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The Legend………………Chapter One

The 2000 24 Hours of Le Mans was the first chapter in the best seller that became Audi’s story at La Sarthe, the book is now finished, at least the first volume is. Who knows what might happen in the future?

And yet the Le Mans universe is a very different place these days from that of sixteen years ago. Then, as now, there were four classes, with factory entries but there the similarities end.


1998 and 1999 had seen high profile and high budget manufacturer projects at Le Mans from Toyota, Nissan, Mercedes-Benz, BMW and Porsche, with Audi joining in with their twin pronged approach featuring both open and closed prototypes for the latter year.

All of the above manufacturers left the House for 2000 except Audi who took on board the lessons from their comparative failure in 1999. Their answer was to create a new car which would turn into the benchmark for endurance racing in the first years of the 21st Century, the Audi R8.

First appearing at Sebring in the 2000 edition of the 12 Hour classic, it romped away to an easy victory, leaving rivals in no doubt as to the scale of the task they would face, come June, at La Sarthe.
Rivals? Ah yes, it was as if the ACO had issued a distress call across the Atlantic to replace the departing  Japanese and German outfits. In 1999 the American Le Mans Series was born and created a marketing opportunity for Detroit to match their products against the best. The opportunity was seized with both hands, not since George Patton’s Third Army had swung through Le Mans back in August 1944 had the Département de la Sarthe seen such a range of American firepower, although Bill Ford’s Armada in ’66 and ’67 ran Patton pretty close. Cadillac, Corvette, Dodge, Chrysler and Panoz represented Motor City and like Patton they were chasing the Germans. That however was where the analogy ends. George S. caught and beat his opponents………………

The rich history of Les Vingt-Quatre Heures du Mans allows it to have all manner of anniversaries each year, saluting some past heroes and their heroic deeds. In 1950 Briggs Cunningham stunned the French crowds by bringing two Cadillacs to La Sarthe, one an almost bog standard Coupé de Ville and the other a re-bodied streamliner, dubbed “Le Monstre.”

For 2000 Cadillac produced a conventional, in reality too conventional, open prototype running in the LM P 900 class. It was powered by a twin-turbo 4 litre V8, with Xtrac transmission and a chassis built by Riley & Scott. The aim of the project was to take an overall win in 2002 to coincide with Cadillac’s centenary. The whole project fitted in with GM’s attempt to change the brand’s perception of providing luxury barges to retired folk, the customer base was eroding with the passing of the years. That bit of the plan has, at least, happened, the 2002 LM-win did not.


A total of four Cadillac Northstar LMPs were entered, two for Team Cadillac which was created by Wayne Taylor out of Doyle-Risi Racing. Two cars were entrusted to the French DAMS outfit. However it was clear from the outset that these cars would not be competitive against the Audi squad, so expectations were managed down with “development year” talk. Marketing created a smokescreen with an infra red based camera system that was mounted in the car’s lights but no one was fooled, the whole project was seriously under-cooked and might have been competitive a few years earlier but the likes of Toyota, BMW and now Audi had moved the game on, massively.


Also with ambitions to win the 2002 Le Mans 24 Hours outright was Chrysler. As part of the journey to that destination they had enlisted their French racing partners, ORECA, who had run the successful Viper programme for them. They had purchased two new Reynard 2KQ chassis and shoehorned the 6 litre V8 into the rear. In reality no matter what they or anyone else did they stood little chance of success in the face of the Audi steamroller. The investment in new technology from Ingolstadt would dwarf the efforts from Detroit.


Ford were represented by proxy in the shape of Panoz LMP-1 Roadster S with the rumbling 6 litre V8s and their unusual configuration, the driver sitting behind the engine. There were two factory cars for Panoz Motorsport managed by the old lag, David Price.

There were two Roadsters from TV Asahi Team Dragon with Kazumichi Goh heading up the effort.


The final Panoz was that of the Danish outfit Den Blå Avis, which was a regular runner in the Sports Racing World Cup.


Another American legend to come back to Le Mans, was Mario Andretti. At the age of 60 he was rolling the dice one last time to see if he could win the one major race that had eluded him in his long and distinguished career.

 

Also crossing the Atlantic from the ALMS was the Team Rafanelli Lola B2K/10 with Judd power. This was a factory supported effort and was expected to fast but possibly fragile.


Another fancied Lola was the Konrad Motorsport example for the Dutch trio, Jan Lammers, Peter Kox and Tom Coronel. From this entry has grown the huge Dutch support for Le Mans. The Racing for Holland team followed on with the Drinking for Holland close behind or maybe that came first, oaks from acorns. Next year will see Lammers and the Dutch back at the 24 Hours, will he have a similar impact?


Peugeot were also represented at Le Mans 16 years ago. Henri Pescarolo, a four time winner and all round legend, had finally retired, so was now on the pit wall leading his Pescarolo Sport outfit running a Courage C52 powered by V6 turbo from the French manufacturer. A bit of a dark horse.

 

A second Courage was Judd powered and also French run but was not expected to shine in the face of the big budget outfits.

Keeping up the tradition of the privateer at the top table was Thomas Bscher’s BMW V12 LM. The team and car had finished a fantastic 4th overall in 1999, so they were quietly confident of being around at 4.00pm on Sunday.

Matching the Panoz contingent numerically was Reynard as there was also five examples of its prototype 2KQ on the Le Mans grid.

Arguably the best of these was the Judd powered Johansson Matthews Racing example.

Two of the Reynards were entered in the fledgling LM P675 class with werks turbo engines from Volkswagen, based on a rally unit that had run into homologation problems. They had limited opposition in what was easily the weakest class in the race.

The main challenge to the VWs in LM P675 was expected to be from the Multimatic Motorsport Lola powered by a V6 Nissan engine.

Which brings us neatly to the second part of the American Invasion. The LM GTS class would feature a titanic struggle between Le Mans returnees, (first time was 40 years previously, once again with Briggs Cunningham) Corvette Racing and the reigning champs, Viper Team ORECA.

 

The two camps had already gone toe to toe at the Daytona 24 Hours earlier in the year. Viper came out on top that time but their winning margin was just 30 seconds and they knew that it could have easily gone either way.

The three Vipers would be opposed by two Corvettes, real Detroit heavy metal, as 8 litre V10 battled 7 litre V8, Ali-Frasier-style, a classic Le Mans encounter.

Doug Fehan’s Corvette team have graced the 24 Hours of Le Mans ever since 2000, but it could have gone horribly wrong that first year. This lot look like they have just escaped from the set of ‘Allo ‘Allo………………………

The supporting cast to the factories in LM GTS were three Vipers, one entered under the Team Goh banner but in reality a Chamberlain Engineering effort.

2000 also saw the final hurrah for the Porsche 911 GT2 at Le Mans, Freisinger and Konrad trying to match the Vipers and Vettes.

 

The LM GT category was a Porsche monopoly, all 12 entries being the 996 GT3 R models. There were two examples that were head and shoulders above the rest, Larbre Compétition was, as ever, proudly flying the Tricolour and had former winner Christophe Bouchut leading the challenge.

America’s best hopes in LM GT rested on the Dick Barbour Racing factory supported entry. Young German stars, Lucas Luhr and Dirk Müller were guided by Bob Wollek who would make his 30th and final Le Mans start that year, losing his life in a pointless road accident the following March.

Race Engineering was the first Spanish team to enter Le Mans and was under the leadership Alfonso de Orléans-Bourbon, Duke of Galliera, who raced at Le Mans  previously. The team has gone on to great success in single seater racing with many stars such as Sebastian Vettel, Justin Wilson and Lucas Di Grassi coming through the ranks in their cars.

The forecast was for a scorching hot weekend, conditions that come to that part of France sometimes in June. Would the favourites win or as they often do, would they stumble along the road? Find out in part two later this month.

John Brooks, December 2016

Sonoma Sunshine

2001 ALMS Sears Point

Back to 2001 and Sears Point, that great little track across the bay from San Francisco for the X-Factor Grand Prix of Sonoma. Emanuele Pirro leads Dindo Capello in the werks Audi R8s, but by the Chequered Flag, the positions were reversed. A decent crowd turned out to witness the contest, a typically competitive affair in the American Le Mans Series during the early years.

John Brooks, January 2015

Going Round and Round – Part Four

2002 ALMS Washington

In August 2001 plans were announced to once again take the races to the fans, nothing if not persistent were the ALMS in this direction. The venues were to be a street race round the financial district of Miami and the Washington Grand Prix at the RFK Memorial Stadium Circuit in Washington DC, or rather in the car park of this former home to the Washington Redskins.

2002 ALMS Washington

A long-term contract was drawn up, ten years duration, between the ALMS and the promoter, with the City underwriting the whole affair. The benefits, or so we were told, would be tourism, prestige and anticipated revenues of $350 million, and these noble aims were much trumpeted. One element that encouraged the staging of the race was the potential bid for the 2012 Olympiad from the combined cities of Washington and Baltimore or such was leaked to the media. However this being Washington DC, the downsides soon began to surface. As was reported at the time, in the media  “On September 5 neighborhood residents shared serious concerns regarding safety, the environment, cost, and the livability of the neighborhood during the event. No environmental authority — not COG, nor the DC Department of Health’s Office of Environmental Health, not the Mayor’s Special Assistant for Environmental Issues, was consulted prior to the August 9 press conference, although planning for the project began in 1999. July, according to the Council of Governments (COG), is the worst month for air quality in the metropolitan region, with the most code-red health advisories because of high ozone levels. On code-red days, COG discourages all daytime driving and refuelling.”

2002 ALMS Washington

These legitimate concerns were amplified by the apprehensions of local residents about noise and the sheer inconvenience of the event and the proximity to their properties, as little as 100 yards in the worst case. Furthermore there was unease about the financial arrangements which involved public funds and were opaque to say the least.

Robert D. Goldwater, the D.C. Sports and Entertainment Commission’s President and Executive Director, said those details will not be made public because the Commission considers the information proprietary. The only cost he has revealed is that of building the temporary 1.7-mile racecourse: $3 million, which will be split with the Grand Prix organizers.

“The policy we had is the policy we are following: We are not releasing financial information. . . . We need to negotiate private agreements,” he said. “The understanding we have with each of our promoters is such that the expectation they have is that we are going to keep financial information private.”

2002 ALMS Washington

That declaration was soon undermined as the Washington Post dug deeper into the affair.

“The D.C. Sports and Entertainment Commission and the promoter of this month’s Grand Prix auto race are splitting the estimated $3.5 million cost of constructing a track, but the Commission is assuming the risk by putting up all the money — a contrast to Grand Prix deals in other U.S. cities that generally have avoided using public funds to finance the events.

The North Carolina-based promoter has the duration of the 10-year race contract, and possibly longer, to repay its share of the cost of the temporary track, receiving what amounts to an interest-free loan with no guarantor, according to interviews and documents obtained under the D.C. Freedom of Information Act. The promoter is supposed to make annual payments, the amounts of which have not been disclosed.”

2002 ALMS Washington

The rows over the event rumbled on with a great deal of band-wagon jumping by local politicians, community leaders and ‘activists’. A sound absorbing wall was promised and other environmental issues were declared as having been addressed. The promoters apparently offered free tickets to the locals and other incentives were suggested, some accepted, some rejected. Cadillac were persuaded to be the title sponsor and the United States Mint got in on the act announcing that the Golden Dollar would be the Official Coin of the Cadillac Grand Prix. Whatever anyone said as 2002 rolled by the tarmac was laid in the stadium car park and the track gradually took shape.

2002 ALMS Washington

So in July 2002 the ALMS circus assembled in the shadow of the RFK Memorial Stadium, along with the Speedvision World Challenge, Trans-Am and a celebrity support race, this felt like a proper motorsport event. The track, sinuous and short – 1.7 miles – was wide with passing opportunities and it would be possible to race even in these confines. July is not the optimal time to enjoy the banks of the Potomac, or the District of Columbia, being both hot and humid, no wonder everyone was so grumpy.

2002 ALMS Washington

Thirty-two cars would line up on the grid and it was clear, that barring unforeseen incidents, victory would be a contest between the two factory Audis and the lead Panoz, the latter now in a revamped EVO 2002 form. Embracing the patriotic spirit in the post 9-11 USA, the livery was composed of Stars and Stripes, and titled ‘Spirit of America’.

2002 ALMS Washington

The Cadillac team were a vast improvement on their 2001 effort but in the background the long-term viability of the project was in doubt as GM management were starting to grasp the realities of engaging in a technological and budgetary war with Audi.

2002 ALMS Washington

Corvette was a happier GM ship, successive GTS wins at Le Mans will do that for a team. This project made more sense in achieving the marketing, brand building and fan satisfaction aims of Corvette than Cadillac’s venture into Prototype Land.

2002 ALMS Washington

In GTS the Vettes had some serious opposition in the shape of the Olive Garden Racing Ferrari 550 Maranello, they could not afford to relax their efforts.

2002 ALMS Washington

The GT class was an almost exclusively Porsche affair, as BMW had packed up their E46 M3 GTR campaign in response to rules on homologation being changed without notice by the ACO. The ALMS were furious, they had not been consulted, and this destroyed competition in the class and also hit revenues substantially. The BMWs ended up at the 24 Hour races at Nürburgring and Spa in the following years. So a solitary Bimmer was on hand to potentially disrupt the Porsche Parade – it did not.

2002 ALMS Washington

One major difference that the DC race had over the other expeditions into Oval Land was spectators, and in numbers. So when the Audis blasted off at the start there were plenty on site to witness the enthralling contest between them and the Panoz. Post race claims of 70,000 attendees over the three days were perhaps true, certainly it was busy. Maybe for a while the ALMS thought it had enjoyed its “Garlic Bread” moment, post event criticisms would cause any such feelings to evaporate.

2002 ALMS Washington

The adjacent Stadium-Armory Washington Metro station no doubt contributed to this popularity, not that I got to experience it personally. The top notch photographer, world class pfaffer and local resident, Regis Lefebure, generously provided a chauffeur service during my stay in his nation’s capital. His technique behind the wheel was certainly different, probably more suited to the roads in the proximity of the Tiber or the Yangtze than the Potomac.

Whatever…………….

2002 ALMS Washington

The Champion Racing Audi struggled to match the pace of the factory cars, not helped when it was hit by the Capello car while being lapped, Dindo got a stop/go penalty for that indiscretion. Neither Johnny Herbert nor Stefan Johansson were happy with the R8 all weekend, this was not a normal state of affairs, quite puzzling.

2002 ALMS Washington

The Audis and the Panoz traded the lead, rarely more a few seconds gap from first to third, the crowd were certainly getting their money’s worth. Which was than could have been said by me. Looking back into the archive there is a big hole in the race, then it clicked, I remembered a microdrive had failed, as they regularly did, and I had not been bright enough to make a back up. Mind you from what remains on file it was clear that I lacked inspiration at Washington, a rather lacklustre performance all round.

2002 ALMS Washington

All three pit and engineering crews worked flat out to optimise their car’s performance, trading off taking new tyres against shorter pit stops and track position, gambles on Yellow Flag periods and fuel consumption. In the end fresh Michelins on the Panoz versus used ones on the Audis was the critical difference. When the Chequered Flag dropped the gap was .766 of a second, in the favour of Magnussen and Brabham, they had won!

2002 ALMS Washington

For Don Panoz it was his day of days, a car bearing his name winning in Washington, it really does not get any better than that. It was the final triumph for the rumbling mid-front engined car. Audi, as they always are, were gracious in defeat. They have learned that the value of their own victories is, in part, measured by the respect that they show and receive of the opposition.

2002 ALMS Washington

GTS went to the #3 Corvette of Ron Fellows and Johnny O’Connell while Alex Job Racing’s Porsche driven by Sascha Maassen and Lucas Luhr scooped the prize in GT.

And that pretty much is where the fun stopped, though I did get to buy Regis dinner as a thank you after the race and we were joined by the Great Dane, TK. A thoroughly agreeable way to end my only visit to the District of Columbia.

Ah yes, the hair pulling and name calling started almost before the engines went silent in the paddock. The media reported the antics:

“Cost overruns spilled into the millions, the promoters were fined for noise violations, and allegations of abuse of power were bandied about in the City Council.

City Inspectors found the sound wall constructed in the Kingman Park neighborhood measured only 584 feet long with sizeable gaps between some sections, and over the weekend, at least nine large panels were removed, in some cases for photography reasons.(My experience would suggest that this would be for TV rather than us humble snappers, as ever access was a big issue for us.)  District tests recorded during the event registered 93 to 105 decibels, far exceeding the city’s 60-decibel limit for residential areas.”

In August 2002, Washington Post columnist Colbert King blasted then-D.C. Mayor Anthony Williams for “the noisy, noxious-fume-spewing Cadillac Grand Prix that was insensitively and stealthily imposed on a stable, predominantly black North-east Washington neighbourhood over the residents’ strong objections.” Considering that I recall the Post being a partner to the event this was strong stuff.

In the face of all this controversy the race was cancelled in 2003 and there have been no attempts to revive it. How the money situation played out is also not clear, my guess is that the taxpayer got hosed and the lawyers got richer, plus ça change……….

The city race experiment has had limited success over the years, for every Long Beach there was a Miami or Baltimore, perhaps motor sport and metropolises do not mix.

That concludes my look back into ALMS history for now, more soon.

John Brooks, December 2014

 

 

 

 

Going Round and Round – Part Three

2001 ALMS Texas

The last visit to the territory of NoRight was for the first American Le Mans Series round of 2001. Arriving from the wintery UK and expecting a repeat of the sweltering heat previously encountered in September I got a shock. The conditions in Texas during March were more Donington than Dallas, damp, cold and grey.

2001 ALMS Texas

The series had lost the Vipers of ORECA, the BMW V12 LMR had retired and Schnitzer now had M3s to join PTG in the fight with the Porsches for the GT class. Overall the numbers were down, 34 entries had participated at Las Vegas, here in Texas four months later that was reduced to 22. Certainly the grid was not helped by the competition at Grand-Am who had 35 cars turn up at Homestead the same weekend. A big incentive was not having to take on the Audis or the Panoz, Dyson Racing could bring along the Riley & Scott to win, that would have been unthinkable in Texas. The vastness of the Texas Motor Speedway and the reduced car count gave a feeling that the ALMS was somehow losing momentum, in danger, perhaps, of stalling.

2001 ALMS Texas

On a positive note Champion Racing had acquired an R8 to give the Joest pair a run for their money, though they would take some time to get up to speed, including drivers who could take full advantage of the Audi’s potential performance.

2001 ALMS Texas

Perhaps most importantly, at least it seemed that way at the time, there was a new Panoz, the LMP07. In addition Doctor Don put his hand into his pocket and ran a pair of the old LMP1 cars to pad out the field at the sharp end.

2001 ALMS Texas

One thing that was familiar was the lack of a crowd and the lack of decent locations or backgrounds to execute my art…………..even the light deserted me until the race started.

2001 ALMS Texas

I do recall a few things about the second ALMS race at Texas Motor Speedway. The Australian Grand Prix was also running that Saturday evening after the track action had finished, time zones are a wonderful thing. So we all got in our rental cars and drove 50 miles (all journeys in Dallas are 50 miles or more, it’s the Law) to a sports bar where the Grand Prix was being televised. I had just acquired my first digital camera; it was powerful Juju back then, the ability to see your work instantaneously, no waiting for the film processors to do their work. Instant gratification, how very 21st Century?

I was sitting with Dindo Capello and Michele Alboreto watching another dull Schumacher/Ferrari procession when I piped up.

“Dindo, did you damage the car today, during Qualifying?”

“What do you mean, damage?” said the completely innocent Italian, butter would not melt, his eyes showing the hurt he just endured when such an outrageous suggestion had been aired.

“When you hit the chicane and scattered the poles”

“No, no that was not me”

“Well, how do you explain this?”

I flicked the back of the camera to show cart wheeling poles from the chicane that Dindo had driven over. It was a magic show, that Michele had been keenly observing as Dindo squirmed, his mistake now public.

Michele seized the moment, grabbed the camera and got all the Audi crew to see the evidence of his friend’s indiscretion. I recall it cost Dindo a round of drinks. From that point on Michele and I got on like a house on fire.

2001 ALMS Texas

Another new car making its début in Texas was the Callaway C-12 R, it was a handsome beast even if the results never reflected the potential.

2001 ALMS Texas

In real terms the race was largely settled before it began, the Pirro/Biela R8 had its pole position time disallowed as their Audi’s rear diffuser was 2mm higher than the rules allowed, so they would start at the back of the field. Dindo Capello led away at the Green Flag, he was joined in the Audi for 2001 by Tom Kristensen as Allan McNish had jumped ship to Toyota in preparation for their 2002 Formula One campaign.

2001 ALMS Texas

Most cars start slowly and develop but the LMP07 went the other way. The race at Texas was the only time that it looked like a winner, a late race stop for fuel denying a début win for Brabham and Magnussen, thereafter it was a dog. The team dropped the car after Le Mans, reverting to the trusty LMP1, a decision justified with victories at Portland and Mid-Ohio.

2001 ALMS Texas

Kelly Collins had a massive crash in the factory Corvette after a puncture, he was lucky to walk away after the heavy impact. The guys at Pratt & Miller faced some sleepless nights to get a new car built up for Sebring less than a fortnight later.

2001 ALMS Texas

GT was the property of Alex Job Racing with the paring of Lucas Luhr and Sascha Maassen overcoming the BMW challenge.

2001 ALMS Texas

Tom Kristensen brought his R8 home for yet another Audi 1-2 and the Panoz was third. Once more the crowds stayed away in droves missing another good battle and a tight finish. Plans to run again at Charlotte late in 2001 were quietly dropped and that was the end of the Roval experiment. And yet the ALMS had not finished with stadiums as we shall see in Part Four.

2014 Nurburgring 24

What went wrong? Why did ‘Takin’ It to the Streets’ not work? I can offer some thoughts………….

Simply that sportscar races held on these hybrid tracks were artificial, driven by TV and marketing demographics, planned by those who had little feel for what they were doing. We would all show up with the “Hey another day at the office attitude” and none of the anticipation that the mention of Le Mans or Nordschleife or Spa brings. Sportscar fans are usually amongst the sharper knives in the block and even the dumber ones could sense that this was ersatz racing, endurance lite and avoided it like the plague. If the real fans did not care why should casual spectators spend their time and money?

2002 ALMS Miami

This failure and the failure of street events such as Miami and Washington (for different reasons) pose a question. Is there a future for sportscars given the need to increase attendances to get greater coverage, to get more sponsorship $$$, to get greater coverage? Or should we just give up and admit that F1 and NASCAR have sucked the life out of the sport below their Augean stables? Perhaps the answer lies with a different question. Instead of chasing new markets should we not just consolidate our existing strengths and concentrate on improving the show……….sort of “Build it and they will come” philosophy?

Blonds Have More Fun

Blonds Have More Fun

Well the numbers that attend Le Mans and the other classics attest to the popularity of the endurance form of racing……sometimes. There are many who would no more stop breathing than fail to turn up at their favourite event be it La Sarthe or Sebring; these folks would no more go to a Grand Prix or Daytona 500 than fly to the moon. Some of the more extreme cases plot their trips throughout the year and there are many websites run by the fans for the fans. Even the absence of a historical lineage is no obstacle to success as the instant classic status of Petit Le Mans proves.

Derek Pye

Derek Pye

Maybe that is it, in this age of hundreds of cable channels, the internet and all day drinking hours, for us to get off our backsides and go to a race meeting without the incentive of making a buck, requires that the venue/event has a sense of occasion, a promise of a place in history ……….most of us Sartheophiles reference our personal index of the years by the who-what-why of 24 hours between 3.00 pm on two days in June. I suspect the same is true of the guys on Sebring’s Turn 10, even for the most part, like the 60’s, if you can remember it you weren’t there.

2000 ALMS Laguna Seca

Our fables are not of dragons and wizards but of Ickx in 1969 or 1977 or Andretti in 1970 or of Pedro and Seppi just about all the time. In an age when almost everything is pyrite to find the genuine article is exciting and precious, so seeing a McNish or a Lotterer on a charge is the real deal but only given the right setting.
It would seem that the best hope for the healthy future is to learn from the past, successes as well as failures and go for fewer “classic” events at the remaining few real tracks. Quality over quantity……..F1 and NASCAR are on the opposite course, so that’s proof enough for me.

 

LMES…….this could be the start of a beautiful friendship.

John Brooks December 2004

Excuse some of those conclusions, hindsight is a wonderful thing or a complete embarrassment. The answer would appear to be the FIA World Endurance Championship……………..

More in the final part.

John Brooks, December 2014

 

Going Round and Round – Part Two

2000 ALMS Charlotte

The landscape of the American Le Mans Series had changed significantly for the 2000 season with the arrival of Audi and their second endurance sports car, the R8. This would blossom over the next six seasons to become one of the all time great race cars. The lessons of the shortcomings of the R8R had been absorbed so the R8 handled well, had good downforce and was quick in a straight line.

2000 ALMS Charlotte

However it would not be a push over for the newcomers as both BMW and Panoz had well proven teams and cars. In reality both were at a disadvantage with compromises that they had to make to conform to the new aerodynamic regulations introduced in the wake of the Mercedes-Benz’ flying accidents at Le Mans in 1999. In addition to that BMW stopped development on the V12 LMR before the season commenced and began focusing their attention on their upcoming return to Formula One.

2000 ALMS Charlotte

When the calendar was announced it contained three more visits to Oval Land……. the stadiums at Charlotte and Texas would join Las Vegas on the trail.

2000 ALMS Charlotte

The first of these races was to be Charlotte in the heartland of NASCAR territory. The second round of the ALMS would be a tough event to sell to the Good ‘Ole Boys but the circuit itself was pretty good, a quick infield section with elevation changes, up to Daytona International Speedway standards other than the section taking the infield track back onto the banking at turn one and a silly chicane on the back straight.

2000 ALMS Charlotte

The transition from infield to the banking caught out a few during the weekend, one of the first being Allan McNish in the Audi R8R, in the penultimate appearance of that car. The new R8 had crushed the opposition in the first round at Sebring but it was being kept in reserve for the Le Mans 24 Hours, so McNish had to push to the limit in the old car which he shared with Dindo Capello and Michele Alboreto. Spinning the Audi was bad enough but then seeing a grinning photographer with his 500mm lens lined up to record the indiscretion made things seem even worse.

2000 ALMS Charlotte

Once we were all back in the paddock the Wee Scot forced a rueful smile when he confirmed that the wanker he had spotted with the camera was indeed yours truly, his description, not mine.

2000 ALMS Charlotte

Charlotte marked the low point the Audi campaign in 2000, the R8R was just about able to run with the Rafanelli Lola but not BMW or Panoz. These two teams would battle along in the race with the #42 BMW V12 LMR just shading the #1 Panoz LMP-1 Roadster S.

2000 ALMS Charlotte

Charly Lamm’s boys just about out fumbled the Panoz guys in the pits and in traffic but the result could have gone either way. JJ was pleased though…………….

2000 ALMS Charlotte

Brabham and Magnussen were just eight seconds down on the BMW lead car when the flag dropped with the Rafanelli Lola picking up the final spot on the podium.

2000 ALMS Charlotte

The Audi of Emanuele Pirro and Frank Biela could only manage sixth place, the return of the R8 to the ALMS could not come soon enough.

2000 ALMS Charlotte

GTS was reduced to a Viper parade, as Corvette kept their powder dry in anticipation of their first trip to Le Mans for the Test Day later that month.

2000 ALMS Charlotte

The only opposition was a pair of venerable GT2 Porsches which were a long way off the pace, though troubles for #92 Viper meant that Zak Brown and Vic Rice Roock Racing 911 bagged runner up spot to Olivier Beretta and Karl Wendlinger.

2000 ALMS Charlotte

The GT class had been invaded in 2000 by a horde of the new 911 GT3-Rs , nine examples of which were at Charlotte. Their début earlier in the season at the Rolex 24 had been marred by a series of engine failures, I looked at that race earlier HERE

2000 ALMS Charlotte

They were opposed by two PTG BMWs, the E36 version almost pulling off a shock win after the Dick Barbour Racing ‘werks’ 911’s both hit problems early in the race.

2000 ALMS Charlotte

Eventually the Bob Wollek/Sascha Maassen 911 recovered to take victory for Stuttgart rather than Munich.

2000 ALMS Charlotte

The crowd numbered in the hundreds rather than Nevada’s tens but in the confines of the huge auditorium designed to take the huddled masses of NASCAR fans this looked pathetic, a problem experienced at all of the Ovals visited. Signs warning “NO THROWING, You will be Removed” stencilled onto the wall were not required………apparently it is a local sport to lob fast food and the like at passing cops, photographers etc., during quiet periods on the track……..a sort of Agincourt Experience with half chewed wings ‘n B-B-Q sauce rather than arrows……..no one much cared about the few clueless photographers like myself stumbling around in search of inspiration, we remained largely safe, a danger only to ourselves.

2000 ALMS Texas

If Charlotte had been pleasant enough on April Fools’ Day then the furnace conditions encountered at Texas Motor Speedway in early September were not. Whoever signed up the circus to perform in this part of the world at the beginning of September kept a low profile during the weekend, if discovered he, she or it would have been lynched.

2000 ALMS Texas

Those of us compelled to work outside in temperatures of 110F looked like extras from Lawrence of Arabia and as for the poor sods driving front-engined, closed cockpit crucibles such as the Viper and Corvette, words fail to describe the heroics required of the drivers just to last the race.

2000 ALMS Texas

In recognition of the insanity of trying to run in the noon sunshine the race was timed to start at dusk…….about 2 degrees cooler………naturally not all Texans are mad despite what you may read and they stayed away in droves…….the rest of us were not so fortunate.

2000 ALMS Texas

The grid lined up for what seemed forever, certain drivers getting dehydrated as the various pre-race ceremonies dragged on. One problem for the photographers was actually finding anywhere accessible during the race to shoot the cars, hence taking to the stadium’s roof.

2000 ALMS Texas

The Audi R8 duo had the rest of the pack under control with McNish and Capello in search of a third win on the trot in the second part of the ALMS season.

2000 ALMS Texas

BMW had managed to paper over the cracks in their operation but Texas would see their first failure to grab a podium place since their appearance in North America at the 1999 Sebring 12 Hours.

2000 ALMS Texas

Even Jörg’s new hair style could not improve things.

2000 ALMS Texas

The challenge to the Audis was led by the #1 Panoz crew who were a lap down by the end of the race, a podium was their reward. No one had an answer to the R8.

2000 ALMS Texas

Lehto and Müller’s title aspirations were given a slight boost when the Schnitzer team ordered their sister car to crawl to the finish, letting #42 into a distant fourth.

2000 ALMS Texas

There were celebrations in the Pratt & Miller pit as the Corvette of Ron Fellows and Andy Pilgrim took the first win in the ALMS against the Vipers. One of the ORECA cars ran out of fuel, the other had a malfunctioning cooling system which cooked Wendlinger in the first stint.

2000 ALMS Texas

Similar stories were found in the GT class, I recall Rohan Skea staggering out of his Porsche after a single stint in a very bad way and being taken straight to Medical Centre. Most teams had personnel in and out of the doctors’ care, it was an extremely unpleasant place to be working at.

2000 ALMS Texas

The race went to Pirro/Biela in spite of the superior pace of the McNish/Capello R8. Two yellow flag periods taking over a minute’s lead from the #77 car, then a problem with the radio meant a mix up with the final pit stop, it was that kind of a race. Most of us could not get away from the place quick enough and there were no spectators to impede our exit.

2000 ALMS Las Vegas

Two months and three races later we returned to Las Vegas Motor Speedway to continue the lacklustre pattern of holding ALMS events at this kind of venue………..as usual the on track stuff was OK but there was little or no interest locally and few in the way of spectators to be seen. Even the promise of the Steve Soper Experience could not tempt the punters away from the tables and slots.

2000 ALMS Las Vegas

Actually some off track action WAS exciting as nearby Nellis Air Force Base played host to all kinds of foreign exotic warplanes on some sort of Top Gun event. The pilots, being gearheads, would circle low over the stadium on their final approach to the base, giving us something new to argue about. Those who had been to Vegas before had scant enthusiasm for the place, a little of that town goes a long way.

2000 ALMS Las Vegas

Even Morse getting me the loan of a Lincoln TownCar – Cartier Edition of course, with white-walled tires, gold stripes and blacked out windows could not lift the mood that we were all in the wrong place.

2000 ALMS Las Vegas

It did however piss off David Price, who wondered how a low life like me got to ride around like a Rap Star or Vegas pimp, and he had to put up with some anonymous Camry, he grumbled to anyone who would listen………… P. Diddy Brooks anyone?

2000 ALMS Las Vegas

The event was the penultimate round of the series in 2000, there being a race scheduled in Adelaide on 31st December but Las Vegas still had an end of term feel with a few new entries joining in and some familiar faces about to leave. Tom Coronel impressing in Carsport Holland Viper he shared with Mike Hezemans.

2000 ALMS Las Vegas

The BMW V12 LMR was making its final appearance as there was no desire from Munich to go Down Under. The car, a collaboration with Williams Grand Prix, had a great racing record over two seasons, victory at Le Mans and six ALMS wins, including Sebring. Quality. Regrettably it also brought down the curtain on the sonorous BMW V12 engine which aurally entertained those track-side since 1995. For 2001 BMW would be running M3s in the GT class.

2000 ALMS Las Vegas

Another great combination that was making its final ALMS appearance in North America was ORECA and the Dodge Viper GTS-R. After five seasons the French team was headed into the ranks of prototype racing with a Dallara chassis and MOPAR power. The list of the Viper’s successes is almost to long to contemplate.

2000 ALMS Las Vegas

Reflecting the improvement in the Panoz’ performance as the season progressed Magnussen jumped McNish and Biela at the start of what would be a chaotic and incident packed race.

2000 ALMS Las Vegas

McNish restored the normal order of things but then the bumping and boring began…………..

2000 ALMS Las Vegas

Both Panoz entries were in the wars as was Müller’s BMW and Capello in the #77 R8, there were several incidents.

2000 ALMS Las Vegas

The upshot was a fortunate victory for #78 who had been largely off the pace, especially Biela, but you take the wins as they come.

2000 ALMS Las Vegas

As was the custom that year GTS honours went to the Viper of Beretta and Wendlinger with the GT class win going to the Dick Barbour Racing Porsche 911 GT3-R of Bob Wollek and Sascha Maassen. It was their fifth win of the year and would be Wollek’s final victory of his career, as he would be killed in a pointless road accident the following March while out cycling near Sebring. I have written about the mercurial Frenchman HERE HERE and HERE .

Another Roval, another failure to bring in the spectators, even someone with Don Panoz’ deep pockets would have to consider how long this strategy would be tried.

2001 would provide the answer and that is the topic for Part Three.

John Brooks, December 2014

 

They call me MISTER Sebring

2001 12 Hours of Sebring

Tom Kristensen has been at the head of the endurance racing grid for the past 15 years, since he burst on to the scene by winning the Le Mans 24 Hours at his first attempt in 1997. That famous victory in the Joest Porsche led to a factory drive with BMW the following year and that led the Dane to Sebring in 1999. Tom has gone on to score a record further seven wins at La Sarthe and to many he is known as ‘Mister Le Mans’. However a good proportion of the temporary population of Highlands County each March would claim that another nickname would be more appropriate, Mister Sebring. So why is that so? Let’s find out what Tom thinks himself.

Recently I caught up with Tom and discussed with him his experiences at America’s greatest sportscar race.

1999 12 Hours of Sebring

JB: 1999, your first time at the 12 Hours of Sebring what do you recall?

1999 12 Hours of Sebring

TK: My first race was with BMW in 1999, with Jörg and JJ. We had tested at Homestead the week before to prepare our new car, primarily for Le Mans but also for Sebring. We had a problem with differentials, we did not have enough spares, and I know that BMW were not very keen to race at Sebring. However the team at Williams Grand Prix, who had designed and built the car, particularly John Russell, pushed very hard to go on as planned. In fact we had some new differentials flown in as late as Thursday as all we had were the units that were actually in the cars.

1999 12 Hours of Sebring

Then we got to the race and it was certainly an eye opener for me to drive on the historic circuit. I remember that there were quite a lot of Yellow Flags, a lot of cars had problems and went off. I recall that the whole section of the track from Turn Ten to Turn Fourteen was full of sand towards the end of the race. Of course James Weaver was pushing very hard, he is a guy who never gives up and really put pressure on me. I drove the last stint to finish the race and we scored the début win of the BMW V12 LMR, which was a big step forward from the previous car. So that then became a trend for the manufacturers to go to Sebring both to race and test in preparation for Le Mans. One thing I do remember about 1999, we were waiting I think for the arrival of the spare differentials and we went with a certain photographer, I guess it was Regis, I’m not sure*, out to meet the fans and especially to Turn Ten. They are true fans of life and true fans of Sebring, it was nice to receive such a fantastic welcome. I always try to wave to the crowd there, either under a yellow flag period or on my in lap, to show my appreciation of Turn Ten.

JB: Then we move on to 2000, and your first race with Audi…………….

2000 12 Hours of Sebring

TK: In December 1999 I was at Sebring again driving an Audi, it was an interim car between the ‘99 car, the R8R and the R8, which went on to be so successful. The interim car had the rear end of the R8.

JB: One thing that I remember from 2000 was during one of the practice sessions you burying the R8 into the tyres at Turn Three, do you recall that?

2000 12 Hours of Sebring

No, that happened in Qualifying. It was the first lap in Qualifying and I locked up avoiding another car that had just come out of the pits and I went in heavily to the barriers under the foam sacks. Of course Dr. Ullrich was standing at that corner, he saw everything and jumped over the fence to help shift the sacks off the car. At that time I was on the radio to the pits to say that I have just had a small off, and of course Dr. Ullrich had the headset on and could hear this while pulling the foam away. It is not the perfect situation when it is your boss trying to dig you out and you are trying explain that it was only a small off…………

JB: Still despite the red face the race turned out OK and it was a great win for Audi, their first at Sebring and the first for the R8.

2000 12 Hours of Sebring

TK: Audi had learnt a lot from their first race there the year before, Sebring nails down any challenges or issues that you have with the car. Of course Joest and Audi are particularly good at dealing with such issues and the information and feedback that you get from Sebring is so valuable, there are five or six different types of tarmac around the track and that gives car and driver a rough time.

2001 12 Hours of Sebring

JB: In 2001 there was a rain affected race, and your team mates Dindo, Laurent and Michele just managed to beat you in a close finish.

2001 12 Hours of Sebring

TK: Actually I was very disappointed that time, we had a great race and it seemed that Dindo and I were often on track against each other. I remember that we were actually leading but in the crucial time of the race, I came into the pits too fast so got a Stop and Go Penalty which dropped me behind Dindo and, despite pushing very hard, I could not catch him before the end of the race. Yes it was a disappointment because it was solely down to me.

2001 12 Hours of Sebring

JB: It was Michele’s last victory.

2001 12 Hours of Sebring

TK: Yes, and it was certainly deserved and in that sense it is much better to look back at the race with that fact in mind.

JB: 2002 was a completely different race because the heat was extreme there was a problem with the car and the steering rack needed changing during the race. Of course once you lose a chunk of time in the pits your race is effectively done, especially competing against another R8.

2002 12 Hours of Sebring

TK: No you cannot come back from that much lost time, we had the issue with the steering which I had never experienced before or since and when you need to change something like that all your plans are out the window. We had a fast car however it was not to be but Audi scored a hat trick so the race was not completely lost.

2003 12 Hours of Sebring

JB: In 2003 you joined the ranks of the Bentley Boys.

TK: Yes, I remember that the Bentley was a hot car, certainly after the R8. The car ran really well but we had the issue of being put to the back of the grid after Qualifying and this definitely compromised our race. I think we had only one problem and that was with the brakes, we had to be very careful towards the end of the race. We were very focussed on winning Le Mans, and Sebring was an important part of that. We had a very good debrief after the race. The Bentley was very different to the philosophy of the Audi R8. We had an Audi engine so we were safe on that side, and for the guys working on the car the Sebring race helped the team to gel. Racing at Sebring was crucial to our Le Mans’ victory. Getting both cars to the finish at the 12 Hours was really important to us in the context of our whole programme.

JB: 2004, how could they do this to us? No Tom Kristensen at Sebring?

2002 12 Hours of Sebring

TK: Well 2004 was the year I started in DTM as that was the only factory programme for Audi that year. Dr. Ullrich offered me the opportunity to join the Audi DTM effort and I then raced in that for several years, really enjoying it. In all the years I was in DTM I just joined the endurance races like Sebring and Le Mans, keeping in touch with that side of the sport.

2005 12 Hours of Sebring

JB: 2005 you joined Champion Racing for Sebring, and Le Mans. You shared the driving with JJ Lehto and Marco Werner. You had a big fight with Allan in the other Champion car in the last stint, you always seem to get the last stint at Sebring.

TK: It was a good race between the Champion cars, all the way to the flag it was very close, the result all depended on how we played our cards. We were out of sync in terms of tyres and fuel strategies and I remember that when I was on new tyres I had to make a gap to make sure that when Allan had new tyres that he did not get too close. So the gap moved around a little especially in the last three stints. It was vital that when you left the pits on cold tyres, in particular on the penultimate stop, there was just enough grip to keep Allan back and he did not pass me. I was then on new tyres and could keep him behind and created just enough margin that when he got his last set of new tyres he was still just behind. I think it was the closest ever finish at Sebring.

2005 12 Hours of Sebring

I still have the video from Speed TV and on the last lap Allan and I were still racing hard, so as we get to the back (Ulmann) straight, I got on the radio and asked if they wanted to stage a photo finish. Brad Kettler who was engineering our car, started yelling back, “No, No, No! Keep the pedal down. Keep the pedal down” Of course I did not realise that this was going out live, and the Speed TV commentators were really laughing at this exchange. I still have the recording.

12h-Rennen Sebring (USA) 2006

JB: So then the 2006 race, the début of the diesel powered R10.

TK: Yes, that was amazing, it was a big step forward for both Audi and motorsport, very important. It made the front page of the newspapers in many places. The day after the race I had Ulrich Baretzky the engine designer, as one of my passengers on the way to Miami, he was a very proud man that day and rightly so. The R10 TDI had a big engine, which meant that there were compromises in how the car was configured and also in the way that you drove it. Now we have a very lightweight engine in the car but back then the V12 was much bigger and heavier. The R10 TDI was a very sophisticated car, with the very latest technology and it won its first race and that was at Sebring.

2007 Sebring 12 Hours

JB: On to 2007 and there were a couple of things that went wrong as I recall. The rear suspension needed changing……………

TK: I’m not sure I completely remember, I think we had to go behind the wall, so we lost time and that was that. It was one of those times that Sebring gets the better of you.

ALMS 01 - Sebring (USA) 2008

JB: 2008 and another difficult race, as Dr. Ullrich said at the time, the team had more problems in this one race than they would normally encounter in a whole season. Brake disks were a particular problem.

TK: Well we were trying very hard, racing against the Peugeots and maybe we went a little bit in the wrong direction. That being said, the problems that we had at Sebring and how we fixed them were the basis of our win at Le Mans that year. The performance in Florida really hurt us and made us really push to the maximum to get our pride back in France. Some people consider the 2008 Le Mans to have been the best or one of the best ever, perhaps, but the determination after Sebring, in Joest, in Audi, in the drivers, everyone, was really strong. We knew that Peugeot had a faster car, but we had a car that we could race, and we thought that if we performed to the maximum we could beat them. We believed in winning when others did not, the Truth in 24 movie shows that pretty well.

2009 Sebring 12 Hours

JB: 2009 another new car, the R15 TDI, and another début victory, now win number five, up against Peugeot again.

TK: The R15 TDI right on the limit was delicate, so to keep it in the performance window was always interesting at a circuit like Sebring, a real challenge for engineers and drivers, so I feel that our victory was hard earned and well deserved. It was certainly not an easy win.

2009 Sebring 12 Hours

JB: The following year the updated car, the R15+ was not ready in time for the race itself though you did go testing later.

TK: I would not have been in the race, as I had injured my Achilles tendon and was in recovery mode.

2007 Sebring 12 Hours

JB: 2011, things were going well in the race, a big battle with the Peugeots and then Dindo was hit by Gene while racing.

TK: That was in Turn 17, which is very fast and that was our race done. It was a shame because we looking in good shape. But if I recall all the factory cars hit problems and the Oreca car took the win.

2012 12 Hours of Sebring

JB: In 2012 the Peugeots had gone as a result of financial problems, but on the positive side Sebring was the first round of the new FIA World Endurance Championship and it was Sebring’s 60th birthday and you managed to add to your list of wins.

2012 12 Hours of Sebring

TK: Last year was another great race and an important one, being the first round of the FIA World Endurance Championship. It brought together, the ACO, IMSA and the FIA. It was an honour to have won the 60th race, and it was a really big battle with our two other Audis. It made up in a way for my mistake on the 50th anniversary race. I said to Dindo on the podium, “Congratulations on your fifth victory, now you have caught me”…………then the penny dropped and he called me something rude. Of course now Dindo is retired but he will be in Sebring, as Allan and I always get him to pay for the espressos in the morning at Starbucks………………..

2012 12 Hours of Sebring

JB: If someone says to you “Sebring 12 Hours”, what do you think of? Why do you think the race is so special?

TK: It is unique, even the journey from Miami through small towns of central Florida is very different from Europe, you are approaching the tradition and history that is this 12 Hour race. Famous names like Fangio and Moss were part of this rich history and then later Andretti and Ickx, all the great names of the sport have been to Sebring. So if I speak to any of these guys I can relate to their career as the track is basically the same layout as when it started. That is really cool, it is the Paris-Roubaix of motorsport, the famous traditional cycle race. To get the best set up for the track is difficult and you really need to get on it as a driver, you have to conquer the corners every lap. You have to be aggressive but at the same time be very aware, alert for traffic. 2012 was the hardest race in terms of traffic that I have experienced, as there were more than 60 cars on the grid. So you feel like you are overtaking cars every 50 metres, you are constantly overtaking. There is not much space and if you put the car even a few centimetres off line you can hit a bump which is much harder than you expect and then you are in trouble.

JB: You have mentioned the Sebring fans…………..

2009 Sebring 12 Hours

TK: The Sebring fans are fantastic, the enthusiasm they show is just like Le Mans but it is also different. Sebring has the American way and that is really cool. Another place where the fans are on the same level is the Goodwood Revival. The fans at all these events are genuine and they are there to watch the race but most importantly they are there to have a good time. They wake up in the morning and say to themselves “Hey I’m going to have a good time today” and the atmosphere where everyone feels like that is fantastic. You are in the right place at the right time. Sebring makes me feel that it is THE place to go to every March and I am very happy that Audi asked me to go again as it looks like it might be the last time that Audi and LM P1 will compete there.

JB: Briefly what would you say your best and worst moments at Sebring were?

TK: It is difficult to choose but I suppose that my first race which showed me that the 12 Hours of Sebring is very different from any other race. Then the victory last year was very special. The second place in 2002 was difficult because I knew right after the Chequered Flag that the defeat was down to me, I was the one who was speeding in the pit lane and that was a very hard defeat to take. But on the other hand it was Michele’s last win and that makes it easy to get over.

* It was me………………..

John Brooks, March 2013

Missing In Action

2000 Le Mans 24

In an outburst of the festive spirit the ACO have launched a competition to mark the 90th Anniversary of the race, assuming that we get to next June that is. Three cars have been selected for each decade that the race has been run and the public is encouraged to vote for one from each set and in return there are some big prizes.

2001 Le Mans 24

The competition can be accessed HERE

2002 24 Hours of Le Mans

However a quick glance at the contenders raises a few questions. Why the Porsche 908 that failed in both 1968 and 1969? Why the Renault Alpine A442 or Rondeau M379 instead of the three time winner (and twice second) Porsche 936? No hint of a Tricolour being waved then.

2004 24 Hours of Le Mans

The same logic is at work when the Peugeot 908 is included but not the Audi R8, a five time winner and arguably one of the greatest endurance racers of them all.

2005 24 Hours of Le Mans

Sacre Bleu! And including the Delta Wing…………..bandwagons and jumping methinks. Still it is the Season of Goodwill to all Men and the prizes are well worth having, just salivate to the top one.

Winner: prizes with a value of 3 570 Euros
Two pitwalk passes for the 2013 Le Mans 24 Hours plus the complete collection of the Le Mans 24-Hours Yearbooks from 1978 to 2012 plus the book of the Le Mans 24 Hours 1961-1973, as well as the 2-volume set celebrating the centenary of the ACO, and two invitations for the exhibition whose theme will be the winning cars.

I have the Yearbooks, well all bar 1983, and can attest to them being an essential part of any Le Mans fan’s library. So enter and hopefully enjoy. Just thought I would remind folks of the R8’s record at La Sarthe.

John Brooks, December 2012

All the Sizes, All the Colours

2003 FIA SCC Spa

2003 saw the end of the road for the FIA SCC, whose competitors were affectionately known as Mango’s Barmy Army.  Numbers on the grid dwindled and even John Mangoletsi himself was no longer on the scene. Stéphane Ratel and Patrick Peter joined forces with Martin Birrane and David Kennedy in an effort to breath some life into the Championship but matters were beyond all help. The bright light on the horizon was the prospect of the quartet joining the ACO to create the Le Mans Series, the first step on the road to a proper World Endurance Championship.

2003 FIA SCC Spa

The penultimate round of the FIA SCC was held on the majestic Spa Francorchamps circuit, a truly cunning plan was hatched to increase numbers, step forward the British GT Championship. So 24 GTs were added to the 11 prototypes to give the grid a fig leaf of numerical respectability. Of course SRO’s definition of a GT was typically elastic, so there was both a VW Golf GTI and Renault Clio V6 in the mix, seen here interfacing with Jan Lammers in the Dome and Tom Kristensen in the Audi R8. Utterly bizarre and thankfully not repeated.

John Brooks, December 2012