WEC'S UNRESOLVED ISSUE

A few months ago came the decision to extend Hypercar homologation until 2032, a choice that, I must admit, left me rather puzzled. The reason is simple: the coexistence of LMDH and LMH continues to represent, in my view, a structural limitation for endurance racing’s top category.

Many have linked the debate on a single platform—brought to the forefront by Porsche with its proposal—to the abolition of Balance of Performance. I see the issue differently: BoP should remain, and it’s precisely a shared technical framework that would allow for a more rational and less invasive application. It’s true that BoP will never make everyone happy, but the goal is not to eliminate its effects; it’s to reduce its weight on the races.

The critical point is the sharp difference between the powertrains of the two platforms. By deciding to pair Hypercars with hybrid DPi, a step was taken toward a simpler philosophy, closer to the American IMSA model. This had the merit of attracting many manufacturers who otherwise would have stayed overseas. The result was a reborn championship, with a packed and competitive grid.

However, today the limits of this coexistence are clear. LMDH cars feature a minimal hybrid system, always active at the rear; LMH, on the other hand, use a true electric motor on the front axle—much more powerful, but only deployable above 150 km/h. Balancing two such different concepts is extremely complex. On paper, gaps can be corrected with calculations of power, aerodynamics, and speed, but once on track, variables come into play that escape any formula.

A striking example came at Imola: on the climb from Acque Minerali to Variante Alta, LMHs enjoy a natural advantage thanks to all-wheel drive, which better manages bumps on corner exit. It’s a subtlety, but it becomes decisive. And it’s the same reason why LMDHs tend to shine on smoother, flatter tracks.

This is why I believe a single platform is necessary. It doesn’t mean making the cars identical to the point of erasing their identity, but creating a common base: the same hybrid principles, perhaps with a standardized system supplied by a single technical partner, while still leaving manufacturers free to choose their chassis. A solution that would reduce uncontrollable variables and make BoP application more straightforward.

Not by chance, IMSA shows that balancing only LMDH cars is simpler: the margins of adjustment are narrower, the differences easier to manage. WEC, for its part, has made important choices and has brought the championship back to an extraordinary level after the dark period of 2016–2017.

But now it’s time for the next step. Because having a large and prestigious championship is not enough: the competition must also be fair and transparent, and the rulebook must not become the deciding factor. From this perspective, a single platform is not a limitation—it’s the chance to give Hypercars an even more solid, competitive, and “pure” future.

© Simone Marchetti Cavalieri

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