Throughout its 96 year history, the legendary 24 Hours of Le Mans endurance race has seen one true constant: change. Aside from its length, almost nothing has stayed the same during those nine decades. Track layouts, surrounding villages, drivers and constructors all took on various forms, as did the technical regulations.

Keeping pace with the evolution of technology, economic factors and societal norms, governing bodies Automobile Club de l'Ouest and the Federation Internationale de l'Automobile continuously rewrote their rule books. And by the dawn of the 21st century, they would agree on a set of specifications which would define the next twenty years of top level endurance racing.

The latter half of the 90s was a dark time for prototype racing. The latter half of the 90s was a dark time for prototype racing.

Ever since the World Sportscar Championship fell to misguided regulations changes and economic strife in 1993, the FIA and ACO had been struggling to re-establish the authority of the specialized Le Mans prototype.

The demise of Group C made way for GT-cars as the dominant class, as the popularity of the BPR Global GT Series triggered an resurgence of manufacturer support. Caught in the crossfire of the homologation wars, the LMP took a back seat. It wasn't until the GT-class was crushed under the immense weight of Mercedes-Benz before the prototype once again became a point of focus.

The LMP era saw the emergence of Audi as a dominant force. The LMP era saw the emergence of Audi as a dominant force.

With GT1 out of the way, the FIA moved prototypes to the forefront based on a new set of regulations for 2000. In place of the IMSA-derived SR1 and SR2 World Sportscars, LMP675 and LMP900 were introduced.

The numbers denoted minimum weight requirements in kilograms, with LMP900 being the heavier but more powerful class, and LMP675 lighter and nimbler but with less top end. The dream of both classes competing with each other for overall wins was quickly abandoned however, as major manufacturers flocked to LMP900 en masse.

MG was the only big brand name to take on LMP675. MG was the only big brand name to take on LMP675.

Cadillac, Panoz, Audi, Dome, Chrysler, and Lister all joined the LMP900 ranks at some point, while LMP675 had to make do with MG as the sole big name team. A third category also emerged, as Bentley insisted on running a closed top prototype, necessitating the continued use of LMGTP.

The new era saw the LMP900 class quickly deflate due to the oppressive dominance of Audi. The German firm's R8 drove away all competition during a six year reign of terror, with only stablemate Bentley breaking their winning streak at Le Mans in 2003. But with the introduction of a new class structure in 2004, even the R8's days were numbered.

With the disappearance of the Bentley Speed 8, LMGTP was absorbed into LMP1. With the disappearance of the Bentley Speed 8, LMGTP was absorbed into LMP1.

LMP900 and LMGTP were merged into LMP1, while the failed LMP675 category would be usurped by a more clearly defined B-class: LMP2. Correcting the mistake made with LMP675/900, the two categories were no longer expected to compete with each other in a tortoise and hare type battle.

The change wasn't a sudden one, as teams were granted two more years to run their LMP900s while waiting for a replacement. With the new regulations came the potential for an eventual paradigm shift among the competitors in the new for 2004 Le Mans Series, as Audi could lose its grip on the championship if their new model failed.

Joan Villadelprat discussing matters with Ferrari's Gerhard Berger, Suzuka 1994. Joan Villadelprat discussing matters with Ferrari's Gerhard Berger, Suzuka 1994.

This slight window of opportunity provided a chance for other teams to break into the championship and take advantage of the blank slate provided by the re-written rule book. One of these new challengers was the Epsilon Euskadi outfit.

Founded by former Tyrrell, McLaren, Ferrari and Benetton employee Joan Villadelprat, Epsilon prided itself by being the only racing team to hail from the Basque Country region (called Euskadi in the Basque language) between Spain and France.

Epsilon's debut season in FR3.5 with Robert Kubica was a resounding success. Epsilon's debut season in FR3.5 with Robert Kubica was a resounding success.

The team was created in 1999, and initially focused on running programs in lower level single seater racing. Eventually they progressed to Formula Renault 2.0 and Formula Renault 3.5. IN FR3.5's inaugural season, Epsilon Euskadi managed to secure top honors in the teams' championship, as their driver Robert Kubica comfortably claimed the driver's title.

Though they were unable to replicate their success in 2006, the team continued to rack up titles in FR2.0. The 2007 season saw a partnership with the emerging Red Bull Racing F1 team, resulting in Finnish Red Bull Junior Mika Maki secure the Italian titles for the team That same season, fellow Red Bull Junior Brendon Hartley of New Zealand wrapped up the Eurocup.

Brendon Hartley helped assert the team's dominance in FR2.0. Brendon Hartley helped assert the team's dominance in FR2.0.

Driven by the success in the one make series, Joan Villadelprat was moved to try and realize a life long dream. Joan wanted to Epsilon to be the first Spanish constructor to grace the 24 Hours of Le Mans. Spain had come close to having one of their marques running at La Sarthe with Pegaso in 1953, but none of the three cars entered were able to qualify.

Pegaso's Z102 Spyder never made it to the grid in 1953. Pegaso's Z102 Spyder never made it to the grid in 1953.

Since his team was used to working with ready-made spec chassis, Villadelprat had to make some significant changes. The first of which was to find a designer to create his own LMP1. He found his man in John Travis.

The Brit had previously done design work for Lola Cars, creating F3000, Indycar and Nissan Group C chassis from 1989 to 1996. Travis was also responsible for the Penske PC27 and PC28, but was sidetracked when the Indy Racing League refused to accept Penske as a constructor in 2003.

With Travis on board, principal design work started on an open top LMP1 similar to the all-conquering Audi R8. However, just as the first parts were being fabricated, John Travis was bought away by Ferrari to design the new A1GP car around a F2004 Formula One chassis.

His unceremonious and very sudden departure left Epsilon Euskadi's Le Mans project stranded, forcing Joan Villadelprat to look find a solution in record time. Luckily, he already had a set of capable hands available.

A fixed roof was part of Rinland's re-design. A fixed roof was part of Rinland's re-design.

As luck would have it, he'd hired former Brabham, Dallara, Fondmetal, and Forti designer Sergio Rinland to oversee the project as technical director. Joan had met the Argentine F1-specialist during his time at Benetton, and was confident he would be able to bring the LMP1 program back on track.

Under Rinland's direction, the car's traditional dual roll bar design was replaced by an LMGTP-style fixed roof, anticipating an announced rule change that would ban open top prototypes from 2010 onward. Another change was the adoption of an F1-like raised nose, first seen on a Le Mans racer with 1993's Peugeot 905 Evo 2.

On the engine side, Epsilon Euskadi played it safe by going with Engine Developments tried and tested Judd GV V10. This powerplant traced its origins back to Formula One racing, as it debuted in 3.5L form in 1991, powering BMS Scuderia Italia's Dallara F191, before being fitted to the back of the Andrea Moda S921 and Rinland-designed Brabham BT60B in 1992.

Around the same time, Judd adapted the GV into the GV10, a modified variant for use in the new 3.5L Group C endurance racing formula for the Lola T92/10. With Group C folding and Judd withdrawing from F1 in 1992, the design would lay dormant until 1999, when it was resurrected as the four liter GV4.

The GV debuted in the Dallara F191. The GV debuted in the Dallara F191.

Being the only real option, the GV4 would become the engine of choice for any serious privateer in the LMP900 era. Evolutions took the engine to the five liter GV5, while an S2-spec reduced weight and increased reliability.

For the Epsilon Euskadi ee1, the team selected Judd's latest offering, the GV5.5 S3. Taken out to 5.5L to reduce revs, increase torque and further improve reliability. In this guise, the 72-degree V10 provided 650 horsepower at 7000 rpm, and 657 Nm (484 lb ft) at 6500 rpm.

Even though the engine was an uninspired choice, the way it was mounted certainly wasn't. Owing to its nature as a costumer unit, the engine had never been mounted as a fully stressed member. As every privately built LMP had been built to accept multiple engine configurations to increase their appeal, using subframes had become common practice.

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With the ee1 being a private project not meant for commercial exploitation, this wasn't a concern for Epsilon. As a result, the ee1's engine sat lower down, aiding its center of gravity. Additionally, overall stiffness was increased, and weight brought down.

The power was handled by a Ricardo 6-speed sequential transmission. Like the engine and raised nose, the suspension setup also reminded of F1-technology, consisting of dual wishbones and coilovers actuated by pushrods.

Le Mans Series test, 2008. Le Mans Series test, 2008.

The all-black conspicuously sponsor decal-less ee1 first appeared the official pre-season Le Mans Series test session at Paul Ricard. Driven by GT and LMP2 veteran Angel Burgueño, the impressive-looking machine clocked a time good enough for 13th place in the test.

This made the Epsilon 5.646 seconds slower than the leading Audi R10 TDI, the revolutionary but ageing diesel prototype which had maintained Audi's reign. However, the brand new, barely tested car was able to mix it up with competitors from Lola and Pescarolo.

After the relatively successful test, it was time for the car's race debut. Though a second chassis had been entered, only ee1 # 001 turned up for the 1000 KM of Catalunya, Epsilon Euskadi's home race.

Angel Bugueño was behind the wheel once again, joined by his former GT and LMP2 teammate Miguel Angel de Castro. The duo achieved a best time of 1:36.922 in qualifying, leaving the team stuck in 17th place. As a result, the ee1 was 5.047 seconds shy of pole position, set by the Peugeot 908 HDi FAP of former F1-driver Pedro Lamy (POR) and Stephane Sarrazin (FRA).

Sadly, the car's first race outing wasn't met with much success. Plagued with teething troubles, the team only completed 167 laps, 48 less than the winning Peugeot of Nicolas Minassian (FRA) and Marc Gene (ESP). Thirty-second and third to last place was the unfortunate result.

The ee1 improved at Monza. The ee1 improved at Monza.

The LMS circus moved to Monza for the second round of the series. The Temple of Speed put a heavy emphasis on absolute top end power, something the Epsilon Euskadi plenty of. Helped by the powerful Judd engine, the Spanish squad was able to secure 10th place on the grid with a 1:37.022. However, this was still 5.552 seconds adrift of the pole-sitting Peugeot.

Despite the uplifting result in qualifying, the Sunday ended in bitter disappointment. Epsilon Euskadi had to withdraw their stricken car after just 73 laps, 100 less than Peugeot would complete to take the win.

The ee1 negotiating the Eau Rouge - Raidillon complex, Spa Francorchamps 2008. The ee1 negotiating the Eau Rouge - Raidillon complex, Spa Francorchamps 2008.

At Spa Francorchamps, Epsilon Euskadi dropped to 14th in qualifying. An 8.26 second deficit to the pace setting Peugeot was the biggest yet, throwing doubt at the team's future. However, race day went more favorably than before, as Angel Burgueño and Miguel Ángel de Castro crossed the line in 11th place overall and 9th in class. Two points were their reward.

Following the uplifting result at Spa, Epsilon Euskadi prepared for the main event of the season: Le Mans. Though not part of the Le Mans Series championship, the race was still the crown jewel of endurance racing, and overshadowed the LMS as a whole.

Chassis # 002 was finally readied for the event after having been entered but not raced at Monza and Spa. The new car was immediately put to work during the traditional Le Mans Test held two weeks before the race. Angel Burgueño, Miguel Ángel de Castro and Adrian Valles placed a low 35th with the car, but since outright speed was only half the story at Le Mans, the team remained positive.

Both cars finally appeared on track together in qualifying for the 2008 24 Hours of Le Mans. Chassis # 001 was given to an international squad consisting of JGTC and LMP1 driver Shinji Nakano (JAP), former F1-driver Jean-Marc Gounon (FRA), and F1 podium finisher Stefan Johansson (SWE).

The car had languished on the reserve list with little hope of making the grid, but a late dismissal of the Lucchini LMP2 team over homologation issues had granted them a sot in qualifying, Meanwhile, Epsilon's main entry was left to the Spanish contingent of Angel Burgueño, Miguel Ángel de Castro and Adrian Valles.

It would be the foreign agents who'd lead the charge for Epsilon Euskadi. The # 21 car qualified just behind the fastest LMP2, the Van Merkstein Porsche RS Spyder of Peter van Merksteijn, former F1-driver Jos Verstappen and Jeroen Bleekemolen, to take 15th place on the overall grid. Burgueño, De Castro and Valles weren't far behind however, placing 17th. However, a gap of 1.342 seconds was still a substantial difference between the two cars.

Neither car made it very far in the grueling event. The Spanish machine was the first to fall on lap 158, as its gearbox packed up. Just 31 laps later, the international contingent pulled into the pits with a nearly identical issue. Just like that, Epsilon Euskadi's first run at Le Mans had turned into an abject disaster.

ee1 #001 among its peers in parc ferme, Nurburgring 2008. ee1 #001 among its peers in parc ferme, Nurburgring 2008.

The team regrouped to prepare for the fourth round of the 2008 LMS, held at the Nurburgring GP-Strecke. As the shorter 1000 kilometer distance negated the need for a third driver, Adrian Valles was moved to chassis # 002 to partner Shinji Nakano, while # 001 was staffed by Angel Burgueño and Miguel Ángel de Castro.

Valles and Nakano impressed in qualifying, grabbing 10th place with a 1:43.649. Burgueño and De Castro tagged along in 16th place, just .472 of a second behind. Neither car had become within five seconds of the pole time. Adding insult to injury, the ee1 had also been unable to out-pace the Porsche RS Spyder throughout its career, an embarrassment as the Porsche was an LMP2 car.

However, none of it matter on race day. The faster of the two dropped out of the race on lap 163, while chassis # 001 was eventually classified as 33rd, 35 laps down on the victorious Peugeot 908 HDi FAP of Pedro Lamy and Stephane Sarrazin.

Disappointed with the terrible showing at the Nurburgring, Epsilon Euskadi traveled across the Channel to take part in the finale of the 2008 Le Mans Series at Silverstone. Valles/Nakano continued to display the car's potential by setting a surprisingly quick time, netting a 7th position on the grid. Furthermore, the team had finally been able to vanquish the pesky Porsche RS Spyder by a tiny .038 of a second.

The other side of the garage told less of a success story, as Burgueño and De Castro could not set a time. This forced them to the back of the field for the race proper, but the adventure once again didn't last very long.

Just 59 laps in, the Spanish duo had to pull into the pits and retire. Sadly their teammates fared little better, as a swath of delays caused them to drop to 25th overall, 23 laps down on the winning Audi R10 TDI of Rinaldo "Dindo" Capelli (ITA) and Allan McNish (GB).

With the Le Mans Series wrapped up, Epsilon Euskadi could look back on a season full of wasted potential. The neatly packaged, powerful ee1 seemed to be very competitive at times, but a distinct lack of reliability robbed the team of numerous potentially points-paying results.

However, the 9th place in class at Spa meant the Basque outfit wasn't completely scoreless. Two points resulted in Epsilon Euskadi clinching 12th place in the constructor's championship. Even so, the team hoped to develop the car even further to increase both absolute pace and more importantly reliability to take 2009 by storm.

However, it was not to be. Having achieved his goal of running a Spanish-built car at Le Mans, Joan Villadelprat had set his sights on an even more prestigious discipline. He wanted Epsilon Euskadi to become the first Spanish constructor to enter Formula One, after a failed attempt by former Minardi driver Adrian Campos and his Bravo F1 project.

With the team embroiled in the ambitious F1 application and the ongoing one make racing business, there was simply no room for the ee1 to keep racing. As a result, the Le Mans project was unceremoniously axed. And with that, one of the most beautiful and promising LMP1s ever made was promptly orphaned, relegated to a dusty corner of the workshop.

Both cars still exist today, and can on occasion be seen on display at car shows. Sadly, their respective owners haven't had the courage to take one of the cars back to the track and let the big Judd sing once more. One can only hope the ee1 will make its way onto a trackday compilation video in the near future.

This article is the sixth and final part of a six-article collaboration in remembrance of the iconic LMP1 regulations, which will be coming to an end this year. The series was a collaboration between Agus Garcia, Stijn Paspont, Jeremy Ibrahim, Ewan Donaldson, Xander Sosef, and myself.

Between the six of us, we all picked a weird, wonderful or special car which caught our eye, dedicating a piece to each machine as a tribute to the weird and wonderful world of LMP1. We hope you've enjoyed this series, which you can find in full below.

EPISODE 1 - 2006 AUDI R10 TDI BY AGUS GARCIA

drivetribe.com/p/lmp1-retrospective-ep1-2006-audi-GjY40lZwQeetqkDOdD_CFQ?iid=KDxDOkxnSc2JO1jlrkL6Aw

EPISODE 2 – 2004 NASAMAX DM139 BY STIJN PASPONT

drivetribe.com/p/lmp1-retrospective-ep2-2004-nasamax-Mjcap2W3RPi3S7LhQO1yqg?iid=asv730cmRuqNhrx-S8CpYQ

EPISODE 3 – 2011 ASTON MARTIN AMR-ONE BY JEREMY IBRAHIM

drivetribe.com/p/lmp1-retrospective-ep3-2011-aston-EjRle31lRdKI7R8tZ86PSg?iid=FR22psAuS1q-4Qja0iNxtA

EPISODE 4 – 2001 DOME S101 BY EWAN DONALDSON

drivetribe.com/p/lmp1-retrospective-ep4-2001-dome-EEcj-EugRq2oZghOVJz1UQ?iid=HgpjV73gR1i-xPLT_79-uQ

EPISODE 5 - 2015 NISSAN GT-R LM NISMO BY XANDER SOSEF

drivetribe.com/p/lmp1-retrospective-ep5-2015-nissan-GnGmH-AJRw-Kc3frK1ovPA?iid=MwR1Ot9yTtGlj1uObjcNQg