Update after BoP Amendment publication.
This is for the prologue. The amendment was published before any running on the track. It contains small tweaks to Alpine and Toyota’s weight and to the high speed adjustment.
There could be an update before the first race.
Charts will show the BoP values since the beginning of 2024 and another will highlight the changes since the last race of 2024.
Let’s look at Power:Weight (low speed).
First WEC Aston BoP numbers published. 1
Aston Martin has ended up in the middle of the pack with Power to Weight. I am a little surprised that it isn’t more conservative. They do share data with IMSA, but this could be an indication that they have a decent idea where it should be. Come race weekend I still expect it to be conservative as this has been an approach they have taken with new cars or big changes to a car.
This has been achieved with low power and lowish weight.
Ferrari have a big weight drop, but also a big power drop. They are 7kg above the lowest possible weight. They aren’t alone in the power drop so they sort of swap positions with Porsche on the P/W chart.
Toyota are brought closer to the pack on P/W through a power bump. They remain the heaviest.
Porsche lose out with a weight increase. They have a power drop, but it is less than some, so this offsets the weight increase a little.
Cadillac are back to the lowest possible weight, but also experienced the biggest power drop. Therefore they remain second highest in P/W behind the Peugeot.
Peugeot? Highest power at 520kW and almost the lightest (only 1kg above the Cadillac). The less said the better.
P/W isn’t all the story. Here is how weight and power look:
High Speed compensation:
Similar to how we ended the year, but a little more extreme. Alpine and Peugeot have the lower power at high speed. Indicating that the BoPpers view the French cars as slippery. Alpine is middle of the pack with P/W at low speed, suggesting it does have some inherent grip in that regime.
Toyota and Cadillac look like they are a little brick like and need some power help at high speeds.
It takes all sorts – which is the point of the regs.
Pit Stop Docking Time / 40 second refueling time
Now we have a non-hybrid again in the series with Aston Martin then the added docking times have been adjusted. These are back to the levels we had in 2023 when we had the Vanwall and Glickenhaus.
| Non-hybrids | No adjustment | (Aston Martin) |
| LMDh | +1.0s | (Alpine, BMW, Cadillac, Porsche) |
| Hypercar hybrids | +1.2s | (Ferrari, Peugeot, Toyota) |
The rules state:
At each refueling connection the car must be connected by an ‘additional docking time’ before triggering the PPUEnergyTank refill. This is to compensate for different car technologies. This ‘additional docking time’ will not count for the PPUEnergyTank calculation and will be defined in the BoP. 2
This will allow for the better pitstop getaways of the hybrids ,FWD and RWD, over the non-hybrids.
In IMSA they specify a Stint Replenishment Rate in the BoP table3. It means that if each car is replenishing 100% of it’s energy it has to wait 40s.
WEC don’t directly do this, but the state
When the refueling hose is connected PPUEnergyTank will increase by the rate defined by PPUEnergyFlow in MJ/s which corresponds to PPUEnergyStint/40s. 4
Which is exactly the same thing! WEC feels its competitors can do the calculation!
FWD Power Deployment Speed remains at 190kph in the dry and wet for the Hypercars.
Tables
For reference here are the BoP tables for power and weight going back to the beginning of time.
- DECISION WEC_2025_D09_Hypercar_BOP ↩︎
- DECISION N°:WEC_2025_D06_Hypercar_Technical_information REFUELLING EQUIVALENCE Paragraph 7 ↩︎
- Example: 2025 Sebring Test BoP ↩︎
- DECISION N°:WEC_2025_D06_Hypercar_Technical_information REFUELLING EQUIVALENCE Paragraph 6 ↩︎