With the top classes of the FIA World Endurance Championship and IMSA WeatherTech SportsCar Championship attracting the interest of a swathe of blue-chip manufacturers, the prototype racing ladder beneath Hypercar and GTP is experiencing a similar boom.
Interest in LMP3 and LMP2 programmes from aspirant young drivers has never been higher, with so many new seats in factory cars up for grabs for the cream of the crop.
The number of factory cars in Hypercar and the introduction of an over-subscribed LMGT3 category has led to a two-class structure for the FIA WEC in 2024. This has provided a boost to IMSA, the Asian Le Mans Series and European Le Mans Series’ LMP categories. The driver market is more competitive than ever before and created a pool of drivers with punchy medium to long-term goals.
One of these drivers is Ryan Harper-Ellam, who currently competes with Nielsen Racing in the ELMS’ LMP3 class with Tony Wells.
Harper-Ellam is making the most of the ACO’s maturing ladder to the FIA WEC, which now features a clear pathway on its Europe-trotting package. It allows drivers to rise from the Ligier European Series to the Le Mans Cup and then European Le Mans Series in a highly professional environment, before being awarded high-profile drives within the FIA WEC and Le Mans 24 Hours.
After karting Harper-Ellam moved into Radical Racing in the SR1 Cup, which gave him a first taste of prototype racing. His successes in that arena – eight wins in 12 races and 12 pole positions – prompted him to pursue a drive in the ACO sphere.
“My time in Radicals started me down the sportscar route,” he explained to DSC. “I knew I wanted to do it after my Radical year. I was at the last ELMS round at Silverstone, walking up and down the paddock and knocking on doors.”
Finding sponsors to allow you to race at a level that involves international travel is extremely difficult. For drivers like Harper-Ellam, who can’t rely on his own deep pockets or funding from his family, getting together a budget requires persistence and creativity in equal measures.
“I tried to find sponsors day and night and by chance, I ended up finding the right guy, at the right time, in the right business, which meant I was sponsored to come and do this.
“The appeal for prospective sponsors,” he continued, “is being part of the package. In Le Mans Cup for instance, where I started, you benefit from a similar suite of benefits to a deal for someone in the ELMS, in terms of YouTube stream time and the chance to visit great locations and circuits across Europe.
“For me I was selling it as the end game being World Endurance and Le Mans, and offering the opportunity to be in on the ground floor with a partnership.
“I was looking for anyone and everyone. There was set formula, and luck played a part.”
Since making his LMP3 debut back in 2020 with RLR Msport in a one-off ELMS appearance (below), he took on a full season of Le Mans Cup in 2022 with Graff Racing. This led to his current relationship with Wells, which played a part in securing him a seat in the ELMS for the full 2023 campaign aboard a Ligier JS P320.
“For me Le Mans Cup was invaluable,” he said when asked about the progression from Radicals to the ELMS. “I wouldn’t be anywhere near as confident in the car as I am now, because of the amount of track time I got in the Le Mans Cup, which is a lower-pressure environment compared to the ELMS.
“It allowed me to jump in and learn, and compare myself to guys like Colin Noble and Wayne Boyd who are really experienced and quick.”
Did his Radical experience prepare him for an LMP drive?
I read a lot of books to help refine my knowledge and improve the feedback I can give
“The difference between a Radical SR1 and an LMP3 car is huge,” he said. “The SR1 is Radical’s entry-level prototype on a cut slick tyre with a bike engine and low levels of downforce. I did a bit in SR3s after that, which is a bit more similar with slick tyres and downforce.
“But in LMP3 there’s so much more complexity involved, set-up changes make a huge difference and you have to be on it. I’ve had to learn it as I go and immerse myself in it. I was always keen in Radicals to speak with everyone involved in engineering to get a good level of understanding and I read a lot of books to help refine my knowledge and improve the feedback I can give.
“It’s really interesting to learn the compromise too as you might have a teammate with a totally different driving style, who likes the set up completely differently. You can’t just throw the towel in, you have to find a middle ground.”
It’s been a tricky year for Harper-Ellam and Wells in the ELMS this year, racing as part of an LMP3 class that has produced unpredictable and at times chaotic races.
But the partnership that has developed between the pair, Harper-Ellam believes, allows them to aim high in final two races of the season at Portimao, where they will look to score their first podium of the season.
“I first met Tony in Portimao last year. I’ve known the Nielsen Racing team for a long time due to their connection to Radical racing. So us being paired up was a joint decision between Tony and the team.
“I like to think I did a good job last year with Graff,” he continued. “It was just unfortunate that the driver line-up prevented me from fighting at the front, but people took note.
“Tony has real knowledge and understanding of the car. He understands all the set-up changes and has great input on set-up discussions with the team. It’s been really good to work with him and benefit from his knowledge of racing in LMP3 in recent years.
“We both help each other. He’s great in meetings talking about set-up, and I learn from that. Then on my side, I help transfer the feeling I am getting across to everyone. It’s the driving side of things I try to help with.”
With the off-season right around the corner, a strong finish to the season could go a long way in securing a drive for Harper-Ellam next year, and help him take further steps towards his career goals.
“Racing in the ELMS LMP3 class has been really useful, because you have cars going past and you’re doing overtaking too. It gets you comfortable in that environment and makes overtaking for position easier.
“It would be simpler in the LMP2 class because you’re up front, but I found that racing in LMP3 and having to keep an eye in front and in your mirrors became subconscious quickly.
Having to keep an eye in front and in your mirrors became subconscious quickly
“My long-term goal is the 24 Hours of Le Mans and to be in the World Endurance Championship,” he concluded. “It’s where I have always aspired to be. In the short and medium term though I am taking it as it comes. I just have to make the most of any opportunities that come my way.
“LMP2 going away narrows the opportunities a lot, because GT3 is going to be a saturated market. But depending on how LMDh and LMH develop, it may open more doors.”
