Le Mans

  • 2016 FIA WEC Season Review

    Welcome to our review of the 2016 FIA WEC Championship. Put the kettle on, make a brew, settle down in your favourite chair and enjoy!

    LMP1 Season Review 

    Neel Jani, Marc Lieb and Romain Dumas took the FIA World Endurance Championship crown for the first time with a fifth place finish in the 6 Hours of Bahrain, however this season was by no means easy on the crew. They took the first win of the season at Silverstone after the #7 Audi crew were disqualified, second place at Spa Francorchamps in round 2 before taking a last minute win at Le Mans after Toyota heart break in the dying minutes. With double points at Le Mans, the #2 car held a substantial lead at the mid point, 94 points out of 103 on offer saw them sitting at the top of the championship with a 39 point lead. Le Mans was the turning point for the #2 car, early promising performances were replaced with recurring technical issues, reportedly with the cars hybrid system and a distinct lack of pace. Jani, Lieb and Dumas failed to see the podium again this year. Despite these issues, going in to Bahrain, talking to Neel Jani before the start of the race, he was confident the team had what it took to take the title.

    This fall in pace surely held the door wide open though for the ever consistent Audi team to close the gap and take the lead at some point before the season was out? This season however’ Porsche got lucky. A string of issues for Audi meant they were unable to capitalise on the #2 crew’s bad luck in the second half of the year.

    The #8 Audi crew of Oli Jarvis, Lucas di Grassi and Loic Duval were Audi’s main title hopes this year. They were on the pace and working well together, claiming two victories this season in Spa and Bahrain. Uncharacteristically, Audi were hit with a string of issues this year and as a result, both cars arrived in Bahrain out of the championship. Their pace in Austin was phenomenal but hybrid issues for the #8 and a badly timed safety car took both cars out of contention and gifted the win to the #1 Porsche of Webber Bernhard and Hartley. Mexico was yet another poor race for Audi. The #8 was out in front when Jarvis went off at turn one in tricky conditions. Lotterer then hit the wall during a lock up. Porsche came through to take another solid points hall towards both the teams and drivers championship challenge. Another difficult run to fifth in Shanghai for the #8 further dented their title challenge.

    Toyota came in to 2016 with a brand new car, the TS050. The car was a big improvement on the 2015 TS040, the car was competitive and even took the win on home soil in Fuji. As we headed out to Bahrain, Mike Conway, Kamui Kobayashi and Stephane Sarrazin were the only 3 drivers capable of challenging the #2 Porsche for the drivers title. Toyota had more than their fair share of difficulty this year though. They were leading the race at Spa before the #5 car broke down and leading the race at Le Mans before heartbreak on the final lap.

    LMP2 Season Review

    The 2016 LMP2 season was dominated by the #36 Signatech Alpine, adding the FIA WEC to their 2014 European Le Mans Series crown. Nicolas Lapierre, Gustavo Menezes and Stephane Richelmi won half the races in 2016 in the Nissan powered Alpine A460 and never once finished outside the top four. They fought hard with the #43 RGR Sport and #26 G-Drive racing cars throughout the season with Strakka and Manor mounting outside challenges in what was arguably the most competitive class of the season. The LMP2 grid was heavily involved in the FIA driver rating changes this year, a number of teams, including the #36 Signatech, found themselves benefitting from "Super Silver" drivers, drivers classified silver but professional drivers rather than amateur racers. Gustavo Menezes was one of those "Super Silvers" who found himself lapping inside the top 10% of the field on a frequent basis. However, it was a dominant performance from the crew and drivers which saw them take the title.

    Silverstone was the season anomaly for the #36 squad with all three drivers complaining of tire ware issues, they took fourth place and their joint worst result of the season. It was one of only two times they would finish off the podium. Their absence from the podium was filled by the newly formed RGR Sport team running the #43 car with Bruno Senna, Filipe Albuquerque and Ricardo Gonzalez who took their maiden victory. One of the standout events of the season however was Spa Francorchamps. Nico Lapierre made a last minute move to pass Pipo Derani around the outside. The Tequila Patron ESM got caught up behind Marino Franchitti’s Ford GT.

    The #36 car quickly found themselves back on the top step of the podium next time out at Le Mans, an incredible performance from the team considering Richelmi and Menezes were in their debut Le Mans and Menezes, who at 21 years old, had never completed a 24 hour race before. All three drivers put in a remarkable performance, Menezes especially who pulled out a quadruple stint in the early hours of Sunday morning to keep the car in site of the podium. A strong drive from Nico Lapierre, who had taken victory just one year before helped the team take the flag.

    A third straight win for the crew at the Nurburgring, round 4 in July, continued to build their lead. RGR Sport took victory in Mexico with a fitting win, driver Ricardo Gonzales the official promoter of the event took the top step of the podium on home soil. Alpine returned to the top of the podium at the Circuit of the Americas with three races left to run. The team took the title in Shanghai finishing second, wrapping up the title with one race to spare, they were never really under threat.

    G-Drive put on a strong showing in the final three races of the season, taking  a hat trick of wins for Roman Rusinov and Alex Brundle. They were joined for two of those wins by former Manor F1 driver Will Stevens, with Rene Rast stepping back on board for the final outing in Bahrain. Rusinov had trouble in Mexico which cost the team the win with a catastrophic brake failure in the final hour. Despite the team coming from the back of the grid to take the win, RGR managed to secure second place in the championship.

    GTE-Pro Season Review

    Aston Martin Racing headed in to the 2016 FIA World Endurance with a heavily upgraded Vantage GTE. They were up against the new Ferrari 488GTE and the new Ford GT run by Ford Chip Ganassi Racing UK. Porsche opted to take a year out to focus on the 2017 car, however, Dempsey-Proton Racing ran a customer team Porsche.

    Aston Martin’s Nicki Thiim and Marco Sorensen proved themselves more than capable of the challenge, taking the drivers championship in Bahrain with a win in the #95 car. The teams championship however, went to Ferrari, marking a successful first year for the new 488 GTE. The 488 had some big boots to fill. Ferrari own the 2012, 2013 and 2014 GT Manufacturers title with the hugely successful 458 and two drivers titles in 2013 and 2014. The 458 also won Le Mans in 2012 and 2014. No >pressure then.

    Aston Martin stalwart Darren Turner began alongside them at the start of the season, the trio claiming a podium at Silverstone behind the AF Corse Ferraris which dominated the race. Sam Bird and Davide Rigon dominated the race in the #71 Ferrari ahead of Gimi Bruni and James Calado in the #51 which also had to serve a three minute time penalty for an engine change between qualifying and the race. It should be noted, that Bruni set the quickest ever GTE time around Silverstone this year, the first driver to break the 1:59 barrier, going 2.5 seconds quicker than his previous record.

    Disaster struck for the team at Spa, Nicki Thiim was spun in to the barriers by an LMP2 car and came to a rest on his roof at Courbe Paul Frere.

    Ferrari capitalised, however a late engine failure for Calado stripped Ferrari of the projected 1-2 finish they were after. The charge came to a stop at Le Mans though with severe mechanical difficulties. Fourth for the GTE-AM AF Course however gifted the team 24 points, a valuable contribution to the teams title chances.

    Despite not making the podium at Le Mans, the trio took points as the second placed WEC entered car. Both the #51 and #71 cars failed to finish and Aston Martin took the championship lead. Ford put on an incredibly dominant performance at Le Mans which saw them bring home three cars in the top four. The #82 Ferrari of Fisichella, Vilander and Malucelli spoiling a Ford front three lock out with a second place. This dominance would see a BOP adjustment later in the season.

    After Le Mans, Aston Martin had a reshuffle of their driver line up which saw Turner swap to the #97 car. Thiim and Sorensen took third place behind the dominant Ferraris before taking third place in Mexico. Turner and Stanaway took the first AMR win of the season in Mexico which put Turner in to the championship lead. Thiim and Sorensen finally took their first win in Austin at the Circuit of the Americas which put them at the top of the table with three races to run and a 12 point lead. Fords dominance returned for Shanghai and Fuji, taking 1-2 finished in both races ahead of #51 Ferrari of Gimi Bruni and James Calado. Heading in to the final race of the season, AMR had a 12 point lead. Turner and Adam set identical qualifying laps to take pole in the #97 before the #95 took the race and a second win of the season.

    Bruni and Calado lost vital points this season and despite finishing on the podium in every race they finished, including a win at the ‘Ring, DNF’s at Spa and Le Mans took them out of contention for the title. They did however, finish third ahead of both the Fords who finished half a point apart, Muecke, and Pla having the slight advantage over Tincknell and Priaulx. Ford took two victories this year and max points at Le Mans enroute to third in their first season back in endurance racing. Three cars in the top four at Le Mans meant they scored max points, whilst two second places at Fuji and Shanghai meant the #66 bested the #67.

    GTE-AM Season Review

    The stats show that the #83 AF Corse Ferrari 458 was not the quickest car in class. They took one win this season but finished every race and claimed 50 points at Le Mans. They took six second place finishes, only failing to take the podium in Austin. The #98 Aston Martin Vantage was notably quicker. The car with Paul Dalla Lana, Pedro Lamy and Mathias Lauda at the wheel took six pole positions including the final race in Bahrain, and five wins. Unfortunately, they took hard knocks at Le Mans and Mexico,not finishing either race. Pole position under the night sky of Bahrain gave them hope.That margin of hope however was incredibly small. Collard, Aguas and Perodo just needed to finish, they crossed the line third whilst the engine failed on the #98.

    The #88 Abu Dhabi Proton took victory on the WEC’s first visit to Mexico and again in Bahrain. The retirement of the #95 gave second in the championship to Al Qubaisi and Heinemeier Hansson. With Klaus Bachler replaced by Patrick Long at Le Mans, Al Qubaisi and Heinemeier-Hansson again came close to beating the Ferrari for the top WEC-registered team, but a late charge from Collard saw the Frenchman take second spot in the final hour, which resulted in a decisive 14-point swing.

    The Porsche crew came on form in the final race, Pat Long put pressure on Lauda which saw the #95 spin, Long then lead the rest of the way fending off Wolf Henzler in the KCMG Porsche. The #78 took their fifth consecutive podium in Bahrain but after technical infringement at Nurburgring and technical failure at Silverstone, they were out of the running. Gulf Racing had a solid performance across the year with some big improvements seen across the season for Ben Barker, Adam Carroll and Mike Wainwright.

  • 2017 Le Mans Night Summary

    Disaster struck for Toyota through the night as two of their three cars retired from the race. There were many incidents that kept the night running action-packed and a few shocking events that no one could have predicted. Going into the seventeenth hour of racing, the #1 Porsche leads the field by a competitive eleven laps, with the closest LMP1 car being the sister Porsche down in P10.

    Toyota’s woes started when the #8 was forced into the garage with a hybrid issue. It lost just under two hours in the garage as extensive repairs took place, dropping it right down the order to the last of the running cars.

    But the #8’s reappearance was nearly lost in the shock of seeing the leading #7 Toyota lapping slowly. There had been a safety car period to clear some gravel and debris off the dark track, and once the safety cars had pulled in Kamui Kobayashi got stuck in gear with the Toyota unable to go any faster than 60kph. The Japanese driver tried many power cycles and limping the #7 as far as he could but he could not get any closer to the pits that Porsche Curves. Sheer disappointment was clear as Kobayashi climbed from the car, retiring from the race before the halfway mark.

    That was not the end of the disappointment for Toyota. With the #7 retired and the #8 a long way off the leaders, their hope all felt to the #9. Not even ten minutes after the #7 had retired, the #9 made contact with the #25 CEFC Manor TDS Racing and picked up a rear right puncture. Nicolas Lapierre tried to get the car back to the pits for repairs but the punctured tyre caused a lot of damage to the back of the car and cause the rear to catch on fire. Lapierre, cruelly, got much closer to pit lane than Kobayashi did and was only 200 yards from pit entry when he climbed from the cockpit.

    After having lead most of the first half of the race with a competitive pace, Toyota fell to only having one car on track and it being right at the back of the field. The #25 Manor retired instantaneously as heavy contact with the tyre barrier put a lot of damage on the ORECA 07-Gibson.

    This left #1 Porsche in the lead with an 11 lap gap to the next car on track and a big gap to the next LMP1 car. The #2 crew and the #8 team have been pushing hard through the night to try and get back up the grid into a competitive position and to take as many points home from the weekend as possible. the #2 is currently in 10th whilst the #8 is behind in 15th.

    #38 Jackie Chan DC Racing took over the lead of LMP2 in the hands of Oliver Jarvis on track, using a great strategy and the safety car periods to leap the two Vaillante Rebellions. The Rebellions seem to have lost their edge through the night as little issues and brief visit to the garage have seen them drop further behind the #38, giving the leading LMP2 around a lap advantage.

    A big incident saw the #92 Porsche GT Team join the growing list of retired cars. In the middle of the night, it lost the car at Ford Chicane and made contact with the tyre barrier. Repairs on the barrier and removing the car from the track were the reasons behind the slow zones and yellow flags. Unfortunately, the Porsche could not get running again so it retired behind the barrier at the side of the track.

    Aston Martin had been the team to beat throughout the night, but as the sun has broken across the track the top four positions in class are covered by four different manufacturers. With the weather supposed to hot up for the closing stages of the race, it could go any way for the chequered flag.

    #90 TF Sport and #84 JMW Motorsport have had fantastic performances throughout the race, with the JMW now leading the class with a lap in hand. The #90 had been pushing #84 for the lead but after a scheduled brake change and an unscheduled brief stop out on track the #90 down the order, leaving the #99 Beechdean AMR as the best placed Aston Martin. Ferrari-running teams are currently locking out the top three positions in the Am class.

  • 2018 Le Mans Classic Review Part One

    In the first of this three-part special feature, Speed Chills View review the 2018 Le Mans Classic, an event firmly established in the motorsport calendar. Take a look at some of the pictures and the roundup of all the on-track action from the weekend.

    The Le Mans Classic made its debut back in 2002. At the time, it was a financial disaster for Patrick Peter and Peter Auto, the organisers. Back then, just 30,000 people came to spectate the event over one weekend in September. However, that first event sparked an interest and word began to spread. 16 years later, the Le Mans Classic has firmly established itself in both the historic racing community and motorsport community as a whole with over 140,000 people expected to attend this year with 10 previous winners of the Le Mans 24 Hour set to compete including Roman Dumas, Loic Duval and Jochen Mass.

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    The Le Mans Classic is a truly special event. Le Mans is one of the few tracks in the world that is steeped in so much history. The 24 Hour itself, was first run in 1923 and all though the track has changed several times since then, this weekend, some of those original contenders have returned.

    The entry list for the Le Mans Classic is huge, that’s the only way to describe it. This year there are circa 750 racing cars on track with over a thousand drivers taking part across the three days.

    First of all, there are six “Plateaux”, grids too you and I, spanning 60 years of competition, from the early pre-World War 2 era of the 1920s and 1930s all the way through to the early 1980s. In addition to that, there are a number of separate races for classic Jaguars and Porsche along with a dedicated grid to the mighty Group C era of the 1980s and early 1990s.

    New for 2018 is the Global Endurance Legends Series, at this stage, they only featured for two 30-minute parade sessions, however expect a lot more from them in the coming years. The Masters Endurance Legends series held its first UK race at Brands Hatch earlier this year having been unveiled late in 2017.

    In short, the Le Mans Classic is the only event in the world where you can watch anything from Pre-War Bentley’s and Bugatti’s all the way through the classic sports car era of the 1960s to Group C and beyond to the early days of LMP alongside GT1 and GT2 of the late 1990s and early 2000s.

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    The action began on Friday morning, 70 cars from the newly formed Global Endurance Legends Series took to the circuit behind the safety car for the first of two 30-minute sessions and what an incredible site it was. The field was led by a bright Yellow Ferrari 333SP in the hands of Michel Lecourt and despite it being a parade, it quickly became apparent a number of small battles were emerging, Andy Bruce in the Spark McLaren F1 GTR for one, going three abreast down the Mulsanne Straight with the Panoz Esperante GTR-1 and a Porsche 993 GT2 Evo at almost 180 miles an hour. Le Mans 24 Hour veteran Emmanuel Collard made his return to Le Mans in the very Toyota TS020 GT-One that he drove here back in 1999 with Martin Brundle and Vincenzo Sospiri. Unfortunately, the car retired part way through the race however the sister #3 car finished second that year behind the #15 BMW V12 LMR of Yannick Dalmas, Joachim Winkelhock and Pierluigi Martini.

    A number of fan favourites from previous years also took part in the parade including the ex-Colin McRae Ferrari 550 GT1, the 2003 Bentley Speed 8, the Audi R8 and Peugeot 908. Manufacturers from the modern era of the FIA World Endurance Championship were well represented across the GT1, GT2, GT3 and LM GT categories including the Aston Martin DBR9 GT1, Ferrari F430, AF Corse Ferrari 458 GTE and Porsche 997 GT3 RSR.

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    Next up, it was the return of the mighty Group C cars, a fan favourite for obvious reasons at the Le Mans Classic. A number of iconic liveries and brands made a welcome return to Le Mans including a host of Silk Cut liveried Jaguar XJR’s, Peugeot 905’s and Porsche 962’s. Regular FIA Masters Historic Formula 1 driver Michael Lyons returned in the 1991 Gebhardt C91, taking victory in the only race of the weekend. Shaun Lynn, father of Aston Martin factory driver Alex Lynn took second place in the 1987 Jaguar XJR-9 from the 1989 XJR11 of Ralf Kelleners and Ivan Vercourtere. They made for a spectacular sight this weekend with some pretty close racing throughout the grid. The ground effect aero causing the cars to stick to the track as they made their way down Dunlop Hill or through Porsche Curves at incredible speed was mind blowing. The 908 Peugeot’s were a highlight for many during the Group C sessions, their naturally aspirated V10’s screaming akin to an early 90s Formula 1 car with up shifts that sounded like canon fire, piercing the ear drums of anyone trackside at the time.

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  • 2018 Le Mans Classic Review Part Three

    Our third and final article of the series picks up where the story left off, Plateaux 4 covering 1962 through to 1965.


    Plateaux 4 1962-1965


    Ferrari continued to dominate through the early 1960s winning 6 consecutive years between 1960 and 1965. Ford join the series with young Kiwi Bruce McLaren and Chris Amon looking to go head to head with Ferrari for the overall win. Ferrari introduce the mid-engine layout and so begins the battle of the V8 vs the V12, the artisan from Northern Italy vs the powerhouse from Detroit. Away from the front, Porsche continue to improve with additional class victories.

    In 1964, Masten Gregory and Jochen Rindt found themselves down in 15th place after three hours of running. The pair were in an old Ferrari 275 LM entered by NART. Jochen Rindt was a star of Formula 2 at this time and would later go on to win the F1 World Championship in 1970 whilst Masten Gregory was a very quick driver who had previous experience with both Jaguar and Aston Martin. By this point he had taken part in Le Mans nine times but finished no better than fifth in 1961 in a Porsche. He did however, have the 1960 lap record in the Maserati so there were no doubts that he had the pace.

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    Sitting down in 15th place, they began to fight back, carving their way through the pack. The works cars of both Ford and Ferrari all retired, primarily due to shattered brake discs but Gregory and Rindt were flying. At every fuel stop, they were both getting an earful from NART team boss Luigi Chinetti who had only authorised the duo to use at most 7500 RPM to save the engine. The pair ignored him, pushing the engine to 9000 RPM, gradually clawing their way up the field and taking the win.

    Plateaux 4 was dominated by Ford this weekend Diogo Ferraro taking the first race win of the weekend in the #61 GT40 MK1. He went on to finish second in the remaining two races, a strong performance for the Portuguese driver. Shaun Lynn came home in second place in the first race just ahead of Ludovic Caron in the Shelby Cobra 289. David Hart took the second race win of the weekend in the yellow #8 Ford GT40 from Ferraro and James Cottingham in the #64 Ford GT40 MK1. Race three was a near repeat of the results with Cottingham and Ferrao taking first and second as the #51 Ford GT40 MK1 of Grant Tromans took the final step of the podium.

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    Plateaux 5 1966-1971


    Plateaux 5 represents the domination of Ford in the late 1960s, taking four consecutive victories for the GT40. Bruce McLaren and Chris Amon took their first win in the GT40 MKII in 1966 starting a brief period of dominance for the Americans. A change in regulations see’s the birth of the early prototypes in 1970/1971 with the Porsche 917K taking two straight wins on the bounce going up against the likes of Alpine, Alfa Romeo and Matra. 1969 saw the last Le Mans start in which the drivers would run to their cars. A protest by Jacky Ickx in which he walked to his car rather than running, nearly getting hit in the process, forced the organisation to make a decision. The decision was made for them when Ickx won the race. The aerodynamic prototypes are still in their infancy at this stage and are incredibly tricky to drive with not enough downforce over the rear end to keep the cars stable. That said, they are seriously quick in a straight line and lap times are now averaging around 240km/h! The 917 was maxing out at 360km/h! In Grand Touring the battle continues to rage between the Porsche 911s, Porsche 914s and the Ferrari GTB and Daytonas.

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    In the 1960s, Denny Hulme spent the majority of his time racing at McLaren, both before and after the death of Bruce McLaren. However, there is one particular race that could have seen that relationship change dramatically. With the finish of the 1966 race in site, the blue Ford GT40 of Hulme and Ken Miles was in the lead, McLaren and Amon were sat in second. It was at this point that Henry Ford decided to organise a dead heat final, to “underline the victory of the car rather than one of its driver line-ups”. Miles slowed to let Bruce draw level along with the third place GT40 which was a few laps down. The trio crossed the line together. The organisers declared the result a victory for Bruce McLaren and Chris Amon as they had been slower in qualifying and therefore started 20 metres further down the grid and as a result covered more distance during the race. Hulme and Miles would never win Le Mans. Whilst Hulme continued to race with McLaren, Miles was killed in an accident whilst testing the new Ford J just two months later.

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    The racing this weekend swung in favour of the prototypes of the era, with the #69 Ligier JS3 DFV from 1971 taking the first two wins of the weekend. It was a strong performance from the Lola T70 MK3 with at least one making it into the top three in each of the races. David Hart took second place in the first race at the wheel of the #34 Lola T70 with Carlos Tavares taking third place. Jaques Nicolet took second place in race two followed by a win in race three in the Duckhams Ford. Tavares took third again in race two with Pierre Alain France rounding out the top three in race three in the #70 Lola T70.

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    Plateaux 6 1972-1981


    By this point, there has been a big step forward in engineering and aerodynamics, with the potential for cars to hit 400km/h down the Mulsanne. As a safety precaution, the organisers limited the size of the engines to 3 litres. As a result, Matra took a trio of wins between 1972 and 1974 with the Matra Simca MS670 piloted by Henri Pescarolo, Graham Hill and Gerard Larrousse. Ford jumped back to the front in 1975 with their V8 engine befor Porsche dominate for the next two years with the Jacky Ickx driven Porsche 936. At this point, aerodynamics are becoming more refined, rather than running as much downforce as possible. In GT, the Daytona’s and Porsche’s rule before Ferrari and BMW arrive with the BB and M1 Procar respectively.

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    It's 1977, Le Mans was a disaster for Porsche. The Favourite car was broken and the other was running 49th. “I’ve had some great races but there’s one in which I really excelled myself,” says Le Mans legend Jacky Ickx. “Le Mans in 1977 with the Porsche 936. I’ve never driven as well in my life. It was unbelievable! The mechanics, the other drivers, everybody was in another world! And we transformed what had begun as a debacle into victory. I did double stints at night in the fog and the rain. I was on the absolute edge in the car, the circuit, the conditions. I pulled back such huge chunks of time on the Renaults, which were comfortably installed in the lead, that no one could believe their eyes! I stopped at the pits” “Do you want to change?” “No. I’ll stay in the car. And then you take charge, and nobody dares to say a word to you. Ask the Porsche engineers. They’d never seen anything like it in their life. We were running rings around the Renaults which weren’t exactly slowcoaches!”

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    It was a strong performance this weekend from Yves Scemama in the Toj SC 304, taking one race victory in Race two and two second place finishes in the first and third race. Roald Goethe and Stuart Hall took the first win of the weekend in the Mirage GR7. Patrice Lafargue took third place in race one followed by second place in race two with Paul Lafargue and Dieteren Lalmand wrapping up third place in Race 2 and Race 3 respectively.

  • 2018 Le Mans Classic Review Part Two

    It is at this point, we take a gigantic step back in time, from the screaming V10s and ground effect aero of Group C, back to where it all began in the early 1920s.


    Plateaux 1 1923-1939


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    Plateaux 1 covers from 1923 to 1939 with representation from Bentley, Alfa Romeo, Lagonda, Bugatti, BMW and Talbot to name a few. Back then the Circuit looked very different. It was 19KM long run mostly on gravel roads with cars reaching a averaging a speed of 107 km/h. By 1939, the circuit had been cut to just over 13km and tarmac roads, average speeds were now around 155 km/h. Top speeds today reached 200 km/h at the fastest points of the circuit.

    It was a time for invention and courage back then. French Engineer Jean Albert Gregoire was a pioneer in front wheel drive technology and one of the first to enter a front wheel drive car at Le Mans. Unfortunately for him, he suffered a head injury after a bad crash on a reconnaissance lap but despite this, he started the race with an enormous bandage wrapped around his head and a new unexpected team mate. He drafted in one of his mechanics to replace his team mate who was also injured in the same accident. Gregoire went on to finish seventh in his Tracta. The car may no longer be running; however, this represents some of the earliest developments in technology Le Mans has been responsible for over the years.

    In recent years, Plateaux 1 has been dominated by both British and French entered Talbots but this year, BMW put up a strong fight in each of the three races. In race one, Michael Birch in the #20 1932 Talbot 105 took the win against strong competition from the #69 Bugatti Type 51 and #6 1939 BMW 328 Roadsters. Rob Spencer challenged for the lead in race two in the #21 1928 Bugatti Type 35B but was unable to beat Gareth Burnett in the #17 1931 Talbot 105. The #14 BMW 328 Roadster of Albert Otten and Diethelm Horbach rounded out the podium in third place. Burnett took the final win of the weekend in race three after a challenging race against Michael Birch and the #14 BMW 328.

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    Plateaux 2 1949-1956


    Plateaux 2 represents cars from 1949 through 1956, the last outing for some of the great pre-war manufacturers such as Talbot. New comers Ferrari and Jaguar dominated through the early 1950s. There is an increased focus on aerodynamics and brakes to achieve the best performance in areas such as the Mulsanne Straight. The race is now attracting some of the biggest names in the business; Fangio, Moss, Hawthorn and Collins to name a few. It also began to attract other manufacturers, one of whom went on to become the most successful brand in the event’s history, Porsche.

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    The 1955 disaster resulted in a big overall of circuit safety, not just at Le Mans but around the world. The pit complex was raised and rebuilt further back allowing the pit straight to be widened. Whilst safety standards improved, the cars got faster, and open cockpit roadsters battled against closed cockpit coupes as average speeds now hit the 200 Km/h mark! The two Cadillacs entered by American Briggs Cunningham were the first to have radio links to the team in the pits back in 1950. That year they finished 10th and 11th respectively. Cunningham returned to the great race in the coming years and in 1953, the latest generation of the car had 400 horse power, an additional 100 horse power on the previous year. That year, the cars hit 249km/h on Les Hunaudieres. John Fitch brought the car home in third and immediately pulled up to his pit box to celebrate and join the team for champagne. It was as the celebrations began an official pointed out that he had crossed the line a couple of seconds before the 16:00 finish point and therefore still had one lap to go! Panic quickly ensued as Fitch dropped his champagne and jumped back into the car, still soaked from his earlier champagne shower! Luckily for him, fourth place was still far enough behind that he was able to re-join and complete the subsequent lap to take the flag and finish third. The Cunningham C4R is racing this weekend in the hands of Alain Ruede who achieved a best place of eighth in race three on Sunday afternoon.

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    As in period, Jaguar dominated each of the three races this weekend, locking out the podium in two out of three races. The #3 car of Clive Joy took two out of three wins, winning the first and second race whilst finishing second in race three. Carlos Monteverde continued to challenge Joy across the weekend, taking first place in the final race but finishing second in race one and two. Maserati made a brief appearance on the podium in race two, Richard Wilson putting the 1957 Maserati 250 on the third step having finished fourth in the first and third races.

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    Plateaux 3 1957-1961


    Plateaux 3 represents the next step forward in sports car racing, bigger engines, more power, more speed. Cars are now averaging over 200 km/h as large capacity 6-cylinder engines or V12s become the norm. Ferrari dominated the era with 3 victories over Aston Martin and Jaguars one apiece. The smaller Maserati also fought it out with the three bigger rivals in the top category. In Grand Touring, the cars are only slightly less powerful with Porsche scoring regular class victories and class championships. The American Carroll Shelby takes his first win alongside Roy Salvadori in the Aston Martin DBR1 in 1959 as lap times begin to tumble.

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    Jaguar picked up another win in 1957, however there was a brief flash of brilliance at the start of the race that could have seen things go very differently. Ferrari were drafting in the best drivers from Formula 1 at the time so in 1957, Scuderia Ferrari entered a team of Maurice Trintignant, Mike Hawthorn, Luigi Musso, Phil Hill and Peter Collins. Collins quickly became a favourite with Enzo himself and in 1957, he started the race. Collins ran the sprint across the track, jumping into his 335MM and screamed off down the track, the 390bhp V12 roaring as he accelerated off into the distance. Just four minutes later, he screamed down the start finish straight at 300 km/h, close to 180mph! Despite a standing start, he had smashed the previous lap record. Just two laps later though, disaster struck. The Ferrari had blown a piston and would not re-join the race.

    “Le

    Despite domination in period, Ferrari only took one win this weekend with Lukas Halusa taking the first race win in the Ferrari 250 GTO “Breadvan”. Roger Wills and David Clark finished a close second before going on to win race two and three in the #68 Lotus XV. The Breadvan went on to finish second in the third race after a good scrap with Clark and Wills midway through the race.

  • Le Mans 2017 6 Hour Report

    For a brief session at the beginning of the race, the #7 Toyota lost the lead to the sister #8 car, but apart from that the #7 Toyota has led the 24 Hours of Le Mans for the first six hours. Vaillante Rebellion has been commanding the field in LMP2 after the pole-sitting #26 G-Drive Racing had a terrible start that led to an early retirement from the race. Aston Martin have been the teams to beat in the GTE classes but they have not run away with the pace, with Ferrari and Ford keeping the teams on their toes.

    It seemed to be an easy six hours for the #7 Toyota as all three drivers have climbed aboard to competitively lead the race. Neel Jani made quick work of overtaking Sebastien Buemi in the #8 Toyota to steal second place and split the Toyotas. Buemi did fight back and keep the pressure on Jani, but after the first driver changes Anthony Davidson seemed unable to keep up with Nick Tandy in the Porsche #1.

    Issues have plagued a couple of the LMP1 cars. The #9 had an issue with their door not closing and was forced to make an extra stop in the fifth hour so the team could try and resolve the issue. At the time of publishing, the door was no longer an issue.

    But disaster struck for the #2 Porsche as a front axle drive failure forced the car into the garage. The team lost nearly an hour of the race sitting in the garage as the team did an incredibly quick job of replacing the entire front unit of the car. At the time of publishing, Brendon Hartley was in the car pushing for damage limitation with the car down in an overall 55th position.

    The ByKolles looked to have a strong start by before the end of the first lap it suffered a rear left puncture. Having to pit so early saw it fall down the order but a suspected engine failure saw the car become the second official retiree of the 2017 24 Hours of Le Mans in the second hour.

    The first official retiree of the race was the #88 Proton Competition Porsche. After having a bad start and a spin at the Ford Chicane, pole-sitting #26 G-Drive Racing was pushing hard to recover lost positions. Misjudging the space between the two cars, Roman Rusiov got the overtake on the #88 wrong and sent both cars into the barriers at the Porsche Curves. Both cars, with significant damage, made it back to the pits as slow zones covered the Porsche Curves area for barrier repairs. However, neither of them had repairable damage and both cars retired from the race.

    The misfortune for the #26, which dropped down the field on the start lap, handed the advantage to Vaillante Rebellion, who has led the class since the second hour. The CEFC Manor TDS Racing #24 has been keen to challenge for a top two spot but has yet to get any higher than third in class. #38 Jackie Chan DC Racing is also battling up the front of the class and all four cars are looking strong as the first quarter of the race is complete.

    At the start of the race, the Aston Martins pulled an advantage on the GTE fields, but the Ferrari-running teams were hot on their heels. As the day has begun to cool as the evening running gets underway, the Ferraris have fallen off a little and the battle in Pro is now between the Fords and the Aston Martin. Harry Tincknell had a mega lap that has seen the #67 Ford Chip Ganassi Team UK car in strong contention for a podium position.

    The #66 Ford was looking good for a high position but an early issue with the rear light forced the car to pit out of sequence for a quick repair. The car is still lapping with the top of the class, but the advantage is with the other cars around it as it has to pit after the other LM GTE Pro cars have taken their pits.

    Ferrari had an impressive stint around the third hour in the Am class, with a Ferrari one-two-three led by Will Stevens in the JMW Motorsports #84. The JMW Motorsports entry is still running strong at the sharp end of the class but Aston Martin has come back with a strong pace from the works #98 car. It’s an impressive performance from the #90 TF Sport crew who, at the time of publishing, were running third in class.

    Four cars have been lost in the first quarter of the race, with the fourth retiree coming in the closing stages of the fifth hour. Matthieu Vaxiviere lost the car under braking for the Forza Motorsport Chicane and side swiped the #82 Risi Competitione. The #82 was spun into the Armco barrier, which suffered a lot of damage, and destroyed the front of the Ferrari 488 GTE. It retired on the spot as the marshals lifted the stricken car off of the racetrack.

    The #28 TDS Racing was undamaged from the incident. The LMP2 team has received a 7-minute stop/go penalty for taking out the Risi Competitione.

  • Le Mans Free Practice and Qualifying One

    Neel Jani put the #1 Porsche 919 Hybrid at the top of the time sheets in FP1 in a session that ran without much incident. Kamui Kobayashi topped the time sheets with his first flying lap, going seven tenths quicker than anyone else with a time of 3:20.996 in the final hour of running. It looked like the time was going to stand but with 20 minutes to run, Jani went sixth tenths quicker with a time of 3:20.362.

    Qualifying One saw Toyota Gazoo Racing top the time sheets to take provisional pole but it was Timo Bernhard who initially went quickest in the #2 Porsche after the first few flying laps. Toyota reacted instantly, pitting the #7 and #8 cars and sending out Kamui Kobayashi and Kazuki Nakajima. Kobayashi responded, setting the fastest lap of the session, going six tenths quicker than anyone else with a time of 3:18.793. Nakajima took second in a Toyota One-Two whilst Bernhard’s time was good enough for third place. Having set the pace in FP1, Neel Jani could only manage to put the #1 Porsche 5th. ByKolles had another difficult session, lapping just half a second quicker than the leading LMP2.

    LMP2

    Alex Lynn knocked the #13 Vaillante Rebellion off the top of the time sheets in FP1, the ex-GP2 driver posted a time of 3:30.363 in the #26 G-Drive, 1.3 seconds quicker than anyone else.

    ORECA certainly appear to have a big advantage over the other competitors, the best non-ORECA car finished 10th. The SMP Racing Dallara in the hands of Victor Shaytar was over four seconds a lap slower. There was a close battle in qualifying between all the World Endurance Championship entrants. It looked as if Manor had the pace throughout the session as with just half an hour to run, Jean-Eric Vergne and Vitaly Petrov locked down the top two positions with the #25 and #24 cars. However, as time moved on and the temperature dropped, the rest of the field began fighting back. Bruno Senna broke in to the 3:29s before Vaxiviere went half a second quicker in the #28 TDS Oreca to take provisional pole with a time of 3:29.333. The Signatech Alpine entries sat sixth and seventh whilst the second Rebellion #13 finished eighth with Rusinov rounding out the top nine in the #26 G-Drive.

    The fastest non-ORECA running LMP2 finished 13th and was the #29 Racing Team Nederland Dallara in the hands of Rubens Barrichello, taking part in his first Le Mans qualifying session. The Brazilian set a lap time that was 4.463 seconds off the pace of provisional pole-sitter, Vaxiviere.

    GTE Pro

    There was a last minute driver change in GTE Pro, Lucas di Grassi has been ruled out of the event on medical grounds having broken his fibula in a charity football match. di Grassi failed to get himself out of the car without assistance within the seven second time limit on the driver extraction test. Michele Rugolo has been drafted in to fill his vacant seat patterning James Calado and Alessandro Pier Guidi in the #51 AF Corse Ferrari.

    #71 AF Corse Ferrari 488 jumped to the top of the time sheets towards the end of free practice one. Aston Martin traded lap times with Corvette for most of the session before Bird put the Ferrari on top in the closing laps by half a second. James Calado pushed hard in the closing stages of the session to try and and match the pace of Bird but he was unable to match the time of 3:55.504.

    Aston Martin jumped straight to the top in the first qualifying session, Marco Sorensen leading the way in the #95 with a time of 3:52.117, it was only a tenth quicker than Sam Bird but Birds team mates were unable to improve on his opening lap time leaving the #71 crew second at the end of the session. The #51 Ferrari came in 0.888 down on the pole sitting Aston but overall, just two seconds covered the top six.

    GTE AM

    The factory-entered Aston Martin led the time sheets early on, Mathias Lauda setting the early pace before the #50 Larbre Competition Corvette went quickest at the end of the first hour. The #50 Corvette had a moment through Porsche Curves early on in the second hour and slammed in to the tyre barrier on the outside of the track. The Safety Car was called out for minor repair work and the session restarted. The Clearwater Ferrari was leading the session, even after suffering a left-rear puncture at the end of the third hour. Just after the final hour had started, Pedro Lamy set a new fastest lap of 3:58.234 which allowed him to end the session on top of the class with the #98 Aston Martin.

    Aston Martin also held the advantage from the start of the session in LM GTE Am. The #77 Dempsey-Proton Porsche took the lead of the class for the first few minutes of the session, but as soon as Pedro Lamy had set his fast time there was no challenge to his 3:55.232. Only his team-mate, Mathias Lauda, could better the time, improving the Aston Martin #98’s provisional pole time to a 3:55.134.

    Matteo Cairoli‘s original fastest time in the #77 was enough to hold on to a comfortable second place. He had a three-tenth advantage over third-placed #90 TF Sport Aston Martin when the chequered flag fell.

  • Le Mans Test Day

    Toyota have lead the way in the official Le Mans test day ahead of the 85th running of the 24 Hours of Le Mans. Setting a lap time that was fastest than the pole position time for last year’s 24 Hours of Le Mans, Toyota declared a pace that Porsche could not contend with. Last year’s LMP2 class champions Signatech Alpine were on top of things in their respective class, ending both the morning session and the day with the fastest LMP2 time. Returning to the WEC solely for Le Mans, Chevrolet made their mark by taking the fastest time in LM GTE Pro. Proton Racing #77 Porsche took the fastest lap in the Am class before lunch, with Aston Martin finishing the day on top of the class.

    Coming off the back of a highly-competitive six hour of Spa-Francorchamps, Kazuki Nakajima reflected the same form he showed last month claiming the fastest time of the morning session. His 3:20.778 lap time was an impressive 1.5 seconds faster than the time set by Sebastien Buemi in the sister #7 car. Toyota locked out the top three, with Jose Maria Lopez setting a 3:22.006 in the #9 – a good effort in his debut around the Circuit de la Sarthe.

    Timo Bernard had had the #2 Porsche comfortably second during the first four-hour session, but the last half an hour of fast laps from Toyota saw the Porsche drop to fourth, setting a fastest time of 3:23.089, 2.3 seconds off the pace of the fastest Toyota. Porsche did not complete any fast laps at the end of the session, showing they appeared to be on a different programme to Toyota. Andre Lotterer’s time was only half a tenth off of Bernhard’s, showing the Porsches appear to be equally matched.

    In the afternoon session Toyota continued to steal the show. Kamui Kobayashi put the championship leading #7 Toyota fastest with a 3:18.132, a time that was over 1.5 seconds faster than Neel Jani’s 2016 pole time for the 24-hour event. The Toyota’s, once again, locked out the top three positions whilst Porsche ended the day 3.3 seconds off the fastest lap time, but only 0.4 seconds off third-placed #9 Toyota. The #2 Porsche lost time in the afternoon session as the engine was changed on the 919 Hybrid.

    The Signatech Alpine #35 was the car to beat in LMP2 as it lead the way at the end of both test sessions. Andre Negrao put the ORECA-Gibson 07 fastest at the end of the morning session with the first LMP2 time to break the 3m30s barrier: a 3:29.809. His teammate, Nelson Panciatici, reiterated what Negrao had performed in the morning’s four-hour session by ending the day with the fastest time of 3:28.146. This gave him a seven-tenth advantage over Jean-Eric Vergne in the #24 CEFC Manor TDS Racing, who ended the day second fastest in class.

    In the morning, it was the #13 Vaillante Rebellion Racing that finished second fastest in the LMP2 class. Mathias Beche was nearly beaten to second in class by the ELMS-entry Graff car. Only 0.011 seconds kept Beche ahead of Richard Bradley as the chequered flag fell.

    It does seem, from the final test day times, that the ORECA-chassis running LMP2 cars may have an advantage over any other chassis. The top fourteen cars in class were all ORECA-Gibsons when the chequered flag ended the day. However, all of the cars are a lot faster this year. The extra 100bhp that the LMP2 cars have this year have already seen them setting lap times seven seconds faster than they were twelve months ago.

    Jan Magnussen returned Chevrolet to WEC racing with intent as he took the fastest lap time of the morning session in LM GTE Pro. It was a close fight between the #63 and the #91 Porsche for fastest lap time with 0.027 seconds separating Magnussen and Patrick Pilet at the end of the first four-hours testing. The sister Chevrolet rounded off the top three half a second down on the fastest pair.

    The intention of Chevrolet is clear for this blue-ribboned event as they topped the afternoon session competitively. Oliver Gavin made it a Chevrolet leading a Porsche in the #64 with a lap time of 3:54.701. The #64 crew started the afternoon session with an engine change and was able to lead the class by just over two-tenths on the #91 Porsche.

    Porsche took honours in LM GTE Am at the end of the morning session with the #77 Proton Racing Porsche leading the class with a 3:59.117. The time, set by Matteo Carioli, was a tenth up on second-fastest #83 AF Corse-run DH Racing Ferrari. In the afternoon session, however, it was Aston Martin on top, with Pedro Lamy setting the pace with a 3:58.250 in the #98. The Am field looks like it will be as close as it has been all season when the grid takes to the 24-hour endurance race in a fortnight’s time.

    The afternoon session was ended twelve minutes early as there was dropped oil on track. It is unknown which car lost the liquid out on circuit.

  • Le Mans Test Day

    Toyota have lead the way in the official Le Mans test day ahead of the 85th running of the 24 Hours of Le Mans. Setting a lap time that was faster than the pole position time for last year’s 24 Hours of Le Mans, Toyota declared a pace that Porsche could not contend with. Last year’s LMP2 class champions Signatech Alpine were on top of things in their respective class, ending both the morning session and the day with the fastest LMP2 time. Returning to the WEC solely for Le Mans, Chevrolet made their mark by taking the fastest time in LM GTE Pro. Proton Racing #77 Porsche took the fastest lap in the Am class before lunch, with Aston Martin finishing the day on top of the class.

    Coming off the back of a highly-competitive six hour of Spa-Francorchamps, Kazuki Nakajima reflected the same form he showed last month claiming the fastest time of the morning session. His 3:20.778 lap time was an impressive 1.5 seconds faster than the time set by Sebastien Buemi in the sister #7 car. Toyota locked out the top three, with Jose Maria Lopez setting a 3:22.006 in the #9 – a good effort in his debut around the Circuit de la Sarthe.

    Timo Bernard had had the #2 Porsche comfortably second during the first four-hour session, but the last half an hour of fast laps from Toyota saw the Porsche drop to fourth, setting a fastest time of 3:23.089, 2.3 seconds off the pace of the fastest Toyota. Porsche did not complete any fast laps at the end of the session, showing they appeared to be on a different programme to Toyota. Andre Lotterer’s time was only half a tenth off of Bernhard’s, showing the Porsches appear to be equally matched.

    In the afternoon session Toyota continued to steal the show. Kamui Kobayashi put the championship leading #7 Toyota fastest with a 3:18.132, a time that was over 1.5 seconds faster than Neel Jani’s 2016 pole time for the 24-hour event. The Toyota’s, once again, locked out the top three positions whilst Porsche ended the day 3.3 seconds off the fastest lap time, but only 0.4 seconds off third-placed #9 Toyota. The #2 Porsche lost time in the afternoon session as the engine was changed on the 919 Hybrid.

    The Signatech Alpine #35 was the car to beat in LMP2 as it lead the way at the end of both test sessions. Andre Negrao put the ORECA-Gibson 07 fastest at the end of the morning session with the first LMP2 time to break the 3m30s barrier: a 3:29.809. His teammate, Nelson Panciatici, reiterated what Negrao had performed in the morning’s four-hour session by ending the day with the fastest time of 3:28.146. This gave him a seven-tenth advantage over Jean-Eric Vergne in the #24 CEFC Manor TDS Racing, who ended the day second fastest in class.

    In the morning, it was the #13 Vaillante Rebellion Racing that finished second fastest in the LMP2 class. Mathias Beche was nearly beaten to second in class by the ELMS-entry Graff car. Only 0.011 seconds kept Beche ahead of Richard Bradley as the chequered flag fell.

    It does seem, from the final test day times, that the ORECA-chassis running LMP2 cars may have an advantage over any other chassis. The top fourteen cars in class were all ORECA-Gibsons when the chequered flag ended the day. However, all of the cars are a lot faster this year. The extra 100bhp that the LMP2 cars have this year have already seen them setting lap times seven seconds faster than they were twelve months ago.

    Jan Magnussen returned Chevrolet to WEC racing with intent as he took the fastest lap time of the morning session in LM GTE Pro. It was a close fight between the #63 and the #91 Porsche for fastest lap time with 0.027 seconds separating Magnussen and Patrick Pilet at the end of the first four-hours testing. The sister Chevrolet rounded off the top three half a second down on the fastest pair.

    The intention of Chevrolet is clear for this blue-ribboned event as they topped the afternoon session competitively. Oliver Gavin made it a Chevrolet leading a Porsche in the #64 with a lap time of 3:54.701. The #64 crew started the afternoon session with an engine change and was able to lead the class by just over two-tenths on the #91 Porsche.

    Porsche took honours in LM GTE Am at the end of the morning session with the #77 Proton Racing Porsche leading the class with a 3:59.117. The time, set by Matteo Carioli, was a tenth up on second-fastest #83 AF Corse-run DH Racing Ferrari. In the afternoon session, however, it was Aston Martin on top, with Pedro Lamy setting the pace with a 3:58.250 in the #98. The Am field looks like it will be as close as it has been all season when the grid takes to the 24-hour endurance race in a fortnight’s time.

    The afternoon session was ended twelve minutes early as there was dropped oil on track. It is unknown which car lost the liquid out on circuit.

  • Porsche win Climactic 2017 Le Mans

    Coming back from a hybrid system issue early in the race which had looked to put them out of contention for the 2017 Le Mans podium, the #2 Porsche crew fought back to take a spectacular victory in one of the most eventful races Le Mans has ever held. Tagged as an ‘old school Le Mans’ race, there was never a dull moment as the 24 hours flew past. Eleven of the starters failed to complete the race, one of the lowest percents of non-finishers in a 24 Hours of Le Mans.

    It had seemed like the race was over for the #2 Porsche crew when they were hit with a front axle drive failure around the four-hour mark, as it turns out, this was related to the hybrid system. The only way they would be able to recover the hour they had lost in the garage was if the entire LMP1 field suffered a delay as bad as they had. In a shocking twist in the middle of the night, two of the Toyotas retired from the race whilst the third Gazoo Racing entry was stuck in the pits for two hours. The bizarre twist of events saw the #2 up to second in class, albeit being about 45th in the overall classification.

    The plan for the team changed as the #2 crew focused on trying to score constructors points for the team. Constructor’s points are handed out at Le Mans depending on where the car finishes in class clarification. For the driver’s championship, the points are given to the drivers depending on where they finish in the overall standings. With the Porsche #2 team knowing they were in a good place in class clarification they focused on having a clean safe race and getting it across the line at the chequered flag.

    But Le Mans was not done with throwing up the twists and turns of the 24-hour endurance race. With only about three hours left on the clock, the Porsche #1 that had been leading by a comfortable 12 laps to the second-placed car (in the overall standings) dropped a lot of speed heading around Tertre Rouge. An oil pressure problem saw Andre Lotterer pulling over at the side of the Mulsanne Straight. As much as he tried to get the car back to the pits there was not enough battery power to limp back to the garage from where he was.

    This changed the race for the #2 Porsche as they were suddenly the highest placed LMP1 car. Crunching the numbers, they worked out that with an amazingly fast and consistent pace they could potentially pass all the LMP2 cars that were ahead of them and take the overall victory. They predicted that they would reach the then-leading LMP2 by the last lap of the race, however, three amazing stints by Brendon Hartley saw the Porsche #2 in a position to take the lead from the #38 Jackie Chan DC Racing with an hour of track time left.

    The last hour was completely nerve-wracking for the #2 Porsche team. They had seen three of the five hybrid LMP1 cars retire instantly from the race and seen hybrid issues on the #8 as well as suffering hybrid issues themselves. There was a sense that Le Mans was not done with the LMP1 field and until Timo Bernhard took the chequered flag no one in the Porsche garage would believe that they had won the 85th running of Le Mans.

    The Toyota #8 was the only other LMP1 car to actually classify for the 24 Hours of Le Mans. It seemed that the oppressive heat that descended over the Circuit de la Sarthe was affecting the hybrid systems of the LMP1 cars. Sebastien Buemi crossed the line to place the #8 ninth overall.

    It was a tight battle in LMP2 for the leading #38 car to take the overall victory of Le Mans. They had been in a strong position throughout most of the latter part of the race. When the #1 retired there was a small sense of belief that they would take the overall victory, but Hartley’s rapid place made it clear quickly that Porsche was on a mission.

    There was no challenge for the #38 for the LMP2 class victory. The real battle was between the #13 Vaillante Rebellion and the #35 Signatech Alpine as the race drew to a close. the #13 had the better race pace, but a starter motor failure saw them contending with extra long pit stops as they have to remove the back engine cover to manual kick the car into life.

    #13 ended up taking second in class, which also meant they took the bottom step of the overall podium. The #37 Jackie Chan DC Racing was very close to taking the position from the Rebellion crew and showed great race pace in the latter stages of the endurance.

    LMGTE Pro gifted one of the most intense wheel-to-wheel battles to the line for the victory in class. Over the last few hours of the race, the battle had been between Corvette Racing and Aston Martin Racing to take the class lead. Pit stops were shuffling the order and usually saw the Aston on top at the end of the hour as they pitted first.

    As the final hour ticked down, Jonny Adam was half a second off the back of the #63 Corvette Racing, then in the hands of Jordan Taylor. Adam tried to make a move work going into Arnage but going up the inside of the corner meant he went very deep on exit. He held the lead for a brief moment before Taylor took it back with ease.

    An assumed brake failure saw Taylor go straight on over one of the chicanes down the Mulsanne and pull a big advantage out on Adam. In terms of fair racing, Taylor dropped off the speed a little to reduce the advantage he had and make sure there was nothing he could be penalised.

    Adam was very clever as they headed through the final sector of the track. He kept his lines very tidy and clean, making sure he had the perfect run off of the Ford Chicane. Taylor had been trying to defend and left the racing line for Adam to use to produce a beautiful overtake for the lead of the class.

    Once Adam was passed, Taylor suffered a failure on his car that was either a brake failure or a puncture as a result of his excurtion through the Mulsanne gravel traps. As it was the final lap, Taylor drove carefully and tried hard to push the car to the finish whilst trying to hold onto his second position. But Harry Tincknell had been racing in the Ford Chip Ganassi #67 with a pace that would see him in the right place if one of the cars ahead of him had an issue. Knowing Taylor was vulnerable, Tincknell pushed hard for the last lap of the race, demoting Taylor to third in class as he took a deeply deserved second in class.

    The Am class podium saw a Ferrari domination. The #84 JMW Motorsport put on an amazing performance that saw them take class victory with at least a lap’s advantage over the rest of the field. Spirit of Race #55 Ferrari finished second with the last Ferrari on the podium being the #62 Scuderia Corsa.

    Aston Martin looked strong at the beginning of the race. The #98 Aston Martin Racing was leading the class at the beginning of the race before a tyre blow out saw them in the garage for a while with repairs, dropping them down the order. The #90 TF Sport was also looking like it could challenge the Ferraris for a podium finish, but a mistake in the middle of the night put the car in the barrier. Again, repairs in the garage saw it fall down the order.

    The best finishing Aston Martin in class was the #99 Beechdean AMR. It finished just off the podium in fourth, an admirable effort considering it is only the second time the team has raced Le Mans and they had a rookie driver on the team.