ARTICLE 0: FOREWORD
ARTICLE 1: DEFINITIONS
1.1 ‘’LE MANS PROTOTYPE HYPERCAR’’ – LMPH
1.2 Automobile
1.3 Land vehicle
1.4 Bodywork
1.5 Wheel centre line
1.6 Height measurements
1.7 Distances
1.8 Wheel
1.9 Complete wheel
1.10 Automobile make
1.11 Event
1.12 Weight
1.13 Engine cubic capacity
1.14 Pressure charging
1.15 Cockpit
1.16 Sprung suspension
1.17 Survival cell
1.18 Camera
1.19 Camera housing
1.20 Cockpit padding
1.21 Brake calliper
1.22 Electronically controlled
1.23 Closed-loop electronic control system
1.24 Front power train
1.25 Rear power train
1.26 Power unit
1.27 Energy Recovery System (ERS)
1.28 Motor Generator Unit - Kinetic (MGU-K)
1.29 Energy Store (ES)
1.30 ES cells
1.31 DC-DC converter
1.32 Engine
1.33 Rotary engine
1.34 Compressor inlet
1.35 Compressor outlet
1.36 Combustion chamber
1.37 Fuel injector
1.38 Auxiliary oil tank
1.39 High pressure fuel pump
1.40 Fuel Flow Meter (FFM)
1.41 In-cylinder pressure sensor
1.42 Supercharger
1.43 Ignition coil
1.44 Ancillaries
1.45 Alternator
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1.46 Starter motor
1.47 Engine inlet
1.48 Original car, part and engine
1.49 Engine BSFC
1.50 Gearbox
1.51 Differential
1.52 Ride height
1.53 Frontal area
1.54 Cartesian coordinate system
1.55 Stall prevention system
ARTICLE 2: GENERAL PRINCIPLES
2.1 Role of the FIA/ACO and basic principles
2.2 Amendments to the regulations
2.3 Dangerous construction
2.4 Compliance with the regulations
2.5 Measurements
2.6 Duty of Competitor
ARTICLE 3: BODYWORK AND DIMENSIONS
3.1 Overall dimensions
3.2 Doors
3.3 Windscreen and glass areas
3.4 Bodywork
3.5 Underside of the car
3.6 Exhaust pipe outlet
3.7 Aerodynamic criteria
3.8 Deflection
3.9 Bodywork construction
3.10 Aerodynamic stability
ARTICLE 4: WEIGHT
4.1 Minimum weight
4.2 Weight distribution
4.3 Ballast
4.4 Liquids
ARTICLE 5: POWER UNIT
5.1 General
5.2 Engine
5.3 ERS
5.4 Weight and centre of gravity
5.5 Power unit torque demand
5.6 Power unit control
5.7 Engine high rev limits
5.8 Engine Fuel systems
5.9 Ignition systems
5.10 Engine ancillaries
5.11 Engine Inlet
5.12 Materials and Construction – Definitions
5.13 Materials and construction – General
5.14 Materials and construction – Components
5.15 Materials and construction – Energy recovery, storage systems and electronic systems
5.16 Starting the engine
5.17 Stall prevention systems operation
5.18 Replacing power unit parts
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ARTICLE 6: FUEL SYSTEM
6.1 Principles
6.2 Fuel tanks
6.3 Fittings and piping
6.4 Fuel tank fillers and breather pipes
6.5 Refuelling
6.6 Fuel Flow Metering - FFM
6.7 Fuel draining and sampling
6.8 Fuel per stint
ARTICLE 7: OIL, COOLANT AND HYDRAULIC SYSTEMS AND CHARGE AIR COOLING
7.1 Power unit breather fluids
7.2 Location of oil tanks
7.3 Longitudinal location of oil system
7.4 Transversal location of oil system
7.5 Coolant header tanks
7.6 Cooling systems
7.7 Oil and coolant lines
7.8 Oil injection
7.9 Oil catch tank
7.10 Hydraulic systems
ARTICLE 8: ELECTRICAL SYSTEMS
8.1 Compliance and safety provisions
8.2 Auxiliary circuit and battery
8.3 Lighting Equipment
8.4 FIA/ACO Logging Requirements
8.5 Data acquisition
8.6 Telemetry
8.7 Track signal information display
8.8 Safety Lights
ARTICLE 9: TRANSMISSION SYSTEM
9.1 Transmission types
9.2 Clutch
9.3 Traction control
9.4 Clutch disengagement
9.5 Gearbox
9.6 Gear ratios
9.7 Reverse
9.8 Gear changing
9.9 Torque transfer systems
9.10 Differential
ARTICLE 10: SUSPENSION AND STEERING SYSTEMS
10.1 Suspension design and geometry
10.2 Suspension adjustment
10.3 Suspension members
10.4 Steering
ARTICLE 11: BRAKE SYSTEM
11.1 Brake circuits and pressure distribution
11.2 Brake callipers
11.3 Brake discs and pads
11.4 Brake cooling ducts
11.5 Brake pressure modulation
11.6 Liquid cooling
11.7 Front brake control system
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ARTICLE 12: WHEELS AND TYRES
12.1 Location
12.2 Number of wheels
12.3 Complete wheel dimensions
12.4 Wheel material
12.5 Wheel dimensions
12.6 Treatment of tyres
12.7 Wheel assembly
12.8 Pneumatic jacks
12.9 Dimension of tyres
ARTICLE 13: COCKPIT AND SURVIVAL CELL
13.1 Principles
13.2 Bottom plane of the survival cell
13.3 Position of the driver’s feet
13.4 Position of the steering wheel
13.5 Driver's position in relation with the field of visibility
13.6 Volumes for the driver and passenger legs – Template H2
13.7 Volume for the driver and the passenger bodies – Templates H3
13.8 Volume for the driver and the passenger heads – Templates H4
13.9 Equipment in the cockpit
13.10 Cockpit access
13.11 Driver's field of frontal visibility
13.12 Driver's field of lateral visibility
13.13 Cockpit temperature
13.14 Fuel tank compartment
13.15 Fuel Flow Metering installation volume
13.16 ES compartment
13.17 ERS compartment
13.18 ES to ERS compartment
13.19 Survival cell identification
13.20 Survival cell characteristics
ARTICLE 14: SAFETY EQUIPMENT
14.1 General
14.2 Fire extinguishers
14.3 Driver master switch
14.4 Rear view mirrors
14.5 Safety belts
14.6 Cockpit head padding
14.7 Cockpit leg padding
14.8 Wheel retention
14.9 Wheel tethers
14.10 Seat
14.11 Frontal Head Restraints
14.12 Towing eyes
14.13 Lifting devices
14.14 General electrical safety
14.15 Electronic Control Unit
14.16 General Circuit Breaker
14.17 Cables, lines, electrical equipment
14.18 Protection against electrical shock
14.19 Equipotential bonding
14.20 Isolation resistance requirements
14.21 Additional protection measures for the AC circuit
14.22 Isolation surveillance of chassis and power circuit
14.23 Power circuit
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14.24 Power bus
14.25 Power circuit wiring
14.26 Power circuit connectors, automatic disconnection
14.27 Insulation strength of cables
14.28 Overcurrent trip (fuses)
14.29 Safety indicators
14.30 Charging units
14.31 Auxiliary Battery
14.32 Accident data recorders (ADR) and high-speed accident cameras
14.33 Medical light
ARTICLE 15: SAFETY STRUCTURES
15.1 Rollover structures
15.2 Survival cell
15.3 Front Impact Absorbing Structure - FIAS
15.4 Rear Impact Absorbing Structure - RIAS
15.5 Modifications
ARTICLE 16: MATERIALS
16.1 Magnesium
16.2 Metallic materials
ARTICLE 17: FUEL
17.1 Supplying
17.2 Specifications
ARTICLE 18: ENGINE OIL
18.1 Purpose
18.2 Definitions
18.3 Properties
18.4 Composition of the engine oil
18.5 Safety
18.6 Engine oil approval
18.7 Sampling and testing at an Event
ARTICLE 19: TELEVISION CAMERAS AND TIMING TRANSPONDERS
19.1 Presence of cameras and camera housings
19.2 Transponders
ARTICLE 20: HOMOLOGATION
20.1 Principles
20.2 Car Homologation
20.3 Engine Homologation
20.4 ERS Homologation
20.5 Homologation calendar
ARTICLE 21: FINAL TEXT
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APPENDIX 1: DRAWINGS
APPENDIX 2: POWER UNIT SYSTEMS, FUNCTIONS AND COMPONENTS
APPENDIX 3: COCKPIT AND SURVIVAL CELL
APPENDIX 4: POWER UNIT ENERGY FLOW
APPENDIX 4b: POWER UNIT ENERGY FLOW, MAXIMUM POWERTRAIN POWER
APPENDIX 5: TORQUE MONITORING SYSTEM
APPENDIX 6: SPECIFICATION FOR INTRUSION PANELS
APPENDIX 7: LIFTING DEVICES
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ARTICLE 0: FOREWORD
The present regulations apply to cars built both as bespoke race prototypes as well as to race cars built taken an original
road going hypercar as a base.
Whenever an article applies to both categories, it will span across the whole page width:
Common
If an article only applies to one type, the following layout applies:
Prototype Hypercar
ARTICLE 1: DEFINITIONS
1.1 ‘’LE MANS PROTOTYPE HYPERCAR’’ – LMPH
A closed automobile designed solely for speed races on
circuits or closed courses.
A closed automobile based on a hypercar modified to be
able to compete in speed races on circuits or closed
courses.
Extreme car intended to be marketed for a road use,
created by a car manufacturer of series cars, whose
technical characteristics are out of the ordinary,
considering the state of the art and the technique and
production of its manufacturer.
The exceptional nature of this automobile is appreciated
in particular:
- its power,
- its top speed,
- the materials it is made of and the technologies used,
- its price,
- its rarity, especially to be produced in limited quantities.
Hypercars thus characterized, being initially designed for
road use and not for competition, must be marketed by
the manufacturer as a road car and must appear in its
catalog.
1.2 Automobile
A land vehicle running on at least four non-aligned complete wheels, of which at least two are used for steering and at
least two for propulsion.
1.3 Land vehicle
A locomotive device propelled by its own means, moving by constantly taking real support on the earth's surface, of
which the propulsion and steering are under the control of a driver aboard the vehicle.
1.4 Bodywork
All entirely sprung parts of the car in contact with the external air stream, except cameras and the parts definitely
associated with the mechanical functioning of the engine, transmission and running gear. Airboxes, radiators and engine
exhausts are considered to be part of the bodywork.
1.5 Wheel centre line
The centre line of any wheel shall be deemed to be half way between two straight edges, perpendicular to the surface
on which the car is standing, placed against opposite sides of the complete wheel at the centre of the tyre tread.
1.6 Height measurements
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All height measurements related to the car will be taken normal to and from the reference plane.
1.7 Distances
All measurements relative to wheel centre lines, car centre plane and survival cell planes will be taken parallel to the
reference plane.
1.8 Wheel
Flange and rim.
1.9 Complete wheel
Wheel and inflated tyre. The complete wheel is considered part of the suspension system.
1.10 Automobile make
An automobile make corresponds to a complete car.
When the car manufacturer fits an engine which it does not manufacture, the name of the engine manufacturer shall
be associated with that of the car manufacturer. The name of the car manufacturer must always precede that of the
engine manufacturer.
1.11 Event
Any event entered into the FIA WEC Championship Calendar for any year commencing at the scheduled time for
scrutineering and sporting checks and including all practice and the race itself and ending at the later of the time for the
lodging of a protest under the terms of the Sporting Code and the time when a technical or sporting verification has
been carried out under the terms of that Code.
1.12 Weight
It is the weight of the car without the driver, at all times during the Event.
It may be measured without fuel on-board.
1.13 Engine cubic capacity
The volume swept in the cylinders of the engine by the movement of the pistons. This volume shall be expressed in
cubic centimetres. In calculating engine cubic capacity, the number Pi shall be 3.1416.
In the case of a rotary engine, the engine cubic capacity is the volume determined by the difference between the
maximum and minimum capacities of the combustion chambers.
1.14 Pressure charging
Increasing the weight of the charge of the fuel/air mixture in the combustion chamber (over the weight induced by
normal atmospheric pressure, ram effect and dynamic effects in the intake and/or exhaust system) by any means
whatsoever. The injection of fuel under pressure is not considered to be pressure charging.
1.15 Cockpit
The volume which accommodates the driver and the passenger.
The cockpit is the internal volume inside the chassis which is defined by the top of the car, the floor, the doors, the side
panels, the glass areas and the front and rear bulkheads.
1.16 Sprung suspension
The means whereby all complete wheels are suspended from the unit comprising the survival cell/power unit/gearbox
by a spring medium.
1.17 Survival cell
The continuous structure containing the fuel tank, and the cockpit and the parts of the ES and ERS.
1.18 Camera
Television cameras the dimensions of which are defined.
1.19 Camera housing
A device which is identical in shape and weight to a camera and which is supplied by the relevant competitor for fitting
to his car in lieu of a camera.
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1.20 Cockpit padding
Non-structural parts placed within the cockpit for the sole purpose of improving driver comfort and safety. All such
material must be quickly removable without the use of tools.
1.21 Brake calliper
All parts of the braking system outside the survival cell, other than brake discs, brake pads, calliper pistons, components
directly associated with the system referred to in Article 11.7, brake hoses and fittings, which are stressed when
subjected to the braking pressure. Bolts or studs which are used for attachment are not considered to be part of the
braking system.
1.22 Electronically controlled
Any command system or process that utilises semi-conductor or thermionic technology.
A simple open-loop non-automatic electrical switch activated by the driver acting on one or more system(s) is not
considered to be an electronic control. Such a system is also called passive.
1.23 Closed-loop electronic control system (active system)
A closed-loop electronic control system is a system in which:
• An actual value (controlled variable) is continuously monitored;
• The "feed-back" signal is compared with a desired value (reference variable);
• The system is then automatically adjusted according to the result of that comparison.
Such a system is also called active.
1.24 Front power train
The MGU-K and associated torque transmission systems, up to the drive shafts torque measurements.
1.25 Rear power train
The engine, MGU-K and associated torque transmission systems, up to the drive shafts torque measurements.
1.26 Power unit
The internal combustion engine, complete with its ancillaries, any energy recovery system and all actuation systems
necessary to make them function at all times.
1.27 Energy Recovery System (ERS)
A system that is designed to recover energy from the car, store that energy and make it available to propel the car and,
optionally, to drive any ancillaries and actuation systems necessary for its proper function.
1.28 Motor Generator Unit - Kinetic (MGU-K)
The Kinetic Motor Generator Unit is the electrical machine mechanically linked to the drive train as part of the ERS.
1.29 Energy Store (ES)
The ES cells (including any clamping plates), electrical connections between cells and its safety control electronics.
1.30 ES cells
The elementary part of the ES that produces and stores electricity through electro-chemical reactions.
1.31 DC-DC converter
An electronic circuit connected to the Energy Store and whose function is to regulate multi-level voltage outputs for use
by the electrical and electronic components of the car and power unit. A DC-DC converter may only consume energy
from the energy store and cannot recover energy into the Energy Store. The components directly supplied by the DCDC
or indirectly supplied through the non ERS energy storage cannot be used to propel the car or to provide energy to the
pressure charging system
1.32 Engine
The internal combustion engine including ancillaries and actuator systems necessary for its proper function.
1.33 Rotary engine
Engine of the type covered by the NSU Wankel patents.
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1.34 Compressor inlet
A component containing a duct of closed cross section through which all air destined for combustion enters any
compressor; the duct must extend upstream of any part of any variable geometry device permitted by Article 5.9.
1.35 Compressor outlet:
One or more components, each of them containing a duct of closed cross section through which all air destined for
combustion exits the compressor(s).
1.36 Combustion chamber:
An enclosed space in the engine cylinder controlled by the opening and closing of the poppet valves in which combustion
takes place.
1.37 Fuel injector
Any device or component that delivers fuel into an oxidiser.
1.38 Auxiliary oil tank
An auxiliary oil tank is a singular vessel connected to the engine whose sole function is to hold engine oil for the
replenishment of the engine lubrication system.
1.39 High pressure fuel pump
A mechanical device whose sole function is to compress the fuel to the pressure required for the high-pressure injection.
It may be electronically controlled.
1.40 Fuel Flow Meter (FFM)
A sensor whose function is to measure the flow of the fuel passing through it.
1.41 In-cylinder pressure sensor
A sensor whose function is to measure the pressure in the combustion chamber.
1.42 Supercharger
Any device pressure charging.
1.43 Ignition coil
Assembly including an induction coil that supplies the high voltage to the spark plug.
1.44 Ancillaries
A component whose function is to support the primary activities of a main system to allow it to operate. Unless specified
otherwise, ancillaries may be mechanically or electrically driven. Any electrically driven ancillary cannot be linked
mechanically to any drivetrain, including the Power Unit. Ancillaries cannot be used to propel the car.
1.45 Alternator
An alternator is an electrical generator that converts mechanical energy to electrical energy.
1.46 Starter motor
A starter motor is a device used to rotate an engine so as to initiate the engine's operation under its own power. Starter
Motor can be electric, pneumatic, or hydraulic.
1.47 Engine inlet
One or more components each of them containing a duct of closed cross section through which all air destined for
combustion flows.
1.48 Original car, part and engine
The original car is the car produced by an OEM and homologated according to ECE, DoT or any other equivalent road
car homologation, and from which the race car described in the present regulations is derived.
An original part is a part which has undergone all the stages of production foreseen and carried out by the manufacturer
of the vehicle concerned, and originally fitted on the vehicle.
The original engine is the series production engine mounted on the original car.
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1.49 Engine BSFC
The BFSC (Brake Specific Fuel Consumption) is a measure of the fuel efficiency of a system. It is the rate of fuel consumed
by the system divided by the power produced by the system.
1.50 Gearbox
A gearbox is defined as all the parts in the drive line which transfer torque from the Power Unit output shafts to the
drive shafts (the drive shafts being defined as those components which transfer drive torque from the sprung mass to
the un-sprung mass).
It includes all components whose primary purpose is for the transmission of power or mechanical selection of gears,
bearings associated with these components and the casing in which they are housed.
1.51 Differential
A differential is defined as a gear train that permits two drive shafts connected to two different wheels of the same
drive train to rotate at different speeds while being driven by a third shaft.
1.52 Ride height
Distance between the reference plane and the ground.
The front ride height (FRH) will be taken at the front axle centerline and the rear ride height (RRH) at the rear axle
centerline.
1.53 Frontal area
The projected frontal area of the car excluding tires.
It will be measured with FRH=RRH= 50 mm.
1.54 Cartesian coordinate system
1.54.1 Complete car
The three-dimensional cartesian coordinate system, with origin O being on the reference surface at vertical position of
front axle centre and axis lines X, Y and Z, oriented as shown by the arrows must be used.
The X direction is in the reference plane backward, the Y direction is toward the right, the Z direction is toward the top.
1.54.2 For the survival cell
The reference will be defined on a case by case basis according to the following principles:
• Xref: forward face of rear rollover structure, parallel to X0;
• Yref: car centreline, identical to Y0;
• Zref: survival cell reference plane, parallel to Z0 at the lowest point of the survival cell.
1.55 Stall prevention system
A system that acts automatically on the power unit and/or gearbox and/or clutch controls to prevent the internal
combustion engine from stalling.
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ARTICLE 2: GENERAL PRINCIPLES
2.1 Role of the FIA/ACO and basic principles
The following technical regulations are issued by the FIA/ACO.
What is not expressly permitted by the present regulations is prohibited.
The car must be, in any circumstances, under the control of the driver.
2.2 Amendments to the regulations
These Technical Regulations apply to the Championship taking place and referred to in the title (“the Championship”)
and may only be changed after 1st January of the year with the unanimous agreement of all competitors, save for
changes made by the FIA/ACO for safety reasons which may come into effect without notice or delay.
2.3 Dangerous construction
The stewards may exclude a vehicle whose construction is deemed to be dangerous.
It is the responsibility of the manufacturer to produce a safe car. FIA/ACO may request any testing or information to
ensure the safe construction of the car.
2.4 Compliance with the regulations
Automobiles must comply with these regulations in their entirety at all times during an Event.
Should a competitor introduce a new design or system or feel that any aspect of these regulations is unclear, clarification
may be sought from the FIA/ACO Technical Department and validated with the Endurance Committee. If clarification
relates to any new design or system, correspondence must include:
a) A full description of the design or system.
b) Drawings or schematics where appropriate.
c) The competitor's opinion concerning the immediate implications on other parts of the car of any proposed new
design.
d) The competitor's opinion concerning any possible long-term consequences or new developments which may come
from using any such new designs or systems.
e) The precise way or ways in which the competitor feels the new design or system will enhance the performance of
the car.
2.5 Measurements
All measurements must be made while the car is stationary on a flat horizontal surface.
Infinite precision can be assumed on certain dimensions provided it is clear that such an assumption is not being made
in order to circumvent or subvert the intention of the relevant regulation.
2.6 Duty of Competitor
It is the duty of each competitor to satisfy the FIA/ACO technical delegates and the stewards that his automobile
complies with these regulations in their entirety at all times during an Event.
The design of the car, its components and systems shall, with the exception of safety features, demonstrate their
compliance with these regulations by means of physical inspection of hardware or materials. No mechanical design may
rely upon software inspection as a means of ensuring its compliance.
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ARTICLE 3: BODYWORK AND DIMENSIONS
3.1 Overall dimensions
3.1.1 Height
No part of the bodywork except from the FIA/ACO antenna device described in the Appendixes to these Regulations
may be more than:
• 1150mm above the reference plane.
whichever is higher:
• 1150mm above the reference plane,
• the original car (with an absolute maximum of 1200
mm).
3.1.2 Bodywork Width
The overall bodywork width of the car must not exceed:
• 2000 mm
3.1.3 Overhangs
No part of the car may be more than:
• 1100 mm forward the front wheel centre line
No part of the car may be more than:
• 1000 mm rearward the rear wheel centre line
3.1.4 Overall length
The overall bodywork length of the car must not exceed:
• 5000 mm
3.1.5 Wheelbase
3150 mm maximum
3.1.6 Bodywork Frontal area
The bodywork frontal area should not be no less than 1.6 m².
3.1.7 Headlight height
The headlights main beam center shall be no less than 400 mm above (in the Z-direction) the reference plane.
3.2 Doors
Doors must provide a normal access to the cockpit through the opening as specified in Article 13.10.2.
Opening (hinges) or locking (locks) devices must be designed to allow a quick release of the entire door in case of
emergency from the interior as from the exterior of the cockpit with the use of gloves.
Hinges and locks must be marked in a signal colour.
3.3 Windscreen and glass areas
3.3.1 Windscreen
Mandatory, made of one piece of polycarbonate (minimum thickness of 6 mm), or equivalent material.
The windscreen must be able to be removed by the marshals with the use of a #4 Allen key and with a maximum of 16
Tridair bolts.
Electrical demisting allowed.
3.3.2 Glazing
Side windows made of polycarbonate (minimum thickness of 2.0 mm) are mandatory;
An additional frame may be added, but it must be solidly fixed and it must not obstruct the driver’s lateral vision defined
in Article 13.12;
An opening of 40 cm² minimum for extracting air from the cockpit must be made on the rear part of each side window
or each cockpit access;
3.4 Bodywork
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3.4.1 General
Only one bodywork may be homologated.
Only one bodywork adjustable aerodynamic device (such as a wing, flap…) may be used. Whatever the position of this
device, the car must fullfill the aerodynamic criteria defined in the Appendixes to these Regulations at all times.
Movable and/or deformable bodywork parts/elements are forbidden when the car is in motion.
Any system operated automatically and/or controlled by the driver to modify any airflow when the car is in motion is
forbidden, unless explicitly authorized by the present regulations.
A cooling fan is authorized provided that:
- its only function is to adjust the temperature of the cockpit;
- the electrical power is less than 150 W;
- the fan outlet is within the cockpit.
3.4.2 Upper bodywork
Other than respecting all the constraints in these technical regulations, the upper bodywork:
• is free provided it is accepted by FIA/ACO technical department;
Must follow the original car shape except local
modifications needed for racing or for achieving
compliance with the present regulations.
3.4.3 Bodywork visibility criteria
As viewed from above, from the side, and from the front the bodywork must not allow mechanical components to be
seen, unless explicitly authorised by the present regulations
Or if respecting the original car design.
As viewed from above, the front bodywork corners must have a minimum radius of 50 mm.
As viewed from the side, the bodywork must cover the complete wheels above the axle centrelines and it must be
possible to see the circumference of the complete wheels.
Wheel arches may be a non-continuous surface (holes, grooves, louvers, openings or cut-outs) if required to accomplish
the aerodynamic safety stability criteria as defined by Article 3.10, provided that the visibility requirements above are
respected.
As viewed from the front, the bodywork must cover the complete wheels above the axle centrelines.
3.5 Underside of the car
3.5.1 General
Rearward of the front axle centreline and except for the skid block (see Article 3.5.6), no entirely sprung part must
protrude below the reference plane.
Other than respecting all the constraints in these
technical regulations, the underside of the car must
follow the original car shape except local modifications
needed for racing or for achieving compliance with the
present regulations.
The only openings permitted are the lift car jack holes, sensors for measuring the ground clearance, closed hatches
(maintenance operations) and the overflow fuel pipe.
3.5.2 Reference plane
The reference plane is defined as being a horizontal plane defined by the lowest point of the bodywork and the upper
surface of the skid block.
3.5.3 Rear diffuser
Free design.
3.5.4 Underside front area (front splitter)
In the area situated:
? rearward of the front perimeter of the car;
? forward of the front axle centerline;
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? up to the overall width of the car,
all parts of bodywork visible from the underside must be situated above the reference plane.
In the area situated:
? rearward of the front perimeter of the car;
? 50 mm forward of the front axle centreline;
? over a minimum width of 1000 mm,
any sprung part of the car must be situated more than 50 mm above the reference plane.
3.5.5 Ground clearance
Any system, other than the suspension, which is designed so as to modify the ground clearance is not permitted (see
Article 10.2.2);
No sprung part of the car is allowed lower than the reference plane, except the mandatory skid block described below;
No un-sprung part of the car is allowed lower than the reference plane, except the complete wheel and the brake cooling
duct (see Article 11.4).
Friction blocks are only permitted if their surface is continuous with the main part on which they are fitted. They must
be made from a homogeneous material with a maximum density of 2.
3.5.6 Skid block
One skid block must be affixed underneath the reference plane.
It must:
? be made from a maximum of 4 parts;
? comply with Drawing 3C;
? the minimum thickness of any point on the friction area is 20 mm (see Drawing 3C);
? have no holes, cut outs or pockets on its outer surface other than:
- those necessary to fix the skid block;
- those necessary for the lift car jacks;
? have no holes, cut outs or pockets on its upper face when in vertical projection of the front and rear friction areas;
? the monobloc front and rear parts (described in Drawing 3C) must be made from a homogeneous material with a
density between 1.3 and 1.45;
? the curved part (described in Drawing 3.C) must be made from a material with a mean density of less than 2;
? be fixed symmetrically about the centreline of the car in such a way that no air may pass between it and the
reference plane;
? The leading and trailing edges of the skid block must be chamfered to a depth of 21 mm over a longitudinal distance
of 200 mm;
? A seal with maximum diameter 3mm is acceptable if its thickness is non-existent when skid block is fitted;
? As viewed from below, fasteners used to attach the skid block to the reference plane must:
- be fitted in order that their entire lower surfaces are visible from beneath the car and are no more than 19 mm
from reference plane.
- Two additional fasteners (one for the front part and one for the rear part) made of titanium must be used to
attach the skid block. They must be symmetrical along the car centreline and be in the friction areas. The
maximum dimensions must be 40 mm (longitudinally) x 40 mm (transversally). Their lower surfaces must be
visible from beneath the car and must be at 25 mm from the reference plane when new.
3.6 Exhaust pipe outlet
As principle, any device that can take advantage of exhaust flow to affect any aerodynamic characteristic of the car is
forbidden.
e.g., it is forbidden to take advantage of exhaust flow to dynamically effect the tunnel of diffuser or intent to seal its
edges, in both situations in the expectation to improve the diffuser’s aerodynamic behaviour.
3.7 Aerodynamic criteria
3.7.1 Homologation process
To be homologated, all the Aerodynamic Configurations of the car must fulfil aerodynamic criteria.
These criteria will be controlled in the official FIA/ACO wind tunnel.
All the aerodynamic configurations will be submitted to full scan of ride heights to extract the aerodynamic maps (drag,
downforce for different car attitudes).
The homologation procedure is described in the Appendixes to the Technical Regulations.
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3.7.2 Definition of “Aerodynamic configuration”
An Aerodynamic configuration is defined by a combination of:
? Complete Bodywork
? Front Wing or Rear wing angle
? Brake blanking
? And any further elements deemed appropriated by FIA/ACO.
Brake blanking presented during wind tunnel tests and satisfying the required aerodynamic criteria will be homologated.
Other type of blanking including power unit cooling options are forbidden.
3.7.3 Criteria
The aerodynamic coefficients must fulfil the criteria set in the Apendixes of these Technical Regulations.
3.8 Deflection
3.8.1 General deflection
The FIA/ACO reserves the right to introduce load/deflection tests on any part of the bodywork which appears to be (or
is suspected of), moving whilst the car is in motion.
Competitors must supply the pads and adapters following instructions from FIA/ACO.
Among other criteria, the FIA/ACO will consider the linearity of the load/deflection curve over the elastic deformation
area. Any non-linearity must be only on the plastic deformation area.
As a principle, at any point, in any direction X/Y/Z, no bodywork part should move more than 5mm when loaded
(push/pull) with 100N. The way of application will depend of the particular shape of the part to be tested and the
retained mean will not introduce specific stress in the part (capable to directly influence its behaviour).
Under application of the load, the part must still respect the technical regulations.
Brushes, rubber boots, rubber sealing will only be accepted to prevent rubber pick-up (such devices should be presented
during homologation process).
3.8.2 Front bodywork parts
No point of bodywork described in Article 3.5.4 (front splitter) must deflect more than 15mm vertically when a
combination of the following vertical loads is applied:
The main load will be applied vertically downward by eight M5 inserts structurally integrated in the part and reachable
in the bottom surface.
As basic requirements, these inserts must:
? Be positioned symmetrically regarding the longitudinal vertical plane of the car.
? One row of four parallel to the front axle and located at 500 mm from the front axle with the two lateral ones at
100 mm from maximum car width and the two remaining such that all four are equidistant;
? One row of four parallel to the front axle and located at 100mm from leading edge with two lateral ones at 100 mm
from maximum car width and the two remaining such that all four are equidistant.
The load will be equally applied on each insert up to a total of 8000N.
3.8.3 Engine cover
The rearmost part of the engine cover must deflect no more than 5 mm vertically when a load of 100 N is applied.
The load may be applied at any point along the trailing edge or the gurney. These loads will be applied using a suitable
15 mm wide adapter which must be supplied by the competitor.
The load/deflection ratio must be constant for a maximum load of 200 N and a maximum deflection of 10 mm.
3.8.4 Rear wing
The rearmost part of the rear wing (if present) must deflect no more than 5 mm vertically when a load of 100 N is
applied.
The load may be applied at any point along the trailing edge. These loads will be applied using a suitable 15 mm wide
adapter which must be supplied by the competitor.
The load/deflection ratio must be constant over the entire operating range of the wing and applies for a maximum load
of 200 N and a maximum deflection of 10 mm.
3.8.5 Front skid block
The front part of the skid block must deflect no more than 5mm vertically when a 2500N load is applied vertically at any
point of the friction surface (see Drawing 3C). The load will be applied in an upward direction using a 50mm diameter
ram.
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Stays or structures between the front of the bodywork lying on the reference plane and the survival cell may be present,
provided they don’t allow non-linear deflection or speed depend deflection during any part of the test including the
release of the load.
The front part of the skid block may deflect no more than 15mm vertically when a load able to lift the front wheels from
the ground is applied.
3.8.6 Rear skid block
The rear part of the skid block must deflect no more than 5mm vertically when a 5000N load is applied vertically at any
point of the friction surface (see Drawing 3C). The load will be applied in an upward direction using a 50mm diameter
ram.
Stays or structures between the front of the bodywork lying on the reference plane and the survival cell may be present,
provided they don’t allow non-linear deflection or speed depend deflection during any part of the test including the
release of the load.
3.9 Bodywork construction
3.9.1 General
In order to avoid the spread of debris on the track following an accident, the outer skins of the front bodywork in the
vicinity of the front wheels, must be made predominantly from materials which are included for the specific purpose of
containing debris.
The FIA/ACO must be satisfied that all such parts are constructed in order to achieve the stated objective.
3.9.2 Tolerances
To help overcome any possible manufacturing problems, and not to permit any design which may contravene any part
of these regulations, the following dimensional tolerances are permitted on bodywork: a tolerance of +/- 3 mm is
permissible across the surfaces lying on the reference planes and a horizontal tolerance of 3mm is permitted when
assessing whether a surface is visible from beneath the car.
3.10 Aerodynamic stability
Regardless of the Aerodynamic configuration, the car must fulfill a number of safety criteria to ensure a minimum
aerodynamic stability. The criteria acceptance will be validated with Wind Tunnel measurements and/or CFD
computations. The complete procedure and acceptance requirements for these criteria are described in the
aerodynamic homologation process document.
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ARTICLE 4: WEIGHT
4.1 Minimum weight
The weight of the car, without fuel and without driver, must not be less than 1100 Kg at all times during the competition.
The checking of the weight of any part that may have been replaced during the event is at the discretion of the
Scrutineers.
4.2 Weight distribution
The weight distribution (applied on the front wheels versus the complete car) must be homologated with a tolerance of
+/-0.5%.
For this check, the car must be complete without fuel and without driver.
4.3 Ballast
Ballast may be used provided it is secured in such a way that tools are required for its removal. It must be possible to
fix seals if deemed necessary by the FIA/ACO technical delegates.
Movable ballast is forbidden.
Cars must be engineered in order to be able to accept a maximum of +50 kg of BoP ballast (above the minimum car
weight).
All ballast positioned within the perimeter of the crash test components must be present during the crash tests.
No ballast is allowed in the vertical projection of the front and rear impact absorbing structures.
BoP ballast must be fitted between the front and rear wheel axles.
4.4 Liquids
The weight may be checked at any time during the competition with the quantity of liquids remaining in the tanks, but
at the end of the practice sessions or the race the car will have all fuel drained before being weighed.
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ARTICLE 5: POWER UNIT
5.1 General
5.1.1 Definition
Unless explicitly permitted for a specific application, the use of any device, other than the engine described in Article
5.2 connected to the rear drivetrain, and an optional ERS described in Article 5.3 to propel the car, is not permitted.
Energy flows, power and ES state of charge limits are defined in the energy flow diagram shown in Appendix 4 of these
regulations.
When the car is on the track a lap will be measured on each successive crossing of the finish line timing loop, however,
when entering the pits the lap will end at the pit entry timing loop and next lap will start at the pit exit timing loop.
Electrical DC measurements must be used to verify that the energy and power requirements are being respected.
Parts are named based on an engine with reciprocating pistons. The equivalence for other engines can be found in the
Appendixes to these regulations.
5.1.2 Powertrain Performance
The Powertrain performance must be declared and homologated according to the procedure detailed in Article 20 of
these regulations.
The Powertrain performance must not exceed, at any time, the power curve described in Appendix 4b.
Details of the management of the Powertrain Performance can be found in the Appendixes to these regulations.
5.2 Engine:
The engine must be homologated according to the procedure detailed in Article 20 of these regulations.
5.2.1 Origin of the engine
The engine must be:
• either a bespoke engine,
• or based on an “engine of the make”
• either based on the original engine,
• or based on a series production engine mounted in a
model of car of the same group produced in a
quantity of more than 300 units per year.
5.2.2 Engine specifications
Engine design is free except for the following restrictions:
• Only Petrol 4 stroke engines are permitted.
• With the exception of incidental leakage through joints (either into or out of the system) all and only the air entering
the engine inlet must enter the combustion chambers.
5.2.2.1 Bespoke engine:
• Variable geometry devices are not allowed except for
rotary engines.
• Engine must not have more than two inlet and two
exhaust valves per cylinder.
- Only reciprocating poppet valves with axial
displacement are permitted.
- The sealing interface between the moving valve
component and the stationary engine component must
be circular.
- Electromagnetic and hydraulic valve actuation
systems are forbidden.
5.2.2.2 Engine of the make:
The engine of the make is a series engine. that meets the
following conditions:
• At least 25 identical engines identical to the ones
destined for a series production car homologated
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for road use equipped with this engine must have
been produced;
• At least 25 identical series production car
homologated for road use equipped with this
engine are produced by the end of the year of the
first season this engine is competing in.
• At least 100 identical series production car
homologated for road use equipped with this
engine are produced by the end of the year of the
second season this engine is competing in.
• The series engine is homologated with FIA/ACO.
• One complete engine is deposited with the
FIA/ACO.
5.2.2.3 Original engine and series production engine:
• Variable geometry devices are allowed provided
that the system remains exactly as homologated
for the original engine.
5.2.3 Engine modifications allowed to a base original engine, engine of the make or series production engine
The modifications are free with the following exceptions and subject to FIA/ACO approval:
5.2.3.1 Engine block
The cylinder block casting must come from the base engine.
The cylinder block may be modified:
? By machining:
- for the modification of the bore or for sleeving if the original block is not fitted with sleeves.
- below the horizontal plane passing through the centreline of the crankshaft bearings, for the mounting of the
dry sump.
- the cylinder head gasket plane providing that the deck height (distance between cylinder head plane and
crankshaft centreline) stays within 1 mm of the original engine dimension.
- for the sole purposes of reinforcement and reliability, the raw casting may be machined differently to increase
cross sections or leave more material in specific areas, provided that the original part remains identifiable.
? By addition of material:
- addition of material for local and/or structural reinforcement may be done by weld or glued patches.
Reinforcements cannot be done on an area of the part where material has been removed from the original
engine part by more than a 1 mm thick layer.
- lubrication holes, lubrication injector holes may be modified or closed
5.2.3.2 Crankshaft
May be changed. Free design. Its weight must not be more than 10% lower than the original.
The firing order is free.
5.2.3.3 Cylinder Head
The cylinder head castings must come from the original engine.
Valve angles, number and location of camshafts must remain original, as they are fitted on the original engine.
The cylinder heads may be modified:
? By machining:
- provided that the original part remains identifiable.
? By addition of material:
- addition of material for local reinforcement can be done may be done by weld or glued patches.
Reinforcement cannot be done on an area of the part where material has been removed from the original
engine part by more than a 1 mm thick layer.
- inserts may be added in the intake ports.
- valve tappet guides may be fitted with sleeves if not originally.
- lubrication holes, lubrication injector holes may be modified or closed.
- the use of helicoils is permitted
5.3 ERS
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An ERS is optional.
If fitted, the ERS as defined in the relevant column of the ERS table of appendix 2 of these regulation must comply with
the provisions below.
The ERS must be homologated according to the procedure detailed in Article 20 of these regulations.
5.3.1 Origin of the ERS
The ERS must:
• either use a bespoke front MGU-K;
• or use a front MGU-K of the make;
• either use a bespoke front MGU-K;
• or have the same architecture as the original car,
and:
o either use a bespoke MGU-K;
o or use the original MGU-K.
5.3.2 ERS specification
The electrical DC power of the MGU-K must not exceed 200 kW.
With the exception of the pit-lane the MGU-K can only apply positive torque to the front wheels:
- if the speed of the car is 120 kph or higher, when the car is fitted with dry weather slick tyres;
- if the speed of the car is between 140-160 kph or higher, when the car is not fitted with dry weather slick tyres;
- if the speed of the car is below 120 kph and stays below 120 kph until the car comes to the pits. (*)
(*) To be regulated through the Sporting Regulations:
- if it happens in qualifying, all the laps of the run will be deleted
- cannot be used for installation, reconnaissance and formation laps.
Electrical DC measurements at the MGU-K(s) electrical connections will be used to monitor the maximum MGU-K power.
5.3.2.1 Bespoke MGU-K:
Free with the following exceptions and subject to FIA/ACO approval:
• Must be a system with a single MGU-K.
• The rotational speed of the MGU-K must not exceed 25,000 rpm.
• The laminate thickness of the MGU-K must not be less than 0.1 mm.
5.3.2.2 Single MGU-K:
In addition to the limitations imposed to each origin of ERS, the following restrictions apply:
• the MGU-K must be solely and permanently mechanically linked to a mechanical differential linked to the front
wheels of the car. At the front, this mechanical link must be of fixed speed ratio to the front wheels.
• the front mechanical differential must have a unique and homologated ramp.
5.3.2.3 MGU-K of the make:
The ERS of the make is a series production MGU-K that meets the following conditions:
• At least 25 identical MGU-K identical to the ones destined for the series production car homologated for road
use equipped with this MGU-K must have been produced;
• At least 25 identical series production car homologated for road use equipped with this exact same MGU-K are
produced by the end of the year of the first season this engine is competing in.
• At least 100 identical series production car homologated for road use equipped with this exact same MGU-K
are produced by the end of the year of the second season this exact same MGU-K is competing in.
• The MGU-K of the make is homologated with FIA/ACO.
• One complete MGU-K is deposited with the FIA/ACO.
• The rotational speed of the MGU-K of the make is free.
• The laminate thickness of the MGU-K of the make is free.
• The MGU-K of the make is not subject to Article 5.15.
5.3.2.4 Original MGU-K and MGU-K of the make with twin MGU-K:
In addition to the requirements of Article 5.3.2.3 for the MGU-K of the make, the following restrictions apply:
• The torque control must ensure a total equity with a single MGU-K solely and permanently mechanically linked
to a mechanical differential linked to the front (rear) wheels of the car, this mechanical link must be of fixed
speed ratio to the front (rear) wheels.
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• Torque must be applied in such a way as to simulate a mechanical (viscous) differential of fixed characteristic.
Additionally, it must not supply more torque to the faster rotating wheel than the slower rotating wheel except
in the case of motor shutdown (any shutdown must latch until the car comes to a halt).
• In-wheel MGU-K are not allowed
5.3.3 Modifications allowed to the original MGU-K or MGU-K of the make
No modifications are allowed.
5.4 Weight and centre of gravity
5.4.1 The weight of the engine must be a minimum of 180 kg.
5.4.2 The centre of gravity of the engine may not lie less than 220 mm above the reference plane.
5.4.3 When establishing conformity with Articles 5.4.1 to 5.4.2 the perimeter will be defined in accordance with the
table shown in Appendix 2 of these regulations.
5.5 Power unit torque demand
5.5.1 The only means by which the driver may control acceleration torque to the rear driven wheels is via a single
foot (accelerator) pedal mounted inside the survival cell.
5.5.2 The only means by which the driver may control acceleration torque to the front driven wheels is via the same
single foot (accelerator) pedal mounted inside the survival cell.
5.5.3 The only means by which the driver may control deceleration torque to the front driven wheels is via a single
brake pedal mounted inside the survival cell.
5.5.4 Designs which allow specific points along the accelerator pedal travel range to be identified by the driver or
assist him to hold a position are not permitted.
5.5.5 In the case of an an ERS with one MGU-K per front wheel, the side to side torque transfer function must be
unique and homologated with the ERS.
5.5.6 For safety reasons, whenever the ICE is not running, and the car can be driven (including, but not limited to:
ERS active or starter connected to rear wheels via gearbox), two simultaneous actions (one of them being handoperated) are required from the driver to demand torque.
5.6 Power unit control
5.6.1 The maximum delay allowed, computed from the respective signals as recorded by the FIA/ACO Logger,
between the driver input signals and the corresponding output demands being achieved is 50ms.
5.6.2 Competitors may be required to demonstrate the accuracy of the power unit configurations used by the ECU.
5.6.3 Power unit control must not be influenced by clutch position, movement or operation.
5.6.4 A torque monitoring system will run on the FIA/ACO logger to ensure the legality of the PU torque control,
according to Appendix 5. The FIA/ACO torque monitoring system is only checking the output of the PU compared to the
driver demand. It is not controlling any actuators on the car, it is only monitoring the legality of the competitor control
system.
5.6.5 Homologated sensors must be fitted which measure the torques supplied to each driveshaft. These signals
must be provided to the FIA/ACO datalogger. Installation details can be found in the appendixes to these regulations.
5.6.6 In-cylinder pressure sensors are forbidden.
5.7 Engine high rev limits
Engine high rev limits may vary for differing conditions provided all are contained within a band of 750rpm. However, a
lower rev limit may be used when:
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a) The gearbox is in neutral.
b) Stall prevention is active.
c) The driver clutch request is greater than 95% of the total available travel of the driver clutch actuation device, used
only to protect the engine following a driver error.
d) An engine protection is active.
e) The bite point finder strategy is active.
f) The safety car is deployed or during the formation lap.
g) Gear change
h) Speed limiter to comply with any speed limit imposed by the Sporting Regulations of the Championship
In these cases, the activation of the lower rev limiter must be hold for a minimum time of one second.
Except for the above conditions, engine actuators may not be used to artificially control the engine speed or alter the
engine response in a rev range more than 750rpm below the final rev limit.
5.8 Engine fuel systems
5.8.1 No fuel injectors are permitted downstream of the exhaust valves or of the exhaust port inlet on a rotary
engine.
5.8.2 Homologated "Fuel Flow Meters" (Technical List n°45) must be integrated into the fuel system according to
Article 6.6.
Communication with fuel flow meters must be done by CAN protocol.
Fuel flow meters information are to be sent directly to the FIA/ACO data logger without going through the competitor
electronic unit.
5.8.3 Furthermore, all fuel delivered to the engine must pass through these homologated meters, and must all be
delivered to the combustion chambers by the fuel injectors mentioned in Article 5.8.1.
5.8.4 Homologated sensors which directly measure the pressure and temperature of the fuel supplied to the fuel
injectors must also be fitted, these signals must be supplied to the FIA/ACO data logger.
5.8.5 Any device, system or procedure the purpose and/or effect of which is to increase the flow rate or to store and
recycle fuel after the measurement point is prohibited.
5.9 Ignition systems
5.9.1 With the exception of rotary engines, the ignition is only permitted by means of a single ignition coil and single
spark plug per cylinder. No more than five sparks per cylinder per engine cycle are permitted.
The use of plasma, laser or other high frequency ignition techniques is forbidden.
5.9.2 Only conventional spark plugs that function by high tension electrical discharge across an exposed gap are
permitted.
Spark plugs are not subject to the materials restrictions described in Articles 5.13 and 5.14.
5.10 Engine ancillaries
5.10.1 Engine ancillaries can be mechanically or electrically driven.
Any electrically driven ancillary cannot be linked mechanically to any drivetrain, including the power unit with the sole
exceptions being the alternator and the starter motor.
5.10.2 The alternator cannot transmit torque to the drivetrains. The alternator cannot be directly connected to the
power circuit and cannot charge the ES.
5.10.3 The starter motor cannot transmit torque to the drivetrains while the car is in motion except:
• in the pitlane to pull off from a pit stop
• to ensure the reverse function as required by article 9.7.
5.11 Engine Inlet
5.11.1 The addition of any substance other than fuel, as described in Article 5.8.3, into the air destined for combustion
is forbidden. The connection between the intake and the exhaust manifold is not allowed.
5.12 Materials and Construction – Definitions
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5.12.1 A metallic material will be defined as a material that is made-up of metallic elements, whether that material is
a pure metal, alloy of several metals or an inter-metallic.
In the case of a composite, this is designated a metallic material when the matrix or reinforcement, whatever phase
proportion, is composed of metallic elements
5.12.2 Metallic elements are those designated by the periodic table, shaded blue below:
5.12.3 Non-metallic materials will include pure and impure compounds such as oxides, nitrides, silicides etc, and
material with organic matrices such as carbon and Kevlar reinforced composites.
5.12.4 X Based Alloy (e.g. Ni based alloy) – X must be the most abundant element in the alloy on a %w/w basis. The
minimum possible weight percent of the element X must always be greater than the maximum possible of each of the
other individual elements present in the alloy.
5.12.5 X-Y Based Alloy (e.g. Al-Cu based alloy) – X must be the most abundant element as in Article 5.12.4 above. In
addition, element Y must be the second highest constituent (%w/w), after X in the alloy. The mean content of Y and all
other alloying elements must be used to determine the second highest alloying element (Y).
5.12.6 Intermetallic Materials (e.g. TiAl, NiAl, FeAl, Cu3Au, NiCo) – These are materials where the material is based
upon intermetallic phases, i.e. the matrix of the material consists of greater than 50%v/v intermetallic phase(s). An
intermetallic phase is a solid solution between two or more metals exhibiting either partly ionic or covalent, or metallic
bonding with a long-range order, in a narrow range of composition around the stoichiometric proportion.
5.12.7 Composite Materials – These are materials where a matrix material is reinforced by either a continuous or
discontinuous phase. The matrix can be metallic, ceramic, polymeric or glass based. The reinforcement can be present
as long fibres (fibre length greater than 13mm) or short fibres, whiskers and particles (discontinuous reinforcement).
Nanoscale reinforced materials are to be considered as composites. (a reinforcement is considered to be nanoscale if
any dimension of the reinforcement is less than 100nm.)
5.12.8 Metal Matrix Composites (MMC’s) – These are composite materials with a metallic matrix containing a
minimum ratio of 0.5% volume/volume of other ceramic, metallic, carbon or intermetallic phase which is not soluble in
the liquid phase at 100°C above the melting point of the metallic matrix.
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5.12.9 Ceramic Materials (e.g. Al2O3, SiC, B4C, Ti5Si3, SiO2, Si3N4) – These are inorganic, non-metallic solids.
5.12.10 Nanomaterials: Nanomaterials are purposely created objects that have one or more dimensions (e.g. length,
width, height, diameter) which is less than 100nm. (1nm = is 1 x 10-9 metres.)
5.13 Materials and construction – General
5.13.1 Unless explicitly permitted for a specific application, the following materials may not be used anywhere on the
power unit:
a) Magnesium based alloys.
b) Metal Matrix Composites (MMC’s) containing more than 2.0% volume/volume of other ceramic, metallic, carbon
or intermetallic phase which is not soluble in the liquid phase at 100°C above the melting point of the metallic
matrix.
c) Intermetallic materials.
d) Alloys containing more than 5% by weight of Platinum, Ruthenium, Iridium or Rhenium.
e) Copper based alloys containing more than 2.75% Beryllium.
f) Any other alloy class containing more than 0.25% Beryllium.
g) Tungsten base alloys.
h) Ceramics and ceramic matrix composites.
i) Aluminium based alloys containing more than 2.5 weight % Lithium
j) Materials containing nanomaterials.
k) Thermal insulation containing unbound nanomaterials
5.13.2 Unless explicitly permitted otherwise for a specific application, only material approved by the FIA/ACO
Technical Department may be used on the power unit. The approval of the FIA/ACO Technical Department is conditional
upon the material concerned being available on a non-exclusive basis and under normal commercial terms to all
competitors.
5.13.3 The restrictions in Article 5.13.1 do not apply to coatings provided the total coating thickness does not exceed
25% of the section thickness of the underlying base material in all axes. In all cases, other than under Article 5.13.4.b,
the relevant coating must not exceed 0.8mm.
Where the coating is based on Gold, Platinum, Ruthenium, Iridium or Rhenium, the coating thickness must not exceed
0.035mm.
5.13.4 The restrictions in Article 5.13.1.h do not apply to the following applications:
a) Any component whose primary purpose is for electrical or thermal insulation.
b) Any coating whose primary purpose is for thermal insulation of the outside of the exhaust system.
5.13.5 Magnesium based alloys, where permitted, must be available on a non-exclusive basis and under normal
commercial terms to all competitors. Only those alloys covered by ISO16220 or ISO3116 and approved by the FIA may
be used.
5.13.6 The restrictions in article 5.13.1 b do not apply to TiB2 grain refinement of aluminium-copper based
materials. TiB2 additions for the purpose of grain refinement are permitted up to a maximum of 5% v/v.
5.14 Materials and construction – Components
5.14.1 Pistons must respect Article 5.13. Titanium alloys are not permitted. Rotor seals on rotary engines may be
manufactured from a ceramic material.
5.14.2 Piston pins must be manufactured from an iron-based alloy and must be machined from a single piece of
material.
5.14.3 Connecting rods must be manufactured from iron or titanium-based alloys and must be machined from a single
piece of material with no welded or joined assemblies (other than a bolted big end cap or an interfered small end bush).
5.14.4 Crankshafts must be manufactured from an iron-based alloy.
With the exception of securing high weight density balance weights, no welding is permitted between the front and
rear main bearing journals.
No material with a density exceeding 18800 kg/m3 may be assembled to the crankshaft.
Règlement Technique LMP HYC 2020 / 2020 LMP HYC Technical Regulations
© FIA/ACO 26/101 CMSA / WMSC 04.12.2019
Publié le / Published on 04.12.2019
These parts assembled to the crankshaft may be manufactured in a Tungsten-based material.
5.14.5 Camshafts must be manufactured from an iron-based alloy.
Each camshaft and lobes must be machined from a single piece of material.
No welding is allowed between the
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