2024 Random Sportscar & GT Racing News

WEC, Blancpain, Le Mans Series, Rolex and special events like the Le Mans 24h
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#16

Post by erwin greven »

Bottom post of the previous page:

Ford Performance And Dinamic Confirm Mustang GT3 Programme Canned

15 February 2024, 3:03 PM

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Both Dinamic GT and Ford Performance have confirmed that their planned partnership for the 2024 GT World Chjallenge Europ has been terminated forthwith.

An Instagram post today from the Dinamic team, which was previously a Porsche GT3 customer ahead of its planned Ford switch, stated:

“Today, we have to share news we never wished to deliver. In recent times, your warmth and closeness on this page have been incredible. Unfortunately, for reasons we prefer not to delve into, our relationship with Ford has abruptly ended.

“The Dinamic GT team has worked tirelessly over the past few months on this collaboration, and we never stopped believing in this project. We announce that we will not be racing with Ford this season.

“But Dinamic GT doesn’t stop here; we will take a couple of days to reflect, but we can assure you that we will come back stronger than before. Because opportunities arise from crises, and giving up is not in our nature…

“We will return… and we will do so soon.”

When approached by DSC, a senior Ford Performance spokesman provided the following statement:

“We can confirm that Ford Performance is no longer partnering with Dinamic GT for the Fanatec GT World Challenge Europe Series. We have no further comment at this time.”

Dinamic GT had been due to field a pair of new Ford Mustang GT3s in a full season of GT World Challenge Europe.

One of them was a Pro car for Chris Mies, Fred Vervisch and for the Endurance Cup rounds, Dennis Olsen, the other a Bronze Cup effort for Philipp Sager and Ben Barker, with Christopher Zöchling joining for the Enduros.
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#17

Post by Everso Biggyballies »

Everso Biggyballies wrote: 4 months ago
SBan83 wrote: 4 months ago
Everso Biggyballies wrote: 4 months ago Yep, I have it playing on the big screen at home and will watch until the GP gets close to starting.
Re the Pug I would love to see it win in this wingless set up. I think this might be the last race for it wingless, before they get the new update on track
Yeah, the commentators mentioned that this is its last race, which took me by surprise, but I guess they meant the last race for this configuration, now that you say it. Definitely rooting for it to win too now!
Yes for sure its the last race for this configuration, and not the last race for Peugeot. They were in the process of testing and getting a final spec for a winged version finalised before getting the new updates homologated.... and then an event or two to get it sorted in time for Le Mans.

NEW PEUGEOT RELEASE DATE CONFIRMED... March 25th, 11:00 CET

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#18

Post by DoubleFart »

SHOW ME THE GODDAM WING!
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#19

Post by Everso Biggyballies »

DoubleFart wrote: 4 months ago SHOW ME THE GODDAM WING!
Short long distance spy video when testing. https://www.tiktok.com/@san2su2sou/vide ... 6905122081
Plus a pic on the previous page of this thread.

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#20

Post by erwin greven »

Insight: Why IMSA is Rolling Back its BoP Process for GTD Pro/GTD
IMSA senior technical director Matt Kurdock, VP of competition Simon Hodgson speak on decision to sideline manufacturer-nominated BoP following Daytona...

The Balance of Performance system from the GTD Pro and GTD classes at January’s Rolex 24 at Daytona could go down in the history books as a well-devised experiment that ultimately didn’t pan out in the long-term for the IMSA WeatherTech SportsCar Championship.

That’s because the process, which had GT3 manufacturers nominate their own performance parameters, won’t be used moving forward this season, following an announcement by the sanctioning body on Friday that it will revert to last year’s tried-and-trusted BoP process beginning with next weekend’s Mobil 1 Twelve Hours of Sebring presented by Cadillac.
The ambitious system, which took shape during the second half of last year before debuting in IMSA’s blue-ribboned event, resulted in nearly a dozen technical working group meetings with OEMs that ultimately put the BoP into each manufacturers’ own hands.

As IMSA’s senior technical director Matt Kurdock recalls, an immense amount of work went into validating the new procedure, including organizing a controlled Balance of Performance test during December’s IMSA-sanctioned test days at Daytona International Speedway.

"IMSA dictated what the run plans were, we dictated what tires needed to be on the car, what fuel loads needed to be on the car, what drivers are driving the cars and we were able to collect a lot of data in controlled and similar circumstances, which is something that's very difficult to do during a normal sanctioned event or a race weekend,” Kurdock says.

"Using that data, we were able to then, over the course of the December test, refine the performance targets with the OEMs and have another round of BoP adjustments during the test, again with the goal of working towards common performance targets.

"The performance targets range from lap-time based targets that use a lot of the sector data that IMSA has access to, top speed targets, acceleration targets, things like that. It wasn't just about targeting the lap times, it was targeting an array of performance parameters with the intent to balance the on-track performance not just in one lap but over the course of a stint and taking into account the degradation of performance as the stint carries on.

"We worked through that process at the December test and were able to leave the test with a lot of good, empirical data. We then had a series of working groups with the OEMs where we transparently shared that data and than arrived at targets for the Roar and a collective BoP for the Roar."

Kurdock says that all of the OEMs had a “stake” in the discussion and collaboration on the process and parameters for the Daytona BoP table, with the high level of transparency having continued into race week.

"That final working group is where we all had the opportunity to go through the data, to discuss the performance targets for the Daytona race event and to align on those targets and the appropriate Balance of Performance parameters for all of the cars,” he says.

"Subsequently we ran the race and had continued the process, sharing the data from the race post-race and then we've looked at some of what happened in the race, looked at some of the data on the new tires from the race and then we worked with the OEMs on further evolution on the Balance of Performance process going into Sebring.”

That evolution, will be a back-to-basics approach that will see IMSA dictate the BoP themselves, although with an increased level of transparency that was developed through the months of work behind the scenes to come up with what was essentially on display at Daytona.

IMSA has cited two reasons for abandoning the newly developed system, one being the difficulty that some OEMs faced in nominating its own performance parameters, and also the lack of a sanctioned test at Sebring International Raceway, or at any other road course this year.

Neither Kurdock nor IMSA’s VP of competition Simon Hodgson acknowledged the change was made as a direct consequence of Ferrari and BMW’s post-race penalties for exceeding IMSA’s expected performance levels in the race.

"Our sporting regulations speak of the targeted performance window that allows for competitive equivalency,” explains Hodgson. “Obviously, following the race after we've conducted a comprehensive internal review, we determined that those performance targets have been exceeded.

"It's clear since that time that both IMSA and the manufacturer partners have come to the conclusion that BoP's extremely challenging, especially… with the introduction of three new cars and the new tire and the inputs, it’s based on a lot of calculated data [that] don't always achieve the desired performance. And you know, Daytona was different to Sebring.

"Daytona, we had a sanctioned test. We had plenty of opportunity to define those targets, which were clearly and transparently shared. But as we go into Sebring, there was no sanctioned test.

"We have to look at all of the data we currently have in hand, and I think there's been a realization of recognition from the manufacturer group that complexity and fitting defined performance targets is difficult. And so the decision to revert to controlling the BoP processes, we move forward for the rest of the year."

Despite the change back to the previous BoP system, Hodgson says that won’t eliminate the possibility of IMSA issuing penalties for so-called sandbagging from manufacturers or teams, as the criteria remains written in the regulations.

"It would be incorrect to dismiss that and say no, there won’t be any penalties,” he says. “Again, IMSA’s goal is not to penalize anybody. We’re there to have a very prescriptive set of regulations that give clear expectations for everybody and all concerned. We believe that we follow that with the new evolution of the process going into Daytona.

"As Matt said, we have multiple technical working groups. We had original performance targets upon the conclusion of the testing in December at Daytona, those performance targets were revised. All manufacturers were apprised. They understood what those performance metrics look like. They understood, the expectations. That's the word that is being used, but really those expectations were defined by clear communication on performance metrics.

"We saw some of those performance metrics exceeded, which resulted in penalties at Daytona.

"Again, that is after the course of number of technical working groups, a control test and 24 hours of racing. IMSA chose not to penalize during the race because obviously we wanted to ensure we had the time to fully scrub the data and ensure that those metrics were fully understood. They were also discussed subsequently after that event, with all of the manufacturers, when the penalties were announced.

"So as we moved into Sebring and we challenged the manufacturer partners to project potential BoP values surrounding targets that were initially defined by IMSA. There was a realization that there was an immense amount of complexity and trying to project what the outcome would be, of values in a BoP table to define a competitive window of equivalency that fell within plus or minus a quarter of a percent of targeted metrics was something that that some of the manufacturers weren't prepared to do.

"I think it was an important moment where everybody added an alignment and a realization that what we're trying to do as a group, it's immensely difficult, especially when you you've got so many things outside of your control.

"At that point, the manufacturers, even though they recognize the challenge, they basically declared they wanted to work with IMSA, in support of IMSA but with IMSA in control, making those decisions based on all of the data that is currently available.

“IMSA is still committed, and I think the manufacturer partners as a group, are still committed to, to working towards that window of competitive equivalency. But the reality is, if you look back to the many years we've been doing BoP, there is a nature to this which is inherently reactive to the performance you see following the event.

"So, this event we're going into, IMSA is very cognizant and will be monitoring all of the performance as usual, but we also have in mind that this is the foundation for the BoP for the rest of the year when it comes to road and street course. But again, we do have data. We're looking at live telemetry and certainly we're expecting all manufacturers to run within a window of competitive equivalency. But we'll have to wait and see what the reality of that is."

Hodgson stressed there was no deliberate act to penalize the two manufacturers for exceeding its nominated performance targets.

"I think what we've all realized through this process, it's extremely difficult to achieve the targets and expectations of all concerned, but we're all committed to that,” he says. “What occurred at Daytona occurred, I think, we are very supportive as IMSA of all of our manufacturer partners and their customers. We are not trying to penalize independent manufacturers, but in this instance we had to support the process that had been agreed upon.

"As we move forward, I think going through all of that exercise and understanding the conclusion of Daytona, trying to take the same approach for Sebring, with not as much time available to us, not as many opportunities to carry out testing. Everybody's realized, 'Hey, we have we're in support of IMSA’s process, it needs to be data driven.' We've asked the manufacturers to help us insulate that process so it remains technically driven and IMSA will take the lead in partnership with the manufacturers to define the BoP.

"It has not been a waste of time. The process has evolved from last year to this point to going to those experiences and learnings. It's just unfortunate that two manufacturers were penalized following data. But again, based on our regulation based on everything that was shared and discussed, IMSA had to represent the regulation."
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#21

Post by Cheeveer »

Absolutely epic finish of the NLS today! :haha:

Watch from 4:48.000, epic last lap battle in Cup2 also, great race.



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#22

Post by MonteCristo »

Robert Wickens was hospitalised after a crash in the race.

https://au.motorsport.com/vln/news/robe ... /10595893/
Although there is no official account of what happened, onboard footage from the No. 4 Porsche showed barrier damage at the final corner where Wickens is believed to have hit the tirewall and vaulted over the fence.
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#23

Post by Everso Biggyballies »

MonteCristo wrote: 3 months ago Robert Wickens was hospitalised after a crash in the race.

https://au.motorsport.com/vln/news/robe ... /10595893/
Although there is no official account of what happened, onboard footage from the No. 4 Porsche showed barrier damage at the final corner where Wickens is believed to have hit the tirewall and vaulted over the fence.
A couple of updates from the Herta (Team he was driving for) Twitter (X) account say scans all clear with no damage but staying in overnight for observation,
Presume with no further news since that Wickens is out of hospital now.... the last of tweets was dated Saturday 6th April, just after 5:00PM

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#24

Post by erwin greven »

Brian Redman: "Mr. Fangio, how do you come so fast?" "More throttle, less brakes...."
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#25

Post by Vassago »

Mostert & Talbot on pole for the Fanatec Australia GT opener in Phillip Island. I see Triple 8 has ditched the Prince Ibrahim experience or maybe he drives other series this year? :tongue: Renee Gracie has moved into Pro-Am with her Only Fans livery. Now has a co-driver too.
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#26

Post by Vassago »

Mostert & Talbot won Race 1 while OF mobile was leading the AM part with Paul Stokell but Gracie spun after two corners of her stint and that was that. Big crash for AM Mercedes on the frontstretch forced a red flag with only 3 mins remaining. It started to rain half-way during the race and the crash was basically aquaplaning.
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#27

Post by Everso Biggyballies »

Vassago wrote: 3 months ago Mostert & Talbot on pole for the Fanatec Australia GT opener in Phillip Island.
They started 6th in the end, having post qualy been given a 5 spot penalty for pitlane speeding during qualy. It didnt seem to hinder them too much as they indeed took the chequered flag first, although it has to be said they got a bit of help with the SC sent out mid race for Tony Bates.

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#28

Post by erwin greven »

Remaining 2024 NES Races Cancelled
Focus shifts to a 2025 relaunch

17 May 2024, 4:59 PM

The remaining races on the 2024 Nürburgring Endurance Series calendar have been cancelled, as the organisers shift their focus to the 2025 season.

The statement released today, which follows the cancellation of NES 02 earlier this month after marshals staged a walkout, reads:

“Despite sufficient sponsors, intensive efforts and numerous conversations regarding the organisation of the races, the Nürburgring Endurance Series (NES) is cancelling all race events scheduled for 2024. At the same time, the NES will be focussing immediately on preparations for the 2025 racing season.

“For 2024, NES had created all the prerequisites for running an independent racing series, including organisation and race control, and drew up innovative regulations that were considered positive by experts and approved by the DSMB.

“For the NES.02 race, which was to be held on 4 May, all the commitments by marshals necessary to hold the race were in place. The usual number of reserve staff was also available. Early on Friday afternoon between 12:30 and 14:00, 88 marshals withdrew their commitments at short notice, meaning that the event had to be cancelled for safety reasons.

“In order to enable the teams to have a perfect 2025 racing season with ideal conditions, the NES will cancel the remaining race dates for 2024 and use the capacity to train additional neutral marshals. The first dates of the training, which is free of charge for participants, will be announced shortly on the nes.de website.

“For the year 2025, there will be an allocation of race dates based on the judgement of the Koblenz Higher Regional Court, which Nürburgring 1927 GmbH & Co. KG has already called for and in which NES will participate.

“Particular thanks go to all the teams, sponsors and marshals who have supported the NES despite all the adversity.”

This means that only the NLS – the rival series to the NES – will stage contemporary endurance races on the Nordschleife for the remainder of the 2024 season after the 24 Hours of the Nürburgring next month.

There are four more NLS race weekends scheduled for 2024 between June and October.
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#29

Post by erwin greven »

Hypercar Homologation Cycle Extended to 2029

Hypercar homologation cycle extended by two years; OEMs get two additional Evo jokers…

by Davey Euwema
June 14, 2024

The ACO has confirmed that the current homologation cycle for the cars in the FIA World Endurance Championship Hypercar class has been extended for two additional years through until the end of the 2029 season.

The WEC’s top class category was first introduced in 2021 and consisted exclusively of LMH machinery before the LMDh ruleset, which was developed in conjunction with IMSA, joined the class in 2023.

Currently, a combined nine manufacturers compete in Hypercar, with that number due to grow to ten when Aston Martin debuts its Valkyrie LMH next year.

The move, according to the ACO has been made to ensure the “stability” of the technical regulations, ahead of the prospect of additional manufacturers joining the platforms in the years to come.

As part of the regulation extension, two development EVO jokers will be applied to each manufacturer for use in the 2028 and 2029 seasons only.

Each OEM has been permitted to use up to five jokers throughout the current cycle.

The extension of the ruleset is expected to be confirmed by IMSA for WeatherTech SportsCar Championship competition as well.

BMW M Motorsport director Andreas Roos, whose brand is currently engaged in both the WEC and the WeatherTech Championship with the M Hybrid V8 built to the LMDh ruleset, praised the decision as “the right way” to proceed.

“Still for sure it’s not cheap, but it’s a very cost efficient way to do high level endurance racing,” Roos told Sportscar365.

“We can always talk about where we can still save costs and where we can maybe make [it] more efficient and work on on things.

“And I clearly have to say and an increase in costs would also be negative for the championship, in my opinion.

“So we have to still really look to be at the end very efficient with the money, how we do it and how we run the championship.

“So this is clearly a topic, but I think seeing eight, nine manufacturers here and maybe even more in the future shows that this formula clearly works.

“This is why I also say there is no need in the short term future to change anything on this. We all develop the cars to this regulation. The cars are looking fantastic.

“There are opportunities in the regulation when, for example, your design from your road cars completely changes or you have a big update, then you can do a styling update on your car but leave the rest of your car the same.

“And this for me is a good topic and I support it.”

Hydrogen Class Introduction Pushed Back to 2028

Additionally, the ACO also confirmed that its planned introduction of a hydrogen class into the French endurance classic has been pushed back by an additional year to 2028.

ACO president Pierre Fillon had previously stated at last year’s Bahrain season finale that a delay to 2027 was already on the cards.

With 2028 now mentioned as the introduction year, it marks the fourth time that the class introduction has been delayed.

“The ACO, the FIA and IMSA continue to explore hydrogen technology to achieve zero-carbon motor racing,” a statement issued on Friday read.

“A hydrogen prototype class will be introduced in 2028. A joint working group is drawing up the regulations required to bring this pioneering and sustainable technology into endurance racing

“For optimal sporting competitiveness, the hydrogen will be stored in liquid form. The MissionH24 program is also continuing its work on the H24EVO.”

At least four manufacturers currently active in the Hypercar class (Toyota, Alpine, Peugeot and BMW) have expressed interest in racing hydrogen-powered cars, with the former two even going as far as presenting concept cars.

Additional companies, including Ligier Automotive, Solution F and Saleen Automotive, have either built concept cars or have signaled plans to enter the formula when it debuts.
https://sportscar365.com/lemans/wec/hyp ... d-to-2029/
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#30

Post by erwin greven »

New LMP2 Regs Delayed Until 2028

Current LMP2 machinery to be extended through 2028 in third delay to new regulations…

by John Dagys
June 14, 2024

The new LMP2 regulations have been delayed a further two years to 2028, officials from the ACO confirmed on Friday during its annual press conference at Le Mans.

It marks the third delay for the new regulations that were originally due out in 2024, before initially facing a one-year delay before a further year added to the current formula, announced at the end of 2022.

Current LMP2 cars will continue to be eligible in the European and Asian Le Mans Series, at the 24 Hours of Le Mans and in the IMSA WeatherTech SportsCar Championship, the latter series which has currently confirmed eligibility through the end of the 2025 season.

The move, according to the ACO, was made due to the “ongoing popularity” of the class.

Last year, Gibson Technology was announced as the spec powerplant supplier for the next-gen rules through at least 2030, while it’s understood that LMDh constructors ORECA, Dallara, Multimatic and Ligier will be eligible to build cars.

It will, however, come with a downsized engine and reduced weight compared to the current formula.

LMP2 team owners and constructors have been left with mixed views over the latest delay.

“I can see on both decisions there’s positives and negatives,” United Autosports CEO Richard Dean told Sportscar365.

“This decision to extend the [current] car takes the pressure off financially, in particular ourselves, who are one of the few teams that have European Le Mans and IMSA [programs].

“It’s a big investment to [make] a wholesale change of cars to go straight back at that level. We’ve got six cars at the moment.

“Despite the popular opinion that racing teams are making pots of money, there’s not that sort of money sat there.

“We have work to do if we’ve got to buy new cars, in figuring out how we fund that. It’s nice to have that pressure taken away.

“But on the other side, it would be an interesting new technical challenge with a new car. I think we’re well-equipped to probably extract performance out of a new car.

“I would have gone with either decision and had figured out a solution. It is what it is. I understand why they’ve done it.”

TF Sport team principal Tom Ferrier, meanwhile, said there’s many different opinions on the current matter.

“I think a lot of the current teams are going on the approach of ‘If it’s not broken, don’t fix it,'” Ferrier told Sportscar365.

“The cars are great, and everybody’s got all their kit, the racing’s really good and the performance is good in the car.

“Do we need a brand new car? On the flip side, a new car has got to come somewhere. So we’re all going to have to bite the bullet at some point, as well.

“To be honest, I’m a little bit on the fence with it. I’ll do as I’m told, almost.”

Dallara is understood to have been one of the chassis constructors that had been in favor of the introduction of the new regulations sooner, owing to the fact that the current is nearly completely made up ORECA machinery.

“We made our position very clear, all along,” Dallara’s Max Angelelli told Sportscar365. “No. 1, we support the committee. We support all of the technical work we did. We support the ACO and FIA.

“We wanted the [new] LMP2 [regulations] to be confirmed. They decided to [delay them again].

“We respect their decision. The racing fight will be postponed but there will be a racing fight. Whatever it now is, we feel like we lost an opportunity to compete because we love the competition.

“We want to compete.”

Davey Euwema contributed to this report
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Brian Redman: "Mr. Fangio, how do you come so fast?" "More throttle, less brakes...."
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Brian Redman: "Mr. Fangio, how do you come so fast?" "More throttle, less brakes...."
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