Driving Glickenhaus’ Le Mans Hypercar fries your brain. Glickenhaus
Things like this don’t happen.
Briscoe returns to the garage, the 007’s engine chattering off the pit limiter. He made it all look so easy. It’s not.Wedging into the 007 LMH requires Kama Sutra–caliber contortions. I’m six feet tall with more of a dad bod than I’d like to admit, so the team removes Briscoe’s seat insert and surrounds me with foam. I fit—barely—by essentially lying on the floor. Closing the door requires hunkering down, with carbon-fiber crash structures pressing on my shoulders, holding me steady.
I run the first few laps on tiptoe. The car is obstinate, and I feel like I might lose control in some high-speed corners. I lock the left front tire going into the fast, off-camber Turn 19 and run wide on my second lap. It sounds counterintuitive, but I wasn’t going fast enough. The tires and brakes stayed cold at low speeds, and the wings weren’t moving through the air fast enough to provide meaningful downforce.
That’s because aero is mysterious. You can intuit mechanical grip on your way to the grocery store, whereas downforce is produced and impacted by what you can’t see, like the wind. It was helpful when there was a headwind, but a tailwind would force the car wide, extend braking distances, and even reduce grip midcorner. On the back straight, gusty crosswinds make the 007 feel like an offshore powerboat fighting through chop. The wind is an asset at one place on the track: the Turn 16 complex.
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