Introduction of Compensation Ballast in the World Endurance Championship
The World Endurance Championship (WEC) has announced a significant change aimed at reducing the performance advantage enjoyed by lighter drivers. Starting with the 2025 season opener in Qatar, a new system known as compensation ballast will be implemented across the Hypercar and LMGT3 classes. This move has been in the works since last year, following widespread criticism that the championship did not account for the significant impact of driver weight on car performance. The reference weight set by the new rules is 82kg, a slight increase from the 80kg standard previously used in the LMP1 category from 2015.
Impact on Qualifying and Race Procedures
The compensation ballast system works differently for qualifying and race scenarios. In the qualifying sessions, including the opening session and Hyperpole, any driver weighing less than 82kg in full racewear, with the HANS device and seat insert, must carry additional ballast. This ensures that all drivers are on a more level playing field when it comes to setting lap times. For the race, an average weight for the driving crew, whether it consists of two or three drivers, will be calculated. If the average weight of the crew falls below 82kg, ballast will need to be added to the car in a designated position. This measure is designed to mitigate the advantage that lighter crews might have over heavier ones, particularly in longer races where endurance is key.
Positive Reactions from the Paddock
The introduction of the compensation ballast has been met with widespread approval, especially among drivers in the Hypercar class. James Calado, a Ferrari driver, shared his relief and support for the new rule. Last year, Calado revealed he had been hospitalised due to the extreme measures he took to lose weight, which was necessary to remain competitive in the absence of such regulations. He stated, “This is definitely the right thing to do. It’s only right that a world championship has a rule like this. If you are giving away 15-20kg or even more, that’s a lot of lap time. It means a heavier driver like me can have the chance to qualify the car, which wasn’t really the case before.” Calado’s experience underscores the physical toll that the previous lack of regulation had on drivers, and the new rule aims to alleviate this pressure.
Leveling the Playing Field
Marco Sorensen, who has moved up to the Hypercar ranks with Aston Martin for the 2025 season, echoed Calado’s sentiments. “It definitely levels the playing field, which has to be a good thing,” he said. “We’ve seen in the past that the drivers chosen to qualify have been the ones who are on the small side. This has to be correct for a high-profile championship.” Sorensen’s comments highlight how the previous system often led to lighter drivers being preferred for crucial qualifying roles, which could skew the results and team strategies. The new rule ensures that driver weight is no longer a decisive factor in qualifying, promoting a more equitable competition.
Challenges and Considerations
While the new rule is broadly welcomed, Sebastien Bourdais, who is now competing full-time with Jota-Cadillac in the WEC, noted a potential drawback. “The rule is totally legit for qualifying, but the heavier guys are still going to be giving something away to the lightest guy in the crew during the races,” he explained. “That’s a difficult problem to solve in endurance racing, but this is a step in the right direction.” Bourdais’s insight reveals that the challenge of balancing driver weight across the entire race remains complex. The new system, while effective in qualifying, may still leave heavier drivers at a disadvantage during the race, as the cumulative effect of weight can significantly impact performance over longer distances. However, it is a significant improvement and represents progress in creating a fairer competition.
New Success Handicap System in LMGT3
In addition to the compensation ballast, the FIA and the Automobile Club de l’Ouest (ACO) have introduced a new success handicap system in the LMGT3 class. This system replaces the previous success ballast, which was implemented in the GTE Am category in 2019. Instead of adding a fixed amount of ballast to the top three finishers, the new system applies a percentage reduction to the car’s Balance of Performance (BoP). The reductions are as follows: 0.24% for a win, 0.16% for a runner-up finish, and 0.08% for third place. These adjustments can be made to a car’s minimum weight and/or maximum power, giving the FIA and ACO more flexibility in maintaining competitive balance. This change reflects a broader effort by the championship to ensure that all teams and drivers have a fair chance to succeed, regardless of their weight or recent performance history.
