Another Quiet weekend in January

Before All Hell broke loose at Daytona International Speedway!

 

Purely by happenstance, I stumbled into the Mexico City ePrix being shown on CBS, Sunday, January 10th at 1:30PM. (Pacific) With my Zap-2-It TV Guide telling me it was 1.5hrs duration. Further learning it was a truncated 90mins “Highlights” package of the day’s outing. Including a pre-race preamble, discussing Andretti’s new arrival Felipe Drugavich – who they interviewed. Then Qualie’ result and the entire race, albeit cut up into numerous, annoying 9mins “chunks” before the next commercial break, Spew!

 

As I hadn’t paid any Attenzione to Formula e at all since last scribbling in “earnest” about Portland’s ePrix Wayback’ in the summer of 2023…

 

A Quiet Day in the Rose City

 

Whilst I’ve got zero clue when the last time I sat and “watched”, Err listened to an ePrix race was? Other than many, many years ago…

 

Being Blind Y’all, have I mentioned that lately? Although my ears pricked up over several items. But I must confess, Formula e’s the most difficult racing series to follow for Mwah, due to its lack of any relevant racecar noise.

 

The first thing that caught my Attenzione was Hey! That voice sounds familiar! As it was indeed IndyCar Pit Reporter and IMSA “colour” Commentator Ryan Marin as the lead Announcer. Whilst I swear that had to be Karun “Cowboy” Chandok reporting from Pitlane and hosting the post-race podium interview, Ole!

 

The other bit that caught my No. 4 wire, was the mention of Autodromo Hermanos Rodriquez only being 1.6 mile lengths. (1.619m) Or as Professor Steve Matchett would say is 2.606Km in “New Money”. As the Formula E circuit is some 1.5 miles shorter and features 16 turns vs. the Gran Premio cicuito’s 17 turn layout.

 

And without going thru everything, albeit a la Formula 1. This year’s 12th season of Formula E is the longest, with a record 17 races. With Mexico City being Round 2.

 

There’s a total of 10 teams. With Nissan’s Oliver Rowland sporting the No. 1 plate as the series defending Drivers Champion.

 

The other nine teams are: Cutra Kiro, DS Penske, Jaguar, Lola Yamaha, Envision Racing, Mahindra Racing, Citroen Racing, Andretti Formula E, and Porsche Formula E Team.

 

There’s a total of three American “flagged” entries, with Andretti Formula E and  DS Penske being familiar. As the latter is owned by Jay Penske, son of El Capitano’, nee Roger Penske.

 

Yet I’ll admit that this mystery Cutra Kiro name is totally foreign to Mwah, which I’ll scribble about a different day, as this No Fenders yarn is starting to unravel…

 

And although I know very little about Formula E, I must admit I was pulling for Pascal Wehrlein and Edoardo Mortara for different reasons. Mortara having won Formula E’s 50th and 100th races, with Mexico City being the series 150th ePrix. Which obviously would have been a great symmetry.

 

Whilst Wehrlein was for sentimental reasons. Including being a former formula 1 driver who never got His due with a proper F1 team. Having driven for the struggling, Minnowesqe Manor alongside Esteban Ocon Wayback’ in 2016.

 

As both drivers were Mercedes Werks’ Pilotes, both winning DTM titles before being elevated to Formula 1. With Ocon still racing F1 a decade later…

 

Although there was typically no sound emitted from these impressive Gen 3’ Evo racecars, other than the associated whine of mechanical parts and tyre noises. It was interesting hearing Wehrlein breathing heavily when conversing on His In-car radio due to the track’s high elevation. With Mexico City being at some 7,350 feet above Sea level, Aye Karumba!

 

The other bit to get used to and understand was the required usage of two separate maximum Overtake modes, Err Attack Mode. Which we’ll All be learning about in Formula 1 this season.

 

As Formula E’s Attack Mode boosts car performance by 50 KW, to a maximum 350 kW. (Kilowatts) Including All Wheel Drive! (4WD)

 

Which if I understand correctly, Ci? Drivers can choose how to utilize the two Attack mode sessions. Either in a 2+6, 4+4 or 6+2 minutes duration during the race.

 

And whilst both Wehrlein and Mortara took there turns in the lead. It was an uber impressive victory by Nick Cassidy for Citroen Racing, storming from 13th place. As look Ma, No David Cassidy jokes Thar, Hya!

 

Fittingly, although planned ahead of time. Porsche ran a special tribute livery at the Mexico City ePrix. As both Wehrlein and teammate Nico Muller’s Porsche’s were running an all silver throwback livery. Commemorating the 75th Anniversary of Porsche’s involvement in Motorsports.

 

Porsche Formula E Team marks 75 years of Porsche Motorsports with Carrera Panamericana tribute livery

 

As the special livery tribute was most Apropos, with legendous’ Porsche driver Hans Herrman having died the day prior at the remarkable age of 97, Ja Volt!

 

Having just learned that Herrmann finished third overall, and first in the under 1.5-litre Class in the grueling Carrera Panamericana in 1954 behind the wheel of an iconic silver Porsche 550 Spyder.

 

Whilst I love the story about Herrmann, a Baker by trade’s racing instincts during the 1954 Mille Miglia.

 

Approaching a railroad crossing’ lowering gate , and deciding it was too late to brake! Hans simply knocked on the back of navigator Herbert Linge’s helmet to make Him duck! As the pair barely made it underneath the lowering gate, And the Porsche 550 Spyder rocketed past the train to the stunned crowd’s approval! With Herrman and Linge winning the race’s 1.5-litre Class.

 

Although I did know from my extensive five part Triple Crown Winners story, that Herrmann was the first of nine drivers who’ve won le 24 Heurs du Mans, 24 Hours of Daytona and 12 Hours of Sebring overall. Which Y’all can read in the following No Fenders link below.

 

LE MANS 100C: Celebrating Drivers who’ve Claimed the Triple Crown of Endurance Races 

Hey Santa, All I want is A Yellowbird

Although I think that Bird’s long Done Flowin the Coup!

 

“White bird

In a Golden Cage,

On a Winter’s day

In the Rain, alone.

 

White Bird must Fly

Or She will Die!”

 

VIDEO: White bird

 

Hey, aren’t’ white Doves Snowbound during winter? Or hanging out in a Partridge tree, or something to that effect, eh?

 

Yeah, Y’all know its that time of the year. When we send our wish list to Ye North Pole.

 

Although I know ‘Ol Saint Nick will struggle to find room in His sleigh for this item. Nonetheless, I’ve always been fascinated by this long ago Ruf Yellowbird, ever since I bought the original 1987  Road & Track magazine it was featured in.

 

Some of the Supercars involved in that Road & Track “Shootout” included a pair of Porsche 959’s, a Lamborghini Countach LP5000 QV, (Quattro Valvole) a Ferrari 288 GTO and Testarossa. Along with an unheard of Isdera Imperator 108i, say what? A Mercedes AMG Hammer, two Koenig “Tuner” Porsche 911’s. And a Yellowbird Ruf 911 CTR in that Damn tree!

 

As here’s the long forgotten article from road & Track’s July, 1987 issue on their World's Fastest Cars run at Volkswagen’s Ehra-Leissen test track in Germany, written by John Lamm.

 

In 1987, the Worlds Fastest Cars couldn’t catch a 211mph twin-turbo Ruf

 

As the chauffeurs of these precious Supercars on the 15-mile high speed test track with two seven mile straights. Were none other than Phil Hill and Paul frere, both being highly accomplished drivers. Will Hill being America’s first Formula 1 Champion. Whilst Frere won the 1960 24 Heurs du Mans with fellow compatriot Olivier Gendebien. Whom Hill won Le Mans with three times. Making Gendebien the first four-times winner…

 

As perhaps I’m giving this Porsche 911, that really isn’t a Porsche Cult-like status. But hey, how can you not want one of Supercars Holy Grail Santa?

 

1987 Ruf CTR Yellowbird Porsche 911 Turbo Driven!

 

Or if you cannot find me one of these ultra rare Yellowbird’s, then perhaps something from Alois Ruf’s latest offering, Eh?

 

Ruf’s new 225mph Yellowbird has 700bhp, Carbon Fibre chassis

 

Partial Song lyrics from: It’s A Beautiful Day’s White Bird; 1969 Band’s Self titled Album. 

Rahal lands High flyer

But how far can this Star name Soar in Indy Cars?

 

Arse-suming by now, Y’all know that Mick Schumacher has been announced as Rahal Letterman Lanigan Racing’s (RLLR) newest IndyCar driver.

 

As the 26yr old son of seven-times Formula 1 World Champion Michael Schumacher will contest the 2026 NTT IndyCar Series aboard the No. 47 Dallara Honda. Thus ending Devlin DeFrancesco’s Fulltime IndyCar career…

 

Mick chose the number 47 for His Formula 1 career when driving for the Haas F1 Team between 2021-22. As it’s a combination of His favourite number 4, and His father’s 7 F1 titles.

 

By my very rudimentary statistical records, Lucas Luhr was the last German IndyCar driver Wayback’ in Gory 2013! When the Sports Car Ace made a one-off appearance with Sarah fisher Hartman Racing, in conjunction with RW Motorsports.

 

Driving the team’s second No. 97 entry at Sonoma, Luhr started 24th and finished 22nd. Completing 81 of the race’s 85 laps and apparently retiring due to mechanical woes. In what would be His lone IndyCar outing.

 

Having scribbled about this Wayback’ in Gory 2013, four months before Michael Schumacher’s skiing accident…

 

German Renaissance in IndyCar Racing?

 

Although Sophia Florsch did contest the opening round of this year’s Indy NXT season, driving for HMD Motorsports. Before the 24yr old German quit due to lack of financial backing. Appearing to be currently sidelined due to Her funding issues… 

Clearing the Air

And I’m not talking about the overwhelming amounts of particulates in the environment these days…

 

First off, I am not an Engineer, nor an Aerodynamicist. Or pretend to know the intricacies of either profession. That said, I have become disappointed over how much the term “clean” and “Dirty” Air’s being thrown round in current Formula 1 Grands Prix.

 

I would Arse-sume that cheating the air has existed in the design of modern racing cars since they began being created. Not to mention this aspect of aerodynamics has been applied to production automobiles forever, with modern cars lowering of their “CD” number, i.e.; Coefficient of Drag being pursued vigorously. While I’m not certain if locomotive trains from the 1930’s benefitted from this practice?

 

The first modern Grand Prix racecar that popped up upon thoust radar’s internal Jukebox was the 1937 Auto Union Streamliner, known as the Type C Stromlinie. Having competed at the world’s fastest race course AVUS in Germany  in 1937 vs. Mercedes Benz All conquering Stromlinienwagen. A series of three Mercedes Benz, Err Daimler AG Grand Prix racecars fitted with streamlined bodywork. With both the W125 and W25 chassis utilized.

 

Herman Lang won the “One-off” high speed event at AVUS, replete with it’s “Wall of Death” turn, a banked curve of some 42-45 degrees banking constructed from brick. Hmm, that bricks idea sounds familiar to Mwah…

 

Lang won the event aboard a W25 Grand Prix racecar with said streamliner bodywork. Where the long straightaways allowed for top speeds nearing 400kph, or a remarkable 248.50mph, Sheisa!

 

Whilst fast forwarding to today. The Indianapolis Motor Speedway’s Mercedes W196 Streamliner driven by Juan Manuel Fangio just sold at auction for a whopping $53 million, the second most expensive racecar ever!

 

Scary to think I’ve been following Formula 1 for nearly four decades now, meaning it’s really hard to remember everything that’s happened over that time span, Ja volt! But I tend to believe that aerodynamics became the rage in F1 in the early 1960’s, when the first wings sprouted on Grand Prix machinery. With this push for these Aero’ gains culminating with the failures of high mounted rear wings. For which a certain Pete Lovely’s late 1960’s Lotus racecar comes to mind. Which I think was a Lotus 49?

 

As the win “pylons” were simply failing due to being overstressed by the aerodynamic downforce loads being exerted upon them!

 

Then I’ve just been reminded about the foray into the sliding skirt era by Racer’s Marshall Pruett. As this early 1980’s F1 era saw designers trying to create a vacuum of low pressure? Underneath said racecar to “glue” it to the circuit with the aid of ground effects and the car’s wings, which were basically inverted airfoils to push the chassis down to increase cornering speeds. If I understand the concept correctly?

 

As it was the late colin Chapman and His legendary Team Lotus that pioneered this concept with the Lotus 78 that Mario Andretti claimed the F1 Drivers World Championship with.

 

Aerodynamics have always been at the forefront of Formula 1 chassis design as long as I can remember. Although it seems like we enjoyed great on-track skirmishes over the decades, or at least from the 1980’s to the early 2000’s. Which may have been due to the cars massive amounts of horsepower? Although today’s racecars are no slouches!

 

Whilst the last, great scrum I recall seems to be Nico Rosberg v Lewis Hamilton in equally prepared Mercedes in 2016. Along with the superb “Dust-up” between Hamilton and Max Verstappen over the 2021 season…

 

Making me wonder if today’s Formula 1 chassis have simply become too Aero-efficient? As I don’t know what year the Drag Reduction System (DRS) came into effect? But I do know that the current chassis were hailed as the biggest overhaul in quite awhile for their 2022 technical rule changes. Specifically designed to encourage closer following of a leading car, and promote overtaking. Which we’re now seeing a total lack of, regarding who’s leading the Grand Prix.

 

DRS was implemented in Formula 1 in 2011, and ceases at the end of 2025, when the new Aerodynamic Aids come into effect…

 

The current Grand Prix races have seen nothing more than the pole sitter either lead start to finish, or the car that get’s out front, i.e.; Oscar Piastri at the first corner in Jeddah going on to win. As the cars simply run best in “clean” Air and I suppose due to the convergence of design. Now struggle to run faster in what the Pundits call “Dirty” Air, which seemingly is the wake or vortex created behind the leading racecar…

 

As I don’t know if my example’s correct? But this is somewhat akin to being buffedted by the “Dirty” Air coming off a semi-truck from a far distance behind it. As we won’t digress into the realm of draftin…

 

IndyCar doesn’t seem totally adverse to this situation either, as it seems that I’ve heard drivers saying you don’t want to be too far in the pack at Mother Speedway. Although the cars do seem to “suck-up” better, where you don’t necessarily wish to be the leading car at the end of the Indianapolis 500. As just ask both Marcus Ericsson and Pato O’Ward about that!

 

Sadly, I feel that la Scuderia boss Frederic Vausser’s words are poetic? Err, Uhm prescient. With the Scuderia Ferrari team principal noting at Suzuka that this year’s F1 Championship will most likely be won during qualifying, Sigh! Since apparently the design staffs have clawed back the lost performance, which they always do. And now the F1 cars are simply too similar in performance, leading to lack of overtaking at the front of the grid, leading to rather dull races.

 

And yeah, I know that both Charles Leclerc and Lando Norris  managed to overtake George Russell for positions on-track with the aid of their DRS at Jeddah. Yet it was only third and fourth place. With Oscar Piastri controlling the race ahead of Max Verstappen.

 

Yet recall that even when Piastri got within DRS range of Verstappen, He was unable to pass Him. While Williams Carlos Sainz Jr. brilliantly led, and allowed teammate Alex Albon to follow in DRS range andeffectively create a DRS “train” which Racing Bulls Isack Hadjar couldn’t overcome. With the trio finishing P8-9-10 respectively…

 

Next year, Formula 1 is set to implement it’s biggest raft of technical rule changes with the advent of both new chassis and Power Units. (PU) As the chassis are said to be “smaller”, more nimbler and weigh less, and feature moving aerodynamic “devices”, i.e.; front and rear wings. With just two fixed positions available, i.e.; fuel efficiency or “High” downforce modes.

 

While the PU’s will feature a 50/50 split between Electric and Internal Combustion Engine (ICE) power output. With a third item of consideration being the redesigned, narrower 18-inch Pirelli tyres for said racecars…

 

And so it goes, as will 2025 be the season that diminishes Formula One’s current wave of popularism? And how will the 2026 F1 season pan out? 

RETRO: Remembering BMW’s Le Mans Winner

As today’s Hybrid BMW V-8 racecar is a totally different Animal…

 

As noted, BMW effectively “scrapped” it’s V-12 LM racecar following it’s unsuccessful debut at the 1998 24 Heurs du Mans. Selling chassis No. 1 to German racer Thomas Bscher, and chassis No. 2 to Japan’s Team Goh.

 

As both of these chassis would compete in the 1999 24 Hours of Le Mans race with mixed results…

 

While the V-12 LMR retained it’s 6.0-litre normally aspirated lump’, the rest of the car was completely redesigned. With all new bodywork to correct it’s aerodynamic deficiencies. Most notably it’s cooling ducts being moved topside, vs. the V-12 LM’s being on the chassis bottom and being compromised by track heat.

 

The LMR’s most striking feature had to be the use of a rules loophole to fashion a single seater style roll hoop just behind the driver’s helmet, which allowed for better airflow to it’s rear wing. Not to mention causing less drag. As the LMR is claimed to have reached 342 kph on the Mulsanne straight. Or 214mph for us metrically challenged Yanks’, Aye Karumba!

 

A further four chassis were built, with Schnitzer Motorsport running the entries, including a two car effort for the newly created American Le Mans Series. (ALMS) With the new LMR making it’s racing debut at that year’s 12 Hours of Sebring.

 

The car was fast, claiming it’s maiden Pole position, with both Schnitzer entries running up front, before the No. 43 suffered a massive crash. Effectively writing off this chassis! While the No. 42 with Jorg Muller, Tom Kristensen and JJ Letho were victorious.

 

Next Schnitzer showed up at Circuit de la Sarthe with three BMW V-12 LMR’s for the requisite test day. With the Nos 15-17. The third LMR chassis being the striking BMW #16 Art Car designed by Jenny Holzer. Yet that would be it’s lone outing at Le Mans.

 

Having scribbled about BMW’s Art Cars in a multi-part tome, for which I’ll point Y’all to one of these No Fenders stories below…

 

http://www.nofenders.net/2022/04/retro-more-bmw-competition-art-cars.html

 

Thus the two V-12 LMr’s (Nos. 15 & 17) lined-up third and sixth on the grid when the Tricolour was waved on June 12, 1999. As both cars proved reliable and able to circulate at the sharp end. Before JJ Letho driving the No. 17 reportedly suffered a struck throttle late in the race, crashing out!

 

This left Yannick Dalmas, Joachim Winkelhock and Pierluigi Martini’s No. 15 in the lead, which they retained to the chequered flag – despite heavy pressure from one of the Toyota GT-1’s, before it suffered a high speed tyre puncture!

 

Ironically, the second highest finishing BMW was the No. 18 Price + Bscher BMW V-12 LM in fifth overall. With Thomas Bscher, Bill Auberlen and Steve Soper at it’s controls, albeit 20 laps behind the winner.

 

The No. 19 Team Goh privateer V-12 LM entry retired on lap-223 with gearbox issues. Having just learned that part of it’s Japanese drivers trio included King Hiro’, aka Hiro Matsushita! A name Hardcore IndyCar Fans should remember.

 

Now I’m feeling S-L-O-W! Since I’ve just finally realized that’s the exact same Team Goh that partnered with Dale Coyne Wayback’ in 2020 to run some rookie IndyCar driver named Alex Palou…

 

Whilst Team Goh won the 2004 24 Heurs du Mans with a privateer Audi R8 with Seiji Ara and Audi Factory drivers Tom Kristensen and Rinaldo Capello behind the wheel. As it was then “Mr. Le Mans” fifth consecutive Le Mans victory!

 

Meanwhile, after winning Le Mans, “Team Schnitzer” returned to the ALMS, enroute to winning a further three races that season. With JJ Letho and Steve Soper in the #42 winning at Sears Point, Laguna Seca and Las Vegas’s November 7th season finale.

 

The year 2000 would be BMW’s swan song for it’s Werks’ prototype V-12 LMR. Although sadly, BMW chose not to defend its 24 Heurs du Mans victory, having checked that box. Instead focusing upon its new Formula 1 effort with Williams F1. Supplying Sir Frank 3.0-litre normally aspirated V-10 lumps’.

 

Schnitzer Motorsport did campaign two cars in that year’s ALMS season. Yet the Sebring 12 Hours season opening round saw Audi flexing its muscles with its soon dominant Audi R8. Seeing the BMW’s settling for third and fourth place finishes.

 

The BMW V-12 LMR would play second fiddle to the Audi R8 the entire 2000 ALMS season. Scoring its final two wins at Charlotte and Silverstone, which Audi had skipped in order to prepare for Le Mans.

 

As the No. 42 with JJ Letho and new teammate Jorg Muller won both races. Whilst its Seester’ No. 43 entry of Jean-Marc Gounon and Bill Auberlen fought for “crumbs”.

 

Meanwhile, Thomas Bscher who’d campaigned His BMW V-12LM, prepared by David Price Racing in the 1999 ALMS season. Returned to Le Mans one final time, being the lone BMW Le Mans Prototype (LMP1) entry for 2000, with the chassis once again prepared by David Price Racing.

 

Yet the #15 entry with Bscher, Geoff Lees and Jean-Marc Gounon behind its keyboard retired on lap 180 with gearbox damage, due to an accident. Before the car made its final race outing later that Fall at the Nurburgring. Followed by Bscher retiring from racing.

 

Although Team Goh’s V-12 LM was supposedly heavily updated by Dome, the car never raced again…

 

For that year’s Petit Le Mans, BMW brought the V-12 LMR Art Car out of mothballs, seeing three V-12 LMR’s entered at Road Atlanta. As the Art Car would be the only LMR to finish in fifth place – during its lone race outing.

 

Schnitzer ran the final two North American ALMS races, finishing a best of third behind both Audi R8’s again. Before BMW decided to skip the season finale Australian round. Closing the book upon the V-12 Le Mans Prototype effort.

 

Thus it would be nearly a quarter of a century before BMW returned to Circuit de la Sarthe with a factory Le Mans Prototype category. This being the BMW M Hybrid V-8 which made its debut at the 2023 Rolex 24 at Daytona. With longtime BMW partner Rahal Letterman Lanigan Racing running the program’s two Le Mans Daytona Hybrid-spec (LMDH) racecars.

 

Having scribbled about the BMW M Hybrid V-8 and its German IMSA GTP contemporary in the following No Fenders tome…

 

http://www.nofenders.net/2023/01/rolex-24-iconic-german-brands-join-gtp.html

 

With Belgium’s multiple championships winning W Racing Team, better known as WRT campaigning a brace of BMW M Hybrid v-8’s in the FIA World Endurance Championship (WEC) Hypercar class under the banner of BMW M Team WRT. 

RETRO: Remembering some of BMW’s Sports Racing Cars

As I can only imagine how glorious those BMW V-12 lumps sounded at full “Chat” upon thoust Mulssane Straight!

 

Another story waylaid in the mountainous driftwood piles upon thoust Isle ‘O Nofendersville. Shipwrecked some five years Mateys…

 

As it seems apropos to uncork this No Fenders yarn now that BMW M Team RLL has just been victorious at the Battle on The Bricks this fall.

 

Although I didn’t painstakingly go thru the two prior years Le Mans results. I did manage to discover that a total of three BMW 328 2.0-liter Inline six cylinder racecars contested the 1939 24 Heurs du Mans.  With All three finishing in the top ten overall. With the top BMW entry finishing fifth overall and first in class.

 

Reportedly this was the Bavarian Motor Werks’ initial automobile racing car, in what’s ultimately become a long, storied Motorsports activity, which includes winning the 1983 Formula 1 World Championship. Whilst it’s hard to believe it’s now a quarter century since they won at Circuit de la Sarthe!

 

Hardcore Sports Cars enthusiasts will presumably know that the BMW V-12 LM Prototype racecar, a collabouration between BMW and Williams Grand Prix Engineering, owes it’s linage to McLaren’s F1 GTR.

 

Although the McLaren F1 GTR was a development of the initial Gordon Murray designed McLaren F1 road car, which utilized a BMW S70/2 naturally aspirated V-12 lump’ at just over six litres.

 

After much pressure from aspiring privateer racers, Murray relented and produced the McLaren F1 GTR racing version, which sported an updated BMW S70/3 DOHC 6.0-litre normally aspirated v-12 lump. Competing in such series as the BPR Global GT Series, which then became the FIA GT Championship amongst others.  With these GT1 racecars being the top class at le 24 Heurs du Mans in the mid-1990’s.

 

Suffice it to say, without rehashing the entire McLaren F1 GTR’s history. The #59 car won the 1995 24 Heurs du Mans at the hands of JJ Letho, Yannick Dalmas and Masanori Sekiya. Yet by 1997 was deemed “obsolete”, with McLaren withdrawing from Sports Car racing.

 

Yet BMW wasn’t ready to Pull-the-Pin’ upon Sports car racing, and hence hired Sir frank’s (Williams) outfit to design a full blooded LMP1 spec prototype racecar utilizing it’s V-12 engine.

 

Thus Williams produced the BMW V-12 LM racecar for the 1998 24 Heurs du Mans. With two prototype chassis being built. Campaigned by longtime BMW Factory team Schnitzer Motorsport, although entered under the banner of Team BMW Motorsport.

 

No idea how the numbering sequence was done, unless these were just the first two LMP1 entrants that year? As car No. 1 featured Hans-Joachim Stuck, Steve Soper. And somebody then relatively unknown named Tom Kristensen, then just a single winner of the race…

 

The No. 2 entry saw Pierluigi Martini, Jochim Winkelhock and Johnny Cecotto behind it’s keyboard.

 

Making it’s debut during the Le Mans test day, the BMW V-12 LM’s were slower than the Werks’ LMGT1 entries of Porsche, Toyota, Nissan and Mercedes-Benz. Reportedly clocking in at 11th behind the likes of the Porsche 911 GT1, Nissan R390 GT1, Toyota GT-1 and Mercedes-Benz CLK-GT, which claimed Pole.

 

Pierluigi Martini qualified the No. 2 entry in sixth place, with Tom Kristensen putting the No. 1 in a distant 12th.

 

 

The first BMW V-12 LM to retire from the race was car #2 at a meager 43-laps. While it’s Seester

#1 was retired shortly after, at 60-laps. As both cars suffered from “harmonic: vibrations in their drivetrains and were retired in order to prevent catastrophic detonation!

 

Subsequently it was determined that the chassis suffered from lack of aerodynamics, and more importantly. It suffered cooling issues. Prompting BMW to discard the two V-12 LM chassis in favour of a total redesign for the next year’s competition.

 

On a somewhat interesting sidenote, or going down another Wabbit’ Hole; You make the Call! Having surfed thru Bill Auberlen’s extensive racing career. Whom I’ve long taken to calling Him Bimmer Billy’, due to His longtime BMW affiliation.

 

Auberlen, Steve O’Rourke and Tim Sugden were that year’s highest finishing powered BMW entry at Le Mans. With their #40 Gulf Team Davidoff McLaren F1 GTR finishing fourth overall.

 

While interestingly, part of Bimmer Bily’s extensive racing exploits – which I’ve previously scribbled about in,

 

http://www.nofenders.net/2023/03/reminiscing-briefly-over-great-bimmer.html

 

Includes being half of the driving Duo that won BM's lone World Sports Car (WSC) victory overall at the 1998 Monterey Sports Car Championship.

 

With Auberlen and Belgium co-driver Didier de Radigues taking the cheqered flag aboard Team Rafanelli’s BMW Motorsport backed Riley & Scott Mk III BMW 4.0-litre V-8 during the Laguna Seca IMSA GT Championship’s season finale. Forbearer of the American Le Mans Series. (ALMS)

 

Reportedly Italian Team Rafanelli (Rafanelli Engineering) was running it’s Riley & Scott prototype that year in the FIA International Sportscar Racing Series (ISRS) as part of BMW’s preparations for racing it’s BMW V-12 LM chassis fulltime in 1999.

 

Yet Rafanelli was replaced by Schnitzer Motorsport instead, racing the BMW V-12 LMR. Including two cars in the ALMS.

 

Yet Team Rafanelli persevered another season with it’s updated Riley & Scott Mk III chassis. Now sporting it’s own aerodynamic revisions, along with switching to a Judd GV 4.0-litre V-10. Winning the 1999 Grand Prix of Atlanta, albeit the Werks BMW V-12LMR’s weren’t present…

 

To continue reading this No Fenders story, please visit the ling below…

 

RETRO: Remembering BMW’s Le Mans Winner                

Porsche’s modern day Open Wheel Racing exploits

With Stuttgart triumphing in Formula 1 briefly…

 

The 1980’s were heady times for Porsche, with it’s multi-pronged foray’s into single seater racing, a discipline that Stuttgart wasn’t renown for…

 

Thee Ronster’, aka Ron Dennis shrewdly enticed Mansour Ojjeh, owner of TAG Electronics to foot the bill for a brand new 1.5-litre turbocharged engine. Although McLaren’s Nicholson massaged Cossie’ (Cosworth) normally aspirated 3.0-litre DFV V-8’s were still competitive vs. the turbo revolution in 1982. Obviously the writing was on the wall…

 

The 90 degrees 1.5-litre V-6 Porsche designed engine, built to McLaren’s Technical Director John Barnard’s tight packaging specifics, in order to mate to it’s revolutionary MP4/2 chassis were ultimately fast-tracked with a hastily converted MP4/1E racecar for the end of the ’83 F1 season, making it’s debut at the Dutch Grand Prix.

 

The McLaren MP4 was the first carbon fiber composite racecar to compete in Formula 1, for which the MP4/2 was an evolution designed specifically for the TAG-Porsch turbo engine, since it’s predecessor had been built for the aging Cosworth DFV V-8.

 

Upon the firing of thee “Professor”, aka Alain Prost from Renault, Dennis immediately snapped up the Frenchman’s services in favour of Wattie’, aka John Watson. And with Prost joining Niki Lauda, the rest was History!

 

And although initially Porsche was weary of having it’s name upon the engine due to fears of uncompetitiveness. Obviously this quickly changed, as Prost and Lauda won a total of eleven races, with Prost outscoring Lauda 6-5. Yet it was Niki “The Rat” Lauda winning the 1984 F1 World Championship by a solitary point ahead of teammate Prost!

 

McLaren would also win the first of two, consecutive F1 Constructors Championships with the TAG-Porsche engine that season. With the Woking based outfit utilizing updated MP4/2B and MP4/2C chassis for the 1985-86 Formula 1 season.

 

Prost would claim His first F1 Drivers titles in 1985, before clinching a second consecutive crown in ’86. With “The Professor” ultimately outscoring Lauda 16-6 for wins over the duo’s three years before Lauda retired from F1.

 

For ’87, Prost got a new teammate, with ‘lil Stevie Johnson, aka Stefan Johansson joining McLaren for one year. Yet the once dominant TAG-Porsche V-6 turbo was nearing the end of it’s lifecycle, especially with Honda’s V-6 turbo becoming a real threat!

 

Alas, McLaren could only muster three wins with it’s MP4/3 in 1987, all by Prost vs. Williams/Honda’s nine. Along with two more Lotus/Honda victories for a total of eleven by the Japanese rival! In what would be the final year of competition for the TAG-Porsche lump’.

 

As McLaren would score 25 wins and seven Poles enroute to three F1 Drivers titles and two Constructors Championships between 1983-87.

 

When I think of Porsche and Indy Cars, I immediately think of the iconic green and white Quaker State March Porsche that Teo Fabi drove during the late 1980’s. For which I’ve kept an unbuilt Monogram? 1:24 or 1:25 scale plastic model kit forever, which I’d planned to build when I still had my eyesight! Yet I’m getting ahead of myself.

 

Porsche actually planned to race at the Indianapolis 500 in 1980, in a purpose built IndyCar chassis. As Ted Field commissioned Eagle IndyCar Designer Roman Slobodynskyj to pen His Interscope IR01.

 

This single seater chassis was intended to be powered by a air cooled Flat six turbocharged variant akin to what the Porsche 935 was powered by. And not being a stressed member engine, the IR01 consisted of a tube frame rear end “cradle” to house the Porsche engine.

 

Originally running to stock block turbo boost regulations of 55-inches. Word got out about how fast the racecar was, after setting an unofficial lap record at IMS sister track Ontario during testing! With fellow USAC competitors effectively lobbying USAC to reduce the Porsche’s boost to 48-inches and effectively neutering the Porsche’s “advantage”. With Porsche quickly pulling the plug upon this effort.

 

Porsche returned to IndyCar in earnest in the Fall of 1987, with the project led by the late Al Holbert.

 

As Porsche introduced it’s own carbon fibre chassis dubbed the 2708 in 1987. Which made it’s debut at Laguna Seca wit big Al’ (Unser) at it’s controls, finishing a quiet P24 after retiring on lap-7.

 

Yet Porsche quicky dropped it’s own 2708 IndyCar chassis for a March 88C customer chassis the following season. With Teo Fabi scoring six Top-10 finishes and a best of fourth at Nazareth enroute to tenth overall during Porsche’s first Full season campaign.

 

As the Porsche North America IndyCar entity reached it’s zenith during the 1989 CART PPG IndyCar World Series season. Once again with Teo Fabi as it’s driver.

 

Yet during Porsche’s most successful season Al Holbert wouldn’t get to witness Teo Fabi scoring Porsche’s first Pole position ironically at my Home track of Portland International Raceway during the 1989 Budweiser/G.I. Joes 200. Or Fabi subsequently scoring Porsche’s lone IndyCar victory also from Pole at the Mid-Ohio Sports Car Course later that summer.

 

As Holbert would perish in a private plane accident after taking off from Columbus, Ohio following the IMSA Columbus street race on September 30, 1988. With Teo Fabi finishing an impressive fourth overall in the championship during the ’89 IndyCar season.

 

Porsche then expanded to a two car entry during it’s final IndyCar season (1990) with Fabi being joined by “Gentleman John” Andretti, with the duo racing in white and blue Fosters livery.

 

Yet John Andretti could only muster tenth overall in the championship with a pair of fith place finishes at Cleveland and Vancouver, BC.

 

With Fabi scoring one Pole at Denver and the team’s solitary podium, a third place finish at the Meadowlands enroute to P14 in the standings. Before Porsche withdrew from IndyCar at season’s end.

 

Porsche then made one last, dismal attempt at returning to formula 1 for the ’91 season, which spectacularly failed! Providing what Alan Jenkins, then Footwork Arrows Technical Director says was basically a “reheated”, warmed-over V-12 lump!

 

Claiming the 3.5-litre normally aspirated V-12 unit was nothing more than two old 90-degrees V-6 turbo motors mated together minus the turbocharging units.

 

Yet the Porsche 3500 V-12 motor was reportedly overweight, lacked Horsepower and suffered from Oil starvation, with Footwork failing to qualify for half of the races entered that season! Before the team dumped the Porsche V-12 in favour of customer Cosworth DFR V-8’s instead.

 

As Porsche has since solely focused upon Sports Car racing, although it’s planned attempt to return to F1 in 2026 as an engine supplier to Red Bull ultimately failed due to Stuttgart wanting a 50-50 partnership with Red Bull. Whilst Seester’ VW owned Audi has bought the Sauber F1 Team, which will become a Full werks’ Audi effort in 2026… 

LE Mans: Porsche’s prestigious Overall Winner’s list

Which reads like a veritable Who’s Who of Man and Machinery…

 

Funny how I first learned about Porsche celebrating it’s 75th Anniversary. Which I discerned when perusing last year’s 24 Heurs du Mans entry list.

 

Since in typical “Penske Perfect” fashion, or El Capitano’, nee Roger Penske’s “Attention to Detail”. The third Porsche Penske Motorsports Porsche 963 was competing with the No. 75 on it’s flanks. Being Roger’s nod to the company’s History…

 

Porsche’s Debutante 24 Huers du Mans Overall victory came in 1970, when the Porsche GH Salzburg entry of Richard Atwood and Hans Herrmann won aboard a Porsche 917KH “coupe”. In 1971, Der Helmut’, aka Dr. Helmut Marko and gijs van Lennep driving for Martini Racing won driving a 917K. Before the ACO effectively killed the 5.0-litre Sports Car class, which the likes of the 917 and Ferrari 512M competed with.

 

Yes, that’s the very same Dr. Helmut Marko, whose the “famous” Red bull Racing Formula 1 Consultant…

 

For 1976-77 Martini Racing scored back-to-back victories with the iconic Porsche 936 Spyder. Jacky Ickx teamed up with Gijs van Lennep aboard a 936/76 Spyder. With the Belgian repeating a year later in an updated 936/77 Spyder with Hurley Haywood and Jurgen Barth.

 

Then there’s the ’79 win with the Kremer Racing Porsche 935 K3 which I’ve scribbled ‘bout before here on No Fenders. As Klaus Ludwig shared the podium’s top step with those dubious Whittington Brothers don and Bill.

 

http://www.nofenders.net/2019/04/retro-notorious-porsche-and-ferrari.html

 

As the ’79 race pitted two rival 935’s against each other fighting for the win. With the Hawaiian Tropic sponsored Dick Barber Racing entry including somebody named P. L. Newman on it’s driving roster, finishing runner-up…

 

Beginning with the ’81 24 Heurs du Mans, Porsche went on a tear, arguably during it’s Glory Years! With the Stuttgart Automobile manufacturer winning  then an unprecedented seven straight Le Mans victories

 

1981 saw Porsche Systems dust off it’s 936 Spyder. With two of Lecircuit de la Sarthe legends, i.e.; thee original Mr. Le Mans, aka six times winner Jacky Ickx and soon to be Five-times winner Derek Bell winning behind the keyboard of an updated 936/81 Spyder.

 

Beginning in ’82, the latest Panzerwagen from Weissach rolled out. As the new Porsche 956 would win four straight races.

 

1982 saw Ickx and Bell win again for Rothmans Porsche. Followed by Haywood, Al Holbert and Vern Schuppan’s win.

 

Joest Racing took over the podium’s top step the following two years. First in 1984 with Ludwig and Henri Pescarolo. Then Paolo Barilla, Ludwig and “John Winter” the following year.

 

1986 saw the arrival of Porsche’s greatest Le Man’s racer, the iconic 962. Seeing Rothmans Porsche go back-to-back between 1986-87   with bell, Holbert and Hans-Joachim Stuck at it’s controls. Before Tom Walkinshaw and His Eponomous Silk Cut Jaguar’s ended Porsche’s streak in ’88.

 

Porsched didn’t return to the winner’s circle until 1994, when Mauro Baldi, Yanick Dalmas and Hurley Haywood won aboard a Dauer 962 Le Mans-Porsche derived “Street Car!”

 

1996 saw the car that the late Al Holbert had been championing Porsche to build upon the 962’s demise win. Albeit it was the TWR Porsch WSP-95 “Spyder” with Davy Jones, Manuel Reuter and Alexander Wurz winning.

 

Then Joest Racing won again in ’97 with the same Tom Walkinshaw Racing (TWR) racecar. Basically an old Jaguar XJR-14 Group C chassis with it’s roof cut off and intended to compete in IMSA’s new Exxon sponsored World Sports Car series. (WSC) Before being “outlawed” by rule changes.

 

As Reinhold Joest convinced Porsche to allow Him to race the chassis, and the rest was History. With Joest winning again for the second year in-a-row with ‘lil Stevie Johnson’, aka Stefan Johansson, Michele Alboreto and some Dude named tom Kristensen at it’s controls.

 

1998 saw Laurent Aiello, thee “Scottish Terrier”, aka Allan McNish and Stefane Ortelli win for Porsche AG behind the wheel of it’s Porsche 911 GT1-98

 

Meanwhile, Stuttgart had also taken over the WSC 95 project, renaming it the LMP1-98, which basically met with poor results and was cancelled for 2000.

 

Porsche returned to Sports Car racing with the debut of the Porsch RS Spyder at the 2005 American Le Mans Series (ALMS) Laguna Seca event. As Roger Penske would successfully campaign the RS Stateside in the ALMS, with overall victory in the ’08 12 Hours of Sebring being it’s High-water mark.

 

The RSSpyder also raced at Le Mans, winning the LMP2 class between 2008-09, beforerule changes for 2011 rendered it obsolete.

 

Porsche returned to Circuit de la Sarthe with it’s most impressive “Piece of Kit” as the Bloody Brits would say in 2014. When it’s “Spaceship” LMP1 919 Hybrid made it’s debut.

 

The Porsche Team then won the first of it’s three successive Le Mans W’s in 2015!

 

That year saw Earl Bamber, Nico Hulkenberg and Nick Tandy winning, netting Porsche a record extending 17th Overall victory.

 

2016,which has to be one of my favourite wins! Saw Romain dumas, Neel Jani and Marc Lieb victorious again. Snatching what was to be Toyota’s maiden Le Mans triumph disintegrate upon the race’s final lap! Followed a year later by Earl Bamber, Timo Bernard and Brendon Hartley taking the lead of the race back in the final hour…

 

Porsche then promptly withdrew once again from Sports Car  racing. And wouldn’t return to the FIA World Endurance championship (WEC) until the new Hypercar era dawned in 2023. With Porsche Penske Motorsports running two full season Porsche 963 Le Mans Daytona Hybrid (LMDH) prototypes in both IMSA’s new Hybrid GTP category and the “Weckity-WEC”. Plus the aforementioned third No. 75 “Wildcard” Le Mans entry, for Circuit de la Sarthe’s Centenary running… 

RETRO: Some of Porsche’s Three Quarter’s Century of Motorsports Accomplishments

Whilst another German legend is currently Asleep at the Wheel…

 

Naturally being a One Man Band, your Humble No Fenders scribe Tomaso simply cannot poond’ out fast enough everythingy’ that occurs in Der Wurld de Motorsprten, Ja-Ja!

 

And although we’ve turned the calendar to March, having just witnessed the conclusion of another 12 Hours of Sebring. Which perhaps I was able to listen to part of during my Heart surgery recovery. Which Y’all are probably getting tired of hearing about, Eh?

 

Thus obviously, I’m still playin’ Ketsup as always here upon Ye mystical Isle ‘O Nofendersville!

 

As I simply didn’t have the time, energy or space to pontificate about some significant events in 2023. Although having waxed-on about it being McLaren’s 60th Anniversary. I failed to note that Porsche’s legendous’ 911 turned 60, along with Lamborghini! Not to overlook that America’s “Sports Car” Corvette turned 70, Crikeys!

 

And whilst I did manage to scribble another short, HaHaHa! No Fenders Three part story about Honda celebrating it’s 75th Anniversary Justin-time last December. I’ve failed to give Porsche credit for also celebrating the same 75th Anniversary last year. For which ironically, both Honda and Porsche; two-thirds the “Axis of Evil” celebrated a year after Ferrari did so.

 

Yet like Ferrari (1939) and Honda, (1937) who both were founded prior to their noted Anniversary’s. Porsche also does likewise, with a most convoluted History.

 

As Dr. Ferdinand Porsche founded the company in 1931, along with Adolf Rosenberger and Anton Piech

 

The company’s first assignment was from the German Government to develop a “People’s Car”, better known as the iconic Volkswagen Beetle, Ja Volt! Before arguably the company’s first automobile, simply known as the Type 64 was manufactured in 1939. Albeit borrowing heavily from the Volkswagen Beetle, for which only three examples were built.

 

Ferdinand designed Tanks during World War II, although losing out upon the contracts to produce His Tiger I concept, before being Imprisoned for twenty months following the War’s end in 1945.

 

Thus during this time, Ferdinand’s son Ferry took over running of Porsche, along with having designed what Porscheaphiles’ denote as the company’s first production vehicle, the legendous’ 356.

 

As the first 356 was road certified in Austria on June 8, 1948. Promptly being entered in a race, where it won it’s class. And hence, Porsche’s 75th Anniversary comes full circle. Even though the 356 was produced by Ferry and sister Louise’s Austrian Porshce Konstruktion GesnbH concern between 1948-50.

 

As the Austrian company would later become known as Porsche Salzburg, which entered the 917 that won Porsche’s first overall 24 Heurs du Mans victory. Subsequently becoming the largest distributor of Porsche Automobiles and ultimately becoming today’s Porsche Holdings…

 

Whilst we All know that Porsche is synonymous with Sports Car racing, for which I’ll tackle in a separate No Fenders yarn shortly. But first, a very brief look at it’s largely overlooked Single Seaters Open Wheel Racing History instead…

 

Arse-sumedly when Y’all hear the words Porsche and formula 1, Yuhs think of those F1 World Championship McLaren TAG-Porsche entries, Righto?

 

Yet it was actually the Porsche 718 model that first competed in Euripean Formula 2 that initially involved Porsche in Single Seater racing. Although reportedly Dr. Ferdinand Porsche had designed Formula 1 machinery for Mercedes and Auto Union during the 1920’s & 1930’s.

 

And although the 718 saw limited success as a Single Seater. It’s RS60 variant greatest successes were winning the 1960 12Hours of Sebring and the Targa Florio.

 

Yet with the FIA mandating maximum engine capacity of 1,500cc for Formula 1 in 1961, the 718 F2 model was instantly eligible for the f1 World championship.

 

Yet Porsche’s 718 F2 model was outdated and outclassed. And thus Stuttgart designed the brand new 804 model for F1 in 1962, featuring a Flat-8 cylinder engine. Which Dan Gurney won His and Porsche’s maiden Formula 1 victory aboard during the ’62 French Grand Prix.

 

Before Porsche withdrew from Formula 1 at season’s end due to it’s high costs and lack of road car relevance. Not returning to thee Pinnicle ‘O Motorsports for another two-plus decades as an engine supplier…