84 replies to this topic

[Stephane]

The Alpine is not a new car.

[Venom21]

The Alpine is not a new car.

It is also lighter, has more power and has better aero than LMP2 so they are definitely not showing there hand.

[ARTGP]

The LMP2 are well developed cars. the hypercars are all new. They will surely get a bit quicker as they develop. Maybe too soon to start panicking.

There isn’t going to be any further “development”. The Toyota will in its 5 year homologated spec this weekend. That Toyota has already done tons of KM and enduro test. They are not very far off the ultimate pace they have. They aren’t going to be 3 seconds up the road like they should be.

Edited by ARTGP, 27 April 2021 - 18:07.

[ARTGP]

It is also lighter, has more power and has better aero than LMP2 so they are definitely not showing there hand.

The car is outside it’s window due to the weight increase and the le mans aero kit. 

Edited by ARTGP, 27 April 2021 - 19:22.

[Ben1445]

Some comments from Toyota's Rob Leupen and Alpine's Matthieu Vaxiviere
 
Toyota: Hypercar’s Spa Deficit to LMP2 “Should be Reviewed” | https://sportscar365...ld-be-reviewed/
 
Leupen: "If it comes based on pure pace, then something has been done wrong. If we don’t finish, because of reliability issues or driver and team mistakes, then that’s OK if an LMP2 wins. But if this is the top category, we should be quicker. Not by a tenth or two or three, but three or four seconds at least, based on what we have seen over the last couple of years. If we are only quicker on a long run because of tire management, it cannot be. Because if we are the highest category in the WEC, we should be able to out-pace them on one lap. If we are going to fight them for a pole position then something is, from my point of view, not balanced."
 
Vaxiviere: "We were expecting a close gap, but we are behind. Everything needs to be in place, so we’ll see. I think we already have a good setup. We are working for a few tenths, one or two tenths on setup, but we are flat [out]."

 

So the question is... has the BoP game started already or are the ACO having BoP teething troubles? 

[ARTGP]

Some comments from Toyota's Rob Leupen and Alpine's Matthieu Vaxiviere
 
Toyota: Hypercar’s Spa Deficit to LMP2 “Should be Reviewed” | https://sportscar365...ld-be-reviewed/
 
Leupen: "If it comes based on pure pace, then something has been done wrong. If we don’t finish, because of reliability issues or driver and team mistakes, then that’s OK if an LMP2 wins. But if this is the top category, we should be quicker. Not by a tenth or two or three, but three or four seconds at least, based on what we have seen over the last couple of years. If we are only quicker on a long run because of tire management, it cannot be. Because if we are the highest category in the WEC, we should be able to out-pace them on one lap. If we are going to fight them for a pole position then something is, from my point of view, not balanced."
 
Vaxiviere: "We were expecting a close gap, but we are behind. Everything needs to be in place, so we’ll see. I think we already have a good setup. We are working for a few tenths, one or two tenths on setup, but we are flat [out]."

 

So the question is... has the BoP game started already or are the ACO having BoP teething troubles? 

 

 

Not a BOP game in my opinion. The LMP2 cars were already running high 3:24s laps at Le Mans in qualifying when the ACO said they wanted the hypercars to do 3:30 target lap. LMH is ruleset is too slow. 

[Myrvold]

Not a BOP game in my opinion. The LMP2 cars were already running high 3:24s laps at Le Mans in qualifying when the ACO said they wanted the hypercars to do 3:30 target lap. LMH is ruleset is too slow. 

 

Almost like it should be just 1 Prototype/Hypercar class, and two different GT-classes!

[registered]

So after killing a very good LMP2 class in 2017 and turning it into an Oreca one make championship. We got a slow top class, with all areas of the cars regulated by a maximum allowed performance with BoP on top. Thanks ACO! I hated these rules from the moment they were announced, not worthy for a top class Imo

[JHSingo]

Not a BOP game in my opinion. The LMP2 cars were already running high 3:24s laps at Le Mans in qualifying when the ACO said they wanted the hypercars to do 3:30 target lap. LMH is ruleset is too slow. 

 

Yeah, this is what I don't understand either. It feels like, for quite a few years, the FIA and ACO has been hellbent on slowing the top class down for reasons that don't really make a whole lot of sense - possibly because they got the collywobbles from lap records/big LMP1 crashes at Le Mans in previous years? 

 

But now it just seems they've been very overzealous. And whilst sportscar racing has had a lot of positive news recently, it's not a good look for any category of racing to introduce a shiny new era in which the new cars are considerably slower than their predecessors. That's...not progress. 

 

Bonkers, quite frankly, since you could see this problem coming from quite a distance off. 

 

So after killing a very good LMP2 class in 2017 and turning it into an Oreca one make championship. We got a slow top class, with all areas of the cars regulated by a maximum allowed performance with BoP on top. Thanks ACO! I hated these rules from the moment they were announced, not worthy for a top class Imo

 

Give it time. This new era is likely to be a bit of a slow-burner in this first year. But the next few should be better - and hopefully the cars only get quicker from this point on too. 

 

 

[Dan333SP]

Interesting article on the LMP2/LMH issue:

 

https://www.motorspo...vidson/6494407/

 

Basically, LMP2 pros are suggesting that the FIA/ACO need to make the LMH cars faster rather than slowing the LMP2s further. As it is, the LMP2s now need to take greater risks passing GTE cars in corners/braking zones rather than straights because of the power cuts, and the cars are apparently quite difficult to drive in low downforce trim, which will be a challenge for the non-pro drivers in the lineups. 

 

Seems that the easiest way to make the LMH cars faster is by decreasing the minimum weight pretty significantly. Not sure how feasible this is, but you'd have to imagine Toyota are carrying around a bunch of ballast to meet the minimum weight requirements. 

[Dan333SP]

Another thought is that the manufacturers who committed to LMDh (Audi/Porsche/Acura and possibly GM) are probably feeling pretty good about their chosen approach versus LMH. The LMDh cars are almost certainly going to be quicker unless something drastic is done.

 

That said, you just know politics will come into it and with Peugeot and Ferrari committed to LMH, I can't imagine the ACO will allow the LMDh cars to be significantly faster. 

[Ben1445]

That said, you just know politics will come into it and with Peugeot and Ferrari committed to LMH, I can't imagine the ACO will allow the LMDh cars to be significantly faster. 

If ACO/IMSA prototype convergence is going to be anything at all meaningful they haven't really got any option other than to to do all they can to make sure LMH and LMDh more or less equal in performance.

 

Petty politics would be a huge to risk to the best chance sportscar racing has had in seemingly forever. Will be interesting to see how they handle things in my view. 

[Burai]

Political wrangling has ended every other sportscar racing boom period, so I don't see why this one should be any different. Even if the rule makers get all their ducks in a row, you've got five years tops before it all comes crashing down under the weight of self interest. Just enjoy the ride whilst it lasts. After all, there'll be another boom along later.

[Dan333SP]

This may be the last "boom" before everything goes electric/hydrogen or whatever comes next, so we better enjoy it while it lasts. As it is, none of these cars are likely to be normally aspirated so the sound is already guaranteed to be disappointing. Aston shouldn't have killed their car  

[JHSingo]

Interesting article on the LMP2/LMH issue:

 

https://www.motorspo...vidson/6494407/

 

Basically, LMP2 pros are suggesting that the FIA/ACO need to make the LMH cars faster rather than slowing the LMP2s further. As it is, the LMP2s now need to take greater risks passing GTE cars in corners/braking zones rather than straights because of the power cuts, and the cars are apparently quite difficult to drive in low downforce trim, which will be a challenge for the non-pro drivers in the lineups. 

 

Seems that the easiest way to make the LMH cars faster is by decreasing the minimum weight pretty significantly. Not sure how feasible this is, but you'd have to imagine Toyota are carrying around a bunch of ballast to meet the minimum weight requirements. 

 

Yeah, slowing LMP2s just causes further complications - particularly when there's far more of those than there are cars in the top class at the moment. 

 

Speeding up the Hypercars is the only practical solution. 

 

But at the moment it sort of gives off ALMS vibes. I used to love the era when the nimbler LMP2 Porsches and Acuras could take the fight to the more powerful Audi R10s on particular circuits - it resulted in some classic races. Although I suppose that's not really what the FIA had in mind with these cars... 

[boomn]

If they slow down the LMP2 cars then I think they are putting a nail in the coffin of their own preferred but dying GTE class and adding one more reason to replace that with GT3

[Ben1445]

I still think a fairly common misconception is that the Hypercar class consisting of the LMH and LMDh rulesets is the final outcome of convergence. It's the first step of a much longer term goal in which, all going well, the c.2023 "boom" need not necessarily end with an inevitable bust. 
 
Hypercars now is a compromise. It's two separately developed rulesets which are being smashed together with BoP. LMDh was developed as a suitably cost-effective category specifically for the US domestic market. LM-Hypercar/LMH was an attempt to replicate the appeal of high-tech, futuristic LMP1s but doing so on a massively reduced budget. Both achieved some interest in their own right, but the separation between the ACO and IMSA was still hurting the appeal for manufactures, who wanted a common global platform to justify the necessary budgets. 
 
It was only when the agreement to allow LMDh to run in the WEC and at Le Mans occurred that the log-jam opened up. The strong levels of participation we are expecting now is in large part because the two sides found a compromise to enable them to work together on something which had previously been a massive and frustrating stumbling block. 
 
This was some of the talk on the day IMSA/ACO prototype convergence was announced (https://racer.com/20...ence-agreement/ ) 

 

Pierre Fillon, ACO president: "We can’t emphasise enough, as it’s exceptional, how many opportunities this long-term sporting and marketing vision will open up."

 

John Doonan, IMSA president: "On the eve of IMSA’s 51st season of competition, future race fans will regard today as one of the most significant of all time for IMSA, the ACO and the world of sports car racing," 

 

This c.2023 "boom" should merely be the proof that convergence is the right way to go. With it, the profile and popularity of sportscar racing should rise again and provide the right ground to create properly converged global prototype classes. That becomes especially important now as both IMSA and the ACO look towards future technologies such as hybridisation and hydrogen fuel cells. There's no benefit in trying to do that difficult job twice on both sides of the Atlantic to effectively compete against each other for OEMs. The mutual benefit of getting longer-term convergence right should, in theory, outweigh the short-term self interests. 

 

Assuming they don't defy logic and manage to screw it all up again, that is... 

Edited by Ben1445, 28 April 2021 - 16:54.

[registered]

Give it time. This new era is likely to be a bit of a slow-burner in this first year. But the next few should be better - and hopefully the cars only get quicker from this point on too.

It's not that I will not enjoy the racing, I probably will if I watch it.

 

I despise the technical rules which set a limit on every aspect of car performance. You are free to develop aero as long as it's not has to much downforce and and not less drag than allowed. You are free to develop your engine but it can't have more power than allowed, and not be to efficient please.  Weight distribution is fixed. Minimum engine weight and prescribed center of gravity.

 

And on top of it from a sporting site we will get success ballast and BoP.

 

It's spec rules in disguise with the horrible success ballast (we saw how amazing it was in the past in LMP1)

[BRG]

I despise the technical rules which set a limit on every aspect of car performance. You are free to develop aero as long as it's not has to much downforce and and not less drag than allowed. You are free to develop your engine but it can't have more power than allowed, and not be to efficient please.  Weight distribution is fixed. Minimum engine weight and prescribed center of gravity.

You need to consider how we got to this situation.  Without these rules, it becomes a spending war, one make wins, the rest leave, the series collapses.  It has happened many times (Can-Am, WSC.WEC several times, Super Touring etc).  Unless you constrain designers, cars become too fast for safety, so many circuits become redundant.  It is all a vicious spiral.  

 

If you could devise a formula that satisfies your requirements and doesn't fall victim to these  problems, you would be doing us all a favour.

[Dan333SP]

You need to consider how we got to this situation.  Without these rules, it becomes a spending war, one make wins, the rest leave, the series collapses.  It has happened many times (Can-Am, WSC.WEC several times, Super Touring etc).  Unless you constrain designers, cars become too fast for safety, so many circuits become redundant.  It is all a vicious spiral.  

 

If you could devise a formula that satisfies your requirements and doesn't fall victim to these  problems, you would be doing us all a favour.

 

Right. We have this perception of unlimited development and technical advancement during the heyday of LMP1 (Porsche/Audit/Toyota battles), but even then there were stringent regulations in place intended to prevent too much investment in development that would make the cars too fast. Porsche's outings with the unrestricted 919 Evo show how limiting even those regs were. For context, that car ran a 1:41.7 at Spa, these new Toyotas were in the 2:05 range this past week. 

[registered]

If you want to stop spending I think a budget cap would have been better.

[Dan333SP]

If you want to stop spending I think a budget cap would have been better.

 

Maybe, but then you'd run into a situation like LMP2 where you homologate different cars and put them on a strict development/budget cap, and one ends up being much better than the others and the class either turns into a spec show if the car is sold to customers like the ORECA, or the less competitive manufacturers just pull out. Doing all of this careful BoP and regulation of every aspect of the car is their attempt at guaranteeing that any car built to these rules will be competitive throughout its homologation window.  

[ezequiel]

So Kobayashi on pole with #7 half a second faster than Nakajima in #8 and 1.6 seconds faster than Albuquerque in third with the best LMP2. It seems Toyota hadn't done any low fuel runs. The Alpine was 4th overall 1.9 seconds off the pace.

[ARTGP]

Kevin Estre is a god at Spa. That is all. 

[BRG]

Maybe too soon to start panicking.

Hypercars take three out of the first four grid slots.  Panic over?

[Ben1445]

Hypercars take three out of the first four grid slots.  Panic over?

They seem pretty fast and frugal in the race as well compared to the P2s 

Edited by Ben1445, 01 May 2021 - 12:29.

[AlexPrime]

Race is tons of fun, enough with the doom and gloom 

[FLB]

How would you like an FIA WEC version of Drive to Survive?

 

https://www.lefigaro...urvive-20210505 (en francais)

Edited by FLB, 05 May 2021 - 14:06.

[JHSingo]

How would you like an FIA WEC version of Drive to Survive?

 

https://www.lefigaro...urvive-20210505 (en francais)

 

With MotoGP already planning the same thing, I feel like we're going to see a lot of copycat DTS-like programmes very soon...I'd bet good money on NASCAR doing something similar too. 

 

I suppose for racing fans that's good news? Although, as with anything, whenever something gets copied, the result is usually a poor imitation rather than something that's actually new and original. 

[HistoryFan]

Update

 

LMP2 (25 cars)

United Autosport #22 (Oreca-Gibson): Filipe Albuquerque, Philip Hanson, Fabio Scherer

Jota #38 (Oreca-Gibson): Anthony Davidson, Antonio Felix da Costa, Roberto González

Panis #65 (Oreca-Gibson): Julien Canal, Will Stevens?, James Allen?

G-Drive #26 (Aurus-Gibson): Roman Rusinov, Nyck de Vries, Franco Colapinto

IDEC #48 (Oreca-Gibson): Paul-Loup Chatin, Paul Lafargue, Patrick Pilet

Richard Mille #1 (Oreca-Gibson): Sophia Flörsch, Tatiana Calderón, Beitske Visser

IDEC #17 (Oreca-Gibson): Ryan Dalziel, Dwight Merriman, Kyle Tilley

DragonSpeed #21 (Oreca-Gibson): Juan-Pablo Montoya, Ben Hanley, Henrik Hedman

United Autosport #32 (Oreca-Gibson): Nico Jamin, Manuel Maldonado?, Jonathan Aberdein?

Racing Team Nederland #29 (Oreca-Gibson): Giedo van der Garde, Frits van Eerd, Job van Uitert

Inter Europol #34 (Oreca-Gibson): Alex Brundle, Renger van der Zande, Jakub Smiechowski

Graff #39 (Oreca-Gibson): Vincent Capillaire, Arnold Robin?, Maxim Robin?

G-Drive #25 (Aurus-Gibson): Roberto Merhi, Rui Andrade, John Falb

Duqueine #30 (Oreca-Gibson): René Binder, Tristan Gommendy, Memo Rojas

High Class #20 (Oreca-Gibson): Dennis Andersen, ???, ???

United Autosport #23 (Oreca-Gibson): Paul di Resta, Alex Lynn, Tom Gamble?

PR1 Mathiasen #24 (Oreca-Gibson): Patrick Kelly, Gabriel Aubry, Simon Trummer

Jota #28 (Oreca-Gibson): Stoffel Vandoorne, Sean Gelael, Tom Blomqvist

WRT #31 (Oreca-Gibson): Robin Frijns, Ferdinand von Habsburg, Charles Milesi

WRT #41 (Oreca-Gibson): Robert Kubica, Louis Delétraz, Ye Yifei

ARC Bratislawa #44 (Ligier-Gibson): Miro Konôpka, ???, ???

High Class #49 (Oreca-Gibson): Anders Fjordbach, Jan Magnussen, Kevin Magnussen

Realteam #70 (Oreca-Gibson): Loic Duval, Norman Nato, Esteban Garcia

Racing Team Nederland #74 (Ligier-Gibson): Narain Karthikeyan, Arjun Maini, Naveen Rao?

Risi #82 (Oreca-Gibson): Oliver Jarvis, Ryan Cullen, ???

 

Former LMP2 class winners

Filipe Albuquerque (1)

Philip Hanson (1)

Ryan Dalziel (1)

Paul di Resta (1)

 

Most experienced drivers

Jan Magnussen (22)

Anthony Davidson (12)

Patrick Pilet (12)

Julien Canal (11)

Roman Rusinov (11)

Tristan Gommendy (11)

 

Rookies

Fabio Scherer

Franco Colapinto

Patrick Kelly

Sean Gelael

Robin Frijns

Ferdinand von Habsburg

Robert Kubica

Ye Yifei

Esteban Garcia

Kevin Magnussen

[HistoryFan]

LMP2 (25 cars)

United Autosport #22 (Oreca-Gibson): Filipe Albuquerque, Philip Hanson, Fabio Scherer

Jota #38 (Oreca-Gibson): Anthony Davidson, Antonio Felix da Costa, Roberto González

Panis #65 (Oreca-Gibson): Julien Canal, Will Stevens, James Allen

G-Drive #26 (Aurus-Gibson): Roman Rusinov, Nyck de Vries, Franco Colapinto

IDEC #48 (Oreca-Gibson): Paul-Loup Chatin, Paul Lafargue, Patrick Pilet

Richard Mille #1 (Oreca-Gibson): Sophia Flörsch, Tatiana Calderón, Beitske Visser

IDEC #17 (Oreca-Gibson): Ryan Dalziel, Dwight Merriman, Kyle Tilley

DragonSpeed #21 (Oreca-Gibson): Juan-Pablo Montoya, Ben Hanley, Henrik Hedman

United Autosport #32 (Oreca-Gibson): Nico Jamin, Manuel Maldonado, Jonathan Aberdein

Racing Team Nederland #29 (Oreca-Gibson): Giedo van der Garde, Frits van Eerd, Job van Uitert

Inter Europol #34 (Oreca-Gibson): Alex Brundle, Renger van der Zande, Jakub Smiechowski

Graff #39 (Oreca-Gibson): Vincent Capillaire, Arnold Robin, Maxim Robin

G-Drive #25 (Aurus-Gibson): Roberto Merhi, Rui Andrade, John Falb

Duqueine #30 (Oreca-Gibson): René Binder, Tristan Gommendy, Memo Rojas

High Class #20 (Oreca-Gibson): Dennis Andersen, Marco Sorensen, Ricky Taylor

United Autosport #23 (Oreca-Gibson): Paul di Resta, Alex Lynn, Wayne Boyd

PR1 Mathiasen #24 (Oreca-Gibson): Patrick Kelly, Gabriel Aubry, Simon Trummer

Jota #28 (Oreca-Gibson): Stoffel Vandoorne, Sean Gelael, Tom Blomqvist

WRT #31 (Oreca-Gibson): Robin Frijns, Ferdinand von Habsburg, Charles Milesi

WRT #41 (Oreca-Gibson): Robert Kubica, Louis Delétraz, Ye Yifei

ARC Bratislawa #44 (Ligier-Gibson): Miro Konôpka, Matej Konopka, Oliver Webb

High Class #49 (Oreca-Gibson): Anders Fjordbach, Jan Magnussen, Kevin Magnussen

Realteam #70 (Oreca-Gibson): Loic Duval, Norman Nato, Esteban Garcia

Racing Team Nederland #74 (Ligier-Gibson): Tom Cloet, John Corbett, James Winslow

Risi #82 (Oreca-Gibson): Oliver Jarvis, Ryan Cullen, Felipe Nasr

 

Former LMP2 class winners

Filipe Albuquerque (1)

Philip Hanson (1)

Ryan Dalziel (1)

Paul di Resta (1)

 

Most experienced drivers

Jan Magnussen (22)

Anthony Davidson (12)

Patrick Pilet (12)

Julien Canal (11)

Roman Rusinov (11)

Tristan Gommendy (11)

 

Rookies

Fabio Scherer

Franco Colapinto

Patrick Kelly

Sean Gelael

Robin Frijns

Ferdinand von Habsburg

Robert Kubica

Ye Yifei

Esteban Garcia

Kevin Magnussen

Jonathan Aberdein

Manuel Maldonado

Arnold Robin

Maxime Robin

Wayne Boyd

Matej Konopka

John Corbett

[HistoryFan]

GTE-Pro (8 cars)

AF Corse #51 (Ferrari): James Calado, Alessandro Pier Guidi, Côme Ledogar

Porsche #91 (Porsche): Gianmaria Bruni, Richard Lietz, Frédéric Makowiecki

Porsche #92 (Porsche): Neel Jani, Kevin Estre, Michael Christensen

AF Corse #52 (Ferrari): Miguel Molina, Daniel Serra, Davide Rigon

Weather Tech #79 (Porsche): Cooper MacNeil, Earl Bamber, Laurens Vanthoor

Corvette #63 (Corvete): Nick Catsburg, Jordan Taylor, Antonio Garcia

Corvette #64 (Corvette): Alexander Sims, Nick Tandy, Tommy Milner

Hub Auto #72 (Porsche): Maxime Martin, Alvaro Parente, Dries Vanthoor

 

Former GTE-Pro winners

Gianmaria Bruni (3)

Richard Lietz (3)

Daniel Serra (2)

Tommy Milner (2)

James Calado (1)

Alessandro Pier Guidi (1)

Michael Christensen (1)

Kevin Estre (1)

Antonio Garcia (1)

Jordan Taylor (1)

Laurens Vanthoor (1)

Maxime Martin (1)

 

Most experienced drivers

Richard Lietz (14)

Antonio Garcia (14)

Gianmaria Bruni (12)

Neel Jani (11)

Tommy Milner (11)

Frédéric Makowiecki (10)

[HistoryFan]

GTE Am (23 cars)

TF Sport #33 (Aston Martin): Ben Keating, Felipe Fraga, Dylan Pereira

Dempsey Proton #77 (Porsche): Matt Campell, Jaxon Evans, Christian Ried

AF Corse #83 (Ferrari): Nicklas Nielsen, François Perrodo, Alessio Rovera

Project 1 #56 (Porsche) Egidio Perfetti, Matteo Cairoli, Riccardo Pera

GR #86 (Porsche): Ben Barker, Michael Wrainwright, Tom Gamble

JMW #66 (Ferrari): Thomas Neubauer, Robby Foley, Rodrigo Sales

Aston Martin #98 (Aston Martin): Paul Dalla Lana, Nicki Thiim, Marcos Gomes

Iron Lynx #85 (Ferrari): Rahel Frey, Michelle Gatting, Sarah Bovy

Proton #99 (Porsche): Patrick Long, Felipe Fernandez Laser, Gian Luca Giraudi

Iron Lynx #60 (Ferrari): Paolo Ruberti, Raffaele Gianmaria, Claudio Schiavoni

Dempsey Proton #88 (Porsche): Julien Andlauer, Lance David Arnold, Dominique Bastien

AF Corse #54 (Ferrari): Giancarlo Fisichella, Thomas Flohr, Francesco Castellacci

Project 1 #46 (Porsche): Dennis Olsen, Anders Buchardt, Maxwell Root

Iron Lynx #80 (Ferrari): Matteo Cressoni, Rino Mastronardi, Callum Ilott

Spirit of Race #55 (Ferrari): Duncan Cameron, Matt Griffin, David Perel

Absolute #18 (Porsche): Andrew Haryanto, Alessio Picariello, Marco Seefried

Cetillar #47 (Ferrari): Antonio Fuoco, Giorgio Sernagiotto, Roberto Lacorte

Kessel #57 (Ferrari): Takeshi Kimura, Mikkel Jensen, Scott Andrews

Herbert #69 (Ferrari): Alfred Renauer, Rolf Ineichen, Ralf Bohn

Inception #71 (Ferrari): Ben Barnicoat, Brendan Iribe, Ollie Milroy

TF #95 (Aston Martin): John Hartshorne, Ross Gunn, Ollie Hancock

Rinaldi #388 (Ferrari): Pierre Ehret, Christian Hook, Jeroen Bleekemolen

D'station #777 (Aston Martin): Fuji Tomonobu, Satoshi Hoshino, Andrew Watson

 

former GTE-AM class winners

Matt Campbell (1)

Christian Ried (1)

Egidio Perfetti (1)

Julian Andlauer (1)

Nicki Thiim (1)

 

most starts

Patrick Long (16)

Jeroen Bleekemolen (15)

Christian Ried (11)

Giancarlo Fisichella (11)

 

Rookies

Dylan Pereira

Jaxon Evans

Alessio Rovera

Thomas Neubauer

Andrew Haryanto

Alessio Picariello

Antonio Fuoco

Alfred Renauer

Ben Barnicoat

Brendan Iribe

Ollie Milroy

Fuji Tomonobu

Riccardo Pera

Tom Gamble

Rodrigo Sales

Robby Foley

Sarah Bovy

Felipe Fernandez Laser

Gian Luca Giraudi

Lance David Arnold

Anders Buchardt

Callum Ilott

David Perel

Scott Andrews

Ralf Bohn

Rolf Ineichen

Ollie Hancook

Christian Hook

[HistoryFan]

Hypercars

Toyota: Kazuki Nakajima, Sébastien Buemi, Brendon Hartley

Toyota: Kamui Kobayashi, Mike Conway, José María López

Glickenhaus: Frank Mailleux, Olivier Pla, Pipo Derani

Glickenhaus: Ryan Briscoe, Richard Westbrook, Romain Dumas

Alpine: André Negrão, Nicolas Lapierre, Matthieu Vaxivière

 

Former overall-winners

Nakajima (3)

Buemi (3)

Dumas (2)

Hartley (2)

 

most experienced drivers

Dumas (20)

Lapierre (13)

Pla (13)

[HistoryFan]

So we have 50 drivers on the grid what brings up the number of 24h Le Mans drivers up to 3478

 

oldest driver on the grid: Dominique Bastien (75 years!)

Edited by HistoryFan, 01 August 2021 - 17:28.