The Toyota TS040 Hybrid is a Le Mans Prototype 1 (LMP1) sports car built and used by Toyota Motorsport GmbH in the 2014 and 2015 seasons of the FIA World Endurance Championship. Work on the car's design began in November 2012, when the Automobile Club de l'Ouest (ACO) published its 2014 technical regulations and Toyota utilised its resources after the 2013 24 Hours of Le Mans. The car is an aerodynamic improvement on its predecessor, the TS030 Hybrid, and its design allowed four-wheel drive. It has two kinetic energy recovery system (KERS) regenerative-braking devices at the front and rear axles to charge a supercapacitor and, in accordance with the 2014 regulations, was placed in the class. The TS040's engine was carried over from the TS030; its displacement was increased from to for better efficiency, producing to the rear wheels.
The TS040 was shown to the press for the first time at the 26 March preseason test session at Circuit Paul Ricard, and was driven before the start of the 2014 season. Toyota supplied two cars, driven by six drivers, for the season. Nicolas Lapierre, Anthony Davidson and Sébastien Buemi won the season's opening two races in the No. 8 car; Lapierre aquaplaned, crashing at the 24 Hours of Le Mans before recovering to finish third. After the crash, Lapierre was dropped and Buemi and Nakajima won two more races and had another podium finish to win the 2014 World Endurance Drivers' Championship. Consistent performances from Alexander Wurz, Stéphane Sarrazin, Kazuki Nakajima and reserve driver Mike Conway won Toyota the World Endurance Manufacturers' Championship at the season-ending 6 Hours of São Paulo.
The car was further developed after the 2014 24 Hours of Le Mans in accordance with the 2015 regulations. The front of the TS040 changed, a new suspension preserved tyre life, its supercapacitor was altered for better performance, and two body kits were created to match the car to a track. Although the season began with a third-place finish for the No. 1 car (driven by Buemi, Nakajima and Davidson) at the 6 Hours of Silverstone, the TS040 struggled against rivals Audi and Porsche in the seven remaining rounds before Wurz, Sarrazin and Conway's No. 2 entry finished second at the season-ending 6 Hours of Bahrain; Toyota placed third in the World Endurance Manufacturers' Championship. The TS040 was replaced by the TS050 Hybrid for the 2016 season.
Development Concept The TS040's initial studies and simulations began immediately after the Automobile Club de l'Ouest (ACO) published its first revision of the 2014 FIA World Endurance Championship technical regulations in November 2012. Toyota gradually increased their involvement in the car's development, focusing on the project after the 2013 24 Hours of Le Mans. The TS040, designed to meet the new Le Mans Prototype 1 (LMP1) regulations to improve driver safety and enhance visibility, was an aerodynamic improvement on the TS030 Hybrid. Built at Toyota Motorsport headquarters in the North Rhine-Westphalia city of Cologne, the car's chassis design was supervised by engineer Pascal Vasselon. The TS040's engines were built in Japan, and the team was directed by the French racing squad Oreca.
Design The car was refined with hardware-in-the-loop technology and computer-calculation hardware to test individual components based on track data, enabling engineers to optimise its design; and was more efficient than test driving. The new LMP1 regulations made the TS040 shorter than its predecessor and reduced the width of the tyre arches by ; most attention focused on reducing drag and increasing downforce (improving road grip), lowering its fuel consumption by 25 per cent over 2013. The TS040's aerodynamic design was conducted at Toyota Motorsports' wind tunnel in Cologne. Toyota achieved their objective of lowering the car's weight by the mandated with design and lightweight components.
The TS040's design permitted four-wheel drive, and its chassis consisted of carbon fibre and aluminium materials. Front airflow to cool the chassis was enabled with exit ducts under the wing mirror stalk at the back of the front wheel guards. Independent push-rod suspensions are linked to a bellcrank, and the torsion bar is mounted at the pivot point. Total, Toyota's petrol supplier, worked with the team to enhance fuel efficiency and performance. The car's seven-speed sequential gearbox was made of aluminium, and the multiplate clutch was supplied to Toyota by ZF Friedrichshafen. The TS040's driveshaft was the constant-velocity joint type (including tripods), with a viscous-constructed mechanical locking differential. The dual-circuit Brembo brake discs, made of lightweight carbon ceramic materials, enabled hydraulically-activated power steering. Michelin remained the team's tyre supplier.
The car's mid-mounted, naturally-aspirated petrol V8 engine, angled at 90 degrees, was carried over from the TS030 Hybrid. Its displacement, increased from to by lengthening the stroke for better efficiency, supplied to the rear wheels. The engine was developed to run with a fuel flow metre promoting a concept switch to efficiency from power. The bosses-mounted injection system were in the inlet tract and placed over the angled throttle valves relative to the inlet path. They were fitted with eight solenoid injectors which sent power each of the throttle runners and into the inlet portlets. Toyota installed two systems featuring knock control to detect vibration and real-time combustion pressure sensors to tune the spark timing among other engine components during a race for reliability purposes.
Like its predecessor, the TS040 had two kinetic energy recovery system (KERS) regenerative braking devices (the ACO used the alternate acronym, ERS) produced by Toyota Racing Development at the company's road research and development Higashi-Fuji Technical Center to charge a Nisshinbo supercapacitor. Additional power was directed to the axles (the rear by Denso and the front by Aisin AW), giving it an automatic horsepower increase of for a total of . Its motor generator unit acted as a generator while braking, harvesting energy from the drive shaft to slow the car and convert into electricity which is stored in the supercapacitor. The 2014 regulations divided the motor-generator unit hierarchy into increments, from to . Toyota chose the category, since the class had a negative effect on lap time due to its additional weight.
2015 alterations New regulations were enacted for 2015, requiring an 80-per cent redesign of the TS040; this included a new front-end crash structure, a suspension optimised to preserve tyre life and additional weight reduction. Two body kits were designed: one for fast tracks and the other for tight turns. Designers added a guide vane below the car's headlights for balance while braking, but felt that a second (at the rear of the vehicle) would create turbulence. Little work was conducted on the powertrain. Although Toyota considered changing to a battery system, comparing its hybrid technology with that installed in the Porsche 919 Hybrid and switching to the category, the manufacturer ultimately decided to remain in the class. However, the TS040's supercapacitor was modified for enhanced performance. Construction of the car began immediately after the 2014 24 Hours of Le Mans, and continued until January 2015.
Preparation and drivers
Toyota announced that they would continue participating in the FIA World Endurance Championship with a new car in July 2013. Drivers Alexander Wurz, Nicolas Lapierre, Kazuki Nakajima, Anthony Davidson, Stéphane Sarrazin and Sébastien Buemi were resigned to the team. Details of the TS040 Hybrid were released to the public by engineer Pascal Vasselon at the 2013 6 Hours of São Paulo meeting on 31 August. Toyota signed IndyCar Series driver (and 2013 Le Mans Prototype 2 (LMP2) quadruple winner for G-Drive Racing) Mike Conway as a reserve and test driver. The TS040s' lineups were changed in February 2014, with Sarrazin moving to the No. 7 car and Lapierre to No. 8 entry after Toyota evaluated driver strengths and characteristics.
The TS040 began private testing on the morning of 21 January at the Circuit Paul Ricard, when Wurz and Davidson completed a shakedown session and remained at the track for two days without major problems. The first long-distance pictures of the car being tested at the track were published in the automotive media eight days later, and more photographs and the first video of the TS040 being driven by Davidson in wet weather were released on 3 March. Testing continued into March at the Algarve International Circuit and the Ciudad del Motor de Aragón. On 26 March, the TS040 was introduced to the press during the three-day preseason test session at the Circuit Paul Ricard. The cars had covered more than before their competitive debut at the season-opening 6 Hours of Silverstone in April.
Racing history 2014 At Silverstone (despite not topping any of the three practice sessions held before qualifying), the No. 7 TS040 driven by Wurz and Nakajima took pole position by five-thousands of a second from the No. 1 Audi R18 e-tron quattro of Loïc Duval and Tom Kristensen; Davidson and Lapierre's No. 8 car qualified fifth. In the race, Wurz led from the start until he was delayed by traffic and overtaken by André Lotterer in the No. 2 Audi on the fourteenth lap and sometime later Buemi moved to second. Rain fell soon afterwards; Wurz was on rain tyres, and Buemi was on intermediates. The weather conditions improved afterwards, and Buemi's strategy gave the No. 8 car the overall lead. Lapierre and (later) Nakajima did not cede position for the rest of the rain-shortened race to win. Sarrazin and (later) Davidson prevailed over Mark Webber's No. 20 Porsche to finish second.
Two weeks later in changeable track conditions at the 6 Hours of Spa-Francorchamps, Neel Jani and Marc Lieb's No. 14 Porsche beat Buemi and Davidson for the pole position in the final seconds of qualifying; Sarrazin and Nakajima placed fourth. The No. 14 Porsche held the lead for the opening two hours, before Buemi took over the position (due to Toyota's double-stinting their tyres) and Lieb stalled in the pit lane which allowed Buemi to increase his advantage over Lieb and (later) Romain Dumas, who slowed with an electrical fault which disabled his hybrid system and resulting in the car losing two laps. Davidson, Buemi and Lapierre's No. 8 TS040 was unhindered thereafter for their second consecutive win. The No. 7 Toyota's oversteer and lack of grip cost Wurz, Nakajima and Sarrazin a battle between the lead Audi of Kristensen, Lucas di Grassi and Duval in the second half of the race.
In the trio of qualifying sessions held to determine the grid for the 24 Hours of Le Mans, Nakajima in the No. 7 car bumped Porsche from the top of the time sheets and improved in the following session to secure Toyota's first pole position at Le Mans since the 1999 race. Buemi put the No. 8 car third, separated from Nakajima by Dumas' Porsche. Wurz started in the No. 7 car and led for most of the opening hours, and Lapierre spun from second after leaving a Mulsanne Straight chicane. Lapierre put the No. 8 car out of contention in the second hour, caught by a change in weather conditions between Marco Bonanomi's No. 2 Audi and Sam Bird's No. 81 AF Corse Ferrari 458 on the Mulsanne Straight and aquaplaning into the barriers. Lapierre returned to the pit lane, and the No. 8 car recovered to finish third overall. Sarrazin took over from Wurz, and lost the lead through the pit-stop phase to Porsche drivers Brendon Hartley and Timo Bernhard before reclaiming it in the fourth hour. As Nakajima drove the No. 7 Toyota into its ninth hour in the lead, the car lost power when an FIA-mandated piece of monitoring equipment melted a wiring loom and forced him to abandon the car at Arnage corner.