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Porsche is perfect at Le Mans: takes 17th overall win!

LE MANS, France — Ah perfection! At the 24 hours of Le Mans you don’t have to be perfect — just more perfect than the other 55 cars on the grid. Sometimes that perfection comes from the hard work that is done the previous six months, teams working out together in the gym, putting in extra laps in practice, coming together as well oiled team. But sometimes the god of circuit de la Sarthe simply blesses a team, and for 24 hours it can do no wrong. When that mixture of team and execution some how comes together it is a potent combination that can not be beat. The No. 19 Porsche 919 Hybrid found the perfection groove and took the overall victory at the 83rd running of the 24 hours of Le Mans, the brand’s 17th and the first since 1998.

While the winning Porsche was not an after thought by Porsche — it was the third car in the Porsche livery with drivers Nick Tandy, Earl Bamber, and Nico Hulkenberg, not exactly well known names in the world of endurance car racing, doing the driving honors. Only Bamber had had experience at Le Mans driving for Porsche in the GT division while neither Hulkenberg nor Tandy had experienced the Circuit de la Sarthe, though both are savvy drivers with Hulkenberg coming from Formula 1 and not even listed on the Porsche driver page on the web site.

Indeed the No. 19 Porsche qualified third among the three Porsches that covered the first three slots of starting grid with the every day WEC-FIA drivers captured the top two qualifying spots. However, while the rest of the field was recovering from a variety of foibles and outright racetrack blunders, the combo of Hulkenberg, Tandy, and Bamber just kept on trucking with a particularly solid drive during the night, emerging into the morning the sun with a lead that could not be overcome by any other team.

Former F1 driver Mark Webber, a member of the No. 17 Porsche 919 Hybrid that finished second overall, said “The guys in the number 19 car did a great job. All three of them were exceptional for 24 hours. Especially at night, the number 19 was quick. It is a big day for Porsche. We have had a smooth race, but in the end weren’t quick enough. Brendon and Timo did a great job. We are very proud for Porsche. If we can’t win we obviously want it to be within the team.”

The winners completed 395 laps before a crowd, according to race organizers, of 263,500. The second place No. 18 Porsche 919 Hybrid was one lap down when the checkered flag flew and the third place Audi was two laps down to the winners. The third Porsche, that of the pole-sitting No. 18 Porsche 919 Hybrid took fifth place and were four laps down.

And while the Porsche Team stole the thunder from the defending Le Mans winning Audi team, it was not as if Team Audi was asleep at the wheel. Audi finished third, fourth, and seventh overall, and each of the cars led at one time in the race. Not only that but all three of the Audis turned laps in competition that shattered the old competition record, including the 1971 lap when there were no kinks in the Mulsanne straightaway. That is cooking with gas — er diesel!

But perfection eluded the Audi team this year — and as it turned out it would take a perfect drive to win at Le Mans in 2015. The defending champions in the No. 7 Audi e-tron quattro were bitten by the troll of Sarthe early on when a puncture sent Marcel Fassler back to the pits for an unplanned stop early in a stint and the loss of time early in the race. But Fassler and his teammates, André Lotterer and Benoît Tréluyer, battled back into contention and in the process turned the fastest lap ever on the storied track, 3 minutes 17.465 seconds (by Lotterer). In fact each of the Audi R18 e-tron quitters would surpass the 1971 record lap during the course of the race.

However, the demons of Le Mans again struck the No. 7 car. Sunday morning shortly before 7:00 am, while  battling for victory a large section of the engine hood let go, causing further damage to the car. The repair was accomplished in 6.56 minutes, and Fassler, Lotterer, and Tréluyer simply ran out of time.

The No. 8 Audi e-tron quattro driven by Lucas di Grassi (BR), Loïc Duval (F) and Oliver Jarvis (GB) was lucky to be in the race at all on Sunday having sustained a major shunt early in the race on Saturday afternoon.  With Duval at the wheel in the ‘Indianapolis’ track section shortly before the end of the third hour, the car heavily hit the guard rails when he was getting out of the way of several slower vehicles and was touched on the rear by a GTE car. That the R18 was able to continue the race after a mere four-minute repair was something of a miracle of Audi engineering. In the end, while the car led at times, it was a fourth place finish for it.

Perfection eluded the Porsche team as well, including the No. 17 Porsche 919 hybrid which was handed a one minute stop-and-go penalty for passing under a yellow flag (which cost the team about 90 seconds in the pits, and which ultimately may have cost the team a chance at the win as it finished one lap down to the winners).

The Toyota LMP1 program seemed to take a step back in 2015 with its best finish being the the No. 2 TS 040 – Hybrid which earned a sixth place finish eight laps off the winning pace. It is rumored that a new car is in the works for 2016 that will feature a turbocharged petrol engine. If that is true, 2016 can not come soon enough for the Toyota team.

Even further back and not really competitive was the trio of Nissan GT-R LM Nismos that were seemingly rushed to Le Mans without a great deal of time for preparation or testing. One was retired at the 9 hours and 35 minute point in time while the second lasted to within 85 minutes of the checkered flag. The third car finished the 24 hours but only completed 242 laps and was not classified in the standings. It was an ignominious start for the Nissan brand, but one can hope that with time the concept can produce a competitive result.

American icon Corvette, which celebrated its 50th year of racing through the French country side, saved perfection for the race. After losing its sister car due to a qualifying session shunt, the No. 64 Vette with Oliver Gavin, Tommy Milner and Jordan Taylor sharing driving duties, took on the world and came out on top, its 8th class victory at Le Mans in the GTE Pro division. The C7R finished five laps ahead of the second place finisher, and the victory gave the Corvette team the trifecta of endurance racing with wins in the 24 hours of Daytona and the 12 Hours of Sebring.

Perfection is sometimes a fickle partner as the No. 98 Aston Martin Vantage  team found out.  Seemingly headed for victory in the GTE AM class. The team had qualified No. 1 in the class and while it battled with several other teams for the win, it was “cruising” to the checkered flag. But 46 minutes from the finish Canadian driver Paul Dalla Lana lost control of his car and hit the guardrail in the Ford corners. Although he got out of the Vantage V8 unhurt he was unable to restart. It proved to be a very cruel race for Aston Martin that had already lost a car, no. 96, at 07h39 on Sunday morning.

The victory in the GTE Am division ultimately went to the Ferrari 458 Italia with the Dempsey-Proton Racing Porsche 911 RSR taking second and giving Patrick Dempsey (Dr. McDreamy) his dream of a podium finish at the 24 hours of Le Mans, along with Patrick Long and Marco Seefried .

Speaking to challenge of the 24 Hours of Le Mans, third place finisher and the winner of three of the previous four Le Mans races, Lotterer  was able to put the event in perspective. Of his third place finish this year he said, “Taking on the Le Mans challenge also means that you have to expect not to win for once. That’s why we congratulate the guys from Porsche on their success. From our own experience we know exactly how hard it is to clinch victory here. Everything has to fit together perfectly, plus you need some racing luck as well – unfortunately, that wasn’t the case with us this weekend. That’s why we have to settle for third place this year and be happy about it.

“Obviously, we’re disappointed, but today is not a day to be sad. We fought hard, but had a few difficulties too many. The repairs on our engine cover kept costing us valuable time. We did everything we could to make up for that and, in any event, delivered a thrilling race for the spectators that way. I believe it was motorsport at the highest level,”he said.

In its short film promoting the 2015 24 Hours of Le Mans, the Automobile Club de l’guest (ACO) opened with a quote from the Anglican scholar and priest William Barclay: “Endurance is not just the ability to bear a hard thing, but to turn it into glory.”

While Porsche earned the ultimate glory for the 2015 race, their glory touches all who competed at the Circuit de la Sarthe in 2015.

1/#19/Porsche Team/Porsche 919 Hybrid/395/3’18.596/247.1 (Overall Winner)
2/#17/Porsche Team/Porsche 919 Hybrid/394/3’18.186/247.6
3/#7/Audi Sport Team Joest/Audi R18 e-tron quattro/379/3’17.475/248.5

1/#47/KCMG/Oreca 05 – Nissan/358/3’36.836/226.3
2/#38/JOTA sport/Gibson 015S – Nissan/358/3’36.679/226.4
3/#26/G-Drive Racing/Ligier JS P2 – Nissan/358/3’37.078/226.0

LM GTE Professional
1/#64/Corvette Racing GM/Chevrolet Corvette C7R/337/3’54.823/208.9
2/#51/AF Corse/Ferrari 458 Italia/332/3’55.695/208.2
3/#71/ AF Corse/Ferrari 458 Italia/330/3’54.991/208.2

LM GTE Amateur
1/#72/ SMP Racing/Ferrari 458 Italia /332/3’56.165/207.8
2/#77/Dempsey-Proton Racing/Porsche 911 RSR/331/3’58.832/205.4
3/#62/Scuderia Corsa/Ferrari 458 Italia/330/3’57.299/206.8



It’s a battle royale at Le Mans: at the halfway point, Porsche out front

All Photos by Laurent Charniaux, Copyright 2015

LE MANS, France — At the midway point of the 83rd running of the 24 Hours of Le Mans the two German marques are battling “tooth and nail” for the penultimate endurance race title with four of the six factory cars swapping leads during the first half of the race on Circuit du la Sarthe.

As the clicked over into the second half of the race, it was the No. 19 Porsche 919 hybrid with Nick Tandy at the wheel leading the field. Close behind were the No. 9 and No. 7 Audi Quattro Hybrids. The two Audis, with Marco Bonanomi and Andre Lotterer, respectively, at the wheel respectively, are a tad over a minute behind the leading Porsche. In fourth place is the No. 17 Porsche that is on the edge of being a lap down to the field. The No. 8 Audi is two laps down to the leader while the No. 18 Porsche is three laps down.

The Porsche 919 Hybrid set the pace in qualifying as it captured the top three positions, led by Neel Jani in the No. 18 car with a 3min 16.887sec lap which topped the previous top qualifying time of Stephane Sarrazin in a Pugeot 908 which was set in 2012. While Porsche was busy smashing records, Audi was spending its time testing in readying for the race. It had the  the most laps during the two days of testing and qualifying and though its times were three seconds off the torrid pace set by Porsche the defending Le Mans champs nevertheless filled the four through six slots on the grid. Toyota, the defending WEC-FIA World Endurance Champion, was off the pace set by the two German brands and took positions seven and eight. Newcomer Nissan, although it showed exceptional top end speed on the long Mulsanne straights, was far enough off the pace that stewards required them to start from the back of the grid.

When the green flag dropped the Porsches and Audis simply split from the field and went after each other, trading the race lead as often as they pitted. During the first eight hours of the race Loic Duvall in the No. 9 Audi Quattro Hybrid laid down the fastest lap of the race and the fastest lap in the history of the modern configuration of the historic track. Duvall turned a lap just over 3 minutes and 17 second, 154 mph and change average for the 8-plus mile track.  That lap effective topped the previous record of Loic Duvall in the Peugeot 908  by nearly two seconds and the previous all-time fastest lap set in 1971 before the chicanes were added to the Mulsanne straightaway.

The pace of the race has been fast and if there is no major yellow, it would appear as if the distance record for the race will also be broken. At this writing the Toyotas are merely filling space and are not able to keep up with the front runners and there is more than a rumor that next year they will return the endurance racing wars with the turbo-charged gasoline engine. However, they are currently going as hard as they can — but are mired in the back of the pack.

So too is the case of the newcomer Nissan team that is gaining valuable experience with its front-engined front drive car, but which is not able to keep up even with the LMP2 cars.

In the end it appears as if the winner of the race will be the team that is the most efficient and judicious in their application of pit stop strategy. Currently the Porsche appears to have a small advantage in the number of laps that it can run per tank of gas. However, Audi has performed at near genius level when it comes to managing its pit stop strategy. In the end, all things remaining the same, it should be an interesting final 12 hours.




Audi out duels Toyota, Porsche at Silverstone

SILVERSTONE, UK — Audi’s redesigned R18 LMP1 No. 7, the defending Le Mans championship team, battled with its Porsche and Toyota rivals to take a thrilling victory at the first race of the World Endurance Championship (WEC) series on Sunday at the famed Silverstone track. The race was a continuous battle between the three P1 teams with the Audi team driven by Marcel Fassler, Andre Lotterer, and Benoit Treluyer eking out a 4.160 second win over their Porsche counterpart and a nearly 15 second win over the Toyota.

The Porsche team showed in qualifying that it would be a team to be contended with at Silverstone as it took the top two positions as Audi and Toyota split the three through six positions. The Porsche dominance in qualifying was impressive but razor thin, as a scant .030 seconds was the difference between second and fourth. The eventual winners of the race were strangely nearly 1.5 seconds off the fast time posted by Porsche.

In fact that race started pretty horrible for the No. 7 Audi as Treluyer couldn’t get the car in the proper gear for the start and fell way off the pace from his number five starting position. The Audi spent the next 2.5 hours fighting its way back through half of the field. When Lotterer jumped into the seat at the 2.5 hour mark it took him just 30 minutes to move the Audi racer to the lead and for most of the last half of the race it was a dice-a-rama that not even a NASCAR race could compete. In particular, the gripping duel between Fässler and Porsche driver Neel Jani across many laps, in which the two Swiss overtook each other several times per lap, was particularly impressive and thrilling to fans in attendance.

“A perfect day for Audi and for our team,” said Lotterer. “We were under pressure from the first to the last lap and could not afford to slip. We managed to do this, and the team did everything right at the pit stops and with the perfect strategy. Now, we’re going to take this momentum with us to Spa and to Le Mans.”

Head of Audi Motorsport Dr. Wolfgang Ullrich said after the race,  “This victory is a dream start of the season and a great reward for the whole squad for the hard work last winter. At the same time, this success motivates us even more for the great challenges awaiting us the next few weeks. The weekend at Silverstone has also shown that we could be facing what may be the most thrilling and fiercely contested WEC season ever.”

“This was quite an interesting race with great battles. Especially fighting with Marcel Fässler was good fun. This is what racing is for! It is a shame that in the end it didn’t work out for us to take the win when the leading car had the stop and go penalty. It became quite tight again. It is great that all three manufacturers are so close together. This is going to be an exciting season. In the end I was really able to attack with our Porsche 919 Hybrid. We have improved the car a lot since last year. There is still some work to do, but we are going in a good direction,” said Jani in post race comments.

Next up the WEC series moves the Ardennes and the Spa race track, the second race of the WEC season and six weeks from the 24 Hours of Le Mans.

Race results

1 Fässler/Lotterer/Tréluyer (Audi R18 e-tron quattro) 201 laps
2 Dumas/Jani/Lieb (Porsche) +4.160s
3 Davidson/Buemi/Nakajima (Toyota) +14.816s
4 Conway/Sarrazin/Wurz (Toyota) -1 lap
5 di Grassi/Duval/Jarvis (Audi R18 e-tron quattro) -4 laps
6 Rusinov/Canal/Bird (Ligier-Nissan) -16 laps
7 Yacaman/Derani/Gonzalez (Ligier-Nissan) -17 laps
8 Dalziel/Sharp/Heinemeier Hansson (HPD-Honda) -18 laps
9 Leventis/Watts/Kane (Dome-Nissan) -23 laps
10 Bruni/Vilander (Ferrari) -29 laps



Chris Reinke on racing and the new R18

INGOLSTADT, Germany — You might say that Chris Reinke is “Living the dream” — his dream. Ever since he was six years old he has dreamed of building world’s best cars. Today he is the head of the LMP program for Audi and on Saturday the 2014 version of the Audi R18 e-tron quattro, a car that Reinke has had responsbility for developing, will defend the Le Mans and WEC championship that it won in 2013.

In the ultimate test of endurance and speed, the R18 will do battle on the Circuit de la Sarthe beginning on Saturday for the 2014 version of the 24 hours of Le Mans, along with WEC series leader Toyota, and Porsche, that returns to Le Mans in the LMP category after a 16 year hiatus.

With his focus on building race cars Reinke’s education has been a mix of formal learning punctuated by a series of real world opportunities in racing. He earned a degree in automotive engineering from university in Germany, but the route to graduation was not a straight line.

In 1995 he had the opportunity to assist mechanics and work with Reeves Callaway on a Corvette that was being prepared for Le Mans.

It was a six month sojourn from academia that was Reinke’s first foray into racing as an engineer and as a part of the team got him to Le Mans for the first time as a crew memeber. The car, a Corvette that was entered in the GT2 class, qualified first in its class and finished third in the class and 11th overall.

Today, Reinke lists Callaway Competition as providing inspiration and along the way mentorship for him to reach his goal. “They gave me the possibility and that’s where it all started — it was the first step into the motorsport world.

“I only did a summer job with Reeve in Old Lyme, Connecticut. He said ‘ We are about to build a Le Mans car at Callaway Competition in Leingarten (Germany), can you come and give us a hand’.

“I said ok. If I get asked for that I might as well stop my studies for half a year. That was my first time to work on a race car and I had the probability to be in Le Mans, to be on the pit lane, to smell the gasoline. I guess that had a lot to do with my affection, with my dedication to Audi,” he said.

After earning his degree in automotive engineering, Reinke realized that he was not enough of a specialist to make it big in the racing industry and took another degree from Plymouth University in the United Kingdom in composite engineering.

Reinke then had the opportunity to work with the Toyota Formula One project where he eventually was eventually in charge of the monocoque.  Reinke wanted to be more involved in the total preparation of the car and so, in his own words, he took a step back to re-stage himself.

That led to a number of freelance jobs, one working on an Indy Car project for Dallara where he was also to find the Audi TT DTM car in the wind tunnel. One thing led to another and soon Reinke was working with Audi. Since 2007 he has been involved with the Audi Diesel project, starting with the R10. Last year he was put in overall charge of the LMP project.

In this role Reinke has realized his dream of building a total car. The responsibilities are immense as he has charge for defining the specifications for the race car both in terms of building a winning racer and integrating the branding and marketing requirements from Audi. In this role he also has budget responsibilities (and keep in mind that the budget for this kind of an endeavor we are talking about “cubic dollars”). Additionally, in this role, Reinke is the team liaison with the sanctioning bodies of the series, the FIA and the ACO.

The last two years have been exactly what Reinke has prepared his whole life for as the Audi team have had to take their successful R18 e-tron quattro and re-engineer it to meet the new rules that are in place for the FIA World Endurance Series which will see competitors using up to 30 percent less fuel but going just as fast.

On Monday afternoon (June 9) the Audi team will go through scrutineering before the week at the Circuit de la Sarthe begins in earnest.
We were able to catch up Reinke prior the start of the Le Mans speed week and here is his view on the new Audi racer.

Chris, can you tell us a little about your pathway to becoming the head of the LMP program at Audi. Specifically, where did you go to school and what did you study. How did you wind up in racing?
To wind up in racing was an earlier dream of my childhood where I was kind of infected following an annual vintage race in my hometown. Following my studies of Automotive Engineering at the University of Applied Science in Ulm, GER I took a second degree in Composite Material Engineering at the University of Plymouth, GB. During this period I actually “served” my first Le Mans race in 1995 as a mechanic within Callaway Competition’s GT program. Starting my professional career in the Formula 1 project of Toyota in 1999, I joined Audi’s DTM program in 2002 to transfer to the LMP squad from 2005 onwards, taking the position of the Technical Project Manager in 2008. 2013 eventually I was appointed the Head of LMP.

I am sure that you have been thinking about the development of the new car for some time. Can you give us an idea of how the development cycle with the car works. And specifically what is your part in the process.

In general, we have an established process for developing new cars at Audi Sport. Our work with the 2014 Audi R18 e-tron quattro did start in 2012 already. First, you begin with a concept before you actually start designing the car. Each part of the latest car is an all-new design due to the new set of regulations. Literally nothing has been carried over from the previous car. As Head of the LMP project, my part is to oversee the procedures in place, to co-ordinate between all departments and to make sure we develop a competitive racer within our budgeted boundaries before it hits the track in anger in April 2014 at Silverstone for the first WEC race.

This year your “friends” at Porsche come back to the LMP fight. How difficult is it to be competitive with a team this is actually a part of your global company, for which it appears some of the technology has been used in the development of R18 e-tron quattro?

For Audi, Porsche is a competitor like all the other opponents as well. The reason is very simple: At the end of the day, you need to beat the opposition on the track. The timing sheets at the end of the race are the only things that count if you want to become a World Champion. As for the technology: We have developed a completely new race car, and Porsche had to start from scratch anyway, so there’s certainly no transfer. The only technology transfer is within Audi: between the our race cars and our road cars. That’s what we have been doing for more than 30 years now, beginning with the legendary Audi quattro in the 1980s.

The new rules that the ACO / FIA will indoctrinate for the series in 2014 will pay dividends to those who can go fast, and be fuel efficient. For the 24 hours of Le Mans and for the WEC series there is also an element of endurance that must be accounted for. What other areas will there be changes or improvements in the new car, given that the design of any vehicle is a series of trade-offs.

The idea behind efficiency is that energy is limited to a certain amount per lap. So if you are efficient, you use the same amount of energy like the others, but you are faster than they are. Speed and durability are the prerequisites to be competitive, but in addition, you need to be even more efficient than last year. All areas of the car are affected by changes. The new rules have so many implications regarding efficiency and safety that it’s an all-new car.

The decision making for the new car design is driven we assume by a number of factors. Certainly that is collected during testing and races for the last decade or so is important. What other areas of “knowledge” that help in the design decision making. Is there a balance between explicit data and implicit intuition in the decision-making process
Explicit data are one aspect, tools of analysis and simulation play another important part. Intuition is extremely important as the LMP rules allow for greater freedom in many areas when compared to other vehicle categories in motorsport. Don’t forget: we are allowed to build two or four-wheel drive cars, petrol or diesel engines, one or two hybrid systems etc.

How data driven is the development process. By that we mean: Audi obviously has collected a great deal of data over the last 15 years from the various races. Is this data used to develop the basic “model” for the new car or is there also input into the design based on the “human intuition” of engineers and drivers?
We have collected many data, but with every new generation of car, the data change as well. Of course this helps to define a basic concept, but simulation is very important as well. Every engineer brings his education, his ideas and his experience with him, so their ideas are crucial for progress as well.

From the latest release about the car, it sounds as if the new design is significantly more complex, particularly with respect to the drive system. It is our experience that as complexity of a system is increased, it puts a greater cognitive load on the end user. That seems to indicate that the new car will be even more highly computer controlled than ever. Is that correct? And if so, will there be any ability for the driver to be able to override the computer control of the car?
Any complex car needs a form of control systems, and electronics in motorsport are not new. Of course, a driver is always in control of the car. He will certainly not lap the Le Mans circuit radio-controlled by our engineers. In fact, already now, the driver uses software to gain the best support, beginning with different engine or traction control mappings up to a lap and split timer that helps him adjusting his speed etc. In the future, this will be even more complex. And already now, software supports the drivers in various ways similar to driver-aid applications to be experienced in any Audi road car

The most recent release from Audi indicated that this car would also be designated R18. Is there a specific reason that this car is not getting a new designation?
Already three years ago when the first R18 TDI has been launched, Audi Sport has announced that there is a change in its designation system. Audi Sport now follows the path of the road car designation where the car model names (A3, A4 etc.) are kept through the different vehicle generations since the 1990s. That’s why the LMP sports cars have been called R18 since 2011.


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