Le Mans Hypercar explained: Entries, rules and specs for the new sports car category

What is a Le Mans Hypercar? And which entries are under these rules?

94 DUVAL Loic (fra),MENEZES Gustavo (bra),ROSSITER James (gbr), Peugeot TotalEnergies Hybrid 9X8 Hypercar, action during the 6 Hours of Monza 2022, 4th round of the 2022 FIA World Endurance Championship on the Autodromo Nazionale di Monza from July 8 to 10, 2022 in Monza, Italy - Photo Joao Filipe / DPPI

The Peugeot 9X8 Hypercar – the most extreme design seen in the category yet – made its WEC debut in Monza

Joao Filipe / DPPI

There has always been hope that new Le Mans Hypercars would lead to a new golden age of sports car racing, but Ferrari’s announcement that it would be building its own hypercar raised expectations even higher.

By 2023, when Ferraris will fight for overall victories at Le Mans and in the World Endurance Championship, the Le Mans Hypercar (LMH) grid will include rival hypercars from Toyota, Peugeot, Glickenhaus and potentially ByKolles.

They will also be battling Porsche, Cadillac, as well as potentially Acura and BMW, built to another set of rules in the LMDh class. A Balance of Performance system is meant to offer a level playing field for all teams.

The Hypercar class is open to both specialised prototypes and cars based around road-going vehicles, which are eligible if 20 hypercar production models are produced over a two year period.

Further upping the competitive ante is the announcement that LMH cars will now be permitted to run against LMDh cars in the US-based IMSA series, meaning that Ferrari, Peugeot (potentially under its Dodge brand) and Toyota are now permitted to come Stateside and take on American classics such as Daytona and Sebring.


Peugeot’s 9X8 competing at Fuji this year


The more restrictive LMDh regs offer a ‘cut-price’ option to enter both Le Mans and Daytona but LMH is in some ways the opposite. Currently only eligible for entry into the World Endurance Championship, including Le Mans, the Hypercar class is free of the LMDh cost cap rules intended to curb LMP1-style development spending habits by making some spec parts mandatory.

This offers manufacturers greater creative freedom in the design of their cars and powertrains. Perhaps more in the spirit of some of the more pioneering efforts from Le Mans’ past, Toyota, Peugeot and Ferrari have opted for the LMH option. Toyota is basing its car around the road-going GR Supersport whilst the latter is building a racing prototype.

The teams retain greater control over the design of their cars, including the hybrid system, which is a standardised part for LMDh. It offers a tangible link to the hybrid technology in the manufacturers’ road cars. The ‘Win on Sunday, sell on Monday’ mantra lives on.

This said, the intention remains for investment in LMH to be limited compared to LMP1. Aerodynamic controls, a 671bhp power limit, identical to LMDh and Balance of Performance measures, brought in to level out what are essentially two different classes, aim to rein in the sometimes astronomical spending habits that were associated with the LMP1 class.

Aston Martin initially confirmed it would enter its Red Bull collaboration Valkyrie Hypercar into Le Mans, but since put that plan on ice after Lawrence Stroll’s takeover of the British sports car manufacturer, with the focus shifting to his new Formula 1 team.

However, Stroll has since done another u-turn, suggesting the Valkyrie programme could be revived.


Le Mans Hypercar vs LMDh

Toyota GR010 HYBRID

Toyota GR010 HYBRID takes advantage of great freedom afforded by LMH rules


Le Mans Hypercars will go head to head with LMDh in both WEC and IMSA, which includes the Le Mans 24 Hours. .

Audi and Porsche opting for LMDh means that each will use a spec hybrid system and have plumped for the Multimatic chassis, the trade-off being huge savings in development costs.

In an attempt to provide a level playing field whichever route teams go down, WEC organiser ACO, which has also collaborated on the LMDh rules with IMSA, has aligned the rules of both classes. The upshoot is that the power limit, minimum weight and aerodynamic performance of both LMH and LMDh will be identical.

One issue with the parity, highlighted as a stumbling block by potential entrant McLaren’s boss Zak Brown, is that only the LMH can have four-wheel drive, with the combustion engine driving the rear axle and an electric motor at the front.

If it rains, then the Hypercars should technically be at a great advantage. Making efforts to negate this, the ACO has made it so hypercars can’t engage their electric drive in normal racing conditions when running under 75mph.

For the first season, Alpine will also be in the mix, racing a ‘grandfathered’ LMP1 Rebellion R13 Gibson in the World Endurance Championship with BoP rules aiming to level out the competition. It is not yet known whether Alpine will go on to develop a new-generation car.


Balance of Performance

A new single BoP regulation has been introduced for Le Mans Hypercars, which will also cover LMDh when the first cars appear in 2022, with the hope of producing close racing.

Both LMH and LMDh have to run a minimum weight of 1030kg, a maximum of 2000mm wide and have a wheelbase of 3150mm. Both classes must have a limited downforce to drag ratio of 4:1.

For each model of car entered, adjustments were made by the FIA to respective power available, energy deployment and weight after the first WEC round at Spa-Francorchamps,

After winning the opening race, for Portimão both Toyota Hypercars had their minimum weights increased by 26kg, up from the minimum 1040kg they were required to run in Belgium.

The GR010 also had its power reduced by 7bhp at peak range in addition to having power reduced across its rev range.

Furthermore, the Toyotas were permitted to use less energy over each stint, down from 964MJ in Spa to 962MJ in Portugal.

Alpine’s grandfathered A480 LMP1 car also had its weight increased in Portugal, from 930kg to 952kg. Its Gibson power unit was turned down by 5bhp, and its energy deployment was reduced by 2MJ over each stint.

The Glickenhaus 007, which made its debut in Portimão, was permitted to run at full power and stay at the minimum 1030kg weight requirement. It was permitted to deploy 965MJ across each stint.


What does LMH stand for?

LM stands for Le Mans, indicating the ACO (Automobile Club de L’Ouest) use of the rules also its adoption for the WEC, whilst H stands for Hypercar.

Slightly confusingly, in WEC, the entrants will be in a class called ‘Hypercar’, which will include both the LMH cars and the LMDh.


Le Mans Hypercar regulations explained


Along with the powertrain, possibly the biggest differentiator from LMDh.

Whilst LMDh teams must purchase a predesignated LMP2 chassis from Ligier, Oreca, Dallara or Multimatic, LMH teams are free to create their own chassis within the above dimensions mentioned, which can be based on a roadgoing hypercar or a specialised prototype.

Whilst the roadgoing rule was brought in to accommodate the now-paused Valkyrie project, Toyota has based its new Hypercar on the showroom-ready GR Super Sport, with Peugeot, ByKolles and Glickenhaus pressing forward with the prototype models.



Peugeot hypercar powertrain annotated

Peugeot have detailed their powertrain plans in advance releasing renders of the actual car


Entrants are free to make their own choices on power unit, the only proviso being that it mustn’t be diesel-fuelled.

The maximum power output of the engine must be 500kW (670bhp), also aligned with LMDh cars.


Hybrid System

Whereas in LMDh a spec hybrid system is mandatory, LMH entrants can elect whether to run a hybrid system or not.

The combustion engine must drive the rear axle and while electric motor powers the front.

If an LMH team opts for a hybrid system, its maximum output must be 200kW (268bhp). A resultant production car based on a prototype (the route opted for by Toyota, Peugeot, ByKolles and Glickenhaus) must have its hybrid system in the same position on both cars as well as having identical deployment.

As mentioned above, hybrid cars will be restricted in their deployment in the dry, with the electric motor not providing drive when under 120kmph (75mph).

A final decision has not yet been made on wet weather deployment, but it will be somewhere between 140kmph to 160kmph (86mph-100mph).

The new rules do allow hybrids to use more of their available engine power up to the combined limit when the hybrid is ‘off-boost’. Hybrid engines should have an advantage over non-hybrids both in terms of the immediacy of power delivery and fuel consumption.



Again as part of of the BoP, both LMH and LMDh are required to have a limited downforce to drag ratio of 4:1.

An appeal of LMH is that they will have much greater leeway in terms of styling their own bodywork compared to LMDh, a potential boon to the marketing possibilities of manufacturers.



The new LMH cars are expected to lap La Sarthe in or slightly under 3min 30sec, as are of course the LMDh cars.

Toyota’s Kamui Kobayshi currently holds the current lap record set in 2020 qualifying at 3min 14.791.

Though the new regulations see cars set to be significantly slower than previously, the ACO are hoping the trade-off of full grids at Le Mans will make it all worthwhile.



Whilst a host of measures have been brought in in an effort to reduce costs, primarily centred around the BoP and restrictive aerodynamic package, the fact remains that there is no hard and fast cost cap for LMH.

As a result the class’s development costs, through use of its own chassis and powertrains, will probably be far in excess of LMDh.

However, it’s thought unlikely to reach peak LMP1 levels of spending. As an example, Porsche’s 919 LMP1 programme, which was run between 2014-2017 and only eligible to race in WEC, is said to have cost $200m. The new rules are designed in part to negate anything near this kind of outlay.


Le Mans Hypercar entries: which teams and manufacturers are confirmed? Who’s next?

Toyota Gazoo Racing – confirmed (2021 entry)

08 Buemi Sebastien (swi), Nakajima Kazuki (jpn), Hartley Brendon (nzl), Toyota Gazoo Racing, Toyota GR010 - Hybrid, action during the 8 Hours of Portimao, 2nd round of the 2021 FIA World Endurance Championship on the Algarve International Circuit, from June 11th to 13th, 2021 in Portimao, Algarve, Portugal - Photo Paulo Maria / DPPI

Toyota GR010 HYBRID – heir to TS050’s throne

Paulo Maria / DPPI

Toyota was first to unveil its new Le Mans Hypercar, the GR010 HYBRID

Looking to pick up where it left off in LMP1, Toyota has long been at work on the GR010 – it began as soon as the rules were announced 18 months ago. The Toyota will be ready to race at the first opportunity.

Based around its GR Super Sport road car, the Japanese firm claims little is carried over from its TS050, but the new Hypercar does bare an uncanny resemblance to its predecessor.

Related Article

LMDh latest: Entries, rules and specs for the new sports car category

The team has opted to design an entirely new hybrid system. The hybrid racer will be four-wheel drive, with a 3.5 litre V6 twin-turbo powering the rear axle with 671bhp. The front-axle will have 270bhp provided to it with an electric motor.

The total power is capped at 500kW (671bhp) in LMH rules, with the GR010 Hybrid’s advanced electronics dictate the amount of hybrid boost used to ensure it doesn’t go over the limit

The team’s 2020 driver line-up is being retained, with WEC champions Mike Conway, Kamui Kobayashi and José María López manning the no7 car and 2020 Le Mans winners Sébastien Buemi, Kazuki Nakajima and Brendon Hartley taking on the no8.

Prior to announcement that Le Mans Hypercars will be permitted to run in IMSa, Toyota expressed a desire to race in America.

“We’re passionate about endurance racing and we have made no secret of our wish to take on the challenge of some of the classic races in the USA at some point,” said Toyota Gazoo Racing Europe team director Rob Leupen.

“The Daytona 24 Hours, for example, is a legendary event and, when the circumstances allow, we would be excited to participate with our GR010 HYBRID.”

With the Toyota team so well prepared, things are looking ominous for other Hypercar entrants.


Glickenhaus – confirmed (2021 entry)

708 PLA Olivier (fra), DUMAS Romain (fra), BRISCOE Ryan (usa), Glickenhaus Racing, Glickenhaus 007 LMH, action during the 6 Hours of Monza 2022, 4th round of the 2022 FIA World Endurance Championship on the Autodromo Nazionale di Monza from July 8 to 10, 2022 in Monza, Italy - Photo Joao Filipe / DPPI

Glickenhaus led at Monza in 2022, only for a turbo failure during the race

Joao Filipe / DPPI

The American Scuderia Cameron Glickenhaus team has a single Italian-built SCG007 entered full-time WEC, after running two cars at Le Mans 2022. It has gone non-hybrid, plumping for a bespoke twin-turbo V8 produced by Pipo Moteurs.

The US-based company recently announced a link-up with 15-times Le Mans winner Joest Racing, provide personnel and support to the race team. Sauber have been employed to develop the aerodynamics, the Swiss squad having won Le Mans overall with Mercedes in 1989.

The drivers being run full-time in WEC currently for Glickenhaus are Pipo Derani, Romain Dumas and Olivier Pla.

Founder Jim Glickenhaus has also indicated his willingness to take his cars over to his home nation for races in IMSA.

“I want to do Daytona and I want to Sebring and why not Petit Le Mans [at Road Atlanta] as well?” he said.

“I’m more interested in those races than I am in going to Bahrain, Japan or wherever to race in the WEC: I don’t sell [road] cars there, but I do in America.”



Peugeot – confirmed (2022 entry)


Peugeot acquitted itself well in Monza despite inevitable reliability gremlins on first showing


After unveiling its radical new 9X8 Le Mans Hypercar to compete at the enduro classic and WEC in 2022 earlier this year, Peugeot made its debut at the 6 Hours of Monza.

Utilising a hybrid power system, the car’s rear wheels are powered by 671bhp petrol engine, whilst the front axle is turned by a 268bhp electric motor. Glickenhaus and Toyota also use twin-turbo V6s.

Initial images of the 9X8 saw it feature no rear wing, with the team generating downforce from the under-floor of the car and other parts of the rear bodywork.

Peugeot’s driver line-up features two-time Formula E champion Jean-Eric Vergne, 2020 Le Mans LMP2 winner Paul Di Resta, Super GT veteran James Rossiter, 2013 overall winner Loïc Duval, Gustavo Menezes and Mikkel Jensen.

Eight-time DTM race-winner Nico Müller will has now also joined the line-up.

In Monza, the No94 car of Duval, Menezes and Rossiter managed to make it to the finish, with both cars suffering mechanical issues. However, the car appeared competitive – only 0.6sec off the pace set by the leafing Toyotas, and so could be fighting for wins soon.



Ferrari — confirmed (2023 entry)


Images of Ferrari’s Hypercar in testing


Ferrari announced its Le Mans Hypercar programme in February, after several months of speculation. The team had openly said that it was examining the possibility and will now return to the Le Mans 24 Hours race on its centenary.

After the first announcement, it then revealed a first teaser image of its new Hypercar on the eve of the 2022 Le Mans.

According to a statement released by Ferrari, the new car “shows strong design references to the stylistic features that distinguish the models in the Prancing Horse range.”

Adding to its current tally of nine overall wins is undoubtedly the target for a brand once synonymous with the blue riband enduro, which said it will begin development tests in the coming weeks after this year’s Le Mans.

“In over 70 years of racing, on tracks all over the world, we led our closed-wheel cars to victory by exploring cutting-edge technological solutions: innovations that arise from the track and make every road car produced in Maranello extraordinary,” Ferrari president John Elkann said when the project was first announced.

“With the new Le Mans Hypercar programme, Ferrari once again asserts its sporting commitment and determination to be a protagonist in the major global motorsport events.”

Few details have yet been released, but the team confirmed that development is underway.

Speaking earlier, while Ferrari’s involvement was uncertain, its head of sport car activities Antonello Coletta said: “The most important question is whether we can have a link with a road car. Having our own chassis is a must, and we will see in the future if it is possible to have a new supercar.”

Ferrari could plunder its Ferrari Driver Academy to pilot its new Hypercar. Callum Illot, Marcus Armstrong, Robert Shwartzman and Arthur Leclerc (brother of Charles) to choose from, as well as current GT drivers such as James Calado, Daniel Serra and Antonio Fuoco.


ByKolles – uncertain


The ByKolles Vanwaal Hypercar


The former LMP1 and LMP2 squad ByKolles has developed a Hypercar – with the famous ‘Vanwall’ moniker – but has not yet been permitted to enter WEC with it.

It’s thought that a dispute with the WEC organisers – due to both homologation and rights usage over the Vanwall name – has contributed to this, meaning that it’s not known when the car will race.

A mainstay of the LMP1 class since 2014, ByKolles went down the prototype route, but intend to produce a road car version also.

Currently PMC Project LMH, the Hypercar will be produced both as a track day car and a road car, in addition to the racing model.

The road car will produce over 1000bhp and have a hybrid system but the LMH will be reined in at 700bhp, in part due to the fact it will be running a normally aspirated non-hybrid system.

Although the full powertrain details are yet to be released, it’s thought that the team will carry over its Gibson V6 from its ENSO CLM P1/01 LMP1 challenger, eschewing the hybrid route.

If it does race, ByKolles drivers Bruno Spengler, Tom Dillman and Oliver Webb could all be in contention to drive the new Hypercar.



Ford was involved in negotiating the rules for LMH, and was thought to have expressed an interest in developing a new Hypercar of its own, but has now opted to develop its new road-going Ford Mustang for the GT3 rules in IMSA’s GTD Pro class.

McLaren was also a widely mooted a candidate, but since changed tack and pushed (successfully) for LMH/LMDh convergence. However, its announcement of having an option on Formula E and entering Extreme E for the 2022-2023 season has likely delayed any potential Le Mans plans.