Tag Archives: Emanuele Pirro

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Docklands Delights

February arrives and brings with it the promise of a new auto season, both on and off the race tracks and concours halls. The Rétromobile in Paris is an annual high point but now here in London we have a show worthy of comparison, if one accepts that it is still in a developmental stage. I am, of course, referring to the London Classic Car Show, now in its third year and double the size of the original.

Right from the start the show had some good ideas, taking advantage of the space available they created the Grand Avenue so that the attendees could see the exotic collection of cars actually in motion and experience the physicality and noise of racing engines, we’re all kids at heart, especially when encountering a V12 Matra……….

Another feature that is very popular with attendees is Car Club Square. I am firmly of the opinion that any classic show should encourage the car clubs who are the foundation of our thriving classic scene.

Where there are classic cars to be found, there will be dealers and they too provide an important element of the show, bringing their stock for out appreciation and hopefully, for them, our custom.

 

There are some enhancements for 2017, notably the addition of the Historic Motorsport International, backed by the Historic Sports Car Club. This gives a new dimension to the show and will greatly broaden the range and variety of cars on hand.

Celebrating their 50th anniversary in 2017 is the Beaulieu Autojumble and there will be a pop-up version at the LCCS on the Saturday and Sunday to give those of us less well heeled folk something to afford.

 

2017 will see a number of features specially aimed at enthusiasts. 70 years of Ferrari will be celebrated with a display reflecting the glory of the brand specially put together by Joe Macari, former Le Mans racer and one of London’s leading specialists on high performance cars.

Half a century has passed since the introduction of the Cosworth DFV, the engine that changed Formula One out of all recognition. At Zandvoort in June 1967 Jim Clark took a dominant victory in his Lotus 49, the first of 155 Grand Prix in the following 17 seasons. So a tribute to Keith Duckworth and Mike Costin’s stroke of genius is most appropriate and to illustrate the scope of the engine’s career there will be a display of cars at HMI, it is bound to be a highlight.

The opening day, Thursday 23rd February will feature a salute to one of the greatest racing drivers of them all, Jacky Ickx, who will be present as the show’s Guest of Honour.

Not only that but two of his co-drivers from his six wins at the Le Mans 24 Hours, Jürgen Barth and Derek Bell will also be present. Completing the circle of Le Mans’ giants will be five-time winner Emanuele Pirro, so if La Sarthe is your thing head on down to Docklands.

The London Classic Car Show and HMI will be held at ExCeL London, on 23-26 February, with access to both shows included in the entry price. Historic Motorsport International will open its doors at 12.00pm on Thursday 23 February, while the London Classic Car Show will burst into life at 3pm that afternoon.

Tickets to the 2017 London Classic Car Show/HMI are now available from the show website – thelondonclassiccarshow.co.uk – and start at £24 for single adult entry (£27 on the door on the day). Gala evening standard entry costs £42 or for access to the Grand Avenue Club, where the interviews take place, tickets cost £70.

 

To get a flavour of the event have a scan through Simon Hildrew’s stylish photopgraphy from 2016; go along, you will not regret it.

John Brooks, February 2017

 

 

The Legend…………Prologue Part Two

The Audi R8C was far too new to stand a chance at Le Mans even if the field had not been as packed with contenders for victory as it proved to be in 1999. There is one certainty when running in the 24 Hours at La Sarthe, if there is a weakness it will be found out. The intense test programme post Pre-Qualifying did not reap much in the way of lap time improvements and the transmission still gave much cause for concern. The project needed months not weeks of development to realise its obvious potential, the speed was good on the Mulsanne at 217mph but handling issues elsewhere meant that time was lost.

One area that Audi had employed lateral thinking to get an advantage over their competitors was the ability to change the entire transmission in next to no time on the R8R. Dry-break couplings were fitted to engine, clutch and gearbox oil cooler fluid pipes. Special tools were made to facilitate removal of the bellhousing, all of which was possible because the R8R’s rear wing was part of the tail section rather than being attached to the gearbox. During the run up to the race a practice run was undertaken and the whole rear end of transmission and rear suspension was replaced ready to get back on track in around five minutes!

Perhaps the most remarkable feature of this arrangement was that the press almost completely missed it. Even the doyens of the Le Mans’ Media Tribe, Paul Frère and Jean-Marc Teissedre, only noted the speed of the R8R transmission changes during the race but did not enquire as to how this was achieved. Perhaps they did and were fobbed off with bullshit. To be fair there was plenty of excitement going on with flying Mercs and crashing Toyotas and the BMWs. My source for this and other technical information is the excellent autobiography from Tony Southgate and he would know.

Another improvement to the transmission came with the adoption of the Mega Line pneumatic gearshift for the R8R. This system allowed the drivers to keep both hands on the steering wheel at all times, helping with cornering, and there was a dramatic reduction on the wear on the dog-rings in the gearbox, greatly improving reliability over a long distance race.

 

The 1999 edition of the Le Mans 24 Hours was something of a high water mark for the participation of manufacturer backed teams in pursuit of outright glory. No fewer than four other factories joined Audi in the hunt for victory, 15 cars in total. BMW, Mercedes-Benz, Nissan and Toyota were all serious contenders for victory, only Porsche was missing and they would not be back for a generation.

 

Pole position was grabbed by Martin Brundle in the Toyota GT-ONE, scorching round in 3:29.930, meanwhile the R8Cs were struggling, the best that #10 could manage was 20th and 3:42.155, #9 was timed at 3:45.202 which meant a further three places back on grid.

No matter what problems the Audi Sport UK were enduring they were not as bad as some others were experiencing. Eric van de Poele destroyed his Nissan early on Wednesday injuring his back seriously. The following evening Mark Webber became airborne in his Mercedes-Benz CLR, a feat he repeated during Saturday’s Warm Up, scratch two contenders from the race.

The situation on the other side of the Audi pit boxes was far more promising. The R8R pair got on quietly during Practice and Qualifying with Capello’s 3:34.891 being good enough for 9th place, Biela just half a second behind. A good result seemed within the team’s grasp, though the message came down from the Board, a podium was the minimum that would be accepted or else…………………….

I have worked for teams at Le Mans that have had problems with the car right from the start, it is a nightmare situation that can only end in pain, with no prospect of redemption or salvation, so I can sympathise with the hard working crew of Audi Sport UK. #9 was in after half an hour to have the suspension checked, then, just before 20.00, the car stopped at the entry to Les Hunaudièrs, the differential had broken, the car was the third retirement.

#10 lasted but 20 minutes before stopping to change the gearbox, a process repeated around midnight. The agony continued till 8.20 on Sunday morning when the gearbox failed again stranding Perry McCarthy out on track, ending the Le Mans’ career of the Audi R8C.

The Audi R8C was never seen again in competition, all resources were focused on developing the new 2000-spec car, the R8. However, the R8C did contribute substantially to the next Volkswagen Group endurance coupé, the Bentley Speed 8. Also designed by Peter Elleray and built at RTN, the Bentley beat the rest, including the legendary Audi R8s, to win Le Mans outright in 2003.

The other side of the Audi operation ran much more smoothly with only minor niggles afflicting #8 R8R. All the misfortune seemed to flow towards #7 which had no less than four transmission replacements but with the quick change system paid off, with each new gearbox being fitted in around five to ten minutes rather than the 50 minutes taken each time by the R8C. #8 ran strongly in the top five for most of the race, things were going to plan.

Both Audis benefited from the retirements of other contenders, the two top Toyotas each had a big accident during the night and  engine failure accounted for the Nissan. As to Mercedes-Benz, the catastrophe forecast by many happened just before 21.00 when, watched by the world on television and endlessly replayed, Peter Dumbreck’s CLR somersaulted into the trees at almost the same point where Webber had crashed on the Thursday. Mercedes-Benz has not been seen near Le Mans since nor are they expected back anytime soon.

The race had one final twist in the tale. The BMW of Lehto, Müller and Kristensen had led from almost the first hour and the trio had a cushion of three laps over their sister car. Then the roll bar broke and jammed open the throttle pitching JJ into the barriers at the Porsche Curves and out of the race. This misfortune elevated the #8 Audi to 3rd and the #7 to 4th, which, considering the situation Mercedes were enduring, was a good performance. Could they hang on?

 

The answer was yes, to the relief of the Boss Dr. Ullrich. Third place went to #8 driven by Frank Biela, Emanuele Pirro and Didier Theys, they were five laps down on the winning BMW. Fourth, some 14 laps adrift of their sister car, was #7 with Michele Alboreto, Dindo Capello and Laurent Aiello on driving duties. The result was enough to get the green light for a new car in 2000, the Audi era was about to commence.

Third and fourth places at Le Mans was not quite the end of the story for the R8R. While a completely new car would be unveiled for the 2000 season, the R8R would act as a test bed during the rest of 1999 for proving the components such as engines and transmission plus work on aerodynamics. The engine had performed faultlessly during the race, as we have come to expect from the work of Ulrich Baretzky’s department. Detailed improvements in power and weight reduction would lead to a major development in 2001 with the introduction of FSI direct injection technology.

There would be two more races for the R8R in 2000 in the American Le Mans Series rounds at Charlotte and Silverstone, while the new R8 was kept in reserve for the Le Mans 24 Hours. A podium place in the UK for Allan McNish and Dindo Capello was an appropriate way to mark the end of the road for the R8R.

Audi’s course was set for the next 17 seasons, racking up titles and victories no matter who was the opposition. The pit lanes and paddocks of the endurance world will feel strange in 2017 with the Four Rings.

John Brooks, December 2016 

The Legend…………Prologue Part One

“Audi to quit Le Mans and Sportscar Racing at the end of the 2016 season” was the headline that shocked the racing community when the news broken last month by Sport Auto’s Chief Editor, Marcus Schurig, in Germany. The impact will be felt far and wide as many in the business have depended on the huge budgets committed by the German giant, either directly or indirectly. The story of the 18 seasons at the top of the endurance racing tree will fill the history books but perhaps now it is time to have a brief look at the racer that created the Le Mans legend, the Audi R8. But first we should examine at how this journey started.

Like all great legends there was a prologue. Audi arrived at Le Mans in 1999 with not one, but two different race cars, one open, one closed, the rules of the time allowed for radically different solutions. The Audi R8R’s chassis was designed by Dallara and built by ATR, while Fondmetal assisted the German factory with the aerodynamics.

The R8R made its debut in March 1999 at the 12 Hours of Sebring. Two of the open prototypes were entered with the operation run by Joest Racing, four time winners at Le Mans, 84-85 with a Porsche 956 and 96-97 with the Joest Porsche.

#77 had former Ferrari Grand Prix stars , Michele Alboreto and Stefan Johansson on driving duties. This pair of former winners at Le Mans were joined in Florida by Dindo Capello, a multiple Italian Touring Car Champion with both VW and Audi.

#78 had Frank Biela, Emanuele Pirro and Perry McCarthy in the driver’s seat. Pirro and McCarthy were both ex-Formula One men and Biela, another long time champion driver for Audi in DTM and BTCC.

The 12 Hours of Sebring is widely regarded as the toughest of all endurance sportscar events and Audi found out the hard way, making all manner of adjustments to the car that had not been necessary in pre-season testing.

Sebring International Raceway is notoriously rough on cars, this caused the R8R problems. Dr. Wolfgang Ullrich, head of Audi Sport, explained the issues. “It’s so bumpy here that we’ve had to raise the ride height of the car by 15mm. Otherwise we destroy the front splitters every 12-15 laps. We’ve never tried the car this high before.”

Audi struggled in Qualifying managing only 11th and 12th places, over 4 seconds down on the pole setting BMW. The ride height caused handling issues that could not be fixed at the track, it was going to be a long race.

Race day was kinder to Audi who got both cars to the finish, in third and fifth places, as others failed. A podium for Alboreto, Johansson and Capello, albeit 3 laps down on the winning BMW, would be the first of many for Audi in North America, it was a solid start to the project.

The next appearance for Audi was in early May in Pre-Qualifying for the Le Mans 24 Hours. 53 cars chased the 46 spots on the grid, those who could not beat the clock would be eliminated, unthinkable for a factory-backed team. The sleek Audi R8C pair made their first competitive appearance. Designed by Tony Southgate, engineered by Peter Elleray and sharing the same engine (3.6 litre V8 with twin turbos) and rear drive train as the R8R. The handsome coupé was seriously underdeveloped having been commissioned too late (the project only started in the previous September) with the second car only just completed before Pre-Qualifying. The driver line up was certainly experienced with #9 crewed by former winners, Stefan Johansson and Stéphane Ortelli who were supported by Christian Abt, a late call up after Yvan Muller withdrew from the Audi squad. #10 was an all English affair with James Weaver and 1988 winner Andy Wallace sharing the wheel with Perry McCarthy, the original Top Gear ‘Stig’.

The R8R pair qualified for the race with relative ease, not far off the outright pace of the leading Toyotas and BMWs with the Panoz Roadster S also showing a good turn of speed. Both R8Cs struggled to get into the race, Wallace having his door sealed up with tank tape to prevent it flying off into the French countryside. When the Chequered Flag was finally waved both were in but it had been a nervous time in the Audi Sport UK pit.

Five weeks later the circus reconvened at Le Mans, this time it would be for real………come back later for the balance of the tale.

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 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-entered 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 style could not improve things.

2000 ALMS Texas

The challenge to the Audis was led by the #1 Panoz 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