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After immense penalties for dominating the GS class in the 2005 racing season--penalty lead plates to make them the heaviest competitors on the track, camshaft lift/duration restrictions, only street shortie headers, no X-pipe in the exhausts, punitive final drive ratios, no chip re-flash, and the only intake restrictor plates ever required on an engine under 5.1 liters, the Mustang herd stampeded back to take 5 of the top 11 overall positions in this year's Grand American Cup Series roadracing opener last Friday at Daytona International Speedway--including 1st overall and 2nd overall!  The 2nd overall finisher took the pole but got passed by another Mustang on lap 61 of 64 and finished less than half a second behind the winner.  Only 8 seconds separated the five top Mustangs after 3 hours of racing.
There is a dark cloud within every silver lining--the Grand American Road Racing Association never leaves any good deed unpunished:  Before the next race, penalties are bound to be placed on the Mustangs just as happened in the 2005 when Mustangs also finished 1-2 and took the pole.  Will it be requiring more lead plates bolted to the passenger floorboard?  An even more restrictive restrictor plate?  An even more disadvantageous final drive ratio? 

Go Mustang!  :rockon:

...even with that spruce log in the back eh? :evildude:

The naysayers will always find excuses (like more hp, bigger engines, etc) for why a low tech, solid axle, American muscle car continuously beats the high tech European competition like Porsche and BMW.  Sore losers is what they are. 

I can't wait for the new "Trans Am" series to start up with the FR500GT.

Quote from: HEMI666 on January 29, 2007, 10:32:42 AM
...even with that spruce log in the back eh? :evildude:

The naysayers will always find excuses (like more hp, bigger engines, etc) for why a low tech, solid axle, American muscle car continuously beats the high tech European competition like Porsche and BMW.? Sore losers is what they are.?

I can't wait for the new "Trans Am" series to start up with the FR500GT.

How about this excuse, "The Mustangs have a natural disadvantage with their front-end weight bias: adding more penalty weight does nothing but allow them to correct that weight imbalance."

Bahhh, just let 'em race...

too bad the Mustang got romped in the Rolex 24hr race  :tounge:

Quote from: r0tor on January 30, 2007, 08:20:42 AM
too bad the Mustang got romped in the Rolex 24hr race? :tounge:

The three hour tour was well worth the trip, as less than five laps into his first practice session in the car, Tagliani pegged a time of 1:51.649 seconds in the new Rolex Sports Car Series GT-Class Ford Mustang Cobra GT, smashing the previous GT qualifying track record by nearly two seconds and proving to be quicker than the GT class pole-winning time set on Thursday.

r0tor:  Pay more attention, r0torDude!  That was no Mustang in the Rolex, just as it was no Pontiac G6 or Infiniti coupe, yada yada yada.  The Rolex GT cars are NASCAR juniors--custom-built steel-tube chasses, aftermarket brakes, replica bodies in various non-metallic materials (the Mustang's body was built by Crawford Composites--who also built a composite Infiniti for the Rolex GT--and then bolted the carbon fiber "Mustang" body onto a sorta generic shop-built Crawford front-engined, RWD chassis modified to the wheelbase length of a Mustang.  Since this was only the second such chassis built by Crawford (the Infiniti was the first one), lots of development was needed.  The same as all the other competitors in the Rolex GT races, but most of them have been building these specialized chasses for several years already.  At least the GARRA officialdom doesn't allow preposterous lowered-and-slanted-waaay-back-noses, narrowed greenhouses, butts-in-the-air body mods like NASCAR--yet...They probably don't allow FWD vehicles to race as RWD, but I'm not sure they're that "picky" since such preposterous masturbations have no appeal to me.  Consequently, the Nethead here has not scrutinized their rules, such as they are...
The GS class cars are hardly OEMs with just the door windows removed--roadracing rollcages, bladdered fuel cells, great leeway on the front brakes, no emissions requirements, no street unleaded gasoline requirements, no turn signal requirements, yada yada yada.  But they do require doors that open and close, functioning headlights/driving lights/taillights/brake lights, mufflers, and many restrictions on suspension modifications.  A few GM cars are allowed lightweight bodies to be competitive (CTS-Vs, Cobalts, maybe others) but the rest of the field is only allowed to use lightweight hoods--which Mustangs don't require because all Mustangs have aluminum hoods.  Interiors are stripped, as only a single competition seat with harnesses is required.  The rules actually require that any approved model used in GS class races be made available to any competitors (to prevent factories from building a few racecars strictly for their factory teams), but only Ford has complied with this requirement prior to 2007.  In 2007, Porsche now sells a GS class version of the GT3, but the Nethead here doesn't know what it is called by Porsche nor how much it would set you back if you decided to purchase one.  Ford's spec Mustang is called the FR500C, and costs about $76,000 in crates or about $125,000 ready to race and win, as they did just last Friday at Daytona.  Part of the cost of either the crate job or the fully-assembled FR500C is the Fikse racing wheels--over $4,000 for the set.  You could save that much $$$ if you already have a set of series-approved racing wheels from, say, an earlier Mustang that you campaigned in prior years.  Ditto the fuel cell, racing seat, racing harnesses, and doubtless other bits and pieces...Oh, yeah--your $125,000 also gets you some racing spares--Ford's FRPP website has a number you can call if you're interested in knowing what spares come with the car.  You can order one of these at any SVT Ford dealership, or you can order one thru the FRPP catalog and Ford will have Multimatic Motorsports of Canada build you one.  Be very aware that the GARRA rules officials will allow little deviation in the car, since the FR500Cs already have all the advantages a competent driver should need so they're not about to allow any additional advantages to slip into the races! 

Quote from: HEMI666 on January 30, 2007, 08:43:26 AM
The three hour tour was well worth the trip, as less than five laps into his first practice session in the car, Tagliani pegged a time of 1:51.649 seconds in the new Rolex Sports Car Series GT-Class Ford Mustang Cobra GT, smashing the previous GT qualifying track record by nearly two seconds and proving to be quicker than the GT class pole-winning time set on Thursday.

it finished 32 in class...
... its fastest race lap was alos a full second off of the leaders
... it only completed 1/3 of the race

Quote from: Nethead on January 30, 2007, 09:24:32 AM
r0tor:? Pay more attention, r0torDude!? That was no Mustang in the Rolex, just as it was no Pontiac G6 or Infiniti coupe, yada yada yada.? The Rolex GT cars are NASCAR juniors--custom-built steel-tube chasses, aftermarket brakes, replica bodies in various non-metallic materials (the Mustang's body was built by Crawford Composites--who also built a composite Infiniti for the Rolex GT--and then bolted the carbon fiber "Mustang" body onto a sorta generic shop-built Crawford front-engined, RWD chassis modified to the wheelbase length of a Mustang.? Since this was only the second such chassis built by Crawford (the Infiniti was the first one), lots of development was needed.? The same as all the other competitors in the Rolex GT races, but most of them have been building these specialized chasses for several years already.? At least the GARRA officialdom doesn't allow preposterous lowered-and-slanted-waaay-back-noses, narrowed greenhouses, butts-in-the-air body mods like NASCAR--yet...They probably don't allow FWD vehicles to race as RWD, but I'm not sure they're that "picky" since such preposterous masturbations have no appeal to me.? Consequently, the Nethead here has not scrutinized their rules, such as they are...
The GS class cars are hardly OEMs with just the door windows removed--roadracing rollcages, bladdered fuel cells, great leeway on the front brakes, no emissions requirements, no street unleaded gasoline requirements, no turn signal requirements, yada yada yada.? But they do require doors that open and close, functioning headlights/driving lights/taillights/brake lights, mufflers, and many restrictions on suspension modifications.? A few GM cars are allowed lightweight bodies to be competitive (CTS-Vs, Cobalts, maybe others) but the rest of the field is only allowed to use lightweight hoods--which Mustangs don't require because all Mustangs have aluminum hoods.? Interiors are stripped, as only a single competition seat with harnesses is required.? The rules actually require that any approved model used in GS class races be made available to any competitors (to prevent factories from building a few racecars strictly for their factory teams), but only Ford has complied with this requirement prior to 2007.? In 2007, Porsche now sells a GS class version of the GT3, but the Nethead here doesn't know what it is called by Porsche nor how much it would set you back if you decided to purchase one.? Ford's spec Mustang is called the FR500C, and costs about $76,000 in crates or about $125,000 ready to race and win, as they did just last Friday at Daytona.? Part of the cost of either the crate job or the fully-assembled FR500C is the Fikse racing wheels--over $4,000 for the set.? You could save that much $$$ if you already have a set of series-approved racing wheels from, say, an earlier Mustang that you campaigned in prior years.? Ditto the fuel cell, racing seat, racing harnesses, and doubtless other bits and pieces...Oh, yeah--your $125,000 also gets you some racing spares--Ford's FRPP website has a number you can call if you're interested in knowing what spares come with the car.? You can order one of these at any SVT Ford dealership, or you can order one thru the FRPP catalog and Ford will have Multimatic Motorsports of Canada build you one.? Be very aware that the GARRA rules officials will allow little deviation in the car, since the FR500Cs already have all the advantages a competent driver should need so they're not about to allow any additional advantages to slip into the races!?

Actually, the Porsche GT3 Cup cars have the stock 911 chassis underpinning the car.  Grand Am officials were annoyed at their dominance, and then allowed the tube chassis GTO (now "GXP.R"), RX8, Mustangs, 350Z's, G35's, Corvettes in to compete.

and the GS class Mustang still is allowed the 5.0L cammer engine while Porsche is required to run their production block 6 banger -yawn-  :zzz:

Quote from: r0tor on January 30, 2007, 09:39:12 AM
Actually, the Porsche GT3 Cup cars have the stock 911 chassis underpinning the car.? Grand Am officials were annoyed at their dominance, and then allowed the tube chassis GTO (now "GXP.R"), RX8, Mustangs, 350Z's, G35's, Corvettes in to compete.

and the GS class Mustang still is allowed the 5.0L cammer engine while Porsche is required to run their production block 6 banger -yawn-? :zzz:

Hey Nethead, I told you the naysayers would find any excuse possible.  i even predicted the excuse.

Quote from: HEMI666 on January 30, 2007, 09:52:13 AM
Hey Nethead, I told you the naysayers would find any excuse possible.  i even predicted the excuse.

I believe his nay is at the fact that the Mustangs run a non-production motor, while the 911s run a production motor.  As I recall, Porsche and BMW did that in the past, but were forced to change.  I think that was ALMS, though.

Quote from: Raza ?link=topic=7468.msg350336#msg350336 date=1170176216
I believe his nay is at the fact that the Mustangs run a non-production motor, while the 911s run a production motor.? As I recall, Porsche and BMW did that in the past, but were forced to change.? I think that was ALMS, though.

Ford may be running 5.0L Cammer motors, but they are running with extremely restrictive restrictor plates in the intake, which dramatically reduces hp and torque.  The Mustang also runs with a solid rear axle and a couple hundred pounds of penalty weight, and yet continues to beat Porsche and BMW quite handily.

The naysayers are just irked that a car with a live rear axle, extra weight, and an American nameplate is competitive.

All this crap regulation does nothing for the sport.  Certainly, some regulations are necessary, but they get way to bogged down in semantics and bruised egos.  Just let 'em race. 

r0tor:? It's sorta stupid to fault Ford for offering a quadcam 5.0 V8 in a Mustang, huh?? And only Ford has built and still builds identical models available to everyone--unlike all the rest of the GS class competitors until Porsche condescended to offer a GS class GT3 just this year.? Who else offered V8s in 1932?? V8s ARE Ford, if you know what I mean--why step down and build FR500Cs with V6s or flat 6s or straight 6s?? Others are already doing that, y'know?? Porsche is the king of the flat 6, BMW is the king of the straight 6, and Ford is the king of the V8--how abominably stupid it would be to build the FR500C without a V8!!!!?
OK, the Vanquish V12 would be a nice option on a Mustang, I admit...
But I digress: The FR500C is, after all, a small-engined GT500--think how GARRA officials would howl if the FR500C came with a 5.4 liter quadcam V8!? Not to mention an intercooled supercharger...
Ford complied with GARRA's regs, certified the FR500C, and abides by the requirement to provide identical copies to anyone.? Even you, r0tor, could own a brand-new quadcam 5.0 V8 6-speed racecar with the genuine ability to win a Grand Am Cup roadracing event--it ain't Ford's fault that you can't get that anywhere else...

if Ford felt the Mustang chassis was up to par with Porsche, they would be running a production based 4.6L V8 against porsche's, bmw's, and nissan's 6 cylinders

... obviously they did not feel comfortable with it and needed concessions from their good ol nascar buddies running Grand Am  :huh:

Quote from: r0tor on January 30, 2007, 10:52:06 AM
if Ford felt the Mustang chassis was up to par with Porsche, they would be running a production based 4.6L V8 against porsche's, bmw's, and nissan's 6 cylinders

... obviously they did not feel comfortable with it and needed concessions from their good ol nascar buddies running Grand Am? :huh:

The car meets the regulations set out by the governing body.  The 5.0L Cammer isn't producing anywhere near what it's rated at because of the restrictor plates.  The Mustang weighs more then the competition because of the added weight, and the Mustang has a handling "disadvantage" because of the solid axle.  A production GT3 can hang with a Z06 despite 100 less hp, so what's the excuse for the race cars?

BTW, what kind of power are the Porsche's pumping out of those 6 cylinder engines?

Quote from: r0tor on January 30, 2007, 10:52:06 AM
if Ford felt the Mustang chassis was up to par with Porsche, they would be running a production based 4.6L V8 against porsche's, bmw's, and nissan's 6 cylinders

... obviously they did not feel comfortable with it and needed concessions from their good ol nascar buddies running Grand Am  :huh:

The GT3's flat 6 is as close to a "production" unit as Ford's cammer, which is basically a bumped up 4.6 DOHC (or a strangled 5.4 liter, which is also production and makes more power than the race cars). Your arguments are flawed.

Quote from: ChrisV on January 30, 2007, 12:07:28 PM
The GT3's flat 6 is as close to a "production" unit as Ford's cammer, which is basically a bumped up 4.6 DOHC (or a strangled 5.4 liter, which is also production and makes more power than the race cars). Your arguments are flawed.

The GS class doesn't even allow porsche to run the GT3 engine, only the stock block 3.6L from the base 911... not even the carrera 3.8L for crying out loud

Porsche 997
(3.6) 2005
-2007
3.44:1 19.0 3075
Tire size: 245/45/17 front, 275/40/17 rear. OEM two-piece lower control arms
allowed. Must use OEM ECU with factory rev-limit. May use rear wing from kit
# 997-044-802-00. Allowed GT3 adjustable inside rear toe link. May use
alternate ABS controller.

Ford Mustang
GT (5.0) 2005 3:55 :1 20.0 3225
Tire size: 275/35/18. 5.0 liter engine # M6007-R50P with fixed runner length at
3 and 4 inches. Must use ECU and exhaust manifold as supplied with engine.
M-7003 T56-RP transmission pkg. M-4602-J one pc. Driveshaft. M-3075-R
front control arm. M-3130R front outer tie rod. M-5649-R rear control arm. 355
mm front rotor with caliper upgrade per rule book. Fuel cell mounted behind
rear axle. 307-0011 Steeda Hood and 307-0009 Steeda rear wing allowed
Must use Grand American air restrictor as supplied. Steeda rear Panhard bar
#555-2551 allowed. Engine must be sealed as presented by Multimatic
Motorsports Inc. All rebuilds must be performed by Multimatic Motorsports
Inc. May use ABS unit #7R33-2C353-AB as alternate to the original.

Quote from: r0tor on January 30, 2007, 01:44:18 PM
Must use Grand American air restrictor as supplied.

That's a very important line right there.

Quote from: HEMI666 on January 30, 2007, 02:26:55 PM
That's a very important line right there.

which only exists because they are using a non production engine...

Quote from: r0tor on January 30, 2007, 05:11:02 PM
which only exists because they are using a non production engine...

and the 911s are?  They might be using a production block, but I bet that's where the similarities end.

r0tor: RoDude, you gotta start paying attention!? Take this quote of yours from the Grand Am Cup rules:

"Tire size: 275/35/18. 5.0 liter engine # M6007-R50P with fixed runner length at
3 and 4 inches. Must use ECU and exhaust manifold as supplied with engine.
M-7003 T56-RP transmission pkg. M-4602-J one pc. Driveshaft. M-3075-R
front control arm. M-3130R front outer tie rod. M-5649-R rear control arm. 355
mm front rotor with caliper upgrade per rule book. Fuel cell mounted behind
rear axle. 307-0011 Steeda Hood and 307-0009 Steeda rear wing allowed
Must use Grand American air restrictor as supplied. Steeda rear Panhard bar
#555-2551 allowed. Engine must be sealed as presented by Multimatic
Motorsports Inc. All rebuilds must be performed by Multimatic Motorsports
Inc. May use ABS unit #7R33-2C353-AB as alternate to the original."

Tire size--the FR500C could use 295s, but they're prohibited as are lower profile tires than 35s.? Some of the other cars are allowed lower profile tires, and some may be allowed wider ones as well.? Check the rules.

The fixed runner length manifold is to prevent Ford from using one of its two variable-intake-length manifolds that vary the runner length when accelerating.

The ECU is the street T50 'Cammer burn, and they won't allow FR500C teams to reflash those chips to a competition burn.

Ditto the exhaust manifold--which is a non-equal-length shortie for street T50 'Cammers so that the T50 will bolt up to stock Mustang GT cataclysmic perverters and exhausts.? GARRA won't allow tuned tube headers on the FR500C because that's big horsepower when you have two exhaust valves per cylinder.

The transmission is the transmission all FR500Cs are built with, and while it is a better roadracing transmission than the stock Mustang 5-speed manual it is less effective than the Tremec 6060 used in all GT500s--which isn't allowed even though it's being placed in around 800 GT500s every month.

The one-piece driveshaft--allowed for all competitors if desired--is considered a safety feature like driveshaft loops.? Naturally, vehicles with transaxles don't need this allowance.? It ain't a Mustang-specific thing--it's an everybody thing.

The tie rods and control arms are concessions required by virtually all the cars since lowering is permitted--these rods & arms allow adjusting the suspension for the lowering and for the width of the Hoosier racing tires.? Every single competitor may be lowering their cars to the allowable minimum ground clearance height--and those that do so require adjustable rods & arms to compensate for the lowering's effects upon the suspension and handling.? If you race with your car at its "stock" ground clearance height, then this is not a beneficial allowance for your car.? ?It ain't a Mustang-specific thing--it's an everybody thing.

Front rotor and caliper upgrades are allowed for everyone, I think, although those who race with the stock front rotors and calipers (if there is anyone who does) aren't taking advantage of this rule.? It ain't a Mustang-specific thing--it's an everybody thing.

The fuel cell mounted behind the rear axle is a punitive rule--the stock Mustang fuel tank location forward of the rear axle was considered too big of a handling advantage by the officials because it greatly reduced CG shift as the 20 gallons of allowable fuel depleted.? The stock Mustang fuel tank location also lowered the CG significantly.? So the officials said it must be moved to inside the trunk where it would raise the CG of the Mustang and increase the CG shift the same as all those competitors whose vehicles came with fuel tanks behind the rear axle(s).

No Mustang competitor has yet to race with the Steeda hood or with the Steeda wing--but this is a concession to Steve Steeda, who is a sponsor and supporter of the Grand Am Cup!? Every Mustang has an aluminum hood, and the R50 manifold fits perfectly fine underneath it--no raised fiberglass hood needed, thank you.? Some competitors have tested with the Steeda wing, but none have raced with it since the downforce generated by the Mustang's rear fenderline, fastback roofline, and relatively high trunklid create all the downforce needed--even in downpours.? Who needs the extra drag created by any and all wings if you have all the downforce you need without them?? No one may be using the Steeda Panhard bar, either, since those on the FR500C have done the job and done it well.? Scott Maxwell did the development testing on the FR500C, and the Panhard bar length and location he felt most comfortable with has pleased the FR500C teams very well--if the rules should change to allow big increases in horsepower, then some might switch from the excellent FR500C unit to the more adjustable Steeda unit.

"Must use Grand American air restrictor as supplied."? Take a wild guess--is this punitive or not?? No inlet dimensions are given so that the officials can mandate a reduction of the inlet area at any time without having to change the rulebook.

Engines sealed by Multimatic Motorsports is to prevent cheating--and GARRA tech inspectors only have to go to one place to see what's in the engine of any of the FR500C teams.? Rebuilds are limited to Multimatic Motorsports for the same reason.? This greatly reduces the burden on the GARRA tech inspectors, and makes sound economic sense in a no-prize-money racing series.

The ABS unit requirement isn't really a competitive thing, since no competitors were using ABS at all except for the FR500Cs--or at least until the FR500Cs conducted a high speed rain-racing clinic during the rain-soaked VIR race at the end of the '05 season--every top competitor gave ABS a second look after they saw how controlled the FR500Cs were on wet, dry, or mixed-conditions pavement.

Soooo, RoDude, you should now see how few of these rules were created to give Mustangs an "advantage"--naturally, I notice you didn't include the penalty lead plates all FR500Cs must have bolted to the passenger floorboard to make them the heaviest vehicles on the track.? Nor did you include the restricted lift/duration "street grind" camshafts or the prohibition of the use of the X-pipe that the R50 engine was developed with, and finally you've totally overlooked the two or three punitive final drive ratios mandated for the FR500Cs over the past two years.? GARRA first decreed very low ratios for the FR500Cs to reduce the top speed of the Mustangs--but then the Mustangs became killers out of the turns.? So they decreed very high ratios for the FR500Cs to reduce the low and mid-range acceleration--but then the Mustangs were running off and hiding on the straights.?

Sometimes, something comes along that's just right--the right power, the right handling, the right braking, the right reliability, the right adaptability, the right balance front-to-rear and left-to-right, the right frame/body rigidity, the right aerodynamics, and the right price.? They sell 'em at the Ford place.

I am completely at a loss for a way to understand this argument...

car 1)  Has a stock production engine that is the lowest output engine available to the public for that lineup.  Is using the stock front and rear suspension control arms.  Is running the stock ECU.  Is running on 17 inch wheels with large sidewalls when the car is available to the public with 18s and 19s. Is running stock brakes. The only concessions given to the car is a rear wing, ABS controller, and rear suspension compnents available on a higher end model.

car 2) Has a non production engine built by a renown race team along with the exhaust manifold.  Is running non production suspension control arms front and rear that are optimized for racing.  It has a non production ECU and exhaust system, non production transmission, non productions driveshaft, 18 inch wheels on low profile tires, and larger then production brakes with a ABS controller.

and we cry about car 2 having a restrictor and a weight penalty and brag about how superior of a car it is because it has "restrictions" put on it?!?!?  Take a Mustang GT, make them use the 4.6L engine, stock exhaust, Mustang GT suspension components, and stock brakes like Porsche is required to and lets see what kind of race it is.


This is as embarrasing as the ST class where the RX8 running stock EVERYTHING sans shocks and springs and brake pads and dominated for 2 years - then Chevy was allowed to run the Cobalt with a supercharger with no control over boost, an open exhaust, larger brakes, severe weight reductions, and complete racing suspension package... resulting in the RX8 hardly even being competitive and only given an open exhaust system half way throught the season to make up for it.  Its rediculous NASCAR "make sure the domestic makers are winning" puke.

and to dispell the other myth, this is how stock a 911 engine must be since they are given no allowances on the base 911 3.6L engine (ie the engine rule book)

7-8 Engine
7-8.1 Engine management systems may be replaced with non-OEM systems with Grand
American approval. Effective 01/01/08 all Grand Am Cup cars that choose to use
an aftermarket ECU must use the Grand American specified ECU and wiring
harness.
7-8.2 The following components may be tooled enough for balancing only - pistons, rods,
crankshaft, harmonic balancer, flywheel and clutch.
7-8.3 The lightest rod and piston must remain unaltered.
7-8.4 The crankshaft, flywheel and harmonic balancer may weigh no less than the OEM
specification.
7-8.5 Aftermarket pistons may be used provided they remain identical in weight, dimension
and form.
7-8.6 Allowed to overbore block up to .030 maximum.
7-8.7 The oil pan and oil pick up may be modified (not the pump)
7-8.8 Engine oil Accu-sump system and valve is permitted
7-8.9 All pushrod engines may use aftermarket blueprinted or adjustable length pushrods,
provided they are of the same material and configuration of the original.
7-8.10 Other items that may be replaced include cam gears, sprockets and chains.
7-8.11 The airbox and air filter are free on normally aspirated cars. Ram air induction is not
permitted.
7-8.12 Grand American will provide restrictors when required.Teams will be responsible
for gaskets and bolts to attach the restrictors

all the rules are pretty easy to understand...

http://www.grandamerican.com/CONTENT/Docs/PDF/Rules/2007/KONIRules.pdf  :huh:

Quote from: r0tor on January 31, 2007, 06:06:47 AM
Take a Mustang GT, make them use the 4.6L engine, stock exhaust, Mustang GT suspension components, and stock brakes like Porsche is required to and lets see what kind of race it is.

Yeah, let's take a stock $26K Mustang GT and race it against a Porsche that costs 4 times more that is designed for track use.  You're a frickin' genius.  Like I said before: a stock GT3 will hang with a Z06 with 100 less hp, so what is the race car's excuse?  People are just pissed that the Mustang is that damn good.

Quote from: HEMI666 on January 31, 2007, 08:18:08 AM
People are just pissed that the Mustang is that damn good.

Its that damn good?  If it is, let it compete with similar levels of modifications as its competitors... for instance

BMW M3
Coupe (3.2)
2001-2004
3:91 19.0 3150
Tire size: 245 /45/17 front, 275/40/17 rear. Rear aero# 10 046 133. Allowed
alternative engine oiling system. Allowed four-piston, two-piece calipers. Front
brake upgrade allowed. Must use OEM air intake If dry sump is used the
battery may be relocated to a position over the rear axle.

BMW Z4 M
Coupe (3.2)
2007
3:62 19.0 2900
Tire size: 245 /45/17 front, 275/40/17 rear. Allowed alternative engine oiling
system. Front brake upgrade allowed. Must use OEM air intake ,Must use
OEM ECU. If dry sump is used the battery may be relocated to a position over
the rear axle

Nissan 350Z
(3.5) 2003 -
2006
3.53:1 19.0 2900
287 HP Track option model allowed. Tire size: 245/40/17 front, 275/40/17 rear.
NISMO Aero package #G2010-RNZ30 allowed. Exhaust headers allowed.
Allowed fabricated front upper control arm with sliding ball joint mount for
camber adjustment. Allowed 7 1/2 inch lightweight clutch/flywheel assembly.
Allowed Nismo cam kit part #99996-RSKK. Aftermarket front caliper upgrade
as per rules.

Pontiac GTO
2004 ( 5,7)
2005
3:73:1 20 3050
Tire size: 275/30/18, allowed front caliper upgrade, exhaust headers, Crane
cams # 144HR000085 allowed, aftermarket stub axels, and half shafts and
one piece driveshaft allowed, allowed two stage external dry sump.
Alternative front sway bar mounts allowed, Wheel to Wheel #1049-1001-01
and 02 front fenders allowed. GTO-C-017L&R front hubs are allowed


If its truely "that damn good" why can't it be given a header and some mild tweaks to the production parts like everyone else?  Is the big bad Porsche, M3, 350Z, Z4, and GTO really that scary that a 4.6L V8 is not adequate?  It seems that they are compensating for something when they run non production engines/suspensions/brakes/drivetrains against everyone else....

but then again, is it really suprising that NASCAR would let Ford and GM to have engine mods on engines that already have a huge displacement advantage over their competition   :rolleyes:

I would still like to see a straight up "Trans-Am" type race.
The only upgrades would be the following:
Roll cages
glass replacement
Safety harnesses
Tires.
Thats it.  No removal of seats, no CUP flashing, no upgraded exhaust.

Quote from: southdiver1 on January 31, 2007, 09:30:15 AM
I would still like to see a straight up "Trans-Am" type race.
The only upgrades would be the following:
Roll cages
glass replacement
Safety harnesses
Tires.
Thats it.? No removal of seats, no CUP flashing, no upgraded exhaust.

...and suspension and brake mods.  The cars have to be safe afterall.

Quote from: HEMI666 on January 31, 2007, 09:37:41 AM
...and suspension and brake mods.? The cars have to be safe afterall.

The reason I diasgree is because if these are performance cars, the brakes and suspension should already be set up properly.
Hell, I thought I was being nice in giving the tires.

brake pads are all that should be needed for safety on a performance car... its all the 911 gets and I know for a fact Speedsource in the ST class RX8 runs the factory calipers and rotors? :huh:

r0tor: RoDude, HEMI666 is right, you know--any new Porsche costs multiple times the cost of a new Mustang, which start somewhere in the $19,000s for the six and about $26,000 for the V8.  The standard 3-valve V8 is illegal in any Grand Am Cup Mustang of any year, so you couldn't use it anyway.  The 5.4 'Cammer in the GT500 is the bigger brother of the 5.0 'Cammer, but it's illegal in any Grand Am Cup Mustang, too.  So little brother takes on the Grand Am.  And little brother IS a production vehicle--any SVT-certified Ford dealership can order you one, ready to race.  It is not street-legal because it has a non-US-specs VIN (I think they run "FRC001", "FRC002", "FRC003", yada yada yada), no turn signals (Does any Grand Am vehicle have working turn signals?), and no emissions equipment (No Grand Am vehicle has emissions equipment--for performance AND safety as the Grand Am officials fear the dangers of hot cataclysmic perverters getting doused with racing gasoline in pile-ups).  The Ford GT's emissions equipment or the GT500's emissions equipment would probably yield an emissions-legal 5.0 'Cammer, but no certification has been requested--Grand Am Cup cars run on racing gasoline, which may not pass through the catalysts without ruining them.

Here's a point of reference:  Ford has built a few Mustangs named FR500GT, also naturally-aspirated and also 5.0 liters.  With all the Grand Am Cup's restrictions, the FR500C's 5.0 liter engine puts out 420 HP according to Ford.  The FR500GT's unrestricted 5.0 liter engine puts out 550 HP according to Ford.  Sharp people will pick up quickly on the difference all those Grand Am Cup restrictions make--that's a 130 HP difference for those not so sharp.  That's as much horsepower as you would gain by adding a non-intercooled supercharger to the 5.0.  Now, neither engine is strained to produce these results since Ford engineers all the competition 'Cammers to race for an entire season without a rebuild.  This ain't no NASCAR shit with a chassis development engine, a practice engine, a qualifying engine, a race engine, yada yada yada--this is one engine for an entire season of practices, the same engine for an entire season of qualifying, and the same engine for an entire season of races.

Have you found out the price of an out-the-door ready-to-race Porsche GT3 built to GS class specs?   

Sure, a faster Porsche 997/996/Carrera (all three race in the Grand Am Cup Series) can be built, but so can a faster Mustang.  There ARE faster Porsches than those in the Cup, but they compete in the GT class where bookoodles of factory and non-factory aftermarket parts are allowed.  And the GT class takes the military service attitude: "Don't ask, don't tell".

Yes, the Grand Am officials bend over backwards to help out the GM competitors--after all, the only US automobile manufacturers sponsoring the Grand Am Cup are Pontiac and GMC (yes, GMC---??????) so
they get the rules they want--for all the good it does them.  Cobalts are even allowed "lightweight doors" and the Cadillac CTS-Vs were allowed entire lightweight bodies and the biggest engines in the Cup.  Even with the biggest engines in the Cup and entire lightweight bodies, Cadillacs never won a GS class race--maybe once getting a third or fourth overall.  The Cadillacs dropped out before the end of the 2005 season.  BMW is a big sponsor of the Grand Am Cup, too, so no officials investigated the charges of illegal high-compression pistons in the Marks/Auberlen BMWs in the '05 season--which probably pissed off some Porsche competitors and certainly pissed off some of the other winless BMW competitors.  Ford wasn't involved in the acrimony since Mustangs won the manufacturer's championship, Mustang-equipped Blackforest Motorsports won the team championship, and Mustang rider David Empringham won the driver's championship.  There were no other championships to win in the GS class.  Mazdas took those three championships in the ST class.

Quote from: southdiver1 on January 31, 2007, 09:46:32 AM
The reason I diasgree is because if these are performance cars, the brakes and suspension should already be set up properly.
Hell, I thought I was being nice in giving the tires.

True, however non-racing spec brakes wear out very fast in a racing application.  So do engines and transmissions.  You wouldn't get many competitors because it would cost them too much.

southdiver1:  The Nethead here likes this quote:

"The reason I diasgree is because if these are performance cars, the brakes and suspension should already be set up properly.
Hell, I thought I was being nice in giving the tires."

That's the way I'd run a racing series.  And you were being nice to allow non-stock tires.  If it's a "performance car", the tires should perform at least as well as the vehicle riding on them, huh?  Hopefully, somewhat better...

r0tor: Sure, Mustangs offer a 4.6 naturally-aspirated 3-valve.? But they also offer a supercharged, intercooled, 5.4 4-valver with dual injectors and DOHCs.? Brembo-equipped, too.? A totally street-legal vehicle--but the Grand Am told Ford in mid-'06 that there would be no approval of the GT500 now or in the future.? "Try ALMS." they said.

But the Grand Am Cup ain't about street-legal vehicles--no emissions equipment mandated, no turn signals mandated, no decibel limits mandated, no legal ground clearances mandated, and not even DOT-legal tires mandated.? So Ford took the rulebook, built some Mustangs, presented them to the officials, modified them per the demands of the officials, and obtained certification for the Grand Am Cup series.? Any company can do this, but Ford was the first one required to sell identical models to any competitors who wanted one.? Ford has complied with every rule, which has changed for the Mustangs about every other race due to their performance on the track--you've read my listings of the interminable punitive efforts by the officials.?

I note how you pointedly avoid my assertion that it would be abominably stupid for the Mustang to compete with a V6 or a flat six or a straight six.? Ford has a huge history of V8 excellence--who else offered V8 engines in 1932 that's still around today??? Ford V8s have won countless Indycar races, countless Formula 1 races, some hundreds of stockcar races, countless dragraces in every class where V8s are allowed, multitudes of off-road races, and a 4.7 liter version of the Quadcammer powered the fastest production car in history until it was overshadowed by the twice-bigger engine in the Veyron.? ?Five outright winners of LeMans have used Ford V8s.? Sportscar championships since at least the creation of the Cobra (The Cobra 427 once held the title of the world's fastest production car, too--the last piston-engined car to do so according to dudes on the old AutoWeek forums.).? Mustangs have offered V8 engines from the very beginning--why throw away nearly eight decades of heritage?? And why diddle around with a six when you have a Quadcam 4-valves-per-cylinder V8 with six-bolt main bearings (two of them are crossbolts--the strongest design ever devised-- and on some production Ford V8s from even before Mustangs hit the dealerships nearly forty-three years ago).? Jealous competitors argue that Ford cheats--besides the six main bearing bolts, each main bearing is also fortified by two high-strength dowels as well.? When you have an engine this good, why not race it?? Especially when you have America's favorite performance car ready to burn up the tracks!?

You can whine all you want, RoDude, but there it is...If the Porsche factory wants to certify a faster Porsche, they know what they need to do.? ?If the BMW factory wants to certify a faster BMW, they know what they need to do.? If the Nissan factory...yada yada yada...

Here's an idea that could work--Ford sells V8 'Cammers to Panoz, to Koenigsegg, and no doubt to some other sportscar manufacturers, right?? I'm sure Ford would work out a similar arrangement to provide the R50 'Cammer V8 to Porsche for a GS class 997 and to BMW for a GS class M3 and to Nissan for a GS class 350Z and to yada yada yada...The bottom line is, you either have the R50 'Cammer or you're trying to catch it.

Isn't that your mother looking for you over in the riceburner threads?

Quote from: Nethead on January 31, 2007, 11:03:08 AM
r0tor: Sure, Mustangs offer a 4.6 naturally-aspirated 3-valve.? But they also offer a supercharged, intercooled, 5.4 4-valver with dual injectors and DOHCs.? Brembo-equipped, too.? A totally street-legal vehicle--but the Grand Am told Ford in mid-'06 that there would be no approval of the GT500 now or in the future.? "Try ALMS." they said.

But the Grand Am Cup ain't about street-legal vehicles--no emissions equipment mandated, no turn signals mandated, no decibel limits mandated, no legal ground clearances mandated, and not even DOT-legal tires mandated.? So Ford took the rulebook, built some Mustangs, presented them to the officials, modified them per the demands of the officials, and obtained certification for the Grand Am Cup series.? Any company can do this, but Ford was the first one required to sell identical models to any competitors who wanted one.? Ford has complied with every rule, which has changed for the Mustangs about every other race due to their performance on the track--you've read my listings of the interminable punitive efforts by the officials.?

I note how you pointedly avoid my assertion that it would be abominably stupid for the Mustang to compete with a V6 or a flat six or a straight six.? Ford has a huge history of V8 excellence--who else offered V8 engines in 1932 that's still around today??? And Mustangs have offered V8 engines from the very beginning--why throw away four decades of heritage?? And why diddle around with a six when you have a Quadcam 4-valves-per-cylinder V8 with six-bolt main bearings (two of them are crossbolts--the strongest design ever devised-- and on some production Ford V8s from even before the Mustang hit the dealerships).? Jealous competitors argue that Ford cheats--besides the six main bearing bolts, each main bearing is also fortified by two high-strength dowels as well.? When you have an engine this good, why not race it?? Especially when you have America's favorite performance car ready to burn up the tracks!?

You can whine all you want, RoDude, but there it is...If the Porsche factory wants to certify a faster Porsche, they know what they need to do.? ?If the BMW factory wants to certify a faster BMW, they know what they need to do.? If the Nissan factory...yada yada yada...

Here's an idea that could work--Ford sells V8 'Cammers to Panoz, to Koenigsegg, and no doubt to some other sportscar manufacturers, right?? I'm sure Ford would work out a similar arrangement to provide the R50 'Cammer V8 to Porsche for a GS class 997 and to BMW for a GS class M3 and to Nissan for a GS class 350Z and to yada yada yada...The bottom line is, you either have the R50 'Cammer or you're trying to catch it.

Isn't that your mother looking for you over in the riceburner threads?

Porsche has a 997 Carerra, 997 GT3, 997 GT3-RS, in a year a 997 GT2, and a turbo model that are not legal for Grand Am GS competition - so don't cry me a river that the GT500 engine isn't allowed so everyone should be happy they are only using a 5.0L engine.

Grand Am Koni Cup isn't a street legal racing series - its supposedly a production based racing series.  Calling the FR500C a production car is rediculous because NO i can't go to a local Ford dealer and buy the car and drive it home - you need a racing licence and an approval from Ford to order a car.  Because Multimatic builds the car for them, there is also a waiting list so only the drivers of their choosing will receive a car.  This is similar to the GT3 Cup car from Porsche which is illegal in GS.

I never said anything about a Mustang racing a 6 cylinder.  I said all along they should be using the 4.6L 3 valve engine.  It should be more then adequate to race against 3.XL 6 cylinder cars.  Its only fair to race the production engine like all of their competitors.  If they have this great history of V8 excellence, it should not be a problem.

Grand Am will not let Porsche enter a car faster then the BASE model 911.  Hell, it should be fairly obvious when you see in the Rolex series that they allowed tube frame chassis cars to compete against the GT3 because (and stated in an interview with Autoweek) they were tired of Porsche dominating the series.


Either choose...
a) accept the fact that the car makes for a good racer because of the allowences it receives from NASCAR

or

b) don't make the Mustang out to be an all great car that can show up its pricier opponents while having a solid rear axel and blah blah blah because its fairly obvious from the start Ford knew the car was not going to be competitive.

Quote from: r0tor on January 31, 2007, 11:33:01 AM
I said all along they should be using the 4.6L 3 valve engine.?

You can't possibly be reading his posts.  The 3V 4.6L isn't legal under the rules.

Quote from: HEMI666 on January 31, 2007, 10:14:02 AM
True, however non-racing spec brakes wear out very fast in a racing application.? So do engines and transmissions.? You wouldn't get many competitors because it would cost them too much.

Well then, if the motors are gonna crap out after three hours of abuse, then I am not sure that they should be sold to the public.
While I was in Germany, I was able to run my 1983 Ford Escort balls to the wall for 4 hours from Augsburg to Kiserslauten stopping only for fuel.
If that little POS could handle it, I would hope that a 911/Corvette/Mustang/Jaguar/Audi could do the same.

Race cars that a consumner can actually go out and buy that very same day.

Quote from: HEMI666 on January 31, 2007, 11:40:58 AM
You can't possibly be reading his posts.? The 3V 4.6L isn't legal under the rules.

its not legal to use because for did some dealing and specified the 5.0L would be used  :zzz:

Quote from: Nethead on January 31, 2007, 11:03:08 AM

no decibel limits mandated, no legal ground clearances mandated

There is a 106 decibel limit in Grand Am racing (Grand Am General Rules and Regulations 7-1.2).  Minimum ride height is 3.5 inches for the Koni Challenge cars (Koni Challenge rules 7-11.1).

Quotewho else offered V8 engines in 1932 that's still around today??

Cadillac's been offering V8s since 1914.  Rolls Royce built their first V8 in 1904.

QuoteFive outright winners of LeMans have used Ford V8s.

5 outright winners at Le Mans with Ford V8s?  I know GT40s account for 4 ('66-'69), but what was the 5th?

Quote from: southdiver1 on January 31, 2007, 11:47:27 AM
Well then, if the motors are gonna crap out after three hours of abuse, then I am not sure that they should be sold to the public.
While I was in Germany, I was able to run my 1983 Ford Escort balls to the wall for 4 hours from Augsburg to Kiserslauten stopping only for fuel.
If that little POS could handle it, I would hope that a 911/Corvette/Mustang/Jaguar/Audi could do the same.

Race cars that a consumner can actually go out and buy that very same day.

I get what you mean, but I don't think you get what I'm saying. 

1. Driving flat out on an Autobahn is not comparable to racing. 
2. I didn't say it wouldn't last 3 hours, but the engines won't last a full season like race spec engines.  you might have to rebuild your engine 3 or 4 times in a season...and that gets very expensive.

all the competition is using stock trannies and pretty much stock engines  :huh:

Quote from: HEMI666 on January 31, 2007, 01:12:57 PM
I get what you mean, but I don't think you get what I'm saying.?

1. Driving flat out on an Autobahn is not comparable to racing.?
2. I didn't say it wouldn't last 3 hours, but the engines won't last a full season like race spec engines.? you might have to rebuild your engine 3 or 4 times in a season...and that gets very expensive.

Doesn't NASCAR, F1, and a few others do a rebuild after every race?  I am not suggesting that I go out, buy a brand new Corvette and hit the track. I am suggesting that these will befactory or factory sponsored racers. I would think that if Ford was able to take a few first place finishes against some of the best running a stock Mustang, then it would be worth a few engine rebuilds/replacements.
Also, a spot on ESPN, FOX or other mainstream venues would be needed to pull in some sponsers and make some money.
IMHO, this will be a much more honest series then anything else out there short of motorcycle racing.
The only snag I can see is how to classify the cars. I mean, I would think that a GT40 would run up against a car like the Viper/ZO6 crowd but, a KR500 Mustang would also fit in.

Quote from: southdiver1 on January 31, 2007, 01:36:09 PM
Doesn't NASCAR, F1, and a few others do a rebuild after every race??

And they also have multi multi-million dollar budgets.

QuoteI am not suggesting that I go out, buy a brand new Corvette and hit the track. I am suggesting that these will befactory or factory sponsored racers. I would think that if Ford was able to take a few first place finishes against some of the best running a stock Mustang, then it would be worth a few engine rebuilds/replacements.

I agree, however why would Ford put a bunch of money into this racing series, when the money they put into NASCAR gets them a lot more exposure?

QuoteAlso, a spot on ESPN, FOX or other mainstream venues would be needed to pull in some sponsers and make some money.

Do you honestly think that ESPN, FOX, or anyone else will carry this type of racing when they won't even carry more popular sports like hockey?

QuoteIMHO, this will be a much more honest series then anything else out there short of motorcycle racing.

I agree.

QuoteThe only snag I can see is how to classify the cars. I mean, I would think that a GT40 would run up against a car like the Viper/ZO6 crowd but, a KR500 Mustang would also fit in.

And that's why most racing series' dictate what hp, chassis, etc. each competitor can use because a KR500 Mustang and a Ford GT are not in the same class as the Viper and Vette.

MX793:?
"5 outright winners at Le Mans with Ford V8s?? I know GT40s account for 4 ('66-'69), but what was the 5th?"

It was a model of Mirage, but not the Mirages developed from the '66 street Ford GTs that won LeMans outright in '68 and '69.? The LeMans win in question occurred around 1975, and this vehicle won that year's LeMans outright powered by a 3.0 liter Formula 1 Ford engine.? Once upon a time, I knew what model of Mirage it was, but I don't any more.

"Cadillac's been offering V8s since 1914.  Rolls Royce built their first V8 in 1904."
According to a TV documentary on the life of Henry Ford the First done eight or more years ago, Henry the First designed Cadillac's first V8 for them.  He may have even provided one or more working V8s for them at the time.  Somewhere, there'll be commentary about this if you google effectively...

Quote from: Nethead on January 31, 2007, 07:14:12 PM
MX793: 
"5 outright winners at Le Mans with Ford V8s?  I know GT40s account for 4 ('66-'69), but what was the 5th?"

It was a model of Mirage, but not the Mirages developed from the '66 street Ford GTs that won LeMans outright in '68 and '69.  The LeMans win in question occurred around 1975, and this vehicle won that year's LeMans outright powered by a 3.0 liter Formula 1 Ford engine.  Once upon a time, I knew what model of Mirage it was, but I don't any more.

The Mirage was using a Cosworth designed and built motor.  Ford's name was on the motor because Ford was backing Cosworth to develop the motor. 

Quote
"Cadillac's been offering V8s since 1914.  Rolls Royce built their first V8 in 1904."
According to a TV documentary on the life of Henry Ford the First done eight or more years ago, Henry the First designed Cadillac's first V8 for them.  He may have even provided one or more working V8s for them at the time.  Somewhere, there'll be commentary about this if you google effectively...

With regard to Henry Ford and the Caddy V8, I've been unable to turn up anything indicating he had anything to do with it.  The only connection between Henry Ford and Cadillac that I've been able to find, and this is a connection I've been aware of for some time, is that Cadillac was created from the former Henry Ford Motor Company.  But this happened over a decade before the first Caddy V8.

Now a bit of backstory for those who don't know.  Due to a disagreement between Henry Ford and the some of the investors backing the Henry Ford Motor Company about how the company should be run, Henry Leland was brought in by the investors as the company's head engineer.  Ford didn't particularly like this and left the company.  With its founder gone, the Henry Ford Motor Company reformed into Cadillac in 1902, with Leland as its founder and chief engineer.  Their first cars were riding on a chassis designed by Ford but were using engines designed by Leland.  Henry Ford would go on to create the modern Ford Motor Company in 1903. 

In light of how things went down, I find it unlikely that Henry Ford would be designing motors for Cadillac some 10+ years later.  Especially when you consider that by 1914, FoMoCo was hugely successful with their Model T.  What I have found points to Henry Leland (and his team of engineers) as the one who was behind the first Caddy V8.

In an interesting and ironic aside, Leland left Cadillac and went on to create Lincoln after WWI.  The company hit financial trouble in the early '20s and was bought by Ford.

r0tor:? RoDude, there is one underlying truth about automobile racing--it ain't about every car in the race crossing the finish line at exactly the same moment.? 'Know what I mean?

For $125,000 you can't buy anything else that has the win potential of the FR500C.? And for the unassembled price of $76,000 you sure as Hell can't buy the parts for a GT3, M3, 350Z, CTS-V, or any of the various Grand Am Cup GS class Pontiacs that have even the remotest possibility of winning, and probably little chance of even finishing.? ?If $76,000 in parts from any other manufacturer could do it, someone surely would be doing it, don'tcha think??

You or I would buy the assembled racer, but those teams handy at fabrication can save nearly $50,000 by breaking out the acetylene tank, the oxygen, the rods, and having at it.? I can't see a problem with that in a series that does not pay prize money.? And lemme tell ya Ford didn't cut any deals with the Grand Am series officials--check out that sponsors list on the Grand Am website.? Ford ain't there but Pontiac, GMC, and BMW are.? Sponsors like these ain't gonna stand by and let the series officials cut any deals with the competition!?

Moving right along--the Grand Am officials don't stringently enforce the 106 decibel limit on car makes that ain't winning.? 'Ever attended a Grand Am event live?? Those Minis pound out 106 decibels 4,000 yards from their tailpipes--never in the field of automotive competition has so much noise generated so little speed--Winston Churchill.? Their racket was deafening when the WifeDude and the Nethead here attended last year's Grand Am Cup opener at Daytona--and we were in the next-to-the-top level so we could see all the track that wasn't obscured by a tower or like structure.? Mustangs have been required to race with mufflers since a ruling by the officials around June of 2005--and eventually that was extended to all the GS class and probably to the ST class as well.? Check that on the Grand Am website if you like.? Once again, differential enforcement in behalf of the makes that ain't winning would make it advisable to take along earplugs if you plan to attend one or more of the races.

MX793: You have been thorough, MXDude!!? The TV docudrama presented essentially the story I posted, but who knows from what sources they got their material.? The docudrama made much of the acrimony over the V8 designs--thinking hard about it, the film may have implied that the acrimony resulted from either (a) engineering plagiarism of a Henry the First V8 design or (b) just plain old theft of a Henry the First V8 design.? Cadillac was definitely portrayed as the dudes in the black hats, and no one from Cadillac screamed "Lies!" the morning after the prime time broadcast.? Not that anyone would particularly give a shit at least eighty years after the fact...Henry the First probably did his share of skulduggery back in the day, too...

Grand American Cup/Koni Challenge 2007 update:  Koni signed on as the premiere sponsor of the Grand American Cup for 2007.  This is really, really good because Koni is providing copious amounts of cash for wins and high finishes--which can be fortified with additional cash by using Koni products in the car!  Previously, high-finishers could get a percentage of the entry fees, but this was hardly enough to get anyone to enter a team in a Grand American Cup event...

r0tor: RoDude, you not being a huge Mustang fan and all, it's understandable that you don't know the pre-Grand-American-Cup history of the Mustang FR500C--there are probably some big Mustang fans who don't know this history either!

Ford Racing Performance Parts began offering a 5.0 'Cammer crater called the T50 around 2004 or possibly early 2005.? It's an engine for customizers and hotrodders since it is street-legal but only in pre-emissions vehicles.? FRPP wanted to advertise the availability of this engine and other performance parts for Mustangs.? FRPP came up with the idea to build a racecar as a promotional vehicle for the 5.0 'Cammer and the other parts they offer.? But they didn't want to go apeshit and lose all appeal to customizers and hotrodders by building some tube-chassis, carbon-fiber-bodied, pseudo-Mustang that resembled a Mustang from high up in the grandstands but was actually some raceshop's totally fabricated bastard.? They wanted to use Mustangs with FRPP aftermarket parts for the Mustang owners who want to do the hotrod thing with their steeds--why let all those bucks go to non-Ford enterprises?? After all, SEMA records show that the Mustang is the most modified vehicle in the history of the Earth--even exceeding the mods done to pre-WWII Fords that have always been the personification of the "hotrod".? Roadracing sounded good, and so GARRA was contacted about what would be acceptable in their Grand Am Cup GS class.? The Grand Am Cup was selected as the venue since the Grand Am rules say that you can submit a request for certification for any late-model vehicle and they will try to draw up specs for that vehicle to compete in the class--where else on Earth would Cadillac CTS-Vs, Porsche 996s/997s/Carreras/Targas, GTOs, Firebirds & Mustangs, BMWs, and Nissan 350Zs be in the same class???? You could submit a request for certification of a Towncar, probably, if it is a 2002 or later model year (the current model year plus the five previous model years are allowed) and you will abide by whatever modifications restrictions would apply in the certification document.?
FRPP went a step further--they agreed to provide any competitor with an identical racecar (or the parts to build one), which is sold through SVT Ford dealerships as the FR500C.?
Multimatic Motorsports had already built Fords for the Grand American Daytona Prototype (DP) class so they were the natural choice to build the FR500Cs.? They did a damned fine job with $76,000 worth of parts (which includes the Mustang body-in-white)!?
The Grand American Cup is not just about sportscars on roadracing courses as many roadracing series are--it's about anything on roadracing courses, and not just sportscars (hence, the CTS-V certification...).? Hittin' the Cup in a sportscar makes it easier, of course, than trying to outhandle a sportscar with a CTS-V--but you can race the car you have if you've gotten it certified by the GARRA officials beforehand.

Quote from: r0tor on January 31, 2007, 11:33:01 AM
Either choose...
a) accept the fact that the car makes for a good racer because of the allowences it receives from NASCAR

or

b) don't make the Mustang out to be an all great car that can show up its pricier opponents while having a solid rear axel and blah blah blah because its fairly obvious from the start Ford knew the car was not going to be competitive.

so your choosing A Nethead?

r0tor: Neither, RoDude!? The FR500C with all its restrictions--and they are legion--just finished 1-2 at Daytona.? They could win just as easily with the 3-valve V8, but the FR500C was built to promote Ford Racing Performance Parts--the 5.0 'Cammer is available in a crate, but the 3-valve 4.6 is not.
?
You aren't paying attention again--the FR500C was conceived by Ford Racing Performance Parts, and they specifically wanted to promote the parts they have for sale (which is the 4-valve 5.0, but not the 3-valve 4.6 which has never been available in a crate).? Will I need to repeat this three--or will I need to repeat this four more times before you comprehend what I'm saying here?? Attention Deficit Disorder is such a heart-wrenching condition!

The FR500C with the 4-valve V8 meets every single one of the rules that allow certification of any car in the GS class--and was an overwhelming opponent in the opinion of the GARRA officials so it has had all manner of restrictive measures applied to it.? But it has never once been found to be illegal in any way.? The FR500C is essentially a GT500 without the supercharger, intercooler, longer-stroke 5.4 block, emissions gear, upholstery, turn signals, and bodywork (front fascia, air extractors, and rear lip spoiler). Oh yeah, it also doesn't have the GT500's terrific T6060 transmission, unfortunately, but the T56 it does have is doing a fine job.? Any shocks are permitted on GS cars, so the FR500C uses adjustable shocks like everyone else because of the many differing roadracing tracks found in the Cup (Trois Rivieres's highway course is a lot different than Daytona's high banking)--I'm guessing that the GT500's shocks are excellent, but not adjustable (so it can be offered at $40,930).

I guess you're one of those dudes who think only sportscars can/should be fast on roadracing courses.? There was a time when that was surely true.? The first Mustang G. T. 350Rs sorta shot that idea down, and the FR500C is continuing that fine tradition today.? Where were you?

you say...

The Grand Am Cup was selected as the venue since the Grand Am rules say that you can submit a request for certification for any late-model vehicle and they will try to draw up specs for that vehicle to compete in the class--where else on Earth would Cadillac CTS-Vs, Porsche 996s/997s/Carreras, GTOs, Firebirds & Mustangs, BMWs, and Nissan 350Zs be in the same class???

then say...

They could win just as easily with the 3-valve V8


if the later were true, they would not have gotten the engine, suspension, and brake enhancements because of the first thing i quoted you on

r0tor: Er...Ro, you DO know that every part on an FR500C can be purchased through the FRPP catalog, don't you?? The FR500C's brakes, the FR500C's suspension, the FR500C's steering, and even the parts that Ford doesn't manufacture--the Sparco competition seat, the series-approved harnesses, the bladdered fuel cell, the datalogging system ($$$), the Fikse wheels, yada yada yada.? These are not "gimmes"--these are parts from the FRPP catalog that anyone can buy, including all the umpty-hundred parts that comprise an entire FR500C for the dedicated Do-It-Yourselfer with a generous limit on their credit card.

BTW, one of your many allegations is that you have to be a blood relative of Henry Ford to buy an FR500C--you don't.? Racers get priority on FR500Cs because missing a coupla races can cost them a championship--it's a supply vs demand thing.?

But if you buy the parts and build it yourself, you don't gotta stand in line to take delivery--you can crank that sucker up and head out on the highway committing felonies out the ass every minute you're behind the wheel.?? :pullover:? ?Of course, it ain't a felony until you're convicted and you can't be convicted if they can't try you and you can't be tried if they can't charge you and they can't charge you if they can't arrest you and they can't arrest you if they can't catch you so you should be pretty safe unless you run out of gas or run out of skill.

Porsche make a whole line of competition parts for the 911 and sells them to racing teams for the Gt3 cup cars - yet no 911 team in grand am can use them  :huh:  Why should the Mustang if it really is that competitive without the parts?

The FR500C is a purpose built racer in a series designed around production based streetcars... oweing its sucess to anything but that fact is proposterous.

r0tor: Ro, the Nethead here does not know how the GARRA officialdom determines what parts are allowable and what parts aren't.  It's a witches brew, for sure...
But, as I mentioned upstream, the Nethead here believes that anyone can seek certification of just about any car:  the GARRA website has a form that you can download, fill out, and request certification of whatever it is you want to race with in the series.  For the most part, you submit a set of specs, which GARRA may ask you to modify (they required replacement of the FR500C's X-pipe with an H-pipe prior to certification, for instance, and would not allow equal-length tube headers).  As part of the certification, you gotta agree that GARRA has the right to "adjust" the specs that must be met in future races.  This usually is in the form of penalty weight (called, ironically, "awards" weight by GARRA)--lead plates bolted inside a box on the passenger side floorboard.  If you're still too fast, punitive gear ratios may be mandated.  If you're still too fast, intake restrictor plates may be mandated.  The FR500C has all these "awards", plus a mandated replacement of the stock fuel tank location to the trunk because the stock location ahead of the rear wheels was considered to be too much of a handling advantage.  Go figure. 
It's not gonna happen where a CTS-V, a 350Z, a Carrera, an FR500C, and a Firebird are gonna turn in identical times lap after lap.  No amount of rules diddlin' can accomplish this.  And no one's gonna be satisfied unless their car comes in first--the more often, the better...
Porsche claims that they have finally made a Grand Am spec GT3 for the GS class, but whether one or more of those GT3s were at Daytona the Nethead here does not know.  It's quite possible that some of them were. 
But there were a dozen FR500Cs there, and a coupla more as backup cars that were not entered in the race.  One collector bought a new FR500C at an auction in early '06, and the Valencia Orange No. 55 (FRC002, that one may have been!) was sold at an auction after a coupla years of Grand Am Cup racing.  It's the car that would have won the 2005 Daytona race but the hood came off dropping it to nineteenth for awhile until the hood was found and bolted back on.  It finished second to No. 5.
But I digress...not only is this a competition car that you can buy, it's an inexpensive competition car that you can buy. You can buy eight of them for the price of a new NASCAR Monte Carlo, for instance--although that won't get you a Monte Carlo with the refinement of Jeff Gordon's or Little E's--but it would get you a Monte that could make the starting grid at NASCAR events if you have a decent driver. 
As often happens, this engine may go from track to street in the coming Bullitt or Mach 1 or Boss 302, whichever of these historic names gets selected for the coming 5.0 Mustang.  The FR500C uses the old Cobra SVT 4.6 Quadcammer block with 3.70" barrels siamesed in, heads identical to those in the GT500, and a cam that may be an ex-Lincoln unit.  The intake plenum produces lots of torque but may also produce excessive NOX or CO2 for use in a street engine--look for that plenum to be replaced by a smaller manifold sans plenum from earlier street 'Cammers.  So what you're seeing in today's FR500C is a future street engine using a racing plenum.  This is the way it should be--prove it in racing, then sell it in your vehicles.  I don't know about you, Ro, but the lads and lasses in these forums probably don't have a problem with that...

for the last time, the GT3 is not legal in the GS class.  p0rsche has begun making GT3 Cup cars taylored to Grand Am rules for the Rolex GT class.   :banghead:

r0tor: RoDude! The Nethead here looked up the finishing order of the Daytona race and all the Porsches were identified merely as "Porsche 997s", "Porsche 996s". yada yada yada...NONE were identified as "GT3s"!? Since the "Rules and Regs" section won't open in this browser--it will only save them to a file--I can't read the rules & regs to see whether the GS class allows GT3s.?

Until the Nethead here can establish otherwise, I am going to accept your statement that GT3s aren't allowed in the GS class just like GT500s aren't allowed in the GS class!? I'll have access to a different browser on Monday, and I hope I'll get the chance to check out the R&Rs.? Maybe what I read was incorrect where it said that Porsche will build a GS class vehicle (I'm not gonna say "GS class GT3" here because what I read may have said only? a "GS class 997")--I do recall that it was the GS class and not the GT class, but that may be the article's error:? stating "GS" when they should have stated "GT".? Let's go with you being right about that until we have reason to believe otherwise!

r0tor:? Today, the Nethead here got to use a better browser and thus could display the Grand American Cup rules & regs.? The listing of certified vehicle models included Porsche 996s, Porsche 997s, and Porsche Targas.? Since the listing shows that certain adjustable parts from GT3s are allowed on these three models, it stands to reason that the GT3 is not certified for competition in the Grand American Cup series (although nowhere did I find it stated that the GT3 is verboten).? Presumably, Porsche could certify a GT3 for the Grand American Cup (as I have said upstream in this thread), but the stipulations that would be placed on the equipment--lead plate weights, punitive gear ratios, intake restrictor plates, exhaust limitations, yada yada yada like the FR500C must accept to be allowed to compete--probably means no one is interested in the hassle when 996s/997s/Targas can use certain GT3 adjustable suspension parts anyway.

Maybe some mag will do a comparo of an FR500C and a 997 GT3 or a 997 GT3 RS, and hopefully the comparo will specifiy identical tires (with allowances for wheel size differences) else certain forum participants will howl that whatever vehicle that lapped whatever track the fastest managed to do so only because of the superior tires of the faster vehicle.? You know the type...
Anyway, the FR500C uses Hoosiers because all Grand American Cup competitors are required to use the Series sponsor's tires.? They're fine tires--but not real sticky so they can last the length of the races on well-set-up cars.? If this proposed comparo takes place, the tires should be those on the Porsche 997 GT3 in appropriate sizes since the FR500C would come with different tires if the Series were to change tire sponsors.

See the 1-2 Mustang finish at the 2007 Daytona Grand American Cup, as well as the rest of the race, on SPEED Channel, Saturday, March 10th, at 8:00 PM Eastern Time, per www.grandamerican.com.

Quote from: Nethead on February 06, 2007, 08:58:41 AM
r0tor:? Today, the Nethead here got to use a better browser and thus could display the Grand American Cup rules & regs.? The listing of certified vehicle models included Porsche 996s, Porsche 997s, and Porsche Targas.? Since the listing shows that certain adjustable parts from GT3s are allowed on these three models, it stands to reason that the GT3 is not certified for competition in the Grand American Cup series (although nowhere did I find it stated that the GT3 is verboten).? Presumably, Porsche could certify a GT3 for the Grand American Cup (as I have said upstream in this thread), but the stipulations that would be placed on the equipment--lead plate weights, punitive gear ratios, intake restrictor plates, exhaust limitations, yada yada yada like the FR500C must accept to be allowed to compete--probably means no one is interested in the hassle when 996s/997s/Targas can use certain GT3 adjustable suspension parts anyway.

Maybe some mag will do a comparo of an FR500C and a 997 GT3 or a 997 GT3 RS, and hopefully the comparo will specifiy identical tires (with allowances for wheel size differences) else certain forum participants will howl that whatever vehicle that lapped whatever track the fastest managed to do so only because of the superior tires of the faster vehicle.? You know the type...
Anyway, the FR500C uses Hoosiers because all Grand American Cup competitors are required to use the Series sponsor's tires.? They're fine tires--but not real sticky so they can last the length of the races on well-set-up cars.? If this proposed comparo takes place, the tires should be those on the Porsche 997 GT3 in appropriate sizes since the FR500C would come with different tires if the Series were to change tire sponsors.

I am going to add to this posting:  Apparently, The Porsche GT3 is not certified for competition in the Grand American Cup roadracing series.  Presumably, someone could request that it be certified--but approval by the officials would probably result in punitive restrictions, as currently applies to several competing models. Equally apparent is that Porsche is not interested in pursuing GT3 certification in the GS class of the Grand American Cup.  The result of this is that I was incorrect when I stated that one other make is now offering GS class spec vehicles to any and all competitors--it's still only the Ford Mustang FR500C.  No other make offers a GS class spec vehicle, and that includes Porsche...

Quote from: Nethead on January 31, 2007, 07:14:12 PM
MX793:?
"5 outright winners at Le Mans with Ford V8s?? I know GT40s account for 4 ('66-'69), but what was the 5th?"

It was a model of Mirage, but not the Mirages developed from the '66 street Ford GTs that won LeMans outright in '68 and '69.? The LeMans win in question occurred around 1975, and this vehicle won that year's LeMans outright powered by a 3.0 liter Formula 1 Ford engine.? Once upon a time, I knew what model of Mirage it was, but I don't any more.

MX793:? Pardon me, MXDude, for I have erred--I said that Ford engines have won outright victories at the LeMans 24-hour five times!? How could I be so wrong!? Read this from Wikipedia that I stumbled upon a coupla minutes ago:

"The DFV's success was by no means limited to Formula 1, with the engine being used in sportscar racing with some modest success. The design of the crankshaft caused vibrations that caused reliability problems in endurance racing. Seven years after it was introduced, the engine won the Le Mans 24 Hours twice, first in the Gulf-sponsored Mirage driven by Jacky Ickx and Derek Bell in 1975, then with the surprise winners Rondeau in 1980, driven by Jean Rondeau and Jean-Pierre Jaussaud."

So it's six outright wins at LeMans instead of the five I erroneously posted earlier.? Pardonez moi!

Other DFV achievements:

DFV normally-aspirated 3.0 litre 90 degree V8

F1 Drivers' Champions (12):
1968 Graham Hill (Team Lotus),
1969 Jackie Stewart (Matra),
1970 Jochen Rindt (Team Lotus),
1971 Jackie Stewart (Tyrrell),
1972 Emerson Fittipaldi (Team Lotus),
1973 Jackie Stewart (Tyrrell),
1974 Emerson Fittipaldi (McLaren),
1976 James Hunt (McLaren),
1978 Mario Andretti (Team Lotus),
1980 Alan Jones (Williams),
1981 Nelson Piquet (Brabham),
1982 Keke Rosberg (Williams)

F1 Constructors' Champions (10):
1968 Lotus,
1969 Matra,
1970 Lotus,
1971 Tyrrell,
1972 Lotus,
1973 Lotus,
1974 McLaren,
1978 Lotus,
1980 Williams,
1981 Williams

Le Mans 24 Hours winners (2):
1975 Jacky Ickx/Derek Bell (Mirage),
1980 Jean Rondeau/Jean-Pierre Jaussaud (Rondeau)

Formula 3000 Champions (6):
1985 Christian Danner (March Engineering)
1986 Ivan Capelli (March Engineering)
1987 Stefano Modena (March Engineering)
1988 Roberto Moreno (Reynard)
1989 Jean Alesi (Reynard)
1992 Luca Badoer (Reynard)

--------------------------------------------------------------------------------

DFX turbocharged 2.4 litre 90 degree V8

Indy 500 winners (10):
1978 Al Unser Sr (Lola),
1979 Rick Mears (Penske),
1980 Johnny Rutherford (Chaparral),
1981 Bobby Unser (Penske),
1982 Gordon Johncock (Wildcat),
1983 Tom Sneva (March),
1984 Rick Mears (March),
1985 Danny Sullivan (March),
1986 Bobby Rahal (March),
1987 Al Unser Sr (March)

USAC Champions (3):
1977 Tom Sneva (McLaren/Penske),
1978 Tom Sneva (Penske),
1979 A. J. Foyt, Jr. (Parnelli*)

CART Champions (9):
1979 Rick Mears (Penske),
1980 Johnny Rutherford (Chaparral),
1981 Rick Mears (Penske),
1982 Rick Mears (Penske),
1983 Al Unser Sr (Penske),
1984 Mario Andretti (Lola),
1985 Al Unser Sr (March),
1986 Bobby Rahal (March),
1987 Bobby Rahal (Lola)

Ford doesn't need to spend much on a new "Hurricane" or a new "Boss" V8 engine.
All they need to do is scale this baby up to 7 liters and to 10 liters and change
nothing.? A world-beater at Goodwill Industries prices...

MX793:? Half-points for being half-right:
"The Mirage was using a Cosworth designed and built motor.? Ford's name was on the motor because Ford was backing Cosworth to develop the motor."
Cosworth built the Ford 3.0 liter DFV V8--but Cosworth did not design it.? It would be correct to say that they engineered it.? Waaaayy back in the mid-'Sixties, Ford's Cortina I4 engine (around 1.5--1.6 liters) was the killer engine in Formula 2.? Colin Chapman saw how close in performance the Formula 2 racecars with this engine were to the Formula 1 racecars of the day using the 3.0 liter engines then available.? Chapman asked Ford to mate two of these I4s into an eight-cylinder 3.0 liter engine for Formula 1.? Ford liked the idea, and gave Costin & Duckworth (already hugely successful with Ford engines) 100,000 pounds Sterling to mate two of these Cortina I4s into a single eight-cylinder engine.? I have avoided saying "V8" since I don't know if Ford of the UK specifically wanted a "V" configuration or if they left that up to Costin & Duckworth.? I presume they asked for a V8, but I don't know for sure...Soooo, the engines were already designed, Costin & Duckworth were contracted to join them at the crankshaft--no small engineering effort, and a credit to Cosworth for the beautiful job that they did.? In fact, the "DFV" in "Cosworth-Ford DFV 3.0 V8" stands for "Double Four Valve", meaning the union of two of the totally dominating Ford Cortina I4s into one engine.? The Nethead here thinks "DFC" for "Double Four Cylinder" woulda been more appropriate, but I ain't British and they go their own way (and on the other side of the road at that)...

Addendum:? The six Ford-powered vehicles that have scored outright overall victories in the LeMans 24-Hours were a Ford GT Mark II, a Ford GT Mark IV, a Mirage/Ford GT-40, a repeat victory by the same Mirage/Ford GT-40, a Mirage GR8 Ford (1975), and a Rondeau 379B Ford (1980).

The Ford GT Mark IV that won the LeMans overall in 1967 won by such a distance that only three winners have bested that distance in the 39 races held since 1967--a Porsche 917K in 1971, a Jaguar XJR9 in 1988, and a Mercedes C9 in 1989.

Mustangs Top Homestead, Take 5 of Top 10, 10 of top 20

The Sunday afternoon Miami 400K Koni Challenge race saw Tom Nastasi and Ian James take home the top honors in a race that was hotly contested by the Turner Motorsports' BMW M3's, as always.
Jim and Bret Seafuse and James Gue in the JBS Motorsports #37 Mustang GT took fourth place, while Partick Dempsey and Charles Espenlaub piloting the Hyper Sport #156 Mustang GT finished in sixth place.

Ninth place fell to Jack Roush Jr. and Dean Martin in the Rehagen Racing #59 Mustang GT, who ran as high as fourth during the race. Joe Foster and Scott Maxwell with the Hyper Sport #55 Mustang GT rounded out the top ten spots.

The Skelton/Kapudija combination, with their Hyper Sport #54 Mustang GT ended up in 12th, while pole sitter Valerie Limoges and James Nastasi finished 13th in the Blackforest Motorsports #4 Mustang GT. Limoges, the first woman to ever qualify in a Grand-Am event pole position, led most of the first 40 laps of the race.

Just before 2:00 p.m. a light rain started. As the rain increased in level, cars began pitting for tire changes. With five laps to go, James passed Gue (#37) in the NASCAR turns to take the lead.

A yellow flag in lap 85 essentially froze the race positions, leaving James (left, above) to take the white flag under caution next time around.

Tom Nastasi won the previous Koni Challenge race in Daytona, with David Empringham co-driving.

Quote from: Nethead on February 09, 2007, 12:16:11 PM
MX793:  Pardon me, MXDude, for I have erred--I said that Ford engines have won outright victories at the LeMans 24-hour five times!  How could I be so wrong!  Read this from Wikipedia that I stumbled upon a coupla minutes ago:

"The DFV's success was by no means limited to Formula 1, with the engine being used in sportscar racing with some modest success. The design of the crankshaft caused vibrations that caused reliability problems in endurance racing. Seven years after it was introduced, the engine won the Le Mans 24 Hours twice, first in the Gulf-sponsored Mirage driven by Jacky Ickx and Derek Bell in 1975, then with the surprise winners Rondeau in 1980, driven by Jean Rondeau and Jean-Pierre Jaussaud."

So it's six outright wins at LeMans instead of the five I erroneously posted earlier.  Pardonez moi!

Other DFV achievements:

DFV normally-aspirated 3.0 litre 90 degree V8

F1 Drivers' Champions (12):
1968 Graham Hill (Team Lotus),
1969 Jackie Stewart (Matra),
1970 Jochen Rindt (Team Lotus),
1971 Jackie Stewart (Tyrrell),
1972 Emerson Fittipaldi (Team Lotus),
1973 Jackie Stewart (Tyrrell),
1974 Emerson Fittipaldi (McLaren),
1976 James Hunt (McLaren),
1978 Mario Andretti (Team Lotus),
1980 Alan Jones (Williams),
1981 Nelson Piquet (Brabham),
1982 Keke Rosberg (Williams)

F1 Constructors' Champions (10):
1968 Lotus,
1969 Matra,
1970 Lotus,
1971 Tyrrell,
1972 Lotus,
1973 Lotus,
1974 McLaren,
1978 Lotus,
1980 Williams,
1981 Williams

Le Mans 24 Hours winners (2):
1975 Jacky Ickx/Derek Bell (Mirage),
1980 Jean Rondeau/Jean-Pierre Jaussaud (Rondeau)

Formula 3000 Champions (6):
1985 Christian Danner (March Engineering)
1986 Ivan Capelli (March Engineering)
1987 Stefano Modena (March Engineering)
1988 Roberto Moreno (Reynard)
1989 Jean Alesi (Reynard)
1992 Luca Badoer (Reynard)

--------------------------------------------------------------------------------

DFX turbocharged 2.4 litre 90 degree V8

Indy 500 winners (10):
1978 Al Unser Sr (Lola),
1979 Rick Mears (Penske),
1980 Johnny Rutherford (Chaparral),
1981 Bobby Unser (Penske),
1982 Gordon Johncock (Wildcat),
1983 Tom Sneva (March),
1984 Rick Mears (March),
1985 Danny Sullivan (March),
1986 Bobby Rahal (March),
1987 Al Unser Sr (March)

USAC Champions (3):
1977 Tom Sneva (McLaren/Penske),
1978 Tom Sneva (Penske),
1979 A. J. Foyt, Jr. (Parnelli*)

CART Champions (9):
1979 Rick Mears (Penske),
1980 Johnny Rutherford (Chaparral),
1981 Rick Mears (Penske),
1982 Rick Mears (Penske),
1983 Al Unser Sr (Penske),
1984 Mario Andretti (Lola),
1985 Al Unser Sr (March),
1986 Bobby Rahal (March),
1987 Bobby Rahal (Lola)

Ford doesn't need to spend much on a new "Hurricane" or a new "Boss" V8 engine.
All they need to do is scale this baby up to 7 liters and to 10 liters and change
nothing.  A world-beater at Goodwill Industries prices...

MX793:  Half-points for being half-right:
"The Mirage was using a Cosworth designed and built motor.  Ford's name was on the motor because Ford was backing Cosworth to develop the motor."
Cosworth built the Ford 3.0 liter DFV V8--but Cosworth did not design it.  It would be correct to say that they engineered it.  Waaaayy back in the mid-'Sixties, Ford's Cortina I4 engine (around 1.5--1.6 liters) was the killer engine in Formula 2.  Colin Chapman saw how close in performance the Formula 2 racecars with this engine were to the Formula 1 racecars of the day using the 3.0 liter engines then available.  Chapman asked Ford to mate two of these I4s into an eight-cylinder 3.0 liter engine for Formula 1.  Ford liked the idea, and gave Costin & Duckworth (already hugely successful with Ford engines) 100,000 pounds Sterling to mate two of these Cortina I4s into a single eight-cylinder engine.  I have avoided saying "V8" since I don't know if Ford of the UK specifically wanted a "V" configuration or if they left that up to Costin & Duckworth.  I presume they asked for a V8, but I don't know for sure...Soooo, the engines were already designed, Costin & Duckworth were contracted to join them at the crankshaft--no small engineering effort, and a credit to Cosworth for the beautiful job that they did.  In fact, the "DFV" in "Cosworth-Ford DFV 3.0 V8" stands for "Double Four Valve", meaning the union of two of the totally dominating Ford Cortina I4s into one engine.  The Nethead here thinks "DFC" for "Double Four Cylinder" woulda been more appropriate, but I ain't British and they go their own way (and on the other side of the road at that)...

Being loosely based on a Ford engine doesn't make it a Ford engine.  Ford did not build or engineer the 3.0L V8, they made the 4 cylinder that the V8 is loosely based on.  That motor is as much a Ford engine as that V8 that somebody made by splicing a pair of Suzuki I4s together is a Suzuki motor.

Quote from: MX793 on April 15, 2007, 08:10:53 PM
Being loosely based on a Ford engine doesn't make it a Ford engine.? Ford did not build or engineer the 3.0L V8, they made the 4 cylinder that the V8 is loosely based on.? That motor is as much a Ford engine as that V8 that somebody made by splicing a pair of Suzuki I4s together is a Suzuki motor.

Well, if it wasn't Ford of the UK that contracted Cosworth to engineer the mating of two of Ford's very successful Formula 2 four-cylinder engines, who DID contract Cosworth to do it???? BRM?? Ferrari?? Harley-Davidson?? Massey-Ferguson?

It was Colin Chapman's idea to mate those two Formula 2 four-cylinders, and he convinced Ford of the value of the idea--and even agreed to campaign the engines in Formula 1.? The Nethead here wasn't there to read the contract Ford negotiated with Costin & Duckworth, but Ford funded the development (and may have furnished any parts from the Formula 2 four-cylinder engines that would also be used in the DFV 3.0 V8).? Costin & Duckworth then proceeded to brilliantly fulfill the terms of the contract with Ford of the UK--whatever they may have been.? In the business world, the resulting engine was Ford's.? ?The Nethead here will hazard a raw guess that Ford contracted out the engineering of the DFV 3.0 V8 because it had no pragmatic application in the product line of vehicles Ford of the UK was manufacturing at the time.? Has Ford of the UK EVER offered a V8 in ANY of their street vehicles???? The Nethead here does not know the names of all the vehicles sold today by Ford of the UK, much less the names of all the vehicles sold in 1968 by Ford of the UK.? I'll guess that the Cortina was one, and possibly the Prefect (which might have been introduced well after 1968 for all I know).? But I'll bet even the kinkiest dude on their payroll wasn't hoping to convince their top management to offer the DFV 3.0 V8 in any 1968 Ford of the UK product!

Please reveal to us just one source from back in the day that disputed whether the engine was Ford's or someone else's...

I mean, Ford builds all the Aston Martin V12s somewhere in Michigan, but they are Aston Martin powerplants per the contract.? Now that Aston Martin has been sold, maybe you'll soon see those V12s in Expeditions, F150s, and Mustangs.

Addendum:  MXDude, open a "Who's the Father of the DFV 3.0 V8" thread.  Soon, you'll have us believing the engine has more fathers than DannieLynn.  This is a Mustang thread, and as such is just not the place to discuss the DFV 3.0 V8.  Thanks.

Mustangs Top Homestead, Take 5 of Top 10, 10 of top 20

The Sunday afternoon Miami 400K Koni Challenge race saw Tom Nastasi and Ian James take home the top honors in a race that was hotly contested by the Turner Motorsports' BMW M3's, as always.
Jim and Bret Seafuse and James Gue in the JBS Motorsports #37 Mustang GT took fourth place, while Partick Dempsey and Charles Espenlaub piloting the Hyper Sport #156 Mustang GT finished in sixth place.

Ninth place fell to Jack Roush Jr. and Dean Martin in the Rehagen Racing #59 Mustang GT, who ran as high as fourth during the race. Joe Foster and Scott Maxwell with the Hyper Sport #55 Mustang GT rounded out the top ten spots.

The Skelton/Kapudija combination, with their Hyper Sport #54 Mustang GT ended up in 12th, while pole sitter Valerie Limoges and James Nastasi finished 13th in the Blackforest Motorsports #4 Mustang GT. Limoges, the first woman to ever qualify in a Grand-Am event pole position, led most of the first 40 laps of the race.

Just before 2:00 p.m. a light rain started. As the rain increased in level, cars began pitting for tire changes. With five laps to go, James passed Gue (#37) in the NASCAR turns to take the lead.

A yellow flag in lap 85 essentially froze the race positions, leaving James (left, above) to take the white flag under caution next time around.

Tom Nastasi won the previous Koni Challenge race in Daytona, with David Empringham co-driving.

I just read through this thread, and I think I would rather put both barrels of a 12guage in my mouth and squeeze.

"The Mustang kicks Porsche/BMW et al's ass!"
"Yeah, but the Mustang isn't a Mustang at all but a tube-chassis race car with a non-production engine."
...
"But it runs a restrictor plate!"
"Yeah, but the Porsches you are so proud to beat are running their smallest available engine, on a factory chassis."
...
"Ok, next subject!  Ford won five times at LeMans!"
"No, Ford won four times, and a car running a Cosworth motor comissioned by Ford won the 'fifth'."
...
"But it is kinda similar to a Ford engine!"
"Yeah, like two Suzuki motorcycle engines slapped together are similar to the LS1."

Wow...

Quote from: R-inge on April 15, 2007, 09:28:18 PM
I just read through this thread, and I think I would rather put both barrels of a 12guage in my mouth and squeeze.

"The Mustang kicks Porsche/BMW et al's ass!"
"Yeah, but the Mustang isn't a Mustang at all but a tube-chassis race car with a non-production engine."
...
"But it runs a restrictor plate!"
"Yeah, but the Porsches you are so proud to beat are running their smallest available engine, on a factory chassis."
...
"Ok, next subject! Ford won five times at LeMans!"
"No, Ford won four times, and a car running a Cosworth motor comissioned by Ford won the 'fifth'."
...
"But it is kinda similar to a Ford engine!"
"Yeah, like two Suzuki motorcycle engines slapped together are similar to the LS1."

Wow...

I call dibs on Roy's WRX!

Quote from: Raghavan on April 15, 2007, 09:30:31 PM
I call dibs on Roy's WRX!

......huh?

Oh, lol...

What are you still doing here?! Go and shoot yourself in the mouth! I want your car!
:lol:

Quote from: Raghavan on April 15, 2007, 09:37:52 PM
What are you still doing here?! Go and shoot yourself in the mouth! I want your car!
:lol:

"Hyperbole: n. extreme overstatement with the purpose of shock or humor."


;) :lol:

Damn, there goes my WRX. :(
;)

Quote from: R-inge on April 15, 2007, 09:28:18 PM
I just read through this thread, and I think I would rather put both barrels of a 12guage in my mouth and squeeze.

"The Mustang kicks Porsche/BMW et al's ass!"
"Yeah, but the Mustang isn't a Mustang at all but a tube-chassis race car with a non-production engine."
...
"But it runs a restrictor plate!"
"Yeah, but the Porsches you are so proud to beat are running their smallest available engine, on a factory chassis."
...
"Ok, next subject!? Ford won five times at LeMans!"
"No, Ford won four times, and a car running a Cosworth motor comissioned by Ford won the 'fifth'."
...
"But it is kinda similar to a Ford engine!"
"Yeah, like two Suzuki motorcycle engines slapped together are similar to the LS1."

Wow...

R-inge:  RingDude,  you're mixing classes of vehicles here. 

There is indeed one tube-chassis looks-like-a-Mustang-FR500GT-from-quite-a-long-ways-off Mustang in existence.  It was hand-built by Crawford Composites somewhere in North Carolina.  It was made to compete in the GT class of the Rolex Series of the Grand American Road Racing Association, where all the cars in that class have tube frames except--possibly--the Porsche GT3s (I'm not sure of this, so check it out if you're interested).  Tube-chassis Mazda RX8s have dominated the 2007 season so far.

The FR500Cs we're talking about here compete in the GS class, which requires stock frames (additional seam welding, roadracing rollcages, and interior-stripping are allowed).  No one gets to run tube frames in the GS class.

The mid-engined DP (Daytona Prototype) cars and the GT cars race together in races currently called "The Rolex (Something)", with winners in both classes. 

The GS cars and the ST cars race together in races that are run separately from the Rolex races, and these races are currently called "The Koni Challenge", with winners in both classes.

There is also a 525 HP naturally-aspirated Mustang FR500GT (basically a FR500C with none of the many restrictions the GS rules place upon the 5.0 'Cammer in the FR500C) but it is not legal in US racing.  It is currently being homologated for racing in Europe's "GT3" series of races.

Quote from: Nethead on April 16, 2007, 08:12:30 AM
There is also a 525 HP 550 hp naturally-aspirated Mustang FR500GT (basically a FR500C with none of the many restrictions the GS rules place upon the 5.0 'Cammer in the FR500C) but it is not legal in US racing, but a new racing series is being developed for it in the US and the new Camaro and Challenger will be able to compete as well.? It is currently being homologated for racing in Europe's "GT3" series of races.

There.  Fixed. :ohyeah:

Autodromo Hermanos Rodriguez
Mexico City
Rolex Series
Rolex Race: March 3, 2007 3:15 PM

GT Series

1? Tremblay/ Ham/ Haskell? SpeedSource / Mazda RX-8? 92? 1:29.704? 51? 97? Mazda/ Mazdaspeed?
2? Farnbacher/ Keen? Farnbacher Loles Motorsports / Porsche GT3 Cup? 91? 1:29.956? 3? 97? Shoes for Crews/ Recaro?
3  Assentato/ Longhi  SpeedSource / Mazda RX-8  91  1:30.062  48  97  FXDD  
4? Miller/ Werner? Farnbacher Loles Motorsports / Porsche GT3 Cup? 91? 1:29.695? 3? 96? MarquisJet/ Recaro?
5? Swartzbaugh/ Davis? Tafel Racing / Porsche GT3 Cup? 91? 1:30.312? 53? 96? North South Machinery/ ANCA/ Dunkel Bros/ Tornos?
6? Wilkins/ Lacey? Doncaster Racing / Porsche GT3 Cup? 91? 1:30.331? 51? 96? Minestar Solutions/ Tim Hortons?
7? Lux/ Henzler? Tafel Racing / Porsche GT3 Cup? 91? 1:29.631? 49? 96? Rembrandt Charms?
8? Lally/ Valentine? TRG / Porsche GT3 Cup? 90? 1:30.463? 47? 96? CRG/ Maxter/ Rotax/ MBA/ NFP/ F1Air?
9? Cicero/ Bunting? Stevenson Motorsports / Corvette? 90? 1:30.316? 45? 95? Stevenson Automotive?
10? Edwards/ Collins? Banner Racing / Pontiac GXP.R? 90? 1:29.531? 55? 95? Banner Engineering?
11? Pumpelly/ Schroeder? TRG / Porsche GT3 Cup? 90? 1:29.917? 67? 95? Cohen Financial?
12? de Quesada/ Dumoulin? Alegra Motorsports / Porsche GT3 Cup? 89? 1:31.536? 38? 95? Gatorade/ TodayMD.com?
13? Nastasi/ Tagliani? Blackforest Motorsports / Mustang Cobra GT? 89? 1:29.381? 74? 95? USG Sheetrock/ Guardian Insulation

sucks to drive a Mustang i guess? :lol:

But Wait... there's more

Homestead-Miami Speedway
Homestead, Florida
Rolex Series
Rolex Race: March 24, 2007 2:00 PM

GT Results


1  Tremblay/ Ham  SpeedSource / Mazda RX-8  90  1:21.157  81  82  Mazda/ Mazdaspeed 
2  Lally/ Valentine  TRG / Porsche GT3 Cup  90  1:21.139  57  82  CRG/ Maxter/ Rotax/ MBA/ NFP/ F1Air 
3  Miller/ Werner  Farnbacher Loles Motorsports / Porsche GT3 Cup  90  1:20.596  82  82  Marquis Jet/ IPC/ Recaro 
4  Lux/ Henzler  Tafel Racing / Porsche GT3 Cup  90  1:19.749  56  82  Rembrandt Charms 
5  Farnbacher/ Keen  Farnbacher Loles Motorsports / Porsche GT3 Cup  90  1:21.085  58  82  Shoes for Crews/ Recaro 
6  de Quesada/ Dumoulin  Alegra Motorsports/ Fiorano Racing / Porsche GT3 Cup  89  1:22.495  9  82  Gatorade/ TodayMD.com 
7  Edwards/ Collins  Banner Racing / Pontiac GXP.R  89  1:21.771  47  82  Banner Engineering 
8  Johnson/ Huisman  Synergy Racing / Porsche GT3 Cup  89  1:21.780  44  82  EMC Mechanical/ Gamewell Mechanical 
9  Lacey/ Wilkins  Doncaster Racing / Porsche GT3 Cup  89  1:23.013  9  82  MineStar Solutions/ Tim Hortons 
10  Reese/ Lewis Jr  Banner Racing / Pontiac GXP.R  88  1:23.104  82  81  Banner Engineering 
11  Tucker/ Zabinski  TRG / Porsche GT3 Cup  88  1:23.136  44  81  Specialty Medical Supplies/500 Fast Cash 
15  Patterson/ Negri Jr  Michael Shank Racing / Lexus Riley  88  1:16.071  55  81  Nettapp/ TSP/ Michael Shank Racing 
12  Cicero/ Bunting  Stevenson Motorsports / Corvette  88  1:23.179  56  81  Stevenson Automotive 
13  Riggins/ Rice  Stevenson Motorsports / Corvette  88  1:22.864  44  80  Stevenson Automotive 
14  Friedman/ Prewitt  Autometrics Motorsports / Porsche GT3 Cup  88  1:24.187  58  80  Autometrics Motorsports 
15  Aschenbach/ Pavan  Racers Edge Motorsports / Pontiac GXP.R  88  1:23.433  28  80  Racers Edge Motorsports 
16  Assentato/ Longhi  SpeedSource / Mazda RX-8  87  1:21.992  72  80  FXDD 
17  Constantine/ Borkowski/ Murry  Playboy Racing/ Unitech / Nissan 350Z  87  1:25.235  81  79  Playboy 
18  Nastasi/ Tagliani  Blackforest Motorsports / Mustang Cobra  86  1:21.851  58  79  USG Sheetrock/ Ramset Tools/ Guardian Insulation 
19  Swartzbaugh/ Davis  Tafel Racing / Porsche GT3 Cup  82  1:21.634  20  75  North South Machinery/ ANCA/ Dunkel Bros/ Tornos 
20  Nonnamaker/ Nonnamaker  Team Sahlen / Corvette  68  1:24.188  42  75  HRPworld.com/ GOJO/ Hawk


:partyon: :partyon: :partyon:

I believe that Mustang is a tube chassis and has nothing in common with the FR500C.

EDIT:  ...and that goes for the RX-8 as well.

I am posting in this thread for the sole reason of earning a nickname from Netheadude.

Quote from: TheIntrepid on April 16, 2007, 09:36:18 AM
I am posting in this thread for the sole reason of earning a nickname from Netheadude.

TrepDude.

Quote from: TheIntrepid on April 16, 2007, 09:36:18 AM
I am posting in this thread for the sole reason of earning a nickname from Netheadude.

What was wrong with "IntrepiDude", IntrepiDude?

Quote from: Nethead on April 16, 2007, 08:12:30 AM
R-inge:? RingDude,? you're mixing classes of vehicles here.?

There is indeed one tube-chassis looks-like-a-Mustang-FR500GT-from-quite-a-long-ways-off Mustang in existence.? It was hand-built by Crawford Composites somewhere in North Carolina.? It was made to compete in the GT class of the Rolex Series of the Grand American Road Racing Association, where all the cars in that class have tube frames except--possibly--the Porsche GT3s (I'm not sure of this, so check it out if you're interested).? Tube-chassis Mazda RX8s have dominated the 2007 season so far.

The FR500Cs we're talking about here compete in the GS class, which requires stock frames (additional seam welding, roadracing rollcages, and interior-stripping are allowed).? No one gets to run tube frames in the GS class.

The mid-engined DP (Daytona Prototype) cars and the GT cars race together in races currently called "The Rolex (Something)", with winners in both classes.?

The GS cars and the ST cars race together in races that are run separately from the Rolex races, and these races are currently called "The Koni Challenge", with winners in both classes.

There is also a 525 HP naturally-aspirated Mustang FR500GT (basically a FR500C with none of the many restrictions the GS rules place upon the 5.0 'Cammer in the FR500C) but it is not legal in US racing.? It is currently being homologated for racing in Europe's "GT3" series of races.

Ah, sorry I missed that.

Quote from: Nethead on April 16, 2007, 11:23:34 AM
What was wrong with "IntrepiDude", IntrepiDude?

I don't remember that, but thanks. I'm satisfied. I don't post in The Fast Lane much because it's mostly about technical crap, which I know nothing about. By the way Nethead, what do YOU drive?

Quote from: TheIntrepid on April 16, 2007, 11:45:31 AM
I don't remember that, but thanks. I'm satisfied. I don't post in The Fast Lane much because it's mostly about technical crap, which I know nothing about. By the way Nethead, what do YOU drive?

A kickass 1966 Bronco. :rockon:

Quote from: HEMI666 on April 16, 2007, 11:57:46 AM
A kickass 1966 Bronco. :rockon:

Yep, HEMI666 is correct--it's a '66 289 3-speed, converted to floor shift.  With its four-wheel drums I don't measure my stopping distances in feet but in counties crossed.  It's an adventure...

Quote from: Nethead on April 16, 2007, 12:07:33 PM
Yep, HEMI666 is correct--it's a '66 289 3-speed, converted to floor shift.  With its four-wheel drums I don't measure my stopping distances in feet but in counties crossed.  It's an adventure...

:rockon:

Quote from: r0tor on April 16, 2007, 09:01:33 AM
Autodromo Hermanos Rodriguez
Mexico City
Rolex Series
Rolex Race: March 3, 2007 3:15 PM

GT Series

1? Tremblay/ Ham/ Haskell? SpeedSource / Mazda RX-8? 92? 1:29.704? 51? 97? Mazda/ Mazdaspeed?
2? Farnbacher/ Keen? Farnbacher Loles Motorsports / Porsche GT3 Cup? 91? 1:29.956? 3? 97? Shoes for Crews/ Recaro?
3? Assentato/ Longhi? SpeedSource / Mazda RX-8? 91? 1:30.062? 48? 97? FXDD ?
4? Miller/ Werner? Farnbacher Loles Motorsports / Porsche GT3 Cup? 91? 1:29.695? 3? 96? MarquisJet/ Recaro?
5? Swartzbaugh/ Davis? Tafel Racing / Porsche GT3 Cup? 91? 1:30.312? 53? 96? North South Machinery/ ANCA/ Dunkel Bros/ Tornos?
6? Wilkins/ Lacey? Doncaster Racing / Porsche GT3 Cup? 91? 1:30.331? 51? 96? Minestar Solutions/ Tim Hortons?
7? Lux/ Henzler? Tafel Racing / Porsche GT3 Cup? 91? 1:29.631? 49? 96? Rembrandt Charms?
8? Lally/ Valentine? TRG / Porsche GT3 Cup? 90? 1:30.463? 47? 96? CRG/ Maxter/ Rotax/ MBA/ NFP/ F1Air?
9? Cicero/ Bunting? Stevenson Motorsports / Corvette? 90? 1:30.316? 45? 95? Stevenson Automotive?
10? Edwards/ Collins? Banner Racing / Pontiac GXP.R? 90? 1:29.531? 55? 95? Banner Engineering?
11? Pumpelly/ Schroeder? TRG / Porsche GT3 Cup? 90? 1:29.917? 67? 95? Cohen Financial?
12? de Quesada/ Dumoulin? Alegra Motorsports / Porsche GT3 Cup? 89? 1:31.536? 38? 95? Gatorade/ TodayMD.com?
13? Nastasi/ Tagliani? Blackforest Motorsports / Mustang Cobra GT? 89? 1:29.381? 74? 95? USG Sheetrock/ Guardian Insulation

sucks to drive a Mustang i guess? :lol:

r0tor:? Wake up, rotoDude, and smell the tube frames--that GT class "Mazda RX-8" is tube-framed, the "Mustang Cobra GT" is tube-framed, and doubtless all the others except for possibly the "Porsche GT3 Cup" cars--THOSE may actually have the frame that came on the car at the dealership--the Nethead here can't afford even a stock Porsche, much less a GT class Porsche GT3 Cup.? You nor I can afford the GT class SpeedSource "RX-8" or the GT class Blackforest "Mustang Cobra GT".? Both are tube-framed, shop-built racecar chasses with production-appearing bodies made out of carbon fiber or fiberglass fitted to them.? You'll never own one, I'll never one, and no one in this forum will ever own one...The same tube-frame chassis in that GT class Mustang was originally designed and built by Crawford Composites for a GT class Lexus--they just changed the chassis to fit the Mustang's wheelbase and engine mounting specs.? It's superficially a "Mustang", but with as much in common with the S197 Mustang it resembles as it has with the P-51 Mustang of the last century.? Ditto for the SpeedSource GT class "RX-8".?

IMHO, it is an utter waste of time to have the GT class--it's NASCAR through-and-through.? Meanwhile, the once-powerful stock-framed RX-8s are suffering defeat after defeat by Hondas in the much, much closer to the cars you or I can buy ST class.? Ditto for the Mustang, too, but at least in the much-closer-to-stock GS class they are still the cars to beat (or to subdue with punitive rules).? Haskell and Tremblay ruled the ST class through 2005, got whupped in 2006, and sold out to the GT class in 2007.

Quote from: HEMI666 on April 16, 2007, 08:44:10 AM
There.? Fixed. :ohyeah:

HEMI666:  If you're talking about the Mustang-Challenger-Camaro class that Dan Davis hoped to run under the auspices of CART, I think that's history (which is why the FR500GT is being homologated in Europe's "GT3" class)...

Quote from: Nethead on April 16, 2007, 01:09:53 PM
HEMI666:? If you're talking about the Mustang-Challenger-Camaro class that Dan Davis hoped to run under the auspices of CART, I think that's history (which is why the FR500GT is being homologated in Europe's "GT3" class)...

That's too bad, I was actually looking forward to it.

Quote from: HEMI666 on April 16, 2007, 01:19:00 PM
That's too bad, I was actually looking forward to it.

It wasn't that great of an idea, actually.  Chevy won't play unless they get the rules they want.  Dodge won't play unless they get the rules they want.  Both Mustang imitations will be out of production again before their manufacturers could agree on a set of rules favorable enough to them to be acceptable.  The American Iron/American Iron Extreme series may work something out, but that's such an "anything goes" series that the cars there would have only a body shell resemblance to the actual vehicles themselves.  That kind of unrestrained atmosphere caused the racing public to slowly lose interest in the Trans-Am series, although it hung on for over forty years before it collapsed.  The Grand American Cup is not mature enough yet to succeed at a series like that.  What would become of the series when the Camaro and the Challenger become extinct again?

Quote from: Nethead on April 16, 2007, 01:03:21 PM
r0tor:? Haskell and Tremblay ruled the ST class through 2005, got whupped in 2006, and sold out to the GT class in 2007.

I wouldn't say sold out... Nascar made the RX8 uncompetitive after dominating the series for a couple years, so they said screw it and moved up to the big leagues and the rotary is once again dominating until Nascar will restrict the bejesus out of it.

The poor Mustang is stuck with its 5.0 cammer engine which is apparently not good enough to compete with a 2.0L rotary or a 3.8L porsche flat 6  :tounge: :thumbsup:

Quote from: Nethead on April 16, 2007, 12:07:33 PM
Yep, HEMI666 is correct--it's a '66 289 3-speed, converted to floor shift.? With its four-wheel drums I don't measure my stopping distances in feet but in counties crossed.? It's an adventure...

My respect for you just tripled. :ohyeah:

my cousin had a late 60's orange Bronco with a 289 in it... he took it for a cross country trip after college but i think he sold it when he moved to the fatherland

Quote from: R-inge on April 16, 2007, 02:35:03 PM
My respect for you just tripled. :ohyeah:

R-inge: Liar!? You're just jealous because what you drive stops when you apply the brakes :banghead:.? My vehicle is not anywhere close to being that preposterously boring...

Quote from: r0tor on April 16, 2007, 04:28:57 PM
my cousin had a late 60's orange Bronco with a 289 in it... he took it for a cross country trip after college but i think he sold it when he moved to the fatherland

r0tor:? "Moved to the fatherland" my ass--when he had "a late 60's orange Bronco with a 289 it" and sold it :cry:--he was ran out of the country :heated: and had to seek political asylum in Germany...

Quote from: r0tor on April 16, 2007, 01:52:29 PM
I wouldn't say sold out... Nascar made the RX8 uncompetitive after dominating the series for a couple years, so they said screw it and moved up to the big leagues and the rotary is once again dominating until Nascar will restrict the bejesus out of it.

The poor Mustang is stuck with its 5.0 cammer engine which is apparently not good enough to compete with a 2.0L rotary or a 3.8L porsche flat 6? :tounge: :thumbsup:

r0tor:   Think, roDude, think!  If the 5.0 'Cammer was unrestricted, it would have about another 105 HP (FR500C:  restricted naturally-aspirated 5.0 'Cammer--420 HP.   FR500GT:  UNrestricted naturally-aspirated 5.0 'Cammer--525 HP).
That would do the job nicely, but just like the RX-8, the officials would restrict it and restrict it and restrict it and...yada yada yada.   You know the drill...

It's a damned shit that the RX-8s were restricted to non-competitiveness in the ST class of the Grand American Cup...but there it is...

Once again, the "Mustang" (and the "RX-8s" as well) in the GT class are shop-fabricated concoctions with carbon-fiber or fiberglass replica bodies that appear to be the stock bodywork if you don't get too close.  Only the Porsche GT3 Cup cars might have the actual frame beneath them that was placed there in Stuttgart...

And for those who may think that Mustangs brought a five-liter V8 to a knife fight in the Grand American Cup, consider this:

A New Track Record - Another Steeda 1-2-3 Domination

March, 2007 - In Sports Car Club of America racing at the famed Road Atlanta 2.54-mile Grand Prix road course, Steeda equipped/prepared Mustangs swept the top three positions for an impressive domination of the American Sedan class racing.  The road course with it?s 12 challenging turns and it?s famous ?esses? places high demands on vehicle suspension systems ? and the Steeda equipped Mustangs lived up to the challenge by providing yet another a 1-2-3 sweep !   

After out qualifying the field in American Sedan by nearly three seconds, Tom Ellis in the #51 Mustang attempted to further bury his competition in the afternoon qualifying session but ended up inadvertently kissing the wall in turn one.   After a flurry of repairs, another tech inspection and a shakedown track session, Tom was ready for the race and ended up lapping two other class cars on his way to yet another dominating victory for Steeda!   

On route to his victory, Tom and his Steeda prepared Mustang set a NEW TRACK RECORD for American Sedan racing at the track ? shattering the old record of 1:39.2 he set last year by nearly a second to a new record of 1:38.3.  Another fine example of the continuous improvement underway at Steeda to always ensure our customers have the very best performance equipment available!

Not to be overlooked was also the stunning performance of Jason Von Kluge of Rehaegan Racing in the #18 Steeda equipped 2005 Mustang who finished a strong second and also Bob Eubanks in the #17 Steeda equipped 2000 Mustang that held off the competition to ensure the1-2-3 sweep.  All three Mustangs were equipped with Steeda performance parts including our famed 5-link 2 rear suspension system.

Once again, winners choose Steeda.  Some people call it a race track; we prefer to call it our proving grounds. The place where we consistently test all of our Steeda performance products against our competition so that you, our customer always have the very best performance products available.

We congratulate Tom Ellis, Jason Von Kluge, and Bob Eubanks on their outstanding successes.   

Quote from: Nethead on April 20, 2007, 10:03:43 AM
And for those who may think that Mustangs brought a five-liter V8 to a knife fight in the Grand American Cup, consider this:

A New Track Record - Another Steeda 1-2-3 Domination

March, 2007 - In Sports Car Club of America racing at the famed Road Atlanta 2.54-mile Grand Prix road course, Steeda equipped/prepared Mustangs swept the top three positions for an impressive domination of the American Sedan class racing.  The road course with it?s 12 challenging turns and it?s famous ?esses? places high demands on vehicle suspension systems ? and the Steeda equipped Mustangs lived up to the challenge by providing yet another a 1-2-3 sweep !   

After out qualifying the field in American Sedan by nearly three seconds, Tom Ellis in the #51 Mustang attempted to further bury his competition in the afternoon qualifying session but ended up inadvertently kissing the wall in turn one.   After a flurry of repairs, another tech inspection and a shakedown track session, Tom was ready for the race and ended up lapping two other class cars on his way to yet another dominating victory for Steeda!   

On route to his victory, Tom and his Steeda prepared Mustang set a NEW TRACK RECORD for American Sedan racing at the track ? shattering the old record of 1:39.2 he set last year by nearly a second to a new record of 1:38.3.  Another fine example of the continuous improvement underway at Steeda to always ensure our customers have the very best performance equipment available!

Not to be overlooked was also the stunning performance of Jason Von Kluge of Rehaegan Racing in the #18 Steeda equipped 2005 Mustang who finished a strong second and also Bob Eubanks in the #17 Steeda equipped 2000 Mustang that held off the competition to ensure the1-2-3 sweep.  All three Mustangs were equipped with Steeda performance parts including our famed 5-link 2 rear suspension system.

Once again, winners choose Steeda.  Some people call it a race track; we prefer to call it our proving grounds. The place where we consistently test all of our Steeda performance products against our competition so that you, our customer always have the very best performance products available.

We congratulate Tom Ellis, Jason Von Kluge, and Bob Eubanks on their outstanding successes.   

Impressive, but one must realize that

1)  The Road Atlanta event in March was a club event, not a professional event
2)  The AS class only had 7 cars in it, 4 of which were Mustangs
3)  The Mustangs' only competition was a trio of '82-'93 vintage Camaros.

Oh, and all Fords are required to run 302 pushrod V8s, so the top three Mustangs (one of which was an '05+ model and the others appeared to be '99+) weren't running with the engines they came from the factory with.

Quote from: MX793 on April 20, 2007, 12:05:28 PM
Impressive, but one must realize that

1)? The Road Atlanta event in March was a club event, not a professional event
2)? The AS class only had 7 cars in it, 4 of which were Mustangs
3)? The Mustangs' only competition was a trio of '82-'93 vintage Camaros.

Oh, and all Fords are required to run 302 pushrod V8s, so the top three Mustangs (one of which was an '05+ model and the others appeared to be '99+) weren't running with the engines they came from the factory with.

MX793: Yeah, the Nethead here knows all this.  The rules are the rules, and ya gotta have equipment that can win whatever the rules may say.  If ya gotta pull your SOHC or DOHC and drop in a pushrodder, your pushrodder had better be up to the challenge.  Evidently, they were.

And the vintage Camaros?  Well, too bad they're vintage--if they still made them that wouldn't havta be the case, but they don't...You woulda thought the Camaros woulda done better with the Mustangs restricted to running pushrodders like they have.  Fair's fair--if they ain't got nuthin' but pushrodders, drop in a Ford pushrodder yourself and take 'em on.  Same results, different day...

i heard a MX-5 set a track record for an MX-5 cup race last week... w00t  :P

Quote from: r0tor on April 20, 2007, 01:40:29 PM
i heard a MX-5 set a track record for an MX-5 cup race last week... w00t? :P

r0tor: Welllllll, roDude, when you're racing in the SCCA's Sedan classes, ya gotta go by the rules of the class, right?  First, you have to have a car that's certified for the class.  That would be Mustangs, Barracudas, Challengers, Javelins, Firebirds, Cougars, Camaros and doubtless others (Falcons, Novas, Darts, whatever)--shades of the original Trans-Am series.  Club racers find these cars more affordable than ALMS or LM2 or DP or GT2 (in Europe), so they do what they do on a budget.  Who can fault them for that?  The only factory-backed car in the series is an F-Body campaigned by GM engineer John Heinricy, although some big tuner shops support entries, too.  Steeda even builds club racers to spec that you can buy and race the same day.  Miller Motorsports Park does, too.

I admire the club racers who do this, and certainly can't fault their choice of cars!

Quote from: Nethead on April 20, 2007, 01:39:00 PM

And the vintage Camaros?  Well, too bad they're vintage--if they still made them that wouldn't havta be the case, but they don't...You woulda thought the Camaros woulda done better with the Mustangs restricted to running pushrodders like they have.  Fair's fair--if they ain't got nuthin' but pushrodders, drop in a Ford pushrodder yourself and take 'em on.  Same results, different day...

The use of "vintage" here was as a synonym for "generation".  I was pointing out that the three Camaros were all rather old 3rd generation cars ('82-'92), not the newer 4th generation ('93-'02).  So it's not just that the Mustangs were against older cars, they were against much older Camaros that weren't even from the most recent generation that was made.

And no, I wouldn't have expected the Camaros to fair better.  Firstly, we're talking about 90s and 2000s era Mustangs (SN95 and S197) against 80s era Camaros.  Secondly, engine size is restricted to 5.0L.  Those Camaros were running 305s, not 350s.  Considering that the 80s era 5.0 Fox body was more than a match for the Camaro of the day, I'm not in the least surprised that a newer generation (or two) Mustang retrofitted with the old 302 powertrain would win out in a race.

Quote from: MX793 on April 20, 2007, 02:17:09 PM
The use of "vintage" here was as a synonym for "generation".? I was pointing out that the three Camaros were all rather old 3rd generation cars ('82-'93), not the newer 4th generation ('94-'02).? So it's not just that the Mustangs were against older cars, they were against much older Camaros that weren't even from the most recent generation that was made.

And no, I wouldn't have expected the Camaros to fair better.? Firstly, we're talking about 90s and 2000s era Mustangs (SN95 and S197) against 80s era Camaros.? Secondly, engine size is restricted to 5.0L.? Those Camaros were running 305s, not 350s.? Considering that the 80s era 5.0 Fox body was more than a match for the Camaro of the day, I'm not in the least surprised that a newer generation (or two) Mustang retrofitted with the old 302 powertrain would win out in a race.

MX793:? OK, these particular Camaros may not have been 2002s--not that that necessarily means that the 2002s were better than any of the earlier Camaros.?  2002 Camaros wouldn't have changed the results, else someone would likely be campaigning and finishing higher in them.  ?It ain't like 2002 Camaros are too costly.  The first Z28s would be my pick if I had to campaign a Camaro.  Early Cougars would be good, too, esp. the twin four-barreled 289 available for a year or two in the late 'Sixties.

Connecticut's Tom Nastasi Does It Again. And Again. And Again.

(Newton, Iowa) Veteran Tom Nastasi of Connecticut goes three in a row with today's win at Iowa's new 1.3 mile "tight and twisty" (per Porsche ace Andy Lally) road course.  On the course where brakes and suspension are everything, Nastasi and hard-charging teammate Ian James of the UK fought back from thirtieth place after Nastasi's second lap spin to put the Blackforest Motor Sports Mustang across the finish line 2.551 seconds ahead of Mustang pilots Charles Espenlaub of Florida and Joe Foster of Georgia.  With laser precision, Nastasi and James overtook and passed everyone by lap 145 of the 158 lap race.  They did it on one set of tires, as they did two years ago at Daytona International Speedway, and James set the fastest lap speed of the race (93.669 MPH) and the quickest lap time (49.963 seconds) in the closing laps of the race.  Nastasi has teamed with James for the last two races, but shared the first win of the season with veteran sportscar racer David Empringham of Canada, which gives the patient and methodical Nastasi sole possession of the driver's points lead after three races.

Also this afternoon, Guy Cosmo of Florida co-drove the winning BMW in the Sports Tuner race and then teamed with startling Valerie Limoges of Canada to finish ninth in another Blackforest Mustang in the Grand Sport race after being two laps down near the mid-point of

Mustangs were up to their old tricks again at Iowa Speedway's Grand American Cup Grand Sport race Sunday afternoon.? After two wins in two races, the Mustang Gang revived an old trick from their championship run in the series two years ago.? Back then Mustangs were being penalized heavily after three wins in the first four events--for winning too much and for qualifying too high.? To avoid even more penalties, Mustangs began qualifying with full fuel tanks to add a hundred pounds of weight so that qualifying times would drop down to less objectionable speeds.? It worked then and it worked in qualifying at Iowa--the highest Mustang qualifier was awesome Valerie Limoges in ninth.? Shortly after the race itself got underway, Mustangs were running second through seventh until the first round of pitstops.? In the race itself, Ian James turned a lap in 49.963 seconds at an average of 93.669 MPH--quicker and faster than every competitor's qualifying and every competitor's racing time & speed!? On lap 152--gettin' stronger all the time!? And on the same tires that he started with 151 hard laps earlier...

Five Mustangs finished in the top nine:? first, second, fourth, seventh, and ninth.

The first place Mustang of Ian James and Tom Nastasi dropped to thirtieth position after a spin on the second lap and came back for the win.?
The ninth place Mustang of Valerie Limoges and Guy Cosmo was ordered to come in while running in second to have an inspection of body damage suffered when the car was struck by another.? This inspection ordered by the officials--under the green--put the car two laps down at lap 74 but skillful driving by Cosmo got the Mustang within?41 seconds of the winner by the checkered flag on lap 158!?

It's great when they run the GS race separate from the ST race, as was the case in this event at the Iowa Speedway!? Running the two classes together puts too many racecars on the track at the same time--the Daytona season opener had 104 GS and ST cars in the same race!? Demolition Derby time with what seemed like more laps under the yellow than under the green.

MX793:? This ain't club racing and the competition wasn't vintage Camaros.? The Nethead here does not know why the usual 350Zs and GTOs weren't there, but the M3s, 996s, and 997s were there in force (nine, five, and eleven, respectively, piloted by such greats as Boris Said, Don Salama, Will Turner, Spencer Pumpelly, and Andy Lally).

Addendum:? According to GARRA's 2007 "KONI Challenge Vehicles by Car No", the number 5 Mustang in which Tom Nastasi and co-drivers have won the first three events in 2007 is serial number "FR500C-05003", one of the first three FR500Cs built (the other two raced as number 05 (FR500C-05001) and number 55 (FR500C-05002) that competed for the first time at the 2005 season opener at Daytonal Int'l Spdwy.? In 2005, number 5 won the first race of the season and the last race of the season.? In 2007, number 5 has won the first three races.? Since this is a real number 5--not like a NASCAR number 5 with a large number of chasses sharing the number 5 (the smaller NASCAR teams usually have seven chasses for a year of racing, and the larger nascar teams often have more)--which does all the racing, all the qualifying, and all the testing and practicing for every race in which it is entered, this thing must be tough!? ?

It's more than just horsepower:

NASTASI RACING FOR THREE IN A ROW
4/17/2007

Newton, Iowa ? Tom Nastasi, co-driver of the No. 5 Mustang FR500C in the Grand-Am Koni Challenge Series, goes into this weekend?s race at Iowa Speedway with victories in the first two races of the season. Nastasi, talks about his team?s performance at Homestead-Miami Speedway, the penalty his team received and getting ready to race in Iowa.

TALK ABOUT THE SUCCESS THE BLACKFOREST TEAM HAD THIS WEEKEND.
?After I qualified second, I had to start 31st because of a technical infraction. I was driving both cars [No. 4 & No. 5] this week, so that made my job a little bit harder. I went from 31st to fourth [in the No. 5], and I don?t know how long it took, but it was tough, but I did it.

?The whole weekend was very good. Our pit strategy got a little screwed up because I was driving both cars and the idea was to keep both up front and for me to jump out of one and into the other. Since I had to start so far back, it sort of changed the strategy and after I got out of the car I realized that probably, without the luck of one more yellow, only one of our cars was going to finish on top. I needed the No. 5 car to finish on top because it was the only car I could score points in. So, it sort of worked out, but it didn?t work out 100 percent. Luck is 50 percent of racing, so I took what I could get without being greedy.?

CAN YOU TALK ABOUT VALERIE LIMOGES? POLE POSITION THIS PAST WEEKEND AND ON HER PROGRESS SO FAR THIS SEASON?
?I think her confidence is up from last year. Last year was definitely a learning curve for her. She had never seen any of these tracks and had never driven something with this much horsepower. She learned it and we did a lot of testing and she came to Daytona ready to win this year, but her weakness has always been qualifying. She would go out and try to race other cars, and she?d practice and be third or fourth, and then she?d qualify 22nd.

?I told her after Daytona that it?s gotta stop. We worked on it and we tested at Homestead about three weeks ago and, boy, was I shocked. I was very happy. I was more happy for her getting the pole this weekend than if I had gotten it.

?It absolutely helped her confidence. She led 35 laps, and she got passed once or twice and just went and got it back and really held her own. This is why I hired her two years ago, I knew she could do it. It took a year for her to get it down and really get it under her belt and believe me; it?s really paid off. I?m very, very happy.?

DAYTONA WAS CONSIDERED A MUSTANG TRACK, BUT HOMESTEAD WAS PREDICTED TO BE AN EVEN-PLAYING FIELD TRACK FOR THE DIFFERENT CAR MAKES.
?I didn?t expect it to be a track dominated by the Mustang. It?s a long back straight and into the oval and then the front straight is long, but a lot of that track is the infield.

?The way the Mustang is geared wasn?t really in our favor. I thought some of the other cars might handle better on the banking, but I ended up doing all of my passing on the banking. Our cars were so able to go through there almost 100 percent flat, and I know that almost no one else could do that.

?We had never raced Mustangs there before, so I was a little surprised. When we went there three weeks ago for testing, we really worked on set up on the banking because I knew that would have to be our strong point.

?I think the car liked the track in general and that is why you did see a lot of Mustangs near the top of the field.?

YOU?LL BE RUNNING TWO MUSTANGS THIS WEEKEND IN IOWA WITH THREE DRIVERS CURRENTLY ENTERED. ARE YOU AGAIN GOING TO SHARE DRIVING DUTIES WITH VALERIE IN THE NO. 4?
?No, I was going to, but I realized what can happen if you get moved to the back. You have to pick one car or the other and I don?t want to have to get into that position again. I will probably have someone driving with her [Valerie Limoges]. I?m 99 percent sure I?ll have somebody else driving.?

THIS WEEKEND IN IOWA WILL BE THE FIRST TIME FOR YOU THERE AND WITH THE MUSTANG.
?If I had to pick one track that is not going to be a Mustang track, Iowa would be it. It?s only a mile and two-tenths or something. I talked to one of the Porsche guys and he said they tested there and on the banking they barely got their car into fourth gear, which means it?s going to be a second and some third gear for the Mustang.

?The corners are very tight and he said that it?s basically an enlarged go-kart track. If we do good there, I will be very, very happy.?

TALK ABOUT THE PENALTY OF TOO MUCH FRONT CAMBER THAT YOU RECEIVED AFTER QUALIFYING AND AGAIN AFTER THE RACE.
?I have a feeling I know what it is, but Brian [Nott, team owner] is looking at the car today. We set the camber to where it?s supposed to be and in front of the officials, and it?s changing. I want to make sure I have the facts. It?s not something we?re doing. When it?s set, it?s set and camber shouldn?t change. Something has to bend or change for something to happen.?

Aging gracefully:? The #5 Mustang FR500C bought by Blackforest MotorSports in late January of 2005 for competing in the Daytona 200 Grand American Cup? is now on its third season of racing (this ain't no NASCAR shit where even the modestly funded teams have 5-7 separate cars for a season of racing all using the same number--this is the same individual FR500C bought in January of 2005!).? It's won the first three races of the year so far.?

At Daytona in 2005 (the car's first race, which it won) the car's fastest lap in the race was a 2:04.409, racing at 3100 lbs. on 4.10s in the rear--practicing, qualifying, racing, and winning on the same set of tires.? There were 67 other cars in the race shown as having completed at least one lap, so traffic could get heavy at times.

At Daytona in 2007 the car's fastest lap in the race was a 2:01.593, racing at a punitive 3225 pounds with punitive 3.55s in the rear and with a punitive 70 percent restrictor plate in the intake!? There were 92 other cars in the race shown as having completed at least one lap, so there was heavy traffic all the time.

Fine stuff!? With punitive lead plates bolted inside a box on the passenger floorboard, with punitive 3.55s instead of the design specification 4.10s, with a restrictor plate choking the intake, with mufflers, and with half again as much traffic on the track as there was two years earlier, the Mustang still managed to turn a faster race lap when it won the race this year than it did when it won this race two years ago.? Aging gracefully...

Quote from: Nethead on April 17, 2007, 09:36:05 AM
r0tor:   Think, roDude, think!  If the 5.0 'Cammer was unrestricted, it would have about another 105 HP (FR500C:  restricted naturally-aspirated 5.0 'Cammer--420 HP.   FR500GT:  UNrestricted naturally-aspirated 5.0 'Cammer--525 HP).
That would do the job nicely, but just like the RX-8, the officials would restrict it and restrict it and restrict it and...yada yada yada.   You know the drill...

It's a damned shit that the RX-8s were restricted to non-competitiveness in the ST class of the Grand American Cup...but there it is...

Once again, the "Mustang" (and the "RX-8s" as well) in the GT class are shop-fabricated concoctions with carbon-fiber or fiberglass replica bodies that appear to be the stock bodywork if you don't get too close.  Only the Porsche GT3 Cup cars might have the actual frame beneath them that was placed there in Stuttgart...

If he's "roDude", than what's Ro51092?

Quote from: TheIntrepid on May 02, 2007, 02:38:23 PM
If he's "roDude", than what's Ro51092?

TheIntrepid:  ro51092 is roDude, too.  The Nethead here lets them sort it out...

can the Nethead explain why the Blackforest Racing team's Mustang in the Rolex GT series using an unrestricted 5.0 cammer went "kablooey" for yet another time this season?

Quote from: r0tor on May 03, 2007, 06:52:55 AM
can the Nethead explain why the Blackforest Racing team's Mustang in the Rolex GT series using an unrestricted 5.0 cammer went "kablooey" for yet another time this season?

r0tor: I sure can.? Blackforest has a Crawford in the Rolex GT series, not a Mustang.? The Crawford chassis was built for a GT series Lexus, and somebody decided to lengthen it and put a carbon fiber faux Mustang body on it.? The $12,000 transmission, from some company in Australia, was apparently designed for mid-engined applications and it has been rigged to function--unsuccessfully--as the transmission in a front-engined, rear-drive vehicle.?

Smarter dudes woulda bought the tube chassis Riley and put a Mustang body on it--since Riley has built these tube chasses for carbon-fiber faux GTOs and other "replica" cars (if you ain't up close, anyway) for years now and the bugs are fairly worked out.? Riley may be the dudes that build the tube chasses in all the RX-8s.? Note that only the Porsches use the chasses that came with them from Stuttgart--but that has been plenty good enough!

Nothing else could compete with the Porsches in the Rolex GT were it not for the NASCARish rules (it's legal in the Rolex GT class to convert any FWD to RWD and then race the resulting miscarriage) that allow everything else but Porsches to LOOK stock whereas the Porsches ARE fairly stock GT3 Cup models.? Rave on, Porsche!

Meanwhile, back in the stock classes, Mustang #5--a single chassis, not a fleet of chasses campaigning as #5s--has made it three in a row so far this year.? This is chassis FR500C-05003, bought new in January, 2005, and just getting faster as the years go by.? The engine is in its third season and has been rebuilt once.? Why bullshit like NASCAR and the Rolex GT are even allowed to exist is a mystery to me--oh, yeah, certain makes would never win at anything if they had to use the stuff they come from the factory with...only in an all-aftermarket-parts series do they have a chance to be competitive, and they're paying the racing organizations huge money to create these artificial series where even the bodywork is artificial.? Sometimes I forget how desperate some manufacturers are to buy a racing image for their products...

Give me a racing series where everybody runs cars the way they come from the factory, except for the glass, roll cages, tires, brakes, and springs.  Everyone must use Baer brakes, Eibach springs, and the same racing tires.  That would be a racing series I would watch.

Quote from: Nethead on May 03, 2007, 08:26:50 AM
r0tor: I sure can.? Blackforest has a Crawford in the Rolex GT series, not a Mustang.? The Crawford chassis was built for a GT series Lexus, and somebody decided to lengthen it and put a carbon fiber faux Mustang body on it.? The $12,000 transmission, from some company in Australia, was apparently designed for mid-engined applications and it has been rigged to function--unsuccessfully--as the transmission in a front-engined, rear-drive vehicle.?

Smarter dudes woulda bought the tube chassis Riley and put a Mustang body on it--since Riley has built these tube chasses for carbon-fiber faux GTOs and other "replica" cars (if you ain't up close, anyway) for years now and the bugs are fairly worked out.? Riley may be the dudes that build the tube chasses in all the RX-8s.? Note that only the Porsches use the chasses that came with them from Stuttgart--but that has been plenty good enough!

True, however the Nethead should note that the engine in the GT car is the same 5.0L Cammer V8 from the lesser GS class however in an unrestricted form - part of a powertrain that has left the Blackforest team stranded on the side of the road for several races now.

Quote from: r0tor on May 03, 2007, 09:38:47 AM
True, however the Nethead should note that the engine in the GT car is the same 5.0L Cammer V8 from the lesser GS class however in an unrestricted form - part of a powertrain that has left the Blackforest team stranded on the side of the road for several races now.

Hmmmm.? Has it been an engine problem even once?? Not that I'm aware--but Blackforest Motorsports ain't exactly got my phone number on their SpeedDial to quickly keep me posted on the specifics of their issues.? What info have you got for us?? If I had to guess, the problem is clutches...or else it isn't. :lol:

The proper approach would be to use the standard S197 sheetmetal chassis found in every Mustang and in every FR500C, but that chassis is waaaay heavier than a chromemoly tube chassis.? The ST class Mazdas show what happens to competitiveness once too much weight is added...?

Soooooooooo--'can't win 'em all!? At Silverstone in Merrye Olde this week-end, the first Mustang FR500Cs to compete in the UK took a fourth and a fifth behind two Aston Martin N24s (the Vantages built for production car racing by Aston Martin) and a BMW Z4, according to some Italian language website that was the only place that has published the results so far. Average speeds of the two AM N24s was 139.75 kph, the Z4 averaged 139.54, the fourth place FR500C averaged 139.46, and the fifth place FR500C averaged 139.44.? Tough racing against tough competition, as Aston Martins always are!? The European press fairly ignores GT4 class racing since the drivers only have to have an entry-level racing license--even the official website of the racetrack hasn't published the results of the GT4 class race!!?

The second N24 was less than a tenth-second behind the first, the Z4 was 3.9 secs behind the winner, the first FR500C was 5.2 secs behind the winner, the second FR500C was 5.6 secs behind the winner, and the other vehicles on the same lap as the winner at the end of the race were, in order: a competition Lotus Sport Exige with an intercooler air intake on the roof, a Maserati (no model given, but an article I found on 5/9/07 says it was a "Trofeo"), a Nissan (no model given, but a photo shows "350 EVO" on the front and on the right side), and a Cayman.

My Italian isn't quite up to interpreting more details, but I'll post them when I find some English equivalents.

Addendum 01:? These N24s are slick!? Read this:

----? Specifications? ----

Price
? ??78,720 (approx $153,106) Production
? ?--
Engine
4.3 liter V8 Weight
2932 lbs
Aspiration
natural
Torque? --
HP
410 hp @ 7500 rpm HP/Weight
7.2 lbs per hp
HP/Liter
95.3 hp per liter

1/4 mile? --
0-62 mph? --
Top Speed? --

Aston Martin has confirmed details of its N24 race car, based on the critically acclaimed V8 Vantage road car, which will be showcased at the Autosport International Show this week.

The Vantage N24 is based on a standard European specification production V8 Vantage, with modifications undertaken to prepare the car for the competitive racing environment.

At the 2006 British Motor Show, Aston Martin Chairman and Chief Executive Officer, Dr Ulrich Bez, announced that the company would build a limited production run of cars based on the V8 Vantage that completed the N?rburgring 24-hour endurance race that June. The near standard V8 Vantage finished 24th overall out of 220 starters, completing some 130 laps of the 15.77 mile circuit ? in a field of mostly specialised race-homologated entrants.

The N?rburgring 24-hour race not only gives its name to the V8 Vantage N24, but provided a conclusive demonstration of its abilities; a near standard car capable of tackling the demands of one of the world's most arduous racing circuits.

The Vantage N24 subsequently went on to finish eighth overall in the inaugural 24-hour race of Bahrain in December 2006, again competing with highly modified race cars. During the course of the race, the Vantage N24 covered over 2600km, needing only fuel, brake pads and tyres.

With the formation of Aston Martin Racing in 2004, the company made a long awaited and successful return to international sports car racing firstly with the GT1 DBR9 in 2005 followed by the GT3 DBRS9 in 2006. However, the company also has a long history of racing near standard cars both at national and at international level. The Vantage N24 builds on this tradition - a factory built car proven and ready to race.

The Vantage N24 will be fastidiously hand built in a dedicated facility within Aston Martin?s Gaydon headquarters. The level of detail and finish conforms to Aston Martin?s exacting standards, fusing hand craftsmanship with advanced technology. The build of the first customer cars will commence in the coming weeks.

The Vantage N24?s engine is modified to enhance throttle response and performance; including the crankshaft, conrods and pistons being lightened and balanced, the cylinder heads re-profiled to optimise compression ratio and gas flow and the engine management system is calibrated for race use.

The N24 also benefits from a free flow exhaust system and improved air filters. The standard V8 dry sump lubrication system is retained helping prevent oil surges during extreme cornering. The result is 410bhp (305KW) at 7500rpm ? a 30bhp increase over the standard car.

The N24 is available with a 6-speed manual transmission only. A Valeo twin plate cerametalic racing clutch and lightweight flywheel complete the powertrain specification.

At 1330kg the Vantage N24 weighs in at 250kg lighter than the standard car. The interior trim of the standard car is removed apart from the facia moulding which is re-trimmed in Alcantara. The console and door casings are replaced by new lightweight mouldings. The air-conditioning system is removed as are the airbags. The interior features a full high strength steel roll cage and Recaro Pole Position competition shell (a passenger seat and safety harness is an optional extra). A suede-trimmed steering wheel with a quick release mechanism is also fitted as standard. The Vantage N24?s safety features are completed with a Schroth six-point safety harness with a push button release and Lifeline Zero 360 gas extinguisher system.

The Vantage N24's underframe and body has also been discreetly modified to save weight and increase trackside practicality. Tapping plates have been included to accommodate the use of pneumatic jacks, and motor sport towing eyes are attached to the chassis. The side and rear windows have been replaced with clear polycarbonate, with a sliding opening on the driver's side. The bonnet and tail latches are now quick release items.

The V8 Vantage?s acclaimed suspension has required only minor adjustments to optimise it for track use. These include larger diameter front and rear anti-roll bars and adjustable ride height aluminium dampers, as well as single rate flat ground springs with separate helper springs. The front subframe has been modified for extra camber and castor, while Speedline cast magnesium front and rear wheels are standard, along with high performance Yokohama AO48 tyres.

The brakes have been up-rated with Pagid RS 29 race pads. As further endorsement of the standard V8 Vantage?s abilities, the active safety systems are directly carried over to the Vantage N24 including dynamic stability control, traction control, ABS and electronic brakeforce distribution, providing reassurance and control in slippery conditions.

The Vantage N24 provides an ideal base for a wide variety of Motorsport uses and is ideal for club racing amongst other categories. As supplied it is eligible for series such as the VLN Endurance Championship at the N?rburgring, the Britcar endurance series, the Dutch Supercar Challenge, the Australian GT Championship and the European Endurance Championship. In addition, the Vantage N24 is also potentially eligible for the proposed European GT4 series, the Grand-Am Cup and SCCA Touring Car Class in the USA .

The Vantage N24 is on sale now with prices starting at ?78,720 plus local taxes and delivery. The customer version of the N24 will make its public debut at the Autosport International Show at the Birmingham NEC from 11th January, as a guest car on tyre partner, Yokohama?s, stand.

from my D1 drift thread...

(http://www.imagestation.com/picture/sraid225/p5ba72701ceb7dc02287e85771043edee/e9a3a5ce.jpg)

another Mustang engine goes kab00m!!  :P

Quote from: r0tor on May 07, 2007, 11:43:31 AM
from my D1 drift thread...

(http://www.imagestation.com/picture/sraid225/p5ba72701ceb7dc02287e85771043edee/e9a3a5ce.jpg)

another Mustang engine goes kab00m!!? :P

Yeah, a drift car sitting on jacks...is there a point to this picture?

Quote from: Nethead on May 07, 2007, 12:07:06 PM
Yeah, a drift car sitting on jacks...is there a point to this picture?

thats where it was the whole competition... it blew up in practive and the driver had to borrow an AE86 Corolla from someone in the stands  :lol:

Quote from: r0tor on May 07, 2007, 12:12:05 PM
thats where it was the whole competition... it blew up in practive and the driver had to borrow an AE86 Corolla from someone in the stands? :lol:

So he didn't borrow someone's RX-8?  'Wonder why? :lol:

there was an RX8 in the event... it didn't bl0w up

Quote from: r0tor on May 07, 2007, 12:41:34 PM
there was an RX8 in the event... it didn't bl0w up

It didn't win, either...Has one ever won a drift event (like anyone gives a shit for drifting)?
 
Actually, it's more of a credit to never have won a drift event than it would be to have won every last one of them!  Talk about a waste of--well, everything!

So you hang out in the drifting threads, huh?  RoDude, you need to get a life...

Drifting sucks.  Even if Mustang swept the podiums I would deny they even took part in the "race".

you'd think mustang owners would appreciate cars doing a constant big smokey burnout going around corners at 70mph... oh right, i said that "corners" word

(http://fp.enter.net/~justin/a_1059.jpg)

Quote from: r0tor on May 07, 2007, 01:23:23 PM
you'd think mustang owners would appreciate cars doing a constant big smokey burnout going around corners at 70mph... oh right, i said that "corners" word

(http://fp.enter.net/~justin/a_1059.jpg)

Corner?  *shudders*

The FIA is a strange and complex beast.? Although I was pretty sure I got the gist of an Italian language article about the GT4 class race at Silverstone last week-end, I may have it wrong.? Can anyone interpret this into English:

FIA GT4 - Silverstone, Gara 2: Mustang davanti a BMW

"Seconda gara per la nuova GT4 e secondo vincitore: dopo lo spettacolo in gara 1, anche gara 2 ha confermato l'equilibrio tra le (poche per ora) vetture in pista.
La vittoria ? andata alla Ford Mustang di Gunnar Jeannette che ha preceduto per soli 3 secondi la BMW Z4 di Guino Kenis e le due Aston Martin autrici della doppietta in gara 1.

Solo 9 vetture delle 11 che hanno preso il via hanno visto il traguardo; un primo bilancio su questa nuova categoria ? gi? possibile: ottimo l'equilibrio in pista, ancora pochi i concorrenti in gara, se a breve si riuscir? ad arrivare alle 20 unit? promesse (proposte) dalla SRO, potremmo trovarci di fronte ad un altro successo, come lo scorso anno ? stato il FIA GT3.

La classifica di gara 2 la trovate QUI"

In a race that I gathered via pig Latin was won by two Aston Martin N24s (Vantages built for entry-level racing at about $153,000 per vehicle), a BMW Z4 was third, and two Mustangs were fourth and fifth, other new articles leave me not so sure...

On mustangnewsnet.com they aren't certain either, but there's a photo of Mustang rider Gunnar Jeannette in the center of a podium with two other dudes (one of whom has a BMW patch on his racing attire and the other has what appears to be a Ferrari patch (a narrow yellow horizontal stripe with short red letters and a red border) on his attire), and all three are holding up silver trophies.

mustangnewsnet.com admits to the same confusion, because they think Jeannette won something in his Mustang but none of us know exactly what.? Possibly there was a second GT4 race--not uncommon in FIA events--but the Silverstone schedule indicates only one GT4 event (the higher classes had two--GT4 is for modifications-restricted factory competition models and non-professional drivers (bronze) and semi-professional drivers (silver)).? If anyone can interpret the above article, please enlighten the rest of us!

Addendum 01: That patch that appeared to be a Ferrari patch may in fact be a Pirelli patch.? Perusing the latest GT4 picture gallery I see big, big Pirelli posters with red lettering on a yellow background.? That would make more sense, but I'm not certain it's more correct...
The two Maseratis in the GT4 class at Silverstone are probably Maserati's factory racing Trofeos, probably 2007 versions of Trofeos originally conceived for an all-Trofeo racing series sponsored by Pirelli several years back.? I have no idea if that all-Trofeo series is still active.?
If you find contrary information, believe the contrary information--my Italian is sorta weak, but I get by by  removing the final "a" and moving the next-to-last letter to the front of the word to convert Italian to pig English.? It works pretty well--I used my Italian to ask an Italian chick if she'd like to come up to my apartment after work.? She got this positively stricken look upon her face and asked me in excellent English: "You stuck your dick in a blender?"? ?I think it was the pronouns I screwed up, as we all know how tricky pronouns can be...

Addendum 02: Yep, I finally found a larger shot of the podium for GT4 race 2 at Silverstone and the yellow patches with red lettering all say "Pirelli".

Mustang FR500C victorious in GT4 race 2 at Silverstone:

Well, turns out there were two GT4 races--apparently, but not rock-solid certainly--at Silverstone last week-end!?

Here's a chart of the cars in the lead lap at the finish.? It wouldn't cut/paste, so I hadta enter it by hand:

1.? car 22? Mustang FR500C? ?145.36 kph? Gunnar Jeannette of the USA
2.? car? ?6? BMW Z4? ? ? ? ? ? ? ? ?145.17 kph? Guino Kenis of Belgium
3.? car? ?9? Aston Martin N24? ?144.67 kph? Jac Nelleman of Great Britain
4.? car? ?8? Aston Martin N24? ?144.40 kph? Christopher Porritt of Great Britain
5.? car 98? Mustang FR500C? ? 144.37 kph? Eric de Doncker of Belgium
6.? car? ?4? Maserati Trofeo?     143.51 kph? Beppe Arlotti of Italy
7.? car 24? Lotus Sport Exige? ?139.57 kph? Alistair MacKinnon of Great Britain

The Nissan 350 EVO of Joe Tuckey DNF'd, for those also perusing the "Shelby GT vs 350Z thread".

HEMI666:? While researching the FIA GT4 races at Silverstone held last week-end, I came across the most complete auto competition website I've ever found!? I will send the website address to you in an e-Mail to your carspin e-Mail address.

The site is glorious!? It appears to be an enterprise dedicated to FIA-sanctioned events, but that's too bad for all non-FIA-sanctioned racing events because this site is awesome!

GT4 is hardly mentioned in FIA websites, but it gets treated royally by this website!? Consider this--the FIA sites only give the figures for practices, qualifyings, and races.? This website has all that, plus a 57-page downloadable/printable booklet about just the two GT4 races at Silverstone.?

Naturally it has all the stuff on the FIA sites, but it also has the details of every lap by every car in the races!? AND it goes further to break down the laps into "sectors" (the book on Silverstone had two sectors--one containing most of the straights and one containing most of the gnarly curves) so you can figure out how well each driver/vehicle combination was doing in each sector.? ?It is crammed full of data about the race and how it was won or lost--just the facts, ma'am--no conjectures and no excuses!

I've spent the spare time--such as it was--of the last two days just analyzing the data of the second race--concentrating on the two cars that led all the laps (the #6 BMW Z4 driven by Guino Kenis and the #22 Mustang driven by Gunnar Jeannette).? Jeannette led lap 1, Kenis led laps 2-5, Jeanette took the lead back for laps 6-10, Kenis got it one last time on lap 11,? and then Jeannette took the lead for good on lap 12 and had 3.243 seconds on Kenis when the checkered flag fell.
Kenis had the fastest lap of the race (lap 4) at 2:05.428, while trying to fend off Jeannette from re-taking the lead.? It was probably nose-to-tail since lap 4 was also Jeannette's fastest lap of the race, just seventy-nine thousandths of a second behind Kenis (that's less than eight hundredths of a second!).? Kenis held on for another lap before Jeannette re-took the lead.? This was some hot racing!? Kenis also set the the fastest time through the curvy sector of Silverstone at 1:21.630 but was only fourth fastest through the straights sector of Silverstone at 43.798 seconds (behind Eric de Doncker's Mustang, Jeannette's Mustang, and Gianni Giudici's Maserati).
Jeannette had the second fastest lap of the race at 2:05.507 (lap 4), but also the second fastest time through the curvy sector at 1:22.004 and the second fastest time through the straights sector at 43.543 seconds.
The website also computes "perfect" laps for each racer--selecting each racer's fastest time through the curvy sector and each racer's fastest time through the straights sector and combines these to see how potentially fast each racer could be--these two fastest times may not have occurred within the same lap, of course.? Only Jeannette and Doncker had real-life "perfect" laps in which both their fastest times in the curvy sector and their fastest times in the straights sector occurred within the same lap. Everyone else's "perfect" laps were pieced together from sector times taken from separate laps.? That indicates that the statements that have been made about the ease with which one can learn to drive the Mustang FR500C really fast because of its neutral balance are true.? Doncker had never raced a Mustang yet he was on the pole with a lap of 2:04.754 at 148.35 kph.? Jeannette, who qualified in third, had driven Mustangs often in the US Grand Am Cup events but he had never raced at Silverstone before last week-end.

Jeannette had the second-fastest lap of the race at 2:05.507 (lap 4) and averaged 145.36 kph for the entire race, which is part of why Jeannette won.? He was second-fastest in the straights sector and second-fastest in the curves sector which is even more a part of why he won.? That kind of consistency on a dry track is hard to beat unless there's an incident or a botched pitstop.? Europe doesn't have the enormous number of racers on the track at the same time like America does--they'll hold multiple races at the same event to keep the races from being wreck-plagued cautions separated by occasional brief periods of green flag racing.? GARRA has finally begun separating some GS class/ST class events into separate races for each class.? The classes weren't separated for GARRA's Daytona opener and 104 cars entered the event (at least 92 of which completed at least three laps).? Berserk!

But I digress...the website's booklet on the GT4 races provides an enormous amount of the usual data about who won and let's you look at lots of revealing data so you can analyze for yourself how they won--or how they didn't.? Data on the DNFs are fairly scant, at least in this race.

Let no good deed go unpunished:

Grand American Road Racing Association Technical Bulletin #2007-05 was implemented on 5/7/07 to raise the minimum weight of Koni Challenge (formerly the Grand American Cup Series) 2005 and later Mustangs from 3225 lbs. to 3300 lbs.? After three Mustang wins in three races, The GARRA Strikes Back!?

While this is only another 2.3 percent increase in racing weight (the Mustang FR500C weighs under 3100 lbs., but penalizing lead plates had already been used to raise the racing weight to 3225 lbs.), it is a critical weight because it is somewhere between 3225 lbs. and 3300 lbs. that the series-mandated Hoosier tires need replacement before the end of a race.? This requires an additional pitstop for tire replacement that the cars allowed to run at lower racing weights do not have to make--and the time required for that tire replacement pitstop means a loss of several finishing positions in a typical race.? And of course this is on top of a 70 percent intake restrictor plate the Mustangs must race with, a restrictive exhaust system, and a punitive 3.55:1 rearend ratio (the design specs call for 4.10:1) to cut acceleration off the corners...

However, if rain starts during the race, the penalizing intent of this rule is greatly reduced because of the need to pit for rain tires anyway--and possibly to pit again (VIR in October of 2005) for dry tires if the rain stops and the track begins drying out.  Laguna Seca is known for its rainfall :lol:

The officials have to do what the competitors cannot:? Get those damned stampeding Mustangs out of The Winner's Circle! :nono:

Well, Laguna Seca is over, and the first four finishers were:
1.? ?The Porsche 997 of Pumpelly/Ludwig
2.? ?The Porsche 997 of Ballou/Lally,? 0.659 secs behind Pumpelly/Ludwig
3.? ?The Porsche 997 of Riddle/Wilson,? 1.224 secs behind Pumpelly/Ludwig
4.? ?The Mustang FR500C of Maxwell/Foster,? 1.486 secs behind Pumpelly/Ludwig

But, WAIT--post-race inspections found the three Porsche 997s were all running illegal RPM modifications and the 997 of Ballou/Lally was also running at an illegally low ride-height.? All three were fined and stripped of their team/driver/manufacturer points, but were allowed to keep their finishing positions of first, second, and third.

Meanwhile, the legal Mustang of Maxwell/Foster was just 1.486 seconds behind the winner despite the extra 75 pounds of additional "awards" weight required of all Mustang FR500Cs in a Tech Bulletin that took effect on 5/7/07 (see above).? I say "additional" awards weight because FR500Cs were already racing with around 100 pounds of awards weight and have been for a coupla years.

RPM violations are bogus--the series has RPM limitations so that pushrod engines can hopefully be competitive, but since no one races GM vehicles in this class anymore it is an anachronism that needs to be repealed.? All the currently competing makes have OHC engines.? Ballou/Lally should have been fined only for their illegal ride-height...

The finishing order of the first ten legal vehicles was:
1.? ?Maxwell/Foster? ? ? ? ? ? ? ? Mustang FR500C
2.? ?Thornton/Segal? ? ? ? ? ? ? ?BMW M3
3.? ?Long/Russell? ? ? ? ? ? ? ? ? ?BMW M3?
4.? ?Seafuse/Gue? ? ? ? ? ? ? ? ? ?Mustang FR500C
5.? ?Click/McGovern? ? ? ? ? ? ? ? Mustang FR500C
6.? ?Bernheim/Stanton? ? ? ? ? ?Porsche 997
7.? ?George/Grunewald? ? ? ? ? BMW M3
8.? ?Traver/Miller? ? ? ? ? ? ? ? ? ? Porsche 997
9.? ?Plumb/Thompson? ? ? ? ? ? Porsche 997
10. Sabol/Ellis? ? ? ? ? ? ? ? ? ? ? ?Porsche 996

i see yet another DNF for the Blackforest Motorsport GT car... at least it made it 19 laps this race :rockon:

Quote from: r0tor on May 21, 2007, 10:59:11 AM
i see yet another DNF for the Blackforest Motorsport GT car... at least it made it 19 laps this race :rockon:

Yeah, anytime you start with a tube chassis designed to be in a Lexus, stretch it, and put a carbon-fiber "Mustang" body on it and call it a "Mustang", you are asking for trouble.? NASCAR shit.? What was Blackforest thinking?? Why not do what everyone else does (except Porsches, whose GT3 chasses are plenty good enough!) and use the universal Riley RWD tube chassis, and a Tremec 6060 from the GT500 instead of some mid-engine transaxle cobbled up to accept a driveshaft?? This is a strange and shameful moment in Mustang history--made worse by all the limitations GT rules place on the engine--5,000 RPM rev limiter, restrictive exhaust, restrictive intake manifold, restrictive camshafts, who knows what else.? Maybe Tom Nastasi will stop this foolishness now that he's landed a ride in the CART Atlantic series...

And since you brought up Grand Am finishing positions, 'sorry to see the RX-8s finishing no higher than 6th, 5th, 5th, 13th, 13th, and 8th in the Street Tuner class so far this year.? When they moved up from 6th in class at Daytona to 5th at Homestead, I thought better things were ahead.? But that seems to have been a plateau--several MX-5s were ahead of the 13th place RX-8 at Laguna Seca.? With the rules being what they are, Mazda competitors may be migrating to the MX-5s, one of which had risen to a 5th at Laguna Seca.? And with 77 percent of April's car buyers polled saying fuel economy was definitely a factor in their purchases, it would make sound sense for Mazda to shift marketing emphasis to the MX-5, the 3, or to the rumored 4-cylinder sport version of the RX-8.? OTOH, without a styling upgrade it may be tough indeed to increase MX-5 sales by any appreciable amount--the hardcore appreciators of the MX-5's prowess will probably remain committed MX-5ers, but meanwhile the Solstice and the Sky are taking a serious chunk of the small sportscar market in the US...

Quote from: Nethead on May 24, 2007, 07:27:58 AM
This is a strange and shameful moment in Mustang history--made worse by all the limitations GT rules place on the engine--5,000 RPM rev limiter, restrictive exhaust, restrictive intake manifold, restrictive camshafts, who knows what else.? Maybe Tom Nastasi will stop this foolishness now that he's landed a ride in the CART Atlantic series...

the only restriction put on the cammer in the GT class is "Must use exhaust supplied with engine"... probably thats why its found on the course dead every race  :zzz:

HEMI666:  HemiDude, a current Ford GT got a pole position in its first-ever competition event a few weeks ago in the FIA's GT3 class.  This week, in dual FIA GT3 races in Hungary, one of Matech's Ford GTs finished second in the first race (third race ever for the current Ford GT) and then Matech's other Ford GT won the second race (fourth race ever for the current Ford GT), in the rain, with a flat rear tire. 

Despite the awkward handling with the rear flat on a wet track, the driver kept his cool and brought it on home for the win.  That wheel took one severe beating, and it will be displayed in Matech's corporate offices.

Surprisingly, the driver stated the biggest problem wasn't handling the Ford GT's awesome power output on a slick track, or even controlling the Ford GT on a wet track with a flat rear tire, but dealing with the relatively long wheelbase the Ford GT has relative to the other top-running competitors in GT3. 

If you can win with a flat rear tire in the rain, be preparing yourself for retribution by the officials sooner or later... 

Mosport Int'l Raceway, Ontario, Canada, 6/16/07:  Mustangs finish first, second, and fourth for the fourth Mustang victory in the six Grand American Road Racing Association Grand Sport events this year.  Each of these three Mustangs had Canadians & Americans sharing the driving duties--the winning Hyper Sports Mustang was piloted by Canadian Scott Maxwell and American Joe Foster, the runner-up Rehagen Racing Mustang was piloted by Canadian Ken Wilden and American Dean Martin, and the fourth place Blackforest Motorsports Mustang was piloted by Canadian David Empringham and American Tom Nastasi.

Forced to race at the heaviest weight of any competing make, with seventy percent intake restrictor plates, restrictive exhausts, and punitive final drive ratios, it was a Mustang clinic--endurance, speed, handling, braking, acceleration, tire wear, and stingy fuel consumption.  It's the same blend the G.T.350Rs had four decades ago, but much more of it.  Congratulations to the teams!

At Mid-Ohio this afternoon, Ken Wilden and Dean Martin gave Mustangs their fifth win in seven Koni Challenge roadraces this year despite being bumped and even rammed broadside by Andy Lally in the second-place Porsche 997.? Tough racing by tough drivers in a tough car!? Owner Larry Rehagen can't help but be proud!? Sponsor Jack Roush is probably a little tickled, too!? The Rehagen-Roush combination has been running stronger and stronger all year, and they came to this brawl prepared for anything--and got most of it!? Congratulations Larry, Jack, Ken, and Dean!

The only racing Fords that hold my interest are these:
(http://i39.photobucket.com/albums/e180/roychase123/tn_NasaMartin_-_Air_Ford_Focus_WRC.jpg)

(http://i39.photobucket.com/albums/e180/roychase123/wrc_rally_ford_2006_2.jpg)


:ohyeah:

Quote from: R-inge on June 24, 2007, 02:41:42 PM
The only racing Fords that hold my interest are these:
(http://i39.photobucket.com/albums/e180/roychase123/tn_NasaMartin_-_Air_Ford_Focus_WRC.jpg)
(http://i39.photobucket.com/albums/e180/roychase123/wrc_rally_ford_2006_2.jpg)
:ohyeah:

R-inge:  We have an '03 ZX-5 which we really like.  We had an '01 Focus four-door which our son now has.  Our daughter & son-in-law bought an '07 Focus four-door at the end of  last year.  We also had an '00 Focus four-door that we traded for the '01.  They're all great.  Not WRC version great, but great!  It's even better than the '93 Sentra XE Limited that we sold three years ago, and that was one splendid little car!

But if I wanted to race a Ford, I'd pick an S197 Mustang without question.  If you read through this topic, you'll see what massive efforts the Grand American Road Racing Association has made to slow those Mustangs down--seventy-percent intake restrictor plates, hundreds of pounds of lead weight bolted to the front-passenger floorboard, restrictive exhaust system (equal-length headers are verboten, as are X-pipes), and a restrictive final drive ratio.  All these penalizing items do work--Mustangs have won only five of the seven races so far this year...

Ford is doing well in the racing series it is actively involved it, that's for sure.

Quote from: R-inge on June 25, 2007, 03:09:42 PM
Ford is doing well in the racing series it is actively involved it, that's for sure.

I like everything about the WRC Focuses (the Nethead here ain't ever gonna accept "Foci" as the plural of "Focus") except that nasty shade of green trim.  And that's not much to dislike. 

However, the 2008s are gonna be butt-ugly--they're butt-ugly in pics and they're just as butt-ugly in sheetmetal.  What were they thinking?

Quote from: Nethead on June 26, 2007, 08:32:31 AM
I like everything about the WRC Focuses (the Nethead here ain't ever gonna accept "Foci" as the plural of "Focus") except that nasty shade of green trim.? And that's not much to dislike.?

However, the 2008s are gonna be butt-ugly--they're butt-ugly in pics and they're just as butt-ugly in sheetmetal.? What were they thinking?

Although those Focuses won't be involved in WRC since they aren't Euro-Spec.

Quote from: Nethead on June 26, 2007, 08:32:31 AM
I like everything about the WRC Focuses (the Nethead here ain't ever gonna accept "Foci" as the plural of "Focus") except that nasty shade of green trim.? And that's not much to dislike.?

However, the 2008s are gonna be butt-ugly--they're butt-ugly in pics and they're just as butt-ugly in sheetmetal.? What were they thinking?

While the focus in the first pic is basically the same as our Focus 3dr hatch, the one in the second pic is the European Focus, which is built on the same platform as the Mazda 3, and it is significantly quicker than the old car which struggled to compete.? The new Euro focus is dominating the sport right now, outdoing even Citroen, and making the Impreza WRC look like rubbish.

If you want a Euro focus, the closest we get to that is the MazdaSpeed3.

Quote from: R-inge on June 26, 2007, 08:34:09 PM

While the focus in the first pic is basically the same as our Focus 3dr hatch, the one in the second pic is the European Focus, which is built on the same platform as the Mazda 3, and it is significantly quicker than the old car which struggled to compete.? The new Euro focus is dominating the sport right now, outdoing even Citroen, and making the Impreza WRC look like rubbish.

If you want a Euro focus, the closest we get to that is the MazdaSpeed3.

R-inge:? I will have a Mazda 3 on my shortlist when it comes time to trade our Focus.? The '08, and presumably the Focuses for a number of years thereafter, are just too ugly--manufacturers have an obligation--nay, a duty--not to embarrass their customers!? Hopefully, that will be many years down the road, but the Mazda 3 would be my choice if the decision had to be made today.? Mazdaspeeds, like the SVT Focuses, are over budget for a general commuter/occasional tripper in our family.?

Actually, our ZX-5 with its aluminum spoked wheels would normally have been overbudget, but it was marked down $4,000 so we couldn't pass it up.? We weren't looking for a car when we bought it, although we had planned on getting one of our children a used car later that year.? We saw the markdown and said "Yes!"? We then gave the SonDude the '01 Focus four-door sedan that had been the WifeDude's daily driver and we all lived happily every after.

Mustang jock Eric de Doncker and Ford Mustang leads the FIA GT4 championship points after four races.? ?(Oschersleben 8.7.2007)? The steady de Doncker took a 5-point lead in the GT4 Drivers Championship after a third-place finish in the first FIA race at Oschersleben, Germany?on Saturday and a first-place finish in the second FIA race on Sunday, leading flag-to-flag from the front row.? The two podium finishes clinch the lead for de Doncker, whose reliable ride allowed him to finish in the points in the two previous GT4 races at Silverstone as well as picking up a pole at that track.? His consistent performance has already gotten him offers and co-rides in the FIA GT3 series, and suddenly he has become the man to beat in the extremely competitive GT4 class.? Congratulations, Eric, and congratulations to the Thermosulit crew and sponsors.

www.automobilsport.com says:

Eric De Doncker and the Ford Mustang FR 500 GT celebrate their first win!

GT4 European Cup / 2. Oschersleben (D)

first photos on automobilsport.com under PHOTOS - FIA GT fia-wtcc+fia-gt--196.html? (Sorry, no luck pasting these...)

It didn?t take long for one of the pioneer?s of the GT4 European Cup, namely the Belgian Eric De Doncker, to clinch victory with his superb Ford Mustang FR 500 GT (actually, the vehicle is an FR500C--mistaking the FR500C (classified in GT4) with the FR500GT (classified in GT3) happens all the time in European reports, so be watching for that when reading a European report). After having achieved a pole position at Silverstone, with the launch of this championship, the Thermosulit Motorsport 98 driver has gone one level higher on the tortuous German Oschersleben circuit, as curtain raiser for the FIA-GT?

Having clinched the best time during the second free practice session, De Doncker took on qualifying full of optimism. Unfortunately, a problem with the balancing of the wheels stopped him from outshining during the first official session. But during the following session Eric made up for it by registering the 2nd best time, a mere one tenth of a second from pole position.

Having produced an excellent start in the first heat, the result of his association with the young American Gunnar Jeannette in GT3, De Doncker was in 2nd place, just behind the Porsche Cayman S of Maxime Soulet. However a slight under-steer problem stopped the Mustang from being able to fully compete with the Porsche and the Nissan 350 Z of Gomez for victory. Fighting off an over excited Guino Kenis at the wheel of his BMW Z4 Coup?, Eric still managed to take the chequered flag in 3rd place, allowing him to gather precious points in the championship.

Prior to the Sunday round, the Thermosulit Motorsport 98 team worked on a few changes to the Mustang?s set-up, which took off in 1st place, flanked by the Nissan of Gomez, the Porsche of Soulet and the BMW of Kenis. In fact four different makes fighting it out within tenths of seconds on the Oschersleben circuit. If on the one hand the Nissan and the Porsche ended up colliding with each other, De Doncker had to pull out all the stoppers to keep Guino Kenis at bay at the end of the race.

As has already become a habit in the GT4 European Cup, the difference at the end of the race was a mere 5 tenth of a second between the first two cars. Which means that the Mustang Thermosulit Motorsport 98 has managed to clinch its first victory after only the 4th race of the Championship. An absolutely splendid result allowing De Doncker to lead the ranking of this European Championship ?

"The mother of all races ", a euphoric Eric exclaimed after the race, "with an on-going battle down to tenths of seconds. Fighting it out for victory with Kenis, Gomez and Soulet was great fun, and vis-?-vis of Ford, this victory comes at the right moment. I believe I have proved that the Mustang, which went down like a house on fire with the crowds, is equally at ease on a fast track as on a more technical circuit, such as Oschersleben.

One thing is for sure; this GT4 European Cup competition has a great future. During the next round at Francorchamps, a curtain raiser for the FIA-GT 24 Hours, the grid will probably be more filled, and it is everything we could wish for Pascal Witmeur and his team, who have truly developed a highly promising concept. In the meanwhile, time for champagne!"

-Vincent Franssen - photos Jacques L?tihon and DPPI Le Meur"

Apologies to Jacques Letihon and DPPI Le Meur--the photos wouldn't copy-paste...

And www.gt4cup.com had this to say:

"10/07/2007: Eric de Doncker wins second GT4 race at Oschersleben - and takes points lead
With 8 cars qualified, but only 7 on track ?? Gianni Giudici?s nr 3 Maserati not taking part after spinning out in yesterday?s race ?? the GT4 Championship still gave us a gripping and close fight for first place.
Starting on pole, and keeping the lead throughout the 30-minute race, Eric de Doncker, in the nr 98 Mustang FR500c won the race after a tough battle, fending off the cars behind him, and took the lead in the Cup points classification.

Guino Kenis? nr 6 BMW Z4 and the nr 15 Nissan driven by Oliver Gomez crossed the line in second and third places, with Kenis fighting hard for the lead. Having started fourth, Kenis shot up the grid, and made it to second on lap 9, making a final bid for first place in the last few corners, followed very closely by Gomez in a fascinating three-way battle during the final laps.? Kenis crossed the line only 0.333 seconds behind de Doncker, with Gomez 0.575 behind him.? Unfortunately, Kenis was later excluded due to a black flag violation, promoting Gomez to second place.

The nr 25 Lotus Exige, driven by Marco Panzavuota, had a slow but constant race, finishing 4th, and the nr 34 Nissan, driven by Christian Muratet, after spending 3 laps in the pits, came back out to finish 5th.

Having started 3rd, the nr 20 Porshe Cayman, driven by Maxime Soulet, gave a good fight at the start, setting the fastest lap of the race with a time of 1:40.520. But in lap 3, in trying to overtake Gomez, he spun out and lost two places. He fought hard to keep up with the top three, but was 10 seconds behind them. By lap 12, he had to retire.

In the Cup classification, Doncker leads by five points over Kenis, with Gomez third."

Eric de Doncker's Thermosulit team seem to have adapted the strategy that worked so well for Gunnar Jeannette in the second race victory at Silverstone.? In the first of two races, drive hard but conserve the soft-compound Pirellis.? Stay close, but careful.? Then, in the second race, race hard and fast on the tires from the first race instead of changing out the used tires for new ones.? Getting good points in the first race and maximum points in the second race has put de Doncker in the Drivers Championship lead with a total of 24 points gained in four races.? Methodical racing has other benefits--de Doncker has the only car that has been able to start and finish all four events so far.? Such commitment to a thinking man's technique has impressed sponsors and competitors alike, and it's a certainty that the Thermosulit team will be offered the opportunity to participate in other racing venues within the FIA.? The smooth running number 98 is a credit to Ford, too, as de Doncker had the fastest times through the many tight curves and through the straights much of the week-end.? How long will Eric de Doncker remain a non-professional driver?

Steeda Dominates NASA American Iron at Grattan Raceway Park! 
   
Once again, Steeda Autosports prepared Mustangs had an outstanding weekend during the National Auto Sports Association (NASA) Ohio-Indy American Iron Race at the extremely challenging Grattan Raceway Park on June 9th and 10th.

Robin Burnett (Burnett Racing) in his 2005 Steeda Mustang won two races during the weekend, winning the Saturday and Sunday feature events leaving the competition in his dust !   In addition, Robin set a new track record in his qualifying session for the Sunday race by guiding his Steeda Mustang at such a blistering pace that the only competition he had was himself and his teammate?s Steeda Mustangs!

Not to be overlooked or overshadowed, his Burnett Racing teammate & new Steeda hot shoe Aaron Bambach finished an impressive 2nd in both feature events providing a 1-2 podium for Steeda Autosports on Saturday.

Sunday everything even got better when there was a 1-2-3 podium when Rob Brent joined his teammates when he drove his Burnett Racing Steeda Mustang to a 3rd place finish in his first race at the challenging Grattan racetrack.

Once again, Steeda Autosports prepared Mustangs have proven that they are the leaders in production based Mustang races and that they leave the competition where they belong ? in their review mirrors!  As a matter of fact, Steeda has won more production based races and set more records than all of our competitors combined. More than Shelby, Roush, and Saleen COMBINED !

Steeda Autosports - Where Speed Matters!

From the FIA's GT4 class website:

28/07/2007: De Doncker takes wet second race at Spa

After the first race was held in dry conditions, the second race in the FIA GT4 European Cup was the exact opposite as rain swept over the Spa-Francorchamps circuit. The track was wet throughout the 30-minute race, with intermittent rain making each lap an adventure into the unknown for the drivers.

Eric De Doncker had the advantage of leading the entire race, giving him a clear screen ? at least, that was the theory. The team had changed the clutch and gearbox of the nr 98 Ford Mustang FR500C, so he had no mechanical problems; instead, the windscreen of the car was misting over, which meant that he could never relax, as the resulting mistakes allowed his pursuers to stay in touch. He did just enough to stay out in front and took the chequered flag 3.173s clear.

Alex Buncombe took second place in both race in the nr 14 Nissan 350Z, although he had a close call on lap 5. ?I was following Maxime Soulet, and he broke down on the run up to Les Combes,? Buncombe explained. ?Because of the spray I didn?t see that he was slowing, and I almost hit him!? With Soulet out of the race Buncombe did his best, but could never quite close the gap to De Doncker.

Gianni Giudici, in the nr 3 Maserati Trofeo, was fifth in the opening laps but found a way past the nr 15 Nissan 350Z of Olivier Gomez on the fourth lap, and was promoted to third a lap later with the demise of Soulet. From there he had an untroubled race to the finish to claim the first podium for Maserati in the series. With Andr? Grammatico bringing the nr 18 BMW Z4 home in fourth, closely followed by Jean-Paul Herreman in the nr 10 Aston Martin N24, five different makes of car filled the top five places.

Eric De Doncker was predictably pleased with the result. ?It was a fantastic race ? I?m really happy. The team did a really good job fixing the car after yesterday?s race. The only problem I had was my windscreen fogging up ? the first lap was okay, but then it was a big problem. Once it stopped raining it was okay, and I pulled out a good gap to Buncombe. But then it started raining again; for the last three laps I couldn?t see anything - I missed two or three apexes, and I didn?t even see the chequered flag! My team had to tell me on the radio the race was over.?

?When I got up this morning, drew back the curtains and saw the rain, I knew it was going to be a difficult race,? said Alex Buncombe. ?That?s the wettest race I?ve had to do ? It?s a shame it wasn?t dry, I would have liked to have had a good battle with Maxime Soulet. But I?m pleased to come second.?

?I?m delighted with this result ? Spa-Francorchamps is the best circuit in the world, for me,? enthused Gianni Giudici. ?Here, you need a lot of commitment and nerve to be able to drive and control the car. Blanchimont and Eau Rouge are the two finest corners in the entire championship.?

After the weekend?s two races De Doncker has 40 points, giving him a commanding 21-point lead ahead of Guino Kenis, who did not race at Spa. Soulet?s win in the first race puts him on 18 points, tied for third with Olivier Gomez; Buncombe?s two second places leaves him fifth, level with Jacob Nellerman.

The FIA GT4 European Cup takes a break during August; the next races will be at the Adria circuit, in Italy, on the weekend of 8/9 September.

--------------------------------------------------------------------------------------------

The Nethead here figures since that is the case, Eric De Doncker's 40 points means he only needs to earn 20 points in the last four races to be unbeatable in the FIA GT4 Drivers Championship, even if either of the two drivers tied for second win all the last four events.? 20 points means De Doncker needs only finish no higher than fourth in the last four races to clinch the title (not a "gimme" in Yurp's fast races--De Doncker has earned over five points in only four of this season's races, but no other driver has earned over five points in more than two of this season's races).? ?If he wins just one of the four, he will then only need two fourth place finishes to clinch it all.? It's good to have over twice as many points as the two drivers tied for second with the season now over half over...

Will De Doncker slack off and go for nailing down the championship, settling for low-risk thirds or fourths to reach the magic 60 points while the competition kills each other to get those desperately needed wins it will take to stay in the hunt?

He has been the total professional all season--conserving the set of tires used in the first race so that they're at their maximum grip when used again in the second race.? A decent first race finish to solidify the points and then a total charge in the second race to win outright.? Even when a first lap collision in the first race on Friday damaged the transmission in his Mustang he kept his cool and brought it home a solid third with the tires undamaged and ready for the second race on Saturday.? But De Doncker got a huge break with Saturday's rain, the FR500C's favorite racing weather (setting the fastest lap of the race), and won the second race entirely on rain tires.? Leading flag-to-flag at Spa for a victory in the rain is a Hell of a job by De Doncker, his Thermosulit teammates, and a damned fine performance by the number 98 Mustang they did it with!

From www.mustangnewsnet.com:

Wilden Rides Again

by CP Staff

"Canadian racer, Ken Wilden, is likely to start in the Rehagen Racing #59 Mustang GT next weekend beside Jack Roush, Jr. The Koni Challenge series moves to Miller Motorsports Park, in Tooele, UT, for its next-to-last event of the series.
Wilden has burst onto the Koni Challenge Series scene in the last few races, posting some top three results in several GS races this season. He rode shotgun with Dean Martin in the Rehagen #52 Mustang GT at Mosport International Raceway, bringing home a second place finish.

Subsequently, he and Martin romped to the top spot at the end of the 400K race at the Mid-Ohio event. Wilden began his Koni Challenge effort with a couple of ST races earlier this year. However, he has rapidly become a Mustang convert.

"We really thought that a Top Five finish was a realistic objective for Mid-Ohio," he told us.
Prior to Mosport, Wilden had run in two ST-class races this year. After a couple of races in the Mustang, he is "thrilled with it" and amazed at the amount of grip that the car is generating.

In fact, out of the three dominant cars in the series ? Mustang, Porsche 997 and BMW M3 ? he feels the Mustang is "?the best, well balanced car for all the tracks we run at."

Given his past experience, which includes Trans-Am Series, Motorola Cup, Toyota Atlantic and Rolex Daytona Prototype competition, it is an opinion that is quite well grounded."

Steeda Mustangs Win More Championships! 
 
The Burnett Racing Team scored yet another championship for Steeda Autosports!

The ace of the track - Robin Burnet ? had another dream season in 2007 in his Steeda prepared Mustang. For the third year in a row, his beautiful red Steeda Mustang won the NASA Ohio-Indy American Iron Regional Championship leaving everyone in his dust.

In the 10 race hotly contested series, Robin showed everyone that he has the right car and the right equipment to win - and win BIG!  With 6 wins, 4 second place finishes and 5 pole positions in the series, there was little doubt that his Steeda Mustang was the only one to beat this season.  When the final checkered flag dropped, Robin placed his Steeda Mustang on the podium at ?NASA Nationals? championship held at the legendary Mid-Ohio sports car course and ended all speculation about who was going to win the series.

What about the others? One thing for certain, they were not driving a Steeda Mustang!

Join us in congratulating Robin, his fantastic crew members, and the great team at Steeda Autosports for clinching another championship and proving that when you drive with Steeda - you are driving with a winner!

Tom Ellis is a natural born winner - especially when he is driving his Steeda prepared Mustang on the racetrack,  In SCCA American Sedan Racing this season, Tom Ellis COMPLETELY DOMINATED his class this season - having the hottest shoe in the highly competitive Southeast Region.

For the third consecutive year, Tom has piloted his Steeda Mustang to the American Sedan South East Region National Championship winning an unbelievable 6 out of 7 races, and finishing a very close second in one race.

In addition to winning almost every race he entered, Tom and his Steeda prepared Mustang set two new American Sedan track records - one at the famed Daytona International Speedway and the second at the very challenging Road Atlanta race course.

It just goes to show you that when you drive a Steeda Mustang, on the race track or on the street you had better have a good set of rear view mirrors because that is where the competition will be!

STEEDA: More Records, More Victories, and More Championships than all Competitors Combined!

The Grand American Road Racing Association GS class is still good racing for modest bucks, but the never-ending rules changes to keep "parity" going is a headache for all the teams that get slapped with penalizing restrictions for qualifying too fast or for winning too much.  Favorite equalizing methods include intake restrictor plates, restrictive exhausts, camshaft grind limitations, RPM limitations, and even fuel tank relocation requirements.

There needs to be a series where the rules aren't modified regularly in an attempt to maintain this parity.  GARRA's parity efforts amount to something that would be akin to saying that all track runners of the human persuasion must be the same height, same weight, same length of leg, yada yada yada... 

Dan Davis is proposing a "Mustang series" to roadracing courses around the country that is essentially the Mustang Challenge series currently going on at Miller Motorsports Park in Tooele (spelling?), Utah.

Here's some specifics, in a new Mustang competition model tentatively named the Mustang FR500S--pretty much an FR500C but with the 3-valve 4.6 V8 instead of the 4-valve 5.0 V8.  Costs about $50,000 instead of $129,900, too...

From www.zercustoms.com:

"The guys at Miller Motorsports Park sent us the latest and updated information about their Mustang Challenge FR500S. The FR500S has been developed by Miller Motorsports Park in cooperation with Ford Racing Technology.

The FR500S Mustang is powered by a V8 engine delivering 325 hp through the Ford Racing SVT 6-speed transmission to the rear wheels.

FR500S - latest modifications and specifications:

-Rollcage built to SCCA, FIA, Grand-Am Spec
- Ford Racing dual-pass racing radiator
- Aluminum de-gas bottle
- Ford Racing 90mm cold air intake kit
- Ford Racing front strut tower brace
- Ford Racing front bump & rebound adjustable struts and racing springs
- Ford Racing rear bump & rebound adjustable dampers and racing springs
- Ford Racing 3 adjustment front swaybar and rear swaybar
- Ford Racing drive shaft safety hoops
- Ford Racing SVT 6-speed transmission with upgraded clutch
- Ford Racing short throw shifter
- Ford Racing 3:73 ratio rear end
- Ford Racing Torsen racing differential
- Ford Racing 14? Brembo FR500C brakes with racing pads front and rear
- Recalibrated ECU, to 325 horsepower
- Radiator cooling fan wires to ignition source
- Complete exhaust, including long tube headers, Xpipe and Ford Racing mufflers
- Ford Racing rack and pinion steering
- Complete racing safety system includes: racing seat, harness system, steering wheel with removable hub, fire suppression system, and window net 
- Race dash panel with battery master switch
- Race rear view mirror, helmet hook
- AIM data acquisition system
- SFI approved roll bar padding
- Lexan quarter and rear windows

The FR500S is delivered in white and if white is not your color, other paint options are available at additional charge.

Mustang Challenge

Unfortunately racing is not a cheap sport. For those who are really passionate about it, but lack the resources to participate in one of the major leagues, the Mustang Challenge is a real opportunity. The Mustang Challenge series will visit major racing venues during the season, with a sensible rulebook, competitive point structure, and generous purses."

I could find a use for one of these on the roads around here :wub:

Some background--rather haltingly translated from the original language--about the 2007 FIA GT4 Driving Champion, Erik de Doncker, whose Mustang FR500C (just this week re-named to FR500GT4 when built for European FIA GT4 racing) took four outright victories in ten races and four other podium finishes in those ten races--and not a single DNF.  His final championship points total was double the points total of the second place finisher in the FIA GT4 Driving Championship.  Here's the bio, from just before the GT4 season began in April, 2007:

"Ever since his spectacular final podium place at the 24 Hours of Spa in 2001, at the outcome of the first edition of these 24 Hours reserved for GT cars, Eric De Doncker became more discreet. A professional golfer, he set his heart on classic cars, creating his own structure, namely Motorsport 98, the name as tribute to the creations of Carroll Shelby, the father of the legendary AC Cobra?

Eric owes this comeback to ?modern? motorsport to his good friend Pascal Witmeur, appointed by St?phane Ratel to bring to life a new competition, the GT4 European Cup. "One evening Pascal admitted that he was looking for cars ? and he had thought of me when dreaming about the Ford Mustang", De Doncker explained.

"Seeing I do actually drive a Mustang Shelby on the track, and even in rallies, I did some research on the internet, to discover that the Mustangs competing in the GT class of the Grand-Am in the States could be ideal in GT4. A friend found me a first model, and thanks to Eric Bachelart, I was able to contact the Black Forest team, who owned several, and I placed an order for two additional cars. This operation was possible thanks to Thermosulit, a new partner in Motorsport."

Eric himself will be driving one of the Mustang FR 500 GTs, sporting the Thermosulit colours, the other two are scheduled for resale. Fran?ois Kicq, a friend, also fell in love with the model to such an extent that he will also be competing in the GT4 European Cup with the Thermosulit Motorsport 98 team, with Robert Daivier, well known for his experience and knowledge, preparing the cars. As for the 3rd Mustang, she is awaiting a buyer ?

Having taken part in the Equivalency Tests at Nogaro and Dijon, in order to bring the Ford up to the norms, Eric De Doncker was able to appreciate the fun in driving this Mustang. "It is has a 5,0 litres engine with 4 valves per cylinder, developing some 415 bhp, for an overall weight of 1420 kilos. The car?s weak point is its weight, and obviously the brakes, but for the rest it is well balanced and pretty impressive!

I know that this Mustang will be up there right as from its first appearance in a race, and for this first edition of the GT4 European Cup, I intend to go for gold! However we still have to see how the car is going to react after 40 minutes of racing, as also how it will be able to evolve technically as compared to the other cars in the class."

In fact it will be during the weekend of 5th and 6th May, at the RAC Tourist Trophy in Silverstone that the GT4 European Cup will have its inaugural start. Never one without two and Eric De Doncker will be holding sway in ? another class, but always at the wheel of a Ford Mustang. "I have in fact come to an agreement with Andreas Leberle, ex-Zakspeed, where he principally looked after the Saleen cars seen in the FIA-GT these last few years. He decided to set-up his own operation, Top Speed Racing, in order to enter the Ford Mustang FR 500 GT prepared by Multimatic, the client competition department of Ford in the United States.

This time around the aerodynamic supports are far more impressive and efficient, and the engine is producing a healthy 550 bhp. The objective is to compete in the entire FIA-GT3 European championship with this car, as also in the 24 Hours of Spa, in one or two rounds of the Belcar, in the 24 Hours of the Ring and one or other meeting of the ADAC GT Masters. I?m really delighted, because this Mustang is virile, and also highly potent ?"

The message is quite clear, this comeback at the wheel of some modern racing machinery, Eric De Doncker really wanted it to be prestigious! And now its full steam ahead to Silverstone for the start of a great adventure ?

- Vincent Franssen -"

Erik De Doncker describes what it's like to race a Mustang in Europe's FIA GT4 class, the only American car homologated in this class so far:
What are the strengths of the Mustang out on the track? ?The strength of the Mustang is for sure its amazing engine, the best I have ever raced. It is really torque-y and powerful. The car is very well balanced and not bad at all on brakes for quite a heavy car. And, on top that, this car his very fun to drive, even in the wet. The crowds here in Europe love it.?

Points Leader De Doncker clinches European GT4 Driving Championship with One Race Remaining
(Magny-Cours  13.10.07)

13/10/2007: De Doncker wins the race - and the 2007 GT4 European Cup
Winning the GT4 Cup race today at Magny-Cours, Eric de Doncker has secured the title in the inaugural GT4 European Cup.

He crossed the line in third place in the first race in the Gentlemen Drivers Cup, behind the victorious Krayem Racing Stealth B6, in the hands of David Krayem and Paul Knapfield in his McLaren F1 GTR, both racing in GT1.

In GT4, De Doncker's Motorsport 98 Mustang FR500C finished ahead of Maxine Soulet in the GPR Porsche Cayman, with third going to Jean-Luc Beaubelique in the Solution F Nissan 350Z.  Fourth went to the Lotus Exige of Alistair Mackinnon, with the Chamberlain Aston Martin N24  of David Brooker-Carey fifth.

?I knew I only had to get one point to win to get the title, but I was still quite stressed, as anything can happen," De Doncker said afterwards. "I am very, very happy, for the team, for my mechanics, and for the series as well.  I was one of the pioneers of the GT4 series, and I really believe in it.  I really had a good time.  It has got me back in the stirrups, after stopping competition, and I could not have hoped for a better return to motorsport.?

De Doncker Makes it a Double - New Champion Claims Second Win of the Weekend
(Magny-Cours  14.10.07)

Eric De Doncker made it a weekend to remember for the Motorsport98 Mustang FR500C, following his win in Race One, which secured the title, with victory in Race Two.  Crossing the line second behind the GT1 Stealth B6 of David Krayem in the Gentlemen Drivers Trophy, he finished ahead of pole setter Olivier Gomez in the Solution F Nissan 350Z, with the LNT Ginetta G50 of Linn Stewart third.

?I am really very, very happy, ? De Doncker said.  ?It?s been the perfect weekend.  I had some problems at Nogaro, which left me rather cross, so I was determined to win both races here.  It was very cold this morning, but I really warmed up my tyres well in the two formation laps, which allowed me to go round the outside of the Stealth at Estoril before the straight, and to finish the first lap in the overall lead, which was quite fun ! I really pushed from the start.  I saw that Soulet?s Porsche and the Nissan were involved in a fight with the GT 90?s, so I took advantage to pull out a lead, and then I was able to control the lead from Gomez.
The report of this season can only be positive. From ten races, I?ve managed ten finishes and eight podiums; I?ve created a new team, Motorsport 98, and we?ve had a great season, with no mechanical failures.  The mechanics have done a great job. The aim was to win the title, which we?ve managed after this perfect weekend.  My hopes now are that there will be more competitors and some more great fights on track next season.?

Oliver Gomez came home second, to overtake Alex Buncombe in the points and finish as runner-up in this inaugural season of the GT4 European Cup.  ?Finishing second after starting from pole, we?re slightly disappointed,? he said. ?Eric managed to pull away from the start and then was on the same pace as me so I couldn?t catch him, especially with the backmarkers.  However, we are happy, as we have developed the car throughout the season,  and we?ll be ready to aim for the win next year.   You can see that with five different makes, all five are able to fight for a win, which is what is great in this category.  For 2008, there should be some excellent action on track !?

Linn Stewart was driving the LNT Ginetta G50 today; the car failed to finish yesterday after a fuel pump problem, but the British driver brought it home third in the Sunday morning race. ?It was a good race today,? he said. ?We?re learning more and more about the car every time we?re taking it out,  but it performed brilliantly today, with no reoccurrence of yesterday?s problem. We?re pleased.  This is our second meeting and the second podium.  There?s definitely more to come from the car, and more from me, in terms of learning how to drive it.  My first GT4 experience was very good ? the cars were evenly matched, which makes for good racing.?

The 2007 European Cup GT4 Driver's Championship:

The ten-race series was held at the roadracing facilities of Silverstone, Oschersleben, Spa-Francorchamps, Nogaro, and Magny-Cours.  The final event at Magny-Cours replaced the canceled event at the roadracing facility in Adria, Italy, and was a joint pair of races with the resurrected GT90 class (GT1, GT2, and GT3 racecars from the 1990s: McLaren F1 GTRs, Porsche 996 Supercups & 911 GT2s, Viper GTS-Rs, Stealth B6s, Ventury 400 Trophys & Ventury Atlantiques, and BMW Z3 Cups). 

Amazement that de Doncker and his #98 Mustang finished third overall behind a Stealth B6 and a McLaren F1 GTR in the first race was replaced by astonishment when de Doncker and his #98 Mustang finished second overall just under forty seconds behind a Stealth B6 in the second race!  In Race One, de Doncker was fifth on the starting grid yet overtook the McLaren F1 GTR that started on the pole, the Stealth B6 (mid-engined McLaren F1-ish British car, with HP options that begin with a 350 HP 5.7 V8 up to a 511 HP 6.3 V8, and weighing 2051 lbs dry) that started second, and the Viper GTS-R that started third to lead the first full lap of Race One! 

Said the GT4 Driving Champion (translation into English):
"I only needed to finish sixth in either race to secure the championship, so I did not have to drive so seriously to maintain the points lead and to preserve the car.  (Note: de Doncker never finished lower than fifth in all ten GT4 races)  I enjoyed myself, and raced the GT1, GT2, and GT3 cars as though they were GT4 cars like my own number 98.  I wish I had had the huge racing tires of the GT1 and GT2 cars, although the gearing in my car is selected for the tires we use in GT4! I cannot wait until next year!"

Belgen in de het buitenland: Eric de Doncker (Europees kampioen GT4)
De laatste afspraak van de GT4 Cup, de laatste boreling van SRO, vond op de Franse omloop van Magny-Cours plaats. Tijdens het afsluitende weekend van het gerenommeerde FFSA-GT kampioenschap moesten de GT4's twee wedstrijden afwerken samen met de .... GT90's Revival Series, een serie voor legendarische GT's uit de jaren negentig, als daar zijn de McLaren F1 GTR, de Ferrari F40 of de Britse Stealth B6.

"En daar ben ik toch niet helemaal gerust in", vertelde Eric De Doncker, de leider in de GT4 European Cup bij aanvang van het weekend. "Ik sta op ??n punt van de titel, een titel die ik zonder twijfel wil binnenhalen, maar de aanwezigheid van die oudere GT's maakt dat je met een extra moeilijkheid geconfronteerd wordt. Die wagens zijn uiteraard bijzonder snel op de rechte lijn, maar remmen verrassend vroeg en de rijlijnen zijn soms wat bizar. En ik wil elk incident vermijden dit weekend."

De Thermosulit-rijder begon echter heel knap aan het weekend. Hij zette de Ford Mustang respectievelijk op de pole en de tweede plaats voor de races, die op zaterdagavond en zondagochtend plaatsvonden. "Ik wilde wat goedmaken na het moeilijke weekend in Nogaro en dat is ten dele al gelukt. Mijn uitgangspositie voor de races is goed, al moet je er wel rekening mee houden dat ik, zelfs met mijn pole nog achter enkele GT90's sta. En bovendien twijfel ik een beetje tussen een behoudende aanpak of, zoals het een echte sportman betaamt, gewoon vol voor de zege gaan."

De startgrid op zaterdagavond bood in ieder geval een mooi zicht; de Thermosulit Mustang stond achter een legendarische McLaren F1 GTR, een Stealth B6 en een originele Oreca Chrysler Viper op de tweede rij voor een wedstrijd bij ondergaande zon.

Eric De Doncker bewees uit het goede hout gesneden te zijn en vocht een hele race lang met de opzittende Porsche van Maxime Soulet. De Ford-rijder toonde echter dat zijn succesvolle seizoen tot dusver geen toeval was en hield op de finishlijn net geen drie seconden op de man achter hem over. De derde seizoenszege was binnen en wat meer was, De Doncker was meteen zeker van de titel in de GT4 European Cup.

"Ik ben natuurlijk bijzonder blij met deze zege en titel. Een jaar geleden stond ons team, Motorsport 98, nog niet op de kaart en vandaag behalen we met deze kleine, maar gedreven structuur een eerste internationaal succes. Ik kan niet anders dan heel verheugd zijn", glunderde De Doncker na de race.

Maar veel tijd om te feesten was er niet. Na een glas begon het team aan de voorbereiding voor de afsluiter van het seizoen op zondagochtend. "Nu kan ik eens echt voluit gaan zonder met een kampioenschap rekening te moeten houden", glimlachte de kersverse kampioen kort voor de start. De Doncker bewees ook een goede strateeg te zijn en warmde zijn banden tijdens de opwarmronde zeer goed op, want zo vroeg op de ochtend lag de Franse piste er nog kil en koud bij. "En het loonde, want ik kwam na ??n ronde ... als algemene leider door. Toch wel een fijn gevoel om die monsters even achter je te kunnen houden."

De Doncker reed een ijzersterke race en won opnieuw de GT4-race en eindigde bovendien knap tweede algemeen, net achter de Stealth ? met zo'n slordige 600 pk - van de Brit Krayem. Voor De Doncker was het meteen de vierde zege van het seizoen "en wat meer is", vult hij aan, "het is ons achtste podium op tien races en ook de tiende maal dat we de race volmaken. We hebben dit jaar geen enkele opgave gekend en dat is de fundering van een titel. Ik zou dan ook iedereen willen bedanken die aan dit succes meegewerkt heeft. In de eerste plaats de sponsors die alles mogelijk maken, met name Thermosulit, Bombardier, Members Only, Mann?s, maar ook Ford Motorsport en Multimatic. Maar evenzeer al de jongens van het team die op vrijwillige basis dit avontuur tot een goede einde gebracht hebben: Robert, Thomas, Julien, Corentin, Lucky en Ben. Bedankt jongens!"

EDD press
:hesaid:

Quote from: HEMI666 on May 07, 2007, 01:06:40 PM
Drifting sucks.  Even if Mustang swept the podiums I would deny they even took part in the "race".

No, it's drag racing that suck. Drifting just swallows.

Quote from: Onslaught on October 25, 2007, 02:44:37 PM
No, it's drag racing that suck. Drifting just swallows.

I hope you're joking.  Drag racing is exciting as hell.

It was a joke. But to tell the truth  I do hate all drag racing.

Quote from: Onslaught on October 25, 2007, 03:04:57 PM
It was a joke. But to tell the truth  I do hate all drag racing.

You suck. :ohyeah:

Quote from: HEMI666 on October 25, 2007, 03:18:37 PM
You suck. :ohyeah:

:lol: :lol:

From mustangnewsnet.com:

FR500S Debuts at SEMA Show

Building on the rich and successful racing history of Ford's iconic pony car, Ford Racing Performance Group is giving customers an affordable way to go racing with the introduction of the all-new 2008 Mustang FR500S.

The FR500S will be the heart of a new Mustang spec series, the Ford Racing Mustang Challenge for the Miller Cup, which will make its debut on race tracks across North America in 2008.

The limited-edition FR500S is the first race car in Ford Motor Company?s history to be built at a production facility and then made available for racers to purchase through the Ford Racing Performance Parts catalog and at authorized Ford Racing dealers.

"There aren?t very many manufacturers that can say they build race cars right off of the production line, and we are very, very proud of this achievement," said Dan Davis, director, Ford Racing Technology. "This new pony car gives customers and racers a chance to get into a high-performing vehicle that is durable, reliable and competitive."

The 325-hp Ford Mustang FR500S was co-developed by Ford Racing and Miller Motorsports Park (MMP) in Tooele, UT, and is based on the Mustang GT used by the track's high-performance driving school.

Powered by a 4.6-liter 3-valve, fuel-injected V8 production engine and featuring a Ford Racing cold-air intake, the FR500S includes a 6-speed transmission with an upgraded clutch and Ford Racing short-throw shifter. The FR500S features the same braking utilized on the FR500C along with unique two-way adjustable front dampers with coil springs and an adjustable anti-roll bar in both the front and rear suspension.

"The new Mustang FR500S is the result of Ford Racing working with Miller Motorsports Park, the Auto Alliance International production facility and everyone with Team Mustang to produce an affordable race car that is durable and lives up to the powerful reputation of the Mustang," said Jamie Allison, manager, Ford Racing Performance Group. "We were able to use production racing parts out of our own catalog to ensure this car handles and performs with the power and aggressiveness the Mustang is known for."

With the addition of the Mustang FR500S to its current stable of Mustang race cars, Ford Racing now provides customers a racing ladder ? all within one manufacturer ? to climb up through the ranks of professional racing. The Ford Racing ladder begins with the Ford Racing High Performance Driving School at Miller Motorsports Park featuring specially prepared school Mustangs.

The next step on the ladder is the Mustang FR500S, which is delivered as a race-ready vehicle complete with a racing seat and safety harnesses, and provides competitors with a base to hone their driving skills and an exciting year-long schedule to race against other semi-pro drivers.

Moving further up the ladder puts racers behind the wheel of the Mustang FR500C, which competes in the Grand-Am KONI Challenge Series, and the FR500GT4, which competes in the GT4 European Cup Championship. Both Mustangs are proven winners with each car having won championships in its first year of competition.

At the top of the ladder sit both the Mustang FR500GT and FR500GT3, which represent the ultimate race-bred Mustang. The FR500GT is being homologated for Grand-Am Rolex GT and other applications, while the FR500GT3 has already competed in select FIA GT3 European Championship races and will be campaigned full-time in 2008.

Customers or competitors looking for more information on how to get behind the wheel of their own Mustang FR500S and to be a part of the new Ford Racing Mustang Challenge for the Miller Cup should contact Miller Motorsports Park at (435) 277-8790.
 
More FR500S Information and Specs

General
The FR500S is built at the Auto Alliance International facility in Flat Rock, MI, home of the Mustang. Additional race-prep fabrication is done at Watson Engineering in Taylor, MI and final race prep at Miller Motorsports Park in Tooele, UT.

This is the first-ever Ford production-line race car. The car starts as a factory-built and painted body shell with all sound deadening and seam sealer deleted. The roll cage is built to FIA, SCCA, NASA and Grand-Am specifications.

A complete safety system including integral side head restraint seat, a six-point HANS-compatible harness, steering wheel with quick-release hub, fire suppression system and window net is provided.

Engine
Type: Dyno-checked and sealed 4.6L 3-valve, fuel-injected V8
Bore/Stroke (mm): 90.2x90.0
Compression Ratio (in/mm): 9.8:1
Material: All Aluminum
Horsepower: 325
Ford Racing high-capacity racing radiator and aluminum de-gas bottle
Ford Racing 84mm cold-air intake kit
Ford Racing driveshaft loops
6-speed Ford Racing transmission with upgraded clutch and Ford Racing short-throw shifter
3:73-ratio axle with Ford Racing/Torsen differential
Recalibrated PCM
Ford Racing/Borla stainless steel long-tube headers and X-Pipe

Drivetrain
Layout: Rear-wheel drive
Front Suspension: Two-way adjustable front dampers with coil springs, adjustable anti-roll bar, adjustable ride height
Rear Suspension: Live-axle; Panhard rod, two-way adjustable rear dampers with coil over springs, anti-roll bar, adjustable ride height
Steering Type: Rack-and-Pinion
Ford Racing front strut tower brace
Ford Racing front and rear sway bars with 3-position front adjustment
Ford Racing front camber/caster plate
Ford Racing/Brembo 4-piston 14? front brakes with race pads front & rear; Race ABS calibration
Ford Racing rack-and-pinion steering
BFGoodrich Tires, g-Force R1 245/40/R18 (spec tire for series)
All cars will be delivered white, color options available at additional charge.

Other
Lexan quarter and rear windows
AIM MXL Data Acquisition System
Master cutoff switch and center switch panel
Decontented wiring harnesses for minimum necessary functionality
Aero: Wing/Splitter

Price
The FR500S is priced at $75,000 (US) and is delivered race-ready down to the timing transponder.

BFGoodrich Named Presenting Sponsor of Miller Cup Series

Officials from Miller Motorsports Park announced today that BFGoodrich Tires has been named a Presenting Sponsor for the new Ford Racing Mustang Challenge for the Miller Cup racing series.

The Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires will be an eight-race series utilizing the new Ford Mustang FR500S, a limited-production, race-prepared version of the Ford Mustang GT.

The series will be sanctioned by the Grand American Road Racing Association and will serve as a support race to many of the top professional road racing series in North America.

The BFGoodrich g-Force R1 tire will be the official spec tire for the series, and will be used exclusively during all race weekends. As part of the agreement, BFGoodrich will provide trackside sales and support at all race events.
The Ford Mustang FR500S has been co-developed by Miller Motorsports Park and Ford Racing Technology over a year of competition in the Miller Park Racing Association and race-school use at the track's Ford Racing High Performance Driving School. BFGoodrich Tires is the school's official tire supplier, and the FR500S has been developed around the g-Force R1 tire.

"BFGoodrich has been an outstanding partner for Miller Motorsports Park," said track CEO/General Manager Alan Wilson, "and we are very pleased to have their continued support as we launch the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires."

"The Ford Mustang FR500S is an exceptional vehicle for drivers seeking an affordable and reliable V8-powered, rear-wheel drive racing car, and with the BFGoodrich g-Force R1 tires fitted I think our series racers are going to be very pleasantly surprised with what a great-handling car it is," Wilson added.

"We are thrilled to be associated with the Ford Racing Mustang Challenge for the Miller Cup and committed to providing the opportunity for drivers to become champions," said Todd Steen, motorsports marketing manager for BFGoodrich Tires.?"BFGoodrich tires are known for performance, and our g-Force R1 tires offer a level of performance that complements the V8 power and precision handling of the new Mustang FR500S."

Ford Racing Mustang Challenge for the Miller Cup

The Ford Racing Mustang Challenge for the Miller Cup is a new professional racing series co-developed by Ford Racing and Miller Motorsports Park.

Utilizing the new Ford Mustang FR500S and sanctioned by the Grand American Road Racing Association, the series will be a support series to Grand Am, Champ Car and ALMS events across North America.

A competitive point structure and generous purses will make the Ford Racing Mustang Challenge for the Miller Cup the perfect affordable, challenging platform for racers who want to compete in a V8-powered, rear-wheel-drive car on a level playing field that will showcase driver ability in high-profile events.

The Mustang Challenge will feature 45-minute sprint races. Each race weekend will include two 30-minute practice sessions, a 25-minute qualifying session and a 45-minute race. Miller Motorsports Park will own and operate the series.
Championship points will be distributed through 25th place, with 30 points to win and an additional point for pole position. Discussions are underway with potential television broadcast partners and further announcements are anticipated.

Drivers in the series will need to have a national-level racing license. Only the FR500S Mustang can be run in the series. The FR500S can be ordered by contacting Miller Motorsports Park (435-277-8790) or online though the Ford Racing Performance Parts catalog.

1855

That FR500S sounds really cool.

Quote from: HEMI666 on October 30, 2007, 02:58:01 PM
That FR500S sounds really cool.

HEMI666:   HemiDude, the Nethead here loves that equipment list :wub:

This is the first-ever Ford production-line race car. The car starts as a factory-built and painted body shell with all sound deadening and seam sealer deleted.
That lack of seam sealer tells you they are taking this effort seriously, that does
The roll cage is built to FIA, SCCA, NASA and Grand-Am specifications.
Great in ANY high-performance car, and it meets the specs in about every "pavement" series you could possibly race in  

A complete safety system including integral side head restraint seat, a six-point HANS-compatible harness, steering wheel with quick-release hub, fire suppression system and window net is provided.
Also serious stuff, and absolutely essential in a racecar
Engine: Dyno-checked and sealed all-aluminum 4.6L 3-valve, fuel-injected V8
But be aware that GARRA only allows Mustangs to compete with the 5.0 'Cammer, so the FR500C is the ONLY way to go if you plan to compete in the GS class of GARRA's Koni Challenge...
Bore/Stroke (mm): 90.2x90.0
Very Square = Very Good.   
Compression Ratio (in/mm): 9.8:1
The sealed engine means upping the compression must be a series no-no, but there's lots of untapped power in that low compression ratio :ohyeah:.  Porting & polishing would add horses, too :ohyeah:  
Horsepower: 325
Ford Racing high-capacity racing radiator and aluminum de-gas bottle :rockon:
And great if you ate beans before the race
Ford Racing 84mm cold-air intake kit :rockon:
Ford Racing driveshaft loops :rockon:
6-speed Ford Racing transmission with upgraded clutch and Ford Racing short-throw shifter :wub:
3:73-ratio axle with Ford Racing/Torsen differential :rockon:
Recalibrated PCM :rockon:
Ford Racing/Borla stainless steel long-tube headers and X-Pipe
GARRA makes this illegal on the FR500C to limit the engine's power output, but it ain't illegal here!
Front Suspension: Two-way adjustable front dampers with coil springs, adjustable anti-roll bar, adjustable ride height :rockon:
Rear Suspension: Live-axle; Panhard rod, two-way adjustable rear dampers with coil over springs, anti-roll bar, adjustable ride height :rockon:
Ford Racing front strut tower brace :rockon:
Ford Racing front and rear sway bars with 3-position front adjustment :rockon:
Ford Racing front camber/caster plate :rockon:
Ford Racing/Brembo 4-piston 14? front brakes with race pads front & rear; Race ABS calibration :wub: :wub:
Ford Racing rack-and-pinion steering :rockon:
BFGoodrich Tires, g-Force R1 245/40/R18 (spec tire for series) :rockon:
All cars will be delivered white, color options available at additional charge.
Frankly, I'm surprised--and pleased--that color options are available at all
Lexan quarter and rear windows
This, too, may be illegal in GARRA  
AIM MXL Data Acquisition System
Great for racing, but $$$
Master cutoff switch and center switch panel
Nice touch
Decontented wiring harnesses for minimum necessary functionality :rockon:
Aero: Wing/Splitter
Well, if they actually improve lap times, I'll let it pass this time...
The FR500S is priced at $75,000 (US) and is delivered race-ready down to the timing transponder :rockon:

$75 big uns is a lot, but less than you could have it done in the aftermarket unless you own a shop and know how to weld.

Without turn signals and emissions equipment, these ain't gonna be sold for the street.  Probably ain't got VINs, either...

Vehicle weight with the essential fluids would be a nice figure to know, along with whether or not the $75 big uns includes a racing fuel cell (the Nethead here would prefer bladders added to the standard fuel tanks in the standard location underneath the car ahead of the rear axle instead of a standard fuel cell in the trunk).

It would be great to see a roadtest of this puppy at the track and at the strip. :popcorn:  How many years can you get for grand theft auto  :pullover: if you already have one arrest on your record? :lockedup:

1873

And the Grand American Road Racing Association takes The Miller Cup series description a bit further:

Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires to Launch in 2008

LAS VEGAS (October 30, 2007) -- Miller Motorsports Park, in partnership with Ford Racing, is pleased to announce a new professional racing series that will provide competitors an affordable way to go racing with a V8-powered, rear-wheel-drive car.

The Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires will be an eight-round series utilizing the new Ford Mustang FR500S fitted with BFGoodrich g-Force R1 tires. The series, which will be sanctioned by the Grand American Road Racing Association, will consist of eight races during the 2008 season. A schedule of events and television package will be announced in the near future.

Series staff will be headed up by Series Director Lynda Randall, an industry veteran with many years' experience in race series management. Drivers will compete for purses and prizes totaling $300,000. Points will be awarded through 25th place, with 30 points to win and an individual point for pole position. The series will be open to drivers with a national-level racing license.

The Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires will feature 45-minute"sprint" races. Each race weekend will include two 30-minute practice sessions, a 25-minute qualifying session and a 45-minute race.

"We are very excited about the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires," said Miller Motorsports Park CEO/General Manager Alan Wilson. "The series will fill a significant niche in professional road racing and will be the perfect venue for a variety of racers. The Ford Mustang FR500S has proven to be stable, reliable and fun to drive, and the competition should be close and intense.

"We would like to thank our friends at Ford Racing and BFGoodrich Tires for helping us develop this program, and we look forward to working with them to provide racers and fans with some of the best road racing in America over the years to come."

"Being a lifelong Ford fan myself," said Miller Motorsports Park owner Larry Miller, "I am thrilled about the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires. The Ford Mustang FR500S is a terrific car, and I think the racing is going to be tremendous. The series represents a unique business model for a racetrack to undertake, one that adds another innovative facet to our operation at Miller Motorsports Park.

"Our friends at Ford Racing and BFGoodrich Tires have been phenomenal to work with as our relationship has flourished from the creation of the Ford Racing High Performance Driving School through the co-development of the Ford Mustang FR500S to the creation of the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires. It's an exciting time for us, and I can't wait to see the cars on the track."

"All of us here at Ford Racing are excited about the introduction of the new Mustang FR500S race car and the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires," said Dan Davis, director, Ford Racing Technology. "The FR500S is the latest in our FR series, and we're very proud of it. We wanted to create an affordable race car, one that still packs the power and performance people expect from a Mustang. I think we've done just that.

"The new Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires will be an exciting option for those who want to start to get into professional sports car racing. We've had a great partnership with the people at Miller Motorsports Park, and look forward to working with them to grow this series."

For more information on the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires, visit the series' website at www.MillerCup.com. For more information on Miller Motorsports Park, visit www.MillerMotorsportsPark.com. For more information on Ford Racing, visit their website at www.FordRacing.com. For more information on BFGoodrich Tires, visit their website at www.BFGoodrichTires.com.

Zee Fwench have this to say, from www.automobilsport.com:
[Commentary by CARSpin's  man in France, Monsieur Le Cocque]

15.10.2007
Deux victoires et le titre europ?en pour Eric De Doncker et la Ford Mustang FR500C!

GT4 European Cup / 5. Magny-Cours (F)

C'est sur le circuit nivernais de Magny-Cours, dans le cadre d'un meeting FFSA, que la nouvelle GT4 European Cup s'est cl?tur?e [OO-LA-LA!] ce week-end. Apr?s un rendez-vous plus difficile que pr?vu ? Nogaro deux semaines plus t?t, Eric De Doncker et l'ensemble de l'?quipe Thermosulit Motorsport 98 ?taient bien d?cid?s ? tout mettre en ?uvre pour d?crocher [POURED COUVIER IN HER WHAT? OO-LA-LA!] la couronne europ?enne.

Une aventure qui d?butait d?s jeudi par les premi?res s?ances d'essais, qui illustraient la comp?titivit? de la Ford Mustang FR500C sur ce trac? ?galement fr?quent? par la F1. Confirmation de cette forme ce samedi en d?but de soir?e, au moment o? les concurrents GT4 s'?lan?aient? avec les surpuissantes [SOUR WHAT? OO-LA-LA!] GT des ann?es [OO-LA-LA!] '90 !

Sans ?prouver le moindre complexe par rapport ? ces McLaren, Stealth et autres Chrysler, De Doncker immis?ait d'embl?e sa Mustang dans le haut du classement, se m?nageant une avance de 3 ? 4 secondes par rapport ? ses principaux adversaires dans la comp?tition europ?enne de GT4. "J'ai fait le trou, ce qui n'a pas emp?ch? Maxime Soulet et la Porsche Cayman de revenir dans mon sillage", explique Eric.

"Mais ma volont? d'?tre champion ?tait plus forte que tout, et comme l'?quipe avait merveilleusement bien pr?par? la voiture, j'ai tenu bon, je me suis redonn? un peu d'air? et j'ai gagn? !" Laur?at en GT4, 3?me du classement g?n?ral de la course, De Doncker pouvait d?j? savourer ce titre [DIDJA SAVOR HER WHATS? OO-LA-LA!] tant convoit?? "Une nouvelle victoire d?croch?e [A NOVEL VICTORY IN HER WHAT? OO-LA-LA!] avec panache, comme je les aime. Avec Soulet, c'?tait chaud mais toujours tr?s correct. Je savais que je pouvais avoir le dernier [OO-LA-LA!] mot ! C'est donc l'esprit lib?r? que l'on va pouvoir disputer la derni?re [OO-LA-LA!] course dimanche?"

Et ce dimanche matin, c'est un Eric De Doncker incroyablement motiv? qui reprenait place sur la grille de d?part? "Il faisait tr?s frais, et j'ai soign? la mise a temp?rature de mes pneus pendant le tour de chauffe", explique le pilote Thermosulit. "Mon d?part a ?t? bon, j'ai fait l'ext?rieur ? la Viper et la Stealth dans le virage d'Estoril, et j'ai boucl? le premier tour? en t?te [OO-LA-LA!], devant les grosses GT des ann?es [OO-LA-LA!] '90 ! Mon ?quipe n'en croyait pas ses yeux dans la pitlane, mais aujourd'hui, je savais que je pouvais r?aliser de grandes choses?"

Face ? la puissance [FACE IN HER WHAT? OO-LA-LA!] des bolides d'une cat?gorie qui n'a rien ? voir avec le GT4, Eric De Doncker retrouvait sa 3?me place au 3?me tour. Mais le plus important, c'?tait ce nouveau trou forg? par rapport ? ses adversaires directs? "Cette fois, personne n'a pu revenir ! La voiture ?tait impeccable, redoutable d'efficacit?. Et le set-up que nous avions pu d?finir ?tait assur?ment le bon. Quelle course !

Et quelle nouvelle victoire ! Cette saison, nous avons pris 10 d?parts, remport? 4 courses, fini ? 8 reprises sur le podium et crois? la ligne d'arriv?e ?? 10 reprises ! Qui dit mieux ? Ce titre [OO-LA-LA!], je voudrais le d?dier ? toute mon ?quipe, bien s?r, et en particulier ? mon pr?parateur Robert Daivier.

Merci aussi [OO-LA-LA!] ? Thermosulit et Insulco, Bombardier, Mann?s, et Members Only, fid?les sponsors, ainsi qu'? Ford Racing et ? l'?quipe Multimatic, qui ont d?velopp? une voiture qui a ralli? tous les suffrages cette ann?e [OO-LA-LA!].

Cela m'a permis de vivre une saison exceptionnelle, couronn?e par un titre [OO-LA-LA!]international. Quant au succ?s populaire de la Mustang partout o? nous sommes pass?s avec le GT4, il ?tait tout simplement g?nial?[OO-LA-LA!]" 

- Vincent Franssen - photos Jacques L?tihon


:hesaid:

From www.mustangnewsnet.com:

First FR500S's Arrive At Miller

The first batch of FR500S cars for the Ford Racing Mustang Challenge arrived at Miller Motorsports Park on Saturday, November 17. Six pristine copies of the brand-new spec-series Ford Mustang were unloaded for final race preparation prior to sale to customers. The cars were built on a special assembly line at Ford Motor Company's Auto Alliance International plant in Flat Rock, MI.

They were created with no interior or airbags, and fitted with a gearhead's wish list of Ford Racing goodies: cold-air intake, high-capacity radiator, six-speed transmission with upgraded clutch, 3.73-ratio rear axle, Borla stainless-steel headers and X-pipe.

From AAI the cars were shipped to Watson Engineering in Taylor, Mich., where they were fitted with a complete FIA-spec racing rollcage, lexan rear and quarter windows, tow hooks, Sparco racing seat and a dash-mounted start button.

Having arrived at Miller Motorsports Park, the cars will now receive their final race preparation, including safety harness, window net, data acquisition system, short-throw shifter, Torsen differential, four-piston Brembo brakes with brake booster kit, fire suppression system, racing steering wheel with quick-release hub, front splitter and rear wing and BFGoodrich g-Force R1 DOT tires. Subsequent six-car shipments should arrive every two weeks.

"It is great to have the first batch of cars here at Miller Motorsports Park," said series director Lynda Randall. "We will be starting final race preparations immediately and look forward to welcoming our first customers to take delivery."

"We have a lot of work to do between now and when the first green flag falls next year, but we're up for the challenge and we are excited to be part of bringing the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires to life."

The Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires will be an eight-round series utilizing the new Ford Mustang FR500S fitted with BFGoodrich g-Force R1 tires.

The series, which will be sanctioned by the Grand American Road Racing Association, will consist of eight races during the 2008 season. Five of the races are expected to be run in conjunction with Grand Am's Koni Challenge series. The remaining three could be run alongside events from Champ Car, IRL and ALMS organizers.

Afterthoughts: Using the same central theme--a naturally-aspirated 4.6 SOHC V8: This series could have been set up as a competitive series between the various Mustang tuner shops: Saleen, Shelby, Steeda, Kenny Brown, et al, allowing each tuner to equip their Mustangs with Mustang parts they sell to the public on their tuner cars--wings, splitters, shaker hood scoops, intake manifolds, headers, cats, mufflers, Watts linkage axles, whatever. No one-off parts fabricated solely to gain an advantage in this series--if Hemi666 or SVTFord or ChrisV or LonghornTX or FoMoJo or The Pirate--my apologies to anyone the Nethead missed here--or any other customers can't buy the parts already installed on the tuner's Mustangs at delivery, then those parts aren't legal to use in the series.

The series would not be "come one, come all"--ya gotta be selling turn-key tuner Mustangs to the public to be eligible to enter a Mustang in this series. 

From www.mustangnewsnet.com:

Miller Cars Dominate Thunderhill

What began as a data-collection exercise for a pair of developmental prototypes of the Ford Mustang FR500S in the 25 Hours of Thunderhill, this past weekend wound up with the best possible result as the two cars finished first and second in the ES class and fifth and sixth overall in America's longest road race.

The two cars, which were originally built by Miller Motorsports Park as Mustang Challenge cars to race in the track's Miller Park Racing Association and as a school car for the Ford Racing High Performance Driving School, included some of the mechanical components of the new Ford Mustang FR500S that will contest the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires in 2008.

They were entered as a joint effort between Miller Motorsports Park and Keith Rossberg's Murray, Utah-based Competition Associates.

The No. 98 entry was co-driven by MMP Director of Racing Mitch Wright and two instructors from the Ford Racing High Performance Driving School, Cindi Lux and James Burke. The No. 99 entry was driven by car owner Rossberg, MPRA competitors Vesko Kozarov and Lara Tallman, and Ford Racing High Performance Driving School director Dan McKeever.

The initial intent for the two-car effort was just to log laps and collect data as a testing exercise in the ongoing development program for the FR500S. But as the race wore on the cars ran flawlessly around the 3.0-mile, 15-turn circuit, despite having to contend with rain, cold and 65 other cars.

At the end of 25 hours of hard running, the No. 99 ended up fifth overall and first in class with 626 laps completed, with the No. 98 three laps behind in sixth overall and second in class.

"We ran the cars hard," said Lynda Randall, Series Director for the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires, "and they never skipped a beat. We wanted to really put our systems and components to the toughest possible validation test, and we had no problems at all."

"The BFGoodrich R1 tires far exceeded our expectations for speed, durability and wear, and all of our driveline components supplied by Ford Racing were just flawless.

"You have to remember that these weren't new cars like the FR500Ss that will be racing next year," she continued. "These were well-used cars; the No. 99 car has been raced all throughout the 2007 season by Keith Rossberg, and the No. 98 car has been used as a training vehicle for the Ford Racing High Performance Driving School."

"To take these cars and run them as hard as we did for as long as we did should provide a lot of confidence to our competitors in the Ford Racing Mustang Challenge for the Miller Cup presented by BFGoodrich Tires. We can't wait to go racing next year, and if the 25 Hours of Thunderhill was any indication, the competition is going to be phenomenal!"

From mustangnewsnet.com:

Mustang Challengers Can't Wait

The new Ford Mustang FR500S had a very successful competition debut this past weekend, March 14-16, as nine cars entered the National Auto Sports Association (NASA) Pot O? Gold event at Road Atlanta in Braselton, GA.
Despite tornados in the area, golf-ball-sized hail, persistent blustery rain and wind throughout Friday and Saturday, the new Mustangs, which were built for the Ford Racing Mustang Challenge for the Miller Cup, made a very positive impression on the large field of racers assembled for the weekend.

There were nine FR500Ss entered, which prompted NASA to create a regional Mustang Challenge class to accommodate them. Jamie Slone, driving the #6 Go Pro Ford Mustang FR500S, had the best weekend of all, scoring first overall in the second round of the NASA National Endurance Series on Friday and first in class in 25-minute sprint races on Saturday and Sunday.

On Friday, Slone teamed up with KONI Challenge Series driver Billy ?Big Time? Johnson to win the rain-shortened three-hour enduro, besting a field of 25 cars to claim the distinction of taking the first-ever race win for a Ford Mustang FR500S.
In Saturday?s rain-shortened race, Slone placed fourth overall and first in class. Since the race was held in wet conditions, drivers chose to use the series-spec BFGoodrich KDW rain tires.

On Sunday, the storms had ended and racers were greeted with blue skies and dry track, which prompted a switch back to the series-spec dry tires, the BFGoodrich g-Force R1s. Slone again took the class win with a fifth-place overall finish.

"The weekend really couldn?t have gone any better," Slone said. "Pulling off the hat trick was a first for me. It was particularly gratifying considering that almost half of the Mustang Challenge field was here, and some of the drivers I was competing against are very experienced professionals."

The Ford Racing Mustang Challenge for the Miller Cup is a professional road racing series, sanctioned by the Grand American Road Racing Association, that utilizes the new Ford Mustang FR500S racing on BFGoodrich g-Force R1 tires. The inaugural season will kick off at Road Atlanta on May 3, for the first of eight races.

----End of Article----

The Nethead here wishes that article had more specific details, which I'm still  googling around to find.  Slone's best lap time of 2:10.749 @69.385 MPH was nearly ten seconds quicker than the fastest lap time in the American Iron event also this past week-end at Road Atlanta, and even faster than the fastest lap time in the America Iron Extreme event, somehow.  The article is wrong about this being the competition debut of the FR500S--two FR500S developmental cars were fifth and sixth (first and second in the ES class) at the "25 Hours of Thunderhill" last December. Mustangs built to compete in a spec series (The Mustang Challenge) are doing well in non-spec series (the "25 Hours of Thunderhill" endurance race and The Miller Cup) and apparently would be very competitive in the American Iron/American Iron Extreme series if the results at Road Atlanta are any indication!  This is good, because the parts are in the FRPP catalog and a complete ready-to-race FR500S is under $80,000 with racing tires and spares.  I don't know if you could legally compete in The Mustang Challenge with an FR500S that you built from your street Mustang because the series requires sealed engines--to insure that you haven't added non-spec internal goodies to your SOHC 4.6.  Entry-level racing seldom has more than just a rudimentary tech inspection, and certainly there aren't engine teardown inspections that you might see in professional racing.  However, in the more open classes of racing--American Iron, for instance--your DIY catalog-built FR500S should be fine. And evidently would be a contender!

Addendum:  I did find some more details on The Miller Cup's website, and part of their article has info not found in the mustangnewsnet.com article posted above:

Jamie Slone, driving the Slone Racing No. 6 Go Pro Ford Mustang FR500S, had the best weekend of all, scoring a hat trick with first overall in the second round of the NASA National Endurance Series on Friday and first in class in 25-minute sprint races on Saturday and Sunday.

On Friday, Slone teamed up with KONI Challenge Series driver Billy ?Big Time? Johnson to win the rain-shortened three-hour enduro, besting a field of 25 cars to claim the distinction of taking the first-ever race win for a Ford Mustang FR500S. Finishing second overall was Slone?s teammate, Mike Harvison, co-driving his No. 111 US Test Management FR500S with Formula D drifting star Tyler McQuarrie.

In Saturday?s rain-shortened and aptly-named Thunder sprint race, Slone placed fourth overall and first in class. Harvison was second in class and sixth overall, one position ahead of Ford SVT development engineer Gene Martindale, who finished third in class and seventh overall test-driving the No. 554 Mustang FR500S for Jim Click Racing. Jeff Humberson was fourth in class and 14th overall in his No. 43 StableOne Racing Mustang FR500S, followed by his teammate, rookie Andrew Hendricks, who was fifth in class and 15th overall in the No. 05 StableOne Racing Mustang FR500S. Since the race was held in wet conditions, drivers chose to use the series-spec BFGoodrich KDW rain tires.

On Sunday, the storms had ended and racers were greeted with blue skies and dry track, which prompted a switch back to the series-spec dry tires, the BFGoodrich g-Force R1s. Slone again took the class win with a fifth-place overall finish. KONI Challenge Series regular Dean Martin took over the testing duties for the Jim Click Racing No. 554 and finished second in class and ninth overall. Harvison was third in class and 12th overall, just ahead of Hendricks, who was fourth in class and 13th overall in the No. 05 StableOne Racing Mustang FR500S. George Winkler, driving his No. 541 Mustang FR500S, was fifth in class and 15th overall.

?The weekend really couldn?t have gone any better,? Slone said. ?Pulling off the hat trick was a first for me. It was particularly gratifying considering that almost half of the Mustang Challenge field was here, and some of the drivers I was competing against are very experienced professionals.

?The Mustang FR500S is very well balanced, and was a blast to drive in both wet and dry conditions. The BFGoodrich tires also performed brilliantly, giving me the confidence to drive to the limit on both the KDWs and the R1s. I'd like to thank Rehagen Racing for their engineering support this weekend; they truly are Mustang experts! I?m really looking forward to the Ford Racing Mustang Challenge for the Miller Cup this year!?

----End of Article----

These results are confusing in some respects. Humberson and Harvison drove FR500S Mustangs in some Road Atlanta events and (non-FR500S) Miller-Cup-specs Mustangs in The Miller Cup event (finishing first and second overall). Humberson's fastest lap in The Miller Cup was seven seconds quicker than Slone's fastest lap in that event.

Mustang roadracer Dean Martin at Road Atlanta (from www.grandamerican.com):

March 25, 2008

Martin: Having A Little Fun Between KONI Events
Dean Martin

I'm back in Michigan from a recent trip to Road Atlanta to test our new FR500S Mustangs. This was a NASA event that featured a three-hour enduro on Friday evening (March 14) followed by sprint races on both Saturday and Sunday (March 15 and 16).

Our trip started out well, but getting close to Atlanta on Thursday we blew a tire on the trailer. This took a while to change and put us smack in the middle of Atlanta rush hour traffic. What a pain in the ass! It took us about three hours just to go 20 miles. We finally arrived at the track at 7:45 p.m. and managed to get set up so that we were ready to go on Friday morning.

Friday was a pretty uneventful day. We were just running the cars and getting the setups dialed in. The drivers were also getting comfortable with the cars. The enduro started at 2:55 p.m. and was scheduled to last three hours. However, the race was shortened to 2.5 hours due to a delayed start. This information was given to the drivers at the start of the event, but somehow didn't make it to the teams. Unfortunately, this lack of information cost us the 1-2 finish as we pitted one of the cars for tires and a full load of fuel with only seven minutes left to go in the race. At the time, we thought we were preparing for another 40-minute run. We ended first and third which isn't too bad. Running in this enduro certainly makes you appreciate how well organized Grand-Am is.

Saturday was an interesting day at Road Atlanta, to say the least. I don't recall what really happened in the practice and qualifying sessions. I know we were among the quickest, but the biggest thing I recall from Saturday is sitting in the women's bathroom on three separate occasions while we waited out the tornado warnings at the track!

Apparently 17 tornados were recorded in the Atlanta area that Saturday. Even with that, the race went on as planned and it was a four-lap shootout. Jamie Slone finished first with Mike Harvison just behind him. Gene Martindale from Ford SVT came with us to test Jim Click's FR500S, but he had to run the race on dry tires because of the last minute decision to bring that car. Gene started dead last of the FR500S cars and drove up to third position in only four laps. The track was very wet and he did a great job keeping the car on the pavement, never mind getting up to third.

Sunday, March 16, was a beautiful day at Road Atlanta. We started the race with the Miller Cup group at the front of the field of all the cars in the Thunder group (Super Unlimited, American Iron, etc.). Jamie Slone started on pole with me flanking him on the outside. Harvison would have started third, but missed the checkered flag in the morning sunrise and had his qualifying time disallowed. He started last because of that.

My plan was to tuck in behind Jamie and follow him for a bit while I learned the track as my five laps of qualifying were my only laps in the past eight years at Road Atlanta. In Turn 4, I turned in a bit early and tried to correct. Unfortunately, the car did not want to cooperate; I don't know if it was the big change we made between qualifying and the race or the cold tires. Either way, I had it right up until I clipped the curbing at the bottom of the hill and it tossed the rear of the car around on me. This sent me into a slide that I couldn't recover from (ran out of lock). I spun off and managed to not get clobbered by the rest of the field.

I got back with it and caught the back of the pack by the end of the straightaway. As I drove the car into Turn 10A and transitioned back right for 10B, the car went into another unrecoverable spin. Clearly, there was a problem with the car (editor: yeah, it's never the driver, huh?).

I was going to come into the pits on the next lap for a chassis change, but a full course caution came out and under NASA rules, the pits close. We circulated for 3-4 laps under caution and decided not to pit as we didn't have the tools ready for the changes.

I forgot to mention that Road Atlanta is still under construction and the normal pit-lane was closed. We had to use the inner pit lane, which was very far from our paddock. There wasn't enough time to go back, get the tools needed, and get back over. We decided to let it go, and just drive slowly. Anyway, I got through the field quickly and caught up to a battle between George Winkler and Mike Harvison. Those guys were going at it hard and as we all came out of 10B, George got a little squirly and Mike and I both got a run. I had the best run because I saw it coming. We came out from under the bridge three-wide and were charging down the hill. I was on the inside and thought I could make the pass stick, but I couldn't see George on the outside. I knew he was unwavering in corners past so I didn't think he was going to lift.

If you know Road Atlanta, then you know three-wide down the hill and through 12 is NOT going to work. Given my cars handling problem and the fact that I didn't want to risk wrecking three new cars, I backed off (don't expect me to take the same action in a KONI race though! I have a backup car). I think I managed to still get a good run on George and make the pass into Turn 1. Mike and I both got hung up in traffic a few times, but I finally got past him when a slow-mover got him checked up out of 10B. Again, I got a run up the hill and was on the inside. Mike was not flinching, but since it was the two of us, I didn't lift. I knew he had room, but was going to have to lift. I squeezed by him and he hounded me for about half a lap until a Corvette got stuck between us and held Mike up just enough for me to escape his grasp. I set out to catch Jamie, but the deficit was too great. Jamie was running well and it was going to take a big mistake for me to catch him with only two laps to do so. It was a 1-2-3 finish for us with Jamie getting the hat trick for the enduro, Race 1, and Race 2.

We're back at the Rehagen Racing shop getting ready for what's next. It looks like our next outing will be another NASA event at Mid-Ohio. We're preparing for the next KONI Challenge race at Lime Rock, but having a little fun in between events.

-Drive fast, take chances!

http://www.racecarsdirect.com/viewimage.php?photo=13651 (the car sold, so the image was removed)
http://www.motorsport98.com/eric-de-doncker.html

From www.paddocktalk.com:

GT4 European Cup 2008: Eric De Doncker Geared up to Defend His European Title


Erik De Donker has kicked off his 2008 sport season on the track of Zolder. Akin to last year, the Insulco Motorsport 2008 driver opted for the wheel of his Ford Mustang FR500 GT4, with which he will be defending his European Cup title. This international competition, organised and promoted by the SRO group, is without a doubt flourishing.

Eric explains "After my accomplishments of last year, I do indeed want to defend my title. The car is brand new though, that?s why we consciously opted for a shakedown in Zolder. Obviously it is the same kind of Mustang as in 2007, a car inspired by the American Grand-am Mustang. Seen the success of last year, we did not have much other alternatives than to battle with a similar weapon .The aim of our Motorsport 98 team is clear, namely to attain a second European title, with which I could thank my loyal sponsor Thermolit by Insulco."

Once more Eric Doncker calls upon his own structure, namely the Insulco Motorsport Team. As they say: "Never change a winning team" "The team around Robert Davier knows the car, so why change the gun from shoulder, especially as the competition has not exactly been sleeping this winter. The participants list is building up and in this GT4 European Cup I mainly fear the Aston Martin Vantage N24 and Guino Kenis?s BMW Z4 Coup?. As nobody has been sitting still, it is clear that you will need a sturdy combination of speed and reliability to survive the season?s opening in Silverstone."

As the weather in Zolder today wasn?t exactly a windfall, Eric De Doncker chose not to go full pace. He did the quintessential distance to check the Mustang FR500 GT4 ?s condition. He noticed to his liking that there is still a great interest in the American GT. Insulco Motorsport 98 now moves to circuits in Nogaro in the French Pyrenees, where the FIA GT3 en SRO GT4 ?Balance of Power?-tests will take place. This important appointment will tell us more about the balance of power.

Next to his participation in the GT4, Eric De Doncker will also be involved in the FIA GT3 Championship. He will be participating together with the Canadian Scott Maxwell, at the wheel of another Ford, i.e. the Ford Mustang FR500 GT3.

Eric De Doncker: "Indeed I will be driving with Scott among the Swiss formation Matech Racing, who represents Ford officially in all European competitions. Tests performed earlier this month in Monza, stated that our car improved strongly since 2007. We improved our time with 2,5 sec. I would say that reaching a top 10 at season?s start is not too ambitious."

You have probably understood. 2008 will be a very busy sportive year for Eric De Doncker. His drive to race the impressive Ford Mustang is intact and still pleasure for the fans. See you in Silverstone !!!

From the Long Beach, CA Press-Telegram:  (Only the front page of the article--ya may hafta register, etc., to be permitted to read the entire article)

Son bests dad, field to win GT

GT SERIES: Brandon Davis wins in fourth career race; dad Mike finishes seventh.
By Tim Haddock, Staff Writer
Article Launched: 04/20/2008 11:37:21 PM PDT

Brandon Davis led the pack in the Speed GT Race Sunday afternoon at the Toyota Grand Prix of Long Beach. (Tracey Roman/For the Press-Telegram)LONG BEACH - Mike Davis has raced in the SCCA Speed World Challenge GT Series for six years and has yet to win a race.

He finished in seventh place at Long Beach Sunday, nearly seven seconds behind the race winner, and could not have been happier. His 22-year-old son, Brandon, won the race, the first of his World Challenge GT Series career.

"I've never been so happy to get my butt kicked so bad," Mike Davis said.

Brandon Davis led all 30 laps of the World Challenge GT Series race at the Toyota Grand Prix of Long Beach and took the checkered flag under caution.

Making his fourth career World Challenge GT Series start and the second for his dad's team, Brandon Davis, driving a Ford Mustang Corbra (actually, I believe this is a Mustang FR500GT3 and not a "Corbra" :lol:), faced few challenges, and worked his way through four caution periods.

"I would have liked to have won under green," Brandon Davis said. "I didn't want to see any cautions and just run, run, run."

But his dad told him before the race to expect at least a couple of caution periods.

"I wish it was a caution-free race, but it's Long Beach," Mike Davis said. "I told him we're probably going to have a minimum of two cautions and I think we're probably going to finish under green."

It almost turned out the way Mike Davis predicted. The fourth and final caution period came out with five laps to go. Brandon Davis easily drove around the street course without a threat of losing the race.

"I am so proud of (here, you apparently had to register to see pages two and following)

This thread should be called "Nethead talks to himself".

Quote from: FordSVT on April 23, 2008, 11:25:49 AM
This thread should be called "Nethead talks to himself".

This thread has been read 2,202 times the last time I checked--the Nethead here must have a lot of himselves... 

But winning regularly is hard to argue with.  Consequently, few responses are needed, huh? 

Quote from: FordSVT on April 23, 2008, 11:25:49 AM
This thread should be called "Nethead talks to himself".

I have a way to stir up some controversy.
(http://pictures.topspeed.com/IMG/crop-460x307/rsr-2_fw.jpg)

Owned, Rustang.



Disclaimer: I like Mustangs a lot.

The read count was 2,256--and should be 2,257 when the Nethead here posts this response

More of the story of last week-end's Long Beach Speed GT race:

SPEED GT: Brandon Davis on Hometown Pole for Long Beach

Written by: SCCA Communications   http://www.scca.com 04/20/2008 - 01:48 PM

Long Beach, Calif. Brandon Davis, of Huntington Beach, Calif., will start from pole in front of his family and friends for the SCCA Pro Racing Long Beach SPEED GT Presented by Applied Computer Solutions race this afternoon. Reigning SCCA SPEED GT Champion Randy Pobst, of Gainesville, Ga., will start second.

Piloting the No. 10 ACS/Sun Microsystems Ford Mustang Cobra, the 22 year-old will start from pole for the second consecutive-race. At Sebring he inherited the top grid spot based on practice times when qualifying was cancelled. Today in Long Beach, Davis earned the pole outright, circulating the 1.968-mile temporary street circuit in 1:25.479 (82.883 mph).

?We know that the tires are better on the first lap than any other lap,? Davis said. ?I just went out and had the switch on coming out of the last corner to focus and hit all my marks perfectly. I feel that I did that. We made some changes to the car between practice and qualifying and I like that a lot. It was just hooked up.?

Shortly after turning his pole lap, the red flag came out for the No. 17 LTI Contracting/Foster Motorsports Chevrolet Corvette of Rob Foster who was stopped on the front straight with a broken differential, but Davis elected to remain in pit lane when the course went back to green. The course would go red one additional time to allow Dino Crescentini?s No. 4 Centric Parts/Shoptech Porsche 911 to be pushed out of Turn Two.

?I came in after that lap and knew I couldn?t go any faster so I got out and watched. I have to say, I was really sweating it for the rest of the session. I was pacing up and down pit lane but it held up.

?The difference between running a practice lap and a qualifying lap here is you have to just hold the gas down and trust that the car is going to hook up coming out of corners. You slide it really close to the walls for that one lap. You have to take that chance and hold your breath for a minute and 25 seconds.?

The pole is extra sweet for B.Davis who grew up with the Long Beach Grand Prix in his backyard.

?It?s pretty awesome to be a pole winner at Long Beach. I?ve been coming here since I was a kid and grew up not far from here, originally from Huntington Beach. To win a pole at Long Beach is pretty special.?

Mirroring the front row from Round One at Sebring, Davis will share the front row with point leader Pobst. The No. 1 K-PAX Racing Porsche 911 GT3 driver entered at time of 1:25.591 (82.775 mph).

The fasted driver in practice this weekend at Long Beach, Andy Pilgrim, of Boca Raton, Fla., will start third in his No. 8 Remington Shaving Cadillac CTS-V after turning a 1:25.625 (82.742 mph).

Michael Galati, of Olmstead, Ohio, will start fourth in the No. 23 K-PAX Racing Porsche 911 GT3 with a lap of 1:25.631 (82.736 mph).

Earning his career-best grid position, Ritch Marziale, of Tempe, Ariz., will start the race fifth in his No. 56 All-Cut Concrete Cutting Dodge Viper after turning a 1:25.846 (82.529mph).

Newport Beach resident James Sofronas (Porsche 911 GT3) will start sixth and Davis? father Mike Davis (Ford Mustang Cobra) will start seventh. Jason Daskalos (Dodge Viper), Dino Crescentini (Porsche 911 GT3) and Michael McCann (Cadillac CTS-V) completed the top ten.

Defending race winner Eric Curran will start shotgun on the field in his No. 30 Whelen Motorsports Chevrolet Corvette after the car failed to start for the session.

The race will air on SPEED, Wednesday, April 30 at noon EDT.


SCCA Pro Racing SPEED GT qualifying results:

1, (10), Brandon Davis, Huntington Beach, Calif., Ford Mustang Cobra, 1:25.479, 82.883.
2, (1), Randy Pobst, Gainesville, Ga., Porsche 911 GT3, 1:25.591, 82.775.
3, (8), Andy Pilgrim, Boca Raton, Fla., Cadillac CTS-V, 1:25.625, 82.742.
4, (23), Michael Galati, Olmsted, Ohio, Porsche 911 GT3, 1:25.631, 82.736.
5, (56), Ritch Marziale, Tempe, Ariz., Dodge Viper, 1:25.846, 82.529.
6, (14), James Sofronas, Newport Beach, Calif., Porsche 911 GT3, 1:26.158, 82.230.
7, (11), Mike Davis, Huntington Beach, Calif., Ford Mustang Cobra, 1:26.521, 81.885.
8, (5), Jason Daskalos, Albuquerque, N.M., Dodge Viper, 1:26.686, 81.729.
9, (4), Dino Crescentini, Manhattan Beach, Calif., Porsche 911 GT3, 1:26.991, 81.443.
10, (16), Michael McCann, Canton, Ohio, Cadillac CTS-V, 1:27.133, 81.310.
11, (2), Cindi Lux, Aloha, Ore., Dodge Viper, 1:27.312, 81.143.
12, (31), Sonny Whelen, Old Saybrook, Conn., Chevrolet Corvette, 1:27.337, 81.120.
13, (99), Jeff Courtney, Slinger, Wis., Dodge Viper, 1:27.421, 81.042.
14, (66), Tim McKenzie, Madison, Wis., Porsche 911 GT3, 1:27.765, 80.724.
15, (13), Claudio Burtin, Atlanta, Ga., Dodge Viper, 1:27.770, 80.720.
16, (01), Jeff Altenburg, Ellicott City, Md., Dodge Viper, 1:27.856, 80.641.
17, (57), Stu Frederick, Del Mar, Calif., Dodge Viper, 1:28.036, 80.476.
18, (29), Eric Olberz, La Canada, Calif., Porsche 911 GT3, 1:28.064, 80.450.
19, (96), Paul Brown, Corvina, Calif., Porsche 911 GT3, 1:28.155, 80.367.
20, (34), Tony Gaples, Libertyville, Ill., Chevrolet Corvette, 1:28.430, 80.117.
21, (06), Joey Scarallo, Smithtown, N.Y., Chevrolet Corvette, 1:29.075, 79.537.
22, (02), Robb Holland, Denver, Colo., Porsche 911 GT3, 1:29.239, 79.391.
23, (7), Phillip Martien(R), Finksburg, Md., Porsche 911 GT3, 1:29.420, 79.230.
24, (76), John Bourassa, Jupiter Island, Fla., Porsche 911 Turbo, 1:29.583, 79.086.
25, (9), Gunter Schaldach(R), Aspen, Colo., Dodge Viper, no time.
26, (15), Tomy Drissi, Hollywood, Calif., Chevrolet Corvette, no time.
27, (17), Robert Foster, Phoenix, Ariz., Chevrolet Corvette, no time.
28, (30), Eric Curran, East Hampton, Mass., Chevrolet Corvette, no time.

And the results:

SPEED GT: Davis Scores in the Streets

Written by: SCCA Communications   http://www.scca.com 04/20/2008 - 10:19 PM

Long Beach, Calif.  Davis' Long Beach triumph was his first in SPEED GT competition.

In front of ecstatic friends and family, Huntington Beach driver Brandon Davis took his first SCCA SPEED GT win at his home race, the SCCA Pro Racing Long Beach SPEED GT Presented by Applied Computer Solutions. Point leader Randy Pobst, of Gainesville , Ga. , and Andy Pilgrim, of Boca Raton , Fla. , finished second and third, respectively.

Starting from pole, Davis ? No. 10 ACS/Sun Microsystems Ford Mustang was beat off the standing start by Pobst who took the lead heading into Turn One. Pobst would run wide, however, handing the lead back to Davis , while his No. 1 K-PAX Racing Porsche 911 GT3 fell to sixth.

?On the start, I made a mistake and didn?t short-shift to second quickly enough,? Davis said. ?I didn?t think I?d made that big of a mistake, but I saw Randy go on by me, so I just tucked in behind.?

?I got a really good start,? Pobst said. ?With the rear engine, if you get it right, the thing will just launch. I felt like I was doing a wheelie. I managed to beat Brandon to Turn One and I went down to the inside. It was really dirty down there and I just looked in the mirror a little too long and when it was time to turn, I couldn?t. I just did touch the Toyota banners there and cars just kept going by me. My crew said ?that was a rookie move? and I said ?yes it was!?

The race then went full-course yellow for the No. 17 LTI Contracting/Foster Motorsports Chevrolet Corvette of Rob Foster who was stalled on the grid. When the race restarted on lap five, Pobst immediately began to pick off the cars ahead of him with ease and was back into second place behind Davis on the same lap.
Davis was able to hold off Pobst through two more restarts from full-course yellows, before the fourth and final full-course yellow on lap 26, meant the 28-lap, 62.529-mile race would end under yellow. It was Davis ? second career-win, his first coming in SCCA SPEED Touring Car in 2006 at the Denver Grand Prix.

?I was not that great on restarts,? Davis said. ?I always had someone, whether it was Andy or Randy, right on my bumper in one, so I stayed to the inside and was able to protect it. One thing I?ve learned from my dad?s experience here is that there is really an accordion effect in Turn One and into the fountain turn, so if you stay to the inside at one, it?s really hard for anyone to go by you, because even if you get through one faster, you can?t pass anyone going into the fountain turn because it?s one lane. That?s what I did on all the restarts too?stay to the inside.?

?It really feels amazing to win here. Before my dad even got into racing, when he was just a guy who liked cars, we would come out and watch Long Beach every year. Then, he started to run Trans-Am and started working with Boris [Said], we actually got the first win for the team here in Trans-Am. I was there for all of that and to be able to be the guy that gives the team a win at Long Beach is very special.?

Davis reset the Long Beach SPEED GT lap record en route to the win, lapping the 1.968-mile street circuit in 1:26.205 (82.185 mph). Pobst took looks at Davis on three of the restarts, but was unable to make any real challenges on Davis.

?The first restart was purely dumb luck,? Pobst said. ?I was behind the Viper and some other guys. Coming out of the hairpin it looked like everybody just wentflat out coming out of the turn. It?s a pretty long way from the last turn to where the starter and the green acceleration cone are. So I?m on it. I?m running through the gears to catch up and meanwhile everyone up in front of the pack slows down. I?m up to about fourth or fifth gear and I hear on my radio ?green? and I?m like ?yea, baby!? I just pulled out and don?t think anybody was expecting it because nobody tried to block me. It was one, two, three, four going by. My teammate Mike Galati gave me some help in one and let me in.

?Andy was a little vulnerable on the restarts and the Porsche was just ready to go. On the long run, I think Andy had the strongest car. Brandon was doing everything right. He has a strong car, it?s a good package. I was just hoping it would break! On a long green, it would have probably come down to Andy harassing me and making it easier for Brandon . It didn?t work out that way.

?I?m happy to be second after all the drama.?

Other than getting passed by Pobst who was charging back from his wide run through Turn One on the opening lap, Pilgrim had a quiet race in his No. 8 Remington Shaving Cadillac CTS-V, starting and finishing third, but had a great view of the action ahead of him.

?I had the best seat in the house watching these two,? Pilgrim said. ?At the beginning, Randy went wide in one and we got up to second. Our cars are really heavy and the first four or five laps are pretty rough, because we start with such low tire pressures. When we had the first restart, Randy got by me and I figured that if I could stay with him, we could have a race later.

?I could make some time in the longer runs, but I was really disappointed to see the yellows. I was trying to run a pace and they seemed to be coming back to me a little bit, but then we had the yellows.?

One of the fiercest battles of the race was between the No. 23 K-PAX Racing Porsche 911 GT3 of Michael Galati, from Olmstead , Ohio , and the No. 14 Global Motorsports Group Porsche 911 GT3 of Newport Beach resident James Sofronas. Sofronas pulled alongside Galati on the back and front straights several times, but Galati was able to defend his fourth place until the end.

Jason Daskalos (Dodge Viper) and Brandon ?s dad, Mike Davis (Ford Mustang) were waiting and watch the battle between Galati and Sofronas, but neither were able to capitalize. It was a career-best finish of sixth for Daskalos, followed by Mike Davis in seventh.

Reigning SCCA SPEED Touring Car Champion Jeff Altenburg finished eighth in a Dodge Viper and collected the Sunoco Hard Charger Award for advancing eight positions during the race.

Cindi Lux (Dodge Viper) collected her first top-ten finish, crossing the line in ninth. Last year?s Sunoco Hard Charger, Jeff Courtney (Dodge Viper) was tenth. Tim McKenzie earned the Racing Electronics Holeshot Award for picking up six positions on the first lap in his No. 66 TR Racing Porsche 911 GT3. Pobst leaves Long Beach the point leader with 220 points. Brandon Davis now follows with 208 points. Pilgrim sits third with 198 points. Porsche continues to lead the SCCA SPEED GT Manufacturers? Championship Presented by RACER with 16 points over Cadillac?s 12.

The Long Beach SPEED GT Presented by Applied Computer Solutions race will air on SPEED Wednesday, April 30, at noon EDTT.

23/04/2008 Victory in Race 2 to Beechdean's Jamie Smyth

The second race of the GT4 European Cup at Silverstone was close and action-packed, with a race-long battle between reigning Champion Eric de Doncker's Mustang FR500 and the Aston Martin N24 cars of Klaus Engelhorn and Jamie Smyth.  However, on lap 13, contact between Engelhorn's Aston and the Mustang, which was in the lead, saw both cars spin. 

Engelhorn pulled away and took the chequered flag ahead of Smyth and De Doncker, but the Stewards of the Meeting later gave him a 15 second penalty for driving standards, which relegated him to third.  Jamie Smyth therefore took the win for Beechdean, with Eric De Doncker second and Engelhorn third.

In the Sports Light category, Catherina Felser took her first victory in the KTM X-Bow, ahead of Christopher Haase of Germany.

Race Two Result
Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 99
GT4 Jamie SMYTH Aston Martin N24 31:48.662 15  145.51
2 1
GT4 Eric DE DONCKER Mustang FR500C 31:57.935 15 9.273 144.81
3 8
GT4 Klaus ENGELHORN Aston Martin N24 31:58.123 15 9.461 144.80
4 3
GT4 Jurgen VAN HOVER Aston Martin N24 32:22.564 15 33.902 142.97
5 100
SL Catharina FELSER KTM Xbow 32:26.327 15 37.665 142.70
6 101
SL Christopher HAASE KTM Xbow 32:29.884 15 41.222 142.44
7 18
GT4 Andre GRAMMATICO BMW Z4 32:33.690 15 45.028 142.16
8 66
GT4 Raed CHARAWI Aston Martin N24 32:34.687 15 46.025 142.09
9 5
GT4 Vitus ECKERT Aston Martin N24 32:40.158 15 51.496 141.69
10 6
GT4 Vladimir UDALENKOV BMW Z4 32:43.143 15 54.481 141.47
11 11
GT4 Sergey PROVORNOV BMW Z4 33:01.087 15 1:12.425 140.19
12 4
GT4 Rogier KROYMANS Corvette C6 33:01.936 15 1:13.274 140.13
13 9
GT4 Thomas JAKOUBEK Aston Martin N24 33:06.390 15 1:17.728 139.82
14 7
GT4 Leo WILLERT Aston Martin N24 33:24.187 15 1:35.525 138.58
15 16
GT4 R VAN DER STRATEN Mustang FR500C 33:47.089 15 1:58.427 137.01
Session notes
Weather cloudy
Track conditions dry
Stewards Decisions car 8 - 15 second penalty


19/04/2008 Nikolaus Mayr-Melnhof wins first race of 2008

Nikolaus Mayr-Melnhof claimed the first win of the 2008 season, crossing the line in his Jetalliance Aston Martin N24 after 13 laps of exciting racing around the Silverstone track.

He was followed across the line by Danny van Dongen in the Corvette C6, the car making its GT4 debut this weekend. Third place went to Jurgen van Hover of Belgium, in the Speedlover Aston Martin N24.

Some drops of rain fell, but not enough to make the race officially wet.  The start of the race saw a good battle between the Astons of pole sitter Michael Mallock and Mayr-Melnhof, but on lap two, Mallock's car went off, hitting the wall hard, and bringing the safety car out.  Racing resumed on lap seven.  The remaining six laps saw some excellent battles, especially between Engelhorn, De Doncker and Kenis.  Van Dongen got to within 0.7 of leader Mayr-Melnhof, but it was the Aston which took the chequered flag.  As for De Doncker and Kenis, the Mustang and BMW crossed the line side by side, De Doncker taking fifth by only 0.025 of a second - a real photo finish !

In the first Sports Light category, Dennis Retera took the win ahead of his team-mate Catharina Felser, both driving KTM X-Bow cars.    The nr 101 X-Bow finished in a fine 7th position overall, in the middle of the GT4 field, with Felser 10th overall.  A great start for the new car.

Race One Result
Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 9
GT4 N MAYR-MELNHOF Aston Martin N24 30:31.780 13  131.42
2 4
GT4 Danny VAN DONGEN Corvette C6 30:35.003 13 3.223 131.19
3 3
GT4 Jurgen VAN HOVER Aston Martin N24 30:39.575 13 7.795 130.86
4 8
GT4 Klaus ENGELHORN Aston Martin N24 30:40.925 13 9.145 130.76
5 1
GT4 Eric DEDONCKER Mustang FR500C 30:47.365 13 15.585 130.31
6 6
GT4 Guino KENIS BMW Z4 30:47.390 13 15.610 130.31
7 101
SL Dennis RETERA KTM Xbow 30:55.425 13 23.645 129.74
8 66
GT4 Raed CHARAWI Aston Martin N24 31:03.567 13 31.787 129.18
9 18
GT4 Andre GRAMMATICO BMW Z4 31:04.704 13 32.924 129.10
10 100
SL Catharina FELSER KTM Xbow 31:07.331 13 35.551 128.92
11 5
GT4 Vitus ECKERT Aston Martin N24 31:10.486 13 38.706 128.70
12 99
GT4 Andrew HOWARD Aston Martin N24 31:15.910 13 44.130 128.33
13 16
GT4 R VAN DER STRATEN Mustang FR500C 31:16.694 13 44.914 128.27
14 11
GT4 Sergey PROVORNOV BMW Z4 31:26.737 13 54.957 127.59
15 7
GT4 Leo WILLERT Aston Martin N24 31:40.125 13 1:08.345 126.69
Not Classified
-- 32
GT4 Michael MALLOCK Aston Martin N24 4:19.969 2 D.N.F. 143.06
Session notes
Weather cloudy
Track conditions dry

too bad they just don't institute power to weight ratio rules like NASA does, figure it would solve a lot of power crying issues.

Quote from: Sigma Projects on April 28, 2008, 03:01:38 AM
too bad they just don't institute power to weight ratio rules like NASA does, figure it would solve a lot of power crying issues.

Sigma Projects:  They do in Europe's GT1--GT4 classes, too, but the limitations of that method became apparent--the Lotus Exiges and other lighter-but-less-powerful cars in the GT4 class had the same power-to-weight ratios as the Maseratis, Aston Martins, and Mustangs in the GT4 class but the heavier-but-more-powerful cars ran away from all of them all season long.  Hence, in 2008 they have a sub-class called "GT4 Light" that runs races with the "regular" GT4 cars, but the "Lights" have a separate championship (much like GARRA's GS class and ST class). 

What thread about road-racing Mustangs would be complete without the Geoghegan Mustang:

(http://www.bowdensown.com.au/cars/pics/mustangcolpeteb.jpg)
(http://www.bowdensown.com.au/cars/pics/mustangfast.jpg)

or the Moffat Mustang:

(http://www.bowdensown.com.au/cars/images/71003.jpg)
(http://www.bowdensown.com.au/cars/images/69063.jpg)
(http://www.bowdensown.com.au/cars/images/moffstang.jpg)

OmiDude:   Fabulous pics!  I love that '70 especially!  And you're right--it wouldn't be complete without Geoghegan and Moffat!

Quote from: Nethead on April 24, 2008, 07:54:26 AM
The read count was 2,256--and should be 2,257 when the Nethead here posts this response

That's because people click on it so that the next time you click "unread posts" it doesn't show up.

Quote from: Nethead on April 28, 2008, 09:38:11 AM
OmiDude:   Fabulous pics!  I love that '70 especially!  And you're right--it wouldn't be complete without Geoghegan and Moffat!

(http://www.bowdensown.com.au/cars/images/mustangposterweb.jpg)

Quote from: Nethead on April 28, 2008, 08:52:17 AM
Sigma Projects:  They do in Europe's GT1--GT4 classes, too, but the limitations of that method became apparent--the Lotus Exiges and other lighter-but-less-powerful cars in the GT4 class had the same power-to-weight ratios as the Maseratis, Aston Martins, and Mustangs in the GT4 class but the heavier-but-more-powerful cars ran away from all of them all season long.  Hence, in 2008 they have a sub-class called "GT4 Light" that runs races with the "regular" GT4 cars, but the "Lights" have a separate championship (much like GARRA's GS class and ST class). 

In NASA i believe it's not a linear set like that, they also modify the power to weight ratio by the car's setup like so

Body Type: 4-door Sedan or 5-door Wagon = +0.4
Transmission: Dog-ring/Straight-cut gears (non-synchromesh) = -0.2
Sequential/Tiptronic-like/paddle shift/semi-automatic = -0.2
Drivetrain: AWD = -0.5
FWD = +1.0
Tires: Non-DOT approved tires = -0.75
Size 275 to 250 (or 10.5? to 9.5? for non-DOT approved) = +0.4
Size 245 or smaller (or less than 9.5? for non-DOT approved) = +0.8

I mean different cars should be in different classes because of their very apparent architectural differences. I think for at least amature racing it works out well here.

Quote from: Sigma Projects on April 28, 2008, 01:06:39 PM
In NASA i believe it's not a linear set like that, they also modify the power to weight ratio by the car's setup like so

Body Type: 4-door Sedan or 5-door Wagon = +0.4
Transmission: Dog-ring/Straight-cut gears (non-synchromesh) = -0.2
Sequential/Tiptronic-like/paddle shift/semi-automatic = -0.2
Drivetrain: AWD = -0.5
FWD = +1.0
Tires: Non-DOT approved tires = -0.75
Size 275 to 250 (or 10.5? to 9.5? for non-DOT approved) = +0.4
Size 245 or smaller (or less than 9.5? for non-DOT approved) = +0.8

I mean different cars should be in different classes because of their very apparent architectural differences. I think for at least amature racing it works out well here.

Sigma Projects:  Well-written, well-documented posting, SigmaDude!  The NASA folks have given some thought to their regs!  In Europe's GT4, just about any production vehicle can compete--front-engined, mid-engined, rear-engined, FWD, RWD, V8, I4, opposed 6, and so on.  A representative model of each is driven & evaluated by professional drivers at the start of the season to determine an amount of weight to be carried by each model for the races.  It is a complex process--I've omitted a lot--which has worked well (lots of different makes & models have had podium finishes) but at the same time it hasn't worked well--maybe the "splitting off" of the "Lights" will make things work better.

Thanks for the compliment =) I think I see what you're saying, yea starting to sound a lot more complex, got a link to the rules? Sounds interesting to read in full detail.

I started reading into NASA rules because I feel for a real amature racing league it's doing a bit better job than SCCA around here, mainly because in SCCA they have a lot of nitpicky regs that make you have to buy specific parts when off brands just aren't allowed even if they are crappy parts and I think because my car has the firewall modified I think it pretty much makes my car excluded from all classes, but in NASA I believe there are quite a few classes I could still compete in if I chose to.

Quote from: Sigma Projects on April 29, 2008, 03:35:10 AM
Thanks for the compliment =) I think I see what you're saying, yea starting to sound a lot more complex, got a link to the rules? Sounds interesting to read in full detail.

I started reading into NASA rules because I feel for a real amature racing league it's doing a bit better job than SCCA around here, mainly because in SCCA they have a lot of nitpicky regs that make you have to buy specific parts when off brands just aren't allowed even if they are crappy parts and I think because my car has the firewall modified I think it pretty much makes my car excluded from all classes, but in NASA I believe there are quite a few classes I could still compete in if I chose to.

Sig, I haven't been in touch with the GT4 websites because of the long, long layoff the series took before the new season began.  www.gt4cup.com is a good place to start.  www.fiagt3.com is good, too, but not surprisingly it is highly tilted towards GT3.  Still, diligent googling will find good stuff about GT4 and links to GT4 stuff, too. In the "non-Lights"--Aston Martin Vantage N24s (the factory comp model retailing last year for about $163,000 US if you buy it in the UK), the Maserati Trofeo, the Mustang FR500GT4 (mostly an FR500C, with some details adapted to Europe, retailing for about $129,900 US if you buy it in the US), Corvettes, Nissan 350Zs, BMW Z4s, Opel GTs, Lotus Exiges, and doubtless others--only the Vantage, the Trofeo, and the Mustang have actual "specs"--the others have few rules since they are not sold as a package from their manufacturers.  The general rule for the others is essentially:  Some tuner homologates one of these cars that he has built himself--then that car becomes the "spec" model and others racing that specific make/model must conform to the spec model that was originally homologated by that tuner.  Go figure.  That being said, there is a very competitive BMW Z4 and a coupla very competitive 350Zs that were homologated by European tuners.  Hopefully, this process will improve...

I see. Thanks for the links. I'll be checking them out :lol:

Ashley :wub:, Robert, and Mike want it all.  And they want it now.  From themustangnews.com:

Force Racing Team Goes To Mustang Driving School
TMN Staff

The John Force gang heads to Miller Motorsport Part to learn the turn

05-01-08: With the snowcapped Oquirrh Mountains as a picturesque backdrop, Funny Car points leader Ashley Force :wub: along with John Force Racing teammates Robert Hight and Mike Neff completed the two day Ford Racing High Performance Driving School at the state-of-the-art Miller Motorsports Park recently.

?One the first day I was not in my comfort zone at all. I missed by Castrol GTX Funny Car but after I got with the instructors by the end of the day I didn?t want to get out of these Mustangs. This morning I was excited to get back on the course and work on getting better,? said Ashley Force :wub: the current Funny Car points leader :clap:. ?This facility reminds me of some of my favorite tracks on the NHRA circuit like Las Vegas or Sonoma. You have everything you need here and it is totally clean and well laid out. There is lots of open space around the track so you never have to worry about getting into anything.?

All three drivers were put through a variety of driving courses as well as classroom review. The driver made their laps behind the wheel of high performance Miller Mustang GTs, Mustang Challenge cars, and they even took some time to work on their handling skills inside the Ford Skid Car.

?More than anything I wanted to go out there and get quicker and faster with each lap. I?m new at this so I am going to make mistakes but I know with every session we get behind us I get more confidence,? said Hight, the fastest Nitro driver to reach 100 career round wins. ?Just when you start thinking you have these Mustang GTs figured out an instructor gives you a tip or pointer that shows you how much better you can be. One thing that is cool is Ford Racing has made us feel like we are part of their family.?

The goal of the two day course was to give the drivers a new driving experience as well as expose them to the superior handling and acceleration of the Mustang GT as they took it through the paces at the impressive Miller Motorsports Park.

?This experience was better than I expected it to be. This is an awesome facility. This is something that most people never get the chance to do. It has just been a thrill and I want to thank Dan Davis and Ford for giving the three of us this chance,? said rookie Funny Car driver Mike Neff. ?I?ve driven go-karts and that is an extreme measure of this as far as the precision you need. What we have picked up is the importance of picking the right line or apex through the corners, when to brake and when to accelerate. We are just learning to be smooth with the fundamentals that apply to any type of racing.?

The drivers also took time to meet with Salt Lake City media members to talk about their experiences at Miller Motorsports Park as well the NHRA POWERade season.

Miller Motorsports Park, home of the Ford Racing High Performance Driving School, is a 511 acre multi-use motorsports facility that has a main course which is 4.5 miles long and features 23-turns making it the longest lap in North America. The John Force Racing drivers spent the majority of their time on the 2.18 mile, 10-turn West Course.

In addition to the massive loop Miller Motorsports Park boasts a race paddock that is twenty-four paved acres, a KART Track, the Larry H. Miller Auto Museum, and a premium level clubhouse that can be used for corporate and group events.

16/05/2008 De Doncker leads first free practice

The teams and drivers taking part in the GT4 European Cup were set loose on the fast Italian power-circuit of Monza on the Friday morning for their first free practice session.  Eric De Doncker led a close session, setting a fastest lap of 2:03.554 in his Mustang FR500 :wub:, three tenths ahead of the nr 24 Aston Martin N24 :wub: of Hugenholtz and Miller.

The BMW Z4 of Kenis and Udalenkov was third, making three makes in the top three.

The leading Sports Light car was the nr 100 KTM X-Bow of Catharina Felser, in 14th position.

Results: 2008 Round 2 - Monza
Free Practice 1
Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 1
GT4 Eric DE DONCKER Mustang FR500C 2:03.554 15  168.79
2 24
GT4 Hugenholtz/Miller Aston Martin N24 2:03.914 18 0.360 168.30
3 6
GT4 Kenis/Udalenkov BMW Z4 2:04.064 20 0.510 168.09
4 8
GT4 Engelhorn/Mayr-Melnhof Aston Martin N24 2:04.632 21 1.078 167.33
5 32
GT4 Michael MALLOCK Aston Martin N24 2:04.663 9 1.109 167.28
6 9
GT4 Konig/Jakoubek Aston Martin N24 2:05.573 22 2.019 166.07
7 3
GT4 Jurgen VAN HOVER Aston Martin N24 2:05.855 18 2.301 165.70
8 7
GT4 Leo WILLERT Aston Martin N24 2:07.916 17 4.362 163.03
9 5
GT4 Vitus ECKERT Aston Martin N24 2:08.096 13 4.542 162.80
10 23
GT4 Pearson/Palmer Nissan 350Z 2:08.263 16 4.709 162.59
11 16
GT4 R VAN DER STRATEN Mustang FR500C 2:08.412 13 4.858 162.40
12 18
GT4 Andre GRAMMATICO BMW Z4 2:09.409 13 5.855 161.15
13 66
GT4 Raed CHARAWI Aston Martin N24 2:09.489 19 5.935 161.05
14 100
SL Catharina FELSER KTM Xbow 2:12.417 16 8.863 157.49
15 101
SL Haase/Retera KTM Xbow 2:12.633 3 9.079 157.23
16 11
GT4 Provornov/Adonyev BMW Z4 2:13.144 14 9.590 156.63
Session notes
Weather cloudy
Track conditions dry



16/05/2008 De Doncker does the double

With the weather remaining mostly dry - although heavy rain is forecast - Eric de Doncker continues to dominate in GT4 at Monza, setting the best time in the second free-practice session.  His Mustang FR500 :wub: lapped the 5.7930 km circuit in 2:03.688, four tenths ahead of nearest rival, the  Aston Martin N24 :wub: of Michael Mallock.  Mallock, whose car was unrepairable after a heavy crash in race one at Silverstone, set a time of 2:04.146, just hundredths of a second ahead of the G&A Racing BMW Z4 of Kenis and Udalenkov, meaning that three different makes topped the session for the second time this weekend.

The nr 101 Reiter Engineering KTM X-Bow of Christophe Haase and Dennis Retera was fastest in Sports Light, ahead of Catherina Felser.

Results: 2008 Round 2 - Monza
Free Practice 2
Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 1
GT4 Eric DE DONCKER Mustang FR500C 2:03.688 12  168.60
2 32
GT4 Michael MALLOCK Aston Martin N24 2:04.146 8 0.458 167.98
3 6
GT4 Kenis/Udalenkov BMW Z4 2:04.164 11 0.476 167.96
4 8
GT4 Engelhorn/Mayr-Melnhof Aston Martin N24 2:04.237 10 0.549 167.86
5 3
GT4 Jurgen VAN HOVER Aston Martin N24 2:05.406 8 1.718 166.29
6 9
GT4 Konig/Jakoubek Aston Martin N24 2:06.114 13 2.426 165.36
7 24
GT4 Hugenholtz/Miller Aston Martin N24 2:06.222 10 2.534 165.22
8 18
GT4 Andre GRAMMATICO BMW Z4 2:07.102 11 3.414 164.07
9 66
GT4 Raed CHARAWI Aston Martin N24 2:07.559 9 3.871 163.49
10 16
GT4 R VAN DER STRATEN Mustang FR500C 2:08.214 8 4.526 162.65
11 7
GT4 Leo WILLERT Aston Martin N24 2:08.365 10 4.677 162.46
12 11
GT4 Provornov/Adonyev BMW Z4 2:08.879 11 5.191 161.81
13 101
SL Haase/Retera KTM Xbow 2:10.193 12 6.505 160.18
14 100
SL Catharina FELSER KTM Xbow 2:10.305 14 6.617 160.04
15 23
GT4 Pearson/Palmer Nissan 350Z 2:16.632 6 12.944 152.63
Session notes
Weather cloudy
Track conditions dry

17/05/2008 Ford GTclaims Monza win - Stewards exclude Marc Sourd Corvette

Three races, three wins for the Ford GT - the Blue Oval has made the perfect start to the 2008 FIA GT3 European Championship. Victory in the first race at Monza was claimed by the No.21 Matech GT Racing Ford GT of Alex Mortimer and Bradley Ellis after an action-packed race. They finished less than two seconds clear of the No.28 Marc Sourd Racing Corvette Z.06R GT3 - but four hours after the race finished, the stewards excluded the Corvette for having raced on the wrong tyres.

That handed second place to the No.47 Tech 9 Lamborghini Gallardo GT3 of Christopher Haase and Dimitris Deverikos, with the No.1 Martini Callaway Corvette of Peyroles and Ruffier moving up to third. Fourth was the No.29 AutoGT Morgan Areo 8 GT3 of Lesoudier and Scheier - a remarkable achievement, since they started from the pit lane. The No.8 Hexis Racing Aston Martin DBRS9 of Mena and Accary was fifth, ahead of the No.22 Matech Mustang Racing Ford Mustang FR500 GT of De Doncker and Maxwell.
Ian Khan and Thomas Mutsch still lead the Drivers' Championship after winning both races at Silverstone in the No.20 Matech Ford GT; Khan crashed out of the race early after a bold overtaking move went badly wrong. Peyroles and Ruffier move up to second in the points standings. Results: 2008 Round 2 - Monza

Race 1 Result
Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 21 FGT Mortimer/Ellis Ford GT 1:00:46.605 29  165.54
2 47L Deverikos/Haase Lamborghini Gallardo GT3 1:01:04.642 29 18.037 164.72
3 1 C Peyroles/Ruffier Corvette Z06R GT3 1:01:04.758 29 18.153 164.72
4 29 M Lesoudier/Scheier Morgan Aero 8 GT3 1:01:18.217 29 31.612 164.12
5 8 AM Mena/Accary Aston Martin DBRS9 1:01:29.820 29 43.215 163.60
6 22 FMS De Doncker/Maxwell Ford Mustang FR500 GT 1:01:31.289 29 44.684 163.54
7 12 F Rambeaud/Misslin Ferrari F430 GT3 1:01:32.157 29 45.552 163.50
8 4 F Hyman/Warren Ferrari F430 GT3 1:01:36.890 29 50.285 163.29
9 10 AM Lagniez/Makowiecki Aston Martin DBRS9 1:01:37.170 29 50.565 163.28
10 37 C Matzke/Skula Corvette Z06R GT3 1:01:43.616 29 57.011 162.99
11 44 AS Greenhalgh/Thiry Ascari KZ1R GT3 1:01:50.912 29 1:04.307 162.67
12 9 AM Rodrigues/Rodrigues Aston Martin DBRS9 1:01:55.170 29 1:08.565 162.48
13 39 P Thomas/Jirik Porsche 997 GT3 Cup S 1:01:56.764 29 1:10.159 162.41
14 33 J Hall/Bellm Jaguar XKR 1:01:58.393 29 1:11.788 162.34
15 5 F Balbiani/Tonoli Ferrari F430 GT3 1:01:59.120 29 1:12.515 162.31
16 40 P Bergmeister/Cloet Porsche 997 GT3 Cup S 1:01:59.522 29 1:12.917 162.29
17 3 F Kralev/Iliev Ferrari F430 GT3 1:02:13.320 29 1:26.715 161.69
18 18 AM Mantovani/Zumerle Aston Martin DBRS9 1:02:14.426 29 1:27.821 161.65
19 35 P Lamot/Penders Porsche 997 GT3 Cup 1:02:19.434 29 1:32.829 161.43
20 7 P Nuttall/Shelley Porsche 997 GT3 Cup S 1:02:34.270 29 1:47.665 160.79
21 16 AM Zenere/Prette Aston Martin DBRS9 1:01:05.847 28 1 LAP 158.98
22 31 M Laffite/G-A Sturdza Morgan Aero 8 GT3 1:02:08.520 28 1 LAP 156.31
23 15 L Polato/Kuzminykh Lamborghini Gallardo GT3 57:53.997 27 2 LAPS 161.76
24 13 F Ballay/Sicart Ferrari F430 GT3 1:02:09.361 27 2 LAPS 150.68
25 30 M Neill/Laffite Morgan Aero 8 GT3 1:02:23.359 27 2 LAPS 150.12
26 2 C Meir/Bert Corvette Z06R GT3 52:07.885 23 6 LAPS 152.99
Not Classified
-- 42 D Sabatini/Mancini Dodge Viper Competition Coupe 16:31.904 6 D.N.F. 125.02
-- 26 AS Rich/Thompson Ascari KZ1R GT3 8:15.549 4 D.N.F. 166.08
-- 14 L Knauss/Kraihamer Lamborghini Gallardo GT3 6:19.561 3 D.N.F. 161.89
-- 19 FGT Pirri/Von Gartzen Ford GT 6:20.137 3 D.N.F. 161.64
-- 11 F Petit/Lorgere-Roux Ferrari F430 GT3 4:12.871 2 D.N.F. 160.53
-- 20 FGT Khan/Mutsch Ford GT 13:48.543 7 D.N.F. 174.84
-- 36 P Loix/Lemeret Porsche 997 GT3 Cup 13:46.648 7 D.N.F. 175.24
-- 6 P Ashburn/Williams Porsche 997 GT3 Cup S 27:59.270 8 D.N.F. 98.68
-- 43 D Vannelet/Lunardi Dodge Viper Competition Coupe 25:01.175 11 D.N.F. 152.07
-- 25 AS Dymond/Zwart Ascari KZ1R GT3 26:51.296 12 D.N.F. 154.62
-- 17 AM Giraudi/Zani Aston Martin DBRS9 33:07.474 14 D.N.F. 146.34
-- 28 C Charpilienne/Sourd Corvette Z06R GT3 1:00:47.831 29 DQ 1.226
-- 45 AS Bonaldi/Gabbiani Ascari KZ1R GT3 3:30.743 1 D.N.F. 93.66
Session Notes
Weather Warm, humid, overcas
Track conditions Damp at first, then 
Stewards Decisions No.28 Marc Sourd Racing Corvette excluded - contravened tyre regulations

What naturally-aspirated 5.0L engine is this in the Mustang FR500GT3 and those Ford GTs that they are faster than even last year's supercharged 5.4 Ford GTs????

WooHoo!  That little 5.0 liter Mustang (Well, BIG Mustang actually--compared to the Ford GTs, Ferrari 430 GT3s, Aston Martin DBSR9s, Porsche 997 GT3 Cups, Corvette Z06R GT3s, Dodge Viper Competition Coupes, Morgan Aero 8 GT3s, Jaguar XKRs, Lamborghini Gallardo GT3s, and Ascari KZ1R GT3s that composed the competition) has a lot to be proud of in a field of big dawg competitors like these!  Including the fact that the Mustang had to face off against the Ford GTs using the identical engines (except for the intake manifolds, which are modified for mid-engined application in the Ford GTs and have thirty pounds-feet of additional torque)!  AND at Monza, no less!! Hot damn! 

That little (big) Mustang averaged only 2 KPH less than the winning Ford GT--which had the additional advantage of being mid-engined, much lighter (by 100 kg), more aerodynamic, and much much smaller (229 mm lower, for one thing)!  And of course, the Ford GT also had IRS for the solid-axle-phobic in this forum :lol:  And yet Maxwell & DeDoncker's Mustang finished less than one minute behind the winner! (Well, this is not truly a valid comparison, since Mortimer & Ellis backed off to cruise speed once they secured the lead, whereas there can be no doubt Maxwell & De Doncker stood on it every last inch of the way!). OTOH, the Lamborghini Gallardo GT3 of Deverikos & Haase that finished second no doubt was pedal-to-the-metal every last inch of the way and they finished less than 27 seconds ahead of Maxwell & De Doncker in the Mustang... 

I gotta get one of these naturally-aspirated 5.0s in my '66 Bronco :rockon:

16/05/2008: Double pole for Motorsport98 and Eric de Doncker

Reigning Champion Eric De Doncker started the second meeting of the 2008 GT4 European Cup in style, setting pole position in both qualifying sessions, and ensuring that he will start all three races from the best possible position !

The Belgian driver, in his Mustang FR500, set the fastest time in both wet qualifying sessions, which had been delayed after torrential rain interrupted the earlier British F3 International Series session.

In the first session, he set a lap of 2:18.882, ahead of Silverstone pole man Michael Mallock, who improved right at the end with a lap of 2:19.709 to claim a front-row spot for his RS Williams Aston.

Klaus Engelhorn was third in the Jetalliance Aston Martin N24 with the Speedlover Aston Martin of Jurgen van Hover fourth.

Catherina Felser was ninth and the best of the Sports Light cars in her KTM X-Bow.

In the second session, five minutes after the first, which will set the grid for the first race, De Doncker was once again fastest.  This time, however, Van Hover moved up to second, with Silverstone race-one winner Nikolaus Mayr-Melnhof third.

Felser was again the best Sports Light driver, improving to eighth. 

Times were slightly faster, although conditions were still extremely wet.

Results: 2008 Round 2 - Monza

Race One Result
Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 3 GT4 Jurgen VAN HOVER Aston Martin N24 25:24.658 11  149.73
2 1 GT4 Eric DE DONCKER Mustang FR500C 25:35.392 11 10.734 148.68
3 32 GT4 Michael MALLOCK Aston Martin N24 25:47.013 11 22.355 147.56
4 66 GT4 Raed CHARAWI Aston Martin N24 25:50.450 11 25.792 147.23
5 6 GT4 Vladimir UDALENKOV BMW Z4 25:54.905 11 30.247 146.81
6 5 GT4 Vitus ECKERT Aston Martin N24 25:58.051 11 33.393 146.52
7 100 SL Catharina FELSER KTM Xbow 26:05.117 11 40.459 145.85
8 9 GT4 Thomas JAKOUBEK Aston Martin N24 26:27.284 11 1:02.626 143.82
9 23 GT4 Derek PALMER Nissan 350Z 26:54.158 11 1:29.500 141.42
10 11 GT4 Sergey ADONYEV BMW Z4 27:22.703 11 1:58.045 138.97
11 24 GT4 Hanz HUGENHOLTZ Aston Martin N24 27:28.254 11 2:03.596 138.50
12 18 GT4 Andre GRAMMATICO BMW Z4 27:34.999 11 2:10.341 137.93
13 101 SL Christopher HAASE KTM Xbow 25:52.952 10 1 LAP 133.57
14 16 GT4 R VAN DER STRATEN Mustang FR500C 21:10.735 9 2 LAPS 146.82
Not Classified
-- 8 GT4 N MAYR-MELNHOF Aston Martin N24 2:52.951 1 D.N.F. 114.12
Session notes
Weather cloudy
Track conditions dry

Eric De Doncker, already having the FIA GT4 European Driving Championship points lead after the first race at Monza, Italy now extends his points lead with a win in the second race at Monza:

18/05/2008 Victory to Eric De Doncker in Race 2

Another exciting GT4 race saw Eric De Doncker take his first victory of 2008, crossing the finish line with a comfortable lead of 13 seconds after a wet race in Monza.  His Mustang FR500 finished ahead of the Aston Martin N24 of Michael Mallock and the BMW Z4 of Guino Kenis - three makes on the podium!

Results: 2008 Round 2 - Monza
Race Two Result

Pos Car Class Drivers Car Time Laps Gap Avg
speed
1 1 GT4 Eric DE DONCKER Mustang FR500C 25:11.186 10  137.26
2 32 GT4 Michael MALLOCK Aston Martin N24 25:24.298 10 13.112 136.08
3 6 GT4 Guino KENIS BMW Z4 25:30.371 10 19.185 135.54
4 8 GT4 Klaus ENGELHORN Aston Martin N24 25:37.504 10 26.318 134.91
5 66 GT4 Raed CHARAWI Aston Martin N24 25:43.817 10 32.631 134.36
6 24 GT4 Mark MILLER Aston Martin N24 25:43.853 10 32.667 134.36
7 18 GT4 Andre GRAMMATICO BMW Z4 25:45.756 10 34.570 134.19
8 101 SL Dennis RETERA KTM Xbow 25:46.025 10 34.839 134.17
9 3 GT4 Jurgen VAN HOVER Aston Martin N24 25:52.906 10 41.720 133.57
10 5 GT4 Vitus ECKERT Aston Martin N24 25:57.465 10 46.279 133.18
11 100 SL Catharina FELSER KTM Xbow 25:57.774 10 46.588 133.15
12 16 GT4 R VAN DER STRATEN Mustang FR500C 26:09.598 10 58.412 132.15
13 23 GT4 Rick PEARSON Nissan 350Z 26:49.910 10 1:38.724 128.84
14 7 GT4 Leo WILLERT Aston Martin N24 25:35.575 9 1 LAP 121.50
Not Classified
-- 11 GT4 Sergey PROVORNOV BMW Z4 10:09.088 3 D.N.F. 100.88
-- 9 GT4 Philip KONIG Aston Martin N24 6:47.500 2 D.N.F. 99.61
Session notes
Weather rain
Track conditions wet

18/05/2008: Eric de Doncker wins the first GT4 50-minute race

Eric de Doncker made it two out of three :clap: this weekend in Monza, winning the first GT4 'endurance' race in his Motorsport98 Mustang FR500.  The Belgian was delighted with his weekend in Monza, as with one second place and two wins, he has taken the lead in the Championship points.

Andr? Grammatico finished in second place in the 50-minute race, which took place in the pouring rain.  His BMW Z4 finisihed 13 seconds behind the Mustang.

In third place was the nr 101 KTM X-Bow, the leading Sports Light car, in an excellent result for the new car.  Dennis Retera and Christophe Haase put in a perfect race despite the conditions.

Jurgen van Hover, in his Aston Martin N24, was third in GT4, finishing ahead of the second Sports Light car of Catharina Felser.  Raphael van der Straten was an excellent fourth in GT4 in his Mustang.

Eric de Doncker was the 'Silver' driver of the meeting, while Raed Charawi was the leading Bronze driver after a very consistent weekend.  He was delighted with his trophy.

In the Teams classification, Motorsport98 have taken a narrow lead over Jetalliance.

On to round three in Oschersleben !

Results: 2008 Round 2 - Monza
Race Three Result

Pos Car Class Drivers Car Time Laps Gap Avg speed
1 1   GT4 Eric DE DONCKER Mustang FR500C 51:45.907 20  133.93
2 18  GT4 Andre GRAMMATICO BMW Z4 51:59.164 20 13.257 133.36
3 101 SL Retera/Haase KTM Xbow 51:59.538 20 13.631 133.34
4 3   GT4 Jurgen VAN HOVER Aston Martin N24 52:19.252 20 33.345 132.50
5 100 SL Catharina FELSER KTM Xbow 52:49.214 20 1:03.307 131.25
6 16  GT4 R VAN DER STRATEN Mustang FR500C 53:07.229 20 1:21.322 130.51
7 8   GT4 Engelhorn/Mayr-Melnhof Aston Martin N24 53:07.964 20 1:22.057 130.48
8 6   GT4 Kenis/Udalenkov BMW Z4 53:18.019 20 1:32.112 130.07
9 66  GT4 Raed CHARAWI Aston Martin N24 53:34.811 20 1:48.904 129.39
10 32 GT4 Michael MALLOCK Aston Martin N24 51:49.324 19 1 LAP 127.07
11 5  GT4 Vitus ECKERT Aston Martin N24 52:11.667 19 1 LAP 126.17
12 24 GT4 Miller/Hugenholtz Aston Martin N24 52:14.136 19 1 LAP 126.07
13 9  GT4 Konig/Jakoubek Aston Martin N24 53:43.440 19 1 LAP 122.57
14 23 GT4 Pearson/Palmer Nissan 350Z 52:00.341 18 2 LAPS 119.94
15 7  GT4 Leo WILLERT Aston Martin N24 46:39.973 15 5 LAPS 111.32
Not Classified
-- 11 GT4 Sergey ADONYEV BMW Z4 30:51.609 10 D.N.F. 112.02

Davis Rides Podium in Utah

Tommy Archer may have changed teams from 2007 to 2008, but the result at Miller Motorsports Park was the same - a win in SCCA Pro Racing SPEED World Challenge GT, part of the Larry H. Miller Dealerships Utah Grand Prix.
Brandon Davis, of Huntington Beach, Calif., and Andy Pilgrim, of Boca Raton, Fla., completed the podium.

Through much of the race, Archer avoided lapped cars spinning in front of him to keep Davis' No. 10 ACS/Sun Microsystems Ford Mustang at bay and score a 1.148-second win, averaging 93.284 mph.

Davis started fifth, but moved to third by turn one. He moved to second on lap six and closed on Archer at least twice, but was unable to make a bid for the lead. The Long Beach winner took over the point lead with his runner-up finish.
"We had a lot better start than we did at Long Beach, gaining positions instead of losing them," Davis said.

"We've worked really hard to get our traction control working well on the start. The car just hooked up and I was able to get around Cindi [Lux], I saw Andy to the inside but I realized if I hugged the inside I'd be able to take the position."

"From there, I kept pushing and pushing and pushing and people fell away. I thought we might be able to get a shot at Tommy [Archer], but we couldn't quite do it. Overall, it was a great race and it feels good to leave with the championship lead."

Ford took over the hotly-contested SCCA SPEED World Challenge GT Manufacturers Championship Presented by RACER lead, with 21 points to Porsche?s 19, Cadillac?s 17, Dodge?s 13 and Chevrolet?s one.

The Utah race will be broadcast on SPEED Wednesday, May 28 at 1 p.m. (EDT), 11 a.m. locally. The series travels next to Watkins Glen, NY, on June 8.

This is an English translation (well, sort of...) of the three FIA GT4 races held in Monza, Italy last week-end.  Some of the phrases are strange, but the translation of some of the Belgian expressions spoken in French do not necessarily have a direct English translation.  Muddle through!

   
GT4 European Cup & FIA GT3 European Championship 2008 / 2. Monza

Two victories and a silver medal in GT4 Cup, a top 6 in FIA GT3, Eric De Doncker is one of the big winners of Monza

Following on from the spectacular start at Silverstone, the GT4 European Cup set up camp at Monza this weekend, and once again the weather conditions proved to be temperamental. However in no way did this deter, neither during the free practice sessions held in the dry, nor during the qualifying sessions on a water logged track, from the Ford Mustang FR500C GT4 of the Insulco Motorsport 98 team being inflexible and Eric De Doncker being permanently out on top.

Even though the American power beast, the title holder in the GT4 European Cup, handles perfectly in the dry or on a water logged track, the situation can become more complicated when race conditions are ever changing. Having set off on Saturday with rain tyres for the first of the... three heats scheduled on the programme, Eric De Doncker restricted the damages, gathering up points from his 2nd place.

Weather conditions deteriorated before the second heat, to the delight of the Mustang. Uncompromising in these conditions the Belgian driver had a faultless race, clinching his first victory of the 2008 season. During qualifying, also held under these conditions, there were moments when I found myself with a 4 seconds lead per lap on my nearest rivals. ", De Doncker explained.?For this second race this heavy rain suited me down to the ground, and I didn?t let the opportunity pass me by to climb up on to the top tread of the podium..."

The third heat, a 50 minutes race this time, with a compulsory pit-stop, awaited the GT4 European Cup competitors this Sunday. As the cars were lining up on the grid a violent downpour occurred, forcing all drivers to fit grooved tyres. And as with the second heat, Eric De Doncker found himself at the wheel of a Mustang FR500C evolving... like a fish in water! "Having said that, the conditions were atrocious and the car was aquaplaning all over the place!? the Insulco Motorsport 98 driver continued. "Had the radio worked I would have screamed out for someone to neutralise the race, but in the end I had to come to terms with the downpour. I immediately built up a lead and then made sure I didn?t make any mistakes. The pit-stop was perfectly handled, and I won a second consecutive race. Outcome: I?ve taken the lead in the championship after an almost perfect weekend. The Insulco Motorsport 98team did a great job, the Mustang handled perfectly and on top of that I really enjoy the Monza circuit and the rain ! OK I?m fully aware that matters will probably be less simple at our next meeting in Oschersleben, but they can?t take away what has already been achieved..."

And as a cherry on top of the Italian cake, Eric De Doncker and his Canadian team mate Scott Maxwell finished the first of the two races of the FIA GT3 European championship in 6th place, providing the Ford Mustang FR500GT3 an excellent initial result... "The timing was really ideal, seeing that there were various top brass Ford Racing individuals present at Monza", the driver told us, overjoyed by this performance "Obviously we took advantage of certain race facts but all in all the car is evolving perfectly. In fact highly promising for the future. This 6th place was unexpected, and I must say it really rounded off a highly positive weekend. The atmosphere in the Matech team was truly great at Monza, and I?m delighted to have been able to offer them, together with Scott, this result, and the points that are linked to it..."

HEMI666:  HemiDude, I found some info on the naturally-aspirated 5.0L V8 used in Ford GTs to win all four FIA GT3 races so far this year, and in the Mustang FR500GT3 that got a sixth place finish in one of those races.  Matech Racing's website sez that these engines are:

Ford Racing 5.0L Cammer V8 race engine (that would be the R50 version of the 5.0 'Cammer) mapped for 102 octane unleaded fuel
Bosch engine management system
Baffled anti-surge wet sump
Tuned tubular exhaust manifold
Power output 550 hp @ 7200 rpm
Torque output 600 Nm (newton-metres) @ 6000 RPM

The Mustang's version of this engine, naturally having a different manifold for its front-engined application, has the same horsepower but 570 Nm instead of the 600 Nm of the Ford GTs.

A pic on the Matech website shows "RoushYates Engines" on the top of the manifold.  Otherwise, the engine looks like a 5.0L 'Cammer with a black plenum chamber manifold unlike the R50 dual-plenum-with-runners manifold used by all 'Cammer 5.0s found in FR500Cs.  Find a pic of the "Aluminator" 4.6L V8 available in a crate from Ford and you'll see what this engine and its manifold look like.  I'll see if I can google the pounds-feet conversion for newton-metres and update this posting with the converted torque figures.

Update: 
600 Nm = just over 442.5 pounds feet
570 Nm = just over 420.3 pounds feet

 

Polesitters Maxwell & Foster duel with Plumb & Canney for a Mustang One-Two punch at the Mosport Koni Challenge race.  It would have been an all-Mustang podium if third-place finisher Billy Johnson had not wrecked second-place qualifiers Martin & Roush with three laps remaining.

June 14, 2008

Maxwell, Foster Defend Grand-Am KONI Challenge Series Race at Mosport

BOWMANVILLE, Ontario, Canada (June 14, 2008) -- Nothing was going to keep Scott Maxwell, Joe Foster and the No. 55 Hyper Sport Ford Mustang GT from claiming the team's second consecutive Grand-Am KONI Challenge Series Grand Sport track victory Saturday at Mosport International Raceway.

On the race's fourth and final restart, with nine minutes to go, Maxwell got a great jump on Plumb, and won by 3.013 seconds over Plumb in the No. 60 Rehagen Racing Ford Mustang GT. Maxwell had slipped past Hugh Plumb on Lap 66 - with just over 35 minutes remaining in the 82-lap, two-and-a-half hour race - as the pair approached Turn 1. The pass came just before the race's third caution, which involved the No. 171 APR Motorsport Volkswagen GT of Ian Baas.

Foster, who started on the pole, led the opening 40 laps before the race's first caution period, which occurred on Lap 37 for two cars that had spun. Foster passed through the pits but did not stop, as confusion mounted as to whether the pits were open. Foster returned to the pit area on the next lap for routine service and a driver change, and Maxwell returned to the track in ninth place.

But Maxwell didn't stay there long. The Toronto native moved into the top five on Lap 57, and jumped to third on a restart following the second caution period on Lap 63. He took second from fellow countryman Jean-Francois Dumoulin on Lap 64, then pulled alongside Plumb as the pair drove out of Turn 11 on Lap 65. He completed the pass into Turn 1, and was only challenge thereafter on the restarts. The victory was the first for Maxwell and Foster since last year's race at Mosport, when Maxwell led the final 15 laps after passing David Empringham.

Plumb and Mike Canney followed up a strong Fresh From Florida 200 performance at Daytona International Speedway with a season-best second-place finish in the No. 60 Rehagen Racing Ford Mustang GT, one of six cars from the team's fleet. Canney started 17th and ran near that position before handing the car off to Plumb on the first start. Plumb also led laps and battled Maxwell and Jean-Francois Dumoulin for several laps.

Billy Johnson and Tom Milner filled out the race's podium, as the pair took third in only their second race in the No. 18 Motorsport Technology Group BMW Z4. Johnson was battling with Dean Martin with only three laps remaining before the two made contact, spinning Martin and the No. 59 Rehagen Racing Roush Performance Ford Mustang GT into a 360-degree spin coming out of Turn 11. Martin and Jack Roush Jr. finished 19th in the GS class.

Dumoulin and Tom Nastasi, who switched from the Ford Mustang to the BMW M3 earlier this year, were fourth in the No. 5 Blackforest Motorsports BMW M3, while defending series champion Jeff Segal weaved through the field during his stint to give himself and co-driver Jep Thornton a fifth-place finish in the No. 09 Automatic Racing BMW M3.

While Segal and Thornton left the track as the only two drivers with a share of the point lead, as another incoming leader, Craig Stanton, suffered from an earlier race incident. Co-driver Jon Miller lost a left-rear tire after another car made contact with the No. 83 BGB Motorsports Porsche 997 only 10 laps into the race, and Stanton completed 74 laps to earn a 19th-place finish. Stanton is now tied for third in points with Canney and Plumb, 14 points out of first.

Four caution periods slowed the race's average speed to 81.235 mph.

POS NO. CLASS CLASS POS. DRIVER TEAM/CAR LAPS BEST LAP (#) AVG MPH SPONSORS
1 55 GS 1 Foster / Maxwell Hyper Sport / Ford Mustang GT  82 1:30.738 53 81.268 
2 60 GS 2 Canney / Plumb Rehagen Racing / Ford Mustang GT  82 1:31.223 79 81.241 Sunset Hills Vineyard
3 18 GS 3 Johnson / Milner Motorsport Technology Group / BMW Z4 M  82 1:31.459 73 81.206 Morris Animal Foundation, Meisha's Hope
4 5 GS 4 Dumoulin / Nastasi Blackforest Motorsports / BMW M3 Coupe  82 1:31.409 50 81.202 USG Sheetrock, DeWalt
5 09 GS 5 Segal / Thornton Automatic Racing / BMW M3 Coupe  82 1:30.828 78 81.200 Imported Car Store, Land Air, Engine Studios, Rogue Engineering
6 39 GS 6 Ende / Pumpelly TRG / Porsche 997  82 1:30.957 50 81.197 The DigiTrust Group, Adam's Polishes, Fox River Coffee, Sherab-Khandro.com
7 37 GS 7 Gue / Seafuse JBS Motorsports / Ford Mustang GT  82 1:31.327 78 81.194 Trumansburg Shursave
8 97 GS 8 Ortiz / Salama Turner Motorsport / BMW M3 Coupe  82 1:31.237 80 81.192 Turner Motorsports
9 19 GS 9 Aschenbach / Davis Motorsport Technology Group / Porsche 997  82 1:31.494 78 81.186 MAH 720 Property Management
10 52 GS 10 Mason / Pecorari Rehagen Racing / Ford Mustang GT  82 1:30.947 72 81.164 Columbus Truck & Equipement
11 28 GS 11 Boden / Jenkins Playboy Racing/ Fall-Line / BMW M3 Coupe  82 1:31.821 72 81.145 Playboy, Verve, Taser, Palms, Aprilia, Original BMW Parts, Fall-Line
12 41 GS 12 Ludwig / Schroeder TRG / Porsche 997  82 1:31.865 72 81.138 Cohen Financial, Wolf-tec Inc., www.WTInc.com, Ludwig-Motorsports, Pillers
13 96 GS 13 Alhadeff / Auberlen Turner Motorsport / BMW M3 Coupe  82 1:31.362 52 81.109 Turner Motorsports
14 11 GS 14 Kossmann / Lacey Emerald Hill Motorsports / Ford Mustang GT  82 1:33.294 81 80.983 Stateyouridentity.com, Gold Coast Parasail
15 17 GS 15 Ackley / Snyder CMA Motorsports / Ford Mustang GT  82 1:31.534 72 80.866 ACKCO, INC. CONSULTING GROUP
16 99 GS 16 Cameron / Finlay Automatic Racing / BMW M3 Coupe  82 1:31.641 12 80.077 Mobile Shop, Imported Car Store, Land Air, Engine Studios, Rogue Engineering
17 21 GS 17 Eversley / Levitas Motorsport Technology Group / Porsche 997  81 1:32.843 64 80.101 MAH 720 Property Mgmt, TPC Racing
18 01 ST 1 Curran / Holtom Georgian Bay Motorsports / Chevrolet Cobalt SS  81 1:34.302 77 80.001 Chev Cobalt SS, TTL
19 111 ST 2 Hemmingson / Skavnes ICY/ Phoenix Racing / Subaru Legacy  81 1:34.786 77 79.993 Subaru of America
20 29 ST 3 Beede / Plumb Bill Fenton Motorsports / Honda Civic SI  81 1:34.731 78 79.965 Honda Cirtified Used Cars
21 32 ST 4 Wittmer / Wittmer i-MOTO Racing / Acura TSX  81 1:35.160 81 79.962 Cybernation Solutions, Alpinestar, Acura
22 74 ST 5 Burrows / Hopwood Compass360 Racing / Acura TSX  81 1:35.027 9 79.944 Skunk2, Sunday Group Mgmt, Fischer Skis, C360R.com
23 76 ST 6 Miller / Thomson / Walker Compass360 Racing / Acura RSX Type S  81 1:35.174 81 79.939 Skunk2, K&N, Compass 360 Marketing
24 22 ST 7 Lewis / Schmitt HART / Honda Accord  81 1:35.139 77 79.912 Red Line Oil, Honda of America
25 31 ST 8 Bocchino / Cunningham i-MOTO Racing / Acura TSX  81 1:35.612 4 79.905 Cybernation Solutions, Alpinestar, Acura
26 181 ST 9 Pobst / White APR Motorsport / Volkswagen GTI  81 1:34.718 64 79.900 APR, BBS, Motul, Status, IAV, Team Janica
27 14 GS 18 Pacione / Shep Emerald Hill Motorsports / Ford Mustang GT  81 1:33.369 6 79.892 Emerald Hill Motorsports
28 27 ST 10 Lamb / Thilenius Bill Fenton Motorsports / Honda Civic SI  81 1:35.671 51 79.867 Southern Auto Auction
29 86 ST 11 Grahovec / Kleinubing Classic BMW - Plano / BMW Z4  81 1:35.985 77 79.858 Classic BMW
30 59 GS 19 Martin / Roush Rehagen Racing / Ford Mustang GT  81 1:30.936 78 79.824 Roush Performance Products, Valvoline
31 24 ST 12 Arnold / Schultz V-Pack Motorsport / BMW 330  81 1:36.220 5 79.744 Trackmasters, AMI, Arai, Automobilsport, www.garra-fans.com
32 141 ST 13 Aquilante / Knowles ICY/ Phoenix Racing / Subaru Legacy  81 1:35.181 5 79.729 Subaru of America
33 00 ST 14 McCalmont / Spencer Georgian Bay Motorsports / Chevrolet Cobalt SS  80 1:34.609 80 79.807 TTL
34 138 ST 15 Danyliw / Schmidt GS Motorsports / Chevrolet Cobalt SS  80 1:34.871 5 78.879 C&P Cross Border Law, Sun Sport
35 89 GS 20 Kofskey / Rossi Ranger Sports Racing / Porsche 997  80 1:33.617 11 78.774 Hop A Jet Worldwide Jet Charter
36 16 ST 16 Brumbaugh / Stuard Meyer Motorsports / Mazda RX-8  80 1:36.512 29 78.765 RAM TECH, Stewart Engines
37 196 ST 17 Smalley / Trinkler / Zacharias RSR Motorsports / Mini Cooper S  80 1:34.962 78 78.711 Cruise America, 4 Winds RV, Casetech
38 73 ST 18 Wilden / Willard Compass360 Racing / Acura TSX  79 1:36.130 77 77.883 Pure Hair and Body Care, C360R.com
39 63 ST 19 Carbonell / Herr Roar Racing / Mazda RX-8  79 1:35.533 53 77.881 Mazda Speed, Red Line Oil, Go Pro Camera, Discovery Parts
40 85 ST 20 Lamb / Maia Classic BMW - Plano / BMW Z4  79 1:35.618 62 77.801 Classic BMW
41 33 ST 21 Davis / Smith Kinetic Motorsports / BMW 330  79 1:37.795 76 77.746 
42 46 GS 21 Borkowski / Constantine Playboy Racing/ Fall-Line / BMW M3 Coupe  78 1:31.786 72 80.531 Playboy, Verve, Taser, Palms, Aprilia, Original BMW Parts, Fall-Line
43 95 ST 22 Bell / Mirzayan Turner Motorsport / BMW 330  78 1:35.498 48 78.625 Turner Motorsports
44 08 ST 23 Leverone / McHaffie Flatout Motorsports / Mazda MX-5  78 1:38.046 75 76.757 Flatout Motorsports
45 51 ST 24 Ott / Rivera Brass Mitchell Racing / Mazda RX-8  78 1:34.765 6 76.696 Haljoy Renewable Fuels
46 146 ST 25 Long / O'Doski Freedom Autosport / Mazda MX-5  76 1:35.889 66 74.918 Freedom Autosport, Mazda
47 198 ST 26 London / Smalley / Trinkler RSR Motorsports / Mini Cooper S  75 1:37.284 45 73.656 Cruise America, CaseTech
48 83 GS 22 Miller / Stanton BGB Motorsports / Porsche 997  74 1:31.576 57 73.225 Performance Drink
49 150 GS 23 Click / McGovern Rehagen Racing / Ford Mustang GT  74 1:31.908 73 73.217 Jim Click Racing, Valvoline
50 140 GS 24 Anis / Wojteczko SG-Motorsport / Nissan 350Z  72 1:33.369 3 70.963 SG-Motorsports.com
51 197 ST 27 Congleton / Smalley / Zacharias RSR Motorsports / Mini Cooper S  71 1:36.546 9 79.476 Cruise America, 4 Winds RV, Del Frisco's Steakhouse
52 127 ST 28 Buisson / Gramisci Fountain Motorsports / BMW 330  64 1:36.342 5 63.001 Hawk Brakes, Rogue Engineering, Marren Fuel
53 171 ST 29 Baas / von Moltke APR Motorsport / Volkswagen GTI  62 1:35.203 11 81.814 APR, BBS, Motul, Status, IAV, Team Vomo USA
54 49 ST 30 Mitchell / Robinson Brass Mitchell Racing / Mazda RX-8  62 1:36.671 13 60.965 Haljoy Renewable Fuels
55 183 ST 31 Bovenberg / Rashleigh GS Motorsports / Chevrolet Cobalt SS  59 1:36.397 59 58.140 C&P Cross Border Law, Sun Sport
56 25 GS 25 Riddle / Wilson CMAX/ Unitech Racing / Porsche 997  54 1:31.776 48 86.517 C-MAX/UNITECH RACING
57 53 ST 32 Boyer / Pritiko Predator Auto Sport / Chevrolet Cobalt SS  53 1:35.152 9 81.553 Auto Tech
58 145 ST 33 Daniels / Whitis Freedom Autosport / Mazda MX-5  49 1:36.032 5 48.290 Freedom Autosport, Mazda
59 189 ST 34 Blanchette / Hebert 89 Racing Team / Honda Civic SI  31 1:35.327 26 90.425 Trois-Rivieres Honda, TVA-CHEM, Auberge Godefroy
60 91 GS 26 Espenlaub / Putman Automatic Racing / BMW M3 Coupe  29 1:31.960 12 40.506 Imported Car Store, Land Air, Engine Studios, Rogue Engineering
61 88 GS 27 Ellis / Wellon Ranger Sports Racing / Porsche 996  2 1:41.949 1 82.114 Hop A Jet Worldwide Jet Charter
62* 30 ST 0 Meyer / Wilson Meyer Motorsports / Mazda RX-8  0  0 0.000 Meyermotorsports.com, Stewart Engines
63* 26 GS 0 Riddle / Wilson CMAX/ Unitech Racing / Porsche 997  0  0 0.000 C-MAX/UNITECH RACING
64* 38 GS 0 Murry / Selznick BGB Motorsports / Porsche 997  0  0 0.000 
65* 58 GS 0 Martin / Rehagen Rehagen Racing / Ford Mustang GT  0  0 0.000 
66* 154 GS 0 Click / McGovern Rehagen Racing / Ford Mustang GT  0  0 0.000 Jim Click Racing, Valvoline
67* 75 ST 0 Miller / York Compass360 Racing / Acura TSX  0  0 0.000 Goenzo.com, 034 Motorsport, C360R.com
68* 128 ST 0 Gramisci / Rowen Fountain Motorsports / BMW 330  0  0 0.000 Hawk Brakes, Rogue Engineering, Marren Injection

* - Withdrew

 
Caddell Withstands Late Restart Pressure to Win Mosport Mustang Challenge Race

Andrew Caddell survived a late-race restart charge from fellow front-row starter Pratt Cole to win the Ford Racing Mustang Challenge for the Miller Cup race at Mosport International Raceway on Sunday. Tony Buffomante converted third on the starting grid into his first Mustang Challenge podium appearance with a run to third place at the finish of the 45-minute race for round two of the 2008 championship.

Caddell, who grew his championship points lead with the race win and the pole position points he scored on Saturday, didn?t get the lead at the start as Cole took the point. But Caddell showed some patience as he moved to the front after three laps and grew the gap over the field to nearly five seconds before the only caution period of the weekend regrouped the field and set the stage for a final dash for the checkered flag.

Before the race, Cole and Caddell were talking restarts at the Fathers Day Breakfast that the Mustang Challenge hosted in Series hospitality, with Caddell admitting that they were not his strong point, while Cole was hoping that he?d get the chance to teach the youngster something new. He got exactly that opportunity with just three laps remaining, but Caddell was able to old on and take a 1.710-second win for his second Mustang Challenge win in as many races.

?I couldn?t believe there was a yellow after I?d built that lead, I was thinking this was the last thing I need!? said Caddell. ?I saw that Pratt (Cole) got a good run on me on the restart but I was able to hold him off. I love racing with Pratt and I trust him and he trusts me, so it was really fun out there and I?m really happy to have my dad here to see this win on Fathers Day!?

Despite getting the lead at the start, Cole didn?t expect to take it to the checkered flag up front as Caddell has shown strength all weekend.

?I got the timing just right at the start and got by him, but I was sure it was going to be a short-lived thing,? said Cole. ?But I bobbeled the entry of turn three and left the door open and he took it right to me. It was fun to see some open track for a few laps! On the restart, I had a great run going again and had probably 20 miles an hour on him, but it was too much and I had to hit the brakes and then he just took off.?

The third place result was a big boost for Buffomonte?s championship aspirations after a tough outing at Road Atlanta saw him take home a 14th place finish.

?I lost third at the start to Carlo, but I was able to get back by later on,? said Buffamonte. ?I was hoping he was going to leave me a little more room than he did, but I we went side by side and didn?t touch, and still got through! Its great to get a podium on fathers day here this weekend, and we learned a lot here and I can?t wait to race next weekend at Mid-Ohio. I have a lot of experience there so we can put these lessons learned to good use. I want to thank PeirSpeed, Levy Racing and TeamBRE, they did a great job this weekend.?

The Ford Racing Mustang Challenge for the Miller Cup will return to competition again in just one week as part of the Rolex Sports Car Series EMCO Gears Classic at Mid-Ohio on June 21.

Special Post-race Awards:

In addition to the traditional podium ceremonies, three drivers earned special awards in the post-race awards.

Mike Harvison won the Barbasol ?Closest Shave? Award and a check for $250 with his 8th place finish, which was just .022-seconds ahead of Joe Lee Middlebrooks

Andrew Caddell won $250 from Zantrex-3 by leading the most laps and taking the Zantrex-3 Insta-Shot Award.

Leo Capaldi netted two BFGoodrich Tires for use in his next round of Mustang Challenge competition by scoring the BFGoodrich ?Take Control? Award after moving up from 12th to take seventh at the checkered flag, making more upward progress than any other racer in the field.

?I?ve been racing here since I was 16 years old,? said Capaldi, who started the day with a $250 check from Sunoco Fuels for the Road Atlanta round. ?I knew that I just needed to be patient, and that I?d be able to move forward because I saw some guys trying to make some passes where you just know its not going to work! Plus, with a race just next week at Mid-Ohio, we were a little conservative and that paid off today.?

Rehagan Racing picked up the ?Sunoco Setting The Standard Award? as the team stood out from the crowd with teamwork, sportsmanship, and a strong measure of both camaraderie and competitiveness thorough the Mosport Race weekend.

For additional information, please visit: www.mustangchallenge.com

Race results, Ford Racing Mustang Challenge for the Miller Cup Mosport International Raceway, Round 2 of 8 June 15, 2008:

Pos No. Name Laps Total Tm Diff Avg. Speed Team Start Pos Gap

1 9 Andrew Caddell 24 45:24.7 - 77.976 TC Motorsports 1 -
2 61 Pratt Cole 24 45:26.4 1.71 77.927 RP Motorsports 2 1.71
3 34 Tony Buffomante 24 45:27.3 2.636 77.9 Team BRE 3 0.926
4 6 Jamie Slone 24 45:27.6 2.909 77.893 Rehagen Racing 6 0.273
5 55 Mike McGovern 24 45:28.4 3.744 77.869 Jim Click Racing 5 0.835
6 43 Jeff Humberson 24 45:33.4 8.704 77.727 StableOne Racing 9 4.96
7 0 Leo Capaldi 24 45:34.8 10.147 77.686 FRMC Media Ride 12 1.443
8 11 Mike Harvison 24 45:36.2 11.536 77.647 Rehagen Racing 10 1.389
9 18 George Winkler 24 45:36.5 11.857 77.638 Winkler Racing 15 0.259
10 7 D Rick Edwards 24 45:37.4 12.711 77.614 TC Motorsports 13 0.854
11 4 Taylor Bush 24 45:38.1 13.423 77.593 StableOne Racing 14 0.712
12 54 Jim Click 24 45:39.4 14.729 77.556 Jim Click Racing 17 1.306
13 17 Dan Aweida 24 45:43.1 18.457 77.451 Flying Horse Motorsports 7 3.728
14 5 Andrew Hendricks 24 45:44.9 20.222 77.401 StableOne Racing 16 1.765
15 60 Chris Kaufman 24 45:47.5 22.812 77.328 Kaufmann Racing
16 25 Joe Lee Middlebrooks 24 45:36.3 11.598 77.645 Metro Motor Sport
17 8 Carlo Sparacio 24 45:47.9 23.271 77.315 TC Motorsports
18 2 Bruce Stover 23 45:51.2 1 Lap 74.006 StableOne Racing 18 2.59
19 92 Kent Jordan 17 27:23.2 7 Laps 91.585 BlakeBrett Industries 4 0.459
20 514 Gene Martindale 20 0 -.--- 0 Mustang

HEMI666:  The August 2008 issue of Grassroots Motorsports  is all  Mustang from page 38 through page 69, with emphasis on The Mustang Challenge spec series for The Miller Cup.  Also for decent prize money and the chance to get a GARRA Koni Challenge GS Class ride in 2009. 

An ad for The Mustang Challenge on page 38 has a background graphic entitled "The Heritage of Champions" which lists just some of the roadracing championships won by Mustangs over the decades--there wasn't even room to list the very first Trans-Am Championship, won by Mustangs in 1965.  There is a technical error--Eric De Doncker won the FIA's first-ever European GT4 Driving Championship in a Mustang last  year instead of in 2005.

There's even a six-page section on some of the tuner Mustangs and roadrace Mustangs you can buy, with one subsection on the FR500 you build from your own Mustang using FRPP's parts catalog and a deep credit card.  Excellent articles, well worth the $4.99 US (no Canadian price given) charged to my gift certificate! 

The cover is a full frontal of Grassroots Motorsports own Mustang FR500S entry driven by J.G. Pasterjak to tenth overall in the season opener at Road Atlanta.

Report: Race 1 Report, Oschersleben 2008
Engelhorn and Mayr-Melnhof win the first race at Oschersleben.

One race down and two to go, and if they?re anything like this one, they?ll be thrilling to watch. After a bit of a slow start, the nr 8 Jetalliance Aston Martin N24 came out on top, coming just ahead of Alex Buncombe, in the nr 14 RJN Motorsport Nissan 350Z, and Eric de Doncker in the Motorsport98 Mustang FR500C. Catharina Felser in the nr 100 Reiter Engineering KTM  Xbow came first in the Sports Light category. The new entry, the nr 211 Lotus Sport Lotus 2-Eleven came second, with the nr 101 Reiter Engineering KTM Xbow finishing third.

The race got off to a busy start with cars nudging each other in all directions and causing a few spins. There weren?t any problems in the GT4 category, but in Sports Light, the nr 211 Lotus Sport Lotus 2-Eleven spun and rejoined, managing to keep the pace, and the nr 101 Reiter Engineering KTM Xbow got stuck in the gravel, losing many places in the process. Michael Mallock, in the nr 32 RS Williams Aston Martin N24, was out ahead, leading the race for most of the way, followed closely by Alex Buncombe. Behind them, a battle for third was going on between the nr 8 Jetalliance Aston Martin N24, the nr 3 Speedlover Aston Martin N24, and the nr 1 Motorsport98 Mustang FR500C.
After the pit stop, the lead finally changed. Michael Mallock was the first to pit, just stopping at the end of the lane to pause. Soon after his pit stop, the nr 32 crashed heavily, bringing out the safety car. Before the crash Alex Buncombe took over the lead, with Nikolaus Mayr-Melnhof catching up to him in the nr 8. When they pitted, the nr 8 was faster, and overtook Buncombe in the pit lane, keeping this advantage into the safety car time. The race was red-flagged with just over 8 minutes remaining.

Mallock was taken to the hospital for checks after his crash and released later.

Race Quotes

1rst Place
Nikolaus Mayr-Melnhof, nr 8 Jetalliance Aston Martin N24:
?It was a tough race, but we?re lucky at where we ended up. At the beginning, I took it easy, maybe a bit too easy; I was looking at what was going on at the front and saw that I had fallen back a bit. Then I saw that the car that was in front of me was a KTM, which was definitely slower and couldn?t drive the speed I could. I overtook it, then I went off when overtaking the KTM because my brake pedal went through and I didn?t have any brakes, and I hit the barrier. So I told myself to take it a bit easier now and was able to make good times, even with the car a bit broken. I caught up to J?rgen Van Hover, and just didn?t overtake Buncombe, but in the pits, we managed to overtake him, but it was a really tough race and I?m happy to have won.?

Klaus Engelhorn, nr 8 Jetalliance Aston Martin N24:
?I got into the car in leading position, I think Mallock was still out, I feel sorry for him, he?s had really bad luck this season, he deserves much better of course. I?m happy I could hold my position against the Nissan, which was very strong. I was just trying to not let him pass. Then the safety car came out and it was all over. It was an easy race for me, hard for Nicky.?

2nd Place
Alex Buncombe, nr 14 RJN Motorsport Nissan 350Z:
?I got a fairly good start. I thought I was going to pass Michael in the first corner, but he held me out between turn 1 and turn 2, which was fine, and I nearly dropped down to 3rd and 4th. I held my place and stayed behind him for about 7 or 8 laps, unfortunately on the second to last corner, the right-hander, I got the rear wheel in the dirt on the way in and it pitched me sideways and I went through the gravel, rejoined, and ever since then the car hasn?t been great. Unfortunately, I left the pits behind the nr 8, making me 2nd, and then the safety car came out, so I basically had to stay where I was. I just hope Michael?s okay.?

3rd Place
Eric de Doncker, nr 1 Motorsport98 Mustang FR500C:
?I?m quite happy with the result, because I?m not very strong here with the Mustang. I had an excellent start, but I got punted into the wall in the straight by J?rgen Van Hover, and shoved into the first corner and nearly spun. A few cars overtook me, including a KTM, which bothered me because it was slower and blocked the way for me for a while, especially since it?s running in a different category. When I came in from my stint, I had too much pressure in my tyres, so we let them down a bit and suddenly I was racing much better, the times were much better too and I set my best time. I?m happy with third place. I maybe could have done better, but I really want the points here. I know that the Mustang, although she?s a great car, doesn?t run here very well, especially in these conditions.?

Sports Light

1st 
Catharina Felser, nr 100 Reiter Engineering KTM Xbow:
?The race was heavy but fun. It was really, really good. I won the race so it should be good! I?m really happy because I started last, but my start was really good and I managed to pass lots of people. There were a lot of crashes on the first lap, and I was lucky that I didn?t crash into another car. I was really swerving a lot to avoid them all. We also made very good time in the pits, two laps before the safety car came out. It was really a perfect race for me!?

2nd
Gavan Kershaw, nr 211 Lotus Sport Lotus 2-Eleven:
?This has been the first time the Lotus has actually raced with KTMs, and I?m looking forward to tomorrow. I got a good start and then a Mustang got in the side of me and I spun. But I just kept my head down and kept on going. I really enjoyed it, it?s a good circuit.?


3rd
Christopher Haase, nr 101 Reiter Engineering KTM Xbow:
?My start was really good, and I was very fast in the first laps. But then I made a mistake in the first corner and I went off the curb and got stuck in the gravel, which was a big problem for us. But we still managed to finish the race.?

Dennis Retera, nr 101 Reiter Engineering KTM Xbow:
?My race was basically 2 short laps, and then a go behind the safety car. It was quite short. Tomorrow will hopefully be better. We?re starting from a reasonable position. It?s a new race with new chances.?

2008-07-05

From The Chrome Pony website:

   
De Doncker Finishes Second in FIA GT4

by CP Staff, photos courtesy of SRO

A suspension failure ended the chances for Belgian Eric de Doncker to continue his winning ways this weekend in FIA GT4 competition, at Oschersleben, Germany.
The Belgian, who ended the season last year by taking the GT4 championship, is determined to maintain his leadership and repeat his success. Although the German circuit - a tight and twisting track - promised to be spectacular for spectators, it was challenging for teams and drivers.

De Doncker put up a good fight, tailing the eventual winner, Alex Buncombe driving a Nissan 350Z, and holding off second place finisher, Klaus Engelhorn for most of the race in his Aston Martin N24. Just after half way, de Doncker went out with what was reported to be a suspension failure.

In the second race of the weekend, de Doncker finished second in the Motorsport98 Mustang FR500C. He remains comfortably ahead in the series points chase.
De Doncker was cautiously optimistic before the race weekend. "My primary objective is to score as many points as possible in order to retain the title but I know it won't be easy because this is a tough circuit," said De Doncker.

"The races will be absolutely fantastic to watch because competitiveness is at top levels, and my adversaries are all first class drivers."

In addition to his GT4 duties, de Doncker is assisting with the development of the Ford Mustang FR500GT3 with the Matech Racing team, along with Canadian Scott Maxwell.

2525

Caddell Gets a Full Time Ride

Without a full season budget in place, Andrew Caddell (above left) has been racing for his future at every turn, converting his Ford Racing Mustang Challenge for the Miller Cup race winnings and the BFGoodrich Tires he received with each win into a chance to compete in another race with TC Motorsports.
The effort netted remarkable results, as Caddell scored victories in the opening two rounds and backed that up with a run to second place at Mid-Ohio Sports Car Course to hold on to his Mustang Challenge championship points lead.

That dedication, and the three podium appearances that went with it, got the attention of StableOne Racing.The team has signed Caddell to a two-year Mustang Challenge driving contract beginning with the Barber Motorsports round on July 20.

"It is tough for me to leave TC Motorsports because they really stuck their neck out to run me at the start of the season, but this opportunity with StableOne was just too good to pass up," said Caddell.
"I want to thank Carlo Sparacio for his faith in me. I know that TC Motorsports will find someone to run with them soon because it?s a great team and showed that they are capable of winning races. I?m really looking forward to being a part of StableOne Racing and helping any way I can."

The Barber Motorsports Park round of Mustang Challenge competition will kick off with a promoter test day on Thursday, July 17th, with round four of the 2008 championship slated for a 1:00 PM green flag on Sunday, July 20.

It's working:  The Mustang Challenge is intended to get enthusiasts a foot in the door of auto racing.  Three races later, points leader Andrew Caddell has a two-year contract to drive for a team that competes in several roadracing venues.  Good luck to Andrew Caddell!

2527

Meanwhile, back in the US of A:

Mustang Dominates at Barber

Scott Maxwell passed James Gue on Lap 86 of the 89-lap KONI Challenge race Saturday at Barber Motorsports Park, and cruised to a 20.530-second victory on the 2.3-mile track.
This was the second GS victory of the season for Joe Foster and Scott Maxwell in the No. 55 Hyper Sport Ford Mustang GT. It also marked the eighth overall KONI Challenge Series victory for Maxwell, moving him into sole possession of third on the all-time list.

The victory came in fuel conservation mode, as Maxwell and co-driver Joe Foster had about a lap-and-a-half left of fuel in the tank of the #55 Hyper Sport Ford Mustang GT. The #37 Mustang of James Gue and Bret Seafuse was followed by the #59 of Dean Martin and Jack Roush Jr. to complete a podium sweep for the Ford Mustangs.

Maxwell's co-driver Joe Foster led the opening 43 laps from the pole and was slowly pulling away from Gue's teammate Bret Seafuse before Seafuse pitted for the first time on Lap 41.
Four laps later, Foster pitted and turned the car over to Maxwell, more than 12 seconds behind Gue. He started charging shortly after and caught Gue with about 15 minutes to go.

Gue - who led 40 laps - beat Martin by about eight seconds at the checkered flag. Martin ran in the top five for his entire stint, as co-driver Jack Roush Jr. moved from 11th to third during the first ninety minutes of the race.

The result marked the first time in GS history that Mustangs swept the top-three positions.

Barber Motorsports Park is a tight, twisting "technical" track.  The track packs 16 turns in only 2.3 miles so there are five straights--all of them short. There's one nearly 180-degree turn, one greater than 180-degree turn, one greater than 180-degree turn with a dogleg in it, two sharp 90-degree turns, as well as a varying-radius turn.
Race day temps were in the 90s, and the track surface was over 100 degrees.
It's a handling & braking track, often raced in only first and second gears since the next turn comes up so quickly at speed.

Good show, Mustangs!

Scott Maxwell in the HyperSport Mustang #55 set the fastest lap of the Grand-Am race at 1:39.537 @ 81.290 MPH and Terry Borcheller in the Stable One Mustang #4 set the fastest lap of the Mustang Challenge race at 1:41.270 @ 74.429 MPH. Note that the Mustang Challenge Mustang's fastest lap took only 1.733 seconds longer than the Grand-Am Mustang's fastest lap and was 6.861 MPH slower. Projecting those times and speeds, the Mustang Challenge Mustang would lose about three laps per hour to the Grand-Am Mustang on Barber's 2.300-mile track. That's a big advantage to the FR500C, but it costs $129,900 with some spare parts whereas the FR500S costs only $85,000 with some spare parts. That extra $44,900 is worth an extra three laps per hour. Also, the Grand-Am Mustang was prepped for a 2.5 hour race whereas the Mustang Challenge Mustang was prepped for a .75 hour (45 minutes) race. And the Mustang Challenge cars race without penalty weight...

 

I'd say this kid is a force to be reckoned with:

From www.themustangnews.com:

Mustang Challenge: StableOne Racing Signs Borcheller and Caddell
Ford News Services

New Mustang racing series gains momentum.

07-16-08: With the fourth round of the Ford Racing Mustang Challenge for the Miller Cup quickly approaching at Barber Motorsports Park, July 20, StableOne Racing signed Andrew Caddell to their driver lineup.

Caddell will drive one of the black FR500S Mustangs for StableOne Racing for the remainder of the season. Caddell spent the first three races with TC Motorsports where he won two races and had another 2nd place finish.

StableOne has also signed Terry Borcheller to drive the number 4 car in Alabama in an effort to add even more solid talent to their racing lineup.

Andrew Caddell started his racing career in karts. In 4 years Andrew compiled 24 wins, 3 Championships, 1 Rookie of the Year, 1 Driver of the Year, 1 Sportsman of the Year and 5 track records. Andrew competed in a Spec Miata in 2005 and 2006. There he racked up 16 wins, 5 track records, 1 SCCA National Championship, 2 Regional Championships, 1 Regional Novice Driver of the Year, 1 Regional Driver of the Year and 1 National Rookie Driver of the Year.

In 2007, Andrew competed in the Mazda MX-5 Cup and scored 2 wins, 2 pole positions, 2nd in season points and Rookie of the Year. He made a smooth transition into the Ford FR500S winning the first two races and coming in second at the third.

?Andrew caught our attention from the first time we competed against him in Atlanta? said Bruce Stover, StableOne?s COO. ?When we found out Andrew was looking for a full time ride for the rest of the season, we believed he could give our team a great chance to build brand awareness with podium finishes. With five races to go, Caddell will look to extend his championship form all the way to the final checkered flag, which drops in Utah on September 21st at Miller Motorsports Park.

Terry Borcheller will also compete for StableOne in Alabama. Terry brings a wealth of experience to StableOne including six pro racing titles, two Rolex 24 hours of Daytona victories and a podium finish at LeMans. Andrew Hendricks, StableOne executive and driver of S-1 team car #5 added, ?I am really excited about driving with these guys. They have a wealth of talent and bring great experience to the team.?

The Ford Racing Mustang Challenge for the Miller Cup continues on July 20, from Barber Motorsports Park in Birmingham, Alabama. StableOne is the automotive arm of Hendricks Investment Holdings LLC of Silver Spring, MD. StableOne is in the process of putting together ultimate automotive experiences for automotive enthusiasts.

From the official FIA website for the GT4 class:

13/09/2008 First Race Win Goes To De Doncker!

With the sun setting on Brno, the GT4s took to the track for the first race of the weekend. After a very long battle with Alex Buncombe, Eric De Doncker in the nr 1 Motorsport98 Mustang FR500C claimed the first win of the weekend.

Having lost a few places at the start, Eric de Doncker came flying back up the grid to eventually take first place after a well placed pit stop. Second went to Alex Buncombe, in the nr 14 RJN Motorsport Nissan 350Z, although he kept very close to De Doncker throughout the second half of the race. Third went to newcomer Mikko Heino, in the nr 22 Madeno Racing Aston Martin N24, who was surprised at this podium finish so early in his GT4 career.

The race was quite eventful with a number of incidents. Michael Mallock spun and finished in the pits, while it was an unlucky race for Jetalliance, with none of their three cars finishing the race.

In the Sports Light category, Dennis Retera came shooting up the field in the nr 101 Reiter Engineering KTM Xbow, after starting at the back of the grid further to missing qualifying after yesterday?s fire. Having received authorisation from the Stewards to bring in a new car to replace the original, Retera and Christopher Haase ran away the win, setting amazing times around the track,  improving on yesterday?s best Sports Light time by a full five seconds. Second place went to Denis Donkervoort in the nr 103 Donkervoort D8GT, who kept up a good pace at the start, until tyre and clutch problems set in. In third, after a good battle with the other Donkervoort, came Catharina Felser in the nr 100 Reiter Engineering KTM Xbow.

GT4 Quotes Race 1

1st Eric De Donker: "I?ve been stuck in 2nd and 3rd for the last few races, so it?s good to come out on top at last. My car?s been working well during the free practices, so I?m quite confident here. My qualifying didn?t go well though because I had a bad set of tyres, and my start went a bit wrong this race because I got trapped in the first corner, and missed a gear change, so I lost a few places at the start. The car went well though, and I managed to catch up to Buncombe and Kenis, and have a good pit stop, where I came out just behind Buncombe, and I was close enough to overtake him. We had a really good fight between the two of us. This has been a good victory for me and it?s good for the championship points, but there are two more races tomorrow, so we?ll wait and see for them."

2nd: Alex Buncombe: "It was a very close race. I stupidly let Guino through early on in the BMW Z4, and unfortunately, he?s got a better speed in the straights, whereas I?m faster in the corners, which makes it very difficult to pass him. By the pit window, Eric had caught up to us, and I needed to pit, but I wasted about two seconds in the pits, leaving slightly too late, which let Eric catch up to me. Two corners into our first lap, he had overtaken me and that was it; I couldn?t do anything else than stay behind him for the whole race. We?ll try and do better tomorrow."

3rd Mikko Heino : "It was a very good first race. I really wasn?t expecting a podium, but this is great. I?ve had fun. The series is very interesting and I?m already looking forward to next year!"

Sports Light
1st Christopher Haase: "Yesterday, I only managed about half a lap before my car caught fire, so I didn?t get much practice. I did my first proper laps on the track today, and it went very well, I picked it up quickly enough. It?s a really nice race track. The race was great and Dennis? stint was perfect."

Dennis Retera: "The race was quite exciting. I had a good start and managed to overtake a lot of people. We had new tyres, which helped. It took us a few moments to get up to speed, but once we got there, we just went faster and faster. I?m really happy with another win!"

2nd: Denis Donkervoort: "The beginning was good, but we had a lot of problems with the tyres by the end, and the clutch was having problems as well. By the end, I couldn?t do good laps anymore, and sadly couldn?t keep the pace I?d had at the beginning of the race. We?re just hoping for the best tomorrow."

3rd Catharina Felser: "I had a small problem at the start, which is why I ended up last. Then I got into a fight with a Donkervoort, and won that, which is good. The pit stop went well, and then I really pushed and managed to keep third. I?m happy with it."

2008-09-13

From the official FIA website for the GT4 Class:

2nd win for De Doncker!

On a cold September morning, the GT4s took to the track for their first sprint race of the weekend. Eric de Doncker claimed his second win of the weekend in the nr 1 Motorsport98 Mustang FR500C, with Mikko Heino finishing second in the nr 22 Madeno Racing Aston Martin N24. Third place went to Vladimir Hladik, who is racing in the nr3 Speedlover this weekend, and was happy to finish on the podium at his home race.

The race was a busy one at the start, with many cars trying to gain as many places as possible. Alex Buncombe in the nr 14 RJN Motorsport Nissan 350Z, managed to hold on to his pole at the start of the race, but half way through, after setting the fastest lap of the session, he spun off into the gravel, losing 7 places. He managed to climb up a few, but finished behind Michael Mallock in 5th. Eric De Doncker inherited the lead once Buncombe was out of the way, but still had to fight hard, with MIkko Heino closing behind throughout the whole race, and Hladik was keeping up as well.

In Sports Light, Christopher Haase, in the nr 101 Reiter Engineering KTM Xbow, climbed up the field from the back of the grid to claim the Sports Light victory, finishing 8th overall. His team mate, Catharina Felser, after holding on to first place for most of the race, finished 2nd, in the nr 100 Reiter Engineering KTM Xbow. The nr102 Donkervoort D8GT, driven by Stephane Wintenberger was 3rd. The nr 103 Donkervoort D8GT who had qualified pole in Sports Light did not compete further to a broken flywheel.

GT4 Race Quotes

1st Eric De Doncker, Motorsport98 Mustang FR500C: ?It feels good to be winning again. Brno is a track I like a lot and we?ve managed to find a good set up for the car this race, so I?m feeling quite confident with it. My start was good, but I slid a bit and was on the wrong side of the track, and my clutch overheated, so for the first two laps I couldn?t keep up with Alex Buncombe as much as I would have liked. But then it got better and I managed to catch up with him again. Although he made a mistake and went off, giving me first, I still had to fight hard because Mikko Heino is very strong, and was riding my tail most of the way. But I managed to make a gap and kept the lead until the end.?

2nd Mikko Heino, Madeno Racing Aston Martin N24: ?The race went very well, I didn?t have any problems. I doubt if I?ll manage to move up another place this weekend. It?s a tough competition, but I?m trying to at least get to the podium each race.?

3rd Vladimir Hladik, Speedlover Aston Martin N24: ?This was my first GT4 race, and it?s been a good race with Speedlover and Aston Martin. I?d like to thank Speedlover because the car was very well prepared. I did have an advantage because I know the Brno track quite well already. I?ve enjoyed myself in GT4.?

Sports Light:

1st Christopher Haase, Reiter Engineering KTM Xbow: ?My start wasn?t so good. The first laps were quite crazy, there were a lot of cars. I found my rhythm after a few laps and managed to overtake quite a few cars. I was making good time and caught up to Catharina, who was also doing well, but I was a bit faster than her and managed to win the race.?

2nd Catharina Felser, Reiter Engineering KTM Xbow: ?The race went very well. I got a good start, so at the beginning I ended up in the middle field of GT4 cars, which was perfect. I was setting good times, which was what I needed. I finished second in Sports Light and 10th overall, so that?s really good.?

2008-09-14

From the official FIA website for the GT4 Class:

14/09/2008 Kenis gets his first win of the year

The cars took to the track for the last time this weekend in the cold evening air of Brno. Guino Kenis, in the nr 6 G&A Racing BMW Z4, took advantage of his good qualifying result to take the lead from the start and win the second sprint of the Brno meeting, his first victory of the year.  Second place, after a good battle with Mayr-Melnhof and De Doncker, went to Michael Mallock in the nr 32 RS Williams Aston Martin N24. Eric de Doncker finished third, giving him 3 podiums over the weekend and earning him best Silver driver of the weekend. Mikko Heino picked up the trophy for the best Bronze driver.

The race got off to a hectic start. There were a few incidents :  Grammatico in the nr 18 Espace Bienvenue BMW Z4 landed in the gravel, while Alex Buncombe?s RJN Nissan went off after contact with the nr 9 Jetalliance Aston Martin. Buncombe managed to rejoin but retired in the pits. As for Nikolaus Mayr-Melnhof, the driver of the nr 9 car was black flagged after failing to stop for his stop-and-go penalty. This left Mallock and De Doncker fighting for second place, although neither had enough time to catch up with Guino Kenis in the nr 6, who had a good seven second lead.

Down the field in Sports Light, Dennis Retera in the nr 101 Reiter Engineering KTM Xbow, once more  put the car in the lead after starting from the back of the grid. The fight up the field was a little tougher this time, and Catharina Felser, in the nr 100 Reiter Engineering KTM Xbow, managed to hold onto the lead for most of the race, only dropping to 2nd five minutes before the end. The nr 102 Donkervoort D8GT finished third, driven by Stephane Wintenberger.

DRIVER QUOTES ? GT4

1st Guino Kenis, nr 6 G&A Racing BMW Z4: ?I got a very good fight at the beginning of the race. We were all very close and I took some risks, but they paid off. I managed to build up a good gap between me and the next car, giving me a good lead. The car has been good from the beginning until the end - the balance is perfect.?

2nd Michael Mallock, nr 32 Aston Martin N24: ?The race was a bit frantic. I got a good start and a pretty good battle all the way through. Then I was third behind Nikolaus Mayr-Melnhof, who I was told had got a drive-through penalty, so I was fairly relaxed. Second place is a great result for RS Wlliams, because they have really worked hard to get a car built for this race, and it?s great for me to be on the podium again.?

3rd Eric De Doncker, nr 1 Motorsport98 Mustang FR500C: ?In light of the championship, I didn?t want to take any risks here. I knew the race was going to be tough,  and I really wanted to avoid having an accident, so I stayed well clear of the fights. I?m very happy with my third place and I think I?ve got the championship title now, which has been my goal. I?m also happy that my friend Guino won; he raced well.?


DRIVER QUOTES ? SPORTS LIGHT

1st Dennis Retera, nr 101 Reiter Engineering KTM Xbow: ?The race was good, albeit a bit difficult. My start went well and I managed to pass a lot of cars early on and take the lead. But because the weather was cooling down, and the car was still cold, so my tyres weren?t going properly. I nearly went off, and let some people pass me. Then I got stuck behind Van Der Straten, and I didn?t want to risk too much. I wanted to score as many points as I could for the championship. I finally managed to overtake him and went to fight with Catharina. I overtook her and got stuck behind another GT4, but I was in the lead for Sports Light, which was the important thing, and I stayed there.?

2nd Catharina Felser, nr 100 Reiter Engineering KTM Xbow: ?It was a good race for me. We?ve had a good weekend, apart from free practice. The race was really cool and I finished second again. It is a little annoying that my team mate keeps overtaking me at the end, but that?s racing for you.?

3rd Stephane Wintenberger, nr 102 Donkervoort Automobielen D8GT: ?The race went well for us. We managed to make some adjustments to the car. It?s looking good for the future, but there is still a lot of work to be done. We still have some engine and endurance problems to sort out with the car, and some work on the tyres to do, but once that?s sorted, we should be able to fight better with the other Sports Light cars.?

2008-09-14

From www.mustangnewsnet.com:

Foster and Maxwell Take Koni Points Lead

Joe Foster and Scott Maxwell took the Grand-Am Koni Challenge Series point lead in the #55 Hyper Sport Ford Mustang GT with a fourth-place finish, one spot ahead of Mike Canney and Hugh Plumb in the #60 Rehagen Racing Sunset Hills Vineyard Ford Mustang GT.
Foster and Maxwell pulled out a one-point lead ahead of Seafuse and Gue, as the Miller Motorsports Park race failed to do much in deciding the championship.

Defending series champion Jeff Segal led one lap as he and co-driver and fellow reigning champ Jep Thornton finished eighth in the #09 Automatic Racing BMW M3. Together, with ninth-place Miller finisher Craig Stanton in the #83 BGB Motorsports Porsche 997, the trio is tied with 213 points. Stanton's co-driver Jon Miller holds 204 points.

While fighting for fourth in yesterday?s race, Matthew Alhadeff and incoming point co-leader Bret Seafuse in the #37 JBS Motorsports Mustang GT nearly made contact.  Seafuse spun off, with Alhadeff stayed out of trouble and continued on. After restarting 26th, Seafuse moved back through the field to a best of fourth before pitting, and he and co-driver James Gue finished sixth, losing the point lead.

Bill Auberlen dove underneath Kris Wilson in Turn 1 on lap 40 of Sunday's 44-lap race and held on to give himself, co-driver Matthew Alhadeff and the Turner Motorsport its second straight Grand Sport victory at MMP and the team's first victory of 2008. Spencer Pumpelly and Billy Johnson took the second podium spot in the 39 TRG Porsche 997.

Third-place finisher Johnson earned his third straight podium finish and co-driver Ray Mason his second in three races in the #52 Rehagen Racing Mustang GT, as Mustangs took the next five positions.

From the official FIA website for the GT4 European Championship:

29/09/2008: Title battle goes on to Nogaro

After fourteen races and five events, the 2008 GT4 European Cup is heading for the south of France and the circuit of Nogaro, for the season finale, which will decide the Champions!

In the points table, Eric de Doncker, in the nr 1 Motorsport98 Mustang FR500c, is leading by a comfortable margin. The Belgian currently has 100 points, 28 ahead of his nearest rival with 30 still to be allocated; however,  he is still being cautious about the upcoming weekend. His nearest rivals are J?rgen van Hover and Klaus Engelhorn, respectively with 71 and 72 points, who failed to shrink the gap at the last round in Brno.  But if de Doncker wants to score as many points as possible, he'll be up against Alex Buncombe in the nr 14 RJN Motorsport Nissan350Z, who did really well last year at Nogaro, when he won both races, with de Doncker third.

In the Sports Light category the championship is still wide open, with all three KTM drivers in the fight for the title. Currently, Christopher Haase is leading with 114 points, but Dennis Retera and Catharina Haase could both still overtake him in the three remaining races of the season, with 106 and 103 points respectively.  For this round, Retera will have a KTM X-Bow of his own, instead of sharing with Haase, allowing all three drivers to fight it out on the track.  They will face competition from the Donkervoort D8GT cars, driven by Denis Donkervoort and Stephane Wintenberger, and also from another Sports Light car, making its debut : the Yes!, entered by Thomas Fillatre.  The car has not yet been homologated, and therefore will be a guest entry.

The FIA GT4 European Driver Championship and GT4 European Team Championship is down to the three final races of the 2008 season--and all three will be held in Nogaro, France this coming week-end.

Leading the Driver Championship points is Belgian Eric de Doncker in his Motorsports98 Mustang FR500GT4 with 100 points, a 28 points lead over Aston-Martin Vantage N24 driver Klaus Engelhorn with 72 points and a 29 points lead over Aston-Martin Vantage N24 driver Jurgen van Hover with 71 points.  Eric de Doncker need only finish at least 6th in either of the three races to win this year's GT4 European Driver Championship, even if Engelhorn wins all three races.  He needs only to finish 7th in either of the three races to beat three wins by van Hover. 

Leading the Team Championship points is de Doncker's Motorsports98 team (Named in honor of the late great sportscar racer Ken Miles, who raced Team Shelby G.T. 350s bearing number 98 to SCCA B production national championships in the late 'Sixties) with 100 points, a 21 points lead over team JetAlliance (The JetAlliance team is a multi-car effort, so their points are the combined points of several drivers--Motorsports98 fields only one car so the team's points come only from de Doncker's efforts).

Things look good for de Doncker and team Motorsports98 to repeat their FIA GT4 championship of 2007, but as de Doncker--a former Le Mans winner who came out of retirement to race his Mustang because he admired Ken Miles so much--will tell you:  First you secure the championship with solid finishes, and then you race for the fun of it :evildude:.  Well done and well said, Eric de Doncker :ohyeah:

MUSTANG STAMPEDE TAKES ON THE WORLD, WINS 'EM ALL
5.10.2008

Belgian Eric de Doncker wins his second consecutive FIA GT4 European Driver's Championship in the Motorsports98 Mustang FR500GT4 and his team wins the FIA GT4 Team Championship in Nogaro, France earlier today.  Accumulating 117 points in the 18 race series, de Doncker needed to finish only sixth or higher in one of the three Nogaro GT4 races this week-end.  A third place finish in the first race by the cautious de Doncker clinched both championships again in 2008.

In the US, the longest Grand American Koni Championship race of the season (6 hours) saw equivalent victories for the Mustang FR500Cs, with the 2008 Grand American Driver's Championship, the 2008 Team Championship, and the 2008 Manufacturer's Championship won by Mustang racers at Virginia International Raceway in Alton, Virginia.  Mustang drivers Canney & Plumb took the Manufacturer's Championship with the win, and Mustang drivers Maxwell & Foster became co-Driver's Champions with their fifth place finish as well as taking the Team Championship for Team Hypersport.  Five Mustangs, three Porsches, and two BMWs were in the lead lap at the end of the six hours, with the BMWs taking eighth and ninth and the Porsches taking third, fourth, and seventh.
Six Mustangs were entered in the six-hour event:  five finished in the top ten, and four were in the top six--including first place and second place.

:cheers:

"Veni, vidi, vici."  Julius Caesar  ;)

From The Mustang Source:

FORD MUSTANGS CLINCH ROAD RACING CHAMPIONSHIPS IN NORTH AMERICA AND EUROPE

Joe Foster and Scott Maxwell clinched both the team and drivers? championships after finishing fifth in the No. 55 Mustang FR500C in the Grand-Am KONI Challenge season-finale in Alton, Va.
(http://forums.bradbarnett.net/gallery/showimage.php?i=18191)

Ford clinched the manufacturers? championship in the Grand-Am KONI Challenge race with the help of Mike Canney, Matt Plumb and Hugh Plumb, who won the race in their No. 60 Mustang FR500C.
(http://forums.bradbarnett.net/gallery/showimage.php?i=18206)

Eric de Doncker, driver of the No. 1 Mustang FR500GT4, clinched his second consecutive GT4 European Cup after finishing third in the first two races of the weekend and fourth in the third race of the GT4 events in Nogaro, France.
(http://forums.bradbarnett.net/gallery/showimage.php?i=18213)


DEARBORN, Mich., Oct. 5, 2008 ? Ford Mustang fans around the world celebrated as America?s original pony car wrapped up racing championships on two different continents. Joe Foster and Scott Maxwell won the Grand-Am KONI Challenge series championship in North America and Eric de Doncker repeated as the GT4 European Cup champion in Europe.

Foster and Maxwell capped a terrific season with a fifth-place finish in the KONI season finale in Alton, Va. During the season, the duo combined for two wins, five top-fives and eight top-10s on their way to capturing the drivers? and team championship. They become the second Mustang FR500C drivers to win a KONI championship, with the first coming in 2005.

?Winning the championship was an amazing thing,? said Foster. ?It's something Hyper Sport hasn't done before, and team owner Patrick Dempsey and Rick Skelton, the partners in the team haven't either. I know Patrick, on the set of Grey's Anatomy, was watching online all day. Personally, it's the culmination of a lot of hard work by about 100 people sharing in this.?

The race also moved Ford into first place in the manufacturer standings after three Mustangs finished in the top five spots. Mike Canney, Hugh Plumb and Matt Plumb, drivers of the No. 60 Mustang FR500C, won the race and finished the season tied for sixth in the team standings. Their Rehagen Racing teammates, Dean Martin, Jack Roush Jr. and Ryan Phinny, finished in second place, moving up to fifth place in the standings.

?This is my first win in this series, so it's really exciting, especially to do it like we did today,? said Canney. ?Our crew chief Quinn Conda had a great set-up on the Mustang and the car handled really well during my stint. I'm happy to get a 1-2 finish for Rehagen Racing. It's an exciting way to finish this season off and it's also a great way to get things going for next year.?

Bret Seafuse and James Gue, drivers of the No. 37 Mustang FR500C, entered the race just one point behind Foster and Maxwell, and fought the entire race for a chance at the championship. Right when it looked like they might be able to put together a strong run to catch Foster and Maxwell, they lost a cylinder near the end of the race and eventually finished 10th, clinching second place in the standings.

Over in Europe, Eric de Doncker won his second consecutive GT4 European Cup championship after placing third in the first two races of the weekend and fourth in the final race of the weekend in his No. 1 Mustang FR500GT4. De Doncker tallied four wins on the season and finished on the podium in 14 of 17 events.

?This season has been very good, with tough competition, but we've achieved our goal once more,? said de Doncker. ?I have to thank my team for all the hard work they did to get us here again. We've had an excellent car that was built to win.

?I'm happy for the team and for Ford as well.?

-----------------------------------------------------------------------------------

Post-race interviews:

By TOM MILSTEAD
Special to the Register & Bee
Published: October 6, 2008

ALTON (Virginia)? Even after a spin midway through the Grand Sport version of the KONI Challenge Bosch Twin Six Hours event sent the steering on their Ford Mustang out of sync, Hyper Sport teammates Joe Foster and Scott Maxwell battled their way to a fifth-place finish and, more importantly, clung to the one-point lead they had going into the race to edge out Brett Seafuse and James Gue for the 2008 driver points championship.

?It was obviously a very crazy race,? Maxwell said. ?Lots of excitement on the track. We had a very good car in the beginning. Unfortunately, we had some contact with a car not involved in the championship in about the middle of the race and the definitely affected the steering of the car with the wheel turned to nine o?clock instead of 12 o?clock. I just want to thank Scott for driving the wheels off the car.?

Rehagen Racing finished first and second in the race, with the team of Mike Canney, Hugh Plumb and Matt Plumb finishing just ahead of Jack Roush Jr. and Dean Martin.

?At the start, I actually got hit from behind and drove off into the track,? Hugh Plumb said. ?It knocked a rocker arm off and I had to come in the pits a lap later. After that I just had to keep my head down and catch the field.?

The winning team had a bad pit stop late in the race, but were able to pull it out.

?We came out of the pits in ninth, and the field looked like it was off in the horizon,? Hugh Plumb said. ?They saved some equipment though, and we got to the front. ?

In the closing laps, it came to a battle between Rehagen teammates Hugh Plumb and Dean Martin.

?I made a mistake there at the end,? Hugh Plumb said. ?I hit my teammate and got around him. That is like kicking your little sister. I wouldn?t blame Dean for kicking me in the pants there at the end, but he was very respectable and we just stayed up there and Rehagen cars were one and two at the end of the season.?

Martin wasn?t angry with the bump-and-run.

?I knew Hugh was going to drive it deep,? Martin said. ?I knew when he hit he had just went too deep. He hit me just dead square and sent me shooting through the corner. He got by, and I was thinking ?Just don?t let Andy by. ? I was thinking ?You bastard, you left me in the clutches of Andy Lally.? I wish it could have been us, but I?m glad the team won.?

The Rehagen teams beat out the TRG Porsche driven by Andy Lally, Peter Ludwig and Andy Schroeder that finished third. Another TRG team, piloted by Duncan Ende and Spencer Pumpelly, finished fourth and the Hyper Sport team finished fifth.

The Hyper Sport team celebrates the first championship in the history of the program.

?It is an amazing thing,? Foster said. ?This has never happened before for this team. I know our owner, Patrick Dempsey who is on set today at Grey?s Anatomy, has been following all day. It is a culmination of a lot of hard work by so many people. Not only me, but the people on the team and the families who deal with us being gone all the time.?

Maxwell celebrates his third championship as a driver.

?It means a lot,? Maxwell said. ?We won it in 2003 and 2005, but this has been a cooperative effort. I feel good for Joe though. Nobody works harder than Joe. He deserves this.?

More on Mustang's  Grand American Road Racing Association 2008 Driver's, Team's, and Manufacturer's Championships from the Grand American website:

TWIFR: Foster, Maxwell Win KONI Challenge GS Driver Titles

JOE FOSTER (No. 55 Hyper Sport Ford Mustang GT) - CONGRATULATIONS ON WINNING THE TITLE. "It was quite an up-and-down week, obviously with many people in the running to win the points championship. You had the JBS  Mustang, which is a fantastic group, in the running and you had the BGB Porsche and the Automatic BMW. So there was a wide array of scenarios and everybody was, of course, trying to screw themselves into the ground with all of the possibilities and we really had a calm week in the sense that, as a team, we purposely tried to ignore all of that until halfway into the race and then take a look at it. Scott, myself and the team just focused on our car and the setup on the car and trying to get the car good on old tires and empty fuel tanks, which is what we knew we needed to do at the end of the race. We didn't do a whole lot of running on new tires. We just worked on setups. We didn't even run all of the sessions, not wanting the car to wear out before a long race and just focus on that. We knew it would take a little bit of luck, like these things always do. We certainly had our share of bad luck in the past and this time we had good luck in the sense that we got a yellow when we needed it at the end of the race. We got hit by a car that was not involved in the points chase in the middle of the race and that really damaged one of the front toe links on the car. So, the handling of our car went south at that point but we were able to keep it together and keep the pace that we needed. The JBS guys had a motor problem near the end and we got a yellow that we needed. So, luck obviously came our way and the whole outcome was really in question until the last few minutes."

DO YOU FEEL ANY PRESSURE RACING IN THOSE SITUATIONS, OR ARE YOU SO FOCUSED THAT YOU DON'T REALLY FEEL DIFFERENT? "Certainly there's always pressure and we had a strategy to try and minimize opportunities to mess things up, like driver changes. So we only did two driver changes the whole race and we ran double stints. Both Scott and I led for a lot of laps at different points in the race and then once we were slightly injured in terms of handling and once we saw the strategy evolved - and we also needed to conserve fuel - that's when we directed Scott to slow up on the RPM and to conserve fuel, which is why he kind of drifted down the order at the end of the race. You always feel pressure, but in this case it's just pressure to focus on what's on your own plate and just not make mistakes and just let everything happen if it's going to happen."

LAST YEAR YOU ENTERED VIR IN THE POINTS LEAD AND A CHANCE TO CLINCH AS WELL. DO YOU THINK THAT EXPERIENCE HELPED YOU THIS SEASON? "Oh, absolutely it helped. Every bit of experience helps. We ran good last year, led the race last year and had a fuel pump issue which made it such that we had to stop every 35 minutes to get gas, and that's kind of what happened. So what do you know? This year we started the race with brand-new fuel pumps. And then in the end that's what sort of befell the Automatic BMW was a similar fuel pump issue. It can happen to the best of us. It just comes your way or it doesn't."

WHAT DOES IT MEAN FOR YOU TO COME AWAY FROM THIS SEASON AS A CHAMPION? "It means an incredible amount - not only to the team and the ownership in terms of Patrick Dempsey and the Multimatic guys - everybody has put in so much work over the past two or three years. So it's nice to see that work have a culmination. Just my family, my wife, my children and my mom - these are folks that have invested emotionally in this endeavor for up to 30 years. I mean, my mom and I were sleeping in the car at go-kart tracks together 30 years ago. If you look that far back, in terms of my friends and family, even my friend Bill Meyn, who was helping call pit strategy there [on Sunday], was at the go-kart track with me and my mom 30 years ago and I've known him since seventh grade. So it's a culmination of a lot of things for a lot of people, not just me. It meant the world to me, for my mom, my wife and my two daughters who sacrifice so much."

SCOTT MAXWELL (No. 55 Hyper Sport Ford Mustang GT) - WAS THERE ANY POINT IN THE RACE THAT YOU FELT THAT YOU HAD EVERYTHING WRAPPED UP, OR DO YOU JUST HAVE TO WAIT FOR THE CAR THE CROSS THE FINISH LINE? "It was going really well for the first couple of hours because we led for a bunch of it. Then about three hours in, Joe had that coming together another car, so from that point on it was a real struggle. We went from having a first place, or a fairly dominant car, to one that was struggling to keep up with the leaders. The last half of the race was really nail biting. Honestly, it wasn't until really the last lap - and even then we still had some fuel issues - that I started to think we had it. It literally was until we crossed the finish line; not because of anything other than there were some elements playing against us at the time."

WAS IT MORE NERVE-WRACKING WHEN YOU WERE DRIVING BECAUSE OF THE PRESSURE TO PERFORM, OR RATHER WHEN YOU NOT IN THE CAR AND WATCHING FROM THE SIDELINES? "I find it a lot more difficult being out of the car. So, like I said, the first two hours went perfectly and then sitting on the sidelines, everything is out of your control and when something happens you just want to get back in the car. I much prefer being hands-on and being in the car. So I was fortunate in that respect that I was fortunate to the first two and the last two hours, so I was in the car quite a bit."

WAS ANYTHING GOING THROUGH YOUR HEAD RIGHT BEFORE YOU CROSSED THE FINISH LINE? "Just a huge amount of relief because it was a fairly dramatic last couple of hours. Even with half-an-hour to go, we were short on fuel and I had a car behind me and in front of me that could still win the championship. When I say behind and in front, they were directly in front of me and directly behind me. It was just a lot of pressure, for that last hour especially. Just a lot of relief and a big burden off my shoulders as we crossed the line."

DRIVER QUOTES TRACKSIDE

Hugh Plumb (No. 60 Rehagen Racing Ford Mustang GT): "This is an amazing day for the Sunset Hills Vineyard car, we've had a run of bad luck this season but we finally did it and got the win today. I thought that there was going to be a huge pile up with how slippery the track was on the last two laps. I had a really big battle with Dean (Martin) going, and it was great to come out of that on top and have Rehagen Racing finish 1-2. After I got hit on the first lap I had to take an extra pit stop to fix the damage and then I just had to put my head down, be consistent, and catch the field. But the car was great, and we just kept moving forward all day. This is a great result, and I'm happy to be able to share it with Mike and Matt."

Matt Plumb (No. 60 Rehagen Racing Ford Mustang GT): "I'm just happy the team waited until I got involved to win a race! A big thanks to (crew chief) Quinn Conda and to everyone at Rehagen Racing. The car was great today. Even though I was up front, I just tried to save the brakes as much as possible, and Hugh did the rest of the work to get back to the front and stay there to the finish. It was a nail biter to have the green-white-checker like that to finish the race, a lot more exciting than I was hoping for. But Hugh just stayed cool and did a great job."

Mike Canney (No. 60 Rehagen Racing Ford Mustang GT): "This is my first win in this series, so it's really exciting, especially to do it like we did today. Our crew chief Quinn Conda had a great set-up on the Mustang and the car handled really well during my stint. I'm happy to get a 1-2 finish for Rehagen Racing.  It's an exciting way to finish this season off and it's also a great way to get things going for next year. I've learned a lot this year, so I'm thrilled to end the season on a high note like this!"

Dean Martin (No. 59 Rehagen Racing Ford Mustang GT): "We were racing hard, and I knew Hugh was light on brakes. I had brakes, but I was being a little conservative, and Hugh came in just a little bit deep. I knew he was going too light on brakes at the end, and I knew that when he hit me. I got crossed up and he got by me. At that point, I was thinking, ?don't let Andy by, he left me in the clutches of Andy Lally, I've got to get out of here.' I had some opportunities to get back around Hugh, but they were all going to be risky. The last thing I wanted to do was take my teammate out. We had a good finish, 1-2; I was more focused on getting away from Andy and bringing it home 1-2. Having a Rehagen car win was a team win. It was unfortunate that we got hit and turned sideways, because we might have won it. But Hugh was certainly fast, and that's the way it worked out. I'm not too upset about it, just disappointed. Jack and Ryan Phinny did an awesome job all day, we all took turns at the front of the field."

Jack Roush Jr. (No. 59 Rehagen Racing Ford Mustang GT): "I was very happy with the way the year went. We had some unfortunate problems early in the year that hurt our championship run, but we had a lot of good finishes. This is a nice way to finish, with our best finish of the season. The car felt very strong out there. At one point, it felt like I was taking positions at will. It got a little harder at the end, when the tires went away, but the No. 59 Roush/Valvoline Mustang was awesome all day."

Andy Lally (No. 41 TRG Porsche 997): "In the corners and under braking I had something for them at the end, but they've got way too much juice. Even if they make a mistake, they can get on the gas and drive away from us. They're both very good drivers, but I think with a little more juice on our side, we could have done it. It's a testament to the car and how good the TRG guys have been thrashing on it. We had the first and second place Porsches today, and I'm proud of that. This is a horsepower track, and we just got beat. I overdrove the heck out of it, I threw it off probably three or four times hustling it, but third was the best we could do today."

Scott Schroeder (No. 41 TRG Porsche 997): "This Porsche ran real strong all weekend. Peter did a great job. Andy did a great job. We just had to be there at the end. We didn't have anything for those Mustangs, they just have too much straight-line speed. I'm looking forward to next year. I think this is a good way to end the year. I can't say enough about the team."

Peter Ludwig (No. 41 TRG Porsche 997): "I ran the middle shift, and it was a good experience. It's nice to finish strong in the last race of the year. I've had a lot of bad luck this year. In my stint, we had a shock go out. That was a little scary, I had a lot of rear end motion. But Andy was able to deal with it perfectly in his stint and brought the car home, so we're real happy."

Scott Maxwell (No. 55 Hyper Sport Ford Mustang GT): "We were trying to save fuel near the end. We were two laps short on fuel with a half an hour to go, so I was a little concerned. I started short shifting. I knew the point scenario, so I started fading back to try to save enough fuel. The last caution was a Godsend. If we had to pit, I knew the championship was over. We needed to make up two laps of fuel, because we were two laps short. We had a great car the first two hours, then Joe got hit and got spun, and the front end got bent a half-hour into his stint. It was tracking sideways, so it was a bit of a handful the last four hours. It definitely wasn't as easy as it might have looked. For the first two hours, the car was great and I thought not only could we win the championship, we could win the race. At the end, it was just survival."

Joe Foster (No. 55 Hyper Sport Ford Mustang GT): "Obviously, it was a crazy race with a lot of excitement on the track. It was a good car in the beginning. Unfortunately, we had contact with a car that was not involved in the championship about the middle of the race, and that definitely affected the handling of the front end of the car. The steering wheel was pointed at nine o'clock instead of 12 o'clock. I can't thank Scott enough for driving the wheels off at the end to stay ahead. We had to play a conservation game at that point, because the car was not going to go to the front as it had early in the race, so we did the lap times we needed to get it to the end. Winning the championship was an amazing thing. It's something Hyper Sport hasn't done before, and team owner Patrick Dempsey and Rick Skelton, the partners in the team (haven't either). I know Patrick, on the set of Grey's Anatomy, was watching online all day. Personally, it's the culmination of a lot of hard work by about 100 people sharing in this."

Quote from: Nethead on October 10, 2008, 08:10:03 AM
More on Mustang's  Grand American Road Racing Association 2008 Driver's, Team's, and Manufacturer's Championships from the Grand American website:

TWIFR: Foster, Maxwell Win KONI Challenge GS Driver Titles

JOE FOSTER (No. 55 Hyper Sport Ford Mustang GT) - CONGRATULATIONS ON WINNING THE TITLE. "It was quite an up-and-down week, obviously with many people in the running to win the points championship. You had the JBS  Mustang, which is a fantastic group, in the running and you had the BGB Porsche and the Automatic BMW. So there was a wide array of scenarios and everybody was, of course, trying to screw themselves into the ground with all of the possibilities and we really had a calm week in the sense that, as a team, we purposely tried to ignore all of that until halfway into the race and then take a look at it. Scott, myself and the team just focused on our car and the setup on the car and trying to get the car good on old tires and empty fuel tanks, which is what we knew we needed to do at the end of the race. We didn't do a whole lot of running on new tires. We just worked on setups. We didn't even run all of the sessions, not wanting the car to wear out before a long race and just focus on that. We knew it would take a little bit of luck, like these things always do. We certainly had our share of bad luck in the past and this time we had good luck in the sense that we got a yellow when we needed it at the end of the race. We got hit by a car that was not involved in the points chase in the middle of the race and that really damaged one of the front toe links on the car. So, the handling of our car went south at that point but we were able to keep it together and keep the pace that we needed. The JBS guys had a motor problem near the end and we got a yellow that we needed. So, luck obviously came our way and the whole outcome was really in question until the last few minutes."

DO YOU FEEL ANY PRESSURE RACING IN THOSE SITUATIONS, OR ARE YOU SO FOCUSED THAT YOU DON'T REALLY FEEL DIFFERENT? "Certainly there's always pressure and we had a strategy to try and minimize opportunities to mess things up, like driver changes. So we only did two driver changes the whole race and we ran double stints. Both Scott and I led for a lot of laps at different points in the race and then once we were slightly injured in terms of handling and once we saw the strategy evolved - and we also needed to conserve fuel - that's when we directed Scott to slow up on the RPM and to conserve fuel, which is why he kind of drifted down the order at the end of the race. You always feel pressure, but in this case it's just pressure to focus on what's on your own plate and just not make mistakes and just let everything happen if it's going to happen."

LAST YEAR YOU ENTERED VIR IN THE POINTS LEAD AND A CHANCE TO CLINCH AS WELL. DO YOU THINK THAT EXPERIENCE HELPED YOU THIS SEASON? "Oh, absolutely it helped. Every bit of experience helps. We ran good last year, led the race last year and had a fuel pump issue which made it such that we had to stop every 35 minutes to get gas, and that's kind of what happened. So what do you know? This year we started the race with brand-new fuel pumps. And then in the end that's what sort of befell the Automatic BMW was a similar fuel pump issue. It can happen to the best of us. It just comes your way or it doesn't."

WHAT DOES IT MEAN FOR YOU TO COME AWAY FROM THIS SEASON AS A CHAMPION? "It means an incredible amount - not only to the team and the ownership in terms of Patrick Dempsey and the Multimatic guys - everybody has put in so much work over the past two or three years. So it's nice to see that work have a culmination. Just my family, my wife, my children and my mom - these are folks that have invested emotionally in this endeavor for up to 30 years. I mean, my mom and I were sleeping in the car at go-kart tracks together 30 years ago. If you look that far back, in terms of my friends and family, even my friend Bill Meyn, who was helping call pit strategy there [on Sunday], was at the go-kart track with me and my mom 30 years ago and I've known him since seventh grade. So it's a culmination of a lot of things for a lot of people, not just me. It meant the world to me, for my mom, my wife and my two daughters who sacrifice so much."

SCOTT MAXWELL (No. 55 Hyper Sport Ford Mustang GT) - WAS THERE ANY POINT IN THE RACE THAT YOU FELT THAT YOU HAD EVERYTHING WRAPPED UP, OR DO YOU JUST HAVE TO WAIT FOR THE CAR THE CROSS THE FINISH LINE? "It was going really well for the first couple of hours because we led for a bunch of it. Then about three hours in, Joe had that coming together another car, so from that point on it was a real struggle. We went from having a first place, or a fairly dominant car, to one that was struggling to keep up with the leaders. The last half of the race was really nail biting. Honestly, it wasn't until really the last lap - and even then we still had some fuel issues - that I started to think we had it. It literally was until we crossed the finish line; not because of anything other than there were some elements playing against us at the time."

WAS IT MORE NERVE-WRACKING WHEN YOU WERE DRIVING BECAUSE OF THE PRESSURE TO PERFORM, OR RATHER WHEN YOU NOT IN THE CAR AND WATCHING FROM THE SIDELINES? "I find it a lot more difficult being out of the car. So, like I said, the first two hours went perfectly and then sitting on the sidelines, everything is out of your control and when something happens you just want to get back in the car. I much prefer being hands-on and being in the car. So I was fortunate in that respect that I was fortunate to the first two and the last two hours, so I was in the car quite a bit."

WAS ANYTHING GOING THROUGH YOUR HEAD RIGHT BEFORE YOU CROSSED THE FINISH LINE? "Just a huge amount of relief because it was a fairly dramatic last couple of hours. Even with half-an-hour to go, we were short on fuel and I had a car behind me and in front of me that could still win the championship. When I say behind and in front, they were directly in front of me and directly behind me. It was just a lot of pressure, for that last hour especially. Just a lot of relief and a big burden off my shoulders as we crossed the line."

DRIVER QUOTES TRACKSIDE

Hugh Plumb (No. 60 Rehagen Racing Ford Mustang GT): "This is an amazing day for the Sunset Hills Vineyard car, we've had a run of bad luck this season but we finally did it and got the win today. I thought that there was going to be a huge pile up with how slippery the track was on the last two laps. I had a really big battle with Dean (Martin) going, and it was great to come out of that on top and have Rehagen Racing finish 1-2. After I got hit on the first lap I had to take an extra pit stop to fix the damage and then I just had to put my head down, be consistent, and catch the field. But the car was great, and we just kept moving forward all day. This is a great result, and I'm happy to be able to share it with Mike and Matt."

Matt Plumb (No. 60 Rehagen Racing Ford Mustang GT): "I'm just happy the team waited until I got involved to win a race! A big thanks to (crew chief) Quinn Conda and to everyone at Rehagen Racing. The car was great today. Even though I was up front, I just tried to save the brakes as much as possible, and Hugh did the rest of the work to get back to the front and stay there to the finish. It was a nail biter to have the green-white-checker like that to finish the race, a lot more exciting than I was hoping for. But Hugh just stayed cool and did a great job."

Mike Canney (No. 60 Rehagen Racing Ford Mustang GT): "This is my first win in this series, so it's really exciting, especially to do it like we did today. Our crew chief Quinn Conda had a great set-up on the Mustang and the car handled really well during my stint. I'm happy to get a 1-2 finish for Rehagen Racing.  It's an exciting way to finish this season off and it's also a great way to get things going for next year. I've learned a lot this year, so I'm thrilled to end the season on a high note like this!"

Dean Martin (No. 59 Rehagen Racing Ford Mustang GT): "We were racing hard, and I knew Hugh was light on brakes. I had brakes, but I was being a little conservative, and Hugh came in just a little bit deep. I knew he was going too light on brakes at the end, and I knew that when he hit me. I got crossed up and he got by me. At that point, I was thinking, ?don't let Andy by, he left me in the clutches of Andy Lally, I've got to get out of here.' I had some opportunities to get back around Hugh, but they were all going to be risky. The last thing I wanted to do was take my teammate out. We had a good finish, 1-2; I was more focused on getting away from Andy and bringing it home 1-2. Having a Rehagen car win was a team win. It was unfortunate that we got hit and turned sideways, because we might have won it. But Hugh was certainly fast, and that's the way it worked out. I'm not too upset about it, just disappointed. Jack and Ryan Phinny did an awesome job all day, we all took turns at the front of the field."

Jack Roush Jr. (No. 59 Rehagen Racing Ford Mustang GT): "I was very happy with the way the year went. We had some unfortunate problems early in the year that hurt our championship run, but we had a lot of good finishes. This is a nice way to finish, with our best finish of the season. The car felt very strong out there. At one point, it felt like I was taking positions at will. It got a little harder at the end, when the tires went away, but the No. 59 Roush/Valvoline Mustang was awesome all day."

Andy Lally (No. 41 TRG Porsche 997): "In the corners and under braking I had something for them at the end, but they've got way too much juice. Even if they make a mistake, they can get on the gas and drive away from us. They're both very good drivers, but I think with a little more juice on our side, we could have done it. It's a testament to the car and how good the TRG guys have been thrashing on it. We had the first and second place Porsches today, and I'm proud of that. This is a horsepower track, and we just got beat. I overdrove the heck out of it, I threw it off probably three or four times hustling it, but third was the best we could do today."

Scott Schroeder (No. 41 TRG Porsche 997): "This Porsche ran real strong all weekend. Peter did a great job. Andy did a great job. We just had to be there at the end. We didn't have anything for those Mustangs, they just have too much straight-line speed. I'm looking forward to next year. I think this is a good way to end the year. I can't say enough about the team."

Peter Ludwig (No. 41 TRG Porsche 997): "I ran the middle shift, and it was a good experience. It's nice to finish strong in the last race of the year. I've had a lot of bad luck this year. In my stint, we had a shock go out. That was a little scary, I had a lot of rear end motion. But Andy was able to deal with it perfectly in his stint and brought the car home, so we're real happy."

Scott Maxwell (No. 55 Hyper Sport Ford Mustang GT): "We were trying to save fuel near the end. We were two laps short on fuel with a half an hour to go, so I was a little concerned. I started short shifting. I knew the point scenario, so I started fading back to try to save enough fuel. The last caution was a Godsend. If we had to pit, I knew the championship was over. We needed to make up two laps of fuel, because we were two laps short. We had a great car the first two hours, then Joe got hit and got spun, and the front end got bent a half-hour into his stint. It was tracking sideways, so it was a bit of a handful the last four hours. It definitely wasn't as easy as it might have looked. For the first two hours, the car was great and I thought not only could we win the championship, we could win the race. At the end, it was just survival."

Joe Foster (No. 55 Hyper Sport Ford Mustang GT): "Obviously, it was a crazy race with a lot of excitement on the track. It was a good car in the beginning. Unfortunately, we had contact with a car that was not involved in the championship about the middle of the race, and that definitely affected the handling of the front end of the car. The steering wheel was pointed at nine o'clock instead of 12 o'clock. I can't thank Scott enough for driving the wheels off at the end to stay ahead. We had to play a conservation game at that point, because the car was not going to go to the front as it had early in the race, so we did the lap times we needed to get it to the end. Winning the championship was an amazing thing. It's something Hyper Sport hasn't done before, and team owner Patrick Dempsey and Rick Skelton, the partners in the team (haven't either). I know Patrick, on the set of Grey's Anatomy, was watching online all day. Personally, it's the culmination of a lot of hard work by about 100 people sharing in this."

HEMI666:  HemiDude, the real deal here is that five of the six Mustangs entered in this six-hour race at a challenging track finished in the top ten (including the win and second place), despite most of them getting racing damage to one degree or another.  The FR500C has only gotten better in four years of racing in the Grand-Am, despite all the restrictions that have been placed on 'em over the years.  It was great to see Rehagen Racing get a one-two finish that they have worked so hard for since even before the FR500C was introduced at Daytona in 2005.
Sadly, The Speed Channel apparently will not have a delayed broadcast of this race...

Note that Porsche pilot Andy Lally was third--Lally got the chance to pilot a Grand-Am Mustang earlier this year and got a top five finish his first time out.  Lally, as fast in a Porsche as any man alive, knows better than most how to race against a Mustang since he's raced one--few things can be more disheartening than seeing Andy Lally filling up your rear view mirror!  Great race, Andy!  And the Plumbs showed that they can haul ass in Mustangs just like they haul ass in Porsches--Hugh Plumb is within a hundredth of a percent as fast as Andy Lally in a Porsche, and evidently a little faster than Andy in a Mustang.  Great race, Hugh!

I didn't find this snippet about the Mustang FR500C that finished second in the 6-hour VIR event until 2/11/09:

THE NO. 37 JBS TEAM PROVES THAT AS THEY MAY BE THE LOWEST FUNDED TEAM IN THE SERIES AND THEY FINISHED SECOND IN THE STANDINGS. "Hats off to the JBS guys. They came in second, but they easily could have been first. The real testament there is that the car that they drove is one of the first five cars that we developed and sold, and it's the only car on the grid that has been campaigned since 2005. We really have proof point of a car that was purchased in the first five cars and has been campaigning for four solid seasons."

From the National Auto Sports Association's 25 Hours of Thunderhill website:

TC Motorsports & Ford Racing Unite to take on the 25 Hours of Thunderhill
October 17, 2008 12:04 PM

TC Motorsports announces today that they have joined with Ford Racing and Brembo to take on the National Auto Sport Association (NASA) 25 Hours of Thunderhill, Presented by the U.S. Air Force, which is December 6-7 at Thunderhill Raceway Park in Willows, CA.

With support from Ford Racing and Brembo, TC Motorsports will campaign a 2008 Ford Racing FR500S Mustang Challenge Series racecar in the top level ES class. The ES class allows unlimited preparation of the cars making it challenging to win without the perfect combination of performance, durability, and teamwork. With parts and technical support from Ford Racing and Brembo, a strong driver lineup, and an experienced crew, the team is working towards putting together the winning combination.

Team principal Carlo Sparacio will join Rick Edwards, Ted Anthony, Jr., Steve Miller, and Jeff VanLierop in the driving duties. Both Sparacio and Edwards are seasoned Mustang Challenge veterans, both finishing in the top ten in 2008 series points. Anthony won the final race of the Mustang Challenge season at Miller Motorsports Park. Miller brings 24 Hours of Daytona experience to the table along with Mustang Challenge series experience. Van Lierop won the 2008 ICSCC BMW Pro3 championship. All of the drivers have driven in the 25 Hours of Thunderhill.

TC Motorsports has made three successful appearances at the 25 Hours of Thunderhill, finishing second and third in the E2 class in 2005 and 2004, respectively, in a Mazda Spec Miata, and finishing in the top ten in 2006 with a BMW E30 in the E1 class.

The 25 Hours of Thunderhill is one of the most demanding endurance races in existence. Over the course of the race, the team is expected to cover a distance of nearly 2,000 miles, make multiple pit stops for fuel, tires, and driver changes, and use numerous BFGoodrich racing tires. The challenging road racing circuit at Thunderhill twists and turns over the rolling hills of Northern California, and 14 hours of the event will be in the pitch black of early winter darkness.

To find out more about the NASA 25 Hours of Thunderhill, the event sponsors, NASA or the Thunderhill Raceway circuit, please visit the event website at www.nasa25hour.com.

TC Motorsports, LLC is a client-based motorsports company that provides racecar preparation, maintenance, and transportation, as well as full arrive and drive support, driver coaching, and racecar rentals for amateur and professional racing series. To find out more about opportunities to drive with TC Motorsports please visit the company website at www.tcmotorsports.net.

Source: TC Motorsports press release

Robin Burnett: NASA American Iron National Champion

At the NASA?s National Championship Series at the fabulous Mid-Ohio Sports Car Course, The Burnett Racing Team?s Steeda Mustangs once again showed the competition that Steeda is the force to beat in the NASA American Iron class.

Both Friday and Saturday qualifying races were rain soaked from what was left of Hurricane Ike, but Steeda had its own hurricane in central Ohio, young 17-year-old driver Rusty Ferguson. Rusty took both poles in the rainy conditions by showing both his skill and the prowess of his Burnett Racing Steeda Mustang.

Conditions for Sundays big race were beautiful with cool temperatures and sunny blue skies ? perfect for the Steeda Q-Series of Mustangs to show what they are made of. After the green flag was dropped, in short order, Robin Burnett in his red Steeda #21 captured the lead and Chris DeSalvo in his pony fought through the field to take a position immediately behind Robin. The race would continue around the and when it was over, the Steeda Mustangs finished in the top two podium positions with Robin Burnett in first and Chris DeSalvo finishing a close second. With this victory, Robin won his 3rd consecutive Nationals podium and his first National Championship in American Iron.

Congratulations to Robin Burnett and the entire Burnett Racing Team!

James Ray, Taylor Ray, and Jim Edwards: The Race for NASA Southeast Champions

Steeda performance proves itself again

The cards are stacked for a potential 1-2-3 finish for Steeda Mustangs in the NASA Southeast race series. All season long James Ray, his son Taylor, and Jim Edwards have been carrying the Steeda banner to various tracks in pursuit of a 1-2-3 Regional series championship. Recently at NASCAR's historic Rockingham Speedway (aka: "THE ROCK") with a road course that featured stints on both the high banked oval as well as the infield road course, the track was exceptionally challenging but proved to be no match for the Steeda prepared cars that were there to defend the Steeda honor.

And defend they did. With one more event for the season in the NASA Southeast competition, (Road Atlanta, December 6-7) James has already clinched the Championship this season. With his two recent wins at the ROCK, James? 2007 Steeda Q-400+ proved to be too much for the competition in the highly competitive TTS Class Championship. His is the only Mustang in a class of 18 cars which include a variety of Corvette Z06's, Panoz Racers, BMWs, and fully stripped-out turbocharged Rice Rockets!

Not to be overshadowed, Taylor Ray and Jim Edwards found themselves in the envious position of being in a very tight challenge of making it possible for a 1-2-3 Steeda podium for the season. Taylor, in his 2001 Steeda GT is all but a TTC podium finish for the season, but which position? We'll have to wait until Road Atlanta to find out.

Jim Edwards in his '03 Steeda Cobra is making-up ground in a hurry in TTA.
Jim got a late start on the season, but with a good finish at Road Atlanta, could see a podium finish for the 2008 season as well.

To quote James Ray: ?We are having a ball driving Steeda Mustangs and leaving the competition behind us!?.

Congratulations to James Ray, Taylor Ray, and Jim Edwards !

Ponies Running Wild as Mustang Challenge Racers Make Assault on Thunderhill
December 2, 2008 8:42 AM

The 2009 Ford Racing Mustang Challenge for the Miller Cup season will open with a double header at Homestead Miami Speedway next March, but for some Mustang Challenge racers, the 2009 season will get an early start with some endurance racing action this weekend.

Several Mustang Challenge teams, drivers, and Ford Mustang FR500S machines are prepared to take on the National Auto Sport Association (NASA) 25 Hours of Thunderhill, presented by the U.S. Air Force. Staged in Willows, California at Thunderhill Raceway, the ultra-endurance event will start on Saturday, December 6, before taking the checkered flag some 25 hours later.

The 2008 edition of the grueling 25 Hour marks a return to the race for the Ford Mustang, as two prototype versions of the FR500S took first and second in class last year. The Ford Mustang FR500S is the first rung in the Ford Mustang competition ladder, and serves as the platform for the Mustang Challenge.  The FR500S has also impressed in a variety of categories outside of Mustang Challenge competition in both sprint and endurance racing formats.

While the 2007 Thunderhill outing was originally intended to serve as a data-gathering mission for the FR500S prototypes, the flawless performance saw the Mustangs take the 1-2 class result as well as fifth overall. The Thunderhill 25 rules package allows for a wide scope of racers, with everything from MX-5's to Daytona Prototypes slated for entry.

This weekend's race will see a strong Mustang Challenge presence, thanks in part to the support of Mustang Challenge partners Ford Racing, BFGoodrich Tires, and Miller Motorsports Park. The three series sponsors have each stepped up to cover entry fees, provide one set of g-Force R1 racing tires, and on-site hospitality, respectively, for Mustang Challenge teams. 

In addition, in an event that is an ultimate test of machine, the racers won't have far to go if they encounter any problems, as the teams will also enjoy the full support of the Mustang Challenge parts trailer, which will be on-site for the race and staffed by the same familiar faces that were in the Mustang Challenge paddock all season long.

Three teams have entered the FR500S for the race, and each have their own reasons for optimism ahead of the race weekend.

The "Media Car" that shone under the primetime spotlight as it was auctioned at the inaugural Barrett-Jackson auction in Las Vegas in October will return to the track as Mike Davis will take his new Mustang right where it belongs--on the track, sharing the driving duties with Boris Said, Brandon Davis, and Eric Curran.   Said has his own enviable record of success behind the wheel of a Ford Mustang, with both Brandon and Mike Davis also sporting a long history with the Mustang. Curran, who closed the KONI Challenge season out on the podium at VIR, will look to add to his impressive racing resume with a strong run this weekend.

TC Motorsport, which won the very first Mustang Challenge race ever held, will also campaign a FR500S in the Thunderhill event, entering the ES Class with a roster full of drivers with previous experience in the race. Team principal Carlo Sparacio will join Rick Edwards, Ted Anthony, Jr., Steve Miller, and Jeff Van Lierop in the driving duties. Sparacio and Edwards finished in the top ten in the 2008 Mustang Challenge standings, as Anthony added his name to the list of winners with a strong run in the final race of the 2008 Mustang Challenge season.

RP Motorsports will enter a StableOne Racing FR500S, with Andrew Hendricks, Pratt Cole, Nicolas Woodman, and Jamie Slone slated for the driving duties in the GoProCamera.com-backed machine. Hendricks, Cole, and Slone were all featured in Mustang Challenge competition through the 2008 season, and will look to bring both speed and experience to bear in this weekend's Thunderhill event.

In addition to the three FR500S machines entered, Miller Motorsports Park will also be represented with the Larry Miller Racing entry of Mitch Wright, Dan McKeever, Cindi Lux, and James Burke. The familiar foursome will utilize the same Ford Mustang specification that participants in the Miller Performance Training Center employ. The team should be another strong contender, having been key players in last year's 1-2 finish in the race.

"We're really excited to have three FR500S Mustangs entered for this kind of race because it is a great showcase for what the car is capable of," said Mustang Challenge Series Director Lynda Randall. "We're also thrilled that our drivers are taking up the generous support offered for this race from Ford Racing, BFGoodrich Tires, and Miller Motorsports Park. It's been a while since the Miller race, so everyone is also looking forward to this weekend to catch up with everyone else and see some friendly faces at the racetrack once again before going racing."
 
The 2008 Mustang Challenge season will be featured in the reality show "WHY WE RACE- THE MUSTANG CHALLENGE."  The show will follow every twist and turn through the season and will be aired on Discovery's HD Theater for three consecutive Sunday's starting December 7 at 8 PM Eastern.

www.millercup.com

Mustang Challenge-related teams and drivers to follow this weekend:

Drivers:
Ted Anthony, Jr.
Andrew Caddell
Pratt Cole
Mike Harvison
Andrew Hendricks
Rick Edwards
Steve Miller
Jamie Slone
Carlo Sparacio

Teams:
TC Motorsports
RP Motorsport
ACS Express Racing 
About Ford Racing Mustang Challenge for the Miller Cup:

The Ford Racing Mustang Challenge for the Miller Cup is a new professional racing series co-developed by Ford Racing and Miller Motorsports Park. Utilizing the new Ford Mustang FR500S and sanctioned by the Grand American Road Racing Association, the Mustang Challenge series is a support series to major professional road racing events across North America. A competitive point structure and generous purses make the Mustang Challenge THE Place to Race, with an affordable, challenging platform for racers who want to compete in a V8-powered, rear-wheel-drive car on a level playing field that will showcase driver ability in high-profile events.

Close, But Not Quite, for Miller Motorsports Park Team in Thunderhill 25-Hour Enduro

With 35 minutes remaining in last weekend's National Auto Sports Association (NASA) 25-hour endurance race at Thunderhill Raceway Park in Willows, Calif., the No. 98 Ford Mustang representing Miller Motorsports Park was in the lead with a two-lap advantage over the field of 68 cars.

However, as is so often the case in endurance racing, you never count your chickens before you see one walking around with the checkered flag.

That was indeed the case this time, as a mechanical failure in the differential sent the MMP Mustang to the pits and relegated the team to a 13th-place overall finish and third place in the ES class.

Entered under the Larry Miller Racing banner and sporting sponsorship from Miller Motorsports Park, the Miller Performance Training Center and BFGoodrich Tires, the car was one of the Mustang Challenge cars normally used in the MPTC's Ford Racing High Performance Driving School, modified for endurance racing with a fuel cell, different shock absorbers and auxiliary lighting. The driving chores were shared by MMP Director of Racing Mitch Wright, MPTC Director Dan McKeever and MPTC instructors Cindi Lux and James Burke.

The race, the seventh annual edition of North America's longest endurance event, was red-flagged for 10.5 hours for fog, but the finish time was extended by three hours, which resulted in a 17.5-hour race around Thunderhill's 3.0-mile, 15-turn circuit.

The competition included a wide variety of machinery, ranging from a Grand-Am Rolex Series Daytona Prototype to a highly-modified Volkswagen Beetle, with almost everything imaginable in between, and a field of 271 drivers ranging from rank amateurs to seasoned professionals.

The all-volunteer crew, led by MMP Shop Manager for Competition Vehicles Mike Morley, included Doug Graham, Logan Ewell, Dale Mead, Bo Leyva, Dan Giles, Clark Hill, Fred Lux and Scott Crossley. Hospitality and support services were provided by the staff of the Ford Racing Mustang Challenge for the Miller Cup, including Series Director Lynda Randall, Series Administrator Candice Bailey and MMP Assistant Director of Racing Jill Giles.

"It was a heart-breaker," said Wright. "The car ran like a train all day and all night, and to have victory snatched from our grasp with 35 minutes to go is tough to take. But the crew did an outstanding job, both before and during the race, and the hospitality provided by the Mustang Challenge crew made all of our jobs a lot easier.

"So we have mixed emotions, having run so well but coming up short. That's endurance racing, though, and we'll be back next year to take another shot at it."

For tickets or information regarding Miller Motorsports Park, call 435-277-RACE (7223) or visit the track's website at www.MillerMotorsportsPark.com. For more information on the Miller Performance Training Center, call 435-277-8790 or visit their website at www.MMPSchools.com.

From The Chrome Pony Website:

Horsepower Ranch is Ready

As the season-opening race for the KONI Challenge series approaches, there is a mix of old and new blood heading for Daytona. This is a sure sign of some interesting racing to come.
On the established side, CMA Motorsports is returning with a two-car effort, up from one car last year, as is JBS Motorsports. The father and son Hickham Motorsports team is back with a single entry. Rehagen Racing is fielding three cars, as is Hyper Sport - who were down to one car at the end of last year.

A new team, CA Sport, is based out of Miller Motorsport Park and will be bringing their #68 Mustang to be driven by Vesko Kozarov and Keith Rossberg, both Utah residents. Another new team is Horsepower Ranch, announced in December. Mike Canney and Jack Roush Jr. are the team principals, both of whom were running under the Rehagen banner last year.

We managed to track down Mike and Jack to see how things were going with the new initiative. Jack Roush Jr. is a driver of the No. 61 ROUSH/Valvoline Mustang and Mike Canney is a driver of the No. 60 Sunset Hills Vineyard Mustang.

CP: It's a little over a week until the Grand AM KONI Challenge season opens at Daytona International Speedway. Are the Horsepower Ranch cars ready?

Mike Canney: Yes, we are ready. Our Mustangs have proven to be very reliable, and our drivers avoided any issues on-track, so the preparations are going very quickly. We've had a few parts freshened for the race and installed, so we are ready to go.

Jack Roush, Jr.: Absolutely. The test session proved to be especially fortunate for our team this year. We were able to identify and fix a few mechanical issues with the cars that could have been problematic during the race. It's nice to be able to fix these types of issues and tune the car without the frantic rush of a race weekend.

CP: What changes, if any, have you made since Test Days eariler this month?

MC: We tested the two cars with different suspension setups, and learned that our drivers were quickest with one setup. We are converting the second car to that setup. We went with our practice motors, now we are changing to fresh motors for the race. We also moved our shop from Virginia to Mooresville (N.C.) after the test days, so we spent a week or so getting moved in and stocked for the season.

JR: As Mike has alluded to, we've been collaborating very closely between our two cars (the No. 61 ROUSH/Valvoline Mustang and the No. 60 Sunset Hills Vineyard Mustang) in an attempt to combine our knowledge of what these cars like. I believe that we found a few strategies on our set-ups that will work best for this race, and that's what we've updated the cars with since the test session.

CP: You've been on a pretty fast track. What was the biggest challenge you've faced since announcing the new Horsepower Ranch project?

MC: We needed to form a team, get the cars prepped, purchase spares, and moved our shop, all in the first 60 days. So I would say that the logistics have been the biggest challenge!

JR: I have to hand it to Mike. He's been handling the logistics of the team and I know that it's a big job. As for challenges that I've been facing relating to the new team, I've been working with some of the marketing people at Roush Fenway Racing to shore up some remaining sponsorship for the season.

CP: What is your strategy going to be for the Daytona race? The track isn't going to be as crowded, since entries are down by a third over last year.

MC: We need to qualify well, stay up front and avoid abusing the car. Last year we ran well, and led the race for over an hour. I think the main thing is going to be to conserve the car so that we have a solid car in the final laps. You can't win the race in the first two hours, but you can probably lose it.

JR: Mike is spot on. Last year, Dean Martin and I had a rough start to the season (in the No. 59 ROUSH/Valvoline Mustang fielded by Rehagen Racing). We were running very well, but we had problems in some of the earlier races that ruined our finish, things like contact with other cars, pit stop errors (including when we came in), etc. Once we addressed these problems in our strategy, we began our long string of top five and top ten finishes that continue through the end of the season. These ideas will, without a doubt, apply at Daytona.

CP: What has the past season taught you to look out most for this time around?

MC: Preparation and practice. Last year, certain teams were consistently at the top of the charts and they didn't get there by accident. They were well prepared, and practiced. We are looking to the ROUSH organization to help us understand how to be better prepared to race, and to win.

JR: For me, it is the importance of staying out of trouble, and in this, it helps a tremendous amount to qualify at the front. Not only is it typically not so much of a swarm at the front, but the drivers there tend to be more in control of their cars and themselves.

CP: There are 14 Mustangs out of the 33 entries for Daytona. That's almost half of the current GS field and double the number of Mustangs that competed at VIR last year. Is this a resurgence in Mustang popularity among the racers?

MC: Absolutely. The Mustangs are surprisingly fast cars, fun and forgiving to drive, and are there at the end of the race. I think the components are under-stressed, so they work as well at the end of the race as they do at the start. For the performance and fun-factor, I think that the Ford Mustang is best value out there.

JR: I would say that that's probably true. Ford is coming out with a new Mustang this year (a 2010 model year), and it wouldn't surprise me if this surge in popularity is a result of the excitement around this new car. As with any car model, there tends to be an ebb-and-flow in its interest based on when significant changes are made. Historically, the Mustang has always been a popular car.

However, when the 2005 Mustang came out, it represented a truly historic shift in the auto industry -- one of the true muscle cars went back to the styling of its truly defining time. This new Mustang keeps on with this and adds to it with its smoother lines and other refinements. I can't speak for other racers, but for me, I take great pride in driving a Mustang against some of the other leading performance cars.

CP: Thanks for your time and best of luck in the Fresh From Florida 200 event.

From the Grand American Road Racing Association website:

DAYTONA BEACH, Fla. (Jan. 23, 2009) - In a fierce battle during Friday's season-opening Fresh From Florida 200 at Daytona International Speedway in the Grand-Am KONI Sports Car Challenge, Bill Auberlen led 22 of the final 25 laps to give himself and Matt Bell the victory in the three-hour race.

Auberlen passed Ken Wilden on Lap 70, then fought off Hugh Plumb for a lap before the caution flag flew on Lap 72. That gave Auberlen his second GS victory in three races and Bell his first-ever GS triumph in his first career class start. The duo drove the No. 96 Turner Motorsport BMW M3.

Auberlen took over from Bell during the first pit stop and coming off the race's fifth caution, he earned the lead on Lap 50. He held the lead for the next 18 laps - which included two four-lap caution periods - before the Ford Mustangs showed their power.

Plumb and Wilden both drove past Auberlen on Lap 68, putting the Fords up 1-2 and attempting to give the Mustangs their third GS victory at the track in five seasons. However, it wasn't meant to be.

The Mustang pilots got together on Lap 70, and Wilden drove past into the lead. Auberlen subsequently passed Plumb and set his sights on Wilden. Then, the Ontario-native - who has finished on the podium in each of his five starts with Rehagen Racing - made a mistake coming out of the bus stop, giving Auberlen a chance.

Auberlen, who took the outright lead in overall KONI victories with 12, jumped to the top of the banking and pulled alongside Wilden's No. 59 Rehagen Racing Ford Mustang GT. Plumb pulled up behind Auberlen and the two drafted past, with Auberlen taking the lead at the line. Just moments later, the final of eight caution periods ended any chance for the Mustangs - which had led every practice and qualifying session during January - to regain the point.

Plumb drove the No. 61 Horsepower Ranch Ford Mustang GT to second with Jack Roush Jr.; the pair shared the podium in the season finale at Virginia International Raceway last October but with different teams. Wilden joined polesitter Dean Martin, who led a race-high 23 laps, one more than Auberlen.

Fourth was Billy Johnson and Tony Buffomante - making only his third career KONI start - in the No. 18 Motorsport Technology Group Porsche 997, while No. 37 JBS Motorsports Trumansburg Shur Save Ford Mustang GT co-drivers Bret Seafuse and James Gue finished fifth despite a spin by contact early in the race.

Defending race winner Craig Stanton took sixth in the No. 83 BGB Motorsports Revo Technik/Performance Drink Porsche 997, driving with Tim George Jr.

The next race on the KONI Sports Car Challenge circuit will be March 14-15, with split-class races making up the Grand-Am Fan Appreciation Weekend at Homestead-Miami Speedway in Homestead, Fla.

POST-RACE NEWS AND NOTES

- This victory is the 12th Grand Sport victory for Bill Auberlen and first-ever for Matt Bell in the No. 96 Turner Motorsport BMW M3. This is also the record-extending 14th GS win for Turner Motorsport.
- This victory is the second in three races for Turner Motorsport as well as the second in three for the BMW M3.
- This is the first-ever victory for the BMW M3 at Daytona International Speedway in KONI Sports Car Challenge competition.
- This is the fourth time a KONI Sports Car Challenge race has been won from the third starting position - all in an odd-ending year (2003, 2005, 2007, 2009).
- This is the second straight race in which Jack Roush Jr. finished second, a career best. This is also the second straight podium finish for Hugh Plumb.
- This is the second straight podium for Dean Martin, who drove with Ken Wilden. The duo has finished on the podium in all five of their races together. The race was also the seventh straight race in which Martin has finished seventh or better.
- Mustangs still dominated the top 10, with three top fives and five top 10s. The highest running Porsche 997 came from Motorsport Technology Group, with Billy Johnson and Tony Buffomante taking third in the No. 18 Porsche 997.
- Ten drivers led the race, the most ever in KONI competition at DIS. The mark broke the previous record of nine set in 2007. Those leading were Dean Martin (23), Bill Auberlen (22), Jack Roush Jr. (8), Jeff Segal (5), Joey Hand (4), Charles Espenlaub (4), Craig Stanton (3), Nick Longhi (2), Hugh Plumb (2) and Ken Wilden (1).
- Twenty-nine drivers, including 17 in the GS class, finished all 74 laps of the race.
- Horsepower Ranch and Kinetic Motorsports didn't get off to the starts they were hoping. Mike Canney's No. 60 Horsepower Ranch Sunset Hills Vineyards Ford Mustang GT got together with Nic J?nsson's No. 79 Kinetic Motorsports BMW M3, and J?nsson hit the outside wall hard. Both cars fell out of the race on that first lap incident.
- The BGB Motorsports Porsche 997 team dedicated the race to Memo Gomez, a former crewmember who lost his life in an accident before Thanksgiving of last year.
- Blackforest Motorsports finished 32nd in the GS class with the new Dodge Challenger, falling out after 48 laps with mechanical problems. But driver Tom Nastasi was optimistic. "It'll be competitive by the end of the year," he said. "Hopefully it'll have a win this year."

************

And from  The Chrome Pony  website:

"Horsepower Ranch Podiums at Daytona

Two months ago they didn?t have a race team. Two weeks ago they were moving into a new shop. Still, in their first race together in the #61 ROUSH/Valvoline Mustang, Jack Roush, Jr. and Hugh Plumb finished second in the Fresh From Florida 200 season-opening event for the KONI Sports Car Challenge.

Both drivers led the race, with Roush leading the 63-car field around the 3.56-mile Daytona International Speedway for eight laps; Plumb led for two circuits late in the race. Unfortunately, the race ended under caution so he never got the chance to battle for the race win as the clock ticked across the three-hour mark signaling the end of competition.

Roush qualified the No. 61 ROUSH/Valvoline Mustang in fourth, but got shuffled back to sixth in the melee on the first lap. He settled in there for 16 laps around the stadium road course, and then started his climb through the field.

By lap 23 Roush had moved up to second, thanks to some timely passes on the track and early pit stops by other teams. This positioned him right behind Dean Martin, his co-driver for the past three seasons (in the same car Roush formerly drove). He admitted that it was a little odd racing his former teammate.
"It was really strange (to be racing Martin), but it was also a lot of fun. We had a nice clean race together, but didn't cut each other any slack," Roush claimed. Roush drafted Martin through the high-banks and down the front straight into the first turn when he dove inside and took the lead on lap 29. Roush paced the field through lap 36 when he pitted and Plumb climbed into the cockpit.

On lap 68 Plumb got past the BMW M3 of Bill Auberlen and took the lead. Unfortunately, in a fierce battle with Auberlen and Ken Wilden in the No. 59 Mustang he was hit in the rear and slipped to third.

Though the No. 61 ROUSH/Valvoline Mustang was certainly quick enough for the overall win, the race ended under caution and Plumb slowly circled the track in second place when the checkered flag dropped.

"We were inches away from the win," Plumb said after the race. "We got bumped out of the lead on what turned out to be the very last lap of green flag racing. Jack drove the wheels off the car today, and was a huge part of our success."

The race was taped for a broadcast on SPEED Channel on Saturday, January 31 at 4 p.m. (Eastern). The next event on the KONI Sports Car Challenge schedule is the March 13-15 contest at Homestead-Miami Speedway."

This article about Saturday's 25th Mustang victory in Grand Am roadracing is from the Grand American Road Racing Association's website:

Wilden, Martin Win KONI Challenge Grand Sport Race at Mazda Raceway
May 16, 2009

MONTEREY, Calif. (May 16, 2009) - Ken Wilden muscled his way into the lead on the final restart with 16 minutes remaining and held on to pace the final 11 circuits of Saturday's 79-lap Verizon Festival of Speed, giving the No. 59 Rehagen Racing Ford Mustang GT co-driven by Dean Martin its first Grand-Am KONI Sports Car Challenge Grand Sport victory of the season at Mazda Raceway Laguna Seca.

The Street Tuner race also went down to the final restart, where Will Turner passed Tom Long and fought back several late-race challenges to win in the No. 95 Turner Motorsports BMW 328i started by pole sitter Don Salama.

While the middle portion of the two-hour, 30-minute race was slowed by five caution periods, the final 35 minutes of the event were marked by terrific battles in both classes, slowed by only one brief yellow flag period.

Todd Lamb led 26 laps down the stretch in the No. 32 Cybernation/Cobalt Friction BMW M3 started by Glenn Bocchino, challenged by the Fords of Wilden and Hugh Plumb, along with the Porsche of Spencer Pumpelly.

Plumb made his challenge with 30 minutes to go, working his way from fourth to second in the Horsepower Racing No. 61 Roush Performance/Valvoline Ford Mustang started by Jack Roush Jr.. Then, Pumpelly made his bid, charging to briefly hold the lead in the TRG No. 39 Digitrust Group/Adams Polishes Porsche GT3 started by Duncan Ende. Lamb came back with a crossover pass, with Pumpelly falling from briefly holding the lead to fourth.

The stage for the final showdown was set when the No. 171 APR Motorsport Volkswagen GTI of Josh Hurley stopped on course, bringing out a two-lap caution. Racing resumed with 16 minutes remaining, when Wilden pulling to the inside coming down the front straight and pulling into the lead exiting Turn 2.

"He (Todd Lamb) had been jumping the restart down there," said Wilden after scoring his second career victory in the series - both co-driving with Martin. "He was in first gear going full throttle coming out of the last turn, which you're not supposed to do. I caught on to it, so I was in first gear and I was ready for him and I gave it to him on the inside. It was tight and we were all over the curbs. I nicked him a little bit in the bumper, but it was nothing that would put him around or anything. It was good, strong racing here."

Lamb held on to finish second, 3.596 seconds behind, followed by Pumpelly.

"Apparently, these Cobalt Friction brakes are so good that the Mustang could stop and he drove me right off the track," Lamb said. "What are you going to do? That's racing. It was a lot of fun. We had a good car and led a lot of laps. I've got to thank Glenn - he did a great job and brought the car back in one piece."

Andrew Caddell and Mike McGovern finished fourth in the No. 54 Jim Click Racing Ford Mustang GT, while Bret Seafuse and James Gue recovered from a Saturday morning practice crash to take fifth in the No. 37 JBS Motorsports Ford Mustang GT.

Wilden held his lead in the GS point standings, with Gue and Seafuse 12 points back (118-106).

Matt Bell captured his third consecutive pole in the No. 96 Turner Motorsport BMW M3 and led twice for 23 laps early in the race. He turned the car over to Boris Said, who exited after 38 laps with engine problems.

Martin led three times for 18 laps before turning the eventual winning car over to Wilden.

The fact that you have 35 consecutive posts over the span of a year shows just how much we don't care about this, at all.

Quote from: Minpin on May 19, 2009, 10:29:25 AM
The fact that you have 35 consecutive posts over the span of a year shows just how much we don't care about this, at all.

So Minpin, why are YOU reading and posting in this thread, eh?  Have you gotten signed proxies to speak in behalf of the forum participants who have viewed this thread 2,687 times at the point I posted this reply?

On Saturday, the WifeDude and the Nethead here took a trip to a property my mother owns to take care of some things there.  On the way there, we decided to stop at a restaurant that had TVs with access to The Speed Channel to watch the tape-delayed Grand Am race at Laguna Seca/Mazda Raceway. 

Some Long Island Iced Tea, some good eats, and some tasty desserts made for an enjoyable coupla hours watchin' the race!  The Valencia Orange Wilden/Martin Mustang FR500C that took first place brought back fond memories of the race the Nethead here attended live and in person at Laguna Seca in 1970--although it was the Trans Am Series back then--and who else but Parnelli Jones hisself won that nearly-four-decades-ago race in a Valencia Orange (that's the true name of the paint, but everyone always called it "school bus yellow" back in the day) Boss 302 (the Mustang FR500C of that era).  I sat on a bank overlooking The Esses and had a grand ol' time!  The racin' was better in 1970 because there was no "mixed classes" racing--like the Grand Sports and Street Tuners that raced together at Laguna Seca this year.  The two classes make for fuller grids, but increase the number of laps run under the yellow--pretty much unavoidable when classes with so much performance disparity race simultaneously.  To be fair, the staggered class starts improves the situation noticeably--but not as satisfactorily as separate races for each class (about half the races use the staggered starts and the other half use separate races).

Thrills, chills, and spills abounded now as it did in 1970 since Laguna Seca demands the best balance of attributes of all the tracks in the Grand Am season (and ditto for yesteryear's Trans Am seasons).  More strengths in more areas come into play at Laguna Seca than anywhere else, and if your vehicle has any weaknesses, those weaknesses will show themselves here.  Breakage happens at Laguna Seca, as do many on-track mishaps, but it's all entertaining if you ain't payin' for the repairs!  'Great to see a Mustang win, and great to see four Mustangs holding positions 1 thru 4 at one point in the race.  Good stuff!

From www.autoblog.com:

Ford to offer 2010 Mustang body-in-white for racers
by Sam Abuelsamid on Jun 12th 2009 at 4:57PM

At today's third annual Ford Racing Invitational at Milan Dragway in Michigan, the automaker announced the availability of a new body-in-white based on the 2010 Mustang. The bare body shells will be available to racers looking to build Mustangs for all kinds of classes. Ford will start taking orders for the shells starting in mid-July and running through the fall. In order to avoid having to carry inventory, the shells will be built in batch in late fall and then delivered in December.

In addition, a variety of interior trim kits and wiring kits will be available to meet the needs of racers depending on the rules of the class they compete in. Ford is planning to offer the shells annually for at least the next several years based on the same schedule of orders in mid-year and deliveries in December.

http://www.autoblog.com/photos/2010-mustang-body-in-white/2079220/
http://www.autoblog.com/photos/2010-mustang-body-in-white/2079218/
http://www.autoblog.com/photos/2010-mustang-body-in-white/2079217/

From www.steeda.com:

Tom Ellis - 2009 SCCA American Sedan SE Division Champion :clap:
 
While it feels like the 2009 SCCA American Sedan racing season has really just begun, Tom Ellis has been hard at it this season winning 7 out of 8 races to clinch the SCCA American Sedan South East Division Championship title for the 2009 racing season! With the blistering pace Tom has maintained this season, he set yet another unbelievable record at the Daytona International Raceway when he shattered his previous record time with a new record time of 2:07.6 ? no doubt this #51 Steeda Autosports prepared and maintained Q-Series Mustang is perfectly matched to Tom?s finely honed driving skills.

It is a perfect match of a high performance Steeda Mustang being controlled by a highly experienced driver and the end result is unstoppable victories and another championship. Keep in mind that Tom is a ?weekend warrior?, not a professional driver, but his thirst for success, dedication to the sport, and his tenacity for the best results is the perfect formula for success.

The only time Tom did not finish in the top podium position was when he finished a very close 2nd place, when after leading the race, a $1 rocker arm stud broke robbing him of the ultimate power he needed. Suffice to say, that problem has been corrected and he has continued his winning championship ways. It just underscores why the Steeda Autosports Team continually track tests and races every weekend as we continually evolve our performance parts and accessories to be the very best possible. The race track is our proving ground where we test the latest performance products for you ? our customer. Steeda?s products are designed and engineered to be the very best possible, to offer uncompromising performance, and to exceed your every expectation.

While he has secured yet another championship, Tom Ellis will still be racing aggressively for the remainder of the season in high hopes of securing additional 1st place finishes as well as the overall national Championship in SCCA American Sedan. This weekend you will be able to see Tom up close and personal at the 2009 Camp Steeda at the famed Sebring International Raceway. Make sure you stop by and congratulate Tom and check out his championship Steeda Mustang in person.

Everyone at Steeda Autosports sincerely congratulates Tom Ellis for his commitment to the sport of racing and his continued championship ways!

Remember: Talk is cheap ? only winning and breaking records count! If you want the most innovative and the best quality race proven parts you have only one choice ? Steeda!

Steeda - Speed Matters

Old school and new school combine in Robin Burnett's S197 Mustang, reigning champion in American Iron.  From www.steeda.com:


Robin Burnett ? Steeda 2008 American Iron Champion  

http://www.steeda.com/news/steeda_news/05-06-09-robin-burnett-update.php

Robin Burnett never dreamed that a date he was on in 1996 at Waterford Hills Raceway in suburban Detroit would would change his life. He ended up marrying that very special woman who shared his passion for racing and, with her support, eventually would become a National Racing Champion in a Steeda Mustang. Often called a ?Cowboy? for driving antics, Robin understands it takes both an aggressive and a technical approach to be successful in racing.

The many race victories, records, and championships he has won all started with a Ford Fiesta with over 109,000 miles on the odometer when campaigned and won the 1987 local SCCA Improved Touring C class at Waterford Hills. From that very first championship, Robin was hooked on speed and the thrill of victory and has never stopped or looked back since. Ultimately when the Fiesta became a bit tired, he upped the ante, changed classes and upgraded to the Mustang platform and has consistently turned to Steeda Autosports for all his performance parts and accessories.

The very first Mustang he raced was a 1989 blue Mustang GT that was previously his daily driver, but also became his race car competing in the SCCA American Sedan Series. Over the years Robin has consistently adopted new stallions to his stable including a ?94 Cobra, ?99 Cobra, and his current ride, a 2005 Mustang GT ? all fully equipped with Steeda performance parts ? a requirement he says is mandatory to ensure his winning ways.

Robin?s accomplishments are many, ranging from Regional SCCA Champion in 1992 and 1993 to his current string of three (3) consecutive Regional Championships from 2005 thru 2007. In 2008, Robin became the NASA National Champion racing his red Steeda Q-Series Mustang against a host of many other hotly prepared vehicles. As a mater of fact, ever since Robin started running in the NASA National Championships, he has never failed to make the podium and consistently waves the Steeda championship banner!

The S197 pony he is racing today has a bevy of performance parts from Steeda Autosports and an ideal engine from Ford Racing Performance Parts. A inventory of the parts he has on the car includes our competition race wing, aerodynamic front facia, full coil over suspension, hardcore engine mounts, control arms, stay bars, and a custom Steeda brake package that provides maximum cooling. The list of Steeda parts goes on and on, just rest assured he is a rolling test bed for Steeda at every race he goes to. Also included for that special ?go power? is the famed Ford Racing Performance Parts Boss 302 Stroker motor ? a potent mandatory requirement if you want to be competitive in the NASA American Iron Class he regularly competes in. It should be noted that all of these parts are readily available for sale to anyone ? they are not custom ?one-of? parts, but rather ?off the shelf parts? that you too can purchase by visiting steeda.com.

Robin?s daily driver today is a 2007 Mustang GT that also has a serious shot of Steeda improvements including a full Steeda suspension package and a few other performance tricks from Steeda. It seams like he just cannot limit his need for performance just to the race track!

This summer, in an effort to take the ?Championship to the People?, Robin Burnett and his Steeda Mustang will be touring many other various tracks in the Eastern part of the United States to showcase his driving skills and his winning Steeda Q Mustang. In April he was at Virginia International Raceway where, in his first race of the season he chalked up another podium finish by qualifying and finishing first ? a habit he has grown accustomed to !

Later, you will also be able to see him and his red Steeda Q as on this special tour at:
Sebring (June)
Mid-Ohio (August)
Road Atlanta (August)
Watkins Glen (October)
Everyone at Steeda Autosports is exceptionally proud that the 2008 NASA American Iron National Champion ? Robin Burnett is racing again this season with his Steeda Autosport equipped Mustang. Proudly defending his championship and the Mustang badge of honor, Robin is a true champion!

Steeda ? Speed Matters

Mustangs Sweep the Podium at Barber Motorsports Park Grand American Road Race

Gue, Seafuse Win KONI Challenge Race at Barber
July 19, 2009

BIRMINGHAM, Ala. (July 19, 2009) - Barber Motorsports Park may just be a Ford Mustang track in Grand-Am KONI Sports Car Challenge competition.

James Gue and Bret Seafuse captured the first KONI Challenge victory for JBS Motorsports on Sunday at the 2.3-mile, 16-turn track, as Gue beat point leader Ken Wilden by 1.863 seconds for his second career KONI win and Seafuse's first. They led the second straight podium sweep for Ford Mustangs at Barber in their No. 37 Trumansburg ShurSave Ford Mustang GT.

Overall, the pair dominated. Seafuse passed Dean Martin on Lap 8 after Martin missed a shift, then pulled out to a comfortable six-second margin before pitting for his first and only time just before the halfway point of the two-and-a-half hour race. After pit stops cycled through, Gue found himself in the lead. Gue and Wilden's teams both called to their drivers to conserve fuel, but neither ran out in the caution-free race, the second consecutive GS race at Barber without a caution.

KONI Challenge GS competitors, in fact, have gone 197 laps - or more than five-and-a-half hours - without seeing a caution period. The last yellow flag to fly in a GS race was at TheGlen.com 200 at Watkins Glen International in early June.

For Seafuse, part owner in the JBS Motorsports organization - (Jim, Bret and Sandy Seafuse) - it was his first victory in 61 KONI Challenge starts, dating back to midway through the 2001 season, and the first for the JBS Motorsports team, which only has two paid fulltime members on the team - Gue and crew chief Doug Hoover. Every member of the fly-in crew is a volunteer, and Bret Seafuse said he, father Jim and Hoover do 99 percent of the work in their Montour Falls, N.Y., shop. :clap:

"It's great; I don't really know what to say about it. We've been so close so many times, James and I," Seafuse said. "I was afraid it was going to be d?j? vu from last year. I didn't know if my heart could take that. I wasn't in the car so I didn't know how much fuel was left but I was pretty sure it would run out at the checkered flag. But we made it back; there can't be more than a pint in there.

"It was a great run. I didn't get a great start but the car was perfect," Seafuse continued. "We had the same good tires last year and it was really good over the whole run. He just kept it going and didn't make any mistakes and finally the cards fell right and here we are on top. I can't say enough for the whole crew. We had a miscue here and there. James and I probably had the worst driver exchange we ever had and lost some time there. The seat belts got messed up. We could have used that extra 8 or 10 seconds we lost in the pits but it worked out - finally! I couldn't be happier."

Gue won his second race and first since 2005 at California Speedway. The duo was close last season, with Gue leading as late as the final 15 minutes before Scott Maxwell passed him. Gue and Seafuse went onto finish second, Seafuse's highest finish before Sunday.

"I think we learned something from our mistakes last year; that we could do it on a one-stop race," Gue said. "We knew that going in and kept that in the back of our mind the whole time unlike last year, where it kind of snuck up on us at the end. We knew it was going to be very close on fuel and right at the end, the last 15 laps, we had a good (margin) on third and five or six seconds on Kenny so I was basically just gapping, you know, keeping the gap constant with Kenny and right at the end there was no point in pushing. We didn't need to win by five seconds; all we needed to win by was just a hair. I was just slowing up more and more at the end to make sure we'd be good on fuel and we were pretty much on fumes there at the end."

This was the 16th top-10 finish by the No. 37 duo in the last 18 races and fifth podium in that same stretch.

The victory did little to move Seafuse and Gue closer to Wilden in the standings, however. They cut Wilden's advantage by three to 18 points - 236-218 - with only three races remaining in the 2009 season.

Wilden and Martin finished second in the No. 59 Rehagen Racing Ford Mustang GT, while Billy Johnson and Jack Roush Jr. were third in the No. 61 Valvoline/Roush Ford Mustang GT after making two pit stops, including one at the 30-minute mark for a problem with one of the wheels. Last season, Mustangs also swept the podium at Barber, and the ponies have corralled five of six podium finishes in the last two races.

"Well, you know he was really strong and I was just happy to try to keep the gap," Wilden said. "We started to bring it in a little bit but like Dean said, we were shifting short and I'm sure those guys were trying to conserve fuel. When it got down to those 3-4 laps from the end, I was pretty sure we were going to make it and I tried to put a bit more of a push on - the last lap especially. Coming out of (Turn) 2, I thought this was going to be an opportunity here and for some reason one of the Porsches blocked me the whole way down into the hairpin. I don't know what place he was in but it was pretty upsetting.

"But, you know, for us, it was a great race," Wilden concluded. "The fuel light was coming on two laps from the end. It was touch and go and it was great for the Rehagen Racing team, three in a row here for the Mustangs. It was tight. We were on fumes so if we'd pushed any harder at any point I don't think we would have made it around. So, congrats to the winners."

Added Roush: "The No. 61 Roush Mustang was really good at the beginning; I thought we were going to be able to drive up to the front and battle with these guys. There was a wheel issue. The wheel was loose not long into my run, 20 minutes or so. The car started to get real funky. I was just holding on to try to make it to the pit stop. Luckily, it didn't cause any serious damage. Billy got out there and did an awesome job. I've got to hand it to him; he was out there a lot longer than we intended and it was tough."

The top finishing Porsche was the No. 39 DigiTrust Group/Adam's Polishes Porsche 997 of Spencer Pumpelly and Duncan Ende, while Matt Bell and Boris Said took fifth in the No. 96 Turner Motorsport BMW M3.

The next race on the 2009 season is Le Grand Prix de Trois-Rivi?res Aug. 16 in Trois-Rivi?res, Quebec, Canada.

Pos No. Class Pic Drivers Team/Car
1    37     GS 1 Gue / Seafuse JBS Motorsports / Ford Mustang GT  
2    59     GS 2 Martin / Wilden Rehagen Racing / Ford Mustang GT  
3    61     GS 3 Johnson / Roush Horsepower Ranch / Ford Mustang GT  
4    39     GS 4 Ende / Pumpelly TRG / Porsche 997  
5    96     GS 5 Bell / Said Turner Motorsport / BMW M3 Coupe  
6    91     GS 6 Espenlaub / Putman Automatic Racing / BMW M3 Coupe  
7    41     GS 7 Lally / Potter TRG / Porsche 997  
8    52     GS 8 Mason / Ortiz Rehagen Racing / Ford Mustang GT  
9    87     GS 9 Jeannette / Montecalvo Kinetic Motorsports / BMW M3 Coupe  
10  97     GS 10 Gleason / Marks Turner Motorsport / BMW M3 Coupe  
11  26     GS 11 Riddle / Wilson BGB Motorsports / Porsche 997  
12  83     GS 12 Cosmo / Russell BGB Motorsports / Porsche 997  
13  33     GS 13 Davis / Smith Kinetic Motorsports / BMW M3 Coupe  
14   2      GS 14 Panzer / Snyder CMA Motorsports / Ford Mustang GT  
15 07      GS 15 Grigsby Jr. / Heath Cardiosport Racing / Porsche 997  
16 99      GS 16 Hillestad / Waddell Automatic Racing / BMW M3 Coupe  
17 47      GS 17 Igdalsky / Mattioli JBS Motorsports / Ford Mustang GT  
18   3      GS 18 Ackley / Turner CMA Motorsports / Ford Mustang GT  
19 32      GS 19 Bocchino / Lamb Kinetic Motorsports / BMW M3 Coupe  

From www.world-challenge.com     In the SCCA World Challenge Championship, Brandon Davis in a Ford Mustang Cobra (which appears to be a Mustang FR500GT in FRPP-catalog-speak) leads the Driver's Championship after six races, with four races yet to be run.  Here's the current top ten drivers in the standings:
                        Points  Earnings
1 Brandon Davis      598    $18200   Ford Mustang Cobra
2 James Sofronas    555    $16100   Porsche 911 GT3
3 Andy Pilgrim         539    $14900   Volvo S60
4 Tony Rivera         537    $16500   Porsche 911 GT3
5 Randy Pobst        483    $15700   Volvo S60
6 Eric Curran          467    $14100   Chevrolet Corvette
7 William Ziegler(R)  347    $ 3000    Porsche 911 GT3
8 Sonny Whelen      345    $ 4100   Chevrolet Corvette
9 Jason Daskalos     322    $10600   Dodge Viper
10 Tony Gaples       312    $ 4200   Chevrolet Corvette

From the SCCA's website:

"In 2007 and again in 2008, the Shelby GT has earned the title of SCCA F-Stock Pro-Solo champion, piloted by Sam Strano of Pennsylvania."

"Sam Strano, of Knoxdale, Pa., also jumped from third to first following Wednesday?s runs. Strano took home his second-consecutive F Stock National Championship in a Strano Performance/Capital Quest Mtg. Ford Shelby Mustang by 0.369-second over day one leader Jason Burns, of Red Lion, Pa., who was also driving a Strano Performance Parts Ford Shelby Mustang. This gives Strano a total of five National Championships."

How it's done:

http://www.youtube.com/watch?v=ezeSk1UCcp0

and:

http://www.youtube.com/watch?v=HGB2_yMeBPc

That is one great-sounding Shelby GT!  And handles the autocross national finals course as great as it sounds!

SCCA: Davis Wins Mid-Ohio SPEED GT
Written by: SCCA Communications   
http://www.scca.com 08/09/2009

Lexington, OH After five trips to the SCCA Pro Racing SPEED World Challenge GT podium this season, Brandon Davis, of Huntington Beach, Calif., finally made the climb to the top step, winning the Toyo Tires Mid-Ohio Grand Prix Presented by Dish Network. Tony Rivera, of Missouri City, Texas, and James Sofronas, of Newport Beach, Calif., completed the top three for Round Seven at Mid-Ohio Sports Car Course.

Starting from pole in the No. 10 Applied Computer Solutions/Sun Microsystems Ford Mustang Cobra, Davis powered away from the grid on the standing start, maintaining his lead into Turn One over second-starting Andy Pilgrim, of Boca Raton, Fla., in the No. 8 K-PAX Racing Volvo S60. Pilgrim stuck with Davis for the opening laps, but, determined to get his first win of 2009, the current point leader put the pedal to the medal around the 13-turn, 2.258-mile road course, opening up a lead of more than a second by lap 10.

?From the start, I knew the conditions would be a challenge with the heat,? Davis said. ?On the start, I cranked the launch control up as much as I could so I wouldn?t spin the tires too much. I focused on not slipping much coming out of the corners and being real smooth an real consistent.?

On lap 17, Davis? gap to second tripled, as Pilgrim pulled into pitlane with a broken transmission output shaft. Rivera inherited third with a dozen laps remaining and was able to close the gap to Davis, who had gone into conservation mode after Pilgrim?s exit. Without a single yellow flag in the 29-lap, 65.481 mile-race, Rivera was unable to make a proper bid for the lead, and Davis cruised to his fourth-career win by 1.396 seconds, averaging 91.677 mph.

?I think Andy [Pilgrim] would have been tough, had he stayed around. Getting out front, I was able to breathe a little bit and just run laps. When I saw that Andy dropped out, I was able to conserve tires a little bit and judge the gap back to Tony [Rivera]. I lost communication to the crew actually, so I didn?t know where anybody was.

?The car was pretty good at the end. Obviously, it went away, but not as bad as it has in the past, which is good. It?s unfortunate that sometimes we have to drive like that. It would be nice to go 10-tenths every lap, but sometimes that?s the way you have to go to have a good race pace.?

Davis did have one hair-raising moment toward the end of the race, when the No. 53 Dezigns Construction Dodge Viper of Michael Hartley, from Williamstown, N.J., re-entered the course after a quick off. Evasive action on Davis? part prevented Rivera from gaining too much ground.

?When [Hartley] went off, I backed off a little to see where he was going to go. Sure enough, he popped back onto the track and I was able to get around him at the bottom of ?Madness? on the outside. It was a little bit of a moment and one of those situations that we were glad we had a lead. Otherwise, it would have been pretty hairy.

?After being so close for so long, it feels great to finally win this year. We?ve been on the pole but in the races, we just didn?t have the pace to win. So it feels pretty good.?

Starting fourth, Rivera got a run on third-staring Sofronas on the opening lap as the pair exited the Keyhole. Rivera took a look going into the Esses and Sofronas took a defensive line, resulting in the two going side-by-side through the Esses. After some side-by-side contact, Rivera was by in his No. 97 Tax Masters/Brass Monkey Racing Porsche 911 GT3 at the top of the hill.

?I had the run down the back straight,? Rivera said. ?I went to the inside. Like anybody would, he defended and I decided to try the outside and we got along side-by-side. The more I think about it, I didn?t expect us to hit. I had left tires almost in the grass. I had just enough room and at the last second I kind of got a lurch forward and we touched. I hate to get by people that way. It was unfortunate.?

After inheriting second from Pilgrim, Rivera went on a charge, closing the gap to Davis to as little as 0.997-second in the closing laps. Wary of Rivera?s orange Porsche in his mirrors, Davis cranked it up at the end, pulling away and erasing Rivera?s chances for a second race win in 2009. The Sebring race winner did not come away empty handed, however, earning a D?baufr? Swiss watch for setting the D?baufr? Fastest Lap of the Race.

?I tried to focus on what was in front of me and not behind me,? Rivera said of his late-race charge. ?I started to see Brandon get a little loose and while he was getting loose, I was starting to lose the front tires a little bit and began to push. There was really nothing I could do. If we had another 10 laps, James [Sofronas] would have probably caught and passed us both!?

Eric Curran was able to follow Rivera around Sofronas in the Esses, but on the following lap, the No. 30 Whelen Engineering Chevrolet Corvette suffered a suspension failure. Running inches off of Curran?s bumper at the time, Sofronas made contact with the Corvette and fell all the way to ninth.

?Coming out of the hairpin, I didn?t get the best launch and I saw Tony right up my rear and figured I?d better be somewhat defensive,? Sofronas said. ?He made a move on the outside. It was a good pass. I wanted to run him through and make enough room for us to race. Apparently, it wasn?t enough and we had a little contact. The worst thing about it was that Eric Curran got by me as well. That?s what eventually cost me a chance to run up front. The next lap around he had a problem as I was about an inch off his bumper coming out of the Keyhole and I just plowed into the back of his car and smashed up the front of mine.

?So, I fell back to ninth and I was frustrated. I need to have a clean, 100 percent error-free race and these weren?t reallymy fault. But, that?s racing. I just sucked it up and put my head down, started cranking off some great laps. I was holding out for a yellow to get it all back, but it never came.

Sofronas was able to climb back to fourth in his No. 14 Global Motorsports Group Porsche 911 GT3, and was promoted to third with Pilgrim?s retirement.

?I?m proud of the guys,? Sofronas concluded. ?They did an unbelievable job on the car. We ran a little bit heavier this weekend than normal and the car was still pretty good. At the end, it got a little squirrelly and [Crew Chief] Todd [Ketcham] said ?don?t throw it off the track if you can?t catch these guys,? but I didn?t give up until the last lap. The last lap was pretty hairy and I almost threw it off. These guys ran a great race. I wish I could have joined them.?

Defending Champion Randy Pobst, of Gainesville, Ga., made a stunning drive through the field. Transmission trouble on the No. 1 K-PAX Racing Volvo S60 prevented Pobst from turning a single lap in qualifying, regulating him to the final spot on the grid. By lap 10, Pobst was up to seventh and continued to slice his way through the field, finishing fourth. The drive earned Pobst the Sunoco Hard Charger of the Race Award, as well as the AutoWeek Move of the Race Award for his pass on Jeff Courtney?s No. 99 Kenda/JTM/Coins of America Dodge Viper in Turn 11 for sixth.

Dino Crescentini, of Manhattan Beach, Calif., may have started and finished fifth in his No. 4 StopTech/GMG Porsche 911 GT3, but his race was anything but uneventful. The Watkins Glen race winner dropped to sixth on the opening lap, but bounced back up to fourth following Sofronas? run-in with Curran. Sofronas would eventually re-pass his teammate before Pobst sent Crescentini back to his starting spot on lap 21.

Though Pobst?s AutoWeek Move of the Race demoted Courtney to seventh, Pilgrim?s retirement moved him back up to sixth, a season-high finish for the Milwaukee, Wis.-driver. His teammate for the weekend, former World Challenge Touring Car pilot Charlie Putman (Dodge Viper) followed Courtney across the line, finishing seventh in his first World Challenge GT race.

Tony Gaples (Dodge Viper), Gunter Schaldach (Dodge Viper) and Sonny Whelen (Chevrolet Corvette) completed the top 10.

With the win, Davis strengthened his lead over Sofronas in the Drivers? Championship with 733 points to Sofronas? 656. Rivera is third with 643, followed by Pilgrim (596) and teammate Pobst (568).

Porsche continues to lead the SPEED World Challenge GT Manufacturers? Championship Presented by RACER Magazine with 45 points. Ford is second with 41, followed by Volvo (30), Chevrolet (26) and Viper (16).

The Toyo Tires World Challenge GT Mid-Ohio Grand Prix Presented by Dish Network will air on SPEED, Tuesday, Sept. 1, at 2 p.m. (EDT).

Round Eight of the SCCA Pro Racing SPEED World Challenge GT Championship next heads to Elkhart Lake, Wis., for the World Challenge Road America Grand Prix Presented by StopTech, Aug. 14 ? 16.

Results from Sunday's 29-lap, 65.481-mile SCCA Pro Racing SPEED World Challenge GT Championship Round Seven race, the Toyo Tires Mid-Ohio Grand Prix Presented by Dish Network at Mid-Ohio Sports Car Course, with finishing position, starting position in parentheses, driver, hometown, car, laps and reason out (if any).

1. (1), Brandon Davis, Huntington Beach, Calif., Ford Mustang Cobra, 29.
2. (4), Tony Rivera, Missouri City, Texas, Porsche 911 GT3, 29, -1.396.
3. (3), James Sofronas, Newport Beach, Calif., Porsche 911 GT3, 29, -9.592.
4. (16), Randy Pobst, Gainesville, Ga., Volvo S60, 29, -21.311.
5. (5), Dino Crescentini, Manhattan Beach, Calif., Porsche 911 GT3, 29, -31.220.
6. (10), Jeff Courtney, Slinger, Wis., Dodge Viper, 29, -41.740.
7. (8), Charles Putman, Mills, Wyo., Dodge Viper, 29, -47.810.
8. (11), Tony Gaples, Libertyville, Ill., Chevrolet Corvette, 29, -49.340.
9. (12), Gunter Schaldach, Aspen, Colo., Dodge Viper, 29, -49.849.
10. (14), Sonny Whelen, Old Saybrook, Conn., Chevrolet Corvette, 29, -1:05.453.
11. (9), William Ziegler(R), Jacksonville, Fla., Porsche 911 GT3, 29, -1:05.649.
12. (7), Ritch Marziale, Tempe, Ariz., Dodge Viper, 28, -1 lap.
13. (15), Mike Hartley, Williamstown, N.J., Dodge Viper, 28, -1 lap.
14. (13), Mike Borkowski, Miami Beach, Fla., Dodge Viper, 26, -3 laps.
15. (2), Andy Pilgrim, Boca Raton, Fla., Volvo S60, 17, Trans.
16. (6), Eric Curran, Easthampton, Mass., Chevrolet Corvette, 2, Susp.

Time of race: 42 minutes, 51.354 seconds.
Average speed: 91.677 mph
Margin of victory: 1.396 Seconds
Lap leaders: Laps 1-29, #10 Brandon Davis
Debaufre Fastest race lap: #97 Tony Rivera, 1:27.981 (92.392 mph)
Fastest qualifier: #10 Brandon Davis, 1:26.497 (93.977 mph)
Sunoco Hard Charger: #1 Randy Pobst
Move of the Race: #1 Randy Pobst pass of #99 Jeff Courtney for sixth
Cautions: None

SCCA Pro Racing SPEED World Challenge GT Drivers? Championship
After Seven of 10 Rounds
Pos., Driver, Car, Points (wins)

1, Brandon Davis, Ford Mustang Cobra, 733 (1)
2, James Sofronas, Porsche 911 GT3, 656 (1)
3, Tony Rivera, Porsche 911 GT3, 643 (1)
4, Andy Pilgrim, Volvo S60, 596 (1)
5, Randy Pobst, Volvo S60, 568 (1)
6, Eric Curran, Chevrolet Corvette, 510
7, Sonny Whelen, Chevrolet Corvette, 405
8, William Ziegler(R), Porsche 911 GT3, 404
9, Dino Crescentini, Porsche 911 GT3, 384 (1)
10, Tony Gaples, Chevrolet Corvette, 380

SCCA Pro Racing SPEED World Challenge GT Manufactures? Championship
After Seven of 10 Rounds
Pos., Manufacturer, Points (wins)

1, Porsche, 45 (3)
2, Ford, 41 (1)
3, Volvo, 30 (2)
4, Chevrolet, 26
5, Dodge, 16 (1)

You can't win 'em all :(, but you  can  take second, third, fourth, eighth, ninth, and tenth when you can't take first :praise:!  From www.grand-am.com:

Bell, Salama Post Grand Sport Win at Trois-Rivieres
August 16, 2009


TROIS-RIVI?RES, Quebec, Canada - Matt Bell earned his second victory of the 2009 Grand-Am KONI Sports Car Challenge Grand Sport (GS) season Sunday in the 40th edition of the Grand Prix de Trois-Rivi?res, holding off Billy Johnson and giving co-driver Don Salama his first-ever GS win.

Bell led the final 45 laps of the 66-lap, 90-minute race around the 1.521-mile, 10-turn temporary street circuit in the No. 96 Turner Motorsport BMW M3, Turner Motorsport's third victory of 2009. He took over from Don Salama during one of the race's three full course cautions, made his way to the front as pit stops cycled through and sprinted away following the final caution to win by 2.7 seconds. The winning pair averaged 66.238 mph.

At times during his stint, Bell owned nearly an eight-second lead, but that was cut into late in the race by Tom Long. The gap diminished on Lap 52, when the yellow flag came out for debris on the track as a result from a crash involving John Potter's No. 41 Magnus Racing Porsche 997. It marked the first time a caution period occurred in a GS race since TheGlen.com 200 at Watkins Glen International.

The green flag flew on Lap 55, and Bell was momentarily challenged before positions began changing behind him. With that racing going on, he pulled away, moving to fifth in the standings and keeping his championship hopes alive with only two races remaining this season.

"It's fantastic to get a win on this track!" said Bell, who opened the season with a win at Daytona International Speedway, his first KONI Challenge victory. "To be behind the wheel and take the checkered flag was a great feeling. When that last yellow flag came out and took away the lead I'd built up, it was like it took all the steam out of the effort I'd put in at that point. But the BMW M3 is so balanced and I had been as conservative as I could be with the brakes so on the restart I was able to build up my lead again, thankfully. Don did a great job in his stint and the Turner guys gave me an unbelievable pit stop and then I just had to do my job from there."

Salama and Bell had never triumphed before in KONI Challenge competition at Trois-Rivi?res, but Turner Motorsport has -three times now, all in odd-numbered years. Chris Gleason, who finished sixth in the No. 97 Turner Motorsport BMW M3 with Justin Marks, won in 2007 with Bill Auberlen. Auberlen also won in 2005.

Salama was a substitute for Auberlen this weekend. He becomes the first winner this season to win in multiple KONI Challenge classes - he also joined Will Turner as a winner in the Street Tuner (ST) class race in May at Mazda Raceway Laguna Seca.

"There are so few days in racing where everything works perfectly for you, but this was one of those days," Salama said. "My job was just to stay out as close to the front as possible. I am not in the championship points battle, so we had the flexibility to do the driver change when we wanted to. So when that (second) yellow flag came out, it was exactly the right time for us. Matt drove a perfect race for us today, managing the car so that when that last restart came, he had plenty of car left underneath him and no problem moving clear of the field once again."

Johnson moved through the field to take second just a couple laps after the final caution, giving himself a second consecutive GS podium at Trois-Rivi?res and the first for Jack Roush Jr. at the track. They drove together in the No. 61 Valvoline/Roush Ford Mustang GT.

Polesitter Dean Martin led the opening 21 circuits in the No. 59 Rehagen Racing Ford Mustang GT, which satisfied the 30-minute rule (drivers must complete that amount of time on the racing surface to obtain points). Shortly after, he turned the car over to Wilden, who reentered the race seventh. For several laps, he followed Johnson through the field, and took over third from Long on Lap 59. Wilden set the race's fastest lap two circuits later, and his efforts awarded him with a two-point increase on James Gue and Bret Seafuse, who finished fourth in the No. 37 Trumansburg ShurSave Ford Mustang. Wilden's lead is now 20 points (266-246).

Rounding out the top five were Long and Charlie Putman in the No. 91 Sparco/Import Car Store BMW M3.

Potter, who was also involved in a first-lap incident that brought out the yellow flag, was not injured in either crash. On Lap 11, David Riddle and Lee Davis were involved in a tangle - when the loss of the ABS system caused an incident and sent Riddle's No. 26 C-Max Porsche 997 off course in Turn 6. Both the No. 26 and Davis' No. 32 Luna-C Clothing BMW M3 - fielded by reigning GS race-winning team Kinetic Motorsports - were eliminated from competition.

Pos No. Class Pic Drivers Team/Car Laps Best Lap (#) Avg MPH Sponsors
1    96 GS 1 Bell / Salama Turner Motorsport / BMW M3 Coupe  66 1:11.662 66 66.194 Turner Motorsports
2    61 GS 2 Johnson / Roush Horsepower Ranch / Ford Mustang GT  66 1:11.639 61 66.161 Roush Valvoline
3    59 GS 3 Martin / Wilden Rehagen Racing / Ford Mustang GT  66 1:11.288 61 66.150 Rehagenracingproducts.com
4    37 GS 4 Gue / Seafuse JBS Motorsports / Ford Mustang GT  66 1:11.744 62 66.067 Trumansburg Shursave
5    91 GS 5 Long / Putman / Russell Automatic Racing / BMW M3 Coupe  66 1:12.202 57 66.059 Sparco, Imported Car Store,  Rogue Engineering, Land Air, Engine Studios
6    97 GS 6 Gleason / Marks Turner Motorsport / BMW M3 Coupe  66 1:11.708 29 65.981 Turner Motorsports
7    99 GS 7 Hillestad / Russell / Waddell Automatic Racing / BMW M3 Coupe  66 1:12.736 48 65.893 H&S Tool, Imported Car Store, Rogue Engineering, Land Air, Engine Studios
8    52 GS 8 Mason / Michaelian Rehagen Racing / Ford Mustang GT  66 1:12.313 57 65.808 Columbus Track & Equipment
9    47 GS 9 Igdalsky / Mattioli JBS Motorsports / Ford Mustang GT  64 1:14.093 24 63.688 Pocono Raceway
10   58 GS 10 Cameron / Finlay Rehagen Racing / Ford Mustang GT  61 1:11.990 45 65.309  
11   39 GS 11 Ende / Pumpelly TRG / Porsche 997  61 1:12.364 9 60.326 DigiTrust Group, Adam Polishes, Racers Roast
12   33 GS 12 Davis / Eversley Kinetic Motorsports / BMW M3 Coupe  11 1:12.877 9 58.820 Luna-C Clothing
13   26 GS 13 Riddle / Wilson BGB Motorsports / Porsche 997  11 1:13.156 9 58.787 C-Max
14   41 GS 14 Lally / Potter TRG / Porsche 997  5 1:14.531 5 6.575 Magnus Racing
15* 83 GS 0 Stanton / Tecce BGB Motorsports / Porsche 997  0   0 0.000  

* - Withdrew

Preliminary GARRA Koni Championship race results (positions 1--12) from Miller Motorsports Park in Tooele, UT:

    Nbr   Driving at end  Laps  Lead       Team                         Vehicle
1    61    Billy Johnson     46                     Horsepower Ranch    Ford Mustang GT
2    96    Bill Auberlen      46      1.095     Turner Motorsport      BMW M3 Coupe
3    97    Joey Hand         46    24.685     Turner Motorsport      BMW M3 Coupe
4    37    James Gue        46    25.307     JBS Motorsports         Ford Mustang GT
5    59    Dean Martin      46    26.800     Rehagen Racing         Ford Mustang GT
6    32    Todd Lamb        46    28.513     Kinetic Motorsports    BMW M3 Coupe
7    28    Mike Borkowski 46    31.937     Fall-Line Motorsports BMW M3 Coupe
8    91    Charles Espen. 46    34.494     Automatic Racing        BMW M3 Coupe
9    39    Spencer Pump. 46    34.955     TRG                             Porsche 997
10  77    Bryan Sellers    46    35.210     Maxwell Paper Rac.     Porsche 997
11  79    Gunnar Jeann.  46 1:02.389    Kinetic Motorsports     BMW M3 Coupe
12  54    Mike McGovern 46 1:02.640    Jim Click Racing            Ford Mustang GT

The results won't be official until the top three vehicles pass post-race inspection to see that the rules were obeyed. (UPDATE: The above preliminary results have been verified as correct.) In one 2008 race, the top three finishers were disqualified at post-race inspection :nono:--two were below the minimum ground clearance and I can't recall what the third vehicle failed for.  The race finished about four or five minutes before I began this post, so the official standings probably won't be out until tomorrow.  

GARRA is a protege of NASCAR :facepalm: so accidentally or intentionally being in violation of any rules will not cost you your finishing position, but it will remove all team, driver, and manufacturer points from the total points of the violator(s) that would have accrued in the race(s) in which the violation(s) occurred.  But the finishing order will remain unchanged :huh:

These Mustangs are FR500Cs, and they are based on the pre-2010 S197 Mustang.  Introduced in January of 2005, they had won three of the first four Grand-Am (now The Koni Challenge) races within six months of when the first 2005 Mustangs hit the dealerships in the Autumn of 2004.  

The same team that won that first Grand-Am event in an FR500C at Daytona in January, 2005--Blackforest Motorsports--had entered a Challenger in a few of the earlier races this year, but either withdrew or finished last each time.  It hasn't been entered lately, so apparently Blackforest Motorsports has moved on...

Other new models that have been in the dealerships for six months now haven't been entered by anyone this year.  'Smart on somebody's part. ;)

The unofficial win at Miller Motorsports Park is huge--it has one decent straight and 24 curves in less than 4.5 miles of racetrack (check out the MMP website or the GARRA website to see what I'm talking 'bout here).  Getting first, fourth, and fifth--especially against Bill Auberlen and the outstanding Turner Motorsports team is a helluva feat, and may bring the championship down to the wire!  With this win--nothing other than a BMW has ever won a GS-Class race here--Mustangs have now won at all the "BMW tracks", the other two being the fairly new Iowa Speedway and Mid-Ohio.
---------------------------------------------------------------------------------------------

Here's GARRA's official race report:

Billy Johnson/Jack Roush, Jr. Garner Last Lap Victory In Salt Lake City 200
September 18, 2009

TOOELE, Utah (Sept. 18, 2009) - In a seesaw battle with the defending race winning driver and team Friday at Miller Motorsports Park, Billy Johnson passed Bill Auberlen for the final time in Turn 1 of Lap 46 - the final lap of the two-and-a-half hour Salt Lake City 200 (SPEED, 1:30 p.m. ET, Oct. 3) - and held off the 2008 winner by 1.095 seconds to earn his second Grand Sport (GS) victory of 2009 and the first ever for co-driver Jack Roush Jr.

Johnson, who joined the Horsepower Ranch team in June at Mid-Ohio Sports Car Course, regained the lead with an inside pass of Auberlen, kept Auberlen at bay for the first-ever win for Horsepower Ranch. Johnson also won in March at Homestead-Miami Speedway, driving for Motorsport Technology Group.

The race, which started under bright skies and in 80-degree temperatures, ended in near pitch-black conditions - albeit the 30-plus headlights navigating the 4.486-mile course and flashes of lightning south of the track.

Johnson originally took the lead on Lap 31 from Dean Martin and led seven laps before Auberlen took the lead and held it at the line on Lap 38. Johnson put the No. 61 Valvoline/Roush Ford Mustang GT back out in front on Lap 39 on the front straightaway, and the two ran nose-to-tail for the next three circuits. On Lap 42, however, Auberlen slipped off the track momentarily, allowing Johnson to distance himself for about a lap.

It didn't last long, however. Auberlen regained his composure and, on Lap 45, blasted past Johnson - who slipped off-line - for what he was hoping for his second consecutive victory and fourth straight for Turner Motorsport, which had won every GS race at Miller prior to Friday. But Johnson fought back, and drag-raced Auberlen all the way into Turn 1, where he took over the lead once again. Auberlen dogged him around the track, but couldn't get past, instead giving himself and co-driver Matt Bell a second-place finish in the No. 96 Turner Motorsport BMW M3.

"The last few laps - how about the last 30 laps!" said Johnson, who has four ST victories to go along with his two GS wins this season. "I love racing in the dark. It's awesome to have that opportunity in the KONI Challenge. Definitely having Bill Auberlen in your mirrors is not the easiest thing, especially with the blinding lights. We went back and forth I don't know how many times. It was back and forth. Neither of us could see the road. It was a rough battle at the end - definitely good, hard racing. I was able to come out on top, and can't thank everyone at Roush enough."

Added Roush after the car's third consecutive podium finish: "Man, I was sweating bullets. That was awesome. Billy did a great job. I can't be more proud of our No. 61 Roush Valvoline Mustang. I had plenty of battles during my turn, too. I was battling a little bit of a push. I knew that was going to happen, because the fuel tank was full. It was a blast out there. I rarely want to give the car up, but it was hot in there and I think I have a few blisters."

Auberlen rejoined Bell after missing the team's last race, a victory in the Grand Prix de Trois-Rivi?res last month in Quebec.

"He had the strength on the straights; I had the strength on the braking, but not enough to make up the difference," Auberlen said of Johnson. "He did a very good job and made no mistakes. One time I got by him and thought I had enough of a gap to get down the straight. To just get down the straight would be good, but he got by me. Oh, well. One time we rubbed, but I need my racing space, too. Matt did a great job - he did exactly what he's supposed to do. The guy's a front-runner every time. Turner Motorsport had won this race every year, so now, this defeat is horrible. But I guess second is okay - we'll take the points and keep on trucking."

Bell moved past Martin into third in the GS standings by one point, while point leader and fifth-place co-finisher Ken Wilden lost two points over James Gue and Bret Seafuse, who earned fourth. Wilden and Seafuse battled for the majority of the opening 22 laps, with Wilden taking the lead on the first lap, and Seafuse moving to second by Lap 6. The pair pitted within a lap of each other, with Martin holding onto the lead after Wilden brought the No. 59 Rehagen Racing Ford Mustang GT into the pits on Lap 25.

The only caution period came out on Lap 27 for debris in Turn 6, and the green flag flew to resume action on Lap 31, the same lap Johnson passed Martin, who had held a 10-plus second lead at the time.

Wilden now has 292 points, while Gue and Seafuse, in the No. 37 Trumansburg ShurSave Ford Mustang GT, have 274 points. A 14th-place finish in the Bosch Engineering Octoberfest Oct. 4 at Virginia International Raceway, regardless of what Gue and Seafuse do, will sew up Wilden's first Grand-Am championship. Bell also has a mathematical shot at the title, but he is still 29 points behind Wilden.

Gaining six positions in the final laps was third-place finisher Joey Hand, the co-winner the 2007 GS race, in the No. 97 Turner Motorsport BMW M3 he shared with Chris Gleason, despite a second pit stop. The pair came from 17th.

Earlier in the afternoon, Dan DiLeo earned the pole position with a time of 3:09.544 (85.202 mph) in the No. 77 Maxwell Paper Products Co. Porsche 997. It was first career pole, and he and co-driver Bryan Sellers went on to finish 10th.

From www.mustangblog.com:

Andrew Caddell Wins Second Consecutive Ford Racing Mustang Challenge Championship
By  Matt Rigney, Author, September 21st, 2009

This past weekend at Miller Motorsports Park Andrew Caddell earned his second consecutive Ford Racing Mustang Challenge Championship by having a flag-to-flag run to victory lane in his FR500S.  With the 2010 Hurst Ford Mustang pacing the 26-car field for the final race of the season Andrew Caddell got the early lead and never looked back keeping the likes of Ted Anthony Jr. and Jason Von Kluge behind him the whole race.  Finishing second in the overall points for the 2009 series was Ted Anthony Jr followed by Jason Von Kluge who took Third.  For all the details on the final race of the Ford Racing Mustang Challenge series check below. Press Release: Andrew Caddell secured his second consecutive Ford Racing Mustang Challenge Championship with a flag-to-flag run to victory lane at Miller Motorsports Park on Saturday, with Ted Anthony Jr., sealing second in the year-end championship with his second-place finish. Jason von Kluge returned to the Mustang Challenge podium with his third-place finish to move up to third in the overall championship. The 45-minute race got off to a clean start through the tight turn one after BFGoodrich Tires ?Ride of your Lifetime? contest winner Linda Wilson threw the green flag. But as the 26-car field made raced into lap one, an incident slowed the field after D. Rick Edwards got turned around in traffic, and Pratt Cole had nowhere to go and the two made contact despite his quick evasive maneuver. Von Kluge jumped into third on the start, but his expected battle with Dan Aweida?which had significant championship implications as the two were just two points apart heading into the weekend?didn?t play out as Aweida?s run was thwarted by a throttle problem, which took him out of the front-running pack in the early laps. On the restart, Caddell again established his lead after holding off the advances of Anthony Jr., and went on to grow his lead to take the checkered flag, flown by Series Manager Lynda Randall to close out the 2009 season. As has been the case throughout the season, the racing was intense throughout the field, with the battle for fourth the hottest contest. After a full race of dicing, Zach Lutz held on to take the position, with Mike Mcgovern and Andrew Hendricks nearly on his quarter panels as the threesome crossed the line nearly in the same shadow. ?It wasn?t that easy!? Caddell said after his fourth win of the season. ?I started with a good gap but he got really close to me under braking going into one and I think I went deeper into that corner than I had all day! But it feels great to get this championship finally locked up and now I?m really ready to celebrate. It?s been a great season and this was the best possible way to wrap it up with a win here at Miller and the home track for the series.? ?I did everything I could do today, but Andrew had a great car and there was just no way to keep his pace,? said Anthony Jr. ?I was just trying to manage the front tires because we had a bit of a push this morning. It was everything I could do. But congratulations to Andrew, he is a deserving champion. This was a great season for me, and for TC Motorsports. Those guys do fantastic work and I?m happy to have had the opportunity to race with them.? ?This is great-to come home on the podium to finish out the season,? said von Kluge. ?I love to spray some champagne and to get some new hardware! I was happy to get in front of Dan (Aweida) although it?s too bad he didn?t get the chance to race more. I?m mote sure what happened with his car, but I was focused forward. I?m really happy to come out at the end of the year third in the championship. The Mustang Challenge is a great place to race and I had a blast today.? Ford Racing Mustang Challenge Special Awards: The ?Go Pro, Be a Hero? Award went to Pratt Cole in the No. 88 RP Motorsports Mustang for his sportsmanship and dedication to the Mustang Challenge Series. Series newcomer Richard Picut made quite an impression, racing with the Miller Performance Training Center team, moving from last on the grid to 17th at the checkered flag to score the BFGoodrich ?Take Control? Award. ?The car was excellent, just fantastic,? said Picut as he was part of the post-race podium ceremonies. ?I was able to avoid some of the carnage up front and just kept on moving up with how quick the car was, so it was a great day today!? High-flying skater has a blast in Mustang Challenge Skateboarding star Bucky Lasek made his Ford Racing Mustang Challenge debut on Saturday, and the high-flying skate star enjoyed himself as he brought home a 13th place finish, driving with the MPTC team. Lasek knows his way around the track, having raced on the shorter courses and he had no problem putting the pieces together as he raced the full 4.4-mile track on Saturday. ?It was awesome! I think there could have been a little more tweaking with the car but it was pretty good and I had a lot of fun out there. I am looking forward to spending more time with Dan McKeever and working on what I am doing in the car and continuing to improve. I learned a lot today, and I really want to do more of this!? Stuck throttle makes for some on-track mechanical work for Aweida Dan Aweida was looking to hold on to third in the championship, but a stuck throttle meant that he had to stop the car to effect repairs, getting out of the machine, doing the quick fix, and getting strapped back in to race to the finish. ?I didn?t want to just give up, and it was something simple to fix but of course, I was trying to do it with my helmet on, and I?m hot, and mad that I?ve lost the track position, and it was a pain to get to!? said Aweida as he decorated his Pinewood Derby Car for the Austin Hatcher fundraising activity on Saturday night. ?But I was able to fix it and get back in there. The car was great, so it was too bad that I couldn?t fight with Jason out there but I knew that I had to get back in there just in case he had a problem. It?s disappointing, but you know I love racing here so I?ll be back!? Thank you from the Mustang Challenge drivers and staff to the corner workers and staff at Miller Motorsports Park.

Press Release: Andrew Caddell secured his second consecutive Ford Racing Mustang Challenge Championship with a flag-to-flag run to victory lane at Miller Motorsports Park on Saturday, with Ted Anthony Jr., sealing second in the year-end championship with his second-place finish. Jason von Kluge returned to the Mustang Challenge podium with his third-place finish to move up to third in the overall championship.

The 45-minute race got off to a clean start through the tight turn one after BFGoodrich Tires ?Ride of your Lifetime? contest winner Linda Wilson threw the green flag. But as the 26-car field made raced into lap one, an incident slowed the field after D. Rick Edwards got turned around in traffic, and Pratt Cole had nowhere to go and the two made contact despite his quick evasive maneuver.

Von Kluge jumped into third on the start, but his expected battle with Dan Aweida?which had significant championship implications as the two were just two points apart heading into the weekend?didn?t play out as Aweida?s run was thwarted by a throttle problem, which took him out of the front-running pack in the early laps.

On the restart, Caddell again established his lead after holding off the advances of Anthony Jr., and went on to grow his lead to take the checkered flag, flown by Series Manager Lynda Randall to close out the 2009 season.

As has been the case throughout the season, the racing was intense throughout the field, with the battle for fourth the hottest contest. After a full race of dicing, Zach Lutz held on to take the position, with Mike Mcgovern and Andrew Hendricks nearly on his quarter panels as the threesome crossed the line nearly in the same shadow.

?It wasn?t that easy!? Caddell said after his fourth win of the season. ?I started with a good gap but he got really close to me under braking going into one and I think I went deeper into that corner than I had all day! But it feels great to get this championship finally locked up and now I?m really ready to celebrate. It?s been a great season and this was the best possible way to wrap it up with a win here at Miller and the home track for the series.?

?I did everything I could do today, but Andrew had a great car and there was just no way to keep his pace,? said Anthony Jr. ?I was just trying to manage the front tires because we had a bit of a push this morning. It was everything I could do. But congratulations to Andrew, he is a deserving champion. This was a great season for me, and for TC Motorsports. Those guys do fantastic work and I?m happy to have had the opportunity to race with them.?

?This is great-to come home on the podium to finish out the season,? said von Kluge. ?I love to spray some champagne and to get some new hardware! I was happy to get in front of Dan (Aweida) although it?s too bad he didn?t get the chance to race more. I?m mote sure what happened with his car, but I was focused forward. I?m really happy to come out at the end of the year third in the championship. The Mustang Challenge is a great place to race and I had a blast today.?

Ford Racing Mustang Challenge Special Awards:

The ?Go Pro, Be a Hero? Award went to Pratt Cole in the No. 88 RP Motorsports Mustang for his sportsmanship and dedication to the Mustang Challenge Series.

Series newcomer Richard Picut made quite an impression, racing with the Miller Performance Training Center team, moving from last on the grid to 17th at the checkered flag to score the BFGoodrich ?Take Control? Award.

?The car was excellent, just fantastic,? said Picut as he was part of the post-race podium ceremonies. ?I was able to avoid some of the carnage up front and just kept on moving up with how quick the car was, so it was a great day today!?

High-flying skater has a blast in Mustang Challenge

Skateboarding star Bucky Lasek made his Ford Racing Mustang Challenge debut on Saturday, and the high-flying skate star enjoyed himself as he brought home a 13th place finish, driving with the MPTC team. Lasek knows his way around the track, having raced on the shorter courses and he had no problem putting the pieces together as he raced the full 4.4-mile track on Saturday.

?It was awesome! I think there could have been a little more tweaking with the car but it was pretty good and I had a lot of fun out there. I am looking forward to spending more time with Dan McKeever and working on what I am doing in the car and continuing to improve. I learned a lot today, and I really want to do more of this!?

Stuck throttle makes for some on-track mechanical work for Aweida

Dan Aweida was looking to hold on to third in the championship, but a stuck throttle meant that he had to stop the car to effect repairs, getting out of the machine, doing the quick fix, and getting strapped back in to race to the finish.

?I didn?t want to just give up, and it was something simple to fix but of course, I was trying to do it with my helmet on, and I?m hot, and mad that I?ve lost the track position, and it was a pain to get to!? said Aweida as he decorated his Pinewood Derby Car for the Austin Hatcher fundraising activity on Saturday night. ?But I was able to fix it and get back in there. The car was great, so it was too bad that I couldn?t fight with Jason out there but I knew that I had to get back in there just in case he had a problem. It?s disappointing, but you know I love racing here so I?ll be back!?

The Nethead here's official pre-emptive farewell posting:  "Pre-emptive" because each day it is a new and different challenge to get logged in to carSPIN.net :huh:, and one of these days the Nethead here is gonna run out of tricks to try :orly:.  Already, it takes at least a half-hour or so to run through established tricks--which seem to cease being effective after a coupla days of usage :huh:--and come up with yet one more trick to get logged in (see my posting in "CarSPIN Feedback") yet one more time.

So I need to bid those of you whose wit and wisdom will be missed a proper farewell :(--'cause if the Nethead here waits until the last trick doesn't work, it's one logon too late, huh :confused:?  There's no tellin' when that'll happen, I amaze myself at how creative I've become at getting past the myriad of logon hurdles thus far :praise:.  OTOH, it could be tomorrow that there are no more tricks left to try...

Instead of listing dozens & dozens of usernames of the witty and the wise, the Nethead here wishes I had the time to go back and copy/paste the best of your delightful/insightful postings in this posting--a Golden Hits album, as it were.  It would take too long, and I'm too effin' lazy--I'm glad that I made the effort to give each of you credit for "good/or funny/or both" postings at the time they occurred :rockon:!  Great damned work, dudes! :clap:

Now, not everyone can be witty and wise--and some of you have never gotten close :facepalm:.  That's unfortunate, but in the spirit of "Auld Lang Syne" that I am trying to inspire in this reverie, just remember that the Nethead here bears you no ill will just because certain of you are :pee: blithering, utterly hopeless dipshits :cry:.  
You know who you are.  You can't help it, so puke and die.  Life's like that, deal with it.  

That sorta sums it up, in the event that logging on becomes impossible immediately or soon thereafter :rage:.  Otherwise, party on :partyon: :partyon: :partyon: until further notice or the FCC pulls the plug! :cheers: Whichever...          2864

In the Name of The Father, The Son, and The Nethead Here, Amen.
:thumbsup:    

Sooooo, the Nethead here was down in Newport News, VA again this past week-end, and cruised over to the tiny "metropolis" of Alton, VA to take in the season-ending GARRA Koni Challenge race at Virginia International Raceway, a beautiful track in the serious boondocks along the Virginia/North Carolina border.  Its only failing is its lack of a positions tower or even an electronic/mechanical/manual equivalent to golfing's leaderboard.  The PA system is utterly ineffective unless all the racecars are at the far end of the roughly 3.25-mile track.   Once you're at the track, you need a laptop to get the live timing & scoring data from the Grand American website.  Occasionally, you can at least determine the leader by checking out the car behind the pace car during laps under caution (and there was a caution for two laps that ended just two laps before the checkered flag).
 
Supposedly, it was to be the first head-to-head roadracing event pitting a Challenger, a Camaro, and a Mustang against each other.  Sanctioning body hype that was, since the Challenger was withdrawn before the race yet again--this time with complaints that (A) the Challenger is bigger than the Camaro and thus has more frontal area, (B) the Challenger is required to race at 100 pounds heavier than the Camaro, and (C) the Challenger's engine has less displacement than the Camaro's, and yet the Challenger must race with a restrictor plate in place whereas the Camaro is not required to race with a restrictor plate on the biggest displacement engine allowed in the Series.  To which the Nethead here would say "Whose fault is it that the Challenger is so damned big and heavy?"  The restrictor plate issue may be a valid issue, perhaps, but Mustangs are required to race with seventy percent restrictor plates using the only under-five-liter engine ever required to race with a restrictor plate and they win regularly (including yesterday, in fact--which additionally won the Driver's Championship for a Mustang driver, the Team Championship for a Mustang team, and the Manufacturer's Championship for Ford for the third time in five years).

The Nethead here had a balcony to view the race, above the entrance to pit road in the dogleg straight that has the start/finish line (visible about 150 yards downtrack).  As it happened, the Stevenson Motorsports Sunoco Camaro had the first pit position on pit row, which turned out to be fortunate for drivers Donohue & Bucknum.  More on that later.  The balcony location allowed me to easily deduce that the Gue/Seafuse #37 JBS Motorsports Mustang was clearly the class of the field without having the official race report pasted below.  'Also got to see a magnificent 270-degree spin which then reversed for a second 270-degree spin in the opposite direction by the great Bill Auberlen and his ever-formidable Turner Motorsports BMW M3 coupe.  And got to witness another spin and romp thru the meadows by a vehicle of the Porsche persuasion, with the driver managing to stay out of the tires & trees and resume the race without a caution--de facto proof that a 997 in the right hands can make a tenacious off-road vehicle!  

But I digress...the article says that the Camaro retired with clutch failure with 80 minutes left in the race (23rd in class out of 25 GS-Class racecars, 43rd out of 49 overall).  The Nethead saw the Camaro coast into its pit at 2:10 PM local, a flurry of activity ensued, the hood was raised for only about ten seconds at which point it was slammed and four dudes began the long push past roughly eight other pits to the opening that allowed it behind the wall for the afternoon.  There is a long downhill stretch of esses that ends about one hundred yards before the entrance to pit road, which aided the driver to get the Camaro to that first pit location.  This was only ten minutes into the second half of the four hour event, at which time there was 110 minutes left in the race--maybe they informed the tower that they were out of the race when there was only 80 minutes left in the race, but it entered the pits for the final time with 110 minutes left in the race.  Four dudes pushing it behind the wall was a clue.  It was the third GS-Class car to DNF out of twenty-five GS-Class cars on the grid, and it is not heartening that it DNF'd in under two hours and thirty minutes--the typical duration of a Grand Am race.  This is the longest race of the season at four hours, shortened from six hours last year because that six hour event gave Mustangs their first podium sweep ever as others fell by the wayside somewhere short of six hours.  Anyhoooo, the Camaro qualified thirteenth, and was probably running somewhere between thirteenth and ninth when it and a Mustang were the only GS-Class cars to pit during the first caution of the race.  This positioned those two racecars advantageously when the leaders pitted under the green thirty or forty minutes thereafter, and that is the point at which the Camaro ran as high as third.  The Camaro's next pitstop, under the green, sorta restored the original order, less any vehicles that may have had to make additional pitstops.  Certainly, the Camaro was not the slowest vehicle on the track (understandable, with the biggest engine in the race running without a restrictor plate--or so Dodge would maintain...), but there were seven-to-nine that were faster all the time and four-to-six others that turned faster best laps in the race, including the two GS-Class Porsches that DNF'd or wrecked (whichever) before the Camaro.

Mustangs have now won their third Grand American Road Racing Association Manufacturer's Championship in the last five, including the most recent two Championships back-to-back.  And the Camaro's 23rd place finish knocked Dodge down to fifth place (which got 5 points for a 26th place in the single race the Challenger was not withdrawn from before the start of the race) behind Mustang (346 points), BMW (345 points), Porsche (287 points), and Camaro (8 points).  

The top three driver's in the Driver's Championship drove Mustangs (Wilden, Seafuse, and Gue) and the top two teams in the Team Championship campaigned Mustangs (Rehagen Racing & JBS Motorsports).  

Here's the official article:

Gue, Seafuse Win At VIR; Wilden Takes Title
October 4, 2009

DANVILLE, Va. (Oct. 4, 2009) - James Gue and Bret Seafuse did what they set out to do - win the 2009 Grand-Am KONI Sports Car Challenge Grand Sport (GS) season-ending Bosch Engineering Octoberfest on Sunday at Virginia International Raceway, and the Manufacturer's Championship for Mustang. However, Mustang rider Ken Wilden's sixth-place finish was enough to keep the points lead and take his first series title.

In the Street Tuner (ST) class, Christian Miller's Civic retired just over an hour into the four-hour race, but he was able to hold on to win that title, in a race won by Tom Long and Derek Whitis in the No. 145 Mazda/Freedom Autosport Mazda MX-5.

Gue took the lead on Lap 83 of 108 and led the final 26 laps after taking control from Seafuse - who had led from Laps 66-82 at the point - during the JBS Motorsports team's final pit stop. Gue and Seafuse celebrated their second victory of 2009 in the No. 37 Trumansburg ShurSave Ford Mustang GT, as they led twice for a race-high 66 laps.

Seafuse - who stated before the race the goal was simply "to win" - started ninth, but Gue moved the car into the lead during his stint, and the two were never shuffled out of the top five.

Meanwhile, polesitter Wilden led the opening two laps, and he and co-driver Dean Martin participated in a different pit stop sequence, opting to stay out during the first of three caution periods while many of the leaders pitted. Martin led two laps during his stint, and Wilden was able to move into the top five during the race's final hour.

However, Wilden fell outside the top five at the beginning of the final hour, and was eighth on the race's final restart. Running conservatively enough to stay out of trouble, but aggressively enough to keep the championship lead, Wilden dropped to ninth in the first turn. He eventually finished seventh and was promoted to sixth following a penalty on Billy Johnson, showing emotion upon taking the checkered flag.

The final advantage for Wilden was nine points (317-309) over Gue - who pulled away on the final restart - and Seafuse, who had to settle for second in the championship for the second straight season. Last year, they finished six points behind titlists Scott Maxwell and Joe Foster.

"I wasn't worried (when they fell behind early in the race)," said Wilden, whose VIR finish tied his season worst. "I knew what our strategy was, and it played out. We just needed to do what we had to do, and we executed. On the first pit stop, we probably should have pitted with the leaders, but we knew we'd catch up again. We expected another yellow. On the championship, I'm just thrilled for the No. 59 Rehagen Mustang, 986 Cooling and Belesta.

"This is a really tight year for us and for Rehagen financially, and they really stepped up for me to come in here and show what we could do," Wilden continued. "Running with Dean is like having two pro drivers. Hats off to the crew, one of the best pit teams in the paddock. The car was flawless all year. We did not have one failure, and we didn't replace one body panel all year. I'm very happy and very pleased."

The championship was also the first for Wilden's team, Rehagen Racing, and the second consecutive for Ford, which defeated BMW by four points (348-344).

Disappointed with not winning the title, Gue was nonetheless content with winning the race. He held off Salt Lake City 200 race co-winner Johnson on the final restart and pulled away. Side-to-side contact between Johnson and Bill Auberlen in the No. 96 Motul BMW M3 allowed Terry Borcheller to jump ahead of both and into second, 1.305 seconds behind Gue. All 11 GS races this season finished with a margin of victory under five seconds.

"We came into this race knowing we had to win, and that's all we could control," Gue said. "I know the (No.) 59 guys had a rough time today, but they still had enough for the championship. But it's been a great year. We came up a little short in the championship, but I'm proud of Bret and all the guys. They did an outstanding job."

Borcheller co-drove with No. 28 Fall-Line Motorsports BMW M3 driver Andrew Hendricks, making only his second career KONI Challenge start. Borcheller led 20 laps during the race's first hour. It was the best-ever finish for Fall-Line Motorsports.

Johnson was issued a 45-second penalty for the contact as well as blocking, dropping him and co-driver Jack Roush Jr. to ninth, the final car on the lead lap, and giving Dan DiLeo and Eric Foss third in the No. 8 Maxwell Paper Products Co. Porsche 997. It marked Maxwell's first-ever KONI Challenge podium.

Auberlen and Matt Bell finished fourth, while Charles Espenlaub and Charlie Putman took fifth in the No. 91 Sparco/Imported Car Store BMW M3. Bell finished third in the points standings, one point ahead of Martin.

Virginia-based Motorsport Technology Group and the No. 18 Evolution Motorsports Porsche 997, with drivers Ryan Dalziel and Payton Wilson of Chantilly, Va., finished 14th, one lap down.

The race marked the debut of the Chevrolet Camaro in KONI Challenge competition. Second-generation drivers David Donohue and Jeff  Bucknum co-drove the No. 6 Sunoco entry fielded by Stevenson Motorsports - carrying the blue and yellow colors campaigned by Mark Donohue and Ronnie Bucknum for Penske Racing in the 1969 SCCA Trans-Am Championship. David Donohue qualified 13th and had the car up to third before turning the car over to Bucknum, who retired with clutch problems with 80 minutes remaining. They finished 23rd in class.

The race's three cautions - all for stalled cars - slowed the race's average to 88.093 mph.

NOTES & QUOTES THRU THE FIRST DRIVER CHANGES IN THE RACE:

Rough Weekend for APR (Updated Sunday at 3:15 p.m.)

After a pair of engine failures on Friday - one that sidelined the team's No. 181 entry - the APR Motorsport's remaining No. 171 VW GTI went to the garage midway through the VIR finale.

"We started to lose power just ever so slightly," Ian Baas said. "I realized that my shift points were moved back a couple of car lengths, it was just small enough to perk my interest. Sure enough, it go worse and worse. I came into the pits, they were unable to diagnose the problem. They're really unsure what was the cause of the problem. We're looking forward to next year, and see what we can do there, because it's over now. It's terrible, but that's how it goes."

Donohue: Penske and My Dad Would be Proud (Updated Sunday at 2:30 p.m.)

David Donohue (No. 6 Sunoco Camaro) - "It's been an awesome day and an awesome weekend. Stevenson Motorsports and Riley Technologies put a nice car out. For something that's right out of the box, it's doing well. They've done their homework. We've had our teething problems, but Jeff (Bucknum) have put a huge effort in and it's bearing fruit now. We've climbed the charts in every session and the car seems reasonably competitive out there. I don't know if we're ready for a win, but the light's at the end of the tunnel. Stevenson Motorsports, along with Bill and Bob Riley, have a lot of experience and depth. In the GT program they've been the underdog, but I say that tongue in cheek because they're always up front and winning races. They're not so much the underdog anymore, they're a quality organization. This new Camaro looks fantastic on the track, it looks fantastic up close. I think Roger Penske and my dad would be real proud if they saw it in real life."

Quotes Following Opening Driver Shifts (Updated Sunday at 1:45 p.m.)

Bryan Ortiz (No. 52 Rehagen Racing Ford Mustang GT) - "Thanks to the Rehagen Racing team, the car was just perfect. I made a mistake near the beginning of the race, I was second and I lost a lot of positions but I got back on and passed everybody who had passed me. I was passing an ST car and I saw him move, and I turned too fast and went straight in turn one. But nothing happened to the car. On the last restart, I took first place and kept going. I lost a lot of time on my last lap before my pit stop, the car was stumbling because it was running out of fuel. Hopefully, we can come back and be at front at the end of the race."

Ken Wilden (No. 59 Rehagen Racing Ford Mustang GT) - "The first hour went by fast. I think the BMW (Terry Borcheller) wanted to get out and go, so I let him go, and Bryan (Ortiz) was really quick. I just wanted to stay ahead of the rest of them. I let a couple of guys go, but they started losing their tires and I thought it would be best to stay ahead of them. I had a pretty good stint. We wanted to stretch the first stint out as much as we could, that's why we didn't come in (under caution). Hopefully, we can make up the positions before the end of the race. The car's running really good. I wasn't running over the curbs, I was short-shifting, taking care of it. The championship is definitely not over - it won't be until the checkered flag. But we're pretty confident - Dean (Martin) will be back up to the top in the points."

Bret Seafuse (No. 37 JBS/Trumansburg ShurSave Ford Mustang GT) - "We're doing what we need to do for now. Obviously, we need to win and hope they have at least a little bit of a bad race. We've got a pretty good car and are running pretty competitive lap times, so mostly it's just patience and trying to keep it in one piece. We still need to be there at the end, but we're pushing pretty hard."

Daniel DiLeo (No. 8 Maxwell Paper Racing Porsche 997) - "It was a good run. The Maxwell Paper Products car started off slow early in the weekend, but every session we got out we were moving up the charts and it's a good race car. I didn't know it, but my good friend Bryan Sellers who was supposed to co-drive with me got bitten by something, so Eric Foss got in the car. He handn't been in all weekend, but he's picking up his pace. Hopefully he can keep it on the lead lap and give me a shot at the end."

Andrew Aquilante (No. 111 Subaru Road Racing Team Legacy) - "Our goal from the start was to get the Subaru Legacy up front and stay out of trouble, and hope that something would happen to Christian (Miller) in the first 30 minutes. But it looks like he's won (the ST championship), and congratulations to him. We just want to win the race now. We've been hungry for a victory all season."

Christian Miller (No. 74 Compass360 Racing Honda Civic Si) - "The guys at Compass have given me a perfect car all weekend. I just got over one of the curbs a little too hard and broke an axle, but we'll get it back out, finish the race and enjoy the rest of the season. We've had a great time. It's nice to have the championship over, now I can relax and enjoy it. At the end of the day, I do this because I enjoy it. Now that the championship's over, I can go out and have fun."

Ray Mason (No. 52 Rehagen Racing Ford Mustang GT) - "We pitted b efore the yellow, so we lost some. I got out in 21st and got it back up to seventh. Now we've got Bryan (Ortiz) back in for the finish."

Freedom Autosport To Campaign Three MAZDASPEED3s (Updated at 10:56 a.m. Sunday, Oct. 4)

Freedom Autosport will add to its three Mazda MX-5s a trio of MAZDASPEED3s for the 2010 KONI Sports Car Challenge. The team, which has campaigned three MX-5s since 2008, will add the 3s to its stable, which should give the team six cars next season.

Mazda has entered the all-new MAZDASPEED3 five-door in the hotly contested KONI Sports Car Challenge in the Street Tuner (ST) class.  MAZDASPEED engineers will work in partnership with SpeedSource to develop the car with all parts and information shared with all Mazda customers.

The KONI Challenge Spec MAZDASPEED3 will feature a "crate stock engine" with a sealed factory ECU. All SpeedSource developed parts will be sold through MAZDASPEED Motorsports Development. This will ensure the same level of customer support that has made the RX-8 the car of choice in the Grand-Am Rolex Series GT championship. The street going MAZDASPEED3 has a standard 263hp turbocharged Mazda MZR engine and has a base MSRP of $23,945.

"With our success racing the MX-5 Miata, we look forward to applying this knowledge to the new MAZDASPEED3 in 2010," said Freedom Autosport team owner and co-driver Derek Whitis. "We will be campaigning a multi-car effort and look forward to more MAZDASPEED victories."

Added David Spitzer, Grand-Am Vice President of Competition: "The KONI Challenge has over a dozen makes and models competing for the most diverse grid in racing.  Mazda has a tremendous road racing heritage and their vision of maximizing excitement and passion with minimum cost is exactly in line with the KONI Challenge goals.  We are very happy to welcome the new MAZDASPEED3 to the series for 2010."

Automatic Goal: Two Top Fives (Updated at 10:47 a.m. Sunday, Oct. 4)

Automatic Racing team principal David Russell said his team's goal with be earning two top fives in Sunday's race.

"That's exactly what we want," Russell said, "and I think we can achieve it."

Russell, teaming with Barry Waddell and Mark Hillestad in the No. 99 H&S Tools/Imported Car Stores BMW M3 in the season finale, expects the team to do well at VIR, where two seasons ago Automatic celebrated its only championship. Last season, the team was also in contention to win a championship but finished third.

In the team's second car, the No. 91 Sparco/Imported Car Stores BMW M3, will be Charles Espenlaub and Charlie Putman, who are in their second season running together.

BGB Motorsports: "This Is Our Race" (Updated at 10:45 a.m. Sunday, Oct. 4)

BGB Motorsports team principal John Tecce said the Bosch Engineering Octoberfest is one race the team should win in KONI Sports Car Challenge competition.

After several seasons of being close, he said this may be the year. Scott Russell and Guy Cosmo will drive the No. 83 BGB Motorsports Porsche 997, while David Riddle and Kris Wilson will pilot the No. 26 C-Max Porsche 997.

"This is our race," Tecce said. "BGB earned its second-ever victory here, so we know we can win here. We nearly won last year - we ran up front, at least - and were in contention for a championship until the final hour. So this year, we're hoping for a little better luck."

Dalziel Said MTG Porsche 997 Getting Better (Updated at 10:44 a.m. Sunday, Oct. 4)

Ryan Dalziel and Payton Wilson hadn't run an entire session until Sunday morning at VIR, as they prepared the No. 18 Evolution Motorsports Porsche 997 for Motorsport Technology Group.

The only Virginia-based Grand Sport team has been working throughout the weekend on the car, making adjustments to get the car competitive. The team already has one victory this season - at Homestead-Miami Speedway.

"We're working at it," Dalziel said.

Dalziel is running his second career GS race, while Wilson is running his first.

Kinetic Motorsports Gaining Momentum (Updated at 10:43 a.m. Sunday, Oct. 4)

Ryan Eversley led the final practice session Sunday morning, and he said the Kinetic Motorsports team should fare well in the race.

"We have four happy race cars," Eversley said. "We're looking for some strong finishes."

Kinetic Motorsports is one of a few teams that has run with the new BMW M3 E92 model; the three other cars are still E46s. The team's No. 33 Luna-C Clothing, with team owners Nic J?nsson and Russell Smith, as well as Lee Davis, was fifth Sunday morning.

This was the first season for Smith and Davis in GS, after spending a year in ST. They debuted in GS in last year's finale at VIR.

"We're pretty happy with the season," Davis said. "We've made strides and look forward to being up there with Ryan's car at the end of the race."

Sellers, Maxwell Paper Showing Strong (Updated at 10:42 a.m. Sunday, Oct. 4)

Several small adjustments have put the No. 8 Maxwell Paper Products Co. Porsche 997 near the front of the last two GS sessions.

Bryan Sellers moved into the top five late in Sunday's session, while DiLeo qualified fifth Saturday afternoon. The team is looking for its first-ever KONI Challenge victory.

"We're running well," Sellers said. "We haven't made many big changes, just a lot of small ones. We should be okay."

APR Motorsport Will Not Race No. 181 VW (Updated at 8:55 a.m. Sunday, Oct. 4)

APR Motorsport decided late Saturday it will not race the No. 181 Volkswagon GTI after assessing the damage from a fire in the second practice session. Dion von Moltke pulled off with engine problems, after which the resulting fire badly damaged the front end of the car.

Von Moltke and Mike Sweeney had won three of the last five races, including the most recent round at Miller Motorsports Park. They started the run with back-to-back triumphs at Watkins Glen and Mid-Ohio. Barber winners Ian Baas Josh Hurley will co-drive the team's No. 171 entry.

Post-Qualifying Quotes (Updated Sunday at 8:20 a.m.)

Ken Wilden - "I couldn't ask for any better. We had some problems in the last session. We got it back to the garage and got them all fixed. I didn't expect to see a (2:0)2.6 on the clock. I gave it my all. I didn't feel like I was risking the car, because that's not what we're here to do this weekend, but I wanted to give it a good effort. I think I was aggressive where I needed to be, and I was calmer in the tight stuff, and I think that paid off. I'm pleased for Rehagen and Ford - it's great to give them the last pole of the year. Hopefully, it will be a nice place to start the race, so we can get off to a good start and stay away from all that stuff in the back and I can run a good race. Usually I drive last, so I don't get the opportunity, but I think I've gotten a few poles in the past when I've had the chance. I really like qualifying. When I was racing Atlantics, I like qualifying when we only got to put in one lap.
"We know what our job is tomorrow, and that is to finish. We'll just stay with the JBS guys and not let them get too far ahead of us. We're going to settle into a good pace and see where the car is after a couple of hours. If by chance we win the championship, we're going to go right for the win as fast as we can. We want to get Ford the manufacturer's championship wrapped up as well, so we just want to be smart about it."

Terry Borcheller - "We've been on a really steep learning curve with this car and with Andrew (Hendricks). The whole purpose of this race was to get him some time in preparation for next year, whatever decision we make is going to involve KONI. We're getting him up to speed with the series, with the cars, with the traffic, with the track - he's never been here before. We're sorting this car out. There are a lot of things that could make it better. I think we've gotten many of them sorted out in qualifying, but I think there's still more for the race. The balance was off, but at least it was off with over steer so I could drive it for a couple of laps on the new tires. It's a four hour race, the longest race of the year. I think there's going to be a lot of attrition, because the KONI teams are used to going two and a half hours. Getting to start is nice, because I rarely get to qualify, and it's fun actually - it's been a long time."

Bryan Ortiz: "Qualifying went pretty good. We've been struggling a lot with the car, but we finally have a setup that will be good for the race. Tomorrow we're going to try a couple things not to be third, so we can be first in the race. Tomorrow is going to be a very long day for us."
Charles Espenlaub - "I don't get the chance to qualify in this series very often, so it's exciting to be able to do that. We've been chasing the setup this weekend. Everybody at Automatic has done a great job to give me a great car for qualifying. We've got our race setup in it, as well."

Street Tuner Qualifying
Owen Trinkler - "It was a good lap. I've got to thank Trevor (Hopwood) in the 198 who's going to be my co-driver in the 197 for the four-hour coming up tomorrow. I got a good tow. We timed it right on traffic, and he pulled me around the whole lap - even on the back straightaway. It means a lot for us to get a draft. We'll see what happens in the race. I know we've got a good car, but I know the Subaru is going to be better in the longer runs than us. We can run a quick lap right out of the box, but we're going to slow down a little bit. We're happy - another pole for us this year."

Charles Aquilante - "Qualifying was good. It's a good place to be starting tomorrow, out of the middle of the pack. It's nice to be up front. We've got our Subaru Legacy running pretty well here, and we'll see what happens. We've got to be prepared for everything tomorrow, and the crew has to be prepared as well, to make repairs if something happens."

Andrew Carbonell - "We've been trying to chase down the top times all weekend. The team has been working non-stop on the car and Freedom is doing an amazing job. I just tried everything I could, pushing it a little bit more on every lap. I came close, within four-tenths. I didn't think we could be that fast, so I', happy with how I did and I think we can hold it up throughout the race.

Ian Baas - "I'm really happy about qualifying, because that was only one lap. We had the front clip off that car about five minutes before that lap. Everything was pulled off the engine. I went out and knew I had pretty much only one lap to do it in. I'm pretty happy with that. The car is the best it's been all weekend, and I hope we've got our troubles and hardships out of the way and will be smooth sailing to a victory tomorrow."

Christian Miller - "It's a long race, so qualifying up front is nice just to be away from any bad luck that can come from being in the middle. My hat's off once again to the team. Every single race this season Compass360 has given me a flawless car, and I haven't had a single problem all season. These guys humped all day. They changed the tranny in one car, the motor in another car, and all three cars went out and qualified. It's a four-hour race, we'll do what we can. For tomorrow, ?Don't crash the car' is the message I've been given repeatedly. It's a half-hour of racing, and then go and have fun."

Hendricks Makes KONI Debut with Former Daytona Prototype Champ (Updated Saturday at 1:10 p.m.)

Andrew Hendricks, a graduate of the Ford Racing Mustang Challenge, is making his KONI Sports Car Challenge debut in the No. 28 Fall Line Motorsports BMW M3. Hendricks ran in the Mustang Challenge the past two seasons, finishing 10th in the points this season at Miller Motorsports Park and Mid-Ohio. He also was a two-time winner of the BFGoodrich Take Control Award at Homestead-Miami Speedway and Barber Motorsports Park.

Co-driving is Terry Borcheller, the inaugural Grand-Am Rolex Series Daytona Prototype champion in 2003 and winner of the 2004 Rolex 24 At Daytona. Jim Bell, who was crew chief on Borcheller's No. 54 Chevrolet Doran, is assisting the Fall Line team this weekend.

"Andrew is making his KONI debut, and is looking forward to running for KONI Rookie of the Year next season," Borcheller said.

This is only the third race of the season for Borcheller, who finished on the podium at both the Rolex 24 At Daytona (with Brumos) and the Central American Trans-Am Championship in Guatemala.

Borcheller will take on a new capacity next weekend at Homestead, conducting the Motorsports Ministries chapel service Saturday morning. "That's something new and exciting for me," Borcheller said.

Mark Pombo is set to make his Grand-Am KONI Sports Car Challenge debut this weekend, joining Andrew Carbonell in the No. 146 Freedom Autosport Mazda MX-5 in a pairing of second-generation drivers.

"I think it's great to be the only veteran to drive for Freedom Autosport," said Pombo, who served 16 months in Iraq in 2003-04 at the beginning of the current war.
Pombo has experience at VIR in the VW TDI Cup, winning last year and finishing second this year. He also won in that division last weekend at Road Atlanta during the Petit Le Mans weekend.
He is the son of veteran sports car racer Pepe Pombo - who frequently raced against Alfredo Carbonell, father of his co-driver. The elder Carbonell drove for Freedom earlier this year at Trois-Rivieres, where he shared in his son's first KONI victory.

"I've got big shoes to fill," Mark Pombo said. "Andrew's already won a race. I'm just looking to hand the car over to him in good position."

The two drivers raced against each other in Spec Miata. For Carbonell, this will be his third KONI race at VIR.

"I've raced here the past two years," he said. "It's a fun and exciting track. It's full of different high-speed turns that really keeps you on your toes. It's pretty challenging."

?BurHop' Reunited for RSR (Updated Saturday at 1:10 p.m.)

Andrew Burrows and Trevor Hopwood had driven together throughout their entire three seasons racing in the Grand-Am KONI Sports Car Challenge - up until the most recent event at Miller Motorsports Park in September. There, a series of mishaps had them running in separate cars after running 30 races together.

This weekend, they are back in the No. 198 RSR Motorsports Mini Cooper S, where they will be joined by Andy Bentinck-Smith.

"We've raced against Andy for years, and we always thought about having him join us in one of the longer races," Hopwood said.

Burrows and Hopwood first drove together in the 24 Hours of Moroso (now Palm Beach International), where they were joined by Bentinck-Smith in a third-place finish.
"Actually, I've known ?ABS' longer than I've known Andrew," Hopwood said.

Burrows also co-drove with ABS at VIR in the 13-hour Charge of the Headlight Brigade, winning their class.

Turner Motorsport Talking Rolex Series GT (Updated at 11 a.m. Saturday, Oct. 3)

Turner Motorsport team owner Will Turner has championships in both KONI Sports Car Challenge classes, so it comes as no surprise he will campaign a car in the Grand-Am Rolex Sports Car Series next year.

The car and fulltime drivers are yet to be determined, Turner said, though he did admit Bill Auberlen and Paul Dalla Lana will drive in the Rolex 24 At Daytona. Turner said his KONI Challenge operations should proceed as usual.

"This is obviously a great and natural step we at Turner Motorsport are undertaking," Turner said. "Our KONI Challenge program has been strong for several seasons, and we expect to be strong in the Rolex Series as well."

Beyond the Rolex 24, the team is expected to compete in at least another endurance race, with the hopes of a full season.

Spaude Hopes to End Year With Podium (Updated at 9:35 a.m. Saturday, Oct. 3)

Bret Spaude enters Sunday's race still in the running for the Mesco Solutions Building for the Future Rookie of the Year Award, but is looking for a podium finish to end the campaign.

"I'd like to get my first podium, and get some momentum on our side," said Spaude, who shares the No. 29 Bill Fenton Motorsports Conda Civic Si with Matt Plumb. "I think we'll be alright."

The Connecticut driver brings plenty of momentum to VIR. Last weekend, he finished second in T3 in the SCCA National Championship Run-Offs at Road America.

"Our gearing was not suited for that track, and we were four seconds off the pole," Spaude said. "I started seventh, but was up to second before turn one on the first lap. The track was still wet from overnight rain, and that helped us out a tremendous amount."

Spaude was second in last year's Run-Offs at Topeka, Kan. "We were hoping for a top five this year," he admitted. "I won last year in my first Run-Off at Topeka, and finishing first and second - we'll take that."

National Champ Knowles Tests New Subaru (Updated at 9:20 a.m. Saturday, Oct. 3)

From from winning his fifth SCCA National Championship in T2, Don Knowles was at VIR on Friday, testing the new Subaru of America Racing Team Subaru Impreza WRX-STI that will compete next year in KONI Challenge Grand Sport competition.

Andrew Aquilante formerly ran the car in the SCCA World Challenge, but this marked its first track appearance in KONI configuration. There were two No. 111s on track, Knowles in the red GS entry while Aquilante and Kristian Skavnes co-drove the Street Tuner Legacy that they will race on Sunday.

"We wanted to get it on track for practice yesterday," team owner Joe Aquilante said. "It's not ready for prime time right now, but handling-wise, it's about there. We learned what we wanted to learn, and got photos of the car on the track. But with Andrew and Kristian racing tomorrow, we can't afford to have it as a distaction for the team's preparation for the race."

This will be the last ride for the Legacy under the SRRT banner, with the team planning to sell their ST cars to privateers to concentrate on the new Impreza in 2010.

Knowles now won three of the last four Run-Offs in a Pontiac Solstice GXP Turbo. Last year, he led every lap but the last one. It was a long gap between titles for Knowles, who won the 1978-79 championships in a Saab 99. He leaves a group of four-time champs that includes Roger Penske, Paul Newman and Walt Hansgen.

"Winning five championships gets me in the tall cotton, the sharp end of the winners' list," Knowles said. "It's always fun."

Also winning a National Championship was Grand-Am Rolex Series Daytona Prototype driver Scott Tucker, winning in T1. Aquilante won that division in 2007, while Supercar Life driver Ed Zabinski was last year's champ.

Driver's Champion Ken Wilden had this to say afte the race:

Wilden Takes KONI Challenge Championship
Oct 6, 2009

DANVILLE, VA- (October 5, 2009) ? Ken Wilden of Oakville, Ontario, won the 2009 Grand-Am KONI Sports Car Challenge Grand Sports Championship on Sunday with his run to 6th place in the Bosch Engineering Octoberfest at Virginia International Raceway.

Wilden started the race from pole position, and the No. 59 Ford Mustang stayed in the lead pack throughout the full four-hour race distance as he shared the driving duties with Dean Martin in the No. 59 Rehaganracingproducts.com Ford Mustang FR500C. The duo employed a different pit strategy than the rest of the field to ensure that the points payout would work for the championship, but were on the same page as the leaders in the final segments of therace.

With the front end of the 55-car field all fighting for a final shot at the podium in the hectic closing moments of the endurance race, Wilden played it smart as he brought the Mustang home in sixth place to close out the year and lock up the drivers championship as well as scoring the Team Championship honors for Rehagan Racing.

The KONI Championship is Wilden?s fourth career championship, having won the GM/Players Championship twice before taking the Motorola Cup (which later became the KONI Challenge) title in 1994.  

?It is a huge relief!? said Wilden, who has held the title lead since March. ?Our goal was to show that Rehagan Racing is a championship team and we did exactly that. My hat is off to Larry Rehagen and to Dean Martin, I owe it all to them. The Mustang was flawless all year long, we didn?t have a single problem in all the hours of hard racing that we did all year long and as you can tell with how close the margin was in the points, that?s really important. This series is so competitive, you have to be fast and strong every time out.?

The championship relief was one that was relished by Wilden and the entire crew as the champagne began to spray at Virginia International Raceway.

"It?s been a long ten months! This is a really tight year for us and for Rehagen financially, and they really stepped up for me to come in here and show what we could do," Wilden continued as he was greeted by his family in victory circle. "Running with Dean is fantastic and I?m really happy that we were also able to bring the team championship for the No. 59.  Hats off to the crew, one of the best pit teams in the paddock. The car was flawless all year. We did not have one failure, and we didn't replace one body panel all year. I'm very happy and very pleased."

Wilden will get his hands on the hardware next week at the KONI Challenge banquet, and will be on hand for the Rolex Sports Car Series season finale at Homestead Miami Speedway as he relishes the payoff from a long hard season of racing.

From Steeda's website:

Tom Ellis - 2009 SCCA American Sedan SE Division Champion  

While it feels like the 2009 SCCA American Sedan racing season has really just begun, Tom Ellis has been hard at it this season winning 7 out of 8 races to clinch the SCCA American Sedan South East Division Championship title for the 2009 racing season! With the blistering pace Tom has maintained this season, he set yet another unbelievable record at the Daytona International Raceway when he shattered his previous record time with a new record time of 2:07.6 ? no doubt this #51 Steeda Autosports prepared and maintained Q-Series Mustang is perfectly matched to Tom?s finely honed driving skills.

It is a perfect match of a high performance Steeda Mustang being controlled by a highly experienced driver and the end result is unstoppable victories and another championship. Keep in mind that Tom is a ?weekend warrior?, not a professional driver, but his thirst for success, dedication to the sport, and his tenacity for the best results is the perfect formula for success.

The only time Tom did not finish in the top podium position was when he finished a very close 2nd place, when after leading the race, a $1 rocker arm stud broke robbing him of the ultimate power he needed. Suffice to say, that problem has been corrected and he has continued his winning championship ways. It just underscores why the Steeda Autosports Team continually track tests and races every weekend as we continually evolve our performance parts and accessories to be the very best possible. The race track is our proving ground where we test the latest performance products for you ? our customer. Steeda?s products are designed and engineered to be the very best possible, to offer uncompromising performance, and to exceed your every expectation.

While he has secured yet another championship, Tom Ellis will still be racing aggressively for the remainder of the season in high hopes of securing additional 1st place finishes as well as the overall national Championship in SCCA American Sedan. This weekend you will be able to see Tom up close and personal at the 2009 Camp Steeda at the famed Sebring International Raceway. Make sure you stop by and congratulate Tom and check out his championship Steeda Mustang in person.

Everyone at Steeda Autosports sincerely congratulates Tom Ellis for his commitment to the sport of racing and his continued championship ways!

Remember: Talk is cheap ? only winning and breaking records count! If you want the most innovative and the best quality race proven parts you have only one choice ? Steeda!

Steeda - Speed Matters

From the official SCCA World Challenge GT website:

Said Wins SPEED GT Pole in Monterey, Teammate Davis Will Start First

MONTEREY, Calif. (Oct. 10, 2009)  - Boris Said, of Carlsbad, Calif., did everything his team could have hoped for in a cameo appearance for Sunday?s SCCA Pro Racing SPEED World Challenge GT Championship Presented by Toyo Tires season finale, winning the pole position and then losing the coin toss to invert the top five and put teammate Brandon Davis in the first starting position at Mazda Raceway Laguna Seca. Davis hopes to clinch the series Championship in the Applied Computer Solutions Monterey Sports Car Championship Presented by Bondurant race.

Making just his second appearance in World Challenge competition this year in the No. 3 Applied Computer Solutions Ford Mustang Cobra, Said went out late in the 20-minute qualifying session on the 2.238-mile, 11-turn circuit and turned just one lap, a 1:29.580 (89.939 mph), which put him to the top of the charts. It was his second-career World Challenge pole in 58 starts.

?The car felt really good,? Said commented. ?I didn?t think we had enough for the pole. We?d been struggling all weekend but we found out that we had three-year old tires on the car. Once we fixed that [with fresh tires], we had a really good car.?

Said?s role this weekend is one of supporter for teammate Davis, who leads the Championship in the No. 10 Applied Computer Solutions/Sun Microsystems Ford Mustang GT. Said?s pole-winning time not only put him at the top of the grid, but it knocked Davis? chief title rival Tony Rivera back to second, taking three valuable points away.

?I?m really here in support of Brandon [Davis],? Said added. ?I raced with his dad [Mike] for a lot of years and he?s a great guy, one of the greatest guys I?ve ever raced for. It?s fun to come back here and race these cars and hopefully help pay him back for all the wins that he?s given me. I?m going to feel proud watching Brandon win the Championship this weekend.

?When I met Brandon, he was 14 years-old. I never thought he was going to become the racecar driver he is. I?m pleasantly surprised with how good he is. He?s a good, young, up-and-coming driver. I hope that winning this Championship can help him further his career.

?I?m going to race the other guys as hard as I?ve ever raced before. This track favors the Porsche. With the rear engine, it?s kind of a Porsche track. I don?t know how long we can run that pace. It was a pretty crazy, wide-open, sliding lap. I?m not here for points. I?m here for fun and to try to help Brandon. I?m going to have a blast whether I win or wreck. I?m just gonna have fun this weekend.?

Rivera, of Missouri City, Texas, put his No. 97 Tax Masters/Brass Monkey Racing Porsche 911 GT3 to the top of the charts on his first lap, with a 1:29.611 (89.908 mph). Looking good to secure his first-ever series pole, Rivera immediately reported to the pits and waited to see if anyone could mount a challenge. Said, who left the pits just after Rivera completed his lap, bettered Rivera?s time by just 0.031-second.

Dino Crescentini, of Manhattan Beach, Calif., was third fastest in his No. 4 Stoptech/GMG Porsche 911 GT3 with a best lap time of 1:29.773 (89.746 mph).

While the pole held drama for its championship implications, James Sofronas, of Newport Beach, Calif., had drama of his own in qualifying. Not satisfied with his initial lap in the No. 14 Global Motorsports Group Porsche 911 GT3 that placed him fourth at the time, Sofronas went back to the paddock to add fuel for another run, forfeiting his times up to that point. With approximately five minutes remaining, he returned to the track. On his initial lap, he caught a slower car, but on his second lap, he was able to turn a 1:29.891 (89.628 mph)?good enough for fourth and faster than his previous best.

Davis, of Huntington Beach, Calif., turned the fifth fastest time, with a 1:30.081 (89.439 mph), just 0.025-second faster than sixth place Randy Pobst. The fifth place effort put him in a position to start first, if Said were to lose the coin toss, inverting the top five.

Said called tails, and the coin came up heads.

?I absolutely wanted to lose the coin toss today,? Said recalled. ?The team all decided what I?d pick. Normally, I?d have picked ?heads,? but they said ?tails always loses? and I picked tails and it actually worked.?

?The two times that I lost the coin toss, I called tails,? Davis said. ?This is big for us to be able to start first. We know we need to basically not make any mistakes to win this Championship. I think that if we can get a good start and lead a lap, it?ll give us five bonus points, and help us. I don?t know that we have the pace to stay up there, but we?ll try the best we can. The Championship is the ultimate goal, though.?

The coin toss put Davis and Sofronas on row one for Sunday?s standing start. Crescentini and Rivera make up the second row, with Said and Pobst?s Volvo S60 in row three.

San Jose resident Kip Olson (Acura NSX) qualified seventh in his series debut, followed by Eric Curran (Chevrolet Corvette), Sonny Whelen (Chevrolet Corvette) and Jeff Courtney (Dodge Viper).

Rivera closed Davis? 62-point lead down to 53 points. At just 23 years-old, Davis can clinch his first professional Championship Sunday by finishing in the top eight, regardless of Rivera?s performance. Rivera needs to get to the front and hope for Daivs to encounter bad luck to win his first title.

Said?s pole also gave Ford one point toward the Manufacturers? Championship presented by RACER Magazine. Ford now trails Porsche by eight points entering the finale. Porsche can clinch the Championship by having at least one of its cars finish in the top six positions.

Sunday?s Applied Computer Solutions Monterey Sports Car Championship Presented by Bondurant race, the season finale for the SPEED World Challenge GT Championship Presented by Toyo Tires, will make its standing start at 2:45 p.m. (PDT). Live timing and scoring, lap notes and streaming audio are available at www.world-challenge.com.

Sunday?s race will be broadcast Tuesday, Nov. 3 at 2 p.m. Eastern, 11 a.m. Pacific on SPEED. 

From the official SCCA World Challenge GT website:

Sofronas Wins SPEED GT Finale; Davis is Champion
http://www.autoblog.com/gallery/2009-speed-world-challenge-gt-at-laguna-seca/#2

MONTEREY, Calif. (Oct. 11, 2009)  - James Sofronas, of Newport Beach, Calif., captured his second SCCA Pro Racing SPEED World Challenge GT Championship Presented by Toyo Tires win of the season, taking the checkered flag at the Applied Computer Solutions Monterey Sports Car Championship Presented by Bondurant. Randy Pobst, of Gainesville, Ga., and Eric Curran, of Easthampton, Mass., completed the podium at Mazda Raceway Laguna Seca. Finishing fourth, Brandon Davis, of Huntington Beach, Calif., claimed his first World Challenge GT Championship. Sofronas' victory handed the SPEED World Challenge GT Manufacturers" Championship Presented by RACER Magazine to Porsche.

Almost as soon as the start lights flickered off to begin the 2009 World Challenge GT Finale, the yellow flags came out and the pace car was deployed, so that workers could remove Dino Crescentini?s No. 4 StopTech/GMG Porsche 911 GT3 from the sand in Turn Three. On the ensuing lap five restart, second-starting Sofronas was sandwiched between the No. 10 Applied Computer Solutions/SunMicro Ford Mustang GT of Davis and the No. 3 Applied Computer Solutions Ford Mustang Cobra of Boris Said. Sofornas was not keen on spending any more time between the teammates, and made his move to the inside of Davis in Turn Two to take the lead on lap six. The pass earned Sofronas the AutoWeek Move of the Race Award.
"On the start, I just wanted to get away from the line and establish my position,? Sofronas said. ?Brandon [Davis] had a good start and I got into Two and just kept it clean not wanting to affect the Championship at all.

?It was pretty clear that Brandon didn?t want to get in the way or become a part of any mistakes. It was a calculated move on his part. He just left it open for me and I had to take it there. He knew he had to win a Championship and he showed that he had the maturity to get it done.?

Sofronas never looked back, taking his third-career win by 4.297 seconds, averaging 82.342 mph. The Californian set the D?baufr? Fastest Lap of the Race in the process, a 1:30.919 (88.615 mph).

?The car was hooked up and once I was in the lead,? Sofronas recalled. ?I just put my head down and Todd [Ketchum] would give me some splits and then, all of a sudden, I looked in my mirror and no one was there! It kind of got boring. I want to win a race fighting for it; it?s a lot more exciting. But, don?t get me wrong, the way we did it today, I?ll take it all day long.

?I kept saying 'what?s going on behind me. Entertain me because there?s not much going on up here,? and it sounds like it was a bloodbath back there. I can?t wait to see it on TV.

?The GMG guys worked very hard. It?s very gratifying to win here. We ran five cars in two different series this weekend. They worked so hard and they were up late and I was with them here early in the morning as well. This is a great way to send them off into the offseason to get ready for next year. We love World Challenge. We?ve been doing this for a long time and look forward to doing it for years to come.?

By winning the 28-lap, 62.664-mile race, Sofronas sealed the World Challenge GT Manufacturers? Championship for Porsche. It is the German marque?s eighth Title, which it claimed by 14 points over Ford (67 to 53). Volvo was third, with 48 points, followed by Chevrolet (45) and Viper (18).

?Winning the Manufacturers? Championship for Porsche was a big one because of my business being focused on Porsche tuning,? Sofronas added. ?That was big to help them clinch that for the second year in-a-row.?

After a great start from sixth in the No. 1 K-PAX Racing Volvo S60, Pobst found himself knocking on the door of the top five throughout the first half of the race.

?It?s been a development year with the K-PAX Volvo,? Pobst said. ?One of the challenges for the team has been how to get the car to get off the line. It?s got a small engine with a big turbo. It?s got a lot of traction and it?s tough to get it going. Guess what? They figured out a system that works and it was nice to have a car that moved when I let out the clutch.?

When Said?s Mustang was turned around on lap 19 in Turn Two, Pobst finally moved into fifth. The Defending Champion picked up another spot on that lap when Curran got loose through Turn 10, allowing Pobst to slip by and into fourth. Three laps later, Pobst was around Davis for third and had his sights set on the No. 97 Tax Masters/Brass Monkey Racing Porsche 911 GT3 of Tony Rivera, Davis? only Championship threat.

?I was really surprised with the track conditions,? Pobst said. ?I just didn?t feel much grip out there. I was a little surprised at the times we were running, where a 1:32 was a good lap toward the end. I really had some good battles with Eric [Curran] and Tony Rivera. Down toward the end of the race, in the last couple laps, it was me and Tony running second and third. Especially on the last lap, I think the Volvo and the all-wheel-drive was helping me out because my car was not falling off as bad as his and I started getting a nose on him everywhere.?

After hounding Rivera for five laps, Pobst made his move on the final tour of the 11-turn, 2.238-mile course. While the move in Turn Four gave Pobst the spot, it sent River spinning into the gravel, where his race would end.

?I just timed it wrong and I turned him around in Turn Four,? confessed Pobst. ?Man, I just hate that because I?m always the one preaching not to do that to other people! It?s funny because that happened to me two years ago. And being back here at Laguna brought it all back for me and I?m still angry about that and then there I go and do it to somebody else. I?m gonna have to sleep on that and try to figure out what it all means. Anyhow, I apologize to Tony Rivera for my mistake in turning him around.?

Pobst was later fined 20 points for the incident.

Curran was far enough back in the No. 30 Whelen Engineering Chevrolet Corvette to avoid the incident and finish third.

?I had a terrible start,? recalled Curran. ?I got too much wheelspin taking off. I fell back a number of spots. On the restart, I went in the outside lane going into Two and I must have passed six or seven cars on the outside. Everybody stacked up on the inside and I just went all the way down on the outside and passed a number of cars.

?I started charging toward the front. I ran with Rivera, and then Boris [Said] and then Brandon [Davis]. There was obviously a Championship on the line for Brandon and Rivera, and I didn?t want to get involved in any of that, so I kind of stayed behind Rivera. He had a very strong car anyway. I stayed there until Rivera made a dive-bomb move [on Said] into Two. He kind of loosened them both up and then I got into the back of Boris and spun him out by mistake. I?m sure he?s not too happy about that.

?After that, I kept charging forward and got up to Brandon. I had a little bit stronger car at the end of the race, but I didn?t want to interfere with his Championship. The Whelen guys worked really hard all year and I think we finally got some reliability, which is good. We had a pretty fast racecar today. Overall, it?s been a pretty good year.?

Bringing his Mustang home in fourth, Davis secured his very first World Challenge GT Drivers? Championship, taking the title by 81 points over Sofronas (1012 to 931). Rivera fell to third, sitting in the gravel, and finished with 910 points, followed by Andy Pilgrim (851) and Curran (811).

?It hasn?t really sunk in yet,? Davis said. ?Right now, it?s just a feeling of relief. Coming into this weekend, there was so much talk about where we needed to finish to with the Championship if this or that happened. There is so much that can go wrong. We experienced that last year where a small part can just end your weekend. We knew that we needed to finish eighth coming in to clinch the Championship, but we also knew that we could break something in the drivetrain and give the Championship away on the last race. Right now, it?s more of a feeling of relief. But I will take this over anything. It feels amazing!

?Having Boris [Said] there helped a lot. We had some tire issues in practice and I think I was a little off in the setup because my car was unbelievably loose in some corners and I was trying to deal with that.

?It was unfortunate to see that Tony couldn?t finish the race after his incident with Randy, but it feels great to come away with the Championship.?

Pilgrim, of Boca Raton, Fla., completed the top five in the No. 8 K-PAX Racing Volvo S60.

Gunter Schaldach (Porsche 911 GT3) was sixth followed by the No. 47 TruSpeed Motorsports/NADA Porsche 911 GT3 of Rob Morgan, from Costa Mesa, Calif. Morgan was named the Sunoco Hard Charger for advancing seven positions in the race.

Charlie Putman (Dodge Viper), Sonny Whelen (Chevrolet Corvette) and Tony Gaples (Chevrolet Corvette) completed the top 10.

The Applied Computer Solutions Monterey Sports Car Championships Presented by Bondurant will air on SPEED, Nov. 3, at 2 p.m. (EST).

From www.mustangblog.com, who gives credit to www.mustangheaven.com:

2010 Boss 302R Road Race Mustang Announced by Ford Racing
October 23rd, 2009 by Matt Rigney

This is not the Boss Mustang we were hoping for but it's a step in the right direction as Ford Racing announces an "off-road only" 2010 Boss 302R limited edition Mustang.  This Mustang was developed to celebrate the 40th anniversary of the Mustang Boss 302's iconic 1970 Trans-Am championship win with Parnelli Jones behind the wheel. The Boss 302R is a factory-built road racing Mustang powered by a 5.0-liter 4-valve motor mated to a six-speed transmission producing an estimated 400 horsepower.  Other goodies include a roll cage, race dampers/springs, brakes, race seats and safety harnesses.

Details are a bit scarce but we do know the MSRP will be an estimated $79,000 with production being limited to just 50 units.  Also, build and delivery dates are scheduled for sometime in the 3rd or 4th quarter of 2010.  An optional 2010 Grand-Am Homologation Spec Package for $129,000 will also be available to compete in the KONI Challenge.  The Boss 302R will be track and road race ready for a number of SCCA and NASA classes.

For more details check out the release sent out to dealers nationwide:

Release:

Ford Racing is proud to announce the development of a new race-prepared road racing Mustang ? the 2010 Ford Racing Boss 302R.

The Ford Racing Mustang Boss 302R will be a factory-built race car, ready for track days and road racing in a number of SCCA and NASA classes. An optional Grand-Am Homologation Package will be available for the Grand-Am KONI Challenge series. While details are intentionally limited at this time, the following should help you assess the product and its appeal.

Program Overview:  To continue the winning tradition of Mustang racing
Build limited to 50 units
Off-road only (VIN replaced by serial number)
Estimated pricing, $79,000 MSRP
Build/delivery in 3rd -4th Qtr 2010
Ford Racing Part #: M-FR500-BOSSR
2010 Boss 302R Mustang Specs:

400 hp (est.) 5.0L 4V engine
6-speed manual transmission
Roll cage
Race dampers/springs, brakes, tire
Race seats, safety harness  
Optional ? Grand-Am Homologation Package

2010 Grand-Am spec/approved package (Part Number: M-FR500-BOSSR1) for KONI Challenge includes:

Sealed high output race engine with upgraded cooling system
Close ratio 6-speed transmission with integral shifter
Seam-welded body
Race suspension/KONI dampers and ABS brake tuning
Race wheels/tires
Race performance exhaust
High speed balance 1-piece driveshaft
Racing fuel cell
Race data acquisition
Grand-Am spec vehicle is estimated to be $129,000 MSRP
Orders / Feedback

Vehicle orders should be placed with the Ford Racing warehouse, 800-367-3786.
Priority delivery will be given to multiple vehicle orders.
An ?off road only? competition release will be required prior to delivery of the race car to the dealer.
Production of only 50 units is under consideration for 2010, so dealers are encouraged to submit their orders before December 31, 2009.

Source: MustangHeaven.com via Ford Racing

From www.steeda.com:

Steeda Q650R: First Race - First Victory! 

The Steeda Q650R - The ultimate performance Mustang bred for the race track had it?s first race this past weekend in the Sports Car Club of America (SCCA) South Atlantic Road Race of Champions at the Palm Beach International Raceway.    This 2.034 mile world-class road course was the perfect stage for the ultimate performance Mustang to have its debut and the Q650R lived up to the challenge!  Personally driven by Steeda President and Founder Dario Orlando, the Q650R qualified first in class and had the competition looking at it?s rear bumper the entre race as it took First Place in its initial outing.

?The Steeda Q650R outperformed the competition with ease with its breathtaking performance,? said Dario Orlando, President of Steeda Autosports.  ?From the 4.6L Vortech supercharged engine to it?s Nitto NT01 high performance tires, this race car develops all of the massive power needed to win races and the Nitto tires work perfectly in harmony with our suspension systems to plant that power to the ground with confidence.  No doubt, this is the ultimate performance Mustang.?

It should be noted that this race marked the first ?official? race victory for the famed Steeda Watt?s Link Suspension System.  Developed and track tested under extreme close course testing conditions, the Steeda Watt?s Link Suspension System performed perfectly under the punishing Palm Beach International?s road course and delivered superior road holding capabilities with confidence.

Built undercover by the renown ?Steeda Skunk Works Team? that is directed by the master mechanic/mastermind Steve Chichisola at Steeda Autosports, the Q650R serves as a rolling test bed for continuing refinement and development of our track tested and race proven performance parts and accessories ? just another example of how Steeda Autosports continually pushes the envelope of Mustang performance for it?s performance craving customers.  And pushing the envelope was exactly what we did as the weekend?s race effort was not without drama.

Even though the car did qualify first in class, the car did suffer from a rear differential bearing failure. It is this type of severe punishment under adverse race conditions that we undertake to test our products unlike any other aftermarket manufacturer. Rest assured our Steve and our engineers are addressing the problem and once the cause of the problem is identified, it will be corrected and then incorporated into the performance parts and vehicles we produce so that you NEVER encounter a problem with your performance Mustang from Steeda Autosports.

Other key components performed perfectly as expected.  The Hawk brake pads never had a hint of brake fade as they were more than adequate at controlling the Q650R?s massive horsepower when needed.  The Tremec transmission controlled by the Steeda Tri-Ax shifter performed perfectly under the grueling pressure this winding road course presented by never missing a shift under extreme conditions.  All in all ? it was more than just another victory for Steeda ? it is an ongoing learning experience where our customers will benefit directly thru the quality of performance parts we develop and sell.

Steeda - Speed Matters

www.jalopnik.com has a pic of the new 2010 Boss 302R in Parnelli's 1970 livery, more of a bargain than ever since it sells for the same price in the parts catalog as its predecessor, the FR500C, sold for in 2005!  But this one has the new 5.0L V8 as well as all the hardware & software to go racin' right out of the box:

http://jalopnik.com/5434977/ford-mustang-boss-302r-the-boss-is-back-for-129000?skyline=true&s=x

Ford Mustang Boss 302R: The Boss Is Back For $129,000!
Forty years ago Parnelli Jones won Trans Am with a black-striped yellow Mustang. To celebrate, Ford's offering fifty copies of the fully race-prepared 2011 Ford Mustang Boss 302R, complete with a race-spec 5.0-liter V8.

Beginning next year, if you are so inclined, you'll be able to walk into your local Ford dealership, pass by the showroom, step up to the parts counter and order from the Ford Racing catalog a Trans Am spec Boss 302R priced at $79,000 or a Grand Am spec Boss 302R1 at $129,000. The car is considered a racing part and ordered as such. The Boss is a track-only race car with a maximum run in 2010 of only 50 cars and while it shares a great deal with the factory Mustang, it's heavily modified to take the place of the Ford Racing FR500C.


It takes guts to put your untested new engine straight into a race car, but Ford is doing just that. At the heart of the Boss 302R is the all-new aluminum 5.0-liter V8, though it's been stripped of the superflous gadgety, equiped with a high-rise intake manifold, race exhaust, and data aquisition systems. At the corners the car is fitted with adjustable Koni coilovers and Brembo four-pison calipers over slotted rotors, 18x10 BBS wheels are shod in racing slicks.

The car is equipped with a 25 gallon fuel cell slickly integrated into the trunk with quick-fuel connections, a multi-point fire supression system, race seats with driver restraint netting. It's body is fully seam-welded and augmented by an FIA-certified roll cage. Any thought of this car as anything but a VIN-free race car is eliminated when you open the door, a plastic skin stretched over a lightweight door frame, side intrusion beams being completely superflous when a race cage is installed.

Ford's press release sez:

FORD RACING UNVEILS THE NEXT GENERATION OF RACING MUSTANG IN THE NEW BOSS 302R

DEARBORN, Mich., Dec. 28, 2009 ? Forty years after its namesake became a road racing legend, the BOSS is back on track for 2010 with a new 5.0-liter V-8 engine.

In honor of the 40th anniversary of Parnelli Jones' 1970 Trans-Am championship in a Mustang BOSS 302 prepared by Bud Moore Engineering, Ford Racing is introducing the BOSS 302R, a factory-built race car ready for track days and road racing in a number of Grand-Am, SCCA and NASA classes.

"To keep pace with consumer demand, the Ford team has built modern versions of the most iconic performance Mustangs over the years," said Jamie Allison, director, Ford North America Motorsports. "From Shelbys to Bullitt, Mach and Cobra Jet, it is now time for BOSS to join the list of America's most coveted Mustangs. The original BOSS 302 was a championship-winning legend and the new Mustang BOSS 302R will carry on the tradition. The Mustang was born to race from the start, and this new Mustang is bred to win."

The Mustang BOSS 302R is a serialized off-road-only vehicle ready to race. Each base model will come with a 5.0-liter four-valve engine and a six-speed manual transmission with a roll cage, race seats, safety harness, data acquisition and race dampers/springs, and a Brembo brake and tire package, starting at an MSRP of $79,000.

And, with a special Grand-Am Homologation Package (M-FR500-BOSS R1), it will also be ready to compete in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as KONI Challenge), starting with the season-opening race in Daytona on Jan. 29, 2010. As of today, five BOSS 302R race cars will be delivered to customers ready to race in Daytona. MSRP of the BOSS 302R1 is $129,000.

The Grand-Am Continental Tire Sports Car Challenge-ready Mustang BOSS 302R will feature a sealed high-output race engine with an upgraded cooling system, a close-ratio six-speed transmission with integral shifter, a seam-welded body, race suspension/KONI dampers and ABS brake tuning, race performance exhaust and a high-speed balance one-piece driveshaft.

The BOSS 302R follows in the very successful footsteps of its most recent road racing predecessor ? the Mustang FR500C from Ford Racing. In 2005, when the Mustang FR500C debuted at Daytona, the first car was delivered on Wednesday of that week and won the KONI Challenge race on Friday.

In five years of competition since then, the Mustang FR500C has won three Triple Crown championships of driver, team and manufacturer's titles in KONI competition including back-to-back (2008 and 2009). The FR500C has also seen success in FIA GT4 competition winning the 2007 and 2008 driver's championships.

"We expect the BOSS 302R to continue the successful tradition of winning with factory-built production-based race cars from Ford Racing," said Allison. "The FR500C and FR500S road racing Mustangs, and the Mustang FR500CJ (Cobra Jet) for drag racing have proven to be great cars for our customers, helping teams win races and championships. We believe that the BOSS 302R will provide that same sort of competitive product for our customers with the tradition you can only get from Ford Racing."

Each Ford Racing factory-built production-based turnkey race car has won its competition debut.

"Racing has long served as a technical proving grounds for production engines," said Allison. "What's good enough for the streets is now good enough for the racetrack. The 5.0-liter block and architecture in the Mustang BOSS 302R is the same as the 2011 Mustang GT."

"We have a great team on the BOSS 302R project," said Andy Slankard, Ford Racing engineering supervisor and the lead engineer on the BOSS 302R project. "Between our partners at AutoAlliance International, where the Mustang is built, Team Mustang, Multimatic and the entire Ford Racing team, we have once again proven to be a leader in turnkey production-based race cars."

Available through Ford dealers, a total of 50 BOSS 302R Mustangs will be built by Ford Racing. Delivery is anticipated in the third quarter of 2010.

For more information on Ford Racing Performance Parts, please visit www.fordracingparts.com.

Also on www.jalopnik.com are fifteen or so pics of the assembled engine or parts of the engine--block, crankshaft, gorgeous standard welded-together steel tube shortie headers, and valves/rocker arms/"lifters".  No bare heads, no cams, no gears--but if you've seen the 3.5L/3.7L V6 you'll have the general lay-out & methodology, but in sixty-degrees instead of ninety-degrees:

http://jalopnik.com/5434979/the-50-mustang-is-back?skyline=true&s=i

www.autoblog.com sez:

New Ford Racing Mustang Boss 302R is potential personified
by Jonny Lieberman (RSS feed) on Dec 28th, 2009 at 12:01 AM

In addition to the new 5.0 2011 Mustang GT, Ford's also selling a new Boss 302R race car. If you haven't been paying attention, Ford's previous generation FR500C racer has been racking up victory after victory. Besides winning a race two days after the first FR500C was sold (you buy 'em at a Ford parts counter), the FR500C then went on to win three Triple Crown championships in Koni competition as well as back-to-back driver's championships in FIA GT4 (featuring Corvettes, Caymans, Aston Martin V8s, etc). And the Boss 302R is better. Or potentially better...

Featuring a racing version of the new 5.0 32-valve Ti-VCT V8, a six-speed manual transmission, roll cage, race seats, five-point belts, data-acquisition equipment, racing shocks and springs as well as Brembo brakes and special tires. How much? $79,000. There's also a $129,000 Boss M-FR302R1 that's eligible to race in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as the Koni Challenge). It comes complete with a sealed, high-output motor, better cooling, close-ratio transmission, a seam-welded body, Koni dampers, upgraded ABS system, tuned exhaust and a special one-piece drive shaft.

Ford's only building fifty Boss 302Rs next year and they should be available in the third quarter. Anyone else feel like hitting the track?

BOSS 302R: TRACK TEST LOOKS GOOD
1/14/2010

Dearborn, Mich. ? This past weekend, the BOSS 302R was on track at the Grand-Am preseason test at Daytona International Speedway. With less than two weeks until the start of the 2010 season, the test stood as a critical milestone in the progress of the highly anticipated BOSS 302R.

Ford Racing unveiled the BOSS 302R in mid-December, introducing the next generation of its highly successful turnkey production-based race cars. The new car is named the BOSS 302R in celebration of the 40th Anniversary of Parnelli Jones? 1970 Trans Am championship in the original BOSS 302. The new BOSS 302R will replace the highly successful Mustang FR500C, which has won three triple crown championships (driver, team and manufacturer titles in its five-year run in the Grand-Am Continental Tire Sports Car Challenge series (formerly known as Koni Challenge).

Andy Slankard was on hand to observe the test and he offered these thoughts regarding the BOSS 302R test and the car?s development.

ANDY SLANKARD ? FORD RACING ENGINEERING SUPERVISOR
LAST WEEKEND WAS AN ON TRACK TEST FOR THE BOSS 302R AT DAYTONA. HOW DID THINGS GO?
?Things went better than expected. In fact it went great. We have a brand new 5.0 Liter engine in our all new BOSS 302R and all new 2011 Mustang body work, which is new for this class. We brought out two cars and while we had a few little teething issues, we were mainly near or at the top of the charts the whole weekend, so we are very happy with the results.?

ARE THERE ANY MORE TESTS PLANNED FOR THE BOSS 302R BEFORE THE DEBUT AT DAYTONA?
?That is a good question. We would still like to try to test again. We are looking around at a couple of different places and seeing what fits into the schedule. We would like to have one more test just as a shakedown to see where we are at and to make sure we are prepared for the race.?

THERE ARE LOFTY EXPECTATIONS FOR THE DEBUT OF THIS CAR. EVERY ONE OF THE FR FAMILY OF CARS (FR500C, FR500S, FR500CJ) HAS WON ITS DEBUT EVENT. ANY ADDED PRESSURE TO KEEP THE STREAK ALIVE?
?We have a lot of expectations for success. What has been good is that the Daytona test showed that we have the potential. Obviously, being a new car, we are more worried about reliability than overall performance. The test showed that we have a winning car. Now we just have to dot our I?s and make sure it gets to the finish line and have some good luck on the track and we will be there.?

COMPARED WITH WHERE YOU WERE IN DEVELOPMENT AT THE SAME POINT WITH THE FR500C [2005 DEBUT] ARE YOU AHEAD OF THE DEVELOPMENTAL CURVE?
?I feel we are ahead of the curve overall, because the basic chassis is still very close, very similar and because the teams are more advanced from where they were five years ago since they have been running these cars. We have won three championships in five years so we know how to make a Mustang fast. We have a new gearbox and that is going to be really good and durable and the drivers have indicated they really like that a lot better. The biggest challenge is some of the unknowns with the new parts. When you are developing a new race car you always wish you had more testing.?

YOU WILL HAVE FIVE BOSS 302R ON TRACK AT THE 2010 GRAND-AM CONTINENTAL TIRE SPORTS CAR CHALLENGE SERIES OPENER IN TWO WEEKS. THE FORMAL BUILD OF THE LIMITED EDITION OF 50 CARS DOESN?T START UNTIL THE THIRD QUARTER OF 2010. DO YOU ANTICIPATE MAKING ANY MORE CHANGES TO THE CAR PRIOR TO THE BUILD?
?So far, everything is looking really solid. I don?t anticipate any major changes will happen. We are pretty sorted with the content that will be in the car. We are just working on things to make sure they are durable and reliable. We are going to work with our supply base to get everything assembled to build the cars. We have some work to do once we get back to Dearborn, but right now we are just concentrating on the race.?

YOU HAVE DEVLOPED AND BUILT TWO VERSIONS OF THE FR500CJ IN THE LAST TWO YEARS AND NOW YOU HAVE LAUNCHED THE BOSS 302R. WHAT IS NEXT FOR FORD RACING?S TURNKEY PROGRAM?
?I can?t even think what is next because this is the first time we have done two cars simultaneously. While we are at Daytona, I have a second team back at AAI Assembly plant building the 2010 Cobra Jets. We are in the midst of building the 50 2010 CJ?s right now and we will be building until the middle of February so we can deliver the drag racing car to those customers. We are so busy with these projects we haven?t even thought about the next one yet.?

AS FORD RACING PRODUCES THESE TURNKEY, RACE READY, PRODUCTION BASED RACE CARS, YOU HAVE TRANFORMED THE PERFORMANCE PARTS BUSINESS OF FORD RACING AND CREATED AN ADDITIONAL REVENUE SOURCE FOR THE PROGRAM.
?No doubt. We are probably rivaling some of the big German competitors about purpose built race cars from the factory. We will be building over one hundred some odd cars this year and our customers really like it. We are cost conscious as well by doing some of these efficiencies that we have done over the years and so we are getting good at it, we like doing it and there just can?t be anything more fun.?

The new Boss 302R1 testing at Daytona:

http://www.grand-am.com/multimedia/photos.cfm?series=k#

 

FORD MUSTANG TRIO FINISH CTSCC IN TOP-10
1/29/2010

Daytona Beach, Fla. ? Bret Seafuse navigated his No. 37 Mustang BOSS 302R to the highest finish among the Ford teams in the Fresh From Florida 200 at Daytona International Speedway.

BRET SEAFUSE ? NO. 37 MUSTANG BOSS 302R, JBS MOTORSPORTS-(FINISHED FOURTH, QUALIFIED 13TH)
?We went down the board because I made a bit of a blunder on the second restart and I jumped the start so I had to come in for a stop-and-go. We went from seventh or eighth to last behind all the ST cars and everybody (The grid consisted of 75 GS Class and ST Class cars--the lap charts show Seafuse's stop-and-go penalty actually dropped car 37 from seventh on lap ten to forty-fifth on lap eleven, working back up to fourth place by lap sixty-two), so we battled our way back and we won it on pit strategy.?

WHAT WAS YOUR STRATEGY?
?I drove that new Boss 302R as hard as I could and passed as many as people as I could, got it as far back up as I could. We weren?t in bad shape when we put James [Gue] in the car; we were coming back and decided upon a fuel strategy we thought might work and it darn near paid off.

WHAT ABOUT THE PENALTY?
?I?m not really sure, I?ve not done that before. Something must?ve looked different to us than it did to others but I don?t plan to do it again because it makes for a lot of extra work to overcome.?

JAMES GUE ? NO. 37 MUSTANG BOSS 302R, JBS MOTORSPORTS? (FINISHED FOURTH, QUALIFIED 13TH)
?We sort of put ourselves in a bad situation right off the bat.?

HOW ABOUT THE MUSTANG BOSS 302R?
?This is a brand new car for us and have only had it for less than two weeks now. I just jumped in it [Thursday] for the first time so we?ve got a lot to learn though we learned a lot in the last couple of days.

A FEW TEAMS HAD A FEW ISSUES TODAY. DID YOU EXPERIENCE ANY OF THAT?
?So far, I?ve got no complaints straight out of the box after having had the car for only a handful of days, especially after having come from the back as we did. We were not necessarily the quickest car but we certainly know how to race.?

Billy Johnson/Jack Roush Jr. Win the Homestead, FL Grand-Am Race After Forfeiting the Pole Yesterday in the Roush Performance Mustang

It wasn't that easy, as Billy Johnson got the lead for the final time on lap 81 of the 91 lap race.  The fastest race lap (1:27.270 at 94.877 MPH) was set by Scott Maxwell in the Joe Foster/Scott Maxwell Multimatic Motorsports Mustang, and they had it going away until a caution flag packed up the field (66 cars on the grid at the green flag).  OTOH, Billy's fastest lap occurred during his final lead laps so he had beans for a fight if it had come to that...

Various Mustangs led the race except for laps 64-80 which were led by the always fast Matt Plumb in the Rum Bum Racing V8 M3 coupe.  Six other Mustangs were in the top fifteen at the finish.

Despite four long cautions, it was a fast race--the horseshoe-shaped 2.3 mile Homestead track has long straights, but most of the turns are very tight.  66 cars on the grid means a lead is difficult to regain once lost--IIRC only Johnson/Roush Jr. managed to regain the lead once relinquished, and they did it twice.

Five BMW M3s were in the top fifteen as were three 997s.

The lone WRX-STi placed 29th in class and the lone Challenger of Tom Nastasi and Ian James placed 30th in a class consisting of 35 GS class racers.

The five Camaros placed 23rd, 24th, 32nd, 33rd, and 35th in class.  Evidently, having the biggest engine in class (and the magical IRS :tounge:) is not all it's cracked up to be :orly:

An Audi S4 qualified third amongst a quintet of Mustangs but did not race :huh:

To be in it competitively, you had to be averaging some 94 MPH when up to speed during the green and capable of lapping in the 1:28s--and to threaten for the lead you hadda be capable of puttin' down some 1:27s when you had to.  One of the 997s, four of the M3 V8 coupes and six of the Mustangs could accomplish this--and another M3 V8 coupe could lap in the 1:28s at 94 MPH.  With a third of the GS Class in genuine contention for the win, it was quite a contest!

Congratulations Billy & Jack!

Here's the Race Report from the Grand American Road Racing Association's website:

Johnson, Roush Win Homestead 200 In GS
Mar. 6, 2010

HOMESTEAD, Fla. (March 6, 2010) - Jack Roush Jr. left Homestead-Miami Speedway on Friday night displeased with losing his first GRAND-AM Continental Tire Sports Car Challenge pole position.

But Saturday, he left the track in a completely different mood, as he and Billy Johnson won their second Grand Sport (GS) race together, the two-and-a-half hour, 91-lap Homestead 200, in the No. 61 ROUSH Performance Products Ford Mustang GT. For Johnson, it was his second consecutive victory at the 2.3-mile, 11-turn road course, in a car that advanced 33 positions from start to finish.

Roush originally set a track record Friday but his time was disallowed following post-qualifying technical inspection, an unapproved part to blame. But that didn't deter Roush, who was among the fastest in every session during the weekend. Starting 34th, he passed 10 cars on the first lap and was up to 21st after two laps. He finally took the lead on Lap 35.

Johnson took over on Lap 39, and kept the duo among the top five and eventually into second as late as the final half hour. That's when Johnson was attempting to catch Matt Plumb, co-winner of this season's opening race at Daytona.

Plumb took over from Miami native Gian Bacardi during the race's first caution period, around the 30-minute mark, and pitted again with enough fuel and solid tires to go the remainder of the race. But with 20 minutes remaining, he went from leading to retired.

Driving the No. 13 RumBum.com BMW M3, Plumb hit the rear of Eric Curran's No. 46 Fall-Line Motorsports BMW M3 in Turn 1, as Curran got bottled up behind slower traffic. The impact forced the hood of the No. 13 to come up, and Plumb in a precarious position, driving cautiously around the track with his windshield covered.

Plumb managed to make it to the final turn before hitting barrels filled with sand at the pit entrance. The sand and debris from the barrels forced the final of four caution periods, and put Johnson in front. He never looked back when the green flag flew on Lap 87, and charged to a 2.561-second victory.

It marked Johnson's seventh series victory and third in the Grand Sport class..

"Jack did have quite a bit of fun today," said Johnson, who led twice for nine laps. "He did an amazing job in qualifying. He went through the entire field today, which is no easy feat with the caliber of drivers at this track. He handled it like a pro. He kept the fenders clean and just moved through everyone. He turned the car over in one piece for, gave us good track position and I took it from there. I had to work through a few people myself, but I was able to come out on top again."

For Roush Jr., who celebrated with his father, Jack Roush Sr., in Victory Lane, it was a complete turnaround of emotions from close to 24 hours earlier.

"It was real exciting race for us," Roush Jr. said. "I can't be more proud of my team and all the work they've done. It was a real privilege to be part of history with the Roush Racing group. I also have to hand it to my co-driver, Billy Johnson. He did an awesome job today. I'm looking forward to many more races."

The win was also Roush Sr.'s 400th as a car owner. In nearly 40 years as an owner, Roush Sr. has also won in NASCAR's three National series, Trans-Am and IMSA.

Finishing runner-up for the second time in three races were Terry Borcheller and Andrew Hendricks in the No. 45 Fall-Line Motorsports BMW M3, while third were Joey Hand and Michael Marsal in the No. 97 Turner Motorsport BMW M3.

Defending driver champion Ken Wilden leapt five positions during his stint in the No. 59 Stay-Nu/RehagenRacingProducts.com Ford Mustang GT was fourth with co-driver Bob Michaelian, pushing the car's top-10 streak to 19 consecutive races, while No. 48 Fall-Line Motorsports BMW M3 co-drivers Charles Putman and Charles Espenlaub were fifth. Putman and Espenlaub left the track with a seven-point advantage (64-57) over Borcheller and Hendricks in the standings.

The next race for the Continental Tire Sports Car Challenge will be April 10 at Barber Motorsports Park in Birmingham, Ala.

The Boss 302R Grand-Am engine, with its manifold that'll be intro'd on the street Boss 302 early in 2011--note the indentation in the center of the tunnel ram to clear the street Boss 302's strut tower brace.

http://www.themustangnews.com/content/wp-content/uploads/2010/03/04_BOSS302Rs.jpg

 :devil:

From www.themustangnews.com:

Interview: Jack Roush Jr. On Winning Homestead Race
By TMN StaffPublished: March 13, 2010

Jack Roush Jr., and co-driver Billy Johnson won the Continental Tire Sports Car Challenge Homestead 200 at Homestead-Miami Speedway this past weekend. The win marked the 400th all-time victory for Jack Roush Sr. in road racing and NASCAR combined. Roush Jr. talks about getting the milestone win for his father.

HOW DOES IT FEEL TO GET YOUR DAD HIS 400TH WIN?

?It?s obviously a really big deal for me. I think it?s neat to have my own racing program and have a significant win for my father. That?s something I?m really honored about and I feel really privileged about.
?I started racing when I was six with my dad go-kart racing. Each season that we competed in, we never lost a championship. As an adult I started road racing in 2006 without having to do any other full-size vehicle road racing and that was in the same series that I?m in now.?
?There?s been a huge learning curve for me, especially in a series that is so competitive. For us to consistently run strong and now have a few wins under our belt, that does have a lot of meaning for us. The 400th win I think is interesting, because soon after I started go-karting my dad had his own road racing programs, and as a child I was at many of the races where he had some of his earlier wins. To now have a spot in that chain is pretty cool.?

IS THIS WIN MORE SPECIAL THAN YOUR FIRST WIN IN THE CONTINENTAL TIRE SPORTS CAR SERIES THAT YOU EARNED LAST YEAR?

?Well, it?s the second win that I?ve had in the Continental Tire Series. Last year we won at Miller Motorsports Park and that was also a really big deal because it was our first. This one, I think our team has got some momentum and we?re getting better and better at what we?re doing as a whole. We?re really figuring out the best strategies that we want to use. As a driver I?m also continuing to develop. Hopefully we?ll get quite a few more, but being the first and second win, obviously it has a lot of significance for us.?

AFTER NOT FINISHING AT DAYTONA WAS IT NICE TO COME BACK WITH A WIN AT HOMESTEAD?

?Homestead is a good track for Mustangs and Daytona was as well. It was kind of heartbreaking that we had some issues that prevented us from finishing the race there. I think we would have had a very strong finish there as well.

?We are trying to do well at all of the tracks that we possibly can. I think there are a few that will be much more challenging for us, like Lime Rock.

?One of the things that I love about our series is that we?re racing Ford Mustangs against some cars that people think are true sports cars and look down on some of the American cars. I personally love the fact that we?re racing the Ford Mustang against many other manufacturers and we?re doing very well.?

HAVE YOU EVER THOUGHT ABOUT GOING INTO ANY OTHER RACING SERIES?

?It?s really hard to say where my career will go. I really have a passion for road racing in particular. I?ve never circle track raced, and I?m looking at doing my first one later in the month. I don?t know what other series I?ll end up doing, but maybe some of the higher levels of road racing could be a possibility.?

From www.grandamerican.com:

Foster, Roush Make Up Barber GS Front Row
Apr. 9, 2010
Michael Harker, GRAND-AM

Joe Foster and Scott Maxwell will try for another Grand Sport victory at Barber Motorsports Park after Foster won the pole on Friday.

BIRMINGHAM, Ala. (April 9, 2010) - The last time Joe Foster competed in a GRAND-AM Continental Tire Sports Car Challenge race at Barber Motorsports Park - in 2008 - he won the pole position and went on to win the race with co-driver Scott Maxwell.

He started this year's Barber 200 weekend in similar fashion, as he won the pole position Friday in the No. 15 Multimatic Motorsports/Bayshore Recycling Ford Mustang Boss 302R. His time of 1:36.876 (85.470 mph) blistered a six-year-old Grand Sport (GS) record at the 2.3-mile, 17-turn track; in fact, the top four cars - all Ford Mustangs - were under Spencer Pumpelly's previous record, set in 2004.

The race also marked the second consecutive event for Foster to win the pole position; he was awarded the pole position at Homestead-Miami Speedway after the No. 61 ROUSH Performance Products Ford Mustang Boss 302R, driven by Jack Roush Jr., had its time disallowed during post-qualifying technical inspection.

"It's been two years since we've been here, and the cars we have are a little bit different," Foster said. "The Mustangs this year are fast. The last time we were here at Barber in the GS class we won, so we're hoping to go back to victory lane."

Roush did qualify second at Barber with a time of 1:37.004 (85.357 mph). He and Billy Johnson went on to win at Homestead-Miami, and Roush has finished third in each of his two races at Barber.

"Coming off our first win at Homestead-Miami Speedway last month, we're coming to Barber trying not to be arrogant," Roush said. "Personally, this is one of my favorite tracks, as I've finished third in both of my races here. We hope to change that a little this year and go for the victory instead. We don't take it lightly."

Qualifying third was defending race co-winner Bret Seafuse, who turned in a time of 1:37.223 (85.165 mph) in the No. 37 Trumansburg ShurSave Ford Mustang Boss 302R he shares with James Gue. Fourth was rookie Ryan Winchester, at 1:37.369 (85.037 mph), in the No. 59 Rehagen Racing Products Ford Mustang GT, co-driven by defending series champion Ken Wilden.

Alabama-based APR Motorsport, located in Auburn, was the fastest team not running a Mustang. Jordan Taylor, in the No. 01 APR/BBS Audi S4, was fifth with a time of 1:37.534 (84.893 mph). GS points leader Charlie Putman will start 16th.

From www.grandamerican.com:

Martin, Michaelian Win Barber 200
Apr. 10, 2010

Dean Martin (left) and Bob Michaelian win the Barber 200 at Barber Motorsports Park.

BIRMINGHAM, Ala. - Dean Martin held off a charging Billy Johnson over the final half-hour of Saturday's Barber 200, the third round of the 2010 GRAND-AM Continental Tire Sports Car Challenge, at Barber Motorsports Park, to win with co-driver Bob Michaelian in the No. 52 Rehagen Racing Products/bizrate.com Ford Mustang GT.

Martin led the final 29 laps in the 76-lap event on the 2.3-mile, 17-turn track, as Fords won for the third consecutive time in the race. Johnson, with co-driver Jack Roush Jr. in the No. 61 ROUSH Performance Products Ford Mustang GT, took second, as the race ended under caution after an accident with eight minutes remaining in the two-and-a-half hour race.

In the Street Tuner (ST) class, Tom Long made a late-race pass of 2007 race co-winner Jamie Holtom to win his second consecutive class event with Derek Whitis in the No. 25 Aventura Technologies/Freedom Autosport Mazda MX-5.

Martin, who did not expect to participate in the race, took over for Michaelian and went to work. Two-thirds into the race, Martin had moved to the front, and it was him versus Johnson during the last 30 minutes.

Johnson tried to make the winning pass several times, but an accident involving Scott Panzer in the No. 11 Strategic Occupancy Solutions Ford Mustang GT with eight minutes left brought out the final of seven caution periods. Martin crossed the finish line with his fifth career victory, while Michaelian celebrated his first.

"I was just trying to keep the car in one piece and turn it over to Dean," Michaelian said. "He did a great job. He got it out in front and kept it there. I appreciate all the help from Rehagen Racing. It was set up perfectly."

Johnson never led the race, but he and Roush were always in the hunt.

"Unfortunately, it ended under yellow, but if I was in first when it came out I'd be happy like Dean is," Johnson said. "Definitely a great run for the Roush Mustang, it handled awesome. We're trying to climb back up the points ladder. Second place is definitely helping us do that."

Breaking up a potential podium sweep by Ford were Joey Hand and Michael Marsal in the No. 97 Turner Motorsport BMW M3. Fourth were Terry Borcheller and Andrew Hendricks, who picked up the Grand Sport (GS) points lead by two (85-83) in the No. 45 Stable One Racing BMW M3, while Turner Motorsport co-drivers Bill Auberlen and Paul Dalla Lana garnered fifth in the No. 96 Turner Motorsport BMW M3.

Martin and Michaelian's teammates, Ken Wilden and Ryan Winchester, were near the front of the race before a broken ball joint cost the team seven laps. It ended a 19-race streak of top 10s for the No. 59 Rehagen Racing Products Ford Mustang GT, dating back to the Barber race in 2008.

Fords essentially dominated the day, leading all 76 laps. Joe Foster, the 2008 race winner, led the opening 44 laps in the No. 15 Multimatic Motorsports/Bayshore Recycling Ford Mustang Boss 302R, but he and Scott Maxwell finished eighth. Defending race winners James Gue and Bret Seafuse in the No. 37 Trumansburg ShurSave Ford Mustang Boss 302R were seventh.

Long and Whitis triumphed again thanks to Long's late-race heroics. Holtom, in the No. 21 Sick Kids Foundation/C&P Cross Border Law Chevrolet Cobalt, had held the lead for seven laps before Long made the winning pass. Moments later, the yellow was displayed.

"We were close to pulling this one off a long time ago," Long said. "The (No.) 21 car got around us, but the Performance Friction Brakes enabled us to get back by him. I got him in Turn 5 - I was able to slide by and keep on going, two laps before the last caution."

For Holtom's teammate Andrew Danyliw and the GS Motorsports team, one of several teams based in Canada, it was a career-best finish.

"It seemed like Tom Long had me everywhere, I was pushing so hard," Holtom said. "I was trying to capitalize on the one spot where I seemed to be faster, but the Mazda was just too fast for us. We had awesome strategy. They got us in the lead, it was ours to hold, but unfortunately he got us near the end."

Taking third were Ryan Eversley and Zach Lutz, also taking career-best finishes in Compass360 Racing's No. 75 Skunk2/Honda HPD Honda Civic Si.

Fourth were points leaders Lawson Aschenbach and David Thilenius in Compass360's No. 74 Skunk2/Honda HPD Honda Civic Si, while polesitter David White and BimmerWorld/GearWrench team owner James Clay finished fifth in the No. 80 Performance Friction/RAYS Engineering BMW 328i.

Aschenbach and Thilenius now lead by 10 points (95-85) over Seth Thomas and Bill Heumann, sixth in the ST race, in the No. 81 Performance Friction/RAYS Engineering BMW 328i.

The next Continental Tire Sports Car Challenge race will be the two-and-a-half hour race April 24 at Virginia International Raceway.


The top eight or nine finishers in this M3s versus Mustangs slugfest were:

Martin/Michaelian        Mustang      76 laps     
Johnson/Roush           Mustang      76 laps     
Hand/Marsal               M3 coupe    76 laps     
Borcheller/Hendricks    M3 coupe    76 laps     
Auberlen/Dalla Lana     M3 coupe    76 laps
Espenlaub/Putman       M3 coupe    76 laps
Gue/Seafuse              Mustang      76 laps
Maxwell/Foster           Mustang      76 laps
Aquilante/Spaude        WRX-STi     76 laps
     

From www.autoblog.com:

Competition-spec Ford Mustang to take on FIA GT3 European Championship
by Noah Joseph (RSS feed) on Apr 15th 2010 at 1:00 PM

Ford's got a rich history of competing against European machinery on their own home turf. But while the GT40 (and the more recent reborn GT) and the Cobra cut their teeth on the old continent, the Mustang is another story. Ford wants the Mustang to compete overseas, and now a Belgian-Canadian joint effort is preparing to oblige.

Canada's Multimatic racing garage has prepared this new Mustang for the Marc VDS Racing Team, a competition outfit that also fields a pair of Ford GTs in the GT1 championship, as well as teams in Moto2 and rally raids. They'll be taking this Mustang to the FIA GT3 European Championship, where it will take on the best that the likes of Porsche, Alpina, Mercedes and countless others have to throw at it on some of Europe's finest racing circuits. It's already undergoing testing at Ford's Bedfordshire test facility (curiously not Lommel Proving Grounds in the team's home country) and will be piloted by a team of Belgian and Canadian drivers.

Will the VDS Mustang GT3 prove its mettle against Europe's finest? No telling just yet, but it sure looks the business. Check it out for yourself in the gallery below and the press release after the jump.

Gallery:
Marc VDS Racing Ford Mustang GT3.
http://www.autoblog.com/photos/marc-vds-racing-ford-mustang-gt3/#2896443

[Source: Marc VDS Racing Team via JonSibal.com]
Show full PR textThe Marc VDS Racing Team's official launch at Gosselies, Belgium was the venue for the world premiere of the all-new Marc VDS Mustang GT3, which will be campaigned in this year's GT3 European Championship by Belgian Eric De Doncker and Canadian Scott Maxwell.

The latest addition to the GT3 grid weighs in at just 1350kg and features a 5.3 litre V8 engine, which produces 560BHP. These performance figures, combined with the all-new transaxle on the Ford Mustang Marc VDS GT3 guarantee that the car will be a serious contender during it's debut season.

The first car, with the chassis number MVDS001/001, was built by the team's project partner Multimatic in Canada before being shipped to the United Kingdom, where it underwent a successful initial shakedown test at Ford's European test facility near Luton, Bedfordshire.

De Doncker and Maxwell will race the #98 Ford Mustang Marc VDS GT3, while the drivers for the #99 car will be announced by the Marc VDS Racing Team shortly.

The Marc VDS Racing Team, together with Multimatic, will build additional cars to order, for customer race teams looking for a competitive GT3 package off the shelf. The cost of the Ford Mustang Marc VDS GT3 has yet to be confirmed.

On a side note to racing Mustangs comes this brief report on Europe's GT1 Championship, where Ford GTs (the current ones--not the ones from the 'Sixties) may be the cars to beat, as they have been for the previous two years:

FIA GT1 WORLD CHAMPIONSHIP DEBUT IN ABU DHABI

The Matech Competition drivers of Thomas Mutsch and Romain Grosjean in their Ford GT dominated the first ever Championship Race of the new FIA GT1 World Championship at the Yas Marina Circuit in Abu Dhabi.

Thomas led from pole position in the main race until stopping early in the mandatory pitstop window. After an excellent pitstop by the Matech team, Romain emerged with a narrow lead over Marc Hennerici in the second-placed Phoenix/Carsport Chevrolet. On new tyres Romain was able to pull away with ease and had a lead of more than 20 seconds when the chequered flag fell after one hour of racing.

After the race Thomas said: ?I want to thank the Matech Competition team who did a great job, working very hard over the winter months and really pushed hard to develop the new Ford GT1, so congratulations to everyone for achieving this first win. We have a great car and special thanks to the sponsors, especially our title partner Sintez.?

This historic victory for the Matech Competition team was a fitting ending to a roller coaster weekend of emotions for the team and great way for Romain to celebrate his 24th birthday.

In testing and practice the potential of the Ford GT was shown with the Number 5 car heading the times. In Car 6 Natacha Gachnang and Cyndie Allemann, who were making their World Championship debut as an girl, all Swiss partnership, were learning the circuit and the Matech Ford GT1.

?It is important to get kilometres in the car as whilst we did pre-season testing we need more time, although the car is comfortable and everything is good. I think it is better to have a technical track to get the feeling of the car and for me it is a good start.? said Cyndie. Both girls were making the most of the historic occasion. ?It is nice to be here in Abu Dhabi for the first race of the new FIA GT1 World Championship which is something exciting and special.? said Natacha.

However during Qualifying on Friday the fortunes changed when Natacha had an incident at the end of the straight, the fastest part of the circuit which the drivers are approaching at over 260 km/h. At the braking point, Natacha started braking as normal. A leak was reported in the rear brake circuit, which required her to press back hard on the pedal but, while putting pressure on the brake, her foot also caught the accelerator (Chicks :facepalm:). Although the front brake circuit continued to function correctly, the combination of factors led to Natacha failing to negotiate the corner and going down the escape road, where she hit the barriers.

Although the safety and security devices on the Matech Ford GT helped Natacha avoid more serious injuries, she still needed to be airlifted from the circuit's medical centre to Sheikh Khalifa Hospital with a double compound fracture of her right leg. Thankfully Natacha is recovering well and is due to be released from hospital on Monday. The win was the perfect tonic for all the team and especially Natacha.

?We should give part of this win to Natacha and wish her a speedy recovery, but I would like to keep part of it for my birthday!? said Romain. With Romain confirming that ?I enjoy working with Thomas and we make a good team?, we look forward to the next round of the FIA GT1 World Championship in Silverstone UK, travel permitting!

FORD GT WINS IN SPA
5/9/2010

Spa-Francorchamps, Belgium? The Ford GT of Marc VDS Racing Team, driven by Leinders-Palttala-De Doncker, took an emphatic win in the GT1-category of the Spa 1000 kms. There were three Ford cars on the podium in Spa, a good sign for the Le Mans 24 Hours.

Bas Leinders, who conquered the GT1-pole the day before, took the start on a treacherous track, wet by rain that started to fall just minutes before the start. The Belgian took it all in his stride however, gradually increased his lead and gave the car to team-mates Markus Palttala and Eric De Doncker, who in turn drove perfect stints. The trouble-free race ended in a Ford one-two-three, with the cars of Matech Competition in second and third.

BAS LEINDERS
"By taking the pole with a 1.4 seconds difference, we knew our set-up was good. But during the difficult race we still had to avoid all problems and make sure that the car was reliable till the end. Fortunately that was the case, which makes me very happy. Markus and Eric drove a perfect race, which is great news, just one month before the Le Mans 24 Hours. If we have to mention one problem, then it would be the steepness of the pitlane. That made it impossible to top up the fuel tank completely, so we had to make one more pitstop. Otherwise, our advantage would have been even bigger. That does not bother us, though: this victory is a great reward for the whole team, after all the hard work during the sometimes difficult start of the season."

From the Grand American Road Racing Association's website:

Johnson, Roush Pilot Their Mustang to a Win At New Jersey
July 17, 2010

By Michael Harker

MILLVILLE, N.J. (July 17, 2010) - Billy Johnson and Jack Roush Jr. combined to lead all but four laps in Saturday's Garden State 250 victory at New Jersey Motorsports Park, the eighth round of the 2010 GRAND-AM Continental Tire Sports Car Challenge season.

Johnson took over from Roush at the halfway point of the 87-lap, two-and-a-half hour race on the 2.25-mile Thunderbolt Raceway course, and - after coming out of the pits second - moved around Joe Koenig on the inside of Turn 1 on Lap 49. He engaged in a spirited battle for several laps with second-place finisher Matt Plumb, but Johnson was never headed after he put the No. 61 ROUSH Performance Products Ford Mustang GT up front.

The winning margin of victory was 1.384 seconds, the seventh race this season with a margin of victory under two seconds.

"It was tough for my stint," Johnson said. "I had two fast cars - with fast teams and fast drivers - behind me. I managed that as best as I could. I had to work hard to keep the tires under us for the end."

Roush, who earlier Saturday garnered a track qualifying record of 1:30.109, led the opening 44 laps, which featured four of the race's five cautions. Johnson led the final 39 laps.

Plumb and new co-driver Nick Longhi finished second in the No. 13 RumBum.com BMW M3, which fell several positions early as the team opted for a two-pit stop strategy. They were joined on the podium by Joey Hand and Michael Marsal in the No. 97 Turner Motorsport BMW M3.

Fourth were Terry Borcheller and Andrew Hendricks in the No. 45 Fall-Line/Stable One BMW M3, while Barry Waddell and second-place starter David Russell garnered fifth in the No. 99 H&S Tools BMW M3.

Despite falling to 23rd during an early race spin, Charles Espenlaub and Charlie Putman rebounded to finish ninth in the No. 48 Fall-Line/Sparco BMW M3. The pair maintained the championship lead in the standings, which now stands at nine points (228-219) over Hand and Marsal. Johnson and Roush are 14 points behind the leaders.

In the Street Tuner class, Owen Trinkler and Randy Smalley took the No. 198 Cruise America/4 Winds RV Mini Cooper S to its first-ever victory in the series. Previously, the best finish for a Mini Cooper was third twice.

Trinkler and Smalley rebuilt a badly-burned car from an earlier race this season at their new RSR Motorsports shop in Florida, and the race was the first for the new Mini. Trinkler traded the lead twice with Ryan Eversley in the No. 75 JC Concrete/HPD Honda Civic Si before distancing himself from the field. The margin of victory in the ST race was 16.071 seconds over James Clay in the No. 80 RAYS Engineering/Performance Friction BMW 328i.

But the triumph didn't come without a little warning.

"We were a little short on fuel - we might have made it with that yellow - but we've had such bad luck that we just didn't want to risk it," Trinkler said. "And it was the right call."

The victory was the second in the series for Trinkler - and his first since 2003 - and Smalley's first ever.

Clay and David White finished second, while polesitter Martin Jensen and Paul Gerrard, who combined to lead 53 of 86 laps, were third in the No. 18 i2i Capital/RRT Racing BMW 328i. Eversley and Zach Lutz finished fourth, while points co-leaders Seth Thomas and Bill Heumann were fifth in the No. 81 RAYS Engineering/Performance Friction BMW 328i. The No. 81 started from the rear of the field after an engine change Saturday morning.

Additionally, Thomas and Heumann stretched their championship lead to 13 points (238-225) over Lawson Aschenbach and David Thilenius. Not long after Aschenbach took over from Thilenius, who ran second during his entire stint, the No. 74 Skunk2/HPD Honda Civic Si experienced transmission troubles. Aschenbach and Thilenius finished 17th, their worst finish of 2010.

US Autocrossers know Sam Strano, who switched from a Shelby GT to a 2011 Mustang GT with the Brembo package this year.  Says Sam:

2010 F-stock National Champion....

Me.

After 3 straight years in a 2007 Shelby GT I bought a 2011 Brembo equipped GT. I just returned home from Nebraska with my 7th SCCA Solo National Championship. It's my 4th in F-stock in a row--my 5th in a row dating back to a 2006 win in another class in my Camaro.

I also won my 4th straight ProSolo Series Class Championship in F-stock (again with the previous 3 being in the Shelby GT).

Overall I now hold 15 total SCCA National Championships of one sort or another.
__________________
Sam Strano
6x SCCA National Champion
5x SCCA ProSolo Class Champion
2009 SCCA ProSolo Overall Champion

I'll have to google his times later.

I'd like to see his times compared to the C-stock Solstices and Miatas

What, nothing about ford losing the grand am gt championship to the rx-8?

Quote from: r0tor on September 16, 2010, 06:02:36 PM
What, nothing about ford losing the grand am gt championship to the rx-8?

r0tor: No, r0dude, the last I checked only Porsches participate in the Grand-Am GT championship--everything else in the Grand-Am GT series is a tube-chassis race shop fabrication with a carbon-fiber replica body (Including the "Mustang" in the series some years ago--a tube-chassis built originally for some model of "Lexus", but re-bodied with a carbon-fiber Mustang-replica body replacing the carbon-fiber Lexus-replica body.  And not built for Ford or by Ford but built for Tom Nastasi of Blackforest Motorsports of Florida.).

The Porsches are, if memory serves me correctly, basically genuine GT3s with a few series-required mods.  The GT series is even more farce than NASCAR "stock car" racing--except that without the tube chasses, carbon-fiber, and dozens or even hundreds of fabricated racing parts nothing on the track could touch the relatively over-the-counter Porsche GT3s.  I never swallowed Grand-Am GT and am surprised that you have.  

If things are much the same as they were back then, the RX8s are the next closest vehicle to the real vehicles they are derived from, after the GT3s.  This info ain't current, because I don't waste my time on shit like that.  What little knowledge I have of the series is from '06 or '07, so by now even the Porsches may be tube-chassis race shop fabrications.

It's NASCAR once removed, and once removed ain't removed anywhere close to enough.  'KnowwhutImean?