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Le Mans / ALMS
LE MANS: Inside The 2014 LMP1 Regulations
John Dagys delves into the new prototype regulations, with insight from ACO and FIA technical officials...
The new-for-2014 LMP1 regulations are set to revolutionize top-tier prototype racing. (Photo: LAT)
From the unification of the American Le Mans Series and GRAND-AM to talks of a single GT platform, there is significant change on the horizon for sports car racing. That also includes the ACO’s premier prototype category, which is set for a transformation in just over a year's time.
Announced last June but nearly three years in the making, the 2014 LMP1 regulations are set to revolutionize the way manufacturers design, build and compete in the highest form of prototype racing.
With effectively an open rule book for engine choice, along with critical safety improvements and performance incentives for privateers, the new generation of prototypes are set to be a game changer within the sport. And it’s coming at a very opportune time.
Having spent months of research and talking to the key players involved, SPEED.com takes a closer look at the future regulations and it’s potential impact on sports car racing worldwide.
THE FUNDAMENTALS
In 2014, the LMP1 category will see a new wave of prototype machinery with the focus of increased efficiency. All new cars in the class will be closed-top with a reduced minimum weight (50-70 kg) and overall width (-10cm) compared to current 2012-spec prototypes.
The biggest change, however, comes with the powerplants, as manufacturers now have free engine choice, with no restriction on size and displacement. Previously, up to 3.4-liter V8s were allowed for normally aspirated engines, while four-cylinder and V6 turbos were also seen in action.
The complete freedom in engine choice is thanks to the introduction of fuel flow meters, a device that replaces air restrictors, which had controlled power output on all ACO-homologated powerplants (more on fuel flow meters below).
Energy Recovery Systems (ERS) will supplement conventional powertrains in all factory LMP1 cars, while privateers will have the choice to run with or without a hybrid system. While there is also freedom in the choice of hybrid systems (mechanical/flywheel, electrical, super-capacitor, etc), a maximum of two ERS systems will be permitted per car.
Tying this all together is a new energy efficiency index that limits fuel allocation per lap of Le Mans, in decreasing amounts based on the size of a car’s ERS system. Four different-sized hybrid systems, each producing either 2MJ, 4MJ, 6MJ and 8MG of energy, will be allowed.
All of the data corresponds to a lap around the 8.5-mile Circuit de la Sarthe, with numbers to be calculated for each respective circuit. Current hybrids produce between 2-4 MJ per lap at Le Mans.
Under the new regs, the ACO claims the most efficient powertrain will be the most competitive, while the larger the hybrid system, the lower the fuel consumption will be. Additionally, they estimate there will be a 22 percent reduction in fuel consumption over a 2010-spec LMP2 car.
Balance of Performance between different technologies (gasoline vs. diesel, etc) will continue, while further measures have been drafted in to promote low-cost options for privateers (see below).
The regulations, approved by the FIA Endurance Commission in June, will come into effect in 2014 and last for at least three years. Given the ongoing evolution in America, expect to see the FIA World Endurance Championship as the only series to adopt these regs.
"This is the first project we're managing on the technical side with the FIA,” explained ACO Sports Director Vincent Beaumesnil. “I have to say it's been fantastic working with them. I think we are exactly where we expected with all of the manufacturers achieving the targets.
"It was very important to consider all of the requirements of the manufacturers, teams and the environment. This is what has built our regulations.”
FUEL FLOW EXPLAINED
One of the significant talking points is the way the ACO and FIA will go about limiting horsepower and increasing efficiency. Instead of a traditional air restrictor, which limits flow from the engine’s intake, a fuel flow meter effectively performs the same function, but is instead integrated into the fuel system and limits fuel rather than air.
The major advantage comes with the ability to manage the amount of fuel used and easily adjust levels according to fuel type and the size of each car’s hybrid system. According to FIA Technical Director Bernard Niclot, the fuel flow meter is also able help in another department as well.
"What we want is to control the flow and the amount of fuel used per lap in order to avoid any race strategy or fuel economy run and this kind of thing we could see in the past,” Niclot explained. “As we limit the fuel flow, we won't need to limit the air or boost pressure or the cylinder capacity. It's a new way to make the regulations.”
The FIA and ACO are currently evaluating two different types of fuel flow meters (mechanical and ultrasonic), while a handful of cars have been already tested in FIA WEC races this year. In 2014, LMP1 cars will be equipped with two (identical) sensors, in order to increase accuracy.
"It's a completely different philosophy from today,” Beaumesnil added. “This is really the main way to improve efficiency of the car. We already know that. By not restricting the air but the fuel, we can prove a lot in efficiency in the class."
Beaumesnil says that the implementation of fuel flow meters will also allow the ACO to introduce new forms of fuels, including hydrogen power, once the technology is ready for endurance racing.
Announced last June but nearly three years in the making, the 2014 LMP1 regulations are set to revolutionize the way manufacturers design, build and compete in the highest form of prototype racing.
With effectively an open rule book for engine choice, along with critical safety improvements and performance incentives for privateers, the new generation of prototypes are set to be a game changer within the sport. And it’s coming at a very opportune time.
Having spent months of research and talking to the key players involved, SPEED.com takes a closer look at the future regulations and it’s potential impact on sports car racing worldwide.
THE FUNDAMENTALS
In 2014, the LMP1 category will see a new wave of prototype machinery with the focus of increased efficiency. All new cars in the class will be closed-top with a reduced minimum weight (50-70 kg) and overall width (-10cm) compared to current 2012-spec prototypes.
The biggest change, however, comes with the powerplants, as manufacturers now have free engine choice, with no restriction on size and displacement. Previously, up to 3.4-liter V8s were allowed for normally aspirated engines, while four-cylinder and V6 turbos were also seen in action.
The complete freedom in engine choice is thanks to the introduction of fuel flow meters, a device that replaces air restrictors, which had controlled power output on all ACO-homologated powerplants (more on fuel flow meters below).
Energy Recovery Systems (ERS) will supplement conventional powertrains in all factory LMP1 cars, while privateers will have the choice to run with or without a hybrid system. While there is also freedom in the choice of hybrid systems (mechanical/flywheel, electrical, super-capacitor, etc), a maximum of two ERS systems will be permitted per car.
Tying this all together is a new energy efficiency index that limits fuel allocation per lap of Le Mans, in decreasing amounts based on the size of a car’s ERS system. Four different-sized hybrid systems, each producing either 2MJ, 4MJ, 6MJ and 8MG of energy, will be allowed.
All of the data corresponds to a lap around the 8.5-mile Circuit de la Sarthe, with numbers to be calculated for each respective circuit. Current hybrids produce between 2-4 MJ per lap at Le Mans.
Under the new regs, the ACO claims the most efficient powertrain will be the most competitive, while the larger the hybrid system, the lower the fuel consumption will be. Additionally, they estimate there will be a 22 percent reduction in fuel consumption over a 2010-spec LMP2 car.
Balance of Performance between different technologies (gasoline vs. diesel, etc) will continue, while further measures have been drafted in to promote low-cost options for privateers (see below).
The regulations, approved by the FIA Endurance Commission in June, will come into effect in 2014 and last for at least three years. Given the ongoing evolution in America, expect to see the FIA World Endurance Championship as the only series to adopt these regs.
"This is the first project we're managing on the technical side with the FIA,” explained ACO Sports Director Vincent Beaumesnil. “I have to say it's been fantastic working with them. I think we are exactly where we expected with all of the manufacturers achieving the targets.
"It was very important to consider all of the requirements of the manufacturers, teams and the environment. This is what has built our regulations.”
FUEL FLOW EXPLAINED
One of the significant talking points is the way the ACO and FIA will go about limiting horsepower and increasing efficiency. Instead of a traditional air restrictor, which limits flow from the engine’s intake, a fuel flow meter effectively performs the same function, but is instead integrated into the fuel system and limits fuel rather than air.
The major advantage comes with the ability to manage the amount of fuel used and easily adjust levels according to fuel type and the size of each car’s hybrid system. According to FIA Technical Director Bernard Niclot, the fuel flow meter is also able help in another department as well.
"What we want is to control the flow and the amount of fuel used per lap in order to avoid any race strategy or fuel economy run and this kind of thing we could see in the past,” Niclot explained. “As we limit the fuel flow, we won't need to limit the air or boost pressure or the cylinder capacity. It's a new way to make the regulations.”
The FIA and ACO are currently evaluating two different types of fuel flow meters (mechanical and ultrasonic), while a handful of cars have been already tested in FIA WEC races this year. In 2014, LMP1 cars will be equipped with two (identical) sensors, in order to increase accuracy.
"It's a completely different philosophy from today,” Beaumesnil added. “This is really the main way to improve efficiency of the car. We already know that. By not restricting the air but the fuel, we can prove a lot in efficiency in the class."
Beaumesnil says that the implementation of fuel flow meters will also allow the ACO to introduce new forms of fuels, including hydrogen power, once the technology is ready for endurance racing.
Monterey
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