PRIVATEER OPTIONS

The FIA and ACO haven’t forgotten about the privateers through the sweeping new regulations, as measures have been put in place to help keep costs under control, yet aim to give the independent teams a better chance against the factory squads.

First off, all current 2012-2013 spec LMP1 machinery will be grandfathered for at least the first season, providing teams with a transition year before purchasing new equipment.

It's unclear of the exact shape of the LMP1 grid for 2014, other than Porsche's confirmation and the highly likely entries from Toyota and Audi. (Photo: LAT)

Once they do, privateers will have two options: to run or not run a hybrid? If they choose the latter, the car’s minimum weight drops from 850 to 830 kg, and will receive a larger fuel allocation. These cars will fall into the “LMP1-L” category, dubbed for lightweight.

If private teams opt for a hybrid system, they will be subject to the same technical requirements as factory operations. Hybrid-powered prototypes, either factory or privateer lightweights, will be considered “LMP1-H.”

All privateers will also continue to benefit from having their own sub-category in the WEC, with the FIA Endurance Trophy for LMP1 Privateer expected to retain its separate podium in 2014 as well.

Additionally, the ACO has pledged to adjust the performance levels of privateer cars to put them in a more competitive light to the factories. Those adjustments would likely come with fuel capacity and/or fuel allocation.

OTHER CHANGES

In addition to the rather complex new equivalency formulas and open engine/powertrain rulebook, as well as the slight dimensional change, new-gen LMP1 cars will also sport smaller, 14-inch wide tires, currently seen on LMP2 contenders, while also enforcing wheel tethers on all four corners.

Zylon panels will be placed on the sides of each tub, to help better absorb side impacts, while drivers will also benefit from a revised seating position in the cockpit that will give them increased visibility.

The FIA is also currently conducting a study into the foam padding and inserts used in seats and whether improvements can be made to help prevent spinal injuries. 2012 was a particularly bad year for accidents, as Timo Bernhard, Guillaume Moreau and Anthony Davidson all sustained broken backs in LMP1 cars.

While not yet fully defined, the ACO and FIA are also working to limit testing, increase the lifetime of engines and is evaluating the potential reduction of crew members and equipment through further new cost-cutting policies.

ENTRIES

With Porsche’s arrival in 2014, LMP1 is set to see a three-way factory battle between Audi, Toyota and the German marque, which still holds the most overall victories at the 24 Hours of Le Mans.

Additional manufacturers to the premier prototype ranks have been rumored, although it’s unclear if any would be ready for the first year under the new regulations.

It’s also unclear what level of customer involvement there will be for 2014.

Wirth Research is known to be developing a car, possibly again to be in association with Honda Performance Development, while Onroak Automotive, a subsidiary of OAK Racing, is eager to hit the track with its own self-built prototype as well but is looking for an automaker to align with.

Other manufacturers such as ORECA, Dome and Lola, if it manages a recovery, could also be candidates for new LMP1 chassis.

No word has been given on potential privateer engine supplies, but it would seem possible that HPD and Judd could continue with similar powerplants, while it might make commercial sense for factory teams to offer engine lease programs as well, similar to what Toyota has done this season.

The move to new regulations could also deter current LMP1 privateers from continuing in the top ranks. A stable rules package for LMP2 (see below) might make the time right for a few teams to evaluate their options, at a time which could see a significant increase in budgets.


LMP2 UPDATE


Having doubled the number of teams in the last three years, LMP2 has undoubtedly seen considerable success, primarily due to the introduction of cost-capped regulations and Pro-Am driver rules.

The new Lotus T128 LMP2 car, which will debut next year, will be the first prototype built with a 2014 LMP1-approved tub. (Image: Lotus/Kodewa)

The current regulations will remain unchanged through at least 2015, while development has essentially been frozen on all existing cars. Only changes on the grounds of safety, reliability and serviceability will be allowed moving forward.

Despite LMP1 going to an all-coupe formula, open-top cars will continue for the lifespan of the current regs in LMP2.

Next year, however, will see some new machinery in the category, including the Lotus T128 and Mazda’s SKYACTIV-D turbo diesel powerplant. Additionally, beginning in 2013, the FIA and ACO will be able to performance balance not only engines but also chassis.

Finally, next month, the FIA World Council is expected to approve a slightly increased capped cost for a chassis at 362,100 Euros ($460,000), with a ready-to-race car, complete with engine, not selling for more than 440,000 Euros ($560,000). A low-drag Le Mans aero kit will be cost-capped at 10,000 Euro ($12,700) and engine lease at 78,750 Euros ($100,000).

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