IMSA’S TRICKY BALANCING ACT

Just as in the ALMS heyday, where a 10% reduction in fuel capacity for the turbodiesel Audis and 5% power increase for Penske’s Porsches ensured close racing between different car concepts, IMSA retains the discretion to balance the performance of DPI and spec LMP2 cars in five different areas. Minimum mass, engine restrictor and boost ratio, fuel cell capacity, refuelling restrictor diameter and aerodynamic elements are all subject to change as IMSA tries to achieve parity, but it hasn’t pleased everyone.

“The BOP is an embarrassing waste of time – IMSA must get it sorted if they want teams from Europe to head here,” was Paul di Resta’s verdict after United Autosports’ spec Ligier struggled at Sebring.

It’s not hard to see the quandary facing IMSA. DPI attracts manufacturers with budget to run all-professional line-ups, develop their cars and market the series, while spec LMP2 cars are the domain of privateers running largely Pro-am line-ups that also need to be appeased.

The main exception to the trend came at Petit Le Mans last year, where Penske entered a standard ORECA and hinted that an LMP2 car could win in the right hands by taking pole and finishing third.

“It’s clear that with the budget they have and the freedom in the regulation, the Dpis will get quicker and quicker, whereas the P2 will basically be stopped,” says Esm-nissan driver Pipo Derani.

“If the DPI platform doubles in size, it’s going to get to the point where IMSA have to think whether it’s beneficial to continue to mix a spec car with a car that can be developed.”

Most manufacturer-backed teams have been appreciative of IMSA’S efforts.

“You’ve got such a range of powerplants and that’s an interesting challenge for IMSA to balance them, but I think they’re doing a good job using data as their decision-making process,” says HPD vicepresident Steve Eriksen.

“Hats off to them for taking on the impossible.”

“Everybody understands that it’s not about who spends the most, it comes down to the process and making sure that everybody has a fair shot,” adds Mazda Motorsports director John Doonan. “They have done a difficult job very well.”

“HATS OFF TO IMSA FOR TAKING ON THE IMPOSSIBLE”