So I did a little investigating trying to figure out exactly how the GTR-LM team plans on adding a hybrid system next year. A few people in this forum have been talking about the plan for the car to have the hybrid driving the rear wheels next year (or having two different systems at the front and rear), and that makes sense because obviously the car is compromised by just being a FWD machine. The planned 'flybrid' system is interesting in itself, but I was curious as to exactly how Bowlby's team can incorporate the drivetrain components within the rear of the chassis without blocking the airflow, and therefore maintaining the car's low drag character.
These photos are widely available, and of course they are of the 2015 version of the car. Who knows what will be different next year. So this first is just a close up of the rear brake and suspension and there does not appear any sort of drive mechanism attached:
This photo clearly shows a halfshaft attached, suggesting that there was some plan to drive the rear wheels at some point. I believe this photo was taken before the AWD plans were abandoned this year:
Now this photo is much more interesting because, although no drivetrain components exist to drive the rear wheel, it might hint at the team's plan for mating the hybrid system and drivetrain component within the chassis:
The driveshaft in the middle of the chassis is obvious. I'm am still wondering exactly what they plan on doing with the halfshafts, gearbox, differentials, etc. There seems to be enough room in the middle to add a compact diff, but it seems impossible to keep the halfshafts out of the airflow. Still, any time lost from the drag created by a couple halfshafts will be greatly offset by the speed gained on corner exit from driving the rear wheels. The rotating halfshafts can always be covered with a small carbon cover to minimize any disturbance to the airflow.
I was also curious whether or not they plan on harvesting any energy from the rear under braking. I suppose the same driveshaft that transfers torque to the rear wheels could also be used to harvest energy. But that doesn't seem likely since the front end will have plenty of energy available to harvest anyway. And the additional hardware will create even more of a disturbance to the airflow. This is Audi's front MGU set up from 2012 to get an idea of the size of the components (the MGU, with the yellow caution sticker, is behind the power steering motor):
And finally an image many of you have probably already seen. A rear shot of a fully dressed GTR-LM looking forward. It's hard to imagine the same shot of next year's car, presumably with a working rear-drive system, having the same amount of free space within the tunnels. I'm sure the car will still have very attractive drag figures regardless exactly of what they do:
I can really only think of one thing that Bowlby and his team can do to keep the tunnels as open as they are now. The first is angle the driveshaft upwards or downwards, so the differential will rest either higher or lower than the rear-wheel centerline. The halfshafts then could be angled towards the wheel housings and less of their area would be exposed to free-flowing air. That's just an interesting idea I thought of. If I have any engineering background, it's mostly from karting and one year studying in an automotive mechanics program so please don't murder me if that's a stupid idea.
So anyway, this next year will be really interesting. This team have a lot of challenges ahead trying to make this car competitive.
Edit: Something I just thought of. Wouldn't they need a good amount of structural rigidity from the rear of the chassis if adding drive to the rear wheels?