This said, the intention remains for investment in LMH to be limited compared to LMP1. The ‘Win on Sunday, sell on Monday’ mantra lives on. It offers a tangible link to the hybrid technology in the manufacturers’ road cars. The teams retain greater control over the design of their cars, including the hybrid system, which is a standardised part for LMDh. It is not yet known which approach Ferrari will take. Toyota is basing its car around the road-going GR Supersport whilst the latter is building a racing prototype.

Perhaps more in the spirit of some of the more pioneering efforts from Le Mans’ past, Toyota, Peugeot and Ferrari have opted for the LMH option. This offers manufacturers greater creative freedom in the design of their cars and powertrains. Currently only eligible for entry into the World Endurance Championship, including Le Mans, the Hypercar class is free of the LMDh cost cap rules intended to curb LMP1-style development spending habits by making some spec parts mandatory. The more restrictive LMDh regs offer a ‘cut-price’ option to enter both Le Mans and Daytona but LMH is in some ways the opposite. The Hypercar class is open to both specialised prototypes and cars based around roadgoing vehicles, which are eligible if 20 hypercar production models are produced over a two year period.įurther upping the competitive ante is the announcement that LMH cars will now be permitted to run against LMDh cars in the US-based IMSA series, meaning that Ferrari, Peugeot (potentially under its Dodge brand) and Toyota are now permitted to come Stateside and take on American classics such as Daytona and Sebring. Sign-up now for access to a limited number of articles.

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