The ACO always sought regulations that would bring the most fascinating sports and racing cars to the starting grid. Starting in 1995—but especially from 1998, the year of the 24 Hours of Le Mans' 75th anniversary—a renewed passion for the classic race at La Sarthe took hold among fans. The McLaren F1, Dodge Viper, and Porsche GT1—along with many other sports car models available for purchase in showrooms the Monday after the race—revitalized the spirit of Le Mans. A regulatory loophole once again transformed road-legal supercars into pure GT1 prototypes—the very sort of vehicle officials had hoped to avoid—yet these cars, later rebranded as LMP1 from 2000 onwards, thrilled motorsport enthusiasts and were warmly welcomed. The 75th anniversary in 1998 marked a high point, featuring more than ten major manufacturers and an elite field of drivers. The duel between Mercedes and Toyota was won by Porsche in 1998 and by BMW in 1999. After 1999, Audi remained and claimed victory year after year—even against the loud Panoz Esperantes. Pescarolo’s LMP1 cars fought fiercely to wrest victories from Audi; Bentley won in 2003, but Audi dominated almost uninterruptedly between 2000 and 2014, with Peugeot being the only manufacturer to break their winning streak in 2009. Alongside this, a GT class was established—known successively as GT2, GT, and finally GTE—which garnered at least as much acclaim as the top class. The duels between the Ferrari 550 and the Corvette C5, or the Aston Martin DB9 and the Corvette C6, are breathtaking battles lasting 24 hours—sometimes fought wheel-to-wheel. The Porsche 911 RSR and the Ferrari 458 and 488 are, of course, in the mix too—and how. The GTE series concludes in 2019 with the Ford GT—which, 50 years after that legendary 1966 victory, is once again contending at the very top level of GT racing.