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Old 10 Oct 2019, 06:33 (Ref:3933053)   #7186
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Could be interesting to look into a weight/power regulation, meaning if Aston Martin want to run a 1100kg car, then they are allowed X amount of Bhp.
If Toyota wants to run a 700kg car, then they are restricted to Y amount of Bhp.
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Old 10 Oct 2019, 13:17 (Ref:3933119)   #7187
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You can't displace that weight with power, this is not a drag race, weight just kills too much of your cornering speed.
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Old 11 Oct 2019, 11:25 (Ref:3933264)   #7188
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Originally Posted by TF110 View Post
I said that same thing. They sped up lmp2 to make it faster on the straights than GTE so they can pass easier there instead of taking risks in the corners. Hypercar is too heavy at the current proposal. I think even at 1000kg it's too heavy let alone 1100. That's approaching GTE class weights. They're going to make lmp3 faster, to separate it from GTE, which will then approach lmp2 you can't make this stuff up. It's seemingly all to appease an automaker. I figure it has to be Aston Martin. Someone didn't want to make a prototype so they decided to use their road car as a base but that road car can't go on a diet. Or they just don't want to spend money on that. If this isn't the reason for the 1100kg weight, with room to add MORE ballast, I can't imagine what other explanation makes sense.
Although obviously the real answer is Aston Martin's eternal cheapness as you say, there is always the official excuse of "lowering the bridge" for next set of regulations, with Zero Emission probably being in the zone of LMP3 speeds. And that's because of the limitations of technology, not design. The ADESS hydrogen car is many seconds off from GT3 pace and that's the ultimate aim they're targeting too
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Old 13 Oct 2019, 20:04 (Ref:3934168)   #7189
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Hypercar+DPI convergence is making a surprise return according to this (somewhat speculative) Autohedbo article.

https://www.autohebdo.fr/wec/actuali...ar-206605.html

Google translation:

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By announcing the outlines of the regulation governing the endurance category Queen from the 2020-2021 season - which was endorsed by the FIA ​​World Council last Friday October 4th - we could have thought that any collaboration between ACO and IMSA had been made impossible. This is despite the fact that many builders have pushed for a common platform on both sides of the Atlantic.

But since then, only Toyota and Aston Martin have confirmed their presence in WEC. And again, many worries hover over the British program. While we were promised very quickly the names of the partners involved, nothing has filtered since the conference on June 14. According to our information, the firm of Gaydon, Red Bull and Multimatic, would be well of the part, but it is on the Canadian structure that would rest largely of the project.

If we want to be reassuring on the ACO side, there would have been a delay on the series Valkyrie - which should not be ready for the end of the year as announced - and that the future of the companies from across the Channel is hanging from the Brexit and its consequences after October 31st. More worrying, since June 14, no other "big" manufacturer has declared. McLaren, who was the most talkative about his intentions, would have thrown in the towel, just like for GT2. However, experience has shown, two builders, it is not enough. The house of cards would be far too fragile. But that could change ...

According to our information, the discussions between IMSA and ACO about a global platform are far from over, or have never been so timely, each being ready to take a step towards the other to strengthen oneself. That's why Ford has not announced anything about a DPi program as planned. Delighted by the success of the sports program developed around his GT, seen for the last four years in WEC and IMSA, the giant of Detroit has not given up hope that it is the same for the category queen. If no IMSA, no WEC ... and vice versa. And it seems that the governing bodies are ready to discuss.

The idea would be to bring Hypercar closer to an extrapolation of the DPi 2.0, planned for 2022, which will see the DPi receive a common hybrid system and force the automakers to offer further identification of the cars. It is true that without the logo and name Cadillac affixed to the shark fin of the DPi-V. R, nobody would be able to distinguish it. The freedom offered in the field of the aero would be greater than today, to offset the loss associated with the personification of cars.

On paper, it may sound crazy, even lost in advance, while the "Hypercar" has recently been ratified by the FIA. But Ford is far from the only one to ask for such changes, since it would be accompanied by McLaren, Porsche and Ferrari, the Italian firm even seem ready, if necessary, to resume discussions after having openly declared not to be interested by Hypercar regulation.

It remains to know the details of such a project and what Toyota, Aston Martin ... and the FIA ​​think, even if the idea is not to exclude anyone. But from the moment a BoP supposed to balance series modified Hypercars to go on circuit (like the Aston Martin) and pure Prototypes (like the Toyota) is set up, why not expand it to an extrapolation of future "DPi"?

Before we get there, a lot of parties have to agree. It may be in the coming weeks that the future of World Endurance will be played out.
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