IMSA DPi Source Part 1

This time next year, IMSA teams and manufacturers will be in the final
stages of preparing for the start of a new era of North American prototype
racing, with the launch of the 2017 LMP2 regulations, which includes the
series-specific Daytona Prototype International (DPi) platform.

For IMSA, which has been working jointly with the FIA and ACO on the global
ruleset, 2016 will mark a busy year in the development, testing and
validation of the new formula.

"A lot of work has gone on behind the scenes up to this point with the GT
class [regulations], but now that it's getting implemented, our full focus
is on DPi for 2017," IMSA VP of Competition Simon Hodgson told
Sportscar365.

"We've got wind tunnel testing planned and we understand the schedule from
some of the interested parties of when the constructors are going to have
cars in place."

The IMSA-specific DPi platform, featuring manufacturer-specific engines and
bodywork fitted to the four approved global LMP2 constructors, will compete
alongside the new standard LMP2 cars, which will be powered by a spec
Gibson-tuned V8 engine.

While not a single manufacturer has yet to officially commit to the DPi
platform for 2017, Mazda has laid out intentions, while at least one other
OEM is in the advanced stages of the planning process as well.

It's known GM — most likely with its Cadillac brand — as well as Honda
Performance Development have also been evaluating the possibilities of
entering the platform, although either has yet to formally announce plans.

According to IMSA's Director of Racing Platforms, Mark Raffauf, the
interest level has been high, and estimates there could be anywhere from
two to five manufacturers on the Prototype class grid next year.

"There's probably more interest that there's been in a top-level class to
more people in quite some time," Raffauf told Sportscar365. "There's
options to win the big races in North America, with something for
everybody. It's a big opportunity."

Raffauf confirmed each manufacturer must commit to both an engine and
bodywork package and would be locked into an alliance with one of the four
constructors it selects, unlike the previous DP formula, which allowed
bodywork such as the Corvette DP outfitted on multiple chassis.

He expects the visual appearance of each DPi car to be distinctly different
from the generic bodywork that will be produced by approved constructors
ORECA, Onroak Automotive, Dallara and Riley-Multimatic.

While some areas such as the cockpit, rear wing, shark fin and floor of the
car cannot be changed per regulations, other areas such as the nose will be
an open canvas, in what Raffauf says will be more than styling cues but not
to the extreme of the Corvette DP bodywork.

On the engine front, IMSA will allow most of the existing powerplants
competing in the Prototype class, plus engines from FIA GT3 cars, which
opens up a number of possibilities.

They are expected to see a slight increase in power levels over what's
currently seen in the P class.

"We have engines that pretty much exist, either GT3 or existing engines you
see in the paddock right now in P," Raffauf said. "That part of it is done.
The car will be done. It will really just be capturing the DNA in the
bodywork to go with the engine."

While the LMP2/DPi regulations are locked in for a minimum of four years
with the same constructors and chassis, Raffauf said manufacturers will be
allowed to make changes to the appearance of the bodywork or even debut new
engines and/or branding over that period, under an approval and
homologation process.

"If they come out with a new engine, they can follow the original process
and rebadge and redo their car," he said.

"The basic car remains intact but if they want to change the engine because
they're introducing a new product in that period and want to highlight that
product, [the OEM] has that option.

"In four or five year runs, things change in the manufacturer side; the
door is there to come to us for them to come to us and say, 'We want to
move this to this look, this model, this style.'

"The DNA of some brands change completely in that time. We have that option
in place."

The road to the new-for-2017 Prototype regulations in the IMSA WeatherTech
SportsCar Championship is well underway, despite not a single manufacturer
yet formally announcing its commitment to the Daytona Prototype
international (DPi) platform.

However, according to Director of Racing Platforms Mark Raffauf, IMSA has
already been working with prospective manufacturers on the early stages of
the approval process for series-specific engine and bodywork package
proposals.

"We're able to deal with it now," Raffauf told Sportscar365. "It's up to
them to produce what they want us to look at.

"There's a process of CAD approval for dimensional appliance, CFD testing
with our CFD and their files, which is a collaboration of taking that
result and saying 'This is where we need to go to make sure the car is
functional. Go ahead and make molds and parts.'

"The final test is the wind tunnel, which is in the fall into December so
that everyone has the maximum amount of time."

Unlike the timeframe established for the standard new LMP2 machinery by the
FIA and ACO, Raffauf said IMSA is on an accelerated schedule, in order to
meet the deadline of having cars on the grid at the 2017 Rolex 24 at
Daytona.

While the draft homologations of each of the four global constructors is
not due until Sept. 1, it's likely cars will be out testing before then,
but perhaps not in full IMSA DPi specification.

"I think it will be sooner than people expect," Raffauf said. "The cars
will be running. They may have not completed their full FIA/ACO
homologation yet because that timeframe is very clear.

"But that doesn't preclude them from testing with existing drivelines in
them, using the basic bodywork to start with, because that's easier to do
and has more applications."

With IMSA teams exempt from any testing restrictions with 2017 cars,
Raffauf is hopeful of seeing manufacturers get a jump start on development,
prior to the final engine and bodywork homologations late this year.

Another key point in the regulations is the implementation of a new Balance
of Performance process, utilizing wind tunnel and dyno testing, along with
a new set of data loggers. The same procedure was introduced to the new GT
Le Mans and GT Daytona classes this year.

For 2017, existing closed-top LMP2 cars, such as the Ligier JS P2, Oreca 05
and BR Engineering BR01, will be grandfathered into the new-look P class
alongside the new DPi and LMP2 cars, although Raffauf said they will remain
at 2016 performance levels.

As for the potential of additional prototype machinery being allowed in, he
said LMP2/DPi is "pretty much the box we're playing in right now." The
status of the DeltaWing is unknown as a decision has not yet been taken.

Of note, Raffauf said IMSA will not require a manufacturer to make its
engine and bodywork available to customers, although according to VP of
Competition Simon Hodgson, the hope would be to have multiple teams
utilizing bespoke chassis-engine-bodywork packages.

"Obviously we've got high hopes," Hodgson told Sportscar365. "But at the
same time a lot of people's focus has been on singular thinking that if an
OEM comes in that they'll be aligned with one constructor, which they will
be.

"But I wouldn't be surprised to see some of these OEMs partner up with more
than a few teams and make [the bodywork and engines] available. But that's
been speculative.

"The whole nature of this is that it's a good investment, especially for
those that already have an engine package in place."

It's believed that at least one of the proposed manufacturers has yet to
decide on whether to focus efforts around a single designated factory
operation or to make its package available to multiple works-supported
teams.

While it's unclear whether the new formula will deliver an immediate boost
to the rather sparse eight-car full-season P class grid that's projected
for this year, Hodgson has stressed the importance of having a mix of
factory and privateer entrants.

"We expect this to create some clear vision for manufacturers but a lot of
our success is based on privateer entries as well," he said.

"There's the ability for people to bring spec prototype here and to compete
in our premier class as well."

With manufacturer announcements still to come, followed by the design,
build and on-track testing process for each package, 2016 will be a busy
year for the manufacturers and teams in the build-up to the new era of
North American prototype racing.