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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 10. 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 10.

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 focused 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

Orange Blossom Special

Cover Shot

For sure we live in strange times, perhaps it is the change of the seasons, perhaps some other wild cosmic shift in the Solar System. Whatever, the Mojo wire has a steady stream of bizarre stuff tumbling out, as might be expected when the first Grand Prix of the year is on, the hype dials are set to eleven. But there is more……

Bruton Smith, is normally a very sharp businessman and CEO/Owner of Speedway Motorsports, Inc. (SMI), an organisation that has a portfolio of Speedways at Charlotte, Atlanta, Bristol, Kentucky, Las Vegas, New Hampshire and Texas, plus Sears Point. So reports that he is going to recreate the Nordschleife in Nevada are to be treated with some respect, though the question is why? Where will he put the Pistenklause and will the beer be cold enough? What about sand in the Schwalbenschwanz?

Even more weird are tales that Pamela Anderson is heading towards sportscar racing.

Pamela Anderson, a renowned petrolhead, has launched her own motor racing team, Downforce1 by Pamela Anderson, with plans to enter this years’ European Le Mans Series (ELMS) with an Aston Martin Vantage GT2, the International GT Open Series and NASCAR for 2013. Austrian Markus Fux is the first driver to be named.

I suppose she will be a visual improvement on some of the Team Principals I have known but………………..according to one social media group that I am linked to she is something of an veteran when it comes to handling drivers…..Paul Gentilozzi • Her interest comes from her dating Eddie Irvine a few years ago. She was our guest at the Long Beach Grand Prix and was immediately drawn to the sport.

Strange Days Indeed, Mama.

Buy This Book

How appropriate then that I have spent the best part of a week in motorsport’s version of Saturnalia, the 12 Hours of Sebring. For those who did not attend or those who did not pick up a copy of the excellent Official Programme, I am allowed to publish some of the pieces that I collected for the publication. Ken Breslauer, PR Director for the place and Track Historian had kindly given me permission and in return I am giving a plug to his latest book the “Sebring 12 Hours Record Book” a comprehensive guide to the results from all the endurance classic held at Hendricks Field.

So starting with my own experiences here are some of the memories that Sebring provokes amongst those who have visited it in the past………….more tomorrow.

Blondes Have More Fun

The Grand Old Dame of American Sportscar races has reached Senior Citizen status. My own involvement with the annual trip round the clock-face is relatively recent, 1999 to be exact. In truth I had visited the Central Highlands a few years earlier, as part of the travelling circus that was the 1997 FIA GT Championship. I was distinctly underwhelmed by the place, remote and scruffy, yet strangely familiar, a race track based on a World War Two bomber base, hello Silverstone, hello Thruxton, hello Snetterton.

Fast forward to March 1999, like many before me, I used the opportunity of a race in Florida in March to have a holiday to try and shake off the European Winter Blues. So as I dropped my wife at Miami International for her flight to New York to visit her brother I wondered what I would encounter up Highway 27. Everyone told me what a great event the 12 Hours was, but my own experience of the place had not been positive,

On The Mean Streets Of Sebring

Most Europeans find on their first visit to the United States of America that the most distinctive feature is the scale and sheer size of the place. So, not for the last time in my travels, what looked on the map like a short hop from Miami turned into a long, and frankly, boring drive. Through the Everglades, past sugar-cane plantations, into and out of Clewiston and Moore Haven, across the Caloosahatchee and alongside Lake Okeechobee. These were places that would become familiar in the following decade but the first encounter increased my sense of apprehension, what was I going to find even further away from the bright lights of Miami? Eventually the cattle fields gave way to citrus groves and then the gates of Sebring International Raceway were in front of me.

Excitable Boys

The place was transformed from the one I had seen in earlier times, it was bursting at the seams and everywhere there were folks having a good time with motor racing as a background. This was now familiar territory, it had the feeling of La Sarthe in June, now I understood what others had tried to tell me about the 12 Hours of Sebring, it really was a special time and place.

Spirit Of Sebring

Over the years it has become clear to me that the track action is just a small part of the attraction that drags some 100,000 plus souls back to the Central Highlands around Saint Patrick’s Day. Where else do folks queue outside for weeks prior to a motor race? Shared experiences forge friendships that survive the passage of a whole year or years, there is a generosity of spirit amongst the Sebring fans that is rarely, if ever, encountered elsewhere in the motorsport world. As I look back over the decade or so since my first 12 Hours a few memories come to mind.

Dining Al Fresco?

For those competing in the Big Race, the Sebring 12 Hours is a largely frenetic affair, pre-race testing in the run up to the gates being opened to the public, then all day track action on Thursday, followed by Friday Qualifying, prior to the race day itself. Friday afternoon is however a time of rest for the drivers, if not the mechanics, so most disappear to their accommodation but one or two of the more adventurous go out to see close up what they have passed at racing speeds. This was how I came to pick up a couple of blondes on the Friday afternoon in 1999.

No my luck had not changed, the blondes in question were JJ Lehto and Tom Kristensen, team mates at BMW.  I caught them hanging around outside team hospitality, I knew JJ pretty well from our GT  seasons together but Tom less so. We were all a bit bored and bit curious to see more of the madness that was happening just over the bridge. So off we went for a few hours that could only be described as “different”.

Reading The Motoring Column

Cutting a long story short, I signed the drivers for the 2000 season with La Bomba Racing, helped them read Playboy and Penthouse (only the motoring sections of course) in the Stumble Inn and watched some goldfish in, rather than on, the television. Finally we ended up at that Floridian motor racing Mecca, Turn Ten. This was my first encounter with the citizens of that particular town and thankfully not the last. As you would expect the Blondes were treated as if they were royalty, everyone was pleased to have the Pole Position winner (JJ) drop in for a beer and a snack. To round off a perfect introduction to the Sebring 12 Hours the Blondes won the race the next day, my weekend was just about complete.

Sign Of The Times

Two years later I was at the track on race morning before the sun rose, there is always a photo briefing to look forward to, a great assembly of grumbling, groaning snappers. I understand that the collective noun for motorsport photographers is a Moan. 2001’s raceday photo meeting  was an unexpectedly solemn occasion though.  First to arrive, and in those pre-digital days, first to leave, the vast majority of us snappers had not heard the news, Bob Wollek was dead. It was unbelievable, Wollek had survived during a truly dangerous period in motorsport and now, as he contemplated retirement, he was killed in a pointless traffic incident.

Memoriam

Just how pointless was soon evident when the circumstances emerged. Bob was a keen cyclist and would use that method of transport to get to and from the circuit. In fact he would ride to Le Mans every year from Strasbourg, and then back after the race, over 400 miles each way. So on Friday afternoon he left the Sebring paddock en route to his lodgings, west along Highway 98 towards the small town of Lorida. An 82 year old local resident driving a pickup truck collided with the Frenchman, killing him instantly.

The Florida Highway Patrol reported “Wollek had been riding close to the edge of the pavement marking and the van, travelling in the same direction behind other traffic, hit the back of the bicycle. Wollek was taken to Highlands Regional Medical Center with fatal injuries.”

Ciao, Michele…….

The whole paddock was in a state of shock, things like this no longer happened to drivers. A minute’s silence was observed before the race as a token of respect and there were not many dry eyes amongst those who had known him. Tributes from the fans appeared on the walls, it was the other side of the soul of motor racing. The race went on and was won by an Audi as expected, it was the R8 driven by Dindo Capello, Laurent Aiëllo and Michele Alboreto.  As if we needed any further evidence of how brief our time here on earth is, former Grand Prix star Michele was killed in a testing accident a few weeks after his victory at Sebring.

B-17

2002 marked the 50th Anniversary of the 12 Hours of Sebring. As might be imagined the boat was pushed out all round with celebrations and commemorations everywhere. For my part top of the list was a ride in Nine-O-Nine, a B-17. During World War Two, the current track location was known as Hendricks Field, a  B-17 Flying Fortress crew training base of the United States Army Air Force. So what more appropriate way of marking 50 years of the Floridian classic than the appearance of this fabulous aeroplane, paying tribute not only to the race itself but also to the men and women who served their country and who passed through the base during its years as a military establishment.

On Parade

The Flying Fortress idea was facilitated by Vintage Porsche Guru, Kevin Jeannette, who persuaded The Collings Foundation to bring their extremely rare war bird along to raise money for various deserving charities. The B-17 arrived to much fanfare on Friday with Kevin’s son, Gunnar, hitching a ride with the crew on their journey South. To support this worthy effort the team painted up their Panoz LMP01 in a USAAF camouflage dull green and raised more funds for Services’ charities.

High Flying Bird

Saturday morning and the call came from Kevin, a real dream come true.

Get over to the airport and you can have a ride in the B-17, if you want.”

“Try and stop me.”

So an hour or so into the race I, and a few other lucky dogs, took to the skies over the temporary city of Sebring International Raceway. The abiding memory of the short flight was of how small the plane was inside and how vulnerable the crew would have been, flying for hour upon hour over enemy territory. As the plane droned along, tracing the outline of Lake Jackson and the shopping malls on Highway 27, a silence descended over the passengers. Each of each us started to gain a small appreciation of the courage of the very young crews who had endured such terrible casualties in the skies during the War. It was a sobering thought and there are not many of those to be found in Highlands County during race week. It was a rare privilege to be a passenger in such an aircraft and a memory that I shall always treasure.

One For The Frog & Toad?

I have seen many strange things during my time at the tracks but a wedding is definitely in my top ten list of oddities. But perhaps I should not be surprised at any of the antics that the real Sebring fans get up to. So in 2005 I gathered with all the other guests in the Florida sunshine to celebrate the institution of marriage. Of course this being organised by the gang at Turn Ten, this was no conventional ceremony. Unusually for weddings in Florida’s Central Highlands it was reported in the London Daily Telegraph, not I grant you in the Court and Social pages, but in the Motoring Section.

Derek Pye

“It was a moving ceremony. The bride wore vaguely white and carried a bouquet in one hand and a large Budweiser in the other. The bridegroom wore an Hawaiian shirt, shorts and sandals. He had one arm in a sling and a 10-pin bowling ball chained to his ankle, convict style. But he looked very relaxed.

Bride or Groom?

The flower-girls looked particularly fetching – male, admittedly, and more heavily stubbled than is usual, but nicely turned out, especially the taller one in the American football shirt, faded jeans, unlaced Caterpillar boots, flowery headband and lime-green tutu. The maid of honour was colourful, too, in a floaty off-white dress with fluorescent green feather boa and shocking-pink wig – like a psychedelic and visibly better- developed Shirley Temple.

Honey Do?

The bride arrived a little late and walked the length of stair-carpeted aisle to warm applause from the large congregation, accompanied by the best man, looking frighteningly like the Elwood half of the Blues Brothers. And in a touching if oddly ethereal moment, the strains of Here Comes the Bride crackled out on loud hailers, led by a choir of Friesian cows with prominent udders, truck-drivers’ caps and very large cocktails.

Emergency Supplies

The candles, in Jack Daniel’s bottles on a flag-draped altar that doubled as a substantial coolbox for emergency beers, were ceremonially lit, as the preacher, in full gorilla suit, pronounced the blessing through another megaphone. The gorilla invited the groom to kiss the bride (which he managed with some enthusiasm) and the Friesians proposed another toast, warmly taken up. Twenty feet away on the other side of the barriers, the racing cars thundered past, apparently oblivious to the solemnity of the moment.”

What more can I add to the late Brian Laban’s purple prose?

Norm meets the Fourth Estate

I witnessed the other side of the human experience on my last visit to the 12 Hours, back in 2010. The news had come at the end of February that one of great characters of Sebring’s annual race was not at all well. A few days later there was an announcement that Norm “It’s a dry rain” Koury had passed away. He was a true eccentric, even by Sebring Fan standards, but much loved by the nomadic community. So to celebrate his life and to assuage some of the grief and sorrow of those left behind, it was decided that there would a Wake For Norm on the Thursday evening. As a guest but not a member of the Turn Ten clan, I felt that I would show up, pay my respects and proudly display my “2002 Year of the Norm” beer cover. So I did, as did many, many others. The ceremony was given a dignified start by Richard Anderson (also now sadly departed), from Motorsport Ministries, who said a few words and prayers for Norm. It seemed a very appropriate way to mark the passing of such a Sebring Citizen.

Hen’s Teeth

When someone mentions Sebring to me these days I think not of the cars and track action but of the fans who make the atmosphere of March in the Central Highlands of Florida unique.

Message In A Bottle

Remember Steve McQueen may have acted at Le Mans but he raced at Sebring, that tells you all you need to know.

John Brooks, March 2012