Lamborghini Squadra Corse is now at a historic step: its first participation in the 24h of Le Mans with the SC63.
The path to bring the LMDh del Toro to the Circuit de la Sarthe was long and challenging, but at the same time also short because a year ago the prototype developed by the Sant’Agata Bolognese company in collaboration with the Iron Lynx team was only a drawing reproduced with a scale model for wind tunnel tests.
Yet today we are in France talking about a cutting-edge double-storey garage, with mechanics who are working hard on every little piece even on the day off to allow the #63 and #19 teams to face this challenge.
Motorsport.com met Marco Gariboldi, an engineer with experience also gained in F1 with Toro Rosso before moving on to the world of endurance, which today sees him at the head of Lamborghini’s LMDh Project, to summarize the months that first brought the SC63 debuted in the FIA WEC and then in IMSA.
Lamborghini Iron Lynx Lamborghini SC63
Photo credit: Rainier Ehrhardt
“The nice thing about the LMDh platform is that it is an entity made up of IMSA and FIA-ACO, so the first homologation for the American series took place in November in Carolina, in the dedicated wind tunnel, with subsequent general inspection which instead applies to both the championships”, begins Gariboldi, while we are sitting right on the upper floor of the structure set up in the back box of the transalpine track, highlighted by a giant screen that occupies the entire entrance wall.
“The first race car was built upon returning from America, where we had carried out the IMSA tests, and it is the SC63 that made its debut in Qatar. On January 13th we also completed the WEC homologation, followed by a short Shakedown and from the Barcelona test on February 26th, after which we sent all the materials to Lusail.”
What are the differences between the two cars?
“There are very small changes in the measurements at the aerodynamic level due to the differences between the wind tunnels, not being able to have a perfect correlation of data between the European and the American ones.”
In Qatar you immediately had to deal with the problem of shipping delays…
“True! The team was already at the airport when they told us about the first delays. But for us it was useful because we were able to refine some details in view of the debut.”
How did the first outing go?
“The objective was first of all to finish the race and between us we had also started betting whether we would make it or not, and the majority were pessimistic because we had never raced for 10 hours in a row. So, having been a debut in every sense, we were extremely happy to have finished the race, without abysmal gaps from the best and without reporting any technical problems.”
Among other things, we didn’t have Safety Cars, so the result was more truthful, in terms of levels on the field at that moment…
“In fact, also adding that we managed to stay on the same number of pit stops as the others up to a certain point, when we made one more to check for a vibration at the rear. But in reality everything was fine and no technical problems we saw some, which satisfied us a lot.”
#19 Lamborghini Iron Lynx Lamborghini SC63 by Romain Grosjean, Andrea Caldarelli, Matteo Cairoli
Photo by: Nikolaz Godet
Subsequently you went to the 12h of Sebring, another very tough test…
“In mid-February we carried out a test and, honestly, I didn’t think we could finish that event without problems. It’s a difficult track, yet we did it, so another important step in the growth path.”
Where did you encounter the most difficulty?
“One of the aspects we are trying to take care of most is the exit lap on cold tires to bring the tires up to temperature. Everyone else has a year of experience and knows how to manage this situation. But at Sebring we saw a combative Grosjean against the Porsche at some points, so we’re happy with how it went.”
How did the endurance test in Portimao go?
“We only lost a couple of hours at night because it was raining heavily, so it was preferable to stop and not take risks, also in agreement with the other rivals who shared the track with us. But even there we didn’t encounter any problems, which is very positive.”
Home race in Imola, where you carried out the first test: did you already start with a good base?
“We were very surprised by the performances and perhaps the final result saw us a little unlucky because a neturalization occurred just when we had already made the pit stop, while in the final we were forced to save energy. Otherwise we could have advanced by at least one couple of positions.”
#19 Lamborghini Iron Lynx Lamborghini SC63 by Romain Grosjean, Andrea Caldarelli, Matteo Cairoli
Photo by: Shameem Fahath
Imola played a lot with strategies, how did you find yourselves from this point of view?
“Being the only SC63 we cannot divide the strategies, so we have to do with what we have. For the moment we haven’t had any particular problems, perhaps we could have managed better some somewhat complicated situations such as the restarts and the splitting phases, which occurred particularly at Sebring, I would say that the work done is good.”
We know that an LMDh is very complicated, what immediately surprised you positively about the SC63?
“Having worked in F1 until 2014, I can say that the level of complexity of the vehicle is very similar. The development of the car took place in an absurd timeframe, if we think that a year ago we were only present at meetings, without a car. Today we have two ready for Le Mans and one in IMSA, we are a small team clashing against real giants who make an impression. And this is an important point.”
But is being a small team limiting or an advantage?
“In my opinion it’s not that bad, communications happen more quickly and without many intermediaries. We always talk about what should be done or not, plus we are friends and even arguments serve to unite us even more. Le Mans takes us for 20 days living together almost 24 hours is very nice, then we are aware that there is a lot to do.”
Less than a year has passed since Vallelunga’s debut and today there is a 24h of Le Mans just around the corner: how excited are you?
“There is an episode that still gives me goosebumps. At Vallelunga we made the first start with a combustion engine, then we repeated it. On the third we tried the electric engine and everything went smoothly; I I caught my eye with Patrick, our electronics engineer and head of systems and strategies, and I complimented him on his good work. And he replied: ‘I don’t know what to tell you, it came like this’. And we started laughing like crazy.”
#63 Lamborghini Iron Lynx Lamborghini SC63: Mirko Bortolotti, Daniil Kvyat, Edoardo Mortara
Photo by: Marc Fleury
Discover things all together, there is great harmony…
“Yes, even madness! When there’s something to do, we don’t think about it much, we act immediately and see what happens. But it’s madness that allowed us to take part in the first race after 6 months of testing.”
What negatively surprised you instead?
“Nothing particular, to tell the truth. However, a major difficulty we have encountered is the supply of common parts and components. After the Covid period we are experiencing a real open war in being able to get what we need in time Unfortunately, the companies that support us do everything they can to help us maintain the pace of work we have, but the system in general suffers slowdowns and this is sometimes absurd.”
Was there an episode that made you break out in a cold sweat?
“Today at Le Mans we received the two MGUs that will compete on the SC63s and they had been ordered in January, for example. I carried the MGU assembled in Qatar in my backpack on the plane, to avoid the risk of it possibly being lost in the hold luggage, depriving us of the debut! I say that sometimes we do crazy things! But the problems are common in all teams. Furthermore, some components were no longer available, so we had to find similar ones, even for cars like GT3 or SCV12 Essence”.
Did you expect greater support from the VAG Group?
“Honestly, it’s not something we’ve ever thought about. We start from the pre-support that we do with what we have at home and that’s fine, then the support is given to us anyway because after Imola we carried out a kinetic test in Audi, for example example, if we need the availability of benches or people for tests we make use of external supports, so the collaboration is present with Audi Sport. Furthermore, we had full freedom from the parent company to design and develop the SC63 in complete freedom, a program approved by their Board And Porsche also helps us, if there are logistics needs and so on.”
#63 Lamborghini Iron Lynx Lamborghini SC63: Mirko Bortolotti, Andrea Caldarelli, Daniil Kvyat
Photo by: Emanuele Clivati | AG Photo
Even between ‘cousins’ there is a nice atmosphere…
“Of course, but it’s the all-round synergy that is nice because if we have to carry out tests, we can also discuss and organize ourselves with other manufacturers in the championship to share the track. It’s something that I’ve never seen in other categories in almost 20 years of motorsport. The LMDh world is very open, but the LMH manufacturers are like that too.”
How do you find working on two fronts, IMSA and WEC?
“The car is the same, apart from some small details, as I said before. The approach to the championship is different, such as rules and race management, such as Safety Car and neutralizations. In the World Championship the level of professionalism and greatness of the general context, it’s very similar to F1 and some structures are scary.”
After Le Mans, is there a possibility of doubling the SC63s?
“It was an idea we had thought about, but to date it is not confirmed and I think we will continue with a car in both the WEC and IMSA.”
What would make you happy at the end of the season?
“I’m superstitious about certain things, so I prefer not to say too much. The others started much earlier than us and the kilometers put together are in no way comparable to those we have done. Today we are here racing against monsters, I honestly would like to succeed to get to the Top 5, without external help such as retirements or other people’s problems. I would like to achieve a result in a linear, constant and non-occasional way.”
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