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DeltaWing
ConstructorAll American Racers
DesignerBen Bowlby
Technical specifications[1][2]
ChassisAston Martin AMR-One tub[3] with Recyclable Energy Absorbing Matrix System bodywork panels
Length183.07 in (465.0 cm)
Width78.74 in (200.0 cm)
Height40.55 in (103.0 cm)
Axle track23.6 in (600 mm) (front)
66.93 in (1,700 mm) (rear)
Wheelbase120.8 in (3,070 mm)
Engine1.9 L (120 cu in) I4 turbocharged Rear Mid-Engine (2013–)
Transmission5-speed (2012–2015)
6-speed (2016–) sequential manual , torque-vectoring differential
Weight1,047 lb (475 kg) (no fuel or driver, 2012 24 Hours of Le Mans) 1,360 lb (620 kg) (no fuel or driver, 2016 team estimate)
FuelLe Mans Shell E10 petro 98RON
TiresMichelin
Bridgestone
Continental
Competition history
Notable entrantsUnited States Highcroft Racing
Notable driversUnited Kingdom Marino Franchitti
Germany Michael Krumm
Japan Satoshi Motoyama
Spain Lucas Ordóñez
United States Gunnar Jeannette
United Kingdom Katherine Legge
Debut2012 24 Hours of Le Mans
RacesWinsPolesF/Laps
29000

The DeltaWing is a racing car designed by British race car designer and engineer Ben Bowlby and debuted at the 2012 24 Hours of Le Mans. The entry was run under the Project 56 name, composed of Ben Bowlby (design), Dan Gurney's All American Racers (constructor), Duncan Dayton's Highcroft Racing (racing team) and International Motor Sports Association owner Don Panoz (managing partner). Nissan's NISMO division provided the engine in return for naming rights for part of 2012.

The DeltaWing was built and maintained at Panoz headquarters in Braselton, Georgia, US.

History

[edit]

The project began in January 2009, when British designer Ben Bowlby created a potential new IndyCar Series design for the 2012 season.[4]

With financial backing from Chip Ganassi, owner of Chip Ganassi Racing, the prototype was unveiled in February 2010 at the Chicago Auto Show. Ganassi and the team partners own the car and its patents.[5] In July 2010, IndyCar chose a Dallara design instead.

Bowlby then worked with Don Panoz to present the idea to representatives from the Automobile Club de l'Ouest, organizers of the 24 Hours of Le Mans. They applied for and received an invitation to race in the 2012 Le Mans race as a "Garage 56" entrant, a category reserved for experimental vehicles.[4]

Despite skepticism over the project, the DeltaWing made its on-track debut on March 1, 2012, completing a shakedown at Buttonwillow Raceway Park.[6]

The DeltaWing was planned to compete at the 2012 Petit Le Mans. Panoz stated that he hoped that the car would be allowed under the LMP1 and LMP2 regulations of the American Le Mans Series in 2013, or that it would replace the Oreca FLM09 as the LMP Challenge spec car.[7]

On February 5, 2013, Marshall Pruett of Speed Channel revealed that Don Panoz would enter the DeltaWing in the road course events on the American Le Mans Series for the 2013 season. Panoz will develop the car without the DeltaWing's original partners Nissan, All American Racers and Michelin. Instead of the car being set to P2 regulations, Panoz made the 2013 model to P1 specifications as well as enable the car to compete for points as a fully classified P1 entry. The Sebring version continued to be an open top prototype, but later versions were closed top. The power plant was a 2.0L Mazda MZR-based engine produced by Élan Motorsport Technologies which is currently producing 345 hp on the dyno and is lighter than the RML-built Nissan engine of 2012.[8]

ZEOD RC lawsuit

[edit]

A lawsuit was filed on November 22, 2013, by the DeltaWing consortium (Don Panoz, Chip Ganassi) against the former designer of the DeltaWing, Ben Bowlby, and former engine-supplier Nissan for “damages and injunctive relief arising out of theft of confidential and proprietary information, misappropriation of trade secrets, breach of contracts, unjust enrichment, fraud, and negligent misrepresentation.[9] The lawsuit, arising from the similarly designed and technologically derived Nissan ZEOD RC and BladeGlider concept car, was settled out of court for confidential terms in March 2016.[10]

Design

[edit]

The DeltaWing was designed to reduce aerodynamic drag dramatically, to allow a marginally faster straight and corner speed than a 2009–2011 Dallara IndyCar on both ovals and road/street courses with half as much weight, engine power and fuel consumption. As the name suggests, it has a delta wing shape, with an unusually narrow 2.0 feet (61 cm)[11] front track and a more traditional 1.7 metres (5 ft 7 in) rear track. The car lacks any front or rear wings – downforce comes from the underbody. In 2012, the engine was a four-cylinder turbocharged direct injection 300 bhp unit assembled by Ray Mallock Engineering with largely Chevrolet parts.[12] The model to run at Le Mans had a 40 litres (8.8 imp gal; 11 US gal) fuel tank, bespoke BBS 38 centimetres (15 in) wheels and Michelin tyres, a weight of 475 kilograms (1,047 lb), a power-to-weight ratio of 631 horsepower (464 kW) per ton, and a drag coefficient of 0.35.[13]

The braking system weighs 13.2 kilograms (29.2 lb), about half the normal weight for a race car. Also unique compared to other race cars is that 72.5 percent of the mass and 76 percent of the downforce is at the rear. It has a moveable Gurney flap, which is normally not allowed but is permitted for experimental vehicles.[4]

Coupe model

[edit]
The Deltawing coupe 2013

In 2013, a coupe variant of the DeltaWing was unveiled at the 12 Hours of Sebring race and made its race debut at the 2013 American Le Mans Series round at Austin in September.[14]

The redesign was intended to bring the DeltaWing in line with Le Mans Prototype P1 regulations, and to minimize the chance of the driver's head being hit in the event of an accident.[15] There are also several other changes to the design: including the adoption of a purpose-built monocoque (rather than the Aston Martin derived one used on the previous car), and addition of a roof mounted air intake. The car was first tested in September 2013.[14] The new closed top chassis was given the designation DWC13 as opposed to the open top DWC12 used previously,[16][17] although some unofficial sources still refer to the coupe as DWC12.[18]

Competition history

[edit]

2012 24 Hours of Le Mans

[edit]
The Nissan Deltawing racing at Le Mans in 2012

In June 2011 it was announced that the car would fill the 56th garage at the 2012 24 Hours of Le Mans, reserved for experimental vehicles. As with all Le Mans cars, the DeltaWing was a two-seater. Marino Franchitti, Michael Krumm and Satoshi Motoyama drove the DeltaWing at Le Mans.[4] It qualified 29th with a time of 3:42.612, which was 18.825 behind the lead car.[19]

The car was retired after 75 laps following an accident in which the DeltaWing ran into a concrete barrier at the Porsche Curves after a collision with Kazuki Nakajima's Toyota TS030 Hybrid.[20] The DeltaWing recorded a best race lap time of 3:45.737, rivaling some of the LMP2 teams.[21] The car did 11 laps on one tank, that is 150 km on a 40-litre fuel tank (26.67 L/100 km or 8.82 mi/gal).[22]

2012 Petit Le Mans

[edit]

After failing to complete the 24 hours of Le Mans, DeltaWing was granted an unclassified entry to the 2012 Petit Le Mans at Road Atlanta. After rebuilding the car from a collision in practice the DeltaWing went on to finish fifth overall,[23] completing 388 laps to the overall winner's 394. The car also underwent testing for its potential inclusion as a classified entry in the American Le Mans Series starting in 2013.[24]

2013 season

[edit]

The DeltaWing was entered in the 2013 American Le Mans Series in the P1 class,[25] now using an Élan chassis and a 1.9 liter four-cylinder turbocharged gasoline engine producing 350 bhp,[26] built by Élan and based on a Mazda design.[27] The team was headed by David Price, former owner of David Price Racing.

The new car debuted at 12 Hours of Sebring, where it was driven by Olivier Pla and Andy Meyrick. Pla qualified the car in fifteenth place,[28] ten seconds off the pace the Audi R18 that qualified on pole, and five seconds slower than its nearest rival in the P1 class, but 5 seconds ahead of the fastest GT class car. After struggling with temperatures all week, the car retired in the second hour with a terminal engine failure after only ten laps.[29]

The DeltaWing competed most of the season with drivers Meyrick and Katherine Legge. It only scored two times, with a best place of 5th overall at Road America (last in P1 and beaten by 2 PC-class cars).[30] The car was notably absent from Long Beach and Baltimore, the reason given by the Deltawing Team Manager, Dave Price was "At the moment, we're not planning to do Long Beach or Baltimore, principally because we're not convinced it would be ideally suited for those [street] circuits".[31]

The coupe version of the car debuted at The Circuit of the America's race. It qualified last in P1; 8 seconds slower than the leading P1 car and was also slower than all the P2 cars.[32] In the race it completed 66 laps to the winner's 83 and finished 29th overall and last in the P1 class.[33]

2014 season

[edit]

The DeltaWing began competing in the new United SportsCar Championship in 2014. The four drivers at the 24 Hours of Daytona were Meyrick, Legge, eventual Indy Lights champion Gabby Chaves and Alexander Rossi.[34] Whilst the P1 class no longer competes in the USCC[35] the DeltaWing race team continued to run in their P1 specification of 490 kg and 350 bhp.[36] The DeltaWing led 15 laps of the 10-hour finale at Road Atlanta, the Petit Le Mans, en route to a season-high fourth-place finish.

2015 season

[edit]
The Deltawing DWC13 racing in 2015.

For the 2015 United SportsCar Championship, Legge had a new partner in Memo Rojas, whereas Meyrick joined at Daytona and Sebring, and Gabby Chaves at Daytona. The team spent significant time at the front of the field during the first 90 minutes, only to retire due to recurring problems with the car's redesigned gearbox. The team finished only three out of nine appearances, with a best results of sixth at Road America. They finished eighth in the Prototypes teams standings.

2016 season

[edit]

In 2016, Legge would have two part-time co-drivers in Andy Meyrick and Sean Rayhall sharing a seat and driving together in North American Endurance Cup, with Andreas Wirth joining them at Daytona. The team elected not to qualify at Daytona because of poor conditions, but quickly moving through the field, leading a total of 29 laps between Legge and Meyrick before the latter crashed into a stationary vehicle in the semi-blind Turn 1.[37][38] The bad luck followed the team to Sebring, where the steering broke while running in eighth position, leaving the car to retire from the event.[39] After starting sixth at Long Beach (which had skipped the event every year since 2013 due to fears of suspension trouble on the bumps of the street course), the team encountered braking issues that would plague them until an engine failure forced the car to be retired.[40]

2017 season

[edit]

After the 2016 season it wouldn't be possible anymore to race with the DeltaWing, due to changed regulations. Don Panoz told the press that they had some unfinished business with the Rolex 24.[41] It would be in the same class as the new DPi's and LMP2's according to the organization. In November 2016 it was confirmed that the DeltaWing wouldn't race in the 2017 Rolex 24.[42]

Results summary

[edit]

Complete 24 Hours of Le Mans results

[edit]
Year Entrant Class No. Drivers Pos.
2012 United States Highcroft Racing CDNT 0 United Kingdom Marino Franchitti
Germany Michael Krumm
Japan Satoshi Motoyama 		Ret
Sources:

Complete American Le Mans Series results

[edit]

(key) Races in bold indicates pole position. Races in italics indicates fastest lap.

Year Entrant Class Drivers No. Rds. Rounds Pts. Pos.
1 2 3 4 5 6 7 8 9 10
2012 United States DeltaWing Nissan N/A United States Gunnar Jeannette
Spain Lucas Ordoñez 		0 10
10 		SEB LBH LAG LRP MOS MOH RAM BGP VIR PET
5 		N/A N/A
2013 United States DeltaWing Racing Cars P1 United Kingdom Andy Meyrick
France Olivier Pla
United Kingdom Katherine Legge 		0 1, 3-6, 8-10
1
3-6, 8-10 		SEB
DNF 		LBH LAG
DNF 		LRP
DNF 		MOS
DNF 		ELK
3 		BAL COA
3† 		VIR
DNF 		PET
DNF 		26 4th
Sources:[43][44]

† Did not finish the race but was classified as they completed more than 70% of the race distance.

Complete IMSA SportsCar Championship results

[edit]

(key) Races in bold indicates pole position. Races in italics indicates fastest lap. (key) Races in bold indicates pole position. Races in italics indicates fastest lap.

Year Entrant Class Drivers No. Rds. Rounds Pts. Pos.
1 2 3 4 5 6 7 8 9 10 11
2014 United States DeltaWing Racing Cars P United Kingdom Katherine Legge
United Kingdom Andy Meyrick
Colombia Gabby Chaves
United States Alexander Rossi 		0 1-2, 4, 6-7, 9, 11
1-2, 4, 7, 9, 11
1-2, 6, 11
1 		DAY
16 		SEB
15 		LBH LGA
9 		DET WGL
12 		MOS
DNS 		IMS ELK
6 		COA PET
4 		131 12th
2015 United States DeltaWing Racing Cars with Claro/TracFone P United Kingdom Katherine Legge
Mexico Memo Rojas
United Kingdom Andy Meyrick
Colombia Gabby Chaves 		0 1-4, 6-10
1-4, 6-10
1-2, 10
1 		DAY
15 		SEB
12 		LBH
9 		LGA
8 		DET WGL
8 		MOS
8 		ELK
6 		COA
7 		PET
8 		207 8th
2016 United States Panoz DeltaWing Racing P United Kingdom Katherine Legge
United Kingdom Andy Meyrick
United States Sean Rayhall
Germany Andreas Wirth 		0 1-4, 6-10
1-3, 10
1-2, 4, 6-10
1
6 		DAY
12 		SEB
9 		LBH
8 		LGA
5 		DET WGL
7 		MOS
7 		ELK
7 		COA
5 		PET
8 		220 8th
Sources:[45][46][47][43]

See also

[edit]

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

DeltaWing

View on Grokipedia
from Grokipedia
The DeltaWing is a revolutionary prototype racing car that debuted at the 2012 in the experimental Garage 56 category, featuring a distinctive delta-wing-inspired aerodynamic shape designed to achieve equivalent performance to traditional prototypes using half the weight, drag, power, and fuel consumption. Developed by British engineer Bowlby in collaboration with and built by , the car weighed approximately 1,250 pounds and was powered by a 1.6-liter turbocharged four-cylinder producing around 300 horsepower. Its narrow front track with 4-inch-wide tires, rear-biased weight distribution of 70%, and reliance on underfloor for minimized traditional wing elements, aiming to promote efficiency and driver skill in motorsports. Conceived initially as a potential redesign for racing but rejected, the DeltaWing project shifted focus to endurance racing under Nissan's sponsorship to test innovative technologies like PureDrive for . The car's development took just seven months, drawing inspiration from delta-wing aircraft such as the for its low-drag profile, and it targeted lap speeds comparable to prototypes—reaching up to 200 mph in testing despite its modest power output. Despite early promise, the 2012 entry retired after 75 laps due to a collision, highlighting challenges like reduced traction in low-speed corners and visibility issues for the driver positioned over the rear axle. Following its Le Mans debut, the DeltaWing competed in the (later United SportsCar Championship), achieving its first race finish with a fifth-place overall at the 2012 over 1,000 miles, driven by Gunnar Jeannette and . It demonstrated superior while serving as a for sustainable racing innovations. However, ongoing issues with stability, high development costs, and disputes led Nissan and DeltaWing Racing to end the program by 2016, though its concepts influenced later motorsport designs emphasizing efficiency.

Development and Concept

Origins and Design Philosophy

Ben Bowlby, a British race car designer with a background at where he served as chief designer from 1997 until 2002, began developing the DeltaWing concept in 2008 while working as the design lead for . His initial ideas drew inspiration from aviation, particularly the delta-wing configurations of , which emphasized aerodynamic efficiency and structural simplicity to achieve high performance with reduced resources. This led to early sketches envisioning a radical departure from conventional open-wheel racing designs, focusing on form following function to prioritize handling and sustainability over traditional power outputs. Initially proposed to officials as a radical redesign for the 2012 season and backed by , the concept was rejected, prompting Bowlby and partners to redirect efforts toward endurance racing at the . The core philosophy of the DeltaWing centered on creating a that halved the weight, aerodynamic drag, and consumption of conventional prototypes, while preserving competitive straight-line speeds through enhanced cornering and lower requirements. By targeting approximately half the weight of a standard —around 1,000 pounds—and reducing drag to about 40% of typical levels, the design aimed to enable speeds exceeding 230 mph with just 300 horsepower, relying on superior power-to-weight ratios and minimal waste. This approach was informed by principles, such as those from fighter plane innovations, which improved stability and reduced mass for carrier operations, adapted here to enhance braking and low-speed maneuverability in . Conceptually, the DeltaWing sought to revolutionize motorsports through a clean-sheet redesign applicable to series like and the , promoting sustainability by using approximately 55% of the fuel consumed by similar prototypes (a reduction of about 45%) and lowering operational costs through lighter components and reduced wear. Early feasibility studies, including computational simulations and radio-controlled scale models, validated the aerodynamic principles, particularly the narrow front track and single front wheel configuration, which minimized frontal area to slash drag while maintaining stability via a wide rear track. These studies demonstrated reduced understeer and improved overall dynamics, proving the viability of the unconventional layout without compromising safety or performance. Nissan later emerged as a key backer, providing support for prototyping and development.

Nissan Involvement and Funding

In September 2010, Ben Bowlby, the DeltaWing's designer, met , who would become the project's managing partner and initial financier, laying the groundwork for corporate interest that eventually drew into the fold. Panoz, a prominent entrepreneur, recognized the innovative potential of Bowlby's radical design philosophy, which emphasized efficiency through reduced drag and weight, and began advocating for its adaptation to endurance . By early 2012, Nissan officially joined as the OEM technical partner and primary sponsor, committing financial and engineering resources to showcase advanced downsizing technologies in the Garage 56 experimental slot at the 2012 . The company's involvement stemmed from Panoz's negotiations, positioning DeltaWing as a platform to demonstrate Nissan's direct-injection gasoline turbocharged (DIG-T) engine innovations, with Nissan pledging approximately $2 million in support alongside coverage of testing and racing expenses. In 2011, the project formalized under DeltaWing Project 56, a led by , with Bowlby serving as chief designer to refine the chassis for compliance; this structure evolved into DeltaWing Technologies Group to manage ongoing development and partnerships. Nissan's funding enabled the creation of a DIG-T powerplant, derived from production architectures like the Juke's 1.6-liter unit but optimized for the DeltaWing's unique requirements, marking a key collaborative milestone. The partnership extended Nissan's hybrid technology ambitions, influencing plans for the ZEOD RC variant announced in 2013 as an all-electric-capable evolution of the DeltaWing platform, aimed at pioneering zero-emissions laps at in 2014. This integration aligned with Nissan's broader goals, using the project to test systems and electric drivetrains in a context.

Design and Technology

Chassis and Aerodynamics

The DeltaWing's is constructed as a FIA-homologated carbon fiber , originally based on an abandoned LMP1 tub that was extensively modified for the unique delta-shaped layout. This structure incorporates bespoke extensions to accommodate the car's unconventional geometry, featuring a narrow front track of approximately 2 feet (0.61 m) with closely spaced side-by-side wheels that function as a single effective front wheel for reduced frontal area, paired with a wider rear track of 5.7 feet (1.74 m) to enhance stability during high-speed maneuvers. The 's lightweight design contributes to an overall curb weight of approximately 1,047 pounds (475 kg) without fuel or driver, with a rear-biased of 28% front and 72% rear, positioning the center of gravity low and rearward to promote agile cornering and efficient load transfer. Aerodynamically, the DeltaWing emphasizes efficiency through innovative ground-effect features, including twin vortex underbody tunnels and a venturi-shaped that generate downforce primarily via low-pressure zones beneath the , achieving 76% of total at the rear without relying on traditional wings. This approach, combined with a narrow arrow-shaped and side pods, results in a of 0.35—roughly 50% lower than contemporary LMP1 cars—and enabling high straight-line speeds with minimal power input. A vertical tail fin provides yaw stability, while the absence of protruding elements like large wings further minimizes drag, though rear-view mirrors were added for , increasing drag by about 8%. The suspension system employs double-wishbone geometry with unequal-length arms at both ends, bolted directly to monocoque extensions for compactness. The front setup uses coil-over shock units on 4-inch-wide wheels fitted with specialized Michelin tires, while the rear incorporates pushrod and rocker actuation for precise control of the heavily loaded axle, complemented by a torsion bar anti-roll bar to manage heave and pitch without compromising the low center of gravity. This configuration supports the car's delta layout by prioritizing rear traction and stability, allowing for responsive handling in corners despite the front-end's vulnerability to impacts from its slim profile.

Powertrain and Efficiency Features

The DeltaWing's base powertrain featured a Nissan-developed 1.6-liter direct-injection turbocharged (DIG-T) inline-four , producing approximately 300 horsepower at 7,400 rpm and 229 pound-feet of delivered consistently between 4,000 and 6,750 rpm. This compact unit was selected for its and construction, weighing 154 pounds (70 kg), and was tuned specifically for the project's goals rather than maximum output. The 's design emphasized high through advanced and turbocharging, enabling the car to achieve speeds comparable to conventional prototypes while requiring only half the power. Central to the DeltaWing's efficiency features was its target of 50% reduced consumption compared to traditional prototypes, accomplished through the integration of the low-power engine with the vehicle's overall lightweight architecture and streamlined power delivery. This was projected to allow the car to complete races with significantly less , promoting in without relying on hybridization in the initial iterations. Aerodynamic optimizations further minimized power demands, ensuring the engine operated within efficient RPM ranges for most of the track. In later evolutions, such as the ZEOD RC variant, the powertrain incorporated hybrid elements with a 1.5-liter DIG-T R three-cylinder turbocharged producing 400 horsepower and 280 pound-feet of at 7,500 rpm, supplemented by dual electric motors delivering an additional 300 horsepower combined. The used lithium-ion batteries charged by the , enabling electric-only propulsion for acceleration boosts and one full lap of zero-emission running per 11 laps at , enhancing overall efficiency during mixed power modes. This setup weighed just 40 kilograms for the alone, maintaining the project's focus on minimal mass. The transmission across DeltaWing iterations was a lightweight sequential gearbox, initially a five-speed unit with paddle shifters for rapid shifts, later upgraded to six speeds to better suit evolving engine outputs and track demands. Optimized for the car's low-inertia driveline, it included a torque-vectoring differential to distribute power effectively to the rear wheels, improving traction and efficiency without added weight.

Variants and Evolutions

The DeltaWing project began with its original prototype, an open-cockpit design inspired by 2 (LMP2) concepts, specifically developed for the experimental Garage 56 slot at the 2012 . This variant featured a narrow with the driver positioned far back near the rear axle, emphasizing a lightweight structure with approximately half the weight and aerodynamic drag of conventional Le Mans prototypes, powered by a 1.6-liter turbocharged producing around 300 horsepower. In 2013, the project evolved into a coupe model with an enclosed cockpit to comply with upcoming FIA regulations mandating closed cabins for prototypes starting in 2014, enabling better weather protection during endurance races. This version, built by Motorsports Technologies, retained the core DeltaWing architecture but incorporated a wider cockpit tub for improved driver safety and visibility, while maintaining the eco-efficient design ethos with roughly 50% reductions in weight, drag, power, and fuel use compared to standard competitors. It debuted competitively in the at the in September 2013. The Nissan ZEOD RC represented a significant hybrid evolution, introduced as the Garage 56 entry for the 2014 , building on the DeltaWing platform with an emphasis on electric . This featured two rear-mounted electric motors delivering a combined 295 horsepower, supplemented by a 1.5-liter three-cylinder turbocharged producing 400 horsepower, all powered by a 12-kWh pack weighing 265 pounds and cooled by dielectric fluid. The system enabled at least one full zero-emission lap of the circuit at racing speeds, achieved through during approximately 55 events per stint and on-demand deployment via a switch. DeltaWing Racing Cars also briefly explored a street-legal road car concept in late 2013, envisioning two- and four-seat variants that adapted the platform's , low-drag for consumer use with flexible options including hybrid or electric setups. These designs, which included a wider cabin and practical for everyday , aimed for annual production of 40,000 to 50,000 units in with a major automaker but advanced only to software and drawing stages without hardware prototypes or commercialization.

History

Early Prototyping and Testing

The first DeltaWing prototype was constructed starting in September 2011 at (AAR) in , following the establishment of a dedicated drawing office there earlier that year. 's funding commitment, announced on March 13, 2012, enabled this build phase by providing resources for key components such as the 1.6-liter turbocharged four-cylinder DIG-T and custom drivetrain elements. Aerodynamic validation began with scale model wind tunnel testing in October 2011 at AAR's facilities, confirming the unconventional delta-shaped body's potential for reduced drag and improved efficiency. Additional full-scale wind tunnel sessions occurred in early 2012 to refine airflow over the narrow front track and wide rear, addressing initial concerns about stability at high speeds. The initial on-track shakedown took place on March 1, 2012, at Buttonwillow Raceway in , where the car completed its first powered laps under the control of test driver , validating basic drivability and suspension geometry. Highcroft Racing, selected as the operating team, then conducted further development laps at later that month, with contributing extensive mileage to evaluate handling and power delivery. These sessions highlighted challenges with the front suspension and narrow 4-inch-wide wheels, leading to iterative adjustments for better load distribution and durability. In preparation for its 2012 Le Mans debut, the team performed final tweaks during an official test day at in June, where drivers including Satoshi Motoyama and logged over 50 laps to fine-tune setup and reliability. supplied bespoke tires in January 2012, optimized for the car's unique weight distribution and low power output, ensuring compliance with ACO regulations through extensive simulation and on-track correlation. In 2011, Delta Wing LLC filed several for the race car's unique aerodynamic and structural features, including U.S. D665,703 for the overall vehicle body and D644,146 for specific elements, to protect its innovative configuration. These filings, along with trademark registrations for the "DeltaWing" name held by DeltaWing Technology Group Inc., established early safeguards for the project's core design and branding. The most significant legal challenge arose in November 2013, when Delta Wing LLC, backed by , filed a lawsuit in Jackson County Superior Court, Georgia, against and former DeltaWing designer Ben Bowlby. The suit alleged , , and misappropriation related to Nissan's ZEOD RC project—a Nissan-powered hybrid-electric racer—and the BladeGlider concept, claiming their delta-shaped designs and technical derivations violated DeltaWing's exclusive rights to the original platform's innovations. DeltaWing sought injunctions to halt Nissan's development and use of these vehicles, as well as damages for unfulfilled funding promises exceeding $2 million in development support. The dispute was resolved through an out-of-court settlement in March 2016, with undisclosed terms that permitted to continue with the ZEOD RC's participation at the 2014 while restricting further use of DeltaWing-derived elements in subsequent projects. This agreement, however, came after prolonged litigation that delayed DeltaWing's own hybrid technology advancements, as resources were diverted to legal defense and IP enforcement rather than R&D. The imposed considerable financial strain on the DeltaWing team, exacerbating shortfalls after Nissan's earlier withdrawal from commitments and forcing a pivot away from hybrid experimentation toward conventional internal-combustion racing to sustain operations.

Competition History

2012 Season

The 2012 season marked the racing debut of the DeltaWing, entering as an experimental Garage 56 vehicle at the . Operated by Highcroft Racing with logistical support from managing partner , the car was driven by , Michael Krumm, and Satoshi Motoyama. In qualifying on June 13–14, the DeltaWing set a time of 3:42.612, securing 29th position overall in a 56-car field, demonstrating competitive pace despite its unorthodox design and reduced power output. The race began on under variable weather conditions, with the DeltaWing starting from the rear due to its experimental status. Krumm took the opening stint, navigating early and effectively, while the car's allowed it to run longer intervals between stops compared to classified prototypes. Motoyama later set the car's fastest of 3:42.798 during a competitive phase. However, on approximately 75 amid a restart following a period, the DeltaWing was struck from behind by the #8 LMP1 car driven by , sending it into the barriers at the Dunlop Curve and causing steering damage that ended its run after completing 1005 km—equivalent to a full six-hour event. The incident highlighted the car's vulnerability in close-quarters racing with full-field prototypes, though team principal Duncan Dayton praised the mechanical reliability shown up to that point. Following the Le Mans disappointment, the DeltaWing made its (ALMS) debut at on October 20 at , with Gunnar Jeannette and sharing driving duties. Qualifying 10th fastest in a 41-car field with a lap time that would have placed it among the prototype leaders, the unclassified entry was required to start from the rear of . Despite the handicap, the car methodically advanced through the 1000-mile event, leveraging its for fewer pit stops—requiring only four compared to five or more for many rivals—and completing the race in fifth place overall after 10 hours and 41 minutes. This finish validated the design's potential in a multi-class environment, with Ordóñez noting the car's stability and low tire wear as key factors. The season generated significant media attention for the DeltaWing's radical architecture, positioning it as an innovative outlier aimed at redefining racing efficiency, though its early exit at underscored challenges in mixed traffic. Publications like and covered the project extensively, emphasizing its proof-of-concept role in challenging conventional norms.

2013-2014 Seasons

In 2013, the DeltaWing made its full-season debut in the () P1 class using a new coupe bodywork on an chassis powered by a 1.9-liter turbocharged engine, marking a refinement from the previous year's open-cockpit . At the season-opening , drivers Andy Meyrick and started competitively but retired after 10 laps due to an accident, finishing 42nd overall. The team showed promise in subsequent races, achieving consistent top-five overall finishes despite no class wins; for instance, at the Road America round, Katherine and Meyrick led 16 laps—eight each—before settling for fifth overall and third in P1 after a late caution period disrupted their strategy. Fuel efficiency remained a standout feature, allowing the car to excel in endurance stints, though mechanical issues and contact limited podium opportunities. The season concluded at , where Legge and Meyrick secured a P1 class in changing weather conditions, double-stinting on slick tires to advance through the field before a gearbox failure caused a did-not-finish after 209 laps. Overall, the DeltaWing's campaign highlighted improvements, including better for wet conditions, but was marred by multiple DNFs from incidents, providing valuable data to advance technologies for future iterations. In 2014, following the merger into the United SportsCar Championship, the DeltaWing continued in the class with upgrades such as enhanced nose protection to mitigate contact damage observed in prior seasons. The team engaged in points battles, posting competitive results like sixth in class at , where Meyrick and Legge demonstrated the car's straight-line speed but were hindered by multiple caution periods preventing a top-five finish. Several races ended in DNFs due to on-track contact, underscoring reliability challenges amid the series transition. A significant highlight was the Nissan ZEOD RC variant's Garage 56 entry at the 2014 , enabled by resolution of prior legal disputes over . This hybrid demonstrator, driven by Wolfgang Reip, Satoshi Motoyama, and , achieved the first full all-electric lap of the circuit (13.6 km) during warm-up, powered solely by its dual 110 kW motors, and exceeded 300 km/h on the using alone. However, it retired after just 23 minutes and five laps due to gearbox problems, though the run successfully validated hybrid efficiency concepts and collected data for 's broader motorsport program.

2015-2017 Seasons

In the 2015 IMSA WeatherTech SportsCar Championship, the DeltaWing DWC13 competed in the Prototype (P) class primarily with drivers Katherine Legge and Memo Rojas, marking a continuation of Legge's role as a key figure in the program following her involvement since 2013. The team entered most rounds, achieving finishes such as 9th in class (DNF) at the Tequila Patrón Sports Car Showcase at Long Beach and a season-best 6th overall at the Continental Tire Road Race Showcase at Road America, where the car's efficient design continued to highlight its strengths in cornering despite challenges from more conventional prototypes. The 2016 season saw DeltaWing commit to a full IMSA campaign with an expanded driver lineup including Legge, Sean Rayhall, and Andy Meyrick for endurance events, alongside occasional rotations such as Ryan Dalziel at the Rolex 24 at Daytona. The car showed early promise, leading laps at Daytona before a crash ended its run, but reliability issues plagued the year, including gearbox failures and mechanical problems that limited the team to sporadic top-10 finishes and prevented sustained points contention in the P class. , a former major backer, significantly reduced its support amid ongoing legal disputes with , exacerbating operational strains as the team adapted to evolving class regulations favoring standardized Internationals (DPi) for 2017. By 2017, financial pressures from diminished sponsorship and the shift to DPi-dominated prototypes led to the program's wind-down, with DeltaWing initially planning a final appearance at the but ultimately withdrawing due to funding shortfalls. The car's last competitive outing was the 2016 Motul at , where it finished outside the top 30 amid persistent mechanical woes, concluding its IMSA tenure as a fan-favorite that had inspired but struggled against regulatory and budgetary headwinds.

Results and Achievements

24 Hours of Le Mans Results

The DeltaWing project featured prominently at the in 2012 and 2014 as Garage 56 entries, designated for innovative, non-competitive demonstrations outside standard classifications. These appearances highlighted the vehicle's experimental nature, focusing on and novel concepts rather than outright racing results. In 2013, no DeltaWing variant was entered at the event, as the project shifted focus to the . The original DeltaWing debuted in , showcasing a radical aerodynamic design aimed at halving fuel consumption compared to conventional prototypes, which enabled potential for shorter pit stops due to reduced refueling needs—carrying just 60 liters versus 80 liters for LMP1 cars. However, its narrow profile proved vulnerable in traffic, leading to an early retirement after contact with a LMP1 during a restart. The 2014 Nissan ZEOD RC, an evolution incorporating hybrid technology, served as a hybrid demonstration, achieving milestones like the first full-electric of the circuit before retiring due to mechanical issues.
YearEntryTeamDriversResultNotes
2012Nissan DeltaWing LM12Highcroft Racing (Nissan) (GBR), (JPN), Satoshi Motoyama (JPN)DNF (75 laps, accident)Garage 56 non-competitive entry; completed 1,022 km before crash; qualified with 3:45.737 lap.
2013NoneN/AN/ANo entryProject competed in instead.
2014Nissan ZEOD RCNissan Motorsports Global (ESP), Wolfgang Reip (BEL), Satoshi Motoyama (JPN)DNF (5 laps, gearbox)Garage 56 hybrid demonstration; first all-electric lap (3:50.352 qual time); reached 300 km/h on electric power alone.

Series Championships and Standings

The DeltaWing project participated in the () from 2012 to 2013 and the WeatherTech SportsCar Championship from 2014 to 2016, competing primarily in classes without securing any series championships. Initially treated as an experimental entry, it transitioned to full-season competition in the P1 class for before the series merger into 's unified class. Standings reflected steady improvement in reliability and pace, though mechanical issues led to frequent retirements; the car achieved no outright wins or pole positions across 30 starts in these series.

ALMS Results (2012–2013)

In its debut 2012 season, the DeltaWing made guest appearances at select events as a non-championship experimental , scoring no class points but completing two races with 5th-place overall finishes at and . For 2013, it competed in all 10 races in the P1 class on an chassis with power, classified for points in two races (3rd class at and ) and retiring at . The team ended the season 4th in P1 team standings with 26 points; best result was 3rd overall at .
YearClassTeam StandingPointsBest FinishRaces EnteredFinishes
2012ExperimentalN/A05th overall (Road America, )22/2
2013P14th263rd overall ()102/10

IMSA WeatherTech Results (2014–2017)

Following the ALMS-GRAND-AM merger, the DeltaWing raced in 's Prototype class from 2014 to 2016, emphasizing its efficiency in endurance events. The team achieved consistent mid-pack results with improved reliability. A planned 2017 24 at Daytona entry was cancelled, ending full prototype competition.
YearClassTeam StandingPointsBest FinishRaces EnteredFinishes
2014Prototype12th1314th overall ()95/9
2015Prototype8th2076th overall ()96/9
2016Prototype8th2205th overall (, )99/9
2017PrototypeN/A0N/A00/0
Over its and tenure, the DeltaWing recorded zero wins and zero pole positions, with 23 finishes from 30 starts (77% completion rate), highlighting its evolution from a proof-of-concept platform prone to reliability issues to a more competitive contender by 2016. Fuel savings remained a core strength, with the car consuming approximately 50% less fuel than conventional prototypes—demonstrated at 10.7 mpg versus 5 mpg for LMP2 equivalents in early testing, enabling strategies like two-stop races in longer events.

Legacy and Impact

Innovations in Racing

The DeltaWing's aerodynamic design revolutionized prototype racing by emphasizing reduced drag and weight to achieve competitive performance with significantly less power. Its delta-shaped body and narrow front track minimized frontal area, generating primarily through an underbody diffuser rather than traditional wings, resulting in approximately 50% less drag compared to conventional LMP cars. This approach, tested extensively via CFD and simulations, demonstrated lap times comparable to prototypes using half the (300 hp from a 1.6-liter turbocharged unit). The innovations set precedents for efficient in endurance racing, particularly influencing LMP1 hybrid regulations through shared design philosophies that prioritized fuel economy and lightweight construction. The project's efficiency legacy extended beyond the track, as its real-world data from Garage 56 testing at the 2012 highlighted the feasibility of halving fuel consumption without sacrificing speed. This contributed to broader discussions on in motorsports. In hybrid integration, the DeltaWing's s directly informed Nissan's ZEOD RC prototype, which debuted at in 2014 with a similar delta-inspired layout and hybrid featuring a front for zero-emission laps. This experimental car, designed by former DeltaWing lead Ben Bowlby, extended the efficiency ethos by combining aero innovations with , achieving up to 1.5 MJ of recovery per stint. The DeltaWing also directly inspired Nissan's BladeGlider road , a three-seat unveiled in 2013 that adopted the elongated delta shape for optimized and in-wheel motors delivering 268 hp, promoting lightweight hybrid mobility beyond racing. The broader impact of these innovations was recognized with the Pioneering and Innovation Award at the 2012 , honoring the car's bold challenge to traditional paradigms. Additionally, its use of advanced lightweight materials, including carbon fiber and 3D-printed Windform XT 2.0 components for non-structural parts like gearbox casings, reduced overall weight to around 475 kg—half that of LMP1 rivals—and spurred research into additive manufacturing for motorsport applications, enhancing durability and vibration resistance in high-stress environments.

Reasons for Discontinuation and Influence

The DeltaWing project faced significant challenges due to its inherent unreliability, marked by frequent mechanical failures and crashes that undermined its competitive viability. Gearbox issues and structural vulnerabilities led to multiple retirements, including a prominent incident at the 2016 Rolex 24 at Daytona where the car, despite leading early, collided with a stalled competitor and finished last in class. These recurring problems, compounded by the car's unconventional design, made it difficult to achieve consistent results in endurance racing. Funding instability further hastened the program's end, with withdrawing support in 2013, followed by disputes over and unfulfilled sponsorship commitments, and protracted lawsuits that drained resources. By 2016, ongoing legal battles between DeltaWing Racing, , and —settled out of court that year—left the team without sustainable backing, despite a brief extension for 2017 events. Evolving regulations sealed its fate, as the FIA's 2017 rules excluded the DeltaWing's prototype category, and discontinued the Prototype Challenge class after the 2016 season, rendering the car ineligible for major series. High-profile mishaps, such as the 2012 crash into a LMP1 car after just six hours—though caused by external factors—reinforced perceptions of the DeltaWing's fragility, overshadowing its potential and deterring further investment. This bad luck amplified media scrutiny and contributed to a of the car as innovative but impractical. Following the 2016 season, DeltaWing Racing dissolved, with assets including the original chassis listed for sale at $375,000 in 2017 but remaining unsold as of that year; no further sales or revival efforts have been reported as of November 2025. Despite its abrupt closure, the DeltaWing retains iconic status in culture, frequently featured in retrospectives that highlight its bold as a symbol of efficiency-driven innovation. It has inspired fan-created designs and popular simulation modifications, fostering ongoing discussions about sustainable racing concepts.

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