This 12 months is shaping as much as be a landmark one for Hyundai’s premium model Genesis because it gears as much as transfer into the top-end of sportscar racing with the GMR-001. Whereas we gained’t see it race below its personal banner this season, we’ll doubtless see and listen to lots from the Korean model as its new LMDh-spec challenger approaches homologation.
By opting to go down the LMDh route, with its frequent hybrid system, gearbox and chassis backbone, Genesis has lowered the time it can take to be race-ready. It is going to additionally profit from the important thing learnings of all the opposite producers who’ve spent the previous two years getting on top of things with the brand new system. However that doesn’t imply it gained’t have technical challenges to fulfill alongside the way in which.
The primary hurdle to leap will come within the subsequent few weeks when its engine hits the dyno for the primary time. The GMR-001 will home a twin-turbo V8 primarily based on Hyundai’s WRC inline-four unit, which lest we overlook, has already been paired with a spec-hybrid system for its software in rallying; this could not less than make integration with the Bosch hybrid unit simple. Nevertheless, nailing the software program growth related to marrying the electrical and inside combustion energy sources will doubtless show a posh activity.
The GMR-001’s engine is predicated on Hyundai’s World Championship-winning World Rally Championship unit. Jaanus Ree/Purple Bull Content material Pool
The choice to make use of the WRC engine as the bottom for the LMDh program, in accordance with Hyundai Motorsport’s technical director François-Xavier Demaison, made essentially the most sense towards the outlined timeframe. And the clock is ticking, as the complete undertaking wants to return collectively in lower than 60 weeks from now if Genesis is to make its FIA WEC Hypercar debut within the 2026 season opener. Subsequently, growing a brand-new unit from scratch would have been a colossal activity with loads of dangers hooked up.
“There have been extra choices (for the engine), however that was the one one which fitted within the timeline,” Demaison informed RACER. “It was the primary cause. We didn’t have time to make two loops on the engine growth so we needed to shorten the method as a lot as we may.
“Reusing elements that we knew wouldn’t introduce any points or dangers, as a result of we want an engine to begin in February on the dyno after which run with none issues. So in the long run there was just one selection to make use of the bottom of the WRC engine and put it collectively right into a V8.
“The selection was the capability, which was 400 cc, so should you multiply it by six it’s 2.4 litres, which isn’t sufficient, you need to push it an excessive amount of to make the required 500 kilowatts. So 3.2 litres was a better option. For positive we’d have most well-liked to make use of a V6, largely for weight causes, however it could have launched too many query marks and dangers for homologation.
“There are some elements which usually want a validation course of, just like the valve prepare, the pistons, the conrods, the piston rings, all these elements will probably be 1 to 1 and for positive we have now to revamp the cylinder head. We simply wish to minimise the variety of elements to be absolutely redesigned and signed off to have an engine prepared in time for the undertaking.
“We selected a twin turbo for drivability and it’s the best possibility. In case you’re not pressured to have one it’s higher to have two. When you have one the place when it comes to centre of gravity will not be that optimum. You could have the hybrid however it’s higher to have twin-turbo. In case you lose one you even have one to complete the race!”
Demaison – who beforehand served because the technical head at Williams F1 earlier than becoming a member of Hyundai – can also be within the midst of staffing up for this program. Whereas there will probably be motion from the Hyundai WRC undertaking, the Frenchman defined that Genesis plans to recruit new workers members with related expertise for the trouble too.
FX Demaison is main this system. Motorsport Photographs
“We actually wish to profit from totally different experiences and cultures so we’re recruiting folks with varied experiences in powertrain like we do for chassis and the race group,” he stated. “There will probably be folks well-known in WEC or Components One becoming a member of us sooner or later.
“The massive problem is to construct the group,” he added, “as a result of we have now a technical companion in ORECA. We use their backbone which is homologated, the model comes from our styling division so it’s our duty to adapt it.
“For positive the powertrain is a giant problem too. We’ve a brief timeline to construct a group to make the very best software program potential and essentially the most dependable {hardware} for the engine as potential, and to race the automotive in the easiest way.”
The engine hitting the dyno primarily represents the primary main step in Genesis’ highway to homologation with the GMR-001 on the finish of the 12 months. Then in Q2 the race base in Le Castellet (France) is about to open, earlier than monitor testing will get underway in Q3.
The on-track program is already mapped out in accordance with Demaison, and it is probably not as intense as you’d count on for a producer new to the game.
Alongside its preparatory LMP2 marketing campaign within the European Le Mans Collection with IDEC Sport, Genesis Magma Racing will take a look at the GMR-001 “primarily in Europe” throughout 2025, earlier than working on circuits in the USA after homologation in 2026 forward of the model’s GTP debut in 2027.
“That’s the goal for the time being,” Demaison defined. “With the timeline we have now it’s tough to have vehicles to check within the US, to do wind tunnel testing and to do testing in Europe with two vehicles. For the time being it’s largely Europe and at Le Castellet.
“It’s good to be near a circuit the place we will go and take a look at and even spend two hours on the finish of the day to log off new software program, spend the evening to implement modifications then take a look at the following day.
“We’ve a validation course of (to comply with) primarily based on what we count on to do with the engine. It’s totally different for the (ORECA-based) chassis as a result of it’s a recognized product. The sign-off for all of the chassis elements except for bodywork is already finished.
“It’s (the ORECA backbone) a confirmed resolution. It offers us flexibility as a result of we don’t must log off transmission and the chassis. And plenty of validation of the engine will probably be finished on the dyno.”
