Tag Archives: Chrysler Viper GTS-R

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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

Snakes in the Grass?

2000 Le Mans 24

Rumbles from several sources suggest that one of the big surprises that will form part of the announcement revealing the list of invitations to compete in the 2013 Le Mans 24 Hours will be the inclusion of a brace of SRT Vipers. Those blessed with a good memory will recall a hat trick of Viper victories around the turn of the century, so this is a welcome return, but they will have a lot to live up to. Olivier Beretta is seen here celebrating his triumph in 2000.

John Brooks, February 2013

Full of Eastern Promise

The attention of the endurance sportscar world  has been rightly focused out East this weekend, to the majestic Fuji Speedway, nestling in the shadow of Mount Fuji. My mind drifts back to the last century and the previous FIA sportscar race in Japan, the enticingly titled Pokka Sweat 1000 Kilometres.

Sweat was indeed much in evidence during that event, run in baking hot conditions with nasty August in Japan humidity, a photographer’s lot was not a happy one. Another whose lot was less than joyous during that era was Porsche AG, as the AMG Mercedes steamroller beat them like a gong for the whole of the 1998 FIA GT Championship. Suzuka was no exception and the lead CLK LM, with favoured son Bernd Schneider and his side kick Mark Webber in the cockpit, won easily by two laps.

The AMG pair were aided in this convincing victory by the blunder in the early part of the race by one of their team mates, Ricardo Zonta. Zonta was duelling for second spot with the Porsche 911 GT1 98 of Allan McNish (who else?) and used one of the GT2 Porsches driven by Claudia Hürtgen to assist with late braking, the result when the dust cleared was that all three cars were beached in the gravel trap. To add insult to injury the marshals got Zonta on his way first, leaving an incandescent McNish to wait his turn. The race was over as a contest, barring misfortunes for #1 AMG.

The incident cost the Porsches a couple of laps and Zonta later received a drive through penalty for his misjudgement, though this did nothing to restore the time lost by McNish.

While the Wee Scot was matching Schneider’s lap times before the incident it required something of a leap of faith to imagine that this could be maintained by Yannick Dalmas and Stéphane Ortelli over the 1000 kilometres. In the end the lead Porsche finished a lap down on the #2 Merc to grab the final step on the podium.

The second entry from Weissach suffered a number of misfortunes that first blunted, then eventually ended their challenge for the podium. Mid-race Bob Wollek had contact with a slower car in the chicane and drove the short distance into the pits against the flow of traffic to check the damage. As I wrote at the time, this eccentric piece of driving incurred the ire of the Stewards who awarded him a three minute Stop and Go penalty. That observation incurred the ire of “Brilliant Bob” when he later read it and he threatened the magazine with legal action, even by his standards he was especially touchy that summer.
Jörg Müller finished the day for #8, when once again there was contact with another car in the final chicane. This time it was Geoff Lees in Thomas Bscher’s McLaren F1 GTR who was hit by the Porsche, both crews enjoyed an early bath, Nul Points Reykjavik.

The rest of the GT1 field had a pretty nondescript afternoon, the Persson Mercedes CLK GTR pair showing their 1997 pedigree, finished 4th and 7th, while the singleton DAMS Panoz thundered round to 5th. The Zakspeed Porsche 911 GT1 98 duo could only manage 6th and 8th.

The GT1 category had a fin de siècle feel in the heat and humidity of Japan that year, exaggerated by the rumours that the FIA GT Championship, 1999 style, would be for GT2 cars only. Having invested heavily in this form of competition, Mercedes Benz were keen to go racing somewhere other than Le Mans in the following season. A month or two later we were all dragooned into a press conference in beautiful downtown Miami-Homestead Speedway. Stéphane Ratel was at his charismatic and visionary best, revealing the proposed FIA International Prototype Championship that would pit Mercedes against Porsche and possibly Toyota, Nissan and Audi. The factory contingent would be padded out by a motley crew of GT1/GT2 survivors and prototype inductees who would be press ganged in from the newly formed International Sports Racing Series. The problem was that there were not enough of the true believers, heretics and cynics were found at every turn.

Mango’s Barmy Army in the ISRS may have earned their title many times over, but even daft as they were, they would not fancy a regular drubbing from the Silver Arrows, no matter how good or guaranteed the start money was. Look at how AMG annhilated the Porsche Werks effort in ’98, the score ended up at 10-0 in Stuttgart’s favour. Porsche’s Le Mans prototype project was about to be  killed off by Dr. Wendelin Wiedeking, the CEO, who preferred to invest the cash in Porsche’s new light truck range, the Cayenne. Those of us with true grit gave him the raspberry at the time but he had the last laugh when the multitudes with questionable taste queued round the block to pay full price for this odd vision of a Porsche. PT Barnum really knew what he was talking about. Toyota had another cunning plan in mind in their quest to spend riches of Croesus on mediocre motorsport, go to Formula One. Nissan fired TWR after Le Mans 1998 and then realised that they were bust in all but name, so motorsport went out the window. Audi were in no hurry to tangle with their German rivals, reasoning that they had much to learn about the sport of driving long distances fast. So the IPC was a dead duck almost from the start and then the newly formed ALMS became the potential target for AMG and Mercedes. The aviation disasters at La Sarthe the following June extinguished that dream.

All of which meant that the GT2 battle was under increased scrutiny, as this was our probable future. The contest, such as it was, had three elements Chrysler Vipers versus the factory blessed Roock Porsche 911 GT2 and Cor Euser in his fierce Marcos LM 600.

The reality was that the 911 GT2 was beyond any further significant development, the Marcos was quick with the fearless Euser at the wheel, less so when the money men were in the hot seat and the Oreca run Chryslers were an absolutely better package than anything else.

At the start Cor did his usual thing jumped into the lead, irritating the Viper pair, but it was just a matter of time and so it proved with #51 just edging out #52 to give Chrysler a 1-2. Zonta’s indiscretion stuffed the lead Roock 911’s race and behind that it was just a gaggle of GT2 Porsches making up the numbers.

A few locals had rocked up to excite those who enjoy diversity on the entry list. The Kunimitsu Takahashi Honda NSX-S was actually faster than the Vipers in Qualifying, a result, no doubt, of a collaboration with Dome, but the engine blew early in the race.

The other respectable performance, speed-wise, from the Japanese contingent was the Toyota Supra LM that was also quicker over one lap than the Oreca entries, but it struggled to make an impact during the race.

In the end home grown honours were taken by a rather plodding Nissan Sylvia.

From the adrenaline climb that GT Racing had enjoyed from 1995 to 1997, the 1998 season was flat and rather expensive. It could not continue, especially as no one was keen to take on AMG Mercedes, and the North American market was about to offer exciting opportunities, the first Petit Le Mans was just round the corner. But that, as they say, is a story for another day.

John Brooks, October 2012

 

 

 

 

A New Dawn?

When considering the merger/buyout of ALMS by NASCAR folks tend to dismiss the idea of Grand-Am having any dealings with factory teams.

Well cast your mind back to the beginning, the 2000 Rolex 24 and the first race for the new sanctioning body. Full factory efforts from Dodge, Corvette and Cadillac………..

John Brooks, September 2012

A Racetrack in France………….

Simply Red

Another look back on Memory Lane, this time to the summer of 2000. Olivier Beretta celebrates victory in LM GTS at Le Mans. It was the high water mark for the Oreca Viper campaign, a third class win at La Sarthe, to go with an outright triumph that year at the Rolex 24. The Corvettes were coming and they would not be denied much longer.

Two great teams, two great cars, one great contest.

John Brooks, December 2011