has changed the driving dynamics of the prototype machines, compared with the previous Daytona Prototype category.
“It feels different to the DPi with the hybrid on the car, there are definitely some driving differences in terms of the style and the new tire,” he added. “When we press the brake pedal we don’t just have the mechanical system, we have the combined hybrid system, so the e-motor is also helping us slow down the car.“You stamp the brake, you expect the stopping power right away – so this hasn’t changed, but the feeling you get through the pedal is different.
The inclusion of electrical power, which is regenerated under braking, will play a part by increasing stint lengths – which should put more of an onus on tire and fuel management. Nasr also pointed to the increase in weight that the battery and MGU brings, which will also be a factor. He said: “There’s a lot more power than a DPi, the only downside I would say is the weight – a bit heavier [by about 100kg] than they used to be. You can feel that in corner speeds, and the energy we put into the tires is a lot higher than before.“Stint lengths will be longer, more driving time for us – so maybe we won’t be driving flatout for 35-40 minutes like we did with DPi. Now we will have to look after the car, tires and fuel for about 50-60 minutes.
“The racing in IMSA is one of the most fun things I’ve ever done: it’s challenging, it’s hard, you have a lot of good drivers and teams. With all these manufacturers involved, this is going to produce prime time for sportscar racing. I’m really looking forward to it.”