we’d come to 2008, apart from 2003 with Bentley [which “borrowed” some of sister company Audi’s technology], they won every single year.
They’d introduced two major technology changes with the Le Mans programme. So definitely a case of ‘mission accomplished’, but you could always accomplish more. But, it was thought this was not the right time to continue as there are other avenues to consider.
How significant has their contribution been to WEC technology been, and, by extension, road cars?
I believe that without Audi WEC would not exist. I say that simply because on the day the entries closed for the first season [2012] - Peugeot, their main competitor in LMP1, pulled out. So there was only Audi. There were lots of question marks about whether Audi would pull out, whether WEC was [finished].
However they stepped up to the plate - that
was principally down to Dr [Wofgang, Motorsport Director] Ulrich, standing up and saying he believed in it. He stood by the ACO and [CEO] Pierre Fillon, so they pushed forwards with Gerard Neveu, and that allowed [WEC] to start. No question about it: the long standing Audi had, plus the FIA and ACO allowed WEC to happen in the first place.
From what they’ve been able to gain on the circuit, specifically at Le Mans, like I said TFSI, TDi, and also the philosophies with the battery, initially it was with the lifeof hybrid battery technology, but they also acted king in another way, which was LED lighting, then laser lighting.
When I went to Le Mans for the first time, in fact when I won there in 1998, we were talking of qualifying times with qualifying tyres, of 3:35 and race times of 3:42 - now it’s 20 seconds a lap faster in the race. That’s all in the corners, because top speeds are the same.
So if you’re go through the Porsche Curves let’s say 30, 40 km/h faster than you were 20 years ago, then you need better lights, because ultimately DNA doesn’t change to make your eyes that much better in that time period. So you need a lot better lights.
That was really in conjunction with the lighting departments, and massively benefitted road cars.
Do you think the ACO should have done something earlier to make LMP1 attractive to privateers?
I think it’s very difficult, because there’s no way company boards would accept balance of performance regulations that allow privateers, spending 10, 20 percent of OEM budgets, to buy cars, then overtake and beat factory teams at Le Mans. The investment is huge to go there.
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If you’re totally practical about it, for privateers - even privateer teams as they were in the late 90’s with GT1 - to be allowed to buy factory cars, and they’d have to come out of the factory to the same spec, they still wouldn’t be able to exploit them the way factory teams do.
I think it’s very difficult for the ACO to create a situation where you’ve got privateers, by their nature they’re basically not OEMs, to be able to beat OEMs at a race like that. But what they’ve done, and I think they’ve done it very well, is build up GTE and LMP2, so LMP2 has been super-strong in terms of depth, to a point where arguably it could become too strong.
What about cost caps, enabling privateers to buy LMP1 cars and run them?
Current LMP1 cars, for privateers to buy and run, are too technical to run in the normal
way of things. The biggest cost of racing teams at that level is human cost, and you require highly-skilled people to achieve that. They’re highly technical cars, which don’t come cheap.
Q: How do you see the relationship between Audi and Abt in Formula E developing in coming years?
A: It’s developing now. We’re pushing towards Season 4, which starts at the end of the year, in November. Then onwards from there, not just with Abt, there’s also the partnership with Schaeffler, a technology partner of Audi in e-mobility.
Between Schaeffler, Audi and Abt there is a very logical fit, partly because the three have worked together in this, but at the same time Abt and Audi worked together for a long time in DTM.
[Audi] had our toe in the water, the name was on the team, but not necessarily with huge support behind it in terms of technology. There’s a little bit of support in Season 3, you have the [Four] Rings on the side of the car. However, in reality we’re looking and focussing more on Season 4, especially as can’t change through very much through the year anyway. So our focus is Season 4, then Season 5 when the new cars come out. I think that’s when all manufacturers will start flexing their muscles.
Q: With so many [seven] OEMs involved, someone has to come last…do you foresee an exodus in a few years?
A: The way the current regulations are set up, there’s a point that’s quite interesting, namely if [say] Audi comes out with the best motor, then another OEM can buy it for a certain price. It won’t happen, because there’s no way it can [but it will keep up the pressure].
Can you imagine the discussion in the boardroom to approve that one? There’s not that risk today. If [Formula E] is totally dominated by manufacturers, then, yes, one or two will drop out, no question. Then you’ve got to look at it, in my view with entertainment eyes, and not purist sport eyes or purist technical development eyes, to ensure [the racing is] close enough.
Going back to what I said about privateers at Le Mans: it’s close enough that everybody is in the mix. The way the regulations are at the moment, Lucas di Grassi started on the back row of the [Formula E] grid in Hong Kong, but still finished second…it was good strategy, and also a bit of good fortune because there was a safety car and things.
Through the course of the year it has seen to be mixed up enough so everybody’s got a little piece of the pie, so that at some point everybody goes home with a smile and a trophy to throw on the boardroom table on Monday morning.
Q: Do you think Formula E is the 21st century equivalent to Le Mans in the 20th century, with manufacturers needing it for development?
A: I’ll answer that question in the same way I talk about a driver after winning his first big race: The potential is there, but the proof is in the longevity, in the sustainability.
Can a driver win race after race, year after year; championships during his whole career? Right now the potential is there, and it’s up to the people involved – and I include all the entrants and and OEMs involved, not just place aim directly at Formula E Holdings, it’s up to everybody involved to try and help that direction, to make sure it is.
Images: Richard Washbrooke Photography