More power – or not? Our Le Mans Ultimate Hybrid Guide gives you an overview over the system found in most Hypercars.
Modern racing cars are complicated. And while they are no LMP1-level space ships, the current breed of Hypercars racing in WEC and IMSA are quite complex in their own right. Sporting both an internal combustion engine and an electric motor, things are not as simple as flooring the throttle and running the fuel tank dry.
In fact, a bit more thought than usual has to go into your stint planning. As there are different engine concepts in use in Hypercars and it is the day and age of Balance of Performance, the hybrid systems are more than just a tool to enhance power. Instead, they also serve an important role in balancing the cars.
Side note: Yes, we are aware that the ‘HY’ on the prototypes stands for Hypercar and not Hybrid, but it still made for a good header image. So, we decided to go for it! Never mind. That's what the separate Hypercar sticker is for. Duh. Anyway, on with the guide!
What is this bar under our fuel gauge trying to tell us?
The NRG (read: energy) meter shows the status of the so called Virtual Energy Tank. It is not really a tank as such, as running it dry does not mean that there is no more electric power or fuel in the car. Instead, it shows the amount of energy that a Hypercar is allowed to use in total over the course of a stint, as per the BoP.
This aims to equalize the different engine concepts. For the Glickenhaus and Vanwall, it means that it solely refers to how much fuel they have burnt. For the other Hypercars, the NRG meter is an aggregate of both fuel consumption and electric power used – basically, a fuel comprised of both gasoline and electric energy combined. The hybrid systems are aimed to target efficiency instead of performance.
Hence, it is important to keep in mind that you do not need to fill your fuel tank to the brim to maximize stint lengths. Overfilling the tank can result in shorter refueling times during pit stops, however, as you will not need to take on as much additional fuel.
Despite not having hybrid systems, the Vanwall (pictured) and the Glickenhaus Hypercars also have a Virtual Energy Tank.
Depending on the cars’ subclass, the hybrid deployment works differently. The LMDh cars have constant hybrid deployment, as is evident by their leaving the pits under electric power only at first with the combustion engine kicking in at a certain speed only, but their peak output is lower. It also only goes to the rear axle of the cars.
LMH cars, on the other hand, have a certain threshold for when the hybrid power kicks in. This is different per car, but well above 100 kph for all of them. The power gets sent to the front wheels instead of the rear like it did for the older LMP1 cars, which unlike for LMDh car is not mandatory. It can be beneficial to a car’s traction in certain situations, however. The threshold can be altered in the BoP, but not by the teams themselves.
Hypercars like the Toyota GR010 Hybrid are complex beasts.
These can either be set in the car setup, or adjusted on the fly while driving via assigned buttons or LMU‘s in-car menu. To use them to your advantage, you can change them from maximum to completely off and certain increments in between.
Electric Motor Map
An important difference to the LMP1 class that preceded the Hypercars is that the cars will hit their top speeds with their combustion engines alone, meaning the hybrid s not an essential part to achieve these speeds. It is, however, important for fuel consumption. More hybrid deployment, as in a higher Electric Motor Map, means less fuel being burnt, and vice versa.
In-car adjustment options for the hybrid system.
Regen Level
So, aside from saving fuel, which you could just take more of at the pit stop, why bother with the hybrid system? Well, the recuperation is actually more important to the overall handling of the car than you might think.
As Michi Hoyer, who is involved in developing the Le Mans Ultimate as a test driver, explains in his in-depth video, the electric motor is an essential part of the Hypercars’ braking system. When recuperating energy to recharge the battery, it gives a car additional braking performance on the axle the motor is attached to.
As a result, you do not want to either switch off recuperation or run with a fully-charged battery without deployment, as your braking will be compromised. You could run with both cranked up to the maximum, but then your battery will likely be completely drained within a few corners.
Another important bit of advice of Hoyer’s is to never pit with an empty battery when racing an LMDh car – if you do, you will not be able to pull away from your pit stall as the car does not have the electric energy to get going again. And that would be an extremely annoying way for your race to end.
The pits are in sight, but the battery of your LMDh is completely drained – that will be a DNF if you don’t get it recharged!
As a rule of thumb, leaving the Regen Level at its maximum setting while adjusting the Electric Motor Map as needed regarding your fuel usage. At least in our experience, this has worked well enough to be competitive in the daily and weekly races on the LMU schedule.
Need a pointer as to what the differences between the three car classes in LMU are? We got you covered with our guide to Hypercar, LMP2 & GTE as well.
How do you like racing the Hypercars? Has our Le Mans Ultimate hybrid guide helped you understand the system better? Let us know on Twitter @OverTake_gg or in the comments below!
Modern racing cars are complicated. And while they are no LMP1-level space ships, the current breed of Hypercars racing in WEC and IMSA are quite complex in their own right. Sporting both an internal combustion engine and an electric motor, things are not as simple as flooring the throttle and running the fuel tank dry.
In fact, a bit more thought than usual has to go into your stint planning. As there are different engine concepts in use in Hypercars and it is the day and age of Balance of Performance, the hybrid systems are more than just a tool to enhance power. Instead, they also serve an important role in balancing the cars.
Le Mans Ultimate Hybrid: Virtual Energy Tank
All but two Hypercars in Le Mans Ultimate have an electric motor on board. The exceptions are the Glickenhaus SCG 007 LMH and the Vanwall Vandervell 680, which solely rely on internal combustion engines. And yet, you will likely have noticed the NRG meter in your HUD if you have driven any of these Hypercars in LMU, with or without hybrid systems. So what gives?What is this bar under our fuel gauge trying to tell us?
The NRG (read: energy) meter shows the status of the so called Virtual Energy Tank. It is not really a tank as such, as running it dry does not mean that there is no more electric power or fuel in the car. Instead, it shows the amount of energy that a Hypercar is allowed to use in total over the course of a stint, as per the BoP.
This aims to equalize the different engine concepts. For the Glickenhaus and Vanwall, it means that it solely refers to how much fuel they have burnt. For the other Hypercars, the NRG meter is an aggregate of both fuel consumption and electric power used – basically, a fuel comprised of both gasoline and electric energy combined. The hybrid systems are aimed to target efficiency instead of performance.
Beware of Virtual Energy Tank penalties!
Simply put, you have to pit before your NRG meter hits 0% – even if you could keep going with the fuel and battery charge you may have left. If you do, though, you will be hit with a stop-and-go penalty. Upon release, this penalty was 200 seconds, but it might be adjusted to the 100 seconds WEC actually uses for the first offense. Each additional offense will increase the penalty by a further 100 seconds in real life.Hence, it is important to keep in mind that you do not need to fill your fuel tank to the brim to maximize stint lengths. Overfilling the tank can result in shorter refueling times during pit stops, however, as you will not need to take on as much additional fuel.
Despite not having hybrid systems, the Vanwall (pictured) and the Glickenhaus Hypercars also have a Virtual Energy Tank.
Le Mans Ultimate Hybrid: How Does It Work?
Difference Between LMH & LMDh
While both compete in the Hypercar class, it is important to differentiate between cars built to LMH regulations, so the Toyota GR010 Hybrid, Ferrari 499P and Peugeot 9X8, and those built to LMDh regulations, meaning the Porsche 963 and Cadillac V-Series.R. The Vanwall and the Glickenhaus are built to LMH regulations, but, as stated above, do not feature hybrid systems.Depending on the cars’ subclass, the hybrid deployment works differently. The LMDh cars have constant hybrid deployment, as is evident by their leaving the pits under electric power only at first with the combustion engine kicking in at a certain speed only, but their peak output is lower. It also only goes to the rear axle of the cars.
LMH cars, on the other hand, have a certain threshold for when the hybrid power kicks in. This is different per car, but well above 100 kph for all of them. The power gets sent to the front wheels instead of the rear like it did for the older LMP1 cars, which unlike for LMDh car is not mandatory. It can be beneficial to a car’s traction in certain situations, however. The threshold can be altered in the BoP, but not by the teams themselves.
Hypercars like the Toyota GR010 Hybrid are complex beasts.
Le Mans Ultimate Hybrid: Available Adjustments
All of this may sound like as a driver, you do not really have control over the hybrid system. There are adjustments available, however, and they concern the deployment (Electric Motor Map) and the recuperation (Regen Level).These can either be set in the car setup, or adjusted on the fly while driving via assigned buttons or LMU‘s in-car menu. To use them to your advantage, you can change them from maximum to completely off and certain increments in between.
Electric Motor Map
An important difference to the LMP1 class that preceded the Hypercars is that the cars will hit their top speeds with their combustion engines alone, meaning the hybrid s not an essential part to achieve these speeds. It is, however, important for fuel consumption. More hybrid deployment, as in a higher Electric Motor Map, means less fuel being burnt, and vice versa.
In-car adjustment options for the hybrid system.
Regen Level
So, aside from saving fuel, which you could just take more of at the pit stop, why bother with the hybrid system? Well, the recuperation is actually more important to the overall handling of the car than you might think.
As Michi Hoyer, who is involved in developing the Le Mans Ultimate as a test driver, explains in his in-depth video, the electric motor is an essential part of the Hypercars’ braking system. When recuperating energy to recharge the battery, it gives a car additional braking performance on the axle the motor is attached to.
As a result, you do not want to either switch off recuperation or run with a fully-charged battery without deployment, as your braking will be compromised. You could run with both cranked up to the maximum, but then your battery will likely be completely drained within a few corners.
Another important bit of advice of Hoyer’s is to never pit with an empty battery when racing an LMDh car – if you do, you will not be able to pull away from your pit stall as the car does not have the electric energy to get going again. And that would be an extremely annoying way for your race to end.
The pits are in sight, but the battery of your LMDh is completely drained – that will be a DNF if you don’t get it recharged!
Le Mans Ultimate Hybrid: Striking A Balance
Extracting the best mileage from the Le Mans Ultimate hybrid system is key, as you can see. That means finding the best balance between Regen Level and Electric Motor Map is important, but can be rather complicated.As a rule of thumb, leaving the Regen Level at its maximum setting while adjusting the Electric Motor Map as needed regarding your fuel usage. At least in our experience, this has worked well enough to be competitive in the daily and weekly races on the LMU schedule.
Need a pointer as to what the differences between the three car classes in LMU are? We got you covered with our guide to Hypercar, LMP2 & GTE as well.
How do you like racing the Hypercars? Has our Le Mans Ultimate hybrid guide helped you understand the system better? Let us know on Twitter @OverTake_gg or in the comments below!
