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Life After Audi: Leena Gade reflects on Le Mans, WEC success, looks ahead to new challenges

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Last month’s 24 Hours of Le Mans offered a lesson in sporting heartbreak as Toyota saw its hopes of a first overall victory at the Circuit de la Sarthe be dashed in the dying moments of the race.

A turbo failure on the No. 5 TS050 Hybrid car on the final lap allowed Porsche to score a second successive Le Mans victory, its No. 2 crew picking up the pieces late on.

However, another story was playing out further behind. After nine years with Audi, race engineer Leena Gade was embarking on her final Le Mans with the No. 7 crew of Marcel Fassler, Benoit Treluyer and Andre Lotterer.

Gade had helped the trio to three Le Mans victories and the FIA World Endurance Championship title in 2012, becoming the first female engineer to win the accolades in the process. She was even named the WEC’s ‘Man of the Year’ in 2012 for her efforts with Audi.

Ahead of the start of the WEC season, Audi announced that Gade would be leaving after Le Mans, bound for a role at Bentley. Her swansong race went far from smoothly, problem after problem leaving the R18 drivers to settle for fourth place overall, 17 laps down on the leaders.

Following her final race for Audi, Gade sat down with NBC Sports to discuss Le Mans, her time with Audi and her plans for the future.

You’ve just had your final race with Audi. After so long with the brand, how are you feeling about leaving? Was it emotional?

Leena Gade: Yeah it was. I’d had my little wobble about a month before Le Mans when I suddenly realized what was about to happen, that I wasn’t going back to this phenomenal circuit which has played such a huge part in my career for the last six years as a race engineer and nine years with Audi. Actually, I think during race week I had two episodes where I had to go and be on my own when I realized what I was leaving behind. It’s always difficult in any job to change. In this perspective, I’ve always been so close to all my mechanics, my three drivers – I still call them mine, they’re not technically mine anymore, I’ve given them away… The team, it’s a family. It’s a big upheaval I think for everybody concerned.

On Sunday itself after the race, we had a meeting in the hospitality of the entire team where Dr. Ullrich [Audi’s head of motorsport] gave a speech for after the race. That will stay confidential. I wasn’t really paying too much attention, it had been a particularly tough race for us on car seven. I’ve never known anything like that where we’ve had every problem under the sun being thrown our way. So it was kind of a relief that it was over but on the other side, then what happened to Toyota put it into perspective, that really it can be much, much more disappointing than you think. There was a small presentation afterwards from the team for me. I’ve never been speechless before but I was on this occasion. It was only the day after that the emotions hit and I suddenly thought, I’m not coming back here again under this guise of being a race engineer, looking after a car, looking after a team, guiding them as much as you can and all that kind of thing.

You can’t look back. You’ve always got to look forward. I made a decision for a reason. It was to stop being a race engineer, it was to do something different or to experience something new, to learn some new skills, to take my experience somewhere else, do something else with my career and with my future I guess. Never say never, maybe I’ll go back someday, maybe I won’t go back, I don’t know. Yeah, a little bit different.

What’s your next move? Bentley has been mentioned, is that official?

LG: I’m staying within the VW group. I am going to one of the other partners who has got a motorsport project… Yeah…

You mentioned about getting new skills, new challenges. What kind of things are you looking to add to your repertoire?

LG: For a long time I’ve always been either a data engineer, a system engineer or a race engineer. That’s pretty much been the crux of my career both with Audi and then with the other teams that I worked with prior to Audi. What I’m going on to do now is taking on much more of a directional role, so looking at the technical development of the car but from the perspective of being part of the works team that then has to transfer that information to customer teams, which is a totally different challenge to the way I’ve done it. But also in a completely different series and completely different environment. It just so happens I’ll be going back to Germany a lot more again. That’s with a particular team I’m going to be working with.

So it’s a step up in terms of a relative position to where you are?

LG: Yep!

Andreas Roos (Project Manager Racing LMP), Leena Gade (Vehicle Engineer Audi R18 e-tron quattro #2), André Lotterer

After so long with Audi, you’ve been synonymous with the success of Ben, Andre and Marcel. It doesn’t seem right that they’re not going to have you on the other side of the radio. How does it feel that you’re not going to be working with them?

LG: Actually the question of being a race engineer had been on my mind for some years. You have your tick boxes of what you want to do. When I got asked to do the job, it was kind of asked in about 2009 after the Le Mans disaster we had then. It never came to fruition until the year after. I had done a couple of tests and run a car. They kind of went: “Yeah she can do it, so let’s let her off, she can go.” We had three races in 2010 and then in 2011 I still only had three races. I went to Sebring, Spa and I was doing Le Mans. And at that point, the trauma of Le Mans started in January, which was mainly kind of self-pressure I guess of you’ve got to go there, you’ve got to perform, you’ve got to get your car to the finish. You don’t have anybody else you can turn to, you’ve got to do it all on your own.

At that point, I was 35, and I thought it would be great if I got my first win within five years. Five years later, I’m 40, I sit here with three wins to my name. So I ticked that box. Then I ticked the box the year after of getting the world championship, and honestly, for me, it was kind of like “hmm, what comes next?” And there was still a motivation to go. It wasn’t to win it multiple times. I never had that as a goal as such and it’s great to have it. But I had other little goals like winning at Fuji, which I still never managed to do. Winning at Nürburgring last year, didn’t manage that. Then Mexico got added this year, would have been great to have gone again. But how often can you keep going back and doing the same thing?

A little bit of me was thinking I needed to have my own new challenges, not that I find it easy, but a lot of it kind of always falls into place as a routine you get into. I think you get lazy. I think you get very comfortable doing that all the time. I know I can still go to the pit wall on race day and I still would be able to deliver what I had to deliver, and I have the background knowledge and the experience to know how to get us out of different situations.

But I think for Andre, Ben and Marcel, they also need a change. Eric [Schuivens] who’s coming in to replace me, he’s coming in with a very different perspective and a very different background. We knew each other in 2006 when we were both doing A1 GP together. So our paths crossed 10 years ago. We’ve come back again into the same sort of fold. His experience is F1-based, it’s A1 GP-based, he was at BMW with DTM, he went to Porsche with the LMP. He’s come in with a different perspective, and I think that’s great, not just for Andre, Ben and Marcel, but for the project as a whole, because sometimes you can get quite stagnated. It’s good for them.

Audi seems to be going through a weird phase at the moment where Porsche has pulled ahead, and Audi no longer seems to have that edge it once had. Are you leaving Audi in good shape? Is there anything you think could be better?

LG: Without getting into too much detail, I think there’s always room for improvement at every team. Yes you’re right, there are some gaps I would say in what needs to be perhaps sorted out, perhaps developed, perhaps improved upon. I think it’s great that Porsche and Toyota came to the WEC. I think it shook up Audi a little bit, because I wouldn’t say that we became complacent, I wouldn’t say that they didn’t have the competition, because actually when you win a race, there’s some competition somewhere and you’ve got to still beat it.

I think what it has done is help many, many people at Audi realize there is perhaps a different way of doing things. You can become incredibly stuck, stagnated in what you do and how you handle it. So I think it’s been good. Only time will tell how quickly they improve. And they have to improve. I think it’s obvious from Sunday what was going on that it needs to change. On the other side, I do think that you need new blood sometimes, because you do have people within any organization who want to push and improve, but what you don’t have after that is perhaps the impetus for it to carry on. Sometimes you need new people to come in who are not afraid to turn around and say “what are you talking about? This is how I’ve done it somewhere and it works, so hey.”

I think, certainly the department I’m leaving, the track engineering side of things, is in good shape. With the three race engineers they have there now, the two that will be racing and the one that will be testing, they’re younger for a start, but they’re very driven and they’re incredibly intelligent people with great inter-personal skills which is quite important for that particular area. They’re going to be pushing it on. It won’t be revolutionary and it won’t happen overnight, but when does it in motorsport? Have you ever known any Formula 1 team that has started off having a bad season and then suddenly revolutionized it halfway through? It doesn’t happen like that. It takes time. I think they’re in a good position to keep moving forward.

Leena Gade (Vehicle Engineer Audi R18 e-tron quattro #2)

The WEC is five years old this year. You spoke about how you’d only done three races in a season before, but now the series has gone to being a nine-race calendar. How has the WEC revolutionized endurance racing?

LG: It’s actually become a bit more like a sprint race for six hours or 24 hours! We all went into Le Mans believing that there were going to be competitors certainly in the LMP1 field that were going to be stopping for repairs. Honestly, I did think that Toyota and Porsche would have a few more problems. As it turned out, we seemed to attract the whole lot into our two pits. I think actually what it has done is push a lot of the limits that we thought existed in the technology and forced the manufacturers to think outside of the box.

Endurance racing is very unique because you have to just keep going. It’s funny in any race you have to do that, but in Formula 1 for example, if you come in with a broken suspension, it’s game over. In endurance racing, you still have a chance, you still have a hope of finishing on the podium. That happened at the weekend. Despite the suspension being replaced on the No. 8 car, they came back out and they finished in third. Those points are vital. And when you’ve got nine races in a year and one of them has double points, you do everything you can. I think what the WEC really has done, apart from putting it onto the TV for people to see. I know that a lot of the publicity that existed, it was great to have a female race engineer and all of that, it’s actually put onto the mark what Le Mans really means. It’s a historic race. It’s a phenomenal race.

Do you think it has allowed the ACO to take what Le Mans is all about, the spirit of that 24-hour race all over the world, and take it to new markets?

LG: Yeah, it’s been good. Obviously that has an expense associated with it which is unfortunate, but nothing in life is free.

Well, on cost – do you think that’s one of the biggest challenges the WEC now faces, manufacturers pouring all this money in and the cost going up and up?

LG: Yes. There’s been a lot of talk about how the privateers in LMP1 can come to Le Mans, come to the WEC without having huge budgets and still be competitive. There’s not too many LMP1 privateer teams. If you look at it in statistics, more than there has been but less than there ever had been in the past. Definitely the money has to be addressed, because there isn’t infinite sums of it everywhere. Certainly in this day and age with some of the things going on with the emissions, let’s say, manufacturers do have to think about where they are spending their money. LMP racing for at least Audi Sport is a huge, huge part of their technological budget.

You then have Saturday-Sunday go on [at Le Mans], you’ll be wondering to yourself why you’re spending that kind of cash, so it does have to be brought a bit more into control. How you do that is a different matter because I think everyone will disagree on what needs to be done. Limiting personnel is one way of doing it. Limiting testing time is another way of doing it. Limiting where you can spend your money, where you can spend your technology. But the whole point of racing is someone writes a rule, you find your way around it.

How much of an impact did not having the third car at Le Mans have on Audi this year?

LG: Statistically, it makes it a little bit worse.

Two-thirds of the data, I guess?

LG: Well we still generate a lot of data from two cars anyway. I think Porsche are in the same position, Toyota have been in that position with two cars. If something happens to one car, you bank on the other one, which isn’t great because when we had three, if something happened to one car you had two cars to fall back on. I don’t think it has hindered anything in the way of looking at the data. The problems we had at the weekend were going to happen whether we had two, three or even one car. That’s just law of averages I would say. Does it make it cheaper? Does it make it less expensive? Honestly, I don’t know. I think the car in itself, with the costs that are associated with making the parts, making the spares, building it, personnel – they’ll always exist irrespective of the number. Made the garage a lot smaller, perhaps a bit more cramped.

I don’t think it made a huge difference to be fair in the end. Would we have had a car that wouldn’t have had any problems? Probably not. I think Porsche and Toyota would probably be in the same position. It was nice having three cars, apart from the garage feeling a bit bigger. There was a bit of security in that, feeling there was always a chance for your team to have a shot at winning. I think psychologically that automatically goes if you think you’ve only got two cars. But on the opposite side, I can understand exactly why it was done. There’s method in the madness, let’s say.

Leena Gade

Were you surprised by Toyota’s sudden push forward? Last year they seemed to be nowhere; this year they squeezed two years worth of development into one and made a huge step forward.

LG: I think it’s a bit harsh to say they weren’t anywhere last year. The difference is that Audi and Porsche made a bigger step to what Toyota did. They were clever enough last year to admit that they needed to make something revolutionary. Were they going to close the gap to the other two competitors in 2015, they didn’t feel they would. They still kept on racing because you can’t pull out, you keep going. They put they eggs into the basket for developing for this year. They obviously had their fair share of issues at Silverstone and Spa, and it was only when I spoke to John Hindhaugh in race week, probably on the Monday or Tuesday I bumped into him, and he said what he was impressed by, and it only occurred to me when he said it, was how quiet Toyota had been. They had slowly got through pre-test and they had done what they needed to do. And it wasn’t that they had an air of confidence about them, just an air of “we came here, we want to win this one, and we’re going to do what they have to” – and that’s exactly what they did, until five minutes until the end of the race.

There was a headline saying ‘Toyota wins the 23 Hours and 59 Minutes of Le Mans’!

LG: And they certainly won the hearts. There wasn’t a single person on the pit wall who didn’t want them to win it. I say that without any disrespect to Porsche, because they were fighting too and they were there at the end when it counted. But I think it was just heartbreaking to watch how it happened and also because it was their year to get it, and they didn’t. My heart goes out to them it really does.

NHRA Denver: John Force one away from 150 career wins; Pritchett, Anderson, Arana Jr. also win

Featured image courtesy Auto Imagery. Other photo and videos courtesy NHRA.
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John Force may be 69 years old, but Sunday he proved he is still a major force to reckon with in NHRA Funny Car competition.

The winningest driver in NHRA history, the 16-time NHRA Funny Car champion won his 149th national event Sunday, capturing the Dodge NHRA Mile-High Nationals at Bandimere Speedway in Morrison, Colorado (suburban Denver).

Force (4.075 seconds at 315.42 mph) defeated 2016 Funny Car champ Ron Capps (4.067 seconds at 308.71 mph) in the final round to earn his first win in over a year.

Force has now won at least one race in each of the last 31 seasons and qualifies for the upcoming six-race Countdown to the Championship playoffs.

“The fire is back in me, I’m fighting,” Force said. “I got tired of hearing me snivel to myself. My wife doesn’t even want to talk to me. … I don’t know why I won this race but I have a lot more fight in my belly.”

Admittedly, before Sunday, he has struggled for much of the last year since his last win.

“I found myself with all the crashes and everything that happened probably at the lowest point in my career,” Force said. “It has been worse than when I crashed in 2007 (in the worst wreck of his career).
“I have been fighting to get back. I never let on to anyone but it showed that I just looked like a mess. I am fighting to get back. I had four crashes (this season) and after my last one I had John Bandimere (owner of Bandimere Speedway) call me and say, ‘We have to talk.’ I said ‘I know you love God and I know where you want to go.’ He told me to listen to him and he set me straight.
“I didn’t know if I would ever get back in position to win a race. Bandimere told me I could and I won’t stand here and preach the Gospel but he said when I get to Denver I will be fixed. He didn’t say I was going to win but that I would be fixed. He told me to go out there and show me who John Force is.”
It was Force’s eighth win (and first there since 2016) and 13th final round appearance at Denver in his career, making him the winningest Funny Car driver ever at Bandimere Speedway.

Force defeated daughter and No. 1 qualifier Courtney Force in the semifinals to set up the deciding run vs. Capps. Prior to defeating Courtney, Force beat Matt Hagan and Cruz Pedregon in the first two rounds of eliminations earlier in the day.

“I had to beat a lot of great racers today, Hagan, Cruz, Capps, I love them all,” Force said.

Here are more tidbits about Force’s day, which leaves him one win away from 150 career wins:

  • Force now has 1,303 round wins in his career. He has beaten 137 different drivers en route to that mark.
  • 376 of those round wins came against 15 world champions including two-time champ Matt Hagan, against whom he improved his record to 21-17 with today’s first round victory.
  • Force claimed 152 round wins at the expense of the Pedregon brothers: Cruz, Tony and Frank.
  • He has beaten fathers and sons (Jim and Mike Dunn, Paul and Mike Smith, Tim and Dan Wilkerson) and brothers (Cruz, Tony and Frank Pedregon along with Ron and Jon Capps)
  • He has beaten Cruz Pedregon 70 times, more often than any other driver
  • He earned 21 round wins against daughters Ashley Force Hood and Courtney Force and 22 against Robert Hight, his protégé and the father of granddaughter Autumn Hight.
  • He has won rounds on 27 different tracks in 18 states and Canada
  • He has won 128 rounds in three different events at Auto Club Raceway at Pomona, the most at any single track
  • He has won 76 rounds in the Lucas Oil Nationals at Brainerd, the most in any single event
NHRA Denver winners, from left: Hector Arana Jr., Greg Anderson, John Force, Leah Pritchett. Photo courtesy NHRA.

Other winners in the first of the NHRA’s annual three-race “Western Swing” (Denver; Sonoma, California; and Seattle) included Leah Pritchett in Top Fuel, Greg Anderson won his first race of the season in Pro Stock and Hector Arana Jr. earned his first Pro Stock Motorcycle win since 2015.

The race was the 14th of the 24-race NHRA Mello Yello Drag Racing Series schedule.

In Top Fuel, Pritchett (3.831 seconds at 316.45 mph) earned her second win of 2018 and seventh of her career. She was No. 1 qualifier for the event (also for the second race in a row and 10th No. 1 of her career) and defeated Doug Kalitta (3.852 seconds at 319.82 mph) for the win.

Prior to facing Kalitta, Pritchett defeated Terry Totten, Scott Palmer and Clay Millican in the first three rounds.

“Our crew has really impressed, attitude of gratitude, as high as the altitude here,” Pritchett said. “They chipped away at it and didn’t let themselves get down earlier this year when we were in a slump and they didn’t let me get myself down in a slump either. I always have my confidence in them and they have their confidence in me and this weekend we pulled it all together.”

In Pro Stock, Anderson earned his first win of the season, his third at Bandimere and 91st triumph of his career.

Anderson (6.943 seconds at 196.53 mph) defeated Summit Racing Equipment teammate Jason Line (6.947 seconds at 196.19 mph). Also, the victory put Anderson back atop the Pro Stock points standings.

“We have had a heck of a battle this year, we have had great running cars but we have made mistakes on Sunday and haven’t been able to close the deal,” Anderson said. “The class is so tough right now, it is so hard to win. The bottom line is we haven’t put forth our best effort on Sunday, we haven’t lost giving it our best shot and today we did.”

Anderson defeated Joey Grose, Vincent Nobile, and Jeg Coughlin Jr. to advance to the finals showdown with Line.

In Pro Stock Motorcycle, Arana Jr. earned his first win since St. Louis in 2015 and his 12th career NHRA triumph.

In his first final round of the season, Arana (7.170 seconds at 185.89 mph), who earlier this year became the first rider to crack the 200 mph barrier, won easily when 2016 PSM champ Jerry Savoie fouled at the starting line.

“We have had a fast bike all the time, just been working on consistency and then when the bike was good I was making little errors,” Arana Jr. said. “Dedication, hard work, and practicing to bring it all together. Finally got over some hurdles over here and now we should be back on track.”

The Western Swing continues July 27-29 with the Toyota NHRA Sonoma Nationals at Sonoma Raceway.



TOP FUEL: 1. Leah Pritchett; 2. Doug Kalitta; 3. Clay Millican; 4. Blake Alexander; 5. Scott Palmer; 6. Steve Torrence; 7. Jim Maroney; 8. Richie Crampton; 9. Tony Schumacher; 10. Antron Brown; 11. Greg Carrillo; 12. Terry Totten; 13. Bill Litton; 14. Brittany Force; 15. Mike Salinas; 16. Terry McMillen.

FUNNY CAR: 1. John Force; 2. Ron Capps; 3. Robert Hight; 4. Courtney Force; 5. Tommy Johnson Jr.; 6. Cruz Pedregon; 7. Tim Wilkerson; 8. Jack Beckman; 9. J.R. Todd; 10. Jonnie Lindberg; 11. Matt Hagan; 12. Jeff Diehl; 13. Terry Haddock; 14. Bob Tasca III; 15. Shawn Langdon; 16. Todd Simpson.

PRO STOCK: 1. Greg Anderson; 2. Jason Line; 3. Chris McGaha; 4. Jeg Coughlin; 5. Deric Kramer; 6. Vincent Nobile; 7. Alex Laughlin; 8. Tanner Gray; 9. Bo Butner; 10. Drew Skillman; 11. Matt Hartford; 12. Fernando Cuadra; 13. Erica Enders; 14. Alan Prusiensky; 15. Joey Grose; 16. Will Hatcher.

PRO STOCK MOTORCYCLE: 1. Hector Arana Jr.; 2. Jerry Savoie; 3. Andrew Hines; 4. Karen Stoffer; 5. Scotty Pollacheck; 6. LE Tonglet; 7. Steve Johnson; 8. Matt Smith; 9. Hector Arana; 10. Angie Smith; 11. Jim Underdahl; 12. Angelle Sampey; 13. Ryan Oehler; 14. Joey Gladstone; 15. Cory Reed; 16. Eddie Krawiec.



TOP FUEL: Leah Pritchett, 3.831 seconds, 316.45 mph def. Doug Kalitta, 3.852 seconds, 319.82 mph.

FUNNY CAR: John Force, Chevy Camaro, 4.075, 315.42 def. Ron Capps, Dodge Charger, 4.067, 308.71.

PRO STOCK: Greg Anderson, Chevy Camaro, 6.943, 196.53 def. Jason Line, Camaro, 6.947, 196.19.

PRO STOCK MOTORCYCLE: Hector Arana Jr, Buell, 7.170, 185.89 def. Jerry Savoie, Suzuki, Foul – Red Light.



TOP FUEL: ROUND ONE — Scott Palmer, 3.894, 317.34 def. Antron Brown, 4.047, 300.13; Blake Alexander, 3.863, 320.81 def. Mike Salinas, 5.827, 118.72; Leah Pritchett, 3.857, 322.81 def. Terry Totten, 4.156, 276.18; Jim Maroney, 4.267, 264.96 def. Brittany Force, 5.524, 129.54; Steve Torrence, 3.899, 325.06 def. Bill Litton, 5.216, 121.99; Clay Millican, 3.824, 327.59 def. Greg Carrillo, 4.088, 309.98; Richie Crampton, 3.870, 317.19 def. Terry McMillen, 6.020, 120.89; Doug Kalitta, 3.849, 320.43 def. Tony Schumacher, 3.852, 321.12; QUARTERFINALS — Alexander, 3.847, 322.58 def. Torrence, 3.903, 321.12; Pritchett, 3.806, 321.96 def. Palmer, 3.890, 317.34; Millican, 3.887, 295.85 def. Crampton, 5.045, 158.99; Kalitta, 3.897, 302.08 def. Maroney, 4.227, 249.53; SEMIFINALS — Kalitta, 3.872, 311.63 def. Alexander, 3.857, 320.20; Pritchett, 3.826, 312.93 def. Millican, 3.826, 320.36; FINAL — Pritchett, 3.831, 316.45 def. Kalitta, 3.852, 319.82.

FUNNY CAR: ROUND ONE — Cruz Pedregon, Toyota Camry, 4.103, 293.15 def. Jonnie Lindberg, Ford Mustang, 4.186, 311.92; Robert Hight, Chevy Camaro, 4.089, 315.78 def. Jeff Diehl, Camry, Foul – Red Light; Courtney Force, Camaro, 4.089, 285.65 def. Terry Haddock, Toyota Solara, 4.834, 193.54; Jack Beckman, Dodge Charger, 4.689, 182.21 def. Todd Simpson, Charger, Broke – No Show; John Force, Camaro, 4.158, 285.77 def. Matt Hagan, Charger, 4.279, 265.69; Tommy Johnson Jr., Charger, 4.094, 308.28 def. Bob Tasca III, Mustang, 4.998, 167.99; Ron Capps, Charger, 4.101, 312.93 def. J.R. Todd, Camry, 4.133, 311.27; Tim Wilkerson, Mustang, 4.057, 315.64 def. Shawn Langdon, Camry, 5.128, 165.01; QUARTERFINALS — J. Force, 4.139, 313.44 def. Pedregon, 4.137, 252.61; Hight, 4.052, 318.09 def. Johnson Jr., 4.117, 313.58; Capps, 4.082, 309.70 def. Beckman, 4.528, 214.25; C. Force, 4.121, 306.88 def. Wilkerson, 4.268, 272.12; SEMIFINALS — J. Force, 4.048, 318.62 def. C. Force, 4.453, 206.29; Capps, 4.052, 313.88 def. Hight, 4.035, 314.31; FINAL — J. Force, 4.075, 315.42 def. Capps, 4.067, 308.71.

PRO STOCK: ROUND ONE — Chris McGaha, Chevy Camaro, 6.970, 196.27 def. Erica Enders, Camaro, 7.098, 195.68; Vincent Nobile, Camaro, 6.974, 196.79 def. Bo Butner, Camaro, 6.968, 196.99; Jeg Coughlin, Camaro, 6.991, 196.04 def. Drew Skillman, Camaro, 6.969, 196.93; Alex Laughlin, Camaro, 6.983, 196.42 def. Fernando Cuadra, Camaro, Foul – Red Light; Deric Kramer, Camaro, 6.975, 195.96 def. Alan Prusiensky, Dodge Dart, 7.178, 190.14; Tanner Gray, Camaro, 6.975, 196.13 def. Will Hatcher, Dart, 15.790, 58.14; Greg Anderson, Camaro, 6.968, 196.67 def. Joey Grose, Camaro, Foul – Red Light; Jason Line, Camaro, 6.969, 197.02 def. Matt Hartford, Camaro, 7.017, 195.85; QUARTERFINALS — Coughlin, 6.994, 195.87 def. Gray, 6.996, 196.27; McGaha, 6.975, 196.44 def. Kramer, 6.959, 196.96; Line, 6.983, 197.16 def. Laughlin, 6.994, 195.90; Anderson, 6.985, 197.02 def. Nobile, 6.986, 196.24; SEMIFINALS — Anderson, 6.945, 196.27 def. Coughlin, 6.994, 195.79; Line, 6.958, 196.87 def. McGaha, 6.965, 195.79; FINAL — Anderson, 6.943, 196.53 def. Line, 6.947, 196.19.

PRO STOCK MOTORCYCLE: ROUND ONE — Steve Johnson, Suzuki, 7.290, 182.26 def. Cory Reed, Buell, 7.412, 180.60; Scotty Pollacheck, Suzuki, 7.229, 181.11 def. Angie Smith, Buell, 7.276, 181.86; Jerry Savoie, Suzuki, 7.265, 182.75 def. Hector Arana, Buell, 7.252, 184.85; LE Tonglet, Suzuki, 7.212, 184.55 def. Angelle Sampey, Buell, 7.296, 184.32; Andrew Hines, Harley-Davidson, 7.199, 186.25 def. Joey Gladstone, Suzuki, 7.364, 180.40; Hector Arana Jr, Buell, 7.142, 188.75 def. Ryan Oehler, Buell, 7.349, 181.50; Karen Stoffer, Suzuki, 7.345, 180.36 def. Eddie Krawiec, Harley-Davidson, 7.982, 125.40; Matt Smith, 7.194, 186.00 def. Jim Underdahl, Suzuki, 7.279, 182.48; QUARTERFINALS — Stoffer, 7.347, 181.20 def. Johnson, 7.427, 180.19; Hines, 7.219, 186.18 def. Pollacheck, Foul – Red Light; Savoie, 7.274, 183.82 def. M. Smith, Broke; Arana Jr, 7.159, 188.46 def. Tonglet, 7.312, 184.37; SEMIFINALS — Savoie, 7.284, 183.19 def. Stoffer, 7.329, 181.25; Arana Jr, 7.163, 188.15 def. Hines, 7.215, 185.31; FINAL — Arana Jr, 7.170, 185.89 def. Savoie, Foul – Red Light.



TOP FUEL: 1. Steve Torrence, 1,132; 2. Clay Millican, 959; 3. Leah Pritchett, 949; 4. Tony Schumacher, 930; 5. Doug Kalitta, 893; 6. Antron Brown, 750; 7. Terry McMillen, 696; 8. Brittany Force, 658; 9. Richie Crampton, 576; 10. Scott Palmer, 544.

FUNNY CAR: 1. Courtney Force, 1,156; 2. Matt Hagan, 946; 3. Ron Capps, 930; 4. Robert Hight, 911; 5. Jack Beckman, 906; 6. J.R. Todd, 832; 7. Tommy Johnson Jr., 746; 8. John Force, 735; 9. Shawn Langdon, 647; 10. Bob Tasca III, 596.

PRO STOCK: 1. Greg Anderson, 1,044; 2. Tanner Gray, 976; 3. Erica Enders, 969; 4. Vincent Nobile, 947; 5. Chris McGaha, 875; 6. Drew Skillman, 842; 7. Jeg Coughlin, 838; 8. Bo Butner, 782; 9. Jason Line, 778; 10. Deric Kramer, 725.

PRO STOCK MOTORCYCLE: 1. Andrew Hines, 591; 2. Eddie Krawiec, 564; 3. Hector Arana Jr, 501; 4. LE Tonglet, 493; 5. Jerry Savoie, 481; 6. Scotty Pollacheck, 417; 7. Matt Smith, 411; 8. Angie Smith, 304; 9. (tie) Hector Arana, 289; Angelle Sampey, 289.

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