Veteran driver and manager Stefan Johansson has posted his latest blog, which recaps the last two race weekends in Florida as the Verizon IndyCar Series tackled the streets of St. Petersburg and the IMSA WeatherTech SportsCar Championship completed the grinding Mobil 1 Twelve Hours of Sebring.
At St. Petersburg, while Sebastien Bourdais won, Scott Dixon among others was caught out by the timing of a yellow flag which closed the pits. Dixon eventually rebounded to third in the IndyCar opener, but it was a result short of another possible win thanks to the bad timing.
Johansson writes this will continue to be an issue as long as this rule is in play, but hailed Dixon’s comeback.
“Every time you have a closed-pit rule when there’s a full course caution, you’ll end up with the same problem,” he wrote. “The race often falls into the lap of guys who started at the back or are running at the back as they have more freedom to roll the dice in a situation like that, and the guys up front are basically screwed. It’s just part of the game in IndyCar or any other series using the same rules. On the whole though, it tends to even out over the course of a season.
“It’s frustrating at the time for the guys who get caught out, and especially if you know you have a winning car, which was definitely the case for Scott. His car was really fast all weekend, in every session and the race. None of the guys who were on the same strategy as him finished in the top ten positions. Interestingly, no one – not even the media – seemed to notice but I think he drove one of his best races ever. He had to save fuel for most of the race after the second caution and his first pit stop to get onto a different strategy. As usual, he managed to stretch his fuel for a lap or two compared to the other competitors and he was still passing cars along the way. He literally drove his way back up to 3rd, by going faster than the guys in front.”
Sebring also took place; Dixon’s team finishing just off the GT Le Mans class podium in fourth after contact on the final lap while the No. 63 Scuderia Corsa Ferrari 488 GT3 team (Christina Nielsen, Alessandro Balzan, Matteo Cressoni) finished second in the GT Daytona class.
“Overall, I think it was a very good race. The new prototypes definitely look great on-track and they sound great. The Cadillacs were good and their teams are very good and definitely make a difference as well.
“With the Ferrari (Scuderia Corsa) we had a pretty decent race finishing 2nd. It looked like we could win it for a while but we didn’t quite have the pace of the Mercedes there at the end either.”
For Melbourne this week, Johansson says Ferrari looked strong in testing, but also ponders why the regulations were changed as they were.
“Predictably, as we mentioned before the launch of the cars, they all look pretty much the same with minor variances here and there. That’s just the way it is now because the regulations only allow teams to work within in a small window.
“When you look at these new cars and the new rules, you have to ask, why? Was it really necessary to have these new rules? The cost of creating these new cars is mind-boggling for every single team. I’m not sure what the exact reasoning was for these new rules to be put in place to begin with and I’m not so sure anyone else really does.
“Was it because the racing was not exciting enough, did they think the old cars were too slow. Did they not like the look of the cars? Were they too easy to drive? Whatever the reason, I don’t think these new rules have been particularly well thought out. They feel like another band aid solution to some knee jerk reaction based on a few minor issues rather than a big picture solution to the complete philosophy of what a modern F1 car should be.”
Some final thoughts following this year’s 65th running of the Mobil 1 Twelve Hours of Sebring are below:
In terms of Cadillac’s dominance, don’t hate them for getting the car sorted this well, right out of the box. Despite IMSA’s pre-Sebring Balance of Performance adjustments, the Cadillacs only seemed to get better in the race, having been closer to the other DPis and LMP2-spec cars in practice and qualifying sessions. Getting through 36 hours at Daytona and Sebring with no major mechanical issues, and missing only two laps total at Sebring in a podium sweep, speaks to the incredible preparation that the car had to withstand the treacherous nature of the track. Said Ricky Taylor, who shared the No. 10 Konica Minolta Cadillac DPi-V.R: “This car is unbelievable. I’ve never had a car that felt as good at the end as it felt on Lap 1. It was super strong, and solid; our’s just ran and ran. I hope (IMSA) doesn’t base BoP on reliability!”
By contrast, reliability at the car shredder of a track hit nearly the rest of the Prototype class field. Between starter issues, throttle issues, brake issues and other mechanical gremlins, seven of the 11 cars in class encountered some kind of problems during this race. Mazda scored its first top-five finish in class of the year with its new Mazda RT24-P, but 29th place overall, 29 laps behind the overall winner. Daytona saw the new cars more reliable than Sebring, which lived up to its brutal reputation on Saturday.
A sincere shoutout has to go to the privateer JDC-Miller Motorsports team, John Church’s operation having scored surprise fifth and fourth-place finishes in the two endurance races with a pro-am driver lineup in its “banana boat” No. 85 Oreca 07 Gibson. I’m not sure the sports car world fully appreciates the level of preparation Church’s team had within the open-wheel ranks where they won titles in the Mazda Road to Indy. Now having shifted exclusively to sports cars, running six total cars at Sebring this weekend (one WeatherTech LMP2, one Continental Tire ST BMW 228i, two Ligier JS P3s and two Elan DP02s in IMSA Prototype Challenge), the JDC-Miller team of Stephen Simpson, Misha Goikhberg and Chris Miller ran flawlessly and was unlucky not to score an overall podium finish, having lost the pace over the length of a 12-hour race to the Cadillacs. Miller’s early stint, when he ran within a few tenths of past Audi factory driver Filipe Albuquerque in the No. 5 Mustang Sampling Racing Cadillac, was particularly special.
Similarly, I’m not sure how much people will appreciate Performance Tech Motorsports‘ effort to finish P5 overall, 10 laps off the overall lead, after a second consecutive flawless run from its trio of young guns, James French, Pato O’Ward and Kyle Masson, and the crew wrenching on the No. 38 Oreca FLM09 for the Brent O’Neill-led team. Performance Tech has been unlucky to have not won races in the past in the Prototype Challenge class the last few years but has made up for it in a big way these first two races. In a class which has been under the microscope for a lot of the wrong reasons in recent years, seeing what the Deerfield Beach, Fla.-based team has done has been a feel-good story that speaks to the true blood of sports car racing – a small team that puts everything together well and executes.
On a similar note, the Prototype Challenge class as a whole had a great day. Only six cautions in the race was a testament to the overall quality of driving in all four classes, and none of them came from a PC car. This was impressive given the heavily pro-am nature of PC, where there’s a lot of inexperience and ride buying going around to make up the seats. We touched on Performance Tech above, but Starworks Motorsport’s trio of Garett Grist, Max Hanratty and Sean Rayhall were only confirmed on Thursday and Mazda Road to Indy veterans Grist and Hanratty were making their Sebring 12-hour debuts. They finished sixth overall. BAR1 Motorsports’ lineups featured more gentlemen drivers but the pros took their shots when they had the opportunity, Gustavo Yacaman notably having done well to edge French for class pole. The maligned class has taken its licks in the past, but credit should be offered when it’s justified; at Sebring, it was.
An air of shock came over the room when Corvette beat Ford for the GT Le Mans honors. It wasn’t supposed to happen. With Corvette down to one car and Ford still with all three of its GTs in the mix, how Corvette overcame a clear pace deficit came down to Antonio Garcia’s determination and the strategy and pit work from the Dan Binks-led No. 3 crew. It’s rare in sports car racing that the newest technology doesn’t rise to the top while the older cars fade; the Ford GT, in its second year and the new mid-engined Porsche 911 RSR in its second race had the measure of Corvette’s four-year old C7.R on pace. But that’s why you run the race, isn’t it? Corvette made up for its weakness in one area and overcame for a surprise, popular victory.
The BMW Team RLL team is a race and championship-winning program but its run with the M6 GTLM has been very tough lately. Even at Sebring, the car’s best finish of sixth in class, still on the lead lap, saw it more than one minute back of the winning Corvette (1:18), 20 seconds back of the third Ford in fifth, and nearly a minute behind the second Ford in fourth. This was a car that finished second at Sebring last year in its second race, and the GT3-spec M6 also finished second in its class. It’s been since September 2016, at Circuit of The Americas, that a BMW M6 GTLM has come in the top-five in the GTLM class (it’s only four races ago, but feels longer) and it’s been since August 2016, at Road America where it last stood on the podium.
Meanwhile the deflation of disappointment came over Lamborghini, which lost its first endurance race podium in the final five minutes. Fuel miscalculations left both the No. 16 Change Racing and No. 11 GRT Grasser Race Team Lamborghini Huracán GT3s short in the last couple laps, ending what had been otherwise sterling efforts from both programs. Change Racing’s trio of Corey Lewis, Jeroen Mul and Brett Sandberg deserved their first top-three finish, Lewis and Mul having done the lion’s share of the driving before Mul’s car ground to a halt just a lap shy of the flag, leaving the new chassis an unrepresentative 11th place in class. As in Daytona, it was the No. 48 Paul Miller Racing Lamborghini Huracán GT3 that ended best of the brand, in fifth place.
While the Mercedes-AMG GT3 showed what it could do this weekend – Tristan Vautier’s speed in qualifying and the race did not go unnoticed in his No. 75 car, nor did the overall pace of the No. 33 car that won – it was a tougher second race for the Acura NSX GT3 and Lexus RC F GT3, respectively. The Acuras suffered a heavy lack of top-end speed and rallied to finish eighth and 14th in class, the latter after losing time to a shock failure, while the pair of Lexus entries (Lexi?) started fourth and fifth in class and ended 13th and 18th. New cars generally have a few months to get sorted and begin to hit their stride at midseason. And if Balance of Performance tweaks arrive, these cars may also find themselves dicing within the front part of the WeatherTech field.
How much does no rain, no red flags and only six full-course cautions help the overall lap count? Last year’s winning car, the No. 2 Ligier JS P2 Honda from Tequila Patron ESM, completed only 238 laps at Sebring. This year, the Taylor Cadillac ran 348 laps – or more than 400 more miles of the 3.74-mile circuit.
The Continental Tire SportsCar Challenge race again brought the fireworks in the ST class and the two-hour time window still had enough drama via pit strategy and caution timing. That said, the Balance of Performance there will likely need an adjustment in the GS class before Circuit of The Americas. The CJ Wilson Racing team executed strategy to perfection to get to the lead, but the pair of Porsche Cayman GT4 Clubsports were left for dead after a restart to the full, new GT4 cars, the McLaren 570S GT4 and the Ford Mustang GT4. ST, meanwhile, proves that older cars with small teams building and running them still puts on one helluva show. TCR’s potential integration to the series may produce a similar evolution as the GT4 car-to-GS one has had to start 2017.
It will take some getting used to calling the IMSA Prototype Challenge presented by Mazda series that after having back-to-back name changes in 2015 and 2016, respectively, with the LMP3 and MPC class cars mixed in. It was an interesting style of racing and a good first U.S. outing for the LMP3 cars. Even though Indy Lights driver Nico Jamin was new to the LMP3 machinery, the Frenchman produced a jammin’ performance worthy of two rounds of victory donuts…
The field of competitors in this year’s Porsche GT3 Cup USA Challenge by Yokohama is also stacked. There’s a solid eight or nine race win/podium contenders at least and two of those who should contend for the title, in two more open-wheel veteran-turned-sports car drivers in Scott Hargrove and Haywood Scholarship recipient Jake Eidson split the two race wins.
After the two endurance races to kick off the year, IMSA heads West for one of its two shortest races of the year, the 100-minute BUBBA burger Sports Car Grand Prix from the streets of Long Beach on April 8. The additional series run next at either Barber Motorsports Park later in April or Circuit of The Americas in early May.
Since Ford Chip Ganassi Racing brought the GT into its parallel IMSA and FIA WEC programs starting last year, it’s had strength in numbers against the two Corvette Racing Corvette C7.Rs.
And Saturday at this weekend’s Mobil 1 Twelve Hours of Sebring was to prove no exception, with three Ford GTs entered against the pair of Corvettes, with that yellow number then reduced to just one early on with a water temperature issue taking the No. 4 car out of the race.
“I have to give most of the credit to Antonio. That was a Superman drive,” said Jan Magnussen, who along with Garcia and Mike Rockenfeller co-drove the No. 3 Corvette to the GT Le Mans class victory. “It was a lot longer in the car than any one of us would want! As the sun went down and track cooled off, we picked up some pace, and Antonio made the most of it.”
So how did the “King of Spain” earn this crown? It all boiled down a fascinating few hours of the race as the sun set.
With two hours and 27 minutes remaining in the 12-hour race, the No. 3 car ran fifth. Garcia had taken the reins of the car over from Magnussen with two hours and 53 minutes remaining in the race; a time frame with just enough of a window where the “King of Spain” could drive to the finish without the need for another driver change. The maximum drive time limit is four in six hours, and seven hours total.
The team had been caught out by a yellow flag earlier in the race that required both an emergency fuel stop and a subsequent full stop not much later, which required the comeback to begin with.
Alas, what went down in those final 150 minutes of the 12-hour race will enter Sebring and Corvette Racing lore. With a car that was better suited for the cooler nighttime conditions at Sebring, with the ambient and track temperatures both dropping below 70 degrees Fahrenheit, Garcia was unleashed to the field. Teammate Tommy Milner, who’d been in the No. 4 car but was resigned to being a spectator, and the official IMSA Twitter account called attention to what was to come.
If you aren't watching @AntonioGarcia_3 right now, you're missing out on what could be his greatest drive of his career. Unreal.
Garcia restarted fifth behind the three Ford GTs, which ran 1-2-3, and James Calado in the No. 62 Risi Competizione Ferrari 488 GTE.
Over the next 16 minutes and 10 laps, Garcia made three of the most incredible passes of the race on Calado in the Ferrari, then Olivier Pla and Scott Dixon in the Nos. 68 and 67 Fords.
Garcia recalled the dynamic driving on track with a simple calm serenity after the fact.
“I had 10 laps to figure out where I could follow them, or determine the speed I could produce to get ahead of them,” Garcia told NBC Sports. “I had Dixon I think seven, eight or nine seconds up the road, and then Calado in the Ferrari a bit further away. In those 10 laps my engineer told me the pace I was carrying. Whenever the yellow came, all three Fords stayed out, I knew when green I had to make the moves as soon as possible. I knew the pace was there. They struggled on cold tires. I made the moves on Ferrari in two laps, then got behind the three Fords and went after them.”
Strategy and great pit work from there got Garcia past the No. 66 Ford into the lead. He’d got up to second on track and then once the next round of pit stops happened occurred, under green, he’d leap frog the field to where he had 10 seconds in hand over the No. 66 Ford with an hour, 40 minutes or so remaining.
“Everyone on the crew is part of the plan, and you need to maximize that part of it,” Garcia explained. “I figured out we were good the first five laps of every stint, with the cold tire temperature. We had a little advantage there between that and our pit crew. We still didn’t make it to pass (the Ford) on track. But to know you have that feeling, you can do your strategy towards to the end of the race and the tire change won’t slow it down.”
With just over an hour remaining though the epic previous stint on track came into doubt again. Garcia had toppled the Fords on strategy but then had to deal with Patrick Pilet’s No. 911 Porsche 911 RSR, which was flying. Pilet had dispatched of Joey Hand in the Ford, and gained two to three tenths per lap on Garcia within a three-lap period.
But a left front puncture from debris ended Pilet’s charge and helped Garcia through to the finish. Although this denied a potentially epic scrap between the two cars, Garcia said he would have relished the challenge.
“With the Porsche it might have been a bit of a ‘COTA race,’ but I’d seen a few laps of their race, and I had the Porsche two to three tenths behind me. I think I was still picking up the pace. I’m sure it wouldn’t have been easy for him to pass me anyway!” Garcia laughed.
The aforementioned ‘COTA race’ Garcia brought up was in 2013, in a similar-type scenario where his Corvette didn’t have the outright pace of cars behind him – at the time a Dodge Viper SRT GTS-R and BMW Z4 GTE – but held them off with better racecraft in the 2013 American Le Mans Series race at Circuit of The Americas in Austin.
This race ranked right up there as a time when Corvette also won in the face of adversity, and with a pace deficit to the competition. Garcia said this was similar to that day in 2013, but not entirely.
“It was similar, but it wasn’t!” he said. “At COTA, I couldn’t perform the pace the others were doing. This one, I could. I still don’t know how I did it. But I had the pace to stay ahead.
“From the last three hours in the car, I was so happy with the moves I made on both the Fords and the Ferrari to clear them very fast. I knew it had to be done if I wanted to have any chance of winning this race. Once the team put me in advantage, track-position wise, I just worked ahead.
“COTA, it 100 percent was defensive mode, while this was offensive mode. I charged all I had, instead of defending. The gap between us and the Ford was going up, one and two tenths per lap, and I kept it going 100 percent. I survived and let him kill the tires!”
Garcia said this was a magical win for him in his Corvette Racing career, his eighth with Magnussen under the IMSA WeatherTech SportsCar Championship banner since the series merged in 2014 and first since a dominant performance last August at Virginia International Raceway. Corvette seems to have a knack where when one car goes out or doesn’t start, the other seems to pick up the slack.
“As a driver, for us as the 3 car, it’s a dream turnaround basically,” he said. “We were coming from last year’s crash at Sebring. We finally won at VIR when we dominated. Then it was a little bit frustrating leading twice at Daytona last month and not being able to do anything to keep them behind us.
“Halfway through the race here, we didn’t expect to have the pace to really win this race. But as we always say, between the drivers and our engineer, we need to do 100 percent and see if it’s enough or not. That was a perfect boost for the 3 car and for the race overall.
“It’s just how Corvette Racing reacts to trouble. Instead of everyone getting upset and it feels like it goes the other way, it pushes the other car forward.”
A star guest driver, a legend signing off, and end-of-race controversy didn’t allow the true talent assembled by Wayne Taylor Racing, with its No. 10 Konica Minolta Cadillac DPi-V.R to shine through, after the Rolex 24 at Daytona to kick off both the IMSA WeatherTech SportsCar Championship and Tequila Patron North American Endurance Cup seasons.
Jeff Gordon integrated into the team and his presence generated a lot of headlines. He was always in as a one-off driver, and the driver who’d run the fewest amount of hours in the quest to deliver the team a win at Daytona. That being said, Gordon watched Sebring when he could while at Phoenix, where he was on his NASCAR commentating duties for FOX Sports, so he remains a key member of the “10 team” in his post-full-time NASCAR driving career.
Max Angelelli was in his final drive before hanging up his helmet. He was the veteran sage – the Obi-Won Kenobi if you will to young Jedis Ricky and Jordan Taylor – throughout their career development.
The story line at Daytona revolved around the people involved in the effort finally breaking through after years of oh-so-close, elusive heartbreak.
The story line at Sebring, by contrast, fixated on the people that made the car as dominant as it was at the brutally demanding, physical 3.74-mile circuit that chews out cars and often reduces them to rubble.
There were no questions asked about this win for the Taylor brothers and their new Jedi-in-training, English driver Alex Lynn, who was making his U.S. debut.
This win was earned from the start, via a mix of excellent pit work from the Wayne Taylor Racing crew, the engineering from Dallara, power from ECR engines, aero efficiency from the Cadillac bodywork and consistent driving from all three stars who are just 27 years of age or younger.
Despite Ricky Taylor only qualifying sixth, he’d gotten the car up to third by Lap 19 in the eventual 348-lap race, and the car never dropped outside the top two from Lap 71. The No. 10 car led 123 laps in the race, and the Cadillac DPi-V.R in the hands of the Taylors and the two Action Express Racing led all bar 18 laps total in a second consecutive dominant performance.
This one came after IMSA’s pre-race Balance of Performance adjustment actually saw the cars given a 20kg minimum weight addition and 0.6mm reduction on its air restrictor, adjustments that were meant to slow the Cadillacs down.
Instead, the three Cadillacs were bulletproof on IMSA’s most notorious circuit, and the Taylors defeated the rival Action Express team – both its Mustang Sampling and Whelen Engineering cars – handily. And the three of them, along with the No. 85 JDC-Miller Motorsports Oreca 07 Gibson, were the only four cars of the 11 in the Prototype class that didn’t encounter any issues all race.
“The Daytona win may have been controversial, but I wanted this one to be convincing and have no one ask any questions,” Ricky Taylor said in the post-race press conference. “I kept wanting to build it and solidify it as a dominant win for our team. No one can question this. From top to bottom, the team did an incredible job. Sebring is the hardest track in the world, and we never missed a beat.”
Christian Fittipaldi, who co-drove the No. 5 Mustang Sampling car with Joao Barbosa and Filipe Albuquerque, backed that assertion up.
“My two colleagues said it, we got beat fair and square. The 10 ran a flawless race,” said the veteran Brazilian.
Quite how effortless the Taylor team made this one look though is perhaps the most impressive story to emerge from Sebring.
We knew what Jordan and Ricky Taylor could do but for Lynn, a talent in the GP2 and GP3 ranks who made a handful of FIA World Endurance Championship starts last year in a similar but not identical LMP2 chassis, the Oreca 05, seeing how he got on in his U.S. racing debut would tell the tale as to whether the No. 10 car could pull it off again.
Lynn had a few hairy moments when going through lapped traffic but otherwise never missed a beat. His best laps in the race were near a second off Ricky and seven tenths off Jordan, but he’d been consistent enough to keep the car within striking range to hand it back over to Jordan and Ricky to bring the car home.
“I anticipated it to be hard. I knew it would be,” he told NBC Sports post-race. “I came here quite humble knowing the challenge it might be.
“Ricky and Jordan taught me a lot very quickly and it was how to get through the stints, and race cleanly. They always fed me good advice. In the end, I was happy with my last couple stints. It’s a big thank you to Wayne Taylor Racing and Cadillac for this opportunity, and calls from (technical director) Brian Pillar were very aggressive and bold.
“I’d come here dreaming it’d be cool if we won, but never thinking it could happen!”
Jordan Taylor, who now adds this Sebring win to past either class (Le Mans) or overall (Daytona and Petit Le Mans) wins at other marquee endurance race events, reflected on what this means to his family. The two sons match father Wayne, who won the 1996 IMSA prototype title after starting the year with Daytona and Sebring wins back-to-back.
“It’s special. We were at both those races as kids, running around in paddock and getting in trouble,” Jordan said. “At Daytona a couple months ago, we’d been second a few times before, and we’ve been second here before. So it’s been heartbreaking to be so close and not win. It’s special for Ricky and I because we’re so close. We knew it was win or lose. We were in tears after Daytona; it’s the same after Sebring.”
And for Ricky, his banner start to what’s already becoming a career season in sports car racing rolls on. In the last three months he’s made the pass for the win at Daytona, tested an IndyCar for Team Penske, been confirmed in a Le Mans LMP2 seat (which means he and Jordan, who isn’t officially confirmed but expected to return for Corvette Racing in the GTE-Pro class, will both race there) and now won at Sebring.
Knowing he just had to bring the car home in one piece was the goal and it was again, mission accomplished.
“It’s tough. When you watch Jordan and Alex doing such a good job, I’m sitting on the timing stand, I’m thinking, I don’t want to mess it up. You can only mess it up!” Ricky told NBC Sports after the formal press conference. “That might be the wrong attitude. But I did have the confidence to pull it off.
“This car is just unbelievable. It feels as good at the end of the race as it does on Lap 1. It’s a huge testament to Cadillac and everyone that makes it possible.
“These times are extremely rare when you’re in this type of situation. I’m so lucky to have the guys I do around me. I just need to enjoy these moments. It’s been an amazing three months.”
SEBRING, Fla. – Antonio Garcia is nicknamed the “King of Spain.” He earned his crown today.
The Spaniard put in arguably the drive of his career via a mix of speed, determination and strategy to get around the faster Fords and Porsches in front of him, to help Corvette Racing to its third consecutive GT Le Mans class victory in the 65th Mobil 1 Twelve Hours of Sebring.
He shared the No. 3 Corvette C7.R with full-season co-driver Jan Magnussen and third driver Mike Rockenfeller.
A late charge from Patrick Pilet in the No. 911 Porsche 911 RSR, the new mid-engined car showing well in its second race start, was halted via a late pit stop with just over 30 minutes remaining.
But Garcia helped put the car in position with a storming middle stint of the race where he passed Olivier Pla and Scott Dixon in the Nos. 68 and 67 Ford Chip Ganassi Racing Ford GTs in succession, then closed down on the leading No. 66 Ford of Joey Hand. Once a round of green flag pit stops occurred, the Corvette Racing team helped propel Garcia to the lead by more than 10 seconds over Hand.
After a late caution brought the field together, Garcia then had to play defense against Pilet, who seemed faster but lost his spot.
The win was Corvette’s third in a row at Sebring after Garcia, Magnussen and Ryan Briscoe won in 2015 and Oliver Gavin, Tommy Milner and Marcel Fassler did last year.
The win also denies Corvette archrival Ford the opportunity to sweep Le Mans, Daytona and Sebring in succession, as Corvette did in 2015 and into 2016.
Ford’s trio of Hand, Dirk Mueller and Sebastien Bourdais were second in their No. 66 car, having been the trio that was looking to deliver that triple sweep themselves. Bourdais also came up one spot shy of his own Florida triple sweep in Daytona, the Verizon IndyCar Series season opener in St. Petersburg and Sebring.
After a chaotic final lap, the No. 62 Risi Competizione Ferrari 488 GTE advanced into third thanks to James Calado behind the wheel. He shared that car with its full-season drivers, Toni Vilander and Giancarlo Fisichella, advancing into a surprise podium position after starting 10th in class.
The Nos. 67 (polesitting entry) and 68 Fords were fourth and fifth ahead of the first of the BMW Team RLL BMW M6 GTLM, the No. 25 car of which was sixth in class. The No. 67 car was delayed from the start of the race as the car wouldn’t start, and wound up taking the green from the back of the field.
Meanwhile in GT Daytona, a near perfect performance from the No. 33 Riley Motorsports-Team AMG Mercedes AMG-GT3 of Jeroen Bleekemolen, Ben Keating and Mario Farnbacher saw them win the race.
Bleekemolen and Farnbacher drove the majority of the race, with Silver-rated Farnbacher doing more than enough to complete the three-hour minimum drive time required for a Silver-rated driver.
Bleekemolen got by Alessandro Balzan in the No. 63 Scuderia Corsa Ferrari 488 GT3, the car which won this race last year, within the final hour and was able to pull away from the rest of the field.
A chaotic final lap saw the podium spots change, Balzan sharing his car with Christina Nielsen and Matteo Cressoni ending second while the No. 75 SunEnergy1 Racing Mercedes-AMG GT3 ended third, thanks largely to a comeback drive from polesitter Tristan Vautier in the car he shared with Kenny Habul and Boris Said.
Montaplast by Land-Motorsport ran in the top three all race and was unlucky not to score a podium with its young trio of Connor De Phillippi, Christopher Mies and Jules Gounon, but the No. 29 Audi R8 LMS banked its second top-five finish in as many races in the second of its planned (but perhaps longer) races in America.
The No. 48 Paul Miller Racing Lamborghini Huracán GT3 was unofficially fifth in class and top Lamborghini with the trio of Bryan Sellers, Madison Snow and Dion von Moltke, but that was a bit misleading. Both the GRT and Change Racing Lamborghinis ran in the top-five all race but both fell short of making the finish on fuel gambles, and the Nos. 11 and 16 cars unofficially ended ninth and 11th in class.
The heartbreak was particularly stinging for Robby Benton’s Change team; the young trio of Jeroen Mul, Corey Lewis and Brett Sandberg ran an otherwise flawless race and would have fully deserved its first series podium.
Another team that came up on the tough side of luck was the No. 57 Stevenson Motorsports Audi R8 LMS entry of Lawson Aschenbach, Matt Bell and Andrew Davis. Despite a stop-and-hold plus four-minute, six-second penalty that dropped it back more than a lap, this car came back to finish seventh in class behind the No. 73 Park Place Motorsports Porsche 911 GT3 R, and on the lead lap. Considering the time lost from that penalty, there was a sense of what might have been for this car.
The GT classes resume alongside with the Prototype class at Long Beach next month, while Prototype Challenge is off until Circuit of The Americas in May.