The Hypercar manufacturers vying for glory in the 2024 World Endurance Championship

Never before in the World Endurance Championship's modern history have so many cars been entered in the top class as there will be at this weekend's Qatar season-opener. The arrival of three new major manufacturers and a garagiste into the Hypercar class means there's no shortage of variety and intrigue in the battle to dethrone Toyota.

PLUS: The fresh threats and new rivals to Toyota's WEC domination

Porsche took first blood in qualifying, as Penske's Matt Campbell beat Toyota's Nyck de Vries to the top spot by 0.164s in Hyperpole. But with the Losail International Circuit considered unrepresentative of the challenges faced across the rest of the calendar, few conclusions can be drawn at this stage.

Here's how the Hypercar manufacturers stack up heading into the 1812km on Saturday.

Cadillac V-Series.R

Ganassi-run Cadillac team continues with a single-car approach for 2024 with a rotating third driver for the longer rounds

Photo by: JEP / Motorsport Images

#2 Earl Bamber/Alex Lynn/Sebastien Bourdais*
*only confirmed for the first round in this car

Cadillac returns for its second World Endurance Championship campaign with the factory Ganassi-run squad, again with only a single car. There had been talk of expanding to two cars, but finances didn’t allow for that, though there will again be three V-Series.R LMDhs at the Le Mans 24 Hours when Ganassi’s second Cadillac Racing entry and the Action Express Racing car from the IMSA SportsCar Championship join the grid. It’s a strategy that probably shows where the priorities lie for the General Motors brand.

The Caddy LMDh, for which General Motors partnered with Dallara Automobili in Italy, hit the ground running at the start of its maiden campaign. It might have made the podium in front of Ferrari on debut at Sebring in March and was third quickest car behind Toyota and the Italian car over the first half of the season.

The high point was the podium at Le Mans for the WEC entry, while Ganassi’s IMSA car ended up fourth and had the pace if not the clean run required to challenge the top two marques. Yet momentum was undoubtedly lost as it slipped down the order in the wake of the 24 Hours.

Cadillac has taken what Stephen Mitas, boss of its European Ganassi operation, calls “a holistic approach” to development. “Every day the car is running, we are learning something,” he explains.

A machine powered by a 5.5-litre normally-aspirated V8 is still doing a lot of running courtesy of its twin programmes across the WEC and IMSA, even if there was only limited winter running for European team. It tested in Aragon before Christmas, and after that, it moved on to car preparation before the boat left for Qatar. Cadillac was the only Hypercar team that shipped its car to the Middle East by boat rather than air.

A different approach has also been taken on the driver front. Earl Bamber and Alex Lynn continue in the WEC squad in 2024, while Richard Westbrook has been released, and will race as a duo in the six-hour races, so five of the eight rounds. It may be an unusual move in the top class of the WEC, but it is not without logic. Just two drivers means more track time for each driver through a race weekend. Sebastien Bourdais joins the line-up for Qatar and either he or his regular IMSA team-mate, Renger van der Zande, will be in the car for the Bahrain finale in November.

Neither will be available for Le Mans, which is why Ganassi has drafted in IndyCar star Alex Palou. The downside is that the Le Mans rookie will be driving a car in which he has so far only made one race appearance, at the Daytona 24 Hours in January, and will miss the Test Day courtesy of an IndyCar clash.

Everything is pointing to Caddy rekindling its form of the first half of the ’23 season. “There were some real shining performances,” says Lynn. “I think we can use all the positives in an interesting way this year.”

Porsche 963

Jota has expanded to a two-car 963 lineup meaning there will be five examples of Porsche's LMDh racer on the grid

Photo by: Erik Junius

Penske
#5 Matt Campbell/Michael Christensen/Frederic Makowiecki
#6 Kevin Estre/Andre Lotterer/Laurens Vanthoor

Jota
#12 Callum Ilott/Norman Nato/Will Stevens
#38 Jenson Button/Phil Hanson/Oliver Rasmussen

Proton
#99 Julien Andlauer/Neel Jani/Harry Tincknell

Porsche arrives in year two of its LMDh programme with real momentum. The 963 turned a development corner last summer and became a much more raceable - and competitive - machine. It led for more than half the race in Fuji, the privateer Jota team might have made the podium in Bahrain, and over in IMSA, the Penske factory squad won two of the final three races. And then came the Daytona 24 Hours victory in January.

The 963, developed in conjunction with Multimatic Motorsports, didn’t look like a car you’d expect developed by a manufacturer with 19 Le Mans outright wins under its belt for much of its maiden season. It initially proved unstable in the braking phase, which had implications all the way through the corner. The introduction of a revised diff, braking and hybrid software appears to have overcome that to create a more lithe racing car that rotates better mid-corner.

The developments arrived in time for the Road America IMSA round in August and then in the WEC for Fuji in September. They didn’t turn the 963 into a match for the Toyota: the race-leading performance of the #6 car owed much to Laurens Vanthoor’s first-corner opportunism. But it was close, witness Kevin Estre’s ability to hang onto the lead under intense pressure for the best part of an hour.

The factory Porsche Penske Motorsport squad was clearly number two in the Hypercar pecking order in Japan. It lost that position at the Bahrain finale — to Jota. The British team’s solo entry would probably have made the podium but for a penalty, but Yifei Ye produced the fastest double stint of anyone.

There has also been an important step forward in terms of reliability after stuttering start with the car powered by a 4.6-litre twin-turbo V8. As PPM boss Jonathan Diuguid points out: “It’s fair to say the endurance races weren’t our best performances in 2023.” That changed with the Daytona victory.

There’s another plus for Porsche in terms of its WEC campaign. Matt Campbell, the ace in its pack in IMSA last year, has swapped places with Dane Cameron, who clearly struggled in WEC, to join Michael Christensen and Frederic Makowiecki in #5. The move may or may not make it the equal of the sister car shared by Vanthoor, Estre and Andre Lotterer that generally had the edge in 2023.

Porsche doesn’t just have two cars from PPM (and three at Le Mans). There are five 963s on the grid courtesy of Jota and Proton. The customers don’t score manufacturers’ points — they compete in their own teams’ classification - but increase its chances of collecting silverware.

Both have assembled impressive line-ups, Jota bringing in ex-Formula 1 world champ Jenson Button and Callum Ilott to join a squad that has expanded to two cars. The aspirations are clearly high at Jota, as they are at Proton, which has Neel Jani and Harry Tincknell among its drivers.

Porsche has numbers on its side and a much-improved car. The Daytona win might just be what Diuguid calls “a springboard” to even greater things.

Toyota GR010 HYBRID

De Vries has landed a full-time Toyota deal in place of Lopez after previously holding a reserve driver role

Photo by: Erik Junius

#7 Mike Conway/Kamui Kobayashi/Nyck de Vries
#8 Sebastien Buemi/Brendon Hartley/ Ryo Hirakawa

It looks like business as usual at Toyota, the acknowledged king of the WEC. There’s just been one change in the line-up of drivers with the belated arrival of Nyck de Vries in the #7 GR010 HYBRID Le Mans Hypercar. But what might be described as a tickle to the driving roster isn’t the only the shuffle of the pack.

What effect a management change at the top of the Cologne-based Toyota Gazoo Racing Europe organisation that masterminds the WEC programme will have can’t be determined until the season gets underway. But Pascal Vasselon’s surprise and unheralded departure can’t be underestimated. Not only was the long-serving technical director one of the key architects of Toyota’s WEC involvement since the beginning, but he was also a key political player. Toyota will miss him in its interaction with the rule makers: he was a master of the smoke-filled room.

On the other hand, new technical director David Floury had long since been lined up to take over from the veteran, who hit 60 last year. He had been Vasselon’s deputy since 2021 and before that had been an uber-engineer for the WEC team as part of the posse from ORECA that helped run the Toyota squad from its WEC entry in 2012 until the end of the 2019/20 campaign. Only the timing of the succession was unexpected.

De Vries should be a bolt-in replacement for Jose Maria Lopez alongside Kamui Kobayashi and Mike Conway. He’s not so much a newcomer as a returnee. The Dutch driver was previously part of the Toyota WEC set-up as test and reserve driver and had a contract to fill the seat he has taken for this year in 2023. That contract had a get-out clause if a Formula 1 team came calling and de Vries went on to have what turned out to be a short-lived career as a grand prix driver with AlphaTauri. Expect an even more seamless transition than when Ryo Hirakawa joined Sebastien Buemi and Brendon Hartley in place of Kazuki Nakajima in #8 in 2022.

The six Toyota drivers will have a 3.5-litre twin-turbo V6 contender at their disposal that is largely unchanged from 2023 - there are no performance upgrades. Any revisions have been focused on reliability, serviceability and, particularly, useability. There are new headlights and a new system to adjust the front anti-roll bar, for example.

“There is always something to improve, always some fine-tuning in terms of the running of the team,” says Hartley. “We are always working to keep the level as high as possible. But in terms of the car, maybe there’s another couple of tenths we can get out of it.”

There’s one more change at Toyota this year, a new livery that’s quite distinct from anything from its previous 11 WEC campaigns. The largely black corporate colour scheme that straddles WEC and the World Rally Championship represents, among other things, a hate-to-lose attitude, says Toyota. Nowhere more so than at Le Mans: making up for its defeat last year must be ]the top of its priorities.

Isotta Fraschini Tipo 6 Competizione LMH

The Duqueine-run Isotta has an inexperienced line-up for its first season in WEC

Photo by: Shameem Fahath

#11 Carl Wattana Bennett/Antonio Serravalle/Jean-Karl Vernay

A once-renowned manufacturer undergoing a relaunch after a 70-year hiatus appears to have done everything right on the technical front ahead of its WEC entry with an all-new LMH. Michelotto Engineering, the architect of the Isotta Fraschini project, has assembled an impressive list of partners in the development of a car known as the Tipo 6 LMH Competizione, WAE Technologies (formerly Williams Advanced Engineering) and HWA among them. What were clearly high aspirations for the project must have been tempered in the run-up to its WEC debut.

First, Isotta made a late switch of team from the British Vector Sport squad to the French Duqueine operation and made no secret of the fact that it had been motivated by finance. Now the team has announced a driver line-up that on the face of it must be the result of the same considerations. The official line is that the sponsor that came in with Duqueine to support the programme was then involved in the driver choice.

Jean-Karl Vernay, briefly Peugeot’s reserve driver back in LMP1 days, leads the crew after playing a key role in the Tipo 6 development programme that kicked off nearly 12 months ago. Former Audi P1 driver Marco Bonanomi was his partner for much of the programme, but Vernay’s team-mates don’t have quite the same level of experience. Two young drivers each a year either side of 20 have but a handful of sportscar starts between them.

The new signings are Antonio Serravalle, 21, and 19-year-old Carl Wattana Bennett, the former a veteran of a couple of Indy Lights campaigns, the latter a member of Fernando Alonso’s A14 Management roster who is heading into only his third season of car racing. The best way of putting it without damning their credentials is to say that Isotta is pitching up in the rarefied heights of the Hypercar division with two-thirds of its line-up made up of silver-rated drivers.

The new drivers and team are on a steep learning curve: Duqueine, a race winner in the European Le Mans Series, only got hold of the Tipo 6 at the back end of last year, testing for the first time at Estoril in December. And it admits that it is up against it. “It will be a challenging season,” says team CEO Max Favard. “We want to be professional and do our best and grow through the seasons.”

But there appears to be a decent base to work from. The Tipo 6 hybrid, which is powered by an HWA-developed three-litre single-turbo V8, has so far completed 10,000km in testing. There have been no major problems; a fire at Monza in the summer was caused by a fuel leak.

For Isotta, the aspiration is to be mid-grid, says its motorsport boss, Claudio Berro, with the eventual target of podiums.

“We want to compete, not to be at the back,” he says. “We think we can be somewhere in the middle, we believe that is possible.”

BMW M Hybrid V8

WRT gets its shot at the Hypercar class with WEC returnee BMW after success in the P2 division

Photo by: Shameem Fahath

#15 Raffaele Marciello/Dries Vanthoor/Marco Wittmann
#20 Robin Frijns/Rene Rast/Sheldon van der Linde

“The 2023 season was our learning year.” So says Maurizio Leschiutta, project manager on the BMW M Hybrid V8 LMDh. That suggests that the expectation at the Munich marque is that it has to hit the ground running in the WEC after a debut season for the car in IMSA in 2023. He does add perhaps an inevitable caveat that a manufacturer making its first factory bid for outright Le Mans honours since its 1999 victory is new to the Hypercar class, if not the championship after its GTE Pro campaign in 2018/19.

Key to the hopes of a manufacturer that was P4 in the GTP order — on pace and points won — in IMSA last year is that it is now developing a car powered by a four-litre twin-turbo V8 on two fronts. The Belgian WRT squad masterminds the new-for-2024 WEC programme, while Rahal continues as the factory BMW operation in North America.

WRT has been testing with the M Hybrid since last June as it steps up to the very pinnacle of endurance racing after winning just about everything it has ever done in the ranks below. That includes the Spa and Nurburgring 24-Hour races in the GT3 arena, not to mention more than 50 titles since its formation for 2010, and then two world crowns in LMP2 together with a class victory at Le Mans.

“All the tests with WRT ran very smoothly,” says Leschiutta. “We did everything we wanted to and generated a lot of data.”

Data is the key world there. Because BMW has opted against taking up the chance to make any hardware evolutions under the evo joker rules. But it still reckons it has taken a significant jump forward, even if its showing at the 2024 IMSA curtain-raiser at Daytona didn’t yield a result. Both cars hit problems — relatively minor ones that had major repercussions — but as BMW M Motorsport boss Andreas Roos points out things wouldn’t have looked so bad had been a 12-hour race.

“We have taken a lot of steps from where we were last year to where we are now, but we are still working on performance and driveability,” he says. “But we can still take another step.”

If the M Hybrid is on the pace, WRT will exploit it to its full. The team has proved it can hit the ground running in a new discipline. Think back to its maiden season in P2 back in 2021: it won the P2 title and the class at Le Mans, and took European Le Mans Series honours to boot.

The driver line-up at WRT should be regarded as at least the equal of any in the Hypercar field. It is made of team regulars recruited into the BMW fold since its deal with Munich was announced in the summer of 2022 (Robin Frijns, Rene Rast and Dries Vanthoor), some marque long-termers (Marco Wittmann and Sheldon van der Linde) and a high-profile winter recruitment from the Mercedes GT3 roster (Raffaele Marciello).

Alpine A424

Alpine's new Hypercar contender developed with ORECA has a single-turbo 3.4-litre V6

Photo by: JEP / Motorsport Images

#35 Paul-Loup Chatin/Ferdinand Habsburg/Charles Milesi
#36 Nicolas Lapierre/Mick Schumacher/Matthieu Vaxiviere

The rhetoric from Alpine is all too familiar for a Hypercar newcomer, or in its case, a returnee. (Don’t forget it was a race winner in 2022 with its ‘grandfathered’ ORECA LMP1.) The Renault brand will “remain humble” as it goes into a “learning year” with its new A424 LMDh run by Signatech, says motorsport boss Bruno Famin. But then it was hardly likely to stand up and proclaim that it was going to be winning races from the get-go. Yet there seems to be real optimism in the camp.

Famin insists that Alpine’s humility doesn’t signal a lack of ambition for its maiden season for the A424 developed in conjunction with ORECA. Those ambitions, it seems, appear to be focused on Le Mans in June and then the remainder of the season.

“We need to improve every race and see where we are,” says Charles Milesi, who has stepped up from the LMP2 squad run by Signatech last year to the two-car LMDh line-up. “We are trying to get the car running properly, to get some mileage in the first races to be ready for Le Mans.”

Milesi and his team-mates in the two-car squad know there are many unknowns heading into Qatar. It can’t predict how it will stack up against opposition. But development of the A424 — the _ß suffix of last year’s show car has been dropped as planned — appears to have been relatively smooth.

The car has racked up 14,000km since its roll-out at Lurcy-Levis in August. A first endurance test, undertaken at Aragon in November, has also been billed as a success. The A424’s single-turbo 3.4-litre V6 developed at Alpine’s engine headquarters in conjunction with Mecachrome from the base of its one-make Formula 2 unit did hit a problem right at the end of a 30-hour simulation. But Sinault has been quick to point out that it was after the car had racked up in excess of 5,000km, more than a Le Mans distance.

Alpine believes it can employ the experience from its F1 hybrid powertrain and Formula E - the Nissan powertrain is developed at its Viry-Chatillon engine headquarters - to shortcut development and get on the pace of established WEC runners. The hybrid system in LMDh is made up of spec parts, but the software is free. That’s where it believes it can gain a crucial edge.

The driving squad is made up of familiar faces from previous Signatech endurance escapades, with a couple of exceptions, one notable. Nicolas Lapierre and Matthieu Vaxiviere resume the relationship that took a pair of WEC wins in ’22 and are joined by star signing Mick Schumacher. Putting the sportscar rookie with veteran Lapierre was a no-brainer, reckons Sinault.

Ferdinand Habsburg gets his big break after three seasons of proving his worth in LMP2, which included WEC title success with WRT in 2021. The Austrian is paired with Milesi, one of his team-mates from that campaign, and Paul-Loup Chatin, who has come back into the Alpine fold after racing its P2s in 2014-15.

Ferrari 499P

After winning Le Mans with the 499P in 2023, now a WEC title is in its sights

Photo by: Erik Junius

AF Corse
#50 Antonio Fuoco/Miguel Molina/Nicklas Nielsen
#51 James Calado/Antonio Giovinazzi/Alessandro Pier Guidi
#83 Robert Kubica/Robert Shwartzman/Yifei Ye

The decision to bedeck the pair of factory 499Ps in a shade of Ferrari racing red inspired by that of the F2007 in which Kimi Raikkonen took the Italian manufacturer’s last Formula 1 world title must say something about its aspirations going into the 2024 season. It triumphed at Le Mans in year one of the programme, so now the next target has to be to win the championship. That stands to reason.

Ferrari was clearly buoyed by its maiden season with its new LMH developed in-house at the Attivita Sportive GT sportscar racing department. It was number two behind Toyota in 2023 on average across the season on its way to third and fourth places in the drivers’ classification behind the Japanese marque’s two crews and the runner-up spot in the manufacturer’s points. It had slipped to third behind Porsche in the manufacturer hierarchy by its end, podiums at Monza and Bahrain notwithstanding, something that had a lot to do with the BoP swinging against Ferrari after a tickle in its favour pre-Le Mans.

The strengths and weaknesses of the 499P were evident from Ferrari’s first event back at the pinnacle of sportscar racing as a factory after an absence of 50 years. Antonio Fuoco put the car on pole, but it wasn’t on the pace of the Toyota over a double stint on a set of Michelin tyres.

The Circuit de la Sarthe at Le Mans is a low-energy track where tyre degradation is less of a factor. That was probably just as important in its victory as the BoP change.

The onus at Ferrari over the off-season has been developing the package, its three-litre twin-turbo V6 included, that it already has in place rather than pushing through hardware upgrades. Getting on the pace of the Toyota over a double will have been the focus.

The driver line-up is unchanged, which means Le Mans winners James Calado, Alessandro Pier Guidi and Antonio Giovinazzi line up in #51 and Fuoco, Nicklas Nielsen and Miguel Molina in #50.

A big plus for ’24 is the arrival of a third 499P. Officially it’s a customer car even though it is run, like the factory entries, by AF Corse, albeit by a different set-up. It is also driven by two factory drivers, Robert Shwartzman and Yifei Ye joining Robert Kubica in the car. Ferrari has clearly opted to play the numbers game with what would be better be described as a satellite car. It is another signal of Ferrari’s intent along with the new livery.

“The goal is to win; my ambition is to win the world title,” says Calado. “We’ve done Le Mans in 2023, but I want to be a world champion in the top class. For me this is the most important thing, more than Le Mans. More manufacturers coming into the championship will make it more difficult, but I don’t really fear anyone.”

Lamborghini SC63

A single SC63 will make its competition debut in Qatar

Photo by: JEP / Motorsport Images

#63 Mirko Bortolotti/Daniil Kvyat/Edoardo Mortara

Lamborghini makes a low-key entry into the top flight of the sportscar racing for the first time. The Italian manufacturer’s factory Iron Lynx squad is mounting one-car campaigns in the WEC and the IMSA enduros with the new SC63 LMDh developed in conjunction with Ligier Automotive.

Opting to go for single-car campaigns was a needs must decision for a marque that counts North America as one of its biggest markets. And the young but highly ambitious Iron Lynx organisation has essentially split the team run by Prema, which came under its umbrella in 2021, that fielded a pair of LMP2s in WEC last year, though they will re-converge for Le Mans in June.

“We have to build our operation,” says team principal Andrea Piccini. “One car in each championship was the safest and smartest thing to do.” Though “not ideal”, concedes the former Aston Martin factory driver and race winner in both the FIA GT and FIA GT1 series: “Having two cars allows you to shorten your learning curve when you are at the races, but this way means we can focus on one car in each championship, so there are plusses and minuses.”

Piccini reckons Lambo and Iron Lynx/Prema are well prepared for the SC63’s race debut: the car was never scheduled to contest the first of the IMSA enduros at Daytona in January, so it is racing for the first time in Qatar. “As ready as we can be,” is how he puts it.

That’s despite a shunt in testing at the end of August that resulted in a one-month testing hiatus for a car that had only hit the track just a few weeks previously. It also meant that the second chassis wasn’t up and running until the start of this year. Piccini insists that the impact of the shunt was quickly overcome. The programme over 10 separate tests by a car powered by a bespoke 3.8-litre twin-turbo V8 following an Imola roll-out has been pretty straightforward.

“It had little impact on our timeframe. It was not a drama, though better if it hadn’t happened,” says Piccini. “We were quite surprised from the first time we put the car on track that we did not experience any major issues. So we are quite optimistic, confident I would say, that we have a reliable car.”

The spiel from Lamborghini on its aims for year on of the SC63 pretty much mirrors that of the other manufacturer with a new LMDh, Alpine: “The aim is to build performance on the way to Le Mans and be ready to do something good at the 24 Hours, and then to close the gap as much as possible and be 100% ready for ’25. It would be arrogant to come one year late and say we are going to beat everyone this year.”

Lamborghini’s WEC line-up is made up of long-time Lambo factory driver Mirko Bortolotti, Daniil Kvyat, who joined Prema’s P2 squad last year after signing with the marque, and prototype newcomer Edoardo Mortara. This trio will be joined at Le Mans by the IMSA squad of Andrea Caldarelli, Matteo Cairoli and Romain Grosjean.

Peugeot 9X8

Peugeot enters its second full season in the WEC with plans to vastly overhaul its 9X8

Photo by: Shameem Fahath

#93 Mikkel Jensen/Nico Muller/Jean-Eric Vergne
#94 Paul di Resta/Loic Duval/Stoffel Vandoorne

A manufacturer with three Le Mans wins to its name has endured a difficult return to the top of the sportscar tree with its avant-garde 9X8 LMH since it pitched up in the WEC at Monza in the summer of 2022. A single piece of silverware, won at Italian track 12 months later, is all it has got to show for its efforts so far. It is against this backdrop that it is undertaking a massive overhaul of its concept, a revision that will only come on stream at round two at Imola in April.

The original 9X8, which bows out in pure 2023-spec in Qatar, is a traction-limited machine that has only been anything approaching competitive on fast and smooth circuits: think the podium at Monza and a starring performance into the night at Le Mans. (It appears at home on the Losail circuit in Qatar, too.) The problem elsewhere was that it was hamstrung by the narrower rear tyres and a lack of traction it ran in comparison to everyone else in Hypercar.

Equal size front and rears were an essential part of the wingless 9X8 concept. It enabled the in-house Peugeot Sport design team to push the weight distribution of a machine powered by a 2.6-litre twin-turbo V6 rearward to facilitate the unconventional aerodynamics. To say it was the wrong choice would be incorrect because Peugeot didn’t have a choice.

The original LMH rules called for the 31/31 tyre option for front-axle hybrid machinery. But when Toyota was allowed to swap to the 29/34 for season two of its GR010 HYBRID in 2022 when it argued that its design had been compromised by late rule changes that were a consequence of the convergence process with LMDh, it queered the patch for Peugeot. The French manufacturer believed that 29/34 would have been the quicker option when the 9X8 was in conception.

The evolutions to the 9X8 are about much more than bolting on a rear wing, which appears to be a low-slung affair from the spy shots - an official launch of the car isn’t due until the end of March.

“Everything is driven by the tyre choice we are making now: first we needed to move the weight distribution of the car,” says Peugeot Sport technical director Olivier Jansonnie. “We needed some lighter parts on the car and to move some ballast, and then retune the aero balance.”

“We know that the level of competition was very high last year and will be even higher this year, so it is very important for us to bring something that is making a clear step forward in terms of performance.”

Peugeot is looking for the silver bullet in the overhaul of the 9X8, but it is also focusing on the detail in the search of incremental gains. It first promoted Stoffel Vandoorne from a reserve role to take the place of Gustavo Menezes and then shuffled the pack in the name of set-up preference. Paul di Resta has swapped from #93 to #94 to share with the Belgian and Loic Duval, while Nico Muller has gone the other to line up with Mikkel Jensen and Jean-Eric Vergne.

Can Peugeot's wingless wonder bow out in style in Qatar?

Photo by: JEP / Motorsport Images

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