It might be easier to just give the lap-by-lap notes of all the incidents that peppered the Grand Prix of Baltimore presented by SRT, a rather bizarre 16th race of the 2013 IZOD IndyCar Series season.
So, without further adieu, here’s the IndyCar pit notes from the six caution flags, five of which occurred between laps 41 and 65:
Lap 13: Ed Carpenter stopped in Turn 5, and Luca Filippi off course in Turn 3 with an engine fire. Seven cars: Tristan Vautier, Sebastien Bourdais, Justin Wilson, Sebastian Saavedra, Marco Andretti, Helio Castroneves and E.J. Viso, pit to go off sequence.
Lap 41: #55 Vautier leads #6 Saavedra by .7953 of a second. #18 S. Wilson makes contact with barrier in Turn 7. FULL COURSE YELLOW. Pits are open. The three leaders #55 Vautier, #6 Saavedra and #3 Castroneves are on pit road for four tires and fuel. #3 Castroneves misses his marks and has a slow stop. #83 Kimball, #1 Hunter-Reay, #25 Andretti and #19 J. Wilson. #7 Bourdais is the new leader under caution.
Lap 48:GREEN. #7 Bourdais leads the field into Turn 1. #15 Rahal spins #9 Dixon in Turn 1 and track is blocked. FULL COURSE YELLOW. Cars involved are: #15 Rahal ,#9 Dixon, #3 Castroneves, #67 Newgarden, #27 Hinchcliffe
Lap 53:GREEN. #7 Bourdais leads the field into Turn 1. Behind, there is contact between #9 Dixon and #12 Power. #9 Dixon hits the wall with the right side and spins. #12 Power continues back to the pit lane. FULL COURSE YELLOW. Leader under caution is #15 Rahal who passed Bourdais entering Turn 1.
Lap 57:GREEN. #15 Rahal leads the field into Turn 1. #7 Bourdais spun in Turn 1 after contact from #4 Servia. Multiple cars are stopped on course with the track blockage. FULL COURSE YELLOW. Pits are open. #15 Rahal on pit lane for four red tires and fuel. #78 De Silvestro also on pit lane for four tires and fuel. New leader is #25 Andretti. Cars involved in the incident were: #7 Bourdais, #55 Vautier, #4 Servia, #6 Saavedra, #5 Viso, #83 Kimball and #78 De Silvestro.
Lap 63: Multiple car incident in Turn 3. FULL COURSE YELLOW. Pits are closed. Leader under yellow is #25 Andretti. Cars involved are: #19 J. Wilson, #27 Hinchcliffe, #4 Servia, #20 Carpenter, #15 Rahal, #7 Bourdais.
Sergio Perez is not expecting a sophomore slump for the second edition of the Mexican Grand Prix back on the calendar since 1992, in its second year at the refurbished, renovated and relaunched Autodromo Hermanos Rodriguez in Mexico City.
If anything, the Sahara Force India driver expects the race to build on what it did last year, when it came back to a Formula 1 calendar after a 23-year hiatus.
“I have no doubt this year’s event will be even better than last year – expectations are huge following the success of 2015,” he said in the team’s pre-race advance.
“For me, the biggest surprise was the passion of the fans: all the affection I received, all the messages and all the incredible moments I experienced are what really made an impression on me. I am so happy to go back there.”
This is very much a home race for Perez, who finished eighth in it last year, but who could be poised to end better this go-around.
He is from Guadalajara and not Mexico City proper, but still holds an affinity for his home country’s capital city.
“Mexico City may be quite far from my city of Guadalajara, but I go there very often for professional reasons,” he said. “It’s a city I love and there’s so much going on: the best restaurants, so many sights and so many things to do. It is a huge city and sometimes traffic makes going from one side of town to the other feel like an adventure!
“It is, not surprisingly, one of my favorite moments in the season and last year’s was special not just for me, but for my team and for anyone who came to the race.”
Perez currently sits seventh in the Driver’s Championship with 84 points, having moved ahead of Williams’ Valtteri Bottas as “best of the rest” behind the top six drivers from Mercedes, Red Bull and Ferrari at last week’s United States Grand Prix from Circuit of The Americas.
Mexican driver Esteban Gutierrez will have his first chance to race on home soil in Formula 1, when the Haas F1 Team driver competes in this weekend’s Mexican Grand Prix from the Autodromo Hermanos Rodriguez.
Gutierrez, then a Ferrari reserve driver, was announced in Mexico City last year as Haas’ second driver for 2016, alongside Romain Grosjean. But while he was at the track, he hasn’t been in a car here and that will change this weekend.
With the new version of the Haas VF-16 front wing expected to return to his chassis this weekend, Gutierrez is looking for a big weekend on home soil.
“It’s a very special week for my whole career,” he said in the team’s advance release. “It’s probably one of the best two weeks of my career because it represents so much to racing, to motorsports in Mexico in general, and to me. It’s a kind of connection where I can share my passion for racing and what I do with all Mexicans. I feel grateful for their support.”
Gutierrez reflected on what last year in Mexico was like for him.
“Last year was great. I could live the event from a different perspective, but now it will be even better when I will be racing there. I’m very excited to enjoy that.
“The atmosphere was amazing. I enjoyed it so much. Obviously, I would have liked to have been racing, but that was my position and the reality is that I wanted to enjoy in that perspective. It was a very special weekend and I felt very proud to see all the fans having a huge interaction. It turned out to be one of the best events of the season.”
With the new front wing expected and the circuit’s long straights expected to suit the Haas, which doesn’t have a ton of downforce, it could play to his and the team’s benefit this weekend.
“Romain ran the new front wing all weekend. Esteban did 20 laps on Friday and then we discovered a problem with the front wing. We had to go back to the old version because we had no spare because that was damaged in Japan when Esteban had the contact with Carlos Sainz. These wings are very complicated to make and they take a long time, but we should have the new version of the wing again for Esteban in Mexico,” team principal Guenther Steiner said.
Gutierrez added, “It will be important to do the best we can with our car. It’s a track we believe can suit the style of our car, and we’re hoping that will be the case. It’s going to be important to have as much track time as possible to adapt to the circuit.”
Several finishes of 11th have left Gutierrez on the fringes of scoring a point this season, but not yet having cracked the top-10 in any race this season.
Darrick Dong, Director of Motorsports, Performance Friction Brakes, explained some – but not all – of the “bells and whistles” PFC has coming down the line for INDYCAR, and how they were chosen to be the new partner to begin with.
MotorSportsTalk: For those that may not be familiar with PFC, its reach and its background, can you summarize all that PFC has been involved in?
Darrick Dong: “Don Burgoon was the owner of the company that passed away on Sept. 12, 2015 in a road car accident in Italy. He really was a true visionary about this particular technology we’re using carbon for IndyCar – and it’s unique. It’s made from a single strand and what this does for us is it’s not a laminate that’s needled together or a constructed matrix like the current supplier is. Also, most of the carbon that’s being sold into racing is actually demilitarized carbon. That’s one of the reasons why they can talk about it, whereas we cannot talk about a lot of the details from a technical standpoint because it’s actually a current used material. It’s proprietary.
“So the key to a single strand carbon matrix is it has a very uniform crystalline structure where the temperature goes through the PFC carbon almost as quickly as it’s introduced. Whereas, with the other materials out there, there’s always thermal banding and there’s a lot of differentials in the temperature profiles of those materials. Because, truth be told, they’re 12 plus year-old technologies.
“As you know, the IndyCar community have been fighting some torque variation, erratic wear and erratic behavior, just inconsistencies. So, we did that blind test and essentially there were three suppliers that supplied car sets to three or four different drivers at Mid-Ohio. All the drivers chose us over the other guys.
“We’ve been continuing testing with the series with the two car sets we gave them at Mid-Ohio. We tested at Road America, Watkins Glen and Sears Point (Sonoma). It’s the same two-car sets that we’ve done that. I think we’re up to 11 or 12 drivers now that have actually had chances to put miles on the stuff.
“For all the miles we’ve put on it with all the different drivers, it didn’t pull or do anything unexpected. It may not have as much bite as some would have liked, but then I don’t know any driver that didn’t ask for more bite. But we were working primarily on the premise that they wanted something that was consistent and had better control. These cars are capable of pulling over a 5g stop now and have over 6,000 pounds of downforce when they’re in full aero. So you’re going from high downforce to mechanical grip in really less than two seconds.”
MST: How different is INDYCAR now versus the last time PFC was involved? Certainly the cornering speeds are significantly higher…
DD: “It’s been awhile since I’ve been playing with the IndyCar guys. We have been a primary source for CART, Champ Car and the IRL series when they were on iron brakes. In fact, in those days when it was open, when they could choose anybody from 1986 through 2011, we had won all the championships and I think we won all the races on our products – with the exception of one or two – through all those years. So it’s not like they didn’t know who we were.
“When they came up with the DW12, we were the last of the two guys standing on supplier for that car, but the (ICONIC) group decided to go with Brembo. So for the last six years, I still have been keeping my ear to the ground and because we’re the supplier to the (Mazda) Road to Indy, I’ve got all the USF2000 cars, the Pro Mazda cars, Indy Lights and the new Tatuus USF-17, so it’s not like we don’t have a footprint in the garage area.
“It can truly been said that the Road to Indy has been a road to us, for us in getting the confidence of the series! They were pretty gun-shy, as you can imagine, with the problems they had with the current supplier and apparently the same problems in IndyCar has gone to other markets, other series and championships. So, this is rapidly turning into a unique opportunity for us and we’ll be able to bring some new technologies and some new ways of thinking on how a braking system can work on an IndyCar.”
MST: What do you expect the support system/operations side to look like at the track?
DD: “That’s a great question. The series wants us to deal directly with the teams; that’s what we’ll do. Depending on how the logistics work out, in fact, I’ve been talking to Haas Auto here about renting a couple cabinets for them – because there’s always going to be somebody that needs something. Either way, we’re going to have it. What’s nice is most of the team managers and engineers they know who PFC is, so we’ve been part of the canvas now for quite some time.”
MST: Has the driver feedback you’ve received thus far – Tony Kanaan being a good example of a driver since he’s been around and did the test – been a step in the right direction?
DD: “Particularly with TK, he’s very sensitive to this torque variation. One of the things they were able to do, a lot of drivers with the current brake configuration, they have to use the largest master cylinder made to help reduce the locking. With our product, they’re able to drop a size down, which gives them a lot more feel for the threshold of grip between the tire and braking capacity. The difference is, that particular change, because they’ve done it twice now, it stays with the car. The drivers prefer that because now the way the brake pedal is, they have to jump on it as hard they can and then trail off immediately to keep the thing from locking.”
MST: How much more difficult is it to engineer now than when there were higher braking rates?
DD: “One of the things that’s unique about the PFC Carbon is it’s not as sensitive to temperature as most carbon is. So, its sweet spot is about from 100C (100 degrees Celsius) to about 650C. It’ll easily go up to 800C or greater. It never fades. The only difference is you’ll have higher oxidation or greater wear. But at 100C, it acts very much like an iron brake, so it has more cold bite characteristics, which is one of the reasons the why series liked that characteristic, particularly after they did a dyno simulation between all the different brands, and they realized ours had a smoother, cold, predictable bite.
“So with these high downforce cars, you usually use the brakes primarily to balance the cars. You need to have more drivability, not less, so it’s not like an on-off switch like they’ve got now. Everybody who said it’s modulation, that the cold bite – particularly at an oval – is something that will be a benefit to these guys.”
MST: The longer-term viewpoint is looking ahead to 2018 and the new aero then. Will you be part of that development process?
DD: “Yeah, in 2018, we’ll have calipers on the cars. So we’re not only producing the brake pads, the carbon discs and the brake bells and attachment system for the current caliper. And then in 2018, we’ll be supplying the teams with new hardware and calipers. Also, we hope to have the design approvals for the series on or before the Indy 500 in 2017. So after the Indy 500, we can concentrate on making sure we get the hardware right for them.”
MST: Will you get extra test days?
DD: “I don’t know how that’s going to work, that’s still down the road. Obviously, one thing that’s been about PFC is we’re one of the few companies that manufacture 100 percent of the hot-end components for the car, including friction components. Because of the complexity, there’s not too many companies that recognize what the braking event really is. We have to understand the tire and the interface between the tire, ground and brake torque better than most.
“So most of these other guys, brake pad suppliers, they typically will design the architecture for the caliper, they go buy a disc from somebody else and then they have three or four pad guys build a brake pad for them. With us, we work from the friction out. So, it’s a whole different philosophy and makes us in a unique position because we understand the grip model or try to understand the grip model as best as anybody out there.
“Our relationship with the teams have been very, very close. They’ve freely talked to us because they know we’re always working on improvements. That traction circle, particularly with the amount of downforce, goes from here to here in a very short period of time. It’s a very small, narrow window.”
MST: You had a funny line when you and I chatted at Watkins Glen, that it’s taken eight years to become an overnight success…
DD: “For us, our motivation is and always has been that open-wheel racing is in our DNA. It’s one of the truest forms of being able to apply all the little nuances that we work on in terms of getting not only the performance and the consistency. We bring quite a bit to the table because even the attachment system for the Indy car will be very unique. I can’t talk about all the little bells and whistles that we’re going to be throwing at this thing, but I can tell you that when the teams have the opportunity to implement the new program, it’ll be a significant moving of the bar.
“For instance, although not too many people know this, PFC is the only North American supplier to Porsche Motorsports. So, going through that Porsche-perfect quality assurance protocols, it’s a big deal. And we’re putting the same philosophies of what we have incorporated over the years into the IndyCar thing, so the only thing they have to worry about is how to make the car better, not chase the brake ghosts.”
But the truth of the matter is that for five years, the beginning of the end of the Audi era was always going to end: it was just a question of how it would.
How it ends should not take away from the 18 years of magic that Audi, Dr. Wolfgang Ullrich, and the team of people assembled, has provided on sports car tracks around the U.S. and around the world, as a brand that has helped to elevate both itself and the sport as a whole to the level it is today.
When I started watching sports car racing on an occasional basis in the late 1990s at the Rolex 24 at Daytona, it was a mix of Riley & Scotts, Ferrari 333 SPs and then a hodgepodge of GT cars – some more stealthy and pioneering, some more low-budget than others. It didn’t really seem to have proper cohesion or, more importantly, a true “star car.”
Daytona was the U.S. 24-hour race of note at the time but then there was this other 24-hour race in France every June that I knew little about but somehow, felt an allure and a draw to once I properly understood what it meant.
And from 2000 onwards, there was one manufacturer whose dominance at the event became a staple of summer, and that was Audi.
Every June, even if I hadn’t yet comprehended the series around which Audi raced – that came later – I knew I’d be tuning in from home the Saturday of Le Mans to watch as many hours as I could to see Audi win again.
With a mix of promotional efforts, pioneering technology and an all-star group of drivers – none ever rising too high to be much more “a star” than another – Audi established itself as the brand to beat with its incomparable run of form with the R8 those first six years from 2000 to 2005. It was perhaps unlucky its only defeat in that time was in 2003, to the beautiful Bentley Speed 8, was to a car from a sister brand (keep that in mind for the future).
The bar was raised in 2006 with the all-conquering R10 TDI, Audi’s move into diesel shifting the game from a singular petrol focus to a form of new technology. That was 10 years ago. And Audi didn’t just win Le Mans with its new car; they dominated.
Further wins in 2007 and 2008 followed against Audi’s toughest adversary yet, Peugeot, the French carmaker entering with a diesel of its own, the 908 HDi FAP. It’s funny; to me at the time, even though Peugeot was the crowd favorite on home soil in France, I always cast them in a role of the villain up against the good guys from Audi, who we at least knew here a little better in the U.S., and who we’d got to know as fans from their time racing in the American Le Mans Series.
The 2008 win in mixed conditions served as the impetus and race for the iconic Truth in 24, a movie that inspires chills among the sports car racing world for how good the Audi/Intersport/NFL Films production was. From the singular first line of the film – Jason Statham’s foreboding “It always rains at Le Mans,” – to the buildup to the race from testing and the preliminary races, to Allan McNish’s track lap description, and then to the introduction of Howden “H” Haynes as the engineer, you are so incredibly amped up by the time it gets to the chronicling of the race itself. And you feel as though you’ve become one with the team, as Audi won the 2008 race on smarts and strategy more than outright pace.
This would be a good time to note that when I first had the opportunity to go to Le Mans in 2009 for another website, I was so excited to see Audi win at Le Mans. Naturally, then, it didn’t happen; the new R15 was a rare misstep from Ingolstadt and Peugeot, which needed to win to keep its program going, finally did so in its third crack at the race.
The die cast of Audi’s success in the nine years previous is why Peugeot’s 2009 win was such a big deal at the time; the almighty Audi had finally been toppled. Audi was human.
In truth though, the dominant, unchallenged period of success Audi had at Le Mans was really at an end in 2008, even though they’ve still amassed more wins. The 2010 and 2011 Le Mans wins were fortunate. Audi won in 2010 only after the Peugeots grenaded themselves; with the new R18 in 2011, Audi won only after its first two cars sustained two of the heaviest accidents in recent years at Le Mans, and held on with its single remaining bullet in the gun.
Audi won the first two Le Mans in 2012 and 2013 following the launch of the FIA World Endurance Championship – a championship whose presence was spurred on by LMP1 manufacturers and the creation of hybrid technology, but has since seen the privateers that made up the rest of the class fall by the wayside. Toyota wasn’t ready to win Le Mans either year; frankly no one wanted to win in 2013 after Allan Simonsen’s fatal accident in the opening laps.
But the biggest signs of change for Audi had been revealed in summer, 2011, and it had nothing directly to do with Audi. That summer, Porsche announced it would be returning to Le Mans with an LMP1 entry, targeting a 2014 launch.
Audi, the flagship LMP1 brand that had built its image on Le Mans greatness in the 12 years previous, would have company within the Volkswagen Group as two top tier brands would start competing head-to-head for wins at the most glorious sports car race on the calendar.
Audi had beaten a host of competitors in its run at Le Mans, the privateers, then Peugeot, then Toyota. But it hadn’t yet beat a manufacturer from its same company in a full-season setting.
The 2014 Le Mans promised great things. In Audi, you had the established heavyweight. In Toyota, you had the relatively younger upstart ready to win in its third year – as Peugeot had done five years earlier. And in Porsche, you had the returning giant, perhaps not ready in its first go-around but ready to fight.
And that was how it played out. Audi’s 2014 win was the third for the Andre Lotterer/Benoit Treluyer/Marcel Fassler trio, but won more on expertise and guile again rather than outright pace. Toyota’s chances came undone just before dawn, and Porsche fell off as the race entered its final stages. It would have been impossible to know at the time this would be Audi’s last of its 13 triumphs at Le Mans, but indeed it is.
Porsche won in 2015 with the famous third car win of Nick Tandy, Earl Bamber and Nico Hulkenberg. They won again this year after Toyota’s final-minute heartbreak; Audi, for the first time in 18 years at Le Mans, was nowhere, and only made the podium thanks to the Toyota non-classification. That these two poor results came following VW’s emissions scandal that emerged last fall was poor timing.
The Le Mans history outlined above is but the flagship venue of Audi’s successes in top-flight prototype racing, but far from the only one.
Because of its presence in the U.S. in the American Le Mans Series from 2000 through 2008 – either with the Audi Sport Team Joest or Champion Racing efforts – Audi inspired a generation of sports car fans to start paying attention to what it was doing.
Audi raced hard versus Don Panoz’s team with its weird, wacky and wonderful front-engined LMP1 Roadster, the venerable Dyson Racing Lolas, and then, for those few glorious years from 2006 to 2008, the factory-supported Porsche RS Spyder and Acura LMP2 cars from the Penske, Highcroft, Andretti, de Ferran and Fernandez teams.
It didn’t matter the tracks; it didn’t matter the classes. BoP and driver ratings weren’t buzzwords. It was simply about the racing – and seeing the ways the more powerful Audi raced against the lighter, more nimble LMP2 cars in the ALMS at the time was mesmerizing to watch.
The trio of Allan McNish, Tom Kristensen and Dindo Capello became heroes. Kristensen will go down as the greatest of all-time at Le Mans with his nine wins there. McNish’s tenacity and starts were always an incredible sight to watch. Capello was the third tenor, and just as critical to the success by combining the best of both.
These three stood out while others like Emanuele Pirro, Frank Biela and Marco Werner also were among the winners. The Lotterer/Treluyer/Fassler trio stands as Audi’s next generation, but their time together figures to come to an end in two races.
They all slowly faded away though. Capello, McNish and Kristensen retired each of the last few years. The Pirro/Biela/Werner trio were there through 2008 before the first real changing of the guard in the driver lineup occurred. Leena Gade, an inspiration in her own right, stepped down after Le Mans this year.
Much as my formative years in IndyCar were built by the Target presence with Chip Ganassi Racing in the mid-1990s, my formative years following and appreciating sports car racing – and Le Mans in particular – was crafted by Audi.
So while the business realities and changing demands of what manufacturers want to pursue for their motorsports program to coincide with their automotive interests is changing, so ends Audi’s run of glory at the top level of sports car racing.
This is no doubt a sad day for the sport. But rather than with anger, I’m left only to reflect and say thank you to Audi for making me a fan in the first place.