Tag Archives: Le Mans 24 Hours

LM24 Debrief: Toyota’s Triple

Well folks, the 2020 Le Mans 24 Hours went ahead, and it proved to be a huge success. The ACO deserves high praise for persevering and delivering an event that many thought wouldn’t happen at various points this year.

It was an event that featured much more than just a race too. It provided a look at the future, with news emerging about future regulations, calendars, which Travel Destinations took a look at back on Friday.

So with the 88th edition in the books, let’s revisit some of the key takeaways from the race itself:


Thanks for everything TS050, it’s been quite a ride

The LMP1 Hybrid era is now over, and it ended with Toyota scoring its third straight win at Le Mans with the No. 8 TS050 HYBRID. What a ride it’s been, an eight year roller-coaster that started back in 2012 with Audi Sport and Toyota pushing the boundaries at the inception of the FIA WEC and sparked off a ‘Golden Age’ for top level sportscars that fans will never forget.

Toyota’s commitment to endurance racing has been admirable through the years, and now it has been rewarded for its efforts with three Le Mans wins.

While it can be argued that Toyota’s victories have come against lesser competition, since the departure of Audi and Porsche, it can only beat the competition in front of it. It should also be applauded for sticking with the sport through peaks and troughs.

As a race, LMP1 this year was the most entertaining it’s been since Porsche withdrew from the class after 2019. Rebellion, on pace, were there or thereabouts with the TS050s and during the race actually managed to set the fastest lap with its No. 1 R-13.

Unfortunately, Rebellion didn’t risk pushing the limits of its cars for the entire race, and instead opted to run at a pace which didn’t put too much stress on the car’s components in order to get both cars to the finish.

In some ways, this worked, as neither of Toyota’s TS050 HYBRIDs had a clean race, and had the winning No. 8 suffered any further issues in the second half after its brake duct issue early in the race, then Rebellion would have been ready and waiting to steal the victory.

But fortunately for Toyota, the No. 8 held out and won by multiple laps. Sebastien Buemi, Brendon Hartley and Kazuki Nakajima, as you would expect, didn’t put a foot wrong and brought the car home, securing another big win for the Japanese marque.

Their teammates in the No. 7 must wonder what they have done to deserve such rotten luck, as Mike Conway, Kamui Kobayashi and Jose Maria Lopez have come close so many times now, and this year more than ever they looked a sure bet to win.

With the No. 8 in trouble early with a puncture and brake duct fault, the No. 7 led the charge until nightfall, when a turbo-charger problem forced lengthy repairs that dropped the car outside the top three. They were lucky to get on the podium too; had Louis Deletraz not had an off at Indianapolis in the final hour in the No. 3 Rebellion and been forced into the pits for a change of front and rear bodywork then they would have finished fourth.

They’ll have to try again next year, when Toyota returns to Le Mans with its brand new Le Mans Hypercar….


Aston’s double win

The 2020 Le Mans 24 Hours was a huge success for Aston Martin, its Vantage AMR taking wins in the GTE Pro and Am classes, wrapping up the GTE Pro Manufacturers’ World Championship in the process. Was it the brand’s best ever Le Mans result? You could argue the 1959 overall win was more significant… But nevertheless, this was a truly momentous day for Aston Martin, and will come as a real positive for everyone at Prodrive (which runs the team) and the automotive arm of the business after a tough year financially.

Alex Lynn, Maxime Martin and Harry Tincknell won GTE Pro in the No. 97, and proved to be the class of the field after the opening hours. This year it quickly became a head-to-head battle between AF Corse and Aston Martin Racing after Porsche’s two 911 RSR 19s were quickly exposed as lacking pace and reliability.

In the end Aston Martin took the win, after a remarkably consistent and fault-free performance over the No. 51 Ferrari 488 GTE EVO of James Calado, Alessandro Pier Guidi and Daniel Serra after a performance than on any other year may have been easily good enough to take the victory.

One of the most astonishing factors that led to victory for the No. 97 was how well the trio managed the car and conditions. All three found a way to extract race-winning pace while preserving the car, to the point where they could go the entire race without a brake change, something that would have been unthinkable a few years ago.

TF Sport meanwhile, delivered a similarly emphatic win in GTE Am, becoming the first Aston Martin customer team to get a class win at Le Mans in the modern era. Tom Ferrier’s team ran like clockwork, and Salih Yoluc, Jonny Adam and Charlie Eastwood all putting in the best drives of their careers to date.

GTE Am was somewhat of a lottery early in the race, as the varying strategies surrounding the use of gentlemen drivers caused a cycle of various contenders rising and falling up and down the order. It wasn’t until the night hours set in that the real contenders emerged, TF Sport’s Aston looking like a solid bet for the win along with the other Vantage AMR in the class from Aston Martin Racing. But reliability struck the AMR crew and eliminated them from contention before sunrise, leaving TF to fend off the challengers from Porsche and Ferrari solo. TF, to its credit, pushed on and produced a textbook faultless run.

In the end the battle for second proved to be the most thrilling, as a late safety car bunched up the field and produced a titanic scrap between three young rising stars in Nicklass Nielsen, Matteo Cairoli and Matt Campbell for the final two spots on the podium. It would be Campbell in the No. 77 Proton Porsche who would lead Nielsen in the No. 83 AF Corse Ferrari home for silverware behind the TF Aston.


United’s dominance continues


The race for LMP2 glory was an unusual one, a real war of attrition, something we don’t often see in the current era, with spec prototypes that have proven to be on the whole bullet-proof since their debut season in 2017.

Racing Team Nederland’s ORECA, the Signatech Alpine, United’s No. 32 ORECA, both DragonSpeed’s ORECAs, the High Class Racing 07, both of the G-Drive Racing Aurus entries, Eurointernational and Inter Europol’s Ligier, Nielsen’s ORECA, the Jackie Chan DC Racing ORECA and the Cool Racing ORECA all suffered notable failures. There were so many issues, for so many teams, that no lead or strong position felt safe.

United Autosports however, bucked the trend and managed to get the No. 22 of Paul Di Resta, Phil Hanson and Filipe Albuquerque home without any issues, continuing its winning streak in the LMP2 classes of the ELMS and FIA WEC this year alive.

“To win the legendary Le Mans 24 Hours, on only our fourth appearance, and clinch the FIA LMP2 World Endurance Championship title for Drivers and Teams on our very first attempt with one race still to run, is just amazing,” a jubliant Zak Brown told Travel Destinations.

“Richard [Dean] (United co-owner) has built such a great team over the past 10 years since United started racing. Full credit to Phil, Filipe and Paul plus the entire team for earning United an awesome result.”

It comes as no surprise after studying the form pre-race, but it is nevertheless a remarkable achievement, especially considering the team had never raced the ORECA chassis (with its Le Mans joker aero package) at Le Mans before, up against a field of world-class teams and drivers.

United looks like it will be a force to be reckoned with for years to come…

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We are already on sale for 2021 and demand is high! Give our office a call today to get yourself booked by calling 01707 32 99 88.

Le Mans 2021 Packages On Sale Now!

With the 2020 Le Mans 24 Hours in the rear-view mirror, it’s time to look ahead to the 2021 edition on June 12th-13th!

Travel Destinations is already on sale for 2021, and with so much pent-up demand following the events leading up to this year’s race, spaces in campsites and at hotels are filling fast!

We continue to offer our usual unrivalled selection of both on-circuit and off circuit options for fans wishing to be track side for what is set to be a memorable Le Mans 24 Hours, after an unprecedented year without fans in the stands.

There are still (limited) spaces for anyone wishing to spend race week in a ‘Flexotel’ cabin, a pre-erected Event Tent or at our private trackside campsite at the Porsche Curves. But act fast, as all these options will sell out before long.

As for the public circuit-run sites, we are still offering camping pitches at Houx, Houx-Annexe, Beausejour, Maison Blanche, Expo, Mulsanne, Arnage, Bleu Nord and Bleu Sud.

If you want to be there to see the Le Mans Hypercars and Corvette’s C8R make their debut at Le Mans, as well as the usual field of prototypes and GTE cars, then call our offices and book now on 01707 329988!

We would also like to remind customers that all packages are financially protected by our ‘Refund Gaurantee’. So you can book with confidence…

LM24 Friday Debrief: A Step Closer to Convergence?

Today was a big day for Le Mans news, as Friday at Le Mans always is. With Hyperpole in the books and the grid set for the race early in the day, press conferences and announcements dominated headlines this afternoon.

There really is so much to digest, as Travel Destinations’ Stephen Kilbey writes…


The Convergence conundrum

Despite the main event being the ACO conference today, at an ACO event, IMSA’s LMDh category was front an centre, with plenty of pieces of news emerging.

The headlines here, along with more details regarding the technical regulations, are the new technical partners. Williams Advanced Engineering and Bosch have been brought in to create the KERS system for the new (LMP2-based) LMDh cars – with Bosch looking after the mechanical portion of the unit.

The target output for the system is 40bhp, adding to tthe 630hp internal combustion engines that will be in the back of the LMDh chassis formed from Dallara, Ligier, Multimatic and ORECA’s next-generation LMP2 models. X-Trac meanwhile, will be responsible for the gearboxes for the new formula.

So many questions are yet to be answered though. The most pressing one concerns the debut of the category.

Originally, LMDh was supposed to debut in 2022, just a single year after the first races for the Le Mans Hypercars. But Travel Destinations understands it is increasingly likely for the first season of LMDh to be pushed back to 2023, the disruption caused by the pandemic clearly to blame here. (RACER.com has more on this HERE)

We should hear more on this sooner rather than later, as John Doonan (above) and his IMSA team behind the scenes continue to work with manufacturers to put together a world-class field that can compete in North America and around the world alongside Le Mans Hypercars as part of the ‘convergence’.

If LMDh’s introduction was indeed pushed back to 2023, what would that mean for said ‘convergence’? This is where we begin treading into the real ‘unknown’.

We still don’t know whether or not IMSA will accept LMH cars into the WeatherTech SportsCar Championship for instance. It will not be an easy task to balance proven Le Mans Hypercars (some of which will be in their third season) with brand new LMDh cars either, especially if the first time the two formulas meet is at Sebring or Le Mans – at two very important events. There’s also a real question mark about any WEC-bound manufacturers/teams that want to race in the Le Mans Hypercar category with an LMDh car.

Will they have to wait until 2022 or will the WEC make moves to allow them in early? Pierre Fillon, the ACO President, gave a non committal answer in the conference, stating that they are unsure whether the debut of LMDh will be “before or after Le Mans 2022″…


Peugeot Commits to Hypercar

Meanwhile, on the subject of Le Mans Hypercar, it is now official: Peugeot Sport has chosen the Hypercar formula over IMSA’s LMDh platform for its top class FIA WEC entry scheduled for the 2022 season.

The French constructor cited the amount of aerodynamic freedom in LMH as a key reason for its decision. It also relishes the chance to develop a hybrid powertrain alongside technical partner TOTAL, which extends its relationship with Peugeot as part of this WEC effort.

Renders were also shown off, which produced a strong positive response from fans.

This is all positive news. The cavalry is certainly coming for the FIA WEC, with Peugeot set to join the fun in 2022 to race against Toyota, Glickenhaus, ByKolles and, we hope, Alpine. There are plenty more manufacturers in the mix for future programmes too. The questions remain, how many more will come and as discussed above, what does the future hold for LMDh?


ByKolles’ Hypercar programme lives!

Prior to today, it had been quite a while since we last heard anything from LMP1 team ByKolles about its Le Mans Hypercar plans. It was therefore a pleasant surprise to see some new renders of ByKolles’ 2021 Hypercar.

ByKolles says its staff has run thousands of CFD runs to create the aero concept seen above, which it hopes will produce ‘class leading performance’.

The project is part of a wider drive to manufacturer and sell both track day and road-going versions of the car in the coming years. It’s certainly an ambitious move from the team which has been a part of top-level prototype racing for over a decade now.


Hyperpole proves a success!

To put it simply, Hyperpole works… Really, really, well.

The debut of the Le Mans 24 Hours’ new Qualifying format today, (which saw the top six from Qualifying Practice hit the track for a short, sharp session with fresh tyres and low fuel), produced plenty of action.

In the past Le Mans Qualifying, with its multi-session format, always had potential to be an anti-climax. Those trackside in the stands and garages often wouldn’t know when the pole lap was set, or likely to be set, because weather conditions across multiple days and varying strategies from teams meant there was always a good chance it wouldn’t go down to the wire on Thursday night.

Thus, having the fastest cars and drivers, all on fresh rubber for a quick session to decide pole this year, was (unsurprisingly perhaps), very entertaining.

Toyota took pole on this occasion, ahead of the TS050 HYBRID’s final Le Mans run this weekend. But it wasn’t an easy ride

Rebellion showed a real flash of pace with American Gustavo Menezes, who set a 3:15.822 early in the session to put the No. 1 Rebellion R-13 on provisional pole. To put that lap into context, it was the fastest non-hybrid LMP1 lap at Le Mans, ever, a few tenths faster than the previous best by SMP Racing.

Unfortunately for the Swiss team though, it wasn’t quite enough, as Kobayashi’s 3:15 came shortly after and put the No. 7 atop the times on the second lap of his first fresh set of tyres. He then went on to attempt to break the all-time lap record, (which he set back in 2017 with a 3:14.791), and was on course to do so but had to abandon the lap just as the checkered flag came out while passing through the final sector.

Elsewhere United Autosports’ Paul Di Resta narrowly took the top spot in LMP2, Porsche beat out AF Corse and Aston Martin Racing in the hotly-contested GTE Pro class and Luzich Racing claimed the honours in GTE Am.

Already we’re looking forward to seeing the response from fans trackside in 2021 to Hyperpole. If it produces drama anything like this year, then it’s sure to be a hit.


Sebring confirmed in the FIA WEC’s 2021 calendar

The FIA WEC revealed the 2021 calendar during the press conference today. The new schedule for next year sees the number of races reduced from eight to six, meaning there are a trio of omissions from the original 2020/21 calendar that was scrapped due to the pandemic.

The season will begin at Sebring, with a 1000-mile race, in a double-header with the IMSA WeatherTech SportsCar Championship’s 12 Hours of Sebring. This will be the global debut for the Le Mans Hypercar formula and mark the return of ‘Super Sebring’ after the 2020 edition was cancelled.

Spa is next up for the first of three European races. The race in Belgium precedes the Le Mans 24 Hours, as per tradition, before the teams head to Italy to race for the first time at Monza. While it won’t be the full debut of the circuit in the WEC – it played host to the pre-season prologue test back in 2017 – it will be the first race at the ‘Temple of Speed’ for the championship.

With the European leg over, the season will finish with races in Fuji Speedway, Japan and at the Bahrain International Speedway.

This means no racing, as was originally planned, at the newly-renovated circuit at Kyalami. The WEC will also not return to either Shanghai or Silverstone for the first time in its history.

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We are already on sale for 2021 and demand is high! Give our office a call today to get yourself booked by calling 01707 32 99 88.

Images courtesy of Peugeot, ACO, ByKolles and Toyota

LM24 Thursday Debrief: Will The Lap Record Fall?

We’re not even through the first full day of track action at La Sarthe, and already there is plenty to talk about and ponder as we edge ever closer to raceday.

Here’s a few observations from Travel Destinations’ Stephen Kilbey after the opening sessions:


Will Toyota break the circuit lap record again?

With Qualifying and the debut of the new ‘Hyperpole’ format right around the corner, there’s plenty of utterances about the circuit lap record being broken again by Toyota.

Thus far in practice, through the opening sessions, Toyota’s pair of TS050 HYBRIDs have already managed laptimes under 3:20, which in itself is impressive as it wasn’t long ago that a 3:30 at Le Mans would have been good enough for pole. This sort of performance level is equally impressive when you consider the efficiency too. Last year, with the same car lest we forget, Toyota managed to cover 500km more during the race at Le Mans compared to its debut with a Hybrid (TS030) LMP1 car back in 2012, and use 300kg less fuel.

However, the 3:19s we’ve seen thus far are nowhere near the astonishing 3:14.791 Kamui Kobayashi set back in 2017.

So is it possible? Well, to be perfectly honest, even Toyota are not entirely sure. The current TS050 HYBRID, which admittedly is running a revised low-down force kit this year, would certainly be capable if it ran without restrictions. The issue is that this year the cars are hit with a less favourable Equivalence of Technology handicap than they were in ’17.

The other factor is the conditions trackside. While Le Mans is notorious for throwing up surprises on the weather front in June, a September race brings with it even more question marks. Will cooler track temps, and the condensed schedule allow for a surface more suited to rapid times come qualifying? It remains to be seen.

Speaking to Travel Destinations, a Toyota source said: “We don’t see a big chance (of breaking the record). The success handicap is gone for Le Mans but there is still EoT which is harsher on us than in 2017. With a clear lap and perfect conditions, given we have an updated low downforce kit, you never know but we’re not holding our breath. And we’re not focusing on it in terms of prep.”


Porsche already up to speed?

Looking at the GTE Pro field on paper, it’s clear that Porsche’s factory crews have the most work to do early in the week this year at Le Mans.

This is because the 911 RSR-19 has never competed at the Circuit de la Sarthe before, whereas Aston Martin Racing and AF Corse have two entire weeks worth of data to draw from since their current cars made their first appearances at the track in in 2018.

With no test day this year and a packed timetable over Thursday and Friday, finding the right set up will prove to be a real challenge. But if anyone can get up to speed quickly, it’s Porsche, and already we’re seeing how quickly the crew in the garages can get a baseline sorted.

After finishing up Free Practice 1 in 7th and 8th in GTE Pro (slowest in the class), the No. 92 managed to top the times in FP2 with a (3:52.783) time that was good enough to go six tenths clear of the field. A 3:52 though, is nowhere near the Pole time from last year (3:48), so there’s a ways to go in terms of performance gains as the drivers and teams find their rhythms and the track rubbers in.

Following FP2, times did tumble further for Porsche and the entire Pro pack in Qualifying Practice later in the day, as you’d expect. The best time was a 3:50.093 from the No. 95 Aston Martin. Interestingly, the two Porsches only just made it into Hyperpole, the two 911s fifth and sixth in the times.

Will anyone show their true hand before raceday anyway? In GTE Pro it is often unwise to do so, due to the Balance of Performance system that governs the class and has been known to be tweaked between Qualifying and the Race in the past. Thus, we will likely have to wait until Saturday afternoon to get a clear picture.


IDEC Sports’ nightmare start

The Circuit de la Sarthe has already claimed its first victims with two big offs in Free Practice 2, unfortunately by two drivers from the same team: IDEC Sport.

The first off was Paul Lafargue, who suffered heavy front-right damage to his #28 ORECA after going into the armco hard at the exit of the second Mulsanne Chicane. This is a notable drama, the #28 was considered among the favourites heading into this week, as the defending European Le Mans Series championship-winning car.

After a lengthy red flag period, once the session got going again, it wasn’t long before the second IDEC ORECA, the #17, hit trouble. This time it was Dwight Merriman, who also went head-on into the barriers, though on the drivers’ left on the run from the exit of the Porsche Curves to pit-in. (Thankfully both drivers are ok after their respective impacts.)

Now it’s down to the mechanics to push on and get both cars repaired in time to ensure the drivers get some more valuable track time in before the race. Both cars already missed out on Qualifying Practice, and therefore their shot at an appearence in the Hyperpole session tomorrow.

For better or worse, this year’s condensed schedule certainly doesn’t allow teams much time to bounce back from big incidents!


All eyes on Hyperpole

The stage is now set for the first ever Le Mans 24 Hours Hyperpole session tomorrow morning. Qualifying Practice this evening saw the six cars from each class granted their place for the shootout session, which promises to be frantic!

The entire LMP1 field has made it in, because there are only five cars on the entry this year. In LMP2 six ORECAs made the cut from Racing Team Nederland, Jackie Chan DC Racing, United Autosports (both 07s), G-Drive Racing (#26) and High Class Racing.

In GTE Pro, perhaps unsurprisingly the six FIA WEC factory cars made it in, the two privateer Ferraris from Weathertech Racing and Risi Competizione unable to find the required pace.

And finally, in GTE Am, Aston Martin Racing and TF Sport’s Vantages are in, as are Porsches from Gulf Racing, Project 1 (#56) and Dempsey Proton Racing (#77) and a single Ferrari from Luzich Racing.

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We are already on sale for 2021 and demand is high! Give our office a call today to get yourself booked by calling 01707 32 99 88.

Images courtesy of Porsche and Toyota

The Calm Before The Storm

It is Wednesday of race week at Le Mans and before any cars have hit the track it already feels ‘different’. With very few non-team personnel on site in the paddock, no fans and very little pomp and circumstance prior to the start of Free Practice, this truly is going to be a Le Mans 24 Hours like no other.

But, the waiting is now almost over, and the fact that we will all still be able to enjoy the Le Mans 24 Hours in 2020 is a huge victory for the sport and the organisers.

All the cars, teams and drivers are already in the paddock and set up for the event, with Scrutineering taking place throughout the day.

While a few members of the paddock on the ground have already pointed out to Travel Destinations that it seems almost ‘too’ quiet with no spectators, they unanimously agree that it still feels like the Le Mans 24 Hours of old, with every team up and down the paddock already fully focused and on putting maximum effort into the task at hand.

As for the cars themselves there are plenty of new and tweaked liveries to get used to, including a pair of superb tribute liveries from Porsche on its GTE Pro cars.

These new colour schemes (below) celebrate the 50th anniversary of Porsche’s first win at Le Mans with the 917.

Once track action starts tomorrow, keeping the race aside for a moment, all eyes will be on the new Hyperpole format for Qualifying. It will see competitors have just 30 minutes on Friday to record their fastest possible laptime. This will decide the top six positions in each class. The remaining cars will have their spot on the grid decided on Thursday during Qualifying Practice.

“We shall have two sessions specially dedicated to fast lap times. The idea is to more clearly identify the specific period when the competitors are in pure speed mode and showcase the adrenaline and suspense that is so different on our track,” says ACO Sporting Director Vincent Beaumesnil.

“Previously, we could guess roughly when the competitors were going to attempt to record their qualifying time from the track conditions, the temperature and the stage the car was at in its testing programme. But there were no guarantees and, of course, they were not necessarily in competition with each other at the same moment in time.

“Now they will be, and it will be a festival of speed! On such a long circuit, this session is going to be a favourite with drivers and fans alike.”

It certainly looks like an exciting change on paper. We now wait to see how it plays out in reality. If it’s a success, then it’s yet another reason to be there track-side early in the week in future years.

But the real intrigue pre-race is of course the ACO’s annual press conference on Friday afternoon. There we expect to hear updates on the Le Mans Hypercar and LMDh platforms, the 2021 FIA WEC calendar and the ACO’s future plans for hydrogen technology.

In addition to what the ACO has to say, Peugeot Sport has revealed that it will be releasing further news about its forthcoming top class project. Travel Destinations understands we will see the French manufacturer compete in the FIA WEC full-time with a Le Mans Hypercar from the 2022 season on. Will we see renders of the car this week? A development timeline or testing schedule? We will have to wait and see!

Beyond that are any further surprises on the news front likely this year? Well there is every chance; especially with the debut of the new top class regulations quickly approaching. Le Mans week is always a hotbed for news, rumours and gossip, and Travel Destinations is already hearing murmurs…

It will be interesting, as always, to see if what’s being whispered turns out to be true!

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We are already on sale for 2021 and demand is high! Give our office a call today to get yourself booked by calling 01707 32 99 88.

Images courtesy of the ACO/Porsche


Storylines To Follow In The 2020 Le Mans 24 Hours

The stage is set, the teams are ready, it’s time for the 2020 edition of the Le Mans 24 Hours. A race of this magnitude, being held in these ‘unique’ circumstances, is certainly going to make it an event we won’t forget anytime soon.

With no spectators trackside, the race itself is the lead attraction this time. So what can we expect from each class? Travel Destinations’ Stephen Kilbey takes a look at some of the storylines to follow…

Toyota’s triple

The LMP1 battle throughout the 2019/20 FIA WEC season has been an intriguing one. It hasn’t been the Toyota whitewash that many would have expected, because, to be frank, the ‘Success Handicap’ system has worked – almost too well at times.

The challenger to Toyota has been Rebellion Racing, which has only run with a single R-13 during the season and will bow out of the sport at the end of the current campaign. (Though it will race with two cars at Le Mans once again).

Rebellion powered to victory at Shanghai and later at Circuit of The Americas in Texas. In the latter Rebellion had a dominant run, the restrictions placed on the Toyotas after their 1-2 finish in Bahrain meant the non-hybrid, Gibson-powered prototype could produce substantially faster lap times than the TS050s, and comfortably took the win.

The question is, will it be able to sustain a challenge over a 24-hour period?

The good news from Rebellion camp is that last year, both its R-13s made the finish, in what was their second 24-hour race. The bad news is that neither made the finish in a clean run. The car has matured since then though, so if it gets a break on the handicap front, it has the drivers capable of keeping Toyota honest throughout.

The issue, as always in performance terms, is the inherit disadvantage their non-hybrid cars have up against the Toyotas which utilise hybrid-boost through traffic which can make a huge difference over the course of a long race, even if over a single lap in Qualifying the R-13s have the edge. The four-wheel-drive nature of the TS050 HYBRIDs also benefit in wet weather with superior grip. After a tough run at Spa prior to this weekend in changable conditions, Rebellion will hope that the rain stays away on this occasion.

If they can’t challenge then ByKolles – which has only been present at one WEC race since Le Mans last year – will be left with the surely impossible task of taking the fight to the Toyotas.

Should Toyota prevail, and it is clearly the favourite, then it would be three straight wins at La Sarthe, something which would have appeared unthinkable prior to 2018.

The P2 lottery

In recent years the LMP2 class at Le Mans has been getting stronger and stronger. The level of the drivers, the standard of the teams and the racing has all taken a step up.

As a result, in 2020 we have a another astounding entry of more than 20 cars, featuring the best teams from the FIA WEC, ELMS and even a handful from the Asian Le Mans Series – which adopted the current generation of LMP2 cars last season. Once again ORECA chassis make up the majority of the pack, but that shouldn’t detract from the racing, which should be fast and furious.

Who are the contenders? From the WEC pack United Autosports has to be considered the favourite. It has two cars entered in the race (one from the ELMS), both with strong driver line-ups, and is on track to take the LMP2 class titles in both championships. Richard Dean will hope his team can ride its current momentum into Le Mans and emerge with its first class win in what will be its first attempt with an ORECA.

The two JOTA-run, Goodyear-shod, ORECAs (one a Jackie Chan DC Racing entry) too should be considered a threat, after another strong campaign from Sam Hignett’s crew. If Goodyear’s tyres at Le Mans prove to be stronger than Michelin in the conditions, then it could swing the balance of power dramatically.

Alpine cannot be counted out either. It’s been a tough year for the French team in the WEC; its sudden retirement from the 6 Hours of Spa last month (its first in a WEC race since 2015!) only adding to its disappointing season. Nevertheless it is the defending class champion and will be eager to score its first win since last year’s Le Mans.

Beyond the WEC, G-Drive Racing will be looking for redemption after its hopes of victory were dashed late in the race last year. Its leading line-up features team stalwart Roman Rusinov, ex-F1 man Jean-Eric Vergne and up-and-comer Mikkel Jensen.

It also has a second Aurus in the race thanks to an invitation earned by winning the Asian Le Mans Series. It will be run by Algarve Pro Racing and includes a strong trio of drivers: Le Mans winner Nick Tandy, Mazda DPi factory man Oliver Jarvis and Rolex 24 class winner Ryan Cullen.

Another team to look out for is IDEC Sport. Fresh from a 2019 ELMS title run, the French team will also be looking to add a Le Mans win to its growing CV.

Advantage Aston in Pro?

In year’s past the balance of power in GTE Pro has swung like a pendulum throughout the season, and even during race weekends due to the BoP process and the trials and tribulations of governing a class with so many different chassis.

While the numbers are down on recent year’s this time out, in part due to withdrawals from Corvette Racing and Porsche’s IMSA and the loss of Ford’s programme, the racing this time actually has real potential to be closer and more exciting.

With fewer cars to balance, the racing during the current WEC season has proven to be superb. Aston Martin, Porsche (with its revised 911 RSR-19) and Ferrari have all taken race wins and been involved in memorable race-long scraps. Add to that an additional Ferrari from Risi Competizione, which may be a private team but operates on the level of a factory effort despite having limited resources and we’ve got a real race on our hands.

And it will have world championship implications too, with all three marques looking to head into the finale at Bahrain ahead in the points tally. Right now the Dane Train Aston Martin of Nicki Thiim and Marco Sorensen lead the way and have been the duo of the season, the ones to beat, but who knows what form everyone will find themselves in once we get to the race?

Keating’s redemption

After last year’s post-race disqualification for Ben Keating will be out to prove a point in the 2020 edition. Last time out his Wynns-backed Ford had its win stripped on Monday morning due to a fuel tank irregularity. There was no malice involved but the team took responsibility and accepted the outcome.

This time around Keating returns but with a completely different set up. The Ford has been parked and the Texan has taken his talents to German Porsche outfit Team Project 1. It’s been quite a season for him, a real rollercoaster, with a win at Bahrain the clear highlight and an 11th place finish on home soil in Texas back in February the lowlight. Alongside Jeroen Bleekemolen (and a rotating third chair of Felipe Fraga and Larry ten Voorde), Keating and his pursuit of redemption may well prove to be the story of the class in GTE Am as on his day he’s the best Bronze-rated driver in any field.

GTE Am is a category that is in rude health though, packed with intrigue. It features 23 entries with a bundle of ELMS, IMSA and Asian Le Mans Series teams adding to the full-season WEC pack.

Other teams to look out for will surely be Aston Martin Racing and TF Sport in the Aston camp, and AF Corse’s No. 83 488 GTE which is fresh from a win at Spa and leads the standings?

JMW and Dempsey-Proton Racing from the ELMS are always in with a shout too. Then there’s the WeatherTech Racing Ferrari from the IMSA ranks, which could well spring a surprise in this company.

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We’re already on sale for 2021 and demand is high! Give our office a call today to get yourself a package booked on 01707 329 988.

Photos courtesy of Dailysportscar.com/Peter May

Andy Blackmore’s Le Mans Spotter Guide Now Available

Andy Blackmore’s superb 2020 Le Mans 24 Hours spotter guide is now available for fans to download ahead of this weekend’s race in France.

As usual, the guide features each of the (59) cars on the grid and every driver. It is packed with details, including chassis details, driver rankings, tyre manufacturers, team and driver nationalities, social media handles and of course the 2020 liveries.

Put simply, if you’re going to watch the race, then you need this year’s Spotter Guide!

For more information, visit Andy Blackmore’s website HERE >>>

To download your own copy, click HERE >>>

The Significance Of Alpine’s 2021 Top Class WEC Entry

French automotive manufacturer Alpine has announced today that it will be racing in the top class of the FIA World Endurance Championship next season with a grandfathered LMP1 car. This is an incredibly welcome surprise for everyone in and around the FIA WEC, and kicks off what is set to be a big week for Le Mans news ahead of the delayed 2020 Le Mans 24 Hours this weekend.

So what do we know, what do we think we know and how significant is this announcement?

Travel Destinations understands that Alpine will race a grandfathered (Gibson-powered) Rebellion R-13 for this FIA WEC programme, leased from ORECA (which manufactures the chassis) following the end of Rebellion Racing’s LMP1 effort at the end of this season. The R-13 a proven, race-winning car, which in the hands of an aspirant manufacturer like Alpine could prove to be a force in the WEC’s new-look top class.

Just how competitive will it be? Well a lot will come down to how strong the Le Mans Hypercar offerings from Toyota, Glickenhaus and ByKolles prove to be in their debut season. The Le Mans Hypercars are expected to be slower in terms of lap time than the current crop of LMP1 cars, meaning the Alpine will need to be handicapped in order to balance the field.

This plays to Alpine’s advantage. Should the restrictions on the car not prove too harsh, then the R-13 (which will likely be re-badged an Alpine) can surely take the fight to Toyota’s challenger? The R-13, after two seasons of competition, is a package that has proven to be pretty reliable, and quick too, so a de-tuned version of the car – in theory at least – should be even more capable of surviving the bumps at Sebring and the stress-test that 24 hours of racing at Le Mans provides.

Entering the 2021 season with a proven piece of machinery in a year that will see all of its competitors getting to grips with a new formula, looks like a smart move from Alpine and its parent company Renault at this stage. Alpine has been a stalwart in LMP2 racing since it first partnered up with Signatech back in 2014 and has WEC and ELMS titles and multiple Le Mans class wins to its name. The transition should therefore be relatively seamless to LMP1, especially as the R-13 is, in effect, a heavily modified version of the re-badged ORECA 07 the team competes with currently.

Many feared that Renault’s decision to re-brand its Formula One team as Alpine for 2021 would mark the end of Alpine’s run in sportscar racing. But this is clearly not the case. Renault is showing that it has bold plans for its boutique brand, which lest we forget, has a long and storied past at La Sarthe, with an overall win in 1978 among the successes.

So where will this lead? Currently, grandfathered LMP1 cars are only eligible in the FIA WEC for the 2021 season as part of the championship’s transition to the new Le Mans Hypercar era. So beyond next year it remains to be seen what Alpine decide to do. But the rumour mill is already churning away, with many outlets confident that this move to LMP1 is part of a wider plan to join the Le Mans Hypercar/LMDh formula in the medium term, allowing them to compete for Le Mans wins outright with a brand new car. The prospect of winning the 2023 edition, on the 100th anniversary of the inaugural Le Mans 24 Hours, for instance, has to be on the minds of those behind Alpine’s sportscar programme, especially with rival brand Peugeot Sport already signed up and readying itself for the task.

That’s a ways off though. Right now it’s time to get even more excited about the 2021 FIA WEC season. Toyota vs Alpine vs Glickenhaus vs ByKolles at the front of the field at Le Mans? It’s shaping up nicely!

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We’re already on sale for 2021 and demand is high! Give our office a call today to get yourself a package booked on 01707 329 988.

Image courtesy of Alpine Cars

Last Time Out at Le Mans…

With the delayed 2020 running of the Le Mans 24 Hours right around the corner, Travel Destinations has taken the time to look back at last year’s race, which feels like a very long time ago now!

Le Mans wins are like buses it seems… Having waited decades for its first victory at La Sarthe, Toyota made it two overall Le Mans wins in two years in 2019, with another dominant showing against the privateer pack. Last year’s edition served as the ‘Super Finale’ to the 2018/19 WEC ‘Super Season’ and delivered, in every class, with drama right until the checkered flag fell.

In the end, it was Toyota Gazoo Racing’s No. 8 TS050 HYBRID that took the spoils. It was back to back wins for Fernando Alonso, Sebastien Buemi and Kazuki Nakajima, though throughout the race they were not the quickest of the two crews from the Japanese marque.

The final hour served up a huge bout of confusion, as a faulty sensor for the sister No. 7 of Kamui Kobayashi, Jose Maria Lopez and Mike Conway caused the lead to change between the two TS050s, leaving 252,000 fans in the stands and members of the team, scratching their heads throughout the final stint of the race.

The No. 8 eventually took the victory, after a final hour filled with confused radio messages between Kazuki Nakajima in the winning car and Jose Maria Lopez in the No. 7 and their engineers.

It was rather heart-breaking for No. 7 team, who led most of the second half of the race but came up short, all three forced to wait at least another year to score their first win. It was a cruel end after the car had the pace to win this race all the way to the flag.

The picture became clearer after the race. The No. 7’s tyre sensors indicated that there was a right-front puncture just before the end of the penultimate hour. This forced the team to pit the car. When it pitted, the team changed only the right-front tyre. The sensor was then discovered to have been wrong. So they pitted the car once again, to change the right rear.

After that, the team managed the finish. Alonso, Nakajima and Buemi claimed a second straight Le Mans win and the FIA WEC World Drivers’ Championship.

Behind Toyota, there was plenty of excitement in the privateer ranks. Four of the privateer LMP1s from SMP Racing and Rebellion Racing went toe-to-toe for third place overall.

On Sunday afternoon, though, it would be SMP that would take the ‘best of the rest’ moniker with the No. 11 BR1 of Vitaly Petrov, Mikhail Aleshin and Stoffel Vandoorne. The trio drove masterfully en route to scoring the best result for the chassis to date and AER’s first ever Le Mans overall podium.

By race end it was no longer close between the two teams, as the No. 3 Rebellion was knocked out of contention in the second half of the race after a wild sequence of events. The list of mishaps included a three-minute penalty for supplying officials with the wrong tire serial numbers, a spin into the gravel on the Porsche Curves by Gustavo Menezes and a series of brake issues. All this after the car had to be repaired hastily in the opening hours of the race after Thomas Laurent went nose-first into the barriers down the Mulsanne Straight.

Both of Rebellion’s cars finished though. The best of the two was the No. 1 of Neel Jani, Bruno Senna and Andre Lotterer which took fourth, three laps behind the No. 11 (sole-surviving) SMP machine after the car hit trouble early when the team incorrectly misidentified a puncture, and didn’t recover.

In the other classes there was plenty of drama and excitement too.

LMP2 saw Signatech Alpine won the class, like Toyota, for a second straight year. Though on this occasion its drivers could celebrate on the podium – as in 2018 it was handed the victory via a post-race investigation for the car which crossed the line third. Andre Negrao, Nicolas Lapierre and Pierre Thiriet finished up an astonishing 2018/19 campaign with a pair of Le Mans wins and a world title.

It wasn’t a dominant run as such for the French outfit, but towards the end the of the race its competition from Jackie Chan DC Racing and G-Drive Racing faded.

GTE Pro, with an entry packed with factory cars from Ford, Ferrari, Aston Martin, Porsche, BMW and Corvette, surprisingly, was the only class that was settled early in the 87th edition. It was AF Corse’s year, the Italian team scoring the first win for the Ferrari 488 GTE at this famous race on the 70th anniversary of Ferrari’s first win at Le Mans.

The No. 51 of James Calado, Alessandro Pier Guidi and Daniel Serra was the winning car, the trio emerging as a contender in the race’s opening hours and fighting for the win all the way through the night and into Sunday afternoon. The battle, which involved multiple marques for the win, wasn’t decided on track, and instead by a safety car period splitting up the field in the final hours. After that it was an easy ride for the No. 51 crew, who finished over a minute ahead of the No. 91 and No. 93 Porsches that completed the podium.

While it was a huge result for Ferrari, its rival marque Ford had a forgettable weekend in what was the final weekend for the GT factory programme in the WEC. It had five cars in the race, with four of them entered in the Pro class run by the Ganassi team. The works entries finished in formation from fourth to seventh. In order to challenge, the drivers had to run the cars ragged, not a sustainable option over 24 hours…

Meanwhile in GTE Am, it looked as though the GT would sign off with a farewell victory via its customer car from Keating Motorsports; but post-race technical checks saw the team stripped of what would have been a memorable victory.

The US team, owned by Ben Keating, crossed the line first after Keating himself, Jeroen Bleekemolen, and Le Mans debutant Felipe Fraga survived late drama to beat the Project 1 Porsche to the flag. Seemingly out of nowhere, in a similar fashion to AF Corse’s No. 51 Ferrari in Pro, the No. 85 rose up the order and went on to control the race in Am.

In the second half, it looked almost too comfortable for the American guest-entered team. The trio had built a big lead and looked set to cruise to the finish. But a pit stop to change the car’s front end, requested by the organizers in the penultimate hour, spawned drama. Keating left tyre marks when leaving his pit box, prompting race control to hand out a stop-go penalty.

All of a sudden, with less than an hour to go, the team’s lead had vanished, and the Project 1 Porsche was just a handful of seconds behind after the final stops. It was a straight fight in the end between Bleekemolen and Jorg Bergmeister, the Dutchman soaked up the pressure and made it look easy, eventually finishing 44 seconds up the road.

But the drama didn’t end there. As the following day the team was disqualified due to the fuel tank being in excess of the total permitted for the race. It meant the aforementioned No. 56 Team Project 1 Porsche 911 RSR of Bergmeister, Patrick Lindsey, and Egidio Perfetti, who had already claimed the world title by finishing second, were handed the class win post-race too.

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We’re already on sale for 2021 and demand is high! Give our office a call today to get yourself a package booked on 01707 329 988.

Images courtesy of Dailysportscar.com

Five Le Mans Battles That Defined LMP1

While this year’s Le Mans 24 Hours will no longer be the final race for the LMP1 category – the FIA WEC’s newly scheduled trip to Bahrain later this year will be ­– it will represent somewhat of a last hurrah for a class which has represented the pinnacle of sportscar racing for most of the past two decades.

The list of designed and raced LMP1 cars is surprisingly long, when you consider that new models have been few and far between in recent years. It comprises of 53 chassis spanning 26 manufacturers. There have been some stinkers, but also some absolute stunners.

It begs the question: When the Le Mans Hypercar category takes over the reigns at the top of the FIA WEC next year, what will we remember when we look back on the LMP1 era? Lest we forget that it has provided some of the most memorable races in sportscar racing history and pushed the boundaries on the technology front.

So before we say goodbye, at Travel Destinations we’ve picked six of the most significant LMP1 battles at La Sarthe to remember:

2007: Audi Vs Peugeot Round 1

Cast your mind back to 2007. The Diesel-powered era was in its infancy, and the class’ visibility beyond the Le Mans 24 Hours was low. Audi wasn’t fighting Peugeot for a world title over the course of a season, in fact Audi chose to race in the American Le Mans Series in an attempt to grow its Diesel product in the US and its French rival planted its flag in the Le Mans Series. This meant the only time they came together and raced was at Le Mans, which was a non-championship race at the time.

As a spectacle, the 2007 Le Mans 24 Hours may not have lived up to the hype that two automotive giants competing against one another for the ultimate prize in endurance racing creates. But the result was significant. It was a race in which Audi flexed its muscles and won its seventh Le Mans by 10 laps with its sole-surviving R10 TDI and kickstarted a rivalry that would last five years.

For Peugeot it was a baptism of fire for the 908 programme. It took two examples to the event and put them up against a trio of R10s manned by highly experienced crew members who the year prior had dominated the 2006 edition scoring the first ever diesel victory up against a cabal of petrol-powered privateer LMP1s that in reality stood little chance due to the inherent advantage in fuel efficiency the Diesels benefitted from. In 07, the disparity between the petrol and diesel cars was no different.

For much of the race it appeared that the venerable trio of Tom Kristensen, Allan McNish and Dindo Capello would storm to victory. For 15 hours, they were in control, showing stunning raw pace and consistency up against their teammates and the 908s that proved to be fast but fragile.

But it all went wrong for the No. 2 Audi, when the right-rear wheel came detached at Indianapolis sending Capello into the barriers and into retirement. This left the No. 1 Audi of Frank Beila, Emanuele Pirro and Marco Werner to claim the lead and a second consecutive victory as a trio. A 10 lap margin looks comfortable on paper, but in reality there was a sense of unease at Audi in the closing stages; it was down to one car by the end as the No. 3 R10 had also retired following an off of its own. It meant Audi and Peugeot would head into the final hours with one car apiece following the No. 7 908’s engine expiring.

In the end though Audi would prevail.

2010: Peugeot’s meltdown

Three years on from Peugeot’s debut with the 908, it was on top of the world. It had scored a famous Le Mans victory in 2009, making the most of an uncharacteristically poor showing from Audi’s factory team and was poised to make it two wins in a row for its updated 908 HDi FAPs.

The 908 was a considerably faster car than Audi’s revised R15 Plus, and it appeared to be reliable too, having scored commanding 1-2 finishes in the Sebring 12 Hours and the 100km of Spa in the run up to the race in France.

But it simply wasn’t meant to be, as the French giant would see its hopes of winning Le Mans slowly fade away during the 24 Hours as the four 908s hit trouble and retired; three of them with identical engine failures. The scenes trackside and in the garages were remarkable, it was beyond a missed opportunity and the top brass at Peugeot knew it.

Peugeot’s woes left Audi to pick up the pieces and score a highly unlikely 1-2-3 finish, the marque’s ninth overall win which equaled Ferrari in the all-time tally. Ultimately, the French marque wouldn’t get a better chance to score a second Le Mans victory with the 908 platform, though it did come close the year after.

2011: Audi’s Last Man Standing

And it was a year later, in 2011, which saw arguably the greatest on-track battle in LMP1 history between Audi and Peugeot, in what turned out to be the French constructor’s final Le Mans before withdrawing from the sport.

It was a classic round-the-clock war between two teams. Both Audi’s brand new R18 and Peugeot’s revised 908 ran on rather equal terms, though both cars had strengths and weaknesses. The Audi? It was quicker over a single lap at La Sarthe and could quadruple stint its tyres. The Peugeot? It could go longer on fuel and proved to be faster during the night hours when the temperature dropped.

That combination made for a thrilling race in which the pendulum swung wildly throughout. Audi may have taken a clearer win had it not had two of its three cars eliminated by major accidents. The team’s No. 2 example of McNish, Capello and Kristensen crashed out early after a tangle with a Ferrari at the Dunlop Bridge which sent McNish flying into the barriers. Then overnight Mike Rockenfeller had a huge accident in the No. 3, also (coincidentally) with a Ferrari, at the Mulsanne Kink, which saw him spear into the barriers, destroying the car. Thankfully both were unhurt.

It left a sole-surviving R18 of Benoit Treluyer, Marcel Fassler and Andre Lotterer to defend Audi’s honor and score their second straight win as a crew. The trio performed impeccably under increasing pressure from the Peugeots throughout, and survived some rather ‘daring’ attempts to force mistakes. When the cars crossed the line it was Audi’s day once again in a tight finish that came down to the final round of pit stops.

It was the closest finish since ’69, just 13.8 seconds separated the leading pair.

2015: Porsche makes it 17

Held in front of a record crowd of over 260,000 people, the 2015 Le Mans 24 Hours had a lot to live up to. With 11 factory cars in the LMP1 ranks on the entry list and an ensemble cast of drivers in the top class at a level higher than any race at La Sarthe post-2000, it had so much promise, and thankfully delivered.

When it came down to it, the race turned into a titanic battle between Porsche and Audi. The two Japanese marques failed to feature. Toyota on this occasion was a step behind two German makes up front, and Nissan’s radical GT-R LM NISMO was so far off the pace (and unreliable, in part because its hybrid system simply didn’t work) that the pole-setting LMP2 car reeled off a time half a second up on the slowest of the three in Qualifying.

But it was still a race filled with drama, as Audi attempted to further chip away at Porsche’s record number of overall wins. Unfortunately, the race weekend would mark the start of Porsche’s dominant run in LMP1. The 919 was hitting its stride, proving to be both fast and (mostly) reliable.

But on this occasion, Porsche’s full-season crews in the No. 17 and No. 18 examples were not the shining stars, instead its third car – in just for Spa and Le Mans – with Earl Bamber, Nick Tandy and Nico Hulkenburg had a faultless run to the victory. Audi’s leading trio of Lotterer, Fassler and Treluyer were in the fight for the first half of the race, before the pace of their car dropped off when the sun went down and the rear deck of their R18 became detached on Sunday morning, costing them valuable time in the pits. It left the door open for Porsche to score a 1-2 finish.

It was victory 17 at Le Mans for the brand, which would go on to make it 19 before walking away in 2018.

2016: Toyota’s heartbreak

You can’t write about the best LMP1 races without mentioning the 2016 Le Mans 24 Hours. It was a simply staggering race, with one of the most gut-wrenching finishes in sportscar racing history.

We’ll start at the end. Toyota had this won. With two laps to go, well over 23 hours of the race completed, Kazuki Nakajima was heard on the team radio complaining that he had lost power. At that point he held a comfortable lead over Porsche’s leading 919 which was on the lead lap but had opted to back off as a showing of class.

Those trackside saw the No. 5 TS050 HYBRID slowing and immediately brushed off it off as an attempt to create a formation finish. But it quickly became clear that the panic was beginning to set in down in the Toyota camp. It wasn’t part of the plan at all, instead there was a fault with the car which caused it to slow to a crawl and eventually grind to a halt on the start/finish line directly in front of the team’s garage.

Nakajima could barely walk after being retrieved from the car and the entire squad, understandably, were experiencing collective shock on an colossal scale. After so many years of trying, Toyota, once again had run out of luck when it mattered most. It would have to wait another two years to claim its first win. Porsche meanwhile, took a surprise victory.

Stephen Kilbey

Want to make the trip to Le Mans next year for the 24 Hours or Classic? We’re already on sale for 2021 and demand is high! Give our office a call today to get yourself a package booked on 01707 329 988.