Tender Launched for Next-Gen LMP2 Powertrain

Photo: MPS Agency

The FIA, in partnership with the ACO and IMSA, has launched a tender process that will determine the powertrain and electronics supplier for the next generation of LMP2 regulations that are set to debut in 2028.

The powertrain tender, opened on Wednesday, is set to be the first of two such processes as the FIA and ACO work towards shaping the next generation of LMP2 machinery to replace the current regulations, which debuted in 2017.

With interested parties now able to submit bids to become the powertrain supplier for the category, the process has been opened back up to the market after current supplier Gibson was previously announced to continue as the provider of the spec powerplant in October 2023.

However, at last year’s 24 Hours of Le Mans, the ACO announced a delay of the introduction of the new ruleset until 2028, part of a move to abandon a plan to base the cars on the current LMDh spine in favor of a “clean sheet” design with lighter cars and smaller engines.

At the time, LMEM CEO Frederic Lequien refused to confirm whether or not Gibson would remain on as the exclusive supplier for the class, with Wednesday’s tender confirming that those plans were scrapped.

Interested parties will be able to place bids until April 30, with the notification of the final decision set for June 10, the Tuesday before the 93rd running of Le Mans.

The new regulations will run from 2028 to 2032 and be applicable to the FIA World Endurance Championship, subject to eligibility under applicable regulations, including 24 Hours of Le Mans, European Le Mans Series, Asian Le Mans Series and IMSA, with the latter subject to a dedicated contract between IMSA and the selected tenderer.

Bidders must also be to guarantee parts availability for a minimum period of ten years.

The target specification for the engine states that the design must be a ‘low displacement engine’ preferably with a turbocharger, indicating that forced induction could return to LMP2 for the first time since 2016.

The dry weight of the engine must be under 160 kilograms, dry sump with direct injection preferred, an air filter position centered on top of the engine and a maximum power output of 420 kW (563 horsepower) that is adjustable to 380 kW (510 hp).

There must also be a volume limit set at 100 decibels, while a proposed minimum lifespan of a single engine has been set at 14,000 kilometers (8,700 miles). Also part of the tender are both the ECU and electronics.

Meanwhile, the gearbox must be a six-speed gearbox with a mechanical limited slip differential, a weight of less than 85 kilograms. It must also be able to run 14,000 kms before rebuild.

The tender document also outlines a cost cap on both the engine and the gearbox, with the target price of the engine varying whether an engine is bought or leased.

The price for a leased engine, including ECU, should not exceed the target of €1,500 ($1,630 USD) per running hour, excluding VAT. If an engine is bought, the maximum target price is €1,750 ($1,902 USD) per running hour, excluding VAT, with that price including new parts, rebuilds and support.

The price of a single transmission, meanwhile, should not exceed the target of €550 ($597 USD) per running hour, also excluding VAT but including new parts, rebuilds and support.

Of note, the FIA outlined in the powertrain tender document that a separate tender, designed to select a chassis supplier, will be “launched shortly.”

It goes on to say: “Tenderers are free to submit their bids for both tenders, but it is hereby specified that the tenderer selected for the supply of the LMP2 global powertrain units and car electronics will not be eligible to be selected for the supply of the chassis, and vice versa.