2025 FIA WEC field likely to be oversubscribed
Isotta Fraschini’s withdrawal of its Hypercar program from the remainder of the current WEC season means that two grid slots have effectively been freed up for 2025 if plans for a return come to nought. This is because the Italian brand would have been required by regulation to bring a second Tipo6-C to the grid. But that extra space doesn’t mean that next year’s entry will be a simple jigsaw to piece together.
With nine two-car Hypercar factory teams still looking set to contest the 2025 FIA WEC season (the current eight, plus Aston Martin), and the nine two-car LMGT3 efforts likely to continue, only four additional cars could be accommodated across the two classes for the expanded 40-car grid. And RACER understands that multiple parties are interested in a program.
Perhaps the most significant player comes in LMGT3, with Mercedes-AMG making it clear that it has customer teams ready, willing and able to fill those slots if called upon.
Earlier this summer Mercedes-AMG head of motorsport Christoph Sagemüller reiterated the brand’s desire to become an LMGT3 manufacturer in the future.
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“I would love to see the Silver Arrows back at Le Mans, and also in WEC,” Sagemüller said to RACER. “Nonetheless, it wasn’t up to us.
“We wondered, and we were prepared quite well to be there. But unfortunately, we didn’t get any spots. We are not part of this so far. But maybe we can be part of the future because it’s the goal. Mercedes-AMG belongs at Le Mans.
“There are many rumors, but it’s obviously because we are not part of the LMDh program – because we said we would focus first on our customer racing GT prograe. But I don’t know the reasons behind it – so this is up to the ACO. We are in good discussions with them, and can only hope that we can get some spots in the future.”
Who else is in the running at this stage?
On the LMGT3 front, Mercedes-AMG appears to be the only current new taker and with HERTZ Team JOTA switching to Cadillac to run the factory program, two of the four current privately-entered Hypercars are removed from the reckoning. In the privateer field, this leaves the returning No. 83 AF Corse 499P which, according to Ferrari management, is expected to return for a second campaign, and Proton Competition’s solo Porsche 963.
Proton, it seems, may be targeting more than a single top-class entry now. Team principal Christian Ried told RACER last week in Spa that the ideal program for the team would be two cars in LMGT3 with Ford and a pair of 963s in the FIA WEC Hypercar class, subject to commercial and driver deals being made.
Beyond its two-car Hypercar ambitions, Proton is also targeting a return to the IMSA WeatherTech SportsCar Championship. This would be with a single Porsche in GTP for the Endurance Cup rounds, at least.
Ried explained that in the wake of the switch by JOTA away from the privateer ranks and Isotta’s demise, significant driver interest is coming Proton’s way for 2025, adding to its prospects.
With those scenarios continuing to play out, Proton is actively working to double up its Hypercar effort. It is in conversation with the FIA WEC organizers about it being accommodated in the entry with an expanded program.
Should Proton receive two Hypercar entries and everyone else return as expected, that would make 39 cars and leave just a single space on the grid. This would present an issue for a Mercedes-AMG entry, because on the face of it, that space is unlikely to be filled by a single-car LMGT3 program from a new brand, which would make the category uneven.
Industry sources have also suggested that a significant single-seater team has shown significant interest in taking over the Isotta Fraschini program, but at present, this appears to be a plan that has not progressed past exploratory talks. Michelotto remains keen to see if it can source a program for its LMH platform, or a buyer for the IP associated with the car’s design.
Add into the mix the fact that at least one additional current prototype team is understood to be targeting a privateer Hypercar entry in 2025 (though it is not clear whether a chassis will be available) and yet again the selection committee is left with a number of scenarios it must consider before making a final decision.
Even with an expanded grid and no plans for LMP2 to return, the championship’s current upward curve continues to cause headaches for those in charge of putting the field together. Next year’s field will almost certainly be oversubscribed.
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