IMSA: Rolex 24 at Daytona BoP released

IMSA: Rolex 24 at Daytona BoP released


IMSA: Rolex 24 at Daytona BoP released


IMSA has distributed the Balance of Performance (BoP) tables that will be used to govern the four classes set to compete on Jan. 28-29 at the WeatherTech SportsCar Championship season opener at Daytona International Speedway.

Its premier class, Prototype, has received fewer changes than might have been expected from the base BoP used at the recent Roar Before the 24 test at Daytona.

No power additions or restrictions were made among the six unique prototypes (three in Daytona Prototype international and three in WEC P2 configuration). The unique, low-downforce “Daytona” aero specification was confirmed for all prototypes with some tweaks to certain models.

Cadillac’s DPi-V.R has gained some of its aero slipperiness by having its entire rear wing assembly leaned back by two degrees (from 15.0 to 13.0), and new minimum standards for the lone main plane (0.5 deg) upper wing element (24.8 deg) package has been set. Mazda’s RT24-P was given separate minimum main plane angles for its two approved rear wing options. Riley/Multimatic’s Mk 30 chassis was also given minimum main plane angles for its two approved rear wing options.

Fuel cell size and refueling hose flow restrictors were adjusted or set for first time for some models.

Mazda’s RT24-P DPi received a two-liter tank increase (from 75L tested at the Roar to 77L) and the Nissan Onroak DPi has been given five extra liters (from 75L to 80L).

The three WEC P2s from Ligier, Multimatic/Riley and ORECA, and Cadillac’s DPi-V.R have been given 25.5 mm flow restrictors; IMSA’s thirstier DPis have been given more free-flowing restrictors with Mazda at 26.5 mm and Nissan at 28 mm.

The PC class has lost five liters of fuel capacity from each car (from 85L to 80L) and will refuel at a slower rate with new hose restrictors (from 33.5 mm to 29.0 mm).

Similar to Prototype, the five brands competing in GT Le Mans will run with the same weight and used at the Roar, and only Ferrari’s twin-turbo V8 488 has undergone power alterations through boost adjustments. The Italian supercars will have slightly less boost available at lower RPMs and slightly more as they reach the redline.

Changes to some GTLM rear wing minimum angles have been adjusted with BMW’s M6 gaining some slipperiness (from 3.0 mm to 2.0 mm), Ford’s GT losing some (from 1.0 mm to 2.0 mm) and Porsche’s 911 RSR has joined Ford with an increase (0.0 mm to 1.0 mm).

GTLM fuel cell changes have been made to BMW (from 101L to 99L) and Ford (from 90L to 92L). Refueling flow restrictors were set for all five cars (BMW at 32 mm, Corvette at 27.5 mm, Ferrari at 25.5 mm, and Ford and Porsche at 29.0 mm).

Sweeping changes to GT Daytona highlight the Rolex 24 BoP.

Multiple weight adjustments were made (the Acura NSX GT3 moves down from 1320 kilos to 1300 kg, Aston Martin V12 Vantage GT3 down from 1300 kg to 1280 kg, Ferrari 488 GT3 up from 1325 kg to 1335 kg, and Lexus RC F GT3 down from 1320 kg to 1310 kg).

Power was taken away from four models through air restrictor changes (Audi R8 LMS GT3, Lamborghini Huracán GT3 and Porsche 911 GT3 R -1.0 mm, Mercedes-AMG GT3 -1.5 mm). Ferrari’s twin-turbo V8 488 GT3 received boost increases throughout its rev range.

Fuel capacities were reduced for three models (Lamborghini Huracán GT3 from 90L to 89L, Lexus RC F GT3 from 94L to 91L and Mercedes-AMG GT3 from 106L to 102L).

Refueling flow restrictors were set for all nine models (Audi at 30.5 mm, Aston Martin at 35.5 mm, Audi at 26.0 mm, BMW at 34.0 mm, Ferrari at 28.5 mm, Lamborghini at 25.5 mm, Lexus at 26.5 mm, Mercedes-AMG at 32.5 mm and Porsche at 25.5 mm).

Practice for the IMSA’s grand opener at Daytona begins on Jan. 26.