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The aero performance was really down when we just implemented the rules, Vasselon said. Then the magic of aero development came and we have recovered a significant part of the downforce, but were at lower aero efficiency than last year. You will see that the cars look a bit different because it has opened a few things, which last year were not possible or less efficient. Beaumesnil said discussions on ways to reduce aero efficiencybegan nearly two years ago, when LMP1 cars initially saw a significant spike in performance. Power cuts were rolled out last year, but led to increased cornering speeds, prompting further safety concerns. In 2015, there was a huge step in performance, Beaumesniltold Sportscar365 . Nobody expected such a step in performance. At that moment we said that we must slow down the cars because at some stage it could be an issue, so we started to work. While the biggest change for 2017 has been with the splitter and diffuser, the elimination of the vanes could help keep the cars better planted on the ground. It wasnt interfering with the performance of the car, Vasselon said. But we realized after weve done a lot of CFD studies with the FIA, Porsche and Audi, these vanes were lifting [the car] quite a lot when spinning. Despite the restrictions in place, Porsches Seidl believes lap times should remain in the same ballpark to last year. From what weve seen so far in testing, I think we will not be far from the 2016 lap times, he said. But this is the step weve made over all the developments that we did. Vasselon said they expect to fully recover the aero deficit on their TS050 Hybrid by net year.
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