New corvette’s 2010 GT2 C6.R Is Based On The ZR-1 [Video]

General Motors has revealed their second-generation Chevrolet Corvette C6.R racer, which is based on the 2010 Corvette ZR1. The new 2010 C6.R will be powered by a 485-horsepower 5.5-litre V8 engine and it will compete in 2010 American Le Mans Race Series.


“Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing.”


Power comes from a naturally aspirated 5.5-liter V-8 with 485 hp (362 kW / 492 PS), instead of the ZR1's supercharged 6.2-liter V8 with 638 hp (476 kW / 647 PS). To compensate for the 153 hp (114 kW /155 PS) missing ponies, the Corvette Racing team put the C6.R on a strict diet. It weighs 2745 lbs (1245 kg), which is 579 lbs (263 kg) less than the standard ZR1.


As specified by GT rules, the C6.R uses many production-based components from the ZR1. Carry over items include the body design, aerodynamic package, aluminum frame, chassis structure, and steering system.


Besides the new engine, the C6.R features a revised suspension, steel brake discs (instead of carbon-composite rotors), a 26.4 gallon fuel tank (29 gallons in ALMS E85R spec), and 18-inch wheels outfitted with Michelin racing tires.


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Press Release

New Corvette Racing C6.R and Production Corvette ZR1 Represent the Culmination of More Than 10 Years of Technology Transfer

Updated C6.R to Race in 2010 Le Mans, 50 Years After Corvette's First Appearance in Legendary Endurance Race

DETROIT - Corvette Racing's second-generation C6.R will be powered by a new 5.5L production-based V-8, to compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the 24 Hours of Le Mans. The updated C6.R and the Corvette ZR1 on which it's based represent the strongest link yet between a production Corvette and the modern Corvette Racing team. Both cars are well-equipped to compete on and off the track with showroom competitors including Aston Martins, BMWs, Porsches and Ferraris.

Corvette has a long history of production-based endurance racing, making its first appearance at the 12 Hours of Sebring in 1956, and its first appearance at Le Mans in 1960. Then Corvette chief engineer Zora Arkus-Duntov leveraged the racing program to improve the production Corvette, as evidenced by the development of heavy-duty and high-performance components and the introduction of the race-bred Z06 option on the 1963 Corvette Sting Ray.

The transfer of technology between racing and production cars resumed with the start of the modern Corvette Racing program in 1999. More than a decade later, it's impossible to imagine one team without the other, according to Tadge Juechter, Corvette chief engineer:

"Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing."

1999 - 2004: The C5-R acts as a catalyst for Corvette performance

Corvette Racing campaigned the C5-R from 1999 through the end of the 2004 season. The first-generation car scored 35 victories in 55 races, won its class at the 12 Hours of Sebring three consecutive years, posted three 1-2 finishes in the GTS class at the 24 Hours of Le Mans, and earned four consecutive ALMS manufacturers championships for Chevrolet.

It also served as a catalyst for Corvette performance.

In 1999, the fifth-generation Corvette C5 produced 345 horsepower from its 5.7L V-8. Leveraging the powertrain technologies developed for the C5R, Corvette brought back the hallowed Z06 moniker in 2001, packing a 385 horsepower 5.7L V-8.

In addition, the C5-R helped shape the sixth-generation Corvette, introduced for the 2005 model year. Corvette Racing's influence could be seen in the C6 Corvette design, which featured flush headlights for better aerodynamics; a single, large grille opening for the engine air intake, radiator, and brake cooling; a lower coefficient of drag; and low 3,179 pound curb weight. Lessons from racing were also integrated in the 6.0L LS2 V-8, the most powerful standard Corvette engine to date, with 400 horsepower and 400 lb-ft of torque. As a result, the C6 Corvette delivered unprecedented performance, including a 186-mph top speed, acceleration from 0-60 mph in 4.1 seconds, and quarter-mile runs in 12.6 seconds at 114 mph.

2005 - 2009: The co-development of the C6.R and Z06

The C6 Corvette served as a foundation for the joint development of two new, high-performance Corvettes: the 2006 Corvette Z06 and the Corvette Racing C6.R, introduced in 2005.

Both cars were powered by 7.0L small-block V-8 engines, with dry-sump lubrication systems, CNC-ported aluminum cylinder heads, titanium valves, forged steel crankshafts, and plate-honed cylinder bores.

For the Z06, the collaboration translated into 505hp, 470 lb.-ft. of torque, and searing performance: 198-mph top speed, acceleration from 0 - 60 mph in 3.7 seconds, and quarter-mile runs in 11.7 seconds at 125 mph. Racing's influence was also evident in the Corvette Z06 use of lightweight carbon fiber front fenders and wheelhouses, and aerodynamics package - including a front splitter, air extractors behind the front wheels, radiused trailing edges on the wheel openings, brake cooling scoops, widened rear fenders, rear diffuser, and spoiler.

For the C6.R, homologation on the Z06 translated into 42 wins, four consecutive ALMS drivers and manufacturers championships, and three victories at the 24 Hours of Le Mans.

2010: Introducing the second-generation C6.R, based on the ZR1

In the 2010 American Le Mans Series, Corvette Racing will compete in the series' production-based GT category (formerly GT2) and in the GT2 class at the 24 Hours of Le Mans with a second-generation C6.R that is homologated on the Corvette ZR1.

The GT rules require the use of many production-based components, making the ZR1 and C6.R the closest street and racing Corvettes since the 1960s.

Introduced for the 2009 model year, the ZR1 is the fastest, most powerful car ever produced by Chevrolet. To deliver 638 hp, the LS9 V-8 engines are hand-built using many of the processes developed by the race team. To deliver a 205-mph top speed, the ZR1 aerodynamics package also utilizes race technology - including wide carbon fiber front fenders with dual vents, a full-width rear spoiler, and a front splitter.

The updated C6.R utilizes the ZR1 body design, aerodynamic package, aluminum frame and chassis structure, steering system, windshield, and other components.

Aluminum frame: The new Corvette C6.R is built on the same aluminum frame rails that underpin production Corvette Z06 and ZR1 models. Other production chassis structures in the race car include the windshield frame, the hoop around the rear of the passenger compartment, the door hinge pillars, the drivetrain tunnel, the firewall, and the floor pan.

Steering system: The new Corvette C6.R utilizes the production steering column out of the ZR1, with a fully adjustable steering wheel, and production rack-and-pinion steering rack.

Body profile: The Corvette C6.R race car is now virtually identical to the Corvette ZR1 street car in appearance, as GT rules require production-type fenders with simple flares to accommodate wider tires.

Aerodynamics: The new C6.R utilizes the full-width, production rear spoiler from the ZR1, and a production-based ZR1 front splitter that extends 25mm, in contrast to the 80mm splitter allowed under the GT1 rules. Although the aerodynamics package does not produce the same levels of downforce as the GT1 car, the C6.R is more predictable over a wide range of speeds.

Where the C6.R and ZR1 differ significantly are in situations where GT rules actually prohibited the use of the more sophisticated ZR1 components. For example, the ZR1 is equipped with carbon-composite brake rotors, while GT regulations require ferrous (steel) brake discs. And, where the ZR1 utilizes a 6.2L, supercharged V-8, the C6.R will use a naturally aspirated small-block, production-based 5.5L V-8.

The Corvette C6.R race cars' 5.5-liter Chevrolet small-block V8s are developed, built and maintained by GM. The Corvette C6.Rs' LS5.5R is a naturally aspirated race engine, based on the Corvette Z06's 7.0-liter LS7 engine (which in turn was developed with the 7.0L race engine used in the C6.R GT1 cars), built on production cast-aluminum cylinder blocks.

Pending GT2 class regulations specify a maximum displacement of 5.5 liters, the reduction in displacement to meet this requirement was achieved by shortening the crankshaft stroke and reducing the cylinder bore diameter. In accordance with the regulations, the race engines have two 28.8mm diameter intake air restrictors. The LS5.5R engines are equipped with dry-sump oiling systems, CNC-ported aluminum cylinder heads with titanium intake and exhaust valves, and sequential electronic port fuel injection. The race engines use E85R ethanol racing fuel in the ALMS and E10 fuel in Le Mans.

Race on Sunday, Sell on Monday

Clearly, Corvette Racing's success in production-based endurance racing has played a significant role in improving the performance of the production Corvette. In addition, as the racing and production cars have become more closely linked, Corvette Racing has also shown a positive impact in Corvette sales.

"Corvette sales tracked directly to customer leads at ALMS races have doubled from 2005 to 2009," says John Fitzpatrick, Chevrolet Performance Cars marketing manager. "This proves what we have heard anecdotally from other Corvette owners: Watching production-based Corvettes win against legendary marques like BMW, Porsche and Ferrari, on legendary tracks like Sebring and Le Mans, makes Corvette all the more desirable."

2010 Corvette ZR-1 and Corvette Racing C6.R Specifications

	2010 Corvette ZR1	2010 GT2 Corvette C6.R
Displacement (L / ci):	6.2 / 376	5.5 / 336
Horsepower:	638 @ 6500 rpm	485 @5800
Torque (lb-ft):	604 @ 3800 rpm	na
Bore diameter (mm / in):	103.25 / 4.06	103.89 / 4.090
Crankshaft stroke (mm / in):	92 / 3.62	80.90 / 3.185
"V" angle (deg):	90	90
Cylinder bore spacing (mm / ci):	111.7 / 4.40	111.7 / 4.40
Valvetrain:	pushrod with overhead valves, titanium inlet	pushrod with overhead valves, titanium inlet and exhaust
Valves per cylinder:	2	2
Camshaft drive:	chain	chain
Cylinder case material:	aluminum	aluminum
Cylinder liners:	dry iron	aluminum
Cylinder head material:	aluminum	aluminum, CNC ported
Lubrication system:	dry sump	dry sump
Fuel system:	sequential EFI	sequential EFI
Throttle system:	supercharged w/intercooler, throttle body	individual runner
Fuel:	premium unleaded gasoline required	E85R ethanol (ALMS) E10 (Le Mans)
Body style:	two-door hatchback coupe	two-door hatchback coupe
Drivetrain:	longitudinal front engine, rear-wheel drive	longitudinal front engine, rear-wheel drive
Chassis:	hydroformed aluminum chassis, composite body	hydroformed aluminum chassis, composite body
Wheelbase (in):	105.7	105.7
Length (in):	176.2	176.2
Width (in):	75.9	78.6
Height (in):	49	45.9
Weight (lb):	3324	2745
Front suspension:	independent, short/long arm double wishbone, cast aluminum controls, transverse-mounted composite leaf spring, monotube shock absorbers, anti-roll bar	independent, short/long double wishbone, fabricated steel upper & lower, machined aluminum knuckle, coil-over multi-adjustable shock absorbers, anti-roll bar
Rear suspension:	independent, short/long arm double wishbone, cast aluminum control arms, transverse-mounted composite leaf spring, monotube shock absorbers; anti-roll bar	independent, short/long arm double wishbone, steel fabricated upper & lower control arms, machined aluminum knuckle, coil-over multi-adjustable shock absorbers, anti-roll bar
Brakes:	front and rear power-assisted carbon-ceramic disc with 6-piston front and 4-piston rear calipers, cross-drilled rotors, ABS	4-wheel disc with monoblock calipers, steel rotors and ceramic composite pads
Wheels (in):	19 x 10 (front); 20 x 12 (rear)	18 x 12.5 (front); 18 x 13 (rear)
Tires:	Michelin Pilot Sport 2 P285/30ZR19 (front), P335/25ZR20 (rear)	Michelin racing tires, 300/32-18 (front), 310/41-18 (rear)
Fuel capacity (gal):	18	26.4 (29 @ ALMS E85R spec)

TVR rolling chassis from Carmel Motorsports

Just a week ago, the rumor was spread that new TVRs will be coming to the U.S. and that they'll cook their tires with U.S. engines – but you'll probably have to wait until this year's Goodwood Festival of Speed to get the details. Now we've been told that you can buy remanufactured versions of the Tuscan, Sagaris, and T350, and you don't have to wait at all!


These old-as-new TVRs are being sold as rolling chassis, the same way you would buy a Superformance or Rossion, and have otherwise been made to comply with U.S. DOT laws. They're available through Carmel Motorsports in Indianapolis, and all you'll need to do after a phone call and a cash transfer is show up with an engine or a trailer.


We don't know where the supply of cars is coming from, however. The "official" TVR isn't building cars; these are coming from a company called Total Vehicle Remanufacturing. TVR, get it? We don't know anything about them, but hey, one call to Carmel can answer all your questions if you decide you're ready for the raw rear-wheel-drive power of what used to be Blackpool's finest.



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eBay Find of the Day: C/D Pinto Project Race Car

Time was, automotive magazines used to do stuff that was awesome. This IMSA Pinto is evidence of that. Car and Driver built this car in 1974 to illustrate that racing on a big scale for a modest budget was possible.The car grabbed the pole position in half the races it entered that season and won outright at its second race at Charlotte. Surely more powerful than the emissions- and oil-crisis choked street Pintos of the day, this race car is better suited to road courses than hugging the wall at Talladega, but it's likely loads of fun either way.


Although the car itself is built from a ’72 Pinto, the team chose to use the larger 2.3-liter I-4 introduced in 1974, and had its block modified by Doug Fraser Racing Engines. A number of other changes, including a Corvette radiator, full roll cage, tall 4.10:1 and 4.30:1 rear axle ratios, and brakes and a steering box cribbed from a ’74 Pinto, were all part of the recipe.


Overall, the experiment was a success -- the Pinto won its second race (at Charlotte), and managed to garner two pole positions in the four races it was entered in. Although it was relatively underpowered, the car’s forte was handling, and it could more than hold its own on tight road courses.


The car had been sold off by Car and Driver back in 1974, and was subsequently restored by Don Sherman, now of Automobile Magazine, but a C/D alum, in 2005. Sherman had his nostalgic fun with the car before selling it to Fox Motorsports. Fox has added some more beans to the Pinto's powerplant, and now has it up for sale on eBay Motors. You've got seven days to scrape some dough together and go vintage racing in the car that started Pat Bedard's respectable – if short – racing career.

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Official Corvette C6.R GT2 images follow day of testing at Sebring

This year's Corvette racer, the C6.R headed to the GT class in ALMS and at Le Mans, has had a slow reveal. First its heart was unleashed, the production-derived 5.5-liter V8, then its livery stopped to pose. Now the car has been caught doing what it hopes to do best this year, heating up the tarmac at Sebring International Raceway.


There will be two teams competing: Johnny O'Connell, Jan Magnussen and Antonio Garcia in the No. 3 Compuware Corvette 3; Oliver Gavin, Olivier Beretta, and Emmanuel Collard in the No. 4. Their first race will be on March 20, the Mobil 1 Twelve Hours of Sebring, and the competition will be a gunslinger's hall of fame: Porsche, BMW, Ferrari, Aston Martin, Spyker, Jaguar. Gentlemen, on your marks...


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Video: Next Generation Concept IndyCar Unveiled in Chicago

DeltaWing LLC, of Indianapolis, introduced the future of open wheel racing today at the Chicago Auto Show, aimed at realigning America's premiere racing tradition with current automobile industry and consumer trends. DeltaWing calls on technological innovation to return racing to cutting edge relevance in the search for extreme performance with less environmental and financial resources.

"Today marks a fundamental shift in how race fans and the general public will view all racing cars in the future; this is a game changer" said Dan Partel, Chief Executive Officer of DeltaWing LLC. "This radical prototype takes open wheel racing to a new level from both an engineering standpoint and the overall spectator experience."

The car also marks the next step in the industry's dedication to becoming more environmentally responsible. DeltaWing has identified that this marketplace trend can be applied to the IZOD IndyCar Series and has developed this concept car using the most advanced American technology.

By targeting reduced aerodynamic drag and lighter weight, the DeltaWing design achieves record breaking on track performance with only half the engine power of its recent predecessors. The unique vehicle design provides optimum and consistent distribution of loading for the Firestone Firehawk tires, which are specifically developed for the dynamic characteristics of the DeltaWing racer. The futuristic form aims to appeal to a younger demographic audience who is increasingly in search of technological innovations to solve the requirement for sustainable personal mobility. DeltaWing LLC will design, engineer and supply a running prototype by August, 2010.
Revolutionary design from every angle

• Ultra narrow front track design saves weight, while fairings for the Firestone tires reduces aerodynamic drag and prevents wheel interlocking

• Delta plan view shape provides undisturbed airflow to the downforce generating ground effect underbody venturi located beneath the car's center of gravity just ahead of the widely spaced rear wheels. Highly efficient downforce with negligible wake ensures minimal loss of aerodynamic performance for a trailing car thus enhancing the on-track overtaking spectacle

* Uncluttered side view with rearwards driver location provides ideal sponsorship positioning and true single-seater appeal. The highly prominent tail fin replaces the conventional inverted aerofoil in order to broaden the yaw stability envelope without inducing aerodynamic drag on straight-aways

"We are confident that this car will outperform the current generation IndyCar and do it in a more environmentally friendly way," said Partel. "Auto racing has always been a powerful marketing tool for propelling new technology into the hearts and minds of consumers. This new car was specifically designed to be more closely aligned with the new reality of automobiles that are arriving on the road today. Consumers are choosing cars that provide impressive performance capabilities but with greater fuel efficiency. This prototype IndyCar features those same characteristics, making it much more relevant to the public and the auto industry. It is our goal to make participation in the series highly attractive to the automobile manufacturers as well as the fuel, technology, information and entertainment corporate sectors."

DeltaWing anticipates the final car will weigh a remarkable 50 percent less than the current generation IndyCar and crucially, generate only half of the aerodynamic drag. This combination requires substantially less horsepower to generate speeds of over 235 miles per hour while delivering a 100% improvement in fuel efficiency.

"Our goal is to have our first prototype on the track in August," said Partel. "We look forward to an exciting development project with the Indy Racing League to ensure that all of their requirements are met for DeltaWing to become the next IZOD IndyCar in 2012."

"Today, we saw the future of racing unveiled", said Bill Lafontaine, Chief Marketing Officer. "This revolutionary car and business concept ushers in a new era in racing and reinforces the strong tradition of innovation in open wheel racing. This initiative reaffirms America's ability to lead in the automotive field. We look forward to the development of the car and our first running prototype."


About the DeltaWing IndyCar Prototype

Initial concept work by Ben Bowlby started with a clean sheet approach and began in January, 2009 at Target Chip Ganassi Racing in Indianapolis. The first prototype car will be powered by a 2.0 liter 4 cylinder turbocharged engine. Final horsepower figures will be based on the car's performance on the track, but by using state-of-the-art computer modeling, it is anticipated that the engine will need to produce approximately 300 horsepower to attain the performance targets and will run over 4,000 miles before requiring a rebuild, a dramatic 100% improvement over the current engine.

"The DeltaWing Concept is more than just a new and exciting racing car; it is about creating a platform that moves racing into the new era of information entertainment", said Bowlby, Designer and Chief Technology Officer. "Once we have successfully production engineered and manufactured the first generation of team cars, those cars will form the beginning of a constant evolution formula. Our intention is to publish the entire design detail via the DeltaWing website where access will be available to everyone and so provide a unique participation opportunity and insight into the engineering world of modern racing cars. Just as we hope to see multiple engine suppliers with different configurations and displacements, we also hope to create a framework that will allow us to see a varied and ever changing grid of racing machines in a sustainable, cost controlled and high value manner. We will be unveiling these plans once the prototype is up and running. As we design the DeltaWing prototype, safety, efficiency, value and cost are our main priorities; the goal is that more teams and drivers will have the opportunity to compete in the IZOD IndyCar series. At this point we anticipate a complete car with engine will sell for $600,000."


Key Specifications (estimated)

• Weight with driver: 1,030 lbs.

• Horsepower: 300 BHP

• Wheel base: 125 inches

• Front track: 24 inches

• Rear track: 70 inches

• Aerodynamic drag: Cd 0.24

Key Technical features

• Engine and transmission are "non-stressed members" of the chassis structural design which allows teams to install a wide variety of lightweight powertrains

• The prototype will feature a 4 cylinder turbo charged engine that will produce approximately 300 horsepower at 7,000 rpm and weigh only 160lbs fully dressed

• Engine capacity, RPM and configuration freedoms are anticipated given only that the rate of fuel delivery to the engine will be controlled by a specially developed fuel flow rate control unit

• Vehicle weight distribution is necessarily more rearward than traditionally seen with 72.5% of the mass on the larger rear tires

• 80% of the aerodynamic downforce acts on the rear of the car

• Inline traction under acceleration through the rear tires is greatly enhanced by rearward weight and aerodynamic distributions

• Unique amongst today's racing cars 60% of braking force is generated behind the center of gravity giving a dynamically stable response

• Locking propensity of the inside front wheel on corner entry is greatly reduced

• Transission features 6 speed oval and 5 speed plus reverse road track configurations with sequential paddle shift actuation

• Differential features full torque vectoring active technology with driver control of gain for balance adjustment. "Active stagger" removes the expensive necessity for staggered rear tire diameters for ovals

• Advanced computer modeling of structures, impact energy management, aerodynamics, vehicle dynamics and tires has been used to develop the virtual DeltaWing car

• The car's performance has been simulated on each configuration of race track encountered during the IZOD IndyCar Series Championship

• Modern advanced materials and CNC construction techniques applied to achieve gains in light weight structures and occupant safety

• Driver position, restraint layout and energy absorbency facility designed with the latest data on survival criteria

Visit www.deltawingracing.com for additional information and to follow progress on the design and development of the concept


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2012 IndyCar Swift Concepts [Video]

San Clemente, California - USA February 2010

American race car company, Swift Engineering, Inc. is proud to announce key motorsport partnerships with industry leading companies to further its bid to design and build the next generation race car chassis for the 2012 IZOD IndyCar Series ®.

"Given Swift is the leading US race car design and manufacturing company and our 27-year history was founded in motorsport, it is only natural that we aspire to partner with the nations' premier open-wheel formula, the IZOD IndyCar Series," Jan Wesley Refsdal, Swift's president said.


Key business alliances have been cemented between Swift and Cray Inc. (The Supercomputer Company), Indianapolis-based Mark One Composites, Inc. and Cruden America, world leaders in motion racing simulators

"Individually, each one of these partnerships is critical to Swift's continuing commitment to motorsport; however, collectively and in conjunction with one another they will help us set new industry standards in innovative design, manufacturing and support," Refsdal stated.


Swift's strategic industry partnerships were carefully selected and cultivated through a focused effort to realize the challenge the IZOD IndyCar Series has set for its next generation car.

Cray supercomputers will be used at Swift's facility to further enhance its capabilities in Computational Fluid Dynamics (CFD), an important tool in the design and development of aerodynamic concepts. In conjunction with Swift's existing on-site wind tunnel designs will be tested in accurate virtual models allowing for valuable driver feedback and performance data collection on Cruden's state-of-the-art 3Ctr 6-DOF motion racing simulator which is soon to be operational at Swift.


"Speed-to-market is critical in any business, but probably more so in racing as the green flag doesn't wait for anyone," Refsdal said. "Rapid development is just as much about the speed and quality of the design process as it is manufacturing. We are evolving our four-year exclusive certified composite repair relationship with Mark One Composites, Inc. to provide further manufacturing and inventory support directly to teams from its Indianapolis-based facility."


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Video: 2010 Matech Ford GT1 unveiled

As early as 2009, before the regulations of the new GT Championship came into force, Matech Concepts started developing a new Ford GT1 based on the prototype fielded in the previous season. On the way to the Portuguese circuit at Portimão, Matech Competition stopped in Spain at the Ascari circuit to perform the roll-out of the new car. With Thomas Mutsch at the wheel, the first metres of the Ford GT1 went according to plan, just as the driver and Martin Bartek had been hoping:


"The car is completely new. Not a single element, be it the engine, the transmission system, the suspension or aerodynamics are the same as those of the Ford GT1 from 2009. The roll-out was very promising, and we are confident with regard the forthcoming season." The next step will be the "balance of performance" at Portimão on 3 and 4 February, followed by further testing at the Alcañiz circuit where a handful of previously selected drivers will take the wheel of the Ford GT1. This first stage will then be concluded by the presentation of the vehicle to the press in Paris on 1 March.


The driver pairings...
To determine the final line-up for the cockpits of the two Ford GT1 cars, Matech Competition has invited seven drivers to participate in a comparative test in a "special" Ford GT3 on the Portimão circuit. In addition to the five men - Mathias Beche, Yann Zimmer, Borja Garcia, Casper Elgaard and Carlo Van Dam - the group also includes two ladies, Natacha Gachnang and Cyndie Allemann. ‘'Our goal, clearly, is to form two teams that are as strong as possible by giving young drivers, including women, an opportunity to compete.


For these tests, they will be driving one of our Ford GT3 cars on which we have removed the ballast and the air-restrictor so that it will handle in a similar way on the track as the GT1," explains Martin Bartek. After this initial evaluation, there will be some candidates for further tests, this time in the Ford GT1 at the Motorland circuit near Alcañiz. Jonathan Hirschi and Marc Hennerici will join this test as well.


via:world car fans

Ford Focus RS WRC Edition

To celebrate 40 years of the Blue Oval's performance model, Ford launched the limited edition Ford Focus RS WRC Edition. The Ford Focus RS WRC Edition price starts at 55 900 Swiss francs and the company says it will be limited to 50 units.


The unique graphic is the result of a design competition launched in October 2009 between the Swiss importer of the compact Ford rally enthusiasts. The winning proposal, already submitted as a prototype at the IAA in Zurich last November, that was painted white “Frozen White” adhesive side with black / green from design relatively simple and alloy wheels OZ Superturismo GT 19 inches.


The engine remains a turbocharged 2.5-litre from the stock Focus RS worth 300 bhp (305 PS / 224 kW) and 400Nm of torque. 0 - 100km/h sprint time is under 6 seconds and it is capable of posting a 260km/h (162 mph) top speed.




via:fancytuning

JAGUAR RETURNS TO LE MANS

The year 2010 marks 75 years of the Jaguar name on both road and race cars. As a continuation of this great heritage, Jaguar can confirm it will return to the famed Le Mans 24 hours. With a total of seven wins between 1951 and 1990, Jaguar is the single most successful British make in the race's history. Jaguar will return to Le Mans this year lining up on the starting grid on 12th June 2010 with an XKR GT2 run by JaguarRSR.

Paul Gentilozzi, Principal Partner, JaguarRSR commented: "We are delighted the ACO has granted us entry in the prestigious 24 hours of Le Mans. It is a race that is held dearly in the hearts of motorsport fans across the world and for Jaguar to be racing again is something special.

"We are fortunate to bring an international line up of the world's finest driving talent including Scott Pruett and Marc Goossens as our drivers for this race."


Gentilozzi, who will drive the JaguarRSR XKR GT2 in the 2010 American Le Mans Series (ALMS) added: "Spirits will be high around Jaguar's return to Le Mans but we must remember the incredibly high level of competition - a podium place in our category will not fall into our hands. That said, I can guarantee 100 per cent commitment from JaguarRSR and urge fans of Jaguar and Britain's racing heritage to support the team whole heartedly."


C.J. O'Donnell, Global Marketing Director of Jaguar Cars said: "Motorsport has always been important to the Jaguar brand. Our domination of Le Mans in the 1950s was a foundation on which the company was developed. It was twenty years ago that Jaguar last won Le Mans with a TWR Jaguar Sport entry driven by John Nielsen, Price Cobb and Martin Brundle. Returning to Le Mans will reignite excitement for the marque across the globe, all the more poignant in our 75th year.


"With the introduction of the new XK, XF and XJ, the Jaguar brand has advanced cutting-edge technology, stunning design and our 'R' performance driving experience. We now return to motorsport to demonstrate this achievement and the prowess of the Jaguar XKR."

In 1951, the C-type won Le Mans at its first attempt, with a further victory in 1953. The D-type took Le Mans wins in 1955, 1956 and 1957 while this racing success was followed in 1988 with the Jaguar XJR-9LM, a V12-powered Group C car. Another outright victory would follow in 1990 with the Jaguar XJR-12.


ENDS

Details of Jaguar's wins at Le Mans 24-hours:

1951
Model: C-type
Race No.: 20
Drivers: Peter Walker, Peter Whitehead
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): First Jaguar win; 2244 miles, 93 mph

1953
Model: C-type
Race No.: 18
Drivers: Tony Rolt, Duncan Hamilton
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): Second Jaguar win; 2540 miles, 106 mph

1955
Model: D-type
Race No.: 6
Drivers: Mike Hawthorn, Ivor Bueb
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): Third Jaguar win; 2570 miles, 107 mph

1956
Model: D-type
Race No.: 4
Drivers: Ron Flockhart, Ninian Sanderson
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): Ecurie Ecosse entry; fourth Jaguar win; 2507 miles, 104 mph

1957
Model: D-type
Race No.: 3
Drivers: Ron Flockhart, Ivor Bueb
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): Ecurie Ecosse entry; fifth Jaguar win; 2732 miles, 114 mph

1988
Model: XJR-9LM
Race No.: 2
Drivers: Jan Lammers, Johnny Dumfries, Andy Wallace
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): TWR Jaguar Sport entry; sixth Jaguar win; 394 laps, 3313 miles, 138 mph

1990
Model: XJR-12
Race No.: 3
Drivers: John Nielsen, Price Cobb, Martin Brundle
Result: 1st
Notes (distance and average speeds rounded off to nearest whole figure): TWR Jaguar Sport entry; seventh Jaguar win; 359 laps, 3034 miles, 127 mph
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1963 Ferrari 250 GTO up for sale by RM Auctions...

RM Auctions, the global leader in the collector car market with a specialization in the sale of Ferraris, is representing the 1963 Ferrari 250 GTO (chassis no. 4675 GT) – one of the most coveted cars in the world, for private treaty sale.


In addition to its impressive motor car auction results at prestigious locations around the globe, including the sale of seven of the top 10 Ferraris ever sold at auction, RM generates an average of $50 million in private treaty transactions year over year.


"The Ferrari GTO is unquestionably one of the most iconic and coveted cars in the world," says Max Girardo, Managing Director of RM Europe. "This is truly a rare occasion for collectors to acquire such an important piece of automotive history and we are pleased to be chosen by 4675 GT's current custodian to represent it on the open market."


The 1963 Ferrari 250 GTO (chassis no. 4675 GT) is one of only 36 250 GTOs originally produced and one of a limited few with Series II GTO bodywork. In addition to being considered one of the most beautiful cars ever built by Ferrari, the GTO was tremendously successful in competition, securing multiple World Championships for the Modenese car builder.


In April 1963, 4675 GT left the factory finished in Rosso Cina. It was raced by such drivers as Guido Fossati, Jean Guichet, Oddone Sigala, Vincenzo Nember and Luigi Taramazzo and proved itself a tremendously capable racing car, rarely finishing outside the top three in its class and achieving numerous race wins. It participated in the full range of competitive events, including hillclimbs, endurance races and rallies.


The present owner acquired 4675 GT in 1996, and has maintained it in his exceptional, world-renowned Japanese collection ever since. Most recently 4675 GT has participated in the ultra-private events reserved only for GTO owners, namely the 35th and 45th GTO Anniversary Tours in France and California.

For more information about the purchase of this car, please contact Max Girardo at RM Auctions on +44 (0) 20 7851 7077.
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SPOILER ALERT: 2010 Rolex 24 at Daytona full of surprises, lead changes

DAYTONA BEACH, Fla. - David took on the Goliaths and won Sunday's 48th running of the Rolex 24 At Daytona. In a race marked by unusual weather, heavy attrition and a record number of lead changes, Joao Barbosa held off Scott Pruett by 52.303 seconds to win the GRAND-AM Rolex Sports Car Series presented by Crown Royal Cask No. 16 race in the No. 9 Action Express Racing Porsche Riley.



It was the second consecutive runner-up finish in the race for Pruett, a three-time Rolex 24 winner who teamed with Memo Rojas, Max Papis and Justin Wilson in Chip Ganassi Racing with Felix Sabates' No. 01 TELMEX/Target BMW Riley, a team that won three of the last five Rolex 24 races.



Scott Tucker, Ryan Hunter-Reay, Richard Westbrook and Lucas Luhr finished third, four laps behind in the No. 95 Crown Royal/NPN BMW Riley. A jammed seat belt early Sunday morning - resulting from a piece of tape - cost the team two laps, taking them out of the fight.



Ricardo Zonta, Tracy Krohn, Nic Jönsson and Colin Braun finished fourth in the No. 75 Krohn Racing Ford Proto-Auto Lola, followed by Ozz Negri, John Pew, Burt Frisselle and Mark Wilkins in the No. 60 Crown Royal XR Ford Riley.



Sylvain Tremblay, Jonathan Bomarito, Nick Ham and David Haskell won the GT race by four laps in SpeedSource's No. 70 Castrol Syntec Mazda RX-8.





The race started under caution Saturday due to a deluge that soaked the track during the two hours prior to the start. While the rain quickly let up, conditions remained treacherous for several hours due to damp conditions, particularly off the racing line. Sunday's portion was run under dry but very chilly and windy conditions.



It was Barbosa's second consecutive victory in Rolex Series Daytona Prototype competition; he and Hurley Haywood won the 2009 season finale at Homestead-Miami Speedway for Brumos Porsche. Barbosa led a race-high 129 laps; the four Action Express Racing drivers combined to lead 316 of the 755 circuits.



"It's just unbelievable," Barbosa said. "For the team to perform under really difficult circumstances like 24 hours, they did an amazing job."



For Borcheller, it was his third class victory in the Rolex 24 and first overall.



"It's really special," Borcheller said. "'04 was amazing, just because the way the race ended up in the last 15 minutes with us winning when Tony Stewart driving the Crawford broke. But that was also the first year I believe that a Daytona Prototype won overall. So the competition was - it's always there, but it was nothing like it is now."



It also marked the second consecutive and 22nd overall victory for Porsche in the event. David Donohue, Darren Law, Buddy Rice and Antonio Garcia won in 2009 in a Brumos Porsche Riley, using a flat-six Porsche engine. A Cayenne-based V-8 engine - built in Germany but highly modified in America by Lozano Brothers - powered Sunday's winning entry.



It was an emotional day for the defending race winners. Moments after five-time Rolex 24 winner Haywood turned a sizzling time of 1:42.2 in his final lap in professional competition, Raphael Matos went to the garage and retired the car they shared with Donohue, Law and three-time Rolex 24 winner Butch Leitzinger with two-and-a-half hours remaining.



Ironically, a false alarm gave the Action Express team some breathing room when Justin Wilson, driving the No. 01 BMW Riley, drove to the paddock as a precaution.



"We just had one hiccup," Wilson said. "I came out of the bus stop and heard a large clunk. I thought I'd blown a tire and I dove into the pits, but they told me it was all okay. Maybe it was just some debris on the track."





The race featured a record 53 lead changes among 29 drivers. All but two of the Daytona Prototypes led in the event, and all but two of them experienced heart-breaking problems that dropped them out of contention.



Scott Dixon, Dario Franchitti, Juan Pablo Montoya and Jamie McMurray combined to lead 139 laps in Chip Ganassi Racing with Felix Sabates' No. 02 TELMEX/Target BMW Riley. Montoya was leading the race at midnight when his car began smoking. Moments later, he went to the garage and the car was retired with engine failure.



The defending Daytona Prototype champion No. 99 GAINSCO Chevrolet Riley was retired while running fifth. An oil pump failure led to a variety of complications that eventually forced four-time NASCAR Sprint Cup Series champion Jimmie Johnson to take the car he shared with Jon Fogarty, Alex Gurney and Jimmy Vasser to the garage.



Michael Shank Racing had both of its cars running at or near the front for most of the race before both broke in the closing hours. Burt Frisselle went out in the team's No. 60 Crown Royal XR Ford Riley co-driven by Ozz Negri, John Pew and Mark Wilkins, while NASCAR regular A.J. Allmendinger's day in the No. 6 Ford Riley co-driven by Michael Valiante, John Pew and Mark Patterson went up in smoke with 75 minutes remaining.



The No. 10 SunTrust Ford Dallara started from the pole by Max Angelelli, but had to recover from an incident early in the race to finish sixth. The car was also driven by team owner Wayne Taylor, his 20-year-old son Ricky Taylor and Pedro Lamy.





A team that experienced problems with cold tires at the pit exit was the new No. 7 Starworks BMW Riley driven by Ian James, Mike Forest, Bill Lester and Dion von Moltke.



Derek Johnston, the 2008-2009 British Radical UK Cup champion, drove in the event after winning the inaugural Sunoco Rolex 24 At Daytona Challenge, and finished 10th in class, sharing the No. 77 McDonald's Ford Dallara with Memo Gidley, Brad Jaeger and Fabrizio Gollin.



Defending race winners Rice and Garcia, sharing the No. 90 Menards Porsche Coyote with Paul Menard and Darren Manning, finished 13th in Daytona Prototypes.



Action Express Racing was formed during the offseason when Brumos cut back to a one-car team. Longtime team associate Bob Johnson leased a Riley chassis and mated it with a Porsche Cayenne-based V-8 engine.



The dawn hours saw terrific racing between Barbosa and Papis, who battled nose to tail for several laps.



"That's why Chip hired me," Papis said. "He hired me to run fast and take chances. I leave my friends at home."



The winners' average speed was 111.930 mph. The race was slowed 16 times by caution for 74 laps.





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McLaren MP4-12C GTR Rendered

Jonsibal.com has published a new rendering featuring a proposed McLaren MP4-12C GTR. Jon drew up the idea in several different classic liveries, including Fina, Gulf, and Marlboro.


"I gave the car wider fenders to house four OZ wheels (with some lip) the previous F1 GTR ran back in the days," said the artist on the website. "I also added splitters in the front and rocker panels to keep the air moving underneath as fast and clean as possible."


The artist was a big fan of the Gordon Murray design for the McLaren F1, and the GTR version that followed. Photos of the F1 GTR are included on this page. The follow-up rendering to the MP4-12C GTR will be a Long Tail variety, an homage to the GTR '97 Long Tail. Once Jon sends it out, we will bring it to you.


The 2011 McLaren MP4-12C will be launched next year with a 3.8-liter V8 engine that produces 600 hp (447 kW) and up to 422 ft-lb. Pricing will be set at £150,000.


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