Entente Cordiale Rules Daniel Poissenot and Daniel Perdrix, the technical chiefs of the ACO, are in charge of the new regulations that will govern prototype racing on both sides of the Atlantic in the Le Mans Endurance Series in Europe, and the American Le Mans Series in the US. They are working with the FIA on safety issues, but beyond that, they are taking their own path into the future of prototype racing at Le Mans. Slow Burn The new cars are slow in coming on the scene, probably because the ACO has so far failed to produce a comprehensive set of regulations for the new cars for 2006 and beyond. Small manufacturers looking to build LMP2 cars, eligible from next year, have sought clarification from the ACO. What the ACO would reveal to me was: For 2004 and 2005 LMP1 = LMP900, LM-GTP, LMP675 (carbon chassis), LMP1, SR1, 900kg LMP2 = LMP675 (aluminium chassis converted from SR2), LMP2, 750kg For 2006 onwards LMP1 = LMP1 carbon chassis cars LMP2 = LMP2 carbon chassis cars Crash Test While Poissenot explained that all prototypes built to the new regulations would need to be carbon, Perdrix disagreed. The crash test may be too stringent for anything other than carbon, but an aluminium chassis car built to the necessary strength would probably be miles over the weight limit, which is to be reset at 750kg next year. Is it still the wish of the ACO that the LMP2 category is to be seen as an entry-level prototype class? Yes. How will the ACO keep the costs of the new formula down? Through technology and electronics. No real answers there. Running with the Big Dogs What we did establish was what would happen to the current LMP675 cars. The ACO has decided that, as the MG Lola and the DBA Zytek was capable of winning against the LMP900 and SR1 cars in the ALMS and FIA SCC respectively, there is no reason why they should not be in the same category next year. Sounds fair, but for men like Rob Dyson who bought an MG Lola this year, and the money he has spent developing the car to run against the Audi, he might just as well have bought an Audi. The LMP2 class will incorporate as many 'little' prototypes as the ACO can muster, and that includes the SR2 aluminium chassis cars, such as the Pilbeam, which have already passed the ACO's homologation for the LMP675 class. The Pilbeam is expected by the ACO to be quicker than the new SR2 cars, so the French organisation has decreed that it will run with a smaller fuel tank (80 litres), 2003 restrictors (10 per cent smaller than the new cars, running to 2002 size restrictors), a smaller rear wing and ballasted from 730kg to 750. Stable Mate The general plan is to have the engine regulations remaining stable. "We do not want to change the engine regulations," said Perdrix. They are therefore expected to continue with two litre, turbocharged engines, 3.4 litre normally aspirated engines, and 4-litre road-car based engines which can be sleeved or bored, unlike the regulations of the FIA which prevents modification. For those teams waiting for a clear set of rules before pressing the green button, you will have to wait a little longer. The ACO is trying to get the regulations out as soon as possible. "December" says Poissenot. "No, sooner than that!" says Perdrix. |
Andrew Cotton |
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