The outfit behind the first privately-built Le Mans Hypercar (LMH) has announced its roadgoing counterpart. The Glickenhaus SCG 007 LMH joined the FIA World Endurance Championship (WEC) in 2021, competing against Toyota and Alpine until 2023, recording best-finishes of third place at the 1000 Miles of Sebring, and 24 Hours of Le Mans. The Hypercar regulations allow for modified road cars to be entered into the class, but Glickenhaus have taken a purpose-built prototype and re-engineered it for street use.

In race trim, the SCG 007 offered a maximum of 671bhp from a 3.5-litre biturbo V8, the road car uses a 6.2-litre dry-sump engine. This delivers 1,000bhp and 737lb-ft (1,00Nm) of torque which is sent to the rear wheels through a seven-speed automated manual transmission. The kerb weight of 1,550kg means a power-to-weight ratio of 645bhp per tonne, and we expect the road car to eclipse the 209mph top speed of the racer.

The design is 99% race car. The earliest LMH cars from Glickenhaus and Toyota took a lot of influence from the LMP1 class that Hypercars replaced, and thus there’s little other than race-developed shapes, surfaces, and technology to be seen here. The SCG 007S sticks true to the racer, with its high-level headlights, and flat nose section. A shark fin extends from the cabin to the high-level rear wing, with the blistered wheel pods rising from the flat rear bodywork. Top-exit exhausts interact with the underside of the rear wing to improve aerodynamic performance, while allowing for a large rear diffuser, and space for a number plate between the rear lights and indicators.

Dive planes feature above the purposeful front splitter, and the car retains the centre-locking wheels and hydraulic jacks used in the WEC for quick tyre changes at track days. This means that changing from grooved to slick rubber can take place in a matter of minutes, but a support car with circuit-specification rubber will need to join you at the track. The suspension setup sees double-wishbones at the front, pushrod rear dampers, and adjustable anti-roll bars at all four corners.

The biggest departure from the racing version isn’t the increased engine displacement and output, but the increased number of seats. Regulations for Le Mans prototypes of all types have mandated space for a second seat for decades, but the road-going SCG 007 S takes this a step further with a three-seat cabin.

The layout mirrors that of the McLaren F1 and Speedtail with the driver sat centrally, ahead of the two passenger seats. Access is gained by a pair of hydraulically-operated butterfly doors.

The multi-function steering wheel houses shortcuts for the horn, traction control, neutral and reverse gears, traction control settings, and an LED shift indicator. Two screens flank the central instrument cluster, with speed and revs shown on the left, and a small infotainment system on the right.

Only 24 examples will be made, with pricing yet to be confirmed. While there are multiple race-bred road cars on sale today, the SCG 007 S really is a race car for the road. It sticks true to its LMH roots - right down to the class position indicator lights, and its light blue striped livery - but adds a nose-lifter, air conditioning, and space for two passengers. If you’ve ever dreamed of driving a Le Mans car to Le Mans, Glickenhaus has the answer.