WEC 2025: SEASON RECAP

The Top Teams

The 2025 World Endurance Championship came to a close with the 8 Hours of Bahrain — a season that will be remembered not only for its results, but for the way Ferrari firmly reclaimed center stage on the international scene, breaking a silence that had lasted since 1972. The 499P finally delivered on the promise glimpsed in flashes since its debut: a mature, fast, and consistent package, free of the fragility that had marked the previous campaign. Its Achilles’ heel — tire degradation at certain tracks — was resolved thanks to AF Corse’s methodical work and the infamous “joker” upgrade introduced in Brazil in 2024, which proved to be the true technical turning point of the project.

That doesn’t mean 2025 was straightforward or free from regulatory distortions. The new Balance of Performance, especially in the early rounds, polarized the championship and introduced variables that heavily influenced the competitive order. Ferrari remained the most complete car in the field, but a look at the weight and power figures of the three main manufacturers — Porsche, Toyota, and Ferrari — reveals differences that only partially reflect the true on-track hierarchy.

Average 2025 BoP – Top Three Teams:

• Porsche: 1058 kg – 497 kW

• Toyota: 1064 kg – 493 kW

• Ferrari: 1056 kg – 492 kW

  
  

A superficial snapshot — one that changes dramatically when the season is split into two phases: before and after Le Mans.

From the start of the season to Le Mans:

• Porsche: 1053 kg – 504 kW

• Toyota: 1062 kg – 501 kW

• Ferrari: 1045 kg – 503 kW

  
  

From Le Mans onward:

• Porsche: 1063 kg – 490 kW

• Toyota: 1067 kg – 485 kW

• Ferrari: 1068 kg – 481 kW

  
  

After the 24 Hours, intervention by the FIA and ACO aimed to bring Peugeot and Aston Martin closer to the front — but ended up widening the gap among the established heavyweights. Ferrari was hit hardest, with Toyota close behind, while Porsche benefited from a more “neutral” approach, almost as if to reposition it among the LMDh entries rather than as a direct title contender. The only countertrend came in the final round, where Porsche’s decision to leave the WEC in 2026 inevitably influenced the balance.

Three races, more than others, sparked debate: Imola, shaped by neutralizations and mistakes; Interlagos, where one car’s superiority was unmistakable; and Le Mans, where — without the near-perfect race from the #6 Porsche, combined with errors from both factory Ferraris and an uncharacteristically imperfect Ye — a Ferrari 1-2-3 was a realistic possibility.

On the title front, the #51 Ferrari secured the Drivers’ Championship despite a few mistakes from Pier Guidi, while Giovinazzi delivered a top-tier season, proving to be the crew’s most consistent element. The #50 experienced an up-and-down campaign, mixing strong performances with unfortunate circumstances, while the #83 — buoyed by its Le Mans victory — failed to maintain consistent competitiveness. As for Kubica, beloved by fans, his season did not demonstrate a clear edge over the factory drivers, particularly when compared directly to teammates like Hanson and Ye.

Despite everything, 2025 remains a memorable season, capable of reigniting interest in the WEC as hasn’t happened in years. The real question now concerns 2026: without Porsche, will anyone truly be able to pressure Ferrari?

The Other Manufacturers

Beyond the top three, the chasing pack displayed very different trajectories. The only car that, albeit inconsistently, looked capable of troubling the leaders was Cadillac. Missed opportunities — especially in Qatar and Austin — were costly, but the switch to Jota management and the presence of two cars added solidity to the project. The #38 crew, however, never matched the contribution of its sister car, and Jenson Button did not deliver the added value many had anticipated. It must also be acknowledged that Cadillac benefited from a favorable BoP for much of the year — a condition that could position it as a genuine contender in 2026.

BMW and Alpine, meanwhile, endured seasons that fell short of expectations. BMW, despite a promising start at Daytona, continued to struggle with chronic weaknesses: inconsistent drivability, complicated tire management, and a BoP often ill-suited to its package. 2026 will be pivotal, especially with substantial updates on the way. Alpine, which had built momentum in 2024, disappointed: its low-drag aerodynamic concept proved effective mostly on paper, and even a favorable Le Mans BoP wasn’t enough to put it back in contention.

For clarity, the average weight-power ratio of the three main LMDh challengers was:

• BMW: 1049 kg – 504 kW

• Cadillac: 1046 kg – 507 kW

• Alpine: 1046 kg – 512 kW

  
  

Among the struggling manufacturers, Peugeot faces the need to completely rethink its LMH project. The 9X8 Evo was born as a compromise and remained one, and even the objectively generous BoP it received at Le Mans wasn’t enough to transform it into a true contender.

Aston Martin, on the other hand, showed clear signs of growth — albeit supported by an extremely indulgent BoP. With already competitive driver lineups, 2026 will reveal whether its hypercar is built on truly solid foundations or whether the project is still premature.

© Simone Marchetti Cavalieri