2020 LE MANS 24HRS

WEC, Blancpain, Le Mans Series, Rolex and special events like the Le Mans 24h
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#106

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Bottom post of the previous page:

Toyota #7 makes it back on the podium with less then an hour to go.
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#107

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Jean-Eric Vergne's car (running 3rd in LMP2) has a suspension failure
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#108

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Oh man, James Allen binned it hard. He was running 4th in LMP2
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#109

Post by Everso Biggyballies »

LMP2 win is down to the wire as the #22 has to stopfor a splash n dash. Just a few seconds in it. Or does the #38 need a splash as well.

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#110

Post by Everso Biggyballies »

5 mins to go with 5 sec gap.

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#111

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#38 in so that's sorted unless #22 gets a penalty for cutting the chicane on the outlap
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#112

Post by Everso Biggyballies »

Final Lap started by the #8

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#113

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And that's Le Mans 2020 done. Now we only have to wait 9 months for the next one (hopefully)
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#114

Post by Everso Biggyballies »

Buemi Nakajima and Hartley win for Toyota.

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#115

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Three in a row against who? Oh yeah, themselves.
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#116

Post by XcraigX »

Our man Hotdogs (Kobayashi) denied again. How many attempts is this now?

It got a bit interesting in LMP2 toward the end, but I guess they decided to play it safe and not risk a non-finish.

AF Corsa did just that stopping on the last lap and not receiving a classification.

It's tough getting excited when so few of the manufacturer backed teams (LMP1) enter the race. Hopefully the hypercar category brings back some of the excitement with multiple OEMs fighting it out. They may even be faster than the LMP1 cars (like in the GT1 days).
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#117

Post by Everso Biggyballies »

I was pleased for the IDEC LMP2 team who had the big practice crashes with both their cars, missed qualy as a result of needing their rebuilds to get finished, started from pitlane with a one lap penalty, and yet both finished the 24 hours, the #28 finished top 6, the #17 in the two dozen entry P2 class, and both finished top 15 overall.

A bit of a shame the threatened rain never really materialised as it always throws in a few curved balls, and good to see the two Rebellions keeping the Toyotas at least a bit stressed, certainly for the podium places if not the win. If Deletraz had not had his off with an hour to go, needing a 5 minute repair, the Rebels would have had 2nd and 3rd. Sorry for the #7 who had lost the last couple to the Alonso team orders factor pretty much, and this year were looking good to make up for it, but the #8 got dealt the lucky cards again.

The LMP2 class was down to the wire and only ended with a splash and dash pitstop 2 laps from home for the Jota car of Ant Davidson.

The two GT classes both went the way of Aston Martin with the factory Porsches seeming a bit off colour all race.

Overall result with class breakdown:

2020 Le Mans 24 Hours results
POS CLASS CAR DRIVERS LAPS GAP
1 LMP1 #8 Toyota Buemi, Nakajima, Hartley 387
2 LMP1 #1 Rebellion Senna, Nato, Menezes 382 + 5 Laps
3 LMP1 #7 Toyota Conway, Kobayashi, Lopez 381 + 6 Laps
4 LMP1 #3 Rebellion Dumas, Berthon, Deletraz 381 + 39.408s
5 LMP2 #22 Oreca Hanson, Albuquerque, Di Resta 370 + 17 Laps
6 LMP2 #38 Oreca Davidson, Da Costa, Gonzalez 370 + 32.831s
7 LMP2 #31 Oreca Jamin, Canal, Vaxiviere 368 + 19 Laps
8 LMP2 #36 Alpine Negrao, Ragues, Laurent 367 + 20 Laps
9 LMP2 #26 Aurus Rusinov, Vergne, Jensen 367 + 57.578s
10 LMP2 #28 Oreca Lafargue, Chatin, Bradley 366 + 21 Laps
11 LMP2 #42 Oreca Lapierre, Borga, Coigny 365 + 22 Laps
12 LMP2 #25 Oreca Falb, Trummer, McMurry 365 + 1m31.640s
13 LMP2 #50 Oreca Calderon, Florsch, Visser 364 + 23 Laps
14 LMP2 #47 Dallara Lacorte, Belicchi, Sernagiotto 363 + 24 Laps
15 LMP2 #17 Oreca Pilet, Tilley, Kennard 363 + 51.762s
16 LMP2 #27 Oreca Hedman, Hanley, Van der Zande 361 + 26 Laps
17 LMP2 #32 Oreca Owen, Brundle, Van Uitert 359 + 28 Laps
18 LMP2 #35 Ligier Yamanaka, Foster, Merhi 351 + 36 Laps
19 LMP2 #29 Oreca Van Eerd, Van der Garde, De Vries 349 + 38 Laps
20 GTE Pro #97 Aston Martin, Lynn, Tincknell 346 + 41 Laps
21 GTE Pro #51 Ferrari Pier Guidi, Calado, Serra 346 + 1m33.164s
22 GTE Pro #95 Aston Thiim, Sorensen, Westbrook 343 + 44 Laps
23 GTE Pro #82 Ferrari Pla, Bourdais, Gounon 339 + 48 Laps
24 GTE Am #90 Aston Yoluc, Eastwood, Adam 339 + 1m33.407s
25 GTE Am #77 Porsche Ried, Pera, Campbell 339 + 2m23.159s
26 GTE Am #83 Ferrari Perrodo, Collard, Nielsen 339 + 2m26.206s
27 GTE Am #56 Porsche Perfetti, Ten Voorde, Cairoli 339 + 2m34.526s
28 LMP2 #24 Oreca Grist, Kapadia, Wells 338 + 49 Laps
29 GTE Am #86 Porsche Wainwright, Barker, Watson 337 + 50 Laps
30 GTE Am #66 Ferrari Heistand, Root, Magnussen 335 + 52 Laps
31 GTE Pro #91 Porsche Bruni, Lietz, Makowiecki 335 + 6.187s
32 GTE Am #61 Ferrari Piovanetti, Negri Jr., Ledogar 335 + 2m49.871s
33 GTE Am #98 Aston Dalla Lana, Gunn, Farfus 333 + 54 Laps
34 GTE Am #85 Ferrari Gostner, Frey, Gatting 332 + 55 Laps
35 GTE Pro #92 Porsche Christensen, Estre, Vanthoor 331 + 56 Laps
36 GTE Am #99 Porsche Inthraphuvasak, Legeret, Andlauer 331 + 1m23.705s
37 GTE Am #60 Ferrari Schiavoni, Pianezzola, Ruberti 331 + 2m58.825s
38 GTE Am #78 Porsche Felbermayr, Beretta, Van Splunteren 330 + 57 Laps
39 GTE Am #54 Ferrari Flohr, Castellacci, Fisichella 330 + 1m11.360s
40 GTE Am #57 Porsche Keating, Fraga, Bleekemolen 326 + 61 Laps
41 LMP2 #34 Ligier Smiechowski, Binder, Isaakyan 325 + 62 Laps
42 GTE Am #62 Ferrari Grimes, Mowlem, Hollings 325 + 24.638s
43 GTE Am #89 Porsche Brooks, Piguet, Laskaratos 313 + 74 Laps
44 LMP2 #39 Oreca Allen, Capillaire, Milesi 357 + 30 Laps
45 GTE Pro #71 Ferrari Rigon, Molina, Bird 340 + 47 Laps
46 GTE Am #72 Ferrari Chen, Blomqvist, Gomes 273 + 114 Laps
47 GTE Am #88 Porsche Preining, Bastien, De Leener 238 + 149 Laps
48 GTE Am #75 Ferrari Mastronardi, Cressoni, Piccini 211 + 176 Laps
49 LMP2 #37 Oreca Tung, Aubry, Stevens 141 + 246 Laps
50 LMP2 #21 Oreca Montoya, Buret, Rojas 192 + 195 Laps
51 GTE Pro #63 Ferrari Macneil, Vilander, Segal 185 + 202 Laps
52 GTE Am #70 Ferrari Kimura, Abril, Cozzolino 172 + 215 Laps
53 LMP2 #16 Aurus Cullen, Jarvis, Tandy 105 + 282 Laps
54 LMP2 #30 Oreca Hirschi, Tereschenko, Gommendy 100 + 287 Laps
55 LMP1 #4 ENSO Dillmann, Spengler, Webb 97 + 290 Laps
56 LMP2 #33 Oreca Yamashita, Patterson, Fjordbach 88 + 299 Laps
57 GTE Am #52 Ferrari Ulrich, Gorig, West 80 + 307 Laps
58 GTE Am #55 Ferrari Cameron, Scott, Griffin 78 + 309 Laps
59 LMP2 #11 Ligier Tambay, Maris, D'Ansembourg 26 + 361 Laps

The good thing is that we only have 9 months until next years race..... hopefully. :smiley:

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#118

Post by erwin greven »

13 LMP2 #50 Oreca Calderon, Florsch, Visser 364 + 23 Laps

Not bad for the all female squad. All are rookies at Le Mans. They were not the fastest, far from it. But they kept out of trouble, were lapping consistent and thus finished in the LMP2 top 10.

The other all female squad:

34 GTE Am #85 Ferrari Gostner, Frey, Gatting 332 + 55 Laps
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Brian Redman: "Mr. Fangio, how do you come so fast?" "More throttle, less brakes...."
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#120

Post by Everso Biggyballies »

The first time Le Mans was held in September

We know / knew that this was not the first time the LM24 had been held in September. It had happened back in 1968, that year's race postponed due to strikes, protests and 'civil unrest' in Paris at the time of the original June date.

The September race was, when run one of the wettest races on record.

This article regarding that race appeared as an Autosport Plus article, so I thought I would share it with you knowing most would not have access. It describes racing like it used to be!

The first time Le Mans was held in September
by Gary Watkins
The tear gas hanging over the streets of Paris at the back end of May 1968 was a foretaste of what was to come at the Le Mans 24 Hours that year. Rain, mist and fog swirled around the Circuit de la Sarthe for much of a race that was pushed back to September as a result of civil unrest in France at the beginning of the summer.

An autumn date for the French enduro, the first and only until this year, resulted in one of the wettest editions of the race on record. It began raining shortly before the 3pm start - an hour earlier than the traditional 4pm kick-off - and didn't stop until some time after dawn. And sunrise on the last Sunday of September was only shortly before 8am.

So bad were the conditions over the weekend of 28-29 September that some drivers really didn't want to go out on track, and at least one got out of his car and walked away. The rain was hard at times and just plain persistent at others, before it finally started to dry up with two thirds of the race already run.

Porsche factory driver Jochen Neerpasch remembers some atrocious conditions. "It was the final race of my career and also the most challenging," recalls Neerpasch, who was in the process of setting up a new competitions department for Ford Germany. "The rain was terrible. It was unbelievable. It was so heavy that on the Mulsanne Straight the smaller-capacity cars were passing us because they were cutting through the water on their narrower tyres. There was so much aquaplaning, you couldn't go flat."

It didn't help that the latest langheck bodywork on the 908 was conceived for maximum straightline speed down the Mulsanne. Downforce wasn't so much as an afterthought. Even in the dry, a car that could hit nearly 190mph down the long chute needed all the road to get through the Kink at full throttle. "If you ended up at the wrong point of the road as you approached the Kink, it wasn't flat," he explains. "The car was moving around a lot all the time; it was very difficult to drive even in the dry."

Just to compound the problems for Neerpasch and team-mate Rolf Stommelen, an alternator problem afflicted all four of the 908LH Group 6 prototypes. It robbed them of the use of windscreen wipers and headlights.

Image
"We had to drive the whole race on parking lights and without wipers because we had to use as little charge from the battery as possible," he says. "It was terrible. Today we'd say such conditions are too dangerous, but it was what it was back then."

Problems with the windscreen wipers also hit the solo Formula 1-engined Matra MS630. They needed attention almost right away, Johnny Servoz-Gavin ducking into the pits at the end of the opening lap. When they packed up altogether in the night, he decided he'd had enough and refused to drive. That required the team to haul his team-mate, a young Henri Pescarolo, from his bed to take over. The Le Mans rookie began a comeback that powered the delayed car as high as second, wipers or no.

Looking back, Pescarolo is perplexed by how he managed to propel the hampered prototype up the order. Drafted in late to drive the latest Matra, he admits that he was frightened during practice and qualifying, the only time he ever felt fear at the wheel of a racing car.

"I have no idea how I managed to do what I did," he recalls. "It was almost as if something became free in my mind. I thought that even if I have a big crash, Matra will thank me for trying. Every time I passed the pits, I was thinking, 'This is my last lap, I am going to crash.' I was overtaking cars all the time in the spray and I had to decide whether to overtake on the left or the right. Through that night, I always chose the correct side. It was a miracle."

Richard Attwood also needed some persuading to get into the Ferrari 250LM he was sharing with car owner David Piper. He admits that he'd lost interest in the race courtesy of the conditions and an early delay.

Attwood was staying in a billet provided by personal sponsor Shell in the paddock and wasn't minded to get out of bed when Piper's right-hand man and chief mechanic, Fairfax Dunn, woke him shortly before it was time to take over from the car owner. "We'd had some kind of problem, though neither David nor I can remember what it was, and the weather was atrocious," recalls Attwood. "I was in a foul mood, because I didn't think we were going to get anywhere, so I didn't see the point of getting back in the car.

Image
"David was doing what I remember as a triple stint and about 15 minutes before he was due in Fax tried to get me out of bed. I must have told him that I really wasn't interested anymore. The next knock on the door was David: he'd got out of the car and left it on the pitroad to come and get me. After some haggling, he persuaded me to do the honourable thing."

Piper went back to the car to do another couple of laps while Attwood readied himself for a task he wasn't savouring. "We did the swap and to be honest I still wasn't very interested," he continues. "It was still pouring with rain and unbeknown to me there was a giant puddle at the end of the pitlane.

"Racing cars back then leaked like sieves and all this water went straight over me. It was probably a good job, because to be honest I was still half asleep. It shocked me into readiness."

British tin-top racer Alec Poole was driving one of the cars from the minor classes that had the potential to splash past the bigger-engined machinery when the rain was at its worst. The Irishman recalls becoming slightly irritated by the 'faster' machines outgunning his little works Austin-Healey Sprite Le Mans out of the slowest corners only to then hold him up.

"We were able to at the very least keep up with some of the bigger cars," recalls Poole, who shared the up-to-1300cc class Sprite with Roger Enever. "The problem was they would outdrag us out of Mulsanne Corner and then hold us up. I reverted to some pretty blatant blocking to keep them behind until I was up to speed."

Poole and Enever had problems of their own into the slow corners, Mulsanne in particular: "There was about four inches of water sitting in the floor. The car wasn't watertight by any means; I remember there was sometimes as much water running down the inside of the screen as the outside. When you jumped on the brakes, a tidal wave of water came gushing over your feet."

Image
It hadn't been the tsunami of public discontent that resulted in Le Mans being pushed back into the clutches of autumn. It was president Charles de Gaulle's efforts to regain control of France. The catalyst for the unrest was a series of student protests that began at the end of the previous year. Police repression of the demonstration that followed precipitated a national strike.

It was de Gaulle's 'back-me-or-sack-me' referendum that did for the traditional mid-June date of the 24 Hours. The national plebiscite was set for 15 June, the Saturday of the race, and the call the vote made on police resources meant the race couldn't go ahead as scheduled.

There was talk of it being delayed by a couple of weekends, though that would have pushed it back to just a week before the French Grand Prix at Rouen. There was also speculation of a rescheduling to Bastille Weekend on 13-14 July. That, however, was the date of the Watkins Glen 6 Hours, like Le Mans a round of the World Championship for Makes.

Two weeks after the initial decision for a delay, race organiser Automobile Club de l'Ouest and the FFSA, the French sporting authority, settled for a date beyond the end of the holiday season. The 24 Hours would be the final round of the world championship right at the end of September.

Porsche and Ford took a win apiece in the two races between the old and the new dates to set up a-winner-takes-all finale between the new 908 and the ageing GT40 run by the Gulf-sponsored JW Automotive squad. The three-litre 908 was coming on strong and was the faster car by Le Mans. Neerpasch reckons that Porsche lost the race - and the championship - rather than Ford winning it.

A vibration resulted in the alternator issue, which was compounded by an ACO rule that didn't allow for the generator's replacement. It was also the catalyst for a cooling-fan failure on the Neerpasch/Stommelen entry that cost the car nearly an hour.
Stommelen's recovery drive that year helped put him on the map. "Rolf was unbelievable; he did a fantastic job," says Neerpasch. "He made up so much time in the night when the conditions were really bad."

Image
It wasn't enough, however, for the only surviving 908 (above) to make up the lost ground. The car finished third and was still six laps down on the winning JWA Ford shared by Pedro Rodriguez and Lucien Bianchi, and one down on the Scuderia Tartaruga 2.2-litre Porsche 907 driven by Rico Steinemann and Dieter Spoerry. "We lost that race," reckons Neerpasch. "In normal conditions we would have won."

Pescarolo didn't see the finish, despite his heroics. A puncture with just under three hours to go took out the electrics and sparked a brief fire. Attwood and Piper made it home in a creditable seventh after what the former reckons was "almost certainly my best ever drive" at Le Mans. "The thing was going incredibly well, absolutely flying," he says.

His pace upset Piper, however. "David was convinced there was an issue with the gearbox, but I could tell in the car that there was nothing wrong with it," recalls Attwood. "The team was telling me to slow down, and I was starting to go faster. Fax was a bull of a guy, and the team had a spare LM gearbox. He walked out onto the track - there was no pitwall back then - with the thing held on his shoulder by one arm and pointed to it with the other."

Poole and Enever, meanwhile, finished 15th overall and third in class, which won them The Motor Trophy for the first British car home. What he and Enever didn't know at the time was just how far from new the set of tyres was that they completed the race on.

"I asked why we weren't starting the race on new tyres given how wet it was, and Geoff Healey said something about the previous year," recalls Poole (below). "It was only a week later sitting in a pub in Dublin that I realised what he'd said. That the tyres had also done the previous year's race."

Image
https://www.autosport.com/wec/feature/1 ... -september

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