Another point of discussion is whether to base the new platform around a strict set of GTE-style technical regulations, or use the GT3 model of general acceptance and rely entirely on Balance of Performance.

Audi's R8 GRAND-AM is one of the handful of GT3-spec cars adapted to the Rolex Sports Car Series GT rulebook. (Photo: John Dagys)

More detailed technical differences between the current platforms, such as the use of a sonic restrictor (GTE) or a square-edged plate restrictor (GT3) will also have to be decided upon by the manufacturers next month.

Not all manufacturers, however, appear to be in agreement with the details.

"There are some parties that are more focused on technical regulations, but if it's focused on that, the costs will go up,” Audi’s Liebchen said. “So if you really go into the details and rules, you are allowed to modify this or that in that way.

"Because in GT, the concepts of the cars are so different, it's almost impossible to find technical rules to combine cars that are following different concepts. All of these concepts are competitive. I think it's impossible.

"I think in principal, we are in discussions with the FIA [GT3] car to find the performance windows for power, weight, aerodynamics and maybe weight distribution. If you start from this platform, I don't think it's difficult anymore.”

While negotiations ramp up, no changes to the current GTE and GT3 regulations are expected to be made until 2016. It would come at an opportune time for North American sports car racing, as the current ALMS GTE and GRAND-AM GT formula has been locked in for the first two years of the soon-to-be unified championship.

And with a common GT platform not only in America but around the world, more automakers could throw their hat into the ring.

Honda through its U.S.-based HPD arm, has already confirmed plans of racing a hybrid-powered Acura NSX for the production-based ranks, potentially for as early as 2015, while other manufacturers, such as Ford, are keeping a close eye on developments as well.

“Whenever you see fragmentation of rules and fragmentation of series... it places more burden on the teams and especially manufacturers to select an arena,” said Jamie Allison, director of Ford Racing North America.

“As an outreach, my position is that we advocate some local rule-making with the global series to align well, so basically all the companies are more global... Global corporations, global platforms and global technologies.”

John Dagys is SPEED.com’s Sportscar Racing Reporter, focusing on all major domestic and international championships. You can follow him on Twitter @johndagys or email him at