Ferrari on Pole at Daytona 24 Hours – 2019!

Welcome to our February 1st edition of the MMR Community Newsletter. We are excited about this issue because we are inviting you to glimpse at how portions of our issues will look in the future. Clicking on this link will take you to our new website where you can read articles that are also introduced below.

We would greatly appreciate your comments. 

By now, fellow enthusiast, you have either seen or heard all about the “race” at Daytona and you have probably formed an opinion about it.

In response to a question about how much he enjoyed his first site of Niagara Falls, then the honeymoon capital of the world, Oscar Wilde reportedly replied that ”Niagara Falls is the second great disappointment in a young married woman’s life.” Except for a fortunate few who win it, much the same could be said for the 24 Hours of Daytona yearly dreary.

Last week we asked veteran driver Brian Redman, who won his first Daytona 24 Hours race there 49 years ago, to share his thoughts about last weekend. We know you will enjoy Brian’s perspective.

Perhaps it is the absence of any racing for several months that conditions us to expect a great race. And perhaps, it is the magnitude of a 24 hour enterprise and the audacity of the participants who dare such a marathon. Either way, both the 24 Hours of Daytona and Le Mans, strictly from a spectator’s experience can be a challenge to enjoy. The exception is the experience offered by Steve Austin’s Great Vacations. Steve’s guests share the pit and hospitality suite with the French Prototype 2 Class Champion Oreca Team. Guests are also ferried to important corners of the track during the race to take in the full experience of the 24 Hours of Le Mans. Steve informed me that he has two spots left for this June. Contact him at his website: www.steveaustinautomobilia.com. Tempted? Remember Le Mans has crepes and Grand Marnier!

Now on to the 22 Hours of Daytona! Regular readers will know that I am not a fan of the facility and some of the reasons I don’t like it explain why it was shortened by two hours. My thoughts on any event are always written from the paying enthusiast’s view. Racers, race track owners, sponsors, car owners, and race governing bodies each have a vision of what they would like to see happen at a race meet. Each has a seat at the table and plays a part in seeing that what they want happens. We would like to believe that we are the little heard voice of the enthusiast. We don’t have a seat at the table but we do have a seat in the stands and in front of our TVs. Our participation is crucial. I like to think that the critical feedback you share with us and what then appears in this Newsletter contribute to making the product better.

Last week we asked veteran driver Brian Redman, who won his first Daytona 24 Hours race there 49 years ago, to share his thoughts about last weekend. We know you will enjoy Brian’s perspective.

This year’s rain delayed and then abbreviated broadcast had some very exciting moments. Particularly the rain sequences shot from the driver’s view. It is hard not to admire the talent and courage of people who can do what they do at these speeds with such confidence. And it is equally difficult not to feel guilty for enjoying watching people risk their lives. Say what we will about the “good old days” the advent of the technology that shows us more precisely what a driver experiences has added dramatically to the spectator experience. Frankly watching three cars inches apart on a banked oval at speeds upwards of 150MPH on a sunny day has nothing on a driver turning into a flooded corner at 80 MPH in the dark with a car ahead of him and one behind, six feet apart. Watching great drivers risk life and limb to pass competitors is what enthusiasts want. It is a guilty pleasure. No one wants to see drivers injured, yet it is the “risk” of them being injured or dying which attracts many enthusiasts. In some perverse way, “dangerous” driving such as this may have encouraged networks and sponsors to eliminate circumstances which might prove fatal and for which they could possibly be held financially responsible. Great racing, both for the driver and the spectators, demands putting a car on the edge and keeping it there. And sometimes awful things happen. And many go to see that also.

In the final racing moments of last Sunday’s race, when parts of the track were flooded and the track was still green, some drivers told their crews they felt that it was too dangerous to race, yet no cars were called in by their teams and ordered to park. And not one driver did so of their own volition. Nobody in the stands said it was too dangerous to race and none of the fans watching at home said “stop it”. Let’s be clear, few drivers would drive into the pits because they are afraid. Was the decision to stop the race taken because drivers are not expected to come in when conditions are too dangerous or was it that teams no longer wanted to risk expensive equipment?

Peter Bourassa
Publisher
www.MMRsite.com

Bernie Ecclestone

Possibly! Rumor has it that Liberty Merdia (sorry, Typo) Media, is disappointed that not only has F1, for which it paid $8 Billion, not made money, it is disappointed that after almost three years, despite the dynamic leadership of the dashing Chase Carey, who dashingly fired Bernie Ecclestone has had his hopes dashed for growth and profits. Rumor has it that media mogul John C Malone who now owns F1is unhappy with the failure of the plan to grow the number of races in the USA and major sponsors. But they aren’t the only ones disappointed. The teams will divide $45M less this year than they received at the end of 2016. The drop has been driven by a boost in costs as Liberty has re-branded F1, commissioned an official theme tune, launched an Esports series, moved the series to a plush new headquarters in London, and doubled its headcount. Silly Bernie, why didn’t he think of that! They are said to be considering taking on partners to share the debt and/or selling F1back to Bernie. It would be the 88-year-old’s fourth stint at the helm. Liberty’s goal was to increase F1’s presence in North America. What a novel idea! They failed.

Wouldn’t it be ironic if the clever (and dashing) Mr. Carey had to negotiate his own exit with the 88-year-old he fired? Warms the cockles of every old guy’s heart.

pb

Tommy Kendall and Justin Bell, hosts of The Torque Show

An observation. Other than weather, any race comprised of cars and people, the more diverse of the two is the cars. During the race the people, not simply drivers, are rightly focused on their tasks, competitors, and the team goals and tactics. It’s a busy and stressful time. After the race, winners and interesting competitors are interviewed and thru very brief interviews have their few seconds of fame. The only exception is an interview with the Taylor boys, Ricky and Jordan, for reasons that have to be seen to be appreciated.

The Torque Show with Tommy Kendall and Justin Bell highlights the “people” factor of a racing weekend and it is fun and revelatory and adds a dimension to a race that has never existed on TV before. They do three shows every IMSA race weekend and we will share episodes of The Torque Show, one per week, after every race. I promise, you will be amazed!

1974 Alfa Romeo GTV 2000

If Alfas are affordable Ferraris, the GTV is the equivalent of of the 275 GTB without the constant worry about scratches or market depreciation. Handsome from every angle, impressive without being aggressive. This car turns heads just sitting still. But the key is that it is easy and fun to drive quickly. Earlier iterations of this model in aluminum and a smaller engine dominated 2 liter racing in the sixties. In our view, if you can have only one Alfa, this is the one to have. — PB/MMR

Alfa Romeo’s of nearly every make have seen a surge in interest and price among Alfisti, young and old. Benefiting from the rise-in-tide more than any is the GT Veloce.

In 2014, the car was brought to celebrated Alfa enthusiasts, Santos Italian Car Service in Northridge, CA to make it a very acceptable driver. In 2015, the owner decided to restore the car completely. Full paint and body work was completed along with the entire interior, bumpers & bright work, rebuilt brakes, rebuilt differential and updated suspension with Koni shocks.

Invoices reflect over $45,000 in work performed during this time.

S/N 3025401 has been thoroughly inspected and signed off by a longtime local Alfa Romeo specialist.

Offered at $58,750

Learn more at: https://www.mohrimports.com/ or contact us at 831.373.3131 day or evening.

Brian Redman & BMW

By Brian Redman

What should have been a truly great Daytona 24 Hours was spoilt by the incredibly bad weather. With famous drivers littered through the field like confetti at a wedding, with cars of proven performance and amazing reliability, this should have been the greatest Daytona 24 ever. Then came the rain. Even so, to see Fernando Alonso demonstrating his uncanny ability in a variety of conditions was a treat for all, as was the performance of all the other greats, especially Alex Zanardi having his first North American race since severing his legs in a terrible 2001 CART accident in Germany. Driving for Bobby Rahal’s BMW Team RRL in a M8 GTE Alex suffered problems with the electrical connection on his special steering wheel. None the less, he drove over 6 hours, proving to himself and to the world that determination and the will to win can accomplish miracles. The other Team RRL BMW M8 won the GTLM class.

I turned professional in March 1967, for the princely sum of $50 a week, guaranteed for a year with a car (F2 Lola T100) and a mechanic. On October 15 of that year I drove David Piper’s 250 LM Ferrari with Richard Attwood to win our class at the Paris 1000 Ks, Montlhery. The race was run in pouring rain, and afterwards David Yorke, team manager for the renowned John Wyer Gulf team approached and asked if I’d like to drive with Jacky Ickx in a Gulf Mirage (actually a modified GT40) at the upcoming Kyalami 9 Hours, near Johannesburg. Would I! We won and I signed a contract with Wyer for 1968. Two weeks later I was signed by the Cooper Car Company to drive F1.

The next race for the Wyer GT40 was the Daytona 24 Hours. Jacky is 8 years younger than me and was widely regarded as a future F1 champion. Known to the outer word as: “The Belgian Wonder Boy” but to myself and teammates Paul Hawkins and David Hobbs as: “The Young Brussels Sprout:”! In those far off days there was no chicane, we came onto the Turn 4 banking at over 190 mph suddenly all you could see was the long-banked curve ahead. Try as I might, every time I hit the banking my right foot gave an involuntary tremor, so after practice I asked Jacky if he was flat onto the banking, he replied: “Yes, but of course Breean……but I sink zat I fly to ze moon.”!  We were on Pole and led until early evening when 2nd gear broke coming out of the Horseshoe.

In ’69 I was part of the massive 5 car Porsche 908 LH onslaught. The previous June I’d suffered a badly broken right forearm when the front suspension broke on my Cooper T86B at the Belgian Grand Prix and I rolled over the barrier and into a corner workers’ post. The arm didn’t heal and had to be operated on again in December, just six weeks before Daytona. As you may imagine, I wasn’t too keen on doing a 24-Hour race! Around seven in the evening the first 908 came into the pits with engine misfiring. The engineers examined it: “Vee are finished, zay vill all break.” And they did, saved by the bell. Later, with my great co-driver Jo Siffert, we went on to win 5 races and the first Manufacturers Championship for Porsche.

In 1970 John Wyer Gulf took over the running of the official Porsche team. Jo Siffert and I were paid by Porsche – $1,000 for Daytona, Le Mans and Sebring and $750 for all other races! – Pedro Rodriguez and Leo Kinnunen by Gulf.  At Daytona our 917 had constant problems, two tire failures, a petrol leak, broken right rear suspension and finally having had enough misuse, the clutch failed. As the stricken 917 was pushed behind the pits, Porsche engineers said the clutch could be changed in one and half hours. Chief mechanic Ermanno Cuoghi assisted by Peter Davies, performed the job in one hour and twenty minutes. In the meantime, I was asked to drive the leading 917. Towards the end of my 36 laps Siffert comes flying past waving like crazy! Somehow, we managed to take 2nd place from the Ferrari 512 of Andretti/Ickx. So, I was 1st and 2nd! Consider this: 76 cars entered the race, 72 practiced, 65 started and 27 finished. The 4th place Ferrari 312P of Sam Posey and Mike Parkes was 77 laps behind the winning 917. In the race were such fire-breathing monsters as: MGB, Morgan + 4, Volvo 122S and Austin-Healey Sprite. The 917’s were lapping the tail-enders on the 4th lap. Talk about closing speeds!

In ’76 we won with the amazing BMW CSL. Co-driver Peter Gregg didn’t feel well and hardly drove, John Fitzpatrick taking his place. The race was shortened by just under 4 hours due to water in the track. I drove for 14 hours and extremely tired, missing the victory dinner at the hotel. Next morning team manager Jochen Neerpasch asked where I was, I replied asleep in the bath until 3 am. “It does not matter, Peter Gregg gave a fantastic speech in German thanking all the mechanics personally, by name” Great. The CSL went on to 5 cylinders around 6 am, driving it to the maximum safe rpm of 9,000, it was still faster than the fastest RSR Porsche. What fun.

In ’81 I introduced the first of the new IMSA GTP prototypes, the Lola T600. The new car wouldn’t be ready until May so for Daytona team owners Ralph Kent Cooke and Roy G.Woods, Jr. bought a Porsche 935 K3/80 from noted west coast preparation shop Garretson Developments, for whom I’d driven several races in the late 1970s with the Dick Barbour team. Along with co-driver Bob Garretson we had keen young driver Bobby Rahal. The car was still being built when it arrived at Daytona, so we had very little practice. I qualified the car in a lowly 16th place with an eager Bobby suggesting he could do better. Early Sunday morning Bobby arrived back in the trailer and when I asked how we were doing he replied that we were in the lead. As I started to remonstrate, he said: “we haven’t passed a single car, they’ve all broken down.”! We went on to win.

My last Daytona 24 of any consequence was 1988 driving with Bob Wollek and Mauro Baldi in Jim Busby’s BF Goodrich great Porsche 962. We lost by 1 lap to the Jaguar XJR-9 fielded by Tom Walkinshaw.

One of the great endurance races in the world, Daytona is also the toughest. Let’s pray for better weather in 2020.