Implementing a strategy for the future of the LMP1 category has been placed effectively in a holding pattern by virtue of contrasting opinions between manufacturers. While the big three all believe evolution should take place eventually, Toyota have pulled the handbrake on bigger monocoques and hybrid system concept in 2018.
Toyota Technical Director Pascal Vasselon believes that it’s way too early to be jumping into a 10MJ energy recovery system within the next two years, warning that such a move could propel the WEC into an “F1-type crisis”. On the other side of the fence, the heads of German marques Audi and Porsche are keen to push the boundaries of technology. Audi LMP1 chief Christopher Reinke, is adamant that such a push is crucial to the fabric of the category, while Porsche LMP1 Technical Director, Alex Hitzinger referred to the concept of a bigger hybrid system as “sexy”.
While technology might cause feeling of excitement in Germany, they most notably coincide with the size of their wallet. With Audi in particular outlaying considerably more than their Japanese counterpart, it’s little surprise there’s a split of opinion on putting the cart before the horse.
Toyota’s stance is a better fit with the ACO’s current move to kerb LMP1 speeds, most notably at Le Mans where a minimum 3 minute 20 second lap appears to be the ideal scenario for the Club de l’Ouest – some three seconds slower than this year’s pole time.
All teams agree that a fuel limit would achieve this, but innovation would inevitably jump that hurdle. As such, a maximum power deployment from hybrid systems has been capped at 300kW at Le Mans on the grounds of safety, with a view to implementing the restriction at other circuits on the WEC Calendar.
Restrictions on speed in the top tier WEC class might also be penned in sympathy for the LMP1 privateer class, but with the performance gap ever growing between those with and without Energy Recovery Systems, the future of the class looks precarious at best.
At present, 2015 Privateer Champions Rebellion Racing are nutting out chassis eligibility concerns with their constructor partner Oreca, however there are rumours of fiscal concerns hampering the team’s participation in 2016. The outcome could in turn weigh heavily on ByKolles Racing’s future in the class, with the outfit already planning a revised monocoque and the reliable (but slower) AER P60 engine.
Hopes to double the competition in LMP1-L hit a snag last week with Strakka Racing and Greaves Motorsport pulling the plug on their proposed LMP1 projects. Strakka hoped to utilise their DOME S103 chassis as a springboard for their campaign but like Rebellion, chassis eligibility and cost became a bridge too far; likewise with Greaves who downed tools on their project a few weeks back. SMP Racing's Jim Glickenhaus wants to combine a - yet unknown - engine package with a Bosch hybrid system for a potential 2017 LMP1 entry, but that would mean taking on the factory teams.
A potential light at the end of the tunnel could come in the form of KCMG. While committed to the LMP2 category, the Asian motorsport powerhouse could become bored with increased innovative restrictions in the LMP2 class and a move up isn’t outside the realm of possibility.
An LMP1-L partnership with a current or future team would most certainly fall in lime flexing its development muscles with composite factories in Asia and Ireland.
More questions than answers, but as they say in the classics, that’s motorsport.
Has LMP1 development hit a sandbar?