The need to put the LMHs through Windshear has coincided with a desire on the part of the rule makers to create what they have called a more robust homologation process, which has included a new method of defining the ride height and a downshifting of the aerodynamic performance window. Manufacturers have to fit within prescribed minimums and maximums on drag and downforce under both sets of regulations, which have been lowered for the new season. The reasons had yet to be explained — even to the participants – at press time, but the shift appears to have been motivated to give more scope to the system of Balance of Performance designed to create a level playing field in Hypercar. The FIA and ACO had little room to manoeuvre last year with Peugeot and Aston Martin, which for much of the season were nailed on at maximum power and minimum weight.

“What we have done out of this rehomologation is to still have a car that is easy to balance”

This rehomologation explains the slightly different look of 499P for this year. There have been detail changes across the car: “Flicks, dive planes, fences in the diffuser, Gurney flaps and things like that,” says Cannizzo. The biggest modification, at least one that is visible, is the removal of the Gurney at the end of the rear body section. They have added up to a car that is “inherently slightly slower” than before. “What we have done out of this rehomologation is to still have a car that is easy to balance, not to jeopardise our main characteristics,” says Cannizzo. He reckons this rehomologation should not affect the playing field per se, though he adds the caveat that some of its rivals — Cadillac, BMW and Alpine — were already familiar with the Windshear tunnel when the latest process began. He also suggests that what he calls the “repeatability” of results in Windshear tunnel is less consistent than at Sauber.

There’s another factor that could shake up the pecking order in Hypercar at Le Mans. A new range of Michelin slick tyres has been introduced, incorporating a minimum of 50% sustainable materials on the way to its target of hitting 100% for all its tyres, road and race, by 2050. Testing, says Cannizzo, has confirmed that the warm-up of the new rubber in the initial laps out of the pits is better than before, as demonstrated in the Daytona and Sebring enduros in January and March. The working temperature range of each of three compounds — all of which will be available at Le Mans — also appears bigger than before. It could, he suggests, “bring new opportunities”. By that he means, for example, there might just be something to gain by an earlier switch to the soft as the sun drops on Saturday night.

There is also a question mark about the BoP, too. It remains a work in progress, and the FIA and the ACO have stated that there will be further revisions for 2026. Success handicaps, a measure being kept in the back pocket to further balance the field, were never planned to be used at Le Mans.

Calado obliquely refers to the BoP when asked to assess Ferrari’s chances, though the three-letter acronym doesn’t cross his lips — he’s not allowed to talk about it by regulation. “Le Mans is unique compared with anywhere else, so it really is an unknown,” he says. “At the end of the day the numbers we are given can be very important. I am sure we are going to be up there. Four in a row would be crazy. Never say never.”