ALMS/IRL @ Mid-Ohio. August 7-9

[Cadillac Tech]

FYI:

2008 Acura Sports Car Challenge
Mid-Ohio Sports Car Course, Lexington, Ohio, USA
August 7 - 9, 2009

NBC sports, August 9th at 3:00 CST
MID-OHIO ENTRIES:
not posted yet


SCHEDULE:

http://www.imsaracing.net/2009/Events/mid ohio/2009 Mid Ohio Supp Regs.pdf

TRACK MAP
http://www.imsaracing.net/2009/Events/mid ohio/Mid Ohio Track Layout Map.jpg

FACILITY MAP
http://www.imsaracing.net/2009/Events/mid ohio/mid ohio map.pdf

TICKET INFO:
http://www.midohio.com/Store/Ticket...-Car-Challenge-The-Honda-Indy-200-pres?Page=2

CORVETTE CORRAL:
http://www.imsaracing.net/2009/car corrals/mid ohio/Mid-Ohio Corvette Corral.pdf

2009 SPOTTERS GUIDE:
http://www.spotterguides.com/

WEATHER:
http://www.weather.com/outlook/recreation/outdoors/tenday/44904?from=36hr_topnav_outdoors

Construction Updates for Your Travels to Mid-Ohio Sports Car Course: To keep apprised of pending traffic delays/road construction as you travel to Mid-Ohio Sports Car Course, please visit www.buckeyetraffic.org in advance of your travels.

 

[Cadillac Tech]

Mid Ohio Entry List:

http://www.imsaracing.net/2009/events/mid%20ohio/2009%20ALMS%20Mid%20Ohio%20Entries.pdf


Bruce

 

[Cadillac Tech]

Corvette C6.R GT2 officially entered for Mid-Ohio

By Series Update ⋅ July 13, 2009

© Planetlemans - Marcel ten Caat

The Acura Sports Car Challenge will officially mark the start of a new era in Corvette Racing with two new Corvette C6.R entries set to debut in the American Le Mans Series’ annual visit to Mid-Ohio Sports Car Course. Wearing the familiar Nos. 3 and 4, cellulosic E85-fueled, V8-powered Corvettes will go head-to-head with Ferrari, Porsche, Panoz, BMW, Ford and Dodge among others throughout the second half of the 2009 season.
Johnny O’Connell and Jan Magnussen will drive one Corvette C6.R at Mid-Ohio with Olivier Beretta and Oliver Gavin in the other. The team is transitioning to GT2 from GT1 where Magnussen, O’Connell and Antonio Garcia won in class at the 24 Hours of Le Mans and gave Corvette Racing its sixth victory in the world’s greatest race since 2001.
“For several years now, the competition in GT2 has been the closest and most competitive among all our classes,” said Scott Atherton, American Le Mans Series President and CEO. “With the news of Corvette Racing’s official entry into the category at Mid-Ohio, the class quite possibly becomes the most diverse and competitive ever. It also serves as another example of the continued growth and success of the American Le Mans Series. Corvette never truly left, but it’s safe to say that they were missed by the countless participants at our Corvette Corrals and fans worldwide. We would like to be the first to officially say, ‘Welcome back!’”
Corvette Racing owns more Series victories (70) than any other entrant. It won eight consecutive GT1 championships (2001-08) against the likes of Ferrari, Saleen, Aston Martin and many other of the world’s top supercars.
The American Le Mans Northeast Grand Prix at Lime Rock Park in Lakeville, Conn., is scheduled for 2:05 p.m. EDT on Saturday, July 18. The race will air live on SPEED. American Le Mans Radio presented by Porsche and Live Timing & Scoring will be available at Racehub on americanlemans.com. You also can follow the Series on Twitter (almsnotes). An RSS feed of Series news also is available.
The race also will mark the fifth round of the MICHELIN® Green X® Challenge. Tickets are available at americanlemans.com and limerock.com.
(americanlemans.com)

http://www.planetlemans.com/2009/07/13/corvette-c6r-gt2-officially-entered-for-mid-ohio/




1 Attached Images

 

[Photo Girl]

Cadillac Tech just told me that Larry Fahrenkamp will be joining us at Mid Ohio! YEAH!!!

 

[Cadillac Tech]

Race weekend is 2 weeks away, I hope we see some of you there. It should be a great time, I can't wait to see the new GT2 Corvette C6R. Here are a few pictures from last year;

Bruce

 

[speedway]

Nice pictures I can hear the sound of those engines as I write this. What a feeling.

Fred

 

[MissySupaBling]

My favorate trip! Don't think I won't miss you guys while I am sipping my fruty drink by the ocean in Cancun! But have another one for me and we promise to be there with you all next year!

 

[Cadillac Tech]

We sure will miss you and Marc. It just won't be the same.

If anyone is interested in attending there is still time.

Bruce

 

[Cadillac Tech]

Another Attendee

I just spoke with Harrower and he will be joining us @ Mid-Ohio. It will be nice to get to meet him and see his XLR.

Bruce

 

[Tiffany's Dad]

Just cancelled my 2 rooms at the Hampton Inn. Larry Farenkamp took one so if anybody needs a room call soon and ask for Kevin.

 

[Cadillac Tech]

I just spoke with Kurt Ghering @ Cadillac and he hopes to come down on Saturday and see us with a CTS-V.

 

[Cadillac Tech]

Pictures of new GT2 Corvette

Bruce

 

[Cadillac Tech]

Corvette Racing to Introduce Corvette C6.R in GT2 Class at Mid-Ohio Sports Car Course

Next-Generation Race Cars Strengthen Links Between Competition and Production Corvettes

DETROIT – Corvette Racing will open a new chapter with the competition debut of the next-generation Corvette C6.R at the Mid-Ohio Sports Car Course on August 6-8. In anticipation of a single GT class in 2010, Corvette Racing will test and develop the latest Corvette C6.R in the GT2 category in the final five rounds of the 2009 American Le Mans Series. With the upcoming move to a unified GT category, the twin Compuware Corvette C6.R race cars will compete against rivals representing Ferrari, Porsche, BMW, Aston Martin, Jaguar, Viper, Panoz, and Ford.

Based on the Corvette ZR1 supercar, the next-generation Corvette C6.R has even stronger links to the production version of America's performance icon than its predecessors. The GT2 rules require the use of many production-based components, expanding the opportunities for the two-way transfer of technology between the race track and the showroom. The updated Corvette C6.R utilizes the ZR1's body design, aerodynamic package, aluminum frame and chassis structure, steering system, windshield, and other components. The race team has prepared the cars for the rigors of endurance racing with safety and performance modifications as permitted by the GT2 rules.

"One of the many benefits of the Corvette Racing program has been the opportunity to demonstrate the technology transfer between the race car and the production car," said Mark Kent, GM Racing manager. "The global movement toward a single GT class will allow us to compete head-to-head with more marketplace competitors while increasing both the production content of the Corvette C6.R race cars and the relevance of racing to our customers. This is a step that positions Corvette for the future of production-based sports car racing worldwide, and a move that is perfectly aligned with GM's marketing and business objectives in racing."

Previous versions of the Corvette C5-R and C6.R race cars have dominated the GTS and GT1 categories in the last decade, winning 77 races and eight consecutive ALMS championships. The GT1 Corvettes were retired following Corvette Racing's sixth victory in the 24 Hours of Le Mans on June 14, 2009.

"In our decade in GT1, our primary focus has been on racing victories and the validation of the Corvette as a world-class sports car," said Tadge Juechter, Corvette chief engineer. "As an authentic way to communicate to knowledgeable customers, nothing beats racing. As a cost-effective means to improve vehicle performance, nothing beats racing. These are the reasons racing is in Corvette's DNA.

"Behind the scenes, the race team and the production car team have grown closer together, finding numerous ways to support each other and to make both cars better," Juechter said. "Most automotive companies give lip service to claims like 'racing improves the breed' or 'race on Sunday, sell on Monday'. For team Corvette, it is a daily reality. It is now impossible to imagine one team without the other."

The upcoming GT regulations required a comprehensive redesign of the Corvette C6.R package. In place of the GT1 Corvette's steel frame, the GT2 version utilizes the production ZR1's hydroformed aluminum frame as the foundation for a fully integrated tubular steel safety cage. The GT1 version's wide, louvered fenders are replaced by production-based ZR1 fenders with wheel flares. In accordance with the aerodynamic regulations, the rear wing is reduced 25 percent in width, the diffuser is a flat panel without fences or strakes, and the splitter extends only as far as its production ZR1 counterpart. Steel brake rotors have replaced the carbon discs used previously, and the wheels are aluminum instead of magnesium. The adjustable steering column and steering rack are sourced from the street Corvette.

"Integrating a steel safety cage that meets GM Racing's stringent standards as well as the strength and durability targets required in racing is a challenge with an aluminum frame," explained Corvette Racing engineering director Doug Louth. "Working in conjunction with the structure and chassis engineers in the Corvette production group, we designed, built and tested numerous examples before we finalized the configuration. We went through a similar process with the production Corvette group on the body design and aero components. It was truly a collaborative effort between the production engineers and the race team."

In the remaining races in 2009, the Corvette race cars will be powered by 6.0-liter GM small-block V8s that are based on the 7.0-liter LS7.R that powered the GT1 version. This reduction in displacement was achieved by shortening the crankshaft stroke from 3.875-inch to 3.32-inch. The diameter of the series-mandated intake air restrictors was decreased from 30.6 mm to 28.6 mm, with a corresponding reduction in engine output from 590 to 470 horsepower. A 5.5-liter production-based GM small-block V8 is currently under development and will be introduced at the start of the 2010 season. The Corvette Racing team is continuing its commitment to green racing with the use of E85R ethanol racing fuel.

While much of the hardware has changed, Corvette Racing's roster of championship-winning drivers remains the same. Johnny O'Connell and Jan Magnussen will share the No. 3 Compuware Corvette C6.R, and Oliver Gavin and Olivier Beretta will drive the No. 4 Compuware Corvette C6. R. They will be joined by Antonio Garcia and Marcel Fassler at Petit Le Mans.

Corvette Racing also has the continued support of its long-time sponsors and technical partners. Compuware is the team's primary sponsor, with Mobil 1 supplying low-friction lubricants and Michelin providing its world-class racing tires. Corvette Racing's sponsors also include XM Satellite Radio, UAW-GM, Genuine Corvette Accessories, Bose, Motorola, PRS Guitars, and BBS.

"Compuware leads the world in application performance solutions, and partnering with Corvette Racing gives us another high-tech, high-performance and high-impact platform for communicating to our customers and prospects," said Compuware Chairman and CEO Peter Karmanos, Jr. "The launch of the Corvette C6.R in GT2 is a great extension to our relationship with General Motors, Chevy and Corvette. We look forward to even more victories in the months ahead.”

The GT2-spec Corvettes were designed, built and tested on a compressed schedule. The program was approved and announced in September 2008, and construction of the first chassis began in early December. The first track test was conducted at Road Atlanta on April 8-9, followed by single-car tests in Elkhart Lake, Wis., and Sebring, Fla.

"The Corvette Racing team had to take on several challenges simultaneously to execute this program," said Doug Fehan, Corvette Racing program manager. "We were preparing for our regular race season with the GT1 cars while designing the GT2 version. The cars were being built and tested in the midst of our preparations for Le Mans. The team was multi-tasking to the extreme, operating on a leaner budget and a faster timeline. It was a monumental effort to have these cars ready for the Mid-Ohio race."

Advanced technology tools enabled Corvette Racing to meet the challenge. "With the short development schedule, we relied on 'virtual' design and computer simulation more than ever before," said team manager Gary Pratt. "We made design, engineering and manufacturing simultaneous processes as much as possible. For example, while the first chassis was being built, we continued to run computer simulations on suspension geometry and refined the aerodynamics using CFD (computational fluid dynamics) because these areas didn't have to be finalized until later in the production timeline. We have developed the capabilities to do finite element analysis and composite fabrication in-house, which has accelerated our design and production cycle.

"We're not running for a championship this year, so we're looking at the upcoming races as preparation for 2010," Pratt said. "Our only testing from this point on will be at the races, and we'll be doing it in the public eye. Certainly we hope to achieve the same level of success that we did in GT1, but the caliber of the competition we will face in GT2 is very high. When we started in GT1 in 1999, it took a while to win; now we have 10 years of experience that should help us to become competitive in a new category. Everyone at Corvette Racing is looking forward to the challenge."

Fehan is confident but cautious about Corvette Racing's prospects in the GT2 category: "In the limited testing we've done so far, we've been very impressed with the car's durability, reliability and performance," he said. "We'll continue to focus on those three factors in the upcoming races. We view the rest of this year as a development cycle, and we believe that our experience as a team in preparation, race strategy, and pit stop execution should allow us to be competitive even if there is a slight performance disparity."

The GT2 version of the Corvette C6.R will make its debut in the Acura Sports Car Challenge at the Mid-Ohio Sports Car Course in Lexington, Ohio. The two-hour, 45-minute race is scheduled to start at 3 p.m. EDT on Saturday, August 8. ABC will televise the race tape-delayed at 2:30 p.m. EDT on Sunday, August 9.

 

[Cadillac Tech]

Hear what they sound like.

http://corvette-motorsport.com/news/gt2-c6r-breaks-cover-93

Bruce

 

[Cadillac Tech]

GT2 information

Corvette Racing Teleconference Transcript

Corvette Racing Provides Details on GT2 Corvette C6.R

DETROIT – Corvette Racing released information on the GT2 version of the Corvette C6.R race car in a media teleconference today. The following are highlights of the teleconference. The next-generation Corvette C6.R will make its competition debut in the GT2 class at the Mid-Ohio Sports Car Course in the sixth round of the 2009 American Le Mans Series on August 6-8.

Mark Kent, GM Racing manager: "Over the past decade, Corvette Racing has had some amazing accomplishments in the GTS and GT1 classes of competition, including winning 77 races and eight consecutive ALMS championships. Corvette Racing's success has truly been an amazing story, and like most great stories, Corvette Racing's story consists of several chapters. Last month, after Corvette Racing's sixth victory in the 24 Hours of Le Mans, we finished a chapter in Corvette Racing's story by retiring the GT1 Corvettes. We're here today to start the next chapter in Corvette Racing.

"Corvette Racing is moving toward the future of production-based sports car racing with the introduction of the next-generation Corvette C6.R race car. With the international regulations converging around a single GT class, Corvette Racing will continue its motorsports heritage by racing against manufacturers and marques that Corvette competes with in the marketplace, while also increasing the production content of the C6.R race car and the relevance of racing to our customers. This is truly a step that positions Corvette Racing for the future of production-based sports car racing worldwide, and a move that is perfectly aligned with GM's marketing and business objectives in racing.

"The all-new Corvette C6.R will debut this weekend at the Mid-Ohio Sports Car Course and it will compete the balance of the season in the GT2 category of the American Le Mans Series. Based on the Corvette ZR1 supercar, the next-generation Corvette C6.R has even stronger links to the production version of America's performance icon than its predecessor. While the new C6.R will have new graphics, it will retain the Velocity Yellow and black color combination that has become synonymous with Corvette Racing. We will also continue with the support of our long-time sponsors and technical partners. Compuware is the team's primary sponsor, with Mobil 1 supplying low-friction lubricants and Michelin providing its world-class racing tires. Corvette Racing's sponsors also include XM Satellite Radio, UAW-GM, Genuine Corvette Accessories, Bose, Motorola, PRS Guitars, and BBS.

"While much of the hardware is changing, Corvette Racing's roster of championship-winning drivers remains the same. Johnny O'Connell and Jan Magnussen will share the No. 3 Compuware Corvette C6.R, and Oliver Gavin and Olivier Beretta will drive the No. 4 Compuware Corvette C6. R. Then at Petit Le Mans, they will be joined by Antonio Garcia and Marcel Fassler.

"We look forward to competing against a strong field of outstanding competitors. The competition will be fierce and we know that in order to win the American Le Mans GT2 class not only takes a great team and great drivers, but it also takes a great race car. We believe our new GT2 Corvette C6.R is a great car. To tell you more about the new race car, I would like to introduce GM Racing's program manager for Corvette Racing, Doug Fehan."

Doug Fehan, Corvette Racing program manager: "Thank you, Mark. Just from an historical perspective, I know questions are going to be out there, why the move? It should be fairly obvious to most who follow the sport that throughout the last decade after we dispatched the Viper and Saleen and Ferrari and then finally Aston Martin, there was literally very little competition on a global basis to race in the existing GT1 category. Back in the late fall of 2006 and early in 2007, we had begun discussions on what the future of Corvette was going to be as far its performance on a global stage in racing. It looked to me and to others that the GT category was still going to remain strong, but it was going to be heading off in the direction of GT2. Porsche had pretty much dominated that, Ferrari was making moves to come over, other manufacturers were looking at it. So we began a quest to do some research on how we would approach that. We also knew at that point what we had on the table with the new ZR1, the highest performance car that GM has ever built, which was going to be coming along in that same timeframe. We thought it might be advantageous to take a look if it made some sense to move to the GT2 category. As it turned out, it was correct. The last two years we've been racing, as people like to say, racing ourselves, but quite frankly, there hasn't been much better competition than ourselves. Anybody who has watched any of the races, I think can see that to be true.

"2008 was our most challenging year since we started racing, and it was for a couple reasons. Number one, Le Mans has always been the cornerstone of our program, and we wanted to ensure that our last effort there at Le Mans was going to deliver us the results that Corvette deserves, and that would be a victory. We focused on that. We ran a couple of races at the beginning of the year to keep the team sharp, to keep the drivers sharp, to keep the organization running and operating at the level at which we had become accustomed to operating. But alongside of that, at the same time we were busting our butts back at the shop designing, developing and building the new GT2 car. We were doing that with the same group of people, so they were really doing double time back there. It was pretty impressive to watch that happen. The cadence that Pratt & Miller had laid out from an engineering standpoint, then a build standpoint, then a test standpoint, and now finally debuting at Mid-Ohio was very well orchestrated, very well thought out. A lot of time was spent planning and organizing, all the while doing that on the most expeditious timeframe and the most expeditious budget that racing, I think, has ever seen. We have become very lean, very quick, and we have become very efficient. I think you'll see at Mid-Ohio this weekend what I'm talking about.

"Technical differences between the cars? Pick up the rulebook and it will pretty much run through it. Broad brush, when you look at the car, it's going to look identical to a ZR1. It is the exact same body shape. The only difference is it has fender flares on it – the rules require that. A careful eye would tell you that if you looked at our GT1 car, the side profile of the car was identical to the production car. What we did, according to the rules, we sectioned the body down the top of the front and rear quarter panels, so essentially we added those louvers that widened the front fenders. When we got to the outside areas of the car, they were production, which made for a pretty cool long, low looking race car.

"The GT2 rules don't allow you to do that, so consequently the fenders that are on the car are the same fenders, the quarter panels are the same quarter panels, virtually the same hood – those dimensions are identical to the production vehicle. The headlamp buckets and lenses are exactly the same size. In the GT1 you might not have noticed it, but they were about 5/4 scale; we blew that up so that proportionately it looked cool. To me anyway, it makes a much meaner looking race car when you put those fender flares on there. We're pretty excited about it.

"The rules also require that you run a little smaller front splitter, virtually production. The chord length on the rear wing is reduced, so it's a little smaller wing, obviously resulting in less downforce than the GT1 car. Probably the biggest and most challenging change was the GT1 was a production steel chassis. In the GT2 car, it is an aluminum chassis. The engineers at Pratt & Miller have done an absolutely outstanding job, and we can give you more details later, on how they have integrated a steel roll cage into an aluminum chassis. Others who have that same problem merely put some saddle clamps, bolt them on, build the roll cage off of that, which functionally works, but not up to the safety standards we like to employ at GM and GM Racing. The system we have developed is fairly technical, fairly unique, and has had a lot of testing on it from the standpoint of strength and driver protection. We're pretty proud of that, we're pretty excited about it, and in the end it helps make a much better race car as well.

"In addition, we're not going to be running carbon brakes. According to the GT2 rules, for cost consideration, we'll be running steel brakes, which by the way, we ran back in 1999 when we debuted at the 24 Hours of Daytona. So we're back to steel brakes on the cars.

"The other significant change is that race engines are now going to be built in-house. The GM Powertrain Performance Center, which is literally across the street from the race shop, is where all the production ZR1 engines are hand built, and the same folks are going to be building our race engines. We're going to start this year with a 6-liter version of our 7-liter motor, essentially the same engine but just with a little different crankshaft. It will be same bore, the same bore centers, just a different stroke to get it to the 6-liter limit that's required by the rules. Next year the rules change to 5.5 liters, and that will be a brand-new engine based on a new-generation family of V8 engines that are utilized throughout the GM line of production cars. So that's going to be an exciting time for us when we bring that out.

"We had some great racing in GT1, and I think it's been a tremendous chapter in Corvette Racing's history. I know we've been proud to be part of it, and we've worked very hard to make Corvette be recognized as one of the world's greatest sports cars. That heritage has been honed by the racing and Le Mans victories we have achieved. I think we're going to find some amazing competition in GT2. When you look at what's coming, you have BMW there, you have Porsche there, Ferrari there, Aston Martin there, Panoz there, and Jaguar coming along. Those of you who followed Spa last weekend saw that Audi snuck their GT3 car into the GT2 category, so I think we might be seeing some movement from them to enter this fray. You get seven or eight global manufacturers competing in a GT series and the quality of the American Le Mans Series and Le Mans is going to make for some exciting racing. We're excited to be part of it.

" I'll close now and turn it over to Tadge, and he's going to elaborate on some of the real relevance that racing has brought to the production Corvette."

Tadge Juechter, Corvette chief engineer: "Thanks, Doug. Sitting in my seat on the production side, I'd say the move to GT2 is an extension of the trajectory we've been on. I've been with Corvette since the early '90s, and when we were doing the C5, we were worrying about getting the car on the street and then decided to go racing. So the race team kind of followed the production car. Over the last 10 years, the production and race teams have gotten closer and closer together, learning to capitalize on each other's strengths, learning to leverage the synergies that can come from racing. On the weekend, not just getting the glory and spreading it to the street car, but the actual technology sharing. So midway through that 10-year span we brought out the C6 and that point we made a big deal out of doing the Z06 and C6.R in parallel, to the point that the race car debuted at Sebring at the same time the very first production cars were running down the line in Bowling Green. Those cars were really developed in parallel, and really maximized the sharing that can occur.

"We talked extensively about prior development that is shared between the cars. The race car, of course, provides lots of aero understanding and the technology behind that, the computational fluid dynamics enables you to predict what's going to happen ahead of time without expensive wind tunnel time. It's been a real windfall, so to speak, for the production car. We proved the horsepower delivery, engine efficiency, cylinder head design, the lube system. Traditionally large-scale manufacturers like General Motors have not had strengths in understanding the lube system that is required for the incredible environment that racing sees, the incredible stresses on the engine and the demands on the lubrication system. We wouldn't have the dry sump system that we have today on the Z06 and ZR1 if it wasn't for our partnership with the race team. And the list goes on and on – composite materials, tire technology, you name it.

"The street car is also looked at as a very important starting point for the race car. Things like the shape of our greenhouse, the windshield, side glass, back window, the teardrop shape that's been a signature for Corvette for about 50 years has proven to be an extremely efficient aerodynamic shape. Since you need to stay close to the street car, having the street car with that shape is a great enabler. Little things you don't even notice like having the cool air inlet at the proper height to the ground like it was engineered on the Z06 makes for very efficient cooling on the race car. And then the production car, even when we were in GT1, was a source for relatively low cost and validated components that could help keep the cost of the race program down. I dare to say that virtually none of the other GT1 competitors had any of the production parts in their race cars, but that was not true of us. We had quite a number of parts that were either exactly production or lightly modified or heavily modified versions of the production parts that were on the race cars.

"For me, moving to GT2 only makes us able to leverage those ties even stronger. I'm really excited to bring the race car and the street car closer together and the teams ever closer together. I'm looking forward to the endurance racing crucible that is GT2, and like Doug was saying, the highly capable manufacturers that are going to be engaged in the series are going to drive progress extremely rapidly. I look at racing as the most cost-effective way to improve performance on a four-wheel vehicle, and that's what Corvette is all about. We'll probably share more about the additional commonalties between the street car and the race car, but the list will be much, much longer in GT2. My favorite is the production steering column, which means the race drivers will be able to hop in the car, adjust the tilt wheel, be able to adjust the power telescoping wheel to fit their particular driving position. I think it's going to be a very comfortable, very easy car to drive. I'm looking forward to providing as many of those production components to the race car as absolutely possible. That's the summary from where I sit, so I'd like to turn it over to Johnny for his comments."

Johnny O'Connell, driver No 3 Compuware Corvette C6.R: "Thanks, Tadge. I tell you, after months and months of Doug swearing us to being completely top secret and having thousands of Corvette fans asking you about the car, it's nice finally to have the opportunity to talk about it. Like everything Corvette Racing does, the new car is amazing. Tadge talked about driver comfort, and it is so nice. I'm a little taller than Jan, at least until he hits puberty (laughs), and being able to move the steering wheel up, down, forward and back is a great thing that we have now. It has retained so many of the very cool qualities of the GT1 car. When we're in Le Mans and here in the States as well, one of the things a lot of the fans are concerned with, they really wanted to make sure it still sounds like a Corvette. It very much does.

"Some people might think we're not excited because all drivers want to be in the prototype category, but all of us just want to go where the competition is. Corvette Racing had done such an amazing job, proving to the world how great that GT1 car was, that people stopped wanting to race us because more or less they were racing for third. Now we're once again in the position where we're the underdog. We're going to have to prove ourselves. People forget that when Corvette Racing started there were several years of being beaten and learning. The French just told them, 'Build a better car,' not giving them any breaks. That is what everybody at Corvette Racing did, spearheaded by Doug, pushing people as hard as they can and getting the best people involved. So we're very excited about entering a new chapter where all four drivers are going to be tested again, and the team as well, to see if we're really as good as we think we are.

"The past couple of years, people think that we haven't been pushing ourselves very hard, but you never race anyone harder than your teammate, especially when you have the exact same stuff. I think that all four of us who are driving the cars are quite confident in our abilities to get out there and learn our strengths versus the other cars. I will say in typical Pratt & Miller style, they have designed an amazing car. Very rarely do you debut a car in testing and not have problems, and from Day 1, when we have gone testing, we were getting in eight hours of running and data collecting.

"The biggest change is with us having less aero now, we're driving the car, sliding it a little more, but also the switch from carbon rotors to steel rotors has meant an adjustment for us. That in itself shows the strength of Corvette engineers. When we first ran the car, there were some issues, and all of the drivers were having a difficult time with it. Over the months, the engineers were going through data, looking at things and changing bits. When we ran the car a week ago, every single issue we had with regard to braking performance had been resolved. That really is the strength of Corvette Racing. It's the engineers' ability, Gary Pratt's ability, Doug Fehan's ability to address these issues and make sure we have the tools we need to be competitive.

"Our expectations going into Mid-Ohio this weekend, we expect to look good. We have what we know is a good race car, but what we don't know is where our strengths and weaknesses are versus the competitors. The Porsche, for example, having its engine in the rear, I'm expecting they might be a little bit stronger coming off the corners. The physics involved in that vehicle design kind of dictate it might have that advantage. As we move forward, we have high expectations. It would be very cool to get a car on the podium – hopefully the No. 3 car. But we're realistic, knowing we’re kind of the new kids on the block with a ton of experience, but we're going to have to figure out how these guys race. We'll come away from this weekend with a lot of experience that hopefully will mean in a couple of races we'll once again be the guys that everyone is chasing.

"You can probably hear it in my voice that it's been a while since we've done battle, and we are very much looking forward to it."

Q: Is the budget for this program any less than the budget for the previous GT1 program, and if so, is this a right-place, right-time scenario for what's going on in the macro economy?

Mark Kent: "As we went through the bankruptcy process at General Motors, it forced us to make some very difficult decisions on a lot of different areas. We looked at every dollar we spent as a company on all of our promotional platforms, whether it was motorsports, football, basketball, or bass fishing. Anywhere we spent money, we took a hard look at it. A lot of our promotions in the past generated a positive return on investment. We'd invest money in these platforms to sell cars, and in the past all of those did that. But as we went through bankruptcy, it was no longer just good enough to generate a return on investment. We needed to stick with the platforms that generated a significant return on investment. Across all our portfolios, we made some significant reductions not only in the portfolios we participated in, but our investment in each. In the motorsports arena, we have reduced the portfolio. We have reduced support in various series, and we have eliminated support in various series.

"When it comes down to Corvette Racing, Corvette Racing is a motorsports platform that generates a significant return on investment for the company just on the number of vehicles we sell just by participating in the sport. That's not even looking at the ancillary benefits which Tadge talked about, with the benefit of taking what we learn on the street to the race track and vice versa. Corvette Racing is a platform we're sticking with. It's very valuable to the company, and we're looking forward to getting this new GT2 car on the track."

Q: Are you able to do this more efficiently than the GT1 program?

Mark Kent: "I'd have to say that historically everything we did within motorsports, we did very effectively and very efficiently. General Motors has historically won more championships each year than any other manufacturer. Based on what we believe the industry is spending in motorsports, we believe we're doing it more efficiently than any other manufacturer. We have some guiding principles here at General Motors, and one of them is 'We race to win.' If we can't win, we won't race. We believe we have the resources in place that are sufficient for us to win on the track."

Q: With an opportunity to change things over in the ALMS and NASCAR Nationwide Series, why aren't you running the Camaro except in the Koni Challenge?

Mark Kent: "We've looked at racing the Camaro, and one thing that we do not want to do is to force a car where it shouldn't be. As we looked at NASCAR, for example, we took a very hard look at running the Camaro in the Nationwide Series. That was a request made of us by NASCAR. We've had a tremendous partnership with NASCAR, so we took a very hard look at it. At the end of the day, because of the quest for very close competition and the need to have templated bodies in that series, we just felt that by forcing the Camaro into the Nationwide templates, we were compromising the lines of an iconic car. At the end of the day, we could not get the Camaro in the Nationwide Series to satisfy our requirements.

"We are looking at it in other series. The Koni Challenge Series, for example, where the body is production, that's a slam dunk. There are some applications for it in drag racing – Stock, Super Stock, we're looking forward to seeing it on the NHRA circuit. Other than that, we don't see any need to push the Camaro in the motorsports arena. There are other areas for us to promote the Camaro. The V6 gets tremendous fuel economy, and we need to find ways to take our marketing dollars around the Camaro and expand the customer base beyond the pure motorsports enthusiast."

Q: Johnny, could you address the competition aspect of going into a class full of Porsches, Ferraris, and BMWs? Does that put more of the focus on the team aspect of a two-car effort?

Johnny O'Connell: "Very much so. The cars' lap times might be a little slower, but if you look at the resumes of the drivers (in GT2), they are every bit as strong as those in the prototypes. You have some brilliant drivers competing there and some very strong teams with a ton of experience. When I look at our effort, it's the personnel who make the difference. This is an American team, built by American engineers and America's best. We're still going to be running E85, so we are approaching things intelligently and with concern for everything that's going on. The Green Challenge is one of the things that attracts manufacturers to the American Le Mans Series, forcing that technology forward to benefit production cars.

"Getting back to your question, we're totally excited about it. I challenge anybody to beat us in a pit stop competition. When we were doing the Klein Tools Pit Stop Challenge, every year it was Corvette Racing, either the 3 car or the 4 car. Again, our team is so prepared in all aspects. Strategy-wise, we now find ourselves in a situation where we might not have in the past changed strategies, one car versus another. Now we can do that in this category to try to jump ahead, and pull a Penske-type win that he was always so brilliant at doing. So I think that we're pretty comfortable with our driver lineups and where we all stand relative to the other competitors, but you look at GT2 and see how close everybody runs. The four of us regular guys are very excited about it, and the crew guys are totally excited about it. I don’t think they'll probably mind if a car comes back every now and then with a tire mark on it. We're going to have to push hard and drive aggressively to be successful. All of us are very excited about doing that."

Q: What do you feel is the main difference between the GT1 and GT2 cars, and where do you feel the advantages of the Corvette will be compared to the other cars?

Johnny O'Connell: "Based on what we've seen GT1 versus GT2 so far, I have to tell you that top end is not a lot different. Some of that has to do with the fact that we're going to be running less aero. I think the strength of the Corvette is our mid-corner speed, our ability to carry speed into the corners. I think that will show well for us. It's real hard until we get out there. Even with the GT1 car, there are times on street circuits where it's point and squirt, and the Porsche having that engine back there really allows it to get out of the corners really well. Even with the GT1 car, there were times when it was bloody difficult getting by a GT2 car. We'll be learning a little about that.

"As far as braking points, the GT2 cars have become so strong and so developed that the braking points got to the point where we weren't a whole lot deeper in the GT1 car than the GT2 cars were. We kind of know where braking points should be. In the GT1 car, with the amount of aero that it had working for, if you got close in Turn 12 at Road Atlanta to a GT2 car, you'd lose your front end. You'd lose all your aero – it was relying so much on those front louvers, the front splitter, all that stuff. At the same time, if you're going through Turn 12 and a prototype came up and tucked himself underneath you, you'd lose the back end of the car. With us being less reliant now on aero, I don’t' think we're going to be noticing that as much. We're going to find out in a few days!"

Q: How about rim width and tires?

Doug Fehan: "We'll be running the same size wheels and tires. There is a little weight differential in the rules that allows you to go that way, and as in most aspects of life, bigger is better. Michelin has done some extensive GT2 stuff, and the tires they have provided for us in testing have been really, really good. They provide a lot of the same characteristics as in GT1, so that's been pretty seamless, and it hasn't been an issue."

Q: Johnny, with more competition, how is your race weekend going to change?

Johnny O'Connell: "I don’t know how much different it's going to be. If my e-mail is any indication, it's going to be a crazy weekend. Corvette owners across the country and in Europe and everywhere else are gaga for this car. They're waiting for this story. When we were testing and I'd take a picture of the car with my cell phone, Fehan would say, 'You're not sending that to anybody!' We are so excited, and the interest in this car has been so amazing.

"As far as how the team meetings go, I'm sure it's going to be like it always is. Before the race, Doug, Gary and the engineers will get us drivers together and tell us what to expect and what to do. Doug took the reins off us this year and let us race as hard as we can, just don't hit each other. I think there is going to be hard competition, and it's going to be neat. To get out there against the guys in the Flying Lizard cars, those guys are awesome, very strong factory drivers. In our mind, there is going to be a sense of being patient, wanting to learn and figure things out. You need to remember that we might not have been racing Aston Martins or Ferraris, but we've been racing each other bloody hard. Whether it was Long Beach or Sebring or Le Mans, each lap is like qualifying. That's really the state that racing has come to. We're going to be pushing as hard as we can, but also listening to the advice we get from Doug and Gary, and following the directions.

"Doug has been running the program as long as I've been doing this. The very first race that I did was the 24 Hours of Daytona in 2001. He gave me three simple rules. He said if I follow these rules, good things are going to happen. I'm pretty confident we'll get a talk from him, reminding us what is important, then it's our job just to execute."

Q: Is there an allowance for fuel cell capacity with E85, and will you be able to run E85 at Le Mans?

Johnny O'Connell: "Going to E85 was in line with GM's policy of trying to be green. Carrying that over to racing and promoting that as much as we can is a good thing. It's appropriate that in racing General Motors and Corvette lead the way."

Doug Fehan: "The performance level of E85 compared to gasoline, when we look at a gallon-to-gallon comparison, there is about 20 percent less energy in a gallon of ethanol than in a gallon of gasoline. Consequently, to answer your question, it becomes a simple math equation. The sanctioning body has different fuel capacities for cars depending on which fuel they're running. We'll be carrying 110 liters of ethanol, and I think the gas cars carry about 90 liters of gasoline. The other thing that would be next logical extension is in fueling times. If both cars run to empty, it's going to be faster to put in 90 liters than 110. The restrictor sizes on the fuel rigs have been modified to allow for that accommodation so everything across the board is even.

"At this point in time, we won't be running E85 at Le Mans, although Le Mans is taking a serious look. They had their hands full with the diesel deal, with Audi first and then Peugeot and looking at the various energy levels and the engines that employ those fuels. They were focusing on that. They recognize that E85 is important and it's used extensively throughout the European continent and Scandinavian countries. I don't have a prediction for you, they haven't answered the question. I highly doubt it will be this year, but in the future I think it may be. We haven't been able to run it so far, and I don't think it will be different in 2010."

Q: Will the 2010 5.5-liter engine be a brand-new architecture and will it be maximized for E85 fuel?

Doug Fehan: "It will be brand-new architecture, it will be a brand-new engine, and it will be running on E85 as well. We're in a great partnership with the series. It was a confluence of concepts. We had already looked at E85 when the series decided they wanted to go to it. Then we got involved with the Department of Energy, the Department of Transportation, the Society of Automotive Engineers, and Michelin, and this whole Green Challenge thing birthed itself in a very compressed timeframe because all of the parties had been doing work on it anyway."

Tadge Juechter: "Correct me if I'm wrong, but I believe next year's engine will be back to being based on the production LS3 block as opposed to being based on a racing block, another example of bringing the cars closer together."

Doug Fehan: "Yes, that is correct. To clarify what Tadge has indicated, the block we use now is a production-based block but it doesn't come off the assembly line. Without getting into the minutia, there are some casting issues that caused us to have a huge amount of waste, we were getting about one block out of 25 to ensure the quality we had to have. We used the same tools, the same dies, the same materials, but those all had to be hand cast because the tolerances had to be so much closer. That was an expensive way to do business. The 5.5-liter, by virtue of the brand-new architecture GM has developed, we'll be able to pull blocks right off the assembly line. That becomes a great cost savings for the team."

Q: Has there been any thoughts of pursuing a hybrid drivetrain system in the Corvette?

Doug Fehan: "From a production powertrain standpoint, I don't think any manufacturer can come close to having the library and extensive knowledge that GM has, from hydrogen power to E85 to KERS to everything else. All that exists in house. You don't hear about it, you don’t see it, they're very secretive about it, but it's there. There are some wild things that GM has already completed. From a racing perspective, we have looked at it. We've done research on it, we've investigated it, and we continue to look at it. If the dynamics of the sport move in that direction, we'll be prepared to move in that direction."

Q: Do you think other series might consider switching to E85 based on the success you've had?

Doug Fehan: "It's amazing to me that others haven't gone there just for the sake of going there because they know it's the right thing to do. It sends a great message. Ethanol is not the answer, but it's part of a solution in so many different ways. It's part of a solution to what spews out of the exhaust pipe. The American public needs to begin to be tutored on the fact that cars will not always be driven on gasoline. It's what we've become accustomed to it, it's the only thing we've known in this country for the most part. Now when you see the advent of biodiesel, of electric power, the advent of the Volt and Prius, there are new things coming. There is no better way to demonstrate that new things need not be feared than to use something as high performance as a Corvette race car and use cellulosic E85 and look at the performance and reliability you can get from it. If it's good enough to win races, Mom can put in the SUV to take the kids to school and Dad can put it in the pickup to go to work. It's an educational process as much as it's a scientific endeavor. We wanted to be a leader in that, and that's why we were first.

Q: How much time did you spend testing E85 for race conditions?

Doug Fehan: "The transition is not difficult. I talked to the guys on the engine side of it as a program preservation move. I knew where we were going, and any time I can make the program more relevant to production, I want to move forward. I knew GM was a leader in flex-fuel vehicles, I think we have more than 3.5-million of them out there right now. If that was the direction the company was going to go, which was the right direction, why couldn't we follow it in racing? So on the side, I got together with the engine guys and asked what would happen if we ran E85. Oddly enough, the engine guys had worked on the Indy motors back when Oldsmobile was racing Indy cars, and they thought they could do that. In a couple of months they had an engine up and running, making power runs and looking at reliability, durability, and lubrication. In the course of six months of casual running we had something working. The biggest challenge we had was with the fuel cell manufacturers trying to find something that would hold the fuel."

Q: What do you think about just one GT class in ALMS?

Doug Fehan: "This is my personal perspective, I want to make sure we couch that properly. I think it makes all the sense in the world. It's what we need to have. At the end of the day, we have a manufacturers' series, if you look at how we're positioned. As Mark has made perfectly clear, the object for us and for them is to sell cars. If you can create proper relevance, you can enthuse people to spend money. GT racing needs to have a single GT class in the American Le Mans Series. I think that's where we're headed, and I'm all for it. It makes a huge amount of sense. It's a lot more fun for the spectators, a lot easier to watch the races, it makes for a better television broadcast. It's where we need to be, and I've pushed for it for the last two years."


About General Motors: General Motors Company, one of the world's largest automakers, traces its roots back to 1908. With its global headquarters in Detroit, GM employs 235,000 people in every major region of the world and does business in some 140 countries. GM and its strategic partners produce cars and trucks in 34 countries, and sell and service these vehicles through the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, Opel, Vauxhall and Wuling. GM's largest national market is the United States, followed by China, Brazil, the United Kingdom, Canada, Russia and Germany. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. General Motors Company acquired operations from General Motors Corporation on July 10, 2009, and references to prior periods in this and other press materials refer to operations of the old General Motors Corporation. More information on the new General Motors Company can be found at www.gm.com.

# # #​

 

[Cadillac Tech]

Great video from ALMS: Corvette Racing GT2 Preview

http://link.brightcove.com/services/player/bcpid14614710001?bclid=14511200001&bctid=31801023001

I can't wait to see them this weekend!!!

 

[Photo Girl]

we are at the track...having a great time. Rich, where are you?
You should be here! You can still buy a ticket at the gate.

Kathy

 

[HOMEGAMEROOM]

Lack of cash (primary reason) and other conflicts got in the way.... but I'll see you next week in Detroit!

 

[Cadillac Tech]

Corvette Racing Finishes Second and Fourth in First GT2 Race​

Magnussen and O'Connell Put New GT2 Corvette C6.R on Mid-Ohio Podium​

LEXINGTON, Ohio, August 8, 2009 – It was the dawn of a new day for Corvette Racing at the Mid-Ohio Sports Car Course as the next-generation Corvette C6.R finished second and fourth in the hard-fought GT2 category in the sixth round of the American Le Mans Series. On an overcast and rainy day, the twin Corvettes shined as Johnny O'Connell and Jan Magnussen finished as runners-up in the No. 3 Compuware Corvette C6.R, 21 seconds behind the class-winning Porsche 911 RSR of Patrick Long and Joerg Bergmeister. Oliver Gavin and Olivier Beretta finished fourth in the No. 4 Compuware Corvette C6.R, one lap down after getting caught out by the safety car during a full-course caution.​

"It was a really good run and we didn't have any issues," said Magnussen. "It's very difficult in traffic, even more difficult than with the GT1 cars. You really have to be smart and aggressive – this wasn't the race to risk the cars, so I lost a little time being too cautious. The GT2 Corvette C6.R is a fantastic race car, and very easy to drive fast. We still have a few minor things to sort out, but I think we're already there."​

O'Connell took over from Magnussen at 1:27 into the two-hour, 45-minute race on the first pit stop for fuel and tires. He stopped again for five seconds of fuel at 2:02, while the class-leading Porsche team gambled on making it to the finish without a second pit stop. They won that bet, and O'Connell settled for second.​

"Today was such an impressive debut for the new GT2 Corvettes, but I wouldn't expect anything less from this team," O'Connell said. "We've gained so much experience in GT1 over the years, and Corvette Racing sets the standards for car construction and preparation. It's great to be back, showing what Corvette and Chevrolet are all about."​

As the race began under the threat of rain, the first start was waved off by officials. The field got the green flag on the next lap, and Magnussen quickly slotted into second, gaining a position on the No. 62 Ferrari. Farther back in the pack, Gavin was shuffled back to seventh. Gavin then methodically improved his position, gaining the third spot on the 20th lap. By the 22nd lap, the two Corvettes were running nose-to-tail in a familiar formation.​

"Those first few laps were frantic," Gavin said. "The first start was waved off, we were forming up again, and it all got rather confusing. A BMW got by me, and then the Ford GT, so I had to hustle my way past them. We had a bit of contact, a little rubbing and banging. I got a few shoves, and I gave them back. GT2 is a great class to race in!"​

As the sprinkles continued and the track became damp, the pace never slowed.​

"It got a little loose sometimes, but because we had so much heat in the Michelin tires, it wasn't an issue for me," Magnussen explained.​

The No. 4 Corvette pitted at 1:26 with Beretta replacing Gavin, and the No. 4 pitted one lap later with O'Connell replacing Magnussen. The decisive moment came at 1:50 when a full-course caution began when the No. 19 LMP2 prototype went off the track. The race leader was between the two Corvettes, which were four seconds apart on the track. Consequently the leading No. 45 Porsche and the second-place No. 3 Corvette gained nearly a full lap on the rest of the GT2 entries when officials began a wave-by to reform the field.​

"There was a small gap between the Corvettes, and I could hear the excitement in (crew chief) Dan Bink's voice on the radio when he said, 'Don't let him by! Don't let him by!'" O'Connell recalled. "I already had that figured out, because it's happened to us enough over the years when we lost out on a safety car wave-by."​

When racing resumed, a pack of five GT2 cars were fighting furiously for third place, separated by just 3.5 seconds. Beretta's No. 4 Corvette C6.R and the No. 92 BWM driven by Dirk Mueller eventually broke free, and Mueller took the third place on the podium with a pass going into the first turn with five minutes remaining.​

"It's not our usual result, but nonetheless today was a great victory for Corvette Racing," said Corvette Racing program manager Doug Fehan. "To come out here with only a few days of testing on two brand-new race cars, run with the leaders, demonstrate our pit stop prowess and race strategy, and finish second is a testament to how hard this team works. I think every fan of sports car racing now knows there is going to be some spectacular GT racing in the American Le Mans Series."​

The ethanol-powered Corvette C6.Rs also swept the top two spots in the MICHELIN GREEN X Challenge with the best overall scores among the 26 GT and prototype entries based on energy used, greenhouse gases emitted, and petroleum fuels displaced.​

"Not only did we see a tremendous display of great planning and execution today, but also we saw Corvette win the MICHELIN GREEN X Challenge yet again," Fehan said. "That is emblematic of the new General Motors – fast, mean, lean, and green."​

Corvette Racing’s next event is the Time Warner Cable Road Race Showcase featuring the American Le Mans Series at Road America in Elkhart Lake, Wis., on August 14-16. The two-hour, 45-minute race is scheduled to start at 2:05 p.m. CDT on Sunday, August 16. SPEED will televise the race live at 3 p.m. EDT.​

Acura Sports Car Challenge of Mid-Ohio GT2 Results:
Pos./Drivers/Car/Laps
1. Bergmeister/Long, Porsche 911 GT3 RSR, 108
2. O'Connell/Magnussen, Chevrolet Corvette C6.R, 108
3. Mueller/Milner, BMW E92 M3, 107
4. Gavin/Beretta, Chevrolet Corvette C6.R, 107
5. Melo/Kaffer, Ferrari 430 GT, 107
6. Henzler/Ragginger, Porsche 911 GT3 RSR, 107
7. Farnbacher/James, Panoz Esperante GTLM, 107
8. Hand/Auberlen, BMW E92 M3, 106
9. Law/Neiman, Porsche 911 GT3 RSR, 104
10. Robertson/Robertson/Murry, Ford GT MK 7,​

NEXT EVENT
August 16, Time Warner Cable Road Race Showcase featuring the American Le Mans Series, Road America, Elkhart Lake, Wis.
TV: SPEED live, 3 p.m. EDT​

Note: High-resolution images can be downloaded from the 2009 Corvette Racing folder on the GM Racing media website:
http://media.gm.com/division/gmracing/photos/index.html​

 

[Cadillac Tech]

Pictures from Mid Ohio

It was another great weekend of fun & racing @ Mid Ohio. The big news for most of the people in attendence was the new GT2 Corvettes, but for us it was the return of Larry & Nate. It had been a year since Larry had been with us & it was great to see him again. He has some awesome stories. We got to help out the Corvette team with the autograph session again this year, we sure could have used Rich. Here are some pictures;

Our Corral with the CTS-V that Kurt brought down.

Dave Harrower and his V

Larry getting hydrated

Z06 pace car

2010 Grand sport

Pace laps on Friday

These pictures Kathy got while in the pits on Saturday;

Kathy hanging out in the pits.

Bruce