Danish high-performance automotive company Zenvo has redesigned and reengineered its racetrack-bred TSR for optimal aerodynamic performance. Fitted with a 5.8-liter twin supercharged V8 powerplant, the TSR-S will develop 1,200ps

Zenvo has introduced its new TSR-S at the Geneva Motor Show. The TSR-S, which features an innovative new active multi-axis centripetal wing and an in-house developed twin supercharged V8 engine, will be positioned between the company’s TS1 GT car and the TSR.

Setting the car apart from its rivals, the TSR-S incorporates manually adjustable performance settings including a variable power output. In addition the unique dual gearbox setup can switch between a standard gearbox configuration and a mechanical direct power-shift race setup that is designed to deliver the ultimate race experience.

Troels Vollertsen, founder of the company, explains: “In developing the TSR-S, the utmost dedication and ambition of our team has driven us to achieve unprecedented levels of aerodynamic engineering capability. By converging the individual performance characteristics of the exceptional TS1 GT hypercar with the savage TSR track car we have created the ultimate Zenvo.”

Building on this foundation, advanced aerodynamic analysis and implementation of advanced airflow management on the TSR-S help the car generate more than three times as much downforce as the TS1 GT. Central to this is Zenvo’s centripetal wing.

The ground-breaking rear wing has two rotational axes, enabling it to function as both an air break and a cornering stabilizer. When the TSR-S corners, the wing rotates relative to the car’s longitudinal axis. This generates an inward force together with the conventional downforce, boosting inner tire grip and cornering stability.

The new front splitter is designed to improve front to rear downforce distribution by generating front downforce and directing air to the underbody. At the same time the front wheel housing outlets extracts air from the front underbody, improving downforce and decreasing drag.

The rear body of the car features major updates with an LMP1-inspired air scoop, new diffuser and the proprietary active rear wing. The diffuser is optimized to extract air from the underbody and decrease the rear tire wake for increased stability.

The TSR-S also features a number of adjustable performance settings. There are three settings – Minimum (710ps), IQ and Maximum (1,200ps). The autonomous IQ setting continuously assesses the grip of the tires on the road and limits the power accordingly. Where traction allows, the IQ setting will ensure maximum power is delivered to the rear wheels.

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Oreca has announced that it is to partner with Rebellion Racing once again, for the 2018-19 FIA WEC ‘Super Season’, in a deal that will see the French manufacturer create a bespoke LMP1-spec chassis for the Swiss team.

The two companies have previously partnered on previous LMP 1 chassis, and last year Rebellion used the dominant Oreca 07 chassis in the LMP 2 class. Full technical details of the Rebellion R13 are yet unannounced, but the French manufacturer from Le Var has highlighted that it has already been working on the project for ‘several months’. The Super Season will see the fifth year of collaboration between the two entities.

The R13 is scheduled to be unveiled at the 2018 Geneva Motorshow next month, with race spec finalised just in time for the WEC’s prologue. It is expected to use Gibson Technologies recently announced LMP1-specification engine.

“To design this new LMP1 prototype is a wonderful challenge,” said Oreca CEO Hugues de Chaunac.“When the design bureau began developing the Oreca 07, we really wanted to move up to the next level, one step higher compared to the Oreca 05. The success achieved last year really motivated and convinced us to now tackle this highly competitive main category. Fitted with an atmospheric engine, this LMP1 will face a hard task against the Hybrid cars. But the Rebellion R13 will be a very determined challenger.”

Despite de Chaunac’s concerns over the fight with hybrid cars, the ACO has announced that non-hybrid LMP1 cars will be given an additional fuel allowance of almost 20kg per stint as well as 100mj extra deployable energy per lap in comparison to the Toyota TS050’s.

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Let it be known, first off, that I am a big fan of endurance racing. If motorsport truly is the emotional rollercoaster that it’s often described as, then endurance racing has to be Space Mountain. Toyota’s heartbreak at Le Mans over the past two years is a far greater love story than most modern novels can ever claim to be.

So why is there just one manufacturer left representing what was the LMP1 h category for 2018? The obvious reason is the escalating costs that already limited the WEC’s top category to just three manufacturer participants. And with Audi and now Porsche currently breaking into their rainy day funds to appease global governments and consumers following their emissions scandals, it was inevitable that motorsport programs would see the axe fall first.

But the technology that the category has garnered is truly staggering; half of Toyota’s TS050’s 1,000bhp output is generated from its 8MJ electrical system. And as the electrification of the car is all but inevitable, it is a technology that outwardly has real-world relevance. But as the VW Group refocuses heavily on electrification, it does cast doubt on the relevance of LMP1h in its current guise.

So where does this leave the future of the WEC’s top-flight? As mentioned in last month’s foreword, Toyota has stated that perhaps hybrid isn’t quite ready for Le Mans and it could be argued that the ROI certainly isn’t there, which makes the ACO’s reluctance to confirm whether standardized electrical components will form the 2020 regulations all the more baffling.

Then there’s the argument about brand recognition. Does the WEC offer the same exposure as Formula 1? Can the average car buyer understand the link between the TS050 and, say, the Yaris? In my opinion the answers are ‘no’. And IMSA very much has the WEC licked on the latter point. The 2017 DPi offerings look fantastic and have a variety of visual identities to enable the casual fan to differentiate easily between a Cadillac and a Mazda – a far simpler task than trying to tell whether the car is a Ligier JSP217 or an Oreca 07 out on track. Would a revival of GT1 be the answer? McLaren, Ferrari and Porsche have already built halo road cars that blend hybrid technologies with potent IC engines to deliver power outputs not a million miles away from that of the TS050.

FXXK, 918 or P1 GT1’s? Surely not huge leaps from the Corse Cliente, Weissach Package and MSO specials already pounding round race circuits on exclusive track days for the world’s wealthy. But rather than being squirrelled away in private collections, they’ll have a truly global platform to compete on in front of hundreds of thousands of fans. Granted, teasing images on Instagram have the same effect in terms of exposure to an audience, perhaps arguably an even bigger one, but who doesn’t prefer the sight of a grid of 30+ cars actually being driven in anger, millimeters from each other over the course of a six-hour duel rather than just static images, or entertainment confined to 20-second Snapchats? Call me old-fashioned, but I certainly do.

I’m about to paraphrase, but GT4 in its current guise was described as ‘how GT3 machines were 5 to 10 years ago before they started to cost in excess of US$600,000’, by Opel Motorsport’s Volker Strycek in the last issue of PMW. To me, following on from that statement, a logical, progressive ladder series is already in place ready to be topped off by a revived GT1.

If GT4 became the new GT3 (an extremely healthy GT3 at that, and one that has a sustainable price point, too) it could allow the current GT3 to be rebranded as GT2. The similarities between GT2 in its halcyon days, and even the current LM GTE category, aren’t too far from current GT3 machinery. The added benefit is that it would allow a wealth of existing high-end race cars to continue to compete globally with a more suitable nomenclature, based on road-going vehicles. As a result of most, if not all, engines in the field running restrictors in both GT3 and GT4, the possibilities of increasing performance is already there too. Completing the race weekend’s rolling showroom would be a selection of recognizable, but distinct race variants, of ‘halo’ hypercars from the aforementioned manufacturers.

That then leaves the LMP1 category. Or should it die? The LMP2 and LMP3 sub-categories are built around largely standardized components, offer fantastic racing and are popular with teams, drivers and fans. With a number of manufacturers expressing interest in a simpler LMP1, perhaps a standardized chassis and electrical package could be the answer. The latter of those points has worked in Formula E, so why not in a hybrid format? That way, two legitimate hybrid series could exist in healthy, sustainable sizes, with potentially sensible budgets, too. It’s a nice thought all the same…

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Ginetta has reported a successful first ‘roll-out’ test of its all-new G60-LT-P1 LMP 1 competition car, ahead of the UK brand’s move up to the top-flight of endurance racing.

The all-new car is built around a carbon-fiber and aluminium honeycomb monocoque chassis, which has been designed with input from several highly-regarded names in motorsport including Adrian Reynard. Powering the car is Mecachrome’s V634P1 95° V6 turbocharged engine, which develops in excess of 650bhp and 650Nm.

The LMP 1 machine undertook several high speed straight line runs at Leeds East Airport, Church Fenton, North Yorkshire with Ginetta factory driver Mike Simpson at the wheel. The closed test saw Ginetta’s design, test and development teams in attendance together with representatives of the first customer team, TRS Manor.

“It was a proud moment for all of us, seeing the G60-LT-P1 powering up and down the runway,” explained Ginetta technical director Ewan Baldry. “We are delighted that the car’s first run went without any problems, the systems performed perfectly and we can now move on to the next stage, fine-tuning the package in an intensive test programme as we develop the G60-LT-P1.

“The reception for the car at its launch was phenomenal, and with testing now underway interest in the car, its performance and potential is only going to increase.  We’re very excited by what lies ahead for our customers.”

The first customer car will be entered by TRS Manor in the full 2018/ 2019 FIA World Endurance Championship including the Le Mans 24 Hours in both 2018 and 2019.

Click here for a video of the G60-LT-P1 in action.

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Ginetta has released footage of its all-new G60-LT-P1 car, undertaking its first roll-out test. The Mechachrome powered, UK-engineered competition car is set to take on the top-flight of the FIA World Endurance Championship in 2018; completing Ginetta’s complete ladder of competition cars from GT4 upwards

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Ginetta has unveiled its ‘G60-LT-P1’ LMP1 entry ahead of the 2018 WEC season. The car has been named in tribute to the 60th anniversary of the Ginetta marque and made its debut in the livery of the TRS Racing Manor team.

The car is set to take part in the full, eight race 2018/ 2019 FIA World Endurance Championship, including the Le Mans 24 Hours in both 2018 and 2019. The G60-LT-P1 was unveiled by Ginetta Chairman, Lawrence Tomlinson, Ginetta Technical Director, Ewan Baldry, Manor Endurance Racing Sporting Director, Graeme Lowdon, Chairman of TRS, Zhang Yi and Vice President of TRS, Li Qiao. The launch was hosted by Louise Goodman and attended by a number of industry influencers.

“I’m delighted to finally be able to unveil our latest machine to the motorsport industry, and what better time than at the start of our 60th year of manufacturing,” explained Lawrence Tomlinson, chairman of Ginetta. “Ginetta has a long history of international success in with the G55 GT4, LMP3 and G57. The LMP1 will be a strong contender in the FIA World Endurance Championship (WEC) and at Le Mans. We have a great team of Design Engineers in Leeds, have worked with some excellent partners on the project, and can’t wait to show you what the LMP1 is made of out on track.”

The Ginetta LMP1 has been designed by a from the company’s Yorkshire (UK) base. Technical director Ewan Baldry’s in-house team has been bolstered by a range of contractors and consultants including Adrian Reynard, Paolo Catone and aerodynamicist Andy Lewis, with technical partners Williams Advanced Engineering, XTrac, Ohlins, ARS (chassis and composites), AP Racing, Megaline, Bosch and AVL Racing (Simulation) all playing vital roles in the design, development and construction of the new car.

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“More than 100 years have passed since the birth of the automobile. As we approach times of tremendous change represented by electrification, automation and other developments, I am strongly determined to make sure that cars will be fun for the next 100 years,” explained Akio Toyoda, president, Toyota Motor Corporation. “Since 2012, we have taken up the challenge of the FIA World Endurance Championship, including the Le Mans 24 Hours, with race cars equipped with hybrid technologies. Of course, we have always approached this challenge with a desire to drive faster than any other car and to win. Yet our cars carried our desire for more than just that.

“Not only did we want to heighten environmental performance in terms of fuel efficiency and such, we also had a very strong desire to create hybrid cars that made drivers feel that driving is fun, and that made them want to keep at it and want to let the cars keep on going. This year, I went to Le Mans for the first time and heard people cheering for Toyota. I also heard many people saying that they would like to see Toyota come out with a hybrid sports car like our cars in the race.

“This year, our cars were extremely fast on the roads of Le Mans. But they were not able to combine speed with the strength needed to keep at it for 24 hours. While wanting to provide cars that our customers will want to ride in and drive, I keenly realized that we have a long way to go. It is highly regrettable that our rival in honing technologies on the roads of Le Mans has left. Yet the World Endurance Championship, in which cars of different categories race at the same time, and particularly Le Mans, where the battle goes on for 24 hours, including on public roads, still represents the optimal proving ground for achieving the goal of making cars fun for the next 100 years.”

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Rebellion Racing, the 2017 LMP2 champion, has announced that for the 2018 season it will return to the LMP1 category of the World Endurance Championship, just one year after leaving it.

The Anglo-Swiss team is set to field a two-car campaign, with current drivers Bruno Senna and Mathias Beche being joined by Neel Jani and André Lotterer. Rounding out Rebellion’s team are the appointments of Gustavo Menezes and 19-year-old Thomas Laurent.

Rebellion states that both cars will be revealed at the Geneva International Motor Show in March of next year, but hasn’t named either chassis or engine supplier. It does, however, have a long-standing and successful partnership with Oreca who have supplied multiple cars to the team over the years. 

“I am looking forward to coming back where my endurance career started nine years ago,” explained Neel Jani, at the driver announcement. “Rebellion Racing played a huge role in my career and also helped me become a factory driver for Porsche. When Porsche stopped in LMP1, it was clear for me that I wanted to race again for the team. With the new regulations, I hope we can reach the overall podium at Le Mans and with a bit of luck, maybe we can even grab some wins during the super season of WEC.”

“I am very happy to join the champion Rebellion team,” Lotterer added. “The LMP1 project is very exciting and to be able to go on with the 24 Hours of Le Mans and the FIA WEC challenge is something I did not want to miss. I am motivated and looking forward to have a great time with great people there!”

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Following this week’s meeting of the FIA World Motor Sport Council in Paris, motorsport’s governing body has announced a number of changes were approved regarding the 2018-19 FIA World Endurance Championship (WEC) ‘Super Season’.

The 2018-2019 season will include the 24 Hours of Le Mans twice, whose 2019 staging will be the season finale of the WEC. The season format is completely new, and will also see the introduction of some new regulations.

The existing top-tier of the championship will simply become LMP1, open to both hybrid and non-hybrid entries, whilst the world championship title will now be awarded to a team and no longer to a manufacturer. In addition, from now on only the highest-placed car within a team in each race will score points towards the world championship for teams’ classification. 

ACO, regulator for the WEC, has set three priorities for the new format to achieve: Welcome more manufacturers and private teams, control budgets, and retain the championship’s reputation of ‘avant-garde technological character’.

The regulations will see manufacturers not allowed to enter non-hybrid cars, however, they can supply engines to private teams. Branding a non-hybrid car is possible under certain conditions for a partner, including a manufacturer.

The technological equivalence between normally-aspirated engines and turbos have now been made official. The current LMP1 regulations will be applied for a minimum of three seasons (including one season with the cars complying with the new regulations currently being drawn up).

From 2018 onwards, teams will also be able to change tyres and refuel at the same time. Thus, the time spent in the pits will be different, which will impact on race strategy.

For 6-hour races, points will be allocated as in 2017. For the 24 Hours of Le Mans an additional 50% of the points for 6-hour races will be allocated. For Sebring an additional 25% of the points for 6-hour races will be allocated.

“The format of the 2018-2019 Super Season and the new system of allocating points depending on the different races as well as the notion of a single car, the highest placed of two entries entered by the same team, guarantees a hotly-contested championship and close competition between the teams,” explained Pierre Fillon, president of the Automobile Club de l’Ouest. “The structure of this new championship looks promising.”

“While we wait for the very encouraging 2020 regulations, these new regulations for 2018-19, together with the positive feedback we have had from teams about the Super Season, will guarantee an incredible level of competition in LMP1,” added Gérard Neveu, CEO of the FIA WEC. “With no fewer than five GT manufacturers in LMGTE Pro, and increased interest at this stage from gentleman drivers in LMP2 and LMGTE Am, things are looking good for fans of endurance racing in particular, and motorsport in general! We can’t wait for 2018 to arrive.”

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The FIA and ACO have announced that the revised for 2018 LMP1 category is attracting an increasing number of teams, with the latest confirmed entrant being the Manor and TRS pairing.

In Shanghai, at a press conference hosted by CEFC China and attended by senior representatives from CEFC China, Talent Racing Sports (TRS), Graeme Lowdon from Manor and representatives of the WEC, it was announced that the team will enter the LMP1 category in the 2018/2019 Super Season.

Currently competing in LMP2 using an Oreca 07 chassis, Manor and TRS – the first Chinese-flagged team to enter LMP1 – will use the Ginetta LMP1 chassis, and an as yet unnamed powertrain. The team is expected to take delivery before the end of the year, with its driver line up announced early 2018.

“TRS and Manor, together with the partnership with CEFC this year, are a perfect fit,” commented Gérard Neveu, CEO of the WEC. “In endurance racing, team spirit, innovation, performance, a taste for challenges and victory are all qualities which will undoubtedly be present and which will, without doubt, make this partnership a great success story. We look forward to welcoming all parties in the WEC paddock this weekend for the 6 Hours of Shanghai, and in future seasons.”

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