Panoz LMP-1 Roadster-S

Lore & Background

At the end of 1998, both the FIA GT Championship and United States Road Racing Championship eliminated the GT1 category that the Esperante GTR-1 had competed in since 1997. Panoz decided an all-new car would be more competitive against the new Audi and BMW prototypes in the American Le Mans Series, a championship founded by Panoz. Retaining Reynard Motorsport as a designer, the LMP-1 Roadster-S retained many styling cues from the Esperante GTR-1, mostly due to the continued front-engine layout. Although other GT-based cars had used front engines, it was uncommon for a purpose-built prototype, but Panoz insisted on keeping this layout.

The LMP-1 Roadster-S shared much with the Esperante GTR-1 in design. Both had nearly identical front ends, with narrow fenders surrounding deep valleys and a rounded nose housing the engine. A NACA duct fed the air intake, while deep valleys on the side shrouding the front suspension led directly to radiators in front of the cockpit. The sides were carved at various angles, giving an indented look that helped air exit. The cockpit sat behind the engine and just ahead of the rear axle, with a single rollhoop behind the driver. The rear overhang was short, with rear wing struts attached to the rear diffuser behind the bodywork.

Following the failure of the LMP07 to perform as planned, Panoz returned to the LMP-1 Roadster-S and upgraded it into the LMP01 Evo. The front was modified to become much more narrow in the fenders and center nose, all coming to a singular point instead of the rounded design. Brake cooling ducts were made larger, the raised nose tip moved upward, and side air intakes were revised. Side air exhaust vents were enlarged, rear bodywork was extended to envelop the rear wing mounts, and the mounts were brought closer together.

Reader's Guide

The Panoz LMP-1 Roadster-S made its debut at the second race of the inaugural American Le Mans Series season in 1999. Backed by title sponsor Visteon, only one car was available, so Panoz used an older Esperante GTR-1 modified for the LMP class. The LMP-1 Roadster-S took fifth place a lap behind the winner. A second chassis was completed for the 24 Hours of Le Mans, where both cars finished seventh and eleventh behind BMW, Audi, and Toyota. Returning to the ALMS, the cars took first and second at Mosport, then completed the podium at the next round. At Petit Le Mans, a third car sold to J&P Motorsport allowed all three to finish, with the factory car winning overall over BMW. The two factory cars finished the season without another victory, but fourth place at Las Vegas allowed Panoz to take the LMP teams championship by two points over BMW.

In 2000, one former factory car was sold to Danish Team Den Blå Avis for the Sports Racing World Cup, while two new cars were built for the factory. The season began poorly with neither finishing Sebring, but the cars rebounded at Charlotte. At Le Mans, five LMP-1s entered (two factory, one Den Blå Avis, two from Japanese Team Dragon); four finished classified, taking fifth, sixth, eighth, and fifteenth. The only win of the year came at the 1000km Nürburgring. Panoz finished third in the LMP championship behind Audi and BMW. In 2001, Panoz started with LMP-1s before switching to the LMP07, selling the older cars to privateers. After Le Mans, frustrated with the LMP07, Panoz brought back the LMP-1 Roadster-S, which won at Portland and Mid-Ohio. Combined points earned Panoz second in the LMP900 championship behind Audi. The redesigned LMP01 Evo debuted for 2002.

Did You Know?

• The Panoz LMP-1 Roadster-S used a front-engine layout, unusual for a purpose-built Le Mans Prototype.
• Its engine was a Ford Élan Power Products 6L8 6.0 litre V8 paired with an X-Trac six-speed sequential gearbox.
• The car helped Panoz win the LMP teams championship in the inaugural 1999 American Le Mans Series season by two points over BMW.