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Archive for Nostalgia

24 Hours at the Starlight

May 8, 2013 John Brooks Cool Stuff, Nostalgia, Real Men, The Social Pages

A recent celebration of the Steve McQueen classic “Le Mans” in Los Angeles brought out all the stars. DDC’s own Bond Girl was on hand to add lustre to the occasion and here she gives her take on the screening.

When the film “Le Mans” was released in 1971, I was barely driving. It was the era of the Saturday night date at the local drive-in theater. I saw “Le Mans” at the Starlight. Please rest assured that any exuberance exhibited while watching cars racing around a track in the French countryside existed purely for the benefit of the boyfriend of the moment. However, it wasn’t all feigned. There was that crush on Steve McQueen. As far as I was concerned, the King of Cool just embodied the sexy Hollywood superstar. So while a trip to the drive-in to see Le Mans was, for some, all about the racing footage, I just wanted to gaze up into those dazzling blue eyes. Talk about a passion pit.

In the racing world, however, it wasn’t just about McQueen’s taciturn Michael Delaney and those charismatic facial expressions. Beyond his craft, enthusiasts respected the man as a competent racer, making the role a realistic fit. For all that, the movie itself co-starred in pole position with the Circuit de la Sarthe. Considered by many to be the most influential racing film ever made, some forty years later, “Le Mans” enjoys an almost cult like following. From Delaney’s slate gray 911S, to the Heuer Monaco on his wrist, to the 917 in Gulf Colors, the film resonates.

Still, aside from McQueen, just who and what were we actually watching? For starters, actual footage from the 1970 24 Heures du Mans. Moving on from there, how about a supporting cast including the likes of Brian Redman and Jo Siffert to name just a few of the notables – piloting various Porsche 917’s and Ferrari 512’s. In addition to list of drivers named in the credits was a very young Jürgen Barth. When asked of his own role in the film, Barth replied, “I drove the 911 that caused the crash.” We were watching legends at work, no wonder it all appeared to be so authentic.

Voyeuristically, we screamed along the Mulsanne Straight in the rain, at night and in the home stretch. And that’s what makes the film more of a documentary, that insider’s perspective. At the time, a good percentage of us truly had no idea we were watching the real deal as we munched popcorn and steamed up the windows of our own rides.

Today, aside from in-home, Blu-Ray screenings, the chance to revisit “Le Mans” on the big screen is almost never going to happen. But the opportunity did arise recently, and what better venue than The Chinese Theater in LaLa Land? Hollywood is not only the land of the star, but playground to the luxurious, the fast, the cool, the expensive automobile. These attributes converged at the Turner Classic Movie Festival with Porsche Cars North America joining the celebration by hosting Club TCM, held at a venerable hotel. A pre-screening discussion presented two of racing’s own cool cats, Derek Bell and Vic Elford, on the dias, and rounding out the expertise was McQueen’s son, Chad. Each reminisced about a simpler time in racing, about McQueen and his driving, his personality and their own experiences during the filming of the movie.

Basking in the glitz and glamour of Tinseltown, the approach to Hollywood’s Roosevelt Hotel revealed two Porsches positioned on their own crimson runner; a brand-new, bright yellow 991, and a black, completely original 1965 911. Needing no introductions, the pair stood in silent welcome as fans of the film and the marque arrived to revisit 1971 in the comfort of Hollywood’s Chinese Theater.

It may not have been the Starlight, but then again, I’ve been driving for a long time now.

Lizett Bond, May 2013

Photos courtesy of Lizett and scans courtesy of Michael Keyser, taken from my review of his book on the making of the movie

http://www.doubledeclutch.com/?p=3224

2 comments Le Mans, Steve McQueen

Light the Blue Touch Paper

April 9, 2013 John Brooks Nostalgia, The Blink of An Eye

1983 and the start of the 1000 Kilometres of Silverstone. Michele Alboreto in the Martini Lancia LC2 is slicing past the fag packet Porsche 956s of Derek Bell and Bob Wollek…………………a happy time, almost all of our vices on display.

John Brooks, April 2013

No comments Bob Wollek, Derek Bell, Lancia LC2, Porsche 956, Silverstone

Doing a Ton

February 24, 2013 John Brooks Nostalgia, Real Men

Back in the last century when I was growing up ‘Doing the Ton’ (100 miles per hour for my American reader) was considered something a bit tasty. So last weekend at the venerable Brooklands circuit there was a gathering of enthusiasts to celebrate the centenary of the first time that one hundred miles had been completed in an hour.

The man who achieved that feat was Percy Lambert who managed to cover 103 miles in an hour on 15th February 1913. The full story can be found HERE on the Lambert family website, take time to look at the film containing original footage of the record attempt, courtesy of the Brooklands Museum.

So I took the camera along and as always at Brooklands there was plenty to see, a fantastic place.

John Brooks, February 2013

No comments Brooklands, Percy Lambert, Talbot 25

Retro Retro

February 16, 2013 John Brooks Cool Stuff, Nostalgia, Rare and Interesting

It is safe to say that the Classic Car Season really kicks off when the Retromobile comes round.

Held at Pavilions 2 and 3 at the Parc des expositions, Porte de Versailles, Paris, the Retromobile has grown in stature and importance, as well as size, reflecting, perhaps, the general rising level of interest in automotive heritage.

The Show is a cocktail of many ingredients, from the flea market to the top dealers, car manufacturers to the car clubs, enthusiasm abounds and there is much to see for even the casual visitor, let alone the dyed in the wool enthusiast.

This Delahaye is typical of the quality that was found throughout the Retromobile.

Despite the difficult trading conditions that prevail in Europe’s car market, especially for the French, there were prominent stands from Peugeot, Citroën and Renault, the latter having a well designed circular effort with the stars being

a 1937 Renault Nerva Grand Sport

and, from 1968/69, an Alpine Renault A220 that ran at the Le Mans 24 Hours.

I also liked the contrast between the Renault 8 and Renault’s first modern day F1 car.

The 70′s graphics are still striking.

I witnessed the Renault RS01′s first race at Silverstone in 1977, the turbo era had arrived, though we did not appreciate it that day. We were more concerned with James Hunt and John Watson, and some crazy Canadian, Gilles Villeneuve making his debut.

As with every show, anniversaries and birthdays are celebrated, any excuse and the Retromobile was no exception. So 30 years of the 205, one the quintessential hot hatches, was a focus on the Peugeot stand.

Citroën’s DS19 did not have any obvious celebration to make, except being about as Gallic as is possible for a car. There were many fine examples of this ground breaker to be seen.

The Germans occupied a big slice of Parisian territory with one of the show’s highlights being the Mercedes-Benz stand.

Leading the fine selection of Mercedes rarities was a joint exhibition with the Louwman Museum of the pair of recently restored Prince Heinrich 1910 Benz. The pair of cars had left in store room for decades, and recognising the importance of these cars, the two organisations decided to pool their efforts at restoration.

“Since the beginning of the twentieth century, a large number of car races have taken place in Europe. Sons of wealthy families and rich sportsmen were the main competitors. One of these races was the Prince Heinrich, named after a keen sportsman who was the brother of Kaiser Wilhelm II. It was restricted to four-seater touring cars.”

“On 10 June 1910 no less than 10 Benz cars took part in a 1,900 kilometer race across Germany and part of France. They had 80HP and 100HP engines with lubrication pumps, drive shaft transmission replacing the old chain system, and elegant ‘tulip’ bodywork. A month later, some of these cars took part in the ‘Kaiser Nicolas’ race in Russia covering 2,800 kilometres in eight days.”

Speaking of the Louwman Museum, they had as a companion to the Benz a 1903 Spyker as they describe it. “This was the first car in the world to be equipped with a six-cylinder engine, and the first petrol-driven car with four-wheel drive and all-wheel brakes. This Spyker 60-HP is therefore one of the most significant cars in motoring history.”

Rounding off the display of Mercedes Benz’ rich heritage was the “Blitzen Benz”.

“One of the key goals in those early years of the 20th century was to break the then magic speed barrier of 200 km/h. Benz was the first company to do so, with a petrol-engine automobile: the 200 hp racing car took to the track at the Brooklands circuit in England in 1909, achieving an average speed of 202.7 km/h. This record-breaking racing car, with its massive four-cylinder engine, would however go on to achieve its greatest successes in Florida, USA. In 1911, Bob Burman reached the amazing speed of 228.1 km/h on the sand track at Daytona Beach, so making the “Lightning Benz”, as the model became known in the US, the fastest vehicle in the world – faster even than any aeroplane or train. It was a record that would remain unbeaten for eight years.”

Porsche began the first of many celebrations of the 50th anniversary of the 911 with a fine selection of examples of the model through the years. Yes I know it’s a 935…………….

BMW’s stand was frankly disappointing with some strange concept cars paying homage to the 328 and the M1, must have sounded better on paper than it looked in reality.

Bentley had a small stand with the amazing Embiricos 4¼ Litre Pourtout Coupé on display, the impact of this important car only slightly diminished by obscure location and lighting of the stand. This will be the last appearance of this Le Mans’ veteran on this side of the Atlantic for a while.

Sharing with the men from Crewe were fellow VW Group members, Bugatti, who brought out a Type 59 Grand Prix racer from 1934. I drew encouragement from the fact that it sported a tax disk, meaning that someone drives it on the UK roads.

Skoda displayed an interesting array of rarely seen competition cars dating back to the 60’s including this sports prototype, the 720.

There are always a selection of quite obscure vehicles at the top shows, tucked away in a corner was a stand celebrating Germain Lambert, an enterprising engineer who ran Automobiles Lambert from the 20’s through to 1953. This is the Lambert 6CV.

Lambert was also an enthusiast, who raced his own creations, this is the CS Cabriolet Sport

The output of another French engineer, Marcel Leyat, was also exhibited at the Show. His idea was to have a lightweight wooden chassis powered by a propeller, a plane without wings.

During the 20’s he managed to sell around 30 of these strange contraptions but the concept never really caught on.

One of the delights of shows such as the Retromobile is finding the unexpected, here I encountered the Scuderia Filipinetti Ferrari 512S as driven at Le Mans in 1970 by Mike Parkes and Herbert Müller. They were eliminated in the notorious accident early in the race that took out the three 512s of Regazzoni and Wisell, as well as Parkes, I am sure it made for an interesting debrief.

Another 70′s Ferrari present was this immaculate 512 BB LM

And Paul Knapfield’s 312PB, with extra air intake to cool the F1 spec engine.

And one last Prancing Horse, from the early days, a Ferrari 340/375 MM Berlinetta Competizione, promoting the Villa d’Este Concours.

Carrozzeria Touring Superleggera had a stand to show off their skills and it contained a rarity from Lamborghini, dating back to 1966, the Flying Star II prototype. This was a collaboration with the factory and based on a Lamborghini chassis.

The Retromobile had a wide range of automobilia for sale, from the likes of Hortons Books to several stands offering fine wines, and of course there are the ART stalls.

Steve McQueen still has a power to fascinate……………..

Someone’s wall is incomplete without this

The Lukas Huni stand had several outstanding cars, the pick of which was this Type 57 Bugatti

And this Alfa Romeo 8C 2300 Monza

I might be a bit biased but to my mind the two stands that were head and shoulders above the others came from across the English Channel.

The sheer quality of the cars on Hall & Hall and Fiskens, or Fiskens and Hall & Hall, depending on whose stand you were on, was staggering.

Highlights at Fiskens were two Le Mans’ veterans, the 1926 Bentley 3L Le Mans and Scuderia Filipinetti Ferrari 275 GTB/C that was a class winner in 1967, these endurance classics were just part of a fantastic set of cars that the well known London based dealer had in Paris.

I caught up with Gregor Fisken who gave his thoughts on the 2013 Retromobile.

“Every year it gets a little bit bigger, a little bit better, I think the show has really found the right balance. It is important that it still has elements of a flea market, it is important that the modern manufacturers can come in and embrace their heritage as well. It is important that there is wonderful art, models, parts but it is also important that it is Europe’s pre-eminent début event of the year. It kicks off the year and everyone leaves here motivated, they see old friends, they make new friends, they plan for the season and they have the opportunity to review what they are going to use in the future.”

“What we have here on the stand today, I think, is a little bit of something for everyone. We have arguably one of the most important Le Mans’ Bentley team cars to come on the market in recent years and we have a Bugatti T37A that has had 50 years of one family ownership, so that is a special opportunity. Of course with the Ferrari 275 GTB/C there is an opportunity to purchase a car that raced in Les Vingt-Quatre Heures du Mans three times and it won its class. We had Claude Sage on the stand, from Scuderia Filipinetti, who ran the car in period. He remembered driving the car from Geneva to Le Mans, the car running in the race and then being driven back afterwards, absolutely fantastic.”

“I think cars from this period, the 60’s GT era, were the last that could be genuinely driven from the factory to Le Mans, win their class and be driven home. I think for a lot of new people that are coming into the market they find the opportunity to use such a car on the road and on rallies, events and races is very attractive. They can go to the Le Mans Classic and have a pretty prestigious way to travel down the Mulsanne.”

It is hard to imagine but this impressive array of classics were matched by the Hall & Hall display. Endurance Racing was again well represented with Porsche 956/001 supporting Jaguar XJR-12 chassis 288, with the unique record of a victory in both the Le Mans and Daytona 24 Hours. Another flash from my misspent youth was a Lotus 49C in Gold Leaf Team Lotus livery, this being an unraced spare built for Ford.

Rob Hall gave me his views on the Retromobile. “We have been attending the Retromobile for seven years now, it starts the season off for us really, it is a good shop window for the selling side of the business, a few of the cars here are not for sale but they add to interest to the exhibit and it gets our name noticed. It costs us certainly but during the rest of the year we recoup the outlay, either through picking up work or picking up sales.”

“I had a quick look round the Show early today before things got busy and it is clearly a great event. There is something for everyone, whether it is old, new or something to help you work on your car.”

“The Show is quite a big commitment but what has made it a lot easier is that it is now condensed into one weekend and a few days as opposed running over two weekends as it did in the past. The cost of hotels and travel and having staff on site has been reduced and that acts as an incentive for us to come to Paris. So both parties benefit.”

A show would not be a show without an auction taking place and Artcurial provided the necessary ingredients, with many fine lots. The hammer came down the loudest when a 1936 Talbot Lago T150C Roadster went to a new owner for just under €1,500,000, despite the financial storms that rage in Europe there is still some money about for a classic car.

The 2013 season is now underway having been launched at the Retromobile, it is worth a visit and especially as Paris is but a short train ride away, it can be done in a day and enthusiasts should be making their plans for February 2014.

John Brooks, February 2013

No comments Alfa Romeo 8C 2300 Monza, Alpine Renault A220, Blitzen Benz, BMW 328, Bugatti Type 59, Citroën DS19, Claude Sage, Delahaye 135, Embiricos Bentley 4¼ Litre Pourtout Coupé, Ferrari 275 GTB/C, Ferrari 312PB, Ferrari 340/375 MM Berlinetta Competizione, Ferrari 512 BB LM, Ferrari 512S, Iso Bizzarrini A3/C, Lambert 6CV, Lambert CS Cabriolet Sport, Lotus 49, Louwman Museum, Peugeot 205, Porsche 911 2.7 Carrera Touring, Porsche 935, Prince Heinrich 1910 Benz, Renault 8, Renault Frégate Limousine, Renault Nerva Grand Sport, Renault RS01, Retromobile, Skoda Type 720, Spyker 60-HP

In The Old Days When Life Was Simple

February 13, 2013 John Brooks From A Continental Correspondent, Nostalgia, Sermon

At the age of seventy I find myself thinking and talking like my parents before me, which something I swore I would never do, but have done nevertheless. In short I find I’ve become an “old fart” who is not necessarily willing to accept the world as it is today. Clearly then I need to get out of the rut I find myself in, for the world has changed and I need to deal with it as it is, not as it was.

So what has any of this to do with sports car racing?

Just like the genetically engineered foods we now eat, my sport – pardon me, our sport – has been engineered to produce the results its organizers want to see rather than letting chance and nature dictate the final random outcomes of the past. Yes, there remains the element of chance, but it has been reduced substantially by maneuvering the regulations so that there will be no boring finishes.

For those of you who are non believers I would suggest you examine the NASCAR’s Grand American Rolex championship whose scriptures seem etched in sand because they appear to change on a moment’s notice, as was the case in last month’s season opening Rolex 24. There, in the name of equalizing performance, the officials decided to reduce what they saw as a perceived advantage the Corvette Daytona Prototypes enjoyed over their rivals, only to give the Chevrolet sports racers some of it back when it became obvious they –the officials – had been a bit over zealous in their approach.

I’m not for such actions, but I recognize why they are taken. After all, racing – at least here in the United States – is more entertainment than it is sport. Yet, in this case the changes were made in a matter of days, not years or months, but in days. Moreover, there will be further performance balancing changes for the next two Rolex rounds, after which the Grand-Am will review things again.

Even in the relatively low tech Grand-Am universe, this imposes unnecessary costs on the participants, just as it does when Formula One and others make regulatory revisions throughout the season in an effort to enliven the show. It is as if the rules makers want to wipe out their mistakes on an ongoing basis rather than trying to get things right in the first place. Indeed, about the only other comparable such situation is in the mortgage industry with its variable rate loans, and we all know what they’ve led to.

But, those in charge of the Grand-Am haven’t stopped at performance balancing. At Daytona, they instituted new full course yellow flag regulations that made it easy for those who had lost laps to make them up. In fact the loosening of the scriptures was such that one of those prototypes that was in a position to win in the final stages had been as far as seven laps in arrears – not once, but twice.

No one can argue that the Grand-Am’s actions made the Rolex 24 far more exciting than it otherwise might have been. But, is that what the sports car fan wants? Certainly the NASCAR spectator does. However, I’m not sure that certainty applies equally to the world of road racing.

In my day, what sports car spectators seemed to desire the most was to watch excellence and to dream about that excellence. Consider the 1973 Can-Am where Mark Donohue and his 240 mile-an-hour turbocharged Porsche 917/30 dominated the proceedings. Despite the lack of close competition, the 1973 Can-Am was the most successful season at the gate in the history of the series; something that can not be said about its subsequent years when the turbo Porsches were not present, leaving in their place equally matched, but largely uninspiring lower performing substitutes in their place.

With Grand-Am and its NASCAR approach to the sport about to take over the North American sports car scene in 2014, there are many worried about the future. And, in my mind, they have more than a little justification for having those concerns. Not only did the Can-Am fade away into history after its competitive playing field was leveled, but in the decade since the Grand-Am debuted its techno restricted Daytona Prototypes, it has not been particularly popular with its intended audience.

It appears that even now there is a desire for excellence rather than engineered mediocrity. And that gives this “old fart” hope for the future.

Bill Oursler, February 2013

One comment Bill Oursler, Can-Am, Grand-Am, Porsche 917/30

I’m On Top Of The World, Ma…………….

February 9, 2013 John Brooks Nostalgia, The Blink of An Eye

The Retromobile was the usual classy affair, one of the best bits is meeting up with old friends. On Hall & Hall’s stand I found 288, the Jaguar XJR9/XJR12 that completed the unique double of winning both Daytona and Le Mans 24 Hours. More on the latter achievement soon. Hunting through the shots on file, I ran into the above with yours truly perched above the pit. If I recall correctly a tipsy tart in the Jaguar Dealers’ Hospitality Box tried to shove me off the ledge, I was in her shot, I didn’t get any respect back then either. And look at my crucial skateboarder’s knee pads, cutting edge or what?

Happy Days.

John Brooks, February 2013

No comments Jaguar XJR12, Le Mans

On the Mean Streets of Paris

February 7, 2013 John Brooks Cool Stuff, Nostalgia

It is early February and a visit to Paris for the Retromobile is a must do. Amongst the many gems and rarities there is always the commonplace. This is how the Parisians fought the poodle owners before The Great War – a Renault Balayeuse – we could do with something similar in Elmbridge 100 years on.

Max Mad

February 1, 2013 John Brooks Nostalgia, The Blink of An Eye

Trawling through the 1999 Sebring files I stumbled across this, Max Angelelli on fire in the Doyle Risi Racing Ferrari 333SP. Unfortunately this hot display did not translate into actual success on track, the 333SP getting the dubious honour of posting the first retirement. Engine failure the reason given, Icarus had flown too close to the heat?

Speaking of Max being inflamed, he seemed pretty fired up at the post race conference last week in Daytona. This performance confirmed what I had puzzled over earlier while watching the finishing stages of the Rolex on TV. The Speed coverage kept repeating “Pass of the Day” showing the eventual winner blasting past Max in a straight line speed duel, the main skill required for this would be keeping a straight face. On cars that were subject to balance of performance adjustments this looked a bit fishy and no wonder Max was pissed. If, as I hear, some of the German giants are considering building Daytona Prototypes Mark Two, Grand-Am had better get this aspect sorted or be prepared for some serious grief.

John Brooks, February 2013

No comments Doyle Risi Racing, Ferrari 333SP, Max Angelelli, Sebring

The Inauguration

January 26, 2013 John Brooks Nostalgia, Race Reflections

It is late January and a familiar yearning comes over me, there is a 24 Hour race about to happen but I am on the other side of the Atlantic. There are, of course, good reasons for this, mainly financial, as revenues fall and costs rise, so my current involvement with the Rolex 24 is confined to looking back over the years……………….

Now undisputed master of motorsport in North America, NASCAR entered the endurance arena just over a decade ago setting up the Grand-Am organisation to sanction and run its blue riband endurance event, the Daytona 24 Hours. This was of course the 2000 edition of Rolex 24 Hours held at Daytona International Speedway.

For most observers the first race was one of the high points in the whole story of Grand-Am, starting the project at the top level. There were big battles everywhere, in the various prototype and GT classes but nothing was more keenly anticipated than the fight in the GTO category between the Dodge Vipers and the Chevvy Corvettes.

Two full factory outfits pitted three French ORECA run Viper GTS-Rs against two American Pratt & Miller C5-Rs, each with top line drivers, it was a Detroit Heavyweight Championship of the World Contest. An automotive “Thrilla in Manila” – Beretta/Wendlinger/Dupuy/Donohue/Amorin/Archer/Belloc/Duez versus Fellows/Bell/Kneifel/Pilgim/Collins/Freon – enough to keep everyone on the edge of their seats.

That would be more than enough excitement for most races but there was more. After a gap of some 50 years Cadillac was back in competition running a Riley & Scott built prototype with victory at Daytona, Sebring and Le Mans the aim. Why, did this conservative brand feel the need to return to the tracks? While other automotive brands were at that time heading towards nostalgic retro-style designs like the Beetle, the Mini and Thunderbird, Cadillac had decided to march to a different drummer. Under the rallying cry “Art & Science” the brand was launched on a path to develop their range to be the equal in every respect of the likes of Lexus and the German trio, Audi, BMW and Mercedes Benz.

Another point of view expressed to me at the time was that Cadillac had to change and aim at a younger market, their existing customer base was dying off………..and fast.

The 2000 Rolex 24 also witnessed the debut of the customer version of the Porsche 911 GT3R, there were 23 examples that would take the Green Flag at the Rolex, all that dot.com money was burning holes in pockets, or so we speculated. The GT3R would be the car that would carry GT Racing forward around the world for the next few years. It had the first water cooled engine in a Porsche 911 based racing model.

Another GT3R was in the hands of of the youngest driver in the race, 17 year old Gunnar Jeannette and the oldest, Paul Newman. Newman was utterly charming as long as you confined the talk to racing, when at the tracks he just wanted to be another driver and not the movie superstar. Newman won the GTO Daytona 24 title on his last attempt in 1995 and he said at the time, “When we won it in 1995, when I was seventy, well, I’ll give it another five years and come back again.” When asked why he would enter such a grueling contest of speed and endurance, the 75 year old actor responded, “Just for the hell of it.”

There were five classes of cars that were eligible to run in the 2000 Rolex 24, two prototype and three GT. The prototype rules were based on John Mangoletsi’s Sports Racing World Cup and had SRP and SRP 11 categories depending on power, engine size and budget. One of the most popular models with the fans was the Ferrari 333SP, here the Risi Competizione example with Allan McNish on a busman’s holiday from Audi duties. There were three 333SPs on the grid, the howl of the 4 litre V12 was worth going a long way to hear.

The Ferraris were outnumbered by six Riley & Scott MKlll powered by either Ford and Chevrolet V8 engines. This is the Philip Creighton Motorsports entry.

Also making a first appearance was Johansson Matthews Reynard 2KQ Judd. This advanced customer programme was a new departure for the world’s biggest racecar constructor. The year before Reynard had acquired Riley & Scott who, aside from providing the MKlll cars, also built and ran the Cadillac programme. A tangled web.

The prototype scene was finely balanced in 2000, the workhorses of the past five or six years, the Rileys and the Ferraris, were getting long in the tooth but were expected run reliably at the notoriously tough combined infield and banking layout of Daytona International Speedway. Both models had success in the past and would form the foundation of plans to run combined Grand-Am events with the Sports Racing World Cup. The plan was for John Mangoletsi to bring the cream of European prototype racing over to create a set of world class events. A truly Cunning Plan.

In the background, however was the the American Le Mans Series, running to Le Mans rules, that allowed full factory participation, specifically outlawed in SRWC land. Well not so much outlawed as price capped. The top class of the category, SRP, had an on the track price limit of $640,000 including engine, SRP 11 was pegged at $201,000. The logic being that no constructor such as Lola or Reynard would sell cars at a loss, however, a manufacturer like Cadillac could just factor any excess cost into their overall project budget and still sell cars under the price limit to any customers well heeled enough to afford them.

After a promising first season in 1999, the ALMS was set to expand with Audi due to bring their latest car, the R8, to the tracks of North America to take on BMW and Panoz. Would that prove to be a bigger draw than watching privateers in Grand-Am? The attractions of keeping onside with the ACO, organisers of Le Mans, and the halo effect of the top class factory battle meant that both Viper and Vette would direct their attention to the ALMS.

Mention of the SR2 class? Well only the Pilbeam of Martin Henderson turned up, a bit disappointing but given that these cars were not originally intended or engineered to survive 24 hour races it was not a surprise.

There were three GT classes, GTO translating roughly to the Le Mans LM GTS class. Top of the list were three Chrysler Vipers from ORECA, full factory supported entries. Based on the Viper GTS the GTS-R was one of the most successful GT cars in history. Oreca had achieved back to back domination during 1998 and 1999, winning the FIA GT Championship, and taking class wins in the Le Mans 24 Hours plus the American Le Mans Series drivers’ and manufacturers’ titles in ‘99. The French team were going to be very difficult to beat.

The Viper had first appeared on the tracks back in 1996, powered by a V10 8 litre engine, which not surprisingly produced power and torque in abundance. The chassis had originally been massaged and built by our old friends, Reynard, but by this stage in the project, Oreca had taken things in house.

Up against them were two Corvette C5-Rs run by Pratt & Miller on behalf of General Motors. During the 1999 season the Vettes had gradually got closer to the Viper squad, going into the Floridian classic they were quietly confident of coming out on top. The Corvette, first raced in 1999 at the Rolex 24, had 7 litres of Detroit V8 muscle to propel them along, it would be a mighty contest.

If some disaster befell the factory squads then the out-gunned but still fearsome Porsche 911 GT2 would be around to pick up the pieces but that outcome was not expected.

The second rank of GTs, GTU was expected to be a walk over for the phalanx of new Porsches but they would face determined opposition from the successful PTG BMW M3 squad, previous class winners at the Rolex.

The Run What You Brung brigade were catered for in the A-GT class. They were tube framed, home built specials, regarded by the leading lights as mobile chicanes and not expected to feature in the grand scheme of things.

As always, practice and qualifying dragged on through Thursday and Friday, giving everyone a chance to get back into the groove after the winter break and especially to get used to running in close proximity with 79 other cars.

Traffic on the banking was manageable but on the infield and at the Bus Stop chicane at NASCAR 3 great care had to be taken to avoid problems arising out of speed differentials between the quick guys and the not so quick.

At night the problem was even more acute. Somehow the drivers sorted it all out.

Meanwhile down in the garage areas the teams were racing against the clock to prepare their cars for the struggle ahead. Here Dick Barbour and Tony Dowe try to fettle what was widely regarded as the leading Porsche GT3R.

The European teams are always pleased to find the strict curfew regulations enforced at Daytona International Speedway meant no all-nighters, no matter what Sociopaths who tend to run teams wanted. The Shark Lounge had its siren call……………

Pole position went to James Weaver in the old faithful #20 Riley & Scott MKlll Ford who rattled round in 1:41.002. Actually the Dyson team entered their No. 20 car as being Lincoln powered. The team’s Ford engines were prepared by Lozano Brothers Racing Engines. “We’re just trying to work with our engine builders and engine developers to see what we can create, and maybe we’ll create something,” said team owner Rob Dyson. “You never know.”

This was trying tempt the Ford owned brand to come and fight with their American rival, Cadillac. Perhaps Dyson should have painted that car black with gold piping and called it a Cartier Town Car………white walled Goodyear slicks please for P Diddy Weaver……….Yo!

Dyson had run one of the new Reynards at the early January test sessions at Daytona but reverted to their Rileys for the race itself. “We were planning to have two Reynards,” said Dyson. “Due to a number of problems, we were not able to get even one chassis working. Right after our test here we had to make the decision to run the Riley and Scott. Our objective is to win races. We just felt that we had a better chance of winning the race with the Riley & Scott rather than the Reynard. This is the Super Bowl of sports car racing. This is a race where we’ve been fortunate to win it, and that’s our objective this time.”

“We’ve got high hopes for the Reynard, I think any new car takes three or four months to get sorted out. I think Cadillac need a little more time as do Reynard,” Weaver added.
The Ferrari of Alex Caffi was second on the grid just a tad slower than Master James. A battle royal was in prospect.

The Italian, nicknamed The Disco Kid during his F1 days was typically lyrical about his prospects, “This is a big event, I raced in Formula One, the top of racing cars, but this is a beautiful day in my life because Daytona is very famous, also in Europe. Especially in Italy, nobody forgets the finish of the three Ferraris in the late sixties. This is one of the most famous races and I’m very happy to be here.” A local newspaper reporter’s dream.

Also pretty content with the way things were panning out was the Reynard team, lining up fourth on the grid. They were confident of being on the race pace and felt that they could be dark horses in the hunt for victory.

The lead Cadillac was one place down on the Reynard, it was clear that there was plenty of work to do on these elegant cars.

GTO pole and first blood to Ron Fellows and the Corvette with a lap of 1:45.889. Ron, one of the smartest drivers you will ever meet, was pleased. “This is our first pole with the Corvette so we’re pretty happy. We really didn’t do much since the test. We found a pretty good set up there. This morning we made one little change to the back and off we went to qualify. Right at the end of the second set of tires, I had a perfectly clear lap. The guys sent me out exactly at the right time. I was able to maximize the grip we had with the tires for one or two laps right at the end.”

Corvette 1, Viper 0 but still all to play for.

Fellows was still realistic about the race, “We’re still the underdogs here at the Rolex 24, these guys have won two straight Le Mans’ titles and we’re still chasing them. But we’ve got the package together to race for 24 hours. It’ll be a long race and the fastest car doesn’t necessarily always win, anything can happen. You’ve got to be smart with so many cars. It really won’t thin out until 1:00 or 2:00 in the morning. The biggest thing is traffic, just staying out of trouble.”

Prophetic words, indeed.

1:52.028 was good enough to secure pole in GTU class with Dirk Müller on qualifying duties for Dick Barbour Racing’s GT3R. The loudspeakers were ringing out Friday at 6.30pm telling the faithful all to leave “The World Centre for Motorsport” for the day and head off to get rested in preparation for the race day. What would the Green Flag bring?

Saturday morning and the Sun punched its way West across the Atlantic, for those of us with business at Daytona International Speedway it was time stop admiring the colours over the ocean and head to the track. The weather was forecast to remain dry but it would get cold, even by European standards.

There were three clear contests in prospect, SR1 prototypes would head the field and all things being equal win the race. GTO would be a vicious bar brawl between the Detroit duo but if the boys up front did not watch it the Viper-Vette combo could get close, a podium for the fast and reliable GTs was a distinct possibility. GTU was almost certainly a Porsche walkover, numbers and speed would see to that.

There were, and possibly still are, two schools of thought about how to approach competing in the Rolex 24 Hours. The question is simply, is this a race or an endurance? Flat out racing or stroke it round looking after the car and hope to finish?

Some driven by bitter experience favour the latter approach.

Take Mike Brockman, Paul Newman’s teammate in 1995, who was back to help his friend attempt to win again. “I’ve done this race a lot of times, I led it once for 13 hours, unfortunately it was the first 13 hours. It took me 15 attempts before I won it, and that was in 1995. Jack Roush, who we drove for in 1995 said it best, we were talking in the morning before the race, and we were talking about race strategy, he said, ‘there will be no racing here until the sun comes up, and not until I say so. ‘If we make it, and the sun comes up, and we’re still alive, then we’ll talk about racing.’”

Well that’s one way of going about things.

The other strategy is go flat out and devil take the hindmost.

James Weaver, who was as hard and fast a driver as ever graced the tracks, expressed it this way.

“The top sports cars, they’re more than strong enough to race flat out for 24 hours. There’s not much you can do to nurse one of these cars along. If you’ve got a good driver in it, you might as well drive it as fast as you can because you won’t break it. When you’ve got to race against people like Alex (Caffi), they’re going to be going flat out, we’ll take the fight to them, and they’ll be coming after us. It’s just a question of, don’t get too hot headed in traffic. That’s always the game here.”

Anyhow all the planning in the world usually goes out the window as soon as the Green Flag drops and the field of prototypes were soon flat out on the banking. The initial pace was set by the Lista Ferrari 333SP driven hard as ever by Didier Theys. Almost from the start one of the main contenders for victory, the Risi Ferrari, ran into problems, Caffi spinning to the back of the field on lap 2, then within the hour there were transmission issues and fitting a new gearbox was the time consuming cure. Scratch one top prototype from the race.

With 79 cars starting the race, traffic, and how the leaders manage it, was always going to be a major factor. Given the disparity in speed and performance between the classes especially into the braking zones it was vital that the top drivers balance out ultimate pace with due circumspection. The best drivers really embrace the challenge of threading their way through the maze of cars in front of them.

Once again, James Weaver, explains things in his own, unique way. “Personally, the traffic element at Daytona, I find tremendously exciting and a real challenge. It’s like a high-speed video game or racing back from the pub through Piccadilly Circus in the rush hour. It’s just tremendously exciting. You try to judge all the closing speeds, what the other guy is going to do, see if you can recognize the helmet, determine who it is. When a car goes off line in front of you, you see if it’s throwing up dust, so you can tell if you can go off line. There are a thousand and one tricks you can do to make the race work for you.”

At the front the battle raged between the Lista Ferrari and the Lola Ford of Konrad Motorsports with the evergreen Jan Lammers leading the charge. This conflict continued for the first three hours until an oil leak delayed the #31 car. The #20 Dyson Riley & Scott took up the challenge shadowed by the leading Cadillac.
The gradual erosion of the lead prototypes propelled the GTO class battle into the the top ten positions overall. The #3 Covette of Ron Fellows, Justin Bell and Chris Kneifel pushing the #91 Viper of Olivier Beretta, Karl Wendlinger and Dominic Dupuy very hard and in case they stumbled there were the three support cars from the the Detroit duo in close attendance.

If there was any sign of weakness in the ORECA camp it was that Olivier Beretta was ill with the after effects of chicken pox, which meant that Wendlinger in particular would have to take up the slack. He rose to the occasion in a champion’s style.

GTU was, as predicted, a walk over for the Porsche 911 GT3R armada with the head of the pack being the Barbour Racing example with Lucas Luhr, Bob Wollek and Dirk Muller behind the wheel.

At around 6.00pm, just before sunset the leader slowed up with smoke coming from the engine bay. The Lista Ferrari limped back to the pits but their race was run.

“We had an air box fire,” said team manager Kevin Doran. “It’s kind of a documented problem with the Ferraris. It’s happened six or eight times before with different teams. It happened to us once before, at Portland last year. In a downshift deceleration mode you get an over-run of fuel in the air box, and for some odd reason, you get a backfire out of an air trumpet, and it ignites it, and all that excess fuel burns, and it takes out the injection wiring harness.”

The engine had ingested some of the debris so even re-wiring would be in vain as there was damage to the pistons. Didier Theys reflected on a race win that had got away. “The engine caught fire. We had a backfire and the backfire burned the wire harness, it melted a couple of trumpets, it even melted one of the butterflies. Too much fuel was going into the engine. I don’t know what happened. We’ve had one problem like this in the past, but that was after a pit stop. When you do a pit stop and you don’t clean up the engine properly, too much fuel goes into the engine and it starts to burn.”

The misfortune that had struck the Ferraris meant that the #20 Dyson Riley & Scott Ford of James Weaver, Rob Dyson, Elliot Forbes-Robinson and Max Papis assumed the lead but the big surprise was the pace of the #5 Cadillac.

Indeed at the 6 hour point the #5 car was at the head of the field with a 30 second advantage over the Dyson Racing Riley & Scott but it was not to last. A series of problems with transmission, brakes and suspension blunted the Cadillac challenge, but the team just kept repairing the cars and sending them back out, retirement was not even contemplated.

It was not only at the head of the field that problems were found. Porsche was having something of a nightmare with their new GT3Rs. Water pumps and consequently engines were failing and in numbers. This was not the way that Porsche does things, “Excellence was Expected” was something of a company motto right from the early days, so to introduce the first water cooled 911 based racer and then have water pump failures caused red faces throughout the paddock.

Bob Wollek summed up the situation ” There was no warning, no light, no temperature going up, it just went ‘BANG’ on the straight.”

The explanation was simple enough, sand that had been used in the engine block casting process had not been fully cleaned out and the residue was clogging the water pumps causing them to seize and then the engines to fail. In short order entries from Barbour Racing, Labre, MAC Racing, Racers Group, Skea, Seikel, MCR, PK Sport, Reiser Callas and Haberthur all retired as a result of engine problems. Not good.

During the long hours of darkness the race stabilised with the Dyson Riley & Scott having a ten lap lead over the chasing pack of Vipers and Vettes.

The 2000 Rolex 24 was run under unusually cold conditions with the temperature hovering just above freezing for most of the night. This put extra strain on the already exhausted crews who would take whatever rest they could between pitstops.

A routine pit stop for the leader, EFR out, Rob Dyson in. Behind the Dyson car and the factory Vipers and Vettes the privateer Chamberlain Vipers ran strongly, moving into the top ten overall as the Porsches failed.

The Corvette #3 ran flat out to keep up the pressure on the leading Vipers but could not quite close the gap. Here Justin Bell heads out for another stint in the dark.

At around 3.00am point the race changed course again. The #20 was 13 laps up on the #93 Viper but trouble was on the way as the leader started to slow. A pitstop to investigate led to the team removing the valve covers in order to find what has become a persistent but slight misfire. No broken rockers or valve springs were discovered but the restriction in pace and the unscheduled time spent in the pits cut the lead over the pack of GTO cars to 8 laps.

Another strong performer was the #6 Cadillac of Butch Leitzinger, Franck Lagorce and Andy Wallace. Early race problems had dropped them down the order to 69th but by 5.00am they were up to second place overall. They were seven laps down on the Dyson lead car and were scrapping with #91 and #93 Vipers. Then problems with the gearbox meant a complete change of transmission which cost them around 30 laps and any chance of victory for Cadillac.

So it was a sick Riley & Scott up against a charging pack of Vipers and a lone Vette, would Dyson make it to the finish line and score a second win in the Rolex 24 Hours?

GTU class was firmly in the grasp of the G&W Motorsports GT3R but shortly after 18 hours they too suffered the dreaded Porsche engine failure. Uwe Alzen was not happy, “We were more than 10 laps ahead and the car was running perfectly. The only problems we had were with a broken seat and something wrong with the jacking system.”

A surprise at sunrise was to see the Johansson Matthews Reynard still running. Four gearbox changes plus numerous other repairs had seen the crew exhaust themselves. However the warming rays of the Sun gave fresh hope to the survivors still running.

For the Dyson team the agony continued as the leading Viper and Vette chipped away at their lead till they slipped behind with just two hours of the race to go. The team could see this fate coming as they lost around ten seconds a lap to the GTO pursuers. Rob Dyson was philosophical about the situation, “Specifically, what happened was an exhaust valve had a crack in it starting about one in the morning. We had a high-speed misfire that was due to a crack in an exhaust valve, and those things don’t heal themselves.”
#91 held an advantage over #3 of around a lap but Pratt & Miller were not done yet. There would be a sprint to the finish.

The #3 Corvette got back on to the lead lap with an aggressive pit strategy and was really pushing in the final hour. Ron Fellows rung the neck out of the Vette but Karl Wendlinger was up to the task in hand and was 32.7 seconds in front when the Chequered Flag dropped at 1.00pm Sunday. Victory, the closest margin in the race’s history, for Viper and Oreca.

The team had remained calm even during the late onslaught from the #3, “Before I left the pits for the last half hour of the race, I knew the Corvette could be very fast, and that Ron Fellows was a very fast driver,” said Wendlinger. “But I also knew that throughout the race we’d learned how fast our car could run, and that we could win the race with the pace we’d set.”

Celebrations then in Victory Lane for the French team and much later in the Shark Lounge………………….Hughes de Chaunac, Team Principal of Oreca, was ecstatic, “It is hard to imagine you can win a 24-hour race by 36 seconds. The entire Oreca team did a fantastic job all weekend, Dodge gave us a tremendous racecar and it was our job to perform. The Corvette proved to be a tremendous challenge to the Viper and we respect their programme. It sets up an epic battle for when we race Le Mans.”

Beaten by the narrowest of margins, the Corvette team was disappointed but rightly proud of their performance, it was the first of many such displays in the following seasons.

Surviving the carnage in the Porsche GTU ranks was the Haberthur 911 GT3R driven by Fabio Babini, Luca Drudi, Gabrio Rosa and Fabio Rosa. They finished 8th overall and were worthy class winners.

Adding to joy in the Dodge camp was the top ten finish for two of the customer cars run by Chamberlain Motorsport.

The top brass at Chrysler were very pleased, John Fernandez, Director of Engineering and Speciality Vehicles, had this to say. “This is a historical moment. An outright win in one of the world’s most prestigious endurance races by a production-based car like the Dodge Viper GTS-R is rare and hard-earned. In fact, the Dodge Viper GTS-R – now a Le Mans and Daytona 24-hour race winner – is remarkably like the Vipers that you can buy from your neighborhood Dodge Dealer. Not only does it look the same, but it uses the same basic engine, chassis, transmission and suspension. If push came to shove and we needed to, we could have gone out to the Viper Owners’ Club Parking Paddock in the Infield and swapped parts with our customers’ cars. The only significant differences are a full roll cage for safety, a carbon fiber body (versus composite plastic bodywork on the street cars), a dry-sump engine and racing slicks. But having a great production car to start with gives us the edge on the track. And conversely, having a great racing car makes our street cars better.”

So Grand-Am had kicked off their existence and what a way to start.

Grand-Am President, Roger Edmondson and his team were overjoyed with the first event, ” The Rolex 24 at Daytona was not just a great first race for Grand-Am, it was an outstanding motorsport event by any basis of judgement.”

Those of us who had shivered our way through the cold Floridian night would agree whole heartedly. Grand-Am was on its way.

John Brooks, January 2013

No comments Alex Caffi, Bob Wollek, Cadillac, Cadillac Northstar LMP, Chevrolet Corvette C5-R, Daytona 24 Hours, Daytona International Speedway, Dick Barbour Racing, Didier Theys, Dodge Viper GTS-R, Dyson Racing, Ferrari 333SP, Grand-Am, Gunnar Jeannette, James Weaver, John Fernandez, Karl Wendlinger, Kevin Doran, Mike Brockman, Oreca, Paul Newman, Porsche 911 GT3R, Pratt & Miller, Reynard 2KQ Judd, Riley & Scott MKlll, Rob Dyson, Roger Edmondson, Rolex 24, Uwe Alzen

The Battle of Evermore

January 24, 2013 John Brooks Cool Stuff, Nostalgia, The Blink of An Eye

All things considered I have been a lucky man, perhaps not in a financial sense, I have been too slow to really make more than a buck or two, but I have met many fine folks along the highway of life and I have been enriched by them in other ways. My old friend David Soares has brightened up my (and hopefully yours) day with this peek into that lost continent, the past. I hope you enjoy it as much as I do. Wealth is not only measured in monetary terms………….

The title of Thomas Wolfe’s novel You Can’t Go Home Again has launched a thousand journalistic ruminations about the futility of searches for times lost but perhaps, like other ruminants, they’re simply contributing to climate change. In opposition to this popular view, the Romans saw history as man’s long downfall from a past Golden Age and they aspired to restore the past, not to dismiss it. This month I saw two tributes to our own past, which served to remind me that maybe we ought to stop re-inventing the wheel and just maybe aspire to revive our own Golden Age.

The first was the recent Kennedy Center Honors for the boys who recorded at Bron-Y-Aur cottage forty years back. After a pathetically American introduction by Jack Black, the now gray-haired Jimmy Page, Robert Plant, and John Paul Jones nodded politely at a few lame attempts at impossible covers. It seemed as if the ghost of Keith Moon was in the room and that things were going over like the lead gas-bag he famously predicted. Then Ann and Nancy Wilson (who long ago performed as a Led Zeppelin cover band before calling themselves Heart) took the stage accompanied by an orchestra and full chorus, along with the only man who can truly lay down a Bonzo percussion line, his son Jason Bonham. From Ann Wilson’s first notes, their rendition of “Stairway to Heaven” was better than perfect. By the climax of Shayne Fontaine’s note-perfect tribute to Stairway’s soaring solo, Jimmy Page was mouthing the cord changes and smiling beatifically while Robert Plant openly wept. You can go home. (See their performance here: http://youtu.be/JK_DOJa99oo)

Ten days after, I went home to 1972 once again. The proprietor of this website, Mr. Brooks, has been after me for years to purchase a decent scanner to digitize my trays of Kodachromes from the amazing early-‘70’s Laguna Seca Can-Am races that I’ve been carrying around since my boyhood. There is no sight or sound like a field of thundering Group 7 cars taking the green on the front straight at Laguna, driven by the likes of Revson, Hulme, Donohue, Follmer, Siffert, Stewart, Andretti, Oliver, Cevert, Scheckter, Elford, and Redman. I freely admit to having been warped for life by the experience by a monkey that I will never get off my back.

My neighbor down the road, Bruce Canepa, recently began fettling George Follmer’s 1972 Can-Am championship-winning Porsche 917/10, chassis -003, for the new owner after handling the $5.5M sale this past August at Mecum’s Monterey auction. The crew of his state-of-the art facility in Scotts Valley, California is handling several cars for the same enthusiast owner, including Peter Revson’s 1970 L&M Lola, Denny Hulme’s 1970 Can-Am championship McLaren M8D, and the ex-Jackie Oliver 1974 champion Shadow DN4 recently purchased from Don Nichols. Bruce is no stranger to the mighty 1000-horsepower 917/10, having owned and raced the ex-Georg Loos chassis -017 for the past decade. The car was to be rolled-out shortly after New Year’s at a private track day at Laguna Seca, where I had seen the car raced over 40 years ago.

Much has changed at what is now known as Mazda Raceway Laguna Seca in the four decades since the original Can-Am, but in many ways the start-finish straight is like it was when I was a teenager with hair hanging down below my shoulders and a borrowed range-finder camera. The day began wet, just as the weekend did back in ’72, but in the afternoon the clouds parted and the track dried. Mr. Canepa took -003 out for a few laps to warm the fluids and conduct a final systems check before turning the car over to its new owner. Bruce came around for his final lap and I stood at the pit wall as he properly opened-up the throttles the way George Follmer did back in the day. Suddenly, I was transported back in time by the whoosh of 12 air-cooled and turbocharged cylinders making a big chunk of their Metzger-designed 1000 horses. The sight and sound of a 917/10 returned to its stunning white, red, and black L&M tobacco livery literally made me weak in the knees.

What was special about those Canadian-American Challenge Cup races? The races were, after all, just races. The reason that we turned up every year was to see what was going to come off the trailers. The fields of Group 7 were incredibly diverse. Jim Hall introduced wings and sucker-cars for Hill and Elford; Gordon Coppuck’s papaya-orange Big Macs driven by Bruce, Denny, and Revvie were different every season and always better than the Trojan customer cars; Don Nichols’ AVS Shadows were truly innovative; Eric Broadly’s Lolas gave drivers like Surtees, Stewart, and Donohue something new and different; and Hans Metzger and Helmut Flegl changed the game with their 917 variants for Siffert, Donohue, and Follmer. The amazing cars were reason enough to turn up, and in those days before Led Zeppelin performed at Bill Graham’s first stadium show, thousands did.

Most pundits have wanted to place blame for the demise of the Can-Am at the feet of Roger Penske and Mark Donohue, who with Metzger and Flegl developed 1972’s 917/10 into the amazing 1200-horsepower 917/30, but I will have none of it. The year 1973 was the beginning of a long global economic crisis linked to oil. Nobody had the budget to go racing in the unlimited class, and gas-hog 8-liter Chevy’s and 5.4 turbo Panzer’s were far from politically correct when most Americans were lining-up for hours to simply pump gas into their Pintos. The result has been decades of spec and consumption-based sportscar formulae which lack the pizzaz and diversity of the Golden Age of the Can-Am.

Today, with the takeover of the ALMS by NASCAR’s Grand-Am subsidiary, we are again being fed more spec-formula pablum. Close racing is promised, between the same cars and teams year after year. No diversity. No anticipation of seeing something new, different, and better. The racing will be good, but if I want to see good racing I can watch the shit-boxes of the WTCC. This is why Rich Guys lined-up transporters at Laguna to run a bunch of old cars rather than invest in spec-racers.