Gary Watkins: Are WEC boping tent under racing?

There is no balance of performance, no golden age of sportscar racing. Duration. Whether or not this is like, BOP is one of the worldwide success blocks for the success of the success of the top-up-ups prototype racing.

You cannot criticize its place at the highest level of endurance motorsport for that reason, but perhaps in the case of the World Dheeraj Championship, you can now question its widespread scope.

WeC is around 2025, BOP tent is ever widespread. This was confirmed by rules manufacturers, FIAs and Automobile Club de Lore in Qatar for the series opener last month. He told us that the ability of a car car in Hypercar class has the ability to stay in the final or a double on a stent, which is now being factor in BOP calculation.

If you can think, what? The management of the tire fall is part of the competition and therefore should be part of the BOP. It was not just before. Not necessarily And of course it should not happen now if you take the rules on their words.

He repeatedly told us what the BOP does not do – and he repeated it in Qatar – “Compensation for lack of optimization in racing (strategy option, driver form, tire option)”. His brackets, not mine, I hurry to add.

My argument is that when it comes to “patient (endurance) racing” – this time my brackets – the list does not have much criteria than taking care of a set of tires. So it is maintaining performance on a stent, a double or, le mans in 24 hours, a triple.

It was discovered that by 2025, the BOP for regular WEC events is now being calculated using an algorithm based on a manufacturer’s 10 fastest laps and the fastest 60% laps during a race. This is a significant increase from last year when just the fastest 20% interval was taken into consideration.

This did not mean that the tire DEG was a completely factor from the equation in the past. The type of car type in its fastest lap is most likely, when it is on a fresh rubber it will be set. The initial speed will almost compulsorily affect the performance when the tire is a stent and a half old.

But the shift for this season can be considered as maritime change. It has been removed, or a long way to remove, one of the large discrimination in a formula where cars are already closely matched, given strict obstacles on their design, even before the BOP kick. Is this another dumping under our branch of the game?

Fuel mileage is no longer a major factor in patient racing. And by this I mean one of those discrimination who can decide who wins and who does not. Strict control over the performance of the engine that greatly decides that a car can do a car between the pitstop on a tank of fuel – or rather its energy allocation – are one of the major principles of rules.

These latest developments essentially inspire me to arrive for my rose-tinted glasses and return to one of the greatest versions of the larynte mans of all time. In 2011, Audi and Puezo Turbo Dislies moved from head to head with all guns. The Audi R18 TDI can do four stents on a set of Michelin tires, the second generation of puzo 908, the V8-in-operated car, only three. But it can go into the lap for longer on fuel. It was designed for an attractive and then thrilling competition in which the German manufacturer came to the top by 13S.

It is necessary to state that the latest step is the desire of manufacturers competing in hypercar. Last year’s Bahrain WEC Finale to Qatar in November, there were eight technical work groups organized by rules manufacturers and automobile club de Luast and each manufacturer participated to fix the BOP system. Therri Bouvet, director of ACO competitions, revealed in Qatar that various options were placed on the table, and the components of the hypercar voted more in favor of all the exercise systems.

A quick straw pole by autosport in Qatar found only the manufacturers in favor. Or rather nobody is ready to come out against the latest step. Porsche, BMW and Puzo all stuck their hands and said it was the right step. This is important because the first two LMDH manufacturers, the last name is a markest with a le man’s hypercar.

Toyota, the master of tire management with his LMH, chose not to give an opinion. Make your own conclusions how it casts its vote.

At the back of the back of 2023, the FIA ​​and ACO were working on a new system of BOP to make it clear that we were not clearly worked that we should do what we should do as one year of our golden age, an interesting word was thrown into a pot. The BOP said that Richard Mill, Chairman of the FIA ​​Dheeraj Commission, should not be a “pillow of laziness”.

I think where he was coming from, but I am not going to say that the producers voted for 12 months for an easy life. This is because there is an elephant in the room – the fact that the hypercar rules are made of cars made for two different sets, LMH and LMDH.

It was this, Bauvet said, “pushed to take more lap to remove even the small differences still existing. Thomas Shevcher, director of FIA Technical Engineering, “some components indicated the difference between LMH and LMDH, which can affect the tire fall”. He did not mention it, but he was paying attention to the fact that LMH hybrids are only four-wheeler-drive and LMDH machinery rear-drive.

As governance and manufacturers, now the chance starts working on a new set of rules for 2030, which can be rid of hypercar that can be considered a curse. And it seems to do so. Ferdinando Cannizo, Technical Director of Sportscar Racing FerrariKeep it very easily: “The goal to ensure a balanced area must be a normal platform.”

Porsche Motorsport’s boss Thomas Lodenback was equally strong: “The most important thing is that we get rid of those two different sets of rules.”

The manufacturers have different requirements, of course. Ferrari always insisted that it would only join the hypercar ranks if he can build its chassis-an off-the-shelf supplied by one of the four licensed constructors in LMDH should be a Ferrari around the spine. Some manufacturers want to spend less money and want to go on the LMDH route, although it is not clear how cheap it is (LMDH manufacturers accept all that they have spent more than their hypothesis).

But does it matter that a Ferrari is built around a Ferrari Chassis and A Alpine Around Oreka? The performance is not with the concept of windows, which is so closely under control of what a manufacturer can do. Certainly, the major point is that the cars in the hypercar racing, and in the GTP in the IMSA Sportscar Championship, all must have a rear-wheel-drive or a four-wheel-drive.

I am not saying that we can get rid of BOP: We probably have to accept that this is an essential evil. But I think there is a chance that we can start pulling back to its scope. This is motor racing, after all.