the best sportscar racing on the planet and remains the ideal series for the top gentleman drivers. With the kind of competition you get from 19 regular LMP2 entries, we take pride in the fact that the last two ELMS victories with a Bronze driver, in 2016 and 2019, have been ours.”

The American team had a successful attempt to qualify for the Indy 500 last weekend, Ben Hanley securing 27th place on the grid for Sundays race.

We got a car 3 months ago, 2 races under our belt, doing it without alliance, driver is a rookie, no oval experience, we have less budget for the race than some teams catering budget, we don’t care, we do what we do, WE RACE!!!! @IndyCar @IMS @benhanley85 #oneteamonedream pic.twitter.com/33OXNUW9yy

— DragonSpeed (@DragonSpeedLLC) 20 mei 2019

Signatech Alpine Matmut continues in WEC

Current championship leaders in LMP2 Signatech Alpine Matmut have confirmed their entry in the 2019/2020 FIA World Endurance Championship.  Present in sportscar racing since 2013, the team will announce its driver line-up after the Le Mans 24 Hours next month.

“We are very proud to represent the sports programme of Alpine” said Régis Fricotté, commercial director of the Alpine competition division. “Our engagement in LMP2 gives us a global visibility , with great results since 2013.  The Alpine community supports our approach, and it’s just by going to Le Mans to realize what endurance racing means for Alpine and vice versa”.

It’s a fantastic opportunity to be able to work with a constructor which is active on track and in rally” added Philippe Sinault, manager of Signatech. We are proud to be representing Alpine in the FIA World Endurance Championship, working towards podiums, victories and world titles”.

Racing Team Nederland switches to Oreca next season 

Dutch Racing Team Nederland presented their 2019 Le Mans livery last week, a tribute to the Minardi F1 team which used to be Frits Van Eerd’s favorite team. Giancarlo Minardi, founder of the late F1 team attended the unveiling of the car.  The team also announced that Le Mans will be its last race with the Dallara P217 and Davytec.  As from next season they will switch to an Oreca 07 which will be run by French team TDS Racing.  Frits Van Eerd, Giedo van der Garde and Nyck De Vries will continue to race in the World Endurance Championship. 

Team owner and driver Frits Van Eerd explained why they will change to the Oreca next season: “We’ve been racing with the Dallara since our debut in 2017.  First in the European Le Mans Series, now in the FIA WEC. The Davytec crew has worked day and night for 2 years to improve the Dallara, and I’m very grateful for that as they have done a terrific job: we’ve been at the finish for 14 consecutive races.  The Oreca however has been the dominant car in the LMP2 class, which is why we decided to race an Oreca 07 in the world championship as from next season. This also implies we had to choose for a new technical partner which has experience with the car. With TDS we’ve managed to sign one of the best Oreca teams in the paddock.  But first we will focus fully on the upcoming 24 Hours of Le Mans where we’ll be out to give it our best and end our cooperation with Davytech in the best possible way. 

“I’ve got a special friendship with Frits Van Eerd” said Giancarlo Minardi “and I’m very honoured the Minardi team has always inspired him. It’s fantastic to see the colours of my Formula 1 cars back on the Racing Team Nederland car.  Frits and I will continue to see how we can intensify the connection with Minardi, and it will be a pleasure for me to keep guiding him - as a kind of godfather - with his raceteam, new talents and new projects”. 

Nyck De Vries added: “This will be my first 24 Hours of Le Mans, so I’m very curious about it. I really like to be able to combine my F2 programme with the races of Racing Team Nederland, of which Le Mans will definitely be a highlight. Continuing to race in 2019/2020 is also fantastic, since we’ve only grown stronger as a team in the past year. 

BMW ends WEC program

BMW announced this morning that they will bid farewell to the WEC at the end of the Super Season.  The upcoming 24 Hours of Le Mans will be the final race of the BMW M8 GTE in the championship.

BMW Group Motorsport Director Jens Marquardt talks about the strategy going forward of BMW’s Motorsport division. “Motorsport has always been an important pacesetter for the BMW Group, and a relevant testing ground for future development in the automobile industry as a whole – and that will remain the case.

“We will not compete in WEC going forward. Therefore, the 24 Hours of Le Mans in June will be another highlight for us in drawing to a close – just like in 2018, when we celebrated the successful world premiere of the BMW 8 Series Coupe there. But in light of us sharpening our focus as part of our strategy for the future, continuing our WEC involvement in the coming years does not fit with our direction. 

The global presence of BMW M Motorsport is safeguarded by customer racing and the DTM in Asia and Europe, as well as the IMSA series in North America, even without competing in a world championship. We would like to thank BMW Team MTEK for its dedication over recent years and we wish WEC all the best and hope that it makes good progress.”

The Munich based manufacturer will however keep on racing in the IMSA series:  “The IMSA series plays a central role for us in North America and is developing well. The USA is the most important market for BMW M cars, so it is very fitting to build a direct bridge to our production models there with the BMW M8 GTE.” Said Jens Marquardt.

TF Sport to continue their effort WEC in GTE Am

TF Sport confirmed today they have submitted its entry for the forthcoming WEC season which gets underway at Silverstone in September.  The British team intends to enter the championship in the new Aston Martin Vantage GTE, which would be the first in the GTE Am class.

The 2018/19 Super Season is the team’s first in the Championship, having moved through the sportscar ranks with title-winning success in the Michelin Le Mans Cup and then the European Le Mans Series, before stepping up to the World Endurance Championship.

The Super Season has also been a successful one for TF Sport, with podiums in the #90 Aston Martin Vantage GTE at Spa Francorchamps, Silverstone, Fuji and again in Belgium heading to the conclusion of the current championship at the 24 Hours of Le Mans. Further details of the programme and the driver line-up will be announced in due course. 

Tom Ferrier, TF Sport Director said:  “It has always been our intention to continue in the FIA World Endurance Championship and we have worked hard behind the scenes to ensure that we remain at the highest level of GT racing. We have high hopes that our entry will be accepted and that we can return to Silverstone in the new Aston Martin Vantage GTE.”

Kristof Vermeulen. 

FIA WEC: BMW Motorsport designer Michael Scully on the new BMW M8 GTE: “It’s the most elemental, determined race car we have ever built.”

When the BMW M8 GTE broke cover last year, it was celebrated for its innovative design that embraced both the motorsport and road car heritage of BMW, while making a clear statement of modernity. Speaking in an interview, Michael Scully, Head of Design BMW Motorsport, and the man behind the aesthetics of the latest Le Mans challenger, explains how the BMW M8 GTE’s looks came to life.

© BMW Motorsport

Mr. Scully, the BMW M8 GTE has been built to compete in the toughest endurance races around the globe. Why do you think the look of the car is important?

Michael Scully: “When a car like the BMW M8 GTE debuts publically before a flagship production car such as the BMW 8 Series, the continuity of performance and design character are of heightened importance because the race car plays such an active role in helping to shape and communicate the essence of the new BMW 8 Series.

Race cars are typically known to be functionally-driven objects, and I love when a vehicle is so focused: they have an innate, authentic expression of what they do. That visual communication is more subjective than a stopwatch however, and as a designer, I’m interested in both the absolute performance of the vehicle, and what character its shape and graphics communicate. Having synergies between those elements is sometimes highly challenging, but it’s also what I find most rewarding in design.”

As a designer, does this balance of function and emotion bring compromise or structure?

“It’s a two-way street. The criteria of functional requirements help structure the design process and give us something to respond to. Trying to find innovative, clever solutions in response to that framework is, for me, what being a designer is all about. Without those constraints, the creative process could be considered to be solely an artistic thing: essentially producing sculpture, for example. Uniting the essential BMW design DNA with the functional and regulatory requirements in the development process is for me, where the creative dynamic really begins.”

In which way does design show the character of a car? And what is the character of the BMW M8 GTE?

“I think we have created a focused, determined expression with the BMW M8 GTE. The car has a formidable presence, and this is partly due to its essential proportions sourced from the production car: It has the classic two-box proportion with long hood, and visual emphasis of mass on the rear wheels which make it, fundamentally, a sports car. As we added nearly 100mm to each side of the car, and with its explicit aerodynamic elements, the car overtly conveys its intent to win races.

At the front of the car, we’ve taken the opportunity to pronounce the internal ducting of the kidneys with a bold colour application, and celebrate the purpose-driven aerodynamic shapes. Combined with the intense, forward-focused headlights and endurance racing-specific corner lights, the car has a highly determined expression… something that I feel is relevant to the purpose of the car.”

Your grandfather was an influential architecture historian. Do you think this is a co-incidence or do you believe you can inherit the language of shape and design?

Scully: “My Granddad taught me that there is added significance when a building or an object acknowledges its context, and that designing in a situational vacuum is fruitless. An object can add positively to the human experience if conceived with an awareness of its surroundings. Sometimes this connection can be accomplished by directly referencing that environment; for example a house on a mountain range with the roofline gesturing to the mountains’ specific slopes, or sometimes by blatantly disavowing the existing surroundings to provoke a larger dialog. Both can be valuable depending on the specific instance, but making those deeper connections is a designer’s onus. I think that’s where I learned about finding relevance, meaning, and impact in an object or image.”

So, if the mountain range is the context for the building, the circuit is the context for the race car?

Scully: “Exactly. The context of a race car is the competitive arena. I’m captivated by objects that are built for competition use because they look, and are, so purposeful. As a result, they happen to send a very clear, visceral message of their intent.  For the BMW M8 GTE to be relevant in this context, modern, bold, and impactful shapes and graphics were in order, and I think the car succeeds in carrying those attributes forward to the world’s stage.”

What are the other challenges for a car race designer? 

Scully: “At BMW Design we use precise lines in conjunction with nuanced surfaces to achieve an interplay between the two, and lend a visual structure to the shape of the car. The regulations for the BMW M8 GTE however, forbid any kind of crisp lines being added to the surfaces; in fact, they require a minimum of a 50mm radius to any surface addition in many areas. This tends to necessitate very clunky, albeit legal shapes. With this project we were continuously looking for ways of maintaining the integrity, richness, and precision of the BMW 8 Series production car design, while also abiding by the regulations, and achieving our aerodynamic and packaging targets. One of the ways we have accomplished this is with inlets and outlets for the air in the bodywork: they perform critical functions, and also give a precision and structure back to the shape that could otherwise get a bit heavy.”

How did the relationship with your BMW 8 Series colleagues work?

“BMW Design’s leadership has obviously had a very active hand in the BMW 8 Series, and that also includes the GTE variant. Additionally, the exterior designer of the BMW Concept 8 Series is a good friend and co-worker of mine: understanding where he was coming from thematically was really helpful in maintaining continuity between the cars. We also had the chance to directly exchange ideas for the GTE, so in that sense it was a natural extension of the BMW 8 Series lineage.

I see race cars and production cars at the BMW Group as having a two-way relationship: A lot of manufacturers promote how their race cars inform their production cars, and we do that too, but at BMW our production and concept cars also inform our race cars. And I think that’s what gives an authenticity to each of them.”

Do you have an example of that two-way relationship?

Scully: “On the mirrors of the BMW M8 GTE, I was striving throughout the development process to get the iconic BMW ‘M hook’ that points back towards the centreline of the car integrated into the main housing of the mirror. It’s an element of our M production cars that really resonates with BMW purists. From my initial sketch with an underslung, cantilevered support, and in iterative collaboration with the aerodynamicists, we found some notable functional benefits from the shape of the mirror, particularly in the highly sculpted base: it’s something that really does positively affect the aerodynamic flow regime down the side of the car.  So with the mirrors we have a relationship where the race car’s functionality is improved, but the fundamental design vocabulary and direction is inspired from the production cars.”

What are your favourite parts of the BMW M8 GTE and why?

“As I mentioned, I’m proud of the mirrors because they have an embedded aerodynamic function, carry the M iconography, and have a modern, purposeful expression. I also really like the front kidneys with their exposed interior surfaces for the specific care and feeding requirements of the race car. The kidneys evoke the history of BMW with the forward-leaning shark nose, and by opening them up with exposed internals, we reference that heritage in an entirely modern way.”

To sum it all up: Where does the BMW M8 GTE rank compared to the other BMW race cars you have worked on?

“The BMW M8 GTE is truly distilled down to its essence. It is an efficient, competitive machine. It has a highly defined purpose, and a distinct, dynamic persona. For me, it’s the most elemental, determined car that we have ever built.”

Source: BMW press release

FIA WEC: A closer look into the heart of the BMW M8 GTE

In less than two months, BMW returns to the FIA World Endurance Championship with their all new M8 GTE. After the cars debut at Daytona, it will race at Sebring next month before the M8 will make its debut on Europe at the WEC prologue at Le Castellet in April.  BMW developed a new engine for the M8 which already showed its reliabilty at Daytona.  Let's take a closer look at the M8's powerhouse. 

© BMW Motorsport

Every successful race car needs a powerful and reliable engine to accelerate to top speed. In the case of the new BMW M8 GTE, this is the BMW P63/1. The story of this special powerhouse began back in February 2016. With the start of the conception phase for the new GTE engine, the engine designers at BMW Motorsport embarked on their most comprehensive project since the development of the power unit for the DTM comeback in 2012. In total, more than 500 engine design drawings – and another 500 drawings for the powertrain – were created in the following months. The result of that work is the most efficient engine that BMW Motorsport has ever developed, delivering between 500 and more than 600 hp (depending on the specifications of the sporting authorities).

The P63/1 passed its first performance test at the modern BMW Motorsport test rig in Munich on the 20th January 2017 with flying colours. That was a special moment for the engineers – as was the roll-out of the car on 1st July 2017 and the race debut at the 24 Hours of Daytona (USA) on 27th January 2018. The goal during development was as clear as it was ambitious: to develop the most efficient engine ever to power a BMW race car. To achieve this, it was initially very important to decide upon a base engine ideally suited to the high demands encountered in motor racing. Working closely with the developers at BMW M GmbH, the decision was made to use the BMW S63T4, a V8 engine with BMW TwinPower Turbo Technology, which was first used in the new BMW M5. 

As stipulated in the regulations, the cast parts in the engine block and cylinder head were adopted without modification from the production power unit. Both components were made in the light-alloy foundry at BMW Group Plant. Here, innovative and sustainable manufacturing methods are used to make technologically-sophisticated engine components from light-alloy casting. Aside from the regulated cast parts, the engine in the BMW M8 GTE – containing approximately 2,300 further components, including 985 unique parts – required comprehensive modifications. Of these parts, 181 were derived from series projects, while more than 700 were specifically developed for the P63/1 or added from other BMW Motorsport racing engines.

The engineers reduced the capacity from 4.4 to 4 litres, in line with regulations for the GTE class. The new design of the crank drive involved the implementation of a flat crankshaft, which brings with it the advantage of a regular firing order and gives the engine an even sportier sound. The geometry of the combustion chambers, including the inlet and outlet ports, was also modified to ensure that the P63/1 is ideally designed for the demands of racing. Comprehensive modifications to the intake and exhaust system, and the complete redesign of the turbocharger, have also helped to improve efficiency. Among other things, this results in the fuel burning very quickly and comprehensively at the optimal time, at a maximum temperature of over 2,100 degrees Celsius. This

allows the P63/1 to achieve efficiency levels well above 40 per cent. This makes it the most efficient BMW racing engine ever in sports car and touring car racing.

© BMW Motorsport

This efficiency gives teams far greater flexibility with regard to race strategy. As well as being efficient, driveability is another outstanding feature of the P63/1. This helps the drivers get the most out of the BMW M8 GTE on the track. A completely new approach to engine control made it possible to achieve instant throttle response and linear power delivery from the engine.

Technical data for the P63/1 engine for the BMW M8 GTE.

Model:                         V8 engine with BMW TwinPower Turbo Technology

Capacity:                     3,981 cc

Output:                       500 to over 600 hp (depending on the specifications of the sporting authorities)

Number of cylinders:  8

V angle:                      90°

Bore:                           89 mm

Stroke:                        80 mm

Cylinder spacing:      98 mm

Engine speed:            approx. 7,000 rpm


Kristof Vermeulen
Source: BMW Motorsport press release

BMW Motorsport Director Jens Marquardt looks back on the development of the BMW M8 GTE

BMW Motorsport presented the new BMW M8 GTE in its livery for the 2018 IMSA WeatherTech SportsCar Championship in Daytona (USA) on Wednesday. Speaking in an interview, BMW Motorsport Director Jens Marquardt looks back on the development of the BMW M8 GTE and underlines the importance of team spirit in the development crew. 

The running of two cars in the GT class in the 24-hour race at the “Daytona International Speedway” represents the race debut and the next milestone in “Mission8”. Speaking in an interview, BMW Motorsport Director Jens Marquardt looks back on the development of the BMW M8 GTE and underlines the importance of team spirit in the development crew.

Mr Marquardt, the race debut of the new BMW M8 GTE is just around the corner. Take us through the development of the car over the past few months. How did it all begin?

Jens Marquardt: “The first race for the new BMW M8 GTE at Daytona will be very special for every one of us at BMW Motorsport. The roots of the GTE project lie in a combination of many aspects. At the start of the programme, back in 2015, the goal was to expand our activities in traditional motor racing – BMW M Motorsport – and to position ourselves even more internationally. At the same time, the possible return to Le Mans brought its very own fascination for our team. However, the most important factor was that the production model, the BMW 8 Series Coupé, was developed at the same time. We were given a green light from the board to develop a thoroughbred GTE racing car, parallel with the colleagues in production development. That is how it all began. Now the BMW M8 GTE is ready for Daytona. For the first time in BMW Motorsport history the race car will be in action before its series counterpart.”

When you started to develop the BMW M8 GTE, there was not actually a production model...

Marquardt: “Correct. Right from the word go, we worked with our colleagues in production development to synchronise the individual steps as closely as possible. It was a challenge. When we needed the first chassis of the production car, there simply wasn’t one yet. We were, however, able to work with special prototype chassis from production development. We progressed step by step in that manner. Furthermore, at the start of our development, there were still minor changes to the production model. To a certain degree, we were dealing with a moving target.”

How was the cooperation with colleagues in production?

Marquardt: “Very close and efficient. The developers on the production side obviously had their own specific challenges to overcome. Despite that, they were always open to the GTE project, and always willing to help. That was real teamwork. We synchronised the focus of our development with the core areas of the production model. The question was: what should the racing car emanate and embody? The core values of the BMW 8 Series Coupé should also be the strength of the BMW M8 GTE.”

Can you give us any examples of these development focal points?

Marquardt: “Let’s take the design aspects. We are obliged to adopt the same external contour and roof line as the production model. However, it was also important to incorporate elements such as the headlamps, the Carbon Core and the centre console in the race car, based on the BMW 8 Series Coupé. The topic of carbon fibre played a major role.”

Does the joint development mean that the BMW M8 GTE is more similar to its production counterpart than any other BMW race car?

 Marquardt: “When you look at the regulations, the engine in the BMW M6 GT3 is extremely close to that in the production model. However, we were able to make more substantial changes to the chassis. In the case of the BMW M8 GTE, the chassis is closer to the production model, but the engine had to be modified significantly. The most important thing is that we based the BMW M6 GT3 on an existing car. That was different this time. Because the race car will be in action before the production car, we worked intensively with the design department from a very early point to ensure that were on the same page when it came to the design. That worked very well.”

The GTE class is fiercely competitive, both in the IMSA and the FIA WEC. How big was the challenge, with regard to performance?

Marquardt: “We are certainly up against some tough competition with the BMW M8 GTE, that much is clear. The BMW M6 GTLM, which itself was derived from the GT3 car, served as a reference. But this time we were able to concentrate fully on the demands of the GTE class. As such, many parts have been specifically designed for this car to explicitly align areas such as weight, centre of gravity and aerodynamics with the eventual area of application. We have actually exceeded our own requirements when it comes to the engine and aerodynamics. We have also made big strides with other components, such as the chassis and traction control. This is confirmed by the feedback from the drivers. We will see how this is reflected in the results over the course of the year. The Balance of Performance obviously also plays a big role, however the BMW M8 GTE certainly has great potential.”

Were there specific key moments in the development?

Marquardt: “The special team spirit in the development team will definitely stay with us for a long time. The engineers consistently motivated each other and put a lot of heart and soul into this project. The rollout in Dingolfing was the first highlight. The second step, in which the final chassis and aerodynamics were added to the car, was of similar importance. It was an extremely tight schedule, which led straight into a 24-hour test. We achieved all that as a team with a remarkable group dynamic. I am proud of everyone at BMW Motorsport.”

To what extent does the development work continue after the first race in Daytona?

Marquardt: “After the car has been homologated, there are some areas in which we can, and may, make changes. We can still do some work on the software, in particular. We will also continue to work on aligning the BMW M8 GTE with all its systems, and will integrate all the reference values we have acquired. First of all, however, we are looking forward to the maiden race in Daytona.”

The M8 will make its European debut at the FIA WEC Prologue at Le Castellet in April.

Source: BMW Press release

FIA WEC: BMW presents its new challenger for the FIA WEC and Le Mans: the M8 GTE

At the IAA, the International Motor Show in Frankfurt, BMW has unveiled its new challenger for the FIA World Endurance Championship, the 24 Hours of Le Mans and the IMSA WeatherTech Championship: the all new BMW M8 GTE. BMW joins Aston Martin, Ferrari, Ford and Porsche in the highly competitive GTE class and the battle for the world championship.

The BMW M8 GTE has had a successful roll-out on the 1st of July at the BMW Dingolfing plant where the production model of the new BMW 8 series will be manufactured. The close link between production and motor racing is one of the cornerstones of the development of the BMW M8 GTE. The knowledge gained from race outings with the new car in the FIA WEC and the IMSA WeatherTech SportsCar Championship (IWSC) in North America will be directly incorporated in the development of the production model, which is running parallel to the motorsport project. The M8 GTE will race before the production car goes on sale, making his competition debut at the Rolex 24 Hours of Daytona in January 2018. 

“The BMW M8 GTE is our new GT flagship and will go head to head with the strong opposition in this sector,” said BMW Motorsport Director Jens Marquardt. “For us, the presentation of the uncamouflaged car at the IAA is the next important step on the road to our first race outing, which we plan to be the 24 Hours of Daytona in 2018. The FIA WEC and the IMSA series in North America are a top competitive environment for our new challenger. With the BMW M8 GTE, we are bringing cutting-edge technology to the top international class of GT racing, whilst at the same time tying in with our tradition at Le Mans. The development of the BMW M8 GTE is on schedule, and we can hardly wait to see the car challenging for victories in 2018.”

Long history of BMW Motorsport in Le Mans.

BMW's history at the iconic 24 Hours of Le Mans goes back to 1939, when a BMW 328 claimed class victory. Since 1972 BMW has regularly returned to Le Mans until 2011 when they raced the last time in the 24 Hours with the M3 GT2. BMW also has a tradition of racing with art cars at Le Mans, starting with Alexander Calder's BMW 3.0 CLS and other iconic cars painted and/or decorated by the likes of Roy Liechtenstein (1977), Andy Warhol (1979), and most recently Jeff Koons in 2010.  There's no word yet about a new art car with the M8, but expext one.  If not this year, it will be one of the coming years. 

BMW Motorsport’s greatest moment in Le Mans came in 1999, when Yannick Dalmas, Joachim Winkelhock and Pierluigi Martini took overall victory in the BMW V12 LMR. The McLaren F1 GTR, powered by a BMW engine, had previously triumphed at the “Circuit de la Sarthe” in 1995.

Let's take a look at the technical side of the BMW M8 GTE:

A new degree of efficiency.

The V8 engine with BMW TwinPower Turbo Technology, which is restricted by regulations to a capacity of 4.0 litres, has a nominal base output of more than 500 hp, depending on the classification. The cylinder block and cylinder head are taken from the production engine and are produced in the light alloy foundry at the BMW Group plant in Landshut (GER). The focus of the development work is on achieving the greatest possible efficiency and maximum durability. The powerful production engine provides the perfect basis. The power transmission in the BMW M8 GTE takes place via a sequential, six-speed racing gearbox.

Artificial intelligence gives engineers greater freedom.

“Virtual development” plays a central role in the development of the BMW M8 GTE. For example, the traction control is being developed with the assistance of an artificial intelligence system. Topology optimisation with 3D printing gives the engineers far greater freedom in their search for innovative and creative solutions for the design of the car. Rapid prototyping also allows them to take delivery of a new part, as a usable prototype, just 24 hours after the virtual development.

Motor racing and production go hand in hand – design similarities.

Racing and production engineers closely worked together within the framework of the BMW M8 GTE project. For instance, consistent lightweight design also plays a crucial role in the development of the new GT sports car. A significant weight reduction is achieved through the extensive use of ultra-light CFRP components. At a length of 4,980 mm and a width of 2,046 mm, the car weighs just 1,220 kilograms. The design of the BMW M8 GTE also reflects the close relationship to the BMW 8 Series and the BMW M8. This is particularly apparent in the same roof line and the design of the front and rear lights.

Peak performance in aerodynamics development.

Work on the aerodynamics of a new race car is as time-consuming as it is indispensable. As such, it is all the more important for the BMW engineers to be able to work on the chassis of the BMW M8 GTE with maximum efficiency from the outset. A new algorithm allows a significant increase in CFD calculations, thus making it possible to use greater computing power to clearly increase the number of possible simulations, before progressing to the wind tunnel. Here, BMW Motorsport uses synergies with production development and benefits from the perfect test conditions in the BMW Group Aero Lab. One of the results of the aero development is innovative aero rims, which will be presented as a concept at the IAA.

Latest 3D measurement technology in use.

The close interdependence between production and motorsport development continues in another two important areas: the same 3D measurement technology that was used on the BMW M4 DTM, which made its first race outing in 2017, is also used on the BMW M8 GTE. The ultra-modern measurement system from the BMW production development department provides the perfect quality control once the race car has been assembled. With such a complex car as the BMW M8 GTE, which is built completely by hand, it is essential that all the dimensions are correctly adhered to and implemented.

Kristof Vermeulen.