The role of Team Photographer with a endurance sportscar outfit is a delicate one requiring tact, patience and perseverance, as well as skills behind the lens. It is a strange kind of hybrid position, not one of the bosses or drivers or sponsors but also not really one of the guys………the photographer does not do all-nighters mending the damage caused by the latest hero’s antics on track……..nor do they pull the seemingly endless long days back at the workshop preparing the cars in the first place. If you believe some of the others in the team they just point and shoot.
One analogy that springs to mind, it is like the position of the governess in a Downtown Abbey-style house, not family nor servant, neither upstairs or downstairs……….. Most of us who try to chronicle the progress of a team round the clock are tolerated at best.
Like any rule there are exceptions that prove matters. One such example around the turn of the century was to found at Dyson Racing, a no bullshit outfit with all feet firmly on the ground. If you could win the approval of Pat Smith and the guys and gals from Poughkeepsie then you were the real deal. Dr. Brian Mitchell was their bard, their recorder of memories, and as the years pass these recollections become more and more precious to remind those involved of the good times and the good people.
Brian was without question one of the guys, his commitment to the task was clear and unambiguous, the team certainly recognised it. On the odd occasion when I would show up for a Dyson pit stop in the middle of the night at places such as Daytona he would be on hand, part of the process just as much as the man with the tyre or the stopwatch.
So it is illuminating to see his work, a couple of decades down the line, a reminder of a tough week that ended in triumph as Dyson Racing took their second Rolex 24 victory in three years. The times were a-changing with a new century and a new approach on the way, progress they called it………….
Enjoy the view from inside the winners’ tent and share their achievement or at least their pride and joy standing on the podium…………we all know in our hearts it is transitory at best but the view from the top compensates for all that.
Malcolm Cracknell was one of the pioneers of sports-car racing media on the internet as the World-Wide-Web was known in those innocent times. SportsCarWorld,TotalMotorSport and finally DailySportsCar were the introduction for most of us to the concept of paperless information in real time rather than on a weekly cycle. I joined Crackers on this journey at the start and now as we head for the winding down laps we spend time looking back as well as forward.
1999 is the target this time round for the Tardis……….
John Brooks and I are quite proficient at nattering away on
the telephone. We call it “living in the
past”, because we always return to discussing racing in a previous era.
For various reasons, I’ve been thinking about 1999
recently. Conveniently that’s two
decades ago, but with the state of my brain, I’ve inevitably forgotten things
that I wish I could remember – so I’ve had to consult the reference books (and
What I do remember is that in late ’98, I was planning a
trip to the season-opening Rolex 24.
Presumably, finances dictated that it was either the Rolex or the
Sebring 12 Hours (in early ’99). I have no idea why I chose the first of the
two endurance classics): perhaps it was simply a desperate desire to escape the
British winter for a few days? I’m
guessing that I hadn’t absorbed how the maiden Petit Le Mans in ‘98 was going
to set the tone for US
endurance racing in years to come. Had I
had any clue, I would have undoubtedly chosen Sebring.
But I certainly didn’t regret going to Florida in January. The first person I met after stumbling into
was Andy Wallace. Oddly, I’d not yet met
Andy: our paths simply hadn’t crossed.
But I was encouraged to find that he knew who I was and that he’d seen
the last news item I’d posted, before dashing to Gatwick. That was an image of the new BMW prototype,
which would make its debut at… Sebring.
Andy and I were both a little perplexed by the BMW’s single, pointed
roll hoop: the governing body was trying to mandate full width roll hoops, but
BMW (and others, subsequently) had presumably found a way round the wording.
I loved Daytona! It
was relatively straightforward to cover the race, live and single-handed, on
the internet – by dashing to the nearby pit-lane every hour or two to grab a
pitstop photograph and, hopefully, a comment from a competitor, then rushing
back to the media center, to pick up the threads of the race.
I was delighted when Dyson Racing took the overall win (AWOL,
Butch Leitzinger and, appropriately, the way the season would evolve, EF-R) –
and also with Brit David Warnock being part of the winning GTS crew in Roock’s
Porsche. This was the event that saw the
debut of the Corvettes, and thanks to a fortuitous bit of timing, I managed to
grab 15 minutes with Doug Fehan, before the track opened. He talked me through the technical aspects of
the car – and immediately planted a soft spot for the Corvettes in my
brain. They weren’t race winners yet,
and anyway, I always liked to see privateers beat the factory cars, which is
just what the Roock Porsche managed.
Years later, James Weaver told me what he thought of the
power output of the (restricted) Ford V8s in the Dyson R&Ss. ‘You can come past the pits (at Daytona) flat
out, take your seat belts off, stand up, turn through 360 degrees, sit down, do
your belts up – and still have time to
brake for Turn 1’, was the essence of his complaint!
170mph+ was nowhere near fast enough for James. He wanted to reach at least 190. My only conversation with James during that Rolex
meeting was a snatched “Stu Hayner has binned it (the #16) at the chicane,” at
some point during the night.
Right, I’m getting near to the point of this piece now: the
1999 ALMS season, and the influence of one (great) man. I’m not about to review the whole ’99 season:
I’m just going to refer to Sebring, the Road Atlanta sprint race and the finale
at Las Vegas.
I think I’ve already told you that I finally ‘discovered’
youtube last year: I moved house, had to buy a new TV decoder thing, and really
by accident, found that I could watch youtube on the TV (I can’t look at a
laptop for any length of time, because of my illness). And there on youtube are highlights of all
the ALMS races! Brilliant!
Sebring in ’99 was clearly an epic event, and I should have
been there. A huge crowd, a fantastic
entry (58 cars) – including van de Poele / Enge / Saelens in that gorgeous
Rafanelli R&S Judd, a car that Eric vdP described somewhere (at the time)
as, paraphrasing here, ‘the best car I ever drove’.
The admirable Belgian leapt into the lead at the start, and
kept the BMWs at bay for 11 laps, before pitting with a misfire (it eventually
retired after 185 laps). BMW tried to
‘shoot themselves in the foot’, which enabled the EF-R / Leitzinger Dyson
R&S to stay in touch with the surviving factory entry of Lehto / Kristensen
/ Muller – which set up a great finale, with Weaver plonked in the R&S to
try and chase down TK. He came up short
by about 17 seconds at the flag. Great
Audi finished third and fifth with their original R8s – and
a year later, the ultimate R8 would transform prototype racing. Porsches took the GTS and GT classes – as
Corvette Racing continued to develop the C-5Rs.
I’ve no recollection of how (as it was then)
sportscarworld.co.uk covered that Sebring race, but for the Road Atlanta event
in April, the site had the benefit of Philip XXXX’s reporting skills. Alas, I can’t remember Philip’s surname, even
though we have since been in touch on Facebook.
How frustrating! Sorry
Philip. But what a classic race you saw
Andy Wallace led from the start for Dyson (the BMWs were
absent as they prepared to win Le Mans),
but was called in during the first caution period, which turned out to be the
wrong move. vdP and David Brabham (this was the debut of the mighty Panoz
roadster) started well back, after some kind of ‘qualifying times withdrawn’
nonsense – and while the Panoz was a handful during its first run ever on full
tanks, the Rafanelli entry was going like a dream. vdP picked his way through virtually the
whole field and took the lead, which set up a conclusion in which partner Mimmo
Schiattarella saw off Didier Theys in the Doran Lista Ferrari, to win by 25
The V12 Ferraris seemed handicapped by their restrictors in
’99, in ways that the V10 Judd-powered R&S wasn’t. The commentators (rather unfairly) suggested
that the V10 might fail in that last stint – but it was as simple as an
over-filled oil tank blowing out the excess.
I wonder if Dyson Racing ever considered converting their
cars to Judd power? Kevin Doran eventually
did just that with his 333 Ferrari, creating the famous ‘Fudd’.
EF-R / Leitzinger finished third, as their points tally grew
steadily, while Don’s LMP Roadster S finished a fine fifth on its debut.
The Schumacher and Snow Porsches had a great race in GTS
(the former just winning), while PTG won GT – with none other than Johannes van
Overbeek partnering Brian Cunningham. Is
Johannes the longest serving driver in the series?
Don’s series. That
was a sad day, back in September last year, when we learned that Don had passed
away. The greatest benefactor that any
series has ever had? Did he ever get
annoyed if his cars didn’t win? To my
knowledge, he never did. He genuinely
seemed to simply love a great event, his event, attended by huge numbers of
I know how much he loved it when the orange, Lawrence
Tomlinson, Panoz Esperante won its class at Le Mans: when his bellowing (prototype) monsters
beat the Audis, he was clearly thrilled – but he didn’t seem to demand race
wins, the way others might.
My Don Panoz story came a few years later, in the spring of 2004. For the full story, you’ll have to wait until my book is launched (I think enough years have elapsed for the tale to be told), but in essence, Don was grateful for a story that I didn’t write. Don and Scott Atherton approached me in the Monza press room (it was the ELMS race), and Don expressed his personal thanks to me. I was touched!
Incidentally, I’m hoping the book will be launched at Brands Hatch on May 25. Anyone who reads this is invited to attend – and I’m sure you’ll announce it on DDC nearer the time, once it’s confirmed. Thanks in advance for that!
Right, back to 1999.
Don’s cars took a 1-2 at Mosport (Tom Kjos had taken over reporting
duties – and what a great job he did over the years), won again at Portland,
lucked into the win at the second Petit Le Mans (that man Wallace joined
regulars Brabham and Bernard), lost out at Laguna Seca – and all the while,
EF-R had been racking up the points.
The proposed San Diego race
didn’t happen, replaced by a fanless Las
Vegas – and I was determined to be there. With the help of Brooksie, Kerry Morse and
Cort Wagner, the trip was on.
The TV highlights of that race don’t match my memories in
one, significant respect… Having qualified eighth and ninth, the Dyson entries
experienced very different fortunes.
AWOL and Butch in #20 were out after just 22 laps with gearbox trouble,
but James was EF-R’s ‘wingman’ in #16.
In the opening exchanges, my memory is James really going for it – but
the highlights on youtube don’t really show that. I can still picture the Riley & Scott on
a charge, its driver all ‘elbows out’ as he battled to give Elliott a chance of
the title later on. Jean-Marc Gounon was
almost as boisterous in the DAMS Lola: it was fantastic entertainment.
But #16 then suffered with a fuel pressure problem, and it
looked as though the Panoz drivers (B & B) would be title winners – until
their engine failed with 17 laps left. BMW finished 1-2, but EF-R limped home
sixth and he was the drivers’ champion.
I surprised James Weaver by appearing in the pit-lane
wearing his old, ’96, BPR
Gulf overalls (lent to me
by Kerry Morse – I’ve no idea how he got hold of them).
“You’re wearing my overalls!” said an otherwise speechless
Oh, the Rafanelli R&S was first retirement,
unfortunately, with overheating. Was it
the right move to park that car and race a Lola in 2000?
Cort Wagner was the champ in GT, while Olivier Beretta took
the honours in GTS, in an ORECA Viper, a car that I haven’t mentioned in this
tale (Le Mans
was the initial priority). Wagner and
Muller won their class at Las Vegas,
with the red and white Vipers 1-2 in GTS.
My last thought here is connected to youtube, again. Something I’ve been getting interested in is
the whole 9/11 thing. I’m not going to
ram my thoughts down your throat – but I would like to suggest that you look up
Rebekah Roth, Christopher Bollyn, Barbara Honegger and / or Richard Gage, and
listen to some of their views on what really happened in September 2001. The more you find out, the more extraordinary
that tale becomes. If you find that lot
interesting, you might also consider looking up ‘Operation Mockingbird’.
Now, I’ve got to go and look up my favourite ALMS race on
youtube: Laguna Seca in 2005. I think
that was the one when John Hindhaugh ‘did his nut’ when the overall leaders
came up to lap the scrapping Corvettes and Aston Martins. Great memories (or just plain “living in the
A new year, a new beginning – we kick off 2019 with a fresh approach and a new contributor to our site, Martin Raffauf. Martin has been a familiar figure in the IMSA paddocks for well over 30 years working in a variety of teams. At the Le Mans 24 Hours in 1998 Martin was part of the Moretti Racing crew honoured by the ACO, being awarded the prestigious ESCRA Trophy. So a big welcome to Martin who brings us the behind the scenes story of the winning team from the 2002 Rolex 24 Hours. In a neat postscript to that tale he returned with the same guys and the sister car some 15 years later to Daytona International Speedway………..so enjoy the first of hopefully many pieces to enjoy.
Perseverance pays off – 2002 Daytona 24 hours > Replay 2017 (The reunion of car and team at the 2017 Daytona 24 Historics race)
2002 was a transition year for the 24 Hours of Daytona. It would be be the last season for the open cockpit sports prototype cars that had basically run in IMSA, USRRC and Grand-Am since 1994. In 2003 Grand-Am was switching to the new Daytona Prototype, a closed cockpit car built to a completely different rule set.
Doran-Lista Racing entered one car at this race, a Dallara SP1-Judd. The team was basically a partnership between Fredy Lienhard, the Swiss Industrialist, and Kevin Doran, who ran a race team out of his shops near Cincinnati, Ohio. The team was sponsored by Lista, Fredy’s company in Switzerland (with a US manufacturing plant). Lista was and is involved in the production of industrial cabinets, work shop equipment and office furniture. Fredy had started racing in IMSA in 1995 running a Ferrari 333 SP. For the 2002 season he purchased two Dallara SP1 LMP Chassis (#001 & #005). These were the cars built for the French Viper Team Oreca outfit with Chrysler and PlayStation sponsorship to compete at Le Mans in 2001. The SP1 was a descendant of the all conquering Audi R8, which was also built by Dallara. The engines used were the 4.0 liter Judd GV4 V10, which was a derivative of their earlier 3.5 liter F1 engine. Subsequently the GV5 evolution was also used. The engines ran under the ACO/FIA restrictor formula and horsepower in this restricted form was probably in the range of 610 hp, maybe a little more in sprint trim. Most of the cars we would run against were older designs, like the Riley & Scott Mk III, and Risi Competizione’s Ferrari 333 SP. In addition Riley & Scott had developed a new Mk III C, and would run this as a factory entry for Jim Matthews. Most of these cars were well sorted and a known quantity to those running them. The Dallara was almost brand new to our team, and though we had raced it at the Daytona Finale in November 2001, the team was still learning the car and sorting out the setup.
The Major competition to us at this race would come from the Riley & Scott Fords entered by Dyson Racing, the Risi Competizione Ferrari, the Champion Racing Lola Porsche, Jon Field’s Lola Judd and the Factory Riley & Scott Mk III C.
The driver lineups were very good. We had Fredy, Didier Theys, Mauro Baldi and Max Papis. The Dyson cars would be led by James Weaver supported by Rob and Chris Dyson, Butch Leitzinger, Elliot Forbes-Robinson, Dorsey Shroeder, and Oliver Gavin. Jim Matthews’ team consisted of himself, Scott Sharp, and Robbie Gordon. The Champion Porsche was driven by Andy Wallace, Hurley Haywood, Sascha Maasen and Lucas Luhr. The Risi car had Stefan Johannson, Eric van de Poele, David Brabham and Ralf Kelleners. So the driving competition would be stout, plenty of winners and champions in that group.
The Dallara was very quick in Practice and Qualifying. Didier Theys duly took Pole Position, so we felt good about the car’s potential. However, we had no idea if it would run for 24 hours. It was nice to see the fax on the Doran Racing truck blackboard the next day, from the Dallara Factory in Italy, congratulating us on the Pole and wishing us success in the race.
That night Kevin (Doran) called a team meeting in our food tent which was behind the pits, down near pit exit. He thanked us all for the work so far, and remarked that we had a fast car, but he was not sure if we had a reliable car, as we had no experience with it over this distance. He asked us to not lose hope or focus, as strange things had happened in the past in the various Daytona 24-hour races. I mentioned that I had seen several as I had been coming to this race since 1971. I witnessed things such as Pedro Rodríguez’ 917 losing a lead of over one hour in 1971 while his mechanics rebuilt his gearbox. He went on to win anyway. In 1992 the attrition rate had been very high, and a Dan Gurney entered Toyota won the race after spending more than two hours in the pits rebuilding the gearbox. So anything could, and usually did, happen, at Daytona.
The race started well for us, with Didier taking an immediate lead and we ran strongly for the first 10 hours. The Champion Lola Porsche came to the pits on the warm-up lap to replace a spark plug, and spent most of the first hour in the pits. The Risi Ferrari challenged for the lead during the first five hours but eventually dropped out with a broken transmission. Both Dyson Fords were out of contention early on and retired mid-race with engine failures. The race soon settled into one between us, the R&S factory car of Jim Matthews, the Ascari and the Field Lola B2K/10. After 10 hours the Ascari’s engine went bang and then we started having electrical problems, and the battery needed to be changed. This was an awful job on this car, as the smallish, lightweight battery was stuck in the bottom of the right front side of the cockpit underneath an electrical panel, so was hard to get at. The Matthews’ Riley & Scott then took the lead but was soon in trouble with its own electrical issues resulting in no headlights. This took a while to fix, as they could not figure out what the problem was. We watched each other closely, as we were in adjacent pits separated only by a break in the wall. This meant that through the night we would leapfrog each other for second place, depending on the timing of the various problems.
Meanwhile the Jon Field Lola was circulating at a slower pace, but had pulled out a lead of a few laps. Around 4 am, the Matthews’ car pitted with a broken exhaust which had to be changed. That was a messy job on a 6.0 liter Elan (Ford) engine while it was hot. We thought we had finally left them behind, when we had to change another battery. So, at daybreak we were about 7 laps behind the Field Lola-Judd and about 15 laps ahead of the Matthews’ car. Max Papis was driving and pushing hard to try and close the gap to the Lola. At around 8.30am, the Lola broke a drive shaft and was towed back to the pits as it was in a dangerous place on the track.
After some work, it went out again, but stopped almost immediately with a broken input shaft in the transmission. Max then took the lead as he made up the laps on the stationary car. Tatiana Fittipaldi (Emerson’s daughter) was in our pit, as she and Max were dating at the time. So, we were giving her a blow by blow account of the race progress, as Kevin and Max discussed the race situation over the radio, and the rest of the crew listened in on our headsets. At this time we were trying to slow Max down, as we had a large lead over the second placed Riley & Scott. And since the Dallara was an unknown car at this distance, we did not want to push any harder than we had to.
At about this time with 6 hours to go, I asked John Judd Jr., our engine man, “Well the engine ran for 24 hours on the dyno right?”. He said, “Actually no, we never got one to run for more than 20 hours on a dyno”. Great, I thought to myself. I’d hate to come this far and have it blow up now. He said, “We just keep going and see what happens.” Most of the other teams were surprised it was still running now after 18 hours. Jim Matthews told me later, he fully expected us to drop out with engine failure. In 2000 he had run a Reynard-Judd (the same engine we had) and finished the race, but he had spent some 5 hours in the garage changing gearboxes, so it was not a full 24 hours of racing.
Since about the 12-hour mark, Kevin had been having us check the rear wheel bearings on each pit stop. As again, we had not run this car for that long, and didn’t know what to expect. The right rear had started getting loose. If we were racing for the lead, we would have left it, but since we had a cushion, Kevin decided we would change it. We just changed the whole upright, which caused us to lose about half our lead. Luckily the car had no other issues as the clock ticked on. With about 20 minutes to go, we called Mauro Baldi in, to put Fredy in for the finish. It was his car and his team, so it seemed fitting, and the crew wanted him to finish the race. He took the Checkers and became the second Swiss to win Daytona after Jo Siffert some 34 years prior. It made front page news in Switzerland, so we were all happy for him. I had been fortunate to be on a team that won Daytona for the 3rd time (1981, 1998, 2002).
Fredy was a master at matching business to
racing. He used racing as a marketing tool for his business and was very good
at it. I asked him once how he related the two. He explained how business could
learn a lot from racing. Teamwork,
preparation, determination, organization, and planning. Fredy was successful at
both, and we were proud to be associated with him.
Fredy still owns the winning car. Today It
sits in his museum/ automotive learning center, Autobau, in Romanshorn,
Fast Forward to 2017, 15 years later. The winning Dallara from 2001 has been part of the collection in Fredy’s Autobau for years, while the backup car, #005, has sat in Kevin Doran’s workshop on display in Lebanon, Ohio since 2002. For 2017 Fredy Lienhard decided we should run the car at the HSR Daytona 24- hour historic races. It would be a reunion of sorts, 15 years later. Chassis #005 would be prepared and entered.
The HSR (Historic Sportscar Racing) sanctions various vintage races in the USA, one of which is run every year at the famed Daytona International Speedway in Florida. It is a format very similar to the Le Mans Classic in France. Groups of cars (6 groups) basically run four times for a little less than one hour. For example, the Dallara, in group D (Sports cars from 1994-2003) would run at 4pm, 10pm, 4am and 10am over the course of the 24 hours. Cumulative time would determine the finishing order. Although, this is not really a race per se, as a lot of the cars are not driven too hard, as they are of course, old.
Some of the old team were still around. Fredy, his son Fredy Jr., and Didier Theys would do the driving, (Fredy and Didier were two of the race winning drivers in 2002, while Fredy Jr, did drive in some of the IMSA races he did not drive at the 24 hours that year) Kevin Doran’s organization would prepare the car. A few of the old crew from 2002 were available including myself, Dave Doran, Don Caesar, Glenn Smith, Dee Drook and Russ Faber, and of course, Kevin Doran, the team leader.
The car was prepared, and gone thru, as it had been sitting for some years. A five-liter Judd V10 was installed (the engine we ran in late 2002, not at the 24 hours, which was the 4-liter version) A paddle shift system was installed to assist the drivers. This was a modification that was not used in 2002, as then the car had a regular manual transmission shifting system. The team had tested the car some weeks before, and all had worked perfectly. Didier had done a 1:42 lap at Daytona, a few tenths slower than his pole time of 15 years before.
We unloaded the car with high hopes on Tuesday of the race week. It looked pristine sitting in the garage.
Wednesday practice started, and so did the problems. Didier completed a few laps, turned it over to Fredy and then Fredy Jr. Fredy Jr, noted there were some issues with gear shifting that just did not seem quite right. He attributed it to his lack of recent experience in the car, and not having driven the paddle shift system in 2002. We all agreed. Actually we should have paid attention to what he was saying. Usually when a driver tells you something is not “quite right”, it isn’t. The issues got worse, the car would get stuck in gear, jump from 4th to 2nd, that kind of thing. We returned to the garage and removed the gearbox internals, which on the Dallara is a side removal on the right, not a rear removal. None of us really remembered the process for this, so the first time was a bit ragged, but we would get much better at it as the week went along!
The ragged shifting had destroyed several gear dogs and dog rings, and there were a few pieces broken in the paddle system. All this was replaced, and we went out again. A little better, but still the same issue, out came the gearbox again. More destroyed dogs, this time a bad sensor was found on the box, which may have contributed to the original problems. In the meantime the engine had started acting up. Didier reported that upon shifting into 6th gear in the Daytona east banking, the engine would seem to lose about half the cylinders. The Judd support guys, along with Kevin and Noah Bailey (team data engineer) pored over the data, and the determination was that one of the ECU boxes might have gone bad. This was replaced.
The new ECU fixed the engine issues, but the gearbox was still acting up. At this point it was Friday, and the race was starting on Saturday. We had already missed qualifying and would be starting in the back, so Kevin decided to just put the manual linkage back on, rebuild the internals once again, and we would go with that. Saturday morning in a warm up, all worked perfectly, engine and transmission. The team was very relieved.
The race got underwayand we maintained competitive speeds. Our main opposition was another Dallara, a later Oreca one, A Riley and Scott MK III C with a large engine, and some Generation 2 Grand AM DP (Daytona Prototype) cars. There were of course many GT cars from that era running also.
In the first night session, Didier Theys had a scare when the right rear Avon tire disintegrated in the east banking in 6th gear. Luckily, he got it back to the pits without major damage. In the last stage at 10 am Sunday, Didier started, passed all 5 cars in front of him, and set the fastest race lap at 1:40.7. He came in for the mandatory 3-minute pit stop, and turned the car over to Fredy Lienhard Jr. We looked like we may get a podium finish, but it was not to be as another Avon tire disintegrated. Fredy was able to get the car back to the pits without damage, but the loss of time due to extra stops and tire failures cost us and we ended up 4th overall, and 2nd in D-1 category behind the other Dallara of Flourent Moulin who won the D group race.
It had been a grand event. The team’s other car, a 2006 FIA GT3 Ford GT had won its class and finished 10th overall in Group E. It was driven by Brad Jaeger, Lyn St. James and Memo Gidley.
What would become of the grand old Dallara? The future is undecided. But for now, it was back to the showroom! It had been a great journey back in time bringing back all the memories of the Rolex 24 in 2002.
For over a quarter of a century Patrick Peter has been one of most successful promoters in motor sport, rivalling his former partner in crime at BPR, Stéphane Ratel.
The Le Mans Classic, Tour Auto and Chantilly Arts & Elegance are all world class motoring events that Peter has created but even he had to admit defeat some 20 years ago when he attempted to get the GTR Euroseries off the ground.
The wildly successful BPR-run Global Endurance Series for GTs splintered in late 1996 under pressure from the FIA aka Bernie and Max on the topic of TV rights. It also suffered from conflicts of opinion that the ruling trio had with each other on the future direction of their partnership, I tried to document that turbulence back at the time. http://www.doubledeclutch.com/?p=10162
The net result in 1997 was the FIA GT Championship, a partnership between Stéphane Ratel and Bernie Ecclestone. It was wildly successful in its first season but under the surface it had already laid the ingredients for its own destruction by allowing Mercedes-Benz to drive a coach and horses through the homologation protocols as understood by the other manufacturers. The GT1 class of the Championship collapsed at the end of 1998. The FIA GT Championship only just survived to run the GT2 cars again for the following season without the factory teams, Chrysler Viper excepted. It was a lesson that Stéphane never forgot, keep the manufacturers under control, support the gentlemen drivers.
Patrick Peter launched the French GT Series in 1997 and that was taken over the following year by the Stéphane Ratel Organisation. So Peter then attempted to promote a European GT contest in the spirit and style of the early BPR days, the GTR Euroseries. In the end five rounds were held; Jarama, Paul Ricard, Misano, Nürburgring and Spa. The grids were considerably smaller than expected and Peter admitted defeat after the Belgian event held in late July.
There were quite a number of positive aspects to the series, the conviviality of the paddock was in contrast to the “korporate kulture” that AMG-Mercedes in particular brought to the FIA GT Championship, I know which one I preferred. The GTR grids were largely a collection of Porsches of varying vintages and performance, GT2, Cup Cars etc. The first round in Spain was won by the McLaren F1 GTR of Thomas Bscher and Geoff Lees, it would prove to be the penultimate international victory for the F1 GTR.
The following race held at Le Castellet would also be a landmark for one of those ascending the top step of the podium. This being the final international victory for the irrepressible Barrie ‘Whizzo’ Williams, one of the most popular figures in British motor sport for over half a century. He shared the win with Maxwell Beaverbrook and Geoff Lister in the former’s Porsche 911 GT2 EVO.
A proposed double header with John Mangoletsi’s ISRS to be run at Brno foundered when the Czech circuit’s pit and paddock facilities were not rebuilt in time. Mango’s Barmy Army went anyway, GTR Euroseries headed for the Adriatic and Misano. The contest would be shared with the anaemic Italian GT series and for reasons that were not clear then or now the Enzo Calderari/Lilian Bryner Ferrari 333 SP was also allowed to race….six seconds a lap faster than the GTs…..it looked and sounded great till the oil pump failed early in the proceedings.
The contest had two elements, the four hours GTR event (Silver Cup) and the Italian GT round at six hours (Gold Cup). Only 15 GTs joined the yellow Ferrari on the grid for a 18.00 start, it would prove to be a long evening. On the positive front Nigel Smith (a good bloke) won the race with Michel Ligonnet (another good guy) and Ruggero Grassi (no idea) in the Seikel 911 GT2.
Next outing, at Nürburgring, was a low point for the season, only 10 entries showed up. The spoils going to the Freisinger 911 GT2 (what else?) of Wolfgang Kaufmann and Michel Ligonnet.
GTR Euroseries was not only contested by Porsches, other exotica ran such as the Maserati Ghibli with none other than Arturo Merzario behind the wheel with co-drivers Simone Manzini and Luca Polmonari . However Art was the one in the stetson puffing on a Marlboro, plus ça change………….
Adding colour and a good old V8 rumble to proceedings at all of the races was Cor Euser’s Marcos LM600 that he generally shared with Herman Buurman.
At the next round, held at Francorchamps as a support race to the 25 hour VW Fun Cup (!), the Ford GT40 impostor aka the VBM 4000 GTC made a welcome appearance. The race was won by the same pair that had triumphed in Germany, which made it three wins out of five for Ligonnet. Perhaps the indignity of ceding numero uno status to dozens of imitation Beetles was the final straw but round five at was the end of the road for the GTR Euroseries. Why had this concept not worked as expected?
As with most enterprises timing is all important and 1998 was not the year to launch such a series, however appealing it might be to the gentlemen drivers seeking sanctuary from getting knocked around by the GT1 factory-pro brigade in the FIA GT. In ’94 and ’95 BPR rode the crest of a wave, the re-birth of GT Racing, after the destruction of Group C and the impracticalities of Group B regulations. There was a genuine enthusiasm for the competition which was underpinned by the realisation that how the game was played mattered as much as the result. Friday night dinners at the circuits for competitors and media reinforced this camaraderie. Barth, Peter and Ratel were pioneers in many respects, for example taking their merry band to Zhuhai in late 1994 for the first ever motor race in The People’s Republic of China. The fact was that there was no alternative to BPR on this side of the Atlantic, outside of the Le Mans 24 Hours, if endurance motor sport tickled your fancy.
Four years on and the landscape in endurance sportscar racing in Europe had changed out of all recognition. For their second season FIA GT Championship retained most of its supporters in the GT2 class from 1997. Those like Ray Bellm, Rocky Agusta, Alfonso de Orléans-Borbón, and the aforementioned husband and wife team of Enzo Calderari and Lilian Bryner, who had chosen to jump ship headed to prototype racing in the ISRS rather than buy a dated GT2 Porsche.
The new French GT series that Peter had created had up to 40 cars on the grid, a fair number of which he might have expected to follow him around Europe. Instead the French teams enjoyed the comforts of racing at home, here supporting the Dijon round of the FIA GT Championship.
Porsche and Ferrari were also a problem. Neither had a new GT racer available. At that point in time that would be a serious obstacle to the success of a GT race series. Porsche Motorsport were still chasing the head of the field in their 911 GT1 98 and their plan was to build a prototype to continue their astonishing run of successes at La Sarthe. Wendelin Wiedeking had different ideas and as CEO the boss always has the last say. He spent the money on developing the Cayenne, highly profitable but……. let’s leave it at that. Porsche would build the wildly successful 911 GT3 R, based on the 996 model, but it would not be until the 2000 season that 64 examples would be sold.
Ferrari only had eyes for Formula One at the turn of the century and had yet to realise that a handy profit could be accrued by getting Michelotto to develop and build Ferrari GTs, that programme would also begin in 2000 with the 360 Modena. For many of those who can afford such a hobby only driving a Ferrari will do, Maranello Madness you might say…….
The basic soundness of the GTR Euroseries concept has been validated later by the success of the International GT Open. Devised by ex- endurance racer Jesús Pareja it took advantage of the plentiful supply of GT2 and, later, GT3 cars to ensure a healthy grid. The timing was right.
One benefit that came as a result of the end of GTR adventure was it gave Patrick Peter the time for the eventual creation of the Le Mans Classic, without any doubt one of the greatest celebrations of motoring competition and car culture on the planet. Clouds and Silver Linings come to mind………
Finally may I wish the loyal readers of this site a happy and healthy 2019.
The sharper blades amongst you will have noticed the absence of the Special Correspondent for most of 2018. There were several reasons for this unfortunate state of affairs, time spent finishing off his next book, then some health issues, all conspired to deprive us of his wisdom. The good news is that he is fighting fit once again and that the book is now in the production stage, more on that exciting prospect later. Even better news is that he has a series of pieces stored up to carry us through this season of short days and miserable weather. Earlier this year we hopped on the train and made our way to Essen for Techno Classica, here are some of the delights that he found in the halls……….
Often overlooked is the Lamborghini Islero, a replacement for the 350GT/400GT and made from 1968 to 1970. It had a body by Marazzi who founded his Carrozziera in 1967 outside Milan, employing some workers from the bankrupt Touring concern – Marazzi is remembered especially for his production of the beautiful Alfa Romeo 33 Stradale.
The Islero was the first Lamborghini to appear at Le Mans: a private Islero 400GT, painted a gorgeous red, practised in 1975 but it was too heavy and failed to qualify.
This Type 640 Skoda was the first of their cars to be given the name Superb. It had a 6-cylinder side-valve engine of 2,492 c.c. and was built from 1934 to 1936. This was also the first Skoda to have hydraulic brakes.
Porsche built 44 of their 365/2 coupés in their original home in Gmϋnd, Austria. They proved ideal for competitions with their aluminium body, high torsional stiffness and aerodynamic efficiency.
The rally-plate on this example recalls the outright win by Polensky and Linge in 1954 on the Liège-Rome-Liège, always one of Europe’s toughest events.
Once in power the Nazi Party was both quick and keen to promote German motorsport and one of the important events of the mid-Thirties was the 2000 km durch Deutschland Trial, a demanding run around this big country.
The major German motor manufacturers built special cars for the event, not least Mercedes and the Auto Union combine, and this Horch 830 Coupé was one of a team which took part in July 1933. A 3-litre V8 supplied the power.
This is a DB-Renault, one of three built for Le Mans in 1954. They were unusual in several ways: they were the first cars to come from Charles Deutsch and René Bonnet with a mid-mounted engine, they used Renault motors whereas all DBs from 1950 had used exclusively the flat-twin Panhard engines and they had central driving positions. This car is chassis 2003 and, like its team-mates, failed at Le Mans It also retired in the Reims 12-hour race but Jean Lucas won his class at Amiens and finished 5th at La Baule.
DB did not repeat the experiment and stuck with Panhard power till the end but when Bonnet split with Deutsch for 1962 he turned completely to Renault power and mounted the 4-cylinder engine amidships in the Djet.
Veritas was one of the main small companies instrumental in the revival of German motorsport in the immediate years after the Second World War. They used the chassis and engine of the pre-war BMW 328 as the basis of their initial production and created modern streamlined bodywork, the tuned machines being successful in domestic sports car races.
The company went on to make some attractive road-going coupés and as the supply of BMW engines dried up, a 2-litre 6-cylinder overhead cam engine made by Heinkel was used. Eventually one of the founders, Ernst Loof, set up on his own at the Nϋrburgring this is one of four Nϋrburgring Coupés of 1957.
This microcar, the Zϋndapp Janus, was the only car made by the German motorcycle manufacturer. Powered by a single-cylinder two-stroke 245 c.c. engine giving just 14 h.p., the car with opening front and rear doors was named after the Roman god Janus who had two faces.
Dorking is a quiet market town located in a very attractive part of Surrey’s North Downs, local landmarks include Box Hill and Denbies Vineyard. For those of us with inclination to burn petrol at speed Dorking will forever be associated with R.R.C. Walker Racing that was located at the Pippbrook Garage in the heart of this community.
Robert Ramsay Campbell Walker was born on August 14th 1917, so staging the Rob Walker Centenary Festival in October 2018 seems a little odd, perhaps too much time spent at Denbies…….but I digress and I must say that the organisers did a first class job in honouring this sometimes overlooked, but hugely influential, figure in post-War British motor sport.
The numerous spectators that witnessed the demonstration of old racers around the closed streets were given a raucous display. Robbie Walker was on hand to enjoy this fine tribute to his father.
Another son representing a famous father, was David Brabham, a top flight sportscar driver and Le Mans winner in his own right. Sir Jack Brabham was one of three Formula One World Champions who drove for Walker, the other pair were Jochen Rindt and Graham Hill.
However it is the relationship and deep friendship between Rob Walker and Sir Stirling Moss that the team is arguably most famous for. In the period from 1958 to 1961 Stirling scored seven Grand Prix wins for the team, most notably in 1961 at Monte Carlo and the Nürburgring, seeing off the more powerful Ferrari squad through sheer talent and determination. Regrettably Sir Stirling’s health is not up to public appearances at present so his absence left a big gap that the organisers filled admirably in a most appropriate fashion.
Moss was rightly famous and revered as a Grand Prix star, indisputably the leader of the pack after Fangio retired. However his exploits in endurance racing are just as notable. The ’55 Mille Miglia triumph in the Mercedes-Benz is legendary as are the Nürburgring 1000kms wins in ’58 and ’59 for Aston Martin. In 1960 Moss won the Tourist Trophy at Goodwood driving a Ferrari 250 GT SWB #2119, an achievement in itself but staggering when one considers that it was two months and one day after his horrific accident at Spa in the Belgian Grand Prix. Doctors forecast a minimum recovery period of six months but Moss was able to recuperate way faster than that. It later emerged that he had tuned in the Ferrari’s radio to hear the commentary of Raymond Baxter as rattled off the laps. This beautiful Ferrari is now the proud possession of one Ross Brawn, a real enthusiast.
Almost exactly a year later and Moss was back at Goodwood in another 250 GT SWB, this time #2735. Frankly the opposition was not the strongest and consisted of another 250 GT SWB, driven by Mike Parkes and three Essex Racing Team Aston Martin DB4 GTs, two of which were Zagato-bodied and driven by Roy Salvadori and Jim Clark. The third was an ordinary DB4 GT in the hands of Innes Ireland. Moss won with ease in the end after a crash in practice, there was no word as to whether he turned on the radio………..
These Ferraris are amongst the most elegant of all GT cars…………and here there were a brace – Bellissimo!
The weather was kind and a great time was had by all who attended, let’s hope that this event becomes a tradition……………in the meantime enjoy another stunning portfolio of photos from Simon – Bellissimo indeed!
The Ford Escort, star of track and rally stage, has hit half a century of competition. How appropriate then that Brands Hatch was the venue a month or two back for a celebration of this yeoman of the track and street.
Of course in a virtually dry summer there would be downpours during some of the action, but lurid angles and consummate car control are the bread and butter of the touring car brigade.
Back in 1968 I had just been following the sport for about a year, not been to a race, that came in 1970. However I would devour Motor Sport, Motor Racing and Autocar with the fervour of a new convert. There was an exciting world of speed brought to life by the likes of Eoin Young, Michael Cotton, Denis Jenkinson and Innes Ireland to name but a few. That year the BTCC title was taken by Frank Gardner in the Escort that is shown above and for the enthusiastic crowd that braved the rain the demonstration laps of XOO349F were a highlight of the HSCC meeting.
Our local star, Simon Hildrew, was on hand to capture the spirit of this episode of time travel to the ’70s, the land of The Sweeney, The Three-Day Week, Punk and some very dubious taste in fashion – Never Mind the Bollocks indeed.
The clocks have slipped back, dark afternoons are now in prospect as Autumn’s grip on 2018 slips and Winter arrives to conclude proceedings. For those of us with a motoring habit to fix, events are now heading indoors till the Spring. However, almost as a form of salute to what has been a remarkable Summer, there have been one or two last rays of automotive sunshine in the past few weeks.
Sixty years ago there were celebrations in Britain’s Motorsport community as Mike Hawthorn had secured the Formula One World Championship, the first driver’s title to won by a Briton. It is a strange paradox when we consider that Lewis Hamilton has now secured his fifth such title, an achievement that is almost commonplace or natural. Times have changed for sure.
Although Hawthorn was actually born in Yorkshire he is commonly associated with Farnham in Surrey. So a few weeks back the streets were closed off and there was a celebration of the “Farnham Flyer”.
Wreaths were laid at his grave, as he died in a car crash a few short months after he retired as Champion.
A fine selection of classic cars led the parade, many with a personal connection to Hawthorn.
The local police even got in on the act bringing out their own classics.
Typically after such a dry and hot summer, it tipped with rain all day, but that could not dampen the spirits, as illustrated here by Simon Hildrew’s wonderful imagery.
Autumn or Fall as the locals would say is a very agreeable time to be in California’s Monterey Peninsula. This weekend the 2018 Intercontinental GT Challenge will reach its climax after a season of classic endurance GT races. SRO has history at the fantastic Laguna Seca track dating back to its earliest days.Some 20 years ago the final round of the 1998 FIA GT Championship, was held at Laguna Seca. In the top GT1 class it was scheduled to be a classic encounter between the veteran champion, Klaus Ludwig and the bright star emerging to ascendancy, Bernd Schneider. Yes of course they had co-drivers, Ricardo Zonta and Mark Webber, but despite the obvious talent and potential of that pair all eyes were on the two Germans of different generations. Schneider had taken the title in 1997 and had looked favourite to repeat this for most of the 1998 season.
What added spice to the contest was that they were both driving for the AMG Mercedes team, for the majority of the season in the all-conquering Mercedes-Benz CLK-LM. Approaching the decisive race, the score sheet showed Ludwig and Zonta ahead of their rivals by four points, the margin between first and second place on track. However, Schneider and Webber had racked up five wins to four, so if the points tally was equal after Laguna Seca they would be champions on the basis of more race wins. It was a case of the winner takes it all and second place would be nowhere.
The GT2 class was a complete contrast to this close contest in GT1. The Oreca Chrysler Viper team dominated proceedings, winning eight out of the nine rounds already run. Olivier Beretta and Pedro Lamy had grabbed the Drivers’ Title with seven victories, Monterey was expected to be more of the same. Could either the Roock Racing Porsches or Cor Euser’s Marcos challenge the Viper’s hegemony?
1998 was an almost perfect season for the AMG Mercedes squad. The only hiccup had come during the Le Mans 24 Hours when both cars went out early after suffering engine failure. A seal in the power-steering hydraulic pump failed and that trivial fault fatally damaged the engine. It was a most un-Mercedes moment as otherwise they were in a different league to their closest and only serious competitor, Porsche AG’s 911 GT1 98.
In reality the Porsche was only a threat at certain kinds of circuits where the disadvantage of their turbocharged engines as regulated under the FIA GT1 rules package was not a factor. And even then, it was almost always Allan McNish who was able to challenge the Mercedes duo, we would grow accustomed to the electric pace of the Scot in the following decade, but it was something of an eye opener in 1998.
Adding even more spice to the contest was the announcement by Ludwig that he would retire from motor sport after the race in Monterey. His career had included three victories at Le Mans and five DTM titles, could he add the FIA GT Championship to the list? Klaus certainly was motivated, and said before the race, “Laguna Seca is one of the tracks I love the best. It’s a demanding track and an exciting track – the Corkscrew, in Europe, impossible! To win there would be very special for me.”
Ludwig was not the only one departing the GT scene, Ricardo Zonta was bound for Formula One, another Brazilian on the conveyor-belt of talent that started with Emmerson Fittipaldi and continued through Piquet, Senna, Barrichello and Massa amongst many others.
However, there was still a Championship to be decided. Most Europeans like myself imagine that California is a place of sunshine and beaches, blondes and brunettes of either sex, all tanned, forever young. So, it was something of a shock arriving at the track in anticipation of Saturday Morning’s Qualifying session to conditions usually found at the Nürburgring or Spa, torrential rain. The first session was stopped after 15 minutes as a river of mud was blocking the Corkscrew, not quite how I imagined the weather would be on the West Coast.
The afternoon’s conditions were much better and the advantage swung Ludwig’s way courtesy of Zonta. The Brazilian’s pole position lap of 1m16.154s was 0.434 seconds faster than Schneider’s best. Afterwards Ricardo explained. “My qualifying lap was really good but not without a problem. Because I experienced a little brake balance problem, I got off-line in the last corner where it was a little wet. That might have cost me some time.”
In GT2 the Viper effort was reduced to one car after David Donohue crashed out on Friday. He hit the wall hard as a result of brake failure, the car caught fire and was too badly damaged for any immediate repair.
Class Pole was grabbed by a very determined Stéphane Ortelli in his Roock Racing Porsche 911 GT2 with a 1:24.851 lap, less than a tenth of second advantage over Cor Euser’s Marcos LM 600 who was fractions faster than Beretta’s Viper. This could be a race to match the GT1 battle, or so we hoped.
After the traditional end-of-term drivers’ photo Klaus was presented with a lump of the track as a memento of his final race, it seemed a very Californian thing to do.
AMG Mercedes had the front row to themselves, who would emerge from Turn One in the lead, Schneider or Ludwig? Everyone held their breath but in the end the veteran got the best start and quickly pulled away from his rival.
In any case Bernd had his mirrors full of a Porsche with McNish making a nuisance of himself, even passing the Mercedes after a few laps.
GT2 also saw a fierce tussle for the lead in opening laps before the natural order of things asserted itself with Beretta grabbing the lead. Two of the major challengers to the all-conquering Viper both retired with gearbox failure after just seven laps, that was the end of Jan Lammers in the Konrad Porsche and also Claudia Hürtgen in the 911 she shared with Ortelli. A few laps later and the Marcos was out. Also with transmission woes.
Ludwig had his own dramas to contend with while negotiating his way through the traffic. William Langhorne in the Stadler GT2 Porsche was having a spirited contest with Michel Neugarten in his Elf Haberthur example, swapping positions round the sweeping track. The American was fully concentrating on the car in front so did not see Ludwig dive underneath him at Turn Three. The result was a heavy side impact that nearly put Klaus off the tarmac but somehow, he gathered himself together and raced on at full speed. Langhorne crashed out the following lap at the Corkscrew, something broke he maintained.
Schneider also got rid of the McNish problem around this point, the clutch failed on the Porsche stranding the Scot out on the far side of the circuit. It would be a straight fight for victory for the #1 and #2 Mercedes. Schneider then dived into the pits, fuel only, no fresh Bridgestones.
A lap later Ludwig was in, then out of the car, Zonta taking new rubber. He managed to stall the CLK-LM as he left the pits, all of which gave a handy advantage back to Schneider.
Bernd was looking certain to take the title but then lost a load of time stuck behind Jörg Müller in the other factory Porsche 911 GT1 98. Müller was determined to not go a lap down on the leader, hoping that the deployment of a Safety Car would give him the chance to catch up to the front. Eventually Müller ran wide at the first turn, allowing Schneider to pass, though he was furious at his fellow German. The gap was around the 12 second mark but this might not be enough to guarantee victory.
The second stints ended and into the pits came Schneider to hand over to his Aussie co-driver who also received a new set of tyres. This would put Webber behind Zonta on the road as it was expected that his stop would be a fuel only affair and so it proved. The AMG Mercedes management had anxious moments after both of their cars left the pits for the final time. Both fell off the track at Turn Three where oil had been deposited by a back marker, both cars just missed hitting the wall by a fraction, it could have been a disaster.
Zonta had a lead of 16 seconds but Webber got his head down and chipped away taking a second here, a second there. The #8 Porsche intervened again, this time it was Uwe Alzen’s turn to hold up the #1 Mercedes for a lap or two. Eventually Weber dived down the inside at the first turn and once again the was contact as the Porsche was muscled out of the way but he was through and the chase was back on.
Webber posted a time of 1:19.094, setting a new GT record, would it be enough? The gap came down to ten seconds but the time ran out for the chasing Mercedes and Zonta crossed the line 10.8 seconds ahead – Ludwig and Zonta were Champions, the fairy tale had come true.
There was no fairy tale in GT2, in fact the whole affair was something of a damp squib. The race was a walk over for Beretta and Lamy, who scored their eight class win of the season, ending up over a lap in front of the second Roock Racing 911 GT2, driven by Bruno Eichmann and Mike Hezemans. The final spot on the podium want to another 911 GT2, driven by Michael Trunk and Bernhard Müller.
Schneider showed grace in defeat, he is, and always was, a class act. “Failing to win the title after 10 races by just 10 seconds shows how tough we raced for the Drivers’ Championship this season. Although Mark and I didn’t manage to win the Championship, I’m glad for the team. Congratulations to my old friend Klaus, who deserves to end his career as Champion.”
Mark later reflected on the result in his excellent autobiography ‘Aussie Grit’. “So, the end result was second place in the FIA GT Championship by a margin of eight points. My disappointment was tempered by happiness for Klaus, since that was his last year in racing, but I also felt it had been a little unfair on Bernd. His partner came from Formula Ford and F3, whereas Ricardo arrived as the new F3000 champion to partner Klaus and was already getting test drives in Formula 1. I could go toe-to-toe with them most times but sometimes I struggled, partly because it was Bernd’s car, basically, and he had it set up as he wanted it, and partly through sheer lack of experience.”Zonta had this to say after the race. “This was a real tough title fight. I had to give it my all to keep the gap to Mark Webber wide enough to make it. The fact that we both went off because of oil on the track shows how close to the limit we were. I’m really happy about the title and that I could win it together with Klaus.”
The retiring Champion had the last word. “I’m extremely happy about the Championship. This was a sensational achievement by the team, and my co-driver Ricardo is the best I could have asked for. I want to thank especially Norbert Haug and Hans Werner Aufrecht, who brought me back to AMG Mercedes.”
Of course, the old stager did not ride off into the sunset, the lure of motor racing proved too strong. In June 1999 Klaus scored a third win in the Nürburgring 24 Hours driving a Zakspeed Viper. In 2000 Ludwig raced a full season in the revived DTM, scoring a pair of wins at Sachsenring in his Mercedes. Now at the age of 50 he decided to retire as a professional driver. Then, being Klaus, he raced on for a few more years just for fun, notably finishing second overall in the 2006 Nürburgring 24 Hours. It was a helluva career………….
The sharp ones amongst you (that’s everyone who visits this site) who read the Festival of Speed piece will have noticed a great gap in the words and pictures. No Porsche……….
1948 not only saw the arrival of Lotus and Land Rover, but also the powerhouse now know as Porsche AG came into existence. To celebrate 70 years of “Excellence was Expected” Porsche pushed out the boat or more appropriately The Carrera at the Goodwood Festival of Speed and what a party there was!
As one might expect the centrepiece was the sculpture or should that be installation in front of Goodwood House, the work of Gerry Judah.
It is one of the signature displays at each Festival of Speed and this year’s effort did not disappoint. The 917 reminded me of a famous shot from the 1970 Le Mans 24, with Mike Hailwood’s Gulf 917 being hoisted by a crane from the track after ‘Mike the Bike’ lost control in the wet and crashed out of the race and the JW Automotive team………..no way to treat a 917.
Down to earth is how you would describe the 356 ‘No.1’ Roadster, that started the journey that we saluted some 70 years on. Porsche shows great respect for its heritage, not all automobile manufacturers are so clever.
I am not convinced that the term Mission Statement was popular back in 1948 but here we have the original thoughts from Ferry Porsche, pretty much sums up the company ever since.
Another giant step for Porsche was the introduction of the 911 and the oldest example that Porsche owns, 57th off the production line in 1964, was also on the Hill.
One Porsche that never saw the light of day was the LMP 2000 that was destined to succeed the 911 GT1 98 as Porsche’s challenger for further honours at Le Mans.
It ran but a few tests before the whole project was cancelled by the Board in favour of spending the budget developing the Cayenne. This was the first that LMP 2000 had ever appeared in public.
There were many familiar faces in the phalanx of Porsches on display. The 2003 911 GT3 RS that had beaten the top class cars to score an outright win at the 2003 Spa 24 Hours (how very Retro-Porsche!) was a welcome sight.
By any standards the Porsche at 70 event within an event at this year’s Goodwood Festival of Speed was rip-roaring success, here’s to another 70 years. In the meantime enjoy the sensations captured by Simon Hildrew.