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DiZinno: Thank you, Audi, for making Le Mans great again

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Today’s news that Audi Sport would be withdrawing its LMP1 program at year’s end was not a surprise in that it happened, but only a surprise in terms of when it did.

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.

LE MANS, FRANCE - JUNE 11: Wolfgang Ullrich of Austria, Head of Audi Motorsport looks on during practice on June 11, 2014 in Le Mans, France. (Photo by Andrew Hone/Getty Images)
LE MANS, FRANCE – JUNE 11: Wolfgang Ullrich of Austria, Head of Audi Motorsport looks on during practice on June 11, 2014 in Le Mans, France. (Photo by Andrew Hone/Getty Images)

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.

17 Jun 2000: Biela, Kristensen and Pirro take their Audi R8 to victory in the Le Mans 24 Hour Race at La Circuit de la Sarthe in Le Mans, France. Mandatory Credit: Mike Hewitt /Allsport
17 Jun 2000: Biela, Kristensen and Pirro take their Audi R8 to victory in the Le Mans 24 Hour Race at La Circuit de la Sarthe in Le Mans, France. Mandatory Credit: Mike Hewitt /Allsport

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.

LE MANS, FRANCE – JUNE 15: Tom Kristensen of Denmark drives in the final hour to take victory with Audi Sport North America team mates Allan McNish of Great Britain and Rinaldo Capello of Italy in the 76th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 15, 2008 in Le Mans, France. (Photo by Mike Hewitt/Getty Images)

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.

LE MANS, FRANCE - JUNE 15: Winners of the Le Mans 24 Hour 2014, Audi Sport Team Joest, Audi R18 E-Tron Quattro of Marcel Fassler, André Lotterer and Benoit Treluyer cross the line with 2nd place , Audi Sport Team Joest, Audi R18 E-Tron Quattro of Lucas Di Grassi, Loic Duval, Tom Kristensen on June 15, 2014 in Le Mans, France. (Photo by Andrew Hone/Getty Images)
LE MANS, FRANCE – JUNE 15: Winners of the Le Mans 24 Hour 2014, Audi Sport Team Joest, Audi R18 E-Tron Quattro of Marcel Fassler, André Lotterer and Benoit Treluyer cross the line with 2nd place , Audi Sport Team Joest, Audi R18 E-Tron Quattro of Lucas Di Grassi, Loic Duval, Tom Kristensen on June 15, 2014 in Le Mans, France. (Photo by Andrew Hone/Getty Images)

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.

BRASELTON, GA - OCTOBER 04: The #07 LMP1 Peugeot Sport Total 908 driven by Nicolas Minassian leads Marco Werner in the #2 Audi Sport North America Audi R10 TDI as the field follows at the start of the American Le Mans Series Petit Le Mans on October 4, 2008 at Road Atlanta in Braselton, Georgia (Photo by Darrell Ingham/Getty Images)
BRASELTON, GA – OCTOBER 04: The #07 LMP1 Peugeot Sport Total 908 driven by Nicolas Minassian leads Marco Werner in the #2 Audi Sport North America Audi R10 TDI as the field follows at the start of the American Le Mans Series Petit Le Mans on October 4, 2008 at Road Atlanta in Braselton, Georgia (Photo by Darrell Ingham/Getty Images)

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.

LE MANS, FRANCE - JUNE 13: (L-R) Allan McNish of Great Britain, Rinaldo Capello of Italy and seven time race winner Tom Kristensen of Denmark and Audi Sport North America attend the drivers parade in Le Mans town centre prior to the 76th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2008 in Le Mans, France. (Photo by Mike Hewitt/Getty Images)
LE MANS, FRANCE – JUNE 13: (L-R) Allan McNish of Great Britain, Rinaldo Capello of Italy and seven time race winner Tom Kristensen of Denmark and Audi Sport North America attend the drivers parade in Le Mans town centre prior to the 76th running of the Le Mans 24 Hour race at the Circuit des 24 Heures du Mans on June 13, 2008 in Le Mans, France. (Photo by Mike Hewitt/Getty Images)

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.

LE MANS, FRANCE - JUNE 15:  Audi Sport Team Joest, Audi R18 E-Tron Quattro of Lucas Di Grassi, Loic Duval, Tom Kristensen on June 15, 2014 in Le Mans, France.  (Photo by Andrew Hone/Getty Images)
LE MANS, FRANCE – JUNE 15: Audi Sport Team Joest, Audi R18 E-Tron Quattro of Lucas Di Grassi, Loic Duval, Tom Kristensen on June 15, 2014 in Le Mans, France. (Photo by Andrew Hone/Getty Images)

Behind the scenes of how the biggest story in racing was kept a secret

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In a world where nobody is able to keep a secret, especially in auto racing, legendary business leader and race team owner Roger Penske and INDYCAR CEO Mark Miles were able to keep the biggest story of the year a secret.

That was Monday morning’s stunning announcement that after 74 years of leadership and ownership of the Indianapolis Motor Speedway, the Hulman George Family was selling the track, the Indianapolis 500 and INDYCAR to Penske.

In an exclusive interview with NBC Sports.com on Thursday, Miles revealed the extreme lengths both sides went to so that nobody found out about this deal ahead of time. That included meeting with Penske at his Detroit offices early on Saturday mornings and late on Sunday nights.

The most important way of keeping it confidential was containing the number of people who were involved.

“We thought it was important to keep it quiet until we were ready to announce it,” Miles told NBC Sports.com. “The reason for that is No. 1, we wanted employees and other stakeholders to hear it from us and not through the distorting rumor mill.

“That was the motivation.

“We just didn’t involve many people. For most of the time, there were four people from Roger’s group in Michigan and four people from here (IMS/INDYCAR) involved and nobody else. There were just four of us. We all knew that none of the eight were going to talk to anybody about it until very late.”

Even key members of both staffs were kept out of the loop, notably Indianapolis Motor Speedway President Doug Boles, who admitted earlier this week he was not told of the impending sale until Saturday when he was at Texas Motor Speedway for the NASCAR race.

Both Penske and Miles realize the way a deal or a secret slips out is often from people far outside of the discussions who have to get called in to work to help set up an announcement.

Miles had a plan for that scenario, too.

“On Saturday, we had to set up a stream for Monday’s announcement,” Miles said. “We came up with an internal cover story so if anybody saw what was going on, there was a cover story for what that was, and it wasn’t that announcement.

“The key thing was we kept it at only those that needed to know.”

It wasn’t until very late Sunday night and very early Monday morning that key stakeholders in INDYCAR were informed. Team owner Bobby Rahal got a call at 7:30 a.m. on Monday. Racing legend Mario Andretti was also informed very early on Monday.

At 8 a.m. that day came the official word from Hulman & Company, which owns the Indianapolis 500, the Indianapolis Motor Speedway and INDYCAR as well as a few other businesses, that Penske was buying the racing properties of the company. It was an advisory that a media conference was scheduled for 11 a.m. at the Indianapolis Motor Speedway.

It was a masterful move by both Penske and Miles.

Penske is already famous for keeping one of greatest secrets in racing history in 1993 and 1994. That is when his famed racing team along with Ilmor Engineering created “The Beast” – a 209 cubic-inch, pushrod engine that was designed, developed and tested in total secrecy. A small, select group of Team Penske mechanics were involved in the top-secret project and were told by Penske that if word of the engine leaked out, “it would be like cutting your paycheck.”

Nobody talked.

History repeated itself with the biggest racing story of the 21st Century, the sale of the world’s most famous race course that hosts the largest single-day sporting event in the world – the annual Indianapolis 500.

When INDYCAR held its “Victory Lap” award ceremony on Sept. 26 in Indianapolis, Miles told the crowd of an impending announcement that would be big news for the sport.

Was he coming close to giving away Monday’s announcement?

“No, that was about a sponsor announcement that will be coming along later,” Miles said on Thursday night.

Penske is one of America’s greatest and most successful business leaders. He is also the most successful team owner in auto racing history with 545 wins in all forms of racing including a record 18 Indianapolis 500 wins, a record 16 NTT IndyCar Series championships as well as two Daytona 500 wins and two NASCAR Monster Energy Cup championships just to name a few.

Penske was not the only bidder, but he was the one who made the most sense to the Hulman George Family, because it was important to find an owner who believed in “stewardship” of the greatest racing tradition on Earth more so than “ownership” of an auto racing facility and series.

“There were a number of parties that were engaged in thinking about this with us,” Miles revealed to NBC Sports.com. “There were a couple that got as far as what I call the ‘Red Zone.’

“Then, Tony George reached out to Roger Penske on Sept. 22.

“Price and value were always important, but the thing that nobody could match was the attributes that Roger could bring to the table, in terms of his history of the sport, his knowledge of the sport, combined with his business sense.

“He was viewed as the leader from a legacy or stewardship perspective, which was a very important factor.”

Follow Bruce Martin on Twitter at @BruceMartin_500 

McLaren IndyCar boss breaks down team’s first test since missing Indy 500

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McLaren Sporting Director Gil De Ferran left Sebring International Raceway last Tuesday with a much happier outlook than when he left the Indianapolis Motor Speedway on May 19.

That was when McLaren and famed two-time Formula One World Champion Fernando Alonso arrived at the Indianapolis Motor Speedway ill-prepared. They failed to make the 33-car starting lineup for the 103rd Indianapolis 500.

That day in May, De Ferran vowed that McLaren would return.

Last Tuesday, what is now known as Arrow McLaren Racing SP after purchasing into Schmidt Peterson Motorsports, De Ferran was back to evaluate the team’s NTT IndyCar Series effort.

Instead of Alonso in the cockpit, it was the team’s recently named full-time drivers for 2020 at the test. That included 20-year-old Pato O’Ward of Monterrey, Mexico, the 2018 Indy Lights champion and 22-year-old Oliver Askew of Jupiter, Florida, the 2019 Indy Lights champion.

O’Ward was in the car for the test with Askew watching from the pit area.

“Pato did a great job, did not put a foot wrong, got on to it straight away and it was all good,” De Ferran told NBC Sports.com. “It was a positive day on all fronts. To work together, to build the team together and embark on this team together was very positive.”

De Ferran is a two-time CART champion with titles in 2000 and 2001 when he was with Team Penske. He also won the 2003 Indianapolis 500 for Team Penske before retiring as a driver at the end of that season.

Since then, he has been involved in numerous Formula One, IndyCar and Sports Car efforts. As McLaren’s Sporting Director, De Ferran is involved in both Formula One and IndyCar.

Arrow McLaren Racing SP also includes partners Sam Schmidt and Ric Peterson. Arrow also has a financial stake in the team in addition to serving as sponsor.

The chance to work with two young drivers is something that has De Ferran excited.

“They are both very young, but they have been around for a while,” De Ferran said. “It’s not like these guys are completely clueless about racing. They have been racing ever since they were kids. Generally speaking, as a trend in motorsports, they start much younger than I did. They move to cars at a younger age and tend to reach this level of the sport at a younger age then when I was coming up.

“Although they don’t have a lot of experience in IndyCar, several members of the team can help in their development. These guys are very accomplished and top-level guys. They have won a lot of races and championships before getting the nod from our team.”

Last week’s test was part of INDYCAR’s evaluation of the new aeroscreen that will be on all cars beginning in 2020. Arrow McLaren Racing SP is a Chevrolet team. Honda team Dale Coyne Racing with Vasser and Sullivan also participated in the test with four-time Champ Car Series champion Sebastien Bourdais as the driver.

This was the only test that Arrow McLaren Racing SP will conduct in 2019. Testing time is severely limited De Ferran said it won’t be back on track until the 2020 regulations take effect.

Arrow McLaren Racing SP has already experienced some controversy after the team said several weeks ago that popular driver James Hinchcliffe would not be driving for the team. He remains on the payroll and is expected to be at the track in a public relations capacity.

That has angered many IndyCar fans who are huge fans of the popular Canadian driver.

“I have nothing more to add to this than what was said at the time,” De Ferran told NBC Sports.com. “As far as I’m concerned, it’s head-down. We have to go racing. We are on a journey here together with this partnership and two young drivers that are very accomplished and have a lot of talent. Our job is to deliver the results on the track.

“That is where my focus is. I’m completely focused on improving every aspect of everything that we do trackside.

“One thing I guarantee you, whatever we start, to have that focus to improve everything that we do we will continue to move forward. It was like that when I was driving, and it was like that throughout my professional career away from the cockpit. We will keep looking for opportunities to improve.

“Eventually, good things will happen.”

It was just Day One on the track, but after seeing this team struggle at last year’s Indianapolis 500, McLaren took its first step in returning as a full-time NTT IndyCar Series team.

“This is the beginning of a journey that we embarked on several months ago now and you do a lot in the background,” De Ferran said. “The guys from SPM and us have put a lot into this partnership. Behind the scenes, we have been working hard together.

“We’re all racers, man. We want to see cars on track. This has been like a little check off the box and it feels good that we were on track.

“We have a long journey ahead, but it’s good to be working together, at the race track, how the car is handling, the engine is working and how the drivers do.

“First day on the track for Arrow McLaren Racing SP. It’s a good day.”

Follow Bruce Martin on Twitter at @BruceMartin_500