The Panoz hybrid predicted the future of Le Mans.
The GTR-1 Hybrid would run alongside the ICE GTR-1s, pairing batteries to an electric motor and that new 6.0-liter Roush V-8. The electric motor was intended to add a punch of low-end torque that'd haul Sparky out of slow corners, allowing the engine's top-end to stretch its legs on the lengthy straights so common to endurance racing's hallowed temples. Especially at La Sarthe.
Sparky's batteries were hand-built by the German firm Varta, known for its line of consumer-facing products in Europe. Unlike modern vehicular battery cells, which are roughly brick-shaped and line the bottom of a vehicle like a paved road, Sparky's batteries were tubular, running lengthwise on Sparky's right side, butted against the motor.
Like modern F1 cars, Sparky's batteries were regenerated by braking forces, rather than a generator leeching power from the engine, or the flywheel solution that gripped the minds of racing engineers there for a minute. To denote its hybrid optimism, Panoz lavished Sparky with one of the all-time paint jobs, a striking yellow flame motif laid over a deep, luscious, iridescent purple. In Sparky, Panoz created the first modern hybrid endurance racer. Just consider all the boxes it ticked, decades before hybrids would dominate every major racing series on earth. But success would not find this curious, groundbreaking hybrid, even though Panoz shipped the car to Le Mans in 1998 with a tank full of optimism.
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