Potensi kembalinya Honda ke Le Mans semakin mendapat momentum pada kadar yang mengagumkan. Dalam masa hanya setahun, kedua-dua IMSA (International Motor Sports Association) dan WEC (World Endurance Championship) telah menyelaraskan peraturan mereka, membolehkan pengeluar automotif untuk menyertai kelas GTP (Grand Touring Prototypes) dan Hypercar. Pembangunan ini menyaksikan pemain utama seperti Cadillac dan Porsche bersaing secara global pada tahun 2023, satu tren yang diikuti oleh BMW dan Lamborghini tahun ini. Penggabungan aktiviti perlumbaan Honda dan Acura baru-baru ini meletakkan jenama ini untuk persaingan antarabangsa, walaupun penyertaan Le Mans pada tahun 2024 telah dikecualikan.
Melihat ke hadapan pada tahun 2025, Presiden HRC (Honda Racing Corporation) US, David Salters, menyatakan keyakinan yang berhati-hati, menekankan keperluan untuk keadaan yang menggalakkan. Berbicara di Rolex 24 tahun ini, Salters memberi penghargaan kepada pasukan di HRC dan Oreca kerana mencipta kereta IMSA yang hebat, menyatakan minat Honda dalam Le Mans sambil memantau persaingan.
Penggabungan HPD (Honda Performance Development) dan HRC pada Januari 2024 menandakan pergeseran penting dalam strategi perlumbaan Honda, beralih dari pendekatan yang berpusat di Amerika Utara kepada pendekatan global. Salters mengakui daya tarikan Le Mans dan WEC, memuji IMSA, ACO, dan WEC atas usaha mereka dalam tahun pertama perubahan peraturan. Walau bagaimanapun, beliau menekankan kepentingan pembangunan berterusan dan memastikan penyertaan Honda selaras dengan objektif perniagaan.
The potential return of Honda to Le Mans is gaining momentum at an impressive pace. In just a year, both IMSA (International Motor Sports Association) and WEC (World Endurance Championship) have streamlined their rulebooks, enabling auto manufacturers to participate in both GTP (Grand Touring Prototypes) and Hypercar classes. This development saw major players like Cadillac and Porsche competing globally in 2023, a trend followed by BMW and Lamborghini this year. The recent consolidation of Honda and Acura racing activities further positions the brands for international competition, although a Le Mans run in 2024 has been ruled out.
Looking ahead to 2025, HRC (Honda Racing Corporation) US president David Salters expressed cautious optimism, emphasising the necessity for favourable conditions. Speaking at this year’s Rolex 24, Salters credited the team at HRC and Oreca for creating a formidable IMSA car, stating Honda’s interest in Le Mans while closely monitoring the competition.
The amalgamation of HPD (Honda Performance Development) and HRC in January 2024 marked a significant shift in Honda’s racing strategy, moving from a North America-centric approach to a global one. Salters acknowledged the allure of Le Mans and WEC, commending IMSA, ACO, and WEC for their efforts in the inaugural year of the rule changes. However, he stressed the importance of continued development and ensuring that Honda’s participation aligns with business objectives.
Motorsport is an expensive sport to start with and for teams that participate professionally, it can be very expensive. In the upper reaches of the sport, like Formula 1 and endurance racing, it has become so expensive that the FIA and other organisations have looked for ways to control the costs – while still enabling the teams to innovate to be competitive and advance.
Endurance racing from this year sees the birth of the Le Mans Hypercar (LMH) and Le Mans Daytona hybrid (LMDh) classes which have many things in common. This will allow the cars to race in the American series run by IMSA as well as the European events like the Le Mans 24-Hours. This extends the scope of racing for teams who can now look at more events to take part in.
The Porsche Penske Motorsport team has developed the new Porsche 963 to take advantage of this. From 2023, two of the hybrid LMDh-spec prototypes will be entered in both the World Endurance Championship (WEC) and the IMSA WeatherTech SportsCar Championship.
The racing car which was unveiled yesterday at the Goodwood Festival of Speed in England is being developed at two locations – in Germany for the WEc and in the USA for the IMSA series. The exchange of data between the high-tech centres of Porsche Penske Motorsport occurs almost in real-time.
The official race debut of the 963 is planned to take place in January 2023 at the 24 Hours of Daytona in the USA. In the meantime, the WEC has opened the door for testing as part of the upcoming world championship races this year. Porsche Penske Motorsport is aiming for a non-competitive dress rehearsal at the final round of the season in Bahrain this November.
In compliance with the LMDh regulations, the 963 is based on an LMP2-category chassis. This newly developed chassis is supplied by the Canadian high-tech company Multimatic. Bosch, Williams Advanced Engineering and Xtrac contribute the standard hybrid components to all teams. At the heart of the powertrain lies a 4.6-litre V8 Biturbo, the engine based on the 918 Spyder hybrid sportscar. Its DNA goes back to the RS Spyder racing car, with which Porsche and Team Penske collected many victories between 2005 and 2008.
“Over the past few months, our people at Porsche Motorsport and Team Penske have grown into an efficient and committed squad – the Porsche Penske Motorsport Team,” said Urs Kuratle, Director Factory Motorsport LMDh. “We’ll have powerful driver crews in the 4 factory cars. The collaboration with our long-standing tyre partner Michelin and the chassis manufacturer Multimatic works flawlessly. The Porsche 963 should be homologated this autumn. Until then, we want to make further progress with test drives and gain additional insights. We can hardly wait for our first outing.”
The design of the new 963 echoes the victorious 956 and 962 classics from the 1980s. A continuous strip of lighting at the rear echoes the distinctive feature of the latest 992-generation 911. The white-red-black vehicle design is a salute to Porsche’s successful racing cars. And another tradition lives on: the new Porsche racer will be available to customers from the first year of competition.
“After 7,889 test kilometres during the first half of 2022, we’re on a very good path but there is still work to be done before the start of next season,” said Thomas Laudenbach, Vice-President Motorsport. “Our new Porsche 963 should continue the legacy of legendary models such as the 917, 935, 956, 962 and the 919 Hybrid. I’m positive that we’ll be well-positioned when it comes to technology and we’ve also created the relevant team structures to set us up for wins in the thrilling competition between many manufacturers and different concepts.”
Toyota GAZOO Racing (TGR) will enter its ninth season in World Endurance Championship (WEC) with a brand new racing car – the GR010 HYBRID Le Mans Hypercar. The reigning World Champions and 3-time Le Mans winners will defend those titles in the 2021 championship against new manufacturer competitors using a racing version of the upcoming hypercar road car.
The GR010 HYBRID is a prototype racer developed over the last 18 months in partnership by engineers at TGR’s headquarters in Germany, and the electric hybrid powertrain experts at Higashi-Fuji in Japan. It confirmed to regulations that herald a new era in WEC competition.
The GR010 HYBRID incorporates a 4-wheel drive racing hybrid powertrain, with a 3.5-litre V6 twin turbocharged petrol engine. The electrified powertrain generates 680 ps to the rear wheels, together with a 272 ps motor generator unit on the front axle. Total output is capped at 500 kW (680 ps), meaning the sophisticated electronics reduce engine power according to the amount of hybrid boost deployed.
The GR Super Sport hypercar which made its public debut last year.
The appearance of the racing prototype has been inspired by the GR Super Sport hypercar which made its public debut during a demonstration run and ceremonial trophy return at the 2020 Le Mans 24 Hours and is currently in development. To mark this new era for TGR, a new livery includes the iconic GR lettering to indicate the strong link between race and road cars.
As part of a cost-cutting initiative incorporated in the regulations, the new GR010 HYBRID is 162 kgs heavier and with 32% less power than its TS050 HYBRID predecessor. It also has bigger dimensions – 250 mm longer, 100 mm wider and 100 mm higher. The implication of this is that Le Mans lap times are expected to be around 10 seconds slower.
For the first time since the beginning of its WEC project, TGR will participate without a rear motor generator unit (MGU), with the single permitted MGU located on the front axle. This means a starter motor must be fitted on the GR010 HYBRID while fully hydraulic rear brakes are also required.
The racing car’s aerodynamics, optimized for efficiency, have been developed using powerful Computational Fluid Dynamics software and extensive wind tunnel testing. The new technical regulations permit only a single homologated bodywork package, with only one adjustable aerodynamic device. The GR010 HYBRID will therefore compete in the same specification at both low and high downforce circuits, with an adjustable rear wing modifying the aerodynamic characteristics.
For the first time too, the top class of WEC and Le Mans will feature a balance of performance, meaning organisers will modify the performance of each car on a race-by-race basis, regulating energy usage and weight, targeting identical performance potential from each Le Mans Hypercar. That should ensure close racing between TGR and its hypercar competitors Scuderia Cameron Glickenhaus and ByKolles Racing, as well as Alpine, which will present an additional challenge with its LMP1 car.
The TGR Team is reigning WEC Champion and 3-time Le Mans winner.
The championship will be fought over 6 races on three continents, beginning with the 1000 Miles of Sebring on March 19, followed by the 6 Hours of Spa-Francorchamps on May 1. The traditional season highlight – the Le Mans 24 Hours – will take place on 12-13 June. The first World Championship endurance race in Monza since 1992 takes place on July 18 before trips to Fuji Speedway (September 26) and Bahrain (November 20), all of which are 6-hour races.
After a decade-long absence, Peugeot will return to endurance racing, including the Le Mans 24 Hours, in 2022. By then, it will have completed development of an all-new hypercar defined in the new FIA World Endurance Championship (WEC) regulations.
Development by Peugeot Sport and Total
The hypercar will be known as the Peugeot Hybrid4 500KW and its powertrain is now being developed by Peugeot Sport and Total (and its subsidiary, Saft). Details of the powertrain which have been revealed show a mid-rear, 2.6-litre, 500 kW (680 bhp), twin-turbo, V6 , petrol internal combustion engine combined with a front-mounted 200 kW (272 bhp) motor generator unit, with a high-power density battery. The smart powertrain will have energy flow management, a key to high performance.
Although the 165-kg engine can deliver 500 kW and the motor generator unit has a capacity of 200 kW, the regulations set a maximum power output of just 500 kW during races. The regulations also forbid the use of electrical energy below 120 km/h, so the motor generator unit only engages once this speed has been reached. The car must pull away from standstill under the power of its internal combustion engine alone.
At full power, the power output is limited to 300 kW and adjusted as a function of the power delivered by the motor generator unit at 200 kW which is directly dependent on the battery level. When the motor generator unit comes into use, the car automatically switches to 4-wheel drive, thereby modifying its drivability – through high-speed corners, for example,
When the battery pack is empty, the engine reverts to 500 kW power output and the transmission returns to rear-wheel drive. During races, the battery will be fully charged prior to the start by means of a mains-connected plug-in hybrid charger. Once on the track, the battery will function completely independently and be charged only by the kinetic braking energy recovery system.
The robotised sequential 7-speed (plus reverse) gearbox will be controlled by steering wheel-mounted paddle shifters, and the Peugeot Sport-developed brake-by-wire system will also be managed electronically.
The driver will be able to adjust the level of engine-braking generated by the electric motor under deceleration and the force applied by the pads to the braking discs to achieve the optimum electric regenerative/hydraulic braking split. Optimal energy management, both under acceleration and during energy recovery, will consequently be key to the car’s performance and efficiency.
The architecture of the Peugeot HYBRID4 500KW powertrain is the result of a highly- detailed brief shaped by the new FIA WEC regulations,” noted François Coudrain, Peugeot Sport’s WEC Programme Powertrain Director. “We initially considered a single turbo, but that would have prevented us from achieving our engine’s centre of gravity target. A twin-turbo V6 block offers the best trade-off between technology, weight, packaging of the engine’s ancillaries, reliability and performance.”
Innovative battery concept
The high-density, high-power battery pack has been developed jointly by Peugeot Sport and Saft, a Total subsidiary. As one of the keys to high performance, it will need to be integrated perfectly, physically inside the car and in the powertrain’s energy-management process. Working from a specification written by Peugeot Sport, Saft’s engineers selected the best type of cells for the battery which favours power over energy density, consistent with the needs of endurance racing.
“The main parameter will be to optimise how the energy stored in the battery is used,” explained Kamen Nechev, Saft’s Chief Technical Officer. “To achieve this, you need an extremely short charge-time combined with high-capacity storage cells to form a package that enables maximum power to be delivered as rapidly as possible. The most competitive solution resides in the management of charge optimisation and the amount of power available in real time.”
The new battery will be located in a carbonfibre casing inside the car’s monocoque structure, behind the driver and underneath the fuel tank. It has been designed to combine durability with consistent performance during races of durations of up to 24 hours, and even beyond.
On many occasions in its 100-year history, Mazda has demonstrated the superiority of its engineering capabilities in the highly competitive world of motorsports. By demonstrating its products in the public eye, putting them to the test against rival manufacturers on the circuits and in rallies, Mazda validated its technology.
When industrialist Jujiro Matsuda took charge of Toyo Cork Kogyo Company in 1921 and transformed the business first into a machine tool producer, he spotted an opportunity to promote his company. Motorcycle racing was popular in Japan in the late 1920s but most of the bikes were imported or assembled from imported parts.
Prototype of the 250 cc motorcycle racer developed by Toyo Kogyo in 1929.
Beating the best on the first try
Toyo Kogyo, as Mazda was then known, wanted to build a domestic Japanese bike and began development of a prototype in 1929. A 250 cc 2-stroke prototype motorbike was revealed in October 1930 and to everyone’s surprise, it won its first race beating a British-made Ariel, which was one of the most-respected and fastest bikes of that period.
Toyo Kogyo went on to produce 30 more motorcycles in 1930 but then Matsuda decided to instead focus attention on the practical Go 3-wheeler that would help grow the business. This would set the company on the road to success in automobiles rather than motorbikes. So Mazda’s flirtation with motorbikes remains a small snippet in its history, but nevertheless one that started with victory in motorsport.
Entering the international arena
The approach of using motorsport to promote the company and its products was revisited three decades later as Mazda began selling cars across the globe. When Mazda introduced the Cosmo Sport which had the revolutionary rotary engine, it headed to Europe and entered the car in international motorsport in 1968.
The Cosmo Sport in the 1968 Marathon de la Route – an 84-hour race around the legendary 28-km Nurburgring circuit – where it finished fourth on its first outing.
The event chosen was the gruelling Marathon de la Route – an 84-hour race around the legendary 28-km Nurburgring circuit. The aim was to test and demonstrated the endurance and reliability of the rotary engine. While one car crashed and retired, the remaining Cosmo finished fourth, beaten only by a pair of Porsche 911s and a Lancia Fulvia – considered at the time to be two of the finest sportscars in Europe. Motorsports enthusiasts began to watch the Japanese company from then on.
A R100 Coupe at Spa in 1969.
Proving speed and reliability
After success in the Marathon de la Route, Mazda entered the 1969 Spa 24-Hour race with three Mazda R100 coupes. The R100’s twin-rotor engine produced 200 bhp at 9,000 rpm, and the unsilenced noise of the rotary engine left European fans in no doubt about the unique engine under the bonnet. Held on the ultra-fast original 14-km Spa Francorchamps circuit, this race tragically claimed the life of Mazda driver Leon Dernier.
Against competition from BMW, Lancia, NSU, Gordini, Mini, Alfa Romeo and Porsche, the remaining Mazdas finished fifth and sixth, behind four Porsche 911s. The little rotary powered coupes had proved their speed and reliability in one of Europe’s toughest races, while repeating the success of the Cosmo the year before in the 1969 Marathon de la Route when a R100 finished fifth.
Mazdas were also popular in races in Japan, with the RX-3 taking on the Datsun Skyline.
Back home in Japan, Mazda also went racing – taking on the Datsun Skyline in domestic racing with the new RX-3 coupe. In the 1972 Fuji Grand Prix for touring cars, the RX-3s took a historic 1-2-3 finish as the battle for supremacy with Nissan reached a new level of intensity. The RX-3 also became a popular and successful race car around the world.
The car that really put Mazda amongst the sportscar greats was the RX-7, also rotary-powered. This iconic Mazda model appeared in races and rallies in numerous specifications in the hands of both factory and private entrants.
The RX-7 was used for Mazda’s first factory entry at the Le Mans 24 Hours, but it was overall victory at the 1981 Spa 24 Hours – the first for a Japanese brand – that really put the RX-7 on the map. Alongside winning the British Touring Car Championship in 1980 and 1981, these victories for the British TWR team firmly established the RX-7 in the UK.
RX-7 at Spa 24 Hours in 1981.RX-7 in IMSA race in America.
The RX-7 also made its mark on the other side of the Atlantic where it enjoyed consistent success. Competing in the GTU class for cars with engines smaller than 2.5-litres, it won the 24 Hours of Daytona at its first attempt in 1979. It then took the GTU championship for seven years on the trot. And while the class structures might have changed, the RX-7’s success remains undiminished: it has won more IMSA races than any other model in history.
Mazda in rallies
The RX-7’s rallying achievements are less well known. On February 1, 1984, the RX-7 was homologated for the Group B category of rallying. The Group B RX-7 programme was created by Mazda Rally Team Europe, an operation set up by German rally driver Achim Warmbold and based in Belgium. Unlike other Group B cars which were 4-wheel drive, the RX-7 had only rear-wheel drive.
While the Audi Quattro, Lancia Delta and Peugeot 205T16 were the well known Group B rallycars of the 1980s, Mazda also had a RX-7 developed as a Group B rallycar. Unlike most of its rivals, the Mazda had only rear-wheel drive.
Nonetheless it recorded some successes, winning the 1984 Polish round of the European Rally Championship. Possibly a more notable success was its third place in the 1985 Acropolis Rally, a round of the World Rally Championship. The RX-7 was remembered fondly by spectators for its flame-spitting rotary engine and the spectacular sideways driving due to its rear-wheel drive set-up.
Historic victory at Le Mans
For all the brand fame achieved by the motorsport activities, it’s Mazda’s association with the 24 Hours of Le Mans that stands above all else in the company’s motorsports history. The first time Mazda’s name appeared in the event was in 1970 when a Mazda 10A rotary engine powered a Chevron of the Belgian outfit Team Levi’s International.
The first time Mazda’s name appeared at Le Mans was in 1970 when its rotary engine powered a Chevron.
During the 1970s, Mazdas would also appear in other Le Mans events, with the RX-7 making its debut in 1979. In 1981, a pair of RX-7s were entered under the Mazdaspeed name, each having powerful 300-bhp twin rotor 13B engines.
1983 saw the factory Mazdaspeed team move into the prototype ranks with the 717C. Built for the 1983 Group C regulations and entered in the smaller Group C Junior class, the 717C was powered by a twin-rotor engine and had an aluminium monocoque chassis. Its low drag bodywork and enveloped rear wheels were designed to ensure the highest possible speed along the famous Mulsanne straight and the slippery 717C had a drag coefficient of just 0.27 Cd.
However, with very little downforce and a short wheelbase, driving the Mazda was a challenge for the drivers. Its speed and endurance brought a 12th place finish overall and the Group C Junior win for Japanese drivers Takashi Yorino, Yojiro Terada and Yoshimi Katayama. The only other finisher in the Group C Junior class was the second 717C, which said something about the reliability of the engineering.
In 1983, Mazdaspeed entered the renamed Group C2 class with a pair of Mazda 727Cs, an evolution of the previous year’s winning 717C with a twin-rotor 13B engine. A pair of sleek Lola T-616s entered by an American team also entered and these were powered by the same 13B rotary engine as the factory cars.
The 787B which won Le Mans in 1991, making Mazda the first Japanese manufacturer to win the legendary endurance race.
Mazda’s tally of class victories at Le Mans continued during the late 1980s and in 1991 came overall victory – the first for a Japanese brand at Le Mans. The car that did it was the 787B; it wasn’t just the powerful rotary engine but the racing car also had carbon brakes and a carbon clutch, and it was the first Mazda racer to feature telemetry.
Group A 323 with all-wheel drive in 1989, after the Group B cars were banned.
However, it wasn’t just success at Le Mans that marked Mazda out in the 1980s and 1990s, with rallying changing to Group A regulations, Mazda took on contenders from Lancia, Toyota and Ford with the Mazda 323 AWD. Although its 1.6-litre engine produced just 250 bhp, the 323’s small size and nimble handling was advantageous, particularly on ice rallies.
Mazda in Malaysian motorsport
In Malaysia, Mazda was also a notable name in motorsports in the 1970s. The local distributor, Asia Motors, had prepared some models with rotary engines such as the Capella RX-2 to challenge the Alfa Romeos. In Series Production races, they won several times and also made a strong impression in other classes with the Savanna RX-3. The company also installed the rotary engine in the original 323 (with rear-wheel drive) to enter rallies.
Models like the MX-5 continue to be popular choices for motorsport events, like the long-running GRA championship in Malaysia.
While Mazda Corporation stepped away from global motorsport at the start of the 1990s, success continued in the USA and today, Mazda Motorsports North America continues to compete at the highest level with a two-car factory supported effort in the 2020 IMSA Sportscar Championship with the RT24-P prototype.
The RT-24P currently entered in the 2020 IMSA Sportscar Championship
This weekend sees the running of the 88th edition of the 24 Hours of Le Mans, which was originally scheduled for its usual date in June but had to be postponed due to the COVID-19 pandemic. On this weekend too, Peugeot and TOTAL officially commence their Le Mans Hypercar (LMH) project. This will see a new racing car, developed to new regulations, for the top tier endurance category.
“Le Mans is the holy grail of the automobile world,” said Jean Philippe Imparato, Peugeot brand CEO. “It is the race who determines its winner. For us, this represents 3 victories but also the endless sweat, tears and joy and an incredible team spirit with TOTAL, with whom we celebrate 25 years of collaboration.”
“The Le Mans Hypercar project provides us possibilities for joint development on the entire energy system of the car. We can work on the efficiency of our fuels – for all the competitors, as the exclusive supplier- or for the lube, specifically designed for hybrid vehicles. It will also allow TOTAL and SAFT to study new battery solutions alongside Peugeot,” said Philippe Montanteme, TOTAL’s Strategy/Marketing & Research Director.
The choice of the LMH category was dictated by several criteria, one being that of a certain aerodynamic freedom. This makes it possible to incorporate, with the support of Peugeot Design, the aesthetic detail of the brand. Draft sketches have already been prepared which show the first design thoughts and verify the fundamental required elements, particularly in terms of dimensions.
The hypercar specifications
After various phases of studies for the general structure, the aerodynamic concept and the choice of engine architecture will come the final decision of the electrical framework. This will lead to development of the hybrid powertrain that can generate 500 kW.
“The hypercar will have 4-wheel drive, equipped – as required by the regulations – with an electric motor and a maximum power of 200 kW on the front axle. The total power level will be identical to that of a 100% thermal 2-wheel drive car (500 kW or approximately 680 ps) that will be distributed between the 2 axles. In comparison with what we currently know in LMP1, the car will be heavier so as to be compatible with road vehicles. It will also be longer and slightly wider,” revealed Olivier Jansonnie, Technical Director WEC program at Peugeot Sport which will be involved.
“This regulation is also different because it incorporates ‘BoP’ or ‘Balance of Performance’. It certainly sets limits, but also allows room for many technical possibilities in our development, specifically on the general shape, as long as a certain overall aerodynamic efficiency is not exceeded. This will be measured in a 1:1 scale wind tunnel and which will be part of the BOP,” explained Jansonnie.
Debut in 2022
He added that the aerodynamic concept has been confirmed, engine framework has been decided and the functionality of the hybrid system and its fundamental design are chosen. “We still have several steps left before our debut in endurance in 2022,” he said.
Peugeot is no stranger to Le Mans and endurance racing, having successfully competed with the 908 turbodiesel in earlier years. It stopped participation suddenly after 2011 due to a decline in sales as the company needed to conserve resources on the launch of new models.
“This category unites our entire company and all of our entities, with features and technologies similar to those of our production cars. We are coming back to endurance racing because we have the opportunity to work the sport in a different way, with the hybridization of petrol and electricity. Peugeot Sport is changing its identity and launching its label of electrified high-performance vehicles. This endurance program allows us to integrate ourselves fully into the transition of energies,” declared Imparato.
Carlos Tavares, Chairman of Groupe PSA and also a racing driver, will be the official starter of the 88th 24 Hours of Le Mans race today. He will be in a Peugeot 908 which the brand used in endurance racing between 2007 and 2011.
America has many races of its own and understandably, the American carmakers have focussed more on their domestic events. In as far as the legendary events in Europe are concerned, American cars have not featured strongly though many have been entered.
However, where the classic Le Mans endurance race is concerned, Ford has participated in the past and also present and the Ford GT is America’s only Le Mans-winning car. That was back in 1966 and Ford won another three years in a row.
Ford Performance recalls this achievement in endurance racing with two new enhancements today for the 2021 Ford GT. One is the first ever Heritage Edition inspired by the original model’s first endurance win at the 1966 Daytona 24 Hour Continental race, plus an all-new Studio Collection package offers even more exclusivity and design enhancements.
“For this Heritage Edition, the Ford Performance team went deeper into the Ford GT’s race history and crafted a limited-edition model that stylistically honours the 55th anniversary of the Daytona 24 Hour endurance race that would eventually lead to our successes at Le Mans,” said Mike Severson, Ford GT program manager. “Plus, for customers who want to highlight the carbonfibre body and functional cooling ducts that help deliver Le Mans-winning performance, the Ford GT Studio Collection offers another new way GT fans can personalize their supercars.”
The Daytona-inspired Heritage Edition
The latest Heritage Edition to join the Ford GT supercar family is a tribute to the winner of the 1966 Daytona 24-Hour Continental, where Ford achieved its first 24-hour endurance win, which is captured in the 2019 film ‘Ford v Ferrari’ – or ‘Le Mans ’66’, as it is known in Europe.
Inspired by the bold white, black and red exterior of the 1966 GT40 MK II racing car, the Heritage Edition features Frozen White exterior paint with exposed carbonfibre bonnet adding stark contrast. Asymmetrical Race Red accents on the front fascia and roof edge, driver’s side door and underneath the rear wing add distinct visuals, while exposed carbonfibre shapes the signature 98 roundel graphics and highlight the lightweight body.
Unique Ford graphics on the lower rear-quarter panels plus one-piece Heritage Gold 20-inch forged-aluminium wheels paired with red lacquered Brembo monoblock brake calipers complete this new exterior livery.
Inside, the lightweight driver-centric interior features unique appointments including black Alcantara suede wrapping the instrument panel, headliner and steering wheel rim, while anodized red paddle shifters and red Alcantara suede performance seats add dramatic contrast to the interior.
For customers wanting an even bolder look, an optional Heritage Upgrade Package includes 20-inch exposed carbonfibre wheels with a unique gloss red-painted inner accent barrel, while monoblock brake calipers are lacquered in black and detailed with Brembo lettering in red. Inside, ghosted 98 roundels provide a subtle contrast on both driver and passenger carbonfibre door panels of this this package.
Ford GT Studio Collection
Ford Performance has also created an exclusive series for the supercar line-up known as the Ford GT Studio Collection. This all-new graphics package with customizable colours highlights key styling elements, including the functional cooling ducts that helps the 2021 Ford GT deliver all 660 horsepower during the most strenuous, high-temperature sessions at the track.
The body and graphics can be customized with seven standard colours or further personalized with an extended palette offering endless colour combinations for even greater exclusivity. Only 40 cars are slated to receive the Studio Collection package across the 2021 and 2022 model years.
Ford originally planned to make just 500 units over two years from 2016. But demand was so great (some 6,500 people wanted to buy one when it was announced) that another two years of production were added, raising total output to 1,000 units. Then in 2018, the company again extended the production period that was to have ended in 2020 to 2022, and added another 350 units.
Ford GT40 at Le Mans in 1966.
So for now, production is to end in 2022 with a total of 1,350 units delivered. But with a new President, Jim Farley, coming on board and one who is a car guy – and even goes racing himself – things may change. We might even see more sports-focussed models in coming years…
Visit Sime Darby Auto ConneXion to know more about Ford models available in Malaysia, including the Mustang which comes with full aftersales support.
Goodyear continues to gain increasing preference in the motorsports world as it is chosen as Official Tyre Supplier. Following its appointment by the FIA as tyre-supplier for the World Touring Car Cup (WTCR) and British Touring Car Championship (BTCC), the international governing body has now also made Goodyear the official tyre supplier to the Le Mans Prototype 2 (LMP2) category of the FIA World Endurance Championship (WEC) and European Le Mans Series (ELMS).
A multi-season contract between the Automobile Club de l’Ouest (ACO), the FIA World Endurance Championship and Goodyear was agreed following ACO’s decision to appoint a single tyre supplier for this highly competitive Le Mans Prototype class.
The contract, to supply all the WEC teams in the LMP2 class, begins with the 8-round 2020/2021 season which starts at Silverstone in September, before continuing across four continents around the world. its climax will be the 24 hours of Le Mans in June 2021, a race which Goodyear-equipped cars have won outright on 14 occasions.
“Goodyear has a long and remarkable history in motorsport. In addition to our unbeaten record in Formula One with 368 Grand Prix wins, we have 14 overall wins in the 24 Hours of Le Mans. This partnership allows us to showcase our technology, durability and performance in the most famous endurance race in the world. We are proud to have been chosen for this challenge,” said Mike Rytokoski, Vice-President and Chief Marketing Officer, Consumer EMEA at Goodyear.
The LMP2 official tyre partnership with ELMS, the world’s leading continental endurance racing series, will begin in April 2021. In ELMS, the LMP2 category is the top tier of a multi-class championship that races at six of Europe’s top circuits.
The partnership means that all LMP2 entrants in the 2021 24 Hours of Le Mans, including cars from outside of WEC and ELMS, will benefit from the latest developments in Goodyear Racing tyres. In addition, Goodyear will also increase its brand visibility on and off the track to support its launch of the latest range of Eagle F1 SuperSport tyres, featuring motorsport-derived technology.
Aston Martin today confirmed production of a strictly limited number of the new V12 Speedster. The car will make its global debut later this year, with potential customers around the world offered the opportunity to acquire this exclusive British sportscar by booking one now. Only 88 will become owners and as each handbuilt unit is completed, it will be delivered, starting from the first quarter of 2021.
The V12 Speedster, created by in-house bespoke service Q by Aston Martin working with the brand’s talented team of designers and engineers, combines an authentic, driver-oriented sportscar with the use of cutting-edge motorsport and aviation technology to deliver a stunning, two-seat, enthusiast driving machine.
At the new car’s heart lies a high-performance variant of Aston Martin’s now iconic, 5.2-litre V12 Twin-Turbo engine, capable of generating an output of around 700ps/700 Nm. Offering a compelling breadth of performance, superb response and thrilling V12 soundtrack, the engine is mated to a ZF 8-speed automatic transmission mounted towards the rear of the car.
The new car’s design, while modern and dynamic, brings to mind both Aston Martin’s legendary 1959 Le Mans 24 hours- and 1000 km of Nurburgring race-winning DBR1 and the marque’s Centenary CC100 Speedster Concept shown in 2013. Its forward-looking features are shaped from the same advanced materials and expert engineering used throughout Aston Martin’s contemporary sportscar range.
The Le Mans-winning DBR1 in 1959.
The Le Mans-winning DBR1, which in part inspired the V12 Speedster, delivered Aston Martin’s most high-profile motorsport triumph to date, needs no introduction. One of only three cars in the 1950s to win both the World Sports Car Championship and Le Mans 24 Hours in the same year, the DBR1 defined not only motorsport excellence but also exquisite design elegance – an enduring Aston Martin trademark.
The brand’s CC100 Speedster Concept, meanwhile, was produced in 2013 to celebrate Aston Martin’s centenary. It too helped to inspire the creation of the new V12 Speedster which is the product of more than 12 months of meticulous design and planning work by the teams from both Q by Aston Martin, and Aston Martin Design.
