Endurance Motor Racing

Endurance motor racing
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Contents
Articles
Introduction
World endurance championships

World Sportscar Championship
1
1
6
6
Intercontinental Le Mans Cup
12
FIA World Endurance Championship
14
Endurance FIM World Championship
16
24 Hours of Le Mans
21
24 Hours of Le Mans
21
List of 24 Hours of Le Mans winners
36
1955 Le Mans disaster
45
Major endurance races
49
24 Hours of Daytona
49
24 Hours of Le Mans Moto
60
24 Hours of Nrburgring
63
24 Hours of Spa
74
12 Hours of Sebring
80
8 Hours of Suzuka
88
6 Hours of Watkins Glen
92
1000 km Nrburgring
99
1000 km Spa
104
1000 km Silverstone
109
Bathurst 1000
113
Bol d'Or
125
Carrera Panamericana
129
Mille Miglia
136
Petit Le Mans
143
Targa Florio
150
Notable endurance racing venues

Daytona
162
162
La Sarthe
172
Mount Panorama
178
Nrburgring
186
Paul Ricard
196
Sebring
198
Silverstone
202
Spa-Francorchamps
221
Suzuka
230
Watkins Glen
234
Notable endurance car drivers
243
Derek Bell
243
Frank Biela
248
Rinaldo Capello
252
Yannick Dalmas
255
Jacky Ickx
258
Tom Kristensen
268
Allan McNish
274
Henri Pescarolo
282
Emanuele Pirro
286
Scott Pruett
292
Brian Redman
298
Pedro Rodrguez
301
Rolf Stommelen
312
Hans-Joachim Stuck
315
Notable endurance motorcycle riders
321
Sbastien Gimbert
321
Keiichi Kitagawa
322
Terry Rymer
323
Dominique Sarron
325
Notable endurance racing cars
327
Alfa Romeo 8C
327
Audi R10 TDI
336
Ferrari P
343
Ferrari TR
349
Ford GT40
350
Jaguar C-Type
359
Jaguar D-Type
361
Porsche 917
365
Porsche 935
373
Porsche 936
380
Porsche 956
381
Porsche 962
383
References
Article Sources and Contributors
389
Image Sources, Licenses and Contributors
394
Article Licenses
License
401
Introduction
Endurance racing is a form of motorsport racing which is meant to
test the durability of equipment and endurance of participants. Teams
of multiple drivers attempt to cover a large distance in a single event,
with participants given a break with the ability to change during the
race. Endurance races can be run either to cover a set distance in laps
as quickly as possible, or to cover as much distance as possible over a
preset amount of time.
One of the more common lengths of endurance races has been running
for 1,000 kilometres (620mi), or roughly six hours. Longer races can
Rolling start of the 2008 Le Mans 24 Hours
run for 1,000 miles (1,600km), 12 hours, or even 24 hours. Teams can
consist of anywhere from two to four drivers per event, which is dependent on the driver's endurance abilities, length
of the race, or even the rules for each event.
At club level racing, a race taking either 30 minutes or 1 hour could be considered as an endurance race.
Origins of endurance racing

Coppa Florio was an Italian car race started in 1900, and renamed in 1905 when Vincenzo Florio offered the initial
50 000 Lira and a cup designed by Polak of Paris. The Brescia race visited the route
Brescia-Cremona-Mantova-Brescia. In 1908, the race used the Circuito di Bologna: Bologna-Castelfranco
Emilia-Sant'Agata Bolognese-San Giovanni in Persiceto-Bologna. Since 1914 most of the Coppa Florio was
co-organized with the Targa Florio near Palermo, Sicilia, running four or five laps, 108 km each.
The Targa Florio was an open road endurance automobile race founded in 1906- the track length of the last decades
was limited to the 72 kilometres of the Circuito Piccolo delle Madonie, which was lapped 11 times.
The Mille Miglia was an open-road endurance race which took place in Italy 24 times from 1927 to 1957.
The first 24 hour race to take place on a closed course was at Brooklands, eleven days after its opening in 1907. This
incurred the wrath of local residents and would lead to the Double Twelve race. This format meant the race took
place for 12 hours each between 8am to 8pm and between it, the cars were locked up overnight to prevent
maintenance work from being performed on them.[1]
The 2001 Dakar Rally saw competitors cover a distance of 10,739 km with a winning time of 70 hours over 20 days,
with three classes, cars, motorbikes and trucks.[2]
Automobile endurance racing

In the beginning of formalised endurance racing, the races tended to be
for sports cars while the Grand Prix cars of the era began to evolve into
the open wheel racing cars of today and ran over shorter distances.
Over time sports cars began to evolve away from their roots as a
production based alternative to pure-bred racing machines of Grand
Prix cars, which led to the creation of GT and touring car racing
classes, and these classes continued to embrace the endurance format.
Multiple drivers per car was an early adaptation as the rigors of
endurance racing quickly overcome the abilities of most racing drivers
to compete solo, although solo attempts on 24 hour races like Le Mans
would continue into the 1950s.
The inaugural Willhire 24 Hour, Snetterton, 1980
The various endurance formats were appealing to manufacturers, not

only as alternatives to the expense of Grand Prix racing, but also
because of its increased relevance to road going models.
Triple Crown
In automobile endurance racing, three events have come to form a
Driving under safety car in 2007 Mil Milhas
Triple Crown. They are considered three of the most challenging
Brasil
endurance races over the decades: the 24 Hours of Daytona, 12 Hours
of Sebring, and 24 Hours of Le Mans.[3] Hans Herrmann was the first
in 1970 to win the three races, and Timo Bernhard the most recent (2010). No driver has won the three events in the
same year, although Hurley Haywood and Al Holbert have won the three races at least twice each.
Bold on year indicate at which race the driver achieved his Triple Crown.
Driver
Total
Wins
Year
Completed
24 Hours of Daytona
12 Hours of
Sebring
24 Hours of Le Mans
Phil Hill
1964
1964A
1958, 1961
1958, 1961, 1962
Dan Gurney
1967
1962B
1959
1967
Hans Herrmann
1970
1968
1960, 1968
1970
Jackie Oliver
1971
1971
1969
1969
Jacky Ickx
1972
1972C
1969, 1972
1969, 1975, 1976, 1977, 1981,

1982
10
1977
1973, 1975, 1977, 1979,

1991
1973, 1981
1977, 1983, 1994
A. J. Foyt
1985
1983, 1985
1985
1967
Al Holbert
1986
1986, 1987
1976, 1981
1983, 1986, 1987
Andy Wallace
1992
1990, 1997, 1999
1992, 1993
1988
Mauro Baldi
1998
1998, 2002
1998
1994
Marco Werner
2005
1995
2003, 2005, 2007
2005, 2006, 2007
Timo Bernhard
2010
2003
2008
2010
Hurley
Haywood
Endurance racing championships

Strong spectator figures, media interest and television coverage of endurance racing's Triple Crown events (24 Hours
of Daytona, 12 Hours of Sebring, and 24 Hours of Le Mans) has led to the establishment of several endurance racing
series - thereby giving teams the opportunity of running their cars in Championship events throughout the year.
The FIA World Endurance Championship is an international sports car racing series organized by both the
Automobile Club de l'Ouest (ACO) and the Fdration Internationale de l'Automobile (FIA). It supersedes the
Intercontinental Le Mans Cup run in 2010 and 2011, and uses similar rules to the ALMS and ELMS below. The
series features both Le Mans Prototypes and GT cars. 24 Hours of Le Mans is included as a feature race. The other
races are 6 hours long and take place in countries all over the world such as Japan, Bahrain and Brazil. The WEC is
considered a revival of the defunct World Sportscar Championship which ended in 1992.
The Rolex Sports Car Series, organised by the Grand American Road Racing Association is a championship for
Daytona Prototype and GT cars. The season begins with the 24 Hours of Daytona, traditionally held in the last
weekend of January or the first weekend of February. There then follows a further 11 races, typically of 250 miles
distance. This formula has led to the Rolex Sports Car Series having a large number of competitors at most events,
mostly due to the ease of use and low cost of the cars in either class - while the Grand American Road Racing
Association has been able to keep the competition equalized. The series will be replaced by United Sports Car
Racing in 2014.
The American Le Mans Series (ALMS) is a sports car racing series based in the United States and Canada that has
been running with Automobile Club de l'Ouest (ACO) backing since 1999, but is run by IMSA. It consists of a series
of endurance and sprint races, and was created in the spirit of the 24 Hours of Le Mans. Teams compete in one of
five classes: P1, P2, and PC for Le Mans Prototypes, and GT and GTC for Grand Tourer-style cars. Race lengths
vary from 2 hours, to 12 hours. The 12 Hours of Sebring in March opens the season and the Petit Le Mans in
October closes it. The series often runs double-header events with IndyCar, most notably at the street races. The
series will be replaced by United Sports Car Racing in 2014.
The European Le Mans Series (ELMS) is a European sports car racing endurance series run by the Automobile Club
de l'Ouest (ACO). It is similar to the American Le Mans Series (ALMS). The ELMS is seen as a rebirth of the old
European Le Mans Series which was created by IMSA and the ACO, but only ran in 2001. LMS champions and
runners-up in all four categories receive an automatic entry to the following year's Le Mans 24 Hour Race. All races
used to be 3 hours long, but the format was changed to 3 hours in 2013. With the debut of the World Endurance
Championship in 2012, the series has dropped LMP1 and now features LMP2 as its premier category, in addition to
LMPC and GT categories.
The Japan Le Mans Challenge was an endurance sportscar series based in Japan, which ran from 2006 to 2007, and
featured the Fuji 1000 km, which was eventually replaced by the Asian Le Mans Series which started with the 2009
1000 km of Okayama. The series no longer operates but it will be replaced in 2013 by the re-launched AsLMS.
A further series was the Super Taikyu ST1 class, which has featured a 24-hour race at the Tokachi International
Speedway since 1996. Toyota took the win for the first time in a hybrid car in 2007.[4]
The Blancpain Endurance Series (BES) is a European sports car racing endurance series run by the Stphane Ratel
Organisation. It is similar to the ELMS, but it uses performance valanced GT3 cars instead of GTE cars or
prototypes and holds 3-hour races instead of 6-hour races. The series is centered around the 24 Hours of Spa. One of
the key emphases of the series is being friendly for amateur and gentlemen drivers, and there are numerous non-pro
classes in addition to the premier GT3 Pro class. The series began in 2011 and saw increased involvement in 2012.
In popular culture
Endurance motor racing has proven a popular subject for depiction in videogames, and on film. The Lee H. Katzin
film Le Mans, starring Steve McQueen, used real race footage, and enjoys cult status. The 1986 arcade game WEC
Le Mans was the first to portray endurance racing in a videogame, while Gran Turismo 4 extended this to a real-time
simulation of 24 hour events.
Motorcycle endurance racing

In the early days of endurance racing cars and motorcycles raced side by side, but the two were soon separated.
The most famous motorcycle endurance race, the Bol d'Or, was first run on the circuit of Vaujours, near Paris in
1922. Only one rider was permitted per bike and there was no stopping other than for refuelling.
Motorcycle endurance racing began to expand after the second World War as new races began to emerge, among
them the 24 Hour Race in Warsage, Belgium in 1951, the 24 Hours of Montjuc in Barcelona in 1957, 24 hours in
Monza, Italy in 1959, and the Thruxton 500 mile endurance race at Thruxton in 1960.
1960 also saw the inaugural FIM Endurance Cup. Initially made up of four races, the Thruxton 500, Montjuich,
Warsage and the Bol d'Or.
The popularity of motorcycle endurance racing increased in the 1970s with the arrival of four-cylinder machines
from Japan. In 1976 the FIM Endurance Cup became the European Championship and in 1980 a World
Championship.
Notable motorcycle endurance races

Motorcycle endurance classics:
24 Hours of Le Mans
24 Hours of Lige
Thruxton 500
Suzuka 8 Hours
Bol d'Or
Albacete 8 Hours
Motorboat endurance racing

Notable motorboat endurance races
Six Hours of Paris (defunct)
24 Heures Motonautiques de Rouen
Note: both of these take place on the Seine River
Other forms
In addition to the annual car and motorcycle race, the Circuit de la Sarthe also holds 24 hour races in cycling,
karting, trucks and road skating.[5]
An eccentric[6] event involving an endurance race between lawnmowers takes place in the United Kingdom,
called the "BLMRA 12 Hour Race".
Notes
Â Was known as the Daytona 3 Hour Continental, upto 1964.
^B Was known as the Daytona 2000, up until 1965 before becoming a 24 hour race following that year.
^C The race was shortened to 6 hours, partly over concerns that the 3 liter formula one engined prototypes
were not reliable enough for the entire 24 hours.[7]
References
[7] http:/ / www. sportscardigest. com/ 1972-daytona-6-hour-peter-revson-alfa-romeo/
World endurance championships

The World Sportscar Championship was the world series run for sports car racing by the FIA from 1953 to 1992.
The championship evolved from a small collection of the most important sportscar, endurance and road racing events
in Europe and North America with dozens of gentleman drivers at the grid, to a professional racing series where the
world's largest automakers spent millions of dollars per year. The official name of the series changed throughout the
years, however it was generally been known as the World Sportscar Championship from its inception in 1953. The
World Sportscar Championship was, with the Formula One World Championship, one of the two major world
championships in circuit motor racing.
Races
Among others, the following races counted towards the championships in certain years:
Mille Miglia 1953-1957

Carrera Panamericana 1953-1954
Targa Florio 1955-1973
24 Hours of Le Mans 195324 Hours of Daytona 1966-1981
12 Hours of Sebring 1953RAC Tourist Trophy 1953-1964
1000 km Nrburgring 19531000 km Monza 19631000 km Spa 19631000 km Buenos Aires 1954-1972
1000 km Fuji 1983-1988
1000 km Zeltweg 1966-1968
Norisring 200 Miles 1984-1988
History
1953 to 1961
In the early years, now legendary races such as the Mille Miglia, Carrera Panamericana and Targa Florio were part
of the calendar, alongside the 24 Hours of Le Mans and the 12 Hours of Sebring. Manufacturers such as Ferrari,
Maserati, Mercedes-Benz, Porsche, and Aston Martin fielded entries, often featuring professional racing drivers with
experience in Formula One, but the majority of the fields were made up of gentleman drivers (privateers) in the likes
of Nardis and Bandinis. Cars were split into Sports Car and GT (production car) categories and were further divided
into engine displacement classes. The Ferrari and Maserati works teams were fierce competitors throughout much of
the decade, but although Maserati cars won many races the make never managed to clinch the World title.[1] The
Mercedes-Benz work team pulled out of the championship after 1955 due to their crash at Le Mans, while the small
Aston Martin factory team struggled to find success in 1957 and 1958 until it managed to win the championship in
1959. Notably absent from the overall results were the Jaguar works team, who did not enter any events other than
Le Mans, despite the potential of the C- and D-Types.
1962 to 1965
In 1962, the calendar was expanded to include smaller races, while the FIA shifted the focus to production based GT
cars. The World Sportscar Championship title was discontinued, being replaced by the International
Championship for GT Manufacturers which was awarded in three engine capacity classes.
1966 to 1981
Starting from 1966, the S (5 L sports cars ) and P (prototypes) classes were the most competitive, and cars such as
the Ferrari 512S, Ferrari Prototypes, Ford GT40, Lola T70, Chaparral, Alfa Romeo 33, Porsche 906, Porsche 908,
Porsche 917 and Shelby Cobra battled for supremacy on classic circuits such as Sebring, Nrburgring,
Spa-Francorchamps, Monza, Targa Florio and Le Mans, in what is now considered the Golden Age of sports car
racing.
In 1972 the Group 6 Prototype and Group 5 Sports Car classes were both replaced by a new Group 5 Sports Car
class. These cars were limited to 3.0L engines by the FIA (a move that some cynics believed was made to benefit
the French Matra team), and manufacturers gradually lost interest. The new Group 5 Sports Cars, together with
Group 4 Grand Touring Cars, would contest the FIA's newly renamed World Championship for Makes from 1972
to 1975. From 1976 to 1981 the World Championship for Makes was open to Group 5 Special Production Cars and
other production based categories including Group 4 Grand Touring cars and it was during this period that the
nearly-invincible Porsche 935 dominated the championship. Prototypes returned in 1976 as Group 6 cars with their
own series, the World Championship for Sports Cars, but this was to last only for two seasons. In 1981, the FIA
instituted a drivers championship.
1982 to 1992
In 1982, the FIA attempted to counter a worrying climb in engine output of the Group 5 Special Production Cars by
introducing Group C, a new category for closed sports-prototypes (purpose built racing cars) that limited fuel
consumption (the theory being that, by limiting fuel consumption, engine regulations could be more relaxed). While
this change was unwelcome amongst some of the private teams, manufacturer support for the new regulations was
immense. Several of the 'old guard' manufacturers returned to the WSC within the next two years, with each marque
adding to the diversity of the series. Under the new rules, it was theoretically possible for normally aspirated engines
to compete with the (expensive to maintain) forced induction engines that had dominated the series in the 70's and
early 80's. In addition, most races ran for either 500 or 1000km, usually going over three and six hours, respectively,
so it was possible to emphasize the "endurance" aspect of the competition as well. Group B cars, which was a GT
class, were also allowed to race, but entries in this class were sparse, and Group B cars disappeared from the series,
with sports-prototypes dominating the championship.
Porsche was the first constructor to join the series, with the 956, but soon several other makes joined the series,
including Jaguar Cars, Mercedes-Benz, Nissan, Toyota, Mazda and Aston Martin. As costs increased, a C2 class
(originally named C Junior) was created for privateer teams and small manufacturers, with more limits to fuel
consumption. In this lower class, most cars used either the BMW M1 engine or the new Cosworth DFL, but, like in
the main class, a variety of solutions were employed by each individual manufacturer. Alba, Tiga, Spice and Ecurie
Ecosse were among the most competitive in this class. While the Group C formula had brought manufacturers back
to the sport, it was again Porsche - with its 956 & 962 Group C line - that continued their domination of the sport.
For 1986, the World Endurance Championship became the World Sports-Prototype Championship.
Although the Group C formula was a success, with regular crowds of 50,000 to 70,000 at WSC events (a modern
Grand Prix in Europe will have similar crowds), and upwards of 350,000 at the marquis 24 hours of Le Mans,[citation
needed]
the FIA introduced new rules for 1991 at the behest of FIA vice president Bernie Ecclestone;[citation needed]
750kg machines with contemporary normally aspirated engines, which were purpose-built 3500cc racing units. The
new classification, known as Group C Category 1, was designed to mandate Formula One engines. Although power

was generally less than existing Group C cars (around 650Bhp compared to around 750Bhp upwards) the new cars
are considered to be the among the quickest sportscars ever. However, the take up of these new regulations was slow
and only a handful of Category 1 cars were ready for the 1991 season. Consequently the FIA also allowed cars
complying with pre-1991 Group C rules to contest the championship (as Group C Category 2 cars) during the one
transitional year. They were however seriously handicapped in terms of weight, fuel allocation and grid positions.
For 1991 the championship took on yet another new name, the FIA Sportscar World Championship and the new
3.5 litre rules took full effect for the 1992 championship with the old Group C cars no longer included.
1993 demise
The new generation of WSC racing engines, with the stated intent of cost reduction and improved competition,
quickly proved highly suspect. Costs rose massively as works teams developed cars capable of qualifying around
half way up a Formula 1 grid, despite weighing some 200kg more. Manufacturers again abandoned the sportscar
series, realising they now had an engine suitable for F1. In particular, Mercedes and Peugeot elected to either
concentrate on or move solely to F1. The more exotic engines were unaffordable for teams like Spice and ADA, thus
after the manufacturers left the top class of sportscar racing, the series essentially collapsed. A lack of entries meant
the 1993 season was cancelled before the first race.
In 1994, the World Sportscar title would return, this time in the hands of the International Motor Sports Association
in North America for use in the IMSA GT series. The name would be used for the series' top class of prototypes until
1998 when the series ended.
In addition, 1994 also signaled the return of an international GT series after an absence of over a decade with the
introduction of the BPR Global GT Series. The success of the series lead to a friendly takeover by the FIA in 1997,
becoming the FIA GT Championship. Prototypes were mainly absent from European tracks (Le Mans being the sole
notable exception) until 1997, which saw with the creation of the International Sports Racing Series which evolved
into the short-lived FIA Sportscar Championship in 2001 until 2003. Sports prototypes then came exclusively under
the control of the Automobile Club de l'Ouest (ACO) and their sanctioned series, the American Le Mans Series in
North America and the Le Mans Series in Europe. The FIA's championship for GTs was eventually promoted to
world championship status in 2010, while the ACO launched their own international championship, the
Intercontinental Le Mans Cup, the same year.
2012 return
Following the success of the ACO's Intercontinental Le Mans Cup (ILMC), the FIA reached an agreement with the
ACO to create a new FIA World Endurance Championship for 2012. The series will share many elements of the
ILMC, including the use of the 24 Hours of Le Mans as part of the series schedule. The series will continue to utilize
the ACO's two primary classes, Le Mans Prototypes and GT Endurance. Championship titles will be awarded for
constructors and drivers in prototypes, while a constructors cup will be awarded in the GTE categories.[][]
Championship winners
Year
Title
Winning Manufacturer
(1953 - 1984)
Winning Team
(1985 - 1992)
Winning Driver(s)
(1981 - 1992)
1953 World Championship for Sports Cars
Ferrari
Ferrari
Mercedes-Benz
Ferrari
Ferrari
Ferrari
Aston Martin
Ferrari
Ferrari
1962 International Championship for GT

Manufacturers
Ferrari (+2.0)
Porsche (2.0)
Fiat-Abarth (1.0)

Manufacturers
Ferrari (+2.0)
Porsche (2.0)
Fiat-Abarth (1.0)
1963 International GT Prototypes Trophy
Ferrari

Manufacturers
Ferrari (+2.0)
Porsche (2.0)
Abarth-Simca (1.0)
Porsche

Manufacturers
Shelby (+2.0)
Porsche (2.0)
Abarth-Simca (1.3)
Ferrari
1966 International Championship for

Sports-Prototypes
Ford (+2.0)
Porsche (2.0)
1966 International Championship for Sports Cars
Ford (+2.0)
Porsche (2.0)
Abarth (1.3)
1967 International Championship for

Sports-Prototypes
Ferrari (+2.0)
Porsche (2.0)
1967 International Championship for Sports Cars
Ford (+2.0)
Porsche (2.0)
Abarth (1.3)
1968 International Championship for Makes

International Cup for GT Cars
Ford
Porsche

Porsche
Porsche

Porsche
Porsche

Porsche
Porsche
1972 World Championship for Makes

Ferrari
Porsche
10

Matra
Porsche

Matra
Porsche

Alfa Romeo
Porsche
Porsche
Porsche
Porsche
Alfa Romeo
Porsche
Porsche (+2.0)
Lancia (2.0)
Porsche (+2.0)
Lancia (2.0)
1981 World Endurance Championship
Porsche (+2.0)
Lancia (2.0)
Bob Garretson
Porsche
Jacky Ickx
Porsche (C)
Alba-Giannini (C
Jacky Ickx
Stefan Bellof
Jnr)
Porsche (B)
Porsche (C)
Alba-Giannini (C
Jnr)
BMW (B)
1986 World Sports Prototype Championship
Silk Cut Jaguar (C)

Spice Engineering (C2)
Raul Boesel (C)

Gordon Spice (C2)
Fermin Velez (C2)
Silk Cut Jaguar (C)

Martin Brundle (C)

Gordon Spice (C2)
Ray Bellm (C2)
Team Sauber Mercedes (C)

Chamberlain Engineering
Jean-Louis Schlesser (C)

Nick Adams (C2)
Fermin Velez
Rothmans Porsche (C)

Brun Motorsport (C)

Ecurie Ecosse (C2)
(C2)
Derek Bell (C)

Hans-Joachim Stuck (C)
Gordon Spice (C2)
Ray Bellm (C2)
Derek Bell (C)
Gordon Spice (C2)
Ray Bellm (C2)
Team Sauber Mercedes
Jean-Louis Schlesser
Mauro Baldi
1991 World Sports Car Championship
Silk Cut Jaguar
Teo Fabi
11
1992 World Sports Car Championship
Peugeot Talbot Sport (C1)

Chamberlain Engineering
(Cup)
Derek Warwick (C1)

Yannick Dalmas (C1)
Ferdinand de Lesseps
(Cup)
References
Wimpffen, Janos (1999). Time and Two Seats. David Bull publishing. ISBN0-9672252-0-5.
Ludvigsen, Karl (2008). Red Hot Rivals: Epic Clashes for Supremacy. Haynes Publishing.
External links
WSC Results (http://wsrp.ic.cz/wsc.html)
World Sportscar Championship stats (http://www.racingpedia.net/
en_world-sportscar-championship_0_intro_0.html)
World Sportscar Championship seasons
1953 1954 1955 1956 1957 1958 1959 1960 1961 1962
1963 1964 1965 1966 1967 1968 1969 1970 1971 1972
1973 1974 1975 1976 1977 1978 1979 1980 1981 1982
1983 1984 1985 1986 1987 1988 1989 1990 1991 1992
"Group 6" World Championship seasons
1976 1977
12

2011 Intercontinental Le Mans Cup
Category
Sports car racing
Country or region
International
Inaugural season
2010
Folded
2011
Prototype Classes
LMP1, LMP2
GT Classes
LM GTE Pro, LM GTE Am
Last Teams' champion LMP1: Peugeot Sport Total

LMP2: Signatech Nissan
GTE Pro: AF Corse
GTE Am: Larbre Comptition
Last Makes' champion LMP1: Peugeot
GTE: Ferrari
Official website
intercontinental-le-mans-cup.com
[1]
The Intercontinental Le Mans Cup (shortened ILMC) was an endurance sports car racing tournament organised
by the Automobile Club de l'Ouest (ACO) started in 2010.[2] The plans were first announced in June 2009[3][4] and
confirmed in December of the same year.[2]
Both sports prototypes and grand tourers are eligible to compete for the ILMC: the LMP1 and GTE classes each
have a manufacturers cup, whereas all ACO classes have teams cups as long as there are at least four entries.[5] In
2010 also the GT1 class was eglible for the final time.
For 2012, the ACO and the FIA have announced the creation of a new FIA World Endurance Championship. This
championship will use similar rules to and will replace the Intercontinental Le Mans Cup. [6]
History
The 2010 calendar comprised the 1000 km Silverstone (Silverstone, United Kingdom, September 12), the Petit Le
Mans (Road Atlanta, United States, October 2) and the 1000km Zhuhai (Zhuhai, China, November 7).[7]
Meanwhile, the 2011 calendar expanded to seven events. Along with the Silverstone (six hour race) and Petit Le
Mans races on similar dates, the championship started with the 12 Hours of Sebring (Sebring, United States, March)
before moving into Europe to contest a six hour race at Spa-Francorchamps in Belgium on May, the 24 Hours of Le
Mans (Le Mans, France, June 1112), and another six hour race at the Imola circuit in Italy on July. The season
finale will be held in China on Zhuhai circuit.[8]
Champions
Season
LMP1 Team
13
LMP2 Team
GT1 Team
LMP1 Manufacturer
2010
Peugeot Sport Total
Peugeot Sport Total
GTE Am Team
GT2/GTE Manufacturer
OAK Racing
Larbre Comptition
Peugeot
2011
GT2/GTE Pro Team
Team Felbermayr-Proton none

Ferrari
Signatech Nissan none
Peugeot
AF Corse
Larbre Comptition
Ferrari
References
[1] http:/ / www. intercontinental-le-mans-cup. com/
[2] ACO links Le Mans series' with Intercontinental Cup (http:/ / www. motorsport. com/ news/ article. asp?ID=353489) - Motorsport.com,
December 8, 2009
[3] ACO adds trophies, expands driving school (http:/ / www. motorsport. com/ news/ article. asp?ID=331892& FS=ALMS-LEMANS) Motorsport.com, June 11, 2009
[4] LMP1 teams urged into more series (http:/ / www. autosport. com/ news/ report. php/ id/ 76012) - Autosport, June 11, 2009
[5] Le Mans Intercontinental Cup GT2 added! (http:/ / www. planetlemans. com/ 2010/ 03/ 19/ le-mans-intercontinental-cup-gt2-added/ ) Planet Le Mans, March 19, 2010
[6] http:/ / www. planetlemans. com/ 2011/ 06/ 03/ fia-announces-world-endurance-championship/
[7] The ACO press conference a look at the future! (http:/ / www. planetlemans. com/ 2010/ 06/ 10/
the-aco-press-conference-a-look-at-the-future/ ) - Planet Le Mans, June 10, 2010
[8] ILMC: Petit Le Mans Confirmed For 2011 (http:/ / auto-racing. speedtv. com/ article/ ilmc-road-atlanta-confirmed-on-2011-schedule/ ) SPEED TV, November 29, 2010
External links
Official website (http://www.intercontinental-le-mans-cup.com/)
14

For the FIA World Endurance Championship contested from 1981 to 1985, see World Sportscar
Championship.

Category
Le Mans Prototypes,
Grand tourers
Country
International
Inaugural season
2012
Classes
LMP1, LMP2 LMGTE Pro, LMGTE Am
Teams
25
Tyre suppliers
Michelin, Dunlop, Pirelli
Drivers' champion
Makes' champion
Official Website
Andr Lotterer
Marcel Fssler
Benot Trluyer
Audi
http:/ / www. fiawec. com
Current season
The FIA World Endurance Championship is an auto racing world championship organised by the Automobile
Club de l'Ouest (ACO) and sanctioned by the Fdration Internationale de l'Automobile (FIA). The series usurps the
ACO's former Intercontinental Le Mans Cup which began in 2010, and is the first endurance series of world
championship status since the demise of the World Sportscar Championship at the end of 1992. The World
Endurance Championship name was previously used by the FIA from 1981 to 1985.
The series will feature multiple classes of cars competing in endurance races, with sports prototypes competing in
the Le Mans Prototype categories, and production-based grand tourers competing in the GT Endurance categories.
World champion titles will be awarded to the top scoring manufacturers and drivers over the season,[][] while other
cups and trophies will be awarded for drivers and private teams.[]
Format
The World Endurance Championship will follow much of the format of the Intercontinental Le Mans Cup and
feature seven endurance races across the world, including the 24 Hours of Le Mans, with all races being at least six
hours in duration.[] The calendar will include two races each in Europe, North America, and Asia,[] with a possible
future expansion to eight or nine races.[] The four current categories utilized in ACO events will continue to be used
in the World Endurance Championship through 2013: LMP1 and LMP2 prototypes and the GTE category, divided
into GTE Pro for teams with professional driver line-ups, and GTE Am for teams featuring a mixture of amateur
drivers.
Six titles will be awarded each season based on total point tally, with two being deemed world championships:
Manufacturers' World Endurance Champion and Drivers' World Champion. The GTE Pro class champion will be
awarded a World Cup, while the leaders in LMP2 and GTE Am will be awarded a Trophy. The final Trophy will be
awarded to the best privateer team amongst all four classes.[] The points system will be similar to that that used in the
FIA's other world championships, awarding points to the top ten finishers on a sliding point margin scale from first

to tenth. Cars finishing the race but classified eleventh or further will be awarded a half point. Double points will be
awarded for the 24 Hours of Le Mans.[]
References
External links
FIA World Endurance Championship (http://www.fiawec.com)
Automobile Club de l'Ouest (http://www.lemans.org)
Fdration Internationale de l'Automobile (http://www.fia.com)
15
16

FIM Endurance World Championship
The official Endurance World Championship logo
Sport
Motorcycle sport
Founded
1975
Country(ies)
International
Most recent champion(s)
Suzuki Endurance Racing Team 1

(Team)
Anthony Delhalle (Rider)
Suzuki (Manufacturer)
Endurance World Championship is the premier worldwide endurance motorcycle racing championship. The
championship season consists of a series of races held on permanent racing facilities. The results of each race are
combined to determine two annual World Championships, one for teams and one for manufacturers.
The championship was founded in 1980 as the FIM Endurance Cup. Initially it was made up of four races, Thruxton,
Montjuich, Warsage and the Bol d'Or.
In 1976 the FIM Endurance Cup became the European Championship and in 1980 a World Championship. During
the 1980s the Endurance World Championship calendar numbered up to ten events. The championship's popularity
gradually declined and the calendar was gradually reduced to just the four races. in 1989 and 1990 the Championship
went back to a World Cup status, as the number of events required by the FIM Sporting Code was not reached.
The four races are referred as "the classics" and they are, the 24 Hours of Le Mans, 24 Hours of Lige (held in
Spa-Francorchamps), 8 Hours Of Suzuka, and the Bol d'Or (held on Paul Ricard until 1999, and Magny-Cours since
then).
Up until 2000 the championship was awarded to the individual rider with the most points, in 2001, the rule changed
and the championship is awarded to teams.
World Champions
Year
Rider
Manufacturer
1980
Marc Fontan
Herv Moineau
Honda
1981
Jean Lafond
Raymond Roche
Kawasaki
1982
Jean-Claude Chemarin
Jacques Cornu
Kawasaki
1983
Richard Hubin
Herv Moineau
Suzuki
1984
Gerard Coudray
Patrick Igoa
Honda
1985
Gerard Coudray
Patrick Igoa
Honda
1986
Patrick Igoa
Honda
17
1987
Herv Moineau
Bruno Le Bihan
Suzuki
1988
Herv Moineau
Thierry Crine
Suzuki
1989
Alex Vieira
Honda
1990
Alex Vieira
Honda
1991
Alex Vieira
Kawasaki
1992
Terry Rymer
Carl Fogarty
Kawasaki
1993
Doug Toland
Kawasaki
1994
Adrien Morillas
Kawasaki
1995
Stphane Mertens
Jean-Michel Mattioli
Honda
1996
Brian Morrison
Kawasaki
1997
Peter Goddard
Doug Polen
Suzuki
1998
Doug Polen
Christian Lavieille
Honda
1999
Terry Rymer
Jhan d'Orgeix
Suzuki
2000
Peter Lindn
Warwick Nowland
Suzuki
Year
Team
Manufacturer
2001
Wim Motors Racing
Honda
2002
Zongshen 2
Suzuki
2003
Suzuki GB - Phase One
Suzuki
2004
Yamaha GMT 94
Yamaha
2005
Suzuki Castrol Team
Suzuki
2006
Suzuki Castrol Team
Suzuki
2007
Suzuki Endurance Racing Team 1 Suzuki
2008
2009
Yamaha Austria Racing Team
2010
2011
Suzuki Endurance Racing Team
Yamaha
Suzuki
18
1980-1988 World Championship

1989-1990 World Cup
1991-2008 World Championship
Points system
For registered races of 6 hours or for registered races of 1000km:[1]
Position 1
Points
7 8 9 10 11 12 13 14 15
25 20 16 13 11 10 9 8 7 6
For registered races more than 6 hours to 12 hours, or for registered races of more than 1000km to 1800km:
Position 1
Points
9 10 11 12 13 14 15
30 24 19 16 13 12 11 10 8 7
For registered races of more than 12 hours or for registered races of more than 1800km:
Position 1
Points
10 11 12 13 14 15
35 28 22 18 15 14 13 11 10 8
For teams, the points will be those gained in each race.

For Constructors, only the highest placed motorcycle of a Constructor will gain points, according to the position
in the race.
2008-2010 calendar
2008-2010 Calendar
No
Date
[2]
Round
Circuit
Race
Winner
1/08 19-04-08
France
Le Mans
24 Hours Du Mans
SERT #2: William Costes, Barry Veneman,

Guillaume Dietrich]]
2/08 10-05-08
Spain
Albacete
6 Hours of Albacete
SERT #1: Vincent Philippe, Matthieu Lagrive, Julien

DaCosta]]
3/08 27-07-08
Japan
Suzuka
8 Hours Of Suzuka
Dream Honda Racing Team #11: R. Kiyonari, Carlos

Checa
4/08 09-08-08
Germany Oschersleben 8 Hours of
Oschersleben
Kawasaki France #11: Julien Mazuecos, Ivan Silva,

Erwan Nigon
5/08 13-09-08
France
Magny-Cours 24 Hours Bol d'Or
SERT #1: Vincent Philippe, Matthieu Lagrive, Julien

DaCosta
6/08 08-11-08
Qatar
Losail
8 Hours of Doha
YART #7: Igor Jerman, Steve Martin, Steve Plater
1/09 18-04-09
France
Le Mans
24 Hours Du Mans
YART #7: Igor Jerman, Steve Martin, Gwen

Giabbani
2/09 31-0-09
Germany Oschersleben 8 Hours of
Oschersleben
3/09 04-07-09
Spain
Albacete
8 Hours of Albacete

Giabbani
Giabbani
19
4/09 26-07-09
Japan
Suzuka
8 Hours Of Suzuka
Yoshimura Suzuki #12: D.Sakai, K. Tokudome, N.

Aoki
5/09 13-09-09
France
SERT #1: Vincent Philippe, Olivier Four, Freddy

Foray
6/09 14-11-09
Qatar
Losail
8 Hours of Doha

Giabbani
1/10 18-04-10
France
Le Mans
24 Hours Du Mans
2/10 22-05-10
Spain
Albacete
8 Hours of Albacete
3/10 25-07-10
Japan
Suzuka
8 Hours Of Suzuka
4/10 12-09-10
France
5/10 13-11-10
Qatar
Losail
8 Hours of Doha
2008 Classes and Specifications

motorcycles must be based on road going models with a valid FIM homologation[3]
Formula EWC
Displacement
4 cylinders Over 600cc up to 1000cc 4-stroke
The displacement capacities must remain at the homologated size. Modifying the bore and stroke to reach class
limits is not allowed.
Minimum Weights
For Three and Four cylinders up to 1000cc:
165kg: for races not taking place partly at night.
170kg: for races taking place partly at night.
For Two cylinders up to 1200cc:
170kg: for races not taking place partly at the night.
175kg: for races taking place partly at night.
Superstock
Displacement
The displacement capacities must remain at the homologated size. Modifying the bore and stroke to reach class
limits is not allowed.
Minimum Weights
The FIM decides the minimum weight value for a homologated model as sold to the public by determining its dry
weight. The dry weight of a homologated motorcycle is defined as the total weight of the empty motorcycle as
produced by the manufacturer (after removal of fuel, vehicle number plate, tools and main stand when fitted). To
confirm the dry weight a minimum of three (3) motorcycles are weighed and compared. The result is rounded off to
the nearest digit.

The minimum weight for motorcycles will be:
Dry weight minus 12kg for races not taking place partly at night.
Dry weight minus 9kg for races taking place partly at night.
References
External links
fimendurance.com (http://www.fimendurance.com/) Official website, not updated since the end of 2008
Race24.com (http://www.race24.com) Unofficial website, covering the championship since 1999. Archive of
official site between 2005 and 2006
Race Corporation (http://www.racecorporation.co.uk/) Unofficial website, covering the Championship since
2000
20
21
24 Hours of Le Mans
24 Hours of Le Mans
24 Hours of Le Mans

Venue
Circuit de la Sarthe
First race
1923
Duration
24 hours
Most wins (driver)
Tom Kristensen (8)
Most wins (team)
Joest Racing (12)
Most wins (manufacturer) Porsche (16)
The 24 Hours of Le Mans (French: 24 Heures du Mans) is

the world's oldest active sports car race in endurance
racing,[1] held annually since 1923 near the town of Le
Mans, France. Commonly known as the Grand Prix of
Endurance and Efficiency, race teams have to balance speed
against the cars' ability to run for 24 hours without
sustaining mechanical damage to the car and manage the
cars' consumables, primarily fuel, tyres and braking
materials. The endurance of the drivers is likewise tested as
drivers frequently spend stints of over two hours behind the
wheel before stopping in the pits and allowing a relief
The pits at dawn
driver to take over the driving duties. Drivers then grab
what food and rest they can before returning to drive
another stint. Today it is mandated that three drivers share each competing vehicle.
The race is organised by the Automobile Club de l'Ouest (ACO) and runs on the Circuit de la Sarthe, a circuit
containing a mix of closed public roads and specialist motor racing circuit that are meant not only to test a car and
driver's ability to be quick, but also to last over a 24-hour period. The competing teams will race in groups called
24 Hours of Le Mans
classes for cars of similar specification while at the same time competing for outright placing amongst all of the
classes. Originally, the race was held for cars as they were sold to the general public which were then called Sports
Cars compared to the specialist racing cars used in Grands Prix. Over time, the competing vehicles evolved away
from their publicly available road car roots and today, the race is made of two classes specialised enclosed-bodywork
two-seat Prototype sports cars and two classes of Grand Touring cars which bear much closer resemblance to high
performance sports cars as sold to the public.[2]
Competing teams have had a wide variety of organisation, ranging from competition departments of road car
manufacturers who are eager to prove the supremacy of their products, to professional motor racing teams who
represent their commercial backers, some of which are also road car manufacturers attempting to win without the
expense of setting up their own teams, to amateur race teams, racing as much to compete in the famous race as to
claim victory for their commercial partners.
The race is held near the height of the European summer in June, leading at times to very hot weather conditions for
the drivers, particularly in closed roof vehicles whose cabins can heat up to uncomfortably hot temperatures with
generally poor ventilation; rain, however, is not uncommon. The race begins in mid-afternoon, racing through the
night and following morning before finishing at the same time the race started, the following day.[3] Over the
24-hour period modern competitors will complete race distances well over 5,000km (3,110mi). The present record
is 5,410km (3,360mi), recorded in the 2010 race.[4] It is a distance over six times longer than the Indianapolis 500,
or approximately 18 times longer than a Formula One Grand Prix.
The race has over the years inspired imitating races all over the globe, popularising the 24-hour format at places like
Daytona, Nrburgring, Spa-Francorchamps, Sebring and Mount Panorama. Presently, the American Le Mans Series
and the European based Le Mans Series of multi-event sports car championships have been spun off from 24 Hours
of Le Mans regulations. Other races include the Le Mans Classic, a race for historic Le Mans race cars of years past
held on the Circuit de la Sarthe, a motorcycle version of the race which is held on the shortened Bugatti version of
the same circuit, a kart race (24 Heures Karting) and a truck race (24 Heures Camions).
The race has also spent long periods as a round of the World Sportscar Championship, although Le Mans has always
had a stronger reputation than the World Championship, and is presently a round of the FIA World Endurance
Championship. The race is also known as a leg of the informal Triple Crown of Motorsport which links Formula
One, IndyCars and sports car racing to represent a career achievement for drivers. Additionally, it is seen as a leg of
the Triple Crown of endurance racing, which links the three largest sports car races together, with 12 Hours of
Sebring and 24 Hours of Daytona forming the other legs.
Purpose
At a time when Grand Prix racing was the dominant form of motorsport throughout Europe, Le Mans was designed
to present a different test. Instead of focusing on the ability of a car company to build the fastest machines, the 24
Hours of Le Mans would instead concentrate on the ability of manufacturers to build sporty yet reliable cars. This
encouraged innovation in producing reliable and fuel-efficient vehicles, because the nature of endurance racing
requires cars that last the distance and spend as little time in the pits as possible.
At the same time, due to the layout of the Le Mans track, a need was created for cars to have better aerodynamics
and stability at high speeds. While this was shared with Grand Prix racing, few tracks in Europe had straights of a
length comparable to the Mulsanne. The fact that the road is public and therefore not maintained to the same quality
as some permanent racing circuits also put more of a strain on parts, putting greater emphasis on reliability.
The demand for fuel economy created by the oil crisis in the early 1970s led the race organisers to adopt a fuel
economy formula known as Group C, in which the amount of fuel each car was allowed to use during the race was
limited. Although Group C was abandoned when teams were able to master the fuel formulae, fuel economy was still
important to some teams as alternative fuel sources appeared in the early 21st century, attempting to overcome time
spent during pit stops.
22
24 Hours of Le Mans
23
These technological innovations have had a trickle-down effect, with technology used at Le Mans finding its way
into production cars several years later. This has also led to faster and more exotic supercars due to manufacturers
wishing to develop faster road cars for the purposes of developing them into even faster GT cars.
The race
Cars
The total entry has usually consisted of approximately 50 competitors. Each car is required to have at least two seats,
although in recent years only the ability to place a second seat in the cockpit has been required; the seat itself has not.
No more than two doors are allowed; open cockpit cars do not require doors. Beginning in 2014, open cockpit cars
will be prohibited for safety reasons.[citation needed]
Although all cars compete at the same time, there are separate classes.
A prize is awarded to the winner of each class, and to the overall
winner.
The number of classes has varied over the years, but currently there are
four. Custom-built Le Mans Prototypes (LMP) are the top two classes,
LMP1 and LMP2, divided by speed, weight, and power output. From
2011, the next two classes are production-based grand tourer (GT)
classes, GT Endurance Pro and GT Endurance AM. Both of these
classes utilise the FIA GT2 class. Although the top class is the most
likely to provide the winner of the race, lower classes have won on
occasion due to better reliability.
An Aston Martin DBR9, entrant in the former

LMGT1 class
Drivers
Originally, there were no rules on the number of drivers of a car, or how long they could drive. Although almost all
teams used two drivers in the early decades, some Le Mans drivers such as Pierre Levegh and Eddie Hall attempted
to run the race solo, hoping to save time by not having to change drivers. This practice was later banned. Until the
1980s, there were teams in which only two drivers competed, but by the end of the decade, the rules were changed to
stipulate that at least three drivers must drive each car.
By the 1990s, due to the speeds of the cars and the strain it put on drivers, further rules were added to improve driver
safety. Drivers could not drive more than four hours consecutively, and no one driver could run for more than
fourteen hours in total. This reduced driver fatigue during the races.
Unique rules and traditions

Although the 24 Hours of Le Mans was part of the World Sportscar Championship for most of its existence, it has
regularly had rules which differed from those used in other series, partly due to the length of the event. Some rules
are for safety reasons, while others are for the purposes of competition.
For many decades, cars were required to run at least an hour into the race before they were allowed to refill fluids for
the car, such as oil or coolant, with the exception of fuel. This was an attempt by the ACO to help increase efficiency
and reliability. Cars which could not last the first hour without having to replace lost fluids were disqualified.
Another rule that is unique to Le Mans is a requirement for cars to be shut off while they are being refueled in the
pits. Based not only on the notion that it is safer and less of a fire hazard to do so, this also allows for another test of
reliability, because cars have to test their ability to restart many times under race conditions. Another element of this
rule is that mechanics are not allowed to work on the car or its tyres while it is being refueled, which has led teams to
adapt innovative ways in which to decrease the time of these lengthy pit stops. As an exception to this rule, drivers
24 Hours of Le Mans
are allowed to get out of the car and be replaced by another driver during refueling.
At Le Mans, there are various traditions. One of the longest lasting is the waving of the French tricolor to start the
race. This is usually followed by a fly-over featuring jets trailing blue, white and red smoke. A similar flag tradition
is the waving of safety flags during the final lap of the race by track marshals, congratulating the winners and other
finishers.
The 24 Hours of Le Mans was the venue for the first known instance at a major race of a winning driver celebrating
by spraying champagne instead of drinking it.[5] When Dan Gurney won the 1967 race with co-driver A.J. Foyt, the
two drivers mounted the victory stand and Gurney was handed a magnum of champagne. Looking down, he saw
Ford CEO Henry Ford II, team owner Carroll Shelby and their wives, as well as several journalists who had
predicted disaster for the high-profile duo. Gurney shook the bottle and sprayed everyone nearby, establishing a
tradition re-enacted in victory celebrations the world over for the next 40+ years. Gurney autographed and gave the
bottle of champagne to a Life photographer, Flip Schulke, who used it as a lamp for many years. He later returned
the bottle to Gurney, who keeps it at his home in California.
Schedule
The first race was held on 26 and 27 May 1923 and has since been run annually in June with exceptions occurring in
1956, when the race was held in July, and 1968, when it was held in September due to nationwide political turmoil
earlier that year (see May 1968). The race has been cancelled ten times: once in 1936 (labour strike during the Great
Depression) and each year from 1940 to 1948 (World War II and its aftermath).
The race weekend also usually takes place on the second weekend of June, with qualifying and practice taking place
on the Wednesday and Thursday before the race, following an administrative scrutinizing of the cars on Monday and
Tuesday. Currently, these sessions are held in the evening, with two separate two-hour sessions held each night. A
day of rest is scheduled on Friday, and includes a parade of all the drivers through the centre of the town of Le Mans.
A test day was also usually held prior to the event, traditionally at the end of April or beginning of May. These test
days served as a pre-qualification for the event, with the slowest cars not being allowed to appear again at the proper
qualifying. However, with the cost necessary to transport cars to Le Mans and then back to their respective series in
between the test and race weeks, the test day was moved to the first weekend of June for 2005. The notion of
pre-qualifying was also eliminated in 2000, when all competitors invited to the test would be allowed into the race.
The Le Mans Legend races have also been part of the schedule since 2001, usually running exhibition races during
qualifying days, a few hours prior to the sessions for the Le Mans entrants.
Traditionally until 2008, the race started at 16:00 on the Saturday, although in 1968, the race started at 14:00 due to
the lateness of the race on the calendar. In both 1984 and 2007, the start time was moved ahead to 15:00 due to the
conflicting French General Election. In 2006, the ACO scheduled a 17:00 start time on Saturday, 17 June in order to
maximize television coverage in between the FIFA World Cup games. Since 2009, when the race took place over
1314 June that year, it starts at 15:00 local time (13:00 GMT).
24
24 Hours of Le Mans
25
Classification
Originally, the race results were determined by distance.
The car which covered the greatest distance was declared
the winner. This is known to have caught out the Ford team
in 1966. With a dominant 12 lead, the two cars slowed to
allow for a photo opportunity at the finish line, with Ken
Miles slightly ahead of Bruce McLaren. However, since
McLaren's car had actually started much farther back on the
grid than Miles's, McLaren's car had actually covered the
greatest distance over the 24 hours. With the margin of
victory determined to be eight metres, McLaren and his
Rolling start of the 2008 race
co-driver, Chris Amon, were declared the winners. The
decision cost Miles and Hulme a victory. Miles had already
won the other two endurance races at Sebring and Daytona. With a win at Le Mans, he would have become the first
man to win all three, not to mention in the same year. Miles was one of the oldest racers on the circuit. He was killed
in a crash later that year. The greatest distance rule was later changed when a rolling start was introduced, and
instead, the winner is now the car that has completed the greatest number of laps.
To be classified in the race results, a car is required to cross the finish line after 24 hours. This has led to dramatic
scenes where damaged cars waited in the pits or on the edge of the track close to the finish line for hours, then
restarted their engines and crawled across the line to be listed amongst the finishers.[citation needed] However, this
practice of waiting in the pits was banned in recent years with a requirement that a team complete a set distance
within the last hour to be classified as a finisher.
Another rule instituted by the ACO was the requirement that cars complete 70% of the distance covered by the
overall winner. A car failing to complete this number of laps, even if it finished the race, was not deemed worthy of
classification because of poor reliability or speed.
Le Mans start
The race traditionally began with what became known as the Le
Mans start, in which cars were lined up in echelon along the
length of the pits. Up to and including 1962, cars were lined up in
order of engine capacity, but from 1963, qualifying times
determined the line up. The starting drivers stood on the opposite
side of the front stretch. When the French flag dropped to signify
the start, the drivers ran across the track, entered and started their
cars without assistance, and drove away. This became a safety
issue in the late 1960s when some drivers ignored their safety
harnesses, which were then a recent invention. This led to drivers
running the first few laps either improperly harnessed due to
attempting to do it while driving or sometimes not even harnessed
at all, leading to several deaths when cars were involved in
accidents due to the bunched field at the start.
The permanent pits and pit straight for both the Circuit
de la Sarthe and Bugatti Circuit
This starting method inspired Porsche to locate the ignition key switch to the left of the steering wheel. In a left-hand
drive car, this allowed the driver to use his left hand to start the engine, and his right hand to put the transmission
into gear, which in turn shaves off a few tenths of a second.
24 Hours of Le Mans
Another method for speeding up the start was developed by Stirling Moss. His car was waiting with first gear
already engaged. When he jumped in, he switched the starter on without depressing the clutch. The car was
immediately jerked forward by the starter motor, but the engine did not start due to low RPM. After a few seconds of
motion, he then pushed the clutch down, allowing the engine to speed up and start while the car was moving.
Feeling this type of start was unsafe, in the 1969 race, Jacky Ickx opposed it by walking across the track while his
competitors ran. Although he was nearly hit by a faster competitor's car while walking, Ickx took the time to fasten
his safety belts before pulling away. Privateer John Woolfe died in an accident on the first lap of that race. Ickx went
on to win.
The traditional Le Mans start was changed for 1970. Cars were still lined up along the pit wall, but the drivers were
already inside and strapped in. At the dropping of the French tricolor, the drivers started their engines and drove
away. Since 1971,[] when the previous method was done away with, a rolling start (sometimes known as an
Indianapolis start) begins the race.
The circuit
The circuit on which the 24 Hours of Le Mans is run is named the Circuit de
la Sarthe (Circuit of the Sarthe), after the department that Le Mans is within.
It consists of both permanent track and public roads that are temporarily
closed for the race. Since 1923, the track has been extensively modified,
mostly for safety reasons, and currently is 13.629km in length. Although it
initially entered the town of Le Mans, the track was cut short in order to better
protect spectators. This led to the creation of the Dunlop Curve and Tertre
The Circuit de la Sarthe with the Bugatti
Rouge corners before rejoining the old circuit on the Mulsanne. Another
Circuit in grey
major change was on the Mulsanne itself in 1990, when the FIA decreed that
it would no longer sanction any circuit that had a straight longer than 2km.
This led to the addition of two chicanes, reducing the time that the cars spent travelling at very high speeds on the
old 6km long straight.
The public sections of the track differ from the permanent circuit, especially in comparison with the Bugatti Circuit
which is inside the Circuit de la Sarthe. Due to heavy traffic in the area, the public roads are not as smooth or well
kept. They also offer less grip because of the lack of soft tyre rubber laid down from racing cars, though this only
affects the first few laps of the race. The roads are closed only within a few hours of the practice sessions and the
race, before being opened again almost as soon as the race is finished. Workers have to assemble and dismantle
safety barriers every year for the public sections.
26
24 Hours of Le Mans
27
History
For a list of individual race reports, see Category:24 Hours of Le Mans races.
19231939
The 24 Hours of Le Mans was first run on 26 and 27 May
1923, through public roads around Le Mans. Originally
planned to be a three-year event awarded the
Rudge-Whitworth Triennial Cup, with a winner being
declared by the car which could go the farthest distance
over three consecutive 24 Hour races, this idea was
abandoned in 1928 and overall winners were declared for
each single year depending on who covered the farthest
distance by the time 24 hours were up. The early races
were dominated by French, British, and Italian drivers,
teams, and cars, with Bugatti, Bentley, and Alfa Romeo
A poster for the 1923 24 Hours of Le Mans
being the dominant marques. Innovations in car design
began appearing at the track in the late 1930s, with Bugatti and Alfa Romeo running highly aerodynamic bodywork
in order to run down the Mulsanne Straight at faster speeds. In 1936, the race was cancelled due to general strikes in
France, then with the outbreak of World War II in late 1939, the race went on a ten-year hiatus.
19491969
Following the reconstruction of the circuit facilities, the race was resumed in 1949[] with renewed interest from
major automobile manufacturers. 1949 was also Ferrari's first victory, the 166MM of Luigi Chinetti and Lord
Selsdon.[] After the formation of the World Sportscar Championship in 1953, of which Le Mans was a part, Ferrari,
Aston Martin, Mercedes-Benz, Jaguar, and many others began sending multiple cars backed by their respective
factories to compete for overall wins against their competitors. Their competition sometimes resulted in tragedy, as
in an accident during the 1955 race in which Pierre Levegh's car crashed into a crowd of spectators, killing more than
80people. The incident led to the widespread introduction of safety measures, not only at the circuit, but elsewhere
in the motorsports world. Following the accident, the entire pit complex was razed and rebuilt further back allowing
the pit straight to be widened, although there was still no barrier between track and pit lane. However, even though
the safety standards improved, so did the speed of the cars; the move from open-cockpit roadsters to closed-cockpit
coupes resulted in speeds of over 320 kilometres per hour (200mph) on the Mulsanne. Ford entered the picture,
taking four straight wins before the 1960s ended and the cars, and the race, changed substantially.
19701980
For the new decade, the race took a turn towards more extreme speeds
and automotive designs. These extreme speeds led to the replacement of
the typical standing Le Mans start with a rolling Indianapolis start.
Although production-based cars still raced, they were now in the lower
classes while purpose-built sportscars became the norm. The Porsche
917, 935, and 936 were dominant throughout the decade, but a
resurgence by French manufacturers Matra-Simca and Renault saw the
first victories for the nation since the 1950 race. This decade is also
Renault Alpine A443 from 1978
24 Hours of Le Mans
remembered for strong performances from many privateer constructors, with two scoring the only victories for a
privateer. John Wyer's Mirage won in 1975, while Jean Rondeau's self-titled chassis took 1980.
19811993
The rest of the 1980s was known for the dominance by Porsche
under the new Group C race car formula that encouraged fuel
efficiency. Originally running the effective 956, it was later
replaced by the 962. Both chassis were affordable enough for
privateers to purchase them en masse, leading to the two model
types winning six years in a row. Jaguar and Mercedes-Benz
returned to sports car racing, with Jaguar being the first to break
Porsche's dominance with victories in 1988 and 1990 (with the
XJR-9 and Jaguar XJR-12 respectively). Mercedes-Benz won in
1989, with what was seen as the latest incarnation of the elegant
The dominant Group C formula Porsche 962s
"Silver Arrows", the Sauber C9, while an influx of Japanese
manufacturer interest saw prototypes from Nissan and Toyota. In
1989 too, a W.M.-Peugeot set up a new record[] speeding at 406km/h (253mph) in the Ligne Droite des
Hunaudires, famous for its 6km (3.7mi) long straight. Mazda would be the only Japanese manufacturer to
succeed, with their unique rotary-powered 787B winning in 1991. For 1992 and 1993, Peugeot entered the sport and
dominated the race with the Peugeot 905 as the Group C formula and World Sportscar Championship were fading in
participation.
The circuit would also undergo one of its most notable changes in 1990, when the 5km long Mulsanne was
modified[] to include two chicanes in order to stop speeds of more than 400km/h (249mph) from being reached.
This began a trend by the ACO to attempt to slow the cars on various portions of the track; although speeds over
320km/h (199mph) are still regularly reached at various points on a lap.
19941999
Following the demise of the World Sportscar Championship, Le Mans saw a resurgence of production-based grand
tourer cars. Thanks to a loophole in the rules, Porsche succeeded in convincing the ACO that a Dauer 962 Le Mans
supercar was a production car, allowing Porsche to race their Porsche 962 for one final time, dominating the field.
Although the ACO attempted to close the loop hole for 1995, newcomer McLaren would win the race in their
supercar's first appearance thanks to the reliability of the BMW V12 powered F1 GTR, beating faster yet more
trouble-prone prototypes. The trend would continue through the 1990s as more exotic supercars were built in order
to skirt the ACO's rules regarding production-based race cars, leading to Porsche, Mercedes-Benz, Toyota, Nissan,
Panoz, and Lotus entering the GT categories. This culminated in the 1999 event, in which these GT cars were faced
with the Le Mans Prototypes of BMW, Audi, and Ferrari. BMW would survive with the victory, their first and only
overall Le Mans win to date.
This strong manufacturer influence led the ACO to lending the Le Mans name to a sports car series in the United
States in 1999, known as the American Le Mans Series, which competes to this day and serves to qualify teams to
enter Le Mans.
28
24 Hours of Le Mans
29
20002005
A diesel-powered Audi R10 TDI
Many major automobile manufacturers withdrew from sports

car racing after the 1999 event, because of the cost involved.
Only Cadillac and Audi remained, and Audi easily
dominated the race with their R8. Cadillac pulled out of the
series after three years, and although Panoz, Chrysler, and
MG all briefly attempted to take on Audi, none could match
the R8's performance. After three victories in a row, Audi
provided engine, team staff and drivers to their corporate
partner Bentley, who had returned in 2001, and the factory
Bentley Speed 8s were able to succeed ahead of privateer
Audis in 2003.
Since 2006
At the end of 2005, after five overall victories for the R8, and six to its V8 turbo engine, Audi took on a new
challenge by introducing a diesel engined prototype known as the R10 TDI. Although not the first diesel to race, it
was the first to win at Le Mans. This era saw other alternative fuel sources being used, including bio-ethanol, while
Peugeot decided to follow Audi's lead and also pursue a diesel entry in 2007 with their 908 HDi FAP.
The 2008 24 Hours of Le Mans was a great race between the Audi R10 TDI and the Peugeot 908 HDi FAP. After 24
hours of racing, the Audi managed to win the race by a margin of less than 10 minutes. For the 2009 24 Hours of Le
Mans, Peugeot introduced a new energy-recovery system similar to the KERS used in Formula One.[6] Aston Martin
entered the LMP1 category, but still raced in GT1 with private teams. Audi returned with the new R15 TDI, but this
time, Peugeot prevailed, taking their first overall triumph since 1993.
The 2010 running reaffirmed the race as a test of endurance and reliability. In adjusting their cars and engines to
adhere to the 2010 regulations, Peugeot chose overall speed while Audi chose reliability. At the end of the race, all 4
Peugeots had retired, 3 due to engine failure, while Audi finished 1-2-3.
The 2011 and 2012 races were marred by a series of accidents. In 2011, in the first hour, the defending race winning
Audi entry, being driven at the time by Alan McNish, crashed heavily, barrell rolling into a tire wall shortly after the
Dunlop Bridge. During the night, another Audi driven by Mike Rockenfeller crashed in similar fashion between the
Mulsanne and Indianapolis corners. Neither driver was injured, nor were any spectators. The third Audi entry driven
by Marcel Fssler, Andr Lotterer, and Benot Trluyer won the race. The 2012 race saw two factory Toyotas
replacing Peugeot (who had withdrawn from racing) enter, but one of the Toyotas flipped at Mulsanne Corner
shortly before sunset. Driver Anthony Davidson suffered two broken vertebrae, but was able to exit the car under his
own power. The other Toyota retired with mechanical difficulties shortly after sunset, giving Audi another Le Mans
victory.
A second ACO-backed series was also formed, similar to the American Le Mans Series, but concentrating on
Europe. The Le Mans Endurance Series (later shortened to Le Mans Series) resurrected many well known 1,000
kilometres (620mi) endurance races, and was followed by the Asian-centered Japan Le Mans Challenge in 2006.
In 2011, the race became the premier round of the Intercontinental Le Mans Cup, an attempt to make a world
championship for Endurance Racing again. In 2012, the race became the centerpiece of the FIA World Endurance
Championship, the successor to the ILMC. The 2012 event was the first time the race was won by a hybrid electric
vehicle, which was the Audi R18 e-tron quattro .
As of 2012, Porsche remains the most successful manufacturer with a record 16 overall victories, including a record
seven in a row.
24 Hours of Le Mans
Innovations
Over its lifetime, Le Mans has seen many innovations in automotive design in order to counteract some of the
difficulties that the circuit and race present. These have either been dictated by rules or have been attempts by
manufacturers to outwit the competition. Some have made their way into the common automobile and are used
nearly every day.
Aerodynamics
One of the keys to Le Mans is top speed, caused by the long
straights that dominate the circuit. This has meant cars have
attempted to achieve the maximum speeds possible instead of
relying on downforce for the turns. While early competitors' cars
were street cars with their bodywork removed to reduce weight,
innovators like Bugatti developed cars which saw the beginnings
of aerodynamics. Nicknamed tanks due to their similarity to
military tanks of WWI, these cars used simple curves to cover all
A Porsche 908 Langheck, German for "Long Tail"
the mechanical elements of the car and increase top speed. Once
Le Mans returned after World War II, most manufacturers would
adopt closed bodies which were streamlined for better aerodynamics. A notable example in the changes brought
about by aerodynamics are the 1950 entries by Briggs Cunningham. Cunningham entered two 1950 Cadillac Coupe
de Villes, one nearly stock and the other completely rebodied in a streamlined aluminum shape developed by
aeronautical engineers from Grumman Aircraft Engineering Corporation. The streamlined car looked so unusual that
it was nicknamed "Le Monstre" by the French press. The smoothing of body shapes and fairing-in of various parts of
the machine brought about by the continual search for reduction of aerodynamic drag led to a separation from Grand
Prix cars, which rarely had large bodywork.
As the years went on, bodywork became all enveloping, while at the same time lighter. The larger bodywork with
spoilers were able to provide more downforce for the turns without increasing the drag, allowing cars to maintain the
high top speeds. Extended bodywork would usually concentrate on the rear of the car, usually being termed long tail.
The bodywork also began to cover the cockpit for less drag, although open cockpits would come and go over the
years as rules varied. Aerodynamics reached its peak in 1989, before the Mulsanne Straight was modified. During
the 1988 race, the crew of a W.M. prototype taped over the engine openings and set a recorded speed of 404km/h
(251mph) down the Mulsanne in a publicity stunt, although the car was almost undrivable elsewhere on the circuit
and the engine was soon destroyed from a lack of cooling. However, for the 1989 event, the Mercedes-Benz C9
reached 399km/h (248mph) under qualifying conditions.
30
24 Hours of Le Mans
31
Engines
A wide variety of engines have competed at Le Mans, in attempts
to not only achieve greater speed but also to have better fuel
economy, and spend less time in the pits. Engine sizes have also
varied greatly, with the smallest engines being a mere 569 cc
(Simca Cinq) and the largest upwards of 7986 cc (Chrysler Viper
GTS-R). Supercharging was an early innovation for increasing
output, first being raced in 1929, while turbocharging would not
appear until 1974.
The first car to enter without an engine run by pistons would be in
1963, when Rover partnered with British Racing Motors to run a
gas turbine with mixed success, repeating again in 1965. The
An early supercharged Bentley
American Howmet Corporation would attempt to run a turbine
again in 1968 with even less success. Although the engines offered
great power, they were notoriously hot and uneconomical for fuel.
Another non-piston engine that would appear would be a Wankel engine, otherwise known as the rotary engine. Run
entirely by Mazda since its introduction in 1970, the compact engine would also suffer from fuel economy problems
like the turbine had, yet would see the success that the turbine lacked. After many years of development, Mazda
finally succeeded in being the only winner of the race to not have a piston-powered engine, taking the 1991 event
with the 787B.
Alternative fuel sources would also play a part in more normal engine designs, with the first non-gasoline car
appearing in 1949. The Delettrez Special would be powered by a diesel engine, while a second diesel would appear
in the form of the M.A.P. the following year. Although diesel would appear at other times over the race existence, it
would not be until 2006 when a major manufacturer, Audi, would invest in diesels and finally succeed, with the R10
TDI.
Ethanol fuel appeared in 1980 in a modified Porsche 911, taking a class win. Alternative biological fuel sources
would return again in 2004 with Team Nasamax's DM139-Judd.[7] In 2008, the use of biofuels (10% ethanol for
petrol engines and biodiesel respectively for diesel engines) were allowed. Audi was the first to use next generation
10% BTL biodiesel manufactured from biomass and developed by partner Shell.[8]
From 2009 onwards, the Le Mans regulations new from the ACO[9] allow hybrid vehicles to be entered, with either
KERS or TERS (Kinetic/Thermal Energy Recovery System) setups, however the only energy storage allowed will
be electrical (i.e. batteries), seemingly ruling out any flywheel-based energy recovery systems. Cars equipped with
KERS systems were allowed to race in 2009 with specific classification rules. Since 2010, they are able to compete
for points and the championship. In 2012 the first victory of an KERS equipped car was recorded. The Audi R18
e-tron was equipped with a flywheel hybrid system from Williams Hybrid Power, which when activated drove the
front wheels. Usage of this type of KERS was only allowed in specified zones after the car has accelerated to at least
120kph. Therefore no advantage of the four-wheel-drive could be gained on acceleration out of corners. In the same
year, Toyota also started with an hybrid car, the TS030 Hybrid which used the KERS to power the rear wheels.
Therefore, its usage was not restricted.
24 Hours of Le Mans
Brakes
With increased speeds around the track, brakes become a key issue for teams attempting to safely bring their cars
down to a slow enough speed to make turns such as Mulsanne Corner. Disc brakes were first seen on a car when the
Jaguar C-Type raced at Le Mans in 1953. The Mercedes-Benz 300 SLR would introduce the concept of an air brake
in 1955, using a large opening hood on the rear of the car.
In the 1980s, anti-lock braking systems would become standard on most Group C cars as a safety measure, ensuring
that cars did not lose control while still moving at approximately 320km/h. By the late 1990s, reinforced
carbon-carbon brakes would be adapted for better stopping power and reliability.
Successful marques and drivers

For a list of winning drivers, teams, and cars, see List of 24 Hours of Le Mans winners.
Over the years, many manufacturers have managed to
take the overall win, while even more have taken class
wins. By far the most successful marque in the history
of the race is Porsche, which has taken sixteen overall
victories, including seven in a row from 1981 to 1987.
Audi is next with eleven, and Ferrari follows with nine,
also including six in a row from 1960 to 1965.
Recently, the Audi marque has dominated the event,
winning in eleven of the thirteen years it has
participated. Audi and Team Joest have had two
hat-tricks, the first being in 2000, 2001, and 2002.
Jaguar has seven wins, while Bentley, Alfa Romeo, and
The most successful participant of all time at Le Mans, Danish driver
Ford all managed to win four races in a row, with
Tom Kristensen has eight wins.
Bentley recording two other victories in other years as
well. The only Japanese marque to win the race so far has been Mazda, although nearly every major Japanese
manufacturer has made attempts at the race. Mazda's 1991 victory is the only win by a rotary engine, one of Mazda's
hallmarks.
Three drivers stand apart for their number of victories. Initially Jacky Ickx held the record at six, scoring victories
between 1969 and 1982, earning him an honorary citizenship to the town of Le Mans. His frequent racing-partner,
Derek Bell, trailing by a single win, with 5. However, Dane Tom Kristensen has beaten this record with eight wins
between 1997 and 2008, including six in a row. Three-time winner Woolf Barnato (1928 to 1930) and American
racing legend AJ Foyt (1967) are still the only drivers to have won every Le Mans they participated in.
Henri Pescarolo has won the race four times, and currently holds the record for the most Le Mans appearances at 33.
Japan's Yojiro Terada, currently still active as a driver, holds the record for the most Le Mans starts without an
overall win. Graham Hill is the only driver to win the so-called Triple Crown of Motorsport which is defined as
winning the Indianapolis 500 (won by Hill in 1966), Monaco Grand Prix (1963, 1964, 1965, 1968, 1969) and the 24
Hours of Le Mans (1972)[10][11]
32
24 Hours of Le Mans
Accidents
With the high speeds associated with Le Mans, the track has seen a number of accidents, some of which have been
fatal to drivers and spectators. The worst moment in Le Mans history was during the 1955 race in which more than
80 spectators and driver Pierre Levegh were killed. In the shock following this disaster, many major and minor races
were cancelled in 1955, such as the Grand Prix races in Germany and Switzerland (the latter as a reaction having
banned motorsport round-track races throughout the entire country, the ban was only lifted in 2007[12]). This
accident brought wide sweeping safety regulations to all motorsports series, for both driver and spectator protection.
In 1986, Jo Gartner drove a Porsche 962C and crashed into the barriers on the Mulsanne straight, killing him
instantly. His accident remains the most recent fatality in the race itself, however there was the fatality of Sebastien
Enjolras in 1997 during the practices.
In one of the most recognizable recent accidents, calamity would once again strike Mercedes-Benz, although without
fatality. The Mercedes-Benz CLRs which competed in 1999 would suffer from aerodynamic instabilities that caused
the cars to become airborne in the right conditions. After initially happening at the Le Mans test day, Mercedes
claimed they had solved the problem, only to have it occur again at Warm Up hours before the race. Mark Webber
was the unlucky driver to flip the car on both occasions. The final and most damaging accident occurred during the
race itself when Peter Dumbreck's CLR became airborne and then proceeded to fly over the safety fencing, landing
in the woods several metres away. No drivers were badly hurt in any of the three accidents, but Mercedes-Benz
quickly withdrew their remaining entry and ended their entire sportscar programme.
In 2011, two horrific looking accidents would occur to two of the three factory Audis running in the LMP1 class.
Near the end of the first hour, the No. 3 car driven by Allan McNish collided with one of the Ferrari GT class cars
resulting in McNish's car violently smashing into the tyre wall and being thrown into the air at the Dunlop chicanes,
resulting in pieces of bodywork flying over and nearly hitting many photographers on the other side of the barrier. In
the eleventh hour of the race, another massive accident would occur this time to the No. 1 car driven by Mike
Rockenfeller when he also appeared to have contact with another Ferrari GT car. On the run up to Indianapolis
corner, Rockenfeller's Audi was sent into the outside barrier at well over 170 miles per hour (270km/h). Only the
main cockpit safety cell of the car remained along with major damage being done to the barriers that needed to be
repaired before the race was resumed. Audi had switched to a closed-cockpit car starting in 2011-a decision that had
been credited in how nobody in either of these accidents was injured, despite both chassis' being written off. Cars
continue to advance in safety over the years, with the recently released 2014 regulations stating that all cars must be
closed-cockpit as a direct result of the 2011 accident.
In 2012, Anthony Davidson, driving for the returning Toyota team in a Toyota TS030, collided with a Ferrari 458
Italia of Piergiuseppe Perrazini, and became airborne before crashing into the tyre barrier of the Mulsanne Corner at
high speed. The Ferrari also ended up in the barrier, flipping and coming to a halt on its roof. Davidson suffered
broken vertebrae from the impact.[][]
In 2013, Danish race driver Allan Simonsen passed away after a crash into the barriers at Tetre Rouge.
33
24 Hours of Le Mans
Appearances in media
The 1964 event plays a critical part in the Academy Award winning Un Homme et Une Femme, in which the wife of
the driver hero commits suicide when she mistakenly thinks that he has been killed in an accident during the race.
The 1969 event, known for its close finish, was documented in a short film titled La Ronde Infernale. This was given
a limited cinema release, but is now available on DVD.
The race became the center of a major motion picture in 1971 when Steve McQueen released his simply titled Le
Mans, starring McQueen as Michael Delaney, a driver in the 1970 event for the Gulf Porsche team. Likened to other
motorsports films such as Grand Prix for Formula One racing and Winning for the Indianapolis 500, Le Mans is the
best known film to center on sports car racing. It was filmed during the race using modified racing cars carrying
cameras, as well as purchased Porsche 917s, Ferrari 512s and Lola T70s for action shots made after the race. The
Porsche 908 which served as a camera car in the race actually finished, yet was so far behind the winners due to
lengthy reel changes during pit stops that it was not classified in the results.
A modern film not centering on Le Mans yet featuring events from the 2002 race was Michel Valliant, about a
French comic book motorsports hero. Again using two camera cars to tape action during the race, the French film
was not as widely accepted as Le Mans had been. The 1974 TV show The Goodies also featured an episode entitled
The Race, involving a comedic trio attempting to run Le Mans.
More recently, a documentary film called Truth in 24, narrated by Jason Statham, covered the Audi team in its effort
to win a fifth straight title in 2008. The race features prominently as the film covers the racing season leading up to
the Le Mans race.
The race has also been used for several video games over the years, some of which have allowed players to compete
for the full 24 hours. Although most used the Le Mans name itself, the PlayStation 2 game Gran Turismo 4 also
included the Circuit de la Sarthe and allowed players to run the full 24-hour races with and without the chicanes on
the Mulsanne Straight. The race then returned in Gran Turismo 5 for the full 24 hours, but with the chicane version
only. The race can be raced in both A-spec and B-spec modes. The Xbox 360, PlayStation 3 and PC game Race
Driver: Grid also includes the 24 Hours of Le Mans at the end of each in-game season albeit being only 24 minutes
in length by default. However, the player can also choose to compete in the race for different lengths of time ranging
from several minutes to a full 24 hours. The track also appeared in the Xbox 360 games Forza Motorsport 3 and
Forza Motorsport 4, but are not raced in the full 24 hours in their respective career modes.
Coverage
Motors TV covered the Le Mans 24 Hours in the entirety in 2006 and 2007. This included coverage of the
scrutineering, qualifying, driver parade, warm up and the whole race. In the United States, Speed Channel airs
complete race coverage live either on-air or online through a combination of coverage from the French host
broadcaster and their own pit reporting crew. In 2008, Eurosport secured a multi-year deal to show the entire race
including the qualifying and the motorcycle race. Every hour of the 2008 race was broadcast in segments on the
main channel and on Eurosport 2, however in recent years, a couple of Hours have been missed due to scheduling
clashes with other sports.[13] In addition, live streaming video was provided on Eurosport's web page, albeit not for
free. But since 2009, Eurosport and Eurosport 2 has been covering non-stop between those two channels, all 24
hours of action. In Australia, the 2012 race was shown live and in full online by Ten Sport.[14]
The race is also broadcast (in English) on radio by Radio Le Mans. Broadcast from the circuit for the full 24 hours,
as well as before and after, it offers fans at the race the ability to listen to commentary through radio. Radio Le Mans
is also broadcast through internet radio on their website. You can also listen to live race coverage through Satellite
radio on Sirius XM Radio.
34
24 Hours of Le Mans
Vintage racing
Since 2001, the ACO has allowed the Le Mans Legend event to participate on the full Circuit de la Sarthe during the
24 Hours week. These exhibition races involve classic cars which had previously run at Le Mans or similar to ones
that had. Each year, a set era of cars is allowed to participate, with the era changing from year to year. Though
mostly amateur drivers, some famous drivers have appeared to race cars they had previously run, such as Stirling
Moss.
Starting in 2002, the Le Mans Classic has taken place on the full 13km circuit in July as a biannual event. The races
take places over a full 24-hour day/night cycle, with starts on set times allowing cars from the same era to compete at
the same time. A team typically consists of a car in each class, and the team with the most points accumulated over
five or six classes declared the overall winner. The classes are based on the era in which the cars would have
competed, the exact class requirements are re-evaluated for every event, since for every event, the age for the
youngest entries is shifted by 2 years. Although the format of the first event saw 5 classes doing more short races,
later events have seen 6 classes do fewer but longer races. With the upcoming 2008 event, probably allowing early
Group C contenders, this format could see yet another revision with either more classes or classes spanning longer
periods in time. Drivers are also required to have an FIA International Competition license to participate. This event
also includes a large concours and auction.
References
[5] G. Harding "A Wine Miscellany" pg 82, Clarkson Potter Publishing, New York 2005 ISBN 0-307-34635-8
[12] Swiss Traffic Law (German)
(French) Le Mans 1965 in Automobile Historique n48 May 2005

(French) 24 heures du Mans 1973 in Automobile Historique n49 June/July 2005
External links
Le Mans official website (http://www.24h-lemans.com/en/)
Racing Sports Cars (http://www.racingsportscars.com/photo_lemans.html) historical photos and results
Coordinates:
475630N
01330E
(http:/ / tools. wmflabs. org/ geohack/ geohack.
php?pagename=24_Hours_of_Le_Mans&params=47_56_30_N_0_13_30_E_region:FR-72_type:landmark)
35
36

The 24 Hours of Le Mans (24 heures du Mans) is the
world's oldest sports car endurance race and one of the
most famous and influential in motorsports history.
The winners of all events since 1923 are listed here.
The race has been run every year since its inception
with the exception of 1936, where the race was not run
due to worker strikes, and 1940 to 1948, due to World
War II. Records for wins are also listed.
125 total drivers have won in the eighty runnings of the
event.
Eight-time Le Mans winner, Danish driver Tom Kristensen
Winners
Year
Drivers
Team
2012
Marcel Fssler
Andr Lotterer
Benot Trluyer
Audi Sport Team Joest
Audi R18 e-tron quattro
378
5151.76km
2011
Marcel Fssler
Andr Lotterer
Benot Trluyer
Audi R18 TDI
355
4838.30km
Audi R15 TDI plus
397
5410.71km
Peugeot 908 HDi FAP
382
5206.28km
Audi Sport North

America
Car
Tyre Laps
Distance
2010
Mike Rockenfeller
Timo Bernhard
Romain Dumas
2009
David Brabham
Marc Gen
Alexander Wurz
2008
Tom Kristensen
Allan McNish
Rinaldo Capello
Audi Sport North

America
Audi R10 TDI
381
5192.65km
2007
Frank Biela
Emanuele Pirro
Marco Werner
Audi Sport North

America
Audi R10 TDI
369
5036.85km
2006
Frank Biela
Emanuele Pirro
Marco Werner
Audi R10 TDI
380
5187km
2005
JJ Lehto
Marco Werner
Tom Kristensen
ADT Champion Racing
Audi R8
370
5050.5km
2004
Seiji Ara
Tom Kristensen
Rinaldo Capello
Audi Sport Japan Team

Goh
Audi R8
379
5169.9km
Peugeot Sport Total
37
2003
Tom Kristensen
Rinaldo Capello
Guy Smith
Team Bentley
Bentley Speed 8
377
5146.05km
2002
Frank Biela
Tom Kristensen
Emanuele Pirro
Audi R8
375
5118.75km
2001
Frank Biela
Tom Kristensen
Emanuele Pirro
Audi R8
321
4381.65km
2000
Frank Biela
Tom Kristensen
Emanuele Pirro
Audi R8
368
5007.99km
1999
Pierluigi Martini
Yannick Dalmas
Joachim
Winkelhock
Team BMW Motorsport
BMW V12 LMR
365
4968km
1998
Laurent Aello
Allan McNish
Stphane Ortelli
Porsche AG
Porsche 911 GT1-98
351
4773.18km
1997
Michele Alboreto
Stefan Johansson
Tom Kristensen
Joest Racing
TWR Porsche WSC-95
361
4909.6km
1996
Manuel Reuter
Davy Jones
Alexander Wurz
Joest Racing
TWR Porsche WSC-95
354
4814.4km
1995
Yannick Dalmas
J.J. Lehto
Masanori Sekiya
Kokusai Kaihatsu Racing McLaren F1 GTR
298
4055.8km
1994
Yannick Dalmas
Hurley Haywood
Mauro Baldi
Le Mans Porsche Team
Dauer 962 Le Mans
344
4678.4km
Peugeot Talbot Sport
Peugeot 905 Evo 1B
375
5100km
1993
Geoff Brabham
Christophe
Bouchut
Eric Hlary
1992
Derek Warwick
Yannick Dalmas
Mark Blundell
Peugeot 905 Evo 1B
352
4787.2km
1991
Volker Weidler
Johnny Herbert
Bertrand Gachot
Mazdaspeed Co. Ltd.
Mazda 787B
362
4922.81km
1990
John Nielsen
Price Cobb
Martin Brundle
Silk Cut Jaguar
Jaguar XJR-12
359
4882.4km
1989
Jochen Mass
Manuel Reuter
Stanley Dickens
Team Sauber Mercedes
Sauber
C9-Mercedes-Benz
389
5265.115km
1988
Jan Lammers
Johnny Dumfries
Andy Wallace
Silk Cut Jaguar
Jaguar XJR-9LM
394
5332.97km
38
1987
Derek Bell
Hans-Joachim
Stuck
Al Holbert
Rothmans Porsche AG
Porsche 962C
354
4791.9km
1986
Derek Bell
Hans-Joachim
Stuck
Al Holbert
Rothmans Porsche AG
Porsche 962C
367
4972.731km
1985
Klaus Ludwig
Paolo Barilla
"John Winter"
Joest Racing
Porsche 956
373
5088.507km
1984
Klaus Ludwig
Henri Pescarolo
Joest Racing
Porsche 956
359
4900.276km
1983
Vern Schuppan
Al Holbert
Hurley Haywood
Rothmans Porsche
Porsche 956
370
5047.934km
1982
Jacky Ickx
Derek Bell
Rothmans Porsche
System
Porsche 956
359
4899.086km
1981
Jacky Ickx
Derek Bell
Porsche System
Porsche 936
354
4825.348km
1980
Jean Rondeau
Jean-Pierre
Jaussaud
Jean Rondeau
Rondeau M379B-Ford
Cosworth
338
4608.02km
Porsche Kremer Racing
Porsche 935 K3
307
4173.93km
Alpine Renault
Renault Alpine A442B
369
5044.53km
1979
1978
Klaus Ludwig
Bill Whittington
Don Whittington
Jean-Pierre
Jaussaud
Didier Pironi
1977
Jacky Ickx
Hurley Haywood
Jrgen Barth
Martini Racing Porsche

System
Porsche 936/77
342
4671.83km
1976
Jacky Ickx
Gijs van Lennep
Martini Racing Porsche

System
Porsche 936
349
4769.923km
1975
Jacky Ickx
Derek Bell
Gulf Research Racing Co. Mirage GR8-Ford

Cosworth
336
4594.577km
1974
Henri Pescarolo
Grard Larrousse
Equipe Gitanes
Matra MS670C
337
4606.571km
1973
Henri Pescarolo
Grard Larrousse
Equipe Matra-Simca
Shell
Matra MS670B
355
4853.945km
1972
Henri Pescarolo
Graham Hill
Equipe Matra-Simca
Shell
Matra MS670
344
4691.343km
1971
Helmut Marko
Gijs van Lennep
Martini Racing Team
Porsche 917K
397
5335.313km
1970
Hans Herrmann
Richard Attwood
Porsche KG Salzburg
Porsche 917K
343
4607.81km
1969
Jacky Ickx
Jackie Oliver
Ford GT40 Mk. I
372
4997.88km
J.W. Automotive
Engineering
39
1968
Pedro Rodriguez
Lucien Bianchi
Ford GT40 Mk. I
331
4452.88km
1967
Dan Gurney
A.J. Foyt
Shelby-American Inc.
Ford GT40 Mk. IV
388
5232.9km
1966
Bruce McLaren
Chris Amon
Ford GT40 Mk. II
360
4843.09km
1965
Jochen Rindt
Masten Gregory
North American Racing

Team
Ferrari 250LM
348
4677.11km
1964
Jean Guichet
Nino Vaccarella
SpA Ferrari SEFAC
Ferrari 275P
349
4695.31km
1963
Ludovico Scarfiotti
Lorenzo Bandini
SpA Ferrari SEFAC
Ferrari 250P
339
4561.71km
1962
Olivier Gendebien
Phil Hill
SpA Ferrari SEFAC
Ferrari 330 TRI/LM

Spyder
331
4451.255km
1961
Olivier Gendebien
Phil Hill
Scuderia Ferrari
Ferrari 250 TRI/61
333
4476.58km
1960
Olivier Gendebien
Paul Frre
Scuderia Ferrari
Ferrari 250 TR59/60
314
4217.527km
1959
Carroll Shelby
Roy Salvadori
David Brown Racing

Dept.
Aston Martin DBR1
323
4347.9km
1958
Olivier Gendebien
Phil Hill
Scuderia Ferrari
Ferrari 250 TR58
305
4101.926km
1957
Ron Flockhart
Ivor Bueb
Ecurie Ecosse
Jaguar D-Type
327
4397.108km
1956
Ron Flockhart
Ninian Sanderson
Ecurie Ecosse
Jaguar D-Type
300
4034.939km
1955
Mike Hawthorn
Ivor Bueb
Jaguar Cars Ltd.
Jaguar D-Type
307
4135.38km
Scuderia Ferrari
Ferrari 375 Plus
302
4061.15km
1954
Jos Froiln
Gonzlez
Maurice
Trintignant
J.W. Automotive
Engineering
1953
Tony Rolt
Duncan Hamilton
Jaguar Cars Ltd.
Jaguar C-Type
304
4088.064km
1952
Hermann Lang
Fritz Riess
Daimler-Benz A.G.
Mercedes-Benz 300SL
277
3733.839km
1951
Peter Walker
Peter Whitehead
Peter Walker
Jaguar XK-120C
267
3611.193km
1950
Louis Rosier
Jean-Louis Rosier
Louis Rosier
Talbot-Lago T26 Grand

Sport
256
3465.12km
Lord Selsdon
Ferrari 166MM
235
3178.299km
1949
1940
to
1948
Luigi Chinetti
Peter
Mitchell-Thomson
Races cancelled for World War II and French reconstruction
1939
Jean-Pierre
Wimille
Pierre Veyron
1938
1937
Eugne Chaboud
Jean Trmoulet
Jean-Pierre
Wimille
Robert Benoist
1936
40
Jean-Pierre Wimille
Eugne Chaboud / Jean

Trmoulet
Roger Labric
Bugatti Type 57S Tank
248
3354.76km
Delahaye 135CS
235
3180.94km
Bugatti Type 57G Tank
243
3287.938km
Race cancelled due to workers strike
1935
Johnny Hindmarsh
Arthur W. Fox / Charles
Luis Fonts
Nichol
Lagonda M45R Rapide
222
3006.797km
1934
Luigi Chinetti
Philippe tancelin
Luigi Chinetti / Philippe

tancelin
Alfa Romeo 8C 2300
213
2886.938km
1933
Raymond Sommer
Tazio Nuvolari
Soc. Anon. Alfa Romeo
Alfa Romeo 8C 2300
233
3144.038km
1932
Raymond Sommer
Luigi Chinetti
Raymond Sommer
Alfa Romeo 8C 2300
218
2954.038km
1931
Earl Howe
Henry Birkin
Earl Howe
Alfa Romeo 8C 2300
184
3017.654km
1930
Woolf Barnato
Glen Kidston
Bentley Motors Ltd.
Bentley Speed Six
179
2930.663km
1929
Woolf Barnato
Henry Birkin
Bentley Motors Ltd.
Bentley Speed Six
174
2843.83km
1928
Woolf Barnato
Bernard Rubin
Bentley Motors Ltd.
Bentley 4 Litre
154
2669.272km
1927
Dudley Benjafield
Sammy Davis
Bentley Motors Ltd.
Bentley 3 Litre Super

Sport
137
2369.807km
1926
Robert Bloch
Andr Rossignol
No Team Name
Lorraine-Dietrich B3-6
147
2552.414km
1925
Grard de
Courcelles
Andr Rossignol
No Team Name
Lorraine-Dietrich B3-6
129
2233.982km
1924
John Duff
Frank Clement
Duff & Aldington
Bentley 3 Litre Sport
120
2077.341km
1923
Andr Lagache
Ren Lonard
Chenard & Walcker SA
Chenard & Walcker Sport M

3-Litre
128
2209.536km
Records
Drivers
Most wins
41
Rank
Driver
Wins
Years
Tom Kristensen
1997, 2000, 2001, 2002, 2003, 2004, 2005, 2008
Jacky Ickx
1969, 1975, 1976, 1977, 1981, 1982
Derek Bell
1975, 1981, 1982, 1986, 1987
Frank Biela
2000, 2001, 2002, 2006, 2007
Emanuele Pirro
2000, 2001, 2002, 2006, 2007
Olivier Gendebien
1958, 1960, 1961, 1962
Henri Pescarolo
1972, 1973, 1974, 1984
Yannick Dalmas
1992, 1994, 1995, 1999
Most consecutive wins

Rank
Driver
Consecutive
Wins
Years
Tom Kristensen
2000 - 2005
Woolf Barnato
1928 - 1930
Olivier Gendebien
1960 - 1962
Henri Pescarolo
1972 - 1974
Jacky Ickx
1975 - 1977
Emanuele Pirro
2000 - 2002
Frank Biela
2000 - 2002
Marco Werner
2005 - 2007
Winning drivers per nation

Rank
Nation
Winning
Drivers
United Kingdom
29
France
28
Germany
17
United States
12[1]
Italy
11[1]
Belgium
Austria
Australia
9
Denmark
Japan
Netherlands
New Zealand
Sweden
42
14
Argentina
Canada
Finland
Mexico
Spain
Switzerland
Total wins per nation
Rank
1
Nation
United Kingdom
Wins
40
France
3
Germany
27
United States
18
Italy
6
Belgium
13
Denmark
Austria
Netherlands
Australia
11
Finland
Japan
New Zealand
Sweden
Switzerland
16
Argentina
Canada
Mexico
Spain
Constructors
Most wins
Rank
43
Constructor
Wins
Years
Porsche
16
1970, 1971, 1976, 1977, 1979, 1981, 1982, 1983, 1984,

1985,
1986, 1987, 1994,[2] 1996, 1997,[3] 1998
Audi
11
2000, 2001, 2002, 2004, 2005, 2006, 2007, 2008, 2010,

2011,
2012
Ferrari
1949, 1954, 1958, 1960, 1961, 1962, 1963, 1964, 1965
Jaguar
1951, 1953, 1955, 1956, 1957, 1988, 1990
Bentley
1924, 1927, 1928, 1929, 1930, 2003
Alfa Romeo
1931, 1932, 1933, 1934
Ford
8
1966, 1967, 1968, 1969
Matra-Simca
Peugeot
10
13
1972, 1973, 1974

1992, 1993, 2009
Lorraine-Dietrich
1925, 1926
Bugatti
1937, 1939
Mercedes-Benz
1952, 1989[4]
Chenard & Walcker
1923
Lagonda
1935
Delahaye
1938
Talbot-Lago
1950
Aston Martin
1959
Mirage
1975
Renault-Alpine
1978
Rondeau
1980
Mazda
1991
McLaren
1995
BMW
1999
Most consecutive wins

Rank
Constructor
Consecutive
Wins
Years
Porsche
1981 - 1987
Ferrari
1960 - 1965
Audi
2004 - 2008
Bentley
1927 - 1930
Alfa Romeo
1931 - 1934
Ford
1966 - 1969
44
7
12
Jaguar
1955 - 1957
Matra-Simca
1972 - 1974
Porsche
1996 - 1998
Audi
2000 - 2002
Audi
2010 - 2012
Lorraine-Dietrich
1925 - 1926
Porsche
1970 - 1971
Porsche
1976 - 1977
Peugeot
1992 - 1993
By nationality
Country
Constructors Total wins
Germany
30
United Kingdom
17
France
15
Italy
13
United States
Japan
Notes
[1] Luigi Chinetti won Le Mans initially as an Italian, but later won as an American. His wins are included for both countries.
[2] The 1994 victory is listed with Porsche, although Dauer Sportwagen was the official constructor of the road car.
[3] The 1996 and 1997 victories are listed with Porsche, although the car was built by TWR on a modified Jaguar XJR-14 chassis, fitted with a
Porsche 962 engine.
[4] The 1989 victory is listed with Mercedes-Benz as it was their project and engine, they merely used Sauber as a chassis builder.
External links
Le Mans official site (http://www.lemans.org/)

Results pages (http://www.wspr-racing.com/wspr/results/lemans/nf_lemans_home.html)
Le Mans Register (http://www.formula2.net/)
Le Mans History (http://www.lemans-history.com/) All the cars, drivers, classifications, history, photos
References
(French) Le Mans 1965 in Automobile Historique n48 May 2005
(French) 24 heures du Mans 1973 in Automobile Historique n49 June/July 2005
45

The 1955 Le Mans disaster occurred during the 1955 24 Hours of Le Mans motor race, when a crash caused large
pieces of racing car debris to fly into the crowd. Eighty-three spectators and driver Pierre Levegh died at the scene
and 120 more were injured in the most catastrophic accident in motorsport history.[1]
Before the accident

Pierre Levegh, aged 49, had been hired by Mercedes-Benz as a factory driver that year. Part of his appeal to
Mercedes was his determination shown in the 1952 race when he had driven for 23 straight hours, even though the
team had a driver who could have replaced him. He failed to win only because of a missed gear change, due to
exhaustion, with just 45 minutes remaining, resulting in a failed connecting rod in his Talbot-Lago.
Mercedes-Benz had debuted its new 300 SLR sportscar in the 1955 World Sportscar Championship season, with
some notable success, including a win at the Mille Miglia. The 300 SLR featured a body made of an ultralightweight
magnesium alloy called Elektron with a specific gravity of 1.8 (in comparison, aluminium has a S.G. of 2.7 and steel
7.8). This new material reduced the weight of the car and thus improved its performance. However, the car lacked
the more efficient state-of-the-art disc brakes featured on the rival Jaguar D-Type, employing instead the traditional
drum brake system. The high power of the car forced Mercedes' engineers to incorporate a large air brake behind the
driver that could be raised to increase drag and slow the car with sufficient rapidity for most conditions.
Safety measures commonly in place today were relatively unknown in 1955. Aside from two layout changes to make
the circuit shorter, the Le Mans circuit itself had remained largely unaltered since the inception of the race in 1923,
when top speeds of cars were typically in the region of 60 miles per hour (97km/h). By 1955 top speeds were in
excess of 185 miles per hour (298km/h).[2] The cars had no seatbelts, the drivers reasoning that it was preferable to
be thrown clear in a collision rather than be trapped in a burning or damaged car.[1]
Accident
Immediate cause
The 1955 24 Hours of Le Mans began on 11 June 1955, with Pierre
Levegh behind the wheel of the #20 Mercedes-Benz 300 SLR run by
Daimler-Benz. American John Fitch was Levegh's assigned partner in
the car, and he would take over driving duties later. Competition
between Mercedes, Jaguar, Ferrari, Aston Martin and Maserati was
close, with all the marques fighting for the top positions early on. The
race was extremely fast, with lap records being repeatedly broken.[1]
At the end of Lap 35, Levegh was following Mike Hawthorn's leading
Jaguar D-type, just as they were entering the pit straight. Hawthorn had
just passed Lance Macklin's slower Austin-Healey 100 when he
belatedly noticed a pit signal to stop for fuel. Hawthorn slowed
suddenly in an effort to stop rather than make another lap. Hawthorn's
Jaguar, with the new disc brakes, decelerated much faster than other
cars using drum brakes, such as Levegh's Mercedes. The sudden,
unexpected braking by Hawthorn caused Macklin in the Healey to hit
How the accident happened
46
his brakes, throwing up a small cloud of dust in front of Levegh, who trailed close behind. Macklin then swerved
across the centre of the track, attempting to re-pass the slowing Jaguar, but also apparently out of control.[1] Macklin
had not noticed both Levegh and Juan Manuel Fangio, in another 300 SLR, approaching rapidly from behind. Fangio
was in second place at the time, but directly behind, and attempting to lap Levegh.[1]
Levegh, ahead of Fangio on the track, did not have time to react. Levegh's car made contact with the left rear of
Macklin's car as he closed rapidly (at about 150mph) upon the slowed car. When Levegh hit the Austin-Healey from
behind, his car became airborne, soaring towards the left side of the track, where it landed atop the earthen
embankment separating spectators from the track itself.
Collision
Levegh's 300 SLR struck the mound at such speed and angle that it was launched into a somersault, which caused
some parts of the car, already damaged and loosened by the collision, to be flung from the vehicle at very great
speeds. This included the bonnet and the front axle, both of which separated from the frame and flew through the
crowd. The bonnet decapitated tightly jammed spectators like a guillotine.[3] With the front of the spaceframe
chassisand thus crucial engine mountsdestroyed, the car's heavy engine block also broke free and hurtled into
the crowd. Spectators who had climbed onto trestle tables to get a better view of the track found themselves in the
direct path of the lethal debris.[1] Levegh was also thrown free of the tumbling car, but his skull was fatally crushed
when he landed.
As the remains of the 300 SLR slowed its somersault, the rear-mounted fuel tank ruptured. The ensuing fuel fire
raised the temperature of the remaining Elektron bodywork past its ignition temperature, which due to its high
magnesium content was lower than for other metal alloys. The alloy burst into white-hot flames, sending searing
embers onto the track and into the crowd. Rescue workers, totally unfamiliar with magnesium fires, poured water on
the inferno greatly intensifying the fire. As a result, the car burned for several hours. Official accounts put the
death total at 84 (83 spectators plus Levegh), either by flying debris or from the fire, with a further 120 injured.
Other observers estimated the toll to be much higher.[1]
Fangio, driving behind Levegh, narrowly escaped the heavily damaged Austin-Healey, which was now skidding to
the right of the track, across his path. Macklin then hit the pit wall and bounced back to the left, crossing the track
again. He struck the barrier near the location of the now burning 300 SLR, causing the death of another single
spectator, although Macklin survived the incident without serious injury.[1]
Aftermath
Conclusion of the race
The race was continued, officially in order to prevent departing
spectators from crowding the roads and slowing down ambulances. An
emergency meeting of the Daimler-Benz board of directors was
convened by midnight at the request of John Fitch.[4] Mindful of
sensitivities involving German cars in a French race just 10 years after
the end of World War II, the board decided to pull out from the race as
a sign of respect to the victims. Eight hours after the accident, while
leading the race (and two laps ahead of the Jaguar team), the Mercedes
team withdrew the cars of Juan Manuel Fangio/Stirling Moss and Karl
Kling/Andr Simon.[5] Mercedes invited Jaguar to also retire, but they
declined.[1]
Le Mans Memorial Plaque

Mike Hawthorn and the Jaguar team, led by motorsport manager Lofty England, kept racing. Hawthorn won the race
with teammate Bueb.
After the race

Funeral services were held the next day at the cathedral in the town of Le Mans.
The French press carried photographs of Hawthorn and Bueb celebrating their win with the customary champagne
but treated them with scorn.[1]
The official inquiry into the accident ruled that Jaguar was not responsible for the crash, and that it was merely a
racing incident. The death of the spectators was blamed on inadequate safety standards for track design, leading to a
ban on motorsports in France, Spain, Switzerland, Germany and other nations, until the tracks could be brought to a
higher safety standard. In the United States, the American Automobile Association (AAA) dissolved their Contest
Board that had been the primary sanctioning body for autosport in the US (including the Indianapolis 500) since
1904. Switzerland's ban did not allow for the running of timed motorsports such as hillclimbs, a race which allowed
two cars to compete alongside one another.Wikipedia:Please clarify This forced Swiss racing promoters to organize
circuit events in foreign countries including France, Italy and Germany. In 2003 the Swiss parliament started a
lengthy discussion about whether this ban should be lifted. The discussion focused on traffic policy and
environmental questions rather than on safety. On 10 June 2009, the Stnderat (one chamber of the parliament)
defeated the proposal to lift the ban for the second time and thus definitively,[6] which meant that the ban would
stay.[7]
The rest of the 1955 World Sportscar Championship season was completed, with two more races at the British RAC
Tourist Trophy and the Italian Targa Florio, although they were not run until September and October, several months
after the accident. Mercedes-Benz won both of these events, and were able to secure the constructors championship
for the season.
Opinions differed widely, amongst the other drivers, as to who was directly to blame for the accident, and such
differences remain even today. Levegh's co-driver, John Fitch, became a major safety advocate and began active
development of safer road cars and racing circuits. At the Le Mans circuit itself, the Grandstand and pit areas were
demolished and rebuilt soon after.[1]
After also winning the Targa Florio, the last major race of the 1955 season, Mercedes-Benz announced that they
would no longer participate in factory sponsored motor-sport in order to concentrate on development of production
cars. The self-imposed ban on circuit racing lasted until the 1980s. The Jaguar works racing team also closed down a
few months later and did not return to Le Mans for over thirty years. Two drivers, Fangio and Jaguar's Norman
Dewis, never raced at Le Mans again.[1]
Macklin had regarded Hawthorn as a friend but, on reading Hawthorn's autobiography Challenge Me The Race in
1958, he was embittered to find that Hawthorn disclaimed all responsibility for the accident without identifying who
had actually caused it. With Levegh dead, Macklin presumed that Hawthorn's implication was that he (Macklin) had
been responsible, and he began a libel action. The action was unresolved when Hawthorn was killed in a crash on the
Guildford bypass in 1959.[]
47
48
Legacy
The Austin-Healey was sold to several private buyers before appearing on the auction block. In 1969, it was
purchased for 155.[8] In December 2011, the car was sold at auction for 843,000 ($1,323,915).[] The car retained
the original engine SPL 261-BN and was valued at 800,000 prior to the auction.[8] Its condition was reported to be
'barn-find'.[9]
References
Le Mans 1965 in Automobile Historique n48 May 2005 (in French)
24 heures du Mans 1973 in Automobile Historique n49 June/July 2005 (in French)
[1] Deadliest Crash:the Le Mans 1955 Disaster (Programme Website) (http:/ / www. bbc. co. uk/ programmes/ b00sfptx), BBC Four
documentary, broadcast 16 May 2010.
[4] 2009 interview with John Fitch, as part of his 92nd birthday (http:/ / www. youtube. com/ watch?v=WOAQu4C3yAc& feature=related)
[6] Amtliches Bulletin (http:/ / www. parlament. ch/ ab/ frameset/ d/ s/ 4809/ 303265/ d_s_4809_303265_303341. htm) Minutes of the
parliament session
[7] SVG Art. 52 (http:/ / www. admin. ch/ ch/ d/ sr/ 741_01/ a52. html) Swiss Highway Code
[8] "Historic Austin-Healey car in Le Mans disaster to fetch '1m at auction." Hindustan Times (New Delhi, India). McClatchy-Tribune
Information Services. 2011. Retrieved August 14, 2012 from HighBeam Research: http:/ / www. highbeam. com/ doc/ 1P3-2524522551. html
[9] "Top price for 'disaster' car.(News)." Birmingham Mail (England). MGN Ltd. 2011. Retrieved August 14, 2012 from HighBeam Research:
http:/ / www. highbeam. com/ doc/ 1G1-273877804. html
External links
Newsreel footage of the 1955 race and crash (http://www.youtube.com/watch?v=RMoh5hZAaZk&
feature=channel_video_title)
Le Mans 1955 from The Mike Hawthorn Tribute Site (http://www.mike-hawthorn.org.uk/lemans.php)
extensive 1955 Le Mans coverage, including reports, analysis and photos
Life Magazine report of the 1955 Le Mans Disaster (http://www.ewilkins.com/wilko/lemans.htm)
1955 Le Mans Disaster depicted and analysed in depth by a witness (currently available only in French) (http://
www.germaris.com/le_mans.html)
BBC: On This Day: 11 June 1955 (http://news.bbc.co.uk/onthisday/hi/dates/stories/june/11/
newsid_3726000/3726535.stm)
Pierre Levegh at motorsportmemorial.org (http://motorsportmemorial.org/focus.php?db=ct&n=148)
Coordinates:
475659.5N
01226E
(http:/ /
php?pagename=1955_Le_Mans_disaster&
5_N_0_12_26_E_region:FR-72_type:landmark_scale:5000)
tools.
wmflabs.
org/
geohack/ geohack.
params=47_56_59.
49
Major endurance races

24 Hours of Daytona
24 Hours of Daytona
Venue
Daytona International Speedway
Corporate sponsor
Rolex
First race
1962
Duration
24 hours
Previous names
Daytona 3 Hour Continental

(19621963)
Daytona 2000 (19641965)
24 Hours of Daytona (19661971)
6 Hours of Daytona (1972)
24 Hours of Daytona (1973, 19751977)
24 Hour Pepsi Challenge (19781983)
SunBank 24 at Daytona (19841991)
Most wins (driver)
Hurley Haywood (5)

Scott Pruett (5)
Most wins (team)
Chip Ganassi Racing (5)
The 24 Hours of Daytona, currently known as the Rolex 24 At Daytona for sponsorship reasons, is a 24-hour
sports car endurance race held annually at Daytona International Speedway in Daytona Beach, Florida. It is run on a
3.56-mile (5.73km) combined road course, utilizing portions of the NASCAR tri-oval and an infield road course.
Since its inception, it has been held the last weekend of January or first weekend of February, part of Speedweeks,
and it is the first major automobile race of the year in the United States.
The race has had several names over the years. Since 1991, the Rolex Watch Co. is the title sponsor of the race under
a naming rights arrangement, replacing Sunbank (now SunTrust) which in turn replaced Pepsi in 1984. Winning
drivers of all classes receive a steel Rolex Daytona watch.
In 2006, the race moved one week earlier into January to prevent a clash with the Super Bowl, which had in turn
moved one week later into February a few years earlier.
The race has been known historically as a leg of the informal Triple Crown of endurance racing,[] although
increasing isolation from international Sports Car racing regulations has seen a gradual shift of importance to Petit
Le Mans. However, the link is expected to be reunited with the unification of the sport in 2014.
24 Hours of Daytona
Beginnings
In 1962, a few years after the track was built, a 3-hour sports car race was introduced. Known as the Daytona
Continental, it counted towards the FIA's new International Championship for GT Manufacturers. The first
Continental was won by Dan Gurney, driving a 2.7L Coventry Climax-powered Lotus 19.[] Gurney was a factory
Porsche driver at the time, but the 1600-cc Porsche 718 was considered too small and slow for what amounted to a
sprint race on a very fast course.
In 1964, the event was expanded to 2,000km (1,240mi), doubling the classic 1000km distance of races at
Nrburgring, Spa and Monza. The distance amounted to roughly half of the distance the 24 Hours of Le Mans
winners covered at the time, and was similar in length to the 12 Hours of Sebring, which was also held in Florida in
March. Starting in 1966, the Daytona race was extended to the same 24-hour length as Le Mans.
24-hour history
Unlike the Le Mans event, the Daytona race is conducted entirely over a closed course within the speedway arena
without the use of any public streets. Most parts of the steep banking are included, interrupted with a chicane on the
back straight and a sweeping, fast infield section which includes two hairpins. Unlike Le Mans, the race is held in
wintertime, when nights are at their longest. There are lights installed around the circuit for night racing, although
the infield section is still not as well-lit as the main oval. However, the stadium lights are turned on only to a level of
20%,[citation needed] similar to the stadium lighting setup at Le Mans, with brighter lights around the pit straight, and
decent lighting similar to street lights around the circuit.
In the past, a car had to cross the finish line after 24 hours to be classified, which led to dramatic scenes where
damaged cars waited in the pits or on the edge of the track close to the finish line for hours, then restarted their
engines and crawled across the finish line one last time in order to finish after the 24 hours and be listed with a
finishing distance, rather than dismissed with DNF (Did Not Finish). This was the case in the initial 1962 Daytona
Continental (then 3 hours), in which Dan Gurney's Lotus had established a lengthy lead when the engine failed with
just minutes remaining. Gurney stopped the car at the top of the banking, just short of the finish line. When the three
hours had elapsed, Gurney simply cranked the steering wheel to the left (toward the bottom of the banking) and let
gravity pull the car across the line, to not only salvage a finishing position, but actually win the race.[] This led to the
international rule requiring a car to cross the line under its own power in order to be classified.
The first 24 Hour event in 1966 was won by Ken Miles and Lloyd Ruby driving a Ford Mk. II. Motor Sport reported:
"For their first 24-hour race the basic organization was good, but the various officials in many cases were out of
touch, childish and lacked the professional touch which one now finds at Watkins Glen."[1] After having lost in 1966
at Daytona, Sebring and Le Mans to the Fords, the Ferrari P series prototypes staged a 123 side-by-side parade
finish at the banked finish line in 1967.[2] The Ferrari 365 GTB/4 road car was given the unofficial name Ferrari
Daytona in celebration of this victory.[3]
Porsche repeated this show in their 123 win in the 1968 24 Hours. After the car of Gerhard Mitter had a big crash
caused by tyre failure in the banking, his teammate Rolf Stommelen supported the car of Vic Elford and Jochen
Neerpasch.Wikipedia:Please clarify When the car of the longtime leaders Jo Siffert and Hans Herrmann dropped to
second due to a technical problem, these two also joined the new leaders while continuing with their car. So Porsche
managed to put 5 of 8 drivers on the center of the podium, plus Jo Schlesser and Joe Buzzetta finishing in 3rd place,
with only Mitter being left out.[4]
Lola finished 12 in the 1969 24 Hours of Daytona. The winning car was the Penske Lola T70-Chevrolet of Mark
Donohue and Chuck Parsons.[5] Few spectators witnessed the achievement as Motor Sport reported: "The Daytona
24-Hour race draws a very small crowd, as can be seen from the empty stands in the background."[6]
In 1972, due to the energy crisis, the race was shortened to 6 hours, while for 1974 the race was cancelled altogether.
50
24 Hours of Daytona
In 1982, following near-continuous inclusion on the World Sportscar Championship, the race was dropped as the
series attempted to cut costs by both keeping teams in Europe and running shorter races. The race continued on as
part of the IMSA GT Championship.
The regular teams were expanded to three drivers in the 1970s. Nowadays, often four or five drivers compete. Many
of these additional drivers are known as "gentleman racers"; people with the personal means to buy their place in the
cockpit. The winning entry in 1997 featured as many as seven drivers taking a turn in the cockpit.
Grand American and Daytona Prototypes

After several ownership changes at IMSA which changed the direction the organization followed, It was decided by
the 1990s, the Daytona event would align with the Grand-Am series, a competitor of the American Le Mans Series,
which, as its name implies, uses the same regulations as the Le Mans Series and the 24 Hours of Le Mans. The
Grand Am series, though, is instead closely linked to NASCAR and the original ideas of IMSA and focused on
controlled costs and close competition.
In order to make sports car racing less expensive than elsewhere, new rules were introduced in 2002. The dedicated
Daytona Prototypes (DP) use less expensive materials and technologies and the car's simple aerodynamics reduce the
development and testing costs. The DPs began racing in 2003 with six cars in the race.[]
Specialist chassis makers like Riley, Dallara, and Lola provide the DP cars for the teams and the engines are branded
under the names of major car companies like Pontiac, Lexus, Ford, BMW, and Porsche.
Daytona GTs
The Gran Turismo class cars at Daytona are closer to the road versions, similar to the GT3 class elsewhere. For
example, the more standard Cup version of the Porsche 996 is used, instead of the usual RS/RSR racing versions.
Recent Daytona entries also include BMW M3s and M6s, Porsche 911s, Chevy Camaros and Corvettes, Mazda
RX-8s, Pontiac GTO.Rs, and Ferrari F430 Challenges. The Audi R8 and the Ferrari 458 Italia debuted in the 50th
anniversary of the race in 2012.
In an effort for teams to save money, GT rules have now changed to permit spaceframe cars clad in lookalike body
panels to compete in GT (the new BMW M6, Chevrolet Camaro, and Mazda RX-8). These rules are similar to the
old GTO specification, but with more restrictions.
The intent of spaceframe cars is to allow teams to save money, especially after crashes, where teams can rebuild the
cars for the next race at a much lower cost, or even redevelop cars, instead of having to write off an entire car after a
crash or at the end of a year.
GX Class
The 2013 race was the first year for the GX class. Six cars started in the event. The class consisted of purpose built
production Porsche Cayman S and Mazda 6 racecars. Mazda debuted their first diesel racecar there which is the first
time a diesel fuel racecar ever started at the Daytona 24. Throughout the race, the Caymans were dominant, while all
three Mazdas suffered premature engine failure and retired from the race. By a 9 lap lead, the #16 Napleton Porsche
Cayman, driven by David Donohue, was the first GX winner.
51
24 Hours of Daytona
52
Star drivers appearances

Since the Rolex 24 has a winter date during the off-season for other racing series, many top class drivers are
available to take part in the event if sponsorship commitments allow. The track's marketing has sold the roll call of
champions, considering the race a sort of "all-star" event of motorsports figures. Since each entry requires 35
drivers to trade shifts throughout the 24 hours, dozens of one-off drivers are necessary, and top-level participants
from other forms of racing are highly sought after.
From NASCAR, drivers including Rusty Wallace, Tony Stewart, Jeff Gordon, Jimmie Johnson, Greg Biffle, Kurt
Busch, Kyle Petty, AJ Allmendinger, Mark Martin, Jamie McMurray, Kevin Harvick, Brian Vickers, Marcos
Ambrose, Clint Bowyer, Michael Waltrip, Robby Gordon, and Nelson Piquet Jr. have all participated, with Martin
and Robby Gordon notably winning several class victories for Roush Racing in the GTO class in the 1980s90s. In
2001, Dale Earnhardt and Dale Earnhardt, Jr. teamed together in a Corvette, just weeks before Earnhardt's death in
the Daytona 500.
Indianapolis 500 winners Buddy Rice, Dan Wheldon, Hlio Castroneves, Juan Pablo Montoya, Sam Hornish, Jr., and
Dario Franchitti are all recent participants. Other recent IndyCar drivers to take part in the event are Paul Tracy,
Scott Sharp, Mario Andretti, Michael Andretti, Marco Andretti, Sbastien Bourdais, Danica Patrick, Jimmy Vasser,
Scott Dixon, James Hinchcliffe, and Graham Rahal.
In addition, drivers in the race included celebrities such as Tim Allen, Frank Beard, Robert Carradine, Patrick
Dempsey, James Garner, Gene Hackman, Bruce Jenner, Perry King, Lorenzo Lamas, Phil Mahre, Craig T. Nelson,
Paul Newman, Dan Pastorini, Brian Johnson, and Jason Priestly.[7]
Statistics
Constructors
Porsche has the most overall victories of any manufacturer with 22, scored by various models, including the road
based 911, 935 and 996. Porsche also won a record 11 consecutive races from 19771987 and won 18 out of 23
races from 19681991.
Rank
Constructor
Wins
Years
Porsche
18
1968, 197071, 1973, 1975, 197783, 198587, 1989, 1991, 2003
Riley
200513
Ferrari
196364, 1967, 1972, 1998
Riley & Scott
199697, 1999
Ford
196566
Jaguar
1988, 1990
Nissan
1992, 1994
24 Hours of Daytona
53
8
Lotus
1962
Lola
1969
BMW
1976
March
1984
Toyota
1993
Kremer
1995
Dodge
2000
Chevrolet
2001
Dallara
2002
Doran
2004
Drivers with the most overall wins

Rank
1
Driver
Hurley Haywood
Wins
Years
1973, 1975, 1977, 1979, 1991
Scott Pruett
3
13
Pedro Rodrguez
1994, 2007, 2008, 2011, 2013

4
1963, 1964, 1970, 1971
Bob Wollek
1983, 1985, 1989, 1991
Peter Gregg
1973, 1975, 1976, 1978
Rolf Stommelen
1968, 1978, 1980, 1982
Brian Redman
1970, 1976, 1981
Andy Wallace
1990, 1997, 1999
Butch Leitzinger
1994, 1997, 1999
Derek Bell
1986, 1987, 1989
Juan Pablo Montoya
2007, 2008, 2013
Memo Rojas
2008, 2011, 2013
Ken Miles
1965, 1966
Lloyd Ruby
1965, 1966
A. J. Foyt
1983, 1985
Al Holbert
1986, 1987
Al Unser, Jr.
1986, 1987
Jan Lammers
1988, 1990
John Paul, Jr.
1982, 1997
Elliott Forbes-Robinson
1997, 1999
Mauro Baldi
1998, 2002
Didier Theys
1998, 2002
Wayne Taylor
1996, 2005
Terry Borcheller
2004, 2010
24 Hours of Daytona
54
Overall winners
Year
Date
Drivers
Team
Car
Tyre Car
#
Distance
Championship
3 Hour duration
1962 February
11
Dan Gurney
1963 February
Pedro
17
Rodrguez
Frank Arciero
North American
Racing Team
Lotus
19B-Coventry
Climax
96
312.420mi
(502.791km)
International
Championship for
GT
Manufacturers
Ferrari 250 GTO
18
307.300mi
(494.551km)
International
Championship for
GT
Manufacturers
2,000-kilometer (1,200mi) distance

1964 February
Pedro
16
Rodrguez
Phil Hill
Ferrari 250 GTO
30
International
Championship for
GT
Manufacturers
Ford GT40
73
International
Championship for
GT
Manufacturers
Ford GT40 Mk.

II
98
2,583.178mi
(4,157.222km)
International
Championship for
Sports-Prototypes
International
Championship for
Sports Cars
1967 February
Lorenzo
SpA Ferrari
4
Bandini
SEFAC
February
Chris Amon
5
Ferrari 330 P4
23
2,537.460mi
(4,083.646km)
International
Championship for
Sports-Prototypes
International
Championship for
Sports Cars
1968 February
Vic Elford
3
Jochen
February Neerpasch
4
Rolf
Stommelen
Jo Siffert
Hans
Herrmann
Porsche System
Engineering
Porsche 907LH
54
2,564.130mi
(4,126.567km)
International
Championship for
Makes
1969 February
Mark
1
Donohue
February
Chuck
2
Parsons
Roger Penske
Sunoco Racing
Lola T70
G
Mk.3B-Chevrolet
2,385.060mi
(3,838.382km)
International
Championship for
Makes
1965 February
28
Ken Miles
Lloyd Ruby
North American
Racing Team
Shelby-American
Inc.
24 Hour duration
1966 February
5
February
6
Ken Miles
Lloyd Ruby
Shelby-American
Inc.
24 Hours of Daytona
1970 January
Pedro
31
Rodrguez
February
Leo
1
Kinnunen
Brian
Redman
1971 January
30
January
31
Pedro
Rodrguez
Jackie
Oliver
55
J.W. Engineering
Porsche 917K
2,758.440mi
(4,439.279km)
International
Championship for
Makes
J.W. Automotive
Engineering
Porsche 917K
2,621.280mi
(4,218.542km)
International
Championship for
Makes
739.140mi
(1,189.531km)
World
Championship for
Makes
59
2,552.700mi
(4,108.172km)
World
Championship for
Makes
Porsche Carrera
RSR
59
2,606.040mi
(4,194.015km)
World
Championship for
Makes
IMSA GT
Championship
BMW 3.0 CSL
59
2,092.800mi
(3,368.035km)
IMSA GT
Championship
6 Hour duration
1972 February
Mario
6
Andretti
Jacky Ickx
Ferrari 312PB
SpA Ferrari
SEFAC
24 Hour duration
1973 February
Peter Gregg
3
Hurley
February Haywood
4
1974
1975 February
Peter Gregg
1
Hurley
February Haywood
2
Brumos Porsche
Porsche Carrera
RSR
No race due to an energy crisis

Brumos Porsche
1976 January
Peter Gregg
31
Brian
February Redman
1
John
Fitzpatrick
BMW of North
America
1977 February
Hurley
5
Haywood
February
John Graves
6
Dave
Helmick
Ecurie Escargot
Porsche Carrera
RSR
43
2,615.040mi
(4,208.499km)
World
Championship for
Makes
IMSA GT
Championship
1978 February
Peter Gregg
4
Rolf
February Stommelen
5
Toine
Hezemans
Brumos Porsche
Porsche 935/77
99
2,611.200mi
(4,202.319km)
World
Championship of
Makes
IMSA GT
Championship
1979 February
Hurley
3
Haywood
February
Ted Field
4
Danny
Ongais
Interscope Racing
Porsche 935/79
2,626.560mi
(4,227.039km)
World
Championship of
Makes
IMSA GT
Championship
1980 February
Rolf
2
Stommelen
February
Volkert
3
Merl
Reinhold
Joest
L&M Joest Racing
Porsche 935J
2,745.600mi
(4,418.615km)
World
Championship of
Makes
IMSA GT
Championship
24 Hours of Daytona
56
1981 January
Bobby
31
Rahal
February
Brian
1
Redman
Bob
Garretson
Porsche 935 K3
2,718.720mi
(4,375.355km)
Porsche 935
JLP-3
18
IMSA GT
2,760.960mi
B Championship
(4,443.334km)
Porsche 935L
2,373.120mi
(3,819.167km)
IMSA GT
Championship
1984 February
Sarel van
Kreepy Krauly
4
der Merwe
Racing
February
Tony Martin
5
Graham
Duxbury
March
83G-Porsche
00
2,476.800mi
(3,986.023km)
IMSA GT
Championship
1985 February
2
February
3
Porsche 962
2,502.680mi
(4,027.673km)
IMSA GT
Championship
Al Holbert
Lwenbru Holbert Porsche 962
Derek Bell
Racing
Al Unser, Jr.
14
2,534.720mi
(4,079.236km)
IMSA GT
Championship
1987 January
Al Holbert
Lwenbru Holbert Porsche 962
31
Derek Bell
Racing
February
Chip
1
Robinson
Al Unser, Jr.
14
2,680.680mi
(4,314.136km)
IMSA GT
Championship
1988 January
30
January
31
60
2,591.680mi
(4,170.905km)
IMSA GT
Championship
1982 January
30
January
31
John Paul,
Garretson
Racing/Style Auto
JLP Racing
Sr.
John Paul,
World Endurance
Championship
IMSA GT
Championship
Jr.
Rolf
Stommelen
1983 February
A. J. Foyt
5
Preston
February Henn
6
Bob Wollek
Claude
Ballot-Lena
1986 February
1
February
2
A. J. Foyt
Bob Wollek
Al Unser
Thierry
Boutsen
Raul Boesel
Martin
Brundle
John
Nielsen
Jan
Lammers
Henn's Swap Shop

Racing
Henn's Swap Shop

Racing
Castrol Jaguar
Racing (TWR)
Jaguar XJR-9
1989 February
John
4
Andretti
February
Derek Bell
5
Bob Wollek
Miller/BFGoodrich Porsche 962

Busby Racing
BF
67
IMSA GT
2,210.760mi
A Championship
(3,557.873km)
1990 February
Davy Jones
3
Jan
February Lammers
4
Andy
Wallace
Castrol Jaguar
Racing (TWR)
61
2,709.160mi
(4,359.970km)
Jaguar XJR-12D
IMSA GT
Championship
24 Hours of Daytona
57
1991 February
Hurley
2
Haywood
February
"John
3
Winter"
Frank
Jelinski
Henri
Pescarolo
Bob Wollek
Porsche 962C
2,559.640mi
(4,119.341km)
IMSA GT
Championship
Nissan Motorsports Nissan R91CP
23
2,712.720mi
(4,365.700km)
IMSA GT
Championship
Toyota Eagle
MkIII
99
2,484.880mi
(3,999.027km)
IMSA GT
Championship
1994 February
Paul
Cunningham
5
Gentilozzi
Racing
February
Scott Pruett
6
Butch
Leitzinger
Steve Millen
Nissan 300ZX
76
2,516.609mi
(4,050.090km)
IMSA GT
Championship
1995 February
Jrgen
4
Lssig
February
Christophe
5
Bouchut
Giovanni
Lavaggi
Marco
Werner
Kremer Racing
Kremer K8
Spyder-Porsche
10
2,456.400mi
(3,953.192km)
IMSA GT
Championship
1996 February
Wayne
3
Taylor
February
Scott Sharp
4
Jim Pace
Doyle Racing
Riley & Scott Mk D

III-Oldsmobile
2,481.320mi
(3,993.298km)
IMSA GT
Championship
1997 February
Rob Dyson
1
James
February Weaver
2
Butch
Leitzinger
Andy
Wallace
John Paul Jr.
Elliott
Forbes-Robinson
John
Schneider
Dyson Racing
Riley & Scott Mk G

III-Ford
16
2,456.400mi
(3,953.192km)
IMSA GT
Championship
1992 February
Masahiro
1
Hasemi
February
Kazuyoshi
2
Hoshino
Toshio
Suzuki
1993 January
30
January
31
P. J. Jones
Mark
Dismore
Rocky
Moran
Joest Racing
Intl.
All American
Racers
24 Hours of Daytona
58
1998 January
Doran-Moretti
Mauro Baldi
31
Racing
Arie
February Luyendyk
1
Giampiero
Moretti
Didier
Theys
Ferrari 333 SP
30
2,531.160mi
(4,073.507km)
U.S. Road Racing

Championship
1999 January
30
January
31
Riley & Scott Mk G

III-Ford
20
2,520.480mi
(4,056.319km)
U.S. Road Racing

Championship
Elliott
Dyson Racing
Forbes-Robinson Team Inc.
Butch
Leitzinger
Andy
Wallace
2000 February
Olivier
5
Beretta
February
Dominique
6
Dupuy
Karl
Wendlinger
Viper Team Oreca
Dodge Viper
GTS-R
91
2,573.880mi
(4,142.258km)
Rolex Sports Car

Series
2001 February
Ron Fellows
3
Chris
February Kneifel
4
Franck
Fron
Johnny
O'Connell
Corvette Racing
Chevrolet
Corvette C5-R
2,335.360mi
(3,758.398km)
Rolex Sports Car

Series
2002 February
Didier
2
Theys
February
Fredy
3
Lienhard
Max Papis
Mauro Baldi
Doran Lista Racing Dallara SP1-Judd G
27
2,548.960mi
(4,102.153km)
Rolex Sports Car

Series
2003 February
Kevin
1
Buckler
February
Michael
2
Schrom
Timo
Bernhard
Jrg
Bergmeister
The Racer's Group
Porsche 911
GT3-RS
66
2,474.200mi
(3,981.839km)
Rolex Sports Car

Series
2004 January
Christian
31
Fittipaldi
February
Terry
1
Borcheller
Forest
Barber
Andy
Pilgrim
Bell Motorsports
Doran
JE4-Pontiac
54
1,872.80mi
(3,013.98km)A
Rolex Sports Car

Series
2005 February
Max
5
Angelelli
February
Wayne
6
Taylor
Emmanuel
Collard
SunTrust Racing
Riley
MkXI-Pontiac
10
Rolex Sports Car

2,527.924mi
A Series
(4,068.300km)
24 Hours of Daytona
59
2006 January
28
January
29
Scott Dixon
Dan
Wheldon
Casey
Mears
Target Ganassi
Racing
Riley
MkXI-Lexus
02
2,613.38mi
(4,205.82km)
Rolex Sports Car

Series
2007 January
27
January
28
Juan Pablo
Montoya
Salvador
Durn
Scott Pruett
Telmex Ganassi
Racing
Riley
MkXI-Lexus
01
2,377.970mi
(3,826.972km)
Rolex Sports Car

Series
2008 January
26
January
27
Telmex Ganassi
Juan Pablo
Racing
Montoya
Dario
Franchitti
Scott Pruett
Memo Rojas
Riley
MkXI-Lexus
01
2,474.200mi
(3,981.839km)
Rolex Sports Car

Series
2009 January
24
January
25
David
Donohue
Antonio
Garca
Darren Law
Buddy Rice
Brumos Racing
Riley
MkXI-Porsche
58
2,616.600mi
(4,211.009km)
Rolex Sports Car

Series
2010 January
30
January
31
Joo
Barbosa
Terry
Borcheller
Ryan
Dalziel
Mike
Rockenfeller
Action Express
Racing
Riley
MkXI-Porsche
2,688.14mi
(4,326.15km)
Rolex Sports Car

Series
2011 January
29
January
30
Joey Hand
Telmex Chip
Graham
Ganassi Racing
Rahal
Scott Pruett
Memo Rojas
Riley
MkXX-BMW
01
2,563.53mi
(4,125.60km)
Rolex Sports Car

Series
2012 January
28
January
29
A. J.
Allmendinger
Oswaldo
Negri
John Pew
Justin
Wilson
Riley
MkXXVI-Ford
60
2,709.16mi
(4,359.97km)
Rolex Sports Car

Series
2013 January
26
January
27
Chip Ganassi
Juan Pablo
Racing
Montoya
Charlie
Kimball
Scott Pruett
Memo Rojas
Riley
MkXXVI-BMW
01
2,474.200mi
(3,981.839km)
Rolex Sports Car

Series
Michael Shank
Racing with
Curb-Agajanian
[8]
Â Races were red flagged during the event due to weather or fog. The official timing of 24 hours did not stop
during these periods.
^B Race record for most distance covered
24 Hours of Daytona
References
[1]
[2]
[4]
[5]
[6]
Motor Sport, March 1966, Pages 196197. See also cover photograph and centre spread.
Motor Sport, March 1967, Pages 180181. See also cover photograph and centre spread.
Motor Sport, March 1968, Pages 171172. See also cover photograph and center spread.
Motor Sport, March 1969, Pages 236, 244.
Motor Sport, March 1969, Page 201. See also cover photograph.
External links
Rolex 24 at Daytona (http://www.daytonainternationalspeedway.com/Vanity-Pages/50th-Rolex-24/Home.
aspx)

The 24 Hours of Le Mans Moto (24 Heures Moto) is a motorcycle endurance race held annually since 1978 on the
Bugatti Circuit Le Mans, Sarthe, France. The race is organized by the Automobile Club de l'Ouest (ACO) and is part
of the Endurance FIM World Championship.
History
When the Bol d'Or moved from Bugatti Circuit to Circuit Paul Ricard at the end of 1977, the ACO created the 24
Heures Moto.[1] The race became one of "the classics" of endurance racing along with the 24 Hours of Lige, the 8
Hours Of Suzuka, and the Bol d'Or.
At the end of 2001, the three 24 Hour classic races (Le Mans, Lige and the Bol d'Or) withdrew from the Endurance
World Championship to create the Master of Endurance. Le Mans returned to the Endurance FIM World
Championship in 2006.
Race weekend format

Thursday
Free practice sessions, 1st qualifying practice sessions (in groups) and night practice sessions
Friday
2nd qualifying practice sessions (in groups), superpole
Saturday
Warm-up session. 3.00 PM Le Mans start
Sunday
3.00 pm, finish of the race followed by the prize-giving ceremony
Winners
60
61
Year
Riders
Rider 1
Rider 2
Manufacturer
Rider 3
1978
Christian Leon
Honda
1979
Christian Leon
Honda
1980
Marc Fontan
Herv Moineau
Honda
1981
Christian Huguet
Kawasaki
1982
Pierre-Etienne Samin
Dominique Pernet
Suzuki
1983
Grard Coudray
1984
Dirk Brand
Henk Van der Mark
1985
Bernard Millet
Guy Bertin
Philippe Guichon
Suzuki
1986
Alex Vieira
Grard Coudray
Patrick Igoa
Honda
1987
Alex Vieira
Jean-Louis Battistini
Honda
1988
Alex Vieira
Christophe Bouheben Honda
1989
Alex Vieira
Roger Burnett
Honda
1990
Alex Vieira
Stphane Mertens
Honda
1991
Philippe Monneret
Bruno Bonhuil
Rachel Nicotte
Yamaha
1992
Terry Rymer
Carl Fogarty
Michel Simul
Kawasaki
1993
Adrien Morillas
Brian Morrison
Wilfried Veille
Kawasaki
1994
Adrien Morillas
Terry Rymer
Kawasaki
1995
Alex Vieira
Rachel Nicotte
Brian Morrison
Honda
1996
Jehan D'Orgeix
Pier-Giorgio Bontempi
Brian Morrison
Kawasaki
1997
Doug Polen
Juan-Eric Gomez
Peter Goddard
Suzuki
1998
Bertrand Sebileau
Thierry Paillot
Igor Jerman
Kawasaki
1999
Bertrand Sebileau
Steve Hislop
Chris Walker
Kawasaki
2000
Sbastien Charpentier
William Costes
Sbastien Gimbert
Honda
2001
Christophe Guyot
Sbastien Scarnato
Nicolas Dussauge
Suzuki
2002
Jean-Michel Bayle
Sbastien Gimbert
Nicolas Dussauge
Suzuki
2003
Brian Morrison
Philippe Dob
Vincent Philippe
Suzuki
2004
Stphane Chambon
Keiichi Kitagawa
Warwick Nowland
Suzuki
2005
David Checa
William Costes
Sbastien Gimbert
Yamaha
2006
Olivier Four
Frederic Protat
Daniel Ribalta-Bosch Honda
2007
William Costes
Guillaume Dietrich
Max Neukirchner
Suzuki
2008
William Costes
Guillaume Dietrich
Barry Veneman
Suzuki
2009
Gwen Giabbani
Steve Martin
Igor Jerman
Yamaha
2010
Julien Da Costa
Olivier Four
Grgory Leblanc
Kawasaki
2011
Julien Da Costa
Olivier Four
Grgory Leblanc
Kawasaki
2012
Julien Da Costa
Freddy Foray
Grgory Leblanc
Kawasaki
Jacques Cornu
Sergio Pellandini
Kawasaki
Suzuki
References
External links
Official website (http://www.lemans.org/24heuresmoto/live/pages/accueil_gb.html)
62
63
24 Hours Nrburgring
Venue
Nrburgring Nordschleife
First race
1970
Duration
24 Hours
Most wins (driver)
Timo Bernhard (5)

Pedro Lamy
Marcel Tiemann
Most wins (team)
Manthey Racing (5)

Schnitzer Motorsport
Most wins (manufacturer) BMW (19)
The 24 Hours Nrburgring is a touring car and GT endurance racing event on the Nordschleife (north loop) of the
Nrburgring in central Germany. With a lap length of over 25km (15.5mi), it allows the participation of more than
200 cars, and over 700 drivers.
Overview
Officially[1] called ADAC 24h Rennen Nrburgring in German ('ADAC 24 hour Race Nrburgring'), it was
introduced in 1970 by the ADAC as a real race, unlike the earlier endurance contests that covered 12, 24 (in 1961
and 1967), 36, 84 and even 96 hours, like the Marathon de la Route.[2] This substitute for the Lige-Rome-Lige and
Lige-Sofia-Lige rallies was held on the Nrburgring from 1965 to 1971.
It is similar to the Spa 24 Hours, which had been introduced in 1924, following the 24 Hours of Le Mans. The
ADAC had held its first 1000 km Nrburgring sports car racing event in 1953. As the 1000 km Spa had been
introduced in 1966, the 24h at the Ring gave both circuits a pair of endurance racing events at very long tracks, at
least until Spa was shortened in the late 1970s.
Just like the VLN series with its 4 hour races, the 24h race is mainly aimed at amateurs, in order to fill a starting field
of around 200 cars. Unlike the VLN races, the 24h is officially an international event, with bilingual (German and
English) organization, paper work etc. For each car, an entry fee of 4,508 (as per 2010) has to be paid, plus 3,000
in advance for fuel. Typical entries range from second hand standard road cars to European Touring Car
Championship vehicles and GT3 sports cars like the Porsche 911 GT3. The participation of manufactures and
professional teams and drivers has varied over the decades. As spectator numbers had dropped in the 1990s when
only rather standard FIA Group N cars competed, more spectacular vehicles were admitted since 1999, like the
Zakspeed Chrysler Viper GTS-R which originally was built by Oreca to FIA GT2-spec, turbo-charged Porsche,
modified Deutsche Tourenwagen Masters cars from Opel and Abt Sportsline-Audi, and the Schnitzer
Motorsport-entered BMW M3 GTR V8 that had been run in the 2001 American Le Mans Series.
Due to various changes and versions of the Grand Prix Strecke, the overall length of the track varied from the
original 22.835km (14.189mi) to nearly 26km (16.2mi) of the maximum length configuration which was in use in
2002 and 2003, after the GP track had been extended by the Mercedes Arena. As this section and its large paved
run-off areas was useful as extra paddock zone for the competitors of the support races, it is bypassed with a sharp
Z-shape chicane since 2005 for a 25.3km (15.7mi) track length.
For practice, 230[3] cars are allowed, 210 qualify for the race, driven by 800 or more drivers, as 2, 3 or 4 can share a
car. One driver is allowed to drive 150 minutes non-stop, and can enter on two cars, yet a rest time of at least 2 hours
has to be observed between two turns of the same driver.
2006 race
Unlike the two previous races, held on Ascension Day weekend in May in rainy and very cold weather, the 2006
event[4] was run in warm, sunny and dry conditions on Corpus Christi (feast) weekend of June 1718. Pure factory
teams that challenged for the overall win were absent, yet Aston Martin and Maserati had entered factory-backed
cars to promote their products, reminding of three overall wins each in the 1000 km Nrburgring decades ago. The
Aston Martin car with Aston CEO Ulrich Bez finished 4th in class and 24th overall.
Due to good conditions and stiff competition by similar cars, a new overall distance record (3,832km (2,381mi) in
151 laps) was scored by the Porsche 996 GT3 of Manthey Racing that already had been the best privateer team in the
previous three years. This team is partially supported by Porsche, though, with factory drivers, a 3.8L 500PS
(370kW; 490hp) engine and a sequential gear box. Second place finishers Jrgen Alzen/Uwe Alzen/Klaus
Ludwig/Christian Abt of teamJrgen Alzen Motorsport was only one lap down and have beaten the old record, too.
They used a conventional gear box and a privately built 3.8L 500PS engine. The third of three fastest Porsche, the
Wolfgang Land Motorsport 911, had suffered a fiery failure of its standard 3.6L Porsche 911 GT3-RSR race engine
after 21 hours, yet was classified as 14th with 133 laps.
A remarkable 5th place overall was scored by a BMW 120d, which has roughly half the power of some cars it has
beaten. It was driven by Claudia Hrtgen (2005 VLN champion), Marc Hennerici (2005 privateer WTCC
champion), Johannes Stuck (son of Hans-Joachim Stuck) and team owner Torsten Schubert.
2007 race
For the 2007 event held on Corpus Christi weekend of June 710, more than 260 teams had applied for the 220 race
entries. Prior to the start which had been scheduled for 15:00, an approaching thunderstorm made the organizers
delay the beginning of the race. Lightning struck the camp of fans, injuring several, while heavy rain made the track
muddy. At 16:51, the race was started after two laps behind a safety car. Veteran Klaus Ludwig at the wheel of the
Aston Martin DBRS9 which had been given the number 007 took the lead in wet conditions, but hesitating too long
with the change to dry tyres, the favorite Manthey team took the lead in their new Porsche 997 GT3-RSR. More
weather related drama occurred in the night, when the race was interrupted due to fog for six hours, making the race
18 hours.
When the race resumed, the Land Porsche 996 GT3-RSR was slightly damaged when hitting the back of the
Manthey car, and the Aston Martin engine failed. Thus the Manthey team could easily defend its 2006 victory. The
reliable, yet no more fast enough Zakspeed Dodge Viper GTS-R came in second, with the Alzen brothers Porsche
Cayman in 4th and the BMW Z4 M-Coupe 5th.
Remarkable performances were the top ten finishes of a VW Golf 5, an Opel Astra GTC and a BMW 130i, and the
13th place of a Hyundai Coupe V6 piloted by ex British Touring Car racer Peter Cate.
64
2008 race
For the 2008, over 270 cars were entered, of which only 230 could be accepted. The race began in sunny weather
with drama for the favorite Porsche teams of Manthey and Land, losing time with a leaky radiator and a tire failure,
and the new Alzen 997 Turbo and the Zakspeed Viper battling for the lead. After the Viper was out, only the BMW
Z4 of Claudia Hrtgen, pole setter and winner of the recent VLN race, could challenge the Porsche armada and lead
for some laps, but it crashed during the night.
Manthey could catch up and win the race for a third time in a row, with the winning car of 2006 (a 996 model)
finishing 2nd. The triumph made the team mechanics cut off Olaf Manthey's famous moustache tips. Sabine Schmitz
came in third, also on a Porsche 997. A strong showing among the high powered cars gave the three new
Volkswagen Scirocco, finishing 9th and 12th, with veteran Hans Joachim Stuck driving both cars.
2009 race
For 2009, the organizers announced that they wanted to reduce the gap in speeds, by not accepting small capacity
cars any more, and by slowing down the fastest classes, SP7 and SP8. Also, the new FIA GT3 and FIA GT4 classes
were adopted, called SP9 and SP10. Some of the new rules are controversial, especially the fact that instead of the
regular fuel pumps as used in any public station, the top teams have to use expensive equipment designed to equal
the times needed to refill, meaning that an economic car is punished compared to a thirsty car. Due to the various
rule changes, some teams have declined to take part, namely Zakspeed with their Viper.
Probably also due to the economic crisis, the number of entries is much lower than in previous years, with only 170
cars starting the race. Surprisingly, the pole was set by a Ford GT, followed closely by the four factory-entered Audi
R8 LMS and two Porsche GT3 of the Manthey team. They have decided to enter their well-known RSR, which is
basically a GT2 car, but now has about 70hp less due to new air restrictors, and also a 997 GT3 Cup S, the version
Porsche homologated for FIA GT3. For the first 19 hours, two of the Audis and the two Manthey Porsche battled for
the lead within a lap, the pace likely to result in a new distance record. The Manthey #1 had been punished for
approaching an accident site too quickly and had to wait 3 minutes in the box, but the decision was reverted later
based on data logging evidence, with the lost time deducted from the results. Around 11:30, the #99 Audi which had
a narrow lead was stopped by suspension problems. Following repairs this car finished in 5th position. This left the
#97 Audi in second, and with the win in its class, 5 minutes behind the overall winner.
2010 race
The 2010 event on Ascension Day weekend of May 1316 saw a return of most prominent entries, except the Ford
GT, as team Raeder had discontinued this project. To give teams time to rest or for repairs before the race, the night
practice was scheduled on Thursday evening. In cold and wet conditions, the Farnbacher-entered Ferrari F430 GTC
set the best lap time before the session was red-flagged due to fog. In Friday afternoon qualifying, held in fair
weather, it crashed out and was barely repaired in time for the race. Four of the five factory-backed Audi R8 LMS
(officially entered by "customers", which happen to be the Audi-DTM-teams Phoenix Racing and Abt Sportsline)
occupied the first four places on the grid, with Marco Werner setting pole at 8:24.753 with a new record average
speed of 181km/h (112mph). With lap times around 8:29, three of Porsche's new SP9/GT3-class cars occupied
places 5 to 7, two of them entered by four-time winner Team Manthey, which had chosen to let the #1 car do only a
single lap. BMW had entered two of their ALMS BMW M3 GT2, run by Schnitzer Motorsport. Due to the
modifications that include a transaxle gear box, they do not comply to the standard rules set of SP classes and their
"Balance of Performance".[5] Along with a factory-entered Porsche GT3 Hybrid,[6] the GT2-BMWs have thus been
grouped into the E1-XP class for experimental factory entries. The better BMW and the Hybrid posted times of 8:32
and 8:34 in qualifying. Save for the 16th placed GT3-class Dodge Viper, only several other Porsche, Audi R8 and
V8-powered BMW Z4 GT3 have qualified in the top 20, with times up to 8:47, which earns them a blue flash light
65
that is supposed to facilitate passing of the approx. 180 slower cars.
Porsche test driver Walter Rhrl had intended[7] to enter on a standard road legal Porsche 911 GT3 RS, but had to
withdraw due to health reasons from the team that comprises racers Roland Asch and Patrick Simon, plus journalists
Horst von Saurma and Chris Harris. The car, entered in cooperation with sport auto (Germany),[8] is registered as
S-GO 2400, and was driven from Weissach to Nrburg. It has qualified with 9:15, 42nd overall, and 9th[9] among the
17 SP7 class entrants, only beaten by its race-prepped Porsche 997 siblings.
The race was started on Saturday 3 p.m. in sunny but cold weather. Already on the Grand Prix track, the #1 Manthey
Porsche driven by five-time winner Marcel Tiemann passed all Audis, taking the lead and pulling away about 100m
(330ft) before catching up in lap 2 with the slowest cars of the third group, which were still in their first lap. After
lap 3, three Porsche lead ahead of three Audi, a BMW M3 and the Hybrid-Porsche, which due to his larger range
could take the lead after the others pitted. The #1 Manthey Porsche led by a couple of minutes until got involved in a
collision after seven hours. At halftime, the race is on pace to another distance record, with the Audi #99 leading by
a small margin ahead of the Hybrid Porsche, the only remaining representative of his brand in the top 8, which used
to be dominated by Porsche in recent years. Places three to eight were occupied by three Audi R8, two BMW, and,
rather surprisingly, on p 5 the Ferrari which had started in row 21. The Porsches that occupy most places up to 15th
were followed by the CNG-powered Volkswagen Scirocco GT24, the road-legal Porsche GT3 RS and a Nissan Z33.
On Sunday morning, the #99 Audi needed a rear axle change, and with less than 5 hours to go, also the second place
#2 Audi failed. This left the Hybrid Porsche in a one lap lead ahead of the #25 BMW GT2 with gearbox woes and
the Ferrari, until also the Porsche stopped with less than two hours to go. The BMW made it to the finish, giving
Pedro Lamy a record-tying fifth win ahead of Ferrari and Audi. The best Porsche, entered by Alzen, finished only
sixth, six laps ahead of the Falken Nissan and the road legal GT3.
The SP4 class was won by 4 Argentinian drivers in the BMW 325i E92 Coupe of Motorsport Team Sorg Rennsport
[10]
. This was the first victory for an Argentinian team at the 24 hours Nrburgring race and the first Argentinian
team to compete in the Nrburgring since Juan Manuel Fangio.
2011 race
With Corpus Christi weekend being rather late in 2011 on June 2326, the 2011 event was held two weeks after the
2011 24 Hours of Le Mans. The first five VLN races of 2011 were won by a factory-entered BMW, a GT3-class
Mercedes SLS, a new Ferrari 458, the Hybrid Porsche GT3 and finally an Audi R8 LMS, so at least these five
different brands were expected to challenge for the overall win in the 24 hours. In the first qualifying session, the
Hankook-sponsored Farnbacher-Ferrari used soft tyres and was about 7 seconds faster than the competitors, lapping
at an average speed of over 181km/h, the fastest since 1983. This earned the team the pole position, but also an extra
weight of 25kg in the pre-race update of the Balance of Performance. Team Manthey decided to find out in the
early stages of the race which class was more effective under the current conditions, entering their four Porsche
factory drivers on two yellow and green Porsche 997 GT3: two pilots shared the #11 SP9/GT3-spec R, which had
more power and qualified 8th, two others the #18 SP7/GT2-class RSR, which had more downforce, but was only
16th on the grid. After a few hours in changing weather conditions, the team retired the R to focus on the RSR
which already had won three times since 2007. Without any problems, it went on to win its fourth Nrburgring 24
Hours, with a new distance record of 156 laps. Second place was taken by another GT2-spec car, the #1 factory
BMW M3 GT which had won in 2010. Five GT3 cars of Audi and Mercedes followed. The SP8/GT2-class #2
Ferrari had run into early problems, but set the fastest race lap in the final hours, finishing 8th and James
Glickenhaus P4/5 Competizione finished 40th, third in the E1-XP2.
After 2010 Sorg Rennsport [10] took the victory in class SP4 again. Gianvito Rossi, Diego Romanini, Alfredo Varini
and Alexander Rappold have been the only team in that class, but as it has been the first 24h race for Rossi and
Rappold the 122 laps they did and final 78th place overall have been great result!
66
67
2012 race
The 40th ADAC Zurich 24-Hour Race ran on Saturday, May 19, 14:00 to Sunday, May 20, 2012, 14:00.
For 2012: The race is limited to a maximum of 190 cars/entries (down from a limit of 250 entries in 2011[11]), which
will start in 3 groups of up to 70 cars (maximum). Each entry must have between 2 drivers (minimum) and 4 drivers
(maximum). Drivers may drive more than one car (2 maximum). All drivers are permitted to drive 3 hours per stint
(maximum) with all refuelling and pit stops included. All drivers are required to take a MINIMUM REST TIME of 2
hours (whether driving 1 or 2 cars).[]
New in 2012: There is an exciting new "Top-40" qualifying format for the 40 fastest cars on the starting grid, which
will take place, Friday, after the first 2 qualifying sessions: "the 40 fastest teams will battle it out on Friday afternoon
for the positions at the front end of starting group 1".[12]
As in previous years, the Top 40 Qualifying cars eligible to start, must have flashing lights installed (for better
identification of the Top 40 competitors) behind the windscreen on the passengers side.[]
Classes for 2012

In 2012, there were 28 classes split into 4 divisions.
[]
2012: Classes: ADAC Zurich 24h-Rennen

Division
Classes
Division 1 Group 24h-Special
Normally aspirated engines: SP3, SP4, SP5 , SP6, SP7, SP8, SP9 (FIA-GT3), SP10
(SRO-GT4)
Turbo engines: SP3T, SP4T, SP8T
Diesel engines (Turbo): D1T, D2T, D3T, D4T
AT (gas driven vehicles, liquid gas, natural gas, HVO, alternative Diesel fuels)
Division 1 Group E1-XP
E1-XP1, E1-XP2, E1-XP Hybrid
Division 1 Group VLN Series

Production cars
V2, V3, V4, V5, V6
Division 2 Group N (Production Touring

Cars)
N2, N3, N4, N5
Schedule
[]
Schedule: 2012: ADAC Zurich 24h-Rennen

Date
Time (CEST)
Wednesday, 11 April 24:00
Event
Registration entry closing date
Tuesday 15 May
10:00 21:00 Administrative checks and scrutineering
Wednesday 16 May
08:00 21:00 Administrative checks and scrutineering
Thursday, 17 May
14:30 16:00 Practice session

19:30 23:30 Qualifying session 1
Friday, 18 May
09:35 11:35 Qualifying session 2

18:00 18:50 Top-40 Qualifying
Saturday, 19 May
16:00
40th ADAC Zurich 24h race: Start
Sunday, 20 May
16:00
40th ADAC Zurich 24h race: Finish
68
2013
The 2013 race saw Aston Martin's hydrogen powered car run the first zero-emissions lap of the circuit.[13]
Winners
Year
Drivers
Car
Team
Remarks
2013
Bernd Schneider
Jeroen Bleekemolen
Sean Edwards
Nicki Thiim
Mercedes-Benz SLS
AMG GT3
Black Falcon
Race red flagged for 9 hours due to Rain. First win for a
[14]
Mercedes-Benz
2012
Marc Basseng
Christopher Haase
Frank Stippler
Marcus Winkelhock
Audi R8 LMS ultra
Audi Sport
(Team Phoenix)
155 laps. First ever victory for an Audi.
2011
Marc Lieb
Timo Bernhard
Romain Dumas
Lucas Luhr
Porsche 997
GT3-RSR
Manthey Racing
New distance record 156 laps. Record-tying 5th victory for

Bernhard
2010
Jrg Mller
Augusto Farfus
Uwe Alzen
Pedro Lamy
BMW M3 GT2
BMW Motorsport
(Schnitzer
Motorsport)
154 laps. Record-tying 5th victory for Lamy
2009
Marc Lieb
Timo Bernhard
Romain Dumas
Marcel Tiemann
Porsche 997
GT3-RSR
Manthey Racing
New distance record 155 laps, record 5th victory for Tiemann,
4th in a row for Manthey
2008
Marc Lieb
Timo Bernhard
Romain Dumas
Marcel Tiemann
Porsche 997
GT3-RSR
Manthey Racing
Winner came from 1 lap down up to nearly two laps ahead for
victory.
2007
Marc Lieb
Timo Bernhard
Romain Dumas
Marcel Tiemann
Porsche 997
GT3-RSR
Manthey Racing
Race stopped for about 6h due to fog
2006
Lucas Luhr
Timo Bernhard
Mike Rockenfeller
Marcel Tiemann
Porsche 996 GT3-MR
Manthey Racing
Officially a private entry, supported by Porsche with drivers.
2005
Pedro Lamy
Boris Said
Duncan Huisman
Andy Priaulx
BMW M3 GTR
BMW Motorsport
(Schnitzer
Motorsport)
Final race for the M3 GTR V8.
2004
Dirk Mller
Jrg Mller
Hans-Joachim Stuck
Pedro Lamy
BMW M3 GTR
BMW Motorsport
(Schnitzer
Motorsport)
BMW prevails against ABT-Audi in changing weather

conditions.
2003
Manuel Reuter
Timo Scheider
Marcel Tiemann
Opel Astra V8 Coup
Phoenix Racing
OPC Team Phoenix
Three factories enter V8 powered race cars: Audi, BMW,

Opel. Turbocharged Porsches by Manthey and Alzen.
69
2002
Peter Zakowski
Robert Lechner
Pedro Lamy
Chrysler Viper GTS-R Zakspeed
2001
Peter Zakowski
Michael Bartels
Pedro Lamy
2000
Bernd Maylnder
Michael Bartels
Uwe Alzen
Altfrid Heger
Porsche 911 GT3-R
1999
Peter Zakowski
Hans-Jrgen Tiemann
Klaus Ludwig
Marc Duez
Return of powerful cars, with Viper dominating the season.

None of the new water-cooled Porsche 996 GT3 is entered
yet.
1998
Marc Duez
Andreas Bovensiepen
Christian Menzel
Hans-Joachim Stuck
BMW 320d
Schnitzer
Motorsport
First Diesel victory in a major 24h race. After 28 years, a

second win for Stuck, the first winner.
1997
Johannes Scheid
Sabine Reck
Hans-Jrgen Tiemann
Peter Zakowski
BMW M3 E36
Scheid Motorsport
1996
Johannes Scheid
Sabine Reck
Hans Widmann
BMW M3 E36
Scheid Motorsport
1995
Roberto Ravaglia
Marc Duez
Alexander Burgstaller
BMW 320i
Team Bigazzi
1994
Karl-Heinz Wlazik
Frank Katthfer
Fred Rosterg
BMW M3
1993
"Tonico de Azevedo"
Franz Konrad
rnulf Wirdheim
Frank Katthfer
Porsche 911 Carrera
Konrad Motorsport
1992
Johnny Cecotto
Christian Danner
Jean-Michel Martin
Marc Duez
BMW M3 Evo. 2
Team Bigazzi
1991
Joachim Winkelhock
Kris Nissen
Armin Hahne
BMW M3 Evo. 2
Schnitzer
Motorsport
1990
Altfrid Heger
Joachim Winkelhock
Frank Schmickler
BMW M3 Evo. 2
Linder Motorsport
1989
Emanuele Pirro
Roberto Ravaglia
Fabien Giroix
BMW M3
Team Bigazzi
1988
Edgar Dren
Gerhard Holup
Peter Faubel
Porsche 911 Carrera

RSR
Dren
Porsche Zentrum
Koblenz
Factory backed Porsche effort beats a very heavy Viper, and

[15]
with 145 laps, the old distance record of 1990.
Race stopped for hours due to fog.
[15]
144 laps, new distance record.
The privateer '74 Porsche beats modern factory-backed

turbocharged Fords
70
1987
Klaus Ludwig
Klaus Niedzwiedz
Steve Soper
Ford Sierra RS
Cosworth
Eggenberger
1986
Markus Oestreich
Otto Rensing
Winfried Vogt
BMW 325i
Auto Budde Team
1985
Axel Felder
Jrgen Hammelmann
Robert
Walterscheid-Mller
BMW 635 CSi
Auto Budde Team
1984
Axel Felder
Franz-Josef Brhling
Peter Oberndorfer
BMW 635 CSi
Auto Budde Team
First win by a turbocharged car.
1983 (no race due to construction work)

1982
Dieter Gartmann
Klaus Ludwig
Klaus Niedzwiedz
Ford Capri
Eichberg Racing
1981
Helmut Dring
Dieter Gartmann
Fritz Mller
Ford Capri
Gilden-Klsch
1980
Dieter Selzer
Wolfgang Wolf
Matthias Schneider
Ford Escort RS 2000
Berkenkamp Racing
1979
Herbert Kummle
Karl Mauer
Winfried Vogt
Ford Escort
Cavallo Matras
1978
Fritz Mller
Herbert Hechler
Franz Geschwendtner
Porsche 911 Carrera
Valvoline
Deutschland
1977
Fritz Mller
Herbert Hechler
Porsche 911 Carrera
1976
Fritz Mller
Herbert Hechler
Karl-Heinz Quirin
Porsche 911 Carrera
1975 (no race due to oil crisis)

1974 (no race due to oil crisis)
1973
Niki Lauda
Hans-Peter Joisten
BMW 3.0 CSL
Alpina
1972
Helmut Kelleners
Gerold Pankl
BMW 2800 CS
Alpina
BMW 2002
Alpina
BMW 2002 TI
Koepchen BMW
[20]
Tuning
1971
1970
Ferfried Prinz von

[17]
Hohenzollern
[18]
Gerold Pankl
Hans-Joachim Stuck
Clemens
[19]
Schickentanz
Race held in two heats of 8h each, with 8h break at

[16]
midnight.
71
5 wins Timo Bernhard

Pedro Lamy
2001, 2002, 2004, 2005, 2010
Marcel Tiemann
2003, 2006, 2007, 2008, 2009
4 wins Marc Lieb
2007, 2008, 2009, 2011
Romain Dumas
2007, 2008, 2009, 2011
Fritz Mller
1976, 1977, 1978, 1981
Marc Duez
1992, 1995, 1998, 1999
Peter Zakowski
1997, 1999, 2001, 2002
3 wins Hans-Joachim Stuck
1970, 1998, 2004
Herbert Hechler
1976, 1977, 1978
Klaus Ludwig
1982, 1987, 1999
2 wins Altfrid Heger
1 win
2006, 2007, 2008, 2009, 2011
1990, 2000
Axel Felder
1984, 1985
Dieter Gartmann
1981, 1982
Frank Katthfer
1993, 1994
Gerold Pankl
1971, 1972
Hans-Jrgen Tiemann
1997, 1999
Joachim Winkelhock
1990, 1991
Johannes Scheid
1996, 1997
Jrg Mller
2004, 2010
Klaus Niedzwiedz
1982, 1987
Lucas Luhr
2006, 2011
Michael Bartels
2000, 2001
Roberto Ravaglia
1989, 1995
Sabine Reck
1996, 1997
Uwe Alzen
2000, 2010
Winfried Vogt
1979, 1986
1995
Andreas Bovensiepen
1998
Andy Priaulx
2005
Armin Hahne
1991
Augusto Farfus
2010
Bernd Maylnder
2000
Boris Said
2005
Christian Danner
1992
Christian Menzel
1998
Christopher Haase
2012
Clemens Schickentanz
1970
Dieter Selzer
1980
72
Dirk Mller
2004
Duncan Huisman
2005
Edgar Dren
1988
Emanuele Pirro
1989
Fabien Giroix
1989
Prince Ferfried of Hohenzollern 1971

Frank Schmickler
1990
Franz Geschwendtner
1978
Franz Konrad
1993
Frank Stippler
2012
Franz-Josef Brhling
1984
Fred Rosterg
1994
Gerhard Holup
1988
Hans Widmann
1996
Hans-Peter Joisten
1973
Helmut Dring
1981
Helmut Kelleners
1972
Herbert Kummle
1979
Jean-Michel Martin
1992
Johnny Cecotto
1992
Jrgen Hammelmann
1985
Karl Mauer
1979
Karl-Heinz Quirin
1976
Karl-Heinz Wlazik
1994
Kris Nissen
1991
Manuel Reuter
2003
73
Marc Basseng
2012
Marcus Winkelhock
2012
Markus Oestreich
1986
Matthias Schneider
1980
Mike Rockenfeller
2006
Niki Lauda
1973
rnulf Wirdheim
1993
Otto Rensing
1986
Peter Faubel
1988
Peter Oberndorfer
1984
Robert Lechner
2002
Robert Walterscheid-Mller
1985
Steve Soper
1987
Timo Scheider
2003
Tonico de Azevedo
1993
Wolfgang Wolf
1980
References
[3] As of 2010: Number of cars allowed to start: Practice: 230 cars Race: 3 starting groups with 70 cars each
[5] (http:/ / adac. 24h-rennen. de/ Balance-of-Performance. 4237. 0. html)
[10] http:/ / www. sorg-rennsport. de
[15] (http:/ / www. motorsport-xl. de/ automobil/ tourenwagen/ 24h_nbr/ 24h_nbr_00. HTM)
[17] de:Ferfried Prinz von Hohenzollern
[18] (http:/ / www. pankl. net/ index. php?id=109)
[20] de:Hans-Peter Koepchen
External links
Official website (http://www.24h-rennen.de/en/)
Information about the event on the official Nrburgring-website (http://www.nuerburgring.de/en/events/
motorsports-events/adac-zurich-24-hour-race.html)
Road to 24h race Nrburgring Nordschleife 2012 (http://sorg-rennsport.de/cms/?page_id=697)
24 Hours of Spa
74
24 Hours of Spa
Spa 24 Hours
Blancpain Endurance Series

Venue
Circuit de Spa-Francorchamps
First race
1924
Duration
24 Hours
Most wins (driver)
Eric van de Poele (5)
Most wins (manufacturer) BMW (21)
The Total 24 Hours of Spa is an endurance racing event held annually in Belgium at the Circuit de
Spa-Francorchamps. Conceived by Jules de Their and Henri Langlois Van Ophem just one year after the first 24
Hours of Le Mans, the race was run under the auspices of the Royal Automobile Club Belgium (RACB).
It was held for the first time in 1924 over a 9.3 miles (15.0km) circuit on public roads between the towns of
Francorchamps, Malmedy and Stavelot. The present 6.9760 km circuit was inaugurated in 1979.
The Spa 24 Hours were part of the European Touring Car Championship from 1966 to 1973. The event also counted
towards the World Sportscar Championship in 1953 and 1981. As on the Nrburgring, both a 24h and a 1000 km
race is held at Spa, as the 1000 km Spa for sports car racing were introduced in 1966.
Cars entered included Russian Moskvitch and engine sizes ranged from 996 cc NSU Prinz TT to the luxurious
V8-powered Mercedes-Benz 300 SEL 6.3, tuned by Mercedes-AMG, the so-called "Red pig" [1]. This heavy and fast
vehicle with 6834 cc and 420hp (313kW) finished only second in 1971, as frequent refuelling was necessary, and
tyre wear was also high.
With the participation of Swiss Lilian Bryner on the victorious Ferrari 550 of the BMS Scuderia Italia team, the 2004
race marked the first time in history that a female driver has won a 24-hour endurance race in a Gran Turismo with
more than 500hp (370kW).
The race is currently sponsored by Total S.A..
Results on 14km track
24 Hours of Spa
Year
75
Car
Pilots
Distance Average
1924 Bignan 2L
Henri Springuel
Maurice Becquet
1925 Chenard-Walcker
Andr Lagache
Ren Lonard
1926 Peugeot 174S
Andr Boillot
Louis Rigal
1927 Excelsior
Robert Snchal
Nicolas Caerels
1928 Alfa Romeo 6C 1500 S
[2]
Boris Ivanowski
Attilio Marinoni
1929 Alfa Romeo 6C 1750SS
Robert Benoist
Attilio Marinoni
1930 Alfa Romeo 6C 1750GS
Attilio Marinoni
Pietro Ghersi
1931 Mercedes-Benz SSK
[3]
Dimitri Djordjadze
Goffredo Zehender
1932 Alfa Romeo 8C 2300LM
Antonio Brivio
Eugenio Siena
1933 Alfa Romeo 8C 2300LM
Louis Chiron
Luigi Chinetti
1934 Bugatti Type 44
Jean Desvignes
Norbert Mah
1935
1936 Alfa Romeo 8C 2900A
No race held
Francesco Severi
Raymond Sommer
1937
1938 Alfa Romeo 8C 2900B
No race held
Carlo Pintacuda
Francesco Severi
1939
1947
No races held
1948 Aston Martin 2-Litre Sports
St. John Horsfall

Leslie Johnson
1949 Ferrari 166MM
Luigi Chinetti
Jean Lucas
1950
1952
1953 Ferrari 375MM Pinin
Notes
No races held
Giuseppe Farina
Mike Hawthorn
1954
1963
No races held
1964 Mercedes-Benz 300SE
Robert Crevits
Gustave Gosselin
3962,100 164,825
1965 BMW 1800 Ti/SA
3812,591 158,855
Pascal Ickx
Grard Langlois van Ophem
24 Hours of Spa
76
1966 BMW 2000ti
Hubert Hahne
Jacky Ickx
4048,368 168,681
1967 Porsche 911
Jean-Pierre Gaban
Norbert Van Assche
4052,883 168,867
1968 Porsche 911
Erwin Kremer
Willi Kauhsen
Helmut Kelleners
4004,827 166,867
1969 Porsche 911
Guy Chasseuil
Claude Ballot-Lena
4272,231 187,006
1970 BMW 2800CS
Gnther Huber
Helmut Kelleners
4252,407 177,183
1971 Ford Capri RS
Dieter Glemser
Alex Soler-Roig
4385,100 182,690
1972 Ford Capri RS 2600
Jochen Mass
Hans-Joachim Stuck
4498,436 187,431
1973 BMW 3.0 CSL
Toine Hezemans
Dieter Quester
4422,980 184,290
1974 BMW 3.0 CSi
Jean Xhenceval
Alain Peltier
Pierre Dieudonn
4147,289 172,804
1975 BMW 3.0 CSi
Pierre Dieudonn
Jean Xhenceval
Hughes de Fierlandt
4249,270 177,053
1976 BMW 3.0 CSL
Jean-Marie Detrin
Nico Demuth
Charles Van Stolle
4087,904 170,329
1977 BMW 530i
Eddy Joosen
Jean-Claude Andruet
4083,835 170,159
1978 Ford Capri III 3.0S
Gordon Spice
Teddy Pilette
4315,594 179,816
Results on 7km track

The current version of the Spa 24 Hours is an event under the Blancpain Endurance Series calendar, although it was
previously run as part of the FIA GT Championship featuring GT1 and GT2 machinery, and by various touring car
series. Currently, the cars run fall under the FIA GT3 and GT3 Cup classifications.
Year
Car
Pilots
Distance Average
Notes
Jean-Michel Martin
Philippe Martin
3083,632 128,485
Jean-Michel Martin
Philippe Martin
2952,318 123,013
1981 Mazda RX-7
Tom Walkinshaw
Pierre Dieudonn
3183,952 132,737
1982 BMW 528i
Hans Heyer
Armin Hahne
Eddy Joosen
3132,224 130,808
European Touring Car Championship
24 Hours of Spa
77
1983 BMW 635 CSi
Thierry Tassin
Hans Heyer
Armin Hahne
3333,726 130,808
1984 Jaguar XJS
Tom Walkinshaw
Hans Heyer
Win Percy
3055,485 131,091
Roberto Ravaglia
Gerhard Berger
Marc Surer
3470,000 144,344
1985 BMW 635 CSi
1986 BMW 635 CSi
Dieter Quester
Thierry Tassin
Altfrid Heger
3463,060 144,232
1987 BMW M3
Jean-Michel Martin
Didier Theys
Eric van de Poele
3338,140 139,908
World Touring Car Championship
1988 BMW M3
Altfrid Heger
Dieter Quester
Roberto Ravaglia
3532,460 146,929
1989 Ford Sierra RS500
Gianfranco
Brancatelli
Win Percy
Bernd Schneider
3338,140 139,130
1990 BMW M3
Fabien Giroix
Johnny Cecotto
Markus Oestreich
3247,920 135,330
1991 Nissan Skyline GT-R
Anders Olofsson
David Brabham
Naoki Hattori
3587,980 149,456
1992 BMW M3
Steve Soper
Jean-Michel Martin
Christian Danner
3560,220 148,947
1993 Porsche 911 RSR
Christian Fittipaldi
Uwe Alzen
Jean-Pierre Jarier
2154,904 144,667
1994 BMW 318is
3625,960 151,047
Roberto Ravaglia
Thierry Tassin
1995 BMW 320i
Joachim Winkelhock
Steve Soper
Peter Kox
1996 BMW 320i
3507,821 145,956
Jrg Mller
Thierry Tassin
1997 BMW 320i
Didier de Radigues
Marc Duez
Eric Hlary
3372,680 140,252
1998 BMW 318i
Marc Duez
Eric van de Poele
Alain Cudini
3344,807 139,344
3612,532 150,531
24 Hours of Spa
78
1999 Peugeot 306 GTI
Frdric Bouvy
Emmanuel Collard
Anthony Beltoise
3428,427 142,588
2000 Peugeot 306 GTI
Frdric Bouvy
Kurt Mollekens
Didier Defourny
3330,870 138,686
Last race for touring cars
2001 Chrysler Viper GTS-R (GT/GTS)
Christophe Bouchut
Jean-Philippe Belloc
Marc Duez
3679,104 152,999
FIA GT Championship
2002 Chrysler Viper GTS-R (GT/GTS)
Christophe Bouchut
Sbastien Bourdais
David Terrien
Vincent Vosse
3654,059 152,019
FIA GT Championship
2003 Porsche 911 GT3-RS (N-GT/GT)
Stphane Ortelli
Marc Lieb
Romain Dumas
3327,613 138,557
FIA GT Championship
2004 Ferrari 550 Maranello (GT/GTS)
Luca Cappellari
Fabrizio Gollin
Lilian Bryner
Enzo Calderari
3888,144 161,974
FIA GT Championship
2005 Maserati MC12 (GT1)
Michael Bartels
Timo Scheider
Eric van de Poele
4000,896 166,638
FIA GT Championship
Michael Bartels
Andrea Bertolini
Eric van de Poele
4092,961 171,034
FIA GT Championship
Mike Hezemans
Fabrizio Gollin
Jean-Denis Dltraz
Marcel Fssler
3726,660 155,241
FIA GT Championship
Michael Bartels
Andrea Bertolini
Eric van de Poele
Stphane Sarrazin
4041,885 168,096
FIA GT Championship
2009 Chevrolet Corvette C6.R (GT1)
Anthony Kumpen
Kurt Mollekens
Mike Hezemans
Jos Menten
3915.236 163.128
FIA GT Championship
2010 Porsche 997 GT3-RSR (GT2)
Romain Dumas
Martin Ragginger
Jrg Bergmeister
Wolf Henzler
3789.164 157.832
FIA GT2 European Cup
2011 Audi R8 LMS (GT3)
Greg Franchi
Timo Scheider
Mattias Ekstrm
3817.180 158.898
2012 Audi R8 LMS ultra (GT3)
Andrea Piccini
Ren Rast
Frank Stippler
3565.036
2007 Chevrolet Corvette C6.R (GT1)
24 Hours of Spa
References
[1] http:/ / www. spiegel. de/ auto/ aktuell/ 0,1518,415796,00. html
[2] Ivanowski was a Russian national, but in exile since the Russian Revolution
[3] Djordjadze was a Russian national, but in exile since the Russian Revolution
External links
Total Spa 24 Hours website (http://www.total24hours.com/24h-spa.cfm) (French) (Dutch)

1971 results (http://homepage.mac.com/frank_de_jong/Races/1971 Spa.html)
1972 results (http://homepage.mac.com/frank_de_jong/Races/1972 Spa.html)
1981 results (http://www.wspr-racing.com/wspr/results/wscc/ms1981.html#12)
FIA GT Website (http://www.fiagt.com/)
79
12 Hours of Sebring
80
12 Hours of Sebring
12 Hours of Sebring
American Le Mans Series

Venue
Sebring International Raceway
Corporate sponsor
Mobil 1
First race
1950
First ALMS race
1999
Duration
12 hours
Most wins (driver)
Tom Kristensen (6)
Most wins (team)
Scuderia Ferrari/SpA Ferrari (8)
The 12 Hours of Sebring is an annual motorsport endurance race for sports cars held at Sebring International
Raceway, on the site of the former Hendricks Army Airfield World War II air base in Sebring, Florida. The event is
perennially the opening round of the American Le Mans Series and in the past has been a round of the now defunct
World Sportscar Championship and IMSA GT Championship. In 2012, the race was the opening event of the FIA
World Endurance Championship.
The race is also a leg of the informal Triple Crown of endurance racing, which links the three largest sports car races
together in a rough equivalent of Golf or Tennis' Grand Slam with the 24 Hours of Le Mans and the 24 Hours of
Daytona forming the other legs.
History
The track opened in 1950 on an airfield and is a road racing course styled after those used in European Grand Prix
motor racing. The first race was a six-hour race on New Year's Eve 1950, with the next race held 14 months later as
the first 12 Hours of Sebring.[] The race is now considered one of the premier endurance races in the United States
and is famous for its "once around the clock" action, starting during the day and finishing at night. From 1953 to
1972 the 12 Hour was a round of the FIAs premier sports car series which was contested under various names
including the World Sportscar Championship and the International Championship for Makes.
In its early years, the Sebring circuit was somewhat of a makeshift effort; combining airport runways and narrow
2-lane service roads. The 1966 event was a turning point in Sebring history, as the facilities and the safety of the
circuit were heavily criticized, as 5 people were killed during the race, which was more people killed in the race's 16
year history. In those days, safety wasn't really taken into account and there were no safety measures to protect the
spectators, electric poles, houses and other things from the race. 33-year old Canadian Bob McLean crashed heavily
while approaching the Hairpin; his Ford GT40 Mk.I rolled several times, struck a utility pole and then exploded,
12 Hours of Sebring
81
landing in a ditch. McLean perished in the flames, the ill-equipped track marshals had no chance to save him. And in
another incident Mario Andretti in his Ferrari 365 tangled with Don Wester's Porsche 906 on the Warehouse Straight
near the Webster Turns, killing 4 spectators and then crashing into a warehouse next to the track. The facilities were
upgraded and the circuit layout was changed, including eliminating the Webster Turns and creating the Green Park
Chicane further down the track to move the straight further away from the airport warehouses. The circuit was made
safer and there were no fatalities until 1980; safety issues never plagued the circuit or the event ever again.
The race has a rich history, as legendary drivers such as Mario Andretti, Briggs Cunningham, Juan Manuel Fangio,
A.J. Foyt, Dan Gurney, Phil Hill, Jacky Ickx, Geoff Brabham, Stirling Moss, John Morton, Steve Millen and Lake
Underwood, and manufacturers such as Ferrari, Porsche, BMW, MG, Toyota, Jaguar, Cunningham, Audi and Ford
have all been victorious.
It is known as an excellent preparation for the famous 24 Hours of Le Mans, as the track's extremely bumpy surface,
combined with south-central Florida's perennial hot weather, is a true test of a car's reliability. In recent years, six
overall victories have been achieved by the Audi R8, one less than record seven wins of the Porsche 935.
Tom Kristensen has won the race more times than anyone else with six victories - in 99-00, 05-06, 2009 and in 2012.
The event
Fans are allowed to camp inside the green of the race track, starting several days before the actual race. Both general
admission and, for a fee, reserved camping exists. RVs and cars are allowed into the track. Fans that show up during
the week (and in some cases months before the actual race) can watch the many practice and qualification races, as
well as a vintage race. There are several classes of tickets, ranging anywhere from full-access to simply the (usually
Saturday) actual race. The tickets are numbered, and there are designated numbered tickets needed to access pit
areas, press and spectator boxes, and certain parts of the track. Attendance is usually over 100,000 spectators.
Within the track is a Midway, containing everything from souvenirs and official merchandise, to hot coffee and cold
beer. Attractions are also featured in the midway and differ from year to year; In recent years Spring Break
attractions have been set up to draw in college students on break during the week of the race. Radio promotions for
the race are not uncommon to hear in Florida weeks before the race, advertising to both race fans and spring
breakers.
Actor Steve McQueen placed first in his class and second overall, when he raced with a broken foot.[citation needed]
Race results
The 1966 race had Dan Gurney leading at the last lap, when his
engine of his Shelby American Ford Mk II seized near the end.
Gurney pushed his car over the finish line, beat only by Ken Miles
and Lloyd Ruby. However, his actions were ultimately determined
to be against the rules and he did not receive credit for his finish.[]
In 2005, the Chevrolet Corvette C6.R and Aston Martin DBR9
made their race debut in the hotly contested GT1 class, with Aston
Martin winning its class for the first time in 49 years at Sebring
ahead of the two Corvettes. Corvette had dominated the class the
past three years with its previous generation C5R.
2008 overall winner Porsche RS Spyder.
The all-new Audi R10 TDI won the 2006 edition of the race, the car's first ever run in competition. The victory set
the stage for an even more momentous win by the R10 in its next race, the Le Mans 24 Hours later in the year. The
much-hyped Porsche RS Spyder campaigned by Penske Racing dropped to take 2nd place in its LMP2 class, behind
the Intersport Lola car. The GT1 Corvette C6R team got their revenge against the Aston Martin, although the second
12 Hours of Sebring
82
Corvette came within 1/3 of a second of the podium in the closing laps of the race.
2007 saw Audi again winning in the R10 TDI despite requiring more frequent refueling due to changes in American
Le Mans series rules intended to even the field between gasoline and diesel powered engines. In addition to an
overall win, Audi also set a track record in 2007 with Marco Werner behind the wheel in qualifying.
Statistics
Audi R8 winner 2000-2005
Rank
Constructor
Wins
Years
Porsche
18
1960, 1968, 1971, 1973, 7688, 2008
Ferrari
12
1956, 58-64, 1970, 1972, 1995, 97-98
Audi
11
0007, 2009, 12-13
Nissan
8991, 1994
Ford
66-67, 1969
Toyota
92-93
BMW
1975, 1999
Peugeot
10-11
Allard
1950
Frazer-Nash
1952
Cunningham
1953
O.S.C.A.
1954
Jaguar
1955
Maserati
1957
Chaparral
1965
Riley & Scott
1996
12 Hours of Sebring
83
Rank
Driver
Wins
Years
Tom Kristensen
99-00, 05-06, 2009, 2012
Rinaldo Capello
01-02, 2006, 2009, 2012
Frank Biela
2000, 03-04, 07
Allan McNish
5
2004, 2006, 2009, 2012
Mario Andretti
Hans-Joachim Stuck
1967, 1970, 1972

1975, 1986, 1988
Overall Winners
Year
Drivers
Team
Car
Tires
Distance
Championship
3.3 mile/5.31km circuit

1950
D
Fritz Koster
Ralph Deshon
Victor
Sharpe/Tommy Cole
Crosley HotShot
Non-championship
613.84km (381.42mi)
(Sam Collier Memorial
Sebring Grand Prix of
[1]
Endurance Six Hours)
1951 Not held

1952
Harry Gray
Larry Kulok
Stuart Donaldson Frazer-Nash Le

Mans Replica
1,213.445km
(754.000mi)
American Automobile
Association (AAA)
1953
Phil Walters
John Fitch
Briggs
Cunningham
Cunningham
C4R-Chrysler
1,447.766km
(899.600mi)
World Sportscar
Championship
1954
Stirling Moss
Bill Lloyd
Briggs
Cunningham
O.S.C.A. MT4
1,405.923km
(873.600mi)
World Sportscar
Championship
Briggs
Cunningham
Jaguar D-Type
1,523.083km
(946.400mi)
World Sportscar
Championship
1955
Mike
Hawthorn
Phil Walters
1956
Juan Manuel
Fangio
Eugenio
Castellotti
Scuderia Ferrari
Ferrari 860
Monza
1,623.506km
(1,008.800mi)
World Sportscar
Championship
1957
Jean Behra
Juan Manuel
Fangio
Maserati
Maserati 450S
1,648.612km
(1,024.400mi)
World Sportscar
Championship
1958
Phil Hill
Peter Collins
Scuderia Ferrari
Ferrari 250 TR58 E
1,673.718km
(1,040.000mi)
World Sportscar
Championship
1959
Dan Gurney
Chuck Daigh
Scuderia Ferrari
Ferrari 250 TR59 E

Fantuzzi
1,573.295km
(977.600mi)
World Sportscar
Championship
Joakim Bonnier
PorscheRS-60
1,640.243km
(1,019.200mi)
World Sportscar
Championship
Ferrari 250
TRI/61
1,740.666km
(1,081.600mi)
World Sportscar
Championship
1960
Hans
Herrmann
Olivier
Gendebien
1961
Phil Hill
Olivier
Gendebien
SpA Ferrari
SEFAC
12 Hours of Sebring
84
1962
Joakim
Ferrari 250
Scuderia SSS
Bonnier
Republica di Venezia TRI/61
Lucien Bianchi
1,723.929km
(1,071.200mi)
International
Championship for GT
Manufacturers
1963
John Surtees
Ludovico
Scarfiotti
SpA Ferrari
SEFAC
Ferrari 250P
1,749.035km
(1,086.800mi)
International
Championship for GT
Manufacturers
1964
Mike Parkes
Umberto
Maglioli
SpA Ferrari
SEFAC
Ferrari 275P
1,790.878km
(1,112.800mi)
International
Championship for GT
Manufacturers
Chaparral
2-Chevrolet
1,640.243km
(1,019.200mi)
International
Championship for GT
Manufacturers
Shelby American Ford X1 Roadster G
1,908.038km
(1,185.600mi)
International
Championship for
Sports-Prototypes
International
Championship for
Sports Cars
Ford GT40 MkIV F
1,991.724km
(1,237.600mi)
International
Championship for
Sports-Prototypes
International
Championship for
Sports Cars
Porsche 907
1,983.356km
(1,232.400mi)
International
Championship for
Makes
2,000.093km
(1,242.800mi)
International
Championship for
Makes
1965
1966
Jim Hall
Hap Sharp
Inc.
Chaparral Cars
Ken Miles
Lloyd Ruby
Inc.

1967
Bruce
Ford Motor
McLaren
Company
Mario Andretti
1968
Jo Siffert
Hans
Herrmann
1969
Jacky Ickx
Jackie Oliver
Porsche
Automobile
Company
J.W. Automotive Ford GT40 MkI

Engineering
1970
Ignazio Giunti
SpA Ferrari
Nino
SEFAC
Vaccarella
Mario Andretti
Ferrari 512S
2,075.410km
(1,289.600mi)
International
Championship for
Makes
1971
Vic Elford
Grard
Larrousse
Porsche 917K
2,175.833km
(1,352.000mi)
International
Championship for
Makes
Ferrari 312PB
2,167.465km
(1,346.800mi)
World Championship
for Makes
Porsche Carrera
RSR
1,891.301km
(1,175.200mi)
IMSA GT
Championship
1972
1973
Martini Racing
Mario Andretti
SpA Ferrari
Jacky Ickx
SEFAC
Hurley
Haywood
Peter Gregg
Dave Helmick
Dave Helmick
1974
1975
1976
No race due to energy crisis

Hans-Joachim
Stuck
Brian Redman
Allan Moffat
Al Holbert
Mike Keyser
BMW
Motorsport
BMW 3.0 CSL
1,991.724km
(1,237.600mi)
IMSA GT
Championship
Holbert
Porsche-Audi
Porsche Carrera
RSR
1,924.775km
(1,196.000mi)
IMSA GT
Championship
12 Hours of Sebring
85
1977
George Dyer
Brad Frisselle
George Dyer
Porsche Carrera
RSR
1,958.450km
(1,216.924mi)
IMSA GT
Championship
1978
Brian Redman
Charles
Mendez
Bob Garretson
Dick Barbour
Racing
Porsche 935
2,008.461km
(1,248.000mi)
IMSA GT
Championship
1979
Bob Akin
Rob McFarlin
Roy Woods
Dick Barbour
Racing
Porsche 935
2,000.093km
(1,242.800mi)
IMSA GT
Championship
1980
John
Fitzpatrick
Dick Barbour
Dick Barbour
Racing
Porsche 935 K3
2,117.253km
(1,315.600mi)
IMSA GT
Championship
1981
Bruce Leven
Hurley
Haywood
Al Holbert
Bayside Disposal Porsche 935/80

Racing
2,050.304km
(1,274.000mi)
IMSA GT
Championship
World Endurance
Championship
2,041.936km
(1,268.800mi)
IMSA GT
Championship
1982
John Paul, Sr.

John Paul, Jr.
JLP Racing
Porsche 935
JLP-3

1983
Wayne Baker
Jim Mullen
Kees Nierop
1984
Mauricio de
Narvaez
Hans Heyer
Stefan
Johansson
1985
A. J. Foyt
Bob Wollek
1986
Hans-Joachim
Stuck
Jo Gartner
Bob Akin
Personalized
Autohaus
Porsche 934A
1,765.853km
(1,097.250mi)
IMSA GT
Championship
De Narvaez
Enterprises
Porsche 935J
2,057.031km
(1,278.180mi)
IMSA GT
Championship
Preston Henn
Porsche 962
2,197.817km
(1,365.660mi)
IMSA GT
Championship
Bob Akin Motor

Racing
Porsche 962
2,244.745km
(1,394.820mi)
IMSA GT
Championship

1987
1988
Jochen Mass
Bobby Rahal
Klaus Ludwig
Hans-Joachim
Stuck
Bayside Disposal Porsche 962

Racing
1,971.092km
(1,224.780mi)
IMSA GT
Championship
Bayside Disposal Porsche 962

Racing
2,103.380km
(1,306.980mi)
IMSA GT
Championship
1989
Geoff Brabham
Electramotive
Chip Robinson Engineering
Arie Luyendyk
Nissan GTP
ZX-Turbo
2,182.753km
(1,356.300mi)
IMSA GT
Championship
1990
Derek Daly
Bob Earl
Nissan GTP
ZX-Turbo
1,990.936km
(1,237.110mi)
IMSA GT
Championship
1,774.463km
(1,102.600mi)
IMSA GT
Championship
Nissan
Performance
Technology

1991
Derek Daly
Nissan
Geoff Brabham Performance
Gary Brabham Technology
Nissan NPT-90
12 Hours of Sebring
86
1992
Juan Manuel
Fangio II
Andy Wallace
All American
Racers
Eagle
MkIII-Toyota
2,143.646km
(1,332.000mi)
IMSA GT
Championship
1993
Juan Manuel
Fangio II
Andy Wallace
All American
Racers
Eagle
MkIII-Toyota
1,369.552km
(851.000mi)B
IMSA GT
Championship
1994
Steve Millen
Johnny
O'Connell
John Morton
Clayton
Cunningham Racing
Nissan 300ZX
1,947.145km
(1,209.900mi)
IMSA GT
Championship
1995
Andy Evans
Fermn Vlez
Eric van de
Poele
Scandia
Motorsports
Ferrari 333 SP
1,548.189km
(962.000mi)B
IMSA GT
Championship
1996
Wayne Taylor
Jim Pace
Eric van de
Poele
Doyle Racing
Riley & Scott Mk P

III-Oldsmobile
1,935.075km
(1,202.400mi)
IMSA GT
Championship
1997
Andy Evans
Fermn Vlez
Yannick
Dalmas
Stefan
Johansson
Team Scandia
Ferrari 333 SP
1,628.012km
(1,011.600mi)B
IMSA GT
Championship
1998
Didier Theys
Gianpiero
Moretti
Mauro Baldi
MOMO Doran
Racing
Ferrari 333 SP
1,925.178km
(1,196.250mi)
IMSA GT
Championship
1,863.781km
(1,158.100mi)
American Le Mans
Series

1999
Tom
Kristensen
JJ Lehto
Jrg Mller
2000
Frank Biela
Audi Sport North Audi R8
Tom
America
Kristensen
Emanuele Pirro
2,143.646km
(1,332.000mi)
American Le Mans
Series
2001
Rinaldo
Capello
Michele
Alboreto
Laurent Aello

America
2,203.192km
(1,369.000mi)
American Le Mans
Series
European Le Mans
Series
2002

Rinaldo
America
Capello
Christian
Pescatori
Johnny Herbert
2,060.282km
(1,280.200mi)
American Le Mans
Series
2,185.328km
(1,357.900mi)
American Le Mans
Series
2003
Frank Biela
Marco Werner
Philipp Peter
BMW
Motorsport
Infineon Team
Joest
BMW V12 LMR
Audi R8
12 Hours of Sebring
2004
Allan McNish
Frank Biela
Pierre Kaffer
2005
2006
2007
87
Audi Sport UK
Team Veloqx
Audi R8
2,084.101km
(1,295.000mi)
American Le Mans
Series
JJ Lehto
Marco Werner
Tom
Kristensen
ADT Champion
Racing
Audi R8
2,149.601km
(1,335.700mi)
American Le Mans
Series
Tom
Kristensen
Allan McNish
Rinaldo
Capello
Audi Sport North Audi R10 TDI

America
(Diesel)
2,078.145km
(1,291.299mi)
American Le Mans
Series
Frank Biela
Audi Sport North Audi R10 TDI
Emanuele Pirro America
(Diesel)
Marco Werner
2,165.8km (1,345.8mi)
American Le Mans
Series
2,088.45km
(1,297.70mi)
American Le Mans
Series
2,278.85km
(1,416.01mi)C
American Le Mans
Series
2008
Timo Bernhard
Romain Dumas
Emmanuel
Collard
Penske Racing
Porsche RS
Spyder
2009
Tom
Kristensen
Allan McNish
Rinaldo
Capello
Audi Sport Team Audi R15 TDI

Joest
(Diesel)
2010
Marc Gen
Alexander
Wurz
Anthony
Davidson
Team Peugeot
Total
Peugeot 908 HDi

FAP
(Diesel)
2,185.328km
(1,357.900mi)
American Le Mans
Series
2011
Loc Duval
Nicolas
Lapierre
Olivier Panis
Team Oreca
Matmut
Peugeot 908 HDi

FAP
(Diesel)
1,975.4km (1,227.5mi)
American Le Mans
Series
Intercontinental Le
Mans Cup
2012
Tom
Kristensen
Allan McNish
Rinaldo
Capello
Audi Sport Team Audi R18 TDI

Joest
(Diesel)
1,933.8km (1,201.6mi)
FIA World Endurance

Championship
American Le Mans
Series
2013
Marcel Fssler
Benot
Trluyer
Oliver Jarvis
Audi Sport Team Audi R18 e-tron

Joest
quattro
(hybrid diesel)
2,191.3km (1,361.6mi)
American Le Mans
Series
Â The car was in fact, a Porsche 935 K3 that has been modified with a single plug cylinder head and a front
nose to resemble a Porsche 934 to comply to IMSA GTO specification.[2]
^B These races were stopped for a period of time due to heavy rain and/or accidents. The race clock was not
stopped for these periods and counted towards the 12 Hours.
^C Race record for most distance covered.
^D Technically the race "winner" in 1950 was the Crosley Hot Shot of Fritz Koster / Ralph Deshon, entered
by Victor Sharpe Jr. of Tampa. While the Wacker / Burrell Allard did cover more distance, the race was run
under the "Index of Performance" handicapping rules and the Crosley, with a much smaller engine than the
12 Hours of Sebring
Cadillac-powered Allard, is listed in the Official Sebring Record Book as the winner.
References
[1] Sam Collier Memorial Sebring Grand Prix of Endurance Six Hours, www.racingsportscars.com (http:/ / www. racingsportscars. com/ results/
Sebring-1950-12-31. html) Retrieved on 31 July 2012
External links
Official Homepage (http://www.sebringraceway.com/)
ALMS Official Homepage (http://www.americanlemans.com/)
8 Hours of Suzuka
The Coca-Cola Zero Suzuka 8 Hours ( 8 Suzuka hachi-jikan taiky rdo
rsu, Suzuka 8 Hours Endurance Road Race) is a motorcycle endurance race held at the Suzuka Circuit in Japan each
year. The race runs for eight hours consecutively and teams are composed of two riders and one alternate.
History
The race began in 1978 as a race for prototype Tourist Trophy Formula One (TT-F1) motorcycles which meant the
big four Japanese companies (Honda, Kawasaki, Suzuki and Yamaha), who had unlimited engineering resources,
could use them on the track.
Throughout the years, the race had gone through several rule changes in accordance to the FIM, including the
restriction to 750cc for F1 bikes
One major change for the race came in 1993. Due to the high popularity of Superbike racing, which had been a
support class in previous 8 Hours races, the race now centered around superbikes. The Formula One class, which at
the time was the pinnacle of the race, would be removed altogether. Another category included in the race is the
Naked class (for motorcycles without fairings - similar to the streetfighter bikes).
At the event's peak during the 1980s, the race attracted in excess of 130,000 spectators while presently it attracts a
crowd around 85,000. The record attendance figure is 160,000 in 1990.[1] The race is part of the FIM Endurance
World Championship for motorcycles and with the exception of 2005, due to the high importance the big four
Japanese manufacturers place on the race, the governing bodies set a race date that avoids conflict with any of the
other major championship races.
Star riders
A main attraction of the Suzuka 8 Hours race is that it normally features star riders from MotoGP and Superbike
racing factions from around the world. It is not uncommon for a rider to have the 8 Hours race written into their
contracts when they acquire a factory ride in MotoGP or Superbike. If the rider has notable success in their
respective class during the season, they will usually negotiate to have the requirement of racing future 8 Hours races
removed from their contract. Most high-level riders don't like racing it because it breaks up their mid-season
momentum and because it is physically draining. Michael Doohan is an example of one such rider who raced the 8
Hours early in his career but had his contractual obligations to the race removed following his significant success in
500cc (now MotoGP).
On the other hand, high-level Japanese riders return for the race annually as it is regarded by the Japanese as one of
the biggest motorsport events on the calendar. As the Coke Zero Suzuka 8 Hours is part of the FIM World
Endurance Racing Championship, its priority on the international calendar, along with the off-weeks in the FIM
88
8 Hours of Suzuka
89
calendar, makes this race one of the most crucial on the schedule.
Since the 2003 race, race winners have almost been exclusively Japanese, with only an occasional international-level
star in the race. This is mostly a result of the date, sometimes conflicting, while other times within just days after the
MotoGP class Laguna Seca round. Since 2002, only World Superbike stars have participated in the event, and only
two European riders have won.
Winners
Year
Riders
Manufacturer
Motorcycle
Plate Number
2012
Kousuke Akiyoshi Honda

Tadayuki Okada
Jonathan Rea
CBR1000RRW
11
2011
Kousuke Akiyoshi Honda

Ryuichi Kiyonari
Shinichi Itoh
CBR1000RRW
11
2010
Takumi Takahashi Honda

Ryuichi Kiyonari
Takaaki Nakagami
CBR1000RRW
634
2009
Suzuki
Daisaku Sakai
Kazuki Tokudome
Nobuatsu Aoki
S-GSX-R1000
12
2008
Ryuichi Kiyonari
Carlos Checa
CBR1000RRW
11
2007
Yukio Kagayama Suzuki

Kousuke Akiyoshi
S-GSX-R1000
34
2006
Takeshi Tsujimura Honda

Shinichi Itoh
CBR1000RRW
778
2005
Tohru Ukawa
Ryuichi Kiyonari
Honda
CBR1000RRW
2004
Tohru Ukawa
Hitoyasu Izutsu
Honda
CBR1000RRW
2003
Yukio Nukumi
Manabu Kamada
Honda
VTR1000SPW
71
2002
Daijiro Kato
Colin Edwards
Honda
VTR1000SPW
11
2001
Valentino Rossi
Colin Edwards
Honda
VTR1000SPW
11
2000
Tohru Ukawa
Daijiro Kato
Honda
VTR1000SPW
1999
Tadayuki Okada
Alex Barros
Honda
RC45
1998
Shinichi Itoh
Tohru Ukawa
Honda
RC45
33
1997
Shinichi Itoh
Tohru Ukawa
Honda
RC45
33
1996
Colin Edwards
Noriyuki Haga
Yamaha
YZF750
45
Honda
8 Hours of Suzuka
90
1995
Aaron Slight
Tadayuki Okada
Honda
RC45
11
1994
Doug Polen
Aaron Slight
Honda
RC45
11
1993
Scott Russell
Aaron Slight
Kawasaki
ZXR-7
1992
Wayne Gardner
Daryl Beattie
Honda
RVF750
11
1991
Wayne Gardner
Mick Doohan
Honda
RVF750
11
1990
Tadahiko Taira
Eddie Lawson
Yamaha
YZF750
21
1989
Dominique Sarron Honda

Alex Vieira
RVF750
1988
Kevin Magee
Wayne Rainey
Yamaha
YZF750
1987
Martin Wimmer
Kevin Magee
Yamaha
YZF750
21
1986
Wayne Gardner
Honda
Dominique Sarron
RVF750
1985
Wayne Gardner
Masaki Tokuno
Honda
RVF750
1984
Mike Baldwin
Fred Merkel
Honda
RS750R
1983
Herv Moineau
Richard Hubin
Suzuki
GS1000R
1982
Shigeo Iijima
Shinji Hagiwara
Honda
CB900F
27
1981
Mike Baldwin
David Aldana
Honda
RS1000
1980
Wes Cooley
Graeme Crosby
Suzuki
GS1000
12
1979
Tony Hatton
Michael Cole
Honda
CB900
1978
Wes Cooley
Mike Baldwin
Suzuki
GS1000
8 Hours of Suzuka
References
External links
Suzuka 8 Hours Official Website (http://www.suzukacircuit.jp/8tai/)
Suzuka Circuit Website (http://www.suzukacircuit.com/) - English version
2009 Suzuka 8 Hours results (http://www.suzukacircuit.jp/result_s/2009/8tai/0726_8tai_f.html)
Suzuka 8 Hours (http://www.tbs.co.jp/8tai/) - TBS Channel site
Suzuka 8 Hours Site (http://suzuka8h.powertag.jp/)
Moto Race Japan year by year results (http://www.motoracing-japan.com/result/index.html)
91
92

Six Hours of Watkins Glen
Rolex Sports Car Series

Venue
Watkins Glen International
Corporate sponsor
Sahlen's
First race
1948
First Grand-Am race
2000
Duration
six hours
Previous names
Watkins Glen Grand Prix
Most wins (driver)
Walt Hansgen, Derek Bell, James Weaver, Scott Pruett (4)
Most wins (team)
Briggs Cunningham (8)
The Six Hours of Watkins Glen (currently sponsored as the Sahlen's Six Hours of The Glen) is a sports car
endurance race held annually at Watkins Glen International in Watkins Glen, New York. The race dates from 1948,
and has been a part of the SCCA National Sports Car Championship, United States Road Racing Championship,
World Sportscar Championship, IMSA GT Championship, and currently the Rolex Sports Car Series.
History
The first Watkins Glen Grand Prix was held in 1948 on a 6.6-mile
course around Watkins Glen State Park and the village of Watkins
Glen. Cameron Argetsinger, a Cornell law student and SCCA member,
organized the event along with the local Chamber of Commerce. The
8-lap, 52.8-mile race was won by Frank Griswold in a pre-war Alfa
Romeo 8C. In 1950, three spectators were injured during a support
race, and driver Sam Collier was killed during the Grand Prix. The
1951 event became a part of the new SCCA National Sports Car
Frank Griswold won the first Watkins Glen
Championship series. In 1952, twelve spectators were injured and one
Grand Prix in this 1938 Alfa Romeo 8C 2900B
[1]
[]
killed when a car left the circuit in the village. This led organizers to
Touring Berlinetta
move the course to a hillside southwest of Watkins Glen for 1953.
Drivers complained of poor visibility and run-off, prompting the construction of a permanent circuit, today called
Watkins Glen International, in 1956.[2]
In 1963, the race switched to the SCCA's new series, the United States Road Racing Championship. In 1968, the race
was expanded to six hours, and joined the World Sportscar Championship. Along with the 24 Hours of Daytona and
12 Hours of Sebring, the Six Hours of Watkins Glen served as an American round of the WSC from 1968 until 1981,
traditionally held during the summer. With the track's bankruptcy and the FIA's decision not to return the World
93
Championship to the United States in 1982, the event was not held again until 1984. It returned as an event for the
IMSA Camel GT Championship.
Under the control of IMSA, the event was radically altered and shortened. In the 1984 running, a break was held
after three hours before the race began again and completed the next three hours. This event became known as the
Camel Continental. A second event later in the year was also held lasting for just three hours or 500kilometers, and
was known as the New York 500. The Continental was modified once more in 1985, this time running sports
prototypes in one three hour event, and grand tourer cars in a second three hour event. By 1986, the event was
shortened altogether, and became a single 500mile race, then shortened once more in 1987 to just 500km.
For several years IMSA kept the Continental as a 500km race for prototypes in the summer, and the 500km New
York 500 for grand tourers in autumn. IMSA chose to drop the New York 500 in 1992, retaining the Continental as
an event just for prototypes until 1995. In 1996, IMSA restored the Watkins Glen event to its historic format,
combining prototypes and grand tourers once again.
By 1998, Watkins Glen chose to schedule the Six Hours as part of the new United States Road Racing
Championship. This championship change was short lived, as the USSRC folded during the 1999 season prior to
their second running at Watkins Glen, leaving an FIA GT Championship event as the year's sportscar headliner. In
the wake of USRRC's collapse, the Grand American Road Racing Championship took control of the event, and have
retained the Six Hours since 2000 as part of the Rolex Sports Car Series.
Race winners
First street course
Year
Drivers
Team
Car
Duration/Distance
Race Title
Championship
1948
Frank
Griswold
Frank
Griswold
Alfa Romeo 8C
2900B
50mi (80km)
Grand Prix
Watkins Glen
Non-championship
1949
Miles
Collier
Collier
Bros.
Riley-Mercury
Special
"Ardent
[3]
Alligator"
100mi (160km)
Grand Prix
Watkins Glen
Non-championship
1950
Erwin
Goldschmidt
Alfred
Goldschmidt
Allard J2-Cadillac 100mi (160km)
Sports Car Grand

Prix of Watkins
Glen
Non-championship
1951
Phil
Walters
Briggs
Cunningham
Cunningham C2R 100mi (160km)
Sports Car Grand

Prix of Watkins
Glen
SCCA National Sports

Car Championship
1952
Briggs
Cunningham
Briggs
Cunningham
Cunningham
C4R-Chrysler
100mi (160km) Sports Car Grand

Prix of Watkins
Glen
SCCA National Sports

Car Championship
Not completed; race stopped after fatal accident involving spectators
Second street course
Year
1953
1954
1955
Drivers
Walt
Hansgen
Phil Walters
Sherwood
Johnston
94
Team
Car
Duration/Distance
Race Title
Championship
Walt
Hansgen
Jaguar XK120
100mi (160km)
Sports Car Grand Non-championship

Prix of Watkins
Glen
Briggs
Cunningham
Cunningham
C4R-Chrysler
100mi (160km)
Sports Car Grand SCCA National Sports

Prix of Watkins
Car Championship
Glen
Briggs
Cunningham
Jaguar D-Type
100mi (160km)
Sports Car Grand SCCA National Sports

Prix of Watkins
Car Championship
Glen

Year
1956
Drivers
George
Constantine
Team
Car
Duration/Distance
Race Title
Championship
Mary L.
Constantine
Jaguar D-Type
50mi (80km)
Sports Car
Grand Prix of
Watkins Glen
SCCA National
Sports Car
Championship
1957
Walt Hansgen
Briggs
Cunningham
Jaguar D-Type
100mi (160km)
Watkins Glen
Grand Prix
SCCA National
Sports Car
Championship
1958
Ed Crawford
Briggs
Cunningham
Lister-Jaguar
100mi (160km)
Grand Prix
Watkins Glen
SCCA National
Sports Car
Championship
1959
Walt Hansgen
Briggs
Cunningham
Lister-Costin
Jaguar
100mi (160km)
Watkins Glen
Grand Prix
SCCA National
Sports Car
Championship
1960
Augie Pabst
Meister Brauser
Scarab Mk
II-Chevrolet
100mi (160km)
Watkins Glen
Grand Prix
SCCA National
Sports Car
Championship
John T. Bunch
Ferrari 250 TR 59
100mi (160km)
Grand Prix at
Watkins Glen
SCCA National
Sports Car
Championship
Cooper Monaco
T61-Buick
100mi (160km)
Grand Prix at
Watkins Glen
SCCA National
Sports Car
Championship
Porsche 718 RS61 300km (190mi)
Watkins Glen
Sports Car
Grand Prix
United States
Road Racing
Championship
1961
George
Constantine
1962
Walt Hansgen
Briggs
Cunningham
1963
Bob Holbert
1964
Jim Hall
Chaparral Cars
Chaparral
2A-Chevrolet
200mi (320km)
Watkins Glen
Sports Car
Grand Prix
United States
Road Racing
Championship
1965
Jim Hall
Chaparral Cars
Chaparral
2A-Chevrolet
200mi (320km)
Watkins Glen
Sports Car
Grand Prix
United States
Road Racing
Championship
1966
John Fulp
Lola T70
Mk.2-Chevrolet
200mi (320km)
Watkins Glen
Sports Car
Grand Prix
United States
Road Racing
Championship
95
1967
Mark
Donohue
Roger Penske
Lola T70
Mk.3-Chevrolet
200mi (320km)
Sports Car
Grand Prix at
Watkins Glen
1968
Mark
Donohue
Roger Penske
McLaren
M6A-Chevrolet
200mi (320km)
Watkins Glen
United States
Sports Car Road Road Racing
Race
Championship
Jacky Ickx
Lucien
Bianchi
1969
J.W. Automotive Ford GT40

Engineering
Porsche of
Jo Siffert
Austria
Brian Redman
Porsche 908/02
six hours
1,058.626km
(657.800mi)
United States
Road Racing
Championship
World Sportscar
Championship
six hours
1,077.134km
(669.300mi)
Watkins Glen
Six Hours
World Sportscar
Championship
six hours
1,140.059km
(708.400mi)
6 Hours of the
Glen
World Sportscar
Championship
Alfa Romeo T33/3 six hours

1,090.189km
(677.412mi)
6 Hours of the
Glen
World Sportscar
Championship
1970
Pedro
J.W. Automotive Porsche 917K
Rodrguez
Engineering
Leo Kinnunen
Jo Siffert
1971
Andrea de
Adamich
Ronnie
Peterson
1972
Mario
Andretti
Jacky Ickx
SpA Ferrari
SEFAC
Ferrari 312PB
six hours
1,059.777km
(658.515mi)
6 Hours of the
Glen
World Sportscar
Championship
1973
Grard
Larrousse
Henri
Pescarolo
quipe
Matra-Simca
Matra-Simca MS
670B
six hours
1,081.516km
(672.023mi)
6 Hours of the
Glen
World Sportscar
Championship
1974
Jean-Pierre
Jarier
Jean-Pierre
Beltoise
Matra-Simca MS
670C
six hours
1,048.906km
(651.760mi)
6 Hours of the
Glen
World Sportscar
Championship
1975
Derek Bell
Henri
Pescarolo
Willi Kauhsen
Racing Team
Alfa Romeo
33TT12
six hours
826.083km
(513.304mi)
6 Hours of the
Glen
World Sportscar
Championship
1976
Rolf
Stommelen
Manfred
Schurti
Martini Racing
Porsche System
Porsche 935
six hours
945.647km
(587.598mi)
6 Hours of the
Glen
World Sportscar
Championship
Martini Racing
Porsche System
Porsche 935/77
six hours
940.213km
(584.221mi)
6 Hours of the
Glen
World Sportscar
Championship
GeLo Racing
Team
Porsche 935/77
six hours
793.474km
(493.042mi)
World
Championship
6-Hours
World Sportscar
Championship
Porsche 935 K3
six hours
951.082km
(590.975mi)
World
Championship
6-Hours
World Sportscar
Championship
1977
Jochen Mass
Jacky Ickx
Autodelta SpA
quipe Gitanes
1978
Toine
Hezemans
John
Fitzpatrick
1979
Don
Whittington
Whittington
Brothers
Klaus Ludwig
Kremer Racing
Bill
Whittington
96
1980
Hans Heyer
Riccardo
Patrese
Lancia Corse
Lancia Beta Monte six hours

Carlo
755.431km
(469.403mi)
World
Championship
6-Hours
World Sportscar
Championship
1981
Riccardo
Patrese
Michele
Alboreto
Martini Racing
Lancia Beta Monte six hours

Carlo
940.213km
(584.221mi)
Glen Six Hours

of Endurance
World Sportscar
Championship
1982 Not held

1983
1984
Al Holbert
Derek Bell
Jim Adams
Holbert Racing
Porsche 962
six hours
1,054.342km
(655.138mi)
Camel
Continental
IMSA GT
Championship
1985
Al Holbert
Derek Bell
Holbert Racing
Porsche 962
three hours
Camel
Continental
IMSA GT
Championship
1986
Al Holbert
Derek Bell
Holbert Racing
Porsche 962
500mi (800km)
Camel
Continental
IMSA GT
Championship
1987
Price Cobb
Vern
Schuppan
Dyson Racing
Porsche 962
500km (310mi)
Camel
Continental
IMSA GT
Championship
1988
Geoff
Brabham
John Morton
Electramotive
Engeineering
Nissan GTP
ZX-Turbo
500km (310mi)
Camel
Continental
IMSA GT
Championship
1989
Geoff
Brabham
Chip
Robinson
Electramotive
Engeineering
Nissan GTP
ZX-Turbo
500km (310mi)
Camel
Continental
IMSA GT
Championship
1990
Chip
Robinson
Bob Earl
Nissan
Performance
Technology
Nissan NPT-90
500km (310mi)
Camel
Continental
IMSA GT
Championship
1991
Juan Manuel
Fangio II
All American
Racers
Eagle
HF90-Toyota
500km (310mi)
Camel
Continental
IMSA GT
Championship
1992
Juan Manuel
Fangio II
All American
Racers
Eagle
MkIII-Toyota
two hours,
forty-five minutes
Camel
Continental
IMSA GT
Championship
1993
Juan Manuel
Fangio II
All American
Racers
Eagle
MkIII-Toyota
500km (310mi)
Camel
Continental
IMSA GT
Championship
1994
Giampiero
Moretti
Eliseo Salazar
MOMO
Ferrari 333 SP
three hours
Glen Continental IMSA GT

Championship
1995
Butch
Leitzinger
James Weaver
Dyson Racing
Riley & Scott Mk

III-Ford
three hours
Glen Continental IMSA GT

Championship
1996
Giampiero
Moretti
Max Papis
MOMO
Ferrari 333 SP
six hours
973.975km
(605.200mi)
First Union 6
Hours of the
Glen
IMSA GT
Championship
1997
Butch
Leitzinger
James Weaver
Elliott
Forbes-Robinson
Dyson Racing
Riley & Scott Mk

III-Ford
six hours
924.980km
(574.756mi)
First Union 6
Hours of the
Glen
IMSA GT
Championship
97
1998
Giampiero
Moretti
Mauro Baldi
Didier Theys
MOMO/Doran
Racing
Ferrari 333 SP
six hours
949.392km
(589.925mi)
First Union 6
Hours of the
Glen
United States
Road Racing
Championship
1999
Jean-Philippe
Belloc
David
Donohue
Viper Team
Oreca
Chrysler Viper
GTS-R
three hours
Bosch Sports
Car Oktoberfest
FIA GT
Championship
2000
James Weaver
Andy Wallace
Butch
Leitzinger
Dyson Racing
Riley & Scott Mk

III-Ford
six hours
931.632km
(578.889mi)
Bosch Sports
Car Summerfest
Grand American
Road Racing
Championship
2001
Didier Theys
Mauro Baldi
Freddy
Lienhard
Doran Racing
Ferrari 333
SP-Judd
six hours
988.256km
(614.074mi)
Sports Car
Grand American
Grand Prix at the Road Racing
Glen
Championship
Dyson Racing
Riley & Scott Mk

III-Ford
six hours
1,038.224km
(645.122mi)
Six Hours of the Grand-Am Rolex

Glen
Sports Car Series
Brumos Porsche
Fabcar
FDSC/03-Porsche
six hours
927.184km
(576.125mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
Riley Mk
XI-Lexus
six hours
910.528km
(565.776mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2002
2003
2004
James Weaver
Chris Dyson
David
Donohue
Mike
Borkowski
Scott
Goodyear
Max Papis
Scott Pruett
Chip Ganassi
Racing
2005
Tracy Krohn
Niclas
Jnsson
Krohn Racing
Riley Mk
XI-Pontiac
six hours
832.800km
(517.478mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2006
Jrg
Bergmeister
Boris Said
Krohn Racing
Riley Mk XI-Ford
6 hours
855.008km
(531.277mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2007
Alex Gurney
Jon Fogarty
Bob Stallings
Racing
Riley Mk
XI-Pontiac
six hours
927.184km
(576.125mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2008
Scott Pruett
Memo Rojas
Chip Ganassi
Racing
Riley Mk
XX-Lexus
six hours
993.808km
(617.524mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2009
Scott Pruett
Memo Rojas
Chip Ganassi
Racing
Riley Mk
XX-Lexus
six hours
1,020.840km
(634.321mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2010
Scott Pruett
Memo Rojas
Chip Ganassi
Racing with Felix
Sabates
Riley Mk
XX-BMW
six hours
1,037.130km
(644.443mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
2011
Max Angelelli
Ricky Taylor
six hours
944.820km
(587.084mi)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
SunTrust Racing Dallara

DP08-Chevrolet
2012
Joo Barbosa
Darren Law
98
Action Express
Racing
Chevrolet Corvette six hours

DP
995.656km
(Coyote
(618.672mi)
CPM-Chevrolet)
Sahlen's Six
Hours of the
Glen
Grand-Am Rolex
Sports Car Series
References
Ultimate Racing History: Watkins Glen archive (http://www.ultimateracinghistory.com/racelist3.
php?trackid=165)
Racing Sports Cars: Watkins Glen archive (http://www.racingsportscars.com/track/archive/Watkins Glen.
html)
World Sports Racing Prototypes: SCCA National archive (http://wsrp.ic.cz/nationals.html), USRRC archive
(http://wsrp.ic.cz/usrrc.html), WSC archive (http://wsrp.ic.cz/wsc.html), IMSA archive (http://wsrp.ic.
cz/imsa.html)
External links
Watkins Glen International (http://www.theglen.com/)
Grand-Am Rolex Sports Car Series (http://www.grand-am.com/)
1000 km Nrburgring
99
1000 km Nrburgring
Nrburgring 1000km-Rennen
Le Mans Series
Venue
Nrburgring
First race
1953
First LMS race
2004
Distance
1000 km (621 mi)
Most wins (driver)
Stirling Moss (4)
Most wins (team)
SpA Ferrari (7)
The ADAC 1000km Nrburgring is an endurance race for sports cars held on the Nrburgring in Germany and
organized by the ADAC since 1953.
History
On the traditional 22.810km long Nordschleife ("Northern Loop") version, the competition took usually 44 laps
(1003.64km, since 1967 1004.74km) and lasted about eight hours, later less than six hours. While the 1974 event
was shortened in the wake of the oil crisis, the 1976 race was extended by 3 laps and covered 1073.245km.
The first event that counted towards the World Sportscar Championship was won by Alberto Ascari and Giuseppe
Farina in a Ferrari. Due to disappointing attendance, the race was not held in the following two years. It became
quite popular in the 1960s and 1970s though, and even more so after Formula One decided not to race at the
Nrburgring after 1976 on safety grounds.
The last race on the Northern Loop in 1983 was won by Jochen Mass and Jacky Ickx in their Rothmans Porsche 956.
In that year, due to the ongoing construction work, the track had been shorted to 20.832km and provisional pits were
used. This event saw the fastest ever timed lap of the Nordschleife when German driver Stefan Bellof lapped his
Rothmans Porsche in 6:11.13 during practice, and an average of over 200 kph. Bellof also set the race lap record
during that race lapping in 6:25.91.
Since 1984, the 1000km races were run on the new, much shorter Grand-Prix-Strecke, while the 24 Hours
Nrburgring stayed on the legendary long track. In 1991, the 1000km races were first shortened to 480km, then
discontinued overall due to the demise of the World Sportscar Championship.
In 2000, the 1000km were resumed, with new competitive cars of BMW and Audi. The race was held as a part of
the European Le Mans Series (ELMS), the European version of the American Le Mans Series (ALMS). In a wet
race, the unusual front-engined Panoz of Jan Magnussen and David Brabham won, ahead of a BMW V12 LMR, an
Audi R8 and the second Panoz.
On September 4, 2005, the 1000km was held as a part of the Le Mans Endurance Series (LMES).
The 500km Nrburgring was also similar event for smaller sportscars during the 1960s and 1970s.
VLN also runs a six hour endurance race, while covering only 4h in other heats. In 2010, for the first time a distance
of more than 1000km was covered by the winning Porsche 911 GT3.[1]
Current record of most wins belongs to Stirling Moss who won the race in 1956, 1958, 1959 and 1960.
1000 km Nrburgring
100
In 2010, the winning Porsche 911 GT3 R of the 6h ADAC Ruhr-Pokal-Rennen race was the first[2] to cover more
than 1000km in a 6-hour VLN endurance race for GT3 and touring cars, lapping the 24,369km long modern version
of the Nordschleife 42 times for 1023.498km in a time of 6:06:56.091. The 2012 winner, a Mercedes-Benz SLS
AMG GT3, covered the same distance in a time of only 6:01:29.541,[3] at an average of 169.879 kph.
The present as a vintage car race event

As a part of the Oldtimer Festival in 2010 the tradition and name of the renowned ADAC 1000 km of Nrburgring
will be continued by the motor sport club DAMC 05. In contrast to former years, the race is organised for older cars
and therefore the term classic was added to the name.[4][5]
Winners
Nrburgring Nordschleife, used from 1953-1982
Year
Drivers
Team
Car
Time
Championship
1000km distance, 22.8km circuit

1953
Alberto Ascari
Giuseppe Farina
Automobili Ferrari
Ferrari 375MM
Spyder
8:20:44.000
World Sportscar
Championship
Maserati 300S
7:43:54.400
World Sportscar
Championship
German Sportscar
Championship
1954
No Race
1955
No Race
1956
Piero Taruffi
Harry Schell
Jean Behra
Stirling Moss
1957
Tony Brooks
Nol
Cunningham-Reid
David Brown
Aston Martin DBR1
7:33:38.200
World Sportscar
Championship
1958
Stirling Moss
Jack Brabham
David Brown
Aston Martin DBR1
7:23:33.000
World Sportscar
Championship
1959
Stirling Moss
Jack Fairman
David Brown
Aston Martin DBR1
7:33:18.000
World Sportscar
Championship
1960
Stirling Moss
Dan Gurney
Camoradi USA
Maserati Tipo 61
7:31:40.500
World Sportscar
Championship
1961
Lloyd Casner
Masten Gregory
Camoradi USA
Maserati Tipo 61
7:51:39.200
World Sportscar
Championship
Officine Alfieri
Maserati
1000 km Nrburgring
101
1962
Phil Hill
Olivier Gendebien
SpA Ferrari SEFAC
Ferrari Dino 246SP
7:33:27.700
World Sportscar
Championship
1963
John Surtees
Willy Mairesse
SpA Ferrari SEFAC
Ferrari 250P
7:32:18.000
World Sportscar
Championship
1964
Ludovico Scarfiotti
Nino Vaccarella
SpA Ferrari SEFAC
Ferrari 275P
7:08:27.000
World Sportscar
Championship
1965
John Surtees
Ludovico Scarfiotti
SpA Ferrari SEFAC
Ferrari 330P2
6:53:05.400
World Sportscar
Championship
1966
Phil Hill
Jo Bonnier
Chaparral Cars Inc.
Chaparral
2D-Chevrolet
6:58:47.600
World Sportscar
Championship
1967
Joe Buzzetta
Udo Schtz
Porsche System
Engineering
Porsche 910
6:54:12.900
World Sportscar
Championship
1968
Vic Elford
Jo Siffert
Porsche System
Engineering
Porsche 908
6:34:06.300
World Sportscar
Championship
1969
Jo Siffert
Brian Redman
Porsche System
Engineering
Porsche 908/02
6:11:02.300
World Sportscar
Championship
1970
Vic Elford
Kurt Ahrens, Jr.
Porsche Salzburg
Porsche 908/03
6:05:21.200
World Sportscar
Championship
1971
Vic Elford
Grard Larrousse
Martini Racing
Porsche 908/03
5:51:49.300
World Sportscar
Championship
1972
Ronnie Peterson
Tim Schenken
SpA Ferrari SEFAC
Ferrari 312PB
6:01:40.200
World Sportscar
Championship
Deutsche Rennsport
Meisterschaft
1973
Jacky Ickx
Brian Redman
SpA Ferrari SEFAC
Ferrari 312PB
5:36:53.400
World Sportscar
Championship
Deutsche Rennsport
Meisterschaft
1974
Jean-Pierre Jarier
Jean-Pierre Beltoise
Equipe Gitanes
Matra-Simca MS670C 4:07:24.1001 World Sportscar

Championship
Deutsche Rennsport
Meisterschaft
1975
Arturo Merzario
Jacques Laffite
1976
Albrecht Krebs
Dieter Quester
Schnitzer Motorsport
1977
Rolf Stommelen
Tim Schenken
Toine Hezemans
1978
Willi Kauhsen Racing Alfa Romeo 33TT12

Team
5:41:14.100
World Sportscar
Championship
BMW 3.5 CSL
6:38:20.600
World Sportscar
Championship
Gelo Racing
Porsche 935
5:58:30.500
World Sportscar
Championship
Klaus Ludwig
Hans Heyer
Toine Hezemans
Gelo Racing
Porsche 935/77
5:55:46.600
World Sportscar
Championship
1979
Manfred Schurti
Bob Wollek
John Fitzpatrick
Gelo Racing
Porsche 935/77
5:57:35.100
World Sportscar
Championship
1980
Rolf Stommelen
Jrgen Barth
Joest Racing
Porsche 908/4 Turbo
5:52:15.100
World Sportscar
Championship
1981
Hans-Joachim Stuck
Nelson Piquet
GS Tuning
BMW M1 Gr.5
2:16:50.8602 World Sportscar

Championship
1000 km Nrburgring
1982
Michele Alboreto
Teo Fabi
Riccardo Patrese
102
Martini Racing
Lancia LC1 Spyder
5:54:10.830
World Sportscar
Championship
5:26:34.630
World Sportscar
Championship
6:00:43.590
World Sportscar
Championship
Deutsche Rennsport
Meisterschaft

1983
Jochen Mass
Jacky Ickx
Porsche Racing
International
Porsche 956

1984
Stefan Bellof
Derek Bell
Rothmans Porsche
1985
Porsche 956
No Race
1986
Henri Pescarolo
Mike Thackwell
1987
Eddie Cheever
Raul Boesel
1988
Jochen Mass
Kouros Racing Team

Silk Cut Jaguar
Sauber C8-Mercedes
3:42:30.0203 World Sportscar

Championship
Jaguar XJR-8
5:55:53.120
World Sportscar
Championship
5:53:00.600
World Sportscar
Championship
Team Sauber Mercedes Sauber C9-Mercedes

1989
Jochen Mass
Team Sauber
Mercedes
Sauber C9-Mercedes
2:47:14.599
World Sportscar
Championship
1990
Mauro Baldi
Team Sauber
Mercedes
Mercedes-Benz C11
2:39:15.913
World Sportscar
Championship
2:23:41.028
World Sportscar
Championship
5:45:55.173
Audi R8
6:00:32.645
Le Mans Series
Zytek Motorsport
Zytek 04S
6:01:06.739
Le Mans Series
Pescarolo Sport
Pescarolo C60-Judd
6:01:26.300
Le Mans Series
Team Peugeot Total
Peugeot 908 HDi FAP 6:01:13.628

(Diesel)
Le Mans Series

1991
Derek Warwick
David Brabham
Silk Cut Jaguar
1992
to
1999
Jaguar XJR-14
No Races

2000
Jan Magnussen
David Brabham
Panoz Motor Sports
2001
to
2003
Panoz LMP1-lan
No Races

2004
Allan McNish
Pierre Kaffer
2005
Tom Chilton
Hayanari Shimoda
2006
Jean-Christophe
Boullion
Emmanuel Collard
Eric Hlary
2007
Stphane Sarrazin
Pedro Lamy
Audi Sport UK
Veloqx
1000 km Nrburgring
103
2008
Stphane Sarrazin
Pedro Lamy
Team Peugeot Total
Peugeot 908 HDi FAP 5:44:48.174

(Diesel)
Le Mans Series
2009
Jan Charouz
Tom Enge
Stefan Mcke
Aston Martin Racing
Lola-Aston Martin
B09/60
Le Mans Series
5:57:26.595

2010
Wolfgang Pohl
Daniel Schrey
Porsche Carrera RS
[6]
7:00:42,2484 FHR Langstreckencup
- 1974 Race scheduled for 750km only

- 1981 Race stopped after 17 laps due to fatal accident of Herbert Mller which caused track damage
3
- 1986 Race was stopped due to torrential rain and only ran approximately 600km.
4
- 2010 Race finished after 888km.
2
Gallery
Le-Mans-Start 1965
Pit stop in the sixties
Starting 1973
Jean-Pierre Jarier, winner 1974

on Matra Simca, together with
1965: Mike Parkes in front of

Graham Hill
Indianapolisstart 1969
References
[1]
[2]
[3]
[4]
[5]
[6]
http:/ / www. vln. de/ newsausgabe. de. php?id=2325

http:/ / www. vln. de/ newsausgabe. de. php?id=2325& rennen=2010-07-31
http:/ / www. vln. de/ newsausgabe. de. php?id=3068
Homepage for the 2010 Oldtimer Festival.
Homepage of the Fahrergemeinschaft Historischer Rennsport.
Homepage DAMC 05.
External links
Official Website (http://www.1000km-nuerburgring.de/index.php?id=5)
Le Mans Series (http://www.lmes.net/2007/uk/nurburgring/index.asp) - 2007 1000km of Nrburgring
Story and Photos 1966-1970 (http://www.motorsportphotos.de/Deutsch/Stories___Photos/Historisches/
1000_KM_1970/1000_km_1970.html) (German)
1000 km Nrburgring
104
Story and Photos of 2000 (http://www.motorsportphotos.de/Deutsch/Stories___Photos/Saison_2000_01/

_ELMS_1000KM_Nurburgring/_elms_1000km_nurburgring.html) (German)
Story and Photos of 2004 (http://www.gt-eins.de/Berichte2004/LMES04/1000kRing/index1.html) (German)
1000 km Spa
1000 Kilometres de Spa-Francorchamps
Le Mans Series
Venue
First race
1953
First LMS race
2004
Distance
1,000km (620mi)
Duration
6 hours
Most wins (driver)
Jacky Ickx (5)
Most wins (team)
Team Peugeot Total (5)
Most wins (manufacturer) Ferrari (10)
The 1000 Kilometres of Spa-Francorchamps is an endurance race for sports cars held at Circuit de
Spa-Francorchamps in Belgium.
History
The Spa 24 Hours had been introduced in 1924, and other races followed. As on the Nrburgring, both a 24-hour
race for touring cars and GTs is held, and an endurance race for sports cars and GTs. The sports car race began in
1953, and in 1963 joined the World Sportscar Championship and was extended to 500km. Starting in 1966, it was
run for 1000km, following the 1000 km Nrburgring and 1000 km Monza. Due to safety problems on the traditional
long and very fast 14km track over public roads, the race was discontinued after 1975.
The 1000km race was resumed in 1982 after the track was made safer
by shortening it to 7km. In 1989 and 1990, the race distance was
lowered to 480km as a rule change required the use of Formula
One-derived engines that lasted longer. Due to the decline of the WSC,
the "1000km" was discontinued after 1990 even before the WSC
closed.
The 14km Spa used by sportscars up until 1975
The race was revived in 1999, as a part of the SportsRacing World Cup
(the predecessor to the FIA Sportscar Championship), running to a 2
hour, 30 minute time limit. In 2003, the 1000km race was resumed as
1000 km Spa
105
a joint event of the FIA SCC with the British GT Championship. Since 2004, it has been part of the Le Mans Series
(LMS). In 2011, the race was also part of the Intercontinental Le Mans Cup and from 2012 onwards will be part of
the FIA World Endurance Championship.
Jacky Ickx currently holds record of most wins, having won the race 5 times, in 1967, 1968, 1974, 1982, and 1983.
He is also one of two drivers to win the 1000km on both the original and current circuits, the other being Derek Bell.
Winners
Year
Drivers
Team
Car
Time
Distance
Championship
14.1km (8.8mi) circuit

1953
Olivier
Gendebien
Ferrari 166 MM
1954
Hans Davids
Hans Davids
Jaguar C-Type
1955
Paul Frre
Aston Martin
Aston Martin
DB3S
1956
Ninian
Sanderson
Non-championship
169km
(105mi)
Non-championship
1:37:33.900
282km
(175mi)
Non-championship
Ecurie Ecosse Jaguar D-Type
0:57:34.800
169km
(105mi)
Non-championship
1957
Tony Brooks
Aston Martin
Aston Martin
DBR1
1:15:56.000
211.8km
(131.6mi)
Non-championship
1958
Masten Gregory
Ecurie Ecosse Lister-Jaguar
1:05:02.300
211.8km
(131.6mi)
Non-championship
Porsche 718 RSK 1:11:10.100
211.8km
(131.6mi)
Non-championship
Porsche 718 RSK 1:20:54.800
211.8km
(131.6mi)
Non-championship
Ferrari 250 GT
SWB
1:05:33.800
211.8km
(131.6mi)
Non-championship
Ferrari 250 GT
SWB
1:12:32.100
211.8km
(131.6mi)
Non-championship
1959
Carel Godin de
Beaufort
1960
Paul Frre
1961
Willy Mairesse
1962
Edgar Berney
Ecurie
Maarsbergen
Scuderia
Ferrari
Edgar Berney
1963
Willy Mairesse
Ecurie
Nationale Belge
Ferrari 250 GTO
2:38:40:800
500km
(310mi)
World Sportscar
Championship
1964
Mike Parkes
Maranello
Concessionaires
Ferrari 250 GTO
2:32:05.200
500km
(310mi)
World Sportscar
Championship
1965
Willy Mairesse
Ecurie
Francorchamps
Ferrari 250LM
2:29:45.700
500km
(310mi)
World Sportscar
Championship
SpA Ferrari
SEFAC
Ferrari 330P3
4:43:24.000
1,000km
(620mi)
World Sportscar
Championship
1966
Mike Parkes
Ludovico
Scarfiotti
1967
Dick Thompson
Jacky Ickx
J.W.
Automotive
Engineering
Mirage M1-Ford
5:09:46.500
1,000km
(620mi)
World Sportscar
Championship
1968
Brian Redman
Jacky Ickx
J.W.
Automotive
Engineering
Ford GT40 Mk.I
5:05:19:300
1,000km
(620mi)
World Sportscar
Championship
1000 km Spa
106
1969
Brian Redman
Jo Siffert
Porsche
System
Engineering
Porsche 908LH
4:24:19.600
1,000km
(620mi)
World Sportscar
Championship
1970
Brian Redman
Jo Siffert
J.W.
Automotive
Engineering
Porsche 917K
4:09:47.800
1,000km
(620mi)
World Sportscar
Championship
1971
Jackie Oliver
Pedro Rodrguez
J.W.
Automotive
Engineering
Porsche 917K
4:01:09.700
1,000km
(620mi)
World Sportscar
Championship
1972
Brian Redman
Arturo Merzario
SpA Ferrari
SEFAC
Ferrari 312PB
4:17:19.100
1,000km
(620mi)
World Sportscar
Championship
1973
Derek Bell
Mike Hailwood
4:05:43.500
1,000km
(620mi)
World Sportscar
Championship
1974
Jacky Ickx
Equipe
Jean-Pierre Jarier Gitanes
4:12:15.600
1,000km
(620mi)
World Sportscar
Championship
1975
Henri Pescarolo
Derek Bell
3:32:58.400
750km
(470mi)A
World Sportscar
Championship
Gulf Research Mirage M6-Ford

Matra-Simca
MS670C
Willi Kauhsen Alfa Romeo

Racing Team
33TT12
1976
to
1981
No Races
7.0km (4.3mi) circuit

1982
Jacky Ickx
Jochen Mass
Rothmans
Porsche
Porsche 956
6:06:04.140
1,000km
(620mi)
World Sportscar
Championship
1983
Jacky Ickx
Jochen Mass
Rothmans
Porsche
Porsche 956
5:44:33.520
1,000km
(620mi)
World Sportscar
Championship
1984
Stefan Bellof
Derek Bell
Rothmans
Porsche
Porsche 956B
5:53:17.190
1,000km
(620mi)
World Sportscar
Championship
1985
Bob Wollek
Mauro Baldi
Martini
Racing
Lancia LC2
5:00:23.420
848km
(527mi)B
World Sportscar
Championship
1986
Thierry Boutsen
Frank Jelinski
Brun
Motorsport
Porsche 962C
5:35:54.540
1,000km
(620mi)
World Sportscar
Championship
1987
Martin Brundle
Silk Cut
Johnny Dumfries Jaguar
Raul Boesel
Jaguar XJR-8
6:00:16.180
1,000km
(620mi)
World Sportscar
Championship
1988
Mauro Baldi
Team Sauber
Stefan Johansson Mercedes
Sauber
C9-Mercedes
6:01:34.230
1,000km
(620mi)
World Sportscar
Championship
1989
Mauro Baldi
Kenny Acheson
Team Sauber
Mercedes
Sauber
C9-Mercedes
2:39:16.453
480km
(300mi)
World Sportscar
Championship
1990
Jochen Mass
Karl Wendlinger
Team Sauber
Mercedes
Mercedes-Benz
C11
2:42:54.880
480km
(300mi)
World Sportscar
Championship
1991
to
1998
No Races
1999
Mauro Baldi
Laurent Rdon
JB Giesse
Team Ferrari
2000
Filippo Francioni
Lucchini
Salvatore Ronca Engineering
Ferrari 333 SP
2:30:24.347
452.920km
(281.431mi)
SportsRacing World
Cup
Lucchini
SR2000-Alfa
Romeo
2:31:17.377
355.368km
(220.815mi)
SportsRacing World
Cup
1000 km Spa
107
2001
Marco Zadra
Jean-Marc
Gounon
BMS Scuderia Ferrari 333 SP

Italia
2:31:27.898
445.952km
(277.102mi)
FIA Sportscar
Championship
2002
Sbastien
Bourdais
Jean-Christophe
Boullion
Pescarolo
Sport
Courage C60
Evo-Peugeot
2:03:16.089C 376.272km
(233.805mi)
FIA Sportscar
Championship
2003
Tom Kristensen
Seiji Ara
Audi Sport
Japan
Audi R8
5:47:50.209
1,000km
(620mi)
FIA Sportscar
Championship
British GT
Championship
2004
Johnny Herbert
Jamie Davies
Audi Sport
UK Veloqx
Audi R8
5:58:55.262
1,000km
(620mi)
Le Mans Endurance
Series
2005
John Nielsen
Casper Elgaard
Hayanari
Shimoda
Zytek
Motorsport
Zytek 04S
6:00:48.389
1,000km
(620mi)
Le Mans Endurance
Series
2006
Emmanuel
Collard
Jean-Christophe
Boullion
Pescarolo
Sport
Pescarolo
C60-Judd
6:01:06.782
1,000km
(620mi)
Le Mans Series
2007
Stphane
Sarrazin
Pedro Lamy
Team Peugeot Peugeot 908 HDi 5:47:47.313

Total
FAP
(Diesel)
1,000km
(620mi)
Le Mans Series
2008
Nicolas
Minassian
Marc Gen
Jacques
Villeneuve

Total
FAP
(Diesel)
1,000km
(620mi)
Le Mans Series
2009
Nicolas
Minassian
Simon Pagenaud
Christian Klien

Total
FAP
(Diesel)
1,000km
(620mi)
Le Mans Series
2010
Sbastien
Bourdais
Simon Pagenaud
Pedro Lamy

Total
FAP
(Diesel)
975km
(606mi)D
Le Mans Series
2011
Alexander Wurz
Marc Gen
Anthony
Davidson
Team Peugeot Peugeot 908

Total
(Diesel)
6:02:03.799
1,127.633km
(700.679mi)
Le Mans Series
Intercontinental Le
Mans Cup
2012
Romain Dumas
Loc Duval
Marc Gen
Audi Sport
Team Joest
Audi R18 ultra

(Diesel)
6:00:22.708
1,120.62km
(696.32mi)
FIA World
Endurance
Championship
2013
Andr Lotterer
Benot Trluyer
Marcel Fssler
Audi Sport
Team Joest
Audi R18 e-tron

quattro
(Diesel hybrid)
6:00:55.971
1,176.67km
(731.15mi)
FIA World
Endurance
Championship
Â The 1975 event was originally scheduled for 1000km, but was shortened to 750km the day of the race
due to an approaching storm.
^B The 1985 event was originally scheduled for 1000km, but was shortened to five hours (848km) after the
ensuing 40-minute caution caused by the collision of the Bellof/Boutsen Brun Motorsport Porsche 956 with
1000 km Spa
the Ickx/Jochen Mass Rothmans Porsche 962 at Eau Rouge. Bellof died in the hospital afterwards, and
officials ended the race at the five-hour mark, after 122 of 145 laps.
^C The 2002 event was stopped early due to heavy rain.
^D The 2010 event was red flagged during the race due to electrical outages. The race covered approximately
975km when it on a six hour time limit.
External links
Le Mans Series [1] - 1000km of Spa
1,000 KM of Spa Francorchamps (ILMC/ACO) [2]
Racing Sports Cars: Spa archive [3]
References
[1] http:/ / www. lemans-series. com/ en/ s52_circuits/ s52p01_presentation. php?circuit=4
[2] http:/ / www. lemans. org/ en/ races/ intercontinental-le-mans-cup/ 1000km-spa-francorchamps/ presentation. html
[3] http:/ / www. racingsportscars. com/ track/ archive/ Spa. html
108
1000 km Silverstone
109
1000 km Silverstone
1000 Kilometres of Silverstone
Le Mans Series
Venue
Silverstone Circuit
Corporate sponsor
Autosport
First race
1976
First LMS race
2004
Distance
1000 km (621 mi)
Previous names
6 Hours of Silverstone
Most wins (driver)
Jacky Ickx (4)

Jochen Mass (4)
Allan McNish (4)
Most wins (team)
Silk Cut Jaguar (5)
The 1000km of Silverstone (also known as the 6 Hours of Silverstone) is an endurance sports car race held at
Silverstone Circuit near the Northamptonshire villages of Silverstone and Whittlebury. First run in 1976 as part of
the World Sportscar Championship, the race continues today with the FIA World Endurance Championship.
History
In 1975, a round of the World Championship of Makes was not held in Britain for one of the first times since 1966.
The 1000 km Brands Hatch which had been run almost consecutively during that period went under hiatus while
track upgrades were carried out. Following upgrades of its own in 1975, plans were made for sportscars to return to
Britain by using Silverstone instead of Brands Hatch. The event was a six hour endurance, part of the Group 5 World
Championship.
The first running consisted of a small field as some season competitors chose not to compete. British drivers John
Fitzpatrick and Tom Walkinshaw managed to upset the factory teams by scoring the inaugural victory in a BMW.
The following year, competition grew as the factory Porsche team, under the guise of Martini Racing, earned their
first of two consecutive victories for drivers Jochen Mass and Jacky Ickx. The Porsche factory team was not able to
continue their streak into 1979 when their lead car crashed, leaving the privateer Gelo Racing Porsche to a dominant
win.
1980 saw the first victory by a sports-prototype. Alain de Cadenet managed to win the home event as a driver, team
owner, as well as a constructor when he and Desir Wilson won by 18 seconds in a car of his own design. A Group 5
car took its final victory in 1981 with the all-German Velga Racing Team before the class was phased out.
1982 was the first year of the Group C category in the World Championship, although the race that year was actually
won by an older Group 6 Lancia. The first Group C victory came in 1983 as Porsche returned to their factory
1000 km Silverstone
110
dominance of the event, going on to win the 1984 and 1985 events as well. Jacky Ickx and Jochen Mass still hold
record of most wins, having won the race four times in 1977, 1978, 1984 and 1985. In 1986 British success returned
as the Jaguar factory team was able to upset Porsche for the first time since the company had returned to racing.
Jaguar then began to dominate in a fashion similar to Porsche, as they too won the next two years. American Eddie
Cheever co-drove in each of the three victories.
No race was held in 1989 as Donington temporarily replaced Silverstone on the schedule, but sportscars returned in
1990 for a shorter 480km event. Jaguar returned to their winning ways straight away before going on to earn a fifth
straight victory in a 430km event in 1991. Only after Jaguar officially retired from the World Championship was
another manufacturer able to once again earn victory at Silverstone, this time being Peugeot. A lack of entrants
however lead to the cancellation of the World Championship, temporarily ending endurance racing at the circuit. The
race did make a one year comeback in 2000 as part of the American Le Mans Series. The race served as a precursor
to the European Le Mans Series that followed in 2001.
In 2004, the new Le Mans Endurance Series was created to resurrect several 1000km endurance races in a modern
era. Among these was Silverstone, running at its original distance. Once again, British success started off the return
of the event as Allan McNish and the British Audi team won the event. Audi and McNish won again the following
year, this time under the control of the French Oreca team, although the race was heavily hampered by rain.
Silverstone took a brief hiatus in 2006 as Donington replaced the event once again, only to return once again in
2007. Peugeot earned their second victory, this time with a diesel-powered Le Mans prototype. The 2010 edition will
be the inaugural race of the Le Mans Intercontinental Cup, as well as the first time the race use the new 5.901km
(3.667mi) "Arena" configuration. The race will continue in 2012 as a part of the FIA World Endurance
Championship.
Winners
Year
Drivers
Team
Car
6 Hour distance
1976
John Fitzpatrick
Tom Walkinshaw
Hermetite BMW
BMW 3.5 CSL
1977
Jochen Mass
Jacky Ickx
Martini Racing
Porsche 935/77
1978
Jochen Mass
Jacky Ickx
Martini Racing
Porsche 935/78
1979
John Fitzpatrick
Hans Heyer
Bob Wollek
Gelo Sportswear Team
Porsche 935/77A
1980
Alain de Cadenet
Desir Wilson
Alain de Cadenet
De Cadenet Lola-Ford
1981
Harald Grohs
Walter Rhrl
Dieter Schornstein
Vegla Racing Team
Porsche 935J
1982
Riccardo Patrese
Michele Alboreto
Martini Racing
Lancia LC1
1000km distance
1983
Derek Bell
Stefan Bellof
Rothmans Porsche
Porsche 956
1984
Jochen Mass
Jacky Ickx
Rothmans Porsche
Porsche 956
1000 km Silverstone
111
1985
Jochen Mass
Jacky Ickx
Rothmans Porsche
Porsche 962C
1986
Derek Warwick
Eddie Cheever
Silk Cut Jaguar
Jaguar XJR-6
1987
Raul Boesel
Eddie Cheever
Silk Cut Jaguar
Jaguar XJR-8
1988
Martin Brundle
Eddie Cheever
Silk Cut Jaguar
Jaguar XJR-9
1989
No race
480km distance
1990
Martin Brundle
Alain Fert
Silk Cut Jaguar
Jaguar XJR-11
430km distance
1991
Derek Warwick
Teo Fabi
Silk Cut Jaguar
Jaguar XJR-14
500km distance
1992
Derek Warwick
Yannick Dalmas
1993
to
1999
2000
Peugeot 905 Evo 1B
No races
J.J. Lehto
Jrg Mller
2001
to
2003
BMW Motorsport
BMW V12 LMR
No races
1000km distance
2004
2005
Allan McNish
Pierre Kaffer
Allan McNish
Stphane Ortelli
2006
Audi Sport UK Team Veloqx Audi R8

Audi PlayStation Team Oreca Audi R8
No race
2007
Marc Gen
Nicolas Minassian
Team Peugeot Total
Peugeot 908 HDi FAP
2008
Allan McNish
Rinaldo Capello
Audi R10 TDI
2009
Olivier Panis
Nicolas Lapierre
Team Oreca Matmut AIM
Oreca 01-AIM
Team Peugeot Total
Peugeot 908 HDi FAP
2010
Anthony
Davidson
Nicolas Minassian
6 Hour distance
2011
Sbastien
Bourdais
Simon Pagenaud
Peugeot Sport Total
Peugeot 908
1000 km Silverstone
112
2012
Andr Lotterer
Benot Trluyer
Marcel Fssler
2013
Allan McNish
Tom Kristensen
Loc Duval
- Race went under a 6 hour time limit. Only 776km of the 1000km scheduled were covered.
External links
Le Mans Series [1] - 2007 1000km of Silverstone
References
[1] http:/ / www. lmes. net/ 2007/ uk/ silverstone/ index. asp
Bathurst 1000
113
Bathurst 1000
Venue
Mount Panorama Circuit
''
Race Format
Race 1
- Laps
161
- Distance
1,000 km
Race 2
- Laps
- Distance
km
Last Race (2012)
Winning Driver
Jamie Whincup / Paul Dumbrell
Winning Team
Triple Eight Race Engineering
Winning Manufacturer Holden
|+ style="font-size:larger;" |Supercheap Auto Bathurst 1000

The Bathurst 1000 (currently called the Supercheap Auto Bathurst 1000) is a 1,000-kilometre (620mi) touring
car race held annually at Mount Panorama Circuit in Bathurst, New South Wales, Australia. The race was
traditionally run on the first Sunday in October but in recent years has been held on the second Sunday; the 2012 V8
Supercars race calendar returns the race to its traditional first Sunday of the month. The race traces its lineage to the
1960 Armstrong 500. Since then 52 races have taken place under the combined history of two events at two venues
in two states. It is known among fans and broadcasters as "The Great Race", and is widely regarded as the pinnacle
of Australian motorsport. Since 1999, the race has been run exclusively for V8 Supercars and is now a round of the
V8 Supercar Championship Series.
The race winners receive the Peter Brock Trophy which was introduced at the 2006 race in honour of deceased
nine-time Bathurst winner Peter Brock, most successful driver in the history of the race.
Bathurst 1000
114
Mount Panorama
The start line for the race is located sufficiently far down the start-finish straight (toward the first corner) such that
cars at the rear of the starting grid are not too far around the final corner for the standing start. The finish line is
located further up the straight than the start line so that it is before all of the pit garages, ensuring that all cars that pit
are recorded as having completed that lap.
The first turn, Hell Corner, is a 90 degree left-hander. Mountain Straight, a 255km/h (158mph) gentle climb, leads
into Griffin's Bend, an off-camber right-hander which then leads into The Cutting (a sharp left-handed and steeply
inclined corner). Reid Park follows, a complex corner where a number of drivers have spun after not short shifting at
the apex. The course continues down to Sulman Park and McPhillamy. Drivers are unable to see the descending road
and enter Skyline and the first of The Esses at 220km/h (140mph) before The Dipper, one of the best corners in
Australian motorsport. Cars then negotiate Forrest's Elbow and open out through The Kink before powering down
Conrod Straight, which at 300km/h (190mph) is the fastest section of the track. The Chase is a long sweeping
chicane where cars are on the rev limiter turning at 300 km/h before an intense braking effort to exit at 130km/h
(81mph). Murray's is the 23rd and final turn, and also the slowest part of the circuit, before cars return to the
start-finish straight.
Race history
The race has a long and colourful history, having been conducted for
numerous categories such as Series Production, Group C, Group A,
Super Touring and currently V8 Supercar category.
Although the Bathurst 1000 is today run by just two marques, Ford and
Holden, makes as diverse as Morris, Jaguar, BMW, Nissan and Volvo
have also tasted success at "The Mountain". Holden has the most
victories at Bathurst with 25 wins, while Ford has 17 (or 18 if
including the victory from the 1962 Phillip Island event).
The first corner of Mount Panorama, known as
Hell Corner
Early years
The Armstrong 500, the Hardie Ferodo 500/1000 and later the Bathurst 1000, was first held on 20 November 1960 at
Phillip Island in Victoria over 500-mile (800km) to determine which car had the best combination of speed,
performance and reliability. It was also a tool for Armstrong to promote its products such as shock absorbers. Entry
was limited to standard, unmodified production saloons built or assembled in Australia. The race was won by Frank
Coad and John Roxburgh in a Vauxhall Cresta, the only Vauxhall in a field of 45 cars.
In 1963, the race moved to the 6.2-kilometre (3.9mi) Mount Panorama track at Bathurst in New South Wales
(Australia), after the Phillip Island tracks surface had broken up and became unsuitable for safe production car
racing after only just three years. However the production car endurance event now held at Bathurst kept the
Armstrong 500 name. The race's popularity grew rapidly, as it became a means for car manufacturers to showcase
their products as the cars on the track, which according to the rules, the cars that were raced had to be and thus were
identical to those available in the showrooms of Australia. The first years on Mount Panorama were dominated by
small cars, such as the Ford Cortina GT 500 and Mini Cooper. In 1967 the rules of the race were changed to include
a minimum number of pit stops. This rule took away the advantage of being economical on brakes and fuel that
favoured the smaller cars and seemed designed to favour the larger Fords and Holdens as everyone had to have as
Bathurst 1000
least as many pitstops as the minimum number required by the big cars. The big engines were faster in a straight line
but the Minis handled the corners brilliantly and went all day on a tank of petrol. Later Ford's development and
introduction of the 289 cubic inch V8 Ford Falcon GT signalled the end of these small cars as outright contenders.
The V8 Falcon claimed a surprise victory against the smaller Alfa GTVs and Mini Coopers, as the Falcon GT was
unproven and the Alfas were picking up from where the Minis left off, with the new GTV highly regarded as the
new emerging force in touring cars. The Falcon GT won however due to the fact that the GT's V8 power was well
suited to and second to none on Mount Panorama, particularly on its long uphill and downhill straights. This led to
the birth of the widely accepted adage stating that "there is no substitute for cubic inches on the Mountain", which
would become synonymous and change the face of racing at Bathurst forever.
The popularity of the race continued to grow so rapidly during the 1960s that by 1966 most major manufacturers
operating in the Australian market became heavily involved in what became known as "the Great Race". This is
because an outright win in the long and tough race would add great credibility to the car and its brand, especially in
proving the winning car-brand offered the best overall package in terms of performance, durability, reliability and
image. This proved to be a great marketing opportunity to increase sales and market share in the local market.
Notably, it was during this period that the famous Holden-Ford-Chrysler rivalry originated. This Series Production
battleground between the "Big Three" was fought at Bathurst, and soon spawned the introduction and development
of Australia's most famous muscle cars which became affectingly known as "Bathurst specials". These included
Ford's Falcon GT and later GT-HO, Holden's Monaro and Torana, and Chryslers Pacer and Charger models.
In 1966 and 67 a tobacco company sponsored and gave their name to the "Gallaher 500", then in 1968, sponsorship
was taken over by a brake part manufacturer and the Hardie-Ferodo (H-F) 500 name was coined. In response to
Ford's successful 1967 Bathurst victory in a V8-powered Falcon GT, Holden entered the all new Monaro GTS. It
was based on the HK-model four-door Kingswood family car of the time, yet was developed as a high-performance
two-door, V8 coupe' that was fun and affordable to drive, whilst being engineered with the ability to win Bathurst.
The Bathurst-bound Monaro GTS 327 had a 327 cubic inch Chevrolet-sourced V8 (as the 'GTS 327' name implies)
which enabled the new hi-po coupe' to outperform the updated yet comparatively smaller-engined 302 cubic inch
Falcon GTs, and in the process the Monaro claimed a popular maiden victory on its debut as well as Holden's first
ever Bathurst win.
For the following year, the 1969 H-F 500 saw the first of the three Ford Falcon GT-HOs. This Phase One GT-HO
Bathurst special Falcon was powered with a 351 cubic inch V8 sourced from FoMoCo in the US, and with its 'HO'
option included upgraded suspension and handling including front/rear stabiliser bars and special race tyres. Holden
on the other hand upgraded the GTS 327 Monaro to the GTS 350, which included better race-style handling and a
more powerful Chevrolet V8 engine of 350 cubic inches. The new GTS 350 Monaro, at the hands of Colin Bond,
was once again able to hold out Ford to claim another famous victory for Holden, after the Phase One's special tyres
failed under the Falcon's heavy weight and great V8 power.
The 1969 race also saw the debut of Peter Brock, who would soon forge his own piece of history in the Great Race
as 'King of the Mountain'. Brock and Bond were drivers for the Holden Dealer Team (HDT), which had been formed
earlier in the year to take the fight to the factory Ford Special Vehicles division that was turning out the
ever-evolving, race-ready GT-HO Falcons. The 'Old Fox' Harry Firth was the head of the HDT and would prove to
be just as much as a thorn in Ford's side as he had been the founding father for Ford's Bathurst-bred Cortina/Falcon
program.
1970 saw a change of pace as Holden decided to retire the well-proven V8 powered Monaro in favour of the smaller
and more nimble Torana GTR XU-1, which was a specially developed Bathurst version of the new and popular
six-cylinder LC Torana mid-size car. Rather than continue the V8-power war with Ford, Holden adopted a more
scientific and viable approach that would prove to be safer, cheaper and just as effective and fast as the GT-HO V8
steam roller. With triple carburetors and excellent power-to-weight ratio, the new Torana XU-1 was designed to be
easier on brakes, tyres and fuel to enable it to minimise its required pit stops, whilst also having superior handling
115
Bathurst 1000
and braking to outperform the big and thirsty V8 Falcon GT-HOs. However, Ford refined the GT-HO to Phase Two
specification, which included an even more powerful and better breathing 351 V8 and better-suited tyres. With so
much power and torque, the GT-HO further proved the old "there is no substitute for cubic inches on the Mountain"
saying by winning the 1970 H-F 500 as the small yet mighty Torana just could not compensate for the major power
advantage that the Phase Two's had on the Bathurst straights.
The 1971 was a repeat Ford victory, which notably included the GT-HO development program had reached its peak
with the XY-model Falcon GT-HO Phase Three with further upgrades to engine power and aerodynamics, which
proved to be the worlds fastest four-door production car. Chrysler also introduced its racy new two-door Charger to
raise the stakes in the Great Race, and was powered by a triple Weber-carburetored 265ci inline HEMI six similar to
the engine layout of the Torana XU-1. The Charger however was Australias fastest accelerating car at the time.
1972 was the year of pressure. For one, the media-driven 'Supercar scare' had accumulated enough political
pressure to force Holden to postpone its introduction of the new V8 Torana by two years. Ford abandoned its newly
developed Phase Four GT-HO based on the new XA-model Falcon, while Chrysler also followed suit with its
V8-powered Charger. Secondly, the 1972 H-F 500 was the first Great Race to be run in wet weather. Allan Moffat,
who had won the H-F 500 the previous two years in a row, was unable to withstand the immense pressure placed on
him by Brock in his XU-1, in which the Torana proved more than a match for the ultimate Phase Three GT-HO in
the atrocious conditions. Moffat, unable to fully exploit the Phase Threes V8 power, spun early in the race (and
suffered 2 one minute penalties for starting the engine while refueling) after being challenged furiously by Brocks
superbly handling XU-1, and never really recovered. Brock meanwhile was able to hold off the Phase Three GT-HO
of John French and the E49 Charger of Doug Chivas to win the 1972 H-F 500, thus dispelling the no substitute for
cubic inches theory as a myth. At the wheel of the new, upgraded LJ-model Torana GTR XU-1, Peter Brock had
successfully exploited the car to its maximum effect to claim a victory significant for a number of reasons, the first
being that it proved to be Brocks first of nine Bathurst wins which would enable him to become the King of the
Mountain and become known as Peter Perfect. It also signalled the first Bathurst victory for a six-cylinder-engined
car, an achievement that would not be repeated until the maiden win of the Nissan Skyline GT-R Godzilla much
later in 1991. Finally, it also began the Torana legend which would enable this innovative and unique muscle car to
become one of Australias most successful touring cars ever.
Group C era
In 1973, the race distance was changed from 500 miles (800km) to 1,000 kilometres as Australia shifted towards the
adoption of the metric system. That same year, a new rule was implemented allowing modifications to be made to
the cars, which meant that the Series Production racing category became replaced by the new Group C category.
Holden and Chrysler entered their XU-1 and Charger respectively, while Ford entered its new XA-model two-door,
hard-top Ford Falcon GT. This was not a GT-HO Phase Four officially, yet most hard-top GTs that raced
incorporated many of the Phase Fours components such as the specially built four-bolt 351 V8 engine. Brock and
teammate Chivas were far out front in the lead and on track to score yet another victory for Holdens pocket rocket
Torana XU-1, only to be beaten by Moffats hard-top GT after Chivas at the wheel of the XU-1 ran out of fuel. This
was due to a miscalculation that originated from a broken fuel gauge and the team order to get maximum laps out of
the little XU-1 before pitting. The XU-1 came to a halt just before pit straight, with Chivas pushing the XU-1 into the
pits unable to be assisted by his pit-crew which under the rules would have resulted in the Brock/Chivas XU-1 being
disqualified. By the time the XU-1 was refueled, Moffat had passed the stricken XU-1 and was gaining a sizable
lead. After being released from pitlane, Brock set off in hot pursuit of the Moffat's Falcon GT. But Brocks heroic
effort, equal to that of Chivas pit-lane adventure, proved too little, too late. Brocks XU-1 suffered a deflating tyre,
thus enabling Moffat to hold on and claim yet another Falcon victory, his third in only four years. 1973 would also
be the last competitive appearance for Chrysler, with the marque soon disappearing from the Group C category
almost entirely.
116
Bathurst 1000
For the remainder of the 1970s, Holdens new 308 cubic inch V8-powered Toranas would score Bathurst victory
another four times in 197576, and 197879, and Fords venerable 351 V8-powered Falcon GTs taking out the two
remaining Bathurst wins in the rain-soaked 1974 H-F 1000, and its famous 12 form finish in 1977. Group C would
also see in the new decade, but would soon be replaced by the new International Group A Touring car rules in 1985.
Till then, Holden and Ford dominated the Great race and shared victories between them. However, both Australian
manufacturers were facing increased foreign competition, notably from the new Mazda RX-7 that was adopted and
affectionately raced by Moffat, and Kevin Bartlett's 350 V8 powered Chevrolet Camaro. The turbo powered Nissan
Bluebird piloted by George Fury also threatened the V8 'Big Bangers', and signaled a sign of things to come during
the soon-to-be-adopted Group A era. During the 1980s the Group C category was dominated by Peter Brock, having
scored victories in 1980/82/83/84. Dick Johnson was the only winner for Ford during the 1980s Group C, with a
victory in 1981 whilst at the wheel of the all-new XD-model Falcon. Ultimately, Peter Brock would prove to be the
ace of the Group C era, by having achieved an incredible two Bathurst hat-tricks (three consecutive Bathurst wins
twice) while at the wheel of both the Holden Torana and soon-to-be-released all new Commodore, in 19781980 and
again in 19821984.
Group A era
From 1985 to 1992, the Great Race was run under international Group A touring car rules. Imported turbocharged
cars, most notably Ford Sierra RS Cosworths and Nissan Skyline GT-R, dominated the racing during this period,
with the Holden Commodore managing to claim three wins during this era. Under the new Group A rules, local race
teams in Australia could now compete against foreign racing teams and cars, both domestically and overseas.
Holden-based race teams would continue to develop and race the 304 cubic inch V8-powered Commodore, with the
HDT and later the Holden Racing Team (HRT) being at the forefront of the Commodores Group A development and
race program. Ford-based teams had almost no factory support from Ford Australia, and without this vital financial
and technical assistance, the development program of a competitive Group A Ford Falcon never eventuated. As a
result Ford teams, such as Dick Johnson Racing, quickly switched from V8 Falcon to the US-sourced V8 Mustang
for Group A racing. This was later followed by the adoption of the powerful Cosworth-turbo Ford Sierras, which
were race-developed and available directly from Europe.
1985 would be the first year of the Bathurst 1000 being raced under Group A rules. This race was dominated by Tom
Walkinshaw Racing's V12 Jaguar XJ-S, with John Goss and Armin Hahne claiming Jaguar's first and only Bathurst
win. The following year, the Group A VK-model Commodore V8 of privateer racer Allan Grice claimed the
Bathurst honours, after enjoying an exciting racing campaign in Europe, alongside other Commodore drivers Peter
Brock and his newly recruited HDT team mate, Allan Moffat.
In 1987, the race was a round of the short-lived World Touring Car Championship, and competitors in that
championship raced against local teams. The resulting culture clash was considerable; local scrutineers, who had
been applying the Group A regulations as written, repeatedly disagreed with European teams (notably that of Rudi
Eggenberger) and the global organising body (FISA, the ancestor of the FIA) that were considerably more liberal
with their interpretations. With the race run, it was still unclear as to who actually won. Although the Eggenberger's
cars finished first and second, they were soon to be disqualified months later due to bodywork irregularities. The
race win was eventually awarded to third-placed Peter Brock, who drove two of his VL-model Group A
Commodore's in wet conditions to ultimately claim a ninth and final Bathurst victory. During the race, Brock's
number '05' HDT Commodore had broken down during the race, and he switched to his back-up number '10'
Commodore to finish third behind the two Eggenberger Sierras.
Local Sierra teams dominated and won the next two Bathurst 1000s, in 1988 and 1989. In 1990 however, the Sierras
were again looking strong but lost to the HRT Holden Commodore of Allan Grice and Win Percy. The winning
VL-model 'SS Group A SV' Commodore was able to set a fast pace early on in the race which the turbo Sierras could
not maintain, due to the high turbo boost pressures that gave the Sierras their power, but resulted in extreme engine
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Bathurst 1000
heat that hindered engine reliability. The HRT's strategy had claimed a popular and long-awaited Bathurst victory for
Holden, after three seasons of Sierra domination.
However a new and much more fierce opponent was awaiting both cars. Also in 1990, Nissan and team manager
Fred Gibson, had previously been running and developing its Skylines in Australian touring car competition for a
few years, and that year introduced its new R32 four-wheel drive GT-R. While it suffered from mechanical problems
in the 1990 race, the R32 GT-R Skyline went on to win both the 1991 and 1992 races and dominated Group A racing
worldwide, earning its nickname 'Godzilla'. With four-wheel drive, four-wheel steer, and a powerful turbo 2.6-litre
six-cylinder engine producing almost 600 horsepower (450kW), the RWD Sierras and Commodores simply could
not equal or compensate for the Skyline's superior handling and power output.
The Skyline's 1992 victory was particularly controversial. Already disliked by a section of the parochial Bathurst
crowd, who preferred the race to be a contest between the traditional V8 touring car marques of Holden and Ford, the
leading Skyline of Jim Richards and Mark Skaife was awarded victory after the race was stopped following a huge
rainstorm that caused a number of crashes, including that of the winning car. In the event of a red flag results are
declared at the last completed lap. As Richards had been leading the race in that lap his team was declared the
winner. This was an unpopular decision with some race fans, who voiced their opinions loudly. Race winners Mark
Skaife and Jim Richards were met with a large booing crowd on the winner's podium, prompting Richards to
proclaim to the crowd "In all my years racing in Australia I've never seen anything like this. You're a pack of
arseholes".
V8 Supercar/ 2-litre Super Tourer era

Group A as an international formula had ceased to exist at the end of 1988, and over the next few years all the major
national touring car championships had dropped these regulations for something new. CAMS had originally planned
to replace Group A at the end of 1991, but this was pushed back to the end of 1992 as they awaited FISA's new set of
touring car regulations. These were very long in coming, and were unlikely to prove favourable (if they even fell
within the regulations) for big-engined cars, and it was decided that for 1993 Australia would go their own way. A
new set of touring car regulations would be created that would later be renamed to V8Supercar, with entry limited to
only V8-powered Ford Falcons and Holden Commodores (with one exception for 1993 only; weight limited
normally aspirated Group A cars like the BMW M3 run by the works BMW team run by Tony Longhurst and Frank
Gardner. The new set of regulations also featured a second class for 2-litre cars, based on the BTCC's regulations of
the time. This class banned turbocharging along with four-wheel-drive, and effectively banned Nissan's GT-R from
competition. Almost immediately, Nissan pulled out of Australian motorsport for twenty years.
In 1994, the 2-litre Super Touring championship split off from the ATCC, though these cars ran at Bathurst that year
alongside the V8s, with a top placing of 10th outright for the works BMW of Paul Morris/Altfrid Heger. In 1995,
however, due to fears about the speed differences between the V8s and the 2-litre cars, the Bathurst 1000 for the first
time in its history became a one-class race, with just 32 Ford and Holden V8s facing the starter in what was at the
time the smallest grid in the history of the race. This format continued in 1996.
In 1997, TEGA (who had been awarded the rights to market V8 touring cars by CAMS back in 1994) signed a deal
with legendary sports agent Mark McCormack's International Management Group, for marketing the class (newly
renamed as V8Supercars). One of the first steps of the new joint venture company (called AVESCO) was to sign a
new TV deal with the Network Ten for a much expanded coverage of the championship over previous years. This
was fine for the ATCC races, but the Bathurst 1000, run by the ARDC, had a TV deal with Seven Network (who had
televised the race since in its inception at Bathurst in 1963) going forward into the 21st century. It was a stalemate,
Seven was not prepared to lose the race, and AVESCO, with a freshly signed TV deal with the Ten which required a
Bathurst race to be part of the deal, not prepared to go to Bathurst with Ten (a similar dispute has been in effect at
V8 Supercar's round at Albert Park in Melbourne since 2007, where Ten holds rights to the Australian Grand Prix
and Seven has the V8 Supercar rights; that race is non-championship because of the television dispute).
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Bathurst 1000
Despite talks, a resolution was not met, AVESCO announced V8 Supercars would not be competing in the
traditional Bathurst 1000 held on the October long weekend, leaving the organisers without an entry field for the
1997 race. TOCA Australia filled the void with a 2-litre Super Touring field, featuring a number of British Touring
Car Championship drivers including Alain Menu, John Cleland and Rickard Rydell. The race was won by Paul
Morris and Craig Baird in a BMW 320i run by BMW Motorsport Australia, however this team was disqualified as
Baird had violated a race rule prohibiting drivers from driving more than three and a half hours consecutively in any
one stint. The race was awarded to teammates David and Geoff Brabham.
This format continued for 1998, with Jim Richards winning his 7th Bathurst 1000 in a Volvo S40, beating his son
Steven in a Nissan Primera.
In 1997 and 1998, the "Australian 1000 Classic" was run for V8Supercars. The 1997 edition was called the "Primus
1000 Classic" and held two weeks after the traditional race, whilst the 1998 "FAI 1000 Classic" was held in
mid-November. Both races claimed to be the legitimate Bathurst 1000: the V8 Supercars' case was that they were the
only truly Australian class of racing and the more popular of the two, while the Super Touring race was the official
"Bathurst 1000" and was held on the traditional date of the first Sunday in October.
The fans voted with their feet and, due to a reducing number of competitors and spectators, the Super Touring class
disappeared from Bathurst competition in 1999 and the race became exclusively for V8 Supercars.
V8 Supercars-Holden vs Ford era

This era started with Holden domination. From 1999 to 2005, Holden won all the Bathurst 1000s. In 2006, Craig
Lowndes and Jamie Whincup won the first race for Ford in 7 years. They were also the first winners of the Peter
Brock Trophy. Lowndes and Whincup then won the next 2 races to make the first 3-peat since Peter Brock and Larry
Perkins won the Bathurst 1000 from 1982 to 1984 (the 1983 win was with David Parsons). Holden then started a rout
of 4 straight wins (so far) since 2009, that race won by Garth Tander and Will Davison. In 2011, Nick Percat became
the first rookie to win the Bathurst 1000 since Jacky Ickx in 1977. The last winners of this era were Jamie Whincup
and Paul Dumbrell in 2012, in the closest non-formation finish in Bathurst 1000 history, with David Reynolds and
Dean Canto finishing 0.29 seconds behind the Triple Eight Race Engineering Commodore.
Famous winners
The most successful driver at Bathurst is Peter Brock, whose nine victories (1972, 1975, 197880, 198284 and
1987) earned him the nickname King of the Mountain.
Bob Jane won the race four times in succession from 1961 to 1964. Jane's racing exploits assisted in the creation of
his automotive businesses, originally with automotive vehicle dealerships, then later more prominently with a
national chain of tyre retailers.
Jim Richards won the race seven times (197880, 199192, 1998 and 2002) and also holds the record for the most
starts (35) at this event. Larry Perkins is the third most successful driver at Bathurst, with six victories (198284,
1993, 1995 and 1997). Both Richards and Perkins shared some of their victories as co-drivers with Brock.
Mark Skaife has won six times, his first was in 1991, with a Nissan Skyline GT-R. He also won in 1992 in the same
car, and in 2001, 2002, 2005 and 2010 in a Holden Commodore.
Canadian-born Allan Moffat is Ford's most successful Bathurst driver, winning the race four times (1970, 1971, 1973
and 1977). The 1977 race saw Moffat and team-mate Colin Bond cross the finish line side by side after opening up
an indomitable lead in the early laps.
New Zealand-born Greg Murphy has won the race four times (1996, 1999, 2003, 2004).
Dick Johnson first rose to fame during the 1980 race when his privately entered Ford Falcon hit a rock that had fallen
(or been pushed; the subject is still debated to this day) onto the track. Thanks to public donations of over A$70,000
and a matching donation from Ford Motor Company Johnson was able to rebuild his car and win the Bathurst
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Bathurst 1000
120
race the following year. He went on to win twice more, in 1989 and 1994.
In 2008 Craig Lowndes, who in many ways has become Australian touring car racing successor to Brock in terms of
success and popularity, won the race for the fourth time, and with his co-driver Jamie Whincup joined Jane, Harry
Firth, Brock, Richards and Perkins in an elite group of drivers to have won the race in three successive years. Only
Jane went on to win a fourth. Lowndes won the race for the fifth time in 2010.
List of winners
Race winners
Phillip Island (500 Miles)
1960 Armstrong 500
John Roxburgh
Frank Coad
Vauxhall Cresta
167 laps
8h 19m 99.1s
96.56km/h
60.00mph
1961 Armstrong 500
Bob Jane
Harry Firth
Mercedes-Benz 220SE
167 laps
8h 18m 0.0s
96.95km/h
60.24mph
1962 Armstrong 500
Harry Firth
Bob Jane
Ford XL Falcon
167 laps
8h 15m 16.0s
97.48km/h
60.57mph
130 laps
7h 46m 99.1s
103.39km/h
64.24mph
Mount Panorama (500 Miles)

1963 Armstrong 500
Harry Firth
Bob Jane
Ford Cortina Mk.I GT
1964 Armstrong 500
Bob Jane
Ford Cortina Mk.I GT
George Reynolds
130 laps
1965 Armstrong 500
Barry Seton
Midge Bosworth
Ford Cortina Mk.I GT500
130 laps
7h 16m 45.1s
110.54km/h
68.69mph
1966 Gallaher 500
Rauno Aaltonen
Bob Holden
Morris Cooper S
130 laps
7h 11m 29.1s
111.89km/h
69.53mph
1967 Gallaher 500
Harry Firth
Fred Gibson
Ford XR Falcon GT
130 laps
6h 54m 99.1s
116.34km/h
72.29mph
1968 Hardie-Ferodo 500
Bruce McPhee
Holden HK Monaro GTS327
Barry Mulholland
130 laps
6h 44m 7.9s
119.51km/h
74.26mph
Colin Bond
Tony Roberts
Holden HT Monaro GTS350
130 laps
6h 32m 25s
123.16km/h
76.53mph
Allan Moffat
Ford XW Falcon GTHO Phase II
130 laps
6h 34m 26s 0.0s
122.85km/h
76.34mph
Allan Moffat
Ford XY Falcon GTHO Phase III
130 laps
6h 9m 49.5s
130.55km/h
81.12mph
Peter Brock
Holden LJ Torana GTR XU-1
130 laps
6h 0m 99.1s
133.74km/h
83.10mph
Mount Panorama (1,000 Kilometres)

Allan Moffat
Ian Geoghegan
Ford XA Falcon GT
163 laps
7h 20m 6.8s
136.33km/h
84.71mph
John Goss
Kevin Bartlett
Ford XA Falcon GT
163 laps
7h 50m 99.1s
127.39km/h
79.16mph
1975 Hardie Ferodo 1000
Peter Brock
Brian Sampson
Holden LH Torana L34
163 laps
7h 19m 11.3s
136.62km/h
84.89mph
Bob Morris
John Fitzpatrick
Holden LH Torana L34
163 laps
7h 7m 12.0s
140.45km/h
87.27mph
Bathurst 1000
121
Allan Moffat
Jacky Ickx
Ford XC Falcon
163 laps
6h 59m 7.8s
143.15km/h
88.95mph
Peter Brock
Jim Richards
Holden LX Torana A9X SS
163 laps
6h 45m 53.9s
147.82km/h
91.85mph
Peter Brock
Jim Richards
Holden LX Torana A9X SS
163 laps
6h 38m 15.8s
150.65km/h
93.61mph
Peter Brock
Jim Richards
Holden VC Commodore
163 laps
6h 47m 52.7s
147.10km/h
91.41mph
1981 James Hardie 1000
Dick Johnson
John French
Ford XD Falcon
120 laps
4h 53m 52.7s
150.31km/h
93.40mph
Peter Brock
Larry Perkins
Holden VH Commodore
163 laps
6h 32m 3.2s
153.04km/h
95.09mph
John Harvey
Peter Brock
Larry Perkins
Holden VH Commodore
163 laps
6h 28m 31.6s
154.43km/h
95.96mph
Peter Brock
Larry Perkins
Holden VK Commodore
163 laps
6h 23m 13.6s
156.57km/h
97.29mph
John Goss
Armin Hahne
Jaguar XJ-S
163 laps
6h 41m 30.19s
149.44km/h
92.86mph
Allan Grice
Graeme Bailey
Holden VK Commodore SS Group A
163 laps
6h 30m 35.68s
153.61km/h
95.45mph
Peter McLeod
Peter Brock
David Parsons
Holden VL Commodore SS Group A
158 laps
7h 1m 8.4s
139.82km/h
86.88mph
1988 Tooheys 1000
Tony Longhurst
Tomas Mezera
Ford Sierra RS500
161 laps
7h 2m 10.28s
142.12km/h
88.31mph
1989 Tooheys 1000
Dick Johnson
John Bowe
Ford Sierra RS500
161 laps
6h 30m 53.44s
153.50km/h
95.38mph
1990 Tooheys 1000
Win Percy
Allan Grice
Holden VL Commodore SS Group A SV 161 laps

6h 40m 52.64s
149.67km/h
93.00mph
1991 Tooheys 1000
Jim Richards
Mark Skaife
Nissan Skyline BNR32 GT-R
161 laps
6h 19m 14.80s
158.21km/h
98.31mph
1992 Tooheys 1000
Mark Skaife
Jim Richards
Nissan Skyline BNR32 GT-R
143 laps
6h 27m 16.22s
137.61km/h
85.51mph
1993 Tooheys 1000
Larry Perkins
Gregg Hansford
Holden VP Commodore
161 laps
6h 29m 6.69s
154.19km/h
95.81mph
1994 Tooheys 1000
Dick Johnson
John Bowe
Ford EB Falcon
161 laps
7h 3m 45.8425s
141.5882km/h
87.9788mph
1995 Tooheys 1000
Larry Perkins
Russell Ingall
Holden VR Commodore
161 laps
157.6701km/h
6h 20m 32.4766s
97.9717mph
1996 AMP Bathurst 1000
Craig Lowndes
Greg Murphy
Holden VR Commodore
161 laps
7h 9m 28.3584s
139.7062km/h
86.8094mph
Geoff Brabham
David Brabham
BMW 320i
161 laps
149.4681km/h
6h 41m 25.4072s
92.8752mph
Bathurst 1000
122
1997 Primus 1000 Classic
Larry Perkins
Russell Ingall
Holden VS Commodore *
161 laps
157.0986km/h
6h 21m 55.5483s
97.6165mph
Rickard Rydell
Jim Richards
Volvo S40
161 laps
144.7907km/h
6h 54m 23.4756s
89.9688mph
1998 FAI 1000
Jason Bright
Steven Richards
Ford EL Falcon *
161 laps
149.1060km/h
6h 42m 23.9039s
92.6501mph
1999 FAI 1000
Steven Richards
Greg Murphy
Holden VT Commodore
161 laps
145.6969km/h
6h 51m 48.8354s
90.5318mph
2000 FAI 1000
Garth Tander
Holden VT Commodore
Jason Bargwanna
161 laps
135.3259km/h
7h 23m 30.2348s
84.0876mph
2001 V8Supercar 1000
Mark Skaife
Tony Longhurst
Holden VX Commodore
161 laps
146.1872km/h
6h 50m 33.1789s
90.8365mph
2002 Bob Jane T-Marts 1000
Mark Skaife
Jim Richards
Holden VX Commodore
161 laps
143.3482km/h
6h 58m 41.0260s
89.0724mph
Greg Murphy
Rick Kelly
Holden VY Commodore
161 laps
152.7463km/h
6h 32m 55.4044s
94.9121mph
Greg Murphy
Rick Kelly
Holden VY Commodore
161 laps
154.0479km/h
6h 29m 36.2055s
95.7209mph
2005 Supercheap Auto 1000
Mark Skaife
Todd Kelly
Holden VZ Commodore
161 laps
151.0700km/h
6h 37m 17.0012s
93.8705mph
Craig Lowndes
Jamie Whincup
Ford BA Falcon
161 laps
142.9354km/h
6h 59m 53.5852s
88.8159mph
2007 Supercheap Auto

Bathurst 1000
Craig Lowndes
Jamie Whincup
Ford BF Falcon
161 laps
154.2195km/h
6h 29m 10.1985s
95.8275mph

Bathurst 1000
Craig Lowndes
Jamie Whincup
Ford BF Falcon
161 laps
155.4831km/h
6h 26m 00.4291s
96.6127mph

Bathurst 1000
Will Davison
Garth Tander
Holden VE Commodore
161 laps
150.0284km/h
6h 40m 02.4884s
93.2233mph

Bathurst 1000
Craig Lowndes
Mark Skaife
Holden VE Commodore
161 laps
160.9668km/h
6h 12m 51.4153s
100.0201mph

Bathurst 1000
Garth Tander
Nick Percat
Holden VE Commodore
161 laps
155.0904km/h
6h 26m 52.2691s
96.3294mph

Bathurst 1000
Jamie Whincup
Paul Dumbrell
Holden VE Commodore
161 laps
159.6118km/h
6h 16m 01.3304s
99.1782mph
2006 Supercheap Auto Bathurst 1000
[1]
Bathurst 1000
123
* Denotes Australia 1000 races for V8 Supercars category
Multiple race winners

Wins
Driver
Peter Brock
Jim Richards
Larry Perkins
Mark Skaife
Craig Lowndes
Bob Jane
Harry Firth
Allan Moffat
Greg Murphy
Jamie Whincup
Dick Johnson
Garth Tander
John Goss
Allan Grice
John Bowe
Russell Ingall
Steven Richards
Tony Longhurst
Rick Kelly
Number of victories by vehicle brand

Wins Manufacturer
29
Holden
17
Ford
Nissan
Vauxhall
Mercedes-Benz
Morris
Jaguar
BMW
Volvo
Outright race winner was not official recognised until 1965, with official results indicated four or five class races
occurring simultaneously rather than a single race. The first car across the finish line has been retroactively
recognised outright race winner since then.
Bathurst 1000
Records
The lap record for the race is the 2:08.4651 recorded by Jamie Whincup in his Ford BF Falcon in 2007,[2] not to be
confused with the fastest lap ever recorded, a 2:06.8012 set during practice in 2010 by Holden driver Craig
Lowndes.[3]
The shortest race duration, with the full 1000km completed, is 6h 12m 51.4153s, set by Craig Lowndes and Mark
Skaife in their Holden VE Commodore in 2010.
The most number of starts - Jim Richards (27 starts)
Deaths
In the 50 years of racing, three drivers have died while competing in the Bathurst 1000.
In 1986, Sydney accountant and privateer entrant Mike Burgmann became the first fatality in the race's history when
his car (Holden VK Commodore), travelling at 268km/h (167mph), struck the tyre barrier at the base of recently
constructed Bridgestone Bridge (Then called John Player Special) on the high-speed straight known as Conrod
Straight. "The Chase", a large three-corner chicane, added in 1987 to the straight was dedicated to Burgmann with a
plaque embedded in the concrete barriers.
In 1992, former Formula One world champion Denny Hulme, after complaining of blurred vision, suffered a heart
attack at the wheel of his BMW M3 whilst travelling along Conrod Straight. After veering into the wall on the left
side of the track, he managed to bring the car to a relatively controlled stop on the opposite side of the course. When
marshals reached the scene, Hulme was unconscious; he was pronounced dead at Bathurst Hospital after suffering a
second heart attack.
In 1994, Melbourne privateer entrant Don Watson died during practice when his car (Holden VP Commodore) left
the circuit and hit a barrier on Conrod Straight.
Additionally the 2006 event was marred by the death of New Zealand driver Mark Porter in a Fujitsu V8 Supercar
Series support race on the Friday of the meeting. Porter had been scheduled to compete in the 1000 as a driver for the
Brad Jones Racing team.
Peter Brock Trophy

Following Brock's death in an accident during a rally (Targa West Event) in Western Australia, V8 Supercars
Australia announced that from 2006 onwards, the drivers in the Bathurst 1000 would be racing to win the Peter
Brock Trophy.[4] The 2006 race also honoured Brock with special tributes, such as the front row of the starting grid
being left vacant, all cars bearing an '05' number made famous by Brock, and a champions' lap of honour featuring
Brock's past co-drivers parading cars that Brock won Bathurst in.
The trophy is inscribed with the words "King of the Mountain", a long-time nickname of Brock's, weighs 2.5kg
(6lb) and stands 50 centimetres (20in) tall.
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Bathurst 1000
References
[1] Official 2006 Race Program, Supercheap Auto Bathurst 1000, 5-8 October 2006, front cover
[2] [The Great Race 27]
External links
Supercheap Auto 1000, the official web site for the 2011 Bathurst 1000 (http://bathurst.v8supercars.com.au/)
V8 Supercars Australia (http://www.v8supercars.com.au)
National Motor Racing Museum Bathurst (http://www.bathurstregion.com.au/nmrm/)
All about Bathurst (http://www.bathurst.nsw.gov.au/)
Chequered Flag Motorsport's Virtual Lap of Bathurst (http://cfm.globalf1.net/?page_id=78)
Bol d'Or
Wikipedia:Manual of Style/Dates and numbers#Precise language
The Bol d'or is a motorcycle endurance race, held annually in France.
Originally, it was an automobile as well as motorcycle race. The
automobiles were limited to 1100cc engine capacity until the 1950s
when the limit was raised to 1500cc, and later to 2000cc. The original
organizer was Eugene Mauve.
The race, traditionally taking place on the second weekend of
September, lasts for 24 hours and each motorcycle has a team of 3
riders taking turns. The teams originally comprised just 2 riders, with
each rider having to do an exhausting 12 hours apiece; but sometime
24 hours of endurance racing on a tough track:
after 1977, in the interests of safety, the rules changed to 3 riders per
the 'Bol d'Or'
team. Until 1970 the race was held at various circuits, mainly
Montlhry and Saint-Germain-en-Laye. From 1971-1977 the Bol D'Or was held at Le Mans. For the next 22 years
the event took place at Paul Ricard, after which it moved to Magny-Cours. The Le Mans Bugatti Circuit is
sometimes reckoned finest venue for the Bol D'Or; and after the race moved south, a successor event was
established, the "24 Heures Du Mans". The Bol D'Or has now returned to Le Mans, so there are now two annual
24-hour motorcycle endurance events at Le Mans. The Bol D'Or is now held in the spring, while the 24 Heures Du
Mans is in the early September slot formerly used by the Bol D'Or.
24-hour motorcycle endurance racing has a strong Francophone fan-base, with the three main events held in France
(Le Mans & Magny-Cours) and French-speaking Belgium (Spa-Francorchamps). Not surprisingly, the most
successful teams and riders are French, but there are occasional British successes. In 1992 an all-British team of
riders won the race; and British rider Terry Rymer has had consistent results. In the 1970s Phil Read competed as a
rider, as did Neil Tuxworth, who later headed Honda Racing UK. The Mead & Tomkinson racing team fielded
"Nessie", a revolutionary bike with hub-center steering.
125
Bol d'Or
126
History
1922: clay track located in Vaujours, Clichy-sous-Bois and Livry-Gargan, 5.126km (3.185mi) long. One rider
per motorcycle.
1923-1936: Loges track in Saint-Germain-en-Laye
1927: Fontainebleau
1937-1939: Linas-Montlhry
1938-1946: No race
1947-1948: Saint-Germain-en-Laye
1949-1950: Montlhry
1951: Saint-Germain-en-Laye
1952-1960: Montlhry
1961-1968: No race
1969-1970: Montlhry
1971-1977: Le Mans
1978-1999: Paul Ricard
2000- : Magny-Cours
The race is part of the a part of the Endurance FIM World Championship. The 2006 edition was the 70th edition of
the race.
The race is an opportunity for a giant motorcycle rally, a carnival, a motorcycle show, and other motorcycle related
events.
The 2007 race saw Suzuki's supremacy (with Suzuki GSX-R1000 finishing 1st and 2nd) since 2001 coming to an
end with the victory of GMT94 team with the Yamaha R1 and riders David Checa, Sbastien Gimbert and Olivier
Four.
Results
Year
Riders
1985
Alex Vieira
Grard Coudray
Patrick Igoa
Manufacturer
Honda
1986
Dominique Sarron
Pierre Bolle
Honda
1987
Dominique Sarron
Honda
1988
Honda
Alex Vieira
Dominique Sarron
Christophe Bouheben
1989
Alex Vieira
Roger Burnett
Honda
1990
Alex Vieira
Stphane Mertens
Honda
Bol d'Or
127
1991
Alex Vieira
Miguel Duhamel
Kawasaki
1992
Terry Rymer
Carl Fogarty
Steve Hislop
Kawasaki
1993
Dominique Sarron
Jean-Marc Deletang
Bruno Bonhuil
Suzuki
1994
Dominique Sarron
Christian Sarron
Yasutomo Nagai
Yamaha
1995
Terry Rymer
Jhan D'Orgeix
Kawasaki
1996
Alex Vieira
William Costes
Christian Lavieille
Honda
1997
Terry Rymer
Brian Morrison
Jhan D'Orgeix
Kawasaki
1998
Terry Rymer
Brian Morrison
Peter Goddard
Suzuki
1999
Terry Rymer
Jhan D'Orgeix
Christian Lavieille
Suzuki
2000
Jean-Marc Deletang
Fabien Foret
Mark Willis
Yamaha
2001
Brian Morrison
Christian Lavieille
Laurent Brian
Suzuki
2002
Jean-Michel Bayle
Sbastien Gimbert
Nicolas Dussauge
Suzuki
2003
Jean-Michel Bayle
Sbastien Gimbert
Nicolas Dussauge
Suzuki
2004
Vincent Philippe
Keiichi Kitagawa
Matthieu Lagrive
Suzuki
2005
Vincent Philippe
Keiichi Kitagawa
Matthieu Lagrive
Suzuki
2006
Vincent Philippe
Keiichi Kitagawa
Matthieu Lagrive
Suzuki
2007
David Checa
Sbastien Gimbert
Olivier Four
Yamaha
Bol d'Or
128
2008
Vincent Philippe
Julien Da Costa
Matthieu Lagrive
Suzuki
2009
Vincent Philippe
Freddy Foray
Olivier Four
Suzuki
2010
Vincent Philippe
Freddy Foray
Guillaume Dietrich
Suzuki
2011
Vincent Philippe
Freddy Foray
Anthony Delhalle
Suzuki
Side races
La tasse d'or (the golden cup), reserved for motorcycle of less than 50cc (known as the coffee cup: "tasses
caf")
Le bol d'or classic (the classic golden bowl): reserved for classic motorcycles
Le bol d'argent (the silver bowl): amateur competition taking place before main competition.
External links
boldor.fr [1] Official website (French)
This article incorporates information from the equivalent article on the French Wikipedia.
Coordinates: 465148N 30957E [2]
References
[1] http:/ / www. boldor. fr
[2] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Bol_d%27Or&
params=46_51_48_N_3_09_57_E_region:FR_type:landmark_source:kolossus-cawiki
The Carrera Panamericana is a border-to-border sports car racing event on open roads in Mexico similar to the
Mille Miglia and Targa Florio in Italy. Running for five consecutive years from 1950 to 1954, it was widely held by
contemporaries to be the most dangerous race of any type in the world.[] It has since been resurrected by Pedro
Dvila and Eduardo de Leon as a classic road rally.
1950
After the Mexican section of the Pan-American Highway was completed in 1950, a nine-stage, six-day race across
the country was organized by the Mexican government to celebrate its achievement and to attract international
business. The 1950 race ran almost entirely along the new highway which crossed the country from north to south
for a total distance of over 2,096 miles (3,373 kilometers).
The first of five annual races began in May 1950 and was entered by racers from all over the world representing
virtually every motor sport: Formula One, sports cars, rallying, stock cars, endurance racing, hill climbing, and drag
racing. Because it started at the border with Texas, it was especially attractive to all types of American race drivers
from Indy cars to NASCAR. Bill France, the founder of NASCAR, was there for the first race as well as later races.
The Mexican government's representatives worked closely with the American Automobile Association and other
motorsports groups in the United States to organize and promote the event which was limited to stock sedans with
five seats. Piero Taruffi and Felice Bonetto, both Italian F1 drivers, entered a pair of Alfa Romeo coupes especially
constructed for the event. However, many of the 132 competitors were ordinary unsponsored citizens from the
United States, Mexico, and elsewhere.
The first race ran from north to south beginning in Ciudad Jurez, Chihuahua, across the international border from El
Paso, Texas, and finishing in Ciudad Cuauhtmoc, Chiapas (formerly known as El Ocotal) on the Guatemala-Mexico
border opposite from La Mesilla, Guatemala. At least one stage was run each day for six consecutive days. The
elevation changes were significant: from 328 feet (100m) to 10,482 feet (3,195m) above sea level, requiring among
other modifications the rejetting of carburetors to cope with thinner air. Most of the race was run between 5,000 feet
(1,500m) and 8,000 feet (2,400m).
The first four places were won by American cars and American drivers. The winner, Hershel McGriff, drove an
Oldsmobile 88 at an average speed of 142km/h (88mph). Though less powerful, the car was substantially lighter
than its big Lincoln and Cadillac competitors, meaning that it would eventually pull away from them on the steep,
winding course. The car (which had cost McGriff only $1,900, when the winner's purse was $17,000[]), had another
advantage in its weight - it was much easier to stop, meaning that McGriff finished the race on his original brake
shoes when the big cars were re-shoeing every night. The reason that this was so important was that neither McGriff
nor his co-driver were capable of even the most basic maintenance to the car.[] McGriff also noted that the control
afforded by his manual gearbox gave him a significant advantage the last day on the gravel roads in Chiapas, when
he finally passed the Cadillac leading the race. The best placed European car was an Alfa Romeo sedan driven by
Italian driver, Felice Bonetto.
1951
The following year, the race was run from south to north, starting in Tuxtla Gutirrez, Chiapas and finishing in
Ciudad Jurez, Chihuahua because of the lack of accommodation available for race officials, drivers, crews and press
in El Ocotal and the jungle. This northerly direction also allowed the U.S. drivers to finish at their border. For the
first time, a European manufacturer entered a 'factory' team, Ferrari entering several cars including a 212 Export
LWB Vignale, and although these did not technically satisfy the requirements of the touring car category, the Italians
were permitted to compete anyway.
129
130
The race would prove to exact a heavy toll upon drivers. At the start of the race, Jos Estrada, a prosperous Mexico
City car dealer and a veteran racer, announced: "I will win, or die trying." On the first stage, his 1951 Packard
skidded off the road and tumbled 630 feet (190m) down into a ravine. Both Estrada and co-driver Miguel Gonzlez
died in an Oaxaca hospital later that afternoon.[] The next day claimed Carlos Panini, Italian in origin, and a pioneer
of Mexican aviation - in 1927 he had established Mexico's first scheduled airline, which he sold in 1951 with plans
for his retirement. He is credited with being the first pilot to fly a light plane around the world. The fatal accident
occurred on the second day, during the second stage from Oaxaca to Puebla. Although the registered driver for the
race was Carlos' daughter Teresa, he was at the wheel of car, despite not having a valid license and being in poor
health. The accident happened while a young Bobby Unser was trying to overtake Panini, as Unser related in his
book "Winners Are Driven: A Champion's Guide to Success in Business & Life":
On the second day, we were in seventeenth and coming up to pass the car of millionaire Carlos Panini and his daughter, Terresita. She was the
registered driver. However, Carlos was behind the wheel instead and was in ill-health. He shouldn't have been driving. He didn't even have a
driver's license. The rules were that the slower car was to allow the faster car to pass if the faster car honked its horn. We were in the
mountains, and I came up to Carlos and honked, but he wouldn't let me pass. This went on through about ten turns, with Carlos blocking me
each time. We were probably doing about 90 miles per hour at this point. The next time I tried to pass him, he bumped my right-front fender,
which almost pushed me off a sheer cliff to the left that was some 500 to 800 feet down. My left front tire went over the edge, but fortunately I
regained control of the car. Carlos over-corrected his car to the right, and went straight into a solid rock wall. The car exploded on impact like
an egg hitting a sidewalk. I didn't know it at the time, but Carlos was killed instantly.
One of the rules of the race was if you stopped to help anyone, you were automatically disqualified... Seeing the explosive impact, I wanted to
stop to help, but daddy told me to keep going. He knew the rules and told me that people were there to help. That was hard for me - I slowed
[1]
down to about 15 or 20 miles per hour. He insisted that I keep going, and grimly, I did.
Unser managed to control his Jaguar, while Panini's 1949 Alfa Romeo 6C 2500 SS collided with the cliff face.
Ricardo Ramrez of Mexico City abandoned the race to rush the Paninis to a hospital in Puebla, but he was
announced dead on arrival. Teresa Panini survived the accident with minor injuries. The deaths of two well-known
Mexican sportsmen in the first two days of the race brought some reactions of horror and indignation. A government
official publicly branded the race "an imitation of North American customs not suited to Mexican characteristics."
The press went off on a crusade; Mexico City's El Universal declared that permitting such dangerous shenanigans
was a "crime."[]
Although the first two places were predictably won by the works Ferraris (driven by Piero Taruffi and Alberto
Ascari respectively), third and fourth places were won by ordinary American cars. Bill Stirling, a salesman from El
Paso, Texas, won third place in a Chrysler Saratoga and well-known race car driver Troy Ruttman won fourth in a
flat-head Mercury which he reportedly had bought for $1,000 in a used car lot in El Monte, California. In spite of
this he was able to defeat several of the factory Lancias and Ferraris.
1952
In 1952 the Carrera Panamericana saw the introduction of two categories - Sports Cars and Stock Cars, dividing
what had previously been a single class, so American heavy saloons did not have to compete directly with the nimble
European sports cars. The major automobile manufacturers had taken notice of the race and Mercedes-Benz sent a
highly organized group of people and cars to the race. First and second places were won by Karl Kling and Herman
Lang, driving the 300SL. This group may well have achieved a 1-2-3 finish had American John Fitch not been
disqualified for permitting a mechanic to touch his 300SL on the penultimate day. American Chuck Stevenson won
the touring car class in a Lincoln Capri.
Famously, the victory of the Mercedes-Benz 300SL of Kling and Hans

Klenk came despite the car being hit by a vulture in the windscreen.
During a long right-hand bend in the opening stage, taken at almost
200km/h (120mph), Kling failed to spot vultures sitting by the side of
the road. As the birds scattered at the sound of the virtually unsilenced
300SL, one impacted through the windscreen on the passenger side,
briefly knocking co-driver and navigator Klenk unconscious. Despite
bleeding badly from facial injuries from the shattered windscreen,
Klenk ordered Kling to maintain speed, and held on until a tyre change
The Mercedes 300SL of K. Kling & H. Klenk
following the impact of a vulture to the
almost 70km (43mi) later to wash himself and the car of blood, bird
windscreen
and glass. For extra protection, eight vertical steel bars were bolted
over the new windscreen. Kling and Klenk also discussed the species
and size of the dead bird, agreeing that it was a bird with a minimum 115-centimetre (45in) wingspan and weighing
as much as five fattened geese.[]
Less famously, but with far greater implications, was the innovative use of pre-prepared 'pace-notes' which allowed
Klenk to ascertain and communicate upcoming road bends in rapid shorthand to Kling.[] This system proved so
effective that it is used in all motorsports involving a navigator today (such as rallying).
1953
In 1953 the Sports and Stock classes were both subdivided into Large and Small groups, giving four categories in
which to compete. These were split by engine cubic capacity; sports cars under and over 1600 cc were Small and
Large respectively, and stocks cars under and over 3500 cc likewise. This was to accommodate the huge number of
participants and the diverse breeds of cars within the race.[]
Both Lincoln and Lancia came to the race highly organized and both factories swept 1-2-3 finishes in their respective
categories. The Europeans dominated the sports categories, and the Americans the stock. Large Sports Cars was won
by Juan Manuel Fangio of Argentina in a Lancia, Small Sports Cars by Jos Herrarte from Guatemala in a Porsche.
Large Stock Cars was won by Chuck Stevenson of the United States in a Lincoln and Small Stock Cars by C.D.
Evans (again of the U.S.) in an ordinary six cylinder Chevrolet. Stevenson has the distinction of being the only
person to ever win twice in the original race.
However, the race was marred by the death of a number of competitors. The co-driver and pacenote systems
championed by the Mercedes teams of the previous year were vindicated by the failure of an alternative
contemporary system used by some other works drivers, notably those of Lancia who in 1953 year had entered five
cars; three 3.3-litre D24s[] for Felice Bonetto, Juan Manuel Fangio and Piero Taruffi, winner of the 1951 edition of
the race, and two 3-litre versions for Giovanni Bracco and Eugenio Castellotti. During pre-race runs of the route at
much safer speeds, Bonetto and Taruffi painted warning signals on the road to remind themselves of particular
hazards. As the D24 was both open and single-seat, there was no co-driver. This resulted in the death of Bonetto
who, leading the race under pressure from Taruffi, missed his own warning signs. Entering the village of Silao, he
encountered rough pavement at excessive speed and impacted a building, killing him instantly.[]
1954
By 1954 the race had shifted from a largely amateurish basis to become a highly technical exercise. This is reflected
by the winning of the final stage by eventual race winner Italian Umberto Maglioli, in a Ferrari at an amazing
average speed of 222 kilometres per hour (138mph) over the 365 kilometres (227mi) stage. To put this into context,
McGriff had won the 1950 race with a combined time over 27 hours - eight hours longer than even Kling and Klenk
would take just two years later in their 300 SL.[2] Phil Hill won second place in another Ferrari with Ray Crawford
131
winning the stock car class in a Lincoln. Two new classes were in effect in 1954; the European stock car class was
won by Sanesi, of Italy, in an Alfa Romeo and the small U.S. stock car class was won by Tommy Drisdale in a
Dodge. Californian hot rodder Ak Miller became famous by winning fifth place in his Oldsmobile powered 1927
Ford.
Cancellation
Due to safety concerns, the race was cancelled after the 1955 Le Mans disaster, although the President Adolfo Ruiz
Cortines announced only that the race's original task of publicizing the highway was 'complete'. The cancellation was
unavoidable given that cars of the period were of a high-speed, low-safety design, and drivers of a win-at-all-costs
mentality. Only a third of entrants typically finished the race, and unlike more compact circuits, the long stage
sections were impossible to secure entirely, making it possible for crashes to linger for several hours before being
noticed. 27 people had died during the five years of the Panamericana, giving it one of the highest mortality rates per
race in the history of motorsport, primarily because during the years the race was held, automobile racing had
undergone an amazing technical transformation to emerge as an advanced science. The speeds had almost doubled as
a result, but safety controls remained static and competitors, spectators and safety control personnel alike became
casualties.
Legacy
Despite being abandoned, the race would not be immediately forgotten. Despite their models being small and often
quite underpowered (especially with regard to American and other German opponents) Porsche enjoyed some
success in the race, mainly class wins, which was a testament to the reliability engendered by the Volkswagen Beetle
ancestry of their cars. Famously, a 550 Spyder won the Small Sports Car category in 1953.[] Later, some Porsche
road cars were named Carrera after this race (in the same theme as the Targas named after the Targa Florio), and in
2009 the company shipped the Panamera, a 4 door touring car with a name inspired by Panamerica.
Also, the race saw famous people from different forms of auto racing converge in one event, making for an
interesting mix of competitors. A few of the famous names involved in the race were:
Bill France, Sr., Curtis Turner and Marshall Teague of stock car racing
Mickey Thompson, Clay Smith and Ak Miller,[3] famous hot-rodders
Tony Bettenhausen, Walt Faulkner, and Jerry Unser from open wheel 'Indy' car racing
Alberto Ascari and Juan Manuel Fangio, Formula One champions at the time; and Phil Hill, who would later be a
Formula One champion
Dan Gurney and Richie Ginther, American road racers who would one day drive for Ferrari in Formula One
Jean Trvoux, Robert Manzon, Louis Chiron from France, winners of the 24 Hours of Le Mans as well as major
international rallies
Hermann Lang, Karl Kling and Hans Herrmann from Germany
Piero Taruffi, Umberto Maglioli and Felice Bonetto, all already famous Italian race drivers.
These were the best in the world at that time and even fifty years later it is acknowledged that these are key people in
the formation of modern motor racing.
Revival
The race was resurrected in 1988 by Pedro Dvila and Eduardo de Len Camargo, and runs a 7-day, 2,000-mile
(3,200km) route aping some of the original course. It is run, unusually, with official backing on special closed stages
of the public road network and fast transit sections through central Mexico at speeds approaching 160mph
(260km/h). 80 cars compete in 10 classes, sorted regarding age and authenticity; virtually any car with a classic
bodyshell is eligible. The bulk of entries are provided by 1950s and '60s American stock cars; the most popular
132
133
shape is the 1953 Studebaker Champion Regal Starliner, designed by Raymond Loewy, because of its exceptional
aerodynamics (this is best proven by the fact that as of 2007, of 20 post-1988 races, 16 have been won by
Studebakers). Other common European entries include Alfa Romeo Giuliettas, Jaguar E-types, Porsche 356s & 911s.
Rarer cars included Saab 96s, Volvo PV544s, and Jaguar MkII saloons.
However, despite the generally aged appearance of the cars, often they conceal underpinnings more closely related to
modern NASCAR entries. Tuned V8 engines of more than 500PS (370kW; 490hp) are common, especially in the
American cars, and the cars are often created especially for the race and ineligible anywhere else. Even less modified
cars often have nonstandard brake and coolant upgrades to help them survive the punishing course. Roll cages are
standard fit, and drivers and navigators are required to label their helmets and respective sides of the roof with their
blood types.[4]
The above is a clue as to what separates the Panamericana from other modern road races; it remains extremely
dangerous. Mechanical attrition for the more classic cars often leads to burst brake lines and overheated engines, but
crashes are also common on the winding roads. In 1999, Bernardo Obregn and his co-driver Arnaud Alda were
killed after their Volvo PV544 left the road during the Mil Cumbres mountain stage. In 2006, a 19-year-old co-driver
was left in a coma after his Jaguar E-Type Roadster crashed more than 100ft (30m) into a pine forest; Rusty Ward,
another competitor, rolled a Studebaker from a bridge into a river, having finished the event in a similar fashion the
previous year. In 2012 there were two more fatalities. It is obvious, therefore, that the race should not be classed with
road-rallies in the style of the recreated Mille Miglia; the race is competitive speed restricted to 145mph on the
closed-road sections.
2006
The 2006 event started in Veracruz on the Gulf of Mexico coast,
pulling in at Mexico City's CP circuit as a curtain raiser for the Champ
Car race, and stayed nights at the old colonial cities of Puebla,
Quertaro, Morelia, Aguascalientes and Zacatecas, with the finish at
Monterrey. It was won by Gabriel Perez and Angelica Fuentes in a
yellow 1959 Ford Coupe, the first win for a woman and a first for the
'Turismo Production' class. Though competed mostly by amateurs, Jo
Ramrez of the McLaren F1 team competed a Volvo P1800 amongst
other star drivers.
End of first day of the Carrera Panamericana in

2006 in the Port of Veracruz Malecon,
Studebaker of Jorge Silva and Horacio Chousal.
In a retro step, Cadillac entered a replica of the 1954 Series 62 coupe

that a Colorado Springs dealer loaned to "five ordinary guys from
Chicago", in order to revive a half-century old duel with Lincoln.[5]
The original rag-tag team won the last two stages, and finished third in class (a Lincoln Capri won the Large Stock
Class). The newer car, built in-house by GM's Performance Division Garage, preproduction trim shop and show-car
paint department, was built from an identical coupe hauled from somewhere within Cadillac's own inventory. The
331-cubic-inch 270hp (200kW) V8 was enlarged to 398-cubic-inches, with higher 10.5:1 compression bringing
output to 375hp (280kW) and 400lbft (540Nm) of torque, and certain safety improvements included. The car was
reunited with Blu Plemons, the co-driver of the original (the driver, Keith Anderson, was killed in practice for the
1957 Indy 500) at the starting line. Among the nine other entries in the "Original Pan-Am" class were four Lincolns,
including a 1949 model that contested the original Pan-Am.
Also importantly, 2006 saw the debut of a 'modern' category, with the sole entry of a Lotus Elise ('Chica Loca') run
by Rachel Larratt. This class, called Unlimited, allows machines manufactured after 1990 to compete in the race.[6]
Controversially, in recognition of the high value of some of the supercars thus allowed to run, organisers of the race
foresee the need to allow case-by-case exceptions from the race's normal safety equipment rules. The class is
intended to raise the race's profile beyond a market elderly enough to recall the original four races, to ensure the
134
survival of the event. Also, it is a reflection of the increasing scarcity of eligible vehicles, and of the effect of modern
rallies like the Gumball 3000.
2007
The 2007 event, according to Eduardo de Len Camargo (President emeritus of La Carrera Panamericana), was the
largest recreation to date. More than 100 teams (20 more than the usual limit) participated in seven days of racing
from October 26 to November 1 inclusive, with an additional pre-qualifying stage held outside Oaxaca on Thursday
October 25.[] Cars competed in the usual ten classes along a 3,100-kilometre (1,900mi) course starting in Oaxaca.
From there, the route led the convoy in day-long sections consecutively between Tehuacn, Puebla, Quertaro,
Morelia, Aguascalientes, Zacatecas and Nuevo Laredo.
As the 20th anniversary of the race's recreation, 2007 saw Mr. de Len gave thanks to the committee which has for
19 years organised the race, and the presence of President of the Mexican Motorsports Federation, Jos Snchez
Jassen, and President of the Mexican Rally Commission, Rafael Machado.[] During the conference announcing the
route, special mention was reserved for the efforts of Mexican law enforcement in general and of the Highway Patrol
in particular, under the command of Comandante Julio Cesar Tovar, and to thank Mexican Federal, State and
Municipal authorities for collaborating to ensure smooth running of a challenging project.
Winners
Original Carrera Panamericana
Year
Winning Driver(s)
1950
Hershel McGriff
Ray Elliott
1951
Piero Taruffi
Luigi Chinetti
1952
Karl Kling
Hans Klenk
1953
1954
Juan Manuel
Fangio
Gino Bronzoni
Umberto Maglioli
Revival
Entrant
Roy Sundstrom
Car
Time
Route
Report
Oldsmobile 88
27:34:25 Ciudad Jurez-El Ocotal
report
Ferrari 212 Inter Vignale
21:57:52 Tuxtla Gutirrez-Ciudad

Jurez
report
Daimler-Benz AG
Mercedes-Benz 300 SL

Jurez
report
Scuderia Lancia
Lancia D24 Pinin Farina

Jurez
report
Erwin Goldschmidt
Ferrari 375 Plus Pinin

Farina

Jurez
report
Centro Deportivo
Italiano
Year
135
Route
Driver
Co-driver
Car
1988
Eduardo Morales
Gael Rodriguez
Ford
1989
Guillermo Rojas
Alberto Rojas Jr.
Mercury
1990
Alain de Cadenet
Gordon Currie
Jaguar
1991
Jon Ward
Shirley Ward
Kurtis
1992
Peter Frank
Mark Williams
Mercury
1993
Carlos Anaya
Eduardo Rodriguez
Studebaker
1994
Carlos Anaya (2)
Eduardo Rodriguez
Studebaker
1995
Kevin Ward
Kimberlee Augustine Studebaker
1996
Carlos Anaya (3)
Eduardo Rodriguez
Studebaker
1997
Pierre de Thoisy
Philippe Lemoine
Studebaker
1998
Pierre de Thoisy (2)
Philippe Lemoine
Studebaker
1999
Jean-Pierre Gontier
Studebaker
2000 Tuxtla Gutirrez-Nuevo Laredo
Jacques Tropenat
Studebaker
Carlos Macaya
Studebaker
Doug Mockett
Alan Baillie
Oldsmobile
Pierre Schockaert
Studebaker
Juan Carlos Sarmiento
Ral Villareal
Studebaker
Juan Carlos Sarmiento (2)
Ral Villareal
Studebaker
2006 Veracruz-Monterrey
Gabriel Prez
Angelica Fuentes
Ford
2007 Oaxaca-Nuevo Laredo
Frdric Stoesser
Studebaker
Bill Beilharz
Jorge Ceballos
Studebaker
2009 Huatulco-Nuevo Laredo
Stig Blomqvist
Ana Goi Boracco
Studebaker
2010 Tuxtla Gutirrez-Zacatecas
Harri Rovanper
Jouni Nrhi
Studebaker
2011 Huatulco-Zacatecas
Ricardo Trivio
Marco Hernndez
Studebaker
2012 Veracruz-Zacatecas
Gabriel Prez
Ignacio Rodrguez
Studebaker
References
Most information has been obtained by personal interviews
Clark, R.M.; The Carrera Panamericana Mexico, Brooklands Books, Ltd. (no publishing date) ISBN
1-85520-412-6
External links
Official site (http://www.lacarrerapanamericana.com.mx) (Spanish)
Official English site (http://www.panamrace.com)
Carrera Panamericana (1950-54) documentary trailer posted here by copyright holder. (http://www.youtube.
com/watch?v=gmgNjpVdXhQ)
Mille Miglia
136
Mille Miglia
Mille Miglia
Mille Miglia road sign

Category
Endurance
Country
Italy
Inaugural season
1927
Folded
1957
Last Drivers' champion
Piero Taruffi
Last Constructors' champion
Ferrari 315 Sport
Official Website
www.1000miglia.eu
[1]
The Mille Miglia (Italian pronunciation:[mille mia], Thousand Miles) was an open-road endurance race which took
place in Italy twenty-four times from 1927 to 1957 (thirteen before the war, eleven from 1947).
Like the older Targa Florio and later the Carrera Panamericana, the MM made Gran Turismo (Grand Touring) sports
cars like Alfa Romeo, BMW, Ferrari, Maserati and Porsche famous. The race brought out an estimated five million
spectators.[]
Car numbering
Unlike modern day rallying where cars are released at one minute intervals with the larger professional class cars
going before the slower cars, in the Mille Miglia the smaller displacement slower cars started first. This made
organisation simpler as marshalls did not have to be on duty for as long a period and it minimised the period that
roads had to be closed. Since 1949 cars were assigned numbers according to their start time. For example, the 1955
Moss/Jenkinson car, #722, left Brescia at 7:22 a.m. (see below), while the first cars had started at 9 p.m. the previous
day. In the early days of the race even winners needed 16 hours or more, so most competitors had to start before
midnight and arrived after dusk - if at all.
Mille Miglia
137
Pre World War II

The race was established by the young count Aymo Maggi and Franco
Mazzotti, apparently in response after the Italian Grand Prix had been
moved from their home town of Brescia to Monza. Together with a
group of wealthy associates, they chose a race from Brescia to Rome
and back, a figure-eight shaped course of roughly 1500km or a
thousand Roman miles. Later races followed twelve other routes with
varying total lengths.
The first race started on 26 March 1927 with seventy-seven starters[]
Alfa Romeo 6C 2300B Mille Miglia Spider, 1938
all Italian of which fifty-one had reached the finishing post at
[]
Brescia by the end of the race. The first Mille Miglia covered
1,618km, corresponding to just over 1,005 modern miles.[] Entry was strictly restricted to unmodified production
cars, and the entrance fee was set at the nominal level of 1 lira.[] The winner, Giuseppe Morandi,[] completed the
course in just under 21 hours 5 minutes, averaging nearly 78km/h (48mph) in his 2-litre OM;[] Brescia based OM
swept the top three places.
Tazio Nuvolari won the 1930 Mille Miglia in an Alfa Romeo 6C. Having started after his team-mate and rival
Achille Varzi, Nuvolari was leading the race but was still behind Varzi (holder of provisional second position) on the
road. In the dim half-light of early dawn Nuvolari tailed Varzi with his headlights off, thereby not being visible in
the latter's rear-view mirrors. He then overtook Varzi on the straight roads approaching the finish at Brescia, by
pulling alongside and flicking his headlights on.
The event was usually dominated by local Italian drivers and
marques, but three races were won by foreign cars. The first one
was in 1931, when German driver Rudolf Caracciola (famous in
Grand Prix racing) and riding mechanic Wilhelm Sebastian won
with their big supercharged Mercedes-Benz SSKL, averaging for
the first time more than 100km/h (63mph)[] in a Mille Miglia.
Caracciola had received very little support from the factory due to
the economic crisis at that time. He did not have enough
mechanics to man all necessary service points. After performing a
pit stop, they had to hurry across Italy, cutting the triangle-shaped
course short in order to arrive in time before the race car.
The Alfa Romeo 8C 2900B MM that won the 1938

Mille Miglia driven by Clemente Biondetti. Simeone
Foundation Automotive Museum, Philadelphia, USA.
The race was briefly stopped by Italian leader Benito Mussolini after an accident in 1938 killed a number of
spectators. When it resumed in 1940 during war time, it was dubbed the Grand Prix of Brescia, and held on a 100km
(62mi) short course in the plains of Northern Italy that was lapped nine times.
This event saw the debut of the first Enzo Ferrari owned marque AAC (Auto Avio Costruzioni) (with the Tipo 815).
Despite being populated (due to the circumstances even more than usual) mainly by Italian makers, it was the
aerodynamically improved BMW 328 driven by Germans Huschke von Hanstein/Walter Bumer that won the
high-speed race at an all-time high average of 166km/h (103mph).
Mille Miglia
Post World War II

The Italians continued to dominate their race after the war, now again on a single big lap through Italy. Mercedes
made another good effort in 1952 with the underpowered Mercedes-Benz 300 SL Gullwing, scoring second with the
German crew Karl Kling/Hans Klenk that later in the year would win the Carrera Panamericana. Caracciola, in a
comeback attempt, was fourth.
Few other non-Italians managed podium finishes in the 1950s, among them Juan Manuel Fangio, Peter Collins and
Wolfgang von Trips. From 1953 until 1957 the Mille Miglia was also a round of the World Sports Car
championship. In 1955, Mercedes made another attempt at winning the MM, this time with careful preparation and a
more powerful car, the Mercedes-Benz 300 SLR which was based on the Formula One car (Mercedes-Benz W196),
entirely different from their sports cars carrying name Mercedes-Benz 300 SL.
Both young German Hans Herrmann (who had a remarkable previous efforts with Porsche) and Briton Stirling Moss
relied on the support of navigators while Juan Manuel Fangio (car #658) preferred to drive alone as usual as he
considered road races dangerous since his co-pilot was killed in South America. Karl Kling also drove alone, in the
fourth Mercedes, #701.
Similar to his teammates, Moss and his navigator, motor race journalist Denis Jenkinson, ran a total of six
reconnaissance laps beforehand, enabling "Jenks" to make course notes (pace notes) on a scroll of paper 18ft
(540cms) long that he read from and gave directions to Moss during the race by a coded system of 15 hand signals.
Although this undoubtedly helped them, Moss's innate ability was clearly the predominant factor. Indeed, it should
be noted that Moss was competing against drivers with a large amount of local knowledge of the route, so the
reconnaissance laps were considered an equaliser, rather than an advantage.
Car #704 with Hans Herrmann and Hermann Eger was said to be fastest in the early stages, though. Herrmann
already had a remarkable race in 1954, when the gate on a railroad crossing were lowered in the last moment before
the fast train to Rome passed. Driving a very low Porsche 550 Spyder, Herrmann decided it was too late for a brake
attempt anyway, knocked on the back of the helmet of his navigator Herbert Linge to make him duck, and they
barely passed below the gates and before the train, to the surprise of the spectators. Herrmann was less lucky in 1955
as he had to abandon the race after a brake failure. Kling crashed also.
After 10 h 07' 48", Moss/Jenkinson arrived in Brescia in their Mercedes-Benz 300 SLR with the now famous #722,
setting the event record at an average of 157.650km/h (97.96mph) which was fastest ever on this 1,597km (992mi)
variant of the course, not to be beaten in the remaining two years. Fangio arrived a few minutes later in the #658 car,
but having started 24 min earlier, it actually took him about 30 minutes longer, having engine problems at Pescara,
through Rome and by the time Fangio reached Florence, a fuel injection pipe had broken and he was running on 7
cylinders.[2]
138
Mille Miglia
139
The end
The race was banned after two fatal crashes. The first was the crash of
a 4.2-litre Ferrari 335 S in 1957 that took the lives of the Spanish
driver Alfonso de Portago, his co-driver/navigator Edmund Nelson,
and nine spectators, at the village of Guidizzolo.[] The car supposedly
landed on top of Portago and Nelson cutting them in half. Five of the
spectators killed were children, all of whom were standing along the
race course. Portago desperately wanted to win this race and waited too
long to make a tire change. The crash was caused by a worn tire. The
manufacturer was blamed and sued for this, as was the Ferrari team.
Memorial to victims of Mille Miglia where the
fatal crash happened
A second car crash in Brescia took the life of Joseph Gttgens. He was
driving a Triumph TR3.
From 1958 to 1961, the event resumed as a rallying-like round trip at legal speeds with a few special stages driven at
full speed, but this was discontinued also.
Since 1977, the name was revived as the Mille Miglia Storica, a parade for pre-1957 cars that takes several days,
which also spawned the 2007 documentary film Mille Miglia - The Spirit of a Legend.
From 1927 to 1957, the race took the lives of a total of 56 people.[3]
Mille Miglia winners

Year
Drivers
Car
1927
Ferdinando Minoia
Giuseppe Morandi
OM 665 S
1928
Giuseppe Campari
Giulio Ramponi
Alfa Romeo 6C 1500 Sport Spider Zagato
1929
Giuseppe Campari
Giulio Ramponi
Alfa Romeo 6C 1750 SS Spider Zagato
1930
Tazio Nuvolari
Battista Guidotti
Alfa Romeo 6C 1750 GS Spider Zagato
1931
Rudolf Caracciola
Wilhelm Sebastian
Mercedes-Benz SSK
1932
Baconin Borzacchini
Amedeo Bignami
Alfa Romeo 8C 2300 Spider Touring
1933
Tazio Nuvolari
Decimo Compagnoni
Alfa Romeo 8C 2300 Spider Zagato
1934
Achille Varzi
Amedeo Bignami
Alfa Romeo 8C 2600 Monza Spider Brianza
1935
Carlo Maria Pintacuda Alfa Romeo 8C 2900 Tipo B

Alessandro Della Stufa
1936
Antonio Brivio
Carlo Ongaro
1937
Carlo Maria Pintacuda Alfa Romeo 8C 2900A

Paride Mambelli
1938
Clemente Biondetti
Aldo Stefani
Alfa Romeo 8C 2900A
Alfa Romeo 8C 2900B Spider MM Touring
Mille Miglia
140
1939
1940
no race held
Huschke von Hanstein BMW 328 Berlinetta Touring
Walter Baumer
1941-46 no races held

1947
Clemente Biondetti
Emilio Romano
Alfa Romeo 8C 2900 B Berlinetta Touring
1948
Clemente Biondetti
Giuseppe Navone
Ferrari 166 S Coupe Allemano
1949
Clemente Biondetti
Ettore Salani
Ferrari 166 MM Barchetta Touring
1950
Giannino Marzotto
Marco Crosara
Ferrari 195 S Berlinetta Touring
1951
Luigi Villoresi
Pasquale Cassani
Ferrari 340 America Berlinetta Vignale
1952
Giovanni Bracco
Alfonso Rolfo
Ferrari 250 S Berlinetta Vignale
1953
Giannino Marzotto
Marco Crosara
Ferrari 340 MM Spider Vignale
1954
Alberto Ascari
Lancia D24 Spider
1955
Stirling Moss
Denis Jenkinson
Mercedes-Benz 300 SLR
1956
Eugenio Castellotti
Ferrari 290 MM Spider Scaglietti
1957
Piero Taruffi
Ferrari 315 Sport
Name usage
Owner of trademark logo of Mille Miglia is the Automobile Club Brescia [4].
Mille Miglia is also the name of Alitalia's frequent flyer program.
Mille Miglia is also the name of a jacket, named after the race, inspired by the 1920s racewear and designed by
Massimo Osti for his CP Company clothing label. The garment features goggles built into the hood and originally
had a small circular window in the sleeve enabling the wearer to see their watch. The jackets have been produced for
a long period and are still popular with British football casuals.
As a sponsor and timekeeper of the Storica event, the event has lent its name and its trademark logo to Chopard for a
series of sport watches. For promotions Chopard uses photographs from the event by photographer Giacomo Bretzel.
Mille Miglia Red is the name for a color used by Chevrolet on its Corvette models. The color was offered between
1972 and 1975.[5]
In 1982 the Mille Miglia endurance race was revived as a road rally event.
Mille Miglia
141
Mille Miglia Storica results

1977 : Hepp / Bauer - Alfa Romeo RLSS - 1927
1982 : Bacchi / Montanari - O.S.C.A MT 4 - 1956
1984 : Palazzani / Campana - Stanguellini 1100 S 1947
1986 : Schildbach / Netzer - Mercedes-Benz SSK 1929
1987 : Nannini / Marin - Maserati 200 SI - 1957
1988 : Rollino / Gaslini - Fiat 1100 S MM - 1948
1989 : Valseriati / Favero - Mercedes-Benz 300 SL 1955
1990 : Agnelli / Cavallari - Cisitalia 202 SC - 1950
Bandini 750 sport siluro in Mille Miglia 2006
1991 : Panizza / Pisanelli - Renault 750 Sport - 1954

1992 :
Can / Galliani - BMW 507 - 1957
1993 : Vesco / Bocelli - Cisitalia 202 SC - 1948
1994 :
Can / Galliani - Lancia Aurelia B 20 1957
1995 : Ferrari / Salza - Abarth 750 Zagato - 1957
1996 :
Can / Galliani - BMW 328 MM - 1937
1997 : Valseriati / Sabbadini - Mercedes-Benz 300

SL Pr - 1952
1998 :
1999 :
Can / Auteri - Ferrari 340 MM - 1953
2000 :
2001 : Sisti / Bernini - Healey Silverstone - 1950

2002 :
1940
Can / Galliani - BMW 328 Touring -
2003 :
1923
Sielecki / Hervas - Bugatti T 23 Brescia -
2004 :
1939
Can / Galliani - BMW 328 MM Coup -
2005 :
S - 1928
Viaro / De Marco - Alfa Romeo 6C 1500
2006 :
1939
Can / Galliani - BMW 328 MM Coup -
2007 :
Viaro / Bergamaschi - Alfa Romeo 6C
1500 Super Sport - 1928
Marx/Don with Alfa Romeo 6C 1750 Gran Sport in 2008 Mille

Miglia.
Mika Hkkinen and Juan Manuel Fangio II in 2011 Mille Miglia.
2008 :
Luciano and Antonio Viaro - Alfa Romeo
6C 1500 Super Sport - 1928
2009 :
Ferrari / Ferrari - Bugatti Type 37 -1927
2010 :
Can / Galliani - BMW 328 MM Coup - 1939
2011 :
Giordano Mozzi / Stefania Biacca - Aston Martin Le Mans -1933
2012 :
Scalise Claudio / Claramunt Daniel - Alfa Romeo 6C 1500 Gran Sport "Testa Fissa" - 1933
Mille Miglia
References
[1] http:/ / www. 1000miglia. eu
[4] http:/ / www. brescia. aci. it
External links
http://www.1000miglia.eu/
Mille Miglia Museum, Brescia (http://www.museomillemiglia.it/defaulten.aspx)
142
Petit Le Mans
143
Petit Le Mans
Petit Le Mans

Venue
Road Atlanta
Corporate sponsor
Mazda
First race
1998
First ALMS race
1999
Distance
1,000mi (1,600km)
Laps
394
Duration
1,000.76 mi. (1,610.57 km) or 10 hrs.
Most wins (driver)
Rinaldo Capello (5)
Most wins (team)
Audi Sport North America (6)
Most wins (manufacturer) Audi (9)
The Petit Le Mans (French for little Le Mans) is a sports car endurance race held annually at Road Atlanta in
Braselton, Georgia, USA. It uses the rules established for the 24 hours of Le Mans by the Automobile Club de
l'Ouest (ACO), which are slightly modified if necessary, mainly to allow additional cars to compete.
The race was founded by Road Atlanta owner Don Panoz and first run on October 10, 1998 as part of the IMSA
season. The 1999 edition was one of the original events of the American Le Mans Series. The 2010 and 2011
editions were also part of the Intercontinental Le Mans Cup, but the 2012 race for the brand-new World Endurance
Championship was dropped in favour of Bahrain. This caused a lot of controversy after the calendar was published.
The Petit Le Mans covers a maximum of 1,000 miles (1,600km) (which is approximately 394 laps) or a maximum
of 10 hours, whichever comes first; only once, in the rain-stopped 2009 race, has the leading team failed to complete
1,000 miles (1,600km). In addition to the overall race, teams of two or three drivers per car compete for class
victories in different categories, divided into Le Mans prototypes and grand tourers. Class winners of this event
receive an automatic invitation to the following year's 24 Hours of Le Mans, however in 2012 this was removed
from the regulations.
Rinaldo Capello holds the record of most race wins, having won in 2000, 2002, 2006, 2007 and 2008.
Petit Le Mans
144
Winners
Year
Class
1998 LMP1
WSC
Winning Drivers
Team
Chassis-Engine
Eric van de Poele

Wayne Taylor
Emmanuel Collard
Doyle-Risi Racing
Ferrari 333 SP
LMGT1
GT1
Thierry Boutsen
Bob Wollek
Ralf Kelleners
Champion Racing
Porsche 911 GT1 Evo
LMGT2
GT2
Michel Ligonnet
Lance Stewart
Freisinger Motorsport
Porsche 911 GT2
GT3
Peter Argetsinger
Richard Polidori
Angelo Cilli
Team A.R.E.
Porsche 911 Carrera RSR
1999 LMP
David Brabham
ric Bernard
Andy Wallace
Panoz Motor Sports
Panoz LMP1-Ford
GTS
Olivier Beretta
Karl Wendlinger
Marc Duez
Viper Team Oreca
Dodge Viper GTS-R
GT
Dirk Mller
Sascha Maassen
Cort Wagner
Manthey Racing
Porsche 911 GT3-R
Allan McNish
Rinaldo Capello
Michele Alboreto
Audi Sport North America
Audi R8
GTS
Andy Pilgrim
Kelly Collins
Franck Fron
Corvette Racing
Chevrolet Corvette C5-R
GT
Sascha Maassen
Bob Wollek
Dick Barbour Racing
Porsche 911 GT3-R
2001 LMP900
Frank Biela
Emanuele Pirro
Audi R8
LMP675
Scott Maxwell
Milka Duno
John Graham
Dick Barbour Racing
Reynard 01Q-Judd
GTS
Andy Pilgrim
Kelly Collins
Franck Fron
Corvette Racing
GT
Hans-Joachim Stuck
Boris Said
Bill Auberlen
Prototype Technology Group
BMW M3 GTR
2000 LMP
Petit Le Mans
145
2002 LMP900
Tom Kristensen
Rinaldo Capello
Audi R8
LMP675
Jon Field
Duncan Dayton
Michael Durand
Intersport Racing
MG-Lola EX257
GTS
Ron Fellows
Johnny O'Connell
Oliver Gavin
Corvette Racing
GT
Lucas Luhr
Sascha Maassen
Alex Job Racing
Porsche 911 GT3-RS
2003 LMP900
JJ Lehto
Johnny Herbert
ADT Champion Racing
Audi R8
Jon Field
Duncan Dayton
Larry Connor
Intersport Racing
Lola B01/60-Judd
Prodrive
Ferrari 550-GTS Maranello
Timo Bernhard
Jrg Bergmeister
Romain Dumas
Alex Job Racing
Porsche 911 GT3-RS
Marco Werner
JJ Lehto
ADT Champion Racing
Audi R8
LMP2
Clint Field
Robin Liddell
Milka Duno
Intersport Racing
Lola B2K/40-Judd
GTS
Olivier Beretta
Oliver Gavin
Jan Magnussen
Corvette Racing
GT
Timo Bernhard
Jrg Bergmeister
Sascha Maassen
Alex Job Racing
Porsche 911 GT3-RSR
Frank Biela
Emanuele Pirro
ADT Champion Racing
Audi R8
LMP2
Jon Field
Clint Field
Liz Halliday
Intersport Racing
Lola B05/40-AER
GT1
Olivier Beretta
Oliver Gavin
Jan Magnussen
Corvette Racing
Chevrolet Corvette C6.R
GT2
Patrick Long
Jrg Bergmeister
Petersen/White Lightning Racing Porsche 911 GT3-RSR
LMP675
GTS
GT
2004 LMP1
2005 LMP1
Alain Menu
Peter Kox
Tom Enge
Petit Le Mans
146
2006 LMP1
Rinaldo Capello
Allan McNish
Audi R10 TDI
LMP2
Sascha Maassen
Timo Bernhard
Emmanuel Collard
Penske Racing
Porsche RS Spyder
GT1
Darren Turner
Tom Enge
Aston Martin Racing
Aston Martin DBR9
GT2
Jrg Bergmeister
Patrick Long
Niclas Jnsson
Petersen/White Lightning Racing Porsche 911 GT3-RSR
Allan McNish
Rinaldo Capello
Audi R10 TDI
LMP2
Timo Bernhard
Romain Dumas
Patrick Long
Penske Racing
Porsche RS Spyder
GT1
Oliver Gavin
Olivier Beretta
Max Papis
Corvette Racing
GT2
Johannes van Overbeek

Jrg Bergmeister
Marc Lieb
Flying Lizard Motorsports
Porsche 911 GT3-RSR
Allan McNish
Rinaldo Capello
Emanuele Pirro
Audi R10 TDI
LMP2
Ryan Briscoe
Hlio Castroneves
Penske Motorsports, Inc
Porsche RS Spyder
GT1
Johnny O'Connell
Jan Magnussen
Ron Fellows
Corvette Racing
GT2
Jaime Melo
Mika Salo
Risi Competizione
Ferrari F430GT
Franck Montagny
Stphane Sarrazin
Team Peugeot Total
Peugeot 908 HDi FAP
LMP2
Butch Leitzinger
Marino Franchitti
Ben Devlin
Dyson Racing Team
Lola B08/86-Mazda
GT2
Jaime Melo
Pierre Kaffer
Mika Salo
Risi Competizione
Ferrari F430GT
2007 LMP1
2008 LMP1
2009 LMP1
Petit Le Mans
147
2010 LMP1
Franck Montagny
Stphane Sarrazin
Pedro Lamy
Team Peugeot Total
Peugeot 908 HDi FAP
LMP2
David Brabham
Simon Pagenaud
Marino Franchitti
Patrn Highcroft Racing
HPD ARX-01C
LMPC
Scott Tucker
Burt Frisselle
Marco Werner
Level 5 Motorsports
Oreca FLM09-Chevrolet
GT2
Oliver Gavin
Jan Magnussen
Emmanuel Collard
Corvette Racing
GTC
Henri Richard
Duncan Ende
Andy Lally
TRG
Porsche 997 GT3 Cup
2011 LMP1
Franck Montagny
Stphane Sarrazin
Alexander Wurz
Peugeot Sport Total
Peugeot 908
LMP2
Scott Tucker
Christophe Bouchut
Joo Barbosa
Level 5 Motorsports
HPD ARX-01g
LMPC
Ken Dobson
Henri Richard
Ryan Lewis
PR1 Mathiasen Motorsports
GT
Giancarlo Fisichella
Gianmaria Bruni
Pierre Kaffer
AF Corse
Ferrari 458 Italia GTC
GTE
Am
Tracy Krohn
Niclas Jnsson
Michele Rugolo
Krohn Racing
Ferrari F430 GTE
GTC
Tim Pappas
Jeroen Bleekemolen
Sebastiaan Bleekemolen
Black Swan Racing
Porsche 997 GT3 Cup
2012 P1
Neel Jani
Nicolas Prost
Andrea Belicchi
Rebellion Racing
Lola B12/60-Toyota
P2
Scott Tucker
Christophe Bouchut
Luis Daz
Level 5 Motorsports
HPD ARX-03b
PC
Alex Popow
Ryan Dalziel
Mark Wilkins
CORE Autosport
GT
Scott Sharp
Johannes van Overbeek
Toni Vilander
Extreme Speed Motorsports
Ferrari 458 Italia GT2
GTE Am
Raymond Narac
Nicolas Armindo
Anthony Pons
IMSA Performance Matmut
Porsche 997 GT3-RSR
GTC
Henrique Cisneros
Mario Farnbacher
Jakub Giermaziak
NGT Motorsport
Porsche 997 GT3 Cup
Petit Le Mans
148
Overall winners
Drivers
Rank
Driver
Wins
Years
Rinaldo Capello
2000, 2002, 2006-2008
Allan McNish
2000, 2006-2008
Emanuele Pirro
2001, 2005, 2008
Franck Montagny
2009-2011
Stphane Sarrazin
2009-2011
2
Frank Biela
2001, 2005
2003-2004
JJ Lehto
Makes
Rank
Maker
Wins
Years
Audi
2000-2008
Peugeot 3
2009-2011
Ferrari
1998
Ford
1999
Lola
2012
Series association
Year
Championship
1998 IMSA GT Championship

1999 American Le Mans Series
2001 American Le Mans Series, European Le Mans Series
2010 American Le Mans Series, Intercontinental Le Mans Cup
2011 American Le Mans Series, Intercontinental Le Mans Cup
2012 American Le Mans Series, European Le Mans Series
Petit Le Mans
149
External links
Petit Le Mans [1]
American Le Mans Series Website [2]
References
[1] http:/ / www. roadatlanta. com/ ev_petit. lasso
[2] http:/ / www. americanlemans. com/
Targa Florio
150
Targa Florio
Targa Florio
Category
Endurance
Country
TourofIslandofSicily,Italy
Inaugural season
1906
Folded
1977
Last Drivers' champion
RaffaeleRestivo,
AlfonsoMerendino
Last Constructors' champion
ChevronB36BMW
The Targa Florio was an open road endurance

automobile race held in the mountains of Sicily near
Palermo. Founded in 1906, it was the oldest sports car
racing event, part of the World Sportscar Championship
between 1955 and 1973. While the first races consisted of
a whole tour of the island, the track length in the race's
last decades was limited to the 72 kilometres (45mi) of
the Circuito Piccolo delle Madonie, which was lapped
11 times.
After 1973, it was a national sports car event until it was
discontinued in 1977 due to safety concerns. It has since
been run as a rallying event, and is part of the Italian
Rally Championship.
Alessandro Cagno (1883-1971), winner of first Targa Florio in

1906. Pictured at 1907 event.
History
The race was created in 1906 by the wealthy pioneer race
driver and automobile enthusiast, Vincenzo Florio, who had
started the Coppa Florio race in Brescia, Lombardy in 1900.
One of the toughest competitions in Europe, the first Targa
Florio covered 3 laps equalling 277 miles (446km) through
multiple hairpin curves on treacherous mountain roads, at
heights where severe changes in climate frequently
occurred. Alessandro Cagno won the inaugural 1906 race in
nine hours, averaging 30 miles per hour (50km/h).
Vincenzo Trucco, winner of the 1908 Targa Florio driving an

Isotta Fraschini
today's F1.
By the mid-1920s, the Targa Florio had become one of

Europe's most important races, as neither the 24 Hours of
Le Mans nor the Mille Miglia had been established yet.
Grand Prix races were still isolated events, not a series like
Targa Florio
The wins of Mercedes (not yet merged with Benz) in the

1920s made a big impression in Germany, especially that of
German Christian Werner in 1924, as he was the first
non-Italian winner since 1920. Rudolf Caracciola repeated a
similar upset win at the Mille Miglia a couple of years later.
In 1926, Eliska Junkova, one of the great female drivers in
Grand Prix motor racing history, became the first woman to
ever compete in the race.
In 1953, the FIA World Sportscar Championship was
introduced. The Targa became part of it in 1955, when
Vincenzo Lancia driving a Fiat 50 hp in 1908 Targa Florio,
Mercedes had to win 1-2 with the Mercedes-Benz 300 SLR
finished 2nd.
in order to beat Ferrari for the title. They had missed the
first two of the 6 events, Buenos Aires and the 12 Hours of Sebring, where Ferrari, Jaguar, Maserati and Porsche
scored. Mercedes appeared at and won in the Mille Miglia, then pulled out of Le Mans as a sign of respect for the
victims of the 1955 Le Mans disaster, but won the Tourist Trophy at Dundrod. Stirling Moss/Peter Collins and Juan
Manuel Fangio/Karl Kling finished minutes ahead of the best Ferrari and secured the title.
Course variants
Several versions of the track were used. It started with a single lap of a 148km (92mi) circuit from 1906-1911 and
1931. From 1912 to 1914 a tour around the perimeter of Sicily was used, with a single lap of 975 kilometres
(606mi), lengthened to 1,080 kilometres (670mi) from 1948 to 1950. The 148km "Grande" circuit was then
shortened twice, the first time to 108km (67mi), the version used from 1919-1930, and then to the 72km (45mi)
circuit used from 1932 to 1936 and 1951 to 1977.
The start and finish took place at Cerda. The counter-clockwise lap lead from Caltavuturo and Collesano from an
altitude over 600 metres (1,970ft) down to sea level, where the cars raced from Campofelice di Roccella on the
Buonfornello straight along the coast, a straight over 6km (3.7mi) longer than the Mulsanne straight at the Circuit
de la Sarthe in Le Mans. The longest version of the circuit went south through Caltavuturo (whereas the shortest
version of the open-road circuit went east just before entry into Caltavuturo, through a mountainous section directly
to Collesano) through an extended route through elevation changes, and swept through the nearby towns of
Castellana and Sottana, twisting around mountains up to the town of Castelbuono and rejoined the most recent
version of the track at Collesano. The second version of the track also went south through Caltavuturo and took a
shortcut starting right before Castellana to Collesano via the town of Polizzi Generosa. There was a closed circuit
called Favorita Park used from 1937-1940.
Lap speeds
Like a rally event, the race cars were started one by one every two minutes for a time trial, as a start from a full grid
was not possible on the tight and twisty roads.
Helmut Marko set the lap record in 1972 in an Alfa Romeo 33TT3 at 33 min 41 s at an average of 128.253km/h
(79.693mph) during an epic charge where he made up 2 minutes on Arturo Merzario and his Ferrari 312PB.[] The
fastest ever was Leo Kinnunen in 1970, lapping in the Porsche 908/3 at 128.571km/h (79.890mph) or 33 min 36
seconds flat.[]
Due to the track's length, drivers practised in the week before the race in public traffic, often with their race cars
fitted with license plates. Porsche factory drivers even had to watch onboard videos, a sickening experience for
some. The lap record for the 146km "Grande" circuit was 2 hours 3 min 54.8 seconds set by Achille Varzi in a
Bugatti Type 51 at the 1931 race at an average speed of 70.7km/h (43.931mph).[1] The lap record for the 108km
151
Targa Florio
"Medio" circuit was 1 hour 21 min 21.6 seconds set by Varzi in an Alfa Romeo P2 at an average speed of
79.642km/h (49.487mph) at the 1930 race.[2] The fastest completion around the short version of the island tour was
done by Ernesto Ceirano in a SCAT at the 1914 race, completed in 16 hours, 51 minutes and 31.6 seconds from May
2425, 1914.[3] The fastest completion of the long version of the island tour was by Mario and Franco Bornigia in an
Alfa Romeo 8C 2500, completed in 12 hours, 26 minutes and 33 seconds flat at the 1950 race at an average speed of
86.794km/h (53.931mph).[4]
1970s, Safety and demise

In the late 1960s and early 1970s, race cars with up to 600hp (450kW) such as Nino Vaccarella's Ferrari 512S raced
through small mountain villages while spectators sat or stood right next to, or even on, the road. Porsche, on the
other hand, did not race its big Porsche 917, but rather the nimble Porsche 908/03 Spyders.
Due to safety concerns, especially by Helmut Marko, who called the race "totally insane", the last Targa Florio as a
World Sportscar Championship race was run in 1973; where during this event it became impossible to retain its
international status after a number of horrendous and 2 fatal accidents at the event; one which privateer Charles
Blyth crashed his Lancia Fulvia HF into a trailer at the end of the Buonfornello straight and was killed; and another
where an Italian driver crashed his Alpine-Renault into a group of spectators, killing one. There were several other
accidents during practice for the 1973 event in which a total of seven spectators sustained injuries. In that year, even
a Porsche 911 won as the prototypes such as Jacky Ickx's Ferrari suffered crashes or other troubles. The Targa was
continued as a national event for some years, before a crash in 1977 which killed 2 spectators and seriously injured 5
others (including the driver) sealed its fate. The 1977 race was forcibly taken over by local police and was stopped
on the 4th lap, and it also saw 2 other drivers having serious accidents; one of them was critically injured, but
survived. Since 1978, it has run as a rallying event.
Although the Targa Florio was an open road rally-type race that took place on Sicilian mountain roads with (aside
from straw bales and weak guardrails at some of the turns, the latter were installed by the island's government)
practically no safety features, only 9 people- including spectators- died at the event over the 71 year and 61 race
history using a total of 6 circuit configurations. This amount is relatively small compared to other open road races,
like the Mille Miglia, where over a period of 30 years and 24 races, 56 people lost their lives and the Carrera
Panamericana, where over a period of 5 years and 5 races, 25 people were killed. This is probably due to the fact that
the mountain roads were extremely twisty and average speeds never reached even 80mph even up to the final years
of the race's history, even with the very long straight at the northernmost of the track.
Legacy
After winning the race several times, Porsche named the convertible version of the 911 after the Targa. The name
targa means plaque or plate, see targa top.
The Australian-made Leyland P76 had a special version named Targa Florio named to commemorate victory by
journalist-rallyist Evan Green on a Special Stage of the 1974 London-Sahara-Munich World Cup Rally which was
held on the Targa Florio course.[5]
Since 1992 the event has lent its name to a modern recreation, staged half-a-world away in the form of the famous
road rally Targa Tasmania held on the island state of Tasmania, found off the Southern coast of Australia. There are
also the Targa New Zealand since 1995, and the Targa Newfoundland since 2002.
152
Targa Florio
153
Winners
[6]
A selection of race winners
Jean Porporato finishing fourth at the 1908 race

with Berliet.
Alfa Romeo RL TF - winner in 1923.
Albert Divo at the 1929 Targa Florio with

Bugatti Type 35C.
Targa Florio
154
Alfa Romeo 8C winner in 1931, 1932 et

1933.
Maserati 6CM - winner in 1937-1939
Ferrari 166MM Barchetta, similar to 1948 winner driven by Clemente Biondetti

and Igor Troubetzkoy
Mercedes-Benz 300 SLR similar to the 1955 winner driven by Stirling

Moss and Peter Collins
Targa Florio
155
Porsche 904 similar to 1964 winner of Colin Davis and

Antonio Pucci
Porsche 908/3 similar to the one driven by Jo Siffert and Brian

Redman in 1970
Porsche 911 Carrera RSR driven by Herbert Mller et Gijs van

Lennep in 1973
Lancia Stratos Turbo
Targa Florio
156
Year
Winner
Car
Time
Distance Speed Laps

(km)
(km/h)
Course Variant
1906
Alessandro Cagno
Itala 35/40 HP
9:32:22
446.469 46.80
1907
Felice Nazzaro
Fiat 28/40 HP
8:17:36
446.469 53.83
1908
Vincenzo Trucco
Isotta Fraschini
7:49:26
446.469 57.06
1909
Francesco Ciuppa
SPA
2:43:19
148.823 54.67
1910
Tullio Cariolato
Franco Automobili
6:20:47
297.646 46.90
1911
Ernesto Ceirano
SCAT
9:32:22
446.469 46.80
1912
Cyril Snipe
SCAT 25/35
24:37:19
979.000 41.44
1913
Felice Nazzaro
Nazzaro Tipo 2
19:18:40
979.000 50.70
1914
Ernesto Ceirano
SCAT 22/32
16:51:31
979.000 58.07
1919
Andr Boillot
Peugeot EXS
7:51.01.8
432
55
1920
Guido Meregalli
Nazzaro GP
8:27.23.8
432
50.924
1921
Giulio Masetti
Fiat 451
7:25'05.2
432
58.236
1922
Giulio Masetti
Mercedes GP/14
6:50.50.2
432
63.091
1923
Ugo Sivocci
Alfa Romeo RL Targa Florio
7:18.00.2
432
59.177
1924
Christian Werner
Mercedes PP
6:32.37.2/5 432
66.010
1925
Bartolomeo Costantini Bugatti T35
7:32.27.2
540
71.609
1926
Bartolomeo Costantini Bugatti T35T
7:20.45.0
540
73.507
1927
Emilio Materassi
Bugatti T35C
7:35.55.4
540
71.065
1928
Albert Divo
Bugatti T35B
7:20.56.6
540
73.478
1929
Albert Divo
Bugatti T35C
7:15'41.7
540
74.366
1930
Achille Varzi
Alfa Romeo P2
6:55.16.6
540
78.010
1931
Tazio Nuvolari
Alfa Romeo 8C-2300 Monza
9:00'27.0
584
64.834
Grande Circuit (146km)
1932
Tazio Nuvolari
7:15.50.6
574
79.296
Piccolo Circuit (72km)
1933
Antonio Brivio
7:15.50.6
504
76.729
1934
Achille Varzi
Alfa Romeo Tipo-B P3
6:14'26.8
432
69.222
1935
Antonio Brivio
Alfa Romeo Tipo-B P3
2:08.47.2
432
80.010
1936
Constantino Magistri
Lancia Augusta
6:14'26.8
144
67.088
1937
Giulio Severi
Maserati 6CM
2:55'49.0
315.6
107.704 60
1938
Giovanni Rocco
Maserati 6CM
1:30'04.6
171.6
114.303 30
1939
Luigi Villoresi
Maserati 6CM
1:40.15.4
228
136.445 40
1940
Luigi Villoresi
Maserati 4CL
1:36.08.6
228
142.288 40
1948
Clemente Biondetti
Igor Troubetzkoy
Ferrari 166
12:12'00.0
1080
88.866
1949
Clemente Biondetti
Aldo Benedetti
Ferrari 166 SC
13:15.09.4
1080
81.494
1950
Mario Bornigia
Giancarlo Bornigia
Alfa Romeo 6C 2500 Competizione
12:26.33.0
1080
86.794
Grande Circuit (146km)
Island Tour (short) (979km)
Media Circuit (108km)
Favorita Park (5.26km)
Island Tour (long) (1080km)
Targa Florio
157
1951
Franco Cortese
Frazer Nash
7:31.04.8
576
76.631
1952
Felice Bonetto
Lancia Aurelia B20
7:11.58.0
576
76.631
1953
Umberto Maglioli
Lancia D20 3000
7:08.35.8
576
80.635
1954
Piero Taruffi
Lancia D 24
6:24.18.0
576
89.930
1955
Stirling Moss
Peter Collins
Mercedes-Benz 300 SLR
9:43.14.0
936
96.290
13
1956
Porsche 550
Umberto Maglioli
Huschke von Hanstein
7:54.52.6
720
90.770
10
1957
Fabio Colona
Fiat 600
359
1958
Luigi Musso
Olivier Gendebien
Ferrari 250 TR
10:37.58.1
1008
94.801
14
1959
Edgar Barth
Wolfgang Seidel
Porsche RSK
11:02.21.8
1008
91.309
14
1960
Jo Bonnier
Hans Herrmann
Graham Hill
Porsche RS60
7:33.08.2
720
95.320
10
1961
Wolfgang von Trips

Olivier Gendebien
Ferrari Dino 246 SP
6:57.39.4
720
103.433 10
1962
Willy Mairesse
Ricardo Rodriguez
Olivier Gendebien
Ferrari Dino 246 SP
7:02'56.3
720
102.143 10
1963
Jo Bonnier
Carlo Maria Abate
Porsche 718 GTR
6:55.45.1
720
109.908 10
1964
Colin Davis
Antonio Pucci
Porsche 904 GTS
7:10.53.3
720
100.258 10
1965
Nino Vaccarella
Lorenzo Bandini
Ferrari 275 P2
7:01:12.4
720
102.563 10
7:16:32.6
720
98.910
6:37.01.0
720
108.812 10
1966
Willy Mairesse
Herbert Mller
[7]
Porsche Carrera 6
[8]
10
1967
Paul Hawkins
Rolf Stommelen
Porsche 910
1968
Vic Elford
Umberto Maglioli
Porsche 907
6:28:47.9
720
111.112 10
1969
Gerhard Mitter
Udo Schtz
Porsche 908/2
6:07:45.3
720
117.469 10
1970
Jo Siffert
Brian Redman
Porsche 908/3
[9]
6:35.30.0
792
120.152 11
1971
Nino Vaccarella
Toine Hezemans
Alfa Romeo 33/3
6:35:46.2
792
120.070 11
1972
Arturo Merzario
Sandro Munari
Ferrari 312PB
6:27:48.0
792
122.537 11
1973
Herbert Mller
Gijs van Lennep
[10] 6:54:20.1
792
114.691 11
Porsche 911 Carrera RSR
Targa Florio
158
[11]
1974
Grard Larrousse
Amilcare Ballestrieri
Lancia Stratos
1975
Nino Vaccarella
Arturo Merzario
Alfa Romeo 33TT12
1976
"Amphicar"*
Armando Floridia
Osella PA4-BMW
1977
Raffaele Restivo
Alfonso Merendino
Chevron B36-BMW
[12]
[]
[]
4:35:02.6
576
114.883 8
4:59:16.7
576
120.895 8
5:43:46.0
576
99.090
2:41:17.0
288
107.140 4
"Amphicar"'s actual name was Eugenio Renna.

Races between 1955 and 1973 were part of the World Championship, with the 1957 race not a race but a regularity
test, following the Mille Miglia accident.
Wins by make
The list below includes all car manufacturers who have attained a
podium. The table does not include the results of the 1957 edition,
which was held as a regularity race.
Porsche 910 2.0 coup driven by Umberto Maglioli and

Udo Schtz in 1967.
Alfa Romeo RL Targa Florio
Targa Florio
159
Ferrari 275 P2
1927-Bugatti T35c driven by Materassi
Maserati 26MM driven by Luigi Fagioli in 1928
Pos.
Brand
1st
2nd 3rd Fastest
place place place laps
Porsche
11
12
Alfa Romeo
10
13
10
Ferrari
Lancia
Bugatti
Maserati
Mercedes-Benz
SCAT
Fiat
Targa Florio
160
10
Nazzaro
11
Itala
12
Osella
13
Peugeot
14
Chevron
15
SPA
16
Franco
17
Isotta Fraschini
17
Frazer-Nash
19
Ballot
19
Cisitalia
19
De Vecchi
22
Osca
23
Aquila Italiana
23
Sigma
25
Lola
26
Abarth
26
Alfa-Maserati-Prete 0
26
Berliet
26
Darracq
26
Diatto
26
Steyr
32
Aston Martin
Further reading
Valenza, Giuseppe (2007). Targa Florio Il Mito: Legenda Editore (Italy). ISBN 7988888165177 .
References
[9] Race report 54th TARGA FLORIO (http:/ / www. imca-slotracing. com/ AS70LM. htm)
[10] Race report TARGA FLORIO (ROUND #6) (http:/ / www. imca-slotracing. com/ LM73. htm)
External links
Targa Florio History (http://www.targaflorio.info)
Targappassionati (http://www.forum-auto.com/sport-auto/theme40/sujet378358.htm)
Results, reports, photos etc. (http://www.targaflorio.info/veloci.htm)
Track maps (http://www.targaflorio.info/circuiti.htm)
Fast laps (http://www.targaflorio.info/stat1.htm)
Porsche at Targa Florio (http://www.porsche.com/all/targaflorio/flash/default.aspx?language=en-us&
market=PCNA&pool=usa&browser=other&instance=345&variant=&section=&bandwidth=dsl)
Targa Florio memorabilia (http://www.classicrallies.com/view_product/61/Targa-Florio-1966)
Targa Florio
Museo Biblioteca Vincenzo Florio a Campofelice di Roccella - www.targaflorio-1906-1977.it (http://www.
targaflorio-1906-1977.it)
http://www.targapedia.com
The full Targa Florio for GrandPrix Legends (http://gplmz.bcsims.com/sub/targa/tf.html)
http://www.amicidellatargaflorio.com
Le Auto. Targa Florio, 1906 1977, Gallery of winners. (http://www.targaflorio-1906-1977.it/paginesommario/
Leauto.htm)
Sport-auto. Gallery of competitors 1906-1977 (http://www.forum-auto.com/sport-auto/histoire-du-sport-auto/
sujet378358-140.htm)
Coordinates:
375652N
134710E
(http:/ / tools. wmflabs. org/ geohack/ geohack.
php?pagename=Targa_Florio&params=37_56_52_N_13_47_10_E_region:IT_type:landmark_source:dewiki)
161
162
Notable endurance racing venues

Daytona
Daytona International Speedway
The Daytona International Speedway Logo.
Location
1801 West International Speedway Blvd, Daytona Beach, Florida 32114
Time zone
GMT-5
Capacity
167,785
Owner
International Speedway Corporation (Leased from Daytona Beach Racing and Recreational Facilities District)
Operator
International Speedway Corporation
Broke ground
1957
Opened
1959
Construction cost $3 million

Architect
Charles Moneypenny
William France Sr.
Major events
NASCAR Sprint Cup Series

Daytona 500
Coke Zero 400
Sprint Unlimited
Budweiser Duel
NASCAR Nationwide Series
DRIVE4COPD 300
Subway Jalapeno 250
NASCAR Camping World Truck Series
NextEra Energy Resources 250
Grand-American Rolex Sports Car Series
Rolex 24 at Daytona
Paul Revere 250
ARCA RE/MAX Series
Lucas Oil Slick Mist 200
AMA Daytona SportBike
Daytona 200
AMA Motocross
Daytona Supercross by Honda
Tri-Oval
Surface
Asphalt
Length
2.5 mi (4 km)
Turns
Banking
31 Turns
18 Tri-oval
2 Back straightaway
Daytona
163
Lap record
0:42.783 (Bill Elliott, Melling Racing, 1987, NASCAR Sprint Cup Series)
Sports Car Course (1959-1983)
Surface
Asphalt
Length
3.81 mi (6.18 km)
Turns
7
Sports Car Course (1984)
Surface
Asphalt
Length
3.87 mi (6.23 km)

Sports Car Course (1985-Present)
Surface
Asphalt
Length
3.56 mi (5.73 km)
Turns
12
Banking
32 in oval turns
18 in tri-oval
Lap record
1:33.875 (P.J. Jones, Toyota Eagle MkIII, 1993, IMSA GTP)

Motorcycle Course
Surface
Asphalt
Length
2.95 mi (4.75 km)
Turns
12
Banking
32 in oval turns
18 in tri-oval
Lap record
1:37.546 (Ben Spies, Suzuki, 2007, AMA Superbike)

Dirt Flat Track
Surface
Dirt
Length
.25 mi (.40 km)
Turns
Banking
Flat
Short Oval
Surface
Asphalt
Length
.40 mi (.64 km)
Turns
Banking
Flat
Lap record
0:20.129 (Nate Monteith, Monteith Racing, 2013, Whelen All-American Series)
Daytona International Speedway is a race track in Daytona Beach, Florida, United States. Since opening in 1959,
it has been the home of the Daytona 500, the most prestigious race in NASCAR. In addition to NASCAR, the track
also hosts races of ARCA, AMA Superbike, Grand-Am, SCCA, and Motocross. The track features multiple layouts
including the primary 2.5 miles (4.0km) high speed tri-oval, a 3.56 miles (5.73km) sports car course, a 2.95 miles
(4.75km) motorcycle course, and a .25 miles (0.40km) karting and motorcycle flat-track. The track's 180-acre
(73ha) infield includes the 29-acre (12ha) Lake Lloyd, which has hosted powerboat racing. The speedway is owned
and operated by International Speedway Corporation.
Daytona
164
The track was built in 1958 by NASCAR founder William France Sr. to host racing that was being held at the former
Daytona Beach Road Course. His banked design permitted higher speeds and gave fans a better view of the cars.
Lights were installed around the track in 1998, and today it is the third largest single lit outdoor sports facility. The
speedway has been renovated three times, with the infield renovated in 2004, and the track repaved in 1978 and
2010. On January 22, 2013, the track unveiled artist depictions of a renovated speedway with five new entrances,
another pedestrian bridge, and an expanded grandstand.[1]
Track history
Construction
NASCAR founder William France Sr. began planning for the track in 1953 as a way to promote the series, which at
the time was racing on the Daytona Beach Road Course.[] France met with Daytona Beach engineer Charles
Moneypenney to discuss his plans for the speedway. He wanted the track to have the highest banking possible to
allow the cars to reach high speeds and to give fans a better view of the cars on track. Moneypenny traveled to
Detroit, Michigan to visit the Ford Proving Grounds which had a high speed test track with banked corners. Ford
shared their engineering reports of the track with Moneypenney, providing the needed details of how to transition the
pavement from a flat straightaway to a banked corner. France took the plans to the Daytona Beach city commission,
who supported his idea and formed the Daytona Beach Speedway Authority.[]
Daytona International Speedway following the

repaving of the track in 2011
The city commission agreed to lease the 447 acres (181ha) parcel
of land adjacent to Daytona Beach International Airport to
France's corporation for $10,000 a year over a 50 year period.
France then began working on building funding for the project and
found support from a Texas oil millionaire, Clint Murchison.
Murchison loaned France $600,000 along with the construction
equipment necessary to build the track. France was also able to
secure funding from Pepsi-Cola, General Motors designer Harley
Earl, a second mortgage on his home and selling 300,000 stock
shares to local residents. Ground broke on construction of the
2.5-mile (4.0km) speedway on November 25, 1957.[]
To build the high banking, crews had to dig out millions[citation

of tons of soil from the track's infield. Because of the high water table in the area, the hole excavated filled
with water to form what is now known as Lake Lloyd, named after Joseph "Sax" Lloyd, one of the original six
members of the Daytona Beach Speedway Authority. (The lake would be stocked with 65,000 fish, and France
would arrange speedboat races on it.)[2] 22 tons of lime mortar had to be brought in to form the track's binding base,
over which asphalt would be laid. Because of the extreme degree of banking, Moneypenney had to come up with a
way to pave the incline. He connected the paving equipment to bulldozers anchored at the top of the banking. This
would allow the paving equipment to pave the banking without slipping or rolling down the incline. Moneypenney
subsequently patented his construction method and later designed Talladega Superspeedway and Michigan
International Speedway. By December 1958, France had begun to run out of money and started relying on race ticket
sales to complete construction.[]
needed]
The course is remarkable, for at least 90% of it, including the infield road racing section, can be seen from any
seat.[3]
The first practice runs on the new track began on February 6, 1959. On February 22, 1959, 42,000 people attended
the inaugural Daytona 500,[] and its finish was as startling as the track itself: Lee Petty beat Johnny Beauchamp in a
photo finish that took three days to adjudicate.[3] When the track opened it was the fastest race track to ever host a
stock car race, until Talladega Superspeedway opened 10 years later.[citation needed] April 4, it would host a 100mi
Daytona
165
(160km) Champ Car event, also, which saw Jim Rathmann beat Dick Rathmann and Rodger Ward, and, with an
average speed 170.26mph (274.01km/h), was at the time the fastest motor race ever.[3] It was also the occasion of
Daytona's first fatality: George Amick, attempting to overtake for third late in the race, hit a wall and was killed.[3]
April 5, a scheduled 1,000km (620mi) sports car event (shortened to 560mi (900km) by darkness) was won by
Roberto Mieres and Fritz d'Orey, who shared a Porsche RSK, which proved more durable than more potent
competition.[3]
Lights were installed around the track in 1998 to run NASCAR's July race, the Coke Zero 400 at night. The track
was the worlds largest single lighted outdoor sports facility until being surpassed by Losail International Circuit in
2008.[citation needed] Musco Lighting installed the lighting system, which took into account glare and visibility for
aircraft arriving and departing nearby Daytona Beach International Airport, and costs about $240 per hour when in
operation.[]
Layouts
Tri-Oval
Map of the speedway
Daytona's tri-oval is 2.5 miles (4.0km) long with 31 banking in the

turns and 18 banking at the start/finish line. The front straight is 3,800
feet (1,200m) long and the back straight (or "superstretch") is 3,000
feet (910m) long. The tri-oval shape was revolutionary at the time as it
greatly improved sight lines for fans. It is one of the two tracks on the
Sprint Cup Series circuit that uses restrictor plates to slow the cars
down due to the high speeds, the other being Talladega
Superspeedway.[]
On July 15, 2010 repaving of the track began. The repaving came almost a year earlier than planned due to the track
coming apart during the 2010 Daytona 500. The project used an estimated 50,000 tons of asphalt to repave 1,400,000
square feet (130,000m2) including the racing surface, apron, skid pads and pit road. Because of good weather, the
project was completed ahead of schedule.[]
On July 5, 2013, Daytona International Speedway will break ground on a new renovation project which will remove
backstretch seating and completely redevelop the front stretch seating. The project, scheduled to completed in
January 2016, is expected to cost between $375 million to $400 million, and will place emphasis on improving fan
experience with five expanded and redesigned fan entrances, as well as wider and more comfortable seating with
more restrooms and concession stands. After the renovations, the track's grandstands will include 101,000 permanent
seats with the ability to increase permanent seating to 125,000.[]
Road courses
The 3.81 miles (6.13km) road course was built in 1959 and first hosted
a three-hour sports car race called the Daytona Continental in 1962.[4]
The race length became 2,000km (1,200mi) in 1964,[5] and in 1966
was extended to a 24-hour endurance race known as the Rolex 24 at
Daytona. It was shortened again, to six hours, in 1972, and cancelled
entirely in 1974.[5]
In 1984[6] and 1985,[7] the layout was modified, reprofiling turns 1 and
2, moving what is now turn 3 closer to its adjacent turns, and adding
the bus stop chicane on the back stretch, resulting in a final length of 3.81 miles (6.13km) for the complete road
course.
Map of the 24-hour road course configuration
Daytona
166
While the more famous 24 Hours of Le Mans is held near the summer
solstice, Daytona's endurance race is held in winter (meaning more of
the race is run at night). The track's lighting system is limited to 20%
of its maximum output for the race to keep cars dependent on their
headlights.[8]
Start of the 2011 Rolex 24 at Daytona
Map of the Moto-Course
In 2005, a second infield road course configuration was constructed,

primarily for motorcycles. Due to fears of tire wear on the banked oval
sections, oval turns 1 and 2 were bypassed giving the new course a
length of 2.95 miles (4.75km). The Daytona SportBike that runs the
Daytona 200 however, uses the main road course except for the
motorcycle Pedro Rodrguez Hairpin (tighter than the one used for
cars; the car version is used as an acceleration lane for motorcycles).[9]
On September 26 and 27, 2006, the Indycar Series held a compatibility

test on the 10-turn, 2.73-mile (4.39km) modified road course, and the 12-turn 2.95-mile (4.75km) motorcycle road
course with 5 drivers. The drivers who tested at the track were Vitor Meira, Sam Hornish Jr., Tony Kanaan, Scott
Dixon and Dan Wheldon. This marked the first time since 1984 that open wheel cars have taken to the track at
Daytona.[10] On January 31 February 1, 2007, Indycar returned for a full test involving 17 cars.[11]
Supercross
During Daytona Beach Bike Week, a supercross track is built between pit road and the tri-oval section of the track.
Historically the track has used more sand than dirt, providing unique challenges to riders.[citation needed] The
2008-2013 track configurations were designed by former champion, Ricky Carmichael.[12]
Daytona Flat Track and Infield Kart Track
Popular dirt-track races in karting and flat-track motorcycle racing had been held at Daytona Beach Municipal
Stadium, but in 2009, the city announced the stadium was replacing its entire surface with FieldTurf, and thereby
eliminating the flat-track racing at the stadium. To continue racing, speedway officials built the Daytona Flat Track,
a new quarter-mile dirt track outside of Turns 1 and 2 of the main superspeedway. It seats 5,000 in temporary
grandstands and opened in December 2009 for WKA KartWeek.[13]
There is also a short paved kart/autocross track in the infield just inside of turn 3. The SCCA holds autocross on this
track.
Daytona
167
Short track
In February 2012, it was announced that a 0.4 miles (0.64km) short track would be constructed along the
backstretch of the Speedway's main course, for NASCAR's lower-tier series to compete at during Speedweeks in
events similar to the Toyota All-Star Showdown, formerly held at Irwindale Speedway.[14] The first races were held
on that track in February 2013.
Fatalities
A total of 34 people have been fatally injured in the track, with most during auto, motorcycle, and powerboat racing
events. Arguably the most notable was Dale Earnhardt, who died February 18, 2001.[15]
Driver
Date
Event
Cause
References
Marshall
Teague
February
11, 1959
Testing
Test runs preparing for speed-record attempt in reconfigured Indycar with

canopy, high-speed aerodynamic lift caused crash.
[16][17]
George
Amick
April 4,
1959
USAC 100-mile race
Crash at the exit of turn 2 and backstrech
[16][17]
Dr. Bernie
Taylor
June 14,
1959
Powerboat race in infield

lake
[17]
Harold
Haberling
February
21, 1961
Daytona 500 practice
[17]
Billy Wade
January 5,
1965
NASCAR Grand National

tire test
Died of internal injuries suffered in a crash during a tire test session for
Goodyear. The crash happened on the west turn caused by the bursting of
one of the tires he was testing. Goodyear was testing inner liners at the
time.
[16][17]
Don
MacTavish
February
21, 1969
Permatex 300
Killed when his car hit the outside wall on the frontstretch, tearing the
motor out of the car, then was hit by Stan Sommers. He was killed
instantly.
[17]
Wayne Harris March 12,

Bartz
1969
Lightweight motorcycle
race
Talmadge
"Tab" Prince
February
19, 1970
Twin 125s
Joe "Rusty"
Bradley
March 14,
1971
Daytona 200
[17]
David Pearl
July 30,
1971
Central Florida SCCA

meet - Paul Whiteman
Trophy Race
[17]
Friday
Hassler
February
17, 1972
Twin 125s
Killed in a crash on Lap 19 after tyre failure on another car
[17][18]
Ricky Knotts
February
14, 1980
Twin 125s
Lap 15 two-car crash with Wangerin.
[16][17][18]
Francis
Affleck
February 7,
1985
ARCA 200 practice
Dr. Charles
Ogle
December
26, 1985
Charlotte-Daytona Dash
Series testing
Tire failure during Charlotte-Daytona Dash series test on December 15 led [17]
to car digging into the chicane and car overturning in crash. Was
hospitalised and succumbed 11 days later.
Bruce Jacobi
February 4,
1987
UNO Twin 125s
Car tumbled violently in Lap 6 crash on backstretch during 1983 UNO

Twin 125 Race One, and driver was in a coma which he never recovered.
Joe Young
February
13, 1987
Charlotte-Daytona Dash
Series race
[17]
Engine failed in Turn 1, spun and was t-boned by Bill Siefert
[17][18]
[17]
[17]
[17]
Daytona
168
James
Kolman
December
27, 1987
Daytona KartWeek race
Randy Glenn
February
26, 1988
Don
Williams
May 21,
1989
Permatex 300
Dale
Robertson
December
27, 1989
WKA Daytona Kart Week

race
Julius
Johnson
February
11, 1990
ARCA 200 race
Part of seven-car Turn 4 crash on Lap 78 of the 80-lap race that also
injured a track worker when Bob Keselowski (father of 2012 NASCAR
Sprint Cup champion Brad, crashed into safety worker assisting with
another car). Johnson died three days later on February 14, 1990
Joe Booher
February
12, 1993
Florida 200 Dash Series

race
Crash on Lap 2.
James
Adamo
March 7,
1993
Daytona 200
Crash caused by front brake failure, causing bike and rider to strike
trackside barrier
[17]
Neil Bonnett
February
11, 1994
Crash in turn 4
[16][17][20]
Rodney Orr
February
14, 1994
Reigning NASCAR Goody's Dash Series champion's Cup car flipped over [17][20]
at exit of turn 2, roof caved in, killing the driver instantly. Hoosier Tire
withdrew from the race immediately, after two fatal crashes from Hoosier
drivers.
Michael
Himes
January 31,
1997
IMSA Showroom Stock
During the Friday two-hour Showroom Stock event, Himes' Honda del Sol
had a failure and hit the tyre wall guarding around the bus stop chicane.
Roger
Reiman
March 4,
1997
Daytona 200 Week
Killed in vintage motorcycle event during Daytona 200 Week.
Dale
Earnhardt
February
18, 2001
Daytona 500
Basilar skull fracture suffered from crash in turn 4 on the final lap of the
Daytona 500
[16][17][21]
Dirk Piz
March 11,
2001
Daytona 200 Week Buell

Pro Thunder
Crashed with Kiyoshige Watanabe in a two-bike crash in the bus stop

during the Buell Pro Thunder race. Watanbe was treated and released, but
Piz died at Halifax.
[21]
Stuart
Stratton
October 19, Fall Cycle Scene

2001
motorcycle event
[21]
Michael
Davis Jr.
December
30, 2001
[21]
Bryan
Cassell
October 18, Motorcycle practice,

2003
CCS/FUSA Fall Cycle
Scene
Died in crash on turn 4.
[17]
Roy H.
Weaver III
February 8,
2004
IPOWER Dash Series 150
Track worker; struck and killed by driver Ray Paprota
[21]
Robert
Boswell
February 3,
2008
Richard Petty Driving

Experience
Heart attack when driving
[]
[17]
[17]
Died of injuries suffered in a February 1979 crash.
[17]
[17]
Daytona Kart Week race
[17][19]
Daytona
169
Fan amenities
Sprint Fanzone
The Sprint Fanzone is an access package similar to pit passes for fans
to get closer to drivers and race teams. The fanzone was built in 2004
as part of a renovation of the track's infield.[22] Fans are able to walk
on top of the garages, known as the "fandeck", and view track and
garage activity. Fans can also view race teams working in the garage,
including NASCAR technical inspection, through windows. The
garage windows also include slots for fans to hand merchandise to
drivers for autographs. The fanzone also includes a live entertainment
stage, additional food and drink areas and various other activities and
displays.[23]
The Earnhardt Grandstand at Daytona

International Speedway
The 2004 renovation of the infield, headed by design firm HNTB,[24] was the first major renovation of the infield in
the history of the track.[] In addition to the fanzone, a new vehicle and pedestrian tunnel was built under turn 1. The
tunnel posed a challenge to engineers because it was to be built under the water table. Another challenge came
during construction when three named hurricanes passed by the track, flooding much of the excavation work. The
infield renovation involved landscaping and hardscaping, such as a new walkway along the shore of Lake Lloyd, and
the construction of 34 new buildings, including garages and fueling stations, offices and inspection facilities, and a
club. The renovation project received a 2005 Award for Excellence from Design-Build Institute of America.[]
Following the success of the Sprint Fanzone at Daytona, Las Vegas Motor Speedway and Kansas Speedway each
built a similar infield fanzone.[citation needed]
Budweiser Party Porch

The Budweiser Party Porch is a 46 feet (14m) high porch located along the backstretch of the track. It is built on top
of a portion of the backstretch grandstands and includes a 277 feet (84m) wide, 33 feet (10m) tall sign, the largest
sign in motorsports.[citation needed] The porch features tables, food and drinks, offering fans a "fun-filled" atmosphere
that breaks fans away from the confines of grandstand seating without sacrificing on the view. Below the porch is an
interactive fan zone featuring amusement rides, a go-kart track, show cars and merchandise trailers.[25]
Events
NASCAR Sprint Cup Series:[][]
Races: Daytona 500, Coke Zero 400
Exhibition: Sprint Unlimited
Qualifying: Budweiser Duel
NASCAR Nationwide Series:[][]
DRIVE4COPD 300, Subway Firecracker 250
NASCAR Camping World Truck Series:[]
NextEra Energy Resources 250
Grand-American Rolex Sports Car Series:[26]
Rolex 24 at Daytona
ARCA RE/MAX Series: Lucas Oil Slick Mist 200[27]
AMA Daytona SportBike: Daytona 200[]
Daytona
170
AMA Motocross: Daytona Supercross by Honda[28]
Track records
As of November 2010, track records on the 2.5 miles (4.0km) tri-oval are as follows.[29]
Record
Year
Date
Driver
Car Make
Time
Speed/Avg Speed
NASCAR Sprint Cup Series

Qualifying
1987 February 9
Bill Elliott
Race (500 miles) 1980 February 17 Buddy Baker

Race (400 miles)
July 4
Race (250 miles) 1961
Ford
42.783 210.364mph (338.548km/h)
Oldsmobile 2:48:55 177.602mph (285.823km/h)
Bobby Allison
David Pearson
2:18:21 173.473mph (279.178km/h)

Pontiac
1:37:13 154.294mph (248.312km/h)

Qualifying
1987
Tommy Houston
Race (300 miles) 1985 February 16 Geoff Bodine

Race (250 miles) 2003 July 4
Buick
46.299 194.389mph (312.839km/h)
Pontiac
1:54:33 157.137mph (252.887km/h)
Dale Earnhardt Jr. Chevrolet
1:37:35 153.715mph (247.380km/h)
NASCAR Camping World Truck Series

Qualifying
2000 February 17 Joe Ruttman
Race (250 miles) 2006
Mark Martin
Dodge
Ford
47.984 187.563mph (301.853km/h)

1:42:18 146.622mph (235.965km/h)
Photos
Main Entrance at night
Cars practicing in 2004
Old Flagstand
Grandstand
Paul Revere 250 restart after a

caution
View from the backstretch at

night
Endurance kart race
Racetrack skidmarks and view of

grandstand
View of Lake Lloyd
Infield garages
Infield view from

President's Row
Daytona
171
View of Victory Lane from a

skybox
References
[2] Kettlewell, Mike. "Daytona", in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974), Volume 5, p.503.
[3] Kettlewell, p.503.
[4] (http:/ / www. na-motorsports. com/ Tracks/ FL/ Daytona. html)
[5] Kettlewell, p.503.
[6] (http:/ / wsrp. ic. cz/ imsa1984. html#1)
[7] (http:/ / wsrp. ic. cz/ imsa1985. html#1)
[16] Daytona: From the Birth of Speed to the Death of the Man in Black. Hinton, Ed. Warner Books, 2001. ISBN 0-446-52677-0.
[17] Time (http:/ / web. archive. org/ web/ 20091026011757/ http:/ / us. 1. p5. geocities. com/ racndeb/ Stats. html) Magazine article "The Last
Lap", March 5, 2001
[18] Bill Fleischman/Al Pearce The Unauthorized NASCAR Fan Guide (1998-99), page 237. Visible Ink Press, 1999 ISBN 1-57859-111-2
[19] http:/ / www. youtube. com/ watch?v=mMf3NQc8FxM
[20] Father of NASCAR crash victim Rodney Orr sues Web site over autopsy photos (http:/ / www. news-journalonline. com/ special/ earnhardt/
052401. htm) at Daytona Beach News-Journal
[21] Racing Related Deaths at Daytona (http:/ / www. orlandosentinel. com/ sports/ motorracing/ orl-spt-daytonadeaths,1,2936997. htmlstory) at
Orlando Sentinel website, complete through 2006
External links
Official Site (http://www.daytonainternationalspeedway.com/)
Speedway Page (http://www.nascar.com/races/tracks/dis/index.html) on NASCAR.com (http://www.
nascar.com)
Jayski's Daytona International Speedway Page (http://jayski.com/pages/tracks/daytona.htm)
Trackpedia guide to driving this track (http://www.trackpedia.com/wiki/Daytona_International_Speedway)
Satellite picture by Google Maps (http://maps.google.com/maps?f=q&hl=en&q=Daytona+Beach,+Florida&
layer=&ie=UTF8&z=15&ll=29.185025,-81.06833&spn=0.017048,0.043259&t=k&om=1)
VisitingFan.com: Reviews of Daytona International Speedway (http://www.visitingfan.com/index.
php?option=com_content&view=article&catid=44:superspeedway&
id=144:daytona-international-speedway-daytona-fl&Itemid=71)
Deaths at Daytona (http://www2.foxsports.com/obits/earnhardt/daytona_deaths.sml) at Fox Sports' website
Auto-racing Fatalities list (http://www.usatoday.com/sports/motor/earnhardt/list.htm) at USA Today website
Daytona Deaths Chart (http://sportsillustrated.cnn.com/motorsports/2001/daytona500/news/2001/02/18/
daytona_deaths_chart/) at Sports Illustrated's website
Coordinates:
29118N
81410W
(http:/ / tools. wmflabs. org/
php?pagename=Daytona_International_Speedway&params=29_11_8_N_81_4_10_W_)
geohack/
geohack.
La Sarthe
172
La Sarthe
For the French road bicycle racing stage race, see Circuit de la Sarthe (cycling)
Circuit des 24 Heures
Location
Coordinates
Le Mans, France
475615.7N 01332.2E
[1]
Owner
Automobile Club de l'Ouest

Ville du Mans
Operator
Automobile Club de l'Ouest
Opened
1923
Coordinates: 475615.7N 01332.2E [1]
Major events ACO / FIA WEC

24 Hours of Le Mans
FIM MotoGP
French Grand Prix
Surface
Tarmac
Length
13.629 km (8.469 mi)
Turns
38
Lap record
3:19.074 (Loc Duval, Team Oreca Matmut Peugeot 908 HDi FAP, 2010, LMP1)
Bugatti Circuit
Surface
Tarmac
Length
4.273 km (2.655 mi)
Turns
10
The Circuit des 24 Heures, also known as Circuit de la Sarthe,[] located near Le Mans, France, is a
semi-permanent race course most famous as the venue for the 24 Hours of Le Mans auto race. The track uses local
roads that remain open to the public most of the year. The circuit, in its present configuration, is 13.629km
(8.469mi) long, making it one of the longest circuits in the world.
Le Mans is a race where up to 85% of the time is spent on full throttle, meaning immense stress on engine and
drivetrain components. However, the times spent reaching maximum speed also mean tremendous wear on the
brakes and suspension as cars must slow from over 200mph (322km/h) to around 65mph (105km/h) for the end of
Mulsanne in a short distance. Downforce in the era of Group C cars helped braking to some degree but presently cars
are tending towards low downforce to seek higher speeds in the face of power limiting regulations.
La Sarthe
Track modifications
The track, which basically was a triangle from Le Mans down south to Mulsanne, northwest to Arnage, and back
north to Le Mans, has undergone many modifications over the years, with CIRCUIT N 14 being in use since 2007.
Even with the modifications put in place over the years, the Sarthe circuit is still known for being very fast; with
average speeds of 145+ mph (233km/h) being achieved by the prototypes.
In the 1920s, the cars drove from the present pits on Rue de Laign straight into the city, and after a tight
right-hander near the river Sarthe Pontlieue bridge (a hairpin permanently removed from the circuit in 1929), left the
city again on the rather straight street now named Avenue Georges Durand after the race's founder. Then 17.261
kilometres (10.725mi) long and unpaved, a bypass within the city shortened the track in 1929, but only in 1932 the
city was bypassed when the section from the pits via the Dunlop Bridge and the Esses to Tertre Rouge was added.
This classic configuration was 8.369 miles (13.469km) long and remained almost unaltered even after the 1955
tragedy. Its frighteningly narrow pit straight was narrowed off to make room for the pits and was part of the road
itself, without the road becoming wider just for the pits. The pit straight was about 12 feet (3.7m) wide (the pit
straight was widened in 1956) and the race track and pits were not separated for another 15 years. The pit area was
modified at a cost of 300 million francs, the signalling area was even moved to the exit of the slow Mulsanne corner,
and the track was resurfaced.
With cars getting ever faster in the 1960s, criticism rose, especially when several drivers were killed, often in the
testing session in April. Since 1965, a smaller but permanent Bugatti Circuit was added which shares the pit lane
facilities and the first corner (including the famous Dunlop bridge) with the longer version. For the 1968 race, the
Ford chicane was added before the pits to slow down the cars. The circuit was fitted with Armco for the 1969 race.
The Maison Blanche kink was prone to criticism, a number of nasty accidents happened at the very fast kink over the
years, such as John Woolfe being killed there in his Porsche 917 in 1969 and 3 Ferrari 512s (including 2 works cars)
were involved in a pile-up there in 1970, with the latter shunt sealing the very fast classic circuit's fate. The circuit
was modified 9 more times- in 1971 (a year where the prototypes were averaging 150+ mph (240+ km/h), which was
also the last year the classic circuit was used) Armco was added to the pit straight to separate the track from the pits,
and in 1972, the last part of the race track was revamped considerably- with the quick Porsche curves bypassing
Maison Blanche and part of the first straight and all of the second straight between the pits and Maison Blanche. One
of the Porsche Curves was affectionately named "Maison Blanche" and a short straight with a slight kink and 2
chicanes before the pits named the Ford chicanes were all added.
In 1979, due to the construction of a new public road, the profile of Tertre Rouge had to be changed. This redesign
led to a faster double-apex corner as well as requiring the removal of the second Dunlop Bridge. In 1986, because of
construction of a new roundabout at the Mulsanne corner, a new portion of track had to be built in order to avoid the
roundabout. This created a right hand kink prior to Mulsanne corner. In 1987, a chicane was added to the very fast
Dunlop curve where cars would go under the Dunlop bridge at 180mph (290km/h), now they would be slowed to
110mph (180km/h).
In 1990, two chicanes were added onto the Mulsanne straight (explained in more detail below), and in 1994, the
Dunlop chicane was tightened, in 2002, the run to the Esses was revamped because of a reconstruction of the Bugatti
Circuit. The Le Mans circuit was changed between the Dunlop Bridge and Esses, with the straight now becoming a
set of fast sweeping turns. This layout allowed for a better transition from the Le Mans circuit to the Bugatti circuit.
This layout change would also require the track's infamous carnival to be relocated because the area it had once
occupied became runoff. The carnival was relocated to the Porsche curves, and in 2006, the ACO redeveloped the
area around the Dunlop Curve and Dunlop Chicane, moving the Dunlop Curve in tighter to create more run-off area,
while also turning the Dunlop Chicane into a larger set of turns. As part of the development, a new extended pit lane
exit was created for motorcycles running the Bugatti Circuit. This second pit exit re-enters the track just beyond the
Dunlop Chicane and before the Dunlop Bridge.
173
La Sarthe
174
Le Mans was most famous for its 6km (3.7mi) long straight, called Ligne Droite des Hunaudires, a part of the
route dpartementale (for the Sarthe dpartement) D338 (formerly Route Nationale N138). The Targa Florio
featured the even longer Buonfornello straight along the coast, though. As the Hunaudires leads to the village of
Mulsanne, it is often called the Mulsanne Straight in English, even though the proper Route du Mulsanne is the one
to Arnage. The Porsche 917 long tail had reached 380km/h (236mph), but after engine size was limited, the top
speed dropped until the Group C allowed powerful turbo engines. Speeds on the straight by the Group C prototypes
reached over 400km/h (250mph) during the late 1980s, and the combination of high speed and high downforce
caused tyre and engine failures, as this circuit was extremely hard on both tyres and engines before 1990, less so in
1990 and beyond. Due to safety concerns after the extremely high speeds reached at the end of the straight and a
number of hideously violent, sometimes fatal accidents in the 1980s (Jean-Louis Lafosse in 1981 and Jo Gartner in
1986) two roughly equally spaced chicanes were consequently added to the straight before the 1990 race to limit the
achievable maximum speed. The chicanes were added in 1990 also because the FIA decreed it would no longer
sanction a circuit which had a straight longer than 2 kilometres (1.2mi). These were named after sponsors
PlayStation and Michelin. The fastest qualifying lap average speed dropped only from 249 to 243km/h (151mph) in
1993, and it rose up to 247 in 2008, not far from the all time best of 250 and 251 set by the Porsche 917 and 956.
Regarding the lap record in the race itself, 2008 saw the fastest ever.
Circuit location between Le Mans and Mulsanne, France
Years
Record
year
Distance
record
Average race Lap record (in

speed
race)
Driver car
Circuit N1 17.262km
19231928 1928
2,669.27km
Bentley
111.219km/h
(69mph)
8:07
H.Birkin
(127.604km/h) Bentley
in 1928
Circuit N2 16.340km
19291931 1931
3,017.654km
Alfa Romeo
125.735km/h
(78mph)
6:48
H.Birkin
(144.362km/h) Bentley
in 1930
Circuit N3 13.492km
Lap record
(qualifying)
Driver car
La Sarthe
175
19321955 1955
4,135.38km
Jaguar D
172.308km/h
(107mph)
4:06.6
M.Hawthorn
(196.963km/h) Jaguar D
in 1955
Circuit N4 13.461km
19561967 1967
5,232.90km
Ford Mk IV
218.038km/h
(135mph)
3:23.6
M.Andretti &
(238.014km/h) D.Hulme
in 1967
Ford Mk IV
3:24.04
(236.082km/h)
in 1967
B.McLaren
Ford Mk IV
3:13.6
(250.457km/h)
in 1971
(practice)
J.Oliver
Porsche 917
3:34.2
J.P.Jabouille
3:27.6
(229.244km/h) Alpine-Renault (236.531km/h)
in 1978
A443
in 1978
J.Ickx
Porsche 936
Circuit N5 13.469km
19681971 1971
5,335.31km
Porsche 917
222.304km/h
(138mph)
3:18.4
J.Oliver
(244.387km/h) Porsche 917
in 1971
Circuit N6 13.640km
19721978 1978
5,044.53km
210.189km/h
Alpine-Renault (131mph)
A442 B
Circuit N7 13.626km
19791985 1985
5,088.51km
Porsche 956
212.021km/h
(132mph)
3:25.1
J.Ickx
in 1985
3:14.80
(251.815km/h)
in 1985
H.Stuck
Porsche 962
3:15.99
(243.486km/h)
in 1986
J.Mass
Porsche 962
C
3:15.04
(249.826km/h)
in 1989
J.L.Schlesser
Sauber
Mercedes C9
3:21.209
(243.329km/h)
in 1992
Ph.Alliot
Peugeot 905
Circuit N8 13.528km
1986
1986
4,972.73km
Porsche 962 C
207.197km/h
(129mph)
3:23.3
K.Ludwig
in 1986
Circuit N9 13.535km
19871989 1988
5,332.79km
Jaguar XJR9
221.665km/h
(138mph)
3:21.27
A.Fert
(242.093km/h) Jaguar XJR9
in 1989
Circuit N10 13.600km

19901996 1993
5,100.00km
Peugeot 905
213.358km/h
(133mph)
3:27.47
E.Irvine
(235.986km/h) Toyota TS010
in 1993

19972001 2000
5,007.98km
Audi R8
208.666km/h
(130mph)
3:35.032
U.Katayama
3:29.930
(227.771km/h) Toyota GT-One (233.306km/h)
in 1999
in 1999
M.Brundle
Toyota
GT-One

20022005 2004
5,169.97km
Audi R8
215.415km/h
(134mph)
3:33.483
T.Kristensen
(230.182km/h) Audi R8
in 2002
3:29.905
(234.106km/h)
in 2002
R.Capello
Audi R8
3:30.466
(233,482)
in 2006
R.Capello
Audi R10
TDI
3:18.513
(247.160km/h)
in 2008
S.Sarrazin
Peugeot 908
HDi FAP

2006
2006
5,187.00km
Audi R10 TDI
215.409km/h
(134mph)
3:31.211
T.Kristensen
(232.658km/h) Audi R10 TDI
in 2006

Since 2007 2010
5,410.71km
Audi R15 TDI
plus
225.228km/h
(140mph)
3:19.074
L.Duval
(246.463km/h) Peugeot 908
in 2010
HDi FAP
La Sarthe
176
Bugatti Circuit
Bugatti Circuit is a permanent race track located within
Circuit des 24 Heures, named after Ettore Bugatti. The
circuit uses a part of the larger circuit and a separate,
purpose-built section. The sections of track on the
Bugatti Circuit that are on the Circuit des 24 Heures
include the Ford Chicane at the end of the lap, the pit
complex, and the straight where the Dunlop Tyres
bridge is located. At this point in the overlapping
section of the tracks there is a left right sweep that was
added for motorcycle safety in 2002. Vehicles turning to the left continue onto the Circuit des 24 Heures, toward
Tertre Rouge and Mulsanne, vehicles turning to the right will continue the Bugatti Circuit.
The track is home base for Pescarolo Sport, founded by famous French driver Henri Pescarolo. The circuit also hosts
the 24 Hours of Le Mans motorcycle race, and a round of the MotoGP Championship. The circuit also holds French
motor club races and in the past has hosted rounds of the International Formula 3000 Championship and DTM
(German Touring Car series).
As well as motor racing it is the venue for the 24 rollers [2], a 24h race on inline skates or quads.
The track was used for the 1967 French Grand Prix.
An on site map of the

circuit.
The area before the

Dunlop bridge,
modified for 2006.
The Ford Chicanes.
A large portion of the

track still consists of
Sarthe Route
Dpartementale D338.
Speed record
In 1988, Team WM Peugeot knew they had no chance of winning the 24 hour endurance race, but they also knew
that their Welter Racing designed car had very good aerodynamics. Thus they nicknamed their 1988 entry "Project
400" (aiming to be the first car to achieve a speed of 400km/h on the famous straight), although the official team
entry was named WM Secateva. Roger Dorchy, Claude Haldi and Jean-Daniel Raulet would be the three drivers that
year.
The Peugeot 2.8L V6 turbo charged PRV engine had its air intakes taped over to improve aerodynamics, and they
also equipped the car with special narrow Michelin tires. The plan worked: on June 11, 1988, with Roger Dorchy
behind the wheel, the WM P87 achieved the speed of 405km/h (251.7mph).
Taping over the air intakes obviously impedes engine cooling and the Peugeot retired after 59 laps with an
overheating engine (though it outlasted two other Group C1 entrants).
La Sarthe
References
[1] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Circuit_de_la_Sarthe& params=47_56_15. 7_N_0_13_32.
2_E_type:landmark_region:FR_dim:5km
[2] http:/ / www. 24rollers. com
External links
Official website (http://www.lemans.org/accueil/index_gb.html)
Trackpedia's guide to driving Le Mans (http://www.trackpedia.com/wiki/Le_Mans_Circuit_des_24_Heures)
Satellite Picture by Google Maps (http://maps.google.com/maps?f=q&hl=en&q=Le+Mans,+France&
om=1&ie=UTF8&z=15&ll=47.953547,0.211058&spn=0.012158,0.043259&t=k)
History and track maps 19212006 (http://www.virtua-lm.com/lemans/history.php)
Trackpedia's guide to Le Mans Bugatti (http://www.trackpedia.com/wiki/Le_Mans_Bugatti)
Track Reviewers reviews of Le Mans (http://trackreviewers.com/reviews/le-mans/)
177
Mount Panorama
178
Mount Panorama
Mount Panorama
The Mountain
Location
Bathurst, New South Wales
Time zone
GMT +10
Coordinates
Opened
332651S 1493323E
[1]
Coordinates: 332651S 1493323E [1]
17 April 1938
Major events Bathurst 1000

Bathurst 12 Hour
Aust. Touring Car Champ.
Australian Grand Prix
Australian motorcycle Grand Prix
Australian Tourist Trophy
Australian Drivers' Champ.
Current Circuit
Length
6.213 km (3.861 mi)
Turns
23
Lap record
2:04.6187 (Chris Gilmour, Dallara F307 Mercedes-Benz, 2012, Formula 3)

Original Circuit
Length
6.172 km (3.835 mi)
Turns
20
Lap record
2:09.7 (Niel Allen, McLaren M10B-Chevrolet, 1970, Formula 5000)
Mount Panorama
Mount Panorama, Motor Racing Circuit

Bathurst (or often simply Bathurst) is a motor
racing track located in Bathurst, New South
Wales, Australia. It is the home of the Bathurst
12 Hour motor race, held each February, and the
Bathurst 1000 motor race, held each October.
The track is 6.213km (4mi) long, and is
technically a street circuit, as the circuit is a
public road when no racing events are being run,
and there are many residences which can only be
accessed from the circuit.
The track is an unusual design by modern
standards, with a 174 metre (570 foot) vertical
The public entrance to the Circuit at Murray's Corner
difference between its highest and lowest points,
and grades as steep as 1:6.13. From the
start-finish line, the track can be viewed in three sections; the short pit straight and then a tight left turn into the long,
steep Mountain straight; the tight, narrow section across the top of the mountain itself; and then the long, downhill
section of Conrod Straight, with the very fast Chase and the turn back onto pit straight to complete the lap.
Historically, the racetrack has been used for a wide variety of racing categories, including everything from
open-wheel racers to motorcycles. However, the factors that make the track so unusual, and tighter contemporary
safety standards, make it unlikely that major race meetings in these categories will be held there again, and as such it
has become the near-exclusive province of closed-bodied automobile racing cars.
As a public road, on non-race days and when it is not closed off during the day as part of a racing event, Mount
Panorama is open to the public. Cars can drive in both directions around the circuit for no charge. However, a strict
speed limit of 60km/h (37mph) is enforced, and police regularly patrol the circuit.
The Circuit
The Mount Panorama circuit is knownWikipedia:Avoid weasel words as one of the most fearsome circuits in the
World. It also has the fastest corner in Touring car racing[citation needed], in turn 20 (the Chase). French sportscar
driver Alexandre Premat, who later raced as a V8 Supercar regular, once described the circuit as "A mix of the [
(Nrburgring) Nordschleife, Petit Le Mans (Road Atlanta) and Laguna Seca".
The Pit Straight

The Pit straight of Mount Panorama, which is adjacent to the pit complex, has a different start line and finish line.
For the standing start only, the start line is 143m closer to Hell Corner so that all the pit bays are located after the
finish line for lap counting purposes. The start line is located where it is so that traffic does not go too far around
Murray's Corner when the start grid is formed.
179
Mount Panorama
Hell Corner
The common misperception of nomenclature due to the accidents that happen at this turn are widespread. Hell
Corner was so named after the tree stump that existed on the apex of turn one, it was believed that any motor bike
riders who hit the stump would die in an act of folly and thereby be doomed to an eternity of death having no time to
repent of their sin.[citation needed]
Mountain Straight
Mountain Straight is a long straight that begins the climb up the mountain towards Griffins Bend. V8 Supercars
reach speeds up to 250km/h (155mph) as drivers race over the crest immediately prior to braking for Griffins Bend.
In the days before modern aerodynamics, drivers would have to lift off the throttle to prevent becoming airborne
over the crest halfway up the straight.
Griffins Bend
Also known as GTX Bend (the corner's first sponsor), Griffins Bend was named after the Mayor of Bathurst whose
vision it was to create the scenic road/race-track. Drivers heading around this right-hander have to be careful not to
drift too far out of this negatively-cambered turn and hit the wall upon exit.
The Cutting
Referred to for many years as "BP Cutting", this is a pair of left hand corners, leading into a steep 1:6 grade exit.
Overtaking is virtually impossible here, and it is very hard to recover from a spin here because of the narrow room
and steep gradient. This corner was the location of the infamous 'race rage' incident between Marcos Ambrose and
Greg Murphy, after Murphy and Ambrose collided when both drivers refused to give the other "racing room" during
the 2005 Supercheap Auto 1000, Ambrose's last before he moved to the United States for racing. Murphy then
disappeared into a resident's house to view the replays on TV before returning to the pits.[citation needed]
Reid Park
After exiting the Cutting, drivers have a right hand turn, heading up, then into a left hand turn. This is Reid Park.
One of the most famous incidents in the history of the Bathurst 1000 occurred here when Dick Johnson crashed his
Ford XD Falcon out of the lead on lap 18 of the 1980 Hardie-Ferodo 1000. Johnson was unable to avoid a large rock
that had fallen from the spectator area as he was passing a quick-lift tow truck at the time and had no where else to
go. The car was destroyed, taking with it Johnson's means of supporting his racing ambitions. An emotional public
appeal followed during the race's telecast which re-launched Johnson's career.
Sulman Park
After Reid Park, drivers brave a steep drop, flowing into a climbing left hand turn, heading back towards the highest
point of Mount Panorama. This is also the location of Sulman Park and its Nature Park. Jason Bright crashed here in
his Ford Falcon in practice during the 1998 FAI 1000, then saw the car rebuilt in time to scrape into qualifying in the
dying minutes before Bright and Steven Richards went on to victory. This corner was also the scene of a shocking
crash in a support race in 2006 that claimed the life of Mark Porter.
180
Mount Panorama
181
McPhillamy Park
McPhillamy Park is a downhill, deceptively fast left hand turn which is guarded by a crest prior to turn-in, rendering
the corner blind to approaching drivers. Drivers have to stay close to the wall while turning so as not to go out wide
upon exit. To go too close however may cause the car to clip the inside kerbing, which Allan Moffat famously did in
practice for the 1986 James Hardie 1000, crashing heavily, head on to the concrete. McPhillamy Park is the location
of longest running campsite for those who camp at the track for sometimes over a week ahead of the race.
Brock's Skyline
A short straight connects McPhillamy to the next corner. Now named 'Brock's Skyline' after the legendary Peter
Brock, Skyline is a sharply descending right hand corner which signifies the beginning of the descent from the top of
the Mountain. The corner acquired the name from the visual effect of looking upwards at the corner from below,
such is the sharpness of that initial plunge. During the 1970 Hardie-Ferodo 500 Tony Roberts launched over Skyline
backwards after losing control of his Ford Falcon, before tumbling down the hillside.
The Esses
The Esses are the series of corners which begin at Skyline and stretch down the Mountain towards Forrests Elbow.
There have been many notable accidents at this part of the circuit, including a blockage of the track in 2003 when
Jason Bargwanna made contact with David Brabham.
The Dipper
The most famous of the Esses, the Dipper, the fourth in the sequence, is a sharp left hand corner, so named because,
before safety changes, there was quite a dip in the road surface and then a steep drop not far from the edge of the
road. Many cars used to get two wheels off the ground, sometimes
Forrest's Elbow
'The Elbow' named after Jack Forrest, a motorcycle racer who
scraped his elbow away after laying down his bike is a slow,
descending left-hand turn that leads on to the long Conrod
Straight. The corner's line drifts towards the outside wall on exit
and drivers have to be careful of getting too close. It was just past
here, at the kink, during the pole qualifying session (the top ten
drivers from Friday's qualifying session participate in a final
session to determine the top ten starting positions for the race) for
to the 1983 James Hardie 1000, that Dick Johnson clipped a tyre
barrier just after exiting the corner which resulted in the breaking
of the car's steering, which sent his Ford Falcon careening into a
grove of trees, demolishing the car.
The summit, looking from Forrest's Elbow to Skyline

and beyond.
Conrod Straight
Formerly known as Main Straight, Conrod Straight was so named because of a con-rod failure that ended the 1939
Easter race of Frank Kleinig in his Kleinig/Hudson race-car. Conrod Straight is the fastest section of Mount
Panorama, with today's V8 Supercars just reaching 300km/h (186mph). The straight is a roller-coaster ride
featuring two distinct crests, the second of which was rebuilt in 1987. It has been on Conrod where five of the six
car-racing deaths on the circuit have occurred Bevan Gibson, Tom Sulman, Mike Burgmann, Denny Hulme and
Don Watson. All except Hulme (heart attack) died in high-speed accidents. However, the chicane introduced into
Mount Panorama
182
Conrod Straight has made it one of the fastest turns in the world. Most drivers arrive at the initial part of the chicane
at over 290km/h (180mph).
The Chase
Known for many years as 'Caltex Chase', this three turn sequence
was added in preparation for the World Touring Car
Championship round in 1987. The section was dedicated to Mike
Burgmann who had died in an accident at the chicane's spot the
previous year. It interrupts Con-Rod Straight with Australia's
fastest right hand bend, descending to the right away from the
dangerous crest prior to the spectator bridge, before a sharp
120km/h (75mph) left hand bend then second right hand corner
returns the competitors to Con-Rod Straight for the blast down to
Murray's Corner. This corner was the scene of Peter Brock's only
rollover in his motor racing career when he rolled his Vauxhall
Vectra during practice for the 1997 AMP Bathurst 1000.
The Chase, Murray's corner and the home straight
Murray's Corner
Murray's Corner is the final corner before Pit Straight and the lowest point of the circuit. It is a 90 degree left hand
turn, and is a favourite overtaking spot as drivers hold braking duels for the corner. It was previously called Pit
Corner before Bill Murray crashed his Hudson racing car there in 1946.
Lap records
The fastest lap ever recorded at Mount Panorama was achieved in March 2011. As part of a publicity exercise for the
2011 Australian Grand Prix and for the team's sponsors Vodafone, McLaren brought an MP4-26 Formula One car
for Jenson Button and Craig Lowndes to drive around the track. The fastest lap was recorded by Button at 1:48.88,
but as it was not recorded during an official race it does not count as the official lap record.[2] Similarly Allan
Simonsen recorded a 2:04.9560 driving a GT3 specification Ferrari 458 at Sprint Bathurst in 2011,[3] an event
classified by CAMS under NCR 22 as a Speed event[4] rather than a race.
Lap records for the various racing classes are:
Class
Outright
Driver
Chris Gilmour
Vehicle
Dallara F307-Mercedes-Benz
Time
Date
[5]
2:04.6187
8 April 2012
Racing Cars
Formula Three
Chris Gilmour
Dallara F307-Mercedes-Benz
2:04.6187
8 April 2012
Formula 5000
Niel Allen
McLaren M10B-Chevrolet
2:09.7
1970
Formula Ford
Anton De Pasquale
Mygale SJ08a-Ford
2:17.9144
5 October 2012
Formula Vee
Benjamin Porter
Checkmate JP02
2:43.2401
[6]
5 February 2012
[7]
26 February 2012
[8]
Sports Cars
GT Sports Cars
Allan Simonsen
Ferrari 458 GT3
2:06.3311
Carrera Cup
Craig Baird
Porsche 997 GT3 Cup
2:09.4010
7 October 2012
Nations Cup
Garth Tander
Holden Monaro 427C
2:14.3267
17 November 2002
Mount Panorama
183
[9]
23 April 2011
2:32.5206
[10]
23 April 2011
Production Sports
Scott Bargwanna
Lotus Elise HPE
2:15.5791
Aussie Racing Cars
Peter Carr
Aurion-Yamaha
Historic Sports Cars
Group Sc
Geoff Morgan
Porsche 911 Carrera
2:37.3053
11 April 2009
Group Sb
G. Williams
Morgan Plus 8
2:45.4592
11 April 2009
Group Sa
Peter Jackson
Austin-Healey 3000 MkI
2:49.8157
12 April 2009
Touring Cars
[11]
V8 Supercar
Jamie Whincup
Ford BF Falcon
2:08.4651
7 October 2007
Dunlop V8 Supercar
Jonathon Webb
Ford BF Falcon
2:09.1614
9 October 2010
Sports Sedan
Keith Carling
Nissan 300ZX-Chevrolet
2:13.8300
Group A
Mark Skaife
Nissan Skyline GT-R R32
2:14.50
Group C
Peter Brock
Holden VK Commodore
2:15.13
Super Touring
Jason Plato
Renault Laguna
2:16.8034
NASCAR
Jim Richards
Chevrolet Lumina
2:18.1027
Improved Production
Ray Hislop
Ford BF Falcon
2:22.4885
9 February 2013
GT Production
Neil Crompton
Ferrari F355
2:24.6065
14 November 1998
Mini Challenge
Jason Bargwanna
Mini Cooper S
2:30.2732
Commodore Cup
Steve Owen
Holden VS Commodore
2:30.7639
V8 Utes
David Sieders
Ford Falcon XR8
2:32.8379
Saloon Cars
Shawn Jamieson
Holden VT Commodore
2:35.9685
Group E Series Production
Allan Moffat
Ford Falcon XY GTHO Phase III 2:36.5[21]
HQ Holden
Peter Holmes
HQ Holden
[12]
[13]
[14]
[15]
2 October 1992
6 October 1991
30 September 1984
5 October 1997
[16] 24 February 1996
[17]
11 October 2008
[18]
24 April 2011
[19]
7 October 2012
[20]
23 April 2011
1 October 1972
[22]
19 October 1997
[23]
2:56.0330
Historic Touring Cars

Touring Car Masters
Jason Richards
Holden HQ Monaro
2:22.6622
9 October 2011
Group Nc
Paul Stubber
Chevrolet Camaro
2:28.1630
6 October 2006
Group Nb
Jervis Ward
Ford Mustang
2:37.4101
7 October 2005
Group Na
K. Smith
MG ZA Magnette
3:21.3310
11 April 2009
Motorcycles
Superbike
Michael Dowson
Sidecar
G. Biggs/
Yamaha FZR1000
L. Genova LCR Krauser
- time was set on the original 6.172km (3.835mi) layout.
2:18.48
2:30.28
10 April 1993
Mount Panorama
Upgrades
In 2012, the New South Wales state government announced that the circuit would receive debris fencing to the pit
wall to comply with FIA rules for 2013. The circuit will also have two new grandstands for 2012 at the Chase
(grandstand will be called 'The Chase') and at Murrays Corner (grandstand will be called 'The Museum'). These
grandstands are being built specifically for the predicted record crowds to attend the 50th running of the Supercheap
Auto Bathurst 1000 in 2012.
Notable races
The very first race held at the Mount Panorama circuit was the 1938 Australian Grand Prix. Since that historic
meeting 'the Mountain' has attracted some of the biggest races in the country. The Australian Grand Prix was held
here four times (1938, 1947, 1952 and 1958) and the circuit also played host to the Australian motorcycle Grand Prix
for a significant portion of pre-world championship life (198487). The Australian Tourist Trophy and the
Australian Touring Car Championship also visited sporadically as well as numerous other Australian
Championships. The circuit has been home to one of the world's classic endurance events, the Bathurst 1000 since
1963 after the race was moved from the Phillip Island Circuit in Victoria (the race was 500 miles between its start at
Phillip Island in 1960, and from 1963 to 1972 at Bathurst before being changed to its current 1000km format in
1973), as well as other races inspired by it, the Bathurst 12 Hour and now defunct Bathurst 24 Hour.
The first Motorsport event was a speed hillclimb held from Mountain Straight up to Reid Park. This event is still
held today as a round of the NSW Hillclimb Championship.
In 2008, the circuit hosted the IGSA Gravity Sports World Championships: skateboard downhill and street luge
downhill. The race began at Skyline and ended at Conrod Straight.
Racing deaths at Mount Panorama

Sixteen competitors have died during racing associated with Mount Panorama, including 1967 World Drivers'
Champion Denny Hulme who died after suffering a fatal heart attack while at the wheel of his car. Two spectators
were also killed in 1955 after being struck by a crashing car.
17 April 1949 Jack Johnson, MG TC, Easter Races

5 April 1958 Barry Halliday, Motorcycle, Bathurst Tourist Trophy
2 October 1960 Reg Smith, Porsche, Australian GT Championship
7 April 1969 Bevan Gibson, Elfin 400 Repco, Mount Panorama Trophy
30 March 1970 Tom Sulman, Lotus Eleven Climax, Sir Joseph Banks Trophy
2 April 1972 Lan Hog, sidecar, bathurst tt race
17 April 1976 Ross Barelli, Suzuki RG500, Easter Races
15 April 1979 Ron Toombs, Yamaha TZ 350F, Easter Races
Easter 1980 Rob Moorhouse, Easter motorcycle races
Easter 1980 Alec Dick, Easter motorcycle races
5 October 1986 Mike Burgmann, Holden Commodore VK SS Group A, James Hardie 1000
4 October 1992 Denny Hulme, BMW M3 Evolution, Tooheys 1000
April 1994 Jim Colligan, Sidecar, Australian Tourist Trophy
April 1994 Ian Thornton, Sidecar, Australian Tourist Trophy
30 September 1994 Don Watson, Holden Commodore VP, Tooheys 1000
8 October 2006 Mark Porter, Holden Commodore VZ, Fujitsu V8 Supercar Series
184
Mount Panorama
Footnotes
[1] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Mount_Panorama_Circuit& params=33_26_51_S_149_33_23_E_
[6] NATSOFT Race Result (http:/ / www. natsoft. com. au/ cgi-bin/ results. cgi?06/ 02/ 2011. MOUN. R12)
[16] NATSOFT Race Result (http:/ / racing. natsoft. com. au/ 635963704/ object_10105920. 91U/ View?23) Retrieved on 7 April 2013
External links
Official Website (http://www.mount-panorama.com/)
Trackpedia's guide to racing at Bathurst (http://www.trackpedia.com/wiki/Mount_Panorama_(Bathurst))
Circuit info from official V8 Supercar Site (http://www.v8supercar.com.au/circuits/circuitmfcts.
asp?vid=128&ind=M)Wikipedia:Link rot
V8 Champ Garth Tander's personal tour of Mount Panorama (http://www.news.com.au/heraldsun/video/
?Channel=Herald+Sun+Sport&ClipId=1396_tander&bitrate=300&Format=flash)Wikipedia:Link rot
Skateboard downhill World Championship in Mount Panorama (http://www.igsaworldcup.com/index.
php?option=com_content&task=view&id=393&Itemid=9)Wikipedia:Link rot
Take a drive around Mt Panorama Circuit (http://www.bathurst-nsw.com/MtPanoramaStatistics.html)
185
Nrburgring
186
Nrburgring
Nrburgring
Formula One Layout GP-Strecke
Location
Nrburg, Germany Coordinates:
Time zone
GMT +1 (DST: +2)
FIA Grade
502008N 65651E [1]
Major events FIA Formula One

German Grand Prix
European Grand Prix
Luxembourg Grand Prix
Superbike World Championship, DTM, 24 Hours Nrburgring, 1000km Nrburgring, VLN
GP-Strecke (19842001)
Surface
Asphalt
Length
4.556 km (2.831 mi)
Turns
12
Lap record
1:18.354 (minutes) (
Juan Pablo Montoya, Williams-BMW, 2001, Formula One)

GP-Strecke (2002present)
Length
5.148 km (3.199 mi)
Turns
16
Lap record
1:29.468 (minutes) (
Michael Schumacher, Ferrari, 2004, Formula One)

Nordschleife (1983present)
Surface
Asphalt/concrete
Length
20.81 km (12.93 mi)
Turns
154
Lap record
6:11.13 (minutes) (
Stefan Bellof, Porsche (956), 1983, WSC)

Combined circuit (1984present)
Surface
Asphalt/concrete
Length
25.947 km (16.123 mi)
Turns
170
Lap record
8:18.832 (minutes) (
Uwe Alzen, BMW Z4 GT3, 2012 24 Hours Nrburgring, FIA GT3)

Nordschleife (19271982)
Nrburgring
187
Surface
Asphalt/Concrete
Length
22.8 km (14.2 mi)
Turns
160
Lap record
6:58.6 (minutes) (
Niki Lauda, Ferrari, 1975, Formula One)

Sdschleife (19271973)
Surface
Asphalt
Length
7.747 km (4.814 mi)
Turns
27
Lap record
2:44.0 (minutes) (
Jacky Ickx, Ferrari, 1968, Formula Two)

Gesamtstrecke (19271982)
Surface
Asphalt
Length
28.265 km (17.563 mi)
Turns
187
Lap record
15:06.1 (minutes) (
Louis Chiron, Bugatti, 1929, Grand Prix)
The Nrburgring is a motorsports complex around the village of Nrburg, Rhineland-Palatinate, Germany. It is
located about 70km (43mi) south of Cologne, and 120km (75mi) northwest of Frankfurt. It features a Grand Prix
race track built in 1984, and a much longer old "North loop" track which was built in the 1920s around the village
and medieval castle of Nrburg in the Eifel mountains. The north loop is 12.8 miles (20.8km) long and has more
than 300 meters (1,000 feet) of elevation change from its lowest to highest points. Jackie Stewart nicknamed the old
track "The Green Hell," and it is widely considered to be the most demanding and difficult purpose-built racing
circuit in the world.[2]
Originally, the track featured four configurations: the 28.265km (17.563mi)-long Gesamtstrecke ("Whole Course"),
which in turn consisted of the 22.810km (14.173mi) Nordschleife ("North Loop"), and the 7.747km (4.814mi)
Sdschleife ("South Loop"). There also was a 2.281km (1.417mi) warm-up loop called Zielschleife ("Finish Loop")
or Betonschleife ("Concrete Loop"), around the pit area.[3]
Between 1982 and 1983 the start/finish area was demolished to create a new GP-Strecke, and this is used for all
major and international racing events. However, the shortened Nordschleife is still in use for racing, testing and
public access.
History
19271939: The beginning of the "Nrburg-Ring"
In the early 1920s, ADAC Eifelrennen races were held on public roads in the Eifel mountains. This was soon
recognized as impractical and dangerous. The construction of a dedicated race track was proposed, following the
examples of Italy's Monza and Berlin's AVUS, yet with a different character. The layout of the circuit in the
mountains was similar to the Targa Florio event, one of the most important motor races at that time. The original
Nrburgring was to be a showcase for German automotive engineering and racing talent. Construction of the track,
designed by the Eichler Architekturbro from Ravensburg (led by architect Gustav Eichler), began in September
1925.
The track was completed in spring of 1927, and the ADAC Eifelrennen races were continued there. The first races to
take place on 18 June 1927 showed motorcycles and sidecars. The first motorcycle race was won by Toni Ulmen on
an English 350 cc Velocette. The cars followed a day later, and Rudolf Caracciola was the winner of the over 5000
cc class in a Mercedes Compressor. In addition, the track was opened to the public in the evenings and on weekends,
Nrburgring
188
as a one-way toll road. The whole track consisted of 174 bends (prior to 1971 changes), and averaged 8 to 9 metres
(26 to 30 ft) in width. The fastest time ever around the full Gesamtstrecke was by Louis Chiron, at an average speed
of 112.31km/h (72mph) in his Bugatti.
In 1939 the full 'Ring was used for the last time in major racing events, as future Grands Prix would be held only on
the Nordschleife. Motorcycles and minor races primarily used the shorter and safer Sdschleife. Memorable pre-war
races at the circuit featured the talents of early Ringmeister (Ringmasters) such as Rudolf Caracciola, Tazio Nuvolari
and Bernd Rosemeyer.
19471970: The Green Hell

After World War II, racing recommenced in 1947 and the Nordschleife
of the Nrburgring again became the main venue for the German
Grand Prix as part of the Formula One World Championship (with the
exception of 1959, when it was held on the AVUS in Berlin). A new
group of Ringmeister arose to dominate the race Alberto Ascari, Juan
Manuel Fangio, Stirling Moss, Jim Clark, John Surtees, Jackie Stewart
and Jacky Ickx.
Nrburgring circuit map, taken at German

Grand Prix 1964; the legend advises "No driving
in the Eifel (mountains) without a lap on the
Nrburgring"
The Nordschleife from 1967-1982
On 5 August 1961, during practice for the 1961 German Grand Prix,
Phil Hill became the first person to complete a lap of the Nordschleife
in under 9 minutes, with a lap of 8 minutes 55.2 seconds (153.4km/h
or 95.3mph) in the Ferrari 156 "Sharknose" Formula One car. Over
half a century later, the highest-performing road cars have difficulty
breaking 8 minutes without a professional race driver or one very
familiar with the track. Also, several rounds of the German motorcycle
Grand Prix were held, mostly on the 7.7km (4.8mi) Sdschleife, but
the Hockenheimring and the Solitudering were the main sites for
Grand Prix motorcycle racing.
In 1953, the ADAC 1000 km Nrburgring race was introduced, an
Endurance race and Sports car racing event that counted towards the
World Sportscar Championship for decades. The 24 Hours
Nrburgring for touring car racing was added in 1970.
By the late 1960s, the Nordschleife and many other tracks were
becoming increasingly dangerous for the latest generation of F1 cars.
In 1967, a chicane was added before the start/finish straight, called
Hohenrain, in order to reduce speeds at the pit lane entry. This made
the track 25m (82ft) longer. In 1970, after the fatal crash of Piers
Courage at Zandvoort, the F1 drivers decided at the French Grand Prix
to boycott the 'Ring unless major changes were made, as they did at
Spa the year before. The changes were not possible on short notice,
and the German GP was moved to the Hockenheimring, which already
had been modified.
Nrburgring
189
The Sdschleife (1927-1982); abandoned after

1973
19711983: Changes
In accordance with the demands of the F1 drivers the Nordschleife was
reconstructed by taking out some bumps, smoothing out some sudden
jumps (particularly at Brnnchen), and installing Armco safety
barriers. The track was made straighter, following the race line, which
reduced the number of corners. The German GP could be hosted at the
'Ring again, and was for another three years from 1971 to 1973.
Relative location of the Nrburgring. (around

Nrburg, not to scale).
In 1973 the entrance into the dangerous and bumpy Kallenhard corner
was made slower by adding another left-hand corner after the fast
Metzgesfeld sweeping corner. Safety was improved again later on, e.g.
by removing the jumps on the long main straight and widening it, and
taking away the bushes right next to the track at the main straight,
which made that section of the 'Ring dangerously narrow. A second
series of three more F1 races was held until 1976, but even higher
demands by the F1 drivers and the FIA's CSI commission were too
expensive or impossible to meet, so the 1976 race was deemed the last
ever, even before it was held.
Primarily due to its length of over 22 kilometres (14mi), and the lack
of space due to its situation on the sides of the mountains, the 'Ring was unable to meet the safety requirements, and
was also unsuitable for the burgeoning television market. Niki Lauda, the reigning world champion and only person
ever to lap the full 22,835-metre (14.189mi) Nordschleife in under 7 minutes (6:58.6, 1975), proposed to the other
drivers that they boycott the circuit in 1976 because of the safety arrangements. The other drivers voted against the
idea and the race went ahead. Lauda crashed in his Ferrari coming out of the left-hand kink before Bergwerk, for
causes that were never established. He was badly burned as his car was still loaded with fuel in lap 2. Lauda was
saved by the combined actions of fellow drivers Arturo Merzario, Guy Edwards, Brett Lunger, and Harald Ertl,
rather than by the ill-equipped track marshals.
The crash also showed that the track's distances were too long for regular fire engines and ambulances, even though
the "ONS-Staffel" was equipped with a Porsche 911 rescue car, marked (R). This crash marked the end of the old
Nrburgring for Formula One. It never hosted another F1 race again, as the German Grand Prix was moved to the
Hockenheimring for 1977.
Nrburgring
The German motorcycle Grand Prix was held for the last time on the old 'Ring in 1980, also permanently moving to
Hockenheim. A year later, in 1981, work began on a 4.5km (2.8mi)-long new circuit, which was built on and
around the old pit area. At the same time, a bypass shortened the Nordschleife to 20,832m (12.944mi), and with an
additional small pit lane, this version was used for races in 1983, e.g. the 1000km Nrburgring endurance race, while
construction work was going on nearby. In training for that race, the late Stefan Bellof set the all-time lap record for
the 20.8km (12.9mi) Nordschleife in his Porsche 956, which is still unbeaten at 6:11.13, or over 200km/h
(120mph) on average (partially because no major racing has taken place there since 1984).
The Nordschleife was re-built yet again in 19821983, adding more run-off areas at corners like Aremberg and
Brnnchen, where originally there were just embankments protected by Armco barriers. The track surface was made
safer in some spots where there had been nasty bumps and jumps. Racing line markers were added to the corners all
around the track as well. Also, bushes and hedges at the edges of corners were taken out and replaced with Armco
and grass.
The former Sdschleife had not been modified in 1970/71 and was abandoned a few years later in favour of the
improved Nordschleife. It is now mostly gone (in part due to the construction of the new circuit) or converted to a
normal public road, but since 2005 a vintage car event has been hosted on the old track layout, including part of the
parking area.[4]
1984: The new Grand Prix track

The new Nrburgring was completed in 1984 and called GP-Strecke
(German: Groer Preis-Strecke: literally, "Grand Prix Course"). It was
built to meet the highest safety standards, but was considered in
character a mere shadow of its older sibling. Some fans, who had to sit
much farther away from the track, called it Eifelring, Ersatzring, Green
Party Ring or similar, believing it did not deserve to be called
Nrburgring.
The new circuit also had a characteristic of many of the circuits at the
time, in that it offered few overtaking opportunities.
To celebrate its opening, an exhibition race was held, on 12 May,
Complete distance of 2002 in comparison with
featuring an array of notable drivers. Driving identical Mercedes 190E
the track of 1927.
2.316's, the line-up was Elio de Angelis, Jack Brabham (Formula 1
World Champion 1959, 1960, 1966), Phil Hill (1961), Denis Hulme
(1967), James Hunt (1976), Alan Jones (1980), Jacques Laffite, Niki Lauda (1975, 1977)*, Stirling Moss, Alain
Prost*, Carlos Reutemann, Keke Rosberg (1982), Jody Scheckter (1979), Ayrton Senna*, John Surtees (1964) and
John Watson. Senna won ahead of Lauda, Reutemann, Rosberg, Watson, Hulme and Jody Scheckter, being the only
one to resist Lauda's overwhelming performance who - having missed the qualifying - had to start from the last row
and overtook all the others except Senna.[5][] The * in the previous paragraph indicate that titles which were not yet
won at the time of the race are not mentioned here, so there were nine former and two future Formula 1 World
Champions competing, quite a good rate in a field of 20 cars with 16 Formula 1 drivers; the other four were rather
local drivers: Klaus Ludwig, Manfred Schurti, Udo Schtz and Hans Herrmann.
Besides other major international events, the Nrburgring has seen the brief return of Formula One racing, as the
1984 European Grand Prix was held at the track, followed by the 1985 German Grand Prix. As F1 did not stay, other
events were the highlights at the new 'Ring, 1000km Nrburgring, DTM, motorcycles, and newer types of events,
like Truck Racing, Vintage car racing at the AvD "Oldtimer Grand Prix", and even the "Rock am Ring" concerts.
Following the success and first world championship of Michael Schumacher, a second German F1 race was held at
the 'Ring between 1995 and 2006, called the European Grand Prix, or in 1997 and 1998, the Luxembourg Grand
190
Nrburgring
191
Prix.
For 2002, the track was changed, by replacing the former "Castrol-chicane" at the end of the start/finish straight with
a sharp right-hander (nicknamed "Haug-Hook"), in order to create an overtaking opportunity. Also, a slow
Omega-shaped section was inserted, on the site of the former kart track. This extended the GP track from 4,500 to
5,200 m (2.80 to 3.23 mi), while at the same time, the Hockenheimring was shortened from 6,800 to 4,500 m (4.23
to 2.80 mi).
Both the 'Ring and the Hockenheimring events have been losing money due to high and rising license fees charged
by Bernie Ecclestone and low attendance due to high ticket prices[citation needed]; starting with the 2007 Formula One
season, Hockenheim and Nrburgring will alternate for hosting of the German GP.
In F1 racing, Ralf Schumacher hit his brother in 1997, which may have cost Michael the championship. In 1999, in
changing conditions, Johnny Herbert managed to score the only win for the team of former Ringmeister Jackie
Stewart. One of the highlights of the 2005 season was Kimi Rikknen's spectacular exit while in the last lap of the
race, when his suspension gave way after being rattled lap after lap by a flat-spotted tire that was not changed due to
the short-lived "One set of tires" rule.
Prior to the 2007 European Grand Prix, the Audi S (turns 8 and 9) was renamed Michael Schumacher S after Michael
Schumacher. Schumacher had retired from Formula One the year before, but returned in 2010, and in 2011 became
the second Formula One driver to drive through a turn named after them (after Ayrton Senna driving his "S for
Senna" at Autdromo Jos Carlos Pace).
Alternation with Hockenheim

In 2007, the FIA announced that Hockenheimring and Nrburgring would alternate with the German Grand Prix
with Nrburgring hosting in 2007. Due to name-licensing problems, it was held as the European Grand Prix that
year. However, in 2008 the European Grand Prix was held at Valencia Street Circuit, Eastern Spain.
Panorama main entrance of Nrburgring
Fatal accidents
While it is unusual for deaths to occur during sanctioned races, there are many accidents and several deaths each year
during public sessions. It is common for the track to be closed several times a day for cleanup, repair, and medical
intervention. While track management does not publish any official figures, several regular visitors to the track have
used police reports to estimate the number of fatalities at somewhere between 3 and 12 in a full year.[] Jeremy
Clarkson noted in Top Gear in 2004 that "over the years this track has claimed over 200 lives".[6]
Nrburgring
192
Nordschleife racing today

Several touring car series still compete on the Nordschleife, using either only the simple 20.8km (12.9mi) version
with its separate small pit lane, or a combined 24.4km (15.2mi)-long track that uses a part of the original modern F1
track (without the Mercedes Arena section, which is often used for support pits) plus its huge pit facilities.
Entry-level competition requires a regularity test (GLP) for street-legal cars. Two racing series (RCN/CHC and
VLN) compete on 15 Saturdays each year, for several hours.
The annual highlight is the 24 Hours Nrburgring weekend, held usually in mid-May, featuring 220 cars (from small
100hp (75kW) cars to 700hp (520kW) Turbo Porsches or 500hp (370kW) factory race cars built by BMW, Opel,
Audi, Mercedes-Benz), over 700 drivers (amateurs and professionals), and up to 290,000 spectators.
Automotive media outlets and manufacturers use the Nordschleife as a standard to publish their lap times achieved
with production vehicles.
BMW Saubers Nick Heidfeld made history on 28 April 2007 as the first driver in over 30 years to tackle the
Nrburgring Nordschleife track in a contemporary Formula One car. Heidfelds 3 demonstration laps round the
German circuit in an F1.06 were the highlight of festivities celebrating BMWs contribution to motorsport. About
45,000 spectators showed up for the main event, the third four-hour VLN race of the season, and the subsequent
show by Heidfeld. Conceived largely as a photo opportunity, the lap times were not as high as the car was capable
of, BMW instead choosing to run the chassis at a particularly high ride height to allow for the Nordschleife's abrupt
gradient changes and to limit maximum speeds accordingly. Former F1 driver Hans-Joachim Stuck was injured
during the race when he crashed his BMW Z4.
Nordschleife public access

The Nordschleife has remained a public one-way toll road for nearly 80 years except when it is closed off for testing
purposes, training lessons, or racing events. Since its opening in 1927, the track has been used by the public for the
so-called "Touristenfahrten," i.e. anyone with a road-legal car or motorcycle, as well as tour buses, motor homes, or
cars with trailers. It is opened mainly on Sundays, but also many Saturdays and weekday evenings. The track may be
closed for weeks during the winter months, depending on weather conditions and maintenance work.
German road law applies during Touristenfahrten sessions. There is no
general speed limit, although speed limits exist in certain areas in order
to reduce noise and risks. Passing on the right is prohibited, and the
police prosecute poor driving with the aid of helicopters.
Nordschleife is often open to the public. Three

Caterhams are entering Brnnchen, a spectator
vantage point.
This Nrburgring version is a popular attraction for many driving

enthusiasts and riders from all over the world, partly because of its
history and the challenge it provides. The lack of oncoming traffic and
intersections sets it apart from regular roads, and the absence of a
blanket speed limit is a further attraction.
Normal ticket buyers on these tourist days cannot quite complete a full
lap of the 20.8km (12.9mi) Nordschleife, which bypasses the modern
GP-Strecke, as they are required to slow down and pass through a
200-metre (220yd) "pit lane" section where the toll gates are installed. On busier days, a mobile ticket barrier is
installed on the main straight in order to reduce the length of queues at the fixed barriers. This is open to all ticket
holders. On rare occasions, it is possible to drive both the Nordschleife and the Grand Prix circuit combined.
Nrburgring
Drivers interested in lap times often time themselves from the first
bridge after the barriers to the last gantry (aka Bridge-to-Gantry or
BTG time) before the exit.[7] In the event of an accident, the local
police are known to make note of any timing devices present
(stopwatches, etc.) in the police report.[citation needed] The driver's
insurance coverage may consequently be voided, leaving the driver
fully liable for damage. Normal, non-racing, non-timed driving
accidents should be covered by driver's insurance,[8] but it is
increasingly common for UK insurers especially to insert exclusion
clauses that mean drivers and riders on the Nrburgring have
third-party coverage only[citation needed] or none at all.[9]
193
Porsche GT3 RS approaching Adenauer Forst, a

blind chicane on the Nordschleife.
Drivers who do crash have a responsibility to warn following vehicles

that there has been an incident. If an accident occurs, the typical
response passer-by procedure [10] is to stop only if necessary (needs
include stopping to render first aid or to warn incoming traffic).
"Follow-up" accidents are frequent, but the less chaos at a scene, the
less chance for another follow-up accident to occur. The 'Ring,
although for all intents and purposes a race track when used for racing,
still remains a public road when opened to the public and is policed as
such. Anyone caught or reported as driving dangerously can be fined
Crashed BMW Z3 M coup on the recovery truck
or banned by the authorities. The costs can also be prohibitive with
vehicle recovery, track closure penalties, and Armco repairs costing up to 15,000 out of pocket.[citation needed]
Commercial aspects
One of the original purposes of the Nordschleife was as a test track for auto manufacturers, and its demanding layout
had been traditionally used as a proving ground. Weekdays are often booked for so-called Industriefahrten for auto
makers and the media. With the advent of the Internet, awareness of the Nordschleife has risen in Germany and
abroad, in addition to publicity in print media. In 1999, Porsche reported that their new 996 GT3 had lapped the
'Ring in under eight minutes, and in subsequent years, manufacturers from overseas also showed up to test cars.
Some high-performance models are promoted with videotaped laps published on the web, and the claimed lap times
are generating discussion. Few of these supercars are actually entered in racing where the claims could be backed
up.
The TV Series Top Gear has also used the Nordschleife for its challenges, often involving Sabine Schmitz. In
addition, during series 17 (summer 2011) of Top Gear, James May was very critical of the ride quality of cars whose
development processes included testing on the Nordschleife.
Other pastimes are hosted at the 'Ring, such as the "Rock am Ring", Germany's biggest rock festival, attracting close
to 100,000 rock fans each year since 1985. Since 1978 the Nordschleife is also the venue of a major running event
(Nrburgring-Lauf/Run am Ring). In 2003 a major cycling event (Rad am Ring) was added and it became the multi
sports event Rad & Run am Ring.
In 2009, new commercial areas opened, including a hotel and shopping mall. In the summer of 2009 ETF Ride
Systems opened a new interactive dark ride application called "Motor Mania" at the racetrack, in collaboration with
Lagotronics B.V.[11] The roller coaster "ringracer" was scheduled to open in 2011 but never started its operations
due to technical failures.
In 2012, the track was preparing to file for bankruptcy as a result of nearly $500 million in debts and the inability to
secure financing.[12] On August 1, 2012, the government of Rheinland-Pfalz guaranteed $312 million to allow the
Nrburgring
track to meet its debt obligations.[13]
As of 2013, the Nrburgring is currently up for sale for US$165 million(127.3 million).[14] The sale process will be
by sealed-bid auction with an expected completion date of "Late Summer". This means there will be a new owner in
2013, and as they will be unencumbered by the debts of the previous operation the circuit is expected to return to
profitability.[15]
Nordschleife map
Locations of note
Flugplatz ("Airport")
The Nordschleife was formerly known for its abundance of sharp crests, causing fast-moving, firmly-sprung racing
cars to jump clear off the track surface at many locations. Although by no means the most fearsome, Flugplatz is
perhaps the most aptly (although coincidentally) named and widely remembered. The name of this part of the track
comes from a small airfield, which in the early years was located close to the track in this area. The track features a
very short straight that climbs sharply uphill for a short time, then suddenly drops slightly downhill, and this is
immediately followed by two very fast right-hand kinks. Chris Irwin's career was ended following a massive
accident at Flugplatz, in a Ford 3L GT sports car in 1968. Manfred Winkelhock flipped his March F2 car at the same
corner in 1980.
Right before Flugplatz is Quiddelbacher Hhe, where the track crosses a bridge over the Bundesstrae 257.
Bergwerk ("The Mine")
Perhaps the most notorious corner on the long circuit, Bergwerk has been responsible for some serious and
sometimes fatal accidents. A tight right-hand corner, coming just after a long, fast section and a left-hand kink on a
small crest, was where Carel Godin de Beaufort fatally crashed. The fast kink was also the scene of Niki Lauda's
infamous fiery accident during the 1976 German Grand Prix. This left kink is often referred to as the Lauda Links
(Lauda left).
Caracciola Karussell ("The Caracciola Carousel")
Although being one of the slower corners on the Nordschleife, the Karussell is perhaps one of its most iconic, one of
two berm-style, banked corners. The entrance to the corner is blind, although Juan Manuel Fangio is reputed to have
advised a young driver to "aim for the tallest tree," a feature that was also built into the rendering of the circuit in the
Gran Turismo 4 and Grand Prix Legends video games. The combination of a recognisable corner, slow-moving cars,
and the variation in viewing angle as cars rotate around the banking, means that this is one of the circuit's most
popular locations for photographers. It is named for Rudolf Caracciola, who reportedly made the corner his own by
hooking the inside tires into a drainage ditch to help his car "hug" the curve. As more concrete was uncovered and
more competitors copied him, the trend took hold. At a later reconstruction, the corner was remade with real concrete
banking, as it remains to this day.
Shortly after the Karussell is a steep section, with gradients in excess of 16%, leading to a right-hander called Hohe
Acht, which is some 300 m higher in altitude than Breidscheid.[16]
194
Nrburgring
Brnnchen ("Small Fountain")
A favorite spectator vantage point, the Brnnchen section is composed of two right-hand corners and a very short
straight. The first corner goes sharply downhill and the next, after the very short downhill straight, goes uphill
slightly. This is a section of the track where on public days, accidents happen particularly at the blind uphill
right-hand corner. Like almost every corner at the Nrburgring, both right-handers are blind. The short straight used
to have a steep and sudden drop-off that caused cars to take off; this was taken out and smoothed over when the
circuit was rebuilt in 1970 and 1971.
Lap times
Lap times recorded on the Nrburgring Nordschleife are published by several manufacturers. They are published and
discussed in print media, and online.
For lap times from various sources, see Nrburgring lap times
For lap times in official racing events, on several track variants from 20,8km up to 26km, see List of
Nordschleife lap times (racing)
For lap times of the Sport Auto Supertest, on an incomplete 20,6km lap, see List of Nordschleife lap times (sport
auto)
References
[1]
[3]
[4]
[6]
[7]
[8]
[9]
http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=N%C3%BCrburgring& params=50_20_08_N_6_56_51_E_type:landmark

Maps of Nrburgring configurations (http:/ / www. the-fastlane. co. uk/ racingcircuits/ Germany/ NurburgringBetonschliefe. html)
Vintage Nrburgring (http:/ / www. vintage-nuerburgring. de) vintage-nuerburgring.de. Retrieved 2007-10-18.
Top Gear Series 5, Episode 5
Bridge-to-Gantry. Retrieved 2013-04-15 (http:/ / bridgetogantry. com/ )
Nrburgring insurance legal information (http:/ / www. leeds-solicitors. com/ nurburgring_insurance. html)
Admiral insurance policy (http:/ / www. admiral. com/ policyDocs/ AD116 _policybook_0110. pdf), page 20: "We will not cover you or be
liable for [...] Any accident, injury, loss, theft, or damage which takes place while your car is: [...] used on the Nurburgring Nordschleife [...]"
[10] http:/ / www. nurburgring. org. uk/ accidentproc. html
[16] http:/ / www. nurburgring. org. uk/ altitude-profile. jpg
External links
Official website: German (http://www.nuerburgring.de) | English (http://www.nuerburgring.de/en/)

Ben Lovejoy's Nrburgring website (http://www.nurburgring.org.uk/index.html)
Nurburgring Webcam 24 hours (http://autoya.info/nurburgring_track_webcam_24_hours/)
Nrburgring Explorer website (http://nurburgringexplorer.com/)
One full Nordschleife lap with an on-board camera (http://www.kinomap.com/#!kms-xnjcpd) on Kinomap
One lap GP track with on-board camera (http://www.fastvoice.de/Nuerburgring.mp4)
195
Paul Ricard
196
Paul Ricard
Paul Ricard High Tech Test Track
Location
Le Castellet, France
Time zone
GMT +1 (DST: +2)
Coordinates
43152N 54730E
[1]
Major events French Grand Prix, MotoGP, FIA GT

Long Circuit (1970-1999)
Length
5.809 km (3.610 mi)
Turns
14
Lap record
1:39.914 (Keke Rosberg, Williams Honda, 1985)

Club Circuit (1986-1999)
Length
3.812 km (2.369 mi)
Turns
Lap record
1:08.012 (Nigel Mansell, Ferrari, 1990)
The Paul Ricard Circuit is a motorsport race track built in 1969 at Le Castellet, near Marseille, in France, with
finance from the eccentric pastis magnate Paul Ricard. Ricard wanted to experience the challenge of building a
highway.
History
Its innovative facilities made it one of the safest motor racing circuits in the world at the time of its opening[citation
needed]
. The circuit had three track layout permutations, a large industrial park and an airstrip. The combination of
modern facilities, mild winter weather and an airstrip made it popular amongst racing teams for car testing during the
annual winter off-season. [citation needed]
The original track was dominated by the 1.8km long Mistral Straight that is followed by the high-speed right hand
Signes corner. The long main straight and other fast sections made the track very hard on engines as they ran at full
revs for extended spells. Engine failures were common, such as Ayrton Senna's huge crash during the 1985 French
Grand Prix after the Renault engine in his Lotus failed and he went off backwards at Signes and crashed heavily,
fortunately with only light bruising to the driver. Nigel Mansell crashed at the same place in the same weekend
during practice and suffered concussion which kept him out of the race. Mansell's crash was the result of a slow
puncture in his left rear tyre causing it to explode at over 200mph, which detached his Williams FW10's rear wing.
The Honda powered FW10 holds the race lap record for the original circuit when Mansell's team mate Keke Rosberg
recorded a time of 1:39.914 during the 1985 French Grand Prix.
Paul Ricard
It opened in 1970 with a 2-litre sports car race.[citation needed] During the 1970s and the 1980s the track developed
some of the best French drivers of the time, and hosted the Formula One French Grand Prix on many occasions, the
first of which was the 1971 French Grand Prix.
In 1986 Formula One driver Elio de Angelis was killed in a testing accident at the fast first turn, and the circuit was
modified in order to make it safer. The length of the Mistral Straight was reduced and the fast sweeping curves
where de Angelis had crashed were bypassed.
The last French Grand Prix held at the circuit was in 1990; the event then moved to Magny-Cours where it ran until
2008. Since then there have been discussions towards reviving the French Grand Prix.
In the 1990s the circuit's use was limited to motorcycle racing and French national racing, most notably until 1999,
the Bol d'or motorcycle endurance race. The track was also the home of the Oreca F3000 team.
After Ricard's death, the track was sold to Excelis, a company owned by Formula One promoter Bernie Ecclestone,
in 1999. The track has since been rebuilt into an advanced test track. It is now known as the Paul Ricard High Tech
Test Track (Paul Ricard HTTT).
An aircraft landing strip suitable for private jets is amongst the circuit's facilities. There is a Karting Test Track
(KTT) that features the same type of abrasive safety zones as the car track. The track has also hosted some races,
including the 2006 Paul Ricard 500km, a round of the FIA GT Championship. Other GT championships have run
races here, most notably the Ferrari Challenge and races organized by Porsche clubs of France and Italy.
Ecclestone has expressed an intention to return Formula One racing to the circuit by hosting a biennial French Grand
Prix at the circuit beginning in 2013 (with a Belgian Grand Prix at Spa-Francorchamps in the alternate years). [2]
The track
The track is characterised by its long Mistral straight (1.8km) and elongated track design. The track is also unusual
in that it is built on a plateau, and is very flat. The length of the full track is around 3.610miles (5.8km). In 1986 the
track was modified to shorten the circuit. This shorter circuit is known as the GP short circuit and is 2.369miles
(3.8km) long. The track offers 167 possible configurations from 826 to 5,861 metres.[3] Its flexibility and mild
winter weather mean that it is used for testing by several motorsport teams, including Formula One teams.
The track is known for its distinctive black and blue runoff areas known as the Blue Zone. The runoff surface
consists of a mixture of asphalt and tungsten, used instead of gravel traps, as common at other circuits.[4] A second,
deeper run-off area is the Red Zone, with a more abrasive surface designed to maximize tyre grip and hence
minimize braking distance, although at the cost of intense tyre wear. The final safeguard consists of Tecpro barriers,
a modern improvement on tyre barriers.[4]
References
[1]
[2]
[3]
[4]
http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Circuit_Paul_Ricard& params=43_15_2_N_5_47_30_E_type:landmark

http:/ / www. bbc. co. uk/ sport/ 0/ formula1/ 17738493
Tracks and facilities (http:/ / www. circuitpaulricard. com/ les-pistes-p-155. html?language=en) - Official website
Paul Ricard High Tech Test Track, The Marshal: Incorporating Rescue & Resuscitation, April 2007 (Issue 21)
External links
Official website (http://www.circuitpaulricard.com/)
197
Sebring
198
Sebring
Sebring International Raceway
Location
Highlands County, east of Sebring, Florida, USA
Time zone
UTC -5 (UTC-4 DST)
Capacity
open seating without capacity limitation
Owner
Panoz Motor Sports Group
Operator
Panoz Motor Sports Group
Opened
1950
Major events American Le Mans Series

12 Hours of Sebring
GP Road Course (6th variation) (1999-present)
Surface
Asphalt/Concrete
Length
3.74 mi (6.02 km)
Turns
17
Lap record
1:43.886
[1]
(Marcel Fssler, Audi Sport Team Joest, 2013, LMP1)

Club Road Course
Length
1.7 mi (2.74 km)

5th variation (1991-1998)
Length
3.724 mi (5.99 km)
Turns
18
Lap record
1:49.425 (Stefan Johansson, Yannick Dalmas, Ferrari, 1997, LMP1)

4th variation (1987-1990)
Length
4.109 mi (6.612 km)
Turns
17
Lap record
1:55.767 (Derek Daly, Nissan, 1990, IMSA)

3rd variation (1983-1986)
Length
4.80 mi (7.821 km)
Sebring
199
Turns
17
Lap record
2:11.416 (Ken Madren, March, 1986, IMSA)

2nd variation (1967-1982)
Length
5.382 mi (8.36 km)
Turns
17
Lap record
2:27.067 (Bobby Rahal, March, 1982, IMSA)

1st variation (1952-1966)
Length
5.38 mi (8.356 km)
Turns
17
Lap record
2:54.6 (Dan Gurney, Ford, 1966, WSC)
Sebring International Raceway is a road course auto racing facility located near Sebring, Florida.
Sebring (pronounced "sea bring") Raceway is one of the oldest continuously-operating race tracks in the United
States, its first race being run in 1950. Sebring is one of the classic race tracks in North American sports car
racing[citation needed], and plays host to the 12 Hours of Sebring, one of the legs of the unofficial triple crown of
endurance racing.
The raceway occupies a portion of Sebring Regional Airport, an active airport for private and commercial traffic that
was originally built as Hendricks Army Airfield, a World War II training base for the U.S. Army Air Forces.
History
Sebring started life as a United States Army Air Forces training base. From 1941 to 1946, pilots learned to fly the
B-17 Flying Fortress. This lineage was commemorated by a special livery on Gunnar Racing's Panoz in the 2002 12
Hours of Sebring resembling a World War II-era B-17.[2]
After the war, aeronautical engineer Alec Ulmann,[3] seeking sites to restore military aircraft for civilian use, saw
potential in Hendricks' runways to stage a sports car endurance race, similar to the 24 Hours of Le Mans. Sebring's
first race was held on New Year's Eve of 1950. The Sam Collier 6 Hour Memorial race was won by Fritz Koster and
Ralph Deshon in a Crosley Hot Shot that had been driven to the track by Victor Sharpe. This first race attracted
thirty racecars from across North America.[4]
The first 12 Hours of Sebring was held on March 15, 1952, and would grow to be a major international race. In
1959, the racetrack hosted the first Formula One Grand Prix in the United States. Due to the poor attendance and
high costs, the next United States Grand Prix was held at Riverside.[5]
For much of Sebring's history, the track followed a 5.2 miles (8.4km)
layout. In 1967, the Webster Turn right between the hairpin and the top
of the track was removed and replaced with the faster Green Park
Chicane, which was closer to the hairpin and allowed a flat-out run
through a very fast corner to the top of the track and the runway, which
made the circuit 50 yards longer. The circuit was also widened, and all
these things were done after the 1966 12 Hours because 5 people were
killed during the race, and the Warehouse straight was a dangerous
Press box
section that ran right past buildings and warehouses, and a crash where
a Porsche went into one of the warehouses and into a crowd led the
organizers installing the chicane to move the Warehouse straight further away from the warehouses and buildings. In
1983, the track was changed to allow simultaneous use of the track and one of the runways. In 1987, more changes
allowed use of another runway. Further changes in 1991 accommodated expansion of the airport's facilities, and
Sebring
200
brought the track close to its current configuration. The entire track could now be used without interfering with
normal airport operations. In 1997, the hairpin was removed due to a lack of run-off, and replaced with what became
known as the "safety pin". Gendebien Bend was also re-profiled to slow the cars' entry to the Ullman straight.[6]
The track now is leased by the Panoz Motor Sports Group, who
acquired the facility from Andy Evans in 1997.[7]
The track will often be recognized for its famous, high-speed "Turn
17", a long, bumpy, fast right hander that can make or break a car's
speed down the front straight. The corner can fit up to 3 cars wide.
Skip Barber Racing School holds numerous programs at the facility,
including a Scholarship opportunity for young racers.
Final Hours of Sebring 2011
Track configuration
Sebring International Raceway consist of three tracks:
the Full Circuit, the Short Circuit, and the Club Circuit.
The course of the track itself is 3.74 miles (6.02km)
long. It is a seventeen-turn road course with long
straights, several high-speed corners, and very technical
slower corners. Many of the turns and points along the
track are named for the early teams and drivers. There
is very little elevation change around the track and little
camber on the surface, providing a challenging track
for drivers, especially when it rains.
Track map.
Sebring is renowned for its rough surface. The course

still runs on old sections of World War II-era landing
fields that were constructed of concrete sections with
large seams. The transitions between sections are quite
rough and often, sparks fly from the undercarriages of
the cars as they traverse them. Much of the track has
intentionally been left with its original concrete runway
surface. The track surface has 3.04 miles (4.89km) of
asphalt and 0.7 miles (1.1km) of concrete. Mario
Andretti, a 3-time 12 Hours winner, said that one of the
hardest parts about the original Sebring track was
finding the track to begin with! There had been many
accounts of drivers retiring due to accidents at night,
quite simply because they got lost on the runway
sections and couldn't find the track again. Some drivers
got lost even during the day, mostly because the track
was poorly marked down with white lines and cones.[8]
The track layout from 1952 to 1966 (1st variation). Length: 5.38 mi
(8.356 km) Lap record: Dan Gurney, Ford GT40, 2:54.6, 1966
Sebring
201
Events
Sebring is most notable for hosting the 12 Hours of Sebring, sanctioned at various times by the FIA, IMSA, and
now, the ALMS. The track also hosts the Legends of Motorsport and Historic Sportscar Racing series, and is the
winter home of the Skip Barber Racing School. Many IndyCar, sports prototype, and Grand Touring teams use
Sebring for winter testing due to the warm climate.
Sebring in pop culture

Sebring Raceway is featured in the video games iRacing, Forza
Motorsport 2, Forza Motorsport 3, Forza Motorsport 4, Total
Immersion Racing, and Sports Car GT. There are also end-user created
Audi R15 at Sebring 2011
versions for GTR2, GTR Evolution, GT Legends, rFactor, Grand Prix
Legends and NASCAR Racing 2003 Season. It is speculated to appear
in Gran Turismo 6. In board gaming, Sebring was also featured in the first expansion for the Formula D board game
by Asmodee games.
References
[1]
[2]
[3]
[4]
[5]
[6]
[7]
(http:/ / www. audiworld. com/ news/ 13/ sebring-qual/ )

Gunnar Racing (http:/ / www. gunnarracing. com/ team/ 962. com/ panoz/ panoz/ sebring. htm)
(http:/ / www. nytimes. com/ 1986/ 04/ 26/ obituaries/ alec-ulmann-is-dead-at-82-pioneer-in-sports-car-racing. html)
http:/ / www. ggw. org/ ~cac/ Sebring/ Sebring. html
The United States Grand Prix (http:/ / www. ddavid. com/ formula1/ usgp. htm)
12 Hours of Sebring (http:/ / www. sebringraceway. com/ history_evolution. lasso)
The TACH Report: USRRC Announces '98 Sched, Panoz Buys Sebring From Andy Evans, GM Has New Longer Range Battery For EVs
(http:/ / www. theautochannel. com/ news/ date/ 19980113/ news009158. html)
[8] About Sebring Raceway (http:/ / www. sebringraceway. com/ track_test. lasso)
External links
Official website (http://www.sebringraceway.com/)
A drivers description of the various track configurations (http://www.na-motorsports.com/Tracks/FL/Sebring.
html)
Trackpedia guide to Sebring (http://www.trackpedia.com/wiki/Sebring_International_Raceway)
Audio walk-through of the track, for use with games (http://www.AudioTrackGuides.co.uk)
Coordinates: 27.454741N 81.348267W (http:/
php?pagename=Sebring_International_Raceway&
348267_E_region:US_type:landmark)
tools. wmflabs.
params=27.
org/
geohack/ geohack.
454741_N_-81.
Silverstone
202
Silverstone
Silverstone Circuit
"Home of British Motor Racing"[]
Silverstone Circuit 2010 Onwards

Location
Silverstone, Northamptonshire (part) and Buckinghamshire (part), England, UK
Time zone
GMT
Coordinates
52443N 111W
FIA Grade
Architect
Populous
[1]
Coordinates: 52443N 111W [1]
Major events FIA Formula One : British Grand Prix

FIM MotoGP : British Grand Prix
FIM Superbike World Championship
FIA GT1 World Championship
Le Mans Series
European Formula Two Championship
FIA International Formula 3000
British Touring Car Championship
British F3 International Series
British GT
British Superbike Championship
Silverstone Classic
[2]
Arena Grand Prix Circuit

Length
5.901 km (3.667 mi)
Turns
18
Lap record
1:30.874 (
Fernando Alonso, Ferrari, 2010, F1)

Bridge Grand Prix Circuit
Length
5.141 km (3.194 mi)
Turns
17
Lap record
1:18.739 (
Michael Schumacher, Ferrari, 2004, F1)

International Circuit
Length
3.619 km (2.249 mi)
Turns
10
National Circuit
Length
2.638 km (1.639 mi)
Silverstone
203
Turns
6
Stowe Circuit
Length
1.281 km (0.796 mi)
Turns
Silverstone Circuit is a British motor racing circuit next to the Northamptonshire villages of Silverstone and
Whittlebury. The circuit straddles the Northamptonshire and Buckinghamshire border, with the current main circuit
entry on the Buckinghamshire side. The Northamptonshire towns of Towcester (5 miles) and Brackley (7 miles) and
Buckinghamshire town of Buckingham (6 miles) are close by, and the nearest large towns are Northampton and
Milton Keynes.
Silverstone is the current home of the British Grand Prix, which it first hosted in 1948. The 1950 British Grand Prix
at Silverstone was the first race in the newly created Formula One World Championship. The race rotated between
Silverstone, Aintree and Brands Hatch from 1955 to 1986, but relocated permanently to Silverstone in 1987.
On 30 September 2004 British Racing Drivers' Club president Jackie Stewart announced that the British Grand Prix
would not be included on the 2005 provisional race calendar, and if it were, would probably not occur at
Silverstone.[3] However on 9 December an agreement was reached with Formula One rights holder Bernie
Ecclestone ensuring that the track would host the British Grand Prix until 2009 after which Donington Park would
become the new host of the British Grand Prix. However, the Donington Park leaseholders suffered economic
problems resulting in the BRDC signing a 17 year deal with Ecclestone to hold the British Grand Prix at
Silverstone.[4]
The Circuit
Silverstone is built on the site of a World War II Royal Air Force bomber station, RAF Silverstone, which opened in
1943. The airfield's three runways, in classic WWII triangle format, lie within the outline of the present track.
Silverstone was first used for motorsport by an ad hoc group of friends who set up an impromptu race in September
1947. One of their members, Maurice Geoghegan, lived in nearby Silverstone village and was aware that the airfield
was deserted. He and eleven other drivers raced over a two mile circuit, during the course of which Geoghegan
himself ran over a sheep that had wandered onto the airfield. The sheep was killed and the car written off, and in the
aftermath of this event the informal race became known as the Mutton Grand Prix.[5]
The next year the Royal Automobile Club took a lease on the airfield and set out a more formal racing circuit. Their
first two races were held on the runways themselves, with long straights separated by tight hairpin corners, the track
demarcated by hay bales. However, for the 1949 International Trophy meeting, it was decided to switch to the
perimeter track. This arrangement was used for the 1950 and 1951 Grands Prix. In 1952 the start line was moved
from the Farm Straight to the straight linking Woodcote and Copse corners, and this layout remained largely
unaltered for the following 38 years. For the 1975 meeting a chicane was introduced to try to tame speeds through
the mighty Woodcote Corner (although MotoGP would still use the circuit without the chicane up until 1986), and
Bridge Corner was subtly rerouted in 1987.
The track underwent a major redesign between the 1990 and 1991 races, transforming the ultra-fast track (where in
its last years, every corner was taken in no lower than 4th or 5th gear (depending on the transmission of the car)
except for the Bridge chicane, which was usually taken in 2nd gear) into a more technical track. The reshaped track's
first F1 race was perhaps the most memorable of recent years, with Nigel Mansell coming home first in front of his
home crowd. On his victory lap back to the pits Mansell even found time to pick up stranded rival Ayrton Senna and
give him a lift on his side-pod, after Senna's McLaren had run out of fuel on the final lap of the race.
Following the deaths of Senna and fellow Grand Prix driver Roland Ratzenberger at Imola in 1994, many Grand Prix
circuits were modified in order to reduce speed and increase driver safety. As a consequence of this the entry from
Silverstone
Hangar Straight into Stowe Corner was modified in 1995 so as to make its entry less dangerous and, as a result, less
challenging, and the flat-out Abbey kink was modified to a chicane in just 19 days before the 1994 GP.
History
Origins 1940s
Silverstone claims to be the Home of British Motor Racing; over the years much energy has been put into the circuit
and it is hard to refute the claim. [][6]
With the termination of hostilities in Europe in 1945, the first motorsport event on English soil was held at Gransden
Lodge in 1946 and the next on the Isle of Man, but there was nowhere permanent on the mainland which was
suitable.[6]
In 1948, Royal Automobile Club (RAC) set its mind upon running a Grand Prix and started to cast around public
roads on the mainland. There was, of course, no possibility of closing the public highway as could happen on the Isle
of Man, or the Channel Islands; it was a time of austerity and there was no question of building a new circuit from
scratch so some viable alternative has to be found.[6]
What was available? There was a considerable number of ex-RAF airfields and it was to these the RAC turned their
attention to with particular interest being paid to two near the centre of England Smitterfield near
Stratford-upon-Avon and one behind the village of Silverstone. The latter was still under the control of the Air
Ministry, but a lease was arranged in August 1948 and plans put into place to run the first British Grand Prix since
the RAC last ran one at Brooklands in 1927 (those held at Donington Park in the late 1930s had the title of
Donington Grand Prix).[6]
In August 1948, the RAC employed one James Brown on the three-month contact to create the Grand Prix circuit in
less than two months. Nearly 40 years later, Brown died virtually in harness.[6]
The prospect of running a Grand Prix in England as late as October is one which would be countenanced today but
the idea was relished in 1948, for it was, after all only continuing the tradition handed down from Brooklands and
Donington Park. So it was that on Thursday 30th September, Silverstone first reverberated to the sound of Formula
One motor racing engines, with the race on the 2nd October.[6]
The new circuit was marked out with oil drums and straw bales and consisted of the perimeter road and the runaways
running into the centre of the airfield from two directions. Spectators were contained behind rope barriers and the
officials were housed in tents. An estimated 100,000 people arrived to witness the first post-war Grand Prix on
English soil.[6]
There were no factory entries but Scuderia Ambrosiana sent two Maserati 4CLT/48s for Luigi Villoresi and Alberto
Ascari who finished in that order (notwithstanding having started from the back of the grid of 25 cars) ahead of Bob
Gerard in his ERA R14B/C. The race was 239 miles long and was run at an average speed of 72.28mph. Fourth
place went to Louis Rosiers Talbot-Lago T26 , followed home by Biba in an another Maserati 4CLT/48.[6][7]
The second Grand Prix at Silverstone was scheduled for May 1949 and was officially designated the British Grand
Prix. it was to use the full perimeter track with a chicane inserted at Club Corner. The length of the second circuit
was exactly three miles and the race run over 100 laps, making it the longest post-war Grand Prix held in England.
There were again 25 starters and victory went to a San Remo Maserati 4CLT/48, this time in the hands of Toulo de
Graffenried from Bob Gerard in his familiar ERA, and Louis Rosier in a 4-litre Talbot-Lago. The race average
speed had risen to 77.31mph. The attendance was estimated at anything up to 120,000.[6][8]
Also in 1949, the first running took place of what was to become an institution at Silverstone, the International
Trophy sponsored by the Daily Express and which become virtually a second Grand Prix. The first International
Trophy was run on 20 August in two heats and a final; victory in heat one went to Prince Birabongse (Bira) and the
second to Giuseppe Farina both driving Maserati 4CLT/48s, but the final went to a Ferrari Tipo 125 driven by
204
Silverstone
Alberto Ascari from Farina, with Luigi Villoresi third in another Ferrari. For this meeting, the chicane at Club
Corner was dispensed with and the circuit took up a shape that was to last for 25 years.[6][9][10]
1950s
The 1950 British Grand Prix was a significant occasion on for two reasons; one, it was the first ever World
Championship Grand Prix, carrying the title of the European Grand Prix; and the event was graced by the presence
of King George VI and Queen Elizabeth the first and only time a reigning monarch has attended a motor race in
Britain.[6][]
The year was the institution of the World Championship for Driver, and Silverstone witnessed the first time that Alfa
Romeo 158 Alfettas had been seen in England, and they took the first three places in the hands of Giuseppe Farina,
Luigi Fagioli and Reg Parnell, with the race average having increased to 90.96mph, however the race distance had
been reduced to 205 miles. [6][]
1951 was memorable for it saw the defeat of the Alfas ,with victory going to the popular Argentinian driver, Froiln
Gonzlez driving the Ferrari 375. His fellow countryman, Juan Manuel Fangio was second in an Alfa Romeo 159B
and Luigi Villoresi in another Ferrari 375. The race distance had increased to 263 miles, and the race average speed
was now 96.11mph.[6][]
1951 also saw the British Racing Drivers' Club (BRDC) took over the lease from the RAC, and set about making the
circuit into something more permanent. []
The International Trophy attracted the cream of Formula One, including the invincible Alfas, driven by Fangio and
Farina. However, the heavens opened for the final and visibility was almost nil, and in those conditions the Alfettas
with their Supercharged engines were at a distinct disadvantage. When the race was abandoned after only six laps,
Reg Parnell was in the lead in the Thinwall Special; no official winner was declared.[6]
In 1952, the RAC decided it no longer wished to run the circuit, and on 1 January the lease was taken on by the
BRDC, with James Brown continuing as track manager. The lease covered only the perimeter track and other areas
at specific times. Coinciding with the BRDC taking over the running of the Grand Prix, there was a little unrest
within the sport which led to the downgrading of Grand Prix racing to Formula Two, which was won by Alberto
Ascari at 90.9mph from his Ferrari team-mate Piero Taruffi both driving the Tipo 500. The podium was completed
by Mike Hawthorn driving a Cooper-Bristol T12.[6]
The International Trophy was notable in 1952, in that it saw an all-too-rare victory for Hersham and Walton Motors
when Lance Macklin had a superb win.[6]
The same situation continued into 1953 with the World Championship being run for Formula Two cars. The race
was a straight fight between the Maserati and Ferrari teams, with victory going to Ascari at 92.9mph abroad a Ferrari
Tipo 500 from the Maserati A6GCM of Fangio and another Tipo 500 of Farina. The racecard included a Formula
Libre race which really put the Grand Prix into perspective; Farina drove the Thinwall Special to victory at a higher
speed than the actual GP, setting the first lap record at over 100mph, at 100.16mph.[6]
The 1954 Grand Prix season was the new 2.5-litre Formula One and had attracted interest from some major players.
Lancia had joined the fray with their D50 and Daimler-Benz were back; the appearance of Lancia meant that there
were no fewer than three Italian teams completing at the highest level. The others being Ferrari and Maserati. The
British were catered for by the Owen Racing Organisation with their BRMs, the Vanwall of Tony Vandervell and
Connaught still fighting the good fight, while Cooper-Bristol were not to be forgotten. At the start of the season,
Mercedes-Benz had swept all before them, but Silverstone was a dbcle for the team which returned to
Untertrkheim with their tails between their legs. The 263-mile race was won by Gonzlez from Hawthorn in the
works 625s with Onofre Marimn third in the works Maserati 250F. The best Mercedes driver was poleman Fangio
in his W196.[6]
205
Silverstone
206
From 1955, the Grand Prix was alternated between Aintree and Silverstone, until 1964 when Brands Hatch took over
as venue alternative.[]
By the time the Grand Prix returned to Silverstone in 1956, Mercedes-Benz had gone, as had Lancia as an
independent entrant, the cars having been handed to Scuderia Ferrari, who ran them as Lancia-Ferraris. The great
Fangio scored his only British Grand Prix win in one of these cars. Second was another Lancia-Ferrari which had
started the race in the hands of Alfonso de Portago, but was taken over by Peter Collins at half-distance and third
place was Jean Behra in a Maserati 250F.[6]
Matters were somewhat happier for the British enthusiast at the International Trophy; a quality field had been
attracted including Fangio and Collins in their Lancia-Ferraris, but the 13 laps of the race were led by the new BRM
P25 driven by Hawthorn. When the engine of the BRM expired, Stirling Moss in the Vanwall took over, going on to
win. With the Lancias broken by the Brit, the rest of the podium was taken by the Connaughts of Archie Scott
Brown and Desmond Titterington.[6]
For 1958 drastic rule changes introduced into Formula One, Fangio had retired and Maserati had withdrawn due to
financial difficulties. Throughout the season the battles was between Ferrari and Vanwall and it was fervently hoped
that Vandervell would success at home but it was not to be; the green cars fell apart, Stuart Lewis-Evans the best
placed finisher in fourth. Victory went to Collins from Hawthorn, both driving Ferrari Dino 246s. The crowd of
120,000 did witness at hat-trick of English drivers on the podium with Roy Salvadori coming home third in one of
John Coopers Coventry-Climax rear-engined powered cars.[6]
1960s
At the British Grand Prix of 1960, the front-engined cars were
completely
outclassed,
the
podium
going
to
the
Coventry-Climax-powered cars, with victory going to Jack Brabham in
the works Cooper T53 from John Surtees and Innes Ireland in their
Lotus 18s. Although the race is remembered as the race lost by Graham
Hill lost, rather than won by Brabham. Hill stalled his BRM on the
grid, left the line in last place, then proceeded to carve through the
whole field. Once in the lead, the BRM was troubled by fading brakes
which led to Hill spinning off at Copse Corner.[6][]
Piers Courage on his way to 5th place in the 1969

British Grand Prix, aboard Frank Williams
Racing Carss Brabham-Cosworth BT26A
1961 was the year of the new 1.5 litre Formula One introduced by the
governing body on safety grounds it met with strong opposition in
Britain which gave birth to the short-lived Inter-Continental Formula,
which extended the life of the now-obsolete Formula One cars. The International Trophy was run to this Formula
and produced a notable first and last the first and only appearance of the American Scarab and the last appearance
of the Vanwall, in the hands of Surtees. The race was wet and Moss demonstrated his supreme prowess in Rob
Walkers Cooper by lapping all but Brabham twice.[6]
In 1962, the second year of the Formula, the International Trophy was run for the 1.5 litre cars. This was the classic
occasion when Hill in the BRM crossed the finishing line almost sideways to snatch victory from Jim Clarks Lotus
24; both drivers were credited with the same race time.[6][]
Clark was to win the British Grand Prix when it returned to Silverstone in 1963, driving the Lotus-Climax 25. By
now, even Ferrari had succumbed to the rear-engined layout, but sent only one to Northamptonshire for Surtees
(Ferrari 156). He finished second, ahead of three BRM P57s of Hill, Richie Ginther and Lorenzo Bandini.[6][]
For the 1965 season, BRM had taken a chance of signed Scottish driven straight from Formula Three; the
International Trophy was only his fourth Formula One race, but despite this he won handsomely from Surtees in the
Ferrari. The newcomer was Jackie Stewart. When the Formula One returned for the British Grand Prix later that
Silverstone
year, Stewart finished a creditable fifth. Fellow Scot, Clark won the race in his Lotus-Climax 33 from the BRM P261
of Hill and the Ferrari of Surtees.[6]
The following year, the new 3-litre Formula One was heralded as the Return of Power, however the first Grand Prix
under these regulations was held at Brands Hatch. It was not until 1967, that the big-engined cars came to
Northamptionshire. The result remained unchanged with Clark winning in the Lotus-Cosworth 49, at a race average
speed of 117.6mph. Second was Kiwi Denny Hulme abroad the Brabham-Repco from the Ferrari 312 of his fellow
countrymen Chris Amon.[6]
There was a frightening increase in race average speed in 1969, for it rose by 10mph, to 127.2mph when Stewart
won in his Matra-Cosworth MS80 from Jacky Ickx (Brabham-Cosworth BT26) and Bruce McLaren driving one of
his own Cosworth-powered M7Cs.[6]
1970s
By 1971, the 3-litre era was now into its fifth season; it was also the
year when sponsorship came to the fore. Ken Tyrrell became a
constructor and Jackie Stewart won at Silverstone driving the Tyrrell
003 on his way to a second World Championship. Ronnie Peterson was
second in March 711 from Emerson Fittipaldi in Lotus 72D; all were
Cosworth-powered in what fast becoming Formula Super Ford; the
race average was 130.5mph.[6]
1973 was the year that Jody Scheckter lost control of his McLaren at
Niki Lauda taking the Ferrari 312T through
the completion of the first lap, spinning into the pit wall and setting in
Maggotts Copse during 1975 John Player Grand
motion the biggest accident ever seen on a British motor racing circuit.
Prix, Silverstone
The race was stopped on lap two and the carnage cleared away; it
speaks highly for the construction of the cars that only one driver was
injured. The race was won Scheckters team-mate, Peter Revson (McLaren M23-Cosworth) from Peterson (Lotus
72E) and Denny Hulme (McLaren M23). The race average speed had risen again to 131.75mph.[6]
The 1973 dbcle wrought changes upon Silverstone as it was deemed necessary to slow these cars through
Woodcote, therefore, a chicane was inserted. Formula Super Ford reached its peak in 1975, when 26 of the 28
entries were Cosworth-powered, there being just two Ferraris to challenge them. Tom Pryce placed his Shadow DN5
on pole for the 1975 Grand Prix, but an accident destroyed his chances as the race was run in appalling weather and
it stopped at two-thirds distance. Victory went to Fittipaldi (McLaren M23) from Carlos Pace (Brabham BT44B) and
Scheckter (Tyrrell 007).[6]
International motor racing at Silverstone is not concerned solely to Formula One, however, and 1976 saw one of the
closest finished in endurance racing during the Silverstone Six-Hour race, which was a round of the World
Championship for Makes. The series was almost a German benefit that season as the main contenders were the
Porsche 935s and BMW 3-litre CSLs (common known as the Batmobiles). Porsche had had the upper hand in the
opening rounds of the series, but at Silverstone things were diffierent. John Fitzpatrick and Tom Walkinshaw kept
their BMW ahead to win by 197 yards (1.18secs) from the Bob Wollek/Hans Heyer Porsche 935 Turbo. Third was a
Porsche 934 Turbo in the hands of Leo Kinnunen and Egon Evertz.[6]
The 1977 British Grand Prix saw the beginning of a revolution in Formula One, for towards the back of the grid was
the product of Rgie Renault which was exploiting a rule in F1 regulations that allowed the use of 1.5-litre
turbocharged engines. The Renault RS01 expired early in the race. Ulsterman John Watson had an early battle with
James Hunt, but the fuel system in Watsons Brabham-Alfa Romeo let him down and the winner Hunt (McLaren
M26) won at a speed of 130.36, with Niki Lauda second for Ferrari from Gunnar Nilsson in a Lotus.[6]
207
Silverstone
208
Once the most prestigious race of the motorcycle calendar, the Isle of Man TT had been increasingly boycotted by
the top riders, and finally succumbed to pressure and was dropped. This replaced by the British Motorcycle Grand
Prix. 1977 marked the beginning of this era, and Silverstone was the chosen venue. It took place on 14 August, with
Pat Hennen riding a Suzuki RG500 to victory from Steve Baker (Yamaha). [11]
The International Trophy attracted World Championship contenders for the last time in 1978 but the race witnessed
the debut of the epoch-making Lotus 79 in the hands of Mario Andretti. Such events as this, gave the Formula One
also-rans a chance to start which they were normally denied in Grand Prixs; two such were the Theodore and
Fittipaldi. Keke Rosberg won the former in atrocious conditions from Fittipaldi in his namesake car.[6]
14 May witnessed the running of the Silverstone Six-Hours, a round of
the World Championship for Makes. A 3.2-litre Porsche 935 won in
the hands of Jacky Ickx and Jochen Mass from a 3.0-litre version
driven by Wollek and Henri Pescarolo; third and fourth were BMW
320s handled by Harald Grohs/Eddy Joosen and Freddy
Kottulinsky/Markus Hotz. The race was run over 235 laps of the Grand
Prix circuit to make a total of a little over 689 miles which the winning
car covered at 114.914mph.[6][12]
Jochen Mass (Martini Racing Porsche 935)

during the 1976 Silverstone Six-Hours
Come the 1979 Grand Prix and the passage of two years had made a
great difference to the performance of the turbocharged Renaults; the
car which qualified on the last row in 1977 was now on the front row beside Alan Jones in the Williams FW07.
When Joness Cosworth expired, his team-mate Clay Regazzoni moved into the lead, going on to win from Ren
Arnoux in the Renault RS10 with Jean-Pierre Jarier third in the Tyrrell 009. The winners average speed was
138.80mph.[6]
The 1979 British Motorcycle Grand Prix was again held at Silverstone and would be one of the closet races in the
history of Motorcycle Grand Prix racing. The 1978 winner Kenny Roberts and the pair of works Suzuki riders, Barry
Sheene and Wil Hartog broke away from the rest of the field. After a few laps, Hartog fell off the pace as Sheene and
Roberts continued to swap the lead throughout the 28-lap event, the American winning for the second time ahead of
Sheene by a narrow margin of just three-hundreds of a second. [13]
1980s
In May 1980, World Championship for Makes sports cars, in other
words returned in form of the Silverstone Six-Hours, which was won
by Alain de Cadenet, driving a car bearing his own name, partnered by
Desir Wilson, the 235 laps (687 miles) being completed at
114.602mph. The only other to complete the full race distance was the
Siegfried Brunn/Jrgen Barth (Porsche 908/3), with a Porsche 935K
Turbo driven by John Paul and Brian Redman third, a lap down.[6][14]
The passage of a further two years saw the arrival of the one-one-one
John Watsons 1982 British Grand Prix race
grid in 1981, albeit staggered in two rows. The turbocharged era had
winning McLaren, during the 2011 Silverstone
Classic meeting
arrived for not only Renault occupy the front row of the grid, but
turbo-engined Ferrari were fourth and eighth. The Renaults dominated
the race, but total reliability was still lacking and the day went to John Watson in a McLaren MP4/1. Second place
went to Carlos Reutemann in the Williams FW07C from the Talbot-Ligier JS17 of Jacques Laffite, a lap down; the
race speed was down a little at 137.64mph.[6]
For 1982 endurance sport car racing entered a rejuvenated phrase with the coming of Group C; the BRDC and
lAutomobile Club de lOuest instituted a joint Silverstone/Le Mans Challenge Trophy. The trophy was eventually
Silverstone
209
went to Jacky Ickx and Derek Bell in a Porsche 956, but at Silverstone they could not make maximum use of the fuel
allowance and victory went to the Lancia LC1 of Riccardo Patrese and Michele Alboreto. The winning car
completed the 240 laps at a speed of 128.5mph, with the second-place car three laps adrift, that of Ickx/Bell. The
final podium place went to the Joest Racing Porsche 936C Turbo of Bob Wollek/Jean-Michel Martin/Philippe
Martin.[6][15]
The big sports cars returned to Northamptonshire on 8 May 1983, to contest the Silverstone 1000 kilometres which
was a round of the newly instigated World Endurance Championship. It was a Porsche benefit with Derek Bell and
Stefan Bellof bringing their 956 home ahead of Wollek and Stefan Johansson in an identical car in fact 956s filled
the first five places.[6]
In the 1983 British Grand Prix, the first Cosworth-powered car was in 13th place on the grid, all the cars ahead of it
were being powered by turbocharged engines. Fuel consumption of the turbos was heavy and refuelling mid-race had
became de rigueur, the mechanics now playing as important part as the drivers. With the ever-increasing power,
speeds were continually on the up and in practise Ren Arnoux put in a lap at over 150mph in his Ferrari. In the race,
the lap record was raised to over 140mph by a relative newcomer from France, Alain Prost who won the race in the
Renault RE40, at an average speed of 139.218mph, from Nelson Piquet in the Brabham-BMW BT52B and Patrick
Tambay in a Ferrari 126C3. Finishing fourth, also using Renault power, was the Lotus 94T of future British hero,
Nigel Mansell.[6][]
In 1985 International Trophy (run 24th March) saw the race again make history, as it was the inaugural event, under
the regulations for the new International Formula 3000. Kiwi racer, Mike Thackwell wrote himself into the record
books by winning the International Trophy for the third time, and the first F3000 race in the process, driving a Ralt
RT20 from John Nielsen in a similar car. The lower step on the podium went a March 85B driven by Michel Fert.[6]
Six weeks later, the big sports cars returned for the Silverstone 1000kms. This turned out to be a Porsche benefit, the
Stuttgart cars taking the five of the top six placings in the shape of four 962Cs and a 956. The winners were the work
pairing of Ickx/Mass from their team-mates Bell and Hans Stuck but third was the Lancia-Martini of Patrese and
Alessandro Nannini.
The 1985 British Grand Prix saw Keke Rosberg set a qualifying lap at
over 160mph. Three others clocked an average lap speed of over
159mph. The turbo era had reached its zenith. Its worth remembering
that Rosberg achieved that speed with an slow puncture. The actual
was a peak in the history of Silverstone and while Prost put the new lap
record up to 150.035mph it was something of an economy run as the
FIA had limited fuel capacities. Prost went on the win in the race, in
the McLaren MP4/2B, at an average of 146.246mph from the Ferrari
156/85 of Alboreto and the Ligier JS25 of Laffite.[6][]
Keke Rosberg driving the car which he lapped

Silverstone at over 160mph, during the 1985
German GP
The International season opened on 13 April with the first round of the
Intercontinental F3000 Championship. The first home was Pascal
Fabr with a Lola T86/50 from Emanuele Pirro (March) and Nielsen (Ralt).[6]
In 1986, the Silverstone 1000kms run on 5 May, was a round of the World Endurance Championship, which Silk Cut
Jaguar (Tom Walkinshaw Racing) won in a year when everything did not exactly go their way. However, the Derek
Warwick/Eddie CheeverXJR9 was the only car to complete the distance of 212 laps, at a speed of 129.05mph. The
Stuck/Bell Porsche 962C was two laps down in second place, with a 962C a further three laps adrift in the hands of
Jo Gartner and Tiff Needell.[6]
Someone had become rather more than than a little concerned over the 160mph lap in 1985, for by the time the
Grand Prix returned in Silverstone in 1987, a new corner was inserted before Woodcote which changed the character
of the circuit. However, the first International meeting in 1987 was the initial round of the Intercontinental F3000
Silverstone
Championship on 12 April. The race was run at 103.96mph, the winner being Mauricio Gugelmin in a Ralt from
Michel Troll in a Lola and Roberto Moreno aboard another Ralt.[6]
Things went somewhat better for Jaguar in 1987 for they the Silverstone 1000kms, their fourth successive win the
World Sports Car Championship. The XJR8s putting on a truly impressive demonstration to take a one-two finish.
The first car home was that of Cheever and Raul Boesel, followed by Jan Lammers and Watson, with the Porsche
962C of Stuck and Bell third; these three crews covered the whole lap distance of 210 laps of the full GP circuit, the
winning radio averaging 123.42mph.[6]
And so to the 1987 British Grand Prix, the event now firmly established at Silverstone. The first two placing were a
repeat the of 1986 race at Brands Hatch, Mansell winning from his Williams-Honda team-mate Piquet at
146.208mph and Ayrton Senna in the Lotus-Honda. The race will always be remembered the inter-team rivalry of
the Williams pairing. Following a late pit stop in a bid to cure a vibration in the car, Mansell find himself 16.8secs
behind Piquet with only 17 laps to go. But Mansell proceeded to eat into Piquets lead more than a second per lap
until with five laps to go the gap was only 1.6 seconds. With two laps to go Mansell slipstreamed Piquet down the
Hanger Straight, jinked left and then dived right to pass Piquet Sr., into Stowe Circuit. To a tumultuous reception,
Mansell went on to win the race.[6][]
1987 saw the inaugural World Touring Car Championship arrive at Silverstone. Luis Prez-Sala had a meeting no
one would believe; he led the race until the penultimate lap, with nearly one minute lead, but then his Bigazzi
entered BMW M3 retired. He wasnt even sure that the car would start the race after Olivier Grouillard rolled the car
in practise. However, the Munich marque still took victory when the CiBiEmme Sports M3 finished first, in the
hands of Enzo Calderari and Fabio Mancini. The Schnitzer M3 of Roberto Ravaglia, Roland Ratzenberger and Pirro
managed to finished second, ahead of the Alfa Romeo 75 Turbo of Giorgio Francia and Nicola Larini. [16]
The 1988 race was won at 124.142mph, the dramatic reduction in race speed is attributable to the monsoon-like
conditions, the entire race being run in pouring rain. Senna splashed his way to victory abroad his McLaren from
Mansell (Williams) and Nannini (Benetton).[6][]
The 1988 Silverstone 1000kms saw Cheever take a hat-trick of victories for Jaguar, this time partnered by Martin
Brundle. The XJR9 won at 128.02mph from the Sauber-Mercedes C9 driven by Jean-Louis Schlesser and Mass. The
second Sauber driven by Mauro Baldi and James Weaver, was third, two laps down, while third on the road was the
Porsche 962C of Bell and Needell which was disqualified for an oversize fuel tank.[6]
April at Silverstone is not the warmest place to be but none the less F3000 contingent contested the first round of the
1989 International F3000 Championship. Thomas Danielsson won at the wheel of a Reynard 89D, at a speed of
131.56mph. Second by 0.5secs was Philippe Favre in a Lola T89/50 from Mark Blundell and Jean Alesi in
Reynards.[6]
Mid-July is the traditional time for the British Grand Prix and on the 16th, over 90,000 spectators converged upon
the circuit to see Prost score his 38th GP win in the McLaren-Honda MP4/5, at 143.694mph. Mansell brought the
Ferrari 641 into second place from Nanninis Benetton.
210
Silverstone
211
1990s
The weekend of 19/20 May 1990 was a busy one at Silvestone, for on
the Saturday, a round of the FIA F3000 Championship was run on the
Grand Prix circuit, and on the Sunday the contenders in the World
Sports-Prototype Championship had their turn. In the F3000 race,
Scotlands Allan McNish led rik Comas home from Marco Apicella.
The first two were Lola-Mugen T90/50 mounted, while the
third-placed car was a Reynard-Mugen 90D. The sports cars again ran
over 300 miles, contesting the Shell BRDC Empire Trophy. The first
three places went to British cars, with Jaguar first and second from a
Spice-Cosworth in the hands of Fermn Vlez and Bruno Giacomelli.
The winning Jaguar XJR11 of Martin Brundle and Michel Fert was
the only to run the full distance of 101 laps, lapping even the
second-placed XJR11 of Jan Lammers and Andy Wallace.[6]
Nigel Mansell gives Ayrton Senna a lift back to

the pits on the sidepod of his Williams FW14
And so to July, and the British Grand Prix; once again it was over 190 miles and was won at 145.253mph; Alain
Prost was now driving for Ferrari and his victory from Thierry Boutsen in the Williams and Ayrton Sennas
McLaren.[6]
When the Group C cars returned in 1991, they raced for the World Sports Car Championship, but the race distance
was reduced to 269 miles (83 laps of the GP circuit) and it was a straight battle Jaguar and Mercedes-Benz, with
victory going to the Jaguar XJR14 of Teo Fabi and Derek Warwick, at a speed of 122.048mph. In second place, four
laps behind came the Mercedes C291 of Michael Schumacher and Karl Wendlinger, followed by the singleton driver
XJR14 of Brundle.[6]
July came, of course with it the Grand Prix. The almost unbelievably popular victory was Nigel Mansells 18th
Grand Prix win, making him the most successful English driver ever. Only two other drivers completed the full race
distance; Gerhard Berger for McLaren and Prost for Ferrari.[6]
1992 was once more a very busy International season for Silverstone with a round of the International F3000
Championship, the World Sports Car Championship, and of course, the Grand Prix. The first two were run on the
same day, 10 May. Although the practice was spoilt by hailstorm, but the races were run in bright weather The
F3000 victor was Jordi Gen who completed the 37 laps at a speed of 121.145mph in a Reynard-Mugen 92D, from a
similar Judd-engined example in the hands of Rubens Barrichello. Lola-Cosworth were third and fourth, driven by
Olivier Panis and Emanuele Naspetti.[6]
The sports car race was a sad affair with but a handful of cars coming to the grid; there were 11 starters and just five
finishers. The race was won by the Peugeot 905 of Warwick and Yannick Dalmas at 122.661mph, two laps ahead of
the Maurizio Sandro Sala/Johnny Herbert Mazda MXR-01 which was four laps of the Lola-Judd T92/10 driven by
Jsus Pareja and Stefan Johansson. At the end of the season, the World Sports Car Championship was no more.[6]
The Grand Prix was a happier affair with Williams-Renaults of Mansell and Riccardo Patrese taking top honours
from the Benettons of Brundle and Schumacher. Mansell dominated practice and the race, winning at 133.772mph.[6]
Six days after completing at Donington Park, the F3000 guys were at Silverstone for the second round of the 1993
International F3000 Championship. Gil de Ferran won at 119.462mph from David Coulthard and Michael Bartels all were driving Cosworth powered Reynard 93Ds.[6]
Despite back-to-back Grand Prix victories for Williams, Mansell would not be back in 1993 to try for a famous
hat-trick as he was racing in the States. However, things looked good his replacement, Damon Hill after he set fastest
time in practice, but Prost (now at Williams) pipped him to pole by just 0.128secs and he went on to win the race
after Hills engine exploded 18 laps from home. Second and third were the Benettons of Schumacher and
Patrese.[6][17]
Silverstone
A year later, the Grand Prix was a race of controversy which rumbled on for most of the season; Hill was barely
ahead of Schumacher on the grid and on the green flag lap the young German sprinted ahead of the Englishmen
which is not allowed under the rules, cars being required to maintain station during the green flag lap. The race
authorities informed Benetton that their man had been penalised 5sec for his transgression but they did not realise
that it was a stop/go penalty and did not call Schumacher in, so he was black-flagged; which he ignored for six laps.
For failing to respond to the black flag, Schumacher was disqualified, having finished second on the road. Hill won
the race at 125.609mph from Jean Alesi in the Ferrari and Mika Hkkinen (McLaren).[6]
The 1994 F3000 race was an all Reynard 94D affair. The 38-lap race was won by Franck Lagorce winning at
119.512mph, from Coulthard and de Ferran. The race distance for the following season had increased by two.
Victorious on this occasion was Riccardo Rosset driving Super Novas Reynard-Cosworth AC 95D from his
team-mate Vincenzo Sospiri; Allan McNish was third in a Zytek-Judd KV-engined 95D.[6]
Hill and Schumacher were not having a happy 1995 and managed to
take each other off after the final pit stops, leaving Coulthard in the
lead which he lost when he had to take a 10 sec stop/go penalty for
speeding in the pit lane. All of this left Herbert to take his maiden
Grand Prix win he was euphoric and was held shoulder high on the
podium by the second and third-placed men, Coulthard and Alesi.[6]
Johnny Herbert winning the 1995 British Grand
On 12 May 1996, the Northamptonshire circuit hosted a round of the
Prix, driving the Benetton-Ford B195
International BPR series which was very a British affair. First was the
McLaren F1 GTR of Andy Wallace and Olivier Grouillard followed by
the Jan Lammers/Perry McCarthy Lotus Esprit and another McLaren in the hands of James Weaver and Ray
Bellm.[6]
At the Grand Prix on the 14th July, the pressures on Hill as national favourite and son of a famous father (Graham
Hill) were not inconsiderable but he responded well, setting pole. Unfortunately, he muffed the start and late spun
out of contention when a front wheel nut became loose, and his team-mate Jacques Villeneuve went on to win at a
fraction over 124mph, from Bergers Benetton and the McLaren of Hkkinen.[6]
The 1997 Grand Prix was again won by Villeneuve at the wheel of a Williams-Renault at a speed of 128.443mph
from the Benettons of Alesi and Alexander Wurz.[6]
From the start of 1998, the FIA decreed that all Formula One grids must be straight: in order to comply with this the
RAC moved the start line forward at Silverstone but not, significantly, the finish line. This led to some confusion at
the end of the Grand Prix, which was scheduled for 60 laps, but was effectively 59.95 laps: it was more than a little
fortunate that the timing was being taken from the finish line and not the start line as the winning car was in the pits
at the end of the race and the Ferrari pit was situated between the two lines. The chequered flag is supposed to be
waved at the winning car and then showed to the other competitors, but it was waved at the second man who thought
that he had won![6]
Victory went to Schumacher at the wheel of a Ferrari in appalling conditions. It was something of a farce, for in
addition to the pit lane confusion, he was penalised 10sec for passing another racer under a yellow flag. The stewards
failed to inform the teams of their decision in the proper manner so Schumacher took his stop go penalty in the pits,
after the race was over! McLaren appealed to the FIA, but the appeal was rejected and the results were confirmed,
with Hkkinen second in the McLaren and Eddie Irvine third in the second Ferrari.[6]
Victory in the 1999 British Grand Prix went to Coulthard at the wheel of a McLaren-Mercedes with an average
speed of 124.256mph from Irvine's Ferrari and the othr Schumacher, Ralf.[6]
212
Silverstone
2000s
For Silverstones first Grand Prix of the 21st Century, the FIA decreed
that the race should be moved to April, and the event took place over
Easter, with the GP itself run on Easter Sunday. As it transpired, it was
not the wisest decision ever made, the English spring weather taking a
hand. It rained for almost continually for the best part of three weeks
before the event and most of Good Friday; by Easter Saturday the car
parks had virtually collapsed and were completely closed. Most of the
Easter Day 2000 was fine, but the damage was done and many
Fernando Alonso dominating the 2005 British
thousands of spectators were unable to get to Silverstone to witness
Grand Prix in his Renault
David Coulthard usher in the new century in the same his finished the
last in Northamptonshire. His second straight victory in the event, from
his McLaren team-mate Mika Hkkinen, with Michael Schumacher third for Ferrari.[6][18]
On the 14 May, the FIA GT Championship came to Northants, in slightly more clement conditions and victory went
to Julian Bailey and Jamie Campbell-Walter driving a Lister Storm GT from no fewer than four Chrysler Viper
GTS-Rs.[6]
The 2000 Silverstone 500 USA Challenge was the first American Le Mans Series race to be held outside of North
America. It served as a precursor to the creation of the European Le Mans Series by gauging the willingness of
European teams from the FIA Sportscar Championship and FIA GT Championship to participate in a series identical
to the American Le Mans Series. This event also shared the weekend at Silverstone with an FIA GT round, with
some GT teams running both events. The race was won by the Schnitzer Motorsports BMW V12 LMP of Jrg
Mller and JJ Lehto. [19]
Formula One returned for the 2001 British Grand Prix in July to see Hkkinen triumph having managing to overtake
the driver in pole, Schumacher. Schumacher, driving for Ferrari finished second while team-mate Barrichello gained
the final spot in the podium. [20]
The 2002 British Grand Prix saw Ferrari return to the top two steps of the podium with Schumacher beating
Barrichello, while polesitter and Williams driver Juan Pablo Montoya finished in third. These three drivers, as well
as gaining the top three qualifying places, were the only drivers to finish on the lead lap.
Although the 2003 Grand Prix was won by polesitter Barrichello for Ferrari, the race is probably most remember for
a track invasion by the defrocked priest, Neil Horan, who ran along Hanger Straight, head-on to the 175mph train of
cars, wearing a saffron kilt and waving religious banners. Kimi Rikknen (McLaren) was pressured by Barrichello
into losing the lead, unforced error later on allowed Montoya to seize second. [21]
Neil Hodgson had a brilliant World Superbike meeting in 2003. The Fila Ducati rider withstood the attention of
James Toseland in the first race and then fellow Ducati pilot, Gregorio Lavilla in the second, just 0.493secs ahead of
the Spaniard. Ruben Xaus claimed two third place finishes. [22]
Schumacher celebrated his 80th Grand Prix victory of his career at the 2004 event after taking the lead from
Rikknen during the first round of pit stops. Ferraris strategy won day with Shumcacher two stops to Rikknens
three. Barrichello completed the podium in third, and the coming home in fourth was BARs Jenson Button [23]
A crowd of 68,000 saw Renegade Ducatis Noriyuki Haga and Ten Kate Hondas Chris Vermeulen take a win each
in the 2004 World Superbike event. Haga pulled off a close finished in race one just beating Vermeulen. In race two,
the roles were reversed with the Honda beating the Ducati. [24]
When the Le Mans Prototypes returned in 2004, they raced for the Le Mans Series over a distance of 1000kms, t was
a straight battle between the pair of Audi R8s of Audi Sport UK Team Veloqx and Team Gohs singleton R8, with
victory going to the Veloqx pair of Allan McNish and Pierre Kaffer. In second place, one lap behind was Rinaldo
Capello and Seiji Ara for Team Goh, followed by the all English pair of Johnny Herbert and Jamie Davies for
213
Silverstone
214
Veloqx. []
A crowd of 27,000, welcomed back the World Touring Car Championship. The Alfa Romeo drivers dominated the
first race, on a sunny 15 May 2005. Gabriele Tarquini scored a lights to flag victory, leading home an Alfa quartet.
Behind the Italian, a tough fight for second between James Thompson and Fabrizio Giovanardi, with a number of
overtaking and paint swapping, also involving the BMW 320i of Andy Priaulx. Augusto Farfus completed the
quartet, with Priaulx dropping back to fifth. After a superb start, Priaulx led most of race two, until side-lined with
puncture. This enabled the SEAT duo of Rickard Rydell and Jason Plato to take the win for the Spanish
manufacturer, with Tarquini in third. [25]
Ducati took both legs of the 2005 World Superbike double-header. Regis Laconi scored the first win and Toseland
doubled Ducatis pleasure. Laconi beat Troy Corser to the finishing line by 0.096secs. Toseland claimed third on the
podium. Toseland turn came to Race 2, when he passed Croser and Haga. [26]
Fernando Alonso and Montoya fought a cat-and-mouse battle for the victory in the 2005 British Grand Prix, with the
deciding factor being the back-markers. In a straight line the McLaren of Montoya was probably quicker than
Alonsos Renault, but in the heat of battle, with different strategies going and different computer projections.
Montoya came through to win the race from Alonso, with Rikknen driving for McLaren in third. [27]
The 2005 Le Mans Series race was the Team ORECA Audi R8 scored a prestigious victory, with McNish, this time
paired with Stphane Ortelli after a thrilling race-long battle with the Creation Autosportifs DBA 03S of Nicolas
Minassian and Campbell-Walter, a car that provided much of the seasons excitement. []
Alonso would see the chequered flag first as he wins again at Silverstone in 2006, in doing so, the Spanish became
the youngest driver to get the hat-trick (pole position, winning and faster). Alonso won by nearly 14 seconds from
Schumacher and Rikknen took third again. [28]
A pair of wins for Troy Bayliss in the 2006 World Superbike, abroad his Xerox Ducati. Haga (Yamaha) and
Toseland (Honda) joined Bayliss on the podium in both race. [29]
Following Hamiltons victory in the 2007 Canadian Grand Prix,
Silverstone reported that ticket sales had gone through the roof,
circuit director Ian Phillips added, we havent seen this level of
interest since Mansell-mania in the late 80s and early 90s. Hamilton
did not disappointed on the Saturday and qualified his McLaren on
pole. However, race day saw Rikknen move ahead during the first
round of pit stops. The another McLaren driver, Alonso also finished
ahead in second. [30][31]
Kimi Rikknen piloting his Ferrari to victory in
Bayliss (Ducati) took the chequered flag in a solitary 2011 World

the 2007 British Grand Prix
Superbike race, with heavy downpour causing the first race to be run in
the wet, with the Race 2 to be cancelled altogether. Naga and Corser completed the podium line-up. [32]
After a one year hiatus, the Le Mans Series returned to the Silverstone. At the head of the field, the Team Peugeot
908 HDis lead was unchallenged and Minassian achieved his goal to do one better, partnered by Marc Gen.
Emmanuel Collard/Jean-Christophe Boullion finished two laps down in second. Third place on the podium was for
the Rollcentre Pescarolo, piloted by Stuart Hall and Joao Barbosa. [33]
Hamilton made amends in the 2008 British Grand Prix, when he crossed the line to win by 68secs, from Nick
Heidfeld (BMW-Sauber). The margin of victory was the largest in Formula One since 1995. Once again, Barrichello
finished on the podium, this time in a Honda. [34]
Silverstone
215
A spirited drive from the 2008 Le Mans winners Rinaldo Capello and
McNish saw their Audi R10 TDI progress through the field after a trip
in the gravel early in the race, all the way up to second behind their
sister car. When the leading Audi came in for an unplanned pit stop
and was pulled into the pit for some rear suspension repairs. This
handed the lead to McNish and Capello, who took a well deserved win.
The Charouz Lola-Aston Martin B08/60 was second, driven by Jan
Charouz and Stefan Mcke. The Pescarolo of Romain Dumas and
Boullion got a well deserved podium finish. [35]
Allan McNish driving the Audi R10 during the
The 2009 British Grand Prix at Silverstone was due to the last in
2008 Le Mans Series race
Northamptonshire, as the event was moving to Donington Park from
2010 season. The race was won by Sebastian Vettel for Red Bull Racing, 15.1secs ahead of his team-mate Mark
Webber. A further 25.9secs behind was that regular visitor to the podium, Barrichello in his Brawn. However, due to
Donington Park has funding issues, the Grand Prix would remain at Silverstone until at least 2027. [36]
The 2009 1000kms of Silverstone saw Oreca take the chequered flag with the aid of their drivers, Olivier Panis and
Nicolas Lapierre. The next three cars home were also the lead lap after 195 laps of racing, with second going to the
Speedy Racings Lola-Aston Martin B08/60 of Marcel Fssler, Andrea Belicchi and Nicolas Prost. The newer
Lola-Aston Martin B09/60 of Aston Martin Racing took the next two places, with partnership of Tom Enge,
Charouz and Mcke claiming the final step on the podium. [37]
2010s
Mark Webber (Red Bull) claimed the silverware in the 2010 British
Grand Prix, just over a second ahead of McLarens Hamilton. Nico
Rosberg claimed third place for Mercedes team. [38]
The FIM World Superbike Championship round at Silverstone in 2010,
will go down in history as being totally dominated by British riders. In
both races, the top step was the property of Yamaha Sterilgardas Cal
Crutchlow. Also second in both races was Jonathan Rea. Alstare
Suzukis Leon Haslam and Aprillas Leon Camier made apperances in
the top-three, giving Britain a complete podium sweep of the event. [39]
Alonso`sFerrari F150 Italia in the pit-lane 2011

British GP
The 2010 British motorcycle Grand Prix returned to Silverstone for the
first time since 1986, although the category had evolved into MotoGP.
Jorge Lorenzo dominated the event for Fiat Yamaha, finishing nearly
seven seconds clear of a battle for second place. Andrea Dovizioso
winning the battle for second for Repsol Honda, with the Tech 3
Yamaha of Ben Spies third, after passing fellow American Nicky
Hayden on the last lap. [40]
The victory for Anthony Davidson and Minassian for Peugoet in the
2010 1000kms of Silverstone was but a small consolation for the
disastrous Le Mans race but did wipe away the bad memories of
Silverstone in 2008. The second place was enough for the Oreca team
Cal Crutchlow on his way to a double win, in the

2010 World Superbike event
to be crowned as the 2010 champions, who were using a Peugeot instead their own race winning chassis from 2009
event. This time Lapierre was co-driven by Stphane Sarrazin. Audi were third with the R15 TDI of Capello and
Silverstone
Timo Bernhard. [41]
The 2011 British Grand Prix, was Alonso return to the top step for Ferrari sixteen seconds ahead of the Red Bull
pairing of Vettel and Webber. [42]
The Althea Racing Ducati of Carlos Checa robbed Yamahas Eugene Laverty from taking victory in both races of the
2011 World Superbike meeting, with Lavertys team-mate Marco Melandri finishing on the podium, again in both
races. [43]
The MotoGP guys returned in June 2011 only to find conditions less than ideal, but the rain didnt stop the Repsol
Hondas totally dominating the race with poleman Casey Stoner beating his team-mate Dovizioso by more than
15sec. The Tech 3 Yamaha of Colin Edwards completed the podium. [44]
The 2011 6 Hours of Silverstone, witnessed a nose-to-tail fight between the Audi R18 of Bernhard and Fssler and
the Peugeot 908 of Sbastien Bourdais and Simon Pagenaud, but was temporarily finished after a spin by Bernhard.
A conservative drive from Pagenaud saw Fssler close the gap right down again and in fact jump into the lead.
Pagenaud picked up the pace and the two cars were on each other's tails until the end of the fourth hour when
damaged rear bodywork needed replacing on the Audi. This gave the Peugeot a one-minute advantage that it did not
give up. Third was the OAK Racings Pescarolo 01 piloted by Olivier Pla and Alexandre Prmat. [45]
The F1 cars returned in Silverstone on 8th July 2012, for the Grand Prix. The race was won for the second time by
Webber, with polesitter, Alonso second for Ferrari fininshing 3secs behind. Red Bull Racing and Webbers
team-mate, Vettel rounded off the podium. [46]
Silverstone is often the site of unpredictable weather, the 2012 World Superbike event proved to be no exception.
Due to fluctuating weather, the riders were greeted with a track in-between wet and dry for Race 1. Kawasaki
Racings Loris Baz posted an astonishing finish to win from the BMWs of Michel Fabrizio and Ayrton Badovini.
Baz then took second behind PATA Racings Ducati, piloted by Sylvain Guintoli in a shortened Race2. Jakub Smrz
took third, as nine riders went down before the official called an early end after eight laps. [47]
The 2012 British MotoGP went the way of the Yamaha factory rider, Lorenzo. He crossed the line 3.313secs ahead
of the Respol Honda of Stoner, with Dani Pedrosa third on the other Honda. [48]
The 2012 Le Mans 24 Hours winners Benot Trluyer, Andr Lotterer and Fssler steered their Audi R18 e-tron
Quattro hybrid car to victory in the 6 Hours of Silverstone on 26th August 2012. The win, added to third place for
the sister car of Allan McNish, Rinaldo Capello and Tom Kristensen, also enabled Audi both their cars finished on
the podium. Audi didnt have everything its own way though as Toyota TS030 hybrid of Alex Wurz, Kazuki
Nakajima and Nicolas Lapierre challenged hard, leading early on, to finish a richly deserved second. [49]
The opening round of the 2013 World Endurance Championship saw
Audi Sport Team Joest dominated. The race soon developed into a
pattern of 2 Audi R18 e-tron quattros is followed by 2 Toyota TS030
Hybrids and backed up 2 Rebellion Lola B12/60s. Audis had better
early stage of the race when Toyota tyres did not work well and by the
middle of the race they were securely leading the race by one lap.
Toyota also did not manage to go through a middle race rain shower so
well as Audi did. Despite that the race was still very interesting until
Toyota TS 030 Hybrid on its way the third place
the end, when McNish was behind Trluyer by more than 20 seconds
in the 2013 WEC race
with some 15 laps to go. But McNish (partnered by Kristensen and
Loc Duval) and was motivated to win the RAC Tourist Trophy award
for the race and very quickly ate the gap and finally manage to overtake Trluyer (supported by Lotterer and Fssler)
some two laps before the finish. The podium was completed the Toyota of Davidson/Sarrazin/Sbastien Buemi. [50]
In 2013 Silverstone hosts the following major race championships:
British Grand Prix
216
Silverstone
217
British motorcycle Grand Prix

GP2 Series
Formula 3 Euro Series
British Formula 3
British Touring Car Championship
FIM World Superbike Championship
British Superbike Championship
Other competitions
Silverstone also hosts many club racing series and the world's largest
historics race meeting, the Silverstone Classic. It is also host to one of
the UK's only 24-hour car races, the Britcar 24, which is gaining in
popularity, having run between 2005 and 2012.
It has in the past hosted exhibition rounds of the D1 Grand Prix both in
2005 and 2006. The course, starting from the main straight used in club
races, makes use of both Brooklands and Luffield corners to form an
S-bend a requirement in drifting and is regarded by its judge,
Keiichi Tsuchiya, as one of the most technical drifting courses of
all.[51] The section, used in drifting events since 2002, is currently used
to host a European Drift Championship round. The Course also hosts
the Formula Student Competition by the iMeche yearly.
Formation lap around Brooklands corner at the

2010 Superleague Formula round
In 2010 Silverstone hosted its very first Superleague Formula event.[52]
Records
Fernando Alonso's lap of 1:30.874 in the 2010 British Grand Prix is the outright lap record for the current Grand Prix
configuration, which has only been in existence since 2010. For details of this and previous configurations, see
Circuit Developments Official lap records are set in a race, although qualifying laps are often faster.
Layout used for Fastest Qualifying Lap
Fastest Race Lap
1948
1948 British Grand Prix

Louis Chiron
Talbot-Lago
2:51.0
77.263mph

Luigi Villoresi
Ferrari
2:52.0
76.814mph
1949 to 1951

Jos Froiln
Gonzlez
Ferrari
1:43.4
100.549mph

Guiseppe Farina
Ferrari
1:44.0
99.969mph
1952 to 1974

Ronnie Peterson
Lotus-Cosworth
1:16.3
138.904mph

James Hunt
March-Cosworth
1:18.6
134.839mph
Silverstone
[53]
218
1975 to 1986

Keke Rosberg
Williams-Honda
1:05.591
160.924mph

Alain Prost
McLaren-TAG
1:09.886
151.034mph
1987 to 1990

Nelson Piquet
Williams-Honda
1:07.110
159.266mph

Nigel Mansell
Williams-Honda
1:09.832
153.058mph
1991 to 1993

Nigel Mansell
Williams-Renault
1:18.965
148.622mph

Damon Hill
Williams-Renault
1:22.515
142.228mph
1994 and 1995 1994 British Grand Prix

Damon Hill
Williams-Renault
1:24.960
133.898mph

Damon Hill
Williams-Renault
1:27.100
130.608mph
1996

Damon Hill
Williams-Renault
1:26.875
130.615mph

Jacques Villeneuve
Williams-Renault
1:29.288
127.085mph
1997 to 1999

Jacques Villeneuve
Williams-Renault
1:21.598
140.915mph

Michael
Schumacher
Ferrari
1:24.475
136.116mph
2000 to 2009

Kimi Rikknen
McLaren-Mercedes
1:18.233
139.827mph

Michael
Schumacher
Ferrari
1:18.739
136.116mph
2010 to date

Sebastian Vettel
Red Bull-Renault
1:29.615
147.310mph

Fernando Alonso
Ferrari
1:30.874
145.269mph
Silverstone
Major race results

Further information, see Silverstone race results
Further reading
Chas Parker. Silverstone: The Home of British Motor Racing (2013). J H Haynes & Co Ltd. ISBN
978-0857330727.
Anthony Meredith & Gordon Blackwell. Silverstone Circuit Through Time (2013). Amberley Publishing. ISBN
978-1445606361
Bryan Apps. Silvestone Shadows: Close to the Action in the 80s & 90s (2010). Halsgrove. ISBN
978-0857040626
References
[1] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Silverstone_Circuit&
params=52_4_43_N_1_1_1_W_type:landmark_region:GB
[6] Peter Swinger, Motor Racing Circuits in England : Then & Now" (Ian Allan Publishing, ISBN 0 7110 3104 5, 2008)
[9] http:/ / www. silverstonr. co. uk/ about/ history/ overview/
[11] Chris Carter, Motocourse 1977-1979 (Hazleton Securities Ltd, ISBN 0 905138-04-X, 1979)
[12]
[14]
[15]
[19]
[21]
[22]
[24]
[25]
[26]
[27]
[28]
[29]
[30]
[32]
[36]
[37]
[38]
[39]
[40]
[41]
[42]
[43]
[44]
[45]
[46]
[47]
[48]
[49]
[50]
[51]
[53]
http:/ / www. racingsportscars. com/ results/ Silverstone-1978-05-14. html

http:/ / www. imsaracing. net/ archives/ 2000silverstone. pdf
http:news.bbc.co.uk/sport1/hi/motorsport/formula_one/3082529.stm
http:/ / www. motorcycle-usa. com/ 464/ 5995/ Motorcycle-Article/ 2003-WSB-Silverstone-Results. aspx
http:/ / www. motorcycle-usa. com/ 463/ 5972/ Motorcycle-Article/ 2004-WSB-Silverstone-Results. aspx
http:/ / www. cdn. fiawtcc. com/ uploads/ files/ eventdetails/ 140/ silverstone_race_report. pdf
(http:/ / www. motorcyle-usa. com/ 462/ 5963/ Motorcycle-Article/ 2005-WSB-Silverstone-Result. aspx)
>http:/ / www. grandprix. com/ race/ r742racereport. html
(http:/ / www. formula1. com/ news/ 4485. html)
http:/ / www. motorcycle-usa. com/ 461/ 5951/ Motocyle-Article/ 2006-WSB-Silverstone-Results. aspx
(http:/ / www. formula1. com/ results/ season/ 2007/ 778/ 642/ )
http:/ / www. motorcycle-usa. com/ 460/ 5932/ Motocyle-Article/ 2007-WSB-Silverstone-Results. aspx
http:/ / news. bbc. co. uk/ sport1/ hi/ motorsport/ formula_one/ 8111672. stm
http:/ / www. ultimatecarpage. com/ event/ 204/ 2009-Le-Mans-Series-Silverstone-1000-km. html
http:/ / news. bbc. co. uk/ sport1/ hi/ motorsport/ formula_one/ 8808586. stm
http:/ / www. motorcycle-usa. com/ 746/ 7627/ Motorcycle-Article/ 2010-World-Superbike-Silverstone-Results. aspx
http:/ / www. motogp. com/ en/ events/ Great+ Britain/ 2010
http:/ / www. ultimatecarpage. com/ event/ 248/ 2010-Le-Mans-Series-Silverstone-1000-km-ILMC. html
http:/ / www. bbc. co. uk/ sport/ 0/ formula1/ 14099304
http:/ / www. motorcycle-usa. com/ 786/ 10688/ Motorcycle-Article/ Silverstone-World-Superbike-Results-2011. aspx
http:/ / www. ultimatecarpage. com/ event/ 282/ 2011-Le-Mans-Series-6-Hours-of-Silverstone-ILMC. html
http:/ / autosport. com/ news/ report. php/ id/ 101064
http:/ / www. motorcycle-usa. com/ 838/ 13935/ Motorcycle-Article/ World-Superbike-Silverstone-Results-2012. aspx
http:/ / motorsport. michelin. co. uk/ motorsport-news/ world-endurance/ audi-wins-six-hours-of-silverstone
http:/ / www. racingsportscars. com/ news. html
JDM Option Volume 29 2006 D1GP Silverstone UK
http:/ / www. chicanef1. com/ indiv. pl?name=British%20GP& type=O
219
Silverstone
External links
Silverstone Circuit (http://www.silverstone-circuit.co.uk)
Formula One circuits (http://www.dmoz.org//Sports/Motorsports/Auto_Racing/Formula_One/Circuits//) at
the Open Directory Project
220
Spa-Francorchamps
221
Spa-Francorchamps
Formula One Layout
Location
Francorchamps, Spa, Belgium
Time zone
GMT +1 (DST: GMT +2)
Coordinates
502614N 55817E
[1]
Major events FIA Formula One

Belgian Grand Prix
Spa 24 Hours,
Spa 1000km, DTM
Modern Circuit With New Pit Lane And Bus Stop Chicane (2007present)
Length
7.004 km (4.352 mi)
Turns
20
Lap record
1:47.263 (
Sebastian Vettel, Red Bull, 2009)
Modern Circuit With Modified Bus Stop Chicane (20042006)

Length
6.976 km (4.335 mi)
Turns
19
Lap record
1:45.108 (
Kimi Rikknen, McLaren, 2004)
Modern Circuit With Chicane at Eau Rouge (1994)

Length
7.001 km (4.350 mi)
Turns
19
Lap record
1:57.117 (
Damon Hill, Williams, 1994)
Modern Circuit With Original Bus Stop Chicane (19811993, 19952003)

Length
6.968 km (4.330 mi)
Turns
19
Lap record
1:47.176 (
Michael Schumacher, Ferrari, 2002)

Old Circuit (19471978)
Length
14.1 km (8.761 mi)
Turns
21
Lap record
3:13.4 (
Henri Pescarolo, Matra, 1973 WSC)

Original pre-War Circuit (19211939)
Length
14.9 km (9.31 mi)
Spa-Francorchamps
222
Turns
25
Lap record
5:04.1 (
Hermann Lang, Daimler Benz, 1937)
The Circuit de Spa-Francorchamps motor-racing circuit is the venue of the Formula One Belgian Grand Prix, and
of the Spa 24 Hours and 1000 km Spa endurance races.
It is also home to the all Volkswagen club event, 25 Hours of Spa, run by the Uniroyal Fun Cup. It is one of the most
challenging race tracks in the world, mainly due to its fast, hilly and twisty nature. Spa is a favourite circuit of many
racing drivers and fans.[2]
The track
The triangle
Designed in 1920 by Jules de Their and Henri Langlois Van Ophem,[]
the original triangle-shaped course used public roads between the
Belgian towns of Spa, Malmedy, and Stavelot. The track was intended
to have hosted its inaugural race in August 1921, however this event
had to be cancelled as there was only one entrant.[] The first car race
was held at the circuit in 1922, and two years later saw the first running
of the now famous 24 Hours of Francorchamps race.[] The circuit was
first used for Grand Prix racing in 1925.[]
The original 15 km track layout
The old Spa circuit was essentially a speed course with drivers
managing much higher average speeds than on other race tracks, a
factor that made Spa very popular from its inception. Back then, the
Belgians took pride in having a very fast circuit, and to improve
average speeds, the former slow uphill U-turn at the bottom of the Eau
Rouge creek valley, called the Ancienne Douane (until 1920, there was
a German Empire customs office here[3]), was cut short with a faster
sweep straight up the hill, called the Raidillon. Until 2000[citation
needed]
, it was possible to travel over the race track when it was still a
public road. At Eau Rouge, southbound traffic was allowed to use the
famous uphill corner, while the opposite downhill traffic had to use the
old road and U-turn behind the grand stands, rejoining the race track at
the bottom of Eau Rouge.
The old race track continued through the now-straightened Kemmel

curves to the highest part of the track, then went downhill into Les
Combes, a fast, slightly banked downhill left-hander towards
Burnenville, passing this village in a fast right hand sweep. Near
The quicker 14 km track layout
Malmedy, the Masta straight began, which was only interrupted by the
fast Masta Kink between farm houses before arriving at the town of
Stavelot. Then the track blasted through an uphill straight section with a few kinks called La Carriere, going through
2 ultra-fast turns (an unnamed right-hand turn and then Blanchimont) before braking very hard for the La Source
hairpin, and that rejoined the downhill start finish section as opposed to today where the start-finish section is before
La Source.
Spa-Francorchamps
Spa is located in the Belgian Ardennes countryside, and the old circuit
was (and still is) used as everyday public road, and there were houses,
trees, electric poles, barnyards, fields and other obstacles located right
next to the track. Before 1970, there were no safety modifications of
any kind done to the circuit and the conditions of the circuit were,
aside from a few straw bales, virtually identical to everyday civilian
use. Former Formula One racing driver and team owner Jackie Oliver
was quoted as saying "if you went off the road, you didn't know what
you were going to hit".[4]
223
Eau Rouge & Raidillon in 1997
Like the Nrburgring and Le Mans circuits, Spa became notorious for fatal accidents, as there were many deaths
each year at the ultra-fast track, especially at the 1960 Belgian Grand Prix where 2 drivers, Chris Bristow and Alan
Stacey were both killed within 15 minutes (although Stacey's accident was caused by a bird hitting him in the face)
and Stirling Moss had crashed at Burnenville during practice and was severely injured. When Armco crash barriers
were added to the track in 1970, deaths became less frequent there but the track was still notorious for other factors.
The Ardennes Forest had very unpredictable weather and there were parts where it was raining and the track was
wet, and other parts where the sun was shining and the track was completely dry. This factor was a commonality on
long circuits, but the weather at Spa was always more unpredictable than other long circuits, combined with the fact
that it was an ultra-high speed track with all but 1 corner (La Source) being extremely high speed made it one of, if
not the most dangerous race track in the world. Multiple fatalities during the 1973 and 1975 24 Hours of Spa touring
car races more or less sealed the old circuit's fate, and by 1978, the last year Spa was in its original form, the only
major races held there were the Belgian motorcycle Grand Prix and the Spa 24 Hours touring car race; the 1000km
World Sportscar Championship race no longer took place after 1975 and did not come back until 1982. [citation needed]
In 1969, the Belgian Grand Prix was boycotted by F1 because of the extreme danger of Spa. There had been 10
racing fatalities in total at the track in the 1960s, including 5 in the 2 years previous. The drivers demanded changes
made to Spa which were not possible on short notice, so the Belgian Grand Prix was dropped that year. Armco was
added to the track and sections of it were improved (especially the Stavelot and Holowell sections), just like Armco
had been added for the 1969 Le Mans race. One last race there the following year on the improved track was still not
satisfactory enough (even after a temporary chicane was added at Malmedy just for that race) for the drivers in terms
of safety, and even with the chicane, the drivers averaged 150+ mph (240km/h) during the race. For the 1971 race,
the track owners and authorities had not brought the track up to date with mandatory safety measures, and the race
was cancelled. Formula One would not return to Spa until 1983 on the modern track.
Spa-Francorchamps
Masta Kink
The Masta Kink was one of the most fearsome sections
on any race track in the world, requiring skill and
bravery in equal measure to get it right. After a long
run from Malmedy, the cars would reach top speed
before having to negotiate Masta, a high speed
left-right chicane, and a good exit speed was vital as it
was followed by another long straight run to Stavelot.
This was a very fast and very dangerous corner because
it was situated right in the middle of 2 very long
unbroken straights both about 1 miles long (2.4km).
Masta was lost to F1 racing after the 1970 race. Jackie
Stewart's crusade to improve safety in racing was set in
Map of the old and new Spa circuits, overlaid
motion by his crash there in 1966, when his BRM
ended upside-down in the cellar of the farmhouse on
the outside of the corner, with fuel gushing out of the tank onto Stewart, who had broken ribs to add to his misery. At
this point, many of the Formula One drivers disliked Spa (including Stewart and Jim Clark, who had some of his
greatest wins there) because of the immense speeds that were constant on the track. While he was spectating at the
1972 12 Hours of Sebring, Stewart attempted to organise a boycott of the Spa 1000km race that year, a move that
was not respected by many of the drivers, because Spa was still popular with racing drivers outside of Formula One.
Stewart later compared the old Spa circuit in 1986 as being as ferocious as a tiger,[5] and he later described Masta in
an interview in 2011 as perhaps the hardest corner on any racetrack he raced on in his career; even more so than Eau
Rouge.[6]
Another particularly gruesome story comes from the 1972[7] 24-hour touring car race. During one of his pitstops at
night, Hans-Joachim Stuck shouted to his co-driver Jochen Mass over the noise that he should "look out for body
parts at the Masta Kink". Mass arrived there expecting to see bits of car all over the road but was appalled to
discover it was in fact the remains of a marshal.[8]
After Masta, and at the end of the subsequent Holowell Straight, there used to be a sharp hairpin at the entrance to
the town itself, which was later bypassed by a quicker, banked right hand corner. Another fast section of road in the
forest leads to Blanchimont. Here, the new short Grand Prix track of 1979 joins the old layout.
Eighteen Formula One World Championship Grands Prix were run on the Spa-Francorchamps circuit's original
configuration, which was boycotted by F1 in 1969,[9] before the revised circuit banished it to the history books in
1979. The lap record of the old triangle-shaped track is 3 minutes and 13.4 seconds, held by the French driver Henri
Pescarolo, driving a Matra at the 1973 Spa 1000km World Sportscar Championship race at an average speed of 262
kilometres per hour (163mph), but the fastest ever recorded time of the old Spa circuit was the pole position time for
the very same race3 minutes and 12.7 seconds by Jacky Ickx in a Ferrari 312PB.
224
Spa-Francorchamps
New layout
[10]
Over the years, the Spa course has been modified several times. The
track was originally 15 kilometres (9mi) long, but after World War II,
the track had some changes. In 1930 the chicane at Malmedy was
eliminated and bypassed, making the course even faster, but the
chicane was re-installed in 1935, albeit slightly different. In 1939,
"Virage de Ancienne Douane" was eliminated and cut short, thus
giving birth to the Eau Rouge/Radillon uphill sweeping corner. In
1947, the chicane at Malmedy was again eliminated and bypassed, and
The modern circuit as seen from the air
was made part of the Masta Straight. The slight right-hander that was
originally Holowell (the corner before Stavelot after the second Masta
Straight) was eliminated. And finally, instead of going through a slight left-hander that went into the town of
Stavelot and a sharp right-hander at a road junction in Stavelot, a shortcut was built that became a very fast, very
wide right-handed turn that bypassed Stavelot. All these changes made the final configuration of the old Spa circuit
14km (9mi) long. All these changes made Spa the fastest open road circuit in the world, and in the final years of the
old circuit, drivers could average 150mph (241km/h) on the circuit. The biggest change, however, saw the circuit
being shortened from 14km (9mi) to 7km (4mi) in 1979. The start/finish line, which was originally on the
downhill straight before Eau Rouge, was moved to the straight before the La Source hairpin in 1981. Like its
predecessor the new layout still is a fast and hilly route through the Ardennes where speeds in excess of 330km/h
(205mph) can be reached. Since inception, the place has been famous for its unpredictable weather. Frequently
drivers are confronted with one part of the course being clear and bright while another stretch is rainy and slippery.
The circuit probably demonstrates the importance of driver skill more than any other in the world. This is largely due
to the Eau Rouge and Blanchimont corners, both which need to be taken flat out to achieve a fast run onto the
straights after them, which aids a driver in both a fast lap and in overtaking.
Eau Rouge
The most famous part of the circuit is the Eau Rouge / Raidillon
combination. Having negotiated the La Source hairpin, drivers race
down a straight to the point where the track crosses the Eau Rouge
stream for the first time, before being launched steeply uphill into a
sweeping left-right-left collection of corners with a blind summit.
Properly speaking, the Eau Rouge corner is only the left-hander at the
bottom. The following right-hander that leads steeply uphill, which
was introduced in 1939 to shortcut the original hairpin "Ancienne
The "Raidillon" in the Eau Rouge valley
Douane", is called "Raidillon". The corner requires a large amount of
skill from the driver to negotiate well and the long straight ahead often produces good overtaking opportunities for
the best drivers at the following "Les Combes" corner. The corner was tighter and narrower (it was made wider in
1970, when the circuit was updated) on the old circuit than it is today on the current circuit, which made it
considerably slower.
225
Spa-Francorchamps
The 2005 and 2006 F1 World Champion Fernando Alonso explains:

"You come into the corner downhill, have a sudden change [of
direction] at the bottom and then go very steep uphill. From the
cockpit, you cannot see the exit and as you come over the crest, you
don't know where you will land. It is a crucial corner for the timed lap,
and also in the race, because you have a long uphill straight afterwards
where you can lose a lot of time if you make a mistake. But it is also an
important corner for the driver's feeling. It makes a special impression
every lap, because you also have a compression in your body as you go
through the bottom of the corner. It is very strange but good fun as
well."[11]
226
Red water ("Eau rouge" in French) on the banks

of the river close to the circuit
The challenge for drivers has always been to take Eau Rouge-Raidillon flat out. Regular touring cars can take the
corner at 160180km/h, Formula One at over 300km/h.[12] This is due to the huge amount of downforce on the
cars. World Champion Jacques Villeneuve once spoke of the effects of downforce saying that to get through the
corner they have to go faster as the faster the car is going the more downward force there is, thus explaining the
phenomenon of Eau Rouge flat out.
Still, a loss of control in this section often leads to very heavy shunt as usually the rear-end of the car is lost and the
impact is most of the times lateral. Eau Rouge has claimed several victims over the years, including Stefan Bellof in
a Porsche sportscar, Guy Renard during the 24h of Spa-Francorchamps in 1990 in a Toyota Corolla GT and also
caused Alex Zanardi's in 1993 and Jacques Villeneuve's spectacular off in qualifying in 1999, which he described as
"My best-ever crash", followed by his team-mate Ricardo Zonta's similar accident, leading cartoonist Jim Bamber to
show BAR boss Craig Pollock telling Zonta: "Jacques is the quickest through Eau Rouge, so go out there and do
exactly what Jacques does"
Following the deaths of Roland Ratzenberger and Ayrton Senna at Imola in 1994, the following F1 races saw the
introduction of chicanes made up from stacked tyres. The entry to Eau Rouge was obstructed in such a way in 1994,
although it was returned to its previous glory the following year. The corner was slightly modified for 2002, but still
retains its character.
Testimony to the fame and beloved character of the Eau Rouge corner can be found in fan reaction to the Istanbul
Park circuit in Istanbul, Turkey. When fans first got to see the course configuration at the start of the weekend of the
2005 Turkish Grand Prix, many noted that an uphill kink on the back straight was very similar to Eau Rouge; many
jokingly dubbed the kink "Faux Rouge" (a pun on the name of the original Spa corner using the French word "faux",
meaning "false").
Spa-Francorchamps
Blanchimont
The Blanchimont turn is one of the
most fearsome turns in Formula One.
This high-speed left-hand turn, present
in both the old 14km circuit and the
new, shorter, 7km track, is the final
sweeping corner of the track before the
Bus Stop chicane, which leads to the pit
straight.
This turn and the approach to it have
caused serious accidents over time, the
most recent being in 2001, when
Spa Francorchamps Kemmel Straight
Luciano Burti lost the front wing of his
Prost due to a clash with Eddie Irvine's Jaguar, losing front downforce and steering, leaving the track at 185mph
(298km/h) and piling into the tyre wall, the impact knocking him out and burying the car into a mound of tyres.
Problems have also occurred in lower classes of racing with Tom Kristensen having a very violent crash in a
Formula 3000 car in 1997 after running wide on the entry to the Blanchimont turn and subsequently hitting the wall
effectively throwing the monocoque back out in the middle of the track, where it was hit by numerous cars before
coming to a complete halt.[13]
The run-off area is narrower than in other turns taken at this speed, plus the fact that behind the protective barriers
there is a 78 meter drop. This is the first turn taken by the cars after the new track rejoins the route of the old 14km
track. Blanchimont was also the scene where in 1992 after Erik Comas had crashed heavily during Friday's session,
Ayrton Senna stopped, disembarked his car and sprinted to help the injured driver, with other cars driving past at
racing speeds.
Recent problems
Due to the introduction of a new legislative order in Europe, new bans in tobacco advertising have been imposed,
and as a special case, Formula One is facing a major threat regarding this point. Due to these political and legislative
circumstances, Grand Prix in this circuit was left out of the 2003 calendar as a response to the internal tobacco
legislation in Belgium. The event was tagged as a World Class event within the national senate, and thus it was
saved for the 2004 Formula One season. The section known as the Bus Stop chicane was reprofiled for 2004 with an
additional sweep to the right.
Spa was dropped from the Formula One calendar in 2006. The organiser of the event went bankrupt in late 2005, and
therefore the planned improvements to the race track and paddock had not yet been made. The Wallonia government
stepped in and provided the necessary funds, but too late for the 2006 race to take place.
As of 2007, tobacco advertising bans limited the number of sponsors from the industry finding the sport appealing.
As of 2010, only the Scuderia Ferrari Marlboro still had tobacco branding, however the team recently dropped the
Marlboro "stripes" from their race cars after accusations of it being linked to subliminal advertising. In comparison,
in 2003 five teams (half of the teams competing) had tobacco branding on their cars.
227
Spa-Francorchamps
228
Redevelopment for 2007 season

With a new financial backer, the renovation started on 6 November 2006 and finished in May 2007, costing around
19 million.[14]
Formula 1 returned to Spa for 2007, with a modified track layout. The Bus Stop chicane was moved back towards
Blanchimont and the La Source hairpin moved forward. This allowed more space for the new pit lane. The
modifications gave a longer start/finish straight
Modifications for 2010 season

New tarmac runoff was added to the inside and outside of Les Combes for the 2010 race, in line with the prevailing
trends at other Formula One circuits.
Other racing series

Besides Formula 1 other races in different motorsports classes are hosted at Spa-Francorchamps. The most notable
ones are the Blancpain Endurance Series, the Formula 3, the RCN, the Motorbike Endurance, the ADAC GT
Masters, and previously the DTM and the WTCC. The most famous long-distance and sports car races are the Spa 24
Hours and the 1000 km Spa.
Sample lap times

Event
Class
Time
2011 25 Hours of Spa
Fun Cup
2011 6 Heures Moto
ONK Superbike 2:25.629 BMW S1000RR
2010 Mobil1 Supercup
Porsche Cup
2:25.583 Porsche 911 GT3
GT3 Pro
2:24.488 BMW Z4 GT3
2011 GT4 European Cup season
GT4
2:23.479 McLaren MP4-12C
GT
2:22.403 Ferrari F430
2010 1000 km of Spa
GT2
2:20.336 Ferrari F430 GT2
2010 FIA GT1 Spa-Francorchamps round
GT1
2:17.605 Corvette C6.R
FLM
2:13.592 Oreca FLM09
[]
[]
3:00.41
Car/bike
Volkswagen Beetle TDI
2011 Spa-Francorchamps GP2 Series round GP3
2:12.498 ART Grand Prix
LMP2
2:03.135 HPD ARX-01C
LMP1
1:57.884 Peugeot 908 HDi FAP
[]
2010 1000 km of Spa
2009 Spa-Francorchamps GP2 Series round GP2
1:54.970 Ocean Racing Technology
2010 Belgian Grand Prix
1:45.778 Red Bull RB6
F1
Spa-Francorchamps
In popular culture
As the long-time home of the Belgian Grand Prix and its location within the Ardennes forests it has been a popular
backdrop for all kinds of fictional media, from appearances in comics and multiple motion pictures,[15] to regular
appearances in dozens of video games across almost all formats going back into the 1980s.
References
[1] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Circuit_de_Spa-Francorchamps&
params=50_26_14_N_5_58_17_E_type:landmark_region:BE
[3] Deutsche Topographische Karte 5501 Brnenville, Ausgabe 1893 (http:/ / greif. uni-greifswald. de/ geogreif/ geogreif-content/ upload/
mtbl/ 5501Buernenville1893Kopie. jpg)
[4] http:/ / www. youtube. com/ watch?v=_VtQ9Uc062M
[6] http:/ / www. youtube. com/ watch?v=ISOEXQG5vOo 19:04
[7] Lon Grisard (http:/ / www. motorsportmemorial. org/ focus. php?db=ct& n=3586) Motorsport Memorial
[8] GP Encyclopedia > Circuits > Spa-Francorchamps (http:/ / www. grandprix. com/ gpe/ cir-070. html) Grandprix.com
[10] http:/ / theracingline. net/ racingcircuits/
[11] 2004 Belgium Grand Prix Selected driver quotes (http:/ / www. formula1. com/ news/ headlines/ 2004/ 8/ 2097. html) The Official
Formula One Website
[12] F1 performance map at Spa-Francorchamps (http:/ / atlasf1. autosport. com/ 2000/ bel/ preview/ bellap. jpg)
[13] The Official Tom Kristensen Website (http:/ / www. tomkristensen. com/ karriere. aspx?yearID=d3f50014-55c6-4e1a-b8a0-8712121e9969)
[14] Renovation of Francorchamps-circuit starts in November (http:/ / www. f1technical. net/ news/ 3515) F1Technical.net, July 2006
External links
Circuit de Spa-Francorchamps (http://www.spa-francorchamps.be/)
One lap at Spa Classic 2011 (http://kinomap.com/#!km-agkxc9) on Kinomap
BBC guide to the track (http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/circuit_guide/4250441.
stm)
BBC Belgian GP circuit guide (http://news.bbc.co.uk/sport2/hi/motorsport/636741.stm)
Circuit de Spa-Francorchamps History and Statistics (http://www.f1db.com/f1/page/
Circuit_National_de_Francorchamps)
Satellite picture by Google Maps (http://maps.google.com/maps?f=q&hl=en&q=Spa, Belgium&ie=UTF8&
om=1&z=13&ll=50.424378,5.971584&spn=0.046261,0.173035&t=k) showing both old and new layout
Satellite picture by Google Maps (http://maps.google.co.uk/maps?f=d&hl=en&
geocode=10823160676200214313,50.429060,5.977450;13040135868525020935,50.407936,5.
965528;4870981229736577332,50.430270,5.958080&saddr=Route+des+Combes+@50.429060,+5.
977450&daddr=50.428643,5.99287+to:Rue+de+Chefosse/N68+@50.407936,+5.965528+to:N640/
Route+de+l'Eau+Rouge+@50.430270,+5.958080&mra=dpe&mrcr=0&mrsp=1&sz=14&via=1,2&sll=50.
421097,5.985575&sspn=0.036476,0.072269&ie=UTF8&ll=50.426347,5.983086&spn=0.072943,0.
144539&t=h&z=13) with the old layout highlighted
Spa Upgrade Work Begins (http://www.forumula1.net/2006/f1/f1-news/spa-upgrade-work-begins/)
Spectator testimonial of visiting Spa-Francorchamps (http://www.f1fanatic.co.uk/f1-information/
going-to-a-race/spa-francorchamps-belgium/)
Circuit info from official F1 site (http://www.formula1.com/races/in_detail/belgium_799/)
229
Suzuka
230
Suzuka
Suzuka International Racing Course
Location
Suzuka, Mie Prefecture, Japan
Time zone
GMT +9
Coordinates
345035N 1363226E
Owner
Honda Motor Co., Ltd.
Operator
Mobilityland Corporation
[1]
Coordinates: 345035N 1363226E [1]
Major events Japanese Grand Prix

Suzuka 8 Hours
WTCC
Super GT
Super Formula
MJF Superbike
D1 Grand Prix
Super Taikyu
Grand Prix Circuit (2003)
Length
5.807 km (3.609 mi)
Turns
17
Lap record
1:31.540 (
Kimi Rikknen, McLaren MP4-20, 2005)

Motorcycle Grand Prix Circuit (2004)
Length
5.821 km (3.617 mi)
Turns
17
Lap record
[2]
2:07.110
Kousuke Akiyoshi, F.C.C. TSR Honda CBR1000RR, 2009)

East Circuit
Length
2.243 km (1.394 mi)
Turns
Lap record
0:54.116 (
Robert Dahlgren, Polestar Racing, 2011)

West Circuit
Length
3.466 km (2.154 mi)
Turns
9
Original circuit (19621982) (without final chicane)
Length
6.004 km (3.728 mi)
Suzuka
231
Turns
17
Lap record
1:34.247 (
Aguri Suzuki, Ralt Formula 3 car, 1982)
Suzuka International Racing Course, Suzuka Circuit ( Suzuka Skitto) for short, is a
motorsport race track located in Ino, Suzuka City, Mie Prefecture, Japan and operated by Mobilityland Corporation,
a subsidiary of Honda Motor Co., Ltd..
Introduction
Designed as a Honda test track in 1962 by Dutchman John "Hans" Hugenholtz, Suzuka is one of few circuits in the
world to have a "figure 8" layout, with the back straight passing over the front section by means of an overpass.
The circuit has been modified three times:
In 1983 a chicane was put at the last curve to slow the cars into the pit straight and the Degner curve was made into
two corners instead of one long curve; the circuit was also made considerably safer in 1983 by adding more crash
barriers, more run-off areas and removing straw bales leading into vegetation;
In 2002, the chicane was slightly modified, 130R (marked as 15 on the diagram) was also modified and some of the
Snake curves were made a bit straighter and faster;
In 2003, the chicane was made slightly faster and closer to the 130R.[3]
The circuit can be used in three configurations; the full circuit, the "Suzuka East" and "Suzuka West" configuration.
The "East" portion of the course consists of the pit straight to the first half of the Dunlop curve (turn 7), before
leading back to the pit straight via a tight right-hander. The "West" course is made up of the other part of the full
circuit, including the crossover bridge.
The Degner-curve was named in honour of Ernst Degner.
Motorsport events
Suzuka, openly touted by F1 drivers and fans as one of the most enjoyed, is also one of the oldest remaining tracks
of the Formula One World Championship, and so has a long history of races as venue of the Japanese Grand Prix. Its
traditional role as one of the last Grands Prix of the season means numerous World Championships have been
decided at the track.
Suzuka was dropped from the Formula One calendar for the 2007 and
2008 seasons in favour of the Toyota-owned Fuji Speedway, after the
latter underwent a transformation and redesign by circuit designer
Hermann Tilke. Suzuka and Fuji were to alternate hosting the Japanese
Grand Prix from 2009. However, after Fuji announced on July 2009
that it would no longer be part of the F1 calendar,[4][5] Suzuka signed a
deal to host the Japanese Grand Prix in 2009, 2010 and 2011.[6]
Michael Schumacher's car being carried after

retiring from the 2006 Japanese Grand Prix
The circuit closed for a year in order for the renovation to make it
F1-compliant for 2009, with the last major event held on November 18,
2007,[7] although some annual events (for instance, the Suzuka 8 Hours
and Suzuka 1000km) were still held. The track held a re-opening day
on April 12, 2009.

Suzuka also hosts other motorsport events including the Suzuka 1000km endurance race. Previously a part of
multiple GT racing series including the now defunct Group C class of the All Japan Sports Prototype Championship,
the Suzuka 1000km as of 2006 is now a points round of the Super GT series, and is the only race of such length in
that series. In 2010, the GT500 pole position time was 1:55.237. In 2007, the GT300 pole position time was
Suzuka
232
2:06.838.
Another major motorsport event is the Suzuka 8 Hours for motorcycles, which has been run since 1978. This event
usually attracts big name riders and with the exception of 2005, due to the importance of the big name manufacturers
involvement, the FIM ensures that no motorcycle races clash on the date.
NASCAR organized the NASCAR Thunder 100, a pair of exhibition 100-lap races on the East Circuit, a 1.4 miles
(2.3km) layout which utilizes the pit straight and esses, before rejoining the main circuit near the Casio Triangle.
The cars were Sprint Cup Series and Camping World West Series cars and the field was by invitation for the two
races, run after the 1996 and 1997 seasons. The 1996 event was marred by tragedy when during practice, pace car
driver Elmo Langley died of a heart attack in the Chevrolet Corvette Pace Car at the esses during an evaluation run.
The pole position speed was 83.079 miles per hour (133.703km/h).[8] During qualifying for the 1997 race, rain
caused Goodyear to use rain tires on Sprint Cup cars for the first time in the modern era.
It was announced on June 21, 2010 that the East section of Suzuka Circuit would host the Japan round of the 2011
WTCC season instead of the Okayama International Circuit.[9] At the 2012 event, the pole position time was 52.885
seconds, for a speed of 94.875 miles per hour (152.687km/h).[10]
130R
Following two tremendous accidents in 2002 and 2003, safety has been a concern at the circuit's 130R, a 130 metres
(427ft) radius turn starting past the Crossover which has been compared to Spa's Blanchimont. In 2002, Toyota F1
driver Allan McNish suffered a high-speed crash through the bump, which sent him through a metal fence;
fortunately, he was not seriously injured.
Track officials revised the 130R, redesigning it as a double-apex
section, one with an 85 metres (279ft) radius, and then a second
featuring a 340 metres (1,115ft) radius, leading to a much closer Casio
Triangle (chicane), with the chicane becoming a "bus stop" type for
motorcycles.
Suzuka Circuit seen in 2006
However, the problem continued for the new revised section. During
the 2003 MotoGP Grand Prix of Japan, the track's first major event
since the revisions, MotoGP rider Daijiro Kato was killed when he
crashed in the new section, on his way to the braking zone for the
Casio Triangle. MotoGP has not returned to Suzuka since the incident.
Popular culture
Along with Fuji Speedway, Suzuka Circuit was one of the four tracks featured in the video game Pole Position II
(the first game featured only the Fuji track). "Suzuka 8 hours" was released on Super Nintendo in 1993; the
motorcycle variant of the race. The Suzuka Circuit was also featured in the Final Lap and the Ferrari F355
Challenge arcade games and video games like Forza Motorsport 2, Forza Motorsport 3, Forza Motorsport 4, Gran
Turismo 4, Gran Turismo 5 Prologue, Gran Turismo 5, iRacing, R: Racing Evolution, Shift 2 Unleashed, Le Mans
24 Hours, The Cycles, MotoGP 3, MotoGP 4, Tourist Trophy, Auto Modellista, Racing Battle: C1 Grand Prix, Real
Racing 3, and as the final race in Taito's racing game Continental Circus. The circuit appears in most F1 games that
have been published since 1987. The East Course was featured in NASCAR 98.
Presumably due to licensing issues on Pole Position II, the track is referred to in the Namco Museum versions as the
"Wonder" Circuit ("Orange Circuit" in Namco Museum: Virtual Arcade), after Namco's "Wonder" series of
amusement parks, despite its logo appearing on the starter's box since 1983. Under the same issue the open source
game TORCS also has the track renamed as "Wheel 2".
Suzuka
References
[1] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Suzuka_Circuit&
params=34_50_35_N_136_32_26_E_region:JP-24_type:landmark
[8] http:/ / racing-reference. info/ race/ 1996-01/ X
External links
Suzuka Circuit (http://www.suzukacircuit.com/)

Suzuka at the Formula 1 site (http://www.formula1.com/races/in_detail/japan_878/circuit_diagram.html)
Suzuka Circuit History and Statistics (http://www.f1db.com/f1/page/Suzuka_International_Racing_Course)
Satellite picture by Google Maps (http://maps.google.com/maps?f=q&hl=en&q=Suzuka, Japan&om=1&
ie=UTF8&z=15&ll=34.84424,136.532936&spn=0.015497,0.043259&t=k)
Audio walkthrough of the track, for use with games (http://www.AudioTrackGuides.co.uk)
BBC Sport Suzuka Circuit Guide (http://news.bbc.co.uk/sport2/hi/motorsport/formula_one/circuit_guide/
default.stm#top)
233
Watkins Glen
234
Watkins Glen
The Glen
Location
Coordinates
Watkins Glen, New York, United States

422013N 765538W
[1]
Coordinates: 422013N 765538W [1]
Capacity
41,000
Owner
Operator
Opened
permanent circuit in 1956
Major events NASCAR Sprint Cup Series

Cheez-It 355 at The Glen
Zippo 200 at the Glen
Grand-Am Rolex Sports Car Series
Six Hours of The Glen
Crown Royal 200 at the Glen
Grand Prix Course (with Inner Loop) (1992-present)
Surface
Asphalt and concrete
Length
3.40 mi (5.43 km)
Turns
11
Lap record
1:29.1919 (Hlio Castroneves, Dallara IR-05-Honda, 2007, IndyCar Series)

Short Course (with Inner Loop) (1992-present)
Surface
Asphalt
Length
2.454 mi (4.06 km)
Turns
Lap record
1:07.020 (Jon Fogarty, Riley Mk XI-Pontiac, 2007, DP)

Grand Prix course (1971-1974, 1986-present)
Surface
Asphalt
Length
3.4 mi (5.4 km)
Turns
11
Lap record
1:34.161 (Drake Olson, Eagle HF-89, 1990, IMSA)

Grand Prix course (with Esses Chicane) (1975-1985)
Surface
Asphalt
Length
3.4 mi (5.4 km)
Watkins Glen
235
Turns
11
Lap record
1:33.291 (Bruno Giacomelli, Alfa Romeo 179, 1980, F1)

First permanent course (1956-1970)
Surface
Asphalt
Length
2.35 mi (3.78 km)
Turns
Lap record
1:03.07 (Jacky Ickx, Ferrari 312B, 1970, F1)

Original public road course (1948-1952)
Surface
Asphalt, cobbles, concrete, wood, dirt, steel
Length
6.6 mi (10.622 km)
Turns
28 (approximately)
Watkins Glen International (nicknamed "The Glen") is an automobile race track located near Watkins Glen, New
York, at the southern tip of Seneca Lake. The sports car racing facility is owned by International Speedway
Corporation. It was long known around the world as the home of the United States Grand Prix, which it hosted for
twenty consecutive years (19611980), but since 1948 the site has been home to road racing of nearly every class,
including Formula One, the World Sportscar Championship, Trans-Am, Can-Am, NASCAR Sprint Cup Series, and
the IndyCar Series. Initially, public roads in the village were used for the race course. In 1956 a permanent circuit for
the race was built. In 1968 the race was extended to six hours, becoming, the Six Hours of Watkins Glen. The
circuit's current layout has more or less been the same since 1971, although a chicane was installed at the uphill
Esses in 1975 to slow cars through these corners, where there was a fatality during practice at the 1973 United States
Grand Prix. The chicane was removed in 1985, but another chicane called the "Inner Loop" was installed in 1992
after a fatal accident during the previous year's NASCAR Winston Cup event. The circuit is known as the Mecca of
North American road racing and is a very popular venue among fans and drivers.
The circuit also has been the site of two concerts: the 1973 Summer Jam, attended by 600,000 fans,[2] and Phish's
Super Ball IX in 2011.
Layouts
The Watkins Glen International race course has undergone several changes over the years, with five general layouts
widely recognized over its history. Currently, two distinct layouts are usedThe "Boot" layout (long course) and the
"1971 Six Hours" layout (short course).
Public roads
The first races in Watkins Glen were initiated by Cameron Argetsinger, whose family had a summer home in the
area. With Chamber of Commerce approval and SCCA sanction, the first Watkins Glen Grand Prix took place in
1948 on a 6.6-mile (10.6km) course [3] over local public roads. For the first few years, the races passed through the
heart of the town with spectators lining the sidewalks, but after a car left the road in the 1952 race, killing one
spectator and injuring several others, the race was moved to a new location on a wooded hilltop southwest of town.
The original 6.6-mile (10.6km) course is listed in the New York State register and National Register of Historic
Places as the Watkins Glen Grand Prix Course, 1948-1952.[]
The second layout 4.6-mile (7.4km) began use in 1953 and also used existing roads. The Watkins Glen Grand Prix
Corporation was formed to manage spectators, parking, and concessions. This arrangement lasted three years.
Watkins Glen
236
Grand Prix Course

The first permanent course was constructed on 550 acres, overlapping
part of the previous street course. It was designed by Bill Milliken, and
engineering professors from Cornell University. The layout measured
2.35-mile (3.78km). This course was used from 1956-1970. In 1968
the race was extended to six hours.
Watkins Glen from 1956-1970
Short Course
The circuit underwent a major overhaul for the 1971 season. When the
1971 Six Hours of Watkins Glen arrived in the summer of 1971, the
circuit was unfinished. The short course had been finished, but the boot
was unfinished, so the 1971 Six Hours was run on the short course
layout. The "Big Bend" and the turns leading up to it were eliminated,
and replaced with a new pit straight. The new pit straight was not ready
at the time, so the cars used the old pit straight just past The 90. For the
The full Long Course including the "Boot"; the
1971 Six Hours layout is illustrated with the gray
1971 Six Hours only, the start-finish line remained on the old pit
connection after the Outer Loop
straight, as the new pits were not finished in time, nor was the new
section of track past the Loop-Chute ready for the 1971 Six Hours. In
1972 the Six Hours event that year used the Watkins Glen long course for the first time.
When NASCAR returned to the track in 1986, they chose to use the short course layout. IMSA originally used the
"Boot," but eventually, that series also began using the shorter 1971 layout.
The short course was slightly lengthened in 1992 (see "Inner Loop" below).
Long Course (The "Boot")

The most significant change to the track had not been completed for the 1971 Six Hours, but was finished in time for
the Formula One race that autumn. The start-finish line was relocated to the new pit straight as planned. The new
segment known as "The Boot" was completed in time for the race. At the end of the backstretch, after the
Loop-Chute, cars swept left into a new four-turn complex that departed from the old layout, curling downhill through
the woods. The track followed the edge of the hillside to two consecutive right-hand turns, over an exciting blind
crest, to a left-hand turn, and re-joining the old track. Its unique foot-like shape gave it the nickname the "Boot."
The new layout including the "Boot" measured 3.377 miles (5.435km).
In 1975, a fast right-left chicane was added in the turn 3-4 Esses section (called the "Scheckter Chicane") to slow
speeds through the series of corners. This chicane was eliminated in the 1980s.
The "Long/Boot" course was slightly lengthened in 1992 (see "Inner Loop" below).
Inner Loop
After a pair of serious crashes took place in 1991 at the "Loop" at the end of the backstretch, a major change was
made to the track's layout. During the 1991 IMSA Camel Continental VIII, Tommy Kendall's Intrepid RM-1
prototype crashed in the Loop, severely injuring his legs. Seven weeks later, NASCAR driver J. D. McDuffie died in
an accident at the same site. These crashes followed another serious wreck that saw Geoff Bodine blow a tire, sail
straight off the track at the Loop, and crash head-on into the barrier.
Watkins Glen
237
For 1992, track officials constructed a bus stop chicane to the back straight just before arriving at the Loop. Dubbed
the "Inner Loop," it led into what was now being called, the "Outer Loop." This addition slightly increased the lap
distance for both layouts.
History
Watkins Glen Grand Prix
Along with the annual SCCA race, the track hosted its first professional race (NASCAR Grand National Division) in
1957. It hosted its first international event with the Formula Libre races from 1958-1960. Among the drivers
participating were Jack Brabham, Stirling Moss, Phil Hill, and Dan Gurney.
United States Grand Prix

After two editions of the Formula One U.S. Grand Prix
that were deemed less-than-successful (Sebring in
1959, and Riverside in 1960), promoters were looking
for a new venue to become the permanent home for the
American Grand Prix.
In 1961, just six weeks before the scheduled date for
another Formula Libre race that fall, Argetsinger was
tapped to prepare Watkins Glen for the final round of
the Formula One World Championship. While many of
the necessary preparations had already been made, new
pits were constructed to satisfy European standards of
pit boxes with overhead cover.
Seven American drivers participated, and the race was
won by British driver Innes Ireland in a Lotus-Climax
1973 United States Grand Prix ticket
with American Dan Gurney driving a Porsche 714
coming in second. Having already won both Driver's
and Constructor's World Championships and still mourning the death of Wolfgang von Trips at Monza, Ferrari
decided not to compete in the United States GP. Ferrari's decision not to travel to America for the season's final
round deprived Hill of the opportunity to participate in his home race as the newly-crowned World Champion, and
Hill appeared only as the event's Grand Marshal.
The United States Grand Prix at The Glen quickly became an autumnal tradition as huge crowds of knowledgeable
racing fans flocked to Upstate New York each year amid the spectacular autumn colors of the region. The race was
also among the most popular on the global Grand Prix calendar with the teams and drivers because its starting and
prize money often exceeded those of the other races combined. The race received the Grand Prix Drivers'
Association award for the best organized and best staged GP of the season in 1965, 1970, and 1972.
Watkins Glen
One fixture of the USGP at The Glen was the starter for
the races, Richard Norman "Tex" Hopkins. Wearing a
lavender suit, clenching a big cigar in his mouth, and
giving the job everything he had, Hopkins was the most
recognizable starter in Grand Prix racing. Once the cars
had taken their places, Hopkins strode across the front
of the grid with his back to the field, turned, and
jumped into the air while waving the national flag to
start the race. At the finish, he would meet the winner
in similar fashion, this time waving the checkered flag
as the car crossed the line.
238
Tom Pryce at the 1975 United States Grand Prix
Before the 1971 race, the course underwent its most

significant changes of the Grand Prix era, as it was extended from 2.35 miles (3.78km) to 3.377 miles (5.435km) by
the addition of four corners in a new section called the 'Boot' or 'Anvil'. The new layout departed from the old course
near the south end into a curling downhill left-hand turn through the woods. The track followed the edge of the
hillside to two consecutive right-hand turns, over an exciting blind crest to a left-hand turn, and back onto the old
track. In addition, the circuit was widened and resurfaced, and both the pits and start-finish line were moved back
before the northwest right-angle corner known as "The 90" and in 1975, a fast right-left chicane was added in the
Esses section to slow speeds through the series of corners.
Despite the improvements, the circuit became unsafe for the increasingly faster and stiffer ground effect cars of the
late 1970s and a few horrendous, sometimes fatal accidents (such as those that claimed the lives of Helmut Koinigg
and Franois Cevert). Increasingly rowdy segments of the crowd began to tarnish its image as well. Finally, in May,
1981, several months after Alan Jones had won the 1980 race for Williams, the International Auto Sports Federation
removed the race from its schedule because the track had failed to pay its $800,000 debt to the teams.[4]
American road-racing Mecca

The Glen hosted a variety of other events throughout the Grand Prix years: from Can-Am, Trans-Am, IROC, and
Endurance Sports car racing, to Formula 5000 and the CART series, these races strengthened the circuit's reputation
as the premier road racing facility in the United States. From 1968 through 1981, the "Six Hours at The Glen"
endurance race featured top drivers such as Mario Andretti, Jacky Ickx, Pedro Rodrguez, and Derek Bell. Different
races were sometimes featured together on the same weekend (e.g., Six Hours and Can-Am) and drew sizable
crowds, but without a Formula One race, the circuit struggled to survive. It finally declared bankruptcy and closed in
1981.
Reincarnation
For two years, the track was not well maintained and hosted only a few SCCA meets without spectators. In 1983,
Corning Enterprises, a subsidiary of nearby Corning, partnered with International Speedway Corporation to purchase
the track and rename it, Watkins Glen International.
The renovated track, with the chicane at the bottom of the Esses removed, reopened in 1984 with the return of IMSA
with the Camel Continental I, which would be conducted until 1995, with the last two years under the name "The
Glen Continental" after Camel's withdrawal from IMSA. (The event was numbered with Roman numerals.)
In 1986, the top NASCAR series returned to Watkins Glen after a long layoff, holding one of only three road races
on its schedule (two beginning in 1988), using the 1971 Six Hours course, raced when the new section off the
Loop-Chute was not finished in time. As the cars come off the Loop-Chute, instead of making the downhill left into
Turn 6, the cars shot straight through the straight, and headed toward Turn 10, as was the case from 1961 until 1970.
Watkins Glen
NASCAR Busch Series (Now Called Nationwide Series) action would arrive in 1991 with a 150-mile (240km) race
on the weekend of the Camel Continental, won by Terry Labonte, who would be a master of the circuit during its
Busch Series races, winning the inaugural race, and winning three consecutive races from 1995 until 1997. The 1995
race would be the first conducted as a 200-mile (320km) race, and became the first Busch Series race to be televised
on broadcast network television, as CBS broadcast the race live until TNN took over in 1997.
Only twice1998 and 1999did a Busch Series regular driver win the race. The first seven races were won by
Winston Cup Series (Now Sprint Cup Series) regular drivers, sometimes referred as "Buschwhackers," during their
off-week. In 1998, the race went against the Cup race in Sonoma, California, eliminating the idea, and stayed that
way until 2000. In 2001, the race was run the day after the first Saturday in July.
The race was eliminated from the schedule after the 2001 season, however, only to return in 2005 as an undercard to
the Nextel Cup (now Sprint Cup Series) race.
A pair of incidents took place in 1991 resulted in a massive overhaul of the circuit's safety. During the IMSA Camel
Continental VIII, Tommy Kendall's prototype crashed in Turn 5, severely injuring his legs. Seven weeks later,
NASCAR driver J. D. McDuffie died in an accident at the same site. Track officials added a bus stop chicane to the
back straight in Spring 1992.
In 1996, the Glen Continental reverted to a six-hour format, and was once again called the Six Hours At The Glen
with the IMSA format, and stayed there until a split in American sports car racing. In 1998, the race became an event
sanctioned by the Sports Car Club of America under their United States Road Racing Championship. In 1999, the
FIA GT series staged a 500km race of three hours with some USRRC entrants after USRRC canceled the last two
rounds of their season before their six-hour event at the track. The following year, the six-hour race returned once
again with the newly-founded Grand American Road Racing Association (Grand-Am) sanctioning the event.
In 1997, International Speedway Corporation became the sole owner of the historic road course, as Corning
Enterprises believed they had completed their intended goals to rebuild the race track and increase tourism in the
southern Finger Lakes region of New York State.
The circuit annually hosts one of the nation's premier vintage events, the Zippo U.S. Vintage Grand Prix. When the
fiftieth anniversary of road racing in Watkins Glen was celebrated during the 1998 racing season, this event was the
climax, returning many original cars and drivers to the original 6.6-mile (10.6km) street circuit through the village
during the Grand Prix Festival Race Reenactment.
After a 25year layoff, major-league open wheel racing returned to the track as one of three road courses on the 2005
Indy Racing League schedule. In preparation, the circuit was overhauled again. Grandstands from Pennsylvania's
Nazareth Speedway, which had closed, were installed, the gravel in The 90 was removed and replaced with a paved
runoff area, and curbing was cut down for the Indy Racing League event. Previously, the high curbing in the chicane
had become a place where NASCAR Sprint Cup Series cars would bounce high off the curbing, creating an ideal
opportunity for cars to lose control, and to slow cars. Other areas of the track received improvements as well: the
exits of turn 2 (the bottom of the esses), the chicane, turn 6 (the entrance to the boot), turn 9, and turn 11 all had
additional runoff areas created and safety barrier upgrades. The carousel run off was paved, as well as turn 1 (the 90)
and the esses were paved in the winter of 06-07. Augmenting what was already in place along the front stretch,
additional high safety fences were installed on the overpasses crossing the service roads at the top of the esses and
just out of the boot immediately after the exit of turn 9.
Another overhaul for 2006 made fundamental changes to the circuit for the first time since 1992. Officials installed a
new control tower, which includes booths for the officials, timing and scoring, television and radio (the new position
allows broadcasters to see more action from Turn 10 through the foot of the Esses), and the public address announcer
on top of the new front stretch grandstand, moving the start-finish line farther ahead of the Sprint bridge, as the
start-finish line is moved 380 feet (120m) farther toward The 90 in order to accommodate the new timing and
scoring post. The new start-finish line also means the starting lights used for club races were moved farther ahead,
creating more action off Turn 11 as tactics will change with the later finish line, where slingshot moves could
239
Watkins Glen
become paramount to the finish. Other changes to the infrastructure include the purchase of adjoining property. Most
of Bronson Hill Road is now incorporated as a service road to the facility. A new section of Bronson Hill leading up
from NY 414 has been built as the main ingress road to the facility, bending south at Gate 6 and continuing to
County Road 16, just south of the credentials and sheriff's office buildings.
Track safety also is changing always and constant training is needed. Race Services Inc. provides the track with
volunteers to work Fire-Rescue, Medical, Grid personnel, and Corner workers to help keep both the drivers and
spectators safe.
The Argetsinger family is an advisor to the circuit, and the track named the trophy for the inaugural Watkins Glen
Indy Grand Prix presented by Argent in honour of the late patriarch, Cameron.
On March 6, 2007 just before 9 p.m., fire destroyed the recently remodeled Glen Club situated on top of the esses.
Originally called the Onyx Club (named for the sponsor, Onyx Cologne), the Glen Club was used primarily as an
upscale venue for race fans. After being recently remodeled, it was being advertised as a social venue for locals to
use for weddings, business meetings, etc. No cause could be determined and the building was a total loss. The loss
included irreplaceable, unique original motorsport artwork donated to the facility by several artists along with other
racing memorabilia. Glen officials were quoted in local media stories as being adamant that the loss of the Glen Club
would not affect the 2007 racing schedule.
For 2007, Watkins Glen International again made improvements to the facility, specifically the track surface. All of
turns 1 (the "90"), 5 (the "Loop-Chute") and 6 (entry turn into the "Boot") have been repaved. A temporary "Glen
Club" replaced the permanent structure destroyed by fire at the races in 2007 with plans in the works to replace it
with another permanent building. New sponsors for both the INDY and NASCAR weekends were signed to
multi-year deals. Camping World is now the sponsor of the "Camping World Grand Prix" INDY weekend at the
Glen through 2010. NASCAR weekend at the Glen received a double shotZippo Manufacturing announced a
three-year extension of the Busch-Nationwide Series race, the "Zippo 200". The Sprint Cup series is now known as
"The Heluva Good! Sour Cream dips at the Glen". Additionally, Brad Penn lubricants of Pennsylvania (former
Kendall Oil refinery) was announced as the sponsor of the annual vintage sports car weekend for 2007 and 2008.
A new media center was constructed to replace the former building, which also had been the control tower with the
1971 improvements. The aging structure had been the bane of many professional media members during those years
with many uncomplimentary things published and broadcast about its inadequacies, especially the lack of insulation,
air conditioning, few (if any) amenities that other facilities had, which resulted in race control moving to the new
control tower at the start-finish line in 2006. Plans were made to move the new media centre back in order to allow a
full 43-car NASCAR grid.
In June 2011, Tony Stewart and Lewis Hamilton participated in the Mobil 1 Seat Swap. Stewart drove his No. 14
Mobil 1 Chevy for four laps around the circuit while Hamilton drove the MP4-23, Vodafone McLaren Mercedes's
entry in the 2008 Formula One season. After some time, both drivers swapped cars and drove more laps around the
circuit. The event was open to the public and it was hoped that it would renew interest in the track. Before this event
the curves on some of the turns were changed, the white rumble strips being replaced by the more common,
red-white designs seen on most road courses around the world.
In July 2011, WGI hosted a Phish concert. This is the first concert that WGI has held since the Summer Jam.
In October 2012, the track suffered damage from Hurricane Sandy, with damage reported to be up to $50,000.[5]
240
Watkins Glen
241
Records
FIA Formula One Qualifying (GP Course): Bruno Giacomelli, 93.291 sec. (130.315mph/209.722km/h), 1980
FIA Formula One Race (199.24mi/318.784km): Alan Jones, 1 hr 34min 36 sec (126.367mph/203.368km/h),
1980
FIA Formula One Qualifying (2.35mi course): Jacky Ickx, 63.07 (134.136mph/214.617km/h), 1970
FIA Formula One Race (253.8mi/408.2km): Emerson Fittipaldi 1 hr 57min 33.2sec
(129.541mph/207.265km/h), 1970
NASCAR Sprint Cup Series Qualifying: Juan Pablo Montoya, 69.438 sec. (127.020mph/204.419km/h), 2012
NASCAR Sprint Cup Series Race (220.5miles): Mark Martin, 2 hrs 26min 17 sec (100.300mph/160.48km/h),
1995
NASCAR Nationwide Series Qualifying: Kurt Busch, 71.567 sec. (123.241mph/197.000km/h), 2011
NASCAR Nationwide Series Race (200.9miles): Terry Labonte, 2 hrs 11min 47
sec.(91.468mph/146.348km/h), 1996
IndyCar Series Qualifying: Ryan Briscoe, 88.1322 sec. (137.657mph/221.537km/h), 2009
Grand Am Rolex Sports Car Series (NASCAR Course) Qualifying: Jon Fogarty, 67.020 sec.
(131.603mph/211.794km/h), 2007
Crown Royal 200 at the Glen, Brian Frisselle 65.243 sec, 2008[6]
NASCAR Sprint Cup Series Records

(As of 8/8/2010)
Most Wins
Tony Stewart
Most Top 5s
12
Mark Martin
Most Top 10s
16
Starts
22
Michael Waltrip
Poles
Dale Earnhardt, Mark Martin
Most Laps Completed 1873 Michael Waltrip

Most Laps Led
227
Jeff Gordon
Avg. Start*
6.2
Tony Stewart
Avg. Finish*
5.4
* from minimum 10 starts.
References
[1] http:/ / tools. wmflabs. org/ geohack/ geohack. php?pagename=Watkins_Glen_International&
params=42_20_13_N_76_55_38_W_region:US_type:landmark
[2] , cited in
[3] http:/ / www. grandprixfestival. com/ map. html
[6] http:/ / www. theglen. com/ articles/ 2008/ 08/ frisselle-aim-autosport-to-start-from-pole-in-crown-royal-200. aspx
External links
Watkins Glen International (http://www.theglen.com/)

Short History of Road Racing at Watkins Glen (http://www.silhouet.com/motorsport/tracks/wat.html)
GP Encyclopedia, Circuits: Watkins Glen (http://www.grandprix.com/gpe/cir-074.html)
Trackpedia guide to driving this track (http://www.trackpedia.com/wiki/Watkins_Glen)
Watkins Glen
Watkins Glen International Page (http://www.nascar.com/races/tracks/wgi/index.html) on NASCAR.com
(http://www.nascar.com)
Watkins Glen Grand Prix Fest (http://www.watkinsglen.com/gpfest/)
Track history and other info (http://www.na-motorsports.com/Tracks/NY/WatkinsGlen.html)
1948-1952 Watkins Glen Grand Prix Circuit Map (http://grandprixfestival.com/map.html)
Photos from past and present events at Watkins Glen International (http://www.glenphotos.com/)
242
243
Notable endurance car drivers

Derek Bell
Derek Bell
Bell in 2008
Born
31 October 1941
Pinner, Middlesex, England, UK
Formula One World Championship career

Nationality
British
Active years
19681972, 1974
Teams
Ferrari, McLaren, Surtees, Tecno
Races
16 (9 starts)
Championships 0
Wins
Podiums
Career points
Pole positions
Fastest laps
First race
1968 Italian Grand Prix
Last race
1974 Canadian Grand Prix
Derek Reginald Bell MBE (born 31 October 1941 in Pinner, Middlesex) is a British racing driver from England
who was extremely successful in sportscar racing, winning Le Mans five times, the Daytona 24 three times and the
World Sportscar Championship twice. He also raced in Formula One for the Ferrari, McLaren, Surtees and Tecno
teams. He has been described by fellow racer Hans-Joachim Stuck as one of the most liked drivers of his
Derek Bell
244
generation.[1]
Derek Bell in August 1970 at

Nrburgring on the occasion of a formula
2 race there.
24 Hours of Le Mans career

Participating years 19701983, 19851996
Teams
Scuderia Ferrari
John Wyer Automotive
Ecurie Francorchamps
Gulf Racing
Grand Touring Cars
Renault Sport
Porsche System
Rothmans Porsche
Richard Lloyd Racing
Joest Porsche Racing
ADA Engineering
Courage Comptition
Gulf Oil Racing
David Price Racing
Best finish
1st (1975, 1981, 1982, 1986, 1987)
Class wins
5 (1975, 1981, 1982, 1986, 1987)
Career
Bell grew up on a farm and helped to run a caravan site near Pagham Harbour before being encouraged by his
stepfather Bernard Hender to take up racing in 1964 with Lotus Seven. He graduated to Formula Three in the
following year in a Lotus 31 and in 1966 switched to a Lotus 41 scoring his first victory at Goodwood. In 1967 he
enjoyed seven wins. He entered Formula Two in a privateer Brabham BT23C fielded by his stepfather's Church
Farm Racing team and had several promising performances, which caught Ferrari's eye and made his Grand Prix
debut at Monza. In 1969 he raced at Silverstone with Ferrari and also raced the four-wheel-drive McLaren M9A in
its only race in the British Grand Prix.
Derek Bell
245
Bell took part in the filming of Le Mans (1970) starring Steve
McQueen, and he and his family lived with the McQueen family
during the filming, the two becoming friends. Bell had a lucky escape
during the making of the film. The Ferrari 512 he was driving suddenly
caught fire whilst getting into position for a take. He managed to get
out of the car just before it was engulfed in flames and suffered minor
burns. The car was badly damaged but later rebuilt.
Bell also finished second in the 1970 European Formula Two

Championship, driving a Brabham. In 1972 he got the drive in the
Tecno Formula One team, along with Nanni Galli. He later raced a
number of times for the Surtees team, it was to be in sports car racing that he built a strong reputation as a world
class and championship winning racer.
Derek Bell in the Wheatcroft Racing Brabham
BT26 at the Nrburgring in 1970.
He won two World Sportscar Championship titles in 198586, the 24 Hours of Daytona three times in 198687 and
1989 and Le Mans five times in 1975, 1981, 1982, 1986 and 1987, mostly teamed with Jacky Ickx in one of the
Porsche 936 and Porsche 956/Porsche 962 models. The Ickx/Bell partnership is considered as one of the most
famous pairings in motorsport history.
Bell was hired as chairman for the failed Spectre R42 project between 1996 to its demise in 1997. In 2001 he was
hired to consult for the Bentley Speed 8 programme, helping Bentley to win Le Mans two years later. He now splits
his time between the United States and Bognor Regis, commentates on Formula One races and races in historic
events, as well as performing a global ambassadorial role for Bentley. Bell is currently an operating partner of
Bentley Naples in Naples, Florida.
His son, Justin Bell is also a racer. The two raced together in the 1991
24 Hours of Daytona, and the 1992 24 Hours of Le Mans. Bell was to
race in the 2008 Daytona 24 hours with Justin, however the car
dropped out of the race early and Derek did not get to run in the race.
Aside from winning at Le Mans five times, his proudest moment was
coming third with his son Justin racing the McLaren F1 GTR in the
1995 Le Mans.
Bell demonstrating the Ferrari 312B3
"Spazzaneve" test car at the 2008 Goodwood
Festival of Speed.
Bell returned to Le Mans to race a Porsche 962 for the first time in 20
years in the Group C race at Le Mans on the morning on 16 June 2012.
Bell was awarded the MBE in 1986 for services to motorsport.
Complete World Championship Formula One

results
(key)
Derek Bell
Year
246
Entrant
Chassis
Engine
1968 Scuderia
Ferrari
Ferrari
312/68
Ferrari
V12
10
11
12
13
14
15 WDC Pts
RSA ESP MON BEL NED FRA GBR GER ITA CAN USA MEX
Ret
Ret
NC
1969
Bruce McLaren Cosworth RSA ESP MON NED FRA GBR GER ITA CAN USA MEX
McLaren M9A
V8
Ret
Motor
Racing
NC
1970
Tom
Brabham Cosworth RSA ESP MON BEL NED FRA GBR GER AUT ITA CAN
Wheatcroft BT26A
V8
Ret
Racing
22nd
USA MEX
6
Team
Surtees
Surtees
TS7
1971
Team
Surtees
Surtees Cosworth RSA ESP MON NED FRA GBR GER AUT ITA CAN USA
TS9
V8
Ret
NC
1972
Martini
Racing
Team
Tecno
PA123
NC
1974
Bang &
Olufsen
Team
Surtees
Surtees Cosworth ARG BRA RSA ESP BEL MON SWE NED FRA GBR GER
TS16
V8
DNQ 11
NC
Tecno
Flat-12
ARG RSA ESP MON BEL FRA GBR GER AUT ITA CAN USA
DNQ
Ret
DNQ DNS Ret
Team
Surtees
AUT ITA CAN USA

DNQ DNQ DNQ
References
[1] AUSringers.com - Hans-Joachim Stuck speaks to AUSringers (http:/ / www. ausringers. com/ 2009/ 04/ 03/
hans-joachim-stuck-talks-to-ausringers. html) Retrieved 2009-04-04
External links
Derek Bell MBE Official Web Site (http://www.derekbell.com)
Sporting positions
Precededby
Henri Pescarolo
Grard Larrousse
Winner of the 24 Hours of Le Mans

1975 with:
Jacky Ickx
Succeededby
Jacky Ickx
Gijs van Lennep
Precededby
Jean Rondeau
Jean-Pierre Jaussaud

1981 with:
Jacky Ickx
Succeededby
Jacky Ickx
Derek Bell
Precededby
Jacky Ickx
Derek Bell

1982 with:
Jacky Ickx
Succeededby
Vern Schuppan
Al Holbert
Hurley Haywood
Precededby
Klaus Ludwig
Paolo Barilla
Louis Krages

1986 with:
Hans-Joachim Stuck
Al Holbert
Succeededby
Derek Bell
Hans-Joachim
Stuck
Al Holbert
Derek Bell
247
Precededby
Derek Bell
Hans-Joachim Stuck
Al Holbert

1987 with:
Hans-Joachim Stuck
Al Holbert
Succeededby
Jan Lammers
Johnny Dumfries
Andy Wallace
Precededby
Stefan Bellof

Champion
1985-1986,
1985: with Hans-Joachim Stuck
Succeededby
Raul Boesel
Awards
Precededby
Jonathan Palmer
Autosport
British Competition Driver of the Year
1984
Succeededby
Nigel Mansell
Frank Biela
248
Frank Biela
Frank Biela
Nationality
German
Participating years 1999 - 2008

Teams
Audi Sport Joest, Audi Sport UK, Champion Racing
Best finish
1st (2000, 2001, 2002, 2006, 2007)
Class wins
5 (2000, 2001, 2002, 2006, 2007)
Frank Biela (born 2 August 1964 in Neuss, Germany) is an auto racing driver, mainly competing in touring cars and
sportscar racing. He has raced exclusively in cars manufactured by the Audi marque since 1990.
Biela started his career in 1983 in karting before joining the Ford Youngster Team programme in 1987 alongside
Manuel Reuter and Bernd Schneider. He drove for the team in Formula Ford and the Deutsche Tourenwagen
Meisterschaft (the German touring car championship), where he won the race at AVUS in 1987. Biela continued to
compete in the DTM in 1988, and also raced a limited season in German Formula Three, scoring two wins.
In 1990, he moved to Audi, winning the DTM race at the Nrburgring
and the DTM championship in 1991 before Audi left the DTM in
mid-season of 1992. Biela stayed with the company, and with the rise
of the two-litre Class 2 (Super Touring) rules in other series across
Europe, he was entered in various European touring car series over the
following few seasons such as the French Supertouring Championship
in 1993 driving the Audi 80 (in which he won the championship in)
Biela driving an Audi R10 in the 2006 Le Mans
entered by Audi into the championship pairing alongside Marc Sourd.
24 Hours.
Since his French Supertouring Championship victory in 1993, he is the
only standing non-French driver to win it. In 1995, he won the Touring
Car World Cup race at Paul Ricard in the new Audi A4, which quickly became one of the dominant touring cars of
the mid-1990s.
During the AVUS Berlin race in September 1995, Biela's Audi struck Kieth O'dor's already accident-stranded Nissan
Primera squarely on the driver's side, fatally injuring O'dor, who died later that day in a Berlin hospital.
For 1996, Audi decided to enter a works team of two A4s in the BTCC. Biela was selected to lead the team;
alongside team-mate John Bintcliffe, the new Audi team dominated the competition. Biela comfortably won the title,
finishing every single race and being classified in the top ten in all but two races (an 11th place finish and a
disqualification). He also capped an astonishing season by taking first place in the Guia Race of Macau.
Frank Biela
249
Because of the Audis' dominance in 1996, the BTCC organisers imposed a heavy ballast weight "penalty" on all
four-wheel-drive cars for the 1997 season. With his Audi badly handicapped by the penalty, Biela initially struggled
to make a serious impact. The weight penalty was halved at the midpoint of the season, and results immediately
improved to the point where Biela finished second overall to eventual champion Alain Menu. Biela then left Britain
to return to the German Super Tourenwagen Cup for 1998, but was largely ineffective. He finished a lowly 14th in
the final standings as the A4 (in a new two-wheel-drive racing configuration) became outclassed by rival
manufacturers.
In 1999, Biela abandoned touring cars in favour of joining the Audi R8 sports car project, racing under the Audi
Sport Team Joest name. It was a good match, and Biela excelled in sportscar racing over the next few seasons,
winning several classic events at the wheel of the R8 as well as three ALMS races. The highlight of Biela's time with
the R8 team was three successive victories (2000-2002) in the 24 Hours of Le Mans alongside Emanuele Pirro and
Tom Kristensen. Audi began to scale back support for the R8 programme after the 2002 season. After winning the
ALMS series in 2003, Biela returned to the revamped German touring car series, driving an Audi for Joest Racing
(the team which had run Biela's R8 for his three Le Mans wins); the season was not a success.
Biela continued to race an R8 at Le Mans each year with mixed results. In 2003, he missed the pit lane after just 15
laps and ran out of fuel.[1] He finished 5th and 3rd in 2004 and 2005, respectively. In December 2005 he participated
in the first runs of the new Audi R10 diesel sportscar, the R8's successor. Driving an R10 (again for Team Joest) in
the 2006 24 Hours of Le Mans, alongside Pirro and new team-mate Marco Werner, Biela took his fourth victory to
date in the classic race. He repeated the victory with the same car and team in 2007.
His greatest achievements include winning:
1991 Deutsche Tourenwagen Meisterschaft German Touring Car Championship with an Audi V8 (he has also
finished 2nd and 3rd in DTM)
1993 French Touring Car Championship
1995 short-lived Touring Car World Cup one-off race
1996 BTCC in 1996 (finishing as runner-up the year after)
1996 Macau Grand Prix Guia Race
2000, 2001, 2002 24 Hours of Le Mans with an Audi R8
2006, 2007 24 Hours of Le Mans with an Audi R10
Racing record
Complete British Touring Car Championship results
(key) (Races in bold indicate pole position - 1 point awarded all races) (Races in italics indicate fastest lap)
Year
Team
Car
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
Pos Pts
1996 Audi Sport UK Audi A4 quattro DON DON BRH BRH THR THR SIL SIL OUL OUL SNE SNE BRH BRH SIL SIL KNO KNO OUL OUL THR THR DON DON BRH BRH 1st 289
1
11
DSQ
1997 Audi Sport UK Audi A4 quattro DON DON SIL SIL THR THR BRH BRH OUL OUL DON DON CRO CRO KNO KNO SNE SNE THR THR BRH BRH SIL SIL
1
Ret
Ret
Ret
Ret
17
15
2nd 171
Frank Biela
250
Complete Deutsche Tourenwagen Masters results

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
Year
Team
Car
2004
Audi Sport
Team Joist
Audi A4
DTM 2004
HOC1 EST ADR LAU NOR SHA NR OSC ZAN BRN HOC2 17th
16
15 Ret
12
11
Ret
13
9
14
11
13
2007
Abt Sportsline
Audi A4
DTM 2007
HOC1 OSC LAU BRH NOR MUG ZAN NR CAT HOC2

18
Non-championship race
Complete 24 Hours of Le Mans results

Year Result
Team
Car
Class
1999 3
Audi R8R LMP
2000 1
Audi R8
LMP900
2001 1
Audi R8
LMP900
2002 1
Audi R8
LMP900
2003 Ret
Audi Sport UK / Arena Motorsport Audi R8
LMP900
2004 5
Audi Sport UK Team Veloqx
Audi R8
LMP1
2005 3
ADT Champion Racing
Audi R8
LMP1
2006 1
Audi R10 LMP1
2007 1
Audi R10 LMP1
2008 6
Audi R10 LMP1
References
External links
Official Website (http://www.frank-biela.de/) (German)
Awards and achievements
Precededby
John Cleland
Autosport
National Racing Driver of the Year
1996
Succeededby
Alain Menu
Sporting positions
Precededby
Hans-Joachim Stuck
German Touring Car Champion

1991
Succeededby
Klaus Ludwig
Precededby
Marc Sourd
French Touring Car Champion

1993
Succeededby
Laurent Aello
Precededby
John Cleland
British Touring Car Champion

1996
Succeededby
Alain Menu
Precededby
Kelvin Burt
Guia Race winner

1996
Succeededby
Steve Soper
10
11
Pos Pts
23rd
Frank Biela
251
Precededby
Succeededby
Pierluigi Martini
2000 with:
Frank Biela
Yannick Dalmas
Tom Kristensen
Tom Kristensen
Joachim Winkelhock
Emanuele Pirro
Emanuele Pirro
Precededby
Frank Biela
Tom Kristensen
Emanuele Pirro

Succeededby
2001 with:
Frank Biela
Tom Kristensen
Tom Kristensen
Emanuele Pirro
Emanuele Pirro
Precededby
Frank Biela
Tom Kristensen
Emanuele Pirro

Succeededby
2002 with:
Tom Kristensen
Tom Kristensen
Rinaldo Capello
Emanuele Pirro
Guy Smith
Precededby
Tom Kristensen

champion
2003
with Marco Werner
Succeededby
Marco Werner
J.J. Lehto
Precededby
Marco Werner
J.J. Lehto

champion
2005
with Emanuele Pirro
Succeededby
Allan McNish
Rinaldo Capello
Precededby
J.J. Lehto
Marco Werner
Tom Kristensen

Succeededby
2006 with:
Frank Biela
Emanuele Pirro
Emanuele Pirro
Marco Werner
Marco Werner
Precededby
Frank Biela
Emanuele Pirro
Marco Werner

Succeededby
2007 with:
Allan McNish
Emanuele Pirro
Rinaldo Capello
Marco Werner
Tom Kristensen
Rinaldo Capello
252
Rinaldo Capello
Rinaldo Capello
Nationality
Italian
Participating years 1998 - 2004, 2006 Teams
GTC Competition, Audi Sport Joest, Team Bentley, Audi Sport Goh
Best finish
1st (2003, 2004, 2008)
Class wins
3 (2003, 2004, 2008)
Rinaldo "Dindo" Capello (born 17 June 1964 in Asti, Italy) is an Italian endurance racing driver.
Career
Dindo started his racing career in 1976, driving go-karts, but didn't move into single-seaters until 1983, starting in
Formula Fiat Abarth. 1990 saw Dindo's first major championship victory, winning the Italian Supertourismo
Championship in a Volkswagen Golf. He won the championship again in 1996, but in an Audi A4 this time.[1]
1997 saw Capello's first major endurance victory, at Vallelunga, in the Vallelunga 6 Hours, driving a Volkswagen
Golf again. Capello was selected for the 2000 Le Mans race by the Audi Sport Joest team, driving the Audi R8 - the
team finished in third place.
Capello was on the winning team in both the 24 Hours of Le Mans in 2003 and 2004, driving a Bentley Speed 8 and
an Audi R8 respectively, and has also finished on the podium on three other occasions.
Capello also won the 12 Hours of Sebring in 2002 and 2012. He holds
the record of most Petit Le Mans victories, having won in 2000, 2002,
2006, 2007 and 2008.
Dindo was vice-champion of the 2000 American Le Mans Series,
winning 6 races. In both 2006 and 2007 Dindo finished as champion
alongside Britain's Allan McNish in the Audi Sport North America run
R10.
Capello driving the Audi R10 TDI at the 2008

1000km of Silverstone
Capello crashed the Audi R10 TDI at the 2007 Le Mans, after losing a
rear tire.[2] The Audi nr. 2 was leading the race comfortably at the time,
and the crash ended the cars quest for another Le Mans win. However
he returned to the race in 2008 to win again.[]
Rinaldo Capello
253
Rinaldo officially retired from prototype racing on 23/07/2012 after hinting that he may not return to Le Mans in
2013.[3] Audi's statement confirmed that Capello would continue to race in GT3 with the Audi R8 LMS Ultra.
Racing record
Year
Team
Co-Drivers
Car
Class
Laps Pos. Class

Pos.
1998
Gulf Team Davidoff

GTC Competition
Thomas Bscher
Emanuele Pirro
McLaren F1 GTR
GT1
228 DNF DNF
1999
Michele Alboreto
Laurent Aello
Audi R8R
LMP
346
4th
3rd
2000
Christian Abt
Michele Alboreto
Audi R8
LMP900 365
3rd
3rd
2001
Audi R8
Laurent Aello
Christian Pescatori
LMP900 320
2nd
2nd
2002
Johnny Herbert
Audi R8
Christian Pescatori
LMP900 374
2nd
2nd
2003
Team Bentley
Tom Kristensen
Guy Smith
Bentley Speed 8
LMGTP
377
1st
1st
2004
Audi Sport Japan Team Goh
Seiji Ara
Tom Kristensen
Audi R8
LMP1
379
1st
1st
2006
Tom Kristensen
Allan McNish
Audi R10 TDI
LMP1
367
3rd
3rd
2007
Tom Kristensen
Allan McNish
Audi R10 TDI
LMP1
262 DNF DNF
2008
Tom Kristensen
Allan McNish
Audi R10 TDI
LMP1
381
1st
1st
2009
Tom Kristensen
Allan McNish
Audi R15 TDI
LMP1
376
3rd
3rd
2010
Tom Kristensen
Allan McNish
Audi R15 TDI plus
LMP1
394
3rd
3rd
2011
Tom Kristensen
Allan McNish
Audi R18 TDI
LMP1
14
DNF DNF
2012
Allan McNish
Tom Kristensen
LMP1
377
2nd
Complete DTM results

(key)
2nd
Rinaldo Capello
254
Year
Team
Car
2004
Audi Sport
Team Joest
Audi A4
DTM 2004
HOC1
EST
ADR LAU NOR SHA1 NR OSC ZAN BRN HOC2 NC

5
2005
Audi Sport
Team Joest
Audi A4
DTM 2004
HOC1 LAU1 SPA BRN OSC NOR NR ZAN LAU2 IST HOC2 20th
Ret
11
13
10
10
Ret
19
Ret
11
Ret
16
10
11
- A non-championship one-off race was held in 2004 at the streets of Shanghai, China.
References
[1] Capello's official website (http:/ / www. dindocapello. com/ dindo/ driver/ driver. htm)
[2] H17: Capello crashes, Biela leads (http:/ / www. autosport. com/ news/ report. php/ id/ 59888)
[3] "Dindo Hangs Up Helmet">
External links
Dindo's official website (http://www.dindocapello.com/index.htm)
Interview with Dindo Capello (http://www.connectingrod.it/Interviews/Capello/capello_eng.html)
Interview: Dindo Capello (http://www.fitnesschic.it/interview/dindo_capello.html)
Sporting positions
Precededby
Emanuele Pirro
Italian Touring Car Champion

1996
Precededby
Frank Biela
2003 with:
Tom
Tom Kristensen
Kristensen
Guy Smith
Emanuele Pirro
Succeededby
Emanuele Naspetti
Succeededby
Seiji Ara
Tom Kristensen
Rinaldo Capello
Precededby
Tom
Kristensen
Rinaldo
Capello
Guy Smith

2004 with:
Seiji Ara
Tom Kristensen
Succeededby
J.J. Lehto
Marco Werner
Tom Kristensen
Precededby
Frank Biela
Emanuele Pirro

champion
2006-2007
with Allan McNish
Succeededby
Lucas Luhr
Marco Werner
Precededby
Frank Biela
2008 with:
Emanuele Pirro
Allan McNish
Marco Werner
Tom Kristensen
Succeededby
David Brabham
Marc Gen
Alexander Wurz
Pos Points
Yannick Dalmas
255
Yannick Dalmas
Yannick Dalmas
Born
28 July 1961

Nationality
French
Active years
19871990, 1994
Teams
Larrousse, AGS
Races
49 (24 starts)
Championships 0
Wins
Podiums
Career points
Pole positions
Fastest laps
First race
1987 Mexican Grand Prix
Last race
1994 Portuguese Grand Prix
Yannick Dalmas (born 28 July 1961 in Le Beausset, Var) is a former racing driver from France. He participated in
49 Formula One Grands Prix, debuting on 18 October 1987, but qualified for only 24 of them. His best result in F1
was a 5th place at the 1987 Australian Grand Prix, but he was not eligible for World Championship points at that
race. His F1 career was blighted by his health issues, towards the end of 1988, Dalmas was diagnosed with
Legionellosis which caused him to miss the final two races. He recovered before the start of 1989 but his illness had
clearly affected him.
After the 1990 Formula One Season, Dalmas left the series and began racing in Le Mans Prototypes. There he found
much more success, winning the 24 Hours of Le Mans four times (in 1992, 1994, 1995 and 1999), each with
different teams.
In 1994, Dalmas made a brief return to Formula One with cash-strapped Larrousse, but only entered two races. He
crashed in Italy, and finished two laps off the lead in Portugal.
Dalmas was French Formula Three champion in 1986.
Racing record
Complete Formula One results
(key)
Yannick Dalmas
256
Year
Entrant
Chassis
Engine
1987
Larrousse
Lola
Ford
Calmels
LC87
BRA SMR
BEL
MON
DET
FRA
GBR GER
10
11
12
13
14
15
HUN
AUT
ITA
POR
ESP
MEX
JPN
14
JPN
AUS
Cosworth
16
WDC Pts
AUS
NC
NC
NC
NC
NC
DFZ 3.5 V8
1988
Larrousse
Lola
Ford
Calmels
LC88
Cosworth
BRA SMR MON

Ret
12
MEX
CAN
DET
FRA
GBR
GER
HUN
BEL
ITA
POR
ESP
DNQ
13
13
19
Ret
Ret
Ret
11
DFZ 3.5 V8
1989
Equipe
Larrousse
Lola
LC88C
Lamborghini BRA
3512 3.5
DNQ
V12
SMR MON
Lola
Ret
LC89
Automobiles
Gonfaronnaises
AGS
JH23C
Sportives
AGS
DNQ
MEX
USA
CAN FRA
DNQ
DNQ
DNQ
GBR
Ford
GER
HUN
DNPQ DNPQ DNPQ
Cosworth
DFR 3.5 V8
BEL
1990
Automobiles
Gonfaronnaises
AGS
JH24
Sportives
AGS
Ford
POR
ESP
JPN
AUS
Cosworth
USA
BRA SMR
DNPQ Ret DNPQ
DFR 3.5 V8
MON
CAN
MEX FRA
DNPQ DNPQ DNPQ
JH25
1994
ITA
DNPQ DNPQ DNPQ DNPQ DNPQ DNPQ
JH24
Tourtel
Larrousse
Ford
Larrousse F1
LH94
HBF7/8 3.5
BRA
PAC
SMR
MON
ESP
17
CAN FRA
GER
HUN
BEL
ITA
POR
ESP
JPN
AUS
DNPQ DNQ
GBR
DNQ
DNQ
NC
Ret
DNQ
DNQ
HUN
BEL
ITA
POR
EUR
JPN
AUS
Ret
14
GBR
GER
V8
Dalmas was ineligible to score points in 1987 as he was running in the second Larrousse, and the team had only
entered one car for the championship
24 Hours of Le Mans results

Year
Team
Co-Drivers
Car
Class
Laps Pos. Class

Pos.
1991
Keke Rosberg
Peugeot 905
Pierre-Henri Raphanel
C1
68
DNF DNF
1992
Derek Warwick
Mark Blundell
Peugeot 905 Evo 1B
C1
352
1st
1st
1993
Thierry Boutsen
Teo Fabi
Peugeot 905 Evo 1B
C1
374
2nd
2nd
1994

Joest Racing
Hurley Haywood
Mauro Baldi
Dauer 962 Le Mans
GT1
344
1st
1st
1995
Kokusai Kaihatsu Racing
Masanori Sekiya
JJ Lehto
McLaren F1 GTR
GT1
298
1st
1st
1996
Porsche AG
Karl Wendlinger
Scott Goodyear
Porsche 911 GT1
GT1
341
3rd
2nd
1997
Porsche AG
Emmanuel Collard
Ralf Kelleners
Porsche 911 GT1
GT1
327 DNF DNF
1998
Porsche AG
Joest Racing
Michele Alboreto
Stefan Johansson
Porsche LMP1-98
LMP1
107 DNF DNF
1999
BMW Motorsport
Joachim Winkelhock
Pierluigi Martini
BMW V12 LMR
LMP
365
1st
1st
Yannick Dalmas
257
2000
Mopar Team Oreca
Nicolas Minassian
Jean-Philippe Belloc
Reynard 2KQ-LM-Mopar LMP900
2001
Viper Team Oreca
Stphane Sarrazin
Franck Montagny
Chrysler LMP
LMP900 126 DNF DNF
2002
Hiroki Katoh
Seiji Ara
Audi R8
LMP900 358
References
Profile at grandprix.com [1]
Sporting positions
Precededby
Monaco Formula Three

Race Winner
1986
Succeededby
Didier Artzet
Precededby
French Formula Three

Champion
1986
Succeededby
Jean Alesi
Precededby
Teo Fabi
World Sportscar Champion

1992,
with Derek Warwick
Succeededby
None
Precededby
Volker Weidler
Johnny Herbert
Bertrand Gachot
Winner of the 24 Hours of Le

Mans
1992 with:
Derek Warwick
Mark Blundell
Succeededby
Geoff Brabham
Christophe
Bouchut
Eric Hlary
Precededby
Geoff Brabham
Christophe Bouchut
Eric Hlary

Mans
1994 with:
Hurley Haywood
Mauro Baldi
Succeededby
Yannick Dalmas
JJ Lehto
Masanori Sekiya
Precededby
Yannick Dalmas
Hurley Haywood
Mauro Baldi

Mans
1995 with:
JJ Lehto
Masanori Sekiya
Succeededby
Manuel Reuter
Davy Jones
Alexander Wurz
Precededby
Laurent Aello
Allan McNish
Stphane Ortelli

Mans
1999 with:
Pierluigi Martini
Joachim Winkelhock
Succeededby
Frank Biela
Tom Kristensen
Emanuele Pirro
References
[1] http:/ / www. grandprix. com/ gpe/ drv-dalyan. html
DNF DNF
7th
6th
Jacky Ickx
258
Jacky Ickx
Jacky Ickx
Jacky Ickx in 2007.

Born
1 January 1945
Nationality
Belgian
Active years
1967 1979
Teams
Cooper Ferrari Brabham McLaren Williams Lotus Wolf Ensign Ligier
Races
122 (116 starts)
Championships 0
Wins
Podiums
25
Career points
181
Pole positions
13
Fastest laps
14
First race
1966 German Grand Prix
First win
1968 French Grand Prix
Last win
1972 German Grand Prix
Last race
1979 United States Grand Prix
Jacky Ickx
259

Participating years 1966-1967, 1969-1970, 1973, 1975-1983, 1985
Teams
Essex Wire Corporation

Scuderia Ferrari
Gulf Research Racing
Martini Racing Porsche System
Essex Motorsport Porsche
Equipe Liqui Moly - Martini Racing
Porsche System
Rothmans Porsche
Best finish
1st (1969, 1975, 1976, 1977, 1981, 1982)
Class wins
6 (1969, 1975, 1976, 1977, 1981, 1982)
Jacques Bernard "Jacky" Ickx (last name pronounced "Ix" or "Icks") (born 1 January 1945 in Brussels) is a
Belgian former racing driver who achieved 25 podium finishes in Formula One and six wins in the 24 hours of Le
Mans.
Racing career
Jacky Ickx driving a Ferrari 312PB at the

Nrburgring in 1973
Jacky Ickx was introduced to the sport when he was taken by his
father, motoring journalist Jacques Ickx, to races which he covered.
Despite this family background, Jacky had limited interest in the sport
until his father bought him a 50 cc Zundapp motorcycle. Soon
afterwards, Ickx won 8 of 13 races at the first season and the European
50 cc trials title. He took another two titles before he moved to racing a
Lotus Cortina in touring car racing, taking his national saloon car
championship in 1965. He also competed in sports car races where he
had already significant experience from taking part in the 1000km
races at the Nrburgring.
Formula One
Ickx entered his first Grand Prix at the Nrburgring in 1967, driving a Matra Formula Two (F2) car. Despite the
greater power of the Formula One (F1) cars, only two F1 drivers qualified with a faster time than he did: Denny
Hulme and Jim Clark. As Ickx was racing in the separate F2 class, he started the race behind all of the F1 cars, but
within four laps of the 28km circuit he was up to fifth place, having overtaken 12 F1 cars. His front suspension
broke and he was forced to retire after 12 laps, but he had made a strong impression on the F1 team managers.[citation
needed]
At Monza, he made his F1 debut in a Cooper-Maserati, finishing sixth. In 1968 Ickx drove an F1 car for Ferrari. He
retired from his first two races, but at his home race at Spa-Francorchamps he started from the front row and finished
3rd. At the French Grand Prix at Rouen he took his first win, in heavy rain. Ickx also finished third at Brands Hatch
and fourth at the Nrburgring after driving almost the entire race in heavy rain without his helmet visor. At Monza
he finished the race in third position. In Canada he crashed and broke his left leg, which meant he could not compete
for the two following Grand Prix.
In 1969, Ickx chose to drive for the Brabham team. His first results were poor, but after Brabham broke his foot in a
testing accident, Ickx's results improved: Alan Henry suggests that Ickx performed better with the whole team
Jacky Ickx
260
focussed on him.[1] Ickx finished third in France, second in Great Britain and won in Canada and in Germany at the
Nrburgring, the last Formula One race there before 'The Ring' was made less bumpy and dangerous. In the 1969
Mexican Grand Prix Ickx finished second and became runner-up in the drivers' world championship. He returned to
the Ferrari team for the 1970 season, a move he had been considering since the Italian Grand Prix.[2]
As in 1969, he had a weak start to the 1970 season. During the 1970 Spanish Grand Prix he had a crash and his car
caught fire. It took at least 20 seconds for him to leave the burning car and was hospitalized with severe burns. After
17 days he was back in his car at the Monaco Grand Prix, where he ran fifth before retiring with a driveshaft failure.
The car started to improve and at the German Grand Prix (held at Hockenheimring as his favourite Nrburgring was
boycotted for safety reasons) he fought with Jochen Rindt for the win, but finished a close second. At the Austrian
Grand Prix it was Ickx that took the win. At Monza fate struck and Rindt lost his life during free practice. Ickx was
the only driver with a chance to take the championship from Rindt who had already won five of nine races in that
season, with four more to go. Monza saw a win by Ferrari team-mate Clay Regazzoni while Ickx's car broke down.
The Belgian took the win at Canada but in the US Grand Prix at Watkins Glen he only finished fourth, with Emerson
Fittipaldi scoring his first win for Lotus as well as the Championships for the team and his late team-mate. Despite
winning the last race in Mexico, Ickx could not beat Rindt's points total. Ickx later stated in a 2010 article in the
British magazine Motor Sport, that he was glad he didn't win the 1970 World Championship. He did not want to win
against a man who could not defend his chances, referring to the stricken Rindt.
In 1971, Ickx and Ferrari started as favourites, but the championship
went to Jackie Stewart with the new Tyrrell. Ferrari traditionally
started the season with its full attention on the sports car championship
rather than Formula One, a fact that had already caused John Surtees to
leave in the middle of the 1966 season. Ickx won at Zandvoort in the
rain with Firestone wet tyres, while Stewart had no chance with his
Goodyear rubber. After that, he had a lot of retirements, while Stewart
took one win after the other, despite Ickx giving him a good challenge
on the Nrburgring once again, where both drivers shared victories
from 1968 to 1973. That long and very challenging track was the
favourite of Ickx, while Stewart had called it the 'Green Hell' as well as
being a driving force behind the driver boycott of 1970 that urged the
Germans to rework the layout of the track, which had been built in
1927. Stewart said the only thing that had changed since then were the
Jacky Ickx' Ferrari 312B2
trees growing bigger. As requested, those near the track were cut and
replaced with a small run-off areas plus armco. So, the Scot and the Belgian not only fought on the track, but also off
the track. Stewart was constantly fighting for more safety in Formula One, while Ickx thought by doing that the
challenge was taken out of the sport.
In 1972, Ickx stayed at Ferrari and finished second in Spain and
Monaco. After that the Ferrari only got noticed for its retirements. Yet,
once again it was the Nrburgring where Ickx was eager to show it was
his track, giving his great rival Stewart no chance at all. As for Stewart
one year later, and other champions such as Juan Manuel Fangio in
1957, it turned out that the last Formula One win for Ickx came at
Nrburgring, where superior driving skill could beat superior
machinery.
Ickx in 1971, in his Ferrari
Jacky Ickx
In 1973, the Ferrari 312B3 was no longer competitive, and Ickx only managed one fourth place during the opening
Grand Prix of the season. While being successful with their sports cars, which were driven to several wins by Ickx
himself, the Formula One programme of the Italians was outclassed, and they even had to skip some races, notably at
the Nrburgring. This was not acceptable to Ickx, who left the team halfway through the season. Instead, he raced
the German Grand Prix at the Nrburgring in a McLaren, and scored a sterling third place behind the all-conquering
Tyrrells of Stewart and Franois Cevert.
When Ickx signed with Team Lotus in 1974, a difficult period awaited. Lotus had problems replacing the successful
but aging Lotus 72 (which debuted in 1970) with the troublesome Lotus 76 and, during the opening races of the
championship, Ickx only managed a solitary third place in Brazil. Ickx demonstrated that he was still the Rain
Master when he won the non-championship Race of Champions at Brands Hatch after having passed Niki Lauda by
the outside at Paddock Bend. After the Brazilian Grand Prix his season went downwards with the results of the
Lotus-Ford. However mid season Ickx, recovered some form, rising through the field in the British Grand Prix to
finish a strong third. Even better was his drive in the German Grand Prix. For most of the race Ickx dueled for fourth
place with his teammate Ronnie Peterson who was using a Lotus 76, which had been grafted to the back end of a
Lotus 72, Mike Hailwood in an M23 McLaren and tyro Jochen Mass in a Surtees running on his home circuit on
Firestone tyres well suited to the circuit. It was a classic duel on the daunting circuit, which still lacked armco around
half the track in 1974. Two laps from the end Hailwood crashed badly ending his F1 career. On the last two laps Ickx
was getting close to 3rd place Carlos Reutemann, but on the final lap, Ronnie Peterson slipstreamed past to claim
4th. In Austria, Ickx, this time in the Lotus 76, moved up the field but went off while attempting to take Depallier for
second. In the last races of the year, tyre issues with Goodyears unsuitable for the Lotus 72 and 76 rendered Lotus
hopelessly off the pace.
1975 was even more disastrous for Lotus and Ickx left the team halfway through the season, even though he
managed a second place in the chaotic Grand Prix of Spain which was overshadowed by accidents and stopped
before half distance. Ickx was generally qualifying about 0.8 seconds slower than the ultra-quick Peterson (Ickx was
not the only driver to suffer from Peterson's blinding pace: Mario Andretti, running with just a four lap fuel load,
could not get within 2 seconds of Peterson on a full tank in the same car(!) during practice for the British GP in
1978). Ickx was stood down after the 1975 French GP with the promise that Chapman might reemply him when a
competitive new Lotus was ready to race.
It seemed however if the end of his career was near. After Fittipaldi left McLaren, Ickx was favoured to get the drive,
but tobacco company promoter John Hogan preferred Hunt. In 1976 Ickx signed with the new teams of Walter Wolf
Racing, which had substantial financial backing from Wolf. Unfortunately, the car, esentially a re-badged Hesketh
308C, was awful, but at the Race of Champions, Ickx was challenging Hunt and Alan Jones for the lead, when Ickx's
visor ripped off. Usually in the world championship races he failed to qualify, achieving a degree of respectability
only with a 7th in Spain and a good drive to 10th out of 19 finishers in the French GP in a car which, in the estimate
of James Hunt and Chris Amon, was worse than useless. Nevertheless for a large payment from Wolf, Amon agreed
to swap drives with Ickx and Ickx raced the rest of the season in the fast and fragile Lotus styled Ensign N22, which
Amon had suffered horrific breakages at Zolder and in the Swedish Gp Ensign. For most of the Dutch GP, Ickx
moved through the field, running the third fastest lap and on most laps was the fastest car in the race. With a newer
Cosworth, Ickx probably would have won, but the under-maintained engine expired ten laps from the end. In the
Italian GP, Ickx drove at competitive pace in F1 for the last time, when he finished tenth, only 30 seconds behind
winner Ronnie Peterson, hard on the tail of Carlos Reutemann in a works Ferrari 312T2 in ninth. After a bad crash in
the US GP, Ickx never really tried again in F1, only competing sporadically. In 1979 he ended his career as a Grand
Prix driver at Ligier, gaining a fifth and sixth, but finding the ground effect cars dangerous and disconcerting, ill
suited to his precise style. Outside of Formula One, Ickx continued to win races in various sports car series, which he
had decided to concentrate on exclusively.
261
Jacky Ickx
262
In 1979, in the newly-reborn Can-Am series for rebodied covered wheel F5000 cars, Ickx won against strong
opposition from Keke Rosberg, Elliot Forbes Robinson and Bobby Rahal. Formula One fledgling Rosberg drove his
Can Am car with ferocity, but often went off the road trying to match the pace of Ickx, who won the series decisively
at the season finale at Riverside. The previous weekend, on the dangerous and undulating Laguna Seca circuit at
Monterey, Ickx elected to race conservatively rather than going after leaders Forbes Robertson and Rosberg, but film
of the race indicates the brutal nature of this late generation of Can Am racing. Ickx did not return to defend his title
the following season.
Endurance racing
In 1966, Ickx teamed up with Hubert Hahne in a BMW 2000TI to win
the Spa 24 Hours endurance race in his native Belgium.
Ickx's Gulf Ford GT40
In 1969 Jacky Ickx raced in the 24 hours of Le Mans for the first time.
This race also saw the first appearance of the Porsche 917 in Le Mans,
which was regarded by far as the favourite. The Ford GT40 that Ickx
drove with Jackie Oliver appeared at that time was an obsolete car,
outperformed by the new Porsche 917 but also by the older Porsche
908 and the new generation of 3-litre prototypes from Ferrari, Matra
and Alfa Romeo.
Ferrari 512S: Ickx drove the car during the 1970

24 Hours of Le Mans.
Jacky Ickx
263
As Ickx was opposed to the traditional Le Mans start which he
considered to be dangerous, he slowly walked across the track to his
machine, instead of running. He locked the safety belt carefully and
thus was the last to start the race, chasing the field. On lap one, a tragic
event proved that Ickx was right: private driver John Woolfe had a
fatal accident in his new and powerful 917 and fellow countryman
Willy Mairesse had an accident which ended his career. Neither of
them had taken time to belt himself in.
During the race the Porsche 917 proved unreliable, and none was to
finish. The last four hours of the race turned into a duel between the
Porsche 908 of Hans Herrmann/Grard Larrousse and the Ford GT-40
of Ickx/Oliver. In the last hour, Ickx and Herrmann continually
leapfrogged each other, the Porsche being faster on the straights owing
to having less aerodynamic drag, while being passed again under
braking as the brake pads were worn and the team reckoned there was
Ickx in 1975 at Spa
not enough time left to change them. Ickx won the race by the smallest
of competitive margins ever, with less than 120 yards (110m) between the two cars, despite having lost a bigger
distance intentionally at the start. He also won his case for safety: from 1970, all drivers could start the race sitting in
their cars with the belts tightened properly.
In later years, Ickx won a record six times at the 24h race at Le Mans, becoming known as "Monsieur Le Mans".
Three of the wins were with Derek Bell: this would become one of the most legendary partnerships. In 2005, Tom
Kristensen surpassed Ickx's record and as of 2008 has eight victories.
From 1976 on, he was a factory driver for Porsche and their new
turbocharged race cars, the 935 and especially the 936 sports car,
which he drove to wins in Le Mans three times. These drives, as well
as the losing effort in 1978, often in the rain and at night, were some of
the finest ever. Jacky Ickx considers the 1977 24 Hours of Le Mans
race to be his favourite win of all time. Retiring earlier on in another
Porsche 936, which he shared with Henri Pescarolo, the team
transferred him to the car of Jrgen Barth and Hurley Haywood which
Ickx's Rothmans Porsche 956
was in 42nd place. Ickx made up for lost laps to lead the race by early
morning, but suffered a mechanical problem which forced the car to pit. The mechanics resolved the issue by
switching off one cylinder, and Ickx went on to win the race. The win in 1982 came with the new and superior 956
model, though, which carried him to two titles as world champion of endurance racing, in 1982 and 1983.
In 1983, Ickx was the team leader at Porsche, but a new teammate was faster than he was: young German Stefan
Bellof set new lap records at the Nrburgring in the last ever sports car race held on the original configuration of
Ickx's favourite track. As it turned out, Ickx and Bellof would become involved in controversial events later on.
In 1984, Ickx acted as Formula One race director in Monaco, and red-flagged the race because of rain, just as leader
Alain Prost in a Porsche-powered McLaren was caught by a young Ayrton Senna. Also, Stefan Bellof had started
from the back of the grid, as his underpowered Tyrrell-Cosworth could not provide extra boost in qualifying like the
turbos of all others. Yet, in the wet race, he managed to pass many others and was on pace for catching both Senna
and Prost when Ickx decided to stop the race. That saved the win for Prost, but owing to the short distance covered
overall, only half the points for the win were awarded (4.5), less than for a second place in a full race (6). Prost
subsequently lost the 1984 championship to Lauda by half a point.
Jacky Ickx
In 1985, Ickx was involved with Bellof again, but with tragic consequences. Bellof raced a privateer Porsche while
waiting to join the Ferrari F1 team in 1986, which had promised him a seat after his performance in Monaco, similar
to what they had done for Lauda after he outclassed Ickx there in 1973. At Spa, Ickx's home track, the young
German in the private Porsche 956 of Walter Brun tried to pass the experienced Belgian in the factory Porsche 962
for 1st place after being held up by Ickx for 3 laps. At Eau Rouge corner, Bellof attempted the pass with disastrous
consequences, as Ickx closed the door and the cars collided and crashed, Bellof tragically dying an hour later, while
Ickx was shaken but unharmed. He retired from professional circuit racing at the end of the season.
24 hours of Le Mans victories
1969 - Jacky Ickx / Jackie Oliver (Ford GT-40)

1975 - Jacky Ickx / Derek Bell (Mirage GR8)
1976 - Jacky Ickx / Gijs van Lennep (Porsche 936)
1977 - Jacky Ickx / Hurley Haywood / Jrgen Barth (Porsche 936)
1981 - Jacky Ickx / Derek Bell (Porsche 936)
1982 - Jacky Ickx / Derek Bell (Porsche 956)
Other races
Ickx also co-drove to victory with Allan Moffat at the 1977 Hardie-Ferodo 1000 in Australia, becoming the last
debutant to win the race until 2011, when Nick Percat matched this feat parterning two time winner Garth Tander,
became champion of Can-Am in 1979, and won the Rally Paris-Dakar in 1983 in a Mercedes-Benz G-Class.[3] The
victory at the Bathurst 1000 was in a Ford XC Falcon Group C Touring Car manufactured in Australia with limited
modifications for racing. After only days practice in a car he had never driven before he was doing lap times the
same or quicker than drivers who drove nothing else and who were familiar with the circuit.
One of his other Le Mans 24 hour victories in a non-driving capacity was when he consulted for the Oreca team who
were running a Mazda 787B for Mazdaspeed in 1991. Ickx was also selected to participate in the 1978 and 1984
editions of the International Race of Champions.
After he retired from his professional racing career, he continued to compete in the Paris-Dakar Rally, even
competing with daughter Vanina in recent years. Nowadays, he appears in historic events as a driver, such as the
Goodwood Festival of Speed and the Monterey Historics, usually on behalf of Porsche and Ferrari. He still acts as
the Clerk of the Course for the Monaco Grand Prix and is still a resident of Brussels.
Awards
Awarded the Honorary Citizen of Le Mans [4] prior to the 2000 race, the first sports person to do so.
Inducted into the International Motorsports Hall of Fame in 2002.
In popular culture
Jacky Ickx, Gilles Villeneuve or Jacques Laffite had been believed to be the unidentified driver in the 1976 short
film C'tait un rendez-vous, yet it turned out that director Claude Lelouch himself drove through Paris.[citation
needed]
Jacky often appears in the famous Belgian Comics Michel Vaillant, as one of the main characters
The Chopard Company developed three limited edition Chopard Mille Miglia Jacky Ickx Men's watches
dedicated to the legendary racer. The fourth Chopard watch honouring Jacky Ickx was designed with cooperation
of the champion.[5]
264
Jacky Ickx
265
Racing record
Complete Formula One World Championship results
(key) (Races in bold indicate pole position; results in italics indicate fastest lap)
Year
Entrant
1966 Ken Tyrrell

Racing
1967 Ken Tyrrell
Racing
Chassis
Matra MS5
F2
Matra MS7
F2
Engine
Cosworth MON BEL
FRA GBR NED GER
Str-4
7
ITA
1968
Scuderia
Ferrari 312
1969
Motor
Brabham
Racing
BT26A
11
12
13
14
15
16
USA MEX
Cosworth RSA MON NED BEL
FRA GBR GER CAN
Str-4
17 WDC Points
NC
20th
4th
27
2nd
37
2nd
40
4th
19
4th
27
9th
12
10th
12
16th
NC
Ret
ITA USA MEX
6
V12
Ferrari
10
Ret
Cooper Car Cooper T81B Maserati

Company
Ret
Ferrari
RSA
ESP MON BEL NED FRA GBR GER ITA CAN USA MEX
V12
Ret
Ret
Ford V8 RSA
Ret
DNS
Ret
ESP MON NED FRA GBR GER ITA CAN USA MEX
6
Ret
10
Ret
Developments
1970
Scuderia
Ferrari 312B
Ferrari
1971
Scuderia
Ferrari 312B
Ferrari
Ferrari 312B2
Ferrari
RSA
ESP MON BEL NED FRA GBR GER AUT ITA CAN USA MEX
F12
Ret
Ret
Ferrari
RSA
ESP
ITA
F12
Ret
Scuderia
Ferrari 312B2
Ferrari
1973
Scuderia
Ferrari
F12
Ferrari 312B2
Ferrari
Ferrari
F12
Ferrari 312B3
Yardley
McLaren
Team
M23
Ret
Ret
MON NED FRA GBR GER AUT
Ferrari
F12
1972
Ret
ARG RSA
3
Ret
ESP MON BEL

2
Ret
Ret
Ret
Ret
CAN USA
Ret
NC
FRA GBR GER AUT ITA CAN USA

11
Ret
Ret
Ret
12
ARG BRA RSA

4
Ret
Ferrari
ESP
F12
12
BEL MON SWE FRA GBR NED

Ret
Ret
ITA CAN
8
GER AUT
Ford V8
McLaren
Frank
Iso Marlboro
Williams
IR
USA
Ford V8
Racing Cars
1974 John Player
Lotus 72E
Ford V8 ARG BRA

Ret
Team Lotus
Lotus 76
1975 John Player
Lotus 72E
Ford V8
Frank
Williams
Ret
RSA
ESP
BEL
Ret
Ret
Ret
Ford V8 ARG BRA RSA

8
Team Lotus
1976
MON SWE NED FRA GBR GER
12
Ret
11
CAN USA
13
Ret
AUT ITA
Ret
Ret
ESP MON BEL SWE NED FRA GBR GER AUT ITA USA
2
Ret
15
Ret
Ret
Wolf-Williams Ford V8 BRA RSA USW

FW05
16
DNQ
Racing Cars
Walter Wolf Wolf-Williams Ford V8
Racing
FW05
Team
Ensign N176
Ensign
ESP
7
Ford V8
BEL MON SWE FRA GBR GER AUT

DNQ DNQ
10
DNQ
NED ITA CAN USA JPN
Ret
10
13
Ret
Jacky Ickx
1977 Team Tissot
266
Ensign N177
Ford V8 ARG BRA RSA USW ESP MON BEL SWE FRA GBR GER AUT NED ITA USA CAN JPN
NC
NC
16th
10
Ensign with
Castrol
1978 Team Tissot
Ensign N177
Ford V8 ARG BRA RSA USW MON BEL

Ret
Ensign
1979
Ligier
Ligier JS11
Ford V8 ARG BRA RSA USW ESP
ESP SWE FRA GBR GER AUT NED ITA USA CAN
12
Ret
DNQ
BEL MON FRA GBR GER AUT NED ITA CAN USA
Ret
Gitanes
Ret
Ret
Ret
Ret
Ret

Year Result
Team
Car
Class
1966 Ret
Essex Wire Corporation
Ford GT40 Mk.I S 5.0
1967 Ret
John Wyer Automotive Engineering Mirage M1
1969 1
John Wyer Automotive Engineering Ford GT40 Mk.I S 5.0
1970 Ret
SpA Ferrari SEFAC
Ferrari 512S
S 5.0
1973 Ret
SpA Ferrari SEFAC
Ferrari 312PB
S 3.0
1975 1
Gulf Research Racing Co.
Mirage GR8
S 3.0
1976 1
Porsche 936
S 3.0
1977 1
Porsche 936/77
S +2.0
1978 2
Porsche 936/78
S +2.0
1979 Ret
Essex Motorsport Porsche
Porsche 936
S +2.0
1980 2
Equipe Liqui Moly - Martini Racing Porsche 908/80
S +2.0
1981 1
Porsche System
Porsche 936
S +2.0
1982 1
Rothmans Porsche System
Porsche 956
1983 2
Rothmans Porsche
Porsche 956
1985 10
Rothmans Porsche
Porsche 962C
C1
P +5.0
References
[1] Henry (1985) p.85 "Interestingly, the somewhat unpredictable Belgian rose to the occasion in superb fashion and seemed able to produce
more impressive form when the effort was concentrated on him exclusively rather than being shared with the boss."
[2] Henry (1985) p.89
[4] http:/ / www. maisonblanche. co. uk/ 00ickxhc. html
[5] Chopard Company to Honor Jacky Ickx (http:/ / watches. infoniac. com/ index. php?page=articles& catid=2& id=10)
"DRIVER: Ickx, Jacky" (http://web.archive.org/web/20071222120229/http://www.autocoursegpa.com/

season_driver~season~1970~driver_id~11824.htm). Autocourse Grand prix Archive. Archived from the original
(http://www.autocoursegpa.com/season_driver~season~1970~driver_id~11824.htm) on 2007-12-22.
Retrieved 2007-09-12.
"Europes Mr Versatility" (http://www.forix.com/8w/ickx.html). 8W. Retrieved 2007-09-12.
"Tribute to Jacky Ickx" (http://www.jacky-ickx-fan.net/english/home.php). Jacky-Ickx-Fan.net. Retrieved
2007-09-12.
"Drivers: Jacky Ickx" (http://www.grandprix.com/gpe/drv-ickjac.html). GrandPrix.com. Retrieved
2007-09-12.
"Jacky Ickx" (http://www.gpracing.net192.com/drivers/careers/290.cfm). Grand Prix Racing. Retrieved
2007-09-12.
Jacky Ickx
267
"Chopard Company to Honor Jacky Ickx" (http://watches.infoniac.com/index.php?page=articles&catid=2&

id=10). Watches Channel Infoniac. Retrieved 2007-12-12.
Books
Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey. ISBN0-905138-36-8.
External links
Official Jacky Ickx Website (http://www.jacky-ickx-fan.net)
http://www.lemans.org (http://www.lemans.org)
Jacky Ickx miniature book (http://digital.library.unt.edu/permalink/meta-dc-649), hosted by the University of
North Texas Libraries Digital Collections (http://digital.library.unt.edu/)
Sporting positions
Precededby
Warwick Banks
European Touring Car Champion

(Div.3)
1965
Succeededby
Hubert Hahne
Precededby
None
European Formula Two

Champion
1967
Succeededby
Precededby
Peter Gethin
Brands Hatch Race of Champions

winner
1974
Succeededby
Tom Pryce
Precededby
Pedro Rodriguez
Lucien Bianchi

1969 with:
Jackie Oliver
Succeededby
Hans Herrmann
Richard Attwood
Precededby
Henri Pescarolo
Grard Larrousse

1975 with:
Derek Bell
Succeededby
Jacky Ickx
Gijs van Lennep
Precededby
Jacky Ickx
Derek Bell

1976 with:
Gijs van Lennep
Succeededby
Jacky Ickx
Hurley Haywood
Jrgen Barth
Precededby
Jacky Ickx
Gijs van Lennep

1977 with:
Hurley Haywood
Jrgen Barth
Succeededby
Didier Pironi
Precededby
Bob Morris
John Fitzpatrick
Winner of the Bathurst 1000

1977
(with Allan Moffat)
Succeededby
Peter Brock
Jim Richards
Precededby
Alan Jones
Can-Am
Champion
1979
Succeededby
Patrick Tambay
Precededby
Jean Rondeau

1981 with:
Derek Bell
Succeededby
Jacky Ickx
Derek Bell
Precededby
Jacky Ickx
Derek Bell

1982 with:
Derek Bell
Succeededby
Vern Schuppan
Al Holbert
Hurley Haywood
Jacky Ickx
268
Precededby
Claude Marreau
Dakar Rally
Car Winner
1983
Succeededby
Ren Metge
Precededby
Bob Garretson
World Endurance Champion

19821983
Succeededby
Stefan Bellof
Records
Precededby
Eugenio Castellotti
24 years, 238 days
(1955 Belgian GP)
Youngest Grand Prix Polesitter

23 years, 216 days
(1968 German Grand Prix)
Succeededby
Andrea de Cesaris
22 years, 308 days
(1982 United States GP West)
Tom Kristensen
Tom Kristensen
In 2008, as a DTM driver.

Nationality
Born
Danish
7 July 1967
Hobro (Denmark)
2013 WEC
Debut season
2012
Current team
Car no.
Starts
Wins
Poles
Best finish
2nd in 2012
Previous series
2004-2011
2001-2002
2000
1998-1999
1996-1997
1994-1995
1994-1995
1992-1993
1989, 1991
DTM
BTCC
German Supertouring
International Formula
3000
Japanese Formula 3000
JTCC
Japanese Formula Three
German Formula Three
Championship titles
Tom Kristensen
269
2001
1993
1991

Japanese Formula Three
German Formula Three
Tom Kristensen (born 7 July 1967) is a Danish racing driver. He has won many championships in auto racing but
his most famous achievement is being the only person to win the prestigious 24 Hours of Le Mans eight times, six of
which were consecutive (from 20002005). In 1997, he won the race with the Joest Racing team, driving a Tom
Walkinshaw Racing-designed and Porsche-powered WSC95, after being a late inclusion in the team following Davy
Jones' accident that eventually ruled him out of the race. All of his wins since then have come driving an Audi
prototype, except in 2003, when he drove a Bentley prototype. In both 1999 and 2007 Kristensen's team crashed out
of a comfortable lead in the closing hours of the race.
Career
Tom was born in Hobro. His career began in 1984, winning several karting titles. He raced in Japan in the early
1990s, concurrently in Formula 3 and Touring Cars. He was German Formula 3 Champion in 1991, Japanese
Formula 3 champion in 1993, and runner-up in the Japanese Touring Car Championship (JTCC) in 1992 and 1994.
He was 6th in Formula 3000 in both 1996 and 1997, and test driver for Tyrrell in their final Formula One season in
1998, and for Michelin as they prepared their F1 tyres using an older Williams car in 2000. He was 3rd in the STW
Cup in Germany in 1999, 7th in the British Touring Car Championship in 2000, and winner of the 12 Hours of
Sebring in both those years.
On 22 April 2007, Kristensen was involved in an accident while racing
on the Hockenheimring race course in Hockenheim, Germany.[1] The
crash resulted in a long break from training for Kristensen, and his
participation in the 2007 Le Mans race was in jeopardy. However,
Kristensen recuperated quickly, and was cleared by the Le Mans
doctors to start the race. It was reported that a new type of collar may
have prevented him suffering a broken neck in the crash.[2]
Kristensen driving for Audi (Abt) at the
Hockenheimring in the 2008 Deutsche
Tourenwagen Masters season.
24 Hours of Le Mans
In 2000, 2001, and 2002 he won the 24 Hours at Le Mans race with the
powerful Audi R8 along with Frank Biela and Emanuele Pirro,
becoming the first three drivers since Jacky Ickx in 1977 to win the race on three straight occasions. In 2003, he won
the race with Bentley. In 2004, he equaled Ickx's record of six Le Mans victories in Team Goh's Audi R8. 2005 saw
Kristensen win a seventh time with an American R8 entry, making him the most successful driver at the Le Mans 24
hour race. The 2006 race saw Kristensen finishing in third place in the new diesel-powered Audi R10. Kristensen
didn't finish the 2007 race following Rinaldo Capello's crash while the car was leading the race by four laps.
Kristensen returned in 2008 to claim an eighth victory and extend the record for most wins.[]
Racing record
Tom Kristensen
270

Participating years 1997 -
Year
Teams
Joest Racing, BMW Motorsport, Audi Sport Joest, Team Bentley, Audi Sport Goh, Champion Racing
Best finish
1st (1997, 2000, 2001, 2002, 2003, 2004, 2005, 2008)
Class wins
8 (1997, 2000, 2001, 2002, 2003, 2004, 2005, 2008)
Team
Co-Drivers
Car
Class
Laps Pos. Class

Pos.
TWR Porsche WSC-95
LMP
361
BMW V12 LM
LMP1
60
LMP
304 DNF DNF
1997
Joest Racing
1998
Team BMW Motorsport
1999
Team BMW Motorsport
JJ Lehto
Jrg Mller
BMW V12 LMR
2000
Frank Biela
Emanuele Pirro
Audi R8
LMP900 368
1st
1st
2001
Frank Biela
Emanuele Pirro
Audi R8
LMP900 321
1st
1st
2002
Frank Biela
Emanuele Pirro
Audi R8
LMP900 375
1st
1st
2003
Team Bentley
Rinaldo Capello
Guy Smith
Bentley Speed 8
LMGTP
377
1st
1st
2004
Seiji Ara
Rinaldo Capello
Audi R8
LMP1
379
1st
1st
2005
ADT Champion Racing
JJ Lehto
Marco Werner
Audi R8
LMP1
370
1st
1st
2006
Rinaldo Capello
Allan McNish
Audi R10 TDI
LMP1
367
3rd
3rd
2007
Rinaldo Capello
Allan McNish
Audi R10 TDI
LMP1
262 DNF DNF
2008
Rinaldo Capello
Allan McNish
Audi R10 TDI
LMP1
381
1st
1st
2009
Rinaldo Capello
Allan McNish
Audi R15 TDI
LMP1
376
3rd
3rd
2010
Rinaldo Capello
Allan McNish
Audi R15 TDI plus
LMP1
394
3rd
3rd
2011
Rinaldo Capello
Allan McNish
Audi R18 TDI
LMP1
14
DNF DNF
2012
Allan McNish
Rinaldo Capello
LMP1
377
2nd
Michele Alboreto
Stefan Johansson
Hans Joachim
Stuck
Steve Soper
1st
1st
DNF DNF
2nd
Tom Kristensen
271
Complete 12 Hours of Sebring results
Kristensen driving the Audi R15 TDI which led

him to a fifth win at Sebring.
Year Result
Team
Car
Class
1999 1
Team BMW Motorsport / Schnitzer Motorsport BMW V12 LMR
LMP
2000 1
Audi R8
LMP900
2001 2
Audi R8
LMP900
2002 5
Audi R8
LMP900
2003 4
Team Bentley
Bentley Speed 8
LMGTP
2005 1
ADT Champion Racing
Audi R8
LMP1
2006 1
Audi R10
LMP1
2007 4
Audi R10
LMP1
2008 3
Audi R10
LMP1
2009 1
Audi R15 TDI
LMP1
2011 4
Audi R15 TDI plus LMP1
2012 1
Audi R18 TDI
2004 DNP
Complete Petit Le Mans results

Year Result
Team
Car
Class
2000 2
Audi Sport North America Audi R8
LMP
2001 Ret
LMP900
2002 1
LMP900
2010 3
Audi R15 TDI plus LMP1
2011 DNF
Audi R18
LMP1
LMP1
Tom Kristensen
272
Complete International Formula 3000 results

Year
Entrant
10
DC Points
1996 Edenbridge Racing NR PAU PER HOC SIL SPA MAG EST MUG HOC 7th
4
Ret
5
2
3
4
Ret
18
1997 Auto Sport Racing SIL PAU HEL NR PER HOC A1R SPA MUG JER 6th
1
2
Ret
3 Ret Ret
6
Ret EX Ret
19
Complete Japanese Formula 3000 results

Year
Entrant
10
DC Points
1994 Navi Connection Racing SUZ FUJ MIN SUZ SUG FUJ SUZ FUJ FUJ SUZ 9th
8
9
9
6
11
9
6 Ret 12 4
1995
29
Team Cerumo
SUZ MIN SUZ SUG FUJ TOK FUJ SUZ

4
1
2 Ret
4
3 Ret 5
3rd
Complete British Touring Car Championship results

(key) (Races in bold indicate pole position - 1 point awarded all races) (Races in italics indicate fastest lap - 1 point
awarded all races) (* signifies that driver lead feature races for at least one lap - 1 point awarded)
YearTeamCar
Class
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24 Pos Pts
2000
Redstone
HondaTouring BRH BRH DON DON THR THR KNO KNO OUL OUL SIL SIL CRO CRO SNE SNE DON DON BRH BRH OUL OUL SIL SIL 7th 143
Team
Accord
Honda
Ret
Ret
Ret
1*
6*
Ret
10
Ret
Ret
1*

(key)
Year
Team
Car
2004
Abt
Sportsline
Audi A4
DTM 2004
HOC1 EST
4
4
2005
Abt
Sportsline
Audi A4
DTM 2005
HOC1 LAU1 SPA BRN OSC NOR NR ZAN LAU2

Ret
2
3
2
5
7
2
4
3
2006
Abt
Sportsline
Audi A4
DTM 2006
2007
Abt
Sportsline
2008
ADR LAU NOR SHA1 NR OSC ZAN

10
10
6
5
1
6
Ret
10
11
Pos Points
BRN HOC2 4th

2
4
43
IST
5
HOC2 3rd
4
56
HOC1 LAU OSC BRH NOR NR ZAN CAT BUG HOC2

2
2
1
Ret
5
5
1
9
3
3
3rd
56
Audi A4
DTM 2007
HOC1 OSC LAU BRH NOR MUG ZAN NR CAT HOC2

Ret
5
8
18
8
9
6
14th
Abt
Sportsline
Audi A4
DTM 2008
HOC1 OSC MUG LAU NOR ZAN NR BRH CAT

3
Ret
3
16
7
3
Ret
7
13
BUG HOC2 8th

8
5
27
2009
Abt
Sportsline
Audi A4
DTM 2009
HOC1 LAU NOR ZAN OSC NR BRH CAT

1
12
8
8
8
Ret Ret
2
HOC2
15
8th
21
2011
Abt
Sportsline
Audi A4
DTM 2009
HOC1 ZAN
SPL LAU NOR NR BRH OSC VAL HOC2

7
15th
DIJ
18
Tom Kristensen
1
273
- A non-championship one-off race was held in 2004 at the streets of Shanghai, China.
Complete FIA World Endurance Championship results

Year
Entrant
Class
Chassis
Engine
2012
Audi Sport
Team Joest
LMP1
Audi R18
e-tron
quattro
Audi TDI
3.7L Turbo
V6
(Hybrid
Diesel)
SEB SPA LMN SIL SO BHR FUJ SHA

1
3
2
3
3
2
3
2
2nd
159
2013
Audi Sport
Team Joest
LMP1
Audi R18
e-tron
quattro
Audi TDI
3.7L Turbo
V6
(Hybrid
Diesel)
SIL SPA LMN SO COA FUJ SHA BHR 2nd*

1
2
43*
*Season in progress
Notes
[1] http:/ / politiken. dk/ sport/ article288794. ece
[2] http:/ / politiken. dk/ sport/ article288849. ece
External links
Official Tom Kristensen website (http://tomkristensen.com)
Sporting positions
Precededby
German Formula Three champion
Michael Schumacher
1991
Succeededby
Pedro Lamy
Precededby
Anthony Reid
All-Japan Formula Three

Champion
1993
Succeededby
Michael Krumm
Precededby
Manuel Reuter
Davy Jones
Alexander Wurz

1997 with:
Michele Alboreto
Stefan Johansson
Succeededby
Laurent Aello
Allan McNish
Stphane Ortelli
Precededby
Pierluigi Martini
2000, 2001, and 2002 with:
Yannick Dalmas
Frank Biela
Joachim Winkelhock
Emanuele Pirro
Succeededby
Tom Kristensen
Rinaldo Capello
Guy Smith
Precededby
Emanuele Pirro

champion
2002
Succeededby
Frank Biela
Marco Werner
Precededby
Frank Biela
Tom Kristensen
Emanuele Pirro

2003 with:
Rinaldo Capello
Guy Smith
Succeededby
Seiji Ara
Tom Kristensen
Rinaldo Capello
Precededby
Tom Kristensen
Rinaldo Capello
Guy Smith

2004 with:
Seiji Ara
Rinaldo Capello
Succeededby
J.J. Lehto
Marco Werner
Tom Kristensen
Rank Points
Tom Kristensen
274
Precededby
Seiji Ara
Tom Kristensen
Rinaldo Capello

2005 with:
J.J. Lehto
Marco Werner
Succeededby
Frank Biela
Emanuele Pirro
Marco Werner
Precededby
Jean Alesi
Sbastien Loeb
Race of Champions
Nations' Cup
2005 with:
Mattias Ekstrm
Succeededby
Marcus Grnholm
Heikki Kovalainen
Precededby
Frank Biela
Emanuele Pirro
Marco Werner

2008 with:
Rinaldo Capello
Allan McNish
Succeededby
David Brabham
Marc Gen
Alexander Wurz
Allan McNish
Allan McNish
Born
29 December 1969
Nationality
British
Active years
2002
Teams
Toyota
Races
17 (16 starts)
Championships
Wins
Podiums
Career points
Pole positions
Fastest laps
First race
2002 Australian Grand Prix
Allan McNish
275
Last race
2002 Japanese Grand Prix

Participating years 1997 2000, 2004
Teams
Roock Racing, Porsche AG, Toyota Motorsports, Audi Sport Joest, Audi Sport UK, Champion Racing
Best finish
1st (1998, 2008)
Class wins
2 (1998, 2008)
Allan McNish (born 29 December 1969) is a Scottish racing driver. He is a two-time winner of the 24 Hours of Le
Mans, most recently in 2008, and three-time American Le Mans Series champion. He is also a co-commentator for
BBC Radio 5 Live's Formula One coverage.
Early life
McNish who was born in Dumfries, Scotland played football while at school. He was a fan of Nottingham Forest and
also supported his local club Queen of the South. It wasn't until McNish began in karting that he found something at
which he excelled.[1]
Early career
McNish began his career in karting like fellow Dumfries and Galloway driver David Coulthard. McNish credited the
start given to both of them and Dario Franchitti as being largely down to David Leslie senior and junior.[2]
McNish and Coulthard both were recognised with a McLaren/Autosport BRDC Young Driver of the Year award
having moved up to car racing. In 1988 he won the Formula Vauxhall Lotus championship and in 1989 finished
runner up to David Brabham in a close fought British Formula Three Championship. During the late 1980s McNish
shared a house with team mate Mika Hkkinen.[3]
Tipped as a future F1 driver, he tested with both McLaren and Benetton, whilst also competing in F3000, then the
recognised second tier of European motorsport, in 19901992. Whilst racing his first season in F3000, McNish
suffered a crash at a race in Donington Park where a bystander was fatally injured.[] He went on to finish 4th overall
in the championship that season. Concentrating on F1 opportunities meant he appeared in F3000 only once during
1994, at Pau.
When an F1 drive failed to materialise, he returned to F3000 in 1995 with Paul Stewart Racing (run by the son of Sir
Jackie Stewart who went on to form Stewart Grand Prix). While he was arguably the fastest driver of the year, a
series of mishaps saw him well beaten by Super Nova drivers Vincenzo Sospiri and Ricardo Rosset in the title race.
McNish's career appeared to stall in early 1996 after a deal to race in Formula Nippon fell through and Mark
Blundell was preferred for a drive with the PacWest CART team. He also tested for Benetton during the year.
Sports cars
Having devoted his career to the pursuit of an F1 chance, it is ironic that McNish has become one of the world's most
highly rated sportscar drivers. His sportscar career began in 1996 with Porsche, at a time when their 911 GT1 model
revolutionized sportscar racing. With the factory team he took this car to victory in the 1998 24 Hours of Le Mans,
partnered by Laurent Aello and Stephane Ortelli. He subsequently appeared for Toyota and Audi in the race, and
after losing a likely victory in the dying stages of the 2007 event, scored a second triumph in 2008 with Tom
Kristensen and Rinaldo Capello driving an Audi R10.[4] He has also raced with great success for Audi in the
American Le Mans Series, winning the title with Dindo Capello in 2006 and 2007, and taking four overall victories
at the 12 Hours of Sebring (2004, 2006, 2009 and 2012). At the 2011 Le Mans McNish destroyed the car in a
Allan McNish
276
spectacular crash early in the race and ended the race for Audi #3. And again at the 2012 Le Mans, McNish made a
driving error and lost a first place by crashing the Audi #2 car a few hours before the finish.[citation needed] He also
codrove the #8 Starworks Motorsport Riley-Ford to a 2nd place finish at the 2012 24 Hours of Daytona.
Formula One
McNish finally found an opening into Formula One in 2001, when the
newly formed Toyota F1 team required a development driver. Given
his link with Toyota through sportscars he was an obvious choice for
this role, and after impressing in testing he was hired to race for the
season. He did not score any points during the season's 17 races, and he
and team-mate Mika Salo were replaced with a new line-up of Olivier
Panis and Cristiano da Matta for 2003. Salo had scored points for the
team on their debut in Melbourne and McNish had very nearly done
McNish's Toyota engine fails at the 2002 French
Grand Prix.
the same in the Malaysian Grand Prix, only for a pit lane mistake by
the team to cost him the result. Both drivers were told of their
replacement before Da Matta was announced, and ITV's Martin Brundle commented that "replacing Salo and
McNish with Panis and A.N. Other" was not, in his view, a step forward [citation needed].
McNish had a dramatic accident at the 130R corner while practising for the Japanese Grand Prix at Suzuka, but
escaped serious injury. This led to the corner being reprofiled the following year [citation needed].
After Formula One

In 2003 he was a test driver for Renault F1, also doing a little TV
work for ITV, but the next year he returned to his successful sports
car racing career, winning the 12 Hours of Sebring, combining this
in 2005 with a venture into the highly competitive DTM (German
Touring Car Championship), where he competed against the likes
of former F1 men Mika Hkkinen and Jean Alesi. He also won
Sportscar Driver of the Year awards from the Autosport and Le
Mans magazines and the (Jackie) Stewart Medal Award for
services to Scottish Motor Sport. He was made the President of the
Scottish Motor Racing Club at their annual Prize Giving and
Dinner in 2007, succeeding Sir Jackie Stewart.
McNish driving an Audi R10 TDI at the 2008 1000km

of Silverstone
In 2006, he continued racing with the Audi factory team and was
part of the driving line up which won the 12 Hours of Sebring in the new Audi R10 TDI diesel, setting pole position
and breaking the lap record. In 2008, McNish won the 24 Hours of Le Mans for Audi alongside Tom Kristensen and
Rinaldo Capello. It was his first win at la Sarthe since 1998.
Since Formula 1 has introduced the Drivers' Representative on the stewards panel at all Grands Prix, McNish has
featured as the Drivers' Representative twice in the 2011 season, in Monaco and most recently in Hungary and on
both occasions he has penalised the McLaren driver Lewis Hamilton for various trangressions. He has also appeared
in a Scania video test driving their new R730 V8.
Allan McNish
277
Other formulae
As well as those above, McNish has also raced in the following racing series:
Karting
Formula Ford
Vauxhall Lotus
British Formula 3
North American GT
FIA GT
Personal life
He lives in Monaco with his wife Kelly and their two children. Prior to his marriage, McNish's stag party in
Dumfries was attended by Dario Franchitti and Marino Franchitti and included taking in a Queen of the South
football match.[1] He speaks English and French.
Racing record
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)
Year
Entrant
1989
Pacific Racing
SIL
1990
DAMS
DON SIL PAU JER MNZ PER HOC BRH

Ret
1
6
16
6
2
Ret
1
1991
DAMS
VAL PAU JER MUG PER HOC BRH SPA BUG NOG
DNQ 13 DNQ 5
8
Ret Ret
8
Ret
8
1992
3001 International
SIL
Ret
1994
Vortex Motorsport
SIL
1995 Paul Stewart Racing
VAL PAU JER
PER BRH BIR
SPA BUG
BIR
Ret
10
DIJ
8
11
DC Points
NC
BUG NOG 4th

Ret
8
26
16th
PAU CAT PER HOC NR SPA ALB NOG MAG

5
Ret
3
Ret 12
5
11th
PAU CAT PER HOC SPA EST MAG

Ret
NC
SIL CAT PAU PER HOC SPA EST MAG

3
Ret
2
Ret
6
Ret Ret
7
7th
11
Allan McNish
278
Year
Team
Co-Drivers
Car
Class
Laps Pos. Class

Pos.
1997
Roock Racing
Stphane Ortelli Porsche 911 GT1

Karl Wendlinger
GT1
1998
Porsche AG
Porsche 911 GT1-98

Laurent Aello
Stphane Ortelli
GT1
351
1999
Toyota Motorsports
Toyota Team Europe
Thierry Boutsen Toyota GT-One

Ralf Kelleners
LMGTP
2000
Audi R8
Laurent Aello
Stphane Ortelli
LMP900 367
2004
Audi Sport UK Team Veloqx
Frank Biela
Pierre Kaffer
Audi R8
LMP1
2005
ADT Champion Racing
Frank Biela
Emanuele Pirro
Audi R8
2006
2007
DNF DNF
1st
1st
173 DNF DNF

2nd
2nd
350
5th
5th
LMP1
364
3rd
3rd
Tom Kristensen Audi R10 TDI

Rinaldo Capello
LMP1
367
3rd
3rd

Rinaldo Capello
LMP1
262 DNF DNF
2008

Rinaldo Capello
LMP1
381
1st
1st
2009

Rinaldo Capello
LMP1
376
3rd
3rd
2010
Tom Kristensen Audi R15 TDI plus

Rinaldo Capello
LMP1
394
3rd
3rd
2011

Rinaldo Capello
LMP1
14
DNF DNF
2012
Tom Kristensen Audi R18 e-tron quattro

Rinaldo Capello
LMP1
377
2nd
11
12
2nd
Complete American Le Mans Series results

Year Entrant
Class Chassis Engine
10
1999 Champion LMP Porsche Porsche SEB ATL MOS SON POR PET MON LSV
Racing
ovr:6 ovr:12 ovr:8 ovr:7 ovr:Ret ovr:Ret
911
3.2L
cls:6 cls:12 cls:8 cls:7 cls:Ret cls:Ret
GT1 Turbo
Evo
Flat-6
2000
2004
Audi
Sport
North
America
LMP
LMP1
Audi
Sport UK
Team
Veloqx
Audi
R8
Audi
R8R
Audi
R8
Audi SEB
3.6L ovr:2
Turbo cls:2
V8
NR SON MOS TEX

ovr:Ret ovr:1 ovr:1 ovr:2
cls:Ret cls:1 cls:1 cls:2
Rank Points
25th
47
ROS
ovr:1
cls:1
PET MON LSV ADE

ovr:1 ovr:1 ovr:2 ovr:1
cls:1 cls:1 cls:2 cls:1
1st
270
PET
MON
7th
26
CHA SIL
ovr:20 ovr:3
cls:8 cls:3
Audi SEB MID

3.6L ovr:1
Turbo cls:1
V8
LIM
SON
POR MOS AME
Allan McNish
279
2005
ADT
LMP1
Champion
Racing
Audi
R8
Audi SEB ATL

3.6L ovr:2
Turbo cls:2
V8
2006
Audi
LMP1
Sport
North
America
Audi
R10
TDI
Audi SEB
5.5L ovr:1
Turbo cls:1
V12
(Diesel)
Audi
R8
Audi
3.6L
Turbo
V8
MID
TEX MID
ovr:1 ovr:3
cls:1 cls:1
LIM
SON POR
AME
MOS
PET
UTA POR AME

ovr:4 ovr:1 ovr:2
cls:3 cls:1 cls:2
MOS
ovr:1
cls:1
MON
10th
22
PET MON
ovr:1 ovr:1
cls:1 cls:1
1st
204
LIM
ovr:1
cls:1
2007
Audi
LMP1
Sport
North
America
Audi
R10
TDI
Audi SEB STP LNB

5.5L ovr:4 ovr:1 ovr:7
Turbo cls:2 cls:1 cls:1
V12
(Diesel)
TEX UTA LIM MID

cls:1 cls:1 cls:1 cls:2
AME
ovr:2
cls:1
MOS DET PET MON

cls:1 :cls:2 cls:1 cls:1
1st
246
2008
Audi
LMP1
Sport
North
America
Audi
R10
TDI
Audi SEB STP

5.5L ovr:3
Turbo cls:1
V12
(Diesel)
LNB
UTA
LIM MID
AME
MOS
DET
8th
60
LNB
PET MON
ovr:1
cls:1
2009
Audi
Sport
Team
Joest
LMP1
Audi
R15
TDI
Audi SEB STP

5.5L ovr:1
Turbo cls:1
V10
(Diesel)
UTA
LIM MID
AME
MOS
PET MON
ovr:3
cls:3
10th
30
2010
Audi
Sport
Team
Joest
LMP1
Audi
R15
TDI
plus
Audi SEB LNB MON UTA

5.5L
Turbo
V10
(Diesel)
LIM MID
AME
MOS
PET
ovr:3
cls:3
NC
2011
Audi
Sport
Team
Joest
LMP1
Audi
R15
TDI
plus
Audi SEB LNB

5.5L ovr:4
Turbo cls:4
V10
(Diesel)
MOS MID AME BAL
MON
NC
Audi
R18
TDI
Audi
3.7L
Turbo
V6
(Diesel)

(key)
LIM
PET
ovr:Ret
cls:Ret
Allan McNish
280
Year Entrant Chassis Engine
10
11
12
13
14
15
16
17
WDC Points
2002 Panasonic Toyota Toyota AUS MAL BRA SMR ESP AUT MON CAN EUR GBR
GER HUN BEL ITA USA JPN 19th
FRA
Toyota TF102 RVX-02 Ret
7
Ret Ret
8
9
Ret Ret 14 Ret
Ret 14
9
Ret 15 DNS
11
Racing
3.0
V10
2003
Mild
Renault Renault AUS MAL BRA SMR ESP AUT MON CAN EUR FRA
Seven
R23
Renault
F1 Team
Renault
R23B
RS23
TD
TD
TD
TD
TD
TD
TD
TD
TD
3.0
GBR GER HUN ITA USA JPN
V10
TD
TD
TD
TD
TD
TD
Driver did not finish the Grand Prix, but was classified as they completed over 90% of the race distance.

(key)
Year
Team
Car
10
11
Pos Points
2005 Abt Sportsline Audi A4 DTM 2005 HOC1 LAU1 SPA BRN OSC NOR NR ZAN LAU2 IST HOC2 10th
11
Ret Ret 7
6
4
6
Ret
9
15
17
13
Complete FIA World Endurance Championship results

Year
Entrant
Class
Chassis
Engine
2012
Audi Sport
Team Joest
LMP1
Audi R18
e-tron
quattro
Audi TDI
3.7L Turbo
V6
(Hybrid
Diesel)
SEB SPA LMN SIL

1
3
2
3
2nd
159
2013
Audi Sport
Team Joest
LMP1
Audi R18
e-tron
quattro
Audi TDI
3.7L Turbo
V6
(Hybrid
Diesel)
SIL SPA LMN SO COA FUJ SHA BHR 1st*

1
2
45*
SO BHR FUJ SHA

3
2
3
2
Rank Points
*Season in progress
References
[1] Allan McNish interview 30th August 2009, part 1 on qosfc.com (http:/ / qosfc. com/ new_newsview. aspx?newsid=637)
[2] Allan McNish interview 30th August 2009, part 2 on qosfc.com (http:/ / qosfc. com/ new_newsview. aspx?newsid=638)
[3] "Allan McNish" interview 30th August 2009, part 3 on qosfc.com (http:/ / qosfc. com/ new_newsview. aspx?newsid=651)
External links
Allan McNish's official website (http://www.allanmcnish.com/)
Allan McNish's official blog (http://www.allanmcnish.com/blog/)
Richard's F1 interview with Allan McNish (http://richardsf1.com/category/exclusive-interviews/
allan-mcnish-exclusive-interviews/)
Profile (http://www.fiagt.com/driverinfo.php?drivername=Allan+McNish) by FIA GT Championship
official website (http://www.fiagt.com/)
Allan McNish
281
Sporting positions
Precededby
Michele Alboreto
Stefan Johansson
Tom Kristensen

1998 with:
Laurent Aello
Stphane Ortelli
Succeededby
Pierluigi Martini
Yannick Dalmas
Joachim Winkelhock
Precededby
Elliott Forbes-Robinson
American Le Mans Series champion

2000
Succeededby
Emanuele Pirro
Precededby
Frank Biela
Emanuele Pirro
American Le Mans Series champion

20062007
with Rinaldo Capello
Succeededby
Lucas Luhr
Marco Werner
Precededby
Frank Biela
Emanuele Pirro
Marco Werner

2008 with:
Rinaldo Capello
Tom Kristensen
Succeededby
David Brabham
Marc Gen
Alexander Wurz
Awards
Precededby
Eddie Irvine
Autosport
British Club Driver of the Year
1988
Succeededby
David Coulthard
Precededby
JJ Lehto
Autosport
National Racing Driver of the Year
1989
Succeededby
Robb Gravett
Precededby
Lewis Hamilton
Autosport
British Competition Driver of the
Year
2008
Succeededby
Jenson Button
Precededby
Lewis Hamilton
Segrave Trophy
2008
Succeededby
Paul Bonhomme
Henri Pescarolo
282
Henri Pescarolo
Henri Pescarolo
Born
25 September 1942
Nationality
French
Active years
1968 1974, 1976
Teams
Matra, March, Williams, BRM, privateer Surtees
Races
64 (57 starts)
Championships 0
Wins
Podiums
Career points
12
Pole positions
Fastest laps
First race
Last race
Henri Pescarolo
283

Participating
years
19661968, 19701999
Teams
Equipe Matra (Matra-Simca), Scuderia Filipinetti, Ligier, Inaltera, Martini Racing-Porsche, Rondeau, Joest Racing, Kouros
Racing Team, Tom Walkinshaw Racing (Silk Cut Jaguar), Konrad Motorsport, Courage Comptition, La Filire Elf, Pescarolo
Sport
Best finish
1st (1972, 1973, 1974, 1984)
Class wins
6 (1972, 1973, 1974, 1976, 1984, 1992)
Henri Pescarolo (born 25 September 1942[]) is a former racing driver from France. He participated in 64 Formula
One World Championship Grands Prix, debuting on 22 September 1968. He achieved one podium, and scored a total
of 12 championship points. He wore a distinctive green helmet, and still has a full face beard, that partially covers
burns suffered in a crash.
Henri Pescarolo to this day drives in the yearly Dakar Rally.
After Pescarolo's retirement from Formula 1, he went on to start his own team which now competes in the Le Mans
Endurance Series, and the 24 Hours of Le Mans, which he won as a driver in 1972 in a Matra, co-driven by Graham
Hill. His team, Pescarolo Sport, is notably sponsored by Sony's PlayStation 2 and by Gran Turismo 4. During the
five years that Pescarolo has campaigned Courage C60 prototypes, so many modifications have been made to the
model that Courage allowed the team to name the car after themselves, such was the differences between their model
and the standard C60. In 2005, it was developed further still to meet the "hybrid" regulations, before the change to
LMP1/2 format. It is unknown whether Pescarolo will use the newer Courage C70 in the future.
Pescarolo holds the record for Le Mans starts with 33 and has won the
race on four occasions as a driver. He has yet to win the race as a team
owner, coming very close in 2005 with the Pescarolo C60H. His team
did manage to win the LMES championship in the same year. His team
was also second at Le Mans in 2006, followed by a third in 2007
behind a pair of diesel-powered prototypes.
Henri Pescarolo is also a keen helicopter pilot.
Franck Montagny driving the Pescarolo C60
during practice for the 2006 24 Hours of Le
Mans.
Racing record
Henri Pescarolo
Year
284
Team
Co-Drivers
Car
Class Laps Pos. Class

Pos.
1966
Matra Sports
Jean-Pierre Jaussaud Matra M620-BRM
P
2.0
35
DNF DNF
1967
Equipe Matra Sports
Jean-Pierre Jaussaud Matra MS630-BRM
P
2.0
55
DNF DNF
1968
Equipe Matra Sports
Matra MS630
P
3.0
283 DNF DNF
1970
Equipe Matra-Simca
Matra-Simca MS660
P
3.0
79
DNF DNF
Mike Parkes
Ferrari 512F
S
5.0
DNF DNF
1971
Scuderia Filipinetti
Johnny
Servoz-Gavin
1972
Equipe Matra-Simca Shell
Graham Hill
Matra-Simca MS670
S
3.0
344
1st
1st
1973
Equipe Matra-Simca Shell
Grard Larrousse
Matra-Simca MS670B
S
3.0
355
1st
1st
1974
Equipe Gitanes
Grard Larrousse
Matra-Simca MS670C
S
3.0
337
1st
1st
1975
Gitanes Automobiles Ligier
Franois Migault
Ligier JS2-Ford Cosworth
S
3.0
146 DNF DNF
1976
Inaltera
Inaltera LM-Ford Cosworth
GTP
305
1977
Jacky Ickx
Porsche 936/77
S
+2.0
45
1978
Jacky Ickx
Jochen Mass
Porsche 936/78
S
+2.0
255 DNF DNF
1979
ITT Oceanic Jean Rondeau
Rondeau M379-Ford
Cosworth
S
+2.0
279
1980
ITT Jean Rondeau
Jean Ragnotti
Rondeau M379-Ford
Cosworth
S
+2.0
124 DNF DNF
1981
Oceanic Jean Rondeau
Patrick Tambay
Rondeau M379-Ford
Cosworth
2
+2.0
41
1982
Otis Automobiles Jean Rondeau
Jean Ragnotti
Jean Rondeau
Rondeau M382-Ford
Cosworth
146 DNF DNF
1983
Ford France
Thierry Boutsen
Rondeau M482-Ford
Cosworth
174 DNF DNF
1984
New-Man Joest Racing
Klaus Ludwig
Porsche 956B
C1
360
1st
1st
1985
Martini Lancia
Mauro Baldi
Lancia LC2-Ferrari
C1
358
7th
7th
8th
1st
DNF DNF
10th
2nd
DNF DNF
1986
Kouros Racing Team
Christian Danner
Dieter Quester
Sauber C8-Mercedes
C1
86
DNF DNF
1987
Kouros Racing
Mike Thackwell
Hideki Okada
Sauber C9-Mercedes
C1
123 DNF DNF
1988
Silk Cut Jaguar

Tom Walkinshaw Racing
John Watson
Raul Boesel
Jaguar XJR-9LM
C1
129 DNF DNF
1989
Joest Racing
Claude Ballot-Lna
Jean-Louis Ricci
Porsche 962C
C1
371
6th
6th
Henri Pescarolo
285
1990
Jean-Louis Ricci
Jacques Laffite
Porsche 962C
C1
328
1991
Konrad Motorsport
Louis Krages
Bernd Schneider
Porsche 962C
C2
197 DNF DNF
1992
Courage Comptition
Bob Wollek
Jean-Louis Ricci
Cougar C28LM-Porsche
C3
335
6th
1st
1993
Bob Wollek
Ronny Meixner
Porsche 962C
C2
351
9th
4th
1994
Courage Comptition
Alain Fert
Franck Lagorce
Courage C32LM-Porsche
LMP1 142 DNF DNF

C90
1995
Courage Comptition
Franck Lagorce
ric Bernard
Courage C41-Chevrolet
WSC
1996
La Filire Elf
Franck Lagorce
Emmanuel Collard
Courage C36-Porsche
LMP1 327
7th
2nd
1997
La Filire Elf
Jean-Philippe Belloc Courage C36-Porsche

Emmanuel Clrico
LMP
319
7th
4th
1998
Courage Comptition
Olivier Grouillard
Franck Montagny
Courage C36-Porsche
LMP1 304
15th
4th
Michel Fert
Patrice Gay
Courage C50-Porsche
LMP
9th
8th
1999
Pescarolo Promotion Racing

Team
26
327
14th 14th
DNF DNF

(key) (Races in italics indicate fastest lap)
Yr
Entrant
Chassis
1968 Matra Sports Matra MS11
Engine
Matra
11
12
13
14
15
RSA ESP MON BEL NED FRA GBR GER ITA CAN USA MEX
Ret
V12
1969 Matra Sports
10
DNS
16 WDC Points
NC
NC
12th
17th
NC
NC
Matra MS7 Cosworth RSA ESP MON NED FRA GBR GER ITA CAN USA MEX
5
(F2)
Straight-4
1970 Equipe Matra Matra-Simca
Elf
1971
Frank
MS120
V12
RSA ESP MON BEL NED FRA GBR GER AUT ITA CAN USA MEX
7
Ret
V8
Team
Ret
14
Ret
11
ESP MON NED FRA GBR GER AUT ITA CAN USA
March 711
Ret
1972
March 701 Cosworth RSA
Williams
Racing Cars
Matra
13
Ret
Ret
March 721 Cosworth ARG RSA ESP MON BEL FRA
Williams-Motul
V8
11
11
Ret
NC
Ret
DNS
Ret
GER AUT ITA CAN USA
DNS
Ret DNS DNQ
13
14
GBR
Politoys FX3
Ret
1973
STP March
March
Racing Team
721G/731
Frank
Iso-Marlboro
Williams
IR
Racing Cars
Cosworth ARG BRA RSA

V8
ESP BEL MON SWE

8
FRA GBR NED GER AUT ITA CAN USA
Ret
10
Henri Pescarolo
1974
Motul Team
286
BRM P160E
BRM
BRM
V12
ARG BRA RSA

9
14
18
ESP BEL MON

12
Ret
NED
Ret
SWE
BRM P201
Surtees
B&S
TS19
Ret
Ret
10
DNQ
Ret
Ret DNQ
Fabrications
References
Emanuele Pirro
Emanuele Pirro
Born
12 January 1962

Nationality
NC
Ret
Cosworth BRA RSA USW ESP BEL MON SWE FRA GBR GER AUT NED ITA CAN USA JPN
V8
FRA GBR GER AUT ITA CAN USA
Ret
1976 Team Norev /
NC
Ret
Italian
Active years
1989 - 1991
Teams
Benetton, Scuderia Italia
Races
40 (37 starts)
Championships 0
Wins
Podiums
Career points
Pole positions
Fastest laps
First race
Last race
1991 Australian Grand Prix
11
17
19
NC
Emanuele Pirro
287

Participating years 1981, 1998 - 2008, 2010
Teams
Martini Racing, GTC Competition, Audi Sport Joest, Champion Racing, Drayson Racing
Best finish
1st (2000, 2001, 2002, 2006, 2007)
Class wins
5 (2000, 2001, 2002, 2006, 2007)
Emanuele Pirro (born January 12, 1962 in Rome, Italy) is an Italian former Formula One driver and five time Le
Mans 24 hour winner.
Career
Pirro started his racing career in karts at the age of 11. At 18, he raced with the Formula Fiat Abarth, then moving on
to European Formula Three (198183), Formula Two (1984) and Formula 3000 (1985-1986). In 1988, he was the
official test driver for the all-conquering McLaren Formula One team. He seemed set to make his Formula One debut
at the 1989 French Grand Prix for Larrousse in place of Philippe Alliot but instead was hired by Benetton in place of
the unfit Johnny Herbert. While he ran 3rd at Hockenheim before crashing out, his season was generally something
of a disappointment, only scoring a single points finish (for 5th at the wet Australian Grand Prix).
He then signed a two-year deal with the Scuderia Italia team to drive
their Dallara chassis. His pre-season was affected by a bout of hepatitis
and he missed the first two races of 1990, with Gianni Morbidelli
taking his place. As it turned out the car wasn't competitive or reliable,
though he often spun of his own accord too. Pirro finished only three
times from 14 starts, with 10th place in Hungary his best result. 1991
was more promising with Judd V10 engines added to the package.
Despite scoring a point at Monaco Pirro was largely outpaced by
Pirro at the 1991 United States Grand Prix.
team-mate JJ Lehto and still had a habit of getting involved in
accidents (notably qualifying well in 7th at the Hungaroring only to
collide immediately with Stefano Modena). He was unable to find another Formula One drive for 1992.
After leaving Formula One, Pirro returned to touring car racing, having spent 1986-88 as part of the Schnitzer BMW
team in the European Touring Car Championship, as well as the inaugural World Touring Car Championship in
1987. Pirro won the Macau Guia race in 1991 and 1992 at the wheel of a BMW M3 Evolution, and the Italian
Touring car championship in 1994 and 1995 driving for Audi.
Emanuele Pirro
288
Further success followed in sports car racing, with three wins at the 24
Hours of Le Mans in three consecutive years (2000 to 2002) partnered
with Frank Biela and Tom Kristensen for Audi Sport Team Joest.
Pirro, Frank Biela and Marco Werner made history by becoming the
first drivers to win the Le Mans 24-hour race in a diesel-powered car.
Pirro was driving the Audi R10 Diesel when it completed a record 380
laps of the La Sarthe circuit. The team repeated the feat the following
year. Alongside teammates Dindo Capello and Allan McNish he won a
historic race at Petit Le Mans in 2008, driving for Audi Sport North
America.
Pirro retired from racing at the end of the 2008 season, having finished
second in the American Le Mans series, and took an ambassadorial
role with Audi in 2009. In 2010 he returned to race tracks as a third
driver for private LMP1 Drayson Racing team. In 2011 he drove a V8
Supercar in Australia for Stone Brothers Racing at the Gold Coast 600,
alongside New Zealander Shane Van Gisbergen.[1]
Pirro will take part in the 2012 Rolex 24 Hours of Daytona at the
wheel of an Audi R8 for APR Motorsport.[2]
Pirro driving an Audi R10 at Laguna Seca in

2006.
Race results
(key)
Year Result
Team
Car
Class
1981 Ret
Martini Racing
Lancia Beta Monte Carlo Gr.5
1998 Ret
Gulf Team Davidoff / GTC Competition McLaren F1 GTR
GT1
1999 3
Audi R8R
LMP
2000 1
Audi R8
LMP900
2001 1
Audi R8
LMP900
2002 1
Audi R8
LMP900
2003 3
Champion Racing
Audi R8
LMP900
2004 3
ADT Champion Racing
Audi R8
LMP1
2005 3
ADT Champion Racing
Audi R8
LMP1
2006 1
Audi R10
LMP1
2007 1
Audi R10
LMP1
2008 6
Audi R10
LMP1
2010 NC
Drayson Racing
Lola B09/60
LMP1
Emanuele Pirro
289
Complete European Formula Two Championship results

Year
Entrant
Chassis Engine
1984 Onyx Racing March
10
11
Pos Pts
BMW SIL HOC THR VAL MUG PAU HOC MIS PER DON BRH 6th 18
6
4
4
12
4
Ret Ret Ret 6
2
6

Year
Entrant
10
11
DC Points
1985 Onyx Racing SIL THR EST VAL PAU SPA DIJ PER ZEL ZAN DON 3rd
7
1
4
1
2
Ret Ret 2
4
5
Ret
38
1986 Onyx Racing SIL VAL PAU SPA IMO MUG PER ZEL BIR BUG JAR 2nd
2
3
2
19 Ret
6
13 Ret Ret 1
1
32

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)
Yr Entrant Chassis
Engine
1989 Benetton Benetton Cosworth BRA SMR MON MEX USA CAN
Formula B188
Ltd
V8
Italia
BMS
12
13
14
15
16
WDC Points
23rd
NC
FRA GBR GER HUN BEL ITA POR ESP JPN AUS 18th
11
Benetton
Dallara
11
FRA GBR
GER HUN BEL ITA POR ESP JPN AUS
B189
1990 Scuderia
10
Ret
Cosworth USA BRA SMR MON CAN MEX
V8
Ret
Ret
Ret
Ret
10
Ret Ret Ret Ret
FRA GBR GER HUN BEL ITA POR ESP JPN AUS
Ret
11
Ret
10
Ret Ret
15
Ret Ret Ret
190
1991 Scuderia
Italia
BMS
Judd
Dallara
V10
USA BRA SMR MON CAN MEX

Ret
11
DNPQ
DNPQ DNPQ
10
10
Ret
10
Ret
15
Ret
191
Complete American Le Mans Series results

Year Entrant
Class
1999
LMP
Audi
SEB
ATL
MOS
SON
POR
PET
MON
LSV
MOS
Audi
R8R
3.6L
ovr:5
Team
Turbo
cls:5
Joest
V8
Audi
10
11
12
Audi
SEB
NR
SON
TEX
ROS
PET
MON LSV
R8
3.6L
ovr:1
ovr:3
ovr:2 ovr:Ret ovr:1
ovr:4
ovr:2
ovr:2 ovr:1 ovr:15
North
Turbo
cls:1
cls:3
cls:2
cls:4
cls:2
cls:2 cls:1
America
V8
Audi
R8R
Audi
Sport
LMP
Audi
Sport
2000
Chassis Engine Tyres
CHA
SIL
ovr:6
ovr:5
cls:6
cls:5
cls:Ret
cls:1
ADE
cls:5
Rank Points
52nd
20
3rd
232
Emanuele Pirro
2001
Audi
290
LMP900
Audi
Audi
TEX
SEB
DON
JAR
SON
POR
MOS
MID
MON
PET
R8
3.6L
ovr:2
ovr:2
ovr:2
ovr:2
ovr:2
ovr:2
ovr:1
ovr:4
ovr:1
ovr:1
North
Turbo
cls:2
cls:2
cls:2
cls:2
cls:2
cls:2
cls:1
cls:4
cls:1
cls:1
America
V8
SEB
SON
Sport
2002
Audi
LMP900
202
4th
206
Audi
MID
AME
WAS
TRO
MOS MON
MIA
PET
R8
3.6L
ovr:5 ovr:14
ovr:1
ovr:2
ovr:3
ovr:2 ovr:Ret ovr:1
ovr:1
ovr:6
North
Turbo
cls:5
cls:8
cls:1
cls:2
cls:3
cls:2
cls:Ret cls:1
cls:1
cls:6
America
V8
SEB
ATL
SON
TRO
MOS
AME
MON
MIA
PET
18th
22
MID
LIM
SON
POR
MOS
AME
PET
MON
13th
22
1st
182
5th
80
4th
175
3rd
156
12th
46
ADT
LMP900
Champion
1st
Audi
Sport
2003
Audi
Audi
R8
3.6L
ovr:2
Turbo
cls:2
Racing
V8
2004
ADT
LMP1
Champion
Audi
Audi
R8
3.6L
ovr:2
Turbo
cls:2
Racing
SEB
V8
2005
ADT
LMP1
Champion
Audi
Audi
SEB
ATL
MID
LIM
SON
POR
AME
MOS
PET
MON
R8
3.6L
ovr:2
ovr:3
ovr:3
ovr:2
ovr:1
ovr:1
ovr:1
ovr:3
ovr:1
ovr:2
Turbo
cls:2
cls:3
cls:3
cls:2
cls:1
cls:1
cls:1
cls:3
cls:1
cls:2
SEB
TEX
MID
LIM
Racing
V8
2006
Audi
Audi
UTA
POR
AME
MOS
PET
MON
Sport
Audi
LMP1
R10
5.5L
ovr:1
ovr:2
ovr:1
ovr:4
ovr:7
ovr:2
North
TDI
Turbo
cls:1
cls:2
cls:1
cls:4
cls:5
cls:2
UTA
LIM
America
V12
(Diesel)
2007
Audi
Audi
SEB
STP
LNB
Sport
Audi
LMP1
R10
5.5L
ovr:1
ovr:2
ovr:9
North
TDI
Turbo
cls:1
cls:2
cls:2
cls:2
cls:2
STP
LNB
UTA
LIM
America
TEX
MID
AME
MOS
DET
ovr:3
ovr:3
ovr:4
ovr:2
cls:4
cls:1
cls:2
cls:2
:cls:1
DET
PET MON
ovr:12 ovr:6 ovr:23
PET MON
V12
(Diesel)
2008
Audi
Audi
MID
AME
MOS
Sport
Audi
LMP1
R10
5.5L
ovr:Ret ovr:2 ovr:Ret ovr:21 ovr:2
ovr:2
ovr:2 ovr:DSQ ovr:1 ovr:2
North
TDI
Turbo
cls:Ret
America
SEB
cls:2
cls:Ret
cls:3
cls:2
cls:2
cls:2 cls:DSQ cls:1 cls:2
MON
UTA
LIM
MID
AME
MOS
V12
(Diesel)
2010 Drayson
Racing
LMP1
Lola
Judd
B09/60 GV5.5
S2
5.5L
V10
SEB
ovr:12
cls:4
LNB
ovr:Ret ovr:2
cls:Ret
cls:2
PET
Emanuele Pirro
291
References
[1] http:/ / www. v8supercars. com. au/ newsarticle/ stone-brothers-forced-into-enduro-change/ tabid/ 70/ newsid/ 11693/ default. aspx
Sources
Profile at www.grandprix.com (http://www.grandprix.com/gpe/drv-pirema.html)
External links
Official website (http://www.Pirro.com)
Sporting positions
Precededby
Masahiro Hasemi
Guia Race winner

19911992
Succeededby
Charles Kwan
Precededby
Roberto Ravaglia
Italian Touring Car Champion

19941995
Succeededby
Rinaldo Capello
Precededby
Joachim Winkelhock
Super Tourenwagen Cup

Champion
1996
Succeededby
Laurent Aiello
Precededby
Succeededby
Pierluigi Martini
2000 with:
Frank Biela
Yannick Dalmas
Frank Biela
Tom Kristensen
Joachim Winkelhock
Tom Kristensen
Emanuele Pirro
Precededby
Frank Biela
Tom Kristensen
Emanuele Pirro
Precededby
Allan McNish
Precededby
Frank Biela
Tom Kristensen
Emanuele Pirro
Precededby
Marco Werner
J.J. Lehto

Succeededby
2001 with:
Frank Biela
Frank Biela
Tom Kristensen
Tom Kristensen
Emanuele Pirro
champion
2001
Succeededby
Tom Kristensen

Succeededby
2002 with:
Tom Kristensen
Frank Biela
Rinaldo Capello
Tom Kristensen
Guy Smith
champion
2005
with Frank Biela
Succeededby
Allan McNish
Rinaldo Capello
Precededby
J.J. Lehto
Marco Werner
Tom Kristensen

Succeededby
2006 with:
Frank Biela
Frank Biela
Emanuele Pirro
Marco Werner
Marco Werner
Precededby
Frank Biela
Emanuele Pirro
Marco Werner

Succeededby
2007 with:
Allan McNish
Frank Biela
Rinaldo Capello
Marco Werner
Tom Kristensen
Scott Pruett
292
Scott Pruett
Scott Donald Pruett
Born
March 24, 1960

Roseville, California
Achievements SCCA Trans-Am Champion (1987, 1994, 2003)

IMSA GTO Champion (1988, 1986)
Michigan 500 winner (1995)
24 Hours of Daytona overall winner (1994, 2007, 2008, 2011, 2013)
Rolex Sports Car Series Daytona Prototype Grand-Am Champ (2004, 2008, 2010, 2011, 2012)
Awards
Indianapolis 500 co-rookie of the year (1989)

World Karting Association Hall of Fame inductee (1991)
NASCAR Sprint Cup Series career
40 race(s) run over 8 year(s)
2008 position
68th
Best finish
37th 2000 (Winston Cup)
First race
2000 Daytona 500 (Daytona)
Last race
2008 Toyota/Save Mart 350 (Sonoma)
Wins Top tens Poles

6
NASCAR Nationwide Series career

11 race(s) run over 6 year(s)
2008 position
79th
Best finish
76th 2000 (Busch)
First race
2000 NAPA Auto Parts 300 (Daytona)
Last race
2008 NAPA Auto Parts 200 (Montreal)
Scott Pruett
293
Wins Top tens Poles

4
Statistics current as of November 7, 2011.
Scott Donald Pruett (born March 24, 1960 in Roseville, California) is an American race car driver who has
competed in NASCAR, Champ Car, IMSA, Trans-Am and Grand-Am. He and his wife Judy have three children,
and are children's book authors.
Pruett started racing go karts at the age of eight,[] and went on to win ten professional karting championships. In the
1980s, he established himself as a top American sports car racer, eventually winning two IMSA GTO
Championships and three Trans-Am Series Championships.
In the 1990s, Pruett was a regular in the CART series. From 1988 to 1999, he made 145 starts with two wins, five
poles and fifteen podiums (top three finishes). In a pre-season testing in 1990, Pruett was involved in a serious crash
at West Palm Beach, Florida, where he seriously injured both his legs. Pruett spent the 1990 season recovering & on
certain occasions calling ESPN IndyCar telecasts as color commentator with Paul Page doing the play by play.
In 1994 he joined the reformed Pat Patrick team in CART series testing Firestone tires. Later that same year he won
the Trans-Am Series Championship. In 1995 he drove full-time for Patrick racing using Firestone tires in Firestone's
return to the CART series & finally won his first race in a thrilling last lap duel with Al Unser, Jr. at the Michigan
500. In 1997 he won his final CART series race at Surfers Paradise Australia (Nikon Indy 300).
Following his Champ Car career, Pruett raced the 2000 season in the NASCAR Winston Cup Series with PPI
Motorsports, although with little success, achieving just 1 top-10 and finishing 37th in the points standings. He then
moved back to sports car racing and won his third Trans-Am Series Championship in 2003. Since 2004, he has raced
in the Grand-Am Rolex Sports Car Series for Chip Ganassi Racing. Pruett is still a regular starter at NASCAR road
course races and he is often referred to as a Road Course Ringer. Pruett has won eleven American sports car
championships, five in Grand-Am (2004, 2008, 2010, 2011, 2012), to go along with previous championships in
IMSA GTO (1986, 1988), Trans-Am Series (1987, 1994, 2003) and IMSA GT Endurance (1986).[1]
Pruett also worked for several years as a commentator for Champ Car races on Speed Channel.
Scott and his wife have also opened Pruett Vineyards[] in Northern California. In November 2012 their Lucky
Lauren Red was given a score of 93 points from Wine Spectator.[]
Scott Pruett
294
Career
1980s
Pruett began racing in karts at the age of eight. In 1984, he moved to sedan
racing. His first victory took place in 1986, when he won the IMSA GTO
Championship, which he would again win in 1988.[] In 1987, Pruett won the
SCCA Trans-Am Championship.[] At the Indianapolis 500, he was the co-rookie
of the year in 1989.
In 1989 and some seasons in the 1990s, Pruett started in the Indy 500s, but never
won a position on the podium but started the race.
1990s
In pre-season testing for the 1990 season, Pruett was injured in a crash at Palm
City Fairgrounds Speedway.
Pruett at the 2008 24 Hours of
Daytona
Pruett won the opening round of the 1991 IROC series season at Daytona.[] In
1994, Pruett joined Patrick Racing as a test driver for Firestone tires. The same
year, he also won the IMSA 24 Hours at Daytona, and also won a second Trans-Am Series championship.[]
For the next 4 years, Pruett continued driving Indy Cars for Patrick Racing and usually made the top ten in the series
championship. In 1995 he won his first CART race at the Michigan 500 by beating Al Unser Jr by .56 seconds.[] His
best CART career championship finish was in 1998 finishing sixth in points with three podium finishes and one pole
position.
In 1999, Pruett changed to Arciero-Wells and participated in the Toyota engine program development. He also
earned Toyota's first pole on an oval (California Speedway) and earned Toyota's best qualifying effort on a road
course at the current time (third at the Australian Grand Prix).
2000s
In 2000, Pruett raced the #32 Tide Ford for Cal Wells in the NASCAR Winston Cup Series. Replaced by Ricky
Craven after the season, he briefly retired from racing,[] but returned in 2001 to win the 24 Hours of Le Mans
LMGTS Class in a factory Chevrolet Corvette C5-R.[] The following year, he won the GTS class in the 24 Hours at
Daytona and also joined Speed as a reporter. For them he covered the 2002 FedEx Championship Series as well as
the Champ Car World Series in 2003. This year, Pruett also won the Trans-Am Championships in the Motorock
Trans-Am Series for Rocketsports Racing.[]
In 2007, he won the overall race and Daytona Prototype in the Rolex 24 at Daytona, with Juan Pablo Montoya and
Salvador Durn in the #01 Telmex, Target, Lexus Riley for Chip Ganassi Racing.[] Later that same year he nearly
won his first Nationwide Series victory at the Telcel-Motorola Mexico 200 at the Mexico City road course only to
lose it in the closing laps when his Chip Ganassi teammate the aforementioned Juan Pablo Montoya spun him out
and Montoya would win his first NASCAR race. Pruett would recover to a 5th place finish, his best Nationwide
finish at that time. After the race however Pruett was none too pleased with his teammate stating, "that was...nasty,
dirty driving".[2]
Later at Montreal in 2007, Scott Pruett had a promising run and was in third spot on a restart with 3 laps left.
Unfortunately in turn 1, he angered Kevin Harvick who was pushed out of bounds. In the next turn Kevin Harvick
slapped Pruett who spun and collected Ron Fellows, Ron Hornaday Jr., Jeff Burton, Brad Coleman, Juan Montoya
and Scott Wimmer. Kevin Harvick went on to win the race because of a fluke (Robby Gordon and Marcos Ambrose
got into it) and apologized in victory circle for retaliating.(9)
Scott Pruett
295
The year 2008 was very successful for Scott Pruett. He won the overall race and in the Daytona Prototype Class at
the 2008 Porsche 250 at Barber Motorsports Park and also the Rolex Sports Car Series Daytona Prototype season
championship. In the Daytona Prototype Class at the Mexico City 250 he made the second place overall. Moreover,
Pruett won the closest finish in the history of Grand-Am at the time, beating Alex Gurney in the finish to the 2008
Brumos Porsche 250 held at Daytona International Speedway by 0.081 seconds, after 145 minutes of racing.
2010s
Pruett was racing for Chip Ganassi in the Grand-Am Series during the
2010 season. In July, Hendrick Motorsports chose him as a standby
driver should Jeff Gordon have to miss Watkins Glen due to the birth
of his son.[3] Pruett, combined with Memo Rojas, won 9 of 12 races to
win another Grand-Am Rolex Championship. The nine victories was a
series record.
In 2011, Pruett won the 24 Hours of Daytona, his fourth overall victory
in the event.[]
Pruett / Memo Rojas's 2011 Daytona Prototype
In 2012, Scott Pruett was one of the Commentators for Speed Channel's coverage of the 24 Hours of Le Mans.
Pruett once again led Ganassi Racing to their 3rd Rolex Series Championship in-a-row with Co-driver Memo Rojas.
The team put the #01 Telmex BMW Riley on the podium for 9 out of 14 races, top five for 10 out of 14 races with
only 2 wins on the season, besting 2nd place Ryan Dalziel by 12 points. This year's results mark Ganassi's 4th title in
5 years, and Pruett's 5th Rolex title.
In 2013 Pruett opened on a strong note, winning the 51st Rolex 24 at Daytona with co-drivers Memo Rojas, Juan
Pablo Montoya, and Charlie Kimball. 2013 marks his fifth win at the annual endurance race, tying the legendary
Hurley Haywood for most victories in the grueling twice around the clock race.
Racing record
American open-wheel racing results
(key)
CART
Year
1988
Team
10
11
12
13
14
15
16
17
Dick
Simon
PHX LBH INDY MIL
Racing
18
19
20
Rank Points
38th
8th
101
10th
67
11th
62
POR CLE TOR
Ret
Machinists
Union
MEA MIS POC MDO ROA NZR
Racing
Ret
LS
MIA
Ret
1989 TrueSports
PHX LBH INDY MIL
11
DNS
10
DET POR CLE MEA TOR MIS

2
Ret
POC MDO ROA NZR

8
Ret
LS
4
1991 TrueSports
SRF LBH PHX INDY MIL
5
Ret
Ret
Ret
Ret
DET POR CLE MEA TOR MIS

17
Ret
Ret
Ret
DEN VAN MDO ROA NZR

5
Ret
Ret
1992 TrueSports
SRF PHX LBH INDY DET POR MIL NHA TOR MIS
Ret
Ret
Ret
10
11
Ret
CLE ROA VAN MDO NZR

7
10
LS
14
LS
7
Scott Pruett
296
1993ProFormance
Motorsports SRF PHX LBH INDY MIL
7
1995
MIA SRF
4
PHX
Ret
Ret
15
LBH NZR INDY MIL DET POR ROA TOR
MIA RIO
4
Ret
12
13
Ret
CLE
Ret
MIS MDO NHA VAN

1
11
Ret
SRF
LBH NZR
500
MIL DET POR CLE TOR
11
Ret
12
LBH
NZR
RIO
STL
10
Ret
10
Ret
10
MIS MDO ROA VAN

Ret
Ret
Ret
MIA SRF
5
MIL DET POR CLE TOR

9
Ret
17
Ret
Ret
Patrick
Racing
MIA MOT LBH

5
Ret
12
NZR
RIO
STL
Ret
Ret
NZR
RIO
STL
10
Ret
14
MIL DET POR CLE TOR

10
MIS MDO ROA VAN

4
Ret
LS
Ret
MIA MOT LBH

Ret
Ret
15
MIL POR CLE ROA TOR

17
Ret
Ret
Ret
MIS
Ret
14
15
DET MDO CHI VAN

8
17
82
9th
102
6th
121
19th
28
HOU SRF FON

11
Ret
1999Arciero-Wells
Racing
10th
FON
Ret
112
LS
LS
7th
MIS MDO ROA VAN

9
12
LS
Patrick
Racing
1998
LS
Ret
Patrick
Racing
1997
DET POR CLE TOR MIS NHA ROA VAN MDO NZR
DNQ
Patrick
Racing
1996
19th
LS
Ret
13
19
20
21
HOU SRF FON

10
Ret
Complete V8 Supercar results

Year Team
10
11
12
13
16
17
18
22
23
24
25
26 Final Points
Pos
1997 Alan
CDL
PHI
SAN SYM WIN ECR
LKS
PTH MAL OPK SAN BAT
Jones
NC
0+
WIN
HDV HDV TOW TOW PHI BAT SUR SUR SYM SYM SAN SAN SYD SYD NC
0+
R12
R13
11
Racing
2010 Lucas YMC YMC BHR BHR ADE ADE HAM HAM QLD QLD WIN
Dumbrell R1
R2
R3
R4
R5
R6
R7
R8
R9
R10
R11
R14
R15
R16
R17 R18
Motorsport
R19
R20
Ret
Ret
R21
R22
R23
R24
R25
R26
+ Not Eligible for points

Non Championship Races
References
[1] (http:/ / sports. espn. go. com/ rpm/ racing/ notebook?page=notebook/ RacingNotes20080924)
9. http:/ / www. experts123. com/ q/ should-kevin-harvick-have-been-penalized-for-his-accident-with-scott-pruett.

html?utm_expid=13366266-1&utm_referrer=https%3A%2F%2Fwww.google.com%2F
External links
Scott Pruett (http://www.racing-reference.info/driver/Scott_Pruett) driver statistics at Racing Reference
Scott Pruett
297
Sporting positions
Precededby
Terry Borcheller
Grand-Am Daytona Prototype

Champion
2004
with Max Papis
Succeededby
Max Angelelli
Wayne Taylor
Precededby
Jon Fogarty
Alex Gurney

Champion
2008
with Memo Rojas
Succeededby
Jon Fogarty
Alex Gurney
Precededby
Jon Fogarty
Alex Gurney

Champion
2010, 2011, 2012
with Memo Rojas
Succeededby
Incumbent
Achievements
Precededby
Bill Vukovich III
Indianapolis 500 Rookie of the Year

1989
with Bernard Jourdain
Succeededby
Eddie Cheever
Brian Redman
298
Brian Redman
Brian Redman
Born
9 March 1937
Nationality
British
Active years
1968, 19701974
Teams
Cooper, Williams, Surtees, McLaren, BRM, Shadow
Races
15 (12 starts)
Championships 0
Wins
Podiums
Career points
Pole positions
Fastest laps
First race
1968 South African Grand Prix
Last race
1974 Monaco Grand Prix
Brian Herman Thomas Redman[1] (born 9 March 1937 in Colne, Lancashire and educated at Rossall School,
Fleetwood, Lancashire,[]) is an English racing driver.
He was very successful in sportscar racing and the World Sportscar Championship, winning the 1970 Targa Florio
with a Porsche 908 and the 12 Hours of Sebring twice, in 1975 with a BMW Coup, in 1978 with a Porsche 935 and
the Spa-Francorchamps 1000km race 4 times (19681970, 1972). He was for many years associated with the
Chevron marque, founded by fellow-Lancastrian Derek Bennett.
Brian Redman
299
Career
Redman drove for Shadow Racing Cars both in CanAm and in Formula One. He also appeared in McLaren, Cooper
and Alfa Romeo cars.
He participated in 15 World Championship Grands
Prix, debuting on 1 January 1968. He achieved one
podium in the 1968 Spanish Grand Prix in third place
behind Graham Hill and Denny Hulme in a Cooper
BRM. He then had an accident at the Belgian Grand
Prix at Spa-Francorchamps, crashing his Cooper-BRM
at Malmedy corner; he survived with a broken arm. He
scored a total of 8 championship points with two 5th
places in 1972, at the Monaco Grand Prix and the
German Grand Prix driving a Yardley McLaren.
Redman driving a Ferrari 312PB at the Nrburgring in 1972
He was offered various other Formula One drives, but

did not particularly enjoy the atmosphere of F1 even in
the 1970s, preferring sports car racing. He achieved
spectacular success in this category of racing,
particularly in 1969 and 1970 as a Porsche works
driver; in 1970 he drove a Porsche 917K and a Porsche
908/03 with former works Aston Martin racing team
manager John Wyer's Gulf-sponsored team in 1970,
winning a handful of races with Jo Siffert, including the
grueling Targa Florio in Sicily. The conservative
Redman decided to retire from his dangerous
profession, getting a job as a Volkswagen car
dealership manager in South Africa in 1971. But this
Redman driving an Alfa Romeo Tipo 33 TT 12 at the Nrburgring in
only lasted for 4 months, as he did not like the political
1974
atmosphere of South Africa; and he returned to his
home county of Lancashire in Northern England. He didn't have a drive; although Wyer contacted Redman and
offered him a drive in the Targa Florio. After being asked by Wyer to start the race (because he did not want Siffert
and Pedro Rodrguez (who had an intense track rivalry) on the dangerous and demanding track at the same time),
Redman crashed his and Siffert's Porsche 908/03 20 miles into the first lap and was injured. Thinking his career was
finished, he then found himself signing a one-race deal to drive for Scuderia Ferrari's sportscar team at the Kyalami 9
Hours race in South Africa that year. He and Clay Regazzoni won the race, and he then received a full-time offer
from Ferrari for the 1972 season. He won a number of races (most notably his fourth Spa 1000km race) and the
Ferrari team won every race in the series that year except for Le Mans, an event they did not participate in. He also
raced for Ferrari in 1973, winning the Nrburgring 1000km race with Jacky Ickx.
Redman then moved to the United States and then won the American F5000 championship three times in a row from
19741976 against considerable opposition, including Mario Andretti and Al Unser, driving a Jim Hall/Carl Haas
entered Lola. But in 1977 he had a serious accident in his Lola F5000 car at the Mont-Tremblant circuit near St.
Jovite; it took him 9 months to recover; but he returned to racing on a spectacular note by winning the 12 Hours of
Sebring in 1978 driving a Porsche 935. Later in his career he achieved more success in endurance racing, winning
the 1981 IMSA GT championship. His last year of professional racing was in 1989 at the age of 52; driving for the
works Aston Martin team in the World Sportscar Championship.
Brian Redman
300
Redman now lives in Florida and is very active in historic racing. He drives a Porsche 908/03 for the Collier
Collection and appears at the Goodwood Festival of Speed every year.
Legacy
Road America hosts The HAWK with Brian Redman for vintage cars, one of the largest and most prestigious
vintage racing events in the U.S.
Redman was inducted in the Motorsports Hall of Fame of America in 2002 in the sports cars category.[2]

(key)
Year Entrant Chassis
1968 Cooper
Car
Company
1970
Engine
10
11
12
13
14
15
Cooper Maserati RSA

T81B
V12
Cooper
BRM
T86B
V12
Rob
Lotus
Walker
49C
19th
NC
NC
14th
NC
NC
Ret
ESP MON BEL NED FRA GBR GER ITA CAN USA MEX
3
Ret
Cosworth RSA ESP MON BEL NED FRA

V8
WDC Points
DNS
Racing
Team
Frank
De
GBR GER AUT ITA CAN USA MEX
Williams Tomaso
Racing
DNS DNQ
505
Cars
1971
Team
Surtees
Surtees Cosworth RSA ESP MON NED FRA GBR GER AUT ITA CAN USA
TS7
V8
1972 Yardley McLaren Cosworth ARG RSA ESP MON BEL FRA GBR GER AUT ITA CAN
Team
M19A
V8
Marlboro
BRM
BRM
USA
BRM
P180
V12
Ret
McLaren
1973 Shadow Shadow Cosworth ARG BRA RSA

Racing
DN1
ESP BEL MON SWE FRA GBR NED GER AUT ITA CAN USA
V8
DSQ
Team
1974
UOP
Shadow
Shadow Cosworth ARG BRA RSA

DN3
V8
ESP BEL MON SWE NED FRA GBR GER AUT ITA CAN USA
7
18
Ret
Racing
Team
References
External links
"Porsche experience" interview of Brian Redman (http://www.classicrallies.com/view_experience/3)
"Targa 66 club" started by Brian Redman (http://www.targa66.com)
Pedro Rodrguez
301
Pedro Rodrguez
Pedro Rodrguez
Born
18 January 1940
Mexico City, Mexico
Died
11 July 1971 (aged31)

Nuremberg, Germany
Nationality
Mexican
Active years
1963 - 1971
Teams
Ferrari, Lotus, Cooper, BRM
Races
54
Championships
Wins
Podiums
Career points
71
Pole positions
Fastest laps
First race
First win
Last win
1970 Belgian Grand Prix
Last race
Pedro Rodrguez
302
Pedro Rodrguez de la Vega (18 January 1940 in Mexico City,

Mexico 11 July 1971 in Nuremberg, Germany) was a Mexican
Grand Prix motor racing driver. He was born in Mexico City and was
the older brother of Ricardo Rodrguez.
Personal
Rodrguez was the first son from the marriage of Pedro Natalio
Rodrguez and Concepcin "Conchita" Rodrguez (ne de la Vega),
and had three brothers, Federico, Ricardo, and Alejandro, and a
younger sister, Conchita.
Rodrguez in his BRM P133 in German GP 1968
At 15, his father sent him to Western Military Academy in Alton, Illinois in order to learn English and to get more
discipline.[1]
Rodrguez brothers raced bicycles and motorcycles, becoming Mexican national motorcycle champion in 1953 and
1954. He made his international debut in cars at Nassau in 1957 in a Ferrari.
He married Angelina (ne Dammy), in Mexico since 1961, although he had a girlfriend in England, Glenda
Foreman, with whom he lived in Bray on Thames in his latter years, but left no children.[2] Rodrguez disliked
driving in urban traffic, which he considered too dangerous, preferring to use a driver.[citation needed]
Rodrguez always traveled with a Mexican flag and a record of the national anthem because when he won the 1967
South African GP the organizers did not have the Mexican anthem.[3]
Jo Ramrez was a very close friend to both Rodrguez as well as his younger brother Ricardo.
Career
At 18 Rodrguez shared a Ferrari 500 Testa Rossa at 24 Hours of Le Mans, entered by U.S. importer Luigi Chinetti,
with Jos Behra, brother of Jean Behra, as his co-driver. Rodrguez came back every year to Le Mans, fourteen times
in total, and won in 1968, co-driving with Belgian Lucien Bianchi, sharing a Ford GT40 for the JWGulf team.
After his brother was killed in a horrific accident while practicing for the Mexican Grand Prix, Rodrguez considered
retiring from racing. However, in 1963 he won at Daytona International Speedway and took part in his first Grand
Prix for Lotus at the Watkins Glen and Magdalena Mixhuca. He competed in Formula One sporadically through
1966 with Ferrari and Lotus.
At the start of the new season of 1967, Rodrguez won in only his ninth Grand Prix, at Kyalami.[4] Cooper manager
Roy Salvadori allowed Rodrguez to drive the practice car, over the objections from teammate Jochen Rindt, who
had demanded Rodrguez's car, with strong support from Rindt's close friend Jackie Stewart. Rodrguez's smooth,
consistent driving earned him victory after Denny Hulme had had a lengthy pit stop and local privateer John Love's
Tasman Cooper needed a late fuel stop. Rindt, by contrast, retired the other Cooper-Maserati after 38 laps. Rodrguez
drove a controlled season in 1967 as No. 2 to Rindt. Though usually slower than his teammate, he built up
experience in the older and heavier T81, while Rindt was given the improved T81B and later the brand new
T86[5]Wikipedia:Please clarify and was also slowed by a mid-season accident. Nevertheless, Rodrguez was only
marginally slower than Rindt in the Dutch Grand Prix,[6] also the only other race in the season where the Coopers
were competitive.
Pedro Rodrguez
303
His performance at Zandvoort earned Rodrguez a better drive with,
BRM in 1968.[7] Rodrguez proved himself excellent in the wet at
Zandvoort and Rouen where he got his only fastest lap in F1 during the
French GP.[8] Lack of power meant he had to settle for second behind
Bruce McLaren in Belgian GP at Spa.[9][10]
The BRM P133 faded through the year from lack of testing time after
the death of Mike Spence, who team's owners favoured.[citation needed]
Nevertheless, Rodrguez led the Spanish Grand Prix from Chris Amon
Rodrguez at the 1968 Dutch Grand Prix
for 28 laps until he made a mistake and spun off.[11] At the end of the
year, despite Rodrguez's good performances, BRM team manager Sir
Louis Stanley released Rodrguez to the Parnell BRM privateer team for, to some, inexplicable reasons, in favour of
the inexperienced Jackie Oliver.
The Reg Parnell Racing BRMs proved to have hopeless engines, and after Monaco,[12] Rodrguez left and signed for
Ferrari for the remainder of the 1969 Grand Prix and sports car series.
Reentering F1 in the British Grand Prix,[13] Rodrguez matched teammate Amon's pace in practice and led Amon by
a whisker in the race. The uncompetitive 312s ran midfield until Rodrguez's car broke and Amon's engine blew for
the second race in a row. Given the hopelessness of the 312 V12, the frustration of his drivers, and the slow progress
with getting the new flat-12 F1 car ready, Enzo Ferrari would rather have run two Italian drivers for the rest of the
season, but the Brambilla brothers, Vittorio and Ernesto, proved too slow. So Ferrari ran Rodrguez in the last four
races of the season, in NART American racing colours for the North American races, but still, effectively, as a
Ferrari works team. In the underpowered car, Rodrguez managed a 4th in 1968;[14] 6th in 1964,[15] 1967[16] and
1970;[17] and 7th in 1965[18] and 1969;[19] places in his six home races in Mexico, but Ferrari didn't offer him a ride
for 1970.
BRM only offered him a ride in 1970 after John Surtees decided to leave to set up his own team at the last minute.
For most of 1970, Stanley clearly favoured Jackie Oliver as number one driver, perhaps partly in response to
Stewart's opinion of Rodrguez and possibly because of his "old-boys' club" of Englishmen at the team.[citation needed]
At Spa, Rodrguez won with his BRM P153 over the new March of Chris Amon for just 1.1 seconds and with an
incredible average speed of 149.94 mph (241.25 Km/h), then the highest average speed in the history of F1,[20]
Jean-Pierre Beltoise got the third place in Matra.[21]
The power of the V12 engines was particularly suited to the fast circuits with few really slow corners, such as Spa,
Monza, and to a degree Brands and Nrburgring, and that was usually the case with the BRMs, Matras, and Weslake
engined cars. A strong drive at St Jovite saw him finish 4th. Only the need to pit in the last laps for fuel at Watkins
Glen, robbed him of a victory in the United States Grand Prix, the highest paying event of the year at the time,
US$50,000.[22]Wikipedia:Please clarify The winner was a young man named Emerson Fittipaldi (23), who got the
first victory of his career in F1, Reine Wisell from Lotus got the third place in the podium.[23]
The 1971 season could have seen him as a championship contender, with a BRM P160 being prepared by Tony
Southgate, and for once BRM did have consistently good engines. The BRM team, however, was overextended,
trying to run three, and later four, cars. Pedro challenged Jacky Ickx magnificently in the rain during the Dutch
Grand Prix, but just failed to win.[24][25]
Pedro Rodrguez
304
Death
Rodrguez was killed in an Interserie sports car race at Norisring in Nuremberg, Germany, on 11 July 1971. While he
was driving for the lead, a slower car driven by Kurt Hild edged him into the wall and his prototype burst into
flames. The Mexican sadly died shortly after he was extricated from the wreck.[26] Rodrguez was at the wheel of a
Ferrari 512M of Herbert Mller Racing, his friend and teammate at the Targa Florio in 1971.
Legacy
Pedro Rodrguez was considered the best driver of his era in the wet,[27][28] and after many years racing for Ferrari in
the World Championship of Makes for sports cars, he signed for JW-Gulf-Porsche in 1970. He became two-time[29]
world champion driver in the fearsome Porsche 917 together with his co-driver Leo Kinnunen (the sportscars series
was run by teams in shifts).[30][31] He developed into one of the sport's great all-rounders, racing CanAm, NASCAR,
rallies and even becoming North American Ice Racing champion in 1970, invited by the Alaska Sports Car Club
from Anchorage, the race was in Sand Lake. In his NASCAR career, Rodrguez earned two top tens, including a 5th
in the 1965 World 600.[32] Along with Jo Siffert, he was considered the bravest driver in motorsport, an example of
this being the two touching through the then-very narrow and very dangerous Eau Rouge corner in the rain in their
917s at the start of the 1970 1000km of Spa-Francorchamps.
Commemoration
The first hairpin at Daytona International Speedway (the right-hand
hairpin) is named the Pedro Rodrguez curve,.[33] In 1973 the Mexico
City race track Magdalena Mixuhca, where F1, Champ Car, NASCAR
and other series race was renamed for him and Ricardo: Autdromo
Hermanos Rodrguez (Autodrome Brothers Rodrguez).
In July 2006, a bronze plaque was placed at the site of his crash in
Nuremberg, a joint effort by Scuderia Rodrguez (the friends and
family foundation) and the city authorities.[34][35] The Scuderia keeps
alive the memory of both Rodrguez brothers, serving as register for
Rodrguez memorabilia and cars, and certifying them. Its Secretary
General, Carlos Jalife, published the Rodrguez brothers' biography in
December 2006, with an English translation ready for sale [36][37] in
United States, Canada, and England which won the Motor Press Guild
Book of the Year award in 2009.[38]
Racing record
Formula One World Championship results
Rodrguez at Paul Ricard in 1971
Pedro Rodrguez
Year
Entrant
1963 Team Lotus
305
Chassis
Engine
10
Lotus
25
Climax
V8
MON BEL
NED FRA GBR GER ITA USA MEX RSA

Ret Ret
11
12
13
WDC Pts.
NC
1964
North
American
Racing
Team
Ferrari
156
Aero
Ferrari
V6
MON NED
BEL
FRA GBR GER AUT ITA
USA MEX
6
22nd
1965
North
American
Racing
Team
Ferrari
1512
Ferrari
V12
RSA MON BEL
FRA GBR NED GER ITA
USA MEX
5
7
14th
Lotus
33
Climax
V8
MON BEL
NC
6th
15
6th
18
14th
7th
23
10th
1966 Team Lotus
FRA GBR NED

Ret
Lotus Cosworth
F2 44
Straight-4
Lotus
33
GER ITA
Ret
BRM V8
USA MEX
Ret Ret
1967 Cooper Car Cooper Maserati

Company
T81
V12
RSA MON NED BEL FRA GBR GER CAN ITA

1
5
Ret
9
6
5
11
1968
RSA
Ret
USA MEX
6
Owen
BRM
Racing
P126
Organisation
BRM
V12
BRM
P133
BRM
V12
BRM
P138
BRM
V12
BRM
P126
BRM
V12
Scuderia
Ferrari
Ferrari
312
Ferrari
V12
North
American
Racing
Team
Ferrari
312
Ferrari
V12
1970
Yardley
Team BRM
BRM
P153
BRM
V12
RSA
9
ESP MON BEL NED FRA GBR GER AUT

Ret
6
1
10
Ret Ret Ret
4
ITA
Ret
1971
Yardley
Team BRM
BRM
P160
BRM
V12
RSA
Ret
ESP MON NED FRA GBR GER AUT ITA

4
9
2
Ret
CAN USA
1969 Reg Parnell

Racing
ESP MON BEL NED FRA GBR GER

Ret
Ret
2
3
NC Ret
6
CAN USA MEX

3
Ret
4
ITA
Ret
RSA
Ret
ESP MON
Ret
Ret
NED FRA GBR GER ITA
DNA
Ret
6
CAN USA MEX
Ret
5
7
CAN USA MEX

4
2
6
Pedro Rodrguez
306
Pedro Rodrguez at Ferrari
1962 Le Mans-winning Ferrari 330 TRI-LM,

bought by the Rodrguezes through NART.
Rodrguez raced several times in it.
Year
Race
Team
Car
Pos.
Co-driver
1957
Nassau Trophy
NART
500 TR
Ret.
Solo
1957
Governor's Trophy
NART
500 TR
Solo
1958
24 Hours of Le Mans
NART
500 TR
Jos Behra
1958
Governor's Trophy
NART
TR 58
Solo
1958
Ferrari Classic
NART
TR58
Solo
1958
Nassau Trophy
NART
TR 58
Solo
1959
II Circuito del Moral
NART
TR 58
Solo
1959
12 Hours of Sebring
NART
TR58
Ret.
Paul O'Shea
1959
1000 km Daytona
NART
TR58
No started
1959
VII Circuito Avndaro
NART
58TR
Solo
1959
Kiwanis GP Riverside
NART
250 TR
Ret.
Solo
1959
Governor's Trophy
NART
TR59
Solo
1959
Nassau Trophy
NART
TR59
13
Solo
1960
Cuban GP
NART
TR59
Solo
1960
12 Hours of Sebring
NART
Dino 196S
Ret.
Ricardo Rodrguez
1960
Targa Florio
NART
Dino 196S
1960
1000 km Nrburgring
NART
Dino 196S
Ret.
Ricardo Rodrguez
1960
24 Hours of Le Mans
NART
TRI60
Ret.
Ludovico Scarfiotti
1960
Governor's Trophy
NART
TR59/60
Ret.
Solo
1960
Nassau Trophy
NART
TR59/60
Ricardo Rodrguez
1961
12 Hours of Sebring
NART
TR59/60
Ricardo Rodrguez
1961
1000 km Nrburgring
NART
TRI/60
Ricardo Rodrguez
1961
24 Hours of Le Mans
NART
TRI/61
Ret.
Ricardo Rodrguez
1961
I GP Independencia
250 GT Cal
Solo
1961
GP Canada Sport
NART
TRI/61
Solo
1961
1000km Montlhry
NART
250 GT SWB
Ricardo Rodrguez
1961
Governor's Trophy
NART
TRI/61
Solo
7/1 Sport-2 Ricardo Rodrguez
Pedro Rodrguez
307
1961
Nassau Trophy
NART
TRI/61
Solo
1962
12 Hours of Sebring
NART
246 SP
Ret.
Ricardo Rodrguez
1962
12 Hours of Sebring
NART
Dino 246S
Ret.
Grossman x Connell
1962
1000 km Nrburgring
NART
268 SP
Ricardo Rodrguez
1962
24 Hours of Le Mans
SpA Ferrari SEFAC
246 SP
Ret.
Ricardo Rodrguez
1962
Double 400 Bridgehampton
NART
330 TRI/LM
Solo
1962
GP Canada Sport
NART
330 TRI/LM
Solo
1962
1000km Montlhry
NART
250 GTO
Ricardo Rodrguez
1963 Continental 3 Hours of Daytona
NART
250 GTO
Solo
1963
12 Hours of Sebring
NART
330 TRI/LM
Graham Hill
1963
24 Hours of Le Mans
NART
330 TRI/LM
Ret.
Roger Penske
1963
Governor's Tophy
NART
250 P
Solo
1963
Nassau Trophy
NART
250 P
Solo
1964
CC 250 M Daytona
NART
250 LM
Ret.
Solo
1964
Continental 2000Km Daytona
NART
250 GTO
Phil Hill
1964
12 Hours of Sebring
NART
330 P
Ret lap 40
John Fulp
250 GTO
Piper/xGammino
12 Hours of Sebring
1964
24 Hours of Le Mans
NART
330 P
Ret
S. Hudson
1964
12 Hours of Reims
NART
250 GTO
11
Nino Vaccarella
1964
Player's Quebec
NART
275 P
Solo
1964
Double 500 Bridgehampton
NART
275 P
Solo
1964
GP Canada Sport
NART
330 P
Solo
1964
1000km Montlhry
NART
250 GTO
Jo Schlesser
1964
GT+22 Oakes Field
NART
250 GTO
7/1 class
Solo
1964
Nassau Tourist Trophy
NART
250 GTO
6/1 class
Solo
1964
Governor's Trophy
NART
330 P
4/1 class
Solo
1964
Nassau Thophy
NART
330 GTO
3/2 class
Solo
1965
Continental 2000km Daytona
NART
330 P2
Ret.
John Surtees
Continental 2000km Daytona
NART
275 P
Ret.
Hansgen x
1965
12 Hours of Sebring
NART
330 P
Ret.
Graham Hill
1965
24 Hours of Le Mans
NART
365 P2
7/1 class
Nino Vacarella
1965
12 Hours of Reims
NART
365 P2
Jean Guichet
1965
Double 500 Bridghampton
NART
250 GTO
2/1 class
Solo
1965
GP Canada Sport
NART
365 P2
Solo
1966
24 Hours of Daytona
NART
365 P2
Mario Andretti
1966
12 Hours of Sebring
NART
365 P2
Ret.
Mario Andretti
1966
1000 km Nrburgring
NART
Dino 206 S
Richie Ginther
1966
24 Hours of Le Mans
NART
330 P3
Ret.
Richie Ginther
1966
200 M Bridgehampton
NART
Dino 206 S
Ret.
Solo
Pedro Rodrguez
308
1966
200 M Laguna Seca
NART
Dino 206 S
18
Solo
1966
Governor's Trophy
NART
275 GTB/C
7/1 class
Solo
1966
Nassau Trophy
NART
Dino 206 S
7/1 class
Solo
1967
24 Hours of Daytona
NART
412 P
Jean Guichet
1967
12 Hours of Sebring
NART
206 S
Ret.
Jean Guichet
1967
1000 km Monza
NART
412 P
Ret.
Jean Guichet
1967
24 Hours of Le Mans
NART
412 P
Ret.
Giancarlo Baghetti
1967
12 Hours of Reims
NART
Dino 206 S
Ret.
Jean Guichet
1968
24 Hours of Daytona
NART
Dino 206 S
Ret.
Kold
1968
Brands Hatch GP
NART
275 ML
Pierpoint
1969
12 Hours of Sebring
NART
330 P3
Ret.
Parsons
1969
6 Hours of Brands Hatch
NART
312 P
Chris Amon
1969
1000 km Monza
NART
312 P
Ret.
Schetty
1969
1000 km Spa
NART
312 P
David Piper
1969
1000 km Nrburgring
NART
312 P
Chris Amon
1969
24 Hours of Le Mans
NART
312 P
Ret.
David Piper
1969
200 M Bridgehampton
NART
312 P
Solo
1970
200 M Mid Ohio
NART
512 S
11
Solo
1970
200 M Elkhart Lake
NART
512 P
Solo
1971
200 miles of Norisring
Private
512 M
Died
Solo
Pedro Rodrguez in Porsche
Pedro Rodrguez won the World Champion of Makes in 1970 and 1970 World in
this Porsche 917
Pedro Rodrguez
309
Year
Race
Team
1970
24 Hours of Daytona
1970
12 Hours of Sebring
Car
Pos.
Co-driver
John Wyer 917K
Kinnunen/Redman
John Wyer
917K
Kinnunen/Siffert
1970 1000km of Brands Hatch John Wyer 917K
Leo Kinnunen
1970
1000 km Monza
John Wyer 917K
Leo Kinnunen
1970
Targa Florio
John Wyer
908-3
Leo Kinnunen
1970
1000 km Spa
John Wyer
917K
Ret.
Leo Kinnunen
1970
1000 km Nrburgring
John Wyer
908-3 Ret.
Leo Kinnunen
1970
24 Hours of Le Mans
John Wyer
917K
Ret.
Leo Kinnunen
Leo Kinnunen
1970 6 Hours of Watkins Glen John Wyer 917K

1970
1000 km Zeltweg
John Wyer
917K
Ret.
Leo Kinnunen
1971 1000 km of Buenos Aires
John Wyer
917K
Ret.
Jackie Oliver
1971
24 Hours of Daytona
John Wyer 917K
Jackie Oliver
1971
12 Hours of Sebring
John Wyer
917K
Jackie Oliver
1971
1000 km Brands Hatch
John Wyer
917K
Ret.
Jackie Oliver
1971
1000 km Monza
John Wyer 917K
Jackie Oliver
1971
1000 km Spa
John Wyer 917K
Jackie Oliver
1971
Targa Florio
John Wyer
908-3 Ret.
1971
1000 km Nrburgring
John Wyer
908-3
Oliver/Siffert
1971
24 Hours of Le Mans
John Wyer 917LH
18
Jackie Oliver
1971
1000 km Zeltweg
John Wyer 917K
Richard Attwood
Herbert Mller
Pedro Rodrguez in the 24 Hours of Le Mans

Year
Team
Num.
Car
Cat.
Co-driver
Grid
Engine
1958
North American Racing Team
25
Ferrari 500 TR58
OSCA Automobili
51
OSCA Sport 750TN
S 2.0
Jos Behra
33
Scuderia Ferrari SpA
12
Ferrari 250 TRI/60
S 750
Ricardo Rodrguez
11
17
Ferrari 250 TRI/61
S 3.0
S 3.0
Ludovico
Scarfiotti
Ricardo Rodrguez
47
SpA Ferrari SEFAC
28
Ferrari Dino 246 SP
10
Ferrari 330 TRI/LM

Ferrari 4.0L V12
305
23h
E 3.0
Ricardo Rodrguez
32
Ferrari 2.4L V6
1963
22
3h
Ferrari 3.0L V12

1962
32
5h
Ferrari 3.0L V12

1961
119
12h
OSCA 0.7L L4
1960
Result
Hours
Ferrari 2.0 L4
1959
Laps
174
13h
P
+3.0
Roger Penske
113
9h
Retire
(Cooling)
Retire
(Water
pump)
Retire
(Fuel)
Retire
(Engine)
Retire
(Gear box)
Retire
(Accident)
Pedro Rodrguez
1964
310
15
Ferrari 330 P
P 5.0
Skip Hudson
Ferrari 4.0 L V12

1965
18
Ferrari 365 P2/P1
5h
P 5.0
Nino Vaccarella
Ferrari 4.4 L V12

1966
27
Ferrari 330 P3
Spyder
25
Ferrari 330 P3
P 5.0
Richie Ginther
1969

Engineering
SpA Ferrari SEFAC
18
Ford GT40 Mk I
P 5.0
Giancarlo Baghetti
S 5.0
Lucien Bianchi
John Wyer Automotive Engineering
21
Porsche 917K
P 3.0
David Piper
18
Porsche 917L
S 5.0
Leo Kinnunen
331
223
22
4h
S 5.0
Jackie Oliver
Porsche 4.9 L Flat 12
Sources
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
144
16h
Porsche 4.9 L Flat 12

1971
Retire
(Gear box)
Retire
(Pistons)
Winner
24h
Ferrari 3.0 L V12

1970
151
11h
Ford 4.9 L V8
Ferrari 312 P Coup
10h
Ferrari 4.0 L V12

1968
320
Retire
(Engine)
24h
Ferrari 4.0 L V12

1967
58
Los Hermanos Rodrguez book, pp.45-46

http:/ / misc. thefullwiki. org/ Pedro_Rodriguez
Los Hermanos Rodrguez book, p. 381
http:/ / www. formula1. com/ results/ season/ 1967/ 561/
Los Hermanos Rodrguez. 2006, pp. 389 & 395.
[9] http:/ / www. formula1. com/ results/ season/ 1968/ 552/

[10] Klaus Ewald (http:/ / www. klaus-ewald. de/ pedro1. htm) .
[20] Los Hermanos Rodrguez. 2006, p. 503
[22] Los Hermanos Rodrguez. 2006, p. 521
[24] http:/ / www. grandprix. com/ gpe/ rr201. html
[26] http:/ / en. espnf1. com/ brm/ motorsport/ driver/ 858. html
[27] http:/ / www. oldracingcars. com/ driver/ Pedro_Rodriguez
[28] Ramrez, Jo. Mi vida en la Frmula Uno, pp. 95 & 105; Los Hermanos Rodrguez book, pp.489, 490, 573 & 581.
[29] Book: Los Hermanos Rodrguez. 2006, p. 575
[30] http:/ / www. porsche917. com. ar/ xhistoria1970_1. htm
14h
Retire
(Oil leak)
Retire
(Engine)
Retire
(Oil leak)
Pedro Rodrguez
[31]
[33]
[34]
[35]
[36]
[37]
[38]
311
http:/ / www. porsche917. com. ar/ xhistoria1971_1. htm

http:/ / misc. thefullwiki. org/ Pedro_Rodriguez
http:/ / carloscastella. wordpress. com/ 2011/ 02/ 14/ pedro-rodriguez-de-la-vega/
http:/ / www. grandprix. com/ ns/ ns17174. html
http:/ / www. classicdriver. com/ uk/ magazine/ 3200. asp?id=14091
http:/ / www. amazon. com/ dp/ 1893618897?keywords=carlos+ jalife-villalon
http:/ / www. motorpressguild. org/ dean-batchelor-award
The Brothers Rodrguez (http://www.amazon.com/dp/1893618897?keywords=carlos+jalife-villalon) book by

Carlos Eduardo Jalife-Villaln, August 2007
External links
History of Norisring races (http://www.norisringhistorie.de)

GrandPrix.com (http://www.grandprix.com/gpe/drv-rodped.html)
Fan Page (http://home.scarlet.be/~mathiasg/rodriguez.htm)
Career stats, courtesy GrandPrixStats.com (http://www.f1-stats.de/en/drivers/details.php?d=578)
Sporting positions
Precededby
Dan
Gurney
A. J. Foyt

Mans
1968 with:
Lucien Bianchi
Succeededby
Jacky Ickx
Jackie Oliver
Rolf Stommelen
312
Rolf Stommelen
Rolf Stommelen
Born
11 July 1943
Died
24 April 1983 (aged39)

Nationality
German
Active years
19691976, 1978
Teams
Brabham, Surtees, March, Lola, Hill, Arrows, Eifelland
Races
63 (54 starts)
Championships 0
Wins
Podiums
Career points
14
Pole positions
Fastest laps
First race
Last race
Rolf Johann Stommelen[1] (11 July 1943 24 April 1983) was a racing driver from Siegen, Germany. He
participated in 63 Formula One World Championship Grands Prix, achieving one podium, and scored a total of 14
championship points. He also participated in several non-Championship Formula One races.
One of the best endurance sports car racing drivers of the 1960s, 1970s and early 1980s, Stommelen won the 24
Hours of Daytona 4 times; in 1968, 1978, 1980 and 1982 and the Targa Florio in 1967 in a Porsche 910.
Rolf Stommelen
313
Career
Stommelen driving for Brabham at the 1976

German Grand Prix.
Stommelen won the pole position for the 1969 24 Hours of Le Mans in
a Porsche 917 a year after finishing third in a Porsche 908. In this year,
he became the first man to reach speeds exceeding 350km/h
(217mph) on the Mulsanne Straight in his Porsche 917 LH. In 1970,
he made his Formula One debut with Brabham with sponsorship
obtained from the German magazine "Auto Motor und Sport" and
raced both sportscars (Toj and Porsche works teams) and Formula 1
throughout the 1970s.
Unfortunately, he would play a role in the end of the Spanish Grand
Prix's tenure at Montjuich Park in Barcelona when he crashed there in
the 1975 race after the rear wing of his Embassy-Hill- Lola broke,
resulting in the deaths of four spectators and him being seriously
injured.
After his recovery, Stommelen returned to sports car racing, winning
races for Alfa Romeo and also winning the 24 Hours of Daytona a
further three times.
In 1976 Stommelen had the honor to drive the maiden race of the
Porsche 936 at the 300km Nrburgring race. With a black body and
without the air-intake, the 936 of this race became known as the black
widow. He qualified second, between the factory Renault Alpine A442 of Patrick Depailler and Jean-Pierre Jabouille
on first and third. The Renault team was eager to win at Porsche's home soil. On the racing day in hard rain,
Stommelen managed to overtake the Renault in front right after the start. Now in the lead, he rushed towards the
Nordkehre, braked and let deliberately room for the Renaults in pursuit to overtake. The Renaults, wanting to take
back the lead after 2 of 300km, rushed past Stommelen into the water puddles and crashed into the catch-fences in
tandem, with Stommelen taking back the lead again. This led to the saying "On the Nordschleife, you can never
brake later than Rolf Stommelen!". After the sixth lap, the throttle cable of the 936 stuck in the "open" position. But
instead of giving up, Stommelen continued the race by turning off the master switch at the bends to brake, and
turning on the master switch again after the bends to accelerate throughout the rest of the race, mastering an
unbelievable second place at the end of the race.[2]
Stommelen driving a Porsche in 1977.
In 1978 he was given the task by the Porsche factory to pilot the mighty Porsche 935 "Moby Dick" in Martini
Colors. The 78 "Moby Dick" had a 3.2 liter Turbo Engine that produced 845 HP and Stommelen was with 235mph
(365km/h) the fastest man on the Mulsanne Straight, faster than the prototypes like the Porsche 936 and the finally
winning A442B. Due to high fuel-consumption of the engine, Stommelen had to pit too often to battle for the win.[3]
He continued at Le Mans with the Porsche 935, nearly winning the 24 hours of Le Mans with Dick Barbour and
actor Paul Newman as co-drivers in 1979 in a Porsche 935, only to be set back by a 23 minute long pit stop caused
by a stuck wheel nut. The Team would not have come so far, if Stommelen had not been constantly 25 seconds faster
than his team mates per lap.
He also drove Toj SC320 prototype sportscars with some success against the works Alfa team (Toj was a small
German manufacturer).[4]
He also competed in one NASCAR Grand National series event in 1971 at Talladega Superspeedway in a former
Holman-Moody Ford which Mario Andretti used to win the 1967 Daytona 500, which was rebuilt as a Mercury
Cyclone, with Jake Elder as crew chief. That car eventually was sold to independent driver Darrell Waltrip to use a
Rolf Stommelen
314
year later in his Winston Cup Series debut in 1972, starting a career which led to Waltrip's International Motorsports
Hall of Fame induction in April 2005.
He was also active in the German GT Championship Deutsche Rennsport Meisterschaft, winning the championship
in 1977 for the Gelo Racing Team on Porsche 935. A master at the vicious Nurburgring, he was a constant winner of
races held there.
In the 1980's he was still a sought after prototype pilot and raced successful on Kremer CK5, Lancia LC1 and
Porsche 956.
Death
Stommelen was killed in a vicious crash during an IMSA Camel GT event at Riverside International Raceway on 24
April 1983. He was running a John Fitzpatrick entered Porsche 935 with codriver Derek Bell. Stommelen had just
taken over the car from Derek Bell and was running the car at second place when the rear wing broke due to
mechanical failure at 190mph. The car became uncontrollable, slammed against a concrete wall, somersaulted and
caught fire. Stommelen died of head injuries.[5]

(key)
Year
1969
Entrant
Roy
Winkelmann
Chassis
Engine
Lotus
Ford
10
11
12
13
14
15
16
RSA ESP MON NED FRA GBR GER ITA CAN USA MEX
WDC Points
NC
11th
10
20th
NC
NC
NC
NC
20th
59B F2 Straight-4
Racing Ltd
1970
Auto Motor
Und Sport
1971
Auto Motor
Und
Sport-Eifelland
Team Surtees
1972
Team
Eifelland
Brabham Cosworth RSA ESP MON BEL NED FRA GBR GER AUT ITA CAN USA
BT33
V8
Ret
Ret DNQ
DNQ
DNS
Ret
12
MEX
Ret
Surtees Cosworth RSA

TS7
V8
12
ESP MON NED FRA GBR GER AUT ITA CAN USA
Surtees
Ret
TS9
DSQ
11
10
DNS
Ret
Eifelland Cosworth ARG RSA ESP MON BEL FRA GBR GER AUT ITA CAN USA
Type 21
13
V8
Ret
10
11
16
10
Ret
15
Caravans
1973
Ceramica
Pagnossin
Brabham Cosworth ARG BRA RSA

BT42
ESP
BEL MON SWE FRA GBR NED GER

11
V8
AUT
ITA
Ret
12
AUT
ITA
Ret
Ret
CAN USA
12
Team MRD
1974
1975
Embassy
Lola
Racing
T370
Embassy
Lola
Racing
T370
Cosworth ARG BRA RSA
ESP
BEL MON SWE NED FRA GBR GER
V8
V8
13
Lola
RSA
T371
7
ESP MON BEL SWE NED FRA GBR GER
Martini
Brabham
Alfa
Racing
BT45
Romeo
BRA RSA USW ESP
AUT
ITA
16
Ret
BEL MON SWE FRA GBR GER AUT
ITA
Ret
Flat-12
Racing
Hesketh Cosworth
308D
12
14
Ret
Hesketh
11
Cosworth ARG BRA
Hill GH1
1976
CAN USA
V8
NED
12
USA
CAN USA
JPN
Rolf Stommelen
1978
Arrows
315
Arrows Cosworth ARG BRA RSA USW MON BEL ESP SWE FRA GBR GER
Racing Team
FA1
V8
Ret
Ret
14
14
15
NC
DNQ DSQ
AUT
Arrows
NED
ITA
USA CAN
DNPQ DNPQ DNPQ
A1
16
DNPQ
Non-Championship results
Year
Entrant
Chassis
Engine
1971 Team Surtees Surtees TS9

1975 Embassy Hill
T370
Ford V8
ARG ROC QUE SPR INT RIN OUL VIC

Ret
7
Ford Cosworth DFV ROC INT

9
SUI
12
References
[2] (http:/ / www. motorsport-info. de/ Fahrer/ Rolf_Stommelen/ Rennen/ 300_km-Rennen_76/ 300_km-rennen_76. php) Motorsport-info.de
300km Nuerburgring 1976
[3] (http:/ / www. motorsport-info. de/ Fahrer/ Rolf_Stommelen/ Rennen/ Le_Mans_78/ le_mans_78. php) Motorsport-info.de Le Mans 1978
[4] http:/ / www. peter-auto-racing. com/ index. php?option=com_content& view=article& id=12%3Afordgt40& catid=14& lang=dpx_uk
[5] (http:/ / alex62. typepad. com/ imsablog/ 2006/ 01/ a_very_sad_sund. html) IMSA Blog: A very sad Sunday
Hans-Joachim Stuck
Hans-Joachim Stuck
Born
1 January 1951

Nationality
German
Active years
19741979
Teams
March, Brabham, Shadow, ATS
Hans-Joachim Stuck
316
Races
81 (74 starts)
Championships 0
Wins
Podiums
Career points
29
Pole positions
Fastest laps
First race
1974 Argentine Grand Prix
Last race

Participating years 19721973, 19801982, 19851991, 19931998
Teams
Ford, BMW Motorsport, BASF Cassetten Team GS Sport, Porsche, Joest Racing
Best finish
1st (1986, 1987)
Class wins
3 (1999)
Hans-Joachim Stuck (born 1 January 1951 in Garmisch-Partenkirchen), nicknamed "Strietzel", is a German racing
driver who has competed in Formula One and many other categories. He is the son of the legendary Hans Stuck. As
a young boy, his father taught him driving on the Nrburgring. In 1969 he started his first ever motor race at the
Nordschleife. Speaking about that day he said, "Getting to the grid was extremely exciting. All of a sudden, my
wishes to become a racer came true. I just wanted to start the race and give everybody hell!"[1] The following year, at
just 19 years of age, he won his first 24 hours race at the wheel of a BMW 2002TI. He won there again in 1998 and
2004, too, each time with a BMW touring car.
The always friendly and funny, tall and blond Bavarian, who is living in Austria, was immediately after his birth
nicknamed Strietzel by his grandmother, as she claimed that the newborn baby looked like one of the famous Stollen
cakes of her Saxony area. He is also nicknamed "Regenmeister" ("Rainmaster") for his ability to race on wet tracks.
In 1972, Stuck teamed up with Jochen Mass to drive a Ford Capri RS2600 to victory at the Spa 24 Hours endurance
race in Belgium. His campaigns racing the BMW 3.0 CSL "Batmobile" were very successful in 1974 and 1975, in
the German DRM as well as in the USA together with Ronnie Peterson. Later in the 1970s he raced the
turbo-charged BMW 320i.
After some success in Formula 2 with a March-BMW, he also entered F1 with March. Overall, Stuck participated in
81 Grands Prix, debuting on 13 January 1974. He achieved 2 podiums and scored 29 championship points. Stuck
was quite successful at Brabham-Alfa in 1977, leading the 1977 United States Grand Prix at Watkins Glen in the
rain, but was replaced by Niki Lauda for 1978. Stuck missed an opportunity to join Williams F1 just before this team
became successful.
Due to his height of 194 centimetres (6ft4in), he did not fit well into the F1 cars of the late 1970s that had the
cockpit moved forward. Leaving F1 at that time probably spared him bad injuries to the leg, as suffered by Ronnie
Peterson, Clay Regazzoni, Marc Surer and others.
Stuck continued racing touring and sports cars all over the world, winning the 24 hours of Le Mans twice with a
Porsche 962. Stuck says the 962 is the favourite racecar he has driven during his career, describing it has having the
"perfect combination of power and downforce".[1]
In the 1990s he tasted touring car success, winning the DTM Championship in 1990 with Audi, before returning to
Porsche until the 24 hours of Le Mans in 1998. He resumed an official role with BMW after that. In 2006, Stuck
raced in the inaugural season of the Grand Prix Masters formula for retired Formula One drivers after scoring 6th in
Hans-Joachim Stuck
317
the first race event at the Kyalami circuit in South Africa on 1113 November 2005.
January 2008 saw Stuck begin his current position with Volkswagen Motorsport.[2] This role has also seen him use
his experience to help refine road cars, including the new Golf VI GTI.[3]
Stuck announced the end of his active career as a race driver after 43 years after the 2011 Nrburgring 24 hours, in
which he participated with a Reiter Engineering Lamborghini Gallardo LP600+ GT3 together with Dennis Rostek
and his sons Ferdinand Stuck and Johannes Stuck. Team Stuck finished 15th overall following gearbox problems.[4]
Racing record
Complete European Formula Two Championship results
Year
1971
1973
1974
1975
1976
1977
Entrant
Chassis
Eifelland
Engine
10
11
12
13
BT30
FVA
STP March
March
BMW
Engineering
732
M12
March
March
BMW
Engineering
742
M12
Jgermeister
March
BMW
Team March
752
M12
16
MAL HOC THR NR PAU KIN

Ret
Ret
EST THR
762
BMW
NIV HOC ROU MNZ MAN KAR PER SAL NOR ALB VAL
Ret
Ret
Ret
Ret
HOC SAL ROU MUG PER
HOC THR VAL SAL PAU HOC ROU MUG PER

1
SIL
Ret
EST NOG
March
BMW
SIL
Ret
Ralt
ZOL NOG VAL
HOC
RT1
Ret
Ltd
Racing
43
March Cars
Project Four
2nd
NR PAU
Ret
2
March
BAR HOC PAU SAL HOC MUG KAR PER HOC VAL
HOC
BMW
DC Points
16
March
Motorsport
17
Ret
Engineering
Ltd
15
Brabham Cosworth HOC THR NR JAR PAL ROU MAN TUL ALB VAL VAL
Wohnwagenbau
1979 March Racing
14
THR HOC NR VAL PAU MUG ROU NOG PER
MIS
EST DON
Ret
BMW
SIL HOC THR NR VAL MUG PAU HOC ZAN PER
792
MIS DON
Ret

(key)
Year
1974
Entrant
Chassis
March
March Cosworth ARG BRA RSA ESP
Engineering
1975
Lavazza
March
1976
March
Racing
741
Engine
V8
Ret
Ret
10
11
12
13
14
15
16
BEL MON SWE NED FRA GBR GER AUT ITA CAN USA
Ret
Ret
Ret DNQ Ret
11
Ret
V8
Ret
March Cosworth BRA RSA

761
V8
12
Theodore
USW
Racing
Ret
Ret
Ret
Ret
BEL MON SWE FRA GBR GER AUT NED ITA CAN USA JPN
Ret
Ret
Ret
Ret
Ret
Ret
Ret
Ret
NC
13th
ESP
16th
Ret DNQ
March Cosworth ARG BRA RSA ESP MON BEL SWE NED FRA GBR GER AUT ITA USA
751
17 WDC Points
Ret
Ret
Hans-Joachim Stuck
1977
318
March Cosworth ARG BRA RSA
Team
Rothmans
V8
761B
11th
12
18th
20th
Ret
International
Martini
Brabham
Alfa
Racing
BT45B
Romeo
USW ESP MON BEL SWE FRA GBR GER AUT NED ITA USA CAN JPN
Ret
Ret
10
Ret
Ret
Ret
Ret
Flat-12
1978
Shadow
Racing
Team
Shadow Cosworth ARG BRA RSA

V8
DN8
17
Ret DNQ
Shadow
DN9
1979
ATS
USW MON BEL
ESP SWE FRA GBR GER AUT NED ITA USA CAN
DNS
Ret
Ret
ATS D2 Cosworth ARG BRA RSA USW ESP
Wheels
V8
DNQ Ret
Ret
DSQ
14
Ret
11
11
Ret
Ret
Ret
Ret
Ret
Ret
BEL MON FRA GBR GER

8
Ret
DNS DNQ Ret

AUT NED ITA CAN USA
ATS D3
Ret
Ret
11
Ret

Year
Team
Co-Drivers
Car
Class Laps Pos. Class

Pos.
1972
Ford Motor Company

Deutschland
Jochen Mass
Ford Capri 2600RS
S
3.0
152 DNF DNF
1973
BMW Motorsport
Chris Amon
BMW 3.0CSL
T
5.0
160 DNF DNF
1980
BMW Motorsport GmbH
Hans-Georg Brger BMW M1

Dominique Lacaud
1981
BASF Cassetten Team GS Sport
Jean-Pierre Jarier
Helmut Henzler
1982
BASF Cassetten Team GS Sport
1985
Rothmans Porsche
1986
IMSA 283
15th
IMSA
GTX
57
DNF DNF
Sauber SHS C6-Ford
76
DNF DNF
Derek Bell
Porsche 962C
C1
367
3rd
3rd
Rothmans Porsche
Derek Bell
Al Holbert
Porsche 962C
C1
368
1st
1st
1987
Rothmans Porsche AG
Derek Bell
Al Holbert
Porsche 962C
C1
368
1st
1st
1988
Porsche AG
Klaus Ludwig
Derek Bell
Porsche 962C
C1
394
2nd
2nd
1989
Joest Racing
Bob Wollek
Porsche 962C
C1
382
3rd
3rd
1990
Derek Bell
Frank Jelinski
Porsche 962C
C1
350
4th
4th
1991
Konrad Motorsport
Derek Bell
Frank Jelinski
Porsche 962C
C2
347
7th
7th
1993
Walter Rhrl
Hurley Haywood
Porsche 911 Turbo S

LM-GT
GT
79
DNF DNF
1994

Joest Racing
Thierry Boutsen
Danny Sullivan
Dauer 962 Le Mans
GT1
343
3rd
Jean-Louis
Schlesser
Dieter Quester
BMW M1
5th
2nd
Hans-Joachim Stuck
319
1995
Porsche Kremer Racing
Kremer K8 Spyder
Thierry Boutsen
Christophe Bouchut
WSC
289
6th
2nd
1996
Porsche AG
Thierry Boutsen
Bob Wollek
Porsche 911 GT1
GT1
353
2nd
1st
1997
Porsche AG
Thierry Boutsen
Bob Wollek
Porsche 911 GT1
GT1
238 DNF DNF
1998
Team BMW Motorsport
Steve Soper
Tom Kristensen
BMW V12 LM
LMP1
60
DNF DNF
Complete 24 Hours of Nrburgring results

Year
Team
Car
Also driven by
Also driven by
Also driven by
Position
Notes
1970 Koepchen
BMW 2002 TI
Clemens
Schickentanz
1st
1971 Alpina
BMW 2002 TI
Gnter Huber
Retired
1972 Fritzinger Tuning
Ford Capri RS
2600
Klaus Fritzinger
2nd
1981 Unknown
BMW 320i Gr.

2
K. Hens
Michael
Middelhaufe
5th in
class
1982 Auto Budde Racing BMW 528i

Team
Heiner Mller
Michael
Middelhaufe
Retired
Accident
1984 Unknown
BMW 635 CSi
Dieter Quester
Harald Grohs
Retired
Accident
1992 Unknown
Porsche 911
Carrera 2
Olaf Manthey
Walter Rhrl
Frank Biela
3rd
1998 BMW Motorsport
BMW 320d
Marc Duez
Christian Menzel Andreas

Bovensiepen
1st
2000 Scheid Motorsport
BMW M3
GTRS
Johannes Scheid
Stefan Schlesack
Retired
2002 Scheid Motorsport
BMW M3
GTRS
Johannes Scheid
Mario Merten
Oliver Kainz
Retired
Gearbox
failure
2003 BMW Motorsport
BMW M3 GTR Boris Said
John Nielsen
Marc Duez
Retired
Accident
2004 BMW Motorsport
BMW M3 GTR Pedro Lamy
Jrg Mller
Dirk Mller
1st
2005 BMW Motorsport
BMW M3 GTR Pedro Lamy
Jrg Mller
Dirk Mller
2nd
2006 Duller Motorsport
BMW M3 E46
GT
Dieter Quester
Dirk Werner
Artur Deutgen
Retired
Accident
2007 Schubert
Motorsport
BMW Z4 M
Coupe
Johannes Stuck
Claudia Hrtgen
Richard
Gransson
5th
Class win
2008 Volkswagen
Motorsport
VW Scirocco
GT24
Florian Gruber
Thomas Mutsch
Jimmy Johansson 11th
2008 Volkswagen
Motorsport
VW Scirocco
GT24
Carlos Sainz
Giniel de Villiers Dieter Depping
15th
2009 Audi Sport Team

Phoenix
Audi R8 LMS
GT3
Emanuele Pirro
Frank Biela
Marcel Fssler
12th
2010 Audi Sport Team

Phoenix
Audi R8 LMS
GT3
Marc Basseng
Mike
Rockenfeller
Frank Stippler
Retired
Engine
failure
Class win
Double entry
Engine
failure
Hans-Joachim Stuck
320
2011 Team Stuck
Gallardo
LP600+ GT3
Johannes Stuck
Ferdinand Stuck
Dennis Rostek
15th
Stuck's final
race
References
[1] AUSringers.com (http:/ / www. ausringers. com/ 2009/ 04/ 03/ hans-joachim-stuck-talks-to-ausringers. html) Hans-Joachim Stuck interview
Retrieved 2009-04-04
[2] hansstuck.com (http:/ / www. hansstuck. com/ en/ career. html) Hans-Joachim Stuck career Retrieved 2009-04-04
[3] AUSmotive.com (http:/ / www. ausmotive. com/ 2009/ 03/ 24/ 2009-mk6-golf-gti-image-gallery. html) 2009 Mk6 Golf GTI image gallery
Retrieved 2009-04-04
[4] http:/ / www. hansstuck. com/ en/ news/ detailview. html?tx_ttnews%5Btt_news%5D=395& tx_ttnews%5BbackPid%5D=11&
cHash=11fe7a13a4
External links
Official website (http://www.hansstuck.com)
Sporting positions
Precededby
None
Deutsche Rennsport Meisterschaft

Champion
1972
Succeededby
Dieter Glemser
Precededby
Herbert Adamzyck
Guia Race winner

1980
Succeededby
Manfred Winkelhock
Precededby
Helmut Greiner
Guia Race winner

1983
Succeededby
Tom Walkinshaw
Precededby
Stefan Bellof
World Sportscar Championship Champion

1985,
with Derek Bell
Succeededby
Derek Bell (1986)
Precededby
Klaus Ludwig
Paolo Barilla
Louis Krages

1986 with:
Derek Bell
Al Holbert
Succeededby
Derek Bell
Hans-Joachim Stuck
Al Holbert
Precededby
Derek Bell
Hans-Joachim
Stuck
Al Holbert

1987 with:
Derek Bell
Al Holbert
Succeededby
Jan Lammers
Johnny Dumfries
Andy Wallace
Precededby
Roberto Ravaglia
German Touring Car Champion

1990
Succeededby
Frank Biela
321
Notable endurance motorcycle riders

Sbastien Gimbert
Sbastien Gimbert
Nationality
French
Born
September 9, 1977
Le Puy-en-Velay, France
Currentteam Thevent Racing Team BMW

Bikenumber
Sbastien Gimbert (born September 9, 1977, in Le Puy-en-Velay, France) is a professional motorcycle road racer.
He currently competes in the Superbike World Championship. His greatest success has come in the Endurance
World Championship, and the bulk of his career has been spent on Yamaha YZF-R1 motorcycles.
He was France's 250cc champion in 1996 and 1997, before moving up to the 500cc World Championship on a
privately entered Honda in 1998 and 1999, and racing in the 250cc World Championship in 2000, without many
front-running displays.
From 2002 to 2004 he was primarily an endurance racer. He has won the biggest 24-hour races in the sport - Le
Mans, Spa-Francorchamps and the Bol d'Or. He helped the team to the Endurance World Championship in 2004.
Gimbert also remained active in shorter races, finishing 2nd in the French Super Production series in 2003 and doing
several rounds a year later. He also raced his R1 in 3 Superbike World Championship races, taking a pair of 4th
places despite 2 slow starts at Magny-Cours in 2004, a year with few manfuacturer backed bikes. As a result of this,
he was hired by Yamaha Motor France as their second rider in WSBK for 2005. He finished 16th overall in 2005,
and 19th (without a top 10 finish) in 2006.
He raced in the Supersport World Championship for 2007 finishing 20th overall. He also won the 2007 Bol d'Or
endurance race.
External links
sebgimbert.com [1] Official website
References
[1] http:/ / www. sebgimbert. com
Keiichi Kitagawa
322
Keiichi Kitagawa
Keiichi Kitagawa
Nationality
Japanese
Born
March 24, 1967

Kyoto, Japan
Motorcycle racing career statistics

Grand Prix motorcycle racing
Active years
1998
Starts Wins Podiums Poles F. laps Points

1
Superbike World Championship

Active years
19912000

24
222
Keiichi Kitagawa ( Kitagawa Keiichi, born 24 March 1967 in Kyoto, Kyoto Prefecture) is a retired
Grand Prix motorcycle road racer from Japan. He was runner-up in the 1993 F1 All-Japan Road Racing
Championship. He won the 1998 Superbike World Championship round at Sugo as a wild card rider for Suzuki.[1]
Kitagawa coming 16th in the season's overall standings. He was a semi-regular in the Superbike World
Championship in 1995, finishing 17th overall with a best finish of 4th, on a Kawasaki. Kitagawa finished 2nd in the
Suzuka 8 Hours race, teamed with Akira Ryo. He was also a three-time winner of the Bol d'or endurance race. He
retired from racing at the end of 2003, after winning the 2002 and 2003 Endurance World Championship.[2]
References
[1] Another Year of Carl (http:/ / www. superbikeplanet. com/ 1004a. htm)
[2] http:/ / www. rs-taichi. com/ main/ news2006-1003. htm
External links
Worldsbk.com profile (http://www.worldsbk.com/it/teams-e-riders/rider?pilota=29)
MotoGP.com profile (http://www.motogp.com/en/riders/Keiichi+Kitagawa)
Terry Rymer
323
Terry Rymer
Terry Rymer
Nationality
British

Active years
1992, 1996
First race
1992 500cc British Grand Prix
Last race
1996 500cc Imola Grand Prix
Team(s)
Yamaha, Suzuki
Championships

8
22
Superbike World Championship

Active years
1988 - 1995, 1998
Manufacturers
Yamaha
1998 Championship position 53rd

124
11
Terrence William Rymer (born 28 February 1967 in London, England) is a retired motorcycle road racer turned car
and truck racer.
He won no fewer than 147 races during his motorcycle racing career. In his native home England during 1985, he
won both BMCRC 250cc and 350cc championships. He later won the 1990 British Superbike Championship (and
was runner-up in 1989), as well as the 1992 and 1999 Endurance World Championship. He was a regular in the
Superbike World Championship every year from 1988 to 1994 except for 1992, with 2 wins, 9 further podiums, and
a championship best of 6th in 1991.[1] He rode a Harris-Yamaha at the 1992 British motorcycle Grand Prix and
placed 6th. He made a handful of 500cc Grand Prix starts for Suzuki in 1996.[2] Subsequently he returned to the
British Superbike championship with some success - five race wins in 1996 with a Ducati, and one in 1998 for
Suzuki.[3] He won the prestigious Bol d'Or race five times, and the 24 Hours of Le Mans motorcycle race once.
Terry Rymer
References
[1] Terry Rymer career World Superbike statistics at worldsbk.com (http:/ / www. worldsbk. com/ teams-e-riders/ rider?pilota=21)
[2] www.motorcycle.com (http:/ / www. motorcycle. com/ mo/ mcmail/ rymer_i. html)
[3] Motorcycle Racing Online - British Superbikes decade of race winners (http:/ / www. sportnetwork. net/ main/ s180/ st60460. htm)
External links
Career summary (http://www.jpsnorton.com/terryrymer.asp)
Profile (http://www.race24.co.uk/riders/rymer.html)
324
Dominique Sarron
325
Dominique Sarron
Dominique Sarron
Sarron at the 1989 Japanese Grand Prix

Nationality
French

Active years 1985 - 1992
First race
1985 250cc German Grand Prix
Last race
1992 500cc South African Grand Prix
First win
1986 250cc British Grand Prix
Last win
1988 250cc Brazilian Grand Prix
Team(s)
Honda

85
16
431
Dominique Sarron (born August 27, 1959 in Riom, Puy-de-Dme) is a former Grand Prix motorcycle road racer
from France. His best year was in 1986 when he won the Brazilian Grand Prix and finished in third place in the
250cc world championship behind Carlos Lavado and Sito Pons.[1] He won two races in 1988 riding for Honda and
ended the season ranked fourth.
After his Grand Prix career, Sarron competed in the 1993 Superbike World Championship. He also competed in
motorcycle endurance racing. He won the Suzuka 8 Hours in 1986 partnered with Wayne Gardner, and in 1989
partnered with Alex Vieira.[2][3] He is the younger brother of Christian Sarron, also a Grand Prix motorcycle racer.
In 1994, he teamed up with his brother to win the prestigious Bol d'or endurance race.
Dominique Sarron
326
Motorcycle Grand Prix Results[1]

Points system from 1969 to 1987:
Position 1
Points
4 5 6 7 8 9 10
15 12 10 8 6 5 4 3 2 1
Points system from 1988 to 1992:

Position 1
Points
7 8 9 10 11 12 13 14 15
20 17 15 13 11 10 9 8 7 6
Year Class
Team
Machine
10
11
12
13
14
15
1985 250cc Rothmans-Honda RS250 RSA ESP GER NAT AUT YUG NED BEL FRA GBR SWE RSM
France
27
15
18
15
NC
13
16
16
11
NC
NC
1989 500cc
Elf-Honda
NC
NC
NC
NC
10
10
DNS
10
10
NC
1991 250cc Gallina-Yamaha
TZ250
ROC
Yamaha
NC
NC
NC
10
NC
16
12
JPN AUS MAL ESP ITA EUR GER NED HUN FRA GBR BRA RSA
-
15
15
17
17
13
NC
15
NC
97
4th
158
4th
39
15th
78
10th
30th
23rd
10
JPN AUS USA ESP ITA GER AUT EUR NED FRA GBR RSM CZE VDM MAL
-
1992 500cc Banco-Yamaha
3rd
NC
1990 250cc Rothmans-Honda NSR250 JPN USA ESP NAT GER AUT YUG NED BEL FRA GBR SWE CZE HUN AUS
4
72
NSR500 JPN AUS USA ESP NAT GER AUT YUG NED BEL FRA GBR SWE CZE BRA
18
1988 250cc Rothmans-Honda NSR250 JPN USA ESP EXP NAT GER AUT NED BEL YUG FRA GBR SWE CZE BRA
France
21st
1987 250cc Rothmans-Honda NSR250 JPN ESP GER NAT AUT YUG NED FRA GBR SWE CZE RSM POR BRA ARG
France
1986 250cc Rothmans-Honda NSR250 ESP NAT GER AUT YUG NED BEL FRA GBR SWE RSM
France
Points Rank Wins
13
17
References
[1] Dominique Sarron career statistics at MotoGP.com (http:/ / www. motogp. com/ en/ riders/ profiles/ Dominique+ Sarron)
[2] 1986 Suzuka 8 Hours results at Moto Racing Japan (http:/ / www. motoracing-japan. com/ result/ spl/ 868h. html)
[3] 1989 Suzuka 8 Hours results at Moto Racing Japan (http:/ / www. motoracing-japan. com/ result/ spl/ 898h. html)
327
Notable endurance racing cars

Alfa Romeo 8C
Alfa Romeo 8C
Alfa Romeo 8C 2900A (1936)

Manufacturer
Alfa Romeo
Production
19311939
Class
Luxury car, Sports car, Racing car
Layout
FR layout
Engine
2.3L 2336cc I8
2.6L 2556cc I8
2.9L 2905cc I8
(road cars)
The Alfa Romeo 8C name was used on road, race and sports cars of the 1930s. The 8C means 8 cylinders, and
originally referred to a straight 8-cylinder engine. The Vittorio Jano designed 8C was Alfa Romeo's primary racing
engine from its introduction in 1931 to its retirement in 1939. In addition to the two-seater sports cars it was used in
the world's first genuine single-seat Grand Prix racing car, the Monoposto 'Tipo B' - P3 from 1932 onwards.[] In its
later development it powered such vehicles as the twin-engined 1935 6.3-litre Bimotore, the 1935 3.8-litre
Monoposto 8C 35 Type C, and the Alfa Romeo 8C 2900B Mille Miglia Roadster. It also powered top-of-the-range
coach-built production models. In 2004 Alfa Romeo revived the 8C name for a V8-engined concept car which has
made it into production for 2007, the Alfa Romeo 8C Competizione.
Alfa Romeo 8C
328
History
In 1924, Vittorio Jano created his first straight-eight-cylinder engine for Alfa Romeo, the 1987cc P2, with common
crankcase and four plated-steel two-cylinder blocks, which won the first World Championship ever in 1925. Albeit it
was a straight-8, the 8C designation was not used.
The 8C engine, first entered at the 1931 Mille Miglia road
race through Italy,[] had a common crankcase, now with two
alloy four-cylinder blocks, which also incorporated the
heads. The bore and stroke (and hence rods, pistons and the
like), were the same as the 6C 1750 (bore: 65mm, stroke:
88mm 2,336cc). There was no separate head, and no head
gasket to fail, but this made valve maintenance more
difficult. A central gear tower drove the overhead
camshafts, superchargers and ancillaries. As far as
production cars are concerned, the 8C engine powered two
models, the 8C 2300 (19311935) and the even more rare
and expensive 8C 2900 (19361941), bore increased to
68mm and stroke to 100mm (2,905cc).
Alfa Romeo 8C 2300 Spider Corsa 1932
Alfa Romeo 8C 2900B Touring Spider 1937 in 2005 Pebble

Beach Concours d'Elegance.
1933 ex-Scuderia Ferrari Alfa Romeo 8C 2600 Monza

in unusual color.
Raymond Sommer, and Tazio Nuvolari.
At the same time, since racing cars were no longer required

to carry a mechanic, Alfa Romeo built the first single seater
race car. As a first attempt, the 1931 Monoposto Tipo A
used a pair of 6-cylinder engines fitted side by side in the
chassis.[1] As the resulting car was too heavy and complex,
Jano designed a more suitable and successful racer called
Monoposto Tipo B (aka P3) for the 1932 Grand Prix season.
The Tipo B proved itself the winning car of its era, winning
straight from its first outing at the 1932 Italian Grand Prix,
and was powered with an enlarged version of the 8C engine
now at 2,665cc, fed through a pair of superchargers instead
of a single one.
Initially, Alfa Romeo announced that the 8C was not to be sold to

private owners, but by autumn 1931 Alfa sold it as a rolling
chassis in Lungo (long) or Corto (short) form with prices starting
at over 1000. The chassis were fitted with bodies from a selection
of Italian coach-builders (Carrozzeria) such as Zagato, Carrozzeria
Touring, Carrozzeria Castagna, Pininfarina and Brianza, even
though Alfa Romeo did make bodies. Some chassis were clothed
by coach-builders such as Graber, Worblaufen and Tuscher of
Switzerland and Figoni of France. Alfa Romeo also had a practice
of rebodying cars for clients, and some racing vehicles were sold
rebodied as road vehicles. Some of the famous first owners include
Baroness Maud Thyssen of the Thyssen family, the owner of the
aircraft and now scooter company Piaggio Andrea Piaggio,
Alfa Romeo 8C
329
Models
1931 8C 2300
The first model was the 1931 '8C 2300', a reference to the
car's 2.3L (2336cc) engine, initially designed as a racing
car, but actually produced in 188 units also for road use.
While the racing version of the 8C 2300 Spider, driven by
Tazio Nuvolari won the 1931 and 1932 Targa Florio race in
Sicily, the 1931 Italian Grand Prix victory at Monza gave
the "Monza" name to the twin seater GP car, a shortened
version of the Spider. The Alfa Romeo factory often added
the name of events won to the name of a car.
1938 Alfa Romeo 8C 2900B Touring Berlinetta, winner of the

first race at Watkins Glen in 1948, Pebble Beach Concours
d'Elegance "Best of Show" 2008 and Concorso d'Eleganza
[][]
Villa d'Este "Best of Show" 2009.
1931 8C 2300 Le Mans type

'8C 2300 tipo Le Mans' was the sport version of the '8C
2300' and it had a successful debut in the 1931 Eireann Cup
driven by Henry Birkin. It won the 24 Hours of Le Mans in
1931 (Howe-Birkin); 1932 (Chinetti-Sommer); 1933
(Nuvolari-Sommer) and 1934 (Chinetti-Etancelin).
The 8C 2300 Le Mans model on display at the Museo Alfa
Romeo was bought by Sir Henry Birkin in 1931 for
competition use, but it is not the car in which Birkin and
Howe won the 1931 Le Mans 24 hours.
2300 engine with Roots supercharger.
1933 8C 2600
In 1933 the supercharged dual overhead cam straight-8 engine, enlarged (bore: 68mm, stroke: 88mm, 2557cc) to
2.6litres ('8C 2600') for the Tipo B, was fitted to the Scuderia Ferrari 8C Monzas. Scuderia Ferrari had become the
"semi-official" racing department of Alfa Romeo, who were no longer entering races as a factory effort due to the
poor economic situation of the company. With the initial 215hp of the 2.6 engine, the Monoposto Tipo B (P3) racer
could accelerate to 60mph (97km/h) in less than 7 seconds and could eventually reach 135mph (217km/h). For
1934 the race engines became 2.9litres.
Tazio Nuvolari won the 1935 German GP at the Nrburgring at the wheel of a 3.2L[] Tipo B against the more
powerful Silver Arrows from Mercedes-Benz and Auto Union.
Alfa Romeo 8C
330
Alfa Romeo Monoposto Type C[2]

Manufacturer Alfa Romeo
Alsocalled
Alfa Romeo 8C 35
Production
19351939
Assembly
Italy
Predecessor
Alfa Romeo Monoposto 8C Type B
Successor
Alfa Romeo Monoposto 12C 37
Class
Racing car
Bodystyle
Monoposto (single seat) open wheeler
Layout
Multi-plate clutch at engine, four-speed Stirnsi rear transaxle.
Platform
Light gauge welded box-section frame with all independent suspension
Engine
Supercharged 3822cc straight eight twin overhead cam
Transmission
Unsynchronised rear transaxle four-speed with reverse gear
Wheelbase
108.2inches (2748.28mm)
Length
169.3inches (4300mm) including starting handle
Width
34.0inches (863.6mm) cockpit
Height
48.0inches (1219.2mm) cowl 52.0inches (1320.8mm) windscreen
Curbweight
1646lb (746.613kg) unladen
Designer(s)
Vittorio Jano
1935 Monoposto 8C 35 Type C

Eight 3.8-litre versions, sharing no castings with the earlier blocks,
were individually built for racing in five months, most being used
in the Alfa Romeo Monoposto 8C 35 Type C, as raced by Scuderia
Ferrari. (The P3 designation was dropped.) The 3.8 produced
330bhp (246kW) at 5500rpm, and had 320lbft (434Nm) from
900rpm to 5500rpm.[] It had 15.5-inch drum brakes all round,
using Pirelli 5.25 or 5.50 x 19 tyres at the front and 7.00 or 7.50 x
Alfa Romeo 8C-35 Scuderia Ferrari
19 tyres at the rear. Though not a match for the big Mercedes and
Auto Union on the faster circuits, they came into their own on the
tighter circuits and races. In 1936 Tipo Cs fitted with the troublesome V12 did not live up to expectations, and the
3.8 continued to be used. From 1933 Scuderia Ferrari had managed the racing, and the Ferrari prancing horse
appeared on the flanks of the Bimotore, but Alfa Corse began to become more active, and Vittorio Jano went at the
end of the 1937 season.[2] In 1938 four Alfa Romeo Tipo 308 racers were built for the three-litre class using 8C
engines.
Alfa Romeo 8C
331
1935 Bimotore
In 1935, to compete with Mercedes Benz and Auto Union, Enzo
Ferrari (Race team manager) and Luigi Bazzi (Designer) built a
racer with two 3.2 (3.165-litre) engines, one in the front and one in
the rear, giving 6.3litres and 540bhp (403kW). The drivetrain
layout was unusual. The two engines were connected by separate
driveshaft to a gearbox with two input shafts, and two angled
output shafts, so each of the rear wheels had its own driveshaft. It
could never quite succeed against the Mercedes W25 B of Rudolf
Caracciola, and was hard on fuel and tyres. The gain in speed was
offset by increased pit times. On May 12, 1935, two were entered
1935 Alfa Romeo Bimotore Scuderia Ferrari
in the Tripoli Grand Prix driven by Nuvolari and Chiron who
finished fourth and fifth. Chiron managed a second at the
following 1935 Avus race. On June 16, 1935 Nuvolari drove a specially prepared Bimotore from Florence to
Livorno and set a new speed record 364km/h (226mph) with an average speed of over 323km/h (201mph). After
that it was sidelined in favour of the Tipo C.[] It was the first racer to use the Dubonnet independent trailing arm
front suspension. The V12 was under development, but was not race ready. It was noticed that the Bimotore had a
traction advantage on rough ground, so a version of the Bimotore chassis with the independent Dubonnet front end,
and a new independent rear with swing axles with radius rods and a transverse leaf spring was used for the Tipo C
3.8s.
8C 2900
Alfa Romeo 8C 2900
1938 Alfa Romeo 8C 2900 B Lungo with Carrozzeria Touring Superleggera body
Manufacturer Alfa Romeo
Production
19351938
Assembly
Italy
Class
Sports car/Racing car
Bodystyle
2-seat roadster
2-seat coupe
Layout
Engine-mounted multi-plate clutch, rear transaxle.
[]
Alfa Romeo 8C
332
Platform
Light gauge welded box-section frame with all independent suspension
Engine
Supercharged 2,905cc (177.3cuin) DOHC straight-eight engine
Transmission
Unsynchronised four-speed rear transaxle with reverse gear
Wheelbase
2900A: 2,718mm (107.0in)

2900B Corto: 2,799mm (110.2in)
2900B Lungo: 3,000mm (118.1in)
Related
Alfa Romeo 8C 35
The 8C 2900 was designed to compete in sports car races in general and the Mille Miglia in particular. It used the
2.9L version of the 8C engine and was based on the 8C 35 Grand Prix racing chassis.[][][] As such, it had an inline
8-cylinder 2.9-litre engine using two Roots type superchargers fed by two updraught Weber carburettors[3] and fully
independent suspension with Dubonnet-type trailing arm suspension with coil springs at front and swing axles with a
transverse leaf spring at the rear.[][][]
The 8C 2900A was shown to the public at the 1935 London Motor
Show and was advertised for sale there. The engine, with a
compression ratio of 6.5:1 and a stated power output of 220bhp
(160kW) at 5300 rpm, was detuned from the Grand Prix racing
version. Ten 2900As were built, five in 1935 and five in 1936.[]
Scuderia Ferrari entered three 8C 2900As in the 1936 Mille Miglia and
again in the 1937 Mille Miglia. In 1936 they finished in the top three
positions, with Marquis Antonio Brivio winning, Giuseppe Farina
1936 Alfa Romeo 8C 2900A roadster.
finishing second, and Carlo Pintacuda finishing third. In 1937 they
finished in the top two positions, with Pintacuda winning and Farina
finishing second; the third 2900A, driven by Clemente Biondetti, did not finish. The 8C 2900A also won the 1936
Spa 24 Hours with Raymond Sommer and Francesco Severi.[]
The 8C 2900B began production in 1937. The 2900B design made some concessions to comfort and reliability. The
engine was detuned further, having a compression ratio of 5.75:1 and a stated power output of 180bhp (130kW) at
5200 rpm. The 2900B chassis was available in two wheelbases:[] the Corto (short) at 2,799mm (110.2in),[][] which
was longer than the 2900A's 2,718mm (107.0in) wheelbase,[] and the Lungo (long) at 3,000mm (118.1in).[][] The
wheels of the 2900B had 19-inch rims[] fitted with 17-inch (432mm) hydraulic drum brakes.[] Thirty-two 2900Bs
were built in regular production, ten in 1937, and twenty-two in 1938. Another 2900B was assembled from parts in
1941. Most of these cars were bodied by Carrozzeria Touring, although a few were bodied by Pininfarina[]
A 8C 2800 with Pininfarina cabriolet bodywork was auctioned for US$4,072,000 by Christie's at Pebble Beach,
California. This was the tenth highest price ever paid for a car at auction at the time.[]
1938 8C 2900B Mille Miglia Roadster
Alfa Romeo 8C
333
Alfa Romeo 8C 2900B Mille Miglia Roadster
Category
Sports car racing
Constructor
Alfa Romeo
Designer(s)
Engine: Vittorio Jano

Body: Carrozzeria Touring
Predecessor
Alfa Romeo 8C 2900A

[]
Technical specifications
Chassis
Light gauge welded box-section frame
Suspension (front) Trailing arms, coil springs, telescopic shock absorbers in oil-filled cylinders
Suspension (rear)
Swing axles located by radius arms and tranverse leaf spring, telescopic shock absorbers
Length
176.4in (448.1cm)
Height
42.2in (107.2cm) at cowl,

48.0in (121.9cm) at windscreen
Axle track
53.1in (134.9cm) front and rear
Wheelbase
110.2in (279.9cm)
Engine
Alfa Romeo 8C 2900 2,905cc (177.3cuin) Straight-8 Twin Roots superchargers front-mounted, behind rear axle
Transmission
four-speed + reverse unsynchronised manual rear transaxle
Weight
1,250kg (2,755.8lb)
Tyres
5.5-inch (140mm) Pirelli Corsa front and rear
[]
Competition history
Notable entrants
Alfa Corse
Notable drivers
Clemente Biondetti
Carlo Maria Pintacuda
Giuseppe Farina
Eugenio Siena
Francesco Severi
Debut
1938 Mille Miglia
Alfa Romeo 8C
334
In 1938, Alfa Corse, an in-house racing team for Alfa Romeo, took
over the activities of Scuderia Ferrari, along with many of their
personnel, including Enzo Ferrari. Alfa Corse prepared four 8C 2900B
Corto cars for the 1938 Mille Miglia.[] These used Carrozzeria Touring
Superleggera roadster bodies.[][] Three of these cars had their engines
tuned to give 225bhp (168kW),[] while the fourth, assigned to
Biondetti, had an engine from an Alfa Romeo Tipo 308 Grand Prix car,
The Alfa Romeo 8C 2900B MM that won the
which delivered 295bhp (220kW)[][4] The cars finished the in the top
1938 Mille Miglia driven by Clemente Biondetti.
two positions, with Biondetti winning and Pintacuda finishing second[]
Simeone Foundation Automotive Museum,
after leading the race from Piacenza to Terni where his brakes locked
Philadelphia,PA, USA
up.[] The other two 8C 2900B Mille Miglia roadsters did not finish;
Farina crashed and Eugenio Siena had a blown engine. Piero Dusio finished third in a privately entered 8C 2900A.
One of the 2800B Mille Miglia roadsters later won the 1938 Spa 24 Hours with Pintacuda and Severi driving.[]
Phil Hill competed in several west coast United States races in Pintacuda's car in 1951 before driving for Ferrari.[]
1938 8C 2900B Le Mans Speciale
Alfa Corse also prepared and entered a single 8C 2900B, chassis
number 412033, for the 1938 Le Mans. The car featured a streamlined
coup body at a time when Le Mans racers were almost always open
cars. The aerodynamic coup was built by Carrozzeria Touring.[] In
1987, an Italian magazine had the car tested at the Pininfarina wind
tunnel, where a Cx of 0.42 was measured, down to 0.38 with air
intakes closed.[] The coup, driven by Sommer and Biondetti, led for
most of the race, but tyre trouble was then followed by a dropped
valve. The car was driven to the pits, but had to retire there. At the time
the valve dropped, the coup had a 160km lead over the next car.[]
Alfa Romeo 8C 2900B Le Mans
This was the only time the coup was raced by Alfa Corse. After the
war, it was entered in minor races under private ownership, was then
displayed at the Donington museum from the 1960s before being
added in 1987 to the Alfa Romeo museum, which now runs it at many
events.
References
[1] Fusi, Luigi: Alfa Romeo Tipo A Monoposto, Emmeti Grafica, Milano, 1982
[2] (http:/ / www. vsrnonline. com/ Mags/ MCT/ Plan5_p7. jpg) VsrnOnline MCT Scale Plan Series Number Five, 1935-37 8C 35, 12C 36 and
12C 37 Alfa Romeos, Pages 6 & 7(retrieved January 1, 2007)
[3] ConceptCarz.com Alfa Romeo 8C 2900B (retrieved January 1, 2007) (http:/ / www. conceptcarz. com/ vehicle/ z8963/ Alfa Romeo_8C
2900B/ default. aspx)
[4] Title:"Classic and Sportscar" magazine, Published: April 2007, Article: "Alfa 8C-2900B MM", Page 192, ISSN
Sources
Sujatha Menon, ed. (2004). Super Cars, Classics of Their Time. Quintet Publishing. ISBN0-7607-6228-7.
Alfa Romeo 8C
External links
Alfa Romeo 8C-35. (http://www.oldclassiccar.co.uk/8c35.htm) Information on Alfa Romeo 8C-35 #50013
(post-war);
vsronline.com Page 3. (http://www.vsrnonline.com/Mags/MCT/Plan9_p3.jpg) A modellers plan website;
featuring Jonathon Thompson's plans for the 1938 Alfa Romeo 8C 2900B Mille Miglia Roadster, front, rear, and
RH side views, as used in Simon Moore's book, "The Immortal 2.9"
vsronline.com Page 4. (http://www.vsrnonline.com/Mags/MCT/Plan9_p4.jpg) The LH side and above views
of the above mentioned plans. The other pages not linked here are readable .jpg s of an article on the Mille Miglia
Roadster.
335
Audi R10 TDI
336
Audi R10 TDI

Audi R10 TDI
Audi R10 TDI at the Neckarsulm AudiForum

Category
Sports car racing Le Mans Prototype LMP1
Constructor
Audi AG (with Dallara)
Predecessor
Audi R8 (race car)
Successor
Audi R15 TDI

Chassis
Carbon fibre monocoque
Suspension (front)
Double wishbone, torsion bar with separate damper, anti-roll bar
Suspension (rear)
Double wishbone, torsion bar with separate damper, anti-roll bar
Length
4650 mm
Width
2000 mm
Height
1030 mm
Wheelbase
2,980mm (117.3in)
Engine
Audi 5.5litre V12 TDI DPF twin-turbo, mid-engined, longitudinally mounted
Transmission
5-speed S-tronic
Fuel
Shell V-Power Diesel
Tyres
Michelin
[]
Competition history
Notable entrants

Kolles
Audi R10 TDI
337
Notable drivers
Frank Biela,
Marco Werner,
Emanuele Pirro,
Rinaldo Capello,
Allan McNish,
Tom Kristensen,
Andrew Meyrick,
Charles Zwolsman,
Michael Krumm,
Christian Bakkerud,
Christijan Albers,
Narain Karthikeyan
Debut
2006 12 Hours of Sebring
Races Wins Poles Fastest laps

48
36
12
13
Constructors' Championships 4 (American Le Mans 2006, 2007, 2008, Le Mans Series 2008)
Drivers' Championships
4 (American Le Mans 2006, 2007, 2008, Le Mans Series 2008)
The Audi R10 TDI, usually abbreviated to R10, is a racing car from the German car manufacturer Audi. The car is a
classic at Le Mans, winning every year since its introduction until it was replaced by the R15. It is designed and
constructed for sports car racing in the Le Mans Prototype LMP1 class of the 24 Hours of Le Mans, and other similar
endurance races. The car was unveiled 13 December 2005 at 12:00 CET,[1] and went on to win both its maiden race
at the 2006 12 Hours of Sebring in March, and the June 2006 24 Hours of Le Mans.
It was the first diesel powered car to win either of those events. This is the most ambitious and the most expensive
project ever undertaken by Audi Sport; the Audi R10 TDI project cost Audi $15 million a year.[2]
Chassis
The Audi R10 TDI was built to supersede the Audi R8 race car, a proven model which had won five times at Le
Mans since 2000 and earned a reputation as one of the most successful racing cars of all time. In later years the
Automobile Club de l'Ouest (ACO), which sets the rules for racing in the Le Mans 24 Hours, had reduced the
restrictor size on the engine, and stipulated the R8 carry ballast, to make the races more competitive. In response to
the new level of competition, the development of a successor was necessary.
Though it does show a strong resemblance to the previous model, it is a new design. The aerodynamics package is in
compliance with the new regulations. A second rollover hoop is added, and the wheelbase is lengthened to accept the
new, longer V12 TDI engine. The design and aerodynamics were developed by Audi, utilising the Fondtech wind
tunnel. The monocoque is built by Dallara, as well with various suppliers manufacturing all the components and
subassemblies. The cars are then assembled by Audi at Ingolstadt.[3]
Audi R10 TDI
338
Weight
At the beginning of the 2006 season, homologation rules for Le Mans Prototypes (LMP) cars were changed, for the
LMP1 class, an increase in minimum weight from 900kg to 925kg was mandated. While officially this was to allow
closed top prototypes to run with air-conditioning (as this would have added weight over open top cars), some have
speculated that this was done at the behest of Audi to allow the R10 to be competitive.[4]
The R10 TDI in the 2006 12 Hours of Sebring was overweight at 935kg (2,061.3lb), preventing engineers from
using ballast to optimize handling and balance.[5]
Engine
Unlike most racing cars competing in the LMP1
series, the R10 is powered by a diesel engine,
with two turbochargers and utilizes the
Turbocharged Direct Injection (TDI) technology.
The engine itself is a 5.5L V12 made of
aluminium, employing common rail direct fuel
injection technology. The turbochargers are
supplied by Garrett AiResearch, with 39.9mm
(1.57in) restrictor plates mounted in front of the
intake.
The engine's weight was problematic. The latest
Audi 3.0L V6 TDI (183ci) weighs 220kg
The R10's 5.5litre V12 TDI engine. The two large grey pieces on the left
(485lb), and the 4.2L V8 TDI 255kg (562lb)
are the diesel particulate filters developed with Audi by Dow Automotive.
(256.2ci) but their blocks are made of compacted
graphite iron (CGI). The V12 is rumored to weigh
[6]
more than 200kg (441lb); Audi engineers say that the weight per cylinder is the same as the preceding 3.6-litre
FSI V8 of the Audi R8.[7] The wheelbase has been increased over the R8 to 2,980mm (117.3in) to account for it.
This is inferior to the 130kg (287lb) of a concurrent Judd V10, and even the 180kg (397lb) of the Ricardo
turbodiesel prototype based on it.[8]
Even with a larger-than-necessary restrictor plate, the car is rumoured to produce 700hp (522kW; 710PS) in
qualification, limited by the fuel combustion quality. This output cannot be maintained in races because it may cause
a clogged particulate filter. The peak pressure in the cylinder is probably around 200 bar, compared with 85 bar for
an atmospheric petrol engine.[9]
Diesels racing at Le Mans

Audi's decision to use a diesel engine emphasizes the commercial success of Turbocharged Direct Injection (TDI)
turbodiesel engine (and its competitors) on Europe's roads. Diesels have been successfully used in other forms of
racing as well, as their broad power band and fuel economy can prove advantageous, while in turn, the higher weight
and lower rotational speed of the engine requiring new power transmissions are the disadvantages. The rules had to
accommodate the need for a high capacity engine with a turbocharger and high boost, whereas both possibilities are
no longer allowed for gasoline engines, as these had developed over 1,000hp (746kW; 1,014PS) in several race
series of the past.
It is not, however, the first diesel to be raced at Le Mans. The first diesel-engined car to qualify and race in the
24-hour event was a French entry in 1949, the first race held after the Second World War. The car was the Delettrez
Diesel entered by brothers Jean and Jacques Delettrez, and was a 4395cc 6-cylinder. It did not finish, running out of
fuel about half way into the race.
Audi R10 TDI

Delettrez entered again in 1950, as did another diesel car, the MAP. Again, both cars did not finish due to engine
problems, a cooling system leak in the case of the MAP. The MAP was interesting in that it was the first
mid-engined car to race at Le Mans; the engine was located immediately behind the driver, and was a four-cylinder
opposed piston two-stroke with rocking levers connected to a single crank, similar to the later Commer TS3
engine.[10]
In 2004, a Lola equipped with a Caterpillar re-badged V10 TDI ran for a few hours before breaking its clutch.
Peugeot competed with its new diesel effort in 2007 in its 908 HDi FAP race car.
Chassis: Carbon fiber monocoque with honeycomb structure.
Engine: Custom-built Audi V12 diesel engine, 5.5 litre (5500 cc), TDI DPF, mid-engined, longitudinally
mounted.
Pistons: Mahle.
Filter: Dow.
Power output: 650hp (485kW)[]
ECU: Bosch.
Fuel: Shell V-Power Diesel.
Fuel delivery: Fuel injection.

Lubrication: Shell Helix.
Aspiration: twin-turbo.
Gearbox: 5-speed S-tronic.[]
Drivetrain: Rear-wheel drive.
Clutch: Sandtler 3-plate carbon-fibre clutch.
Radiator fluid: Wrth.
Steering: Power assisted rack and pinion steering.
Springs/Suspension: Eibach double wishbones, coil springs over dampers, anti-roll bar.
Brakes: Brembo
Wheels: OZ forged aluminium.
Front: 10 x 18".
Rear: 11 x 18".
Tyres: Michelin radial slick and treaded rain tyres.
Front: 33/68-18.
Rear: 37/71-18.
Length: 4,650mm (183.1in).
Width: 2,000mm (78.7in).
Height: 1,030mm (40.6in).
Wheelbase: 2,980mm (117.3in).
Minimum weight: 925kg (2,040lb) (including the driver with overall and helmet).
Fuel Capacity: 13 US Gallons.
Safety equipment: Sabelt 6-point seatbelt, HANS Device.
Traction control: Yes.
339
Audi R10 TDI
340
R10 Results
2006
On 18 March 2006, the #2 Audi R10 won the 54th annual 12 Hours of
Sebring after earning pole position by setting a qualifying record. The
#1 car did not finish due to an overheating problem. On the day after
the Sebring victory an R10 flipped over during testing while running
through Turn One. However the R10 would not complete the most of
the season. The Audi R8, completed most of the season with the R10
returning to race in the different Le Mans Races (Le Mans 24 Hrs, Petit
Le Mans etc.)
One of three Audi R10s at the 2007 24 Hours of

Le Mans
On 18 June 2006, the #8 Audi R10 placed first at the 2006 24 Hours of
Le Mans, completing 380 laps, more than the R8 did, but less than the
record set in 1971. The #7 Audi R10, which set fastest lap times in practice and race, came in third after suffering
injector pump damage, completing 367 laps.
Due to the sheer Audi dominance, the IMSA instantly made changes to the rules in the season. The Audi was not
pegged back but competitors were helped to push their pace up to the Audi level. All LMP1 petrols were to be run at
860kg and had their fuel tank increased to 95 liters. Dyson, Zytek, Creation and Porsche all have outqualified the
Audi at one point during the season, but Audi were able to overcome the restriction deficit to take every win.
On 30 September 2006, the #2 Audi R10 won the 9th annual Petit Le Mans endurance race at Road Atlanta in
Georgia. The win was seventh in a row for Audi in Petit Le Mans, but first for the R10 model. The #1 car was not
running at the finish due to late race collision with another car resulting in damaged front suspension. #1 car was still
classified in seventh place overall.
2007
On 17 March 2007, the #2 Audi R10 won the 55th annual 12 Hours of
Sebring. The #1 car finished 2nd in its class (LMP1) and 4th
overall.[11] The R10 remained undefeated in American Le Mans Series
competition until April 14, 2007, at the Long Beach Grand Prix; where
it finished seventh overall to the Porsche RS Spyders of Penske and
Dyson Racing. The car still won the LMP1 class.
IMSA had made changed to the category again. Under pressure from
Audi and the ACO, LMP1 cars were now meant to have at least a 1.5%
Audi R10, Le Mans 2007
performance advantage over LMP2. The ACO reserves the right to
make changes to specific cars if this wasn't happening. Throughout the
season, the Penske Porsche RS Spyder won 8 overall victories against the Audi R10 which only won 4. The ALMS
track nature suited the lighter and more nimble P2 cars more, which was evident as Audi loses time in the corners to
the Porsche. At Petit Le Mans, Capello was able to use his speed advantage to overtake Dumas in the last half an
hour. McNish and Capello won by 0.9 seconds. At Laguna Seca they won over the #7 Porsche by 0.4 seconds
It is undefeated at the 24 hours of Le Mans, having successfully defended its 2006 victory. On June 17, 2007, the #1
R10 finished first overall, overcoming the loss of two of the three team cars and defeating a new challenge from the
Peugeot 908 HDi FAP diesels. The #3 Audi was put out of the race by driver error, crashing into a wall, whereas the
#2 car suffered a wheel failure at approximately 300km/h (186mph) and collided with a barrier. Video pictures
showed the car being dropped prematurely during a prior pit stop with the wheel in question not being properly
Audi R10 TDI

attached, but Audi's official statement is that the incident was not the fault of the pitcrew, as the car had been on
track for over 50 minutes since its tires were last changed. At Le Mans it was obvious that the R10 was faster than
the Peugeot 908 on the straights and much more stable in the corners.
According to ACO's official data, the Audi R10 TDi reached a top speed of 329km/h (204mph) on the Mulsanne
Straight in the 2006 race. In 2007, while changing their pace in order to beat Peugeot, the Audi R10 TDi hit
339km/h (211mph) on the Mulsanne Straight, which was faster than any other car in the race. The R10 TDi also set
the best lap of the race at 3:27.176. The car seems to have managed a top speed of 354km/h (220mph) in practice at
Le Mans in 2007, which would be the absolute speed record of an LMP car at Le Mans (since LMP's only run from
the introduction of the two Mulsanne chicanes on). At the car's official launch in Paris, 2006, the Audi R10 TDi was
presented as capable of reaching a top speed in the region of 370km/h (230mph)
2008
For the 2008 season, Audi entered the Le Mans Series for the first time. Joest Racing entered two cars to compete
against Peugeot's two-car entry over the five race season. Peugeot led the championships early, winning the first
three races prior to the 24 Hours of Le Mans. A new sub-wing was introduced at Spa. This maintains the same level
of downforce but less drag.
At Le Mans, Audi won for their third consecutive time with the R10. The #2 car driven by Rinaldo Capello, Allan
McNish and Tom Kristensen took the chequered flag on lap 381 ahead of the #7 Peugeot, with a margin of just over
4 minutes. The other two Audi entries finished fourth and sixth overall. Peugeot brought their seasoned 908 HDi
FAP and qualified within the 3:18 range while Audi struggled to get under the 3:23 mark. In the race itself the
Peugeot was still up to 3.5 seconds a lap faster but quick pit work by Audi and the superior performance by the R10
in the rain saw Audi winning Le Mans.
Returning to the Le Mans Series for the final two races of the year, Peugeot won once again at the Nrburgring and
maintaining their lead in the championships. However, accidents for Peugeot and a win by the #1 Audi of Rinaldo
Capello and Allan McNish at the Silverstone finale allowed the Audi team to win the Constructors Championship,
while the #2 Audi of Mike Rockenfeller and Alexandre Prmat earned the Drivers and Teams Championships.
Audi also continued their participation in the American Le Mans Series. As in the year before, Audi fought against
the Penske Racing Porsches for overall race wins, but unlike before they now had to contend with the multiple Acura
teams. Porsche managed to end Audi's streak of seven straight victories at the 12 Hours of Sebring, but Audi
rebounded with overall wins in the next two events. Three more overall victories were earned by Audi by time the
series reached the Detroit Sports Car Challenge. Audi not only failed to win the race overall, but following a rule
infraction, neither car finished in the LMP1 category. This was the first time that the Audi R10 failed to win in
LMP1, and the first LMP1 loss by Audi since 2005. At Petit Le Mans, Allan McNish overtook Christian Klien in the
Peugeot on the penultimate lap and held on to the win.
341
Audi R10 TDI
342
2009
In the 2009 season, the R10 TDI was replaced by the R15 TDI
with a smaller, lighter, more-efficient TDI engine; however, Audi
concentrated on the 24 Hours of Le Mans and Deutsche
Tourenwagen Masters (DTM; German Touring Car Masters)
efforts. The new car, however, ran in the 2009 12 Hours of
Sebring before preparing for Le Mans. The Audi R10's wing was
limited by the 2009 regulations. In early 2009, Colin Kolles
announced that his team will run privately entered Audi R10 TDI's
in that year's 24 Hours of Le Mans, and possibly the Le Mans
Series. The deal included factory assistance for servicing the
cars.[12] At Le Mans, the Audi R10 best finished 7th overall, a few
laps down on the highest petrol finisher Lola-Aston Martin which
ranked 4th overall.
Kolles' R10 TDI competing in its debut race, the 2009

1000km of Catalunya
2010
Kolles fielded 2 Audi R10 in their final year at the Le Mans 24 Hours, on 14 June 2010. Unlike the factory Audi and
Peugeot LMP1, the Kolles R10 was not hampered by the new restrictor regulations which should have shave off
60bhp from the diesel-powered protoypes. The cars qualified 3:30, just behind the 2 Lola Astons. Both cars failed to
finish because too much strain from torque was put onto the gearbox.
References
[4]
[5]
[6]
[7]
Mulsanne's Corner News (http:/ / www. mulsannescorner. com/ newsdec05. html), 12.12.05, Michael J. Fuller
Mulsanne's Corner News (http:/ / www. mulsannescorner. com/ newsmarch06. html), 3.25.06, Michael J. Fuller
2006 Audi R10 (http:/ / www. mulsannescorner. com/ audir10-5. html), Michael J. Fuller, Mulsanne's Corner, 2006
Racing Toward Relevance (http:/ / www. autofieldguide. com/ articles/ 050601. html), Christopher A. Sawyer, Automotive Design &
Production, May 2006
[8] Ricardo-Judd Diesel V10 (http:/ / www. mulsannescorner. com/ ricardojuddv10. html), Mulsanne's Corner, 2003
[11] 55th Annual Mobil 1 Twelve Hours of Sebring Final Race Results (http:/ / www. imsaracing. net/ 2007/ events/ sebring/ alms/
ALMS_FinalRace. pdf), IMSA, 03/17/07
External links
Audi.com (http://www.audi.com) corporate website

Audi R10 TDI (http://www.audi.com/audi/com/en2/experience/motorsport_events/Audi_R10_TDI.html)
(http://www.mulsannescorner.com/audir10.html) Mulsanne's Corner's R10 dossier
(http://www.racecar-engineering.com/articles/sportscar/257651/audi-r10-tdi.html) R10 technical review
(http://www.automanifesto.com/2008/05/audi-r10-on-display.html) R10 close up photos
Awards
Precededby
GP2 Series
Autosport
Pioneering and Innovation
Award
2006
Succeededby
HANS device
Ferrari P
343
Ferrari P
The Ferrari P series were prototype sports cars in the 1960s and early 1970s.
Although Enzo Ferrari resisted the move even with Cooper dominating F1, Ferrari began producing mid-engined
racing cars in 1960 with the Ferrari Dino-V6-engine Formula Two 156, which would be turned into the Formula
One-winner of 1961.
Sports car racers followed in 1963. Although these cars shared their names (based on engine displacement) with road
models, they were almost entirely dissimilar. The first Ferrari mid-engine in a road car did not arrive until the 1967
Dino, and it was 1971 before a Ferrari 12-cylinder engine was placed behind a road-going driver in the 365 GT4 BB.
250 P
The 250 P was a Prototype racer produced in 1963, winning the 12
Hours of Sebring, 1000 km Nrburgring and the 24 Hours of Le Mans
in that year. It was an open cockpit mid-engined design with a
single-cam 3.0L 250 Testa Rossa V12 engine and was almost entirely
unrelated to the other 250 cars.
The 275 P and 330 P were evolutions of the 250 P with 3.3L and 4.0L
engines, respectively. These raced during 1963 and 1964.
The Willy Mairesse / John Surtees Ferrari 250 P
heading for victory at the 1963 1000 km
Nrburgring
250 LM
The 250 P evolved into a saleable mid-engined racer for the public, the
250 Le Mans. Introduced at Paris in November, 1963, the LM was
successful for privately entered racers around the world. Notably, a
250 LM entered by the North American Racing Team won the 1965 24
Hours of Le Mans driven by Jochen Rindt and Masten Gregory, which
remains as Ferrari's last overall victory in the endurance classic. This
car also is on display at the Indianapolis Motor Speedway Hall of
Fame Museum. About 32 models were built in 1964 and 1965, with all
Ferrari 250 LM
but the first few powered by 3.3L 320hp (238kW) engines, though
the name did not change with the increase in displacement. A fully
independent double wishbone suspension was specified with rack and pinion steering and four wheel disc brakes.
Ferrari had intended that the 250 LM be homologated for racing as a Group 3 Grand Touring Car, however in April
1964 the FIA refused to do so as Ferrari had built considerably fewer than the required 100 units. The 250 LM thus
had to run as a Prototype until it was homologated as a Group 4 Sports Car for the 1966 season.[1]
The last Ferrari to win the 24 Hours of Le Mans the 1965 Ferrari 250 LM was at Amelia Island in 2013.[2]
Ferrari P
344
Ferrari 250 LM the last Ferrari to win the 24

Hours of Le Mans at Amelia Island in 2013
330 P2
An entirely new car, the 330 P2, followed in 1965. It featured a lower
and lighter chassis and more aerodynamic body, paired with a 410hp
(305kW) version of the 330 V12. It was first used by Luigi Chinetti's
North American Racing Team (NART) in the Daytona race that year.
Some of NART's P2 cars also used the 4.4L engine and thus were
named 365 P2. In 1965 275 P2 0836 won the 1000 km of Monza, 275
P2 0828 won the Targa Florio, 330 P2 0828 won the Nurburgring 1000
km, and 365 P2 0836or0838 won the 12 hr. Reims. It was replaced by
the P3 for 1966.
Ferrari 330 P2
330 P3
The 1966 330 P3 introduced fuel injection to the Ferrari stable. It also used a P3 (Type 593) transmission that was
prone to failure and was replaced by a ZF transmission when P3 0844 and 0848 were converted to 412 P's, another
Ferrari first that would only last one season when the ZFs were replaced by 603 P4 transmissions in all the 412 P's.
There are no longer any Ferrari P3s existent as original P3 0846 was converted to a P3/4 and P3s 0844 and 0848
were converted to 412 P's by Ferrari.
412 P
The Ferrari 412 P was a "customer version" of the famous 330 P3 race
car, built for independent teams like NART (0844), Scuderia Filipinetti
(0848), Francorchamps (0850), and Maranello Concessionaires (0854).
These cars had carburetor engines instead of the factory Lucas fuel
injection. Surviving 412 P cars are worth approximately $8
millionWikipedia:Please clarifyat auction.[citation needed] (at Silverstone
Classic 2011, 0844s suggested value (by the mechanic working on it)
was quoted at UK12m (US$18m)
412 P 0844 at the 2007 Goodwood Festival of
There are only 2 cars that were originally built as 412 P's: 0850 and
Speed.
0854. P3 chassis. P3 Typo Motors except for Carburetors in place of
FI. P4 suspension but P3 wheelbase 2412mm vs. 2400mm (P4 and P3/4 0846) 0844 and 0848 were originally P3
Factory Racecars but when Ferrari sold them to customers they removed the Lucas Mechanical Fuel Injection and
replaced it with Weber carburetors which reduced their output, something Ferrari wanted to do so that they would
Ferrari P
win points but not beat the factory cars which were then P3/4 0846 (See Above), P4 0856, P4 0858, and P4 0860.
The P3's and 412 P had the same 4 liter block which is different from the P4 4 liter block and all had P3 not P4
chassis. P3/4 0846 is unique having, after modification by Ferrari for the 1967 race season, a P3 chassis with a P4
engine.
The 412 P and related 330 P3/4 and P4 models weren't eligible for the International Championship of Makes in 1968
as their engines were too large for the new 3 litre Group 6 Prototype category and too few examples had been built to
allow homologation for the 5 litre Group 4 Sports Car category which required production of at least 50 units.[3]
Ferrari did not contest the championship for a year in protest.
Four 412 Ps were built:
0844 was a converted by Ferrari to a 412 P then by Ferrari and NART to a 330 Can AM and is currently in the
UK owned by Harry Leventis and has a 412 P body.
0848 was a converted by Ferrari from a P3 to a 412 P and is currently in Switzerland
0850 is an original 412 P and currently owned by an American
0854 is an original 412 P and currently owned by James Glickenhaus, who also commissioned and owns the
Ferrari P4/5 and P3/4 #0846
330 P3/4 and P4

1967 was a banner year for the Enzo Ferrari motor company, as it saw the production of the mid-engined 330 P4,[4] a
renowned V12 endurance car meant to replace the previous year's P3.
Only four Ferrari P4-engined cars were ever made: one P3/4 and three 330 P4s. Their 3-valve cylinder head was
modeled after those of Italian Grand Prix-winning Formula One cars. To this was added the same fuel injection
system from the P3 for an output of up to 450hp (335kW).
The P3/4, one of the P4s, and one 412 P electrified the racing world when they crossed the finish line together (in
first 0846, second 0856, and third place 0844) in the 1967 24 Hours of Daytona, for a photo finish to counter Ford's
photo of the Ford GT 40 MK IIs crossing the finish line together First, Second, and Third at Le Mans in 1966.
Since then, the fate of the these four nearly legendary cars has been the subject of much attention. All of the P4s built
are accounted for. By chassis number:
0846 the only P3/4 was originally built as a P3 by Ferrari. It was modified in December 1966 to accept a P4
engine and it's wheelbase was changed P3 2412mm to P4 2400mm. It retained its P3 nose and chassis becoming a
P 3/4. This vehicle was damaged in an accident at Le Mans and was discarded by Ferrari.[5] Recently, many
components of the original P3/4 0846 have resurfaced in the possession of exotic car collector and enthusiast
James Glickenhaus, a former movie director and stock exchange magnate. Although both he and David Piper
(from whom he acquired the car) thought it one of four replica chassis constructed with the blessing of Enzo
Ferrari in the late 1960s, it appears that nearly all of the tube frame chassis and other components from the
wrecked P3/4 0846 are part this car.[6] This discovery has stirred debate [7] Ferrari Market Letter recently
reported: "While Ferrari insists that 0846 was scrapped and is no more, a car exists with strong claims to be the
resurrection of that car." Its tube frame chassis appears to be a P3 modified to hold a P4 engine, as was the case
with 0846 exclusively, and the damage from two contemporary racing accidents appears in the frame as well. The
car's transmission, engine heads, and steering rack also include the correct Le Mans scrutineering marks, linking
them to P3 0846 and P3/4 0846 of 1966 and 1967. P3/4 0846 was road tested by Car and Driver magazine.[8]
Since 2000 Ferrari S.p.A has published the fact on their official web site Ferrari.com in the owners section that
Ferrari P 3/4 Chassis 0846 is owned by James Glickenhaus.
0856 remains in its original state and is owned by Lawrence Stroll
0858 was converted into a 350 Can-Am by Ferrari but is now fitted with a replica P4 Spyder body.
345
Ferrari P
346
0860 was also converted by Ferrari to a 350 Can-Am but is presently wearing a replica P4 Spyder body and is in a
French automobile museum
The Ferrari 330 P4 made a notable appearance in the video game Forza Motorsport 2. The P4 in Forza Motorsport 3
is patterned on P3/4 0846 which James Glickenhaus made available to Microsoft and James Glickenhaus is credited
by Microsoft in Forza Motorsport for making his P3/4 0846 available to them for this purpose.
The P4 also appears in the video game Gran Turismo 5, as one of the most expensive 20 million classics on the
game.
P4 Replicas
Due to the great fame and sleek appearance of the original design,
more than a hundred P4 replicas of various design have been built. A
high-quality P4 replica built with genuine Ferrari engine (e.g., a 400i
V12) may command as much as $200,000, but simpler ones (often with
Rover engines and Renault drive-trains) fetch around $50,000.
There have also been replica chassis built:
A ZA-built Bailey-Edwards Ferrari P4
0900 was a continuation commissioned and currently owned by

REPLICA, powered by a BMW V-12, South
David Piper
Africa.
0900a is another currently unfinished continuation also owned by
Piper
0900b is a third continuation, but is still under construction. Its frame was made in the 2000s by Piper for an
American customer.
312 P
After boycotting sports cars racing in 1968 to protest the rule change,
Ferrari built another 3000cc prototype in 1969, named the 312 P.
The 3.0 Ferrari 312P Barchetta and 3.0 Ferrari 312P Berlinetta were
hardly more than a 3-litre F1 Ferrari 312 with a prototype body. At the
12 Hours of Sebring the spyder finished 2nd to a JWA Gulf Ford
GT40. At the BOAC 500 in Brands Hatch the same spyder was 4th
behind three Porsche 908-01. At 1000km Monza, Chris Amon took the
pole with the 312P spyder, ahead of Jo Siffert's 908-01, but had to
retire. At the 1000km Spa, a 312P was second behind the
Ferrari 312 P driven by Chris Amon at the 1969
Siffert-Redman 908-01LH. At Le Mans two 312P Berlinettas were
1000 km Nurburgring
entered. They were 5 and 6 on the grid, but didn't finish. At the end of
the season the 312Ps were sold to N.A.R.T., the American Ferrari importer of Luigi Chinetti.
Ferrari P
347
512 S and 512 M

These were not designated with P as they were not built for the 3000cc
Prototype category, but with S as 5000cc Sports cars, of which at least
25 had to be built. Porsche had made that investment in early 1969
with the new Porsche 917. Ferrari answered with the Ferrari 512 which
was introduced for 1970, and later modified as 512 M.
Ferrari 512 S driven by Nino Vaccarella at the

1970 1000 km Nurburgring
312 PB
In 1971, another rule change was announced for 1972, and Ferrari
abandoned further development of the 512 in order to focus on a new 3
Litre prototype based on the F1 car. The 312PB would prove fast but
fragile in its debut at the 1971 Sebring 12 hours. Further development
over the 1971 season brought reliability, with the speed.
In 1972, the 312PBs with the flat boxer engine was very successful and
won all races of the World Championship for Makes in which it
competed. Ferrari didn't enter the 24 Hours of Le Mans in 1972, as
Enzo Ferrari thought that the F1-based engine could not last the full 24
hours. He would be proven wrong.
Ferrari 312 PB
They had to enter Le Mans in 1973, though, and finished second behind Matra, same as in the championship. At the
end of the 1973 season, Ferrari forced to abandoned sports car racing, by FIAT, and ordered to focus on F1.
333 SP
In the 1990s, the Ferrari 333 SP was built, but not raced by the factory
itself.
Ferrari 333 SP
Ferrari P
348
P4/5
In 2005, James Glickenhaus commissioned Pininfarina
to rebody an Enzo as a special one-off custom car.[9] It
is inspired by the early P racers, and especially
Glickenhaus' own resurrected P3/4.[10][11]
In May 2010 Glickenhaus announced that P 4/5
Competizione a new car based on P 4/5s designs but
built to FIA GT2 Standards would be built and Raced
at the 2011 24 Hours of Nurburgring by Scuderia
Cameron Glickenhaus in an Experimental Class under
the Direction of Paolo Garella Former Head of Special
Projects at Pininfarina.
Styling Model of Ferrari P 4/5 by Pininfarina at The Paris Auto

Show
At The 2011 24 Hours of Nurburgring P 4/5 Competizione finished 2 in class and received a special Constructor's
Trophy. After The 24 Hours of Nurburgring P 4/5 Competizione was displayed in The National Auto Museum of
Italy in Torino for a month.
For the 2012 Racing season P 4/5 Competizione was modified and KERS was added. At The 2012 24 Hours of
Nurburgring P 4/5 Competizione M finshed 1 in Class, 12 OA and is leading The FIA Alternate Energy Class 7
World Champinoship.
References
[1]
[2]
[3]
[8]
Michael L Twite, The World's Racing Cars, Fourth Edition, 1971, page 114
http:/ / mycarquest. com/ 2013/ 03/ the-last-ferrari-to-win-the-24-hours-of-le-mans-the-1965-ferrari-250-lm-at-amelia-island. html
M.L. Twite, The World's Racing Cars, Fourth Edition, 1971, page 109
http:/ / www. caranddriver. com/ features/ 13632/ sport-instruments-of-war. html
External links
Original Photos of Ferrari 250 LM #6045 (http://www.thecobraferrariwars.com/1531072.html)
Ferrari TR
349
Ferrari TR
See also the 500 TR and Testarossa models.
The Ferrari TR, or 250 Testa Rossa, is a race car
model built by Ferrari in the 1950s and 60s. These cars
dominated their arenas, with variations winning the 24
Hours of Le Mans in 1958, 1960, and 1961. They were
closely related to the rest of the Ferrari 250 line,
especially the legendary 250 GTO.
In all, thirty-four 250 Testa Rossas were built, from
1956 through 1961. The phrase "Testa Rossa" means
"red head." The most well known, the 250TR, was
produced from 1957 to 1958; only 2 factory cars and 19
customer cars were built. After the 250 GTO, the 250
Testa Rossa is the second most valuable Ferrari model,
often valued at more than US$8,000,000. A 1957 250
Testa Rossa sold on August 20, 2011 for $16,400,000,
a new world record auction price for a car when
inflation is ignored.[1] It should also be noted that there
was a time where this car, along with several similar
models, was viewed as merely a "clapped-out" obsolete
racer. They often sold for as low as $4,000 around
1965.
1958 250 Testa Rossa from the Ralph Lauren collection
1961 250 TR Spider Fantuzzi Serenissima version from the Ralph

Lauren collection
250 Testa Rossa

Named for the red valve covers, the original 250 TR
had unorthodox bodywork by Scaglietti. The front
fenders are visually separated from the central "nacelle"
body, a design inspired Formula One racers, with air
ducting across the front brakes and out through the
open area behind the wheels, this model is often called
the "Pontoon" TR. Olivier Gendebien and Phil Hill won
the 24 Hours of Le Mans with the pontoon bodywork
replaced by more orthodox bodywork in 1958.
Ferrari 250 TR V-12 engine
250 TR
The 250 TR's aerodynamic design was successful in racing but nonetheless controversial: Ferrari began changing the
look soon after its production. Other, more conventional bodies were designed by Ferrari stalwarts, Pininfarina and
Carrozzeria Touring. The engine had the same displacement as the rest of the 250 series but was tuned to produce far
more power. The front styling of the 250 TR61 pictured served as inspiration to the current Ferrari F430 road car.
The 250 TR lines of 1960 and 1961 were dominant racers Olivier Gendebien took Le Mans again those two years,
with Paul Frre in 1960 and Phil Hill in 1961.
Ferrari TR
350
References
Ford GT40
Ford GT40
Manufacturer
Ford Advanced Vehicles

Kar Kraft
Shelby American
Production
[1]
1964-1969
107 produced
Assembly
Slough, UK (Mk I, Mk II, and Mk

III)
Detroit, Michigan, USA (Mk IV)
Successor
Ford P68
Class
Group 4 Sports Car

Group 6 Sports Prototype
Bodystyle
Coupe
Roadster
Engine
4181 cc (255CID) V-8

4737 cc (289CID) V-8
6997 cc (427CID) V-8
4942 cc (302CID) V-8
Transmission
4-speed manual
Wheelbase
95in (2,413mm)
Length
160in (4,064mm)
Width
70in (1,778mm)
Height
40.5in (1,029mm)
Curbweight
2,002lb (908kg)
[]
Ford GT40
The Ford GT40 is a high performance

American-British racing car, built and designed in
England (Mk I, Mk II, and Mk III) and in the United
States (Mk IV) respectively, and powered by a series of
American-built engines, which won the 24 Hours of Le
Mans four consecutive times, from 1966 to 1969 (1966
being the Mk II, 1967 the Mk IV, and 1968-1969 the
oldest chassis design, the Mk I). In 1966, at the
attendance of Henry Ford II himself in Le Mans, the
Mk II GT40 provided Ford with the first overall Le
Mans victory for an American manufacturer [2][3] and
the first victory for an American manufacturer at a
major European race since Jimmy Murphys triumph
with Duesenberg at the 1921 French Grand Prix. The
Mk IV GT40, which won the race in 1967, remains, to
this day, the only car designed and built entirely in the
United States to claim an overall win at Le Mans.[4]
351
Ford GT40 Mk II front. This car took second place overall (all three
top finishers were Ford GT40s) in the 1966 24 Hours of Daytona.
The #1 car was driven by Ken Miles and Lloyd Ruby, and together
with the #2 car driven by Bruce McLaren/Chris Amon (1st overall)
and #5 car driven by Bucknum/Hutcherson (3rd overall) gave Ford
its first victory in a 24 hour race. The photo shows the livery as used
at Le Mans in 1966. (Serial Number GT-40 P 1015 Mk. II)
In addition to four consecutive overall Le Mans

victories, Ford also won the following four FIA international titles (at what was then unofficially known as the
World Sportscar Championship) with the GT40:
1966 International Manufacturers Championship - Over 2000cc
1966 International Championship for Sports Cars - Division III (Over 2000cc)
1967 International Championship for Sports Cars - Division III (Over 2000cc)
The GT40 was originally produced to win long-distance sports car races against Ferrari (who won at Le Mans six
times in a row from 1960 to 1965). Chassis # P-1075, which won in 1968 and 1969, is the first car in Le Mans
history to win the race more than once with the same chassis, using a Ford engine originally of 4.7-litre displacement
capacity, enlarged to 4.9-litre (also known as a 5.0) with special alloy Gurney-Weslake cylinder head.
The car was named the GT (for Grand Touring) with the 40 representing its overall height of 40inches (1.02 m,
measured at the windshield) as required by the rules. Large displacement Ford V8 engines (4.2litre, 4.7litre and
7litre) were used, compared with the Ferrari V12 which displaced 3.0 litres or 4.0 litres.
Early cars were simply named "Ford GT". The name "GT40" was the name of Ford's project to prepare the cars for
the international endurance racing circuit, and the quest to win the 24 Hours of Le Mans. The first 12 "prototype"
vehicles carried serial numbers GT-101 through GT-112. The "production" began and the subsequent cars, the MkI,
MkII, and MkIIIs, (with the exception of the MkIV, which were numbered J1-J10) were numbered GT40P/1000
through GT40P/1145, were officially "GT40s". The name of Ford's project, and the serial numbers dispel the story
that "GT40" was "only a nickname."
The contemporary Ford GT is a modern homage to the GT40.
Ford GT40
History
Henry Ford II had wanted a Ford at Le Mans since the early 1960s.
In the spring of 1963, Ford reportedly received word through a European intermediary that Enzo Ferrari was
interested in selling to Ford Motor Company. Ford reportedly spent several million dollars in an audit of Ferrari
factory assets and in legal negotiations, only to have Ferrari unilaterally cut off talks at a late stage due to disputes
about the ability to direct open wheel racing. Ferrari, who wanted to remain the sole operator of his company's motor
sports division, was angered when he was told that he would not be allowed to race at the Indianapolis 500 if the deal
went through since Ford fielded Indy cars using the company's engine, and didn't want competition from Ferrari.
Enzo cut the deal off out of spite and Henry Ford II, enraged, directed his racing division to find a company that
could build a Ferrari-beater on the world endurance-racing circuit.
To this end Ford began negotiation with Lotus, Lola, and Cooper. Cooper had no experience in GT or prototype and
its performances in Formula One were declining.
Lotus was already a Ford partner for their Indy 500 project. Ford executives already doubted the ability of Lotus to
handle this new project. Colin Chapman probably had similar views as he asked a high price for his contribution and
insisted that the car (which became the Lotus Europa) should be named a Lotus-Ford, an attitude that can be viewed
as polite refusal.
The Lola proposal was chosen, since Lola had used a Ford V8 engine in their mid-engined Lola Mk 6 (also known as
Lola GT). It was one of the most advanced racing cars of the time, and made a noted performance in Le Mans 1963,
even though the car did not finish, due to low gearing and so revving out on the Mulsanne Straight. However, Eric
Broadley, Lola Cars' owner and chief designer, agreed on a short-term personal contribution to the project without
involving Lola Cars.
The agreement with Broadley included a one-year collaboration between Ford and Broadley, and the sale of the two
Lola Mk 6 chassis built to Ford. To form the development team, Ford also hired the ex-Aston Martin team manager
John Wyer.[] Ford Motor Co. engineer Roy Lunn was sent to England; he had designed the mid-engined Mustang I
concept car powered by a 1.7litre V4. Despite the small engine of the Mustang I, Lunn was the only Dearborn
engineer to have some experience with a mid-engined car.
Overseen by Harley Copp, the team of Broadley, Lunn and Wyer began working on the new car at the Lola Factory
in Bromley. At the end of 1963 the team moved to Slough, near Heathrow airport. Ford then established Ford
Advanced Vehicles Ltd, a new subsidiary under the direction of Wyer, to manage the project.[]
The first chassis built by Abbey Panels of Coventry was delivered on March 16, 1963, with fibre-glass mouldings
produced by Fibre Glass Engineering Ltd of Farnham.[5] The first "Ford GT" the GT/101 was unveiled in England
on April 1 and soon after exhibited in New York.
It was powered by the 4.2L Fairlane engine with a Colotti transaxle, the same power plant was used by the Lola GT
and the single-seater Lotus 29 that came in a highly controversial second at the Indy 500 in 1963. (A DOHC head
design was used in later years at Indy. It won in 1965 in the Lotus 38.)
The Ford GT40 was first raced in May 1964 at the Nrburgring 1000 km race where it retired with suspension
failure after holding second place early in the event. Three weeks later at the 24 Hours of Le Mans, all three entries
retired although the Ginther/Gregory car led the field from the second lap until its first pitstop. After a season-long
series of dismal results under John Wyer in 1964, the program was handed over to Carroll Shelby after the 1964
Nassau race. The cars were sent directly to Shelby, still bearing the dirt and damage from the Nassau race. Carroll
Shelby was noted for complaining that the cars were poorly maintained when he received them, but later information
revealed the cars were packed up as soon as the race was over, and FAV never had a chance to clean, and organize
the cars to be transported to Shelby.
352
Ford GT40
Shelby's first victory came on their maiden race with the Ford program,
with Ken Miles and Lloyd Ruby taking a Shelby American-entered
GT40 to victory in the Daytona 2000 in February 1965. The rest of the
season, however, was a disaster.
The experience gained in 1964 and 1965 allowed the 7-litre Mk II to
dominate the 24 Hours of Le Mans race in 1966 with a 1-2-3 result.
Prototype chassis GT 104, which finished third at
the Daytona 2000 in 1965.
The finish, however, was clouded in controversy: in the final few
hours, the Ford GT of New Zealanders Bruce McLaren and Chris
Amon closely trailed the leading Ford GT driven by Englishman Ken Miles and New Zealander Denny Hulme. With
a multi-million-dollar program finally on the very brink of success, Ford team officials faced a difficult choice. They
could allow the drivers to settle the outcome by racing each other and risk one or both cars breaking down or
crashing. They could dictate a finishing order to the drivers guaranteeing that one set of drivers would be
extremely unhappy. Or they could arrange a tie, with the McLaren/Amon and Miles/Hulme cars crossing the line
side-by-side. The team chose the last and informed McLaren and Miles of the decision just before the two got in
their cars for the final stint. Then, not long before the finish, the Automobile Club de l'Ouest (ACO), organizers of
the Le Mans event, informed Ford that the geographical difference in starting positions would be taken into account
at a close finish meaning that the McLaren/Amon vehicle, which had started perhaps 60 feet (18m) behind the
Hulme-Miles car, would have covered slightly more ground over the 24 hours and would therefore be the winner.
Secondly, Ford officials admitted later, the company's contentious relationship with Miles, its top contract driver,
placed executives in a difficult position. They could reward an outstanding driver who had been at times extremely
difficult to work with, or they could decide in favour of drivers (McLaren/Amon) with less commitment to the Ford
program but who had been easier to deal with. Ford stuck with the orchestrated photo finish but Miles, deeply bitter
over this decision after his dedication to the program, issued his own protest by suddenly slowing just yards from the
finish and letting McLaren across the line first. Miles died in a testing accident in the J-car (later to become the Mk
IV) at Riverside (CA) Raceway just two months later.
Miles' death occurred at the wheel of the Ford "J-car", an iteration of the GT40 that included several unique features.
These included an aluminum honeycomb chassis construction and a "breadvan" body design that experimented with
"kammback" aerodynamic theories. Unfortunately, the fatal Miles accident was attributed at least partly to the
unproven aerodynamics of the J-car design, as well as the experimental chassis' strength. The team embarked on a
complete redesign of the car, which became known as the Mk IV. The Mk IV, a newer design with a Mk II engine
but a different chassis and a different body, won the following year at Le Mans(when four Mark IVs, three Mark IIs
and three Mark Is raced). The high speeds achieved in that race caused a rule change, which already came in effect in
1968: the prototypes were limited to the capacity of to 3.0 litre, the same as in Formula One. This took out the
V12-powered Ferrari 330P as well as the Chaparral and the Mk. IV. If at least 50 cars had been built, sportscars like
the GT40 and the Lola T70 were allowed, with a maximum of 5.0L. John Wyer's revised 4.7litre (Bored to 4.9
litres, and o-rings cut and installed between the deck and head to prevent head gasket failure, a common problem
found with the 4.7 engine.) Mk I. It won the 24 hours of Le Mans race in 1968 against the fragile smaller prototypes.
This result, added to four other round wins for the GT40, gave Ford victory in the 1968 International Championship
for Makes. The GT40's intended 3.0L replacement, the Ford P68, and Mirage cars proved a dismal failure. In 1969,
facing more experienced prototypes and the new yet still unreliable 4.5L flat-12 powered Porsche 917s, the winners
Jacky Ickx/Jackie Oliver managed to beat the remaining 3.0litre Porsche 908 by just a few seconds with the already
outdated GT40 (in the very car that had won in 1968 - the legendary GT40P/1075). Apart from brake wear in the
Porsche and the decision not to change pads so close to the race end, the winning combination was relaxed driving
by both GT40 drivers and heroic efforts at the right time by (at that time Le Mans' rookie) Ickx, who won Le Mans
five times more in later years. In 1970, the revised Porsche 917 dominated, and the GT40 had become obsolete.
353
Ford GT40
Versions
Mk I
The Mk I was the original Ford GT40. Early prototypes
were powered by 4.2 litre (255 cu.in) alloy V8 engines
[6]
and production models were powered by 4.7 litre
(289 cu.in) engines as used in the Ford Mustang. Five
prototype models were built with roadster bodywork,
including the Ford X-1.[1] The Ford X-1 was a roadster
built to contest the Fall 1965 North American Pro
Series, a forerunner of Can-Am, entered by the Bruce
McLaren team and driven by Chris Amon. The car had
an aluminum chassis built at Abbey Panels and was
originally powered by a 4.7 liter (289ci) engine. The
A Ford GT40 Mk I competing in the 1969 Nurburgring 1000km race
real purpose of this car was to test several
improvements originating from Kar Kraft, Shelby and
McLaren. Several gearboxes were used: a Hewland LG500 and at least one automatic gearbox. It was later upgraded
to Mk II specifications with a 7.0 liter (427ci) engine and a standard four ratio Kar Kraft gearbox, however the car
kept specific features such as its open roof and lightweight chassis. The car went on to win the 12 Hours of Sebring
in 1966.
Mk II
The Mk II used the 7.0 litre (427ci) engine from the
Ford Galaxie. In 1966, the 7.0 litre Ford GT 40 began
dominating the world famous "24 hours of Le mans"
race in France. In 1966 the GT 40 took Europe by
surprise and beat Ferrari to finish 1-2-3 in the
standings. The Ford team went on to win the race four
consecutive years. (1966-1969) For Daytona 1967, two
Mk II models (chassis 1016 and 1047) were fitted with
Mercury 7.0 liter engines. Mercury is a Ford Motor
Company division, and Mercury's 427 was exactly the
Ford GT40 Mk II rear
same engine as Ford's with different logos. A batch of
wrongly heat treated input shafts in the transaxles sidelined virtually every Ford in the race, however, and Ferrari
won 1-2-3.
354
Ford GT40
355
Mk III
The Mk III was a road-car only, of which 7 were
built.[1] The car had four headlamps, the rear part of the
body was expanded to make room for luggage, the 4.7
litre engine was detuned to 335bhp (250kW), the
shocks were softened, the shift lever was moved to the
center and the car was available with the steering wheel
on the left side of the car. As the Mk III looked
significantly different from the racing models many
customers interested in buying a GT40 for road use
chose to buy a Mk I that was available from Wyer Ltd.
Ford GT40 Mk I road version
J-car
In an effort to develop a car with better aerodynamics
and lighter weight, it was decided to retain the 7 litre
engine, but redesign the rest of the car. In order to bring
the car more "in house" and lessening partnership with
English firms, Ford Advanced Vehicles was sold to
John Wyer and the new car was designed by Ford's
studios and produced by Ford's subsidiary Kar Kraft
under Ed Hull. There was also a partnership with the
Brunswick Aircraft Corporation for expertise on the
novel use of honeycomb aluminium panels bonded
together to form a lightweight but rigid "tub". The car
was designated as the J-car, as it was constructed to
meet the new Appendix J regulations [7] which were
introduced by the FIA in 1966.[8]
1967 Ford GT40 Mk IV, which was developed from the J-car
The first J-car was completed in March, 1966 and set the fastest time at the Le Mans trials that year. The tub
weighed only 86lb (39kg), and the entire car weighed only 2,660lb (1,210kg), 300lb (140kg) less than the Mk II.
It was decided to run the MkIIs due to their proven reliability, however, and little or no development was done on the
J-car for the rest of the season. Following Le Mans, the development program for the J-car was resumed, and a
second car was built. During a test session at Riverside International Raceway in August 1966, with Ken Miles
driving, the car suddenly went out of control at the end of Riverside's high-speed, 1-mile-long back straight. The
honeycomb chassis did not live up to its design goal, shattering upon impact, bursting into flames and killing Miles.
It was determined that the unique, flat-topped "bread van" aerodynamics of the car, lacking any sort of spoiler, were
implicated in generating excess lift. Therefore a more conventional but significantly more aerodynamic body was
designed for the subsequent development of the J-car which was officially known as the GT40 Mk IV.[] A total of
nine cars were constructed with J-car chassis numbers although six were designated as Mk IVs and one as the
G7A.[1]
Ford GT40
Mk IV
The Mk IV was built around a reinforced J chassis
powered by the same 7.0 L engine as the Mk II.
Excluding the engine, the Mk IV was totally different
from other GT40s, using a specific chassis and specific
bodywork. As a direct result of the Miles accident, the
team installed a NASCAR-style steel-tube roll cage in
the Mk. IV, which made it much safer but negated most
of the weight saving of the honeycomb-panel
construction. Dan Gurney often complained about the
weight of the Mk IV, since the car was 600 pounds
(270kg) heavier than the Ferraris he raced. During
practice at Le Mans in 1967, in an effort to preserve the
Ford GT40 Mk IV
highly-stressed brakes, Gurney developed a strategy
(also adopted by co-driver A.J. Foyt) of backing
completely off the throttle several hundred yards before the approach to the Mulsanne hairpin and virtually coasting
into the braking area. This technique saved the brakes, but the resulting increase in the car's recorded lap times
during practice led to speculation within the Ford team that Gurney and Foyt, in an effort to compromise on chassis
settings, had hopelessly "dialed out" their car.
The Mk. IV ran in only two races, the 1967 12 Hours of Sebring and the 1967 24 Hours of Le Mans and won both
events.[] The installation of the roll cage was ultimately credited by many with saving the life of Mario Andretti, who
crashed violently in a Mk. IV during the 1967 Le Mans, but escaped with minor injuries. Unlike the earlier Mk.I - III
cars, which were built in England, the Mk.IVs were built in America by Kar Kraft. Le Mans 1967 remains the only
truly all-American victory in Le Mans history - American drivers, team, chassis, engine and tyres. A total of 6 Mk
IVs were constructed.[1]
G7A
The Ford G7A was a CanAm car, built in 1969 [1] using the J-car chassis.
Continuation & Replica Models

As the price and the rarity of the Ford GT40 have
increased, so has the demand for a continuation model
as well as cheaper imitations and replicas of varying
quality. There have been several kit cars and replicas
made that have been inspired by the Ford GT40, as
well as a continuation (exact and licensed replica):
GT40/R Competition, United States: authentic GT40
built by Superformance and co-designed with
GT40/R Competition at Road America, built by Pathfinder
Pathfinder Motorsports, it is the only race-version
Motorsports/Superformance
continuation model fully licensed by Safir GT40
Spares (Ltd). These carry continuation chassis
numbers from the original cars. Approved for vintage racing by the Historic Sportscar Racing
356
Ford GT40
357
association (HSR), Bobby Rahal's Legends of

Motorsports (LOM), and the Sportscar Vintage
Racing Association (SVRA), it is distributed by
Pathfinder Motorsports.[9][10] A GT40/R
(GT40P/2094) campaigned by Pathfinder
Motorsports with an engine built by Holman Moody
won both the 2009 US Vintage Grand Prix and the
2009 Governor's Cup at Watkins Glen.[11]
Holman Moody: GT40 Mark IIs won third at Le
Mans in 1966, still manufacture a small number of
GT40s from 1966 blueprints
A "Roaring Forties" replica of a 1965 Ford GT40 in Shelby livery on

display at the 2005 United States Grand Prix
Ford GT
At the 1995 Detroit Auto Show, the Ford GT90 concept
was shown and at the 2002 show, a new GT40 Concept
was unveiled by Ford.
While similar in appearance to the original cars, it was
bigger, wider, and three inches taller than the original
40inches (1.02 m). Three production prototype cars
were shown in 2003 as part of Ford's centenary, and
delivery of the production Ford GT began in the fall of
2004. The Ford GT was assembled in the Ford Wixom
plant and painted by Saleen, Incorporated at their
Saleen Special Vehicles plant in Troy, Michigan, USA.
2005 Ford GT
A British company, Safir Engineering, who made continuation GT40s in the 1980s owned the GT40 trademark at
that time, and when they completed production, they sold the excess parts, tooling, design, and trademark to a small
American company called Safir GT40 Spares based in Ohio. Safir GT40 Spares licensed the use of the GT40
trademark to Ford for the initial 2002 show car, but when Ford decided to make the production vehicle, negotiations
between the two failed, and as a result the new Ford GT does not wear the badge GT40. It is
rumoredWikipedia:Avoid weasel words that Safir GT40 Spares asked $40 million dollars for the rights, but this has
never been verified. The partners at Safir GT40 Spares state they have correspondence from Ford declining Safir's $8
million offer. Later models or prototypes have also been called the Ford GT but have had different numbering on
them such as the Ford GT90 or the Ford GT70. The GT40 name is currently licensed to Hi Tech Automotivein South
Africa, the manufacturer who builds Superformance.
Le Mans 24 Hour victories
Ford GT40
358
Le Mans 24 Hour victories

Distance Speed
Year Car
Team
Drivers
Engine
Tyre km
mph
km/h
1966 MkII
Bruce McLaren Ford 7.0L V8

Chris Amon
4843.09
130.98 210.80
1967 MkIV
Dan Gurney
A. J. Foyt
5232.9
135.48 218.03
1968 MkI
John Wyer Automotive Engineering Ltd.
Ford 4.9L V8 F
4452.88
115.29 185.54
1969 MkI
John Wyer Automotive Engineering Ltd.
Ford 4.9L V8 F
4997.88
129.40 208.25
Pedro
Rodriguez
Lucien Bianchi
Jacky Ickx
Jackie Oliver
Ford 7.0L V8
References
[1]
[4]
[5]
[6]
Ford Chassis Numbers (http:/ / isr. cudlici. com/ ChassisFord. html) Retrieved on 27 January 2010
http:/ / simeonemuseum. org/ the-cars
http:/ / www. gt40. co. uk/ gt40st16. html
Nrburgring 1000 Kilometres 1964 (http:/ / www. racingsportscars. com/ photo/ Nurburgring-1964-05-31. html) Retrieved from
www.racingsportscars.com on 18 April 2010
[7] Ford Mk IV (http:/ / www. ultimatecarpage. com/ car/ 3406/ Ford-Mk-IV. html) Retrieved from www.ultimatecarpage.com on 22 February
2010
[8] Appendix J to the International Sporting Code (http:/ / www. fia. com/ resources/ documents/ 2102817986__Hist_App_J_69_Art_252_a. pdf)
Retrieved from www.fia.com on 23 February 2010
Further reading
Auto Passion n49 July 1991 (in French)

La Revue de l'Automobile historique n7March/April 2001 (in French)
Ford: The Dust and the Glory/A motor racing history by Leo Levine/1968
Ford vs. Ferrari: the Battle for Le Mans by Anthony Pritchard, 1984 Zuma Marketing
Ford GT-40: An Individual History and Race Record by Ronnie Spain 1986
Jaguar C-Type
359
Jaguar C-Type
Jaguar C-Type
Manufacturer
Jaguar Cars
Production
19511953
Successor
Jaguar D-type
Class
Competition-Sports car
Bodystyle
Roadster
The Jaguar C-Type (also called the Jaguar XK120-C) is a racing sports car built by Jaguar and sold from 1951 to
1953. The "C" designation stood for "competition".
The car used the running gear of the contemporary XK120 in a lightweight tubular frame and aerodynamic
aluminium body. A total of 55 C-Types were built.
Specification
The road-going XK120s 3.4-litre twin-cam, straight-6 engine produced between 160 and 180bhp (134kW). The
version in the C-Type was originally tuned to around 205bhp (153kW). Later C-Types were more powerful, using
triple twin-choke Weber carburettors and high-lift camshafts. They were also lighter, and from 1952 braking
performance was improved by disc brakes on all four wheels. The lightweight, multi-tubular, triangulated frame was
designed by Bob Knight and Derrick White. The aerodynamic body was designed by Malcolm Sayer. Made of
aluminium in the barchetta style, it was devoid of road-going items such as carpets, weather equipment and exterior
door handles.
Racing
The C-Type was successful in racing, most notably at the Le Mans 24 hours race, which it won twice.
In 1951 the car won at its first attempt. The factory entered three, whose driver pairings were Stirling Moss and Jack
Fairman, Leslie Johnson and 3-times Mille Miglia winner Clemente Biondetti, and the eventual winners, Peter
Walker and Peter Whitehead. The Walker/Whitehead car was the only factory entry to finish, the other two retiring
with lack of oil pressure. A privately entered XK120, owned by Robert Lawrie, co-driven by Ivan Waller, also
completed the race, finishing 11th.
In 1952 Jaguar, worried by a report about the speed of the Mercedes-Benz 300SLs that would run at Le Mans,
modified the C-Types aerodynamics to increase the top speed. However, the consequent rearrangement of the
Jaguar C-Type
cooling system made the car vulnerable to overheating.[1] All three retired from the race. The Peter Whitehead/Ian
Stewart and Tony Rolt/Duncan Hamilton cars blew head gaskets, and the Stirling Moss/Peter Walker car, the only
one not overheating having had a full-sized radiator hurriedly fitted, lost oil pressure after a mechanical breakage.[2]
Later testing by Norman Dewis at MIRA after the race proved that it was not the body shape that caused the
overheating but mainly the water pump pulley that was undersize, spun too fast, caused cavitation and thus the
overheating. In addition the header tank was in front of the passenger-side bulkhead, far from the radiator, and the
tubing used was 7/8 inch. When the tubing diameter was increased to 1 1/4 inch and the water pump pulley increased
in diameter, the car ran without problem. What the body shape did do though was to create enormous tail lift, which
caused the cars to squirrel their way down the Mulsanne (properly called the Hunaudires) straight at speeds over
120mph (193km/h). The chassis numbers of the cars were XKC 001, 002 and 011, the last existing today as a
normal C-type, the others being dismantled at the factory.
In 1953 a C-Type won again. This time the body was in thinner, lighter aluminium and the original twin H8 sand
cast SU carburettors were replaced by three DCO3 40mm Webers, which helped boost power to 220bhp (164kW).
Philip Porter mentions additional changes:
Further weight was saved by using a rubber bag fuel tank... lighter electrical equipment and thinner
gauge steel for some of the chassis tubes... [T]he most significant change to the cars was the [switch to]
disc brakes.[3]
Duncan Hamilton and Tony Rolt won the race at 105.85mph (170.35km/h) the first time Le Mans had been won
at an average of over 100 miles per hour (161km/h). 1954, the C-Type's final year at Le Mans, saw a fourth place by
the Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters.
Values
When new, the car sold for about $6,000, approximately twice the price of an XK120. In an article in the June 11,
2003 issue of Autocar magazine ("Slick Cat Jaguar", p.70) the value of a "genuine, healthy" C-Type is estimated as
400,000, and the value of the 1953 Le Mans winner is about 2million; replicas are available from a variety of
sources from 40,000. A C-Type once owned and raced by Phil Hill sold at an American auction in August 2009 for
$2,530,000.
References
[1] Philip Porter, 1995. Jaguar Sports Racing Cars, pp. 40, 41. Bay View Books Ltd.
[2] Philip Porter, 1995. Jaguar Sports Racing Cars, p. 42. Bay View Books Ltd.
[3] Philip Porter, 1995. Jaguar Sports Racing Cars, p. 46. Bay View Books Ltd.
External links
Coventry Racers (http://www.coventryracers.com) Pages for each of the 55 C-Types, including photos and
short histories for many.
360
Jaguar D-Type
361
Jaguar D-Type
Jaguar D-Type
1955 Jaguar D-Type

Manufacturer
Jaguar Cars
Production
19541957
Predecessor
Jaguar C-Type
Successor
Jaguar E-Type
Class
Sports racing car
Bodystyle
Roadster
Related
Jaguar XKSS
The Jaguar D-Type is a sports racing car that was produced by Jaguar Cars Ltd. between 1954 and 1957. Although
it shares several components, including the basic Straight-6 XK engine design (initially 3.4litres and uprated to
3.8litres in the late fifties), with its predecessor the C-Type, the majority of the car is radically different. For
example its innovative monocoque construction introduced aviation industry engineering to competition car design,
and also an aeronautical understanding of aerodynamic efficiency.
D-Types won the Le Mans 24-hour race in 1955, 1956 and 1957. After Jaguar temporarily retired from racing as a
factory team, the company offered the remaining unfinished D-Types as XKSS versions whose extra road-going
equipment made them eligible for production sports car races in America. In 1957 25 of these cars were in various
stages of completion when a factory fire destroyed nine of them.
Total D-Type production is thought to have included 18 factory team cars, 53 customer cars, and 16 XKSS versions.
Jaguar D-Type
362
Design
The D-Type's structural design, revolutionary at the time, applied
aeronautical technology. The car's "tub", or cockpit section, is of
monocoque construction, mostly comprising sheets of aluminium
alloy. Its elliptical shape and comparatively small cross-section provide
torsional rigidity and reduce drag.[] To the tub's front bulkhead is
attached an aluminium tubing subframe for components such as
engine, steering assembly and front suspension. Rear subframe,
suspension and final drive are mounted to the rear bulkhead. Fuel is
carried in the tail. Here again the designers followed aviation practice
by specifying a deformable Marston Aviation Division bag[][1] in place
of a conventional tank.
The highly efficient, aerodynamic bodywork was largely the work of
Malcolm Sayer, who had joined Jaguar following a stint with the
Bristol Aeroplane Company during the Second World War and later
worked on the C-Type. For the D-Type, he insisted on a minimal
frontal area. To reduce the XK engine's height, Jaguar's Chief Engineer
William Haynes and former Bentley engineer Walter Hassan
developed dry sump lubrication, and it has been said that the car's
frontal area was also a consideration in canting the engine at 8 from
the vertical (which necessitated the bonnet bulge). Philip Porter, in his
book Jaguar Sports Racing Cars, says that "[a] more likely reason was
to provide extra space for the ram pipes feeding the three twin-choke
Weber carburettors."[] Reducing underbody drag contributed to the
car's high top speed; for the long Mulsanne Straight at Le Mans, a fin
was mounted behind the driver for aerodynamic stability. For the 1955
season, factory cars were fitted with a longer nose, which lengthened
the car by 7 inches and further increased maximum speed; and the
headrest fairing and aerodynamic fin were combined as a single unit
that smoothed the aerodynamics and saved weight.[]
1955 cockpit
1955 D-Type with stabilizing fin
Double overhead cam 3.4 litre straight six

cylinder XK6 engine
Mechanically, many features were shared with the outgoing C-Type. Its rear suspension and innovative all-round
disc brakes were retained, as was the XK engine. Apart from the new lubrication system, the engine was further
revised as development progressed during the D-Type's competition life. Notably in 1955 larger valves were
introduced, together with an asymmetrical cylinder head to accommodate them.
Elements of the body shape and many construction details were used in the Jaguar E-Type.
Jaguar D-Type
363
Competition history
D-Types fielded by a team under the leadership of Jaguar's racing
manager Lofty England were expected to perform well in their debut at
the 1954 24 Hours of Le Mans race. In the event, the cars were
hampered by fuel starvation caused by problems with the fuel filters,
necessitating pit stops for their removal,[] after which the entry driven
by Duncan Hamilton and Tony Rolt speeded up to finish less than a lap
behind the winning Ferrari. The D-Type's aerodynamic superiority is
evident from its maximum speed of 172.8mph on the Mulsanne
Straight compared with the more powerful Ferrari's 160.1mph.[]
D-Type XKD403, winner of the 1954 Reims 12

Hours race
For 1955 the cars were modified with long-nose bodywork and engines
uprated with larger valves. At Le Mans, they proved competitive with the Mercedes-Benz 300 SLRs, which had been
expected to win. Mike Hawthorn's D-Type had a narrow lead over Juan Manuel Fangio's Mercedes when another
Mercedes team car was involved in the most catastrophic accident in motorsport history.[2] Driver Pierre Levegh and
more than 80 spectators lost their lives, while many more were injured.
Mercedes withdrew from the race. Jaguar opted to continue, and the D-Type driven by Hawthorn and Ivor Bueb
went on to win.
Mercedes withdrew from motorsport at the end of the 1955 season, and
Jaguar again entered Le Mans in 1956. Although only one of the three
factory-entered cars finished, in 6th place, the race was won by a
D-Type entered by the small Edinburgh-based team Ecurie Ecosse and
driven by Ron Flockhart and Ninian Sanderson, beating works teams
from Aston Martin and Scuderia Ferrari.
In America, the Cunningham team raced several D-Types. In 1955, for
example, a 1954 works car on loan to Cunningham won the Sebring 12
Hours in the hands of Mike Hawthorn and Phil Walters, and in May
D-Type XKD606, winner of the 1957 Le Mans 24
1956 the team's entries for Maryland's Cumberland national
Hours race, in Ecurie Ecosse metallic Flag Blue
livery
championship sports car race included four D-Types in Cunningham's
white and blue racing colors. Driven by John Fitch, John Gordon
Benett, Sherwood Johnston and team owner Briggs Cunningham, they finished 4th, 5th, 7th and 8th respectively.
Although Jaguar withdrew from motorsport at the end of the 1956 season, 1957 proved to be the D-Type's most
successful year. D-Types took five of the top six places at Le Mans;
Ecurie Ecosse, with considerable support from Jaguar, and a 3.8-litre engine, again took the win, and also second
place. This was the best result in the D-Type's racing history.
Rules for the 1958 Le Mans race limited engine size to 3 litres for sports racing cars, which ended the domination of
the D-Type with its 3.8-litre XK engine. Jaguar developed a 3-litre version to power D-Types in the 1958, 1959 and
1960 Le Mans races but it was unreliable, and by 1960 it no longer produced sufficient power to be competitive.
The D-Types star waned as support from Jaguar decreased and the cars from rival manufacturers became more
competitive. Although it continued to be one of the cars to beat in club racing and national events, the D-Type never
again achieved a podium finish at Le Mans. By the early 1960s it was obsolete.
Jaguar D-Type
364
XKSS
After Jaguar temporarily retired from racing as a factory team in 1956,
the company offered the remaining unfinished D-Types as XKSS
versions whose additional road-going equipmentincluding a second
seat, passenger-side door, side windows, full-width framed windscreen
and windscreen wipers, trimmed interior, folding hood, and
bumpersmade them eligible for production sports car races in
America.
Road-equipped XKSS
On the evening of 12 February 1957, a fire broke out at Jaguar's

Browns Lane plant and destroyed nine of the 25 cars that were in
various stages of completion. With the requisite jigs and tooling also destroyed, this effectively ended production of
the XKSS version, although Jaguar later converted two additional D-Types.[]
Value
The first factory production D-Type (XKD-509) was sold at Bonhams auction for 2,201,500 in July 2008. The
previous highest confirmed price was 1,706,000, set in 1999.[citation needed]
References
[2] Deadliest Crash:the Le Mans 1955 Disaster (Programme Website) (http:/ / www. bbc. co. uk/ programmes/ b00sfptx), BBC Four
documentary, broadcast 16 May 2010.
External links
Coventry Racers (http://www.coventryracers.com) - Pages for each of the 71 D-Types, including photos and
short histories for many.
Steve McQueen's XKSS (http://www.mcqueenonline.com/jaguarxkss.htm)
Porsche 917
Porsche 917
The Porsche 917 is a racecar that gave Porsche its first
overall wins at the 24 Hours of Le Mans in 1970 and 1971.
Powered by the Type 912 flat-12 engine of 4.5, 4.9, or 5
litres, the 917/30 variant was capable of a 0-62mph
(100km/h) time of 2.3 seconds, 0124mph (200km/h) in
5.3 seconds, and a top speed of over 240mph (390km/h).[]
There are at least nine variants of the 917. The original
version had a medium-long tail with flippers, but had
considerable handling problems at high speed because of
poor bodywork aerodynamics. The Weyer-Gulf team then
Porsche 917K in the distinctive Gulf Oil livery at the 2006
Goodwood Festival of Speed.
experimented with a shorter tail, and solved the
aerodynamic and handling problems at testing sessions at
the sterreichring, at the expense of some top speed. Porsche adopted these changes into the 917K, which dominated
in the 1970 and 1971 World Sportscar Championships. In 1971, a variant of the 917K appeared with an altered tail
and shark fins, which together reduced drag and maintained down force. These versions produced around 620bhp.
There were also streamlined versions for Le Mans (1970 917L and 1971 917LH) that were 20mph faster in a
straight line. In 1971 Jo Siffert raced an open-top 917PA Spyder (normally aspirated) in the 1971 CanAm series.[1]
There is also the "Pink Pig" aerodynamic research version (917/20), and the turbocharged 917/10 and 917/30
CanAm Spyders. Porsche 917s also raced in the European Interseries in various configurations. In the 1973 Can-Am
series, the turbocharged version Porsche 917/30 developed 1,100bhp (820kW).[]
The 917 is one of the most iconic sports racing cars of all time, largely for its high speeds and high power outputs,
and was made into a movie star by Steve McQueen in his 1971 film Le Mans.
2009 marked the 40th anniversary of the 917, and Porsche held a special birthday celebration at the Goodwood
Festival of Speed (35 July).[2]
The birth of the 917

In an effort to reduce the speeds generated at Le Mans and other fast circuits of the day by the unlimited capacity
Group 6 prototypes (such as the 7-litre Ford GT40 Mk.IV and 4-litre V12 Ferrari P) the Commission Sportive
Internationale (then the independent competition arm of the FIA) announced that the International Championship of
Makes would be run for three-litre Group 6 prototypes for four years from 1968 through 1971. This capacity
reduction would also serve to entice manufacturers who were already building three-litre Formula One engines into
endurance racing.
Well aware that few manufacturers were ready to take up the challenge immediately, the CSI also allowed the
participation of five-litre Group 4 Sports Cars, of which a minimum of 50 units had to be manufactured.[3] This
targeted existing cars like the aging Ford GT40 Mk.I and the newer Lola T70 coupe.
In April 1968, facing few entrants in races, the CSI announced that the minimal production figure to compete in the
Sport category of the International Championship of Makes (later the World Sportscar Championship) would be
reduced from 50 to 25, starting in 1969 through the planned end of the rules in 1971. With Ferrari absent in 1968,
mainly Porsche 908 and Ford P68 were entered there, with the Ford being a total failure. As a result, old 2.2-litre
Porsche 907 often won that category, with John Wyer's 4.7-litre Ford GT40 Mk.I taking wins at faster tracks.
Starting in July 1968, Porsche made a surprising and very expensive effort to take advantage of this rule. As they
were rebuilding race cars with new chassis every race or two anyway, selling the used cars to customers, they
365
Porsche 917
decided to conceive, design and build 25 versions of a whole new car with 4.5-litre for the Sport category with one
underlying goal: to win its first overall victory in the 24 Hours of Le Mans on May 14, 1970. In only ten months the
Porsche 917 was developed, based on the Porsche 908.
When Porsche was first visited by the CSI inspectors only three cars were completed, while 18 were being
assembled and seven additional sets of parts were present. Porsche argued that if they assembled the cars they would
then have to take them apart again to prepare the cars for racing. The inspectors refused the homologation and asked
to see 25 assembled and working cars.
On March 12, 1969, a 917 was displayed at the Geneva Motor Show, painted white with a green nose and a black
#917. Brief literature on the car detailed a cash price of DM140,000, approximately 16,000 at period exchange
rates, or the price of about ten Porsche 911s. This price did not cover the costs of development.
On April 20 Porsche's head of motorsports Ferdinand Pich displayed 25 917s parked in front of the Porsche factory
to the CSI inspectors. Pich even offered the opportunity to drive any of the cars, which was declined.[4]
Construction
The car was designed under the leadership of Pich and Porsche chief engineer Helmuth Bott. The car was built
around a very light spaceframe chassis (42kg (93lb)) which was permanently pressurised with gas to detect cracks
in the welded structure.[] Power came from a new 4.5-litre air-cooled engine designed by Hans Mezger. The 'Type
912' engine featured a 180 flat-12 cylinder layout, twin overhead camshafts driven from centrally-mounted gears
and twin spark plugs fed from two distributors.[5] The large horizontally-mounted cooling fan was also driven from
centrally-mounted gears. The longitudinally-mounted gearbox was designed to take a set of four or five gears.
To keep the car compact despite the large engine, the driving position was so far forward that the feet of the driver
were beyond the front wheel axle.
The car had remarkable technology: Porsches first 12-cylinder engine, and many components made of titanium,
magnesium and exotic alloys that had been developed for lightweight "Bergspider" hill climb racers. Other methods
of weight reduction were rather simple, such as making the gear shift knob out of Balsa wood, some methods were
not simple, such as using the tubular frame itself as oil piping to the front oil cooler.
Racing history
1969-1971 World Sportscar Championship
1969
In testing, it soon appeared that the Porsche 917 did not work well on the race track. Porsche factory driver Brian
Redman recalled that "it was incredibly unstable, using all the road at speed." Many thought that the 4.5-litre engine
was too much for the frame. The suspension and the stability of the frame were suspected, but modifications did not
improve the problem. It was finally determined that the "long tail" body was generating significant lift on the
straights, as the 917 was 30km/h (19mph) faster than anything previously built for Le Mans. As with former
underpowered Porsches, the 917 aerodynamics had been optimized for low drag in order to do well on the fast
straights of Le Mans, Spa, Monza and elsewhere. The significance of downforce for racing was not yet fully realized
even though Can-Am and F1 cars were using wings by that time.
Before its competition debut on 11 May 1969 in the 1000km Spa, the weather conditions prevented further
improvements in tests. Jo Siffert/Redman managed to clock an unofficial lap time of 3:41.9 which would have
beaten the pole of 3:42.5 set by a Lola, but they chose to use the 908LH long tail with which they won the race and
set the fastest lap at 3:37.1. Gerhard Mitter/Udo Schtz actually started the race from 8th, but their already ailing
engine failed after one lap.
366
Porsche 917
Porsche 917 in 1000km Race at the Nrburgring 1969
367
Three weeks later for the 1000km Nrburgring, all works drivers
preferred the 908 over the 917 which was, despite some
modifications, not suited for the twisty track. As it was necessary
to promote the car in order to sell the surplus ones, Porsche asked
BMW for the services of their factory drivers Hubert Hahne and
Dieter Quester. They practised, but Munich declined permission to
have them race, so Englishman David Piper and Australian Frank
Gardner were hired on short terms. They drove the 917 to an
eighth place finish behind a Ford and an Alfa, while the factory's
armada of six 908/02 spyders scored a 1-2-3-4-5 win after the only
serious competition, a sole Ferrari 312P, failed.
At the 1969 24 Hours of Le Mans, the 917s were quickest in practice. Soon after the start the poor handling of the
917 and the inexperience of one of the drivers resulted in drama: British gentleman-driver John Woolfe crashed his
Porsche 917 at Maison Blanche on lap 1, dying as a result. Woolfe was the first privateer to race a 917. The works
917s led the race for hours, but did not make it through the night. At the end, Hans Herrmann's 908 remained as the
only Porsche that could challenge for the win, but Jacky Ickx's more powerful Ford won once again, by a mere 120
metres (390ft).
During June 1969, Enzo Ferrari had sold half of his stock to FIAT, and used some of that money to build 25 cars
powered by a 5-litre V12 in order to compete with the Porsche 917: the Ferrari 512 would be introduced for the 1970
season.
At that time, the 917 already had several races under its belt, yet no success. The first win came in the last race of the
championship season, the 1000 km Zeltweg. Jo Siffert and Kurt Ahrens succeeded in the privately entered Porsche
917 of German Freiherr von Wendt. At that time, the factory had started to focus on development, leaving the
time-consuming trips to races to customer teams.
1970
Disappointed by the poor results of the 917 in 1969, and facing
new competition, Porsche concluded an agreement with John
Wyer and his JWA Gulf Team, which became the official Porsche
team, and also the official development partner. During tests at the
Osterreichring at Zeltweg, works drivers Redman and Ahrens
tested the car, and the car still performed like it did before. The
Osterreichring was the circuit where the car had won its only race
at that time, Wyer's chief engineer John Horsman noticed that the
bodywork had a pattern of dead gnats dashed against it, revealing
Porsche 917 K at the Nrburgring
the airflow. The tail was cleanthe presence of no dead gnats
indicated that the air was not flowing over the tail. A modification
to the tail was cobbled-up on the spot in the pits with aluminium sheets taped together. This new short tail gave the
917 much needed stability from downforce. The plastic engine intake cover had already been removed. Redman and
Ahrens were doing only one lap at a time before, they each did 10 laps and were satisfied with the improved
performance.[6] The new version was called 917K (Kurzheck, or "short").
In addition to the big and powerful 917, the lightweight and compact Porsche 908/3 were developed for the slow and
twisty tracks of the Nrburgring and the Sicilian mountain roads used in the Targa Florio, providing wins while the
factory-backed 917 remained in the garages, as these cars were not suitable to these tracks. The 908/3 was built to
the FIA's 3-litre Group 6 Prototype regulations whereas the 917 was now officially a Group 5 Sports Car following
Porsche 917
another FIA review of its racing classes, applicable from 1970.
Wyer was surprised to discover that another team was
carefully preparing for the 1970 24 Hours of Le Mans
with close support from Porsche. As in 1969, the
Porsche Salzburg team was a de facto second works
team under control of members of the Porsche family.
The Martini Racing team also gained some support
from Porsche AG; obviously Porsche made efforts to
win the race by supporting more than one team.
Also, a new low drag version of the 917 was developed
for Le Mans with support from the external consultant
Robert Choulet. The 917L (Langheck) featured a
spectacular new "Long Tail" body including partially
Porsche 917 World Sportscar Championship 1970 and 1970 driven
covered rear wheel arches which had very low drag, yet
by Pedro Rodrguez
better stability than the 1969 version. A few 4.9-litre
engines, introduced at 1000km Monza, were available for some cars, but these proved to put too much strain on the
gearboxes.
The favorite team to win, Gulf-backed John Wyer Automotive, lined up three 917Ks, two with the 4.9-litre engine
and one with the 4.5-litre unit.
Two 917 L were entered in Le Mans, one in white and red trim by
Porsche Salzburg. Driven by Vic Elford and Kurt Ahrens, the pole
sitter's 4.9-litre engine failed after 225 laps. Both drivers had also
been entered on the team's other car, a red and white 917 K with
the standard 4.5-litre engine, qualified by Hans Herrmann and
Richard Attwood on rather low 15th spot, but they did not drive
after their own car failed.
The other L was entered by Martini Racing, qualified by Willy
Kauhsen and Grard Larrousse on 12th position. The spectacular
Porsche 917 Kurzheck 4.5L, winner 1970 24 Hours of
livery of this car was an elaborate whirls and swoops of light green
Le Mans
on a dark blue background. The car with the regular engine gained
the nickname of the Hippie Car or the Psychedelic Porsche from the team and media.
Early in the race, most of the works Ferrari 512 entrants eliminated each other in a shunt. The two Porsche factory
teams, Gulf-Wyer and Porsche Salzburg, continued to battle each other, but all Wyer cars were out after 12 hours. At
the end it was the red and white #23 917K of Porsche Salzburg, with the standard 4.5-litre engine, carefully driven
by Stuttgart's own Hans Herrmann and Englishman Richard Attwood through the pouring rain, that finally scored the
first overall win at Le Mans, in a wet race that saw only 7 ranked finishers. Martini's blue 917L with a green
"psychedelic Hippie" design came in 2nd. Both cars were later paraded across Stuttgart. To complete Porsche's
triumph, a 908 came third, a 914 sixth, and a 911S seventh, beaten only by two Ferrari 512.
Towards the end of the 1970 season, Ferrari entered some races with a new version of the 512, the 512M
(Modificata). The 512M had a new bodywork built on the same aerodynamic doctrine as the Porsche 917K. At the
end of 1970 the 512M was as fast as the 917s. but still lacked in reliability.
During the 1970 season the FIA announced that Group 5 Sports Cars would be limited to a 3-litre engine capacity
maximum for the newly renamed World Championship of Makes in 1972, so the big 917s and 512s would have to
retire from the championship at the end 1971. Surprisingly, Ferrari decided to give up any official effort with the 512
in order to prepare for the 1972 season. A new prototype, the 312 PB, was presented and entered by the factory in
368
Porsche 917
369
several races. But many 512s were still raced by private teams, most of them converted to M specification.
By the end of 1970, Porsche had stamped their authority on
endurance racing by convincingly dominating the championship
that year. Of the 10 races in the championship (plus some other
non-championship events), the works teams (John Wyer
Automotive and Porsche Salzburg) had won every race except
Sebring (which was won by Ferrari) that year with the 2 makes of
cars they used, the 917K and the 908/03; with the 917K winning 7
of 8 events it was entered in; and the 908/03 winning at the Targa
Florio and the Nrburgring (the 917K was not entered by the
The Martini Racing blue and green "psychedelic"
works
teams at these 2 events). Still having some of their 25 cars
livery on a 1970 917K. This car raced at Watkins Glen
remaining unsold, Ferrari offered them to customers at a bargain
in 1970.
price - a move that had hardly been imaginable less than two years
previously. For Porsche, the original production series of 25 917s could not satisfy demand. Over 50 chassis were
built in total. An underdog for 20 years, Porsche had turned itself into the new leader of sports car racing with the
917.
1971
The domination of Gulf-Wyer and Martini Porsches in 1971 was
overwhelming. The only potential challenger to the 917 appeared
early in the season: Roger Penske had bought a used 512S chassis
that was totally dismantled and rebuilt beyond M specification.
The car was specially tuned for long races, receiving many unique
features among which were a large rear wing and an
aviation-inspired quick refueling system. The engine was tuned by
Can-Am V8 specialist Traco and able to deliver more than 600hp
(450kW). Penske's initiative was not backed by Ferrari works.
Porsche 917/20 "Pink Pig", in Stuttgart-Zuffenhausen
This 512M, painted in a blue and yellow livery, was sponsored by
Museum
Sunoco and the Philadelphia Ferrari dealer Kirk F. White. Driven
by Penske's lead driver Mark Donohue, it made the pole position
for the 24 Hours of Daytona and finished third despite an accident that required almost an hour in the pits. For the 12
Hours of Sebring the "Sunoco" made the pole but finished the race at the sixth position after making contact with
Pedro Rodrguez's 917. Despite being fastest on track on a few occasions, the 512M was not a serious contender.
The presence of the 512M "Sunoco", as well as the Alfa Romeo
T33/3 which won Brands Hatch, the Targa Florio and Watkins
Glen, forced Porsche to pursue their efforts in research and
development: tails of the 917K and the 908/3 were modified with
vertical fins, and the 917 LH aerodynamics received further
improvements. New chassis made of magnesium were developed,
even though this material could burn vigorously in the instance of
a fire.
The 1971 917LH.
A heavily modified car, the 917/20, was built as test-bed for future
Can-Am parts and aerodynamic "low-drag" concepts. The 917/20
which had won the test race at Le Mans was painted in pink for the
Porsche 917
370
24 hours race, with names of cuts of meat written in German across it in a similar fashion to a butcher's carcass
diagram, earning it the nickname "Der Truffeljger von Zuffenhausen" (The Truffelhunter of Zuffenhausen) or just
plain "Pink Pig".
And at Le Mans, once again it was not the new machinery that won. The white #22 Martini-entered 917K (chassis
number 053) of Helmut Marko and Gijs van Lennep, equipped with a magnesium frame, set an overall distance
record that stood until the 2010 win by the Audi R15 TDI of Romain Dumas, Mike Rockenfeller and Timo Bernhard
when they set a distance record of 5,335.313km (3,315.210mi) at an average speed of 220.2km/h (137.6mph).[7]
This Porsche still holds the fastest lap at the Le Mans racing circuit to this day but of course, there have been a
number of fundamental changes to the circuit since 1971.
19721973 Can-Am
As the new rules for the 3-litre prototypes were not favourable to
their existing low-weight, low-power Porsche 908, Porsche
decided against developing a new high power engine that could
keep up with the F1 designs of the competition's at least in
naturally aspirated form. In 1976 they would return to
sport-prototype racing with the turbocharged Porsche 936 racecars
after the engines were tested in Porsche 911 versions.
After their successes with the 917 mainly in Europe, Porsche
instead decided to focus on the North American markets and the
Can-Am Challenge. For that series, larger and more powerful
engines were needed. Although a 16-cylinder engine with about
750hp (560kW) was tested, [citation needed] a turbocharged
12-cylinder engine with comparable power output was ultimately
used. The 917 chassis also had to be lengthened to accept the
longer 16-cylinder engine, and drivers complained that this longer
chassis did not handle as well.
Porsche 917/30, in Stuttgart-Zuffenhausen Museum
The turbocharged 850hp (630kW) 917/10 entered by Penske

Racing won the 1972 series with George Follmer, after a testing
accident sidelined primary driver Mark Donohue. This broke the
A rear 34 view of a 917/30
five-year stranglehold McLaren had on the series. The further
evolution of the 917, the 917/30 with revised aerodynamics, a
longer wheelbase and an even stronger 5.4-litre engine with up to 1,580 horsepower (1,180kW)[citation needed] won
the 1973 edition winning all races but two when Charlie Kemp won the Mosport race and George Follmer won Road
Atlanta and Mark Donohue won the rest. Most of the opposition was made of private 917/10 as McLaren, unable to
compete against the 917 turbos, had already left the series to concentrate on Formula 1 and the Indy 500.
The 917's domination, the oil crisis, and fiery tragedies like Roger Williamson's in Zandvoort pushed the SCCA to
introduce a 3 miles per U.S. gallon maximum fuel consumption rule for 1974. Due to this change, the Penske 917/30
competed in only one race in 1974, and some customers retrofitted their 917/10 with naturally aspirated engines.
The 917/30 was the most powerful sports car racer ever built and raced. The 5.374-litre 12cylinder (90.0 x 70.4mm)
twin-turbocharged engine could produce 1,580bhp (1,180kW) in qualifying tune with twin turbochargers run up to
full boost, 39psi (2.7bar), though it usually raced with around 1,100bhp (820kW) at 7,800rpm to preserve the
engine. Weighing 1,800lb (820kg), giving it a power to weight of 1967.36bhp/tonne in qualifying tune and
1369.68bhp/tonne in race tune. The 917/30 dominated the Can-Am series during the 1973 season. The 917/30 could
go from 0-62mph (100km/h) in 1.9seconds, 0-100mph (160km/h) in 3.9seconds, 0-200mph (320km/h) in
Porsche 917
10.9seconds, and on to a top speed of more than 260mph (420km/h). The high-level of performance and attendant
fuel consumption of the engines, and ever increasing risk, has led to the 917/30 sometimes being cited as the car that
killed Can-Am racing.[citation needed] The 917 was also the only championship winning car in Can Am not to be
powered by Chevrolet.
1981
In 1981, it appeared that new Le Mans regulations would allow a 917 to race again. The Kremer Racing team
entered a homebuilt updated 917, the 917 K-81.
The car raced at Le Mans qualifying in the top 10 but retired after seven hours after a collision with a back marker
led to a loss of oil and withdrawal.
The final chapter though was to be at Brands Hatch where the car ran in the 6 hours at the end of the season. The car
was competitive and ran at or near the front, including a spell in the lead until a suspension failure led to retirement.
Other uses
On 9 August 1975, Porsche and Penske would give the Can-Am car its final send off in style, when they took their
917/30 to Talladega to break the FIA speed record on a closed circuit. With Mark Donohue driving, the average
speed reached was 221.160mph (355.923km/h).[8] As well as being the last official outing for the 917, it was the
last major accomplishment for Donohue before his fatal accident in practice for the Austrian Grand Prix a week later.
The record would stand until 1980.
Several 917 coups as well as 917/10s (powered by turbos or NA engines) were run in Europe's Interserie until the
mid-1970s.
Many 917 leftover parts, especially chassis, suspension and brake components, would be used to build the Porsche
936 in 1976.
Despite the car's impracticality, at least two 917s were road-registered:
Count Rossi of the Martini company, bought chassis 030 from Porsche. He raced it once under the Martini Racing
Team Flag at the Zeltweg 1000km World Championship race on 27 June 1971. After the race, it was returned to the
factory, where it was modified with basic road equipment (exterior mirrors, turn signals, exhaust system and comfort
modifications) and painted silver. None of the European authorities would certify the car for road use and Rossi
obtained the Alabama plate 61-27737 to circumvent the problems.[9]
The second, for Joachim Grossmann, was painted white and given the German registration CW-K 917. The Danish
car magazine Bilen in a 1977 article details how Grossmann bought the frame and other components of the original
Chassis 021 which had crashed badly at Le Mans in 1970 for 20,000 DM, rebuilt it and then modified it (examples:
turn signals, hand brake, Safety glass windows and some modifications to the exhaust system) to satisfy German
safety inspectors leading to the registration. Grossmann's car is not officially Chassis 021 because other parts from
the 1970 wreck at Le Mans were mated to spare frame components and retained the Chassis 021 designation.
Recently, high end replicas that use the flat-6 from the 911 have become available. One is built in Australia by
Kraftwerkz,[10][11] another in the US by Race-Car Replicas.[12]
In addition, a grass roots "replica," the Laser 917,.[13] which is essentially a rebodied VW Beetle, was featured in the
film Herbie Goes to Monte Carlo.
The Gulf Oil liveried 917 Kurzhecks are also prominently featured in the Steve McQueen film Le Mans competing
against Ferrari's 512 Coda Lunga.
In 1970, Hot Wheels released a Porsche 917 with some different designs.
A red 917/10k of unknown origin was used in the 1981 film 'The Last Chase'.
371
Porsche 917
Notes
[3] Appendix J 1969, Art. 251, Art. 252 (http:/ / www. fia. com/ resources/ documents/ 2102817986__Hist_App_J_69_Art_252_a. pdf) on
www.fia.com (http:/ / www. fia. com/ )
[4] Porsche 917 History - 1969 Season (Part 1) (http:/ / www. porsche917. com. ar/ xhistoria1969_1. htm) on www.porsche917.com.ar (http:/ /
www. porsche917. com. ar)
[8] Fastest races and laps ever (http:/ / 8w. forix. com/ 6thgear/ fastestraces-laps. html) on 8w.forix.com (http:/ / 8w. forix. com/ )
[9] Street legal Porsche 917 (http:/ / www. qv500. com/ porsche917street. php)
References
FIA Historic Racing Regulations (http://www.fia.com/sport/Regulations/histracing.html)
Historic Appendix J Regulations (http://www.fia.com/sport/Regulations/histappjregs.html)
Further reading
1972 The Making of a Winner: The Porsche 917 by Larry Pihera (ISBN 0-397-00807-4)
1976 The Fabulous Porsche 917 (1st edition) by P Hinsdale (ISBN 0-87799-052-2)
1986 PORSCHE 917 SUPER PROFILE by J Allen (ISBN 0-85429-605-0)
1987 PORSCHE 917 THE ULTIMATE WEAPON by I Bamsey (ISBN 0-85429-605-0)
1987 Porsche 917, Kimberleys Sportscar Guide by Michael Cotton (ISBN 0-946132-91-7)
1999 Porsche 917, the Winning Formula by Peter Morgan (ISBN 1-85960-633-4)
2000 Porsche 917, Unique Motor Books (ISBN 1-84155-297-6)
External links
1970 Porsche Kurzheck Coupe (Official Porsche Website) (http://www.porsche.com/germany/sportandevents/
motorsport/history/racingcars/60ies/1969-917-4-5kurzheckcoupe/)
1971 Porsche Kurzheck Coupe (Official Porsche Website) (http://www.porsche.com/uk/motorsportandevents/
motorsport/philosophy/history/racingcars/1971-917kurzheckcoupe/)
1973 Porsche 917/30 Spyder (Official Porsche Website) (http://www.porsche.com/uk/motorsportandevents/
motorsport/philosophy/history/racingcars/1973-91730spyder/)
372
Porsche 935
373
Porsche 935
Porsche 935
Manufacturer
Porsche
Predecessor
Porsche Carrera RSR (1974)
Successor
Porsche 961
Class
Group 5 Special Production
Bodystyle
2-door Coup
Layout
RR layout
Platform
Porsche 911
Engine
Flat 6 turbo
Transmission
4-speed, lockable differential
Curbweight
970kg minimum required by rules
Related
Porsche 934, 930
Designer(s)
Norbert Singer
The Porsche 935 was introduced in 1976, as the factory racing version of the Porsche 911 turbo prepared for
FIA-Group 5 rules. It was an evolution of the Porsche Carrera RSR 2.1 turbo prototype, the second place overall
finisher in the 1974 24 Hours of Le Mans.
Beginning with the 1977 season, Porsche offered the 935 to customers entering the World Championship for Makes,
in the IMSA GT championship and in the German Deutsche Rennsport Meisterschaft (DRM). The 935 went on to
win the 1979 24 Hours of Le Mans overall, and other major endurance races, including Sebring, Daytona, and the
1000km Nrburgring. Of the 370[1] races it was entered, it won 123.
Usually, no other make could challenge the Porsche 935, due to the availability of customer models. Each race, at the
time, typically featured at least five 935s. As racing became a crowd-pleaser, the diversity of the marque suffered.
The large turbocharger was used with mechanical fuel injection which caused turbo lag followed shortly by a fireball
spitting from the exhaust and an enormous amount of power (up to 800hp). The dominance of the 935 was ended by
the FIA rules changes coming in effect in 1982, when the six numbered groups were replaced by only three groups,
A, B and C.
Porsche 935
935/76
For 1976, endurance racing had two World Championships: the 1976 FIA World Championship for Makes for Gr. 5
Special Production Cars, and the 1976 World Sportscar Championship season for Group 6 prototypes up to 3.0L.
Accordingly, the 935 and the new Porsche 936 were the two-pronged Porsche effort for 1976. Each championship
had 7 races, with only Dijon hosting both at the same weekend, while on two other weekends, the races were even
run in different countries, which forced Porsche to divide its resources. Jacky Ickx and Jochen Mass were the main
drivers, if F1 schedule permitted. Rolf Stommelen, who was recovering from his bad crash in the 1975 Spanish GP,
was the backup, along with Manfred Schurti.
Under Group 5 rules, also known as Silhouette rules, several significant modifications were allowed (including
bodywork modifications, larger wings, wider axles and water cooling), provided that the basic silhouette of the car
remain unchanged when viewed from the front.[2] The 935 engine was a 560hp (420kW) (at 7900rpm) version of
the regular 3.0L flat-6, with 60 mkp torque at 5400rpm. Boost was between 1,35 and 1,55, consumption 52 litre per
100km. Capacity was reduced to 2.85L, and with the turbo charging penalty factor of 1.4, it fit into the 4.0L class
which had a prescribed minimum weight of only 970kg (2,100lb). Porsche, having lots of experience in lightweight
cars, had managed to get the Carrera RSR prototype under 800kg. The empty 935 tipped the scales at 900kg, and
weight distribution could be balanced with additional 70kg. Preseason testing at the fast Paul Ricard circuit showed
a top speed of 295km/h.[3]
Also, in addition to the naturally aspirated 340hp (250kW) Carrera RSR introduced in 1974, Porsche offered a
customer racing version of the 911 Turbo prepared for the more standard Group 4 rules, the 485hp (362kW)
Porsche 934. Some customer teams modified their 934 to Gr. 5 rules with body kits supplied by Porsche, these were
often designated 934/5. Cologne-based Kremer Racing entered[4] a 935 K1 built on a factory shell[5] which in the
first race, the 6h Mugello, finished 2nd behind the Martini Racing sponsored factory entry of Mass/Ickx. Porsches
occupied the first seven places ahead of a BMW in 8th, which according to the 20-15-12-10-8-6-4-3-2-1 scheme
meant that Porsche had now 20 points, and BMW 3. The factory 935 also scored pole, fastest lap and win at the 6h
Vallelunga, where a BMW was second, though, with the best 934 being only 5th.
After the second race, the CSI rule makers insisted that the whale tail hood of the road-going 930 must fit on the race
car. The air-to-air intercooler setup under the rear hood had to be altered to a more compact air-to-water layout,
which cost Porsche several weeks of testing and half a Million Deutsche Mark.[6]
The hastily modified 935 set again pole and fastest lap at the 6h Silverstone, but due to a clutch problem at the start,
the Martini car could finish only 10th,[7] with the 2nd-placed Kremer 935 collecting valuable points for
Zuffenhausen. A private BMW 3.5 CSL had beaten it to the finish by a second. Even more worrisome was the fact
that BMW Motorsport had entered also a turbo, a 3.2 CSL driven by Ronnie Peterson and Gunnar Nilsson. That new
BMW had qualified only 1 second behind the factory 935, but two seconds ahead of the third placed Kremer 935.
The powerful BMW did not last long in the race due to gearbox problems.
Initially, Porsche ran the 935 with the 911's original fender-mounted headlights, in two different guises: a sprint
version with a wider version of its wheel arches, and a high speed version with modified aerodynamics. The sprint
setup was rarely used. However, after carefully studying the rulebooks, Porsche engineers, namely Norbert Singer,
discovered a loophole regarding the modifications of fenders that gave them the liberty to remove the headlights to
reduce drag and create more downforce, to which the venting slits contribute. This flat nose (also known as the slant
nose), with headlights in the front spoiler, became the distinguishing feature of the 935 and was later offered on the
roadgoing 930 as the Flachbau, or "flatnose", part of Porsche's Sonderwunsch, or "special wish" program. Also, the
935 now had extended long tail rear fenders, similar to the low drag setup seen years ago on Carrera RS. These
fenders also offered more space for engine periphery and efficient cooling.
374
Porsche 935
The 1000 km Nrburgring, usually consisting of 44 laps, was run in

1976 as a 47 lap 1073km race, putting even more strain on the new Gr.
5 machinery. With Mass and Ickx being at the 1976 Monaco Grand
Prix, Rolf Stommelen and Manfred Schurti stepped in to drive the 935
which by now had the new look it became famous with. Probably with
the help of higher turbo boost, Stommelen qualified the 935 on Pole
with a stunning 7:37,5[8] (see List of Nordschleife lap times (racing)),
while the BMW turbo did not take part. The fastest of only 9 race laps
was just over 8min, though, as the engine was not sorted out set, and
vibrations caused ignition failure. Again, a reliable Schnitzer
Motorsport-entered normal BMW CSL took the win, with the customer
934 of Loos salvaging valuable second place points for Porsche.
375
The 935/77A of Georg Loos driven by Rolf

Stommelen in the 1977 1000km Nrburgring.
The year before, the factory had introduced the
typical 935 body style there, also with
Stommelen.
The 1976 24 Hours of Le Mans counted towards neither World

Championship, but Le Mans is often considered the real championship. For that race, it was possible to use the 935's
well-tested original engine setup.[9] The main battle was between the sportscars, with a Renault Alpine setting the
pole. The 935 driven by Stommelen/Schurti qualified 3rd and despite the weight and drag of a Group 5 silhouette,
finished 4th overall, with one of the Porsche 936 taking the win.
At Zeltweg, Ickx was back, setting the pole, but the throttle link broke before mid race. Derek Bell set fastest lap in
the Kremer 935, but nonetheless two BMW Coups won ahead of a private 934. Porsche had still a narrow lead in
the points standings, but only the best 5 of the 7 events would count. BMW had now 3 wins compared to Porsche's
two, which meant that Porsche had to win the final two races. The new engine setup was tested at Weissach in a
modified 934 while the race cars were shipped overseas. At Watkins Glen, the regular race chassis 002 of Mass/Ickx
needed an extra stop for new pads at the Porsche 917 derived brakes, and the test chassis 001 of Stommelen/Schurti
won, with the best BMW being 4th. Porsche now had 3 wins and two seconds equaling 90 points, which meant that
only another win could add 5 more points to their tally. BMW had also 3 wins, but only one second and a fourth,
equaling 85 points. Without a competitive third brand, the winner of the final round would take the World
Championship.
In Dijon, the turbo of BMW Motorsport was back, now with 3.5L, and this time the fast Swedes Peterson/Nilsson
put it on pole, half a second ahead of Ickx. Again, the transmission was not as strong as the Bavarian Motor Works
750hp engine, failing before the first of the 6 hours had passed. Three 935 plus two Gr. 5 spec 934/5 won ahead of
the best normally aspirated BMW. The 935 and 936 had each won its Championship, and Le Mans, too. The age of
turbo engines had begun in endurance racing.
935/77A Customer
Based on the 1976 version, thirteen Porsche 935/77A[10] were sold to
privateer teams in Australia, Italy, France, the US and Germany.
Among others, Cologne-based rivals Georg Loos and Kremer Racing
entered 935 in the 1977[11] Deutsche Rennsport Meisterschaft which
introduced the Group 5 rules. As the naturally aspirated BMW Coups
and Ford Capri had pulled out of the Div. I (over 2.0 litre) of the DRM,
these Porsche had no serious competition in the big Division until other
turbo-charged cars showed up, like the BMW-powered Schnitzer
Toyota Celica, or the Zakspeed Ford Capri.
Kremer 935 K2 of Bob Wollek, an improved
version of the 935/77A
Porsche 935
376
The DRM was a drivers championship, and with equal Porsche customer machinery, no driver could dominate, with
meant that despite the customer 934 of 1976 and the 935 since 1977 dominating their Division, the championship
was often decided in favour of a small Division pilot. Kremer went on to develop yet another special 935, the K2,
and also ran the optional 3.0L engine offered by Porsche, which was connected with a 60kg more minimal weight,
though.
Slightly modified, Porsche sold also customer cars in 1978[12] and 1979.[13]
935/77 Works
Due to lack of competition in 1976, Porsche decided not to defend its sportscar championship, leaving it to the Alfa
Romeo Tipo 33. It would be demoted to a European series in 1978 before being discontinued. The factory continued
to develop and occasionally race a single new 935 in the 1977 World Championship for Makes season, in case BMW
or another brand would bring a competitive turbo. Customers were not happy that the factory would race them with a
newer car, but as the 935/77 was often unreliable, it could be beaten in five of the nine WCM events. In the WCM
season opening 24h Daytona, the old car was entered, but tyre failures caused an DNF, with an old RSR taking the
win. The new car body was changed significantly to lower drag, resulting in a 10km/h higher top speed at Paul
Ricard, where it covered 3500km in tests at speed, lapping 3,4 secs faster. The front fenders, which in 1976 had
followed the hood, now protruded above the hood line, and accommodated also the mirrors. The rear fenders were
altered, but the biggest change was the addition of a second rear window above the standard one. This allowed
cleaner air flow to the rear wing under which the single turbo was later replaced by two KKK units. This improved
throttle response and also power, but several head gasket failures meant that Porsche had some home work to do for
1978.
The works 935/77 qualified 6th at the 1977 24 Hours of Le Mans, behind the Renault Alpines and the 936s, but
engine troubles ended the race early. As in 1976, a 936 won after the turbo powered sportscars chased each other into
troubles. This time, a customer 935 even finished third overall.
935/77 2.0
The 935/77 body style was used also for a single purpose car: winning
one race in the small 2.0 litre Div. II of the DRM, to prove that Porsche
can win there, too. In Div. I, the customer 935 raced each other, and
German TV announced that at the Norisring, it would thus cover only
the Div. II race. Porsche engineers were sent to the drawing boards to
reduced the capacity of the air-cooled flat-6 to 1425cc and 370hp
(280kW). The weight could be lowered to 750kg (1,700lb) according
to rules in this class. To achieve this, large parts of the steel body were
replaced by a tubular aluminium space frame.
1977 factory 935 body, here the small 1.4 litre
At the time, Zakspeed-Ford and Schnitzer-BMW were in transition

turbo engine Baby
from the naturally aspirated 2.0 4cyl with about 300hp to 1.4 litre
turbo engines with 350hp and more. These engines would later would move on to Formula One, with the BMW
powerplant winning the 1983 F1 championship, and becoming the strongest F1 engine ever, at up to 1500hp.[citation
needed]
In the first outing at Norisring[14][15] in early July 1977, both the Baby and Jacky Ickx had problems due to heat.
Skipping the Diepholz airfield round, Porsche sorted the car out for the DRM support race[16][17] of the 1977
German Grand Prix at the fast Hockenheimring (long version). In changing weather conditions, Jacky Ickx set pole
by almost three seconds and won with 50 seconds, setting fastest lap in the process. With its mission accomplished,
the Porsche 935/77 2.0 (chassis 935/2-001) was retired to the Porsche Museum.
Porsche 935
377
935/78 "Moby Dick"

For 1978, a third and final version of the 935 was developed, the
935/78, intended only for Le Mans. At this stage, the company leaders
had decided to neglect the 15-year-old 911, Porsche had introduced the
water-cooled front engine Porsche 928 and Porsche 924 models,
similar to Volkswagen, which had replaced the Beetle with the Golf.
Due to the head gasket failures of the 1977 biturbo, Porsche parted
with their air cooling tradition and introduced water-cooled cylinder
heads in the 1978 engine, and equipped them with four valves, too. The
capacity was enlarged to 3.2L, increasing its output to typically
750hp. The weight, which was less important on the Le Mans
straights, had to be 1030kg now. As this track was run clockwise, the
driver seat was moved over to the right side for better weight
distribution and sight in right-hand corners, like Dunlop, Tertre Rouge
and Mulsanne, another distinctive feature of the 1978 model.
935/78 Moby Dick replica
The new car again took full advantage of a new loophole in the Group
5 rules, introduced for BMW, allowing to cut the floor to accommodate
the exhaust of the front engine. As this rule applied also for the rear
engine Porsche, the whole floor pan of the 911 was cut away, and the
body was lowered by 10cm (3.9in). The gearbox was mounted upside
The original Porsche 935/78 "Moby Dick" on
down to reduce the angle of the drive shafts. As the rules did not limit
static display at the Porsche Rennsport Reunion
IV
the forward extension of the rear aerodynamic devices, Porsche even
added fairings to the doors, bridging the gap between the front and rear
fenders. These were shortened later, covering only the front third of the doors. Because of its white color and long
tail shape optimised for low drag, the 935/78 was often nicknamed Moby-Dick.
With this version, Mass/Ickx won the test race, the 6h at the fast Silverstone Circuit, the pole (1:22,38) and fastest
lap (1:23,98 or 202,519km/h) being only 4 secs slower than the corresponding times of James Hunt in the 1977
British Grand Prix which covered only a quarter of the distance.
At the 1978 24 Hours of Le Mans, the 935 qualified third, barely beaten by a Renault Alpine and a 936. Compared to
1976, lap times were 15 seconds quicker now. With its 3.2L engine, it was the fastest car on the straight in Le Mans
at 235mph, easily passing the prototypes of Renault Alpine as well as the teammate 936, as these Group 6 cars had
2.1L engines, equal to normal 3.0L. The engine had to be replaced before the race, though, and with ensuing
problems early in the race, Moby Dick was no contender, finishing 8th behind three customer 935. In its third
attempt, Renault finally managed to beat Porsche, and then went on to focus on F1. Two of the three 936 and another
Alpine occupied the other three places, which meant that the best naturally aspirated sportscar finished only 9th.
Before being retired to the museum, the Moby Dick was also entered at Vallelunga and at the Norisring, the annual
highlight of the DRM series, but the twisty track around the Nuremberg Reichsparteitag grand stand is quite the
opposite to the Le Mans circuit the car was made for, including being run counter-clockwise around two narrow
lefthand turns. The car did not finish there.
Awaiting rule changes taking effect in 1982, Porsche did not officially enter in 1979 or 1980, granting only some
limited support to customer efforts with the 935, 936 and even decade old 908 and 917, mainly in form of spare
parts, engines and know-how which by then was rather dated, too. Factory racing was mainly done with the Porsche
924 turbo variants called Carrera GT, with few success.
Private non-factory built replica cars of the 1977 body style and the "Moby Dick" were entered in DRM and IMSA
in following years by Joest Racing, Moretti racing & John Fitzpatrick Racing.
Porsche 935
378
935 K3 and K4 by Kremer

As Porsche hesitated to sell their Evolution models, some teams
developed their own ideas, especially Kremer Racing from Cologne,
Germany. Parallel to the factory in 1976, they had built a 935 K1, and
in 1977, modified their customer 935 to the K2. For 1979, they
introduced the 935 K3 (for "Kremer Type 3"; the derivative of the
successful K2). Driven mainly by Klaus Ludwig, it won the 24 Hours
of Le Mans in 1979, beating all prototypes, in heavy rain, which is
usually considered a disadvantage for race cars with windshields.
Coming in second was a factory spec model, driven by Rolf
Stommelen, and supported by team owner Dick Barbour and actor Paul
Newman.
1981 Wera Weissberg Team Porsche Kremer 935

K3
Facing strong competition in the 1980 DRM by the big Zakspeed Ford
Capri, the K4[18] was introduced in mid 1981, for 400 000 Deutsche Mark.[19] Porsche supplied an 3,1L engine with
750-800hp at 1,5 bar boost for 91 000 DM in total.
Success and legacy

Through 1984 the 935 won over 150 races worldwide, including more than 20 class wins. It scored outright wins in
the 1979 24 Hours of Le Mans, and won the 24 Hours of Daytona and the 12 Hours of Sebring six times each. It was
also undefeated in the German DRM between 1977 and 1979, posted victories in the IMSA GTX class, and won
many races on the famous Nrburgring Nordschleife, including three 1000km Nrburgring. The 935 also took
Porsche to victory in the FIA World Championship for Makes each year from 1976 to 1979. In 1980 and 1981,
Lancia won the title with their Beta Montecarlo 1.4t, by regularly winning the sub 2.0L category, and occasionally
defeating Porsche in the big category.
In 1982 Alan Jones, the 1980 Formula One World Champion, drove a 935 to victory in the 1982 Australian GT
Championship. Jones was unbeaten for the whole season and battles in the championship with the Bob Jane owned
Chevrolet Monza driven by touring car star Peter Brock are remembered as some of the best racing seen in Australia.
The 1983 Australian GT Championship was won by the same 935 which Jones drove to the 1982 title, this time in
the hands of touring car driver Rusty French. As a reward for his win in the 1983 championship, French was given a
drive with Kremer Racing at the 1984 24 Hours of Le Mans where he finished 9th outright with Tiff Needell and
David Sutherland in a Porsche 956. French also drove for Kremer at the 1984 Sandown 1000 in Australia where he
finished 5th outright with Manfred Winkelhock.
The Moby Dick engine was the basis for an all-watercooled 2.65L engine intended for the Indy 500, but rule makers
there, remembering the dominance of the Porsche 917/10 turbo and 935, limited its boost so it would not be
competitive against domestic machinery. Instead, the engine was used in the 1981 Le Mans winning 936/81, and in
the 956 and 962C which would dominate the mid 1980s. Since 1999, this engine block forms the basis of the
successful GT3 models.
After Group 5 was discontinued by FIA after 1982, the 935 continued to race in IMSA's GTP category, usually
entered by smaller privateer names, who were not permitted by IMSA regulations to race the new Group C Porsche
956 because of the footbox location relative to the front axle (footbox was ahead, in violation of the IMSA rule
where it must be behind the front axle). Due to this, the Porsche 962 was introduced to the US market in 1984, fitted
with the 935 air-cooled single-turbo engine. With the appearance of GTP cars in 1981, the 935 was still competitive
through 1983. Later in 1984 the Porsche 962 appeared and wrote another history. By 1985 the days of the 935 were
mostly over, as it could hardly be modified to a groundeffect design even with tube frame chassis, with the
rear-mounted flat 6 prohibiting a diffuser, an issue which also affects modern 911 race cars. Only a handful of 935's
Porsche 935
remained, and the car was no longer competitive with the already developed GTP cars. The last major victory for the
935 was in the 1984 12 Hours of Sebring in the IMSA GTP class against purpose built prototypes. The 935 was seen
in two races in the 1986 season. The 935 can still be seen on the track throughout North America and Europe in
historic racing and hill climbs.
The 4-wheel-drive Porsche 959, and its racing counterpart Porsche 961, can be considered a high-tech successor to
the 935, but Group B never got a circuit racing series, and was only used in rallying before being banned there due to
its danger. The 1980s had few racing opportunities for turbocharged 911, which often were fitted with 935-style
bodywork. Being run by amateurs at the Nrburgring in VLN endurance and in the 24h, they were often banned, or
at least slowed down by rules.
The 1990s Porsche 911 GT2 based on the 993 is also a successor to the 935, but BPR series and FIA GT rules
required a higher weight, and intake restrictors limited power to 550hp, less than the first 935/76. The Porsche 911
GT1 with its mid-engine and lowered roof has a different concept, though. Starting in 2003, the turbo-charged
Porsche 996 of Alzen set new records at the Nrburgring VLN endurance series (see List of Nordschleife lap times
(racing)), with speeds reminding of the 935 era, despite it being also slowed down by minimum weight (1350kg)
and limited boost.
Trans Am
The 935 was also successful in the Trans Am Series, winning category 2 in 1979.
References
[3] Lothar Boschen, Jrgen Barth: Das Groe Buch der Porsche Typen, Motorbuch Verlag, 1983, p. 700
External links
Porsche official website: 1976 Porsche 935 (http://www.porsche.com/usa/eventsandracing/motorsport/
philosophy/history/racingcars/1976-935coupe/)
Porsche 935 chassis numbers (http://wsrp.ic.cz/chassis/chassis_porsche_935.html)
Video collage of 1976 races (http://speedhunters.com/archive/2008/09/19/
video-gt-gt-montage-porsche-racing-76.aspx)
The 935 Page (http://www.facebook.com/The935page/)
379
Porsche 936
Porsche 936
The Porsche 936 was a racing car introduced in 1976 by
Porsche as a delayed successor to the Porsche 908, a three
litre sportscar prototype which was retired by the factory
after 1971. Its name came from using a variant of the
Porsche 930's turbocharged engine, as well as competing
in Group 6 racing.
It was built to compete in the World Sportscar
Championship as well as at 1976 24 Hours of Le Mans
under the Group 6 formula, which it won both of. Chassis
002 with #20 won with Jacky Ickx and Gijs van Lennep
won Le Mans, while the #18 chassis 001 of Reinhold
Porsche 936/77-001, Le Mans winner 1977
Joest and Jrgen Barth had engine failure. It shared these
victories with its production-based sibling, the Porsche
935 which won in Group 5. The open top, two seater spyder was powered by an air-cooled, two-valve 540hp
(403kW) single-turbocharger flat-6 engine with 2140 cc, or the equivalent of 3000 cc including the 1.4 handicap
factor. The spaceframe chassis was based on the 917, with many of the parts also coming from the car. In the first
outings, the Martini Racing car was still black,[1] and the engine cover behind the roll bar was flat. The large hump
and the air box above the engine was fitted onto the car later in the season. It is not for the air intake of the
turbocharged engine, nor for cooling of the air-cooled engine itself, but instead mainly used for the intercooler.
From 1976 to 1981, the factory entered Porsche 936 won the 24 Hours of Le Mans three times with Jacky Ickx ('76,
'77, '81), thus each of the three original chassis won once. In 1978, the two previously winning chassis, which had
been updated for 1977, came second and third behind the Renault, while the pole-setting new chassis 003 crashed
out. Porsche did not intend to sell the 936 to customers, wanting them instead to use the 935 (which occupied the
first four places at Le Mans in 1979), and the old 908 which were still around, updated to turbo engines and new
936-like aerodynamics. In 1979, a half-hearted Essex-sponsored Le Mans entry with two 936 was a failure, and the
car also crashed[2] at Silverstone. Porsche engineers provided some unofficial support to very good customers,
though, and Joest managed to get a spare chassis (004) and parts to assemble a car which was in 1980 designated as
Porsche 908/80 and entered privately by Joest Racing. The Martini Racing Liqui Moly backed car took second at Le
Mans in 1980. Kremer received blueprints to recreate a modified '81-spec car dubbed chassis 005 for 1982.
The successor Porsche 956 was introduced in 1982 after the new 2650 cc engine designed for Indycar was tested in
the 1981 winning chassis 003 which was sponsored by Jules. At the inaugural year of the new Group C formula
which the 956 was built for, privateer teams such as Kremer Racing and Joest Racing had to wait until 1983 for their
956. Thus, in an attempt to conform to the new Group C regulations, both teams built new bodyshapes that
incorporated a roof onto their 936-replicas. Joest's car was designated as 936C JR005 while Kremer's car became
known as the CK5 01.
380
Porsche 936
381
Literature
Lothar Boschen/Jrgen Barth: Das groe Buch der Porschetypen, Motorbuch Verlag, Stuttgart 1994, ISBN
3-613-01284-7
Schneider, Peter: Typenkompass Porsche. Renn- und Rennsportwagen seit 1948, Motorbuch Verlag, Stuttgart
2003, ISBN 3-613-02300-8
References
[2] Bruce Jones: And They Walked Away!: The B-I-G Accidents and the Drivers Who Lived to Tell the Tale (http:/ / books. google. de/
books?id=5BzpYJAQs3EC& pg=PA149& lpg=PA149& dq=porsche+ 936+ 005& source=bl& ots=JOFhnGoZBU&
sig=C3quaic1013CWzDXhh3mjDUpVOo& hl=de& sa=X& oi=book_result& resnum=6& ct=result#PPA149,M1)
External links
Porsche: 1976 - Porsche 936 Spyder (http://www.porsche.com/germany/sportandevents/motorsport/history/
racingcars/70ies/1976-936spyder/)
Porsche: 1981 - Porsche 936/81 Spyder (http://www.porsche.com/germany/sportandevents/motorsport/
history/racingcars/80ies/1981-936-81spyder/)
http://www.ultimatecarpage.com/car/424/Porsche-936.html
Porsche 956
The Porsche 956 was a Group C sports-prototype
racing car designed by Norbert Singer and built by
Porsche in 1982 for the FIA World Sportscar
Championship. It was later upgraded to the 956B in
1984. Driven by Stefan Bellof in 1983, this car holds
the all-time record for the fastest vehicle ever to lap the
famed Nrburgring, completing the 20.81 km (12.93
mi) circuit in 6:11.13.
Development
The factory-run Rothmans-sponsored 956 of Jochen Mass and Stefan
Built to comply with the championship's new Group C

Bellof.
regulations which were introduced in 1982, the car was
a replacement for Porsche's successful 936 model
which competed in the previous Group 6 category of the World Championship. The project began in June 1981, and
the first prototype chassis was completed on March 27, 1982, in time for the beginning of the World Championship
season. Jrgen Barth tested the first chassis at Porsche's private test track.
The 956 features a chassis made of an aluminium monocoque, a first for the company, helping to allow the car to
meet the 800kg (1,764lb) weight minimum in Group C. The engine is the same as the one used in the Porsche
936/81, the Type-935 2.65 L turbocharged Flat-6, producing approximately 635hp (474kW) (originally developed
as an Indycar engine; hence the cubic capacity used). The very first dual clutch gearbox was also designed for the
956, mated to a traditional 5-speed manual.
An improved chassis with better fuel efficiency from a Bosch Motronic electric system was developed for 1984,
being termed the 956B. In total, twenty-eight 956s would be built by Porsche from 1982 to 1984, with an unofficial
29th chassis built from spare parts by Richard Lloyd Racing. The 956 was also the first Porsche to have ground
Porsche 956
382
effect aerodynamics.
In 1983, 956 chassis #107 was used by Porsche as a testbed for their P01 Formula One engine, later badged as TAG
and used exclusively by McLaren. The car was able to test some of the characteristics of a Formula One car in order
to develop the engine. The engine became highly successful in F1, and while never the most powerful on the grid,
between 1984 and 1987, the turbocharged TAG-Porsche would win 25 Grands Prix and help McLaren to two
Constructors and three World Driver's Championships. As of the 2012 German Grand Prix, the TAG-Porsche engine
sits in 7th place on the list of F1 race winning engines.
The 956 would be officially replaced by the Porsche 962 in 1985, an evolution in the 956's design.
Racing history
Jgermeister sponsored 956 run by privateer Brun

Motorsport.
The 956 made its debut at the Silverstone 6 Hour race,

the second round of the World Championship for
Makes with Jacky Ickx and Derek Bell driving for the
factory. After missing the following round at the 1000
km Nrburgring for developmental reasons, the
Ickx/Bell unit reappeared at the 24 Hours of Le Mans.
They led the race for the entire 24 hours, eventually
taking the overall win - their third win together. As
they had already won in 1981 with a Porsche 936 that
had used an early version of the 956 engine, their car
had start number 1. The two other factory 956 followed
them, so the three factory Porsches finished 1-2-3 in the
order of their starting numbers.
Boosted by this success, Porsche sold customer
versions of the 956 to privateer teams such as Joest
Racing, Obermaier Racing, John Fitzpatrick Racing,
Richard Lloyd Racing, Kremer Racing and Brun
Motorsport who raced them independently of the
factory.
Four customer Porsche 956s.
The overall all-time lap record for the demanding

20km Nrburgring-Nordschleife circuit in the Eifel
Mountains has been achieved during the qualifying
session for the 1983 1000km of Nrburgring, by Stefan
Bellof, who drove his 956 around in 6 minutes 11.13
seconds, at an average speed of 202km/h (126mph).
The race lap record is held by the same Bellof, during
the 1983 1000km Nrburgring, the lap being clocked
at 6:25.91.
At the 1985 1000 km of Spa, Bellof died after colliding with Jacky Ickx's newer 962. Safety concerns over the 956
led to the eventual end as teams upgraded to the safer 962. The 956's last win would come courtesy of Joest Racing
in the last race of the 1986 WEC season, in what also turned out to be the 956's last race.
Porsche 956
383
External links
Porsche USA [1] - 1982 Porsche 956 C Coup

Porsche USA [2] - 1983 Porsche 956 C Coup
962.com [3] - History of the Porsche 956 and 962.
World Sports Racing Prototypes [4] - Porsche 956 chassis numbers and history
Awards
Precededby
Inaugural
Autosport
Racing Car Of The
Year
1982
Succeededby
Brabham BT52
References
[1]
[2]
[3]
[4]
http:/ / www. porsche. com/ usa/ eventsandracing/ motorsport/ philosophy/ history/ racingcars/ 1982-956ccoupe/
http:/ / www. porsche. com/ usa/ eventsandracing/ motorsport/ philosophy/ history/ racingcars/ 1983-956ccoupe/
http:/ / 962. com/ history/ 956_962/ index. htm
http:/ / wsrp. ic. cz/ chassis/ chassis_porsche_956. html
Porsche 962
The Porsche 962 (also known as the 962C in its Group
C form) was a sports-prototype racing car built by
Porsche as a replacement for the 956 and designed
mainly to comply with IMSA's GTP regulations,
although it would later compete in the European Group
C formula as the 956 had. The 962 was introduced at
the end of 1984, from which it quickly became
successful through private owners while having a
remarkably long-lived career, with some examples still
proving competitive into the mid-1990s.
One of a trio of factory-run 962Cs which raced at the 1988 24 Hours
of Le Mans.
Porsche 962
384
Development
When the Porsche 956 was developed in late 1981, the intention of
Porsche was to run the car in both the World Sportscar Championship
and the North American IMSA GTP Championship. However IMSA
GTP regulations differed from Group C and subsequently the 956 was
banned in the US series on safety grounds as the driver's feet were
ahead of the front axle center line.
To make the 956 eligible under the new IMSA regulations, Porsche
extended the 956's wheelbase to move the front wheels ahead of the
pedal box.[] A steel roll cage was also integrated into the new
aluminium chassis. For an engine, the Porsche 934-derived Type-935
2.8L flat-6 was used with air cooling and a single Khnle, Kopp und
Kausch AG K36 turbocharger instead of the twin K27 turbochargers of
the Group C 956, as twin-turbo systems were not allowed in IMSA's
GTP class at the time.
The newer Andial built 3.2L fuel injected Flat-6 would be placed in the
962 by the middle of 1985 for IMSA GT, which made the car more
competitive against Jaguar. However it would not be until 1986 that
the 2.6L unit from the 956 was replaced in the World Sportscar
Championship, using 2.8L, 3.0L, and 3.2L variants with dual
turbochargers. The cars run under World Sportscar Championship
regulations were designated as 962C to separate them from their IMSA
GTP counterparts.. The 3.2L unit, which had been eligible under
IMSA's Group 3 engine rules was banned in IMSA by 1987[1] In 1988,
to counteract against the factory Nissans and the threat of withdrawal
from Porsche teams, watercooled twin turbo Porsche engines would be
allowed back but with 36mm restrictors.[1]
The front end of an RLR-Porsche 962C GTi

chassis.
The rear diffuser of an IMSA-spec 962. The

exhaust pipe and rear suspension are within the
Venturi tunnels, while the gearbox and airjacks
are in the center shroud.
In total, Porsche would produce 91 962s between 1984 and 1991. 16

were officially used by the factory team, while 75 were sold to
customers. Some 956s were rebuilt as 962s, with two being previously
written off and four others simply rebuilt. Three 962s that were badly
damaged were also rebuilt had been given a new chassis number due to
the extensive reconstruction.[2][3] Due to the high demand for 962
parts, some aluminium chassis were built by Fabcar in the United
States before being shipped to Germany for completion. Derek Bell, a
An early 962 cockpit.
5-time Le Mans winner, drove the 962 to 21 victories between 1984
and 1987, remarked that it was "a fabulous car, but considering how
thorough (Norbert) Singer (the designer of the 962 and head of Porsche's motorsport division at the time) and the
team were, it was really quite easy to drive." [4]
Modifications
Due to the sheer numbers of 962s, some teams took it upon themselves to adapt the car to better suit their needs or to
remain competitive. These modifications included new bodywork for better aerodynamic efficiency, while others
changed mechanical elements. Long-time Porsche campaigner Joest Racing heavily modified a pair of 962s for the
IMSA GTP Championship in 1993 to better compete against Jaguar, taking the 962s final sprint race victory (Road
Porsche 962
America) that season.
Privately built 962s

Beyond even modification, some teams took it upon themselves to
reengineer the entire car. One of the notable problems of the 962
was the lack of stiffness in the aluminium chassis, which meant
that some teams took it upon themselves to design new chassis,
and then buy components from Porsche to complete the car,
although some also had unique bodywork as well. Some teams
would then offer their 962s to other customer teams.
Among the most popular privately built 962s was that from
Kremer Racing, termed the 962CK6, which did away with the
original aluminium sheet tub of the original Porsche chassis,
A Kremer 962CK6.
replacing it instead with a carbon fibre tub. 11 total were built,
campaigned by Kremer and other teams. John Thompson designed
a chassis for Brun Motorsport, eight of which were built and helped the team take second in the World Sportscar
Championship in 1987. Thompson would later build two chassis for Obermaier Racing. Richard Lloyd Racing's GTI
Engineering would turn to Peter Stevens and Nigel Stroud to develop four 962C GTis, which featured entirely
revised aero and aluminium honeycomb rather than sheet tubs. Former factory Porsche driver Vern Schuppan would
also build five new chassis, some known as TS962s.
In the United States, the ball got rolling when Holbert Racing began
making modifications to their own chassis and rebadging them with
"962 HR-" serial numbers. The search was always on for a stiffer and
safer 962 monocoque and Jim Busby contracted Jim Chapman to build
a more robust version of the 962 monocoque. Fabcar would become
the defacto factory tub supplier, supplying chassis with official Porsche
serial numbers. Fabcar incorporated changes to the factory tub
replacing the simple sheet aluminum construction with a combination
A Richard Lloyd 962C GTi.
of sheet aluminum and aluminum honeycomb in addition to billet
aluminum bulkheads, all of which substantially increased the tub's crashworthiness as well as stiffness. Dyson
Racing purchased a Richard Lloyd Racing/GTi Engineering 962 monocoque for use in their Porsche 962 DR-1
chassis. A Fabcar tub was used in Dyson's Porsche 962 DR-2.
Some 962s were even more extensively modified, with several open-cockpit versions being developed in the
mid-1990s to run under new sportscar regulations. Kevin Jeanette built the Gunnar 966, mimicking elements from
the 917/30 Can-Am cars. Meanwhile, Kremer Racing would once again develop their own chassis, with the
open-cockpit CK7 running in Interserie and K8 running at Le Mans. These cars shared little with the original 962s,
using custom bodywork and chassis designs, yet retaining the engine and some suspension elements.
385
Porsche 962
386
Racing history
Porsche debuted the 962 at the 24 Hours of Daytona with Mario
and Michael Andretti driving the factory car which led the race
until it retired during lap 127 with engine and gearbox problems.
For 1985, the 962C would debut in the World Sportscar
Championship, but ironically the car lost to an older 956, which
had already taken WEC top-honors four times. Under pressure
from new cars from Jaguar and Mercedes-Benz, in 1987 Porsche
again brought in a new engine, a more durable and powerful 3.0L
unit which powered the car to an overall win at the 1987 24 Hours
of Le Mans, Porsche's record seventh consecutive victory at the
race.
Michael and Mario Andretti's 1989 Miller High

Life 962
After a post-'87 "dry spell", Porsche customer Jochen Dauer got

the 962 re-classified as a road legal GT1 car under a loophole in
the new ACO regulations for the 1994 24 Hours of Le Mans.
Al Holbert's Lwenbru 962.
Achievements
Two of the three 962C cars that entered the 1988 24

Hours of Le Mans race.
During the early years of the career of the 962 and like the 917K,
935 and 956 before it, the car was one of the most dominant cars
in motorsport, and its efficiency and reliability led it to be a car
much in demand among private teams. The championships won by
teams campaigning the 962 included the World Sportscar
Championship title in 1985 and 1986, the IMSA GT
Championship every year from 1985 to 1988, the Interserie
championship from 1987 until 1992, all four years of the Supercup
series (1986 to 1989), and the All Japan Sports Prototype
Championship from 1985 until 1989, and it was also very
dominant in the American IMSA series well into the 90's. The 962
also won the 24 Hours of Le Mans in 1986 and 1987 as well as
later winning under the Dauer 962 badge in 1994.
The presence of strong factory teams, such as Jaguar, Mercedes-Benz, Nissan, and Toyota, competing against
privateer 962s eventually led to the car becoming less successful in the later 1980s. Even though they struggled, 962s
would continue to win races into 1993, taking lone victories in the IMSA GT and Interserie seasons. Although
Dauer's Le Mans victory in 1994 featured a highly modified car, Team Taisan would take the final victory ever in an
original 962C, winning an All Japan Grand Touring Car Championship event at Fuji Speedway in August of that
year, just over ten years after the car had first debuted.
Porsche 962
Road versions
Towards the end of the car's competition life, a number of privateer teams and tuners began converting 962s for road
use. The concept was that the 962, which had performed so well on the track, would be ideally suited as a supercar
for the road. An almost standard car was registered (BB-PW 962) and briefly driven on the road for a German
magazine, although the original headlight height and underbody configuration rendered the car illegal under German
regulations.
The first company outside Porsche to modify a 962 into a road car was Koenig, a German tuner who had previously
raced 962s. Known as the C62, the car was completed in 1991 and featured entirely new bodywork in order to better
adapt to German regulations. The engine was expanded to 3.4L and saw the addition of a newer Motronic system. It
is unknown how many were built by Koenig.
German tuner DP Motorsports completed a road conversion in 1992, with a total of three cars, known as DP62, built
upon existing 962 racing chassis. Modifications included moving the headlights higher to meet German legal
requirements, plus the addition of a 3.3L twin-turbo Flat-6.
In 1991 Vern Schuppan created his Schuppan 962CR
for Japanese customers, with a list price of 195 million
Yen, or UK830,000. The bodywork and chassis were
completely new and unique, designed by Mike Simcoe
of GM Holden in Australia, but the engine was taken
directly from 962s, although it was also expanded to
3.3 litres. An unknown number were built before
funding failed to materialize. Before the run of CRs,
however, at least two 962R (or LM) cars were built.
The first, UK-registered H726 LDP, was little-modified
from its race days. 962/123 raced at Le Mans in 1988
A Schuppan 962CR road car on display.
and was in Schuppan's workshop when the decision
was made to convert it to road use. A decal on the nose
read "962R Le Mans Prototype", although the car is often referred to as a 962LM. It differed from many of the street
versions in having a British-built aluminium honeycomb chassis. The 962R featured in a number of UK and
Australian magazines in summer 1991.
Jochen Dauer Dauer 962 Le Mans, used original racing chassis for his GT1 versions of the 962, both road and race.
The bodywork was all new, yet retained many elements from the original 962s. However, unlike the previous road
cars, Dauer took the 962 Le Mans racing once again. With the assistance of Porsche and using a loophole in the rules
for the 24 Hours of Le Mans, Dauer was successfully able to race his modified 962s and win the race overall.
A run of Derek Bell edition 962 road cars was planned, but only one completed, powered by a 550bhp (410kW)
engine from the 993 GT2. It was on sale, complete with the rights to continue the run, in 2007.
387
Porsche 962
References
[1] Ian Briggs. (1991), Endurance Racing 1981-1991: Osprey Automotive. ISBN 1-85532-228-5
External links
Porsche USA (http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/
1984-962/) - 1984 Porsche 962
962.com (http://962.com/history/956_962/index.htm) - History of the Porsche 956 and 962
World Sports Racing Prototypes (http://wsrp.ic.cz/chassis/chassis_porsche_962.html) - Porsche 962 chassis
index
Mulsanne's Corner (http://www.mulsannescorner.com/dysonporsche962dr2.html) - Dyson Racing's modified
962 DR2
Mulsanne's Corner (http://www.mulsannescorner.com/joestporsche962c.html) - Joest Racing's modified 962
388

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Endurance FIM World Championship Source: https://en.wikipedia.org/w/index.php?oldid=540704525 Contributors: Alpha Centaury, Armbrust, Calistemon, Chris Ssk, Cyfal, Duff 44,
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24 Hours of Le Mans Source: https://en.wikipedia.org/w/index.php?oldid=561098989 Contributors: 102030mia, 25or6to4, 2601:1:9D80:4:C8C7:5FF7:332E:451E, 72Dino, A Train, AB-me,
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List of 24 Hours of Le Mans winners Source: https://en.wikipedia.org/w/index.php?oldid=561054379 Contributors: Airbus A380, Andrwsc, Andyj288, Austinknob, B-Machine, BD2412,
Bowersj8, Brossow, Clich Online, Colonies Chris, Cs-wolves, DH85868993, Diverman, Doctorindy, Dsreyn, Dtremenak, ENeville, EnDumEn, Ezn, Falcadore, Fuzzyworcester, GeorgeTheCar,
Halmyre, Hektor, Hnfr, Icey, Jagfan50, Jared Preston, Khutuck, Marc Lacoste, Marcika, Matthead, Mervyn, Mikeblas, Morio, NaBUru38, Pc13, Phsphoros, Piniricc65, Pyrope, Readro, Rich
Farmbrough, Roman Spinner, Sasquatch, SeNeKa, Sfoskett, Sparky132, TakeiteasyTN, The359, Ulric1313, Ultimatum, Uncle Scrooge, Victor Chmara, Willirennen, WrcF1, 108 anonymous edits
1955 Le Mans disaster Source: https://en.wikipedia.org/w/index.php?oldid=559615722 Contributors: 0sd0, 4u1e, Ahoerstemeier, Amoore, Andrew Gray, Andy Dingley, Andy00001, Andycjp,
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Willirennen, WookieInHeat, Yogi de, Zone46, 159 anonymous edits
24 Hours of Daytona Source: https://en.wikipedia.org/w/index.php?oldid=542577423 Contributors: 72Dino, ADiZinno07, AEMoreira042281, Adamtw, After Midnight, AllardsGap, Alvah1,
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Slam, Whitejay251, Wiki Wikardo, Willirennen, Woodcote, Woohookitty, Yellowweasel, Zscout370, , 181 anonymous edits
24 Hours of Le Mans Moto Source: https://en.wikipedia.org/w/index.php?oldid=548055010 Contributors: Arrivisto, Bjouhier, Chris Ssk, DH85868993, Dispenser, Falcadore, LarRan,
NaBUru38, Paul A, Pessottino, Pok148, Readro, Shredder46, Tassedethe, Tedder, Trekphiler, Woohookitty, X96lee15, , , 10 anonymous
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24 Hours of Nrburgring Source: https://en.wikipedia.org/w/index.php?oldid=559663664 Contributors: B-Machine, Blackhawk charlie2003, Blethering Scot, BluSpektrumMedia, Bublegun,
Closedmouth, Dale Nurburg, Danny 93, Duckdreams, Falcadore, Favonian, FstrthnU, Glenrichardson, GregorB, HADRIANVS, Hooperbloob, Jlricherson, Julian Herzog, KaragouniS, Kilo-Lima,
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24 Hours of Spa Source: https://en.wikipedia.org/w/index.php?oldid=558289453 Contributors: Andrwsc, Asendoh, B-Machine, Cordless Larry, Coyets, Cs-wolves, DH85868993, Danny 93,
Darius Dhlomo, Donnie Park, F1racer96, Falcadore, FstrthnU, Gradedcheese, Hgb1217, HoldenV8, Hooperbloob, Jaraalbe, JillandJack, John Anderson, Jsydave, Kilo-Lima, Lightmouse, M
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Paeth, Sfoskett, Squids and Chips, Stefvanhalle, Tassedethe, The359, Typ932, Ulric1313, 31 anonymous edits
12 Hours of Sebring Source: https://en.wikipedia.org/w/index.php?oldid=555545356 Contributors: 72Dino, A.R., Adrian M. H., After Midnight, AllyUnion, Atombaby, B-Machine, BD2412,
Bkat004, Bobblehead, Bwmoll3, Chr.K., CommonsDelinker, Coyets, Cs-wolves, Ctswiss, Davnik6, Dilliam, Dirk kempen, Djharrity, Donnie Park, Drdisque, Duff 44, EMCracing, Ezn,
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8 Hours of Suzuka Source: https://en.wikipedia.org/w/index.php?oldid=553850923 Contributors: Biker Biker, Choge17, Chris Ssk, Deon Steyn, Donnie Park, DRahier, Gaius Cornelius,
Kanabekobaton, Loosmark, Marcika, N. Harmonik, NaBUru38, Navian, Orsoni, Pc13, Pessottino, Pickle UK, Psychic Potato, Sillent DX, Tassedethe, Wadems, Whiphubley, Willirennen,
, 22 anonymous edits
6 Hours of Watkins Glen Source: https://en.wikipedia.org/w/index.php?oldid=542885061 Contributors: 83d40m, AmericanLeMans, B-Machine, BD2412, Borninmontreal, DH85868993,
Drdisque, Dsan990, Hmdwgf, NaBUru38, Spyder Monkey, Tassedethe, The359, Ulric1313, 6 anonymous edits
1000 km Nrburgring Source: https://en.wikipedia.org/w/index.php?oldid=540398773 Contributors: Bobblewik, BrownHairedGirl, CambridgeBayWeather, Capricorn42, DH85868993,
Drdisque, Dsreyn, Ezn, Falcadore, Fmarghieri, Hektor, Hmdwgf, HoldenV8, James086, JustAGal, Kilo-Lima, Manipe, Matthead, MegX, Michael Zimmermann, Morio, NaBUru38, Onthecake,
Pc13, Pitlane02, Pyrope, Readro, Recury, Rich Farmbrough, Sanfranman59, Sonett72, Sporti, Spurzem, Spute, Spyder Monkey, Tassedethe, The359, Ulric1313, 23 anonymous edits
1000 km Spa Source: https://en.wikipedia.org/w/index.php?oldid=553534330 Contributors: After Midnight, Andrew Gray, Bkonrad, Bobblewik, Bubuntu, CambridgeBayWeather,
Crazysnailboy, Cs-wolves, DH85868993, Danny 93, Darius Dhlomo, Diesel64, Dsreyn, Dtremenak, Ezn, Fred Bradstadt, Fredpollux, Hektor, Hmdwgf, Icelan, Kilo-Lima, LPJ, Matthead,
MaxSem, Morio, NaBUru38, NawlinWiki, Onthecake, Pc13, Picapica, Recury, Rpo.castro, Sporti, Spute, Spyder Monkey, SteinbDJ, Tassedethe, The359, Ulric1313, Wknight94, 21 anonymous
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1000 km Silverstone Source: https://en.wikipedia.org/w/index.php?oldid=550866105 Contributors: APL040188, Danny 93, Herranderssvensson en, IVRacing, Icelan, LoweneV10, Morio,
NaBUru38, Pc13, Salmoneus.Aiolides, Spyder Monkey, TJ Spyke, The359, Ulric1313, 9 anonymous edits
Bathurst 1000 Source: https://en.wikipedia.org/w/index.php?oldid=559795250 Contributors: 89Fresh, A340-313X, Aecis, Agnte, Ajayvius, Andonic, Armistej, Atlantis Hawk, AvicAWB,
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Zigger, Zorx12, Zzuuzz, 506 anonymous edits
Bol d'Or Source: https://en.wikipedia.org/w/index.php?oldid=553470857 Contributors: AMCKen, Arrivisto, Chris Ssk, Elmindreda, Elwood90, Ericd, Kanabekobaton, Mehdi19, NaBUru38,
NeWDaC, Neumeier, Orsoni, Pc13, Pessottino, Pil56, Readro, Royboycrashfan, Sun Creator, Tassedethe, Woohookitty, Ycdkwm, Zarebap, , 11 anonymous edits
Carrera Panamericana Source: https://en.wikipedia.org/w/index.php?oldid=556119292 Contributors: AMCKen, Aille, Aldis90, Aleongro, Axeman89, BD2412, Big Smooth, Castncoot,
Classicrallies, CommonsDelinker, DH85868993, Darklilac, December12AC, Donnie Park, Duncan1800, ENeville, Ezn, Georgelazenby, Germn E. Macas, Grutness, Harald Hansen, Homerew,
Hooperbloob, John of Reading, Josh.Sinyor, Katarighe, Krasnavian, Kweaustin, Lightmouse, Loginnigol, Marokwitz, Matthead, Morio, N3actes, NaBUru38, Pc13, Perilagu Khan, Phsphoros,
Prolog, Recury, Reiknir, Richi, Roland2, SamBlob, Scott Paeth, Sfoskett, Spyder Monkey, Squids and Chips, Tassedethe, Tewfik, The359, Tivi Dubin, TravelingCat, Typ932, Veloce nc,
Vizcarra, 69 anonymous edits
Mille Miglia Source: https://en.wikipedia.org/w/index.php?oldid=558363258 Contributors: 42 South, 72Dino, AMCKen, Achangeisasgoodasa, Adrian M. H., Adrules, AmadeoV, Andrwsc,
Attilios, BD2412, Bcaulf, Biso, Bjmullan, Brutaldeluxe, Brymor, C-sonic, CORREZE, Cath0de, Catsue, Charles01, Chicago-born, Clarityfiend, Clesch, DH85868993, Dgjesquire, Ebz123, Ericd,
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Vegardw, Veloce nc, Vivio Testarossa, Wereon, Willirennen, Xyzzyva, Ybsone, , 99 anonymous edits
Petit Le Mans Source: https://en.wikipedia.org/w/index.php?oldid=553223210 Contributors: 72Dino, Angrist, B-Machine, BD2412, Ctswiss, D6, DH85868993, Danny 93, Drdisque, Durin,
Ezn, Falcadore, FstrthnU, Gentgeen, Hektor, Hooperbloob, Kilo-Lima, Matthead, Minna Sora no Shita, Mulsanne253, NaBUru38, Pc13, Phsphoros, Recury, Rutter599, Sietse Snel, Spyder
Monkey, Tabletop, Teutonic Tamer, The359, Typ932, Ulric1313, YUL89YYZ, 33 anonymous edits
Targa Florio Source: https://en.wikipedia.org/w/index.php?oldid=551367478 Contributors: Abdullais4u, AnakngAraw, Andrwsc, Bejnar, Bjmullan, BrownHairedGirl, Brutaldeluxe, Chick
Bowen, Chienlit, Cmdrjameson, Creamy frosting, Cs-wolves, DH85868993, Delirium, DonCalo, ENeville, Eyadhamid, Falcadore, FordPrefect42, Gaius Cornelius, Gallant g, Gene Nygaard,
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edits
Daytona Source: https://en.wikipedia.org/w/index.php?oldid=560666180 Contributors: 205ywmpq, AEMoreira042281, Adamtw, Airplaneman, Alexander Bell, AmericanLeMans,
Andrewgreenbay, Andrwsc, Andycjp, Asendoh, Asmactic, Autooyler, B-Machine, BD2412, Bakkster Man, Barno, BeachComber1972, BizarreLoveTriangle, Blainster, Bnewport, Bob1960evens,
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Rinaldo Capello Source: https://en.wikipedia.org/w/index.php?oldid=550137503 Contributors: Alai, Alansohn, Amalas, BD2412, Cs-wolves, CuttlefishTech, Cybervoron, DH85868993, Danny
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Endurance Motor Racing

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Endurance Motor Racing

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Endurance motor racing

World endurance championships

Intercontinental Le Mans Cup

FIA World Endurance Championship

Endurance FIM World Championship

List of 24 Hours of Le Mans winners

1955 Le Mans disaster

Major endurance races

24 Hours of Le Mans Moto

6 Hours of Watkins Glen

Notable endurance racing venues

Notable endurance car drivers

Notable endurance motorcycle riders

Notable endurance racing cars

Audi R10 TDI

Image Sources, Licenses and Contributors

Origins of endurance racing