The LMH rules no longer allow hybrid power to be used as a push-to-pass overtaking tool: the power curve is defined for each car in the Balance of Performance table for each race. F1 qualifying takes place over three parts; Q1, Q2 and Q3. Q1 lasts 18 minutes and features all 20 cars attempting to set the fastest laptimes. The slowest five cars are eliminated and set in their grid slots, while Q2 then features the remaining 15 cars. Q2 lasts 15 minutes, and once more the slowest five cars are eliminated and the top 10 progress to the final part — in which pole position is decided along with the grid slots down to 10th place.
The top 10 will also start the race on the tyres on which they logged their fastest Q2 lap, but have free tyre choice for Q3 to try and set a time good enough for pole within the 12 allotted minutes. WEC has a more traditional system system comprising two minute sessions, one for the Hypercar and LMP2 classes, and another for the GTE divisions: the fastest lap from each qualifying driver sets the grid.
A point is awarded to each of the drivers of the car that takes pole in the four classes. The top six cars in each of the four classes during a minute period on Wednesday, the first day of qualifying, go forward to the half-hour Hyperpole session on Thursday.
Formula 1 races last up to a maximum of two hours excluding any red flag stoppages, and are run to the shortest race distance exceeding km, barring the Monaco Grand Prix which runs to around km.
Across the race, each car must use at least two of the three nominated tyre compounds provided by Pirelli, and pitstops may only be used for tyre changes and possible repairs following the ban on refuelling from onwards. There are two eight-hour races on the calendar, at the Algarve circuit in Portimao and the second Bahrain race at the end of the season, while Le Mans lasts a full 24 hours. This means that multiple drivers share each car, and there are regulations across each category that mandate minimum times behind the wheel for each driver.
Endurance racing also assigns each driver a category — bronze, silver, gold and platinum — based on prior experience and results, and the LMP2 and GTE Am categories have set combinations of driver categorisations allowed.
This does not apply to the Hypercar class, other than permitting no bronze drivers to participate in the class. For a six-hour race, WEC runs to the same points format as F1, albeit with a half-point available for cars finishing below that in each class.
It also awards a point for each class pole. WEC treats each class as a separate championship, and awards points to a team relative to their position within the class. The eight-hour races and the Le Mans 24 Hours offer different points distributions.
In an eight-hour race, the points are handed out in a format for the top 10 with one point on offer to finishers below that. It's not going to make a huge difference in the "racing" and it will be less satisfying for the drivers who deserve to be smiling at the limits of what their bodies can handle they are in F1 after-all. Raikkonen is still fast. Ricciardo is closest Italy has to a star driver and he's Australian lol.
Williams reminds me of Manor and Minardi. LMP cars sound faster. Formula 1 are by far the fastest car on earth , racing is not about going in rocket in a straight line. In responding to this I want to respond to both the article, and some of the points other reviewer's make below.
In the article you stayed simply straight line speed, 0 to and 0 to That's nice but road racing, and that's what makes both Formula One and LMP racing so exciting, is about breaking and cornering. It seems we as humans are always searching for God. Some penultimate power that is 'the best'.
As Dr Duke lists below, at the end of the day, it's all about lap time. Same can be said when Indy and F1 ran at Montreal. The slowest F1 was still 3 seconds faster than the pole for Indycar. A quarter-mile run does nothing if you have to make the return trip, and the numbers don't lie. Watching LMP, unfortunately, is almost as bad as F1. The same guys win over and over and very little battling over than keeping one guy behind you.
The sheer fact of the track times dictates that if I'm. Basic math tells us that is a difference of 8. Yes, there is a lot that goes into qualifying times, time of day, ambient and track temperatures and so on, but the fastest LMP1 car only managed a 1ish second improvement.
Long story short the LMP2 cars are quick. That said an LMP2 car is unlikely to threaten for an overall podium. Which means that even if the front runners hit minor problems their outright pace should keep them in front of their less complicated cousins.
Where things get interesting is top speed. You would rightfully expect machines as technical and expensive as an LMP1 car to reign supreme. Afterall outright speed is hugely important at Le Mans. The surprising thing is, you'd be wrong. The Dallaras were set up with a heavy focus on top speed however the other LMP2 cars were not far behind.
F1 power units twin a 1. The Hybrid that Hartley drove featured a 2. A model upon which Seat has staked its future, the new Ibiza must now deliver in an extremely competitive market. So can the supermini upset the likes of Ford, Mini, Mazda, Nissan and others? Those are impressive numbers and a lot to manage through your right foot. The first sector of that track [the Circuit of the Americas] features a sequence of fast, flowing corners.
Opinion: why the time is right for hypercars to take over at Le Mans. Both Le Mans prototypes and F1 cars feature extensive use of hybrid powertrains, which in turn means both types of car feature a great emphasis on efficiency. Hartley says this is a development of modern racing cars that's often overlooked.
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