What is a Le Mans Hypercar? Entries, rules and specs for the sports car category

The Le Mans Hypercar category continues to thrive in 2025, with eight manufacturers and 21 cars set to compete for overall victory at the 24 Hours of Le Mans — maintaining the modern golden age of endurance racing.

Hypercar remains the premier class at Le Mans, racing alongside the slower LMP2 and LMGT3 categories. While all three classes share the track, only Hypercars are realistically in contention for the overall win; LMP2 and LMGT3 teams compete for class honours.

The 2025 Hypercar field is again highly competitive, thanks to the Balance of Performance system, which adjusts power and weight for each manufacturer. This approach ensures close racing and prevents any one team from dominating through costly development, a key difference from previous eras.

Returning manufacturers Ferrari, Toyota, and Porsche — with a combined 34 Le Mans victories — are joined by Peugeot, Cadillac, Alpine, BMW, and new-for-2025 Aston Martin, which enters with its Valkyrie Hypercar.

Lamborghini and Isotta Fraschini, present in 2024, are not on the 2025 entry list.

Cadillac has expanded its effort, now fielding four cars at Le Mans through partnerships with Hertz Team JOTA, Wayne Taylor Racing, and Action Express Racing. The grid also includes privateer entries from AF Corse (Ferrari) and Proton Competition (Porsche).

The Hypercar category replaced more expensive LMP1 class in the World Endurance Championship (which includes the Le Mans 24 Hours) in 2021, but confusingly, the category is made up of two types of car: one called LMH (Le Mans Hypercar), where manufacturers build their own car from scratch and another called LMDh, which is cheaper because teams must use several off-the-shelf parts.

Read more about the latter in our What is LMDh? article.

Hypercar rules

All Hypercars share some similar characteristics, enabling them to compete on a level playing field, and giving each manufacturer enough opportunity to design their cars in the style of their brand — for example with headlights, tail-lights and grilles.

Most teams are manufacturer-run, but there are also some customer teams.

• Maximum power: 671bhp
• Minimum weight: 1030kg
• Aerodynamic “performance window” allows teams more design freedom
• Development is frozen once cars enter WEC
• Close racing enforced by Balance of Performance changes

Balance of Performance (BoP)

The Balance of Performance system is one which has caused great controversy at times in WEC, but has also been a basis for the championship’s recent success.

In the process, competition officials adjust the power and weight (using ballast) of cars to ensure that no manufacturer gains an inherent advantage through whatever power unit philosophy they’ve chosen – hybrid, naturally aspirated, turbo-charged etc.

However, an apparently inadvertent by-product of BoP is that the racing is usually close – not that everyone’s happy. It’s inevitable that some manufacturers will be slower and therefore complain: currently Porsche and Toyota are the disgruntled campers, while fans sometimes speculate the system is designed to keep all competitors happy i.e. everyone gets a turn to win.

BoP is usually based on simulation data, to reduce the chances of teams ‘sandbagging’ — hiding their true performance to avoid an unfavourable decision ahead of a big race.

Teams’ energy allowance can be varied, giving them more performance per lap, and ballast can be added.

Following the 2025 6 Hours of Spa, the FIA and ACO introduced further refinements to the Balance of Performance (BoP) system for the Le Mans 24 Hours, with notable changes in both weight and power allocations, as well as the debut of the new Power Gain system.

For 2025, the BoP process underwent a methodological overhaul: instead of using data from the three most recent WEC races, only the best two races now inform BoP calculations, accelerating convergence between manufacturers.

However, Le Mans continues to use a standalone BoP, determined by car homologation parameters rather than recent race performance, meaning Spa results have less direct influence on the Le Mans-specific BoP.

The BoP system is only intended to tweak pace rather provide massive performance swings, and is applied across Hypercar and LMDh cars. Given the uncertainty over the frontrunner ahead of this year’s Le Mans race, it has been seen as a success, although many fans see it as overly artificial.

Teams are banned from commenting publicly on Balance of Performance to avoid regular complaints from teams who feel that they lost out, which are feared to undermine the system.

Hypercar teams at the Le Mans 24 Hours

(Best results only apply to Hypercars)

LMH Hypercars

Ferrari 499P

Two factory Hypercars, plus one yellow AF Corse-run privateer

Car 50 – Antonio Fuoco, Miguel Molina, Nicklas Nielsen
Car 51 – Alessandro Pier Guidi, James Calado, Antonio Giovinazzi

AF Corse 
Car 83 – Robert Kubica, Yifei Ye, Phil Hanson

Toyota GR010 Hybrid

Two factory Hypercars run by Toyota Gazoo Racing

Car 7 – Mike Conway, Kamui Kobayashi, Nyck de Vries
Car 8 – Sébastien Buemi, Brendon Hartley, Ryo Hirakawa

Peugeot 9X8

Two factory-run Hypercars

Car 93 – Paul di Resta, Mikkel Jensen, Jean-Éric Vergne
Car 94 – Loïc Duval, Malthe Jakobsen, Stoffel Vandoorne

Aston Martin Valkyrie AMR-LMH

Two factory Hypercars run by Aston Martin THOR Team

Car 007 – Harry Tincknell, Tom Gamble, Ross Gunn
Car 009 – Alex Riberas, Marco Sørensen

LMDh Hypercars

Porsche 963

Three factory Hypercars run by Porsche Penske Motorsport, plus one privateer entry

Car 4 – Felipe Nasr, Nick Tandy, Pascal Wehrlein
Car 5 – Julien Andlauer, Michael Christensen, Mathieu Jaminet
Car 6 – Matt Campbell, Kévin Estre, Laurens Vanthoor

Proton 
Car 99 – Neel Jani, Nico Pino, Nico Varrone

Cadillac V-Series.R

Four Hypercars: Two factory entries by Hertz Team JOTA, plus Wayne Taylor Racing and Action Express Racing

Hertz Team JOTA
Car 12 – Alex Lynn, Will Stevens, Norman Nato
Car 38 – Jenson Button, Earl Bamber, Sébastien Bourdais

Wayne Taylor Racing
Car 24 – Ricky Taylor, Filipe Albuquerque, Louis Delétraz

Action Express Racing
Car 31 – Jack Aitken, Pipo Derani, Tom Blomqvist

BMW M Hybrid V8

Two factory Hypercars run by BMW M Team WRT

Car 15 – Kevin Magnussen, Raffaele Marciello, Dries Vanthoor
Car 20 – Robin Frijns, René Rast, Sheldon van der Linde

Alpine A424

Two factory Hypercars run by Alpine Endurance Team

Car 35 – Paul-Loup Chatin, Charles Milesi, Ferdinand Habsburg
Car 36 – Mick Schumacher, Jules Gounon, Frédéric Makowiecki

Le Mans Hypercar vs LMDh

While LMH and LMDh cars are both classed as Hypercars, with no immediate differences in badging or performance, there are still differences between them.

In deciding which type of Hypercar to race, manufacturers must decide whether they want to invest money in developing everything themselves, potentially using what they have learned on road cars and in other racing series, or to take the cheaper LMDh route and buy much of the car off the shelf using spec parts.

One element that can give LMH cars an advantage is that most feature a front-axle hybrid system, providing four-wheel drive when the electric motor is engaged – the combustion engine powers the rear axle, and the electric motor drives the front. In contrast, LMDh cars remain strictly rear-wheel drive, with both the combustion engine and the standardised hybrid system powering only the rear axle.

If it rains, the all-wheel-drive LMH cars should, in theory, have a traction advantage. However, the ACO has continued to limit this by mandating that LMH cars cannot deploy their electric front-axle drive below a certain speed, which varies by manufacturer but is typically around 118mph (190km/h) for Toyota and Ferrari this season. This means the AWD benefit is only available at higher speeds, reducing its impact in wet and low-speed conditions. LMDh cars, meanwhile, can use their hybrid boost at slightly lower speeds, but remain rear-wheel drive only.

While teams are permitted to base LMH cars on road-going models, all current LMH entries in 2025 have been developed as clean-sheet prototypes rather than adaptations of existing road cars. Notably, Aston Martin’s Valkyrie AMR-LMH, a road car-based machine debuting this year, is the only LMH car without a hybrid system, running a naturally aspirated V12 and rear-wheel drive only.

Unlike Formula 1, which has strict rules on the specifications and dimensions of individual components, the Hypercar class allows designers considerable freedom within defined performance windows. This approach has resulted in a diverse field, with cars powered by V6, V8, and V12 engines, both hybrid and non-hybrid, all capped at a combined maximum output of 500 kW (671 bhp) as regulated by Balance of Performance.

Aerodynamic regulations require all cars to achieve similar levels of downforce, but allow for innovation in how that’s accomplished. For example, Peugeot famously raced without a rear wing in 2023, relying on ground-effect to generate downforce, but has since switched to a more conventional rear wing setup for 2024 and 2025.

What does LMH stand for?

LM stands for Le Mans, indicating the ACO (Automobile Club de L’Ouest) use of the rules also its adoption for the WEC, whilst H stands for Hypercar.

Slightly confusingly, in WEC, the entrants will be in a class called ‘Hypercar’, which will include both the LMH cars and the LMDh.

Le Mans Hypercar regulations explained

First published in 2021, the sporting regulations of WEC for the Hypercar class remain mostly unchanged, as it specifies that the “basic components of newly developed cars cannot undergo further revisions for a period of five seasons”. This is otherwise known as a homologation cycle, which aims to guarantee a consistent level of performance throughout the field, regardless of when each team joined the series.

The regulations below are due to be revisited in 2025.

Chassis

Along with the powertrain, the chassis remains one of the biggest differentiators between LMH and LMDh.

LMDh teams are required to use a standardised LMP2-based chassis, supplied by one of four approved manufacturers: Ligier, Oreca, Dallara, or Multimatic. In contrast, LMH teams have the freedom to design and build their own bespoke chassis within the prescribed dimensions and regulations. These can be based on a road-going hypercar or developed as a specialised racing prototype.

The option to base LMH cars on road-going models was originally introduced to accommodate manufacturers like Aston Martin and its Valkyrie project, which, after a delay, is finally set to debut at the 2025 Le Mans 24 Hours. However, up to and including 2025, all LMH manufacturers have chosen to design their cars from the ground up as pure prototypes, without producing homologated road versions.

Powertrain

Entrants are free to make their own choices on power unit, the only proviso being that it mustn’t be diesel-fuelled.

The maximum power output of the engine must be 500kW (670bhp), also aligned with LMDh cars.

Hybrid system

Whereas in LMDh a spec hybrid system is mandatory, LMH entrants can elect whether to run a hybrid system or not. If they do, the combustion engine must drive the rear axle and the electric motor powers the front.

If an LMH team opts for a hybrid system, its maximum output must be 200kW (268bhp). However, hybrid deployment is restricted by Balance of Performance (BoP) regulations: for 2025, the electric motor can only be engaged above a specific speed, which varies by manufacturer – 190 km/h for Toyota and Ferrari, and 150 km/h for Peugeot.

Hybrid engines should have an advantage over non-hybrids both in terms of the immediacy of power delivery and fuel consumption. However, due to current stint energy limits and refuelling rules, the overall fuel consumption benefit is less pronounced than in traditional road-going hybrids. The main hybrid advantages in LMH remain improved tyre wear and traction – particularly in wet conditions – rather than outright fuel efficiency.

Aerodynamics

Both LMH and LMDh are required to have a limited downforce to drag ratio of 4:1.

An appeal of LMH is that designers have much greater leeway in terms of styling their own bodywork compared to LMDh, a potential boon to the marketing possibilities of manufacturers, in addition to the freedom it brings to packaging and setting up the car.

Performance

Porsche clinched pole at last year’s Le Mans 24 Hours with a 3min 24.634sec lap time.

However, it is still slower than Kamui Kobayshi’s current lap record for Toyota in its previous generation LMP1 car, set in 2017 qualifying at 3min 14.791sec.

Cost

WHile a host of measures have been brought in as part of an effort to reduce costs, primarily centred around the BoP and restrictive aerodynamic package, the fact remains that there is no hard and fast cost cap for LMH.

As a result, the class’s development costs, through use of its own chassis and powertrains, are far in excess of LMDh.

However, it’s thought unlikely to reach peak LMP1 levels of spending. As an example, Porsche’s 919 LMP1 programme, which was run between 2014-2017 and only eligible to race in WEC, is said to have cost $200m. The new rules are designed in part to negate anything near this kind of outlay.

LMH entries: confirmed teams in detail

Ferrari

Ferrari announced its Le Mans Hypercar programme in February 2022, following months of speculation and anticipation. The marque’s return after a 50-year absence to the Le Mans 24 Hours marked a historic moment, the Sucderia rejoining the top class of endurance racing in time for the race’s centenary edition.

The Ferrari 499P Le Mans Hypercar was unveiled in October 2022 at the Finali Mondiali event at Imola. The car made an immediate impact in 2023, taking pole position on its debut at Sebring and then locking out the front row at Le Mans. The #51 crew – Alessandro Pier Guidi, James Calado, and former F1 driver Antonio Giovinazzi – delivered a sensational victory, marking Ferrari’s first overall win at Le Mans since 1965.

For 2025, Ferrari continues its commitment to the Hypercar class with an unchanged driver line-up. Pier Guidi, Calado, and Giovinazzi remain in the #51 car, while the #50 entry is once again piloted by last year’s winners Antonio Fuoco, Miguel Molina, and Nicklas Nielsen.

Toyota Gazoo Racing

Toyota was the first manufacturer to unveil its Le Mans Hypercar, the GR010 Hybrid, back in 2020, and has been competing in the Hypercar era since the class replaced LMP1 in 2021.

The GR010 Hybrid has been a benchmark in the World Endurance Championship, winning every WEC title from 2021 through 2023 and taking five out of six race victories in the 2023 season. In 2024, Toyota continued its strong form, opening the season with a win at the 6 Hours of Imola and remaining a consistent front-runner throughout the year.

After several seasons of dominance, Toyota acknowledged that there was little room for major performance gains with the GR010 Hybrid, especially as WEC sporting regulations prevented significant changes to the basic components of newly homologated Hypercars until 2025. As a result, Toyota’s focus shifted to incremental improvements in reliability, drivability, and serviceability.

With the 2025 season marking the end of the GR010’s current homologation cycle, Toyota is now evaluating its options for the future, as the Hypercar landscape continues to evolve with new competitors and technical developments.