Latest news with #LMDh
Motor 1
2 days ago
- Automotive
- Motor 1
Porsche's Road-Going Le Mans Prototype Has a Name: 963 RSP
A month ago, Porsche teased a new road-going Le Mans prototype seemingly based on the 963 LMDh car in a video about a street-legal 917 the company built in the 1970s. Now, with the 2025 24 Hours of Le Mans weeks away, it released another teaser and revealed its name: 963 RSP. The teaser video shows various people working away on the 963 RSP, which Porsche says in the video description is a "a one-of-one vehicle crafted with precision, purpose and detail at every touchpoint." The video shows someone sanding a carbon-fiber panel, someone else prepping some suede-like trim, another painting the car, and finally, someone finishing and applying an enamel, old-school Porsche badge. At the end, we see a 963 RSP badge on what appears to be the 963's rear light bar. The video is titled "Porsche 963 RSP: the road to Le Mans starts here." The key word here seems to be "road." Perhaps Porsche is planning to drive this car on the road in the lead up to Le Mans? RSP is an interesting name too. We obviously know RS stands for rennsport , racing sport, but the P is less clear. Protoype? Porsche? Some other German word this author doesn't know? Porsche making a road-legal version of a modern sports prototype race car would be a huge feat. These are extremely complicated cars, with complex high-voltage hybrid powertrains that take entire teams of engineers just to operate. And road use would have never been in the original design brief for the 963. The car is incredibly low to optimize mechanical and aerodynamic grip, and while these race cars are incredibly safe, road-car safety standards are entirely different. And while the 963's V-8 is related to that used in the 918 Spyder, it's totally reworked for race use. But one also knows that Porsche could pull this off. The 963 RSP is set to be Porsche's first road-going version of a top-flight Le Mans car since the 911 GT1 of 1996-1998. That car was a fan favorite, and no doubt, this one will be too. Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Yahoo
26-04-2025
- Automotive
- Yahoo
WEC set for another Hypercar rules extension until 2032
The existing Hypercar World Endurance Championship rule book appears set for a further extension that could allow the current generation of cars to race until the end of 2032. Series boss Frederic Lequien has revealed to that a follow up on the two-year extension to the end of 2029 announced last summer is on the table. Advertisement 'The only thing I can say is that we must be realistic,' he said. 'We have something that is working so well, and we will soon be welcoming more manufacturers [Hyundai, Ford and McLaren]. 'To not think about extending the homologation would be a mistake. I am not saying we are going to do it, but we are thinking about it.' Lequien did not mention how long the existing rules might be prolonged for, but it appears that three years is the option being most strongly considered. The Le Mans Hypercar rules came into force in 2021, with the second route into Hypercar, LMDh, opening up for 2023. #51 Ferrari AF Corse Ferrari 499P: Alessandro Pier Guidi, James Calado, Antonio Giovinazzi #51 Ferrari AF Corse Ferrari 499P: Alessandro Pier Guidi, James Calado, Antonio Giovinazzi Paul Foster Paul Foster Advertisement At that point the initial five-year rules cycle for LMH was prolonged by two years until the end of 2027 to bring it in line with LMDh. The further extension was announced on the eve of last year's Le Mans 24 Hours when WEC rule makers the FIA and the Automobile Club de l'Ouest firmed up plans for the introduction of hydrogen-powered cars in 2028. The vision outlined by the governing bodies called for these cars to be able to compete with the next-generation of conventionally-fuelled Hypercar machinery from 2030. The idea of pushing back the end date for the current rules in both the WEC and the IMSA SportsCar Championship in North America has been welcomed by the manufacturers. Advertisement Urs Kuratle, who heads up the LMDh programme at Porsche, said: 'We would be in favour of it: it would be a good thing, good for the manufacturers in both championships. 'It is something we know is being discussed but as a manufacturer we are not yet involved in those discussions, but from our point of view it would make sense.' Urs Kuratle, boss of 963 programme at Porsche Penske Motorsport Urs Kuratle, boss of 963 programme at Porsche Penske Motorsport Porsche Penske Motorsport Porsche Penske Motorsport Peugeot Sport technical director Olivier Jansonnie echoed Kuratle's viewpoint. 'There are new manufacturers entering the WEC in 2027 and them having only three years of racing to try to create some value from the investment they are making is a bit short, so it would all make a lot of sense,' he said. Advertisement 'The conditions of the extension have not been discussed with us: now we are waiting to see what the ACO and the FIA wants to do officially.' What is not clear is whether there will be attempts to bring the LMH and LMDh rules together during any extension period. But the manufacturers appear unanimous in a belief that there should only be one platform when the next rules cycle comes into force. 'No one likes having two platforms,' said Kuratle. 'If everyone sits around the table, and I can see that happening in the future, and discusses openly for the good of the sport, and says 'let's take this from LMH and that from LMDh', we could make a common ruleset or platform.' #93 Peugeot Totalenergies Peugeot 9X8: Paul Di Resta, Mikkel Jensen, Jean-Éric Vergne #93 Peugeot Totalenergies Peugeot 9X8: Paul Di Resta, Mikkel Jensen, Jean-Éric Vergne JEP / Motorsport Images JEP / Motorsport Images Advertisement Jansonnie stressed the importance to Peugeot of being able to develop its own chassis and the hybrid element of the powertrain, an option allowed to its LMH. That is not the case in LMDh where manufacturers develop their machinery around a so-called spine supplied by one of four licensed constructors and have to run an off-the-shelf energy-retrieval system. He affirmed that a move away from a front-axle hybrid drive would not be a sticking point for the French manufacturer. 'If tomorrow the regulations have to change saying we have to do two-wheel-drive, but with the way the LMH regulations are done where you are in control of the complete design of your car, it would be fine for us,' said Jansonnie. Advertisement It is also unclear if the hydrogen class, which would allow both internal combustion and fuel cell cars, will come into force in 2028 as planned. There are no hydrogen regulations as yet and Toyota, which confirmed its interest in running the alternative fuel in the WEC at Le Mans in 2023 by showing its the GR H2 concept, has stressed the difficulties in being ready to race in '28. Toyota Gazoo Racing Europe technical director David Floury said that having a car ready for the current start date would be 'extremely challenging' given the absence of regulations. Read Also: Pascal Wehrlein could join Porsche for Spa 6 Hours ahead of Le Mans debut To read more articles visit our website.
Yahoo
16-04-2025
- Automotive
- Yahoo
Revealed: Genesis' LMDh Hypercar set to take on Le Mans, WEC in 2026
Motorsport photo We've been privy to the renderings of the Genesis-planned LMDh (Le Mans Daytona hybrid), hypercar competitor coming to WEC and IMSA racing series within the next year or two. But the big reveal of the polished, fiery orange-clad physical competitor for its Genesis Magma Racing effort — the GMR-001 hypercar — happened Wednesday on the US shore at this week's New York International Auto Show. Advertisement Like many of the hypercar manufacturers competing in both series across the pond thus far, you can see where Genesis has pulled design cues from its road cars – noting the recognizable 'two-line' lighting, or the slightly separated stacked 'strips' of headlights like you see on its models – same for the rear 'taillights.' The sweeping curves of the body and panel work were done by Genesis' Design Europe's chief creative officer, Luc Donckerwolke. Genesis Magma Racing GMR-001 Hypercar Genesis Magma Racing GMR-001 Hypercar Genesis Genesis Genesis Magma Racing GMR-001 Hypercar Genesis Magma Racing GMR-001 Hypercar Genesis Genesis Genesis Magma Racing GMR-001 Hypercar Genesis Magma Racing GMR-001 Hypercar Genesis Genesis Underneath and new to note is a flat underbody plate has to support aerodynamic efficiency, with integrated inlets that are meant to help enhance the car's thermal performance. Beyond the bodywork though, the chassis development remains a partnership project between the Korean outfit and ORECA. Advertisement What's not changing as far as we know, as no further information was shared by Genesis at the time of the physical car's reveal is the hypercar's planned V8 underpinnings expected to be paired with the series' spec hybrid system. What we do know is that the V8 is being developed from similar technology used in its inline four-cylinder 1.6-liter turbo engine from the Hyundai i20 N Rally 1. The technical director at Hyundai behind the LMDh engine program told in December that the development from a 1.6-litre inline four to a 3.2-litre in the short time window (about 16 months from inception to track) would be challenging, but the idea of making small adjustments from the four to a V8 would be more time conducive, rather than developing an entire V8 engine from the ground up. Genesis Magma Racing GMR-001 Hypercar Genesis Magma Racing GMR-001 Hypercar Genesis Genesis Advertisement Chances are that there will be some changes in the design and powertrain as development continues on the GMR-001, as expected. Each manufacturer who has participated in LMDh/hypercar programs has experienced similar changes prior to the final form that arrives on track for race day. And the powertrain developments are constant as the team and manufacturers behind the hybrid unit, learn how each works together. In the interim, Genesis Magma Racing is working on gathering real world experience ahead of its WEC debut next year — with an LMP2 entry in the European Le Mans Series (ELMS) championship and the team's Trajectory Program drivers Jamie Chadwick and Mathys Jaubert. It's already experienced success in the opening round of the series — scoring a win for the team's debut race at the 4 Hours of Barcelona. The Genesis Magma Racing will set its pace in the 2026 WEC season with drivers Andre Lotterer and Pipo Derani, with plans to run an additional car in the IMSA WeatherTech Sportscar Championship in the States in 2027. Genesis Magma Racing GMR-001 Hypercar Genesis Magma Racing GMR-001 Hypercar Genesis Genesis Read Also: Jamie Chadwick: Everyone is secretly desperate to find the future female superstar WEC reveals BoP tweaks for Imola 6 Hours What are LMH and LMDh? The top Le Mans 24 Hours series explained
NBC Sports
12-03-2025
- Automotive
- NBC Sports
A beautiful noise as Aston Martin's V12 Valkyrie Hypercar races in IMSA at Sebring for first time
No matter the results at the Mobil 1 Twelve Hours of Sebring, Aston Martin's new Valkyrie is guaranteed to generate some noise in its IMSA WeatherTech SportsCar championship debut. That's an easy assertion to make when a V12 naturally aspirated engine is racing against 12 hybrid-powered cars in the Grand Touring Prototype (GTP) category. When Aston Martin rolled out the Valkyrie for the first time two weeks ago in the World Endurance Championship at Qatar, driver Ross Gunn said the engine's throaty roar was 'the main puller' for fans drawn to the British luxury automaker's foray into the top level of sports car racing. 'Having the V12 is incredibly special, and I didn't really appreciate it enough before Qatar just how awesome it was,' Gunn said during an IMSA videoconference last week. 'Having it ring around Qatar, which is a relatively open track so the noise can go anywhere, it still sounded absolutely incredible. I'm super excited to be driving in front of a full house (at Sebring), and I just can't wait to see the reaction of the fans, which I think is going to be incredible. Nate Ryan, 'We are very early in our development phase, and Sebring is such a difficult circuit. I think the key is just to remain realistic. We have a new fan favorite car. The V12 engine sounds incredible, and everybody's going to love it, but we have to be realistic that we are step by step trying to get closer to the competition. Setting our expectations low to start is definitely the smartest thing.' Beyond just the distinct sound of its powerplant, Aston Martin's Sebring appearance will be notable as the first time that a Le Mans Hypercar (known as LMH, the featured prototype platform in the WEC Series and 24 Hours of Le Mans) will race in GTP against the LMDh prototype platform that is featured in IMSA's premier category. It's an important step in the vision for the Grand Touring Prototype category, which was rebranded and reintroduced in 2023 with hybrid technology and rule specs that allowed for crossover between the U.S-based IMSA and European-based WEC series. While manufacturers such as Porsche and Cadillac have brought their LMDh cars to the WEC and at Le Mans, Aston Martin will mark the trend finally going in the other direction with a Hypercar racing in IMSA GTP. Sebring's GTP field will set records for total cars (13 of the 56 on the grid) and manufacturers (six as Aston Martin joins Acura, BMW, Cadillac, Lamborghini and Porsche). 'It'll be great; it's going to bring a lot of different eyes, especially with the sound of that car,' said four-time IMSA champion Jordan Taylor, who co-drives the No. 40 Cadillac for Wayne Taylor Racing. ' I think it's going to be a fan favorite just from the sound of it. It's going to be interesting to see how it fits in. It's a much different build of a car. 'It's tough for them to debut at one of the toughest tracks. One of their cars had a pretty good Qatar reliability- wise, but Sebring is going to be a whole other animal. At Qatar, Aston Martin finished in the last two spots of the Hypercar category but scored a moral victory with its No. 009 Valkyrie finishing the race (albeit 23 laps down; its other car, which included Gunn behind the wheel, finished 137 laps down after being retired). The challenge will be stiffer at Sebring's legendary 17-turn, 3.74-mile layout. Gunn, who will co-drive the No. 23 Valkyrie with Roman De Angelis, and Alex Riberas, said The Heart of Racing team (a perennial championship contender in IMSA GT categories that is stepping up to GTP) has 'no illusions' about the difficulty of tackling the notoriously bumpy asphalt of Sebring. #23: ASTON MARTIN THOR Team, Aston Martin Valkyrie, GTP: Ross Gunn, Roman De Angelis, Alex Riberas The Heart of Racing's No. 23 Aston Martin Valkyrie tests at Sebring International Raceway last month. The car will be shared by Ross Gunn, Roman De Angelis and Alex Riberas in the Mobil 1 Twelve Hours of Sebring (IMSA/Michael L. Levitt/LAT Images). 'To be honest, the priority is to finish, that's the main No. 1 goal,' Gunn said. 'We're kind of in the deep end, being years behind everybody else, but we like challenges. We had a successful last few years in the GT classes. 'We have to be realistic. We're not ready to be competing with the top guys in the class. That takes time. We have massive respect for our competitors. It's definitely something that I don't say lightly, but we're up against some of the best teams, manufacturers and drivers in the world. And that's a huge challenge. And we are starting from two years behind these guys, and we need to work incredibly hard to get to that level. This year is really going to be a big learning year for us. 'There's so many things (at Sebring) with the severity of the bumps, the curbs and the temperature as well. Basically, every component in the car is put under extreme pressure to get to the end.' Aston Martin likely will be the latest in a long list of famous manufacturers that have struggled during their first season in IMSA's premier division. The dawn of the new GTP era two years ago brought the re-entry of BMW and Porsche to the top prototype class, and both battled issues with durability and pace throughout the 2023 season. Gunn said there were few takeaways from those struggles for Aston Martin. 'Their packages are very different to ours,' he said. 'Of course, there's lots of things for a while that we've been picking up, watching how certain people prepare (for) qualifying, out laps and restarts. These are things that we've been picking up throughout the years anyway, just being on the grid and showing an interest as a bit of a fan. 'But our package is very different to theirs in the sense that every car is very unique, so there's not that much of 'Oh, they did that in 2023.' We're kind of just more focusing on our own package and we'll take it from there.' Going to work👊#AstonMartin #ValkyrieHypercar #Qatar1812km Despite a lack of similarities with the LMDh competition, the Valkyrie already is drawing a lot of curiosity. Porsche Penske Motorsport also competes in the WEC and had a pit stall alongside Aston Martin at Qatar. 'We kind of got an up-close look at the operation there,' Porsche Penske Motorsport managing director Jonathan Diuguid said. 'Obviously, they're supported by our manufacturer partner Multimatic and looked like they had most of the stuff under control or more under control than I would have thought for their first race. 'I think they're learning that the LMDh and GTP and Hypercar field right now is extremely competitive, and I would be shocked if anybody could show up for their first event and compete for overall wins with the quality of the teams and the drivers and the cars that we have now. So it's tough for me to say where they are in the development program. The one thing I can say is it's a testament to the regulations because it's a V12 naturally aspirated car that sounds great and looks quite different and so to have another manufacturer competing at that level is only a benefit for everyone.' Team Penske drivers Laurens Vanthooer, Felipe Nasr, and Nick Tandy with their Rolex watches in Victory Lane with Daytona Speedway President Frank Kelleher, Sunday January 26, 2025 after winning the Rolex 24 at Daytona International Speedway. Laurens Vanthoor (left), Felipe Nasr (middle) and Nick Tandy celebrate their Rolex 24 at Daytona victory (David TuckerNews-Journal / USA TODAY NETWORK via Imagn Images). Despite turning countless laps over thousands of miles in testing, both of Porsche Penske Motorsport's 963s finished outside the top 10 in its 2023 Rolex 24 at Daytona debut. But the team quickly got acclimated and has consecutive Rolex 24 victories as well as last year's GTP championship. No. 6 Porsche 963 driver Mathieu Jaminet expects Aston Martin 'to be a contender at some point late in the season or early next year.' Teammate Nick Tandy, who is part of this year's No. 7 963 that won the Rolex 24, said GTP is tough because 'you're not racing against idiots and poor teams. 'These are top-level operations,' Tandy said. 'Not saying the Aston Martin team isn't, of course. They've got a huge background in motorsport generally. And the people involved in the operation know what they're doing in IMSA, as well as WEC. So yeah, it's not easy. This is the thing; Everything has to be perfect. And with the GTP and the Hypercar technology, there is a lot of development to make all the parts of the car work together even if you're not running the hybrid system, 'As a fan of the sport, it's great and I'll be interested to watch (Aston Martin's) progression.' Pitting a V12 engine against hybrids is an intriguing matchup of fuel efficiency and electronic systems. Using a formula known as Balance of Performance, IMSA uses regulations to try to keep its cars even. For the BOP at Sebring, the Valkyrie's V12 engine has been reduced by 15 horsepower while also receiving a break on minimum weight. Though using the V12 on track, Aston Martin will have an electrical motor to help its launch in exiting pit stops (the hybrid cars exclusively use battery power in the pits). 'The key is that obviously we all race to a BOP and I think it's clear that IMSA have done a great job with that in terms of leveling the playing field in the past few years,' Gunn said. 'Obviously, in the top class, it's going to be a new thing, having a normally aspirated car with the hybrids. There are obviously a few differences in the way that they produce performance and the way that they provide performance. I think the key for us is that having normally aspirated maybe simplified things quite a lot, so there's less things to change, less variables. So I think from that side, it's definitely easier. History starts here.#AstonMartin #ValkyrieHypercar #WEC 'I see a lot of people write that having the hybrid is going to be a massive advantage. And for sure there's differences in the sense that we have to run a little bit more fuel, but the differences are actually quite simple in that regard. So I'm actually very curious to see how it all plays out.' The competition also seems satisfied that there will be no overwhelming competitive advantages for either side. 'The way motorsports is today, the advantages you have will be BOP-ed, and any disadvantage will be BOP-ed to kind of make it as even as possible,' Taylor said. 'So there's advantages you can have with fuel efficiency or temperatures with the way the brake systems work, the way traction controls intervening with different types of engines. With the way our sport is now, if you're half a second off the pace, you're going to get some more power or less weight and vice versa.' As the sun sets at Sebring International Raceway last month, the No. 23 Aston Martin Valkyrie turns a lap in testing (IMSA/Michael L. Levitt/LAT Images). Said Diuguid: 'It's up to the series and the sanctioned bodies to make sure we're all competing on equal footing. And we have all the trust in those groups and they've done a good job so far. So looking for a competitive weekend for any engine architecture, whether it's our turbo V8 hybrid or a naturally aspirated V12. I think that's the beauty of sports car racing right now, and the regulations permit any kind of powertrain architecture to compete.' But any real discussions will wait until Aston Martin is competitive. At Sebring, the team will be making headlines solely with the sound of its V12 and not the results. 'So yeah, our aim is to try and bring the noise to Sebring, try and gain as much mileage as we can because that is really essential to the program at the moment, trying to get as much information about the car,' Gunn said. 'There's things that we're learning every time we turn a wheel. We're all still very inexperienced with this class, but every time we get in the car it's essential for us because we're getting more and more confident, more and more comfortable.'
Yahoo
11-03-2025
- Automotive
- Yahoo
Genesis GMR-001 Le Mans Hypercar's V8 Is Two Turbocharged Rally Car Engines Stuck Together
It's pretty rare to see a genuinely new engine get developed these days even for race cars, especially from smaller automakers that don't have as big of a motorsport presence, so it was shocking when Genesis announced that its upcoming Le Mans Hypercar would be powered by a V8 engine. The Hyundai Motor Group hasn't made a V8 since 2021 when the Tau engine was discontinued, so would the company be coming up with a totally new motor for its GMR-001? Well, not exactly. Genesis Magma Racing team principal Cyril Abiteboul revealed that the LMDh racer's V8 was created by sticking two WRC-derived turbocharged four-cylinder engines together. Hyundai has competed in the World Rally Championship for the past 12 years, winning the manufacturer's trophy in 2019 and 2020, and Abiteboul was team principal since January 2023 and president since January 2024, so the move makes sense. Abiteboul says the decision to fuse the WRC engines together was largely due to timing and so Genesis wouldn't have to design something new from scratch: Anyone who knows about engines will appreciate that we only had six months to develop a complete engine. We elected to go with a V-8, precisely because the V-8 was a great opportunity not to have to redesign a complete engine from scratch and instead take inspiration from our [Hyundai Motor Group's] existing WRC [World Rally Championship] engine, a very competitive 1.6-liter turbocharged inline-four that we've been using for several years. We took that engine and made it two times four in line, which gives us a V-8. Those WRC motors make around 380 horsepower, though without restrictions that figure could surely be boosted up. Current WRC cars are hybrids, all using a spec motor that adds an extra 134 horsepower, but that system won't get carried over in the creation of the V8 as LMDh cars have their own spec hybrid system that uses a 67-hp electric motor. Genesis is also working with famed racing constructor Oreca on the GMR-001's development. Read more: GM Hopes A Clutch Pedal Is Enough To Make Enthusiasts Buy EVs We were in a dearth of cool top-end Le Mans race car designs following Audi's dominating diesel era, but with the LMDh and LMH classes we're finally seeing some wild designs again, and the Genesis might be the best looking one yet. Asked about the relationship between design and performance, Abiteboul said the two go hand-in-hand: One of the most famous French aero designers used to say that a nice airplane flies well, too. And I tend to believe that. Sometimes, technical regulations can induce you to design cars that are not necessarily very nice-looking because they are extremely sophisticated. I keep thinking of Formula One because that's where I spent the largest part of my life. There was a period of time when cars were packed with aerodynamic surfaces: lots of wing legs, shark legs and so on and so forth. But in the end, I believe there is no opposition between aesthetics and functionality. In any case, the car that wins is always the more beautiful one. Abiteboul added that maintaining Genesis' Korean identity is important for the Magma team. That's not just in terms of design (the Magma logo is even a reference to Korean characters), but in how quickly the GMR-001 is coming together. Since its initial debut in Dubai in December Genesis has only shown renderings and a half-scale model of the GMR-001 so far, but the real thing will be unveiled in April before testing begins in August, and it'll be racing in early 2026. "By all standards, we really compressed the timing of what is normally done to an extreme, because we also want to show the speed of Korean culture — or what I'd like to call, Genesis hyperspeed," said Abiteboul. When the GMR-001 hits the track in the 2026 FIA World Endurance Championship season, it'll be up against competitors from Acura, Alpine, BMW, Cadillac and Porsche — Lamborghini has canceled its WEC Hypercar entrant, but Ford will be joining in 2027. Genesis will then join the IMSA SportsCar Championship for the 2027 season. The company will be fielding two cars in each. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
