Krohn Racing received a late invitation to the 2014 24 Hours of Le Mans race and had a very short window in which to prepare their Ferrari F458 and get all their racing equipment and team members to Le Mans, France in time for the official start of the week’s activities. A 17-day turnaround of all race equipment and personnel was all the Krohn Team had for all logistical movements.
Below are some interesting facts and timeline specifics about the complexities of the logistical effort:
Krohn Racing received a call from the ACO on Friday, May 23, 2014, that they were officially invited to participate in the 2014 running of the 24 Hours of Le Mans, June 14-15.
First official ACO event that Krohn Racing needed to attend was ACO scrutineering on Monday, June 9 at 3:30 p.m.
Three Krohn crew members flew on June 2, via Milan, Italy, to Padova, Italy to the Michelotto shop to assist with the transformation of the Ferrari F458 from IMSA specs to the 2014 Le Mans GTE-Am aerodynamics package and Le Mans race engine installation
Over 8,650 kilograms (19,000 lbs) of Ferrari racecar, spare parts, and the Ferrari engine were shipped from Houston, Texas to Le Mans, France, via air, water, and land
In the process of shipping parts and the car, the following transportation vehicles were used: a small van, a 40-foot curtain side truck, a car transporter, a 53-foot semi truck, a ferry, a Boeing 777, and a Boeing 747
On May 30, the No. 57 Krohn Racing Ferrari’s spare parts were driven from Houston to Chicago, and were then put on a plane to London Heathrow airport on June 1. Once they arrived in London on June 2, the parts were driven and also rode a ferry to get to the Le Mans paddock from June 5-6. This task required seven days, door-to-door, and 12 people.
The Krohn Racing Ferrari and engine had to make a stop in Padova, Italy at Michelotto’s shop on their journey from Houston to Le Mans. On May 28, the car traveled from Houston to Luxembourg and then on to Padova on May 31.
On May 27 the Ferrari engine was flown from Houston to London Heathrow, and rode in a van through the Chunnel under the English Channel, arriving at Michelotto in Italy on May 29
Seven different destinations were involved in Krohn Racing’s journey to the 24 Hours of Le Mans: the Houston George Bush Intercontinental Airport, Chicago O’Hare International Airport, London Heathrow Airport, Luxembourg Findel Airport, Milan Malpensa Airport,Eurotunnel Calais Terminal (Chunnel), Michelotto shop in Padova, Italy, and finally the Le Mans paddock
All said and done, almost 18,000 miles were covered in getting the Krohn Racing Ferrari race car and necessary race parts from the Krohn shop in Houston, Texas to the Le Mans paddock
7.1 tons of freight were sent, which included seven freight boxes, the race car and engine
24 people work for the Krohn Racing team during Le Mans week and air travel had to be arranged for 21 of them, with the furthest origination point being Perth, Australia (over 10,600 miles without layovers). The main Krohn Racing crew arrived in Le Mans on Saturday, June 7
All three Krohn drivers arrived into Le Mans on Sunday, June 8. Team owner/driver Tracy W. Krohn arrived directly into Le Mans by private jet from Houston, Texas, USA; Nic Jonsson flew commercial from his home in Atlanta, Georgia USA to Paris and took the TGV train to Le Mans; and Brit Ben Collins drove and went through the Chunnel from his home in Bristol, England
The Ferrari F458 arrived from Michelotto on Sunday, June 8, and finished the preparations. The three drivers and car went to ACO scrutineering on Monday, June 9 at 3:30 p.m.
KROHN RACING LOGISTIC EFFORT – LEMANS 2014
Krohn Racing receives invitation from ACO
Ferrari engine flown from Houston to Michelotto in Italy via Luxembourg
Ferrari race car flown Houston, Texas for Michelotto in Italy via London
Ferrari engine arrive at Michelotto in Padova, Italy
Krohn Racing spare parts and equipment driven to Chicago
Ferrari race car arrives at Michelotto in Padova, Italy
Krohn Racing spare parts and equipment put on plane to London Heathrow Airport
Road journey begins for equipment and spares from London to Le Mans, France
Three Krohn Racing crew fly to Milan, Italy and drive to Michelotto shop in Padova
Crew work with Michelotto on car prep and installation of engine and 2014 aero bodywork
Krohn Racing crew arrives in Le Mans
Krohn Ferrari arrives in Le Mans
All 3 Krohn drivers arrive in Le Mans
ACO Scrutineering at 3:30 p.m.
Krohn Racing plans to spend the three days after the 24 Hours of Le Mans race in their Garage no. 3 at the track to work on the Ferrari, preparing it for the next IMSA TUDOR Series race at the 6 Hours of Watkins Glen, June 27-29. The Ferrari race car, crew and all equipment will then depart Le Mans on Thursday, June 19, with the crew returning home and the car and the equipment being sent via London to JFK Airport in New York, from where it will be transported to Watkins Glen.
The Krohn transporter will depart Houston, Texas on Monday, June 23 to drive to Watkins Glen, New York. The crew will fly out on Tuesday, June 24 to Watkins Glen.
Simultaneously on Tuesday, June 24 Tracy Krohn, Nic Jonsson, Race Engineer Hayden Burvill and Team Manager Gary Holland will converge at Magny Cours in central France for a P2 test.
Lewis Hamilton is planning to see out his Mercedes Formula 1 contract until at least the end of the 2018 season despite reports suggesting that he may consider quitting the sport at the end of the year.
Hamilton clinched his fifth British Grand Prix victory at Silverstone last weekend, drawing to within one point of F1 drivers’ championship leader Sebastian Vettel in the process.
Hamilton said in a press conference after the race that he “can’t really say what’s going to happen six months from now”, as per Reuters, but he was quick to clarify that he expected to see out his contract with Mercedes.
“I just think in life you don’t know what’s going to happen,” Hamilton said.
“Right now I love driving and then in six months I might… it’s very unlikely because I think I’m always going to like driving, I’m always going to like doing crazy stuff.
“I’m still enjoying it and I still have a contract with the team for at least a year so I plan to see that out at the moment.
“Even in getting another championship, it will never be: ‘OK, now it’s time to hang up the gloves’. I’ll always want to win more.
“Even when I do stop, something inside me will say I still want to get more.”
As the international sports car season rolls on, occasionally we’ll check in with drivers who have raced largely in North America but have since set up shop with European programs (Sean Rayhall and Will Owen, who race with United Autosports, are two good examples).
Today we’ll check in with Andy Meyrick, who was with the DeltaWing outfit from 2013 through 2016.
The Englishman is balancing a dual role this year with a McLaren 570S GT4 with the new Bullitt Racing team, established in Spain, run by veteran team manager David Price and co-driving with Stephen Pattrick in the GT4 Series Northern Cup, and also with a Ligier JS P3 in the Michelin Le Mans Cup with Motorsport 98 and co-driver Eric De Doncker, a Belgian sports car veteran who is that team’s owner.
Thus far there’s been four races in the McLaren with five to go – three more in the Northern Cup and two in the south – and more races to come in the Ligier after late start for races in Monza and Le Mans, the latter as part of the 24 Hours of Le Mans race week. Meyrick heads to the Red Bull Ring this weekend for the next round of the Michelin Le Mans Cup season.
For a driver who hasn’t too regularly been in pro-am lineups, Meyrick is now balancing two pro-am roles simultaneously and loving going back and forth between prototypes and GT cars in two of the emerging categories on a worldwide stage.
MST: It’s certainly been a change for you this year with a hectic schedule and two programs. How has it all come together?
Andy Meyrick: “To be honest, it’s been fantastic. There’s no restriction on testing in either series, so with multiple programs, we’re out all the time, especially in the McLaren.
“For me, it’s a completely new arena really. I’ve very done little pro-am racing to be honest. I’d been with Aston, Bentley and DeltaWing with pro-pro lineups. It was a new experience to do the pro-am stuff. I was a bit unsure of how to approach it in the first place. I’d done a bit with Gulf in a McLaren.
“But I love it as both programs are growing. When I sat down with the team that I’d do the GT4 program with them, they hinted GT4 is gonna explode, it’ll be the next GT3… and I wasn’t too sure it’d be the case. But I’m gobsmacked at the level GT4 is at, with how often you can go racing, how good the championship is and how well it’s run. It’s good to be in this market.”
MST: With a guy like Stephen in the McLaren, how have you helped and aided his development?
AM: “It’s been pretty amazing. Stephen, before the season, I’d known him since he was a guest in 2011 when I was with Aston Martin. He’d done track days but hadn’t really never done anything else. At the Red Bull Ring, he led outright and a double podium for us, so he’s shown flashes of really fantastic speed, not just for gentlemen but for anybody!
“Sometimes you have to stop and tell yourself, look this is only your third or fourth race weekend! We can go racing, but we also have to accept he has a lack of experience, the speed he’s shown so far, the ability to absorb the information! He’s been thrown deep into the program but he’s shown he’s enjoying and learning it all.”
MST: You and ‘Pricey’ have a great relationship. Has it been a natural with him running the McLaren program?
AM: “This one here we entered with a turnkey car, but the team was brand new at the end of 2016. ‘Pricey’ was a huge motivation to want to be there, because I’ve been a big fan of him and with the two of us, it just clicks. He doesn’t need to say what he’s thinking – I just know what he wants. We have such a good relationship. He was a big thing for me to want to be involved with it. But it’s great to build something from scratch.
“The team are based near Ascari in south of Spain, so at least once or twice a month we’re there testing. It’s an easy flight from Manchester. It’s easy to forget we’re only a handful of weekends into the team between Misano, Brands Hatch, Red Bull Ring and Slovakiaring. There’s a fair way to go but we’re accomplishing our goals for the team and the races thus far have been phenomenal.”
MST: Of course you also have the LMP3 program as well, also a new outfit…
AM: “Yeah and this one was a bit of a surprise to be honest! I’d known Eric from his driving a Group C car I’d driven a few years back. We talked about LMP3 and I said yeah let’s do something for 2018 after testing this year… and Eric wanted to do it now! We tested April 18-19, he bought the car April 21 and our first race was 12-13 of May! So it put us at Monza and we rolled it straight out of the truck from Ligier and finished fifth! Save for a drive through we would have been on the podium the first race. Eric’s very experienced and it’s been a pleasure.
“We went to Le Mans and we’d started the second race from the back owing to a probelm, but went from 49th to 9th in the second race at Le Mans. We’ve shown tremendous pace given how little we’ve done with the car. We have the Red Bull Ring this weekend, and it’s coming back to where I got two podiums in the GT4 a few weeks ago.
“The DeltaWing’s a prototype but not in the traditional sense, so before that the last prototype I’d been in was the old Lola Aston and the AMR-ONE, both in 2011. I’ll admit a few years ago when I read about LMP3, you’re sort of rolling your eyes at another class, series, that can cloud the market. But to be honest it’s brilliant and fantastic. It’s cost-effective for what it is but cheap for prototype and endurance racing. You get such good service out of it.”
MST: When you do have such disparate cars as an LMP3 Ligier and a GT4 McLaren, how do you jostle between the two of them?
AM: “I think that’s one of my biggest strengths, jumping from car to car, as you don’t see too many doing it anymore. I think it’s a big skill. The GT3 Bentley and DeltaWing couldn’t get any further apart! You’re going from a GT3 with ABS, TC and some weight compared to a very light prototype. But you make the adaptations quite quick, otherwise you spend the first laps of every weekend trying to get up to speed with the groove of each car.
“If you’re a driver, part of marketing yourself is being in as many cars as possible to get the most track time. I’ve always looked up at a guy like Stephane Sarrazin for example, who goes from rally to LMP1 car, and you’re constantly learning. If you’re in different environments and packages, you’re open to different engineers and approaches.”
MST: How close were you to any U.S. programs this year and should we hope to see you back Stateside racing soon?
AM: “I was very close to two programs in the U.S., one in IMSA and one in PWC, but unfortunately neither came together. That said, I enjoy racing in the States so much more than Europe.
“I pinch myself every time I go to a race in America when you think, ‘Mate, I get paid to do this, fly across the Atlantic and driver a race car.’ I love the environment of the States, the circuits, as it’s not just a circuit, but the variety. You go from the streets of Long Beach to the flowing Road America which is just stunning.
“I want to be back over there and perhaps attend one race tail end of this year. Those two championships are both looking amazing as usual.
“Otherwise it was cool to see my mate Jack Harvey racing in the Indy 500 this year. As he was teammates with Fernando Alonso that was so cool! It was ace to see, as he’s had a rough couple years and he’s a huge talent, and one of the nicest guys around the paddock. He’s done a fantastic job and committed to his craft.
“Ideally we’re both back racing in the U.S. sooner rather than later.”
“For Budapest we are set for a big upgrade. Almost all the car, or all the aero side, will be new, so that should give us a good performance boost,” Wehrlein said.
“If what the data shows really can materialize we could be on a good go.”
Wehrlein has endured a rocky season so far, missing the opening two races through injury before leading Sauber to eighth place in Spain, as well as taking another point in Baku.
“It is no secret that my start to the season was very difficult. The injury matter was pretty tough,” Wehrein said.
“Going to Australia and not driving was hard and having to skip China was another notch on the ‘horror scale’.
“The start to 2017 in Bahrain was not bad. It felt like I had never been away, never been injured. The first qualifying took me to Q2 and I nearly finished in the points with P11, with the Sauber car!
“Since then it is going smoothly and pretty much in the right direction. Twice I scored points, with the clear highlight of Barcelona, which was exceptional for us finishing in P7, even if with the penalty it was finally P8.
“But imagine: P7 with the Sauber! Yes there have been difficult races since then, but we knew that this would happen.”
FIA Formula E CEO Alejandro Agag believes that last weekend’s inaugural event in New York City was “a defining moment” for the all-electric series as it continued its world tour.
Formula E became the first motorsport series to hit the five boroughs on Saturday when it staged a race around the Brooklyn Cruise Terminal in Red Hook, with the Manhattan skyline acting as a backdrop across the East River.
New York was just the latest in a long line of major cities to host Formula E, but series chief Agag felt it was particularly significant given the effort that went in to securing it as a venue.
“Formula E has a habit of breaking new ground. This weekend in New York was yet another example of achieving what many thought was impossible,” Agag said.
“We managed to bring international open-wheel racing to New York for the first time in history, this is something that sets Formula E apart from any other series, bringing electrifying motorsport to the world’s leading cities.
“Along with Hong Kong on Victoria Harbour and Paris with the backdrop of the Eiffel Tower, New York has quickly positioned itself as a flagship event on the Formula E calendar. The race in New York was a defining moment in the series and years in the making.”
New York had been a target city for Formula E since its inception in 2014, but Agag had fears at one stage that a race would not be possible before settling on Red Hook.
“We worked tirelessly with the local authorities to find the right location. It couldn’t be Central Park and Liberty State Park wasn’t an option either,” Agag said.
“I actually thought it wasn’t going to happen, I didn’t lose hope but I wasn’t certain we’d get Formula E to New York. It hadn’t happened before in any form of open-wheel racing.
“Then we found the Brooklyn Cruise Terminal. It was the most viable option and it also meant we didn’t need to close any streets.
“But, best of all, we still had the most spectacular view of New York. I had a similar feeling on the grid as at our first-ever race in Beijing. We’d done it, and the race proved to be a resounding success in front of a sell-out crowd.
“As the saying goes, if you can make it in New York, you can make it anywhere!”