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[Edmond Dantès]

Circuit

The Circuit de la Sarthe is a semi-permanent road course in France. It is unusual in the sense that it features both purpose-built track sections (from Dunlop to Tertre Rouge, for example) and public roads (from Mulsanne to Maison Blanche). La Sarthe is notable for its high-speed sections; before the long Hunaudieres straight was broken up by chicanes, premier category cars would routinely reach 250mph.

Since 1923 this small part of France has been a Mecca for motorsports fans from across the globe. From fairly humble beginnings, today’s race is watched by close to 300,000 people trackside and a TV audience of millions, making it one of the largest single venue sporting events in the world.

Likewise, the track has had to change to accommodate shifting attitudes to safety and the expanding needs of this industrial city. The winners of the first race in 1923 were André Lagache & René Léonard, driving a Chenard & Walcker. While these two drivers have the honour of grandstands named in their honour along the pit straight, they would find the track very different today.

Modifications over the years:

• 1923 – 1928: 10.726 miles, initial track
• 1929 - 1931: 10.153 miles, hairpin bend at Pontlieu cut out
• 1932 - 1955: 8.475 miles, new section from the pits to the Esses and Tertre Rouge
• 1956 - 1967: 8.364 miles, wider pit straight, Dunlop curve changed
• 1968 - 1971: 8.369 miles, Ford chicane installed
• 1972 - 1978: 8.475 miles, new Porsche curves between Arnage and the Ford chicane
• 1979 - 1985: 8.467 miles, modified Tertre Rouge corner
• 1986: 8.51 miles, modified Mulsanne corner
• 1987 - 1989: 8.41 miles, Dunlop chicane installed
• 1990 - 2001: 8.45 miles, Mulsanne chicanes installed
• 2002 - 2006: 8.483 miles, new section between Dunlop Bridge and Tertre Rouge
• 2007: 8.480 miles, Tertre Rouge was modified

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Circuit Guide – Map



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2015 Participants





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The Four Classes

For many years, in order to prevent excessive power development, the rule makers for Le Mans and almost every other motor race on the planet have restricted engine output by limiting the cubic capacity or the number of cylinders, by modifying the size of air restrictors or restricting turbo boost, thus limiting the amount of air (and thus fuel) which could be fed into the engine. From 2014 in the LMP1 category, these fundamentals radically changed in that the energy consumption of the engine becomes the key factor. Manufacturers can largely build what they want.

There are minimal restrictions on engine size number and turbo boost and in addition the regulations permit up to two energy recovery systems (ERS) per car. These systems recover what would otherwise have been lost energy and allow it to be used to power the car. However, what the regulations have done is give with one hand and take away with the other.

Depending on the level of energy that a car can recover and use, it is placed into a category that determines how much fuel it is allowed to consume. Fuel flow meters measure the flow and relay the information back to the authorities.

In simple terms, the new regulations challenges entrants to make the best use of a prescribed amount of energy in order to cover the longest distance within a given time – such as 24 hours at Le Mans. This makes the challenge for the cars to be both fast and energy efficient.

Old hands among the fans remember that this concept is not really brand new: in the glorious days of Group C sports car racing there was a regulation which limited energy consumption, everyone got an allowance of 2,140 litres of petrol for the whole of the 24h of Le Mans. Engine constructors had complete freedom, in those days Porsche raced a 6 cylinder. flat 3.0 litre Turbo, Jaguar used 7.0 litre V12 normally-aspirated engines, the folks at Mercedes built a 5.0 Litre V8 Turbo and Mazda used a rotary engine. Despite these very different concepts the performance of the competitors was close to each other, competition was fierce and the races were interesting to watch. However, in the Group C days there were no energy recovery systems around and diesel was only used for team trucks, so this rather simple approach worked fine.

For 2015, the differences between manufacturers and privateers has been abolished, and the class is now divided into LMP1 Hybrid (for cars with ERS) and LMP1 (for those without ERS).

Hybrid systems are prescribed in four different performance classes, and a maximum amount of energy able to be used is defined for each of these classes. The energy chart below shows the amount of energy allocated to each power train concept, and the associated fuel flow allowed.

What this boils down to is that entrants must have optimum control of the car’s fuel consumption, be able to approach the permissible energy limit as closely as possible, and the drivers must exercise an efficient driving style. If the amount of energy available per lap is not fully consumed, it cannot be carried over to subsequent laps and will therefore be lost. Should the prescribed maximum levels be exceeded, the excess consumption must be compensated for within three laps, otherwise penalties like stop-and-go may be imposed.

So effectively, the manufacturer with the most efficient power train being driven by drivers with an efficient driving style will win the race.

All this will mean that on-board loggers and computers will constantly be monitoring the fuel flow and output of the energy recovery systems, and data will be sent real-time to ACO computer equipment which will flag any discrepancy to the stewards. What this means is that the teams monitor the car's fuel consumption and if it goes over that allowed in their hybrid category, then the driver is instructed to recover the discrepancy, by for example, slowing down.

Today’s constructors seem to have a very different view on what might be the best solution, so similarly to the old Group C we see a variety of extremely different engines and hybrid systems.

Toyota (6Mj) use a 3.4 litre V8 normally aspirated petrol engine driving the rear wheels together with a hybrid system using energy recovery from the front axle, energy storage in a super-capacitor and drive electric motors on the rear axle.

Audi (4Mj category) employ a 3.7 litre V6-Turbo Diesel together with a hybrid system recovering energy from the front axle together with 700kj accumulator storage driving electric motors on the front axle.

Porsche (8Mj) have the smallest engine with a 2.0 litre. 4-cyl-Turbo petrol engine driving the rear axle in addition to a hybrid system recovering front axle and exhaust energy, storage using a lithium iron battery and drive electric motors on the front axle.

Nissan (2Mj), who return in 2015 with a very innovative design including a front-engine 3 litre V6 twin turbo driving the front wheels in addition to a flywheel energy storage that can mechanically power both or either the front and rear axles.

The ACO, in their perennial quest to have all cars in a given category going round the circuit with exactly the same lap times (fortunately they have not yet achieved this!!), have defined the principle of “Equivalence of Technology”, and this gives them the ability to balance out the performance between the hybrids and non-hybrids by increasing the performance of the non-hybrids. This EoT is calculated on historical data collected from the fastest car(s) in each technology.

Manufactures must balance all the compromises in their design – the conventional fuel driveline together with the hybrid components including the systems to recover the energy, the storage, and the hybrid drive method and the overall impact these have on the car’s weight as well as packaging and reliability. Conventional wisdom appears to suggest that the more hybrid capability a car has, the faster it is, despite the best intentions of the regulations. In addition, the more efficient the car is, the less refueling it has to have, so the longer it can stay out on track.

The GT cars

For 2015, there are no significant changes to the regulations. These are cars built by manufacturers for sale on the open market: Engine sizes are limited to 5.5 litres for normally aspirated engines, and 4.0 litres for turbos. Fuel capacity is limited to 90 litres. These cars are based almost totally on the old GT2 specification, with a few minor changes (ie paddle shift systems allowed and display, push buttons and switches allowed on the steering wheel). Cars not homologated by a manufacturer will also be accepted if entered by tuners - subject to separate homologation criteria. All cars are limited to one evolution per year, to be made before the first race of the season. LMGTE is sub-divided into two separate classes:

LMGTE-PRO - designed more especially for professionals where up-to-date models are used as the basis for the race car. Driver line-up is free.

LMGTE-AM - more for the 'amateur', where cars must be at least one year old and without further modification. This is designed to create a second-user market for GT cars. The crew is limited to only one professional driver. One minor change in 2015 is that one of the timed laps in qualifying must be made by a bronze driver.


LMP1-H and LMP1-L

• Closed roof sports cars with room for 2 seats
• 4.65 m length, between 1.8 to 1.9 m width, 1.05 m height
• Engine size is free for LMP1 hybrid, max 5.5 litres for LMP1; reciprocating pistons only
• Minimum weight of 870Kg for P1 hybrid, 850Kg for P1
• 68.3 litres fuel tank for petrol engines, 54.2 litres for diesel
• Headlights with white beam
• 14” wheel width, 28” diameter
• Race numbers in white digits on red background
• Bronze drivers are not accepted.

LMP2

• Open or closed roof sports cars with room for 2 seats
• Production based engines: 5.0 ltr. atmo engine (max 8 cyl) or 3.2 ltr. Turbo/supercharged (max. 6 cyl)
• 4.65 m length, 2.00 m width, 1.03 m height (or 1.05 for 2014-spec cars)
• 900 kg minimum weight
• 75 litres fuel tank
• Headlights with white beam
• 14” wheel width, 28” diameter
• Race numbers in white digits on blue background
• Must include a minimum of one Silver or Bronze driver

LMGTE-PRO

• “Professional” GTE sports cars
• Minimum weight 1245Kg
• 4.8m length, 2.05m width (excluding rear-view mirrors)
• 5.5 ltr. atmo engine or 4 ltr. Turbo
• 90 litres fuel tank
• Headlights with yellow beam
• 14” wheel width, 28” diameter
• Carbon brake discs
• Race numbers in white digits on green background
• The driver line up is free

LMGTE-AM

• “Amateur” GTE sports cars
• Specification same as GTE-PRO
• The car must be at least one year old
• Race numbers in white digits on orange background
• At least one bronze and one silver or bronze rated driver in the team, only one professional driver from Platinum or Gold class

Sporting Regulations


Race Numbers

• All race numbers displayed on the car (side and front) must be in the ‘class’ colours ie LMP1 – red, LMP2 – blue, GTE-PRO – green and GTE-AM – orange. The actual numbers are in white on a background of these colours. They must also be lit so that they are visible in the dark.

In-car cameras

• All competitors have to accept and facilitate the setting up in their cars of a system of technical means enabling the production, the storing, the selection, the compression and the transmission of a video signal or any other signal via satellite.
• Any other camera can only be used on the test day and the free practice session on Wednesday.

Drivers

• Drivers are placed into one of 4 categories - Platinum, Gold, Silver and Bronze depending on their experience and ability. See separate section in this guide for details
• To be accepted, a driver must be on the ACOs list of confirmed drivers. If they are not, they can a)take part in the Test Day or b)take an ACO-organised half-day training course to gain a certificate of competence.
• A maximum of 3 drivers is allowed for each car. Drivers are not allowed to change to another car during the race, even within the same team
• In order to qualify, each driver must achieve a lap time at least equal to 120% of the average of the 3 best laps set by 3 cars of different makes, and at least equal to 110% of the best time achieved by the fastest car in each of the classes LMP1, LMP2 and GTE Pro. In GTE AM, the CAR must meet these criteria - ie any and only one of the drivers need to meet them. Furthermore, all drivers have to do a minimum of 5 laps during night time qualifying sessions, at least one of which must be a complete lap (i.e. must cross start/finish line).
• A driver is only allowed to drive a maximum of 4 hours within a 6 hour time frame (minus pit stop time)
• Maximum total drive time for a driver is 14 hours
• Minimum drive time - For LM P2 and GTE Am categories, a driver is not permitted to drive less than 4 hours

Qualifying/Grid Position:

• The regulations for 2015 regarding qualification have changed. A couple of times in recent years, a team (usually a French-entered one) has been allowed to race in spite of the team's woeful inability to get their car around the circuit during practice/qualifying in anything close to a qualifying time. 2 drivers from each crew must set at least one timed lap during qualifying. The average of the 2 best laps determines the grid position. The starting grid will be established firstly by those teams that completed the mandatory 2 laps (minimum of 1 lap by 2 drivers), followed by teams that completed only one mandatory lap, and finally by teams that were unable to set a time. The word 'mandatory' used here is taken directly from the wording in the published regulations, but it will be obvious that it is used here in a different sense in that a team will be allowed to start even if it has not completed the 2 “mandatory” laps - perhaps it has lost something in translation from “obligatoire”.

Other New Rules:

• Someone has obviously upset the ACO in the recent past - a new rule forbids the starting of an engine during the National Anthem.
• Any person working on the pit apron - with the exception of the wheel-change crew - must now wear full fire protection clothing including fire-proof overalls, gloves, balaclava, goggles, long underwear, shoes and helmet - this includes the guy with the long pole and the car number on the end, windscreen cleaners and datalog collectors. For the 4 wheel changers the gloves, balaclava and goggles element of the dress code are recommended rather than mandatory.

The Start

• The starting grid will be in a staggered 2 x 2 formation. After one lap behind the pace car there will be a “flying” or “rolling” start.
• In P1 and GTE Pro, the start driver must be nominated at scrutineering. In P2 and GTE AM, the driver who set the fastest time in qualifying must start the race.
• If a car can’t make it to the starting grid, it is allowed to start from the pits. It has a maximum of 1 hour after the actual start to do so, after which the car will be excluded from the race.

Pit Stops

• The engine must be switched off at the start of the pit stop; once the pit stop is finished it must be re-started without any additional device or outside assistance
• During refuelling no one is allowed to work on the car (except for driver changes and windscreen/rear-view mirrors cleaning), and the car cannot be jacked up. An exception to this is in P1 - if the fuel-flow meter is defective, another mechanic can change the meter at the same time.
• Cars must be electrically earthed before the refuelling equipment is connected
• Fuel tanks must always be filled to the top i.e. no more ‘splash & dash’ scenarios
• For tyre changes, a maximum of any 2 mechanics (from a maximum of 4 designated) and one only air gun is allowed, and all equipment and wheels must be taken from/returned to the garage whilst the car is stopped in the pit lane.
• A third person is allowed only to retrieve data from the ACO Data Logger.
• For other repairs in the pit lane a maximum of 4 mechanics are allowed to work on the car. The car may be pushed back into its garage where more people can work on it
• Speed limit within the pit lane is 60 km/h
• Reverse gear cannot be used in the pit lane - if necessary, the car must be pushed by no more than 4 people
• It is strictly forbidden to spin the wheels when leaving the pits!! Penalty for this in 2012 was a 3 minutes Stop-and-Go.

Safety car/Slow Zones

• When it is decreed necessary by the race director, safety cars are deployed. There are three safety cars located around the circuit, and when directed, they are deployed immediately i.e. they do not wait for a particular car (e.g. race leader), and all usual safety car rules apply – the main one being no overtaking. There is nothing new in this procedure, but obviously the experiences of the past few years, where many hours of the race were conducted under safety car rules, has forced a new concept to be adopted – Slow Zones.
  
• The circuit is divided into 21 numbered zones corresponding to the Post Marshal number at the entrance of the zone, the start of each zone corresponding to a main signaler post. When a particular zone of the circuit is deemed to be a Slow Zone due to on-track activity (medical, Armco repairs), then the previous zone becomes a slowing down zone. The start of this zone will be indicated by a large yellow sign (1.2m x .6m) saying NEXT SLOW. Drivers must slow down in this zone to a maximum of 60kph, and overtaking is prohibited. The start of the Slow Zone itself is indicated by the same sized yellow board with SLOW and an encircled 60. There is a maximum speed of 60kph in the Slow Zone and again, overtaking is not allowed. The end of the Slow Zone is situated at the start of the next physical zone, and is indicated by a green light and green flags. If necessary, the Slow Zone can be lengthened to include more than one physical zone.

En route

• If a car stops on the race track and the driver leaves it and walks further than 10 metres away from his car then the car will be excluded from the race. No outside assistance is allowed; only the driver can carry out repairs using tools and spares carried aboard. Supplying with fuel, water, oil, etc., is prohibited on and along the track
• Drivers are not allowed to push their cars
• Headlights must be on at all times, on the track and whilst in motion in the pit lane
• One of the silliest rules and difficult to enforce at night time: cars are not allowed to cross the white lines marking the race track or use the kerbs

Repairs

• Chassis, engine block, gearbox casing and the differential casing cannot be changed
• Reserve cars are not permitted, so if a car is totaled during practice or warm up, it is out!

Time Penalties

• If you have been a naughty boy (or girl) the race marshals will show you the black flag and give you a timed “Stop/Go” or drive-through penalty. When this happens, you can do a maximum of 4 more laps before coming into the pit lane for your penalty. These penalties cannot be combined with a pit stop.
• Penalties cannot be taken when the safety cars are deployed, or when a 'Slow Zone' has been activated.

Withdrawal

• The pit curtain must be lowered during the race when the team declares a withdrawal of his car. So if the garage door is down, the car is out.

End of race/classification

• Le Mans is an endurance race! You’ll only be classified if you have covered at least 70 % of the race distance of the winner in your class and if you pass the chequered flag at the end of race. Leading the race for 23 hours and 55 minutes and retiring e.g. with a blown engine 5 minutes prior to race end won’t get you on the podium or even classified, even if you have done already more laps than the subsequent winner.
• At 75% of race distance, all cars must have travelled a minimum of 50% of the leading car's distance
• It is forbidden to stop on the circuit to wait for the chequered flag, and the last lap must be covered in 6 minutes or less
• At the end of the race, all cars with the exception of the overall winner must go to the Parc Fermé, and they may be checked. The winning car is parked beneath the podium for the duration of the trophy presentations and afterwards pushed to the Parc Fermé.

Entry fees and Prize Money

• 2015: The entry fee for each car is €11,500 for the Test Day. For the race, the fee is €50,000, with a non-refundable deposit of €4,600 to be paid in January. This deposit is payable (AND non-refundable!) for all cars, including those ones on the Reserve list, whether they race or not. Fees shown are exclusive of VAT.
• Prize money: €40,000 (1st), €25,000 (2nd), €20,000 (3rd), €15,000 (4th), €12,000 (5th), then €10,000 for each class winner. Keep in mind that a set of tyres for an LMP2 car is about €2,000 and you know that this prize money doesn't really save your day as a team owner.

 

[Edmond Dantès]

Documentaries and films

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Truth in 24: It's 24 hours of pure exhilaration, complete exhaustion, and it's not for the faint of heart or the ill-prepared. It is the legendary 24 Hours of Le Mans. But before you win it, you have to master finishing it. This film chronicles the dedication, the determination and the spirit required to not just survive 3,000 grueling miles, but to be in a position to win one of the greatest races in history.

Truth in 24 II: Every Second Counts," narrated by Jason Statham, documents the Audi Sport Team Joest as they attempt to seek Audi's tenth victory at the 24 Hours of Le Mans in 2011. When tragedy struck twice, the lone Audi R18 TDI #2 race car remained to fight three Peugeots. Risks were taken, boundaries were pushed and nerves were rattled. "Truth in 24 II: Every Second Counts" highlights Audi's win and documents what unfolded over the next 24 Hours at Le Mans as it became one of the most competitive and gripping races the world had ever seen.

Journey to Le Mans: The 24 hours of Le Mans is the most prestigious endurance motorsport event in the world. Fantelli Productions follows Great British privateer team Jota Sport, taking an intimate look at the feat of human endurance and the marvel of engineering it takes to compete in one of the most challenging races on earth. The spectacle that is Le Mans, through the eyes and emotions of the men at the very heart of it. Proving with enough hard work, dedication and passion, you really can achieve anything. Journey to Le Mans is a depiction of the blood, sweat and tears we see, as we travel with the team. Our journey playing out over the season to - and during - Le Mans 2014.

Le Mans (1971): A classic auto-racing movie starring Steve McQueen, Le Mans puts the audience in the driver's seat for what is often called the most grueling race in the world. McQueen plays the American driver, locked in an intense grudge match with his German counterpart during the 24-hour race through the French countryside even as he wrestles with the guilt over causing an accident that cost the life of a close friend. McQueen is his usual stoic magnetic self, and the racing sequences are among the best ever committed to film. A solid character-driven story combines with raw visceral power to make Le Mans a rich tapestry of action and thrills

Steve McQueen: The Man & Le Mans:The story of obsession, betrayal and ultimate vindication. It is the story of how one of the most volatile, charismatic stars of his generation, who seemingly lost so much he held dear in the pursuit of his dream, nevertheless followed it to the end.

Coming soon: Le Mans 3D: The lead drivers in the top class of Endurance racing, head at break-neck speed towards the first corner of the Le Mans 24 hour race; the most grueling and celebrated global motor racing event. This is a place where dreams are made, and broken. It is a place of almost religious intensity for the drivers, engineers, marshals and tens of thousands of spectators that are here to witness the 91st edition of the most glorious of all races. Shot in blistering state-of-the art 3-D, this film tells the story of this race and of the men who compete in it. For 24 hours, and also in the months and weeks leading up to the race, we’ll get to know what makes these men tick and what gives them the sheer guts to race the 24 hours of Le Mans.


History

1923 – 1939

May 26th & 27th, 1923 saw the first running of the Le Mans 24 hours, on the public roads around Le Mans town. The original idea was for a three year event, with the winner being the car that could go the furthest distance over three consecutive races. This plan was abandoned in 1928 and the Le Mans 24 hours winners were declared for each year depending on who covered the furthest distance in the 24 hours. The early races were dominated by British, French, and Italian drivers, teams, and cars, with Bentley, Alfa Romeo and Bugatti being the prominent marques.

By the late 1930’s innovations in car design began appearing at the Le Mans 24 hours circuit, with Bugatti and Alfa Romeo running aerodynamic bodywork, enabling them to reach faster speeds down the Mulsanne straight. In 1936 the race had to be cancelled due to strikes in France. With the outbreak of World War II in late 1939, the Le Mans 24hrs race went on a ten year break.

1949 – 1969

The Le Mans 24 hours race resumed in 1949 following the reconstruction of the Le Mans circuit facilities, with growing interest from major car manufacturers. After the formation of the World Sports car Championship in 1953, of which the Le Mans 24 hour was a part, Jaguar, Ferrari, Aston Martin, Mercedes-Benz, and others began sending multiple cars, supported by their factories, to compete against their competitors. Unfortunately this increased competition would also lead to tragedy with an accident during the 1955 race. The car of Pierre Levegh crashed into a crowd of spectators, killing more than 80 people. This in turn, led to widespread safety measures being brought in, not only at Le Mans, but elsewhere in the world of motor sport. However, even though the safety standards increased, so did the achievable top speeds of the cars. The move from open-cockpit roadsters to closed-cockpit coupes would enable speeds over 200 mph on the Mulsanne. The Le Mans 24 hours race cars of this time were mostly based on production road cars.

By the end of the 1960s, Ford would enter the Le Mans 24hrs with their GT40s, taking four straight wins before the era of production-based cars would come to a close.

1970 – 1981

For the 1970’s, Le Mans 24 hours competitors moved towards more extreme speeds and car designs. These fast speeds led to the replacement of the typical standing Le Mans 24 hours start with the now more familiar rolling start. Although production based cars still participated, they were now competing in the lower classes. Purpose-built prototype race cars became the norm at the Le Mans 24 hours. The Porsche 917, 935, and 936 were dominant throughout this decade, but a resurgence by French manufacturers Matra-Simca and Renault saw the first Le Mans 24 hours victories for the home nation since the race in 1950. Surprisingly the 1970’s is also associated with good performances from many privateer constructors at the Le Mans 24 hours.

Two managed to complete the only ever victories for privateers in the history of the Le Mans 24 hour. John Wyer won in his Mirage in 1975 while Jean Rondeau's self-titled chassis took the Le Mans winners trophy in 1980.

1982 – 1993

Porsche dominated the 1980s at Le Mans with the new Group C race car formula that pushed the boundaries of fuel efficiency. The Porsche 956 was the pioneer in this field. It was later replaced by the successful 962. Both of these chassis were relatively cheap and privateers were able to purchase them en masse. This led to a Porsche chassis winning six years in a row. The 1980’s saw Jaguar and Mercedes-Benz make a return to sports car racing, while an influx of Japanese manufacturers saw prototypes from Nissan and Toyota at the Le Mans 24 hours. However, it was Mazda's unique rotary-powered 787B that would be the only car to succeed.

1992 and 1993 saw Peugeot enter the Le Mans 24 hours and dominate the race, as the Group C formula and World Sports car Championship were fading in popularity and competitive manufacturers.

The famous Le Mans circuit would undergo perhaps its most significant modification in 1990. The iconic Mulsanne straight was altered to include two chicanes. This change was made to reduce speeds in excess of 250 mph from being reached. This began a trend by the race organisers, the ACO (Automobile Club de L’Ouest), to attempt to reduce excessive speeds on certain sections of the track. Despite these changes, speeds over 200 mph are still regularly reached at various points on a Le Mans 24 hours lap.

1994 – 1999

A resurgence of production-based cars at the Le Mans 24 hours followed the end of the World Sports car Championship. A loophole in the laws enabled Porsche to successfully convince the ACO that a 962 Le Mans Supercar was actually a production car. This allowed Porsche to race their successful Porsche 962 for one final time. Not surprisingly it dominated the field. Although the ACO closed the loophole for 1995, newcomer McLaren won the race in their supercar's first appearance thanks to its reliability enabling it to beat faster yet more trouble prone prototypes. The rule bending trend continued throughout the 1990s as more exotic supercars were built in order to bypass the ACO's rules regarding production based Le Mans race cars. This resulted in Porsche, Mercedes-Benz, Toyota, Nissan, Panoz, and Lotus entering the GT categories. By the 1999 event, these GT cars were competing with the Le Mans Prototypes of BMW, Audi, and Ferrari. BMW would ultimately finish with the victory that year. It was BMW’s first ever win at the Le Mans 24 hours circuit.

2000 – 2010

The increasing costs associated with running a car in the Le Mans 24 hours saw many major automobile manufacturers review their participation in the early 21st century. Among these manufacturers, only Audi would remain competing at the Le Mans 24 hours, easily dominating the races with their R8. Although MG, Panoz, and Chrysler, all briefly made attempts to compete with Audi, none could match the performance of the Audi R8. After three consecutive victories, Audi provided engine, support staff and drivers to their corporate partner Bentley, who had returned in 2001. These factory Bentleys were finally able to succeed at Le Mans 24 hours ahead of the now privateer Audis in 2003.

By the end of 2005, after an impressive five victories for the Audi R8, and six to its V8 turbo engine, Audi took on a new Le Mans 24 hours challenge by introducing a diesel engine prototype car known as the R10 TDI. Although this was not the first diesel to race at the Le Mans 24 hours, it was the first to achieve victory. This era saw other alternative fuel sources being tried, including bio-ethanol, while Peugeot decided to follow Audi's lead and pursue a diesel entry in 2007 and 2008 with their Peugeot 908. They ran Audi close but the R10 finished ahead on each occasion. In 2009 the Peugeot 908 claimed victory, bringing an end to the German manufacturer's run of Le Mans wins, however Audi were back in 2010 claiming a 1,2,3 at the chequered flag after engine failures and suspension problems forced all 4 Peugeot entrants to retire.

2011 – Now

2011 saw one of the closest races in Le Mans history with Audi just crossing the line ahead of its Peugeot rivals, however, the race will most probably be remembered for the 2 major crashes involving the Audis driven by Allan McNish and Mike Rockenfeller. Fortunately both drivers were able to walk away from the wreckage of their cars.
Le Mans 2012 saw the introduction of hybrid technology for both Audi & Toyota in the LMP1 class. After the withdrawal of Peugeot for financial reasons, it was Toyota that stood up to challenge Audi. However two major crashes, one which left driver Ant Davidson with a broken back, left Audi unchallenged at the front. Audi's hybrid diesel, the R18 E-tron quattro eventually took the honours. 2013 again saw the Audi R18 E-tron Quattro victorious with the Toyota Hybrid runner up. It was the ninth win for Dane Tom Kristensen & the 3rd for British driver Allan McNish. However the race was over-shadowed by the death of driver Allan Simonsen following the early crash of his Aston Martin V8 Vantage.

2014 saw the return to the top flight for Porsche. They were challenging Audi and Toyota at the front with a team that included ex-F1 driver Mark Webber. The lead was held by each of the factory teams at different points in the race as all teams suffered problems with their new technology. Despite needing to spend time in the pits changing the turbos on their cars Audi once again claimed a 1 -2 with Toyota third. Porsche were in the lead during the 22nd hour until their remaining car was retired. A sign of the challenges to come.


Facts and Trivia

• The youngest overall winner was Austrian Alex Wurz who won in 1996 at the age of 21 together with his teammates Davy Jones and Manuel Reuter in a Joest Porsche.
  
• The most successful manufacturer is Porsche with 16 overall victories.
  
• The most successful team is Team Joest from Germany with 12 overall victories.
  
• Jean Rondeau is the only constructor-driver to win Le Mans outright.
  
• The first Japanese manufactorer to win the race was Mazda in 1991. This was also the first, and up to now only victory of a car powered by a rotary engine.
  
• Graham Hill is the only person to have won Le Mans, the F1 Championship and the Indy 500.
  
• Mario Andretti is the only driver who competed at Le Mans in 4 decades - his first appearance in 1966 in a Ford GT, his last in the year 2000 in a Panoz sports prototype.
  
• The Andretti clan was the first family to send its 3rd generation to Le Mans: Besides Mario, his son Michael and nephew John who all started previously at Le Mans, in 2010 Mario's grandson Marco was in an LMP1 Lola.
  
• The female driver with the most Le Mans participations is French Anne-Charlotte Verney with 10 appearances between 1974 and 1983.
  
• Danish driver Tom Kristensen holds the record for the most overall wins as a driver - he won the race 9 times between 1997 and 2013. Next in the list is Belgian Jacky Ickx with 6 wins between 1969 and 1982.
  
• The top speed record at Le Mans is held by the French Welter Racing team, their Peugeot-powered prototype reached a recorded speed of 404 km/h (251 mph) down the Hunaudieres straight in the 1988 race.
  
• A new all time distance record was set in 2010, the winning Audi R15 coverd a distance of 5410 km, the previous record of 5335 km was already 40 years old.

Previous Winners

Race Coverage

Live streams:









TV coverage:





Misc:






Le Mans Official App

2015 Timetable

Le Mans 24 Hours - Videos

 

[Edmond Dantès]

The history of Nissan Motorsports

Although Mazda is the only Japanese manufacturer to win the 24 Hours of Le Mans (1991), Nissan is perhaps the one that has most often made the attempt, particularly the memorable offensives of 1990 and 1998. The company, who are based in Yokohama, has almost never ceased to invest in endurance racing since the early 60s, in Europe, Japan and the United States.

1963

The story began when Nissan were pioneers of the first Japanese Grand Prix at Suzuka and won a class victory with the Datsun Fairlady 1500.


1966

Nissan bought the Prince Motor Company who manufactured the R380, a race car inspired by the Porsche 904. Powered by a six-cylinder 180hp engine, it was too heavy (720 kg) to compete with its European counterparts.


1967

The R380 evolved, this time inspired by the Porsche 906 and 910 ... still too heavy, its performance was unconvincing.


1968

Results were slow in coming, and Nissan launched into a new programme. With its V8 Chevrolet power, the R381 won the Grand Prix of Japan ahead of Porsche and Toyota.


1969

The American V8 gave way to a home grown 600 hp V12. Still unknown in Europe, the Japanese GP was the sporting event of the year in its homeland. Toyota, Isuzu and Daihastu came with huge budgets but it was still Nissan that won.


1970

With the escalation of manufacturers out to win, the Japanese Grand Prix could only lead to a deadlock. Taking as a pretext the new anti-pollution standards, Nissan threw in the towel.


1973

In America, the 'Z' coupe scored many wins, including those of Bob Sharp Racing, and driven by no less than Paul Newman.


1983

After a long absence, Nissan returned to endurance racing. Different avenues were explored like the Nissan powered March 83G or this Skyline Silhouette transformed into a Group C car. It gave its best, but could not compete with the Porsche 956.


1985

It was Nissan's offshoot in North America that saw the return of a "true" prototype. The GTP ZX Turbo is a legend in the USA, as great as the Porsche 956. After a difficult start in the IMSA series it progressed from year to year to finally dominate the 1988, 89 and 90 seasons.


1985

The matching of the March 85G chassis with the Nissan V6 of the GTP ZX gave rise to the R85V. Under a deluge it won on its first outing in the World Championship race at Fuji! The following year, it became the first Nissan to race in the 24 Hours of Le Mans and finished 13th.


1986

Appearing in 1986, the March 86G chassis could not challenge Porsche and Jaguar in the Japanese sports prototype championship. It did not have success in the 24 Hours of Le Mans either, where it raced until 1989.


1988

The R88C had little more success than its predecessor. In the 24 Hours of Le Mans of 1988, it retired after qualifying 15th.


1989

The R88C continued its career in Japan in 1989 (a podium at the 1000 km of Fuji).


1989

In 1989, the programme was stepped-up and the effect was noticeable. Now with a Lola chassis powered by a new turbo V8 that was not based on a production block, but specially designed for endurance racing. Sidelined by teething problems, none of the three cars that competed in the 24 Hours of Le Mans made it to the chequered flag but at the end of season the R89C had a podium finish at Donington.


1990

1990 marked the first major offensive of Nissan at Le Mans. An armada of seven cars were present in La Sarthe. The very effective, R90CK took pole position and the crew of Brabham-Robinson-Daly led the race until dawn.


1990

It was the R90CP that gave the Japanese manufacturer consolation, finishing the Japanese championship season ranked fifth, The disappointment of 1990 marked the end of the programme and it would be another seven years before another major project was initiated.


1990

Although the company ended its global commitment, it continued in the Japanese Championships (JSPC) and in the American IMSA series.


1991

In 1991, a R90CK finished in 2nd place at the Daytona 24 Hours.


1992

Victory at the 24 Hours of Daytona in 1992 remains to this day the most prestigious success for Nissan in endurance racing. That performance was repeated in 1994.


1992

Too young to retire, the R90CK raced in the USA until 1992.


1992

Also in Japan where this "Kokuyo, Take One" finished second at Fuji.


1992

The R92CP dominated the Japanese championship until 1994.


1992

With its 3.5 litre naturally aspirated V12, the NP35 had to compete with the Peugeot 905 and Toyota TS010.


1993

The demise of the World Championship put an end to the career of the prototype which had only one race in the Japanese championship (1992). As for the American version with a V6 turbo, it did not go beyond private testing.


1994

After winning at Daytona and Sebring, the 300 ZX developed in America, presented itself as a serious candidate for overall victory at Le Mans. However the Cunningham team finished fifth (IMSA GTS class victory).


1995

The 63rd edition marked the official, but low-key, return of Nissan to the Le Mans 24 Hours. Two Skyline GTR were entered in GT1. However, these heavy cars bred in the Japanese league could do nothing against the pace of the McLaren F1 GTR. One of them, however, finished 10th.


1996

In a blossoming class, the evolved Skyline could still not mach the pace of McLaren and Porsche. Neither car finished the 24 Hours of Le Mans.


1997

Nissan had the means to win the 24 Hours of Le Mans with three R390 GT1 prepared by the architect of Jaguar's victories, Tom Walkinshaw. Although the first attempt ended with two retirements and a 12th place, the second would be much more convincing.


1998

In 1998, the four cars entered all reached the chequered flag, and finished 3rd, 5th, 6th and 10th positions. Although it had remarkable reliability, the car could not match the pace of Mercedes, Porsche and Toyota.


1999

The following year, Nissan abandoned GT1 for a normally aspirated proto. Back to basics with the first open prototype body since the R383 in 1970. Still in development, the R391 did not shine at Le Mans, but won the 1000 km Fuji at the end of the year. In 2000, Nissan ended its international sporting programme.


1999

The sporting offshoot of the company raced in Super GT with the Skyline, 350Z and the GT-R.


2009

Returning to the global scene with the GT-R, early results were modest. It was hoped that it might race at the 24 Hours of Le Mans in 2010, but that was not to be. However, it was competitive and won the Tourist Trophy 2010 before taking the FIA GT1 title in 2011.


2011

The 79th edition of the 24 Hours of Le Mans finally saw the return of Nissan, but only as an engine partner. The Greaves Motorsport Zytek raced with the VK45 V8 in the LM P2 category.


2012

Still as an engine provider, Nissan invested in the DeltaWing project which occupied the 56th pit at the 24 Hours of Le Mans (restricted to new technologies). A promising start to the race was cut short by retirement after an accident.

Stars from the past - Photos by Martin Lee

The winning Alpine A442B - Didier Pironi & Jean-Pierre Jassaud at the Esses at the 1978 Le Mans

Porsche 936-78 - Bob Wollek, Jurgen Barth & Jacky Ickx at the Esses at the 1978 Le Mans

Mirage M10 - Vern Schuppan, Jean-Pierre Jassaud & David Hobbs at the 1979 Le Mans

Kremer Porsche 917K - Bob Wollek - Xavier Lapeyre - Guy Chasseuil at Dunlop Curve at Le Mans 1981

Lola T600 - Emilio de Villota - Guy Edwards - Juan Fernandez clears the Dunlop Bridge at Le Mans 1981

Lancia LC2 - Bob Wollek & Alessandro Nannini enter the Esses at Le Mans 1984

Rondeau M382- Pierre Yver, Bernard de Dryver & Pierre-Francois Rousselot heads towards the Esses at Le Mans 1984

Jaguar XJR-5 - Bob Tullius, Brian Redman & Doc Bundy in the Esses at Le Mans 1984

Porsche 956 - Tiff Needell, David Sutherland & Rusty French head down to the Esses at Le Mans 1984

Porsche 962 - Al Holbert, John Watson & Vern Schuppan at Tetre Rouge at the 1985 Le Mans

Tom's 85C - Satoru Nakajima, Masanori Sekiya & Kauro Hoshino at Tetre Rouge at the 1985 Le Mans

Jaguar XJR-6 - Derek Warwick, Eddie Cheever & Jean-Louis Schlesser at Tetre Rouge at the 1986 Le Mans

Sauber C8 - John Nielsen & Mike Thackwell enters Tetre Rouge at the 1986 Le Mans

Porsche 961 - Rene Metge & Claude Ballot Lena at Tetre Rouge at the 1986 Le Mans

Jaguar XJR-8 - Jan Lammers, Win Percy & John Watson in the Esses at the 1987 Le Mans

Sauber C9 - Mike Thackwell, Henri Pescarolo & Hideki Okada in the Esses at the 1987 Le Mans

Porsche 961 - Rene Metge, Claude Haldi & Kees Neirop in the Esses at the 1987 Le Mans

Spice SE86C - John Hotchkis Jr, John Hotchkis & Richard Jones at the esses at the 1989 Le Mans

Mazda 767B - Yojiro Terada, Marc Duez & Volker Weidler in the Esses at the 1989 Le Mans

Nissan R90CK - Geoff Brabham, Chip Robinson & Derek Daly at the 1990 Le Mans

Toyota 90C-v - Aguri Suzuki, Johnny Dumfries & Roberto Ravaglia in the Esses at the 1990 Le Mans

Jaguar XJR-12 - Martin Brundle, Alain Ferte & David Leslie at Tetre Rouge at the 1990 Le Mans

Peugeot 905 - Keke Rosberg, Yannick Dalmas & Pierre-Henri Raphanel in the Esses at Le Mans 1991

Mercedes-Benz C11 - Karl Wendlinger, Michael Schumacher & Fritz Kreutzpointner in the Esses at Le Mans 1991

Jaguar XJR-12 - Derek Warwick, John Nielsen & Andy Wallace enters the Esses at Le Mans 1991

The winning Mazda 787B - Volker Weidler, Johnny Herbert & Bertrand Gachot heads towards the Esses at Le Mans 1991

Mazda MXR-01 - Volker Weidler, Johnny Herbert, Bertrand Gachot & Maurizio Sandro Sala at Dunlop Chicane at the 1992 Le Mans

2nd placed Toyota TS010 - Pierre-Henri Raphanel, Kenny Acheson & Masanori Sekiya at the 1992 Le Mans

Lola T92-10 - Heinz-Harald Frentzen, Syunji Kasuya & Charles Zwolsman at the 1992 Le Mans

Peugeot 905 Evo 1 Bis LM - Phillippe Alliot, Mauro Baldi & Jean-Pierre Jabouille at the 1992 Le Mans

Jaguar XJ220C - John Nielsen, David Coulthard & David Brabham in the Esses at the 1993 Le Mans

Toyota TS010 - Pierre-Henri Raphanel, Andy Wallace & Kenny Acheson at the 1993 Le Mans

The iconic sunset over the Dunlop Bridge at the 1981 Le Mans

 

[Edmond Dantès]

And finished. Feel free to post.

 

[Jezbollah]

Outstanding OP. Well done!

I dont know how I managed it, but I have the entirety of next weekend free. I am going to OD on the coverage.

Really dont care who wins - I just want all the drivers to come home - but I'd love for Nissan to do well.

 

[Humidex]

Speechless. Mega OP!

*two thumbs up*

And Audi will probably win, somewhere, somehow!

 

[Edmond Dantès]

Outstanding OP. Well done!

I dont know how I managed it, but I have the entirety of next weekend free. I am going to OD on the coverage.

Really dont care who wins - I just want all the drivers to come home - but I'd love for Nissan to do well.

Thank you.

This is shaping up to be a fantastic Le Mans. Four manufacturers, different philosophies, and 24 hours of the Circuit de la Sarthe. Bliss.

Speechless. Mega OP!

*two thumbs up*

And Audi will probably win, somewhere, somehow!

Indeed. Never dismiss the might of Audi, but I think many of us want a new winner.

 

[Treythalomew]

Amazing OP. I can't wait to digest it all before the start. Love the work put into the getting pictures in there.

Didn't know they had an iPhone app which is pretty cool.

Too early to decide who I'll be rooting for but obviously would like Nissan to do well.

 

[Valkyr Junkie]

Awesome write-up

 

[Silver Arrows]

LETS GET IT GOING!

Beautiful OP Dantes.

 

[Pacbois]

Superb OP.

idealistically rooting for Toyota and Nissan, realistically, this is going to be a tough fight between Audi & Porsche.

 

[Steiner84]

holy balls.
never had to scroll for so long lol.

will read this beauty tomorrow for breakfast!

spotter guide printed on A3, days off for lemans, no obligations troughout the days, eurosport in hd, eurosport player subscribed. in short: my body is ready. lets get it on!

 

[LoveCake]

Now that's how a OP is done!

My post from the other thread.

"Is there going to be an bunch of all nighters here on GAF?

I hope for the British teams & drivers to do well.

I hope that the Nissan GT-R LM NISMO teams do well especially the ones with Jann Mardenborough & Alex Buncombe who won the GT Academy competitions.

I just wish that the DeltaWing was running

I don't know if anyone here has seen -
Nissan GT-R LM NISMO - Jay Leno's Garage"

A classic video Flat Out In a Le Mans Winning Porsche 962 - /CHRIS HARRIS ON CARS
Something different Nissan DeltaWing Driven At Road Atlanta -- /CHRIS HARRIS ON CARS
The best LeMans car ever (imo) Johnny Herbert 20th anniversary of Mazda 787B's victory at 24h of Le Mans


Just like to add a link to the site where the spotters guide is from http://www.spotterguides.com/ he has other guides available for free as well for other motor racing series.

 

[Edmond Dantès]

Now that's how a OP is done!

My post from the other thread.

"Is there going to be an bunch of all nighters here on GAF?

I hope for the British teams & drivers to do well.

I hope that the Nissan GT-R LM NISMO teams do well especially the ones with Jann Mardenborough & Alex Buncombe who won the GT Academy competitions.

I just wish that the DeltaWing was running

I don't know if anyone here has seen -
Nissan GT-R LM NISMO - Jay Leno's Garage"

Just like to add a link to the site where the spotters guide is from http://www.spotterguides.com/ he has other guides available for free as well for other motor racing series.

I'm quite sure that there will be a few here doing all nighters, plus with the time zone differences, the thread will remain active throughout the 24 hours.

Agree wholeheartedly about Andy, his contributions via his guides are much appreciated in the motorsports community.

 

[Steiner84]

im tryinhg my best to pull a all nighter. might to take a shower at 3am...

 

[LoveCake]

I will probably clock off at about 01:00 & come back on about 07:00, i have done all nighters in the past, it depends on the race though really, sometimes it quietens down a-bit at night in the small hours.

 

[Jotaka]

Great OP!

It made search more about Le Mans and found out that a GT Academy 2014 winner Gaetan Paletou will join the fun.

https://www.youtube.com/watch?v=nWGdQruiJ6g

That was fast XD

 

[dalin80]

A lot of nissan focus for a car that has so far been in it's own lmp 1.5 class in testing...

 

[Psychotext]

After doing the 24hr in person last year, I think I'm going to do it again via TV this year. I suspect I'll be significantly more comfortable.

 

[Silver Arrows]

A lot of nissan focus for a car that has so far been in it's own lmp 1.5 class in testing...

New kids on the LMP block. I think Le Mans posters have done that for every manufacturer.

Still, I agree, Nissan is going to get blasted this year, and it's really only a fight between Porsche and Audi, with Toyota running up the rear.

 

[Edmond Dantès]

A lot of nissan focus for a car that has so far been in it's own lmp 1.5 class in testing...

Indeed. Much of it is to highlight their motorsports heritage, rather than their slightly premature attempt this year. Another year of development may have served Nissan better.

 

[Juicy Bob]

Can't wait.

Le Mans week is like Christmas in our household.

 

[dubc35]

Amazing |OT|!

My lack of sleep is ready!

 

[nicolajNN]

Awesome OT. I'm hoping for an Audi win, I've practically grown up with them at Le Mans thanks to a certain Dane from my hometown. However I am hoping that either Toyota or Nissan can compete with Audi and Porsche, so we can get a nice 3 way showdown and entertaining 24 hours

Great OP!

It made search more about Le Mans and found out that a GT Academy 2014 winner Gaetan Paletou will join the fun.

https://www.youtube.com/watch?v=nWGdQruiJ6g

That was fast XD

Nice, that's 4 GT Academy winners at Le Mans this year. Though unfortunately I think that makes the OT slightly outdated, he should be in #41, but he's in the picture with the cars and drivers.

 

[The Elite]

I think I should be able to watch a big chunk of it this year. Now I just need to find someone showing it in Canada.

 

[amar212]

One of the best OPs I have ever seen and read.

Amazing work, congratulations on commitment.

Great, great job there, no words.

 

[Silver Arrows]

I think I should be able to watch a big chunk of it this year. Now I just need to find someone showing it in Canada.

Same. Le Mans was the only time I watched SPEED back in the day.

Oh well, Radio Le Mans for me!

 

[Zyzyxxz]

Wow amazing and informative OP. Everyone seems to be watching the Nissan closely this year.

 

[Interferon]

Amazing. Great work OP. Needless to say, instant-subscribe.
Can't wait for the race, especially after this disappointing F1 weekend!

 

[Deadman]

Excellent OP.


The WEC races have been excellent so far this year, I hope Le Mans is just as good.

 

[jett]

Nice. I will be watching this year for the first time.

 

[Humidex]

Just watching this test day footage to whet the appetite!

 

[Dennis]

That is a 24 hour OP if I ever saw one.

Good job!

 

[navanman]

Great great OP.
Reading up on the NIssan's car and its doesn't sound great for them.
Restricted to 2MJ and even then there are rumours that they can't get the 2MJ working and are basically on pure engine power alone.

 

[golem]

Epic OP!

 

[StriKeVillain]

Amazing OP, ED.

Looking forward to the race.

 

[chadskin]

Great OT, OP. Less than a week to go.

 

[olore]

Good job ED, you should do the F1 one for next season.

 

[Elfforkusu]

Well done, Dantes! Though I expected no less from the Count. ;p

Shaping up to be an incredible year. Audi v Porsche v Toyota, with the added intrigue of Nissan's quest to finish the 24 hours while still testing their new car. And GT Pro should be as exciting as always...

 

[dubc35]

6am to 6am race here. I'm always good for the start but waking up to catch the end can be rough, especially depending on how long I endure the night.

I'm on holiday and only have my phone, is the WEC app mobile only or can it be viewed via laptop? Laptop would be great so I can output to my tv.

Cheering for Webbah to take the overall win! It will be odd without McNish and Mr Le Mans Tom Kristensen racing.

 

[Leunam]

Edmond Dantes that is one hell of an OP. Fantastic work.

I expect to be busy during the race but I'm going to squeeze in as much time as I can.

 

[Watevaman]

Great OP, Sir Dantes!

Can't wait to see how NIssan fares. Will be exciting to see all the LMP1 cars competing, what with all the different tech behind each one.

 

[Klocker]

Epic op, OT.

Thanks

 

[Draconian]

Will those streams be archived? I'm gonna be a little busy on Saturday and would like to able to watch more than bits and pieces of it.

 

[LiK]

this OT is fucking incredible. is there an award for best OT maker?

 

[FStop7]

Probably a more comprehensive a summary of the 24 Hours of Le Mans than anywhere else online.

 

[bobnowhere]

Always loved the 89 Saubers, they were so modern for the time and probably wouldn't look too much out of place on this years grid.

 

[dalin80]

Great great OP.
Reading up on the NIssan's car and its doesn't sound great for them.
Restricted to 2MJ and even then there are rumours that they can't get the 2MJ working and are basically on pure engine power alone.

The downside of a new design, new issues. I'm not even sure that they can re-enter this point as a non-hybrid car for the greater fuel allowance .

I'm going to guess that only one of 3 cars will finish the race and that it will be amongst the LMP2 crowd.

 

[Syph Medwes]

Beautiful OP, well done.
So from reading what you've written, even if you win you wouldn't recoup your cost of entering?

 

[Spaceman Spiff]

Now that's an Official Thread if ever I saw one. A true labor of love. Excellent work, ED.

As for the rest of you, buckle up and enjoy the ride before the ACO inevitably pegs the P1s back in 2016. This year's race could well be among the all-time greats.