Star Grand Prix – Houston, Texas
happening all of a sudden – so we’re posting this Houston
feature after Mid-Ohio’s event)
From the start, it was clear that Houston would be difficult venue
for the teams of the American Le Mans Series. It was even more so
for Dyson Racing. A shared-headline event would of course reduce
track time, the track would be new to everyone, and a temporary
course has its own problems. This time it was bumps. Not bumps like
Sebring, or even Lime Rock bumps, but B-U-M-P-S.
race weekend opened with a fifty-minute practice for the twenty
entrants on Thursday morning. At 11:10 AM It was not a particularly
hot weekend, in contrast to races in Texas in other years. The air
temperature was 81 degrees and the track 92 degrees F.
on a new street course went as well as might be expected. There
were no cautions in the session, much to the credit of the teams
and drivers of the American Le Mans Series. For those who did have
problems, they were not of the damaging kind, and not of the kind
that interrupted the session for anyone else. Unfortunately, Dyson
Racing was amongst them.
got in a scant seven laps, before being sidelined for the remainder
of the practice with a power steering failure. The #20 Dyson Racing
Lola B06/10 was just about ready to return to the track when the
checkered flag ended the session, so we expected to see Chris and
co-driver Guy Smith in a now much-needed second practice immediately
Audi Sport North America driver Rinaldo Capello, who took the team’s
R8 on the track after partner Allan McNish, “In one word,
bumpy. At the moment this course may be too aggressive for sports
cars. The last bump at the end of the back straight (corner 9) is
very dangerous, and for the Champ Cars it will be even more (so).
Right now the GT cars can go through it faster than us because their
cars can be more aggressive. Allan (McNish) warned me about the
bump, but that’s not the same as driving through it.”
Nonetheless, the Audi headed the times in the first session. Once
again, the venerable R8 surprises. Or perhaps that’s wrong;
we should never be surprised by the performance of that very special
LMP2 times was the #6 Penske Porsche prototype of Sascha Maassen
and Lucas Luhr, posting a 1:08.053, second overall behind the Audi.
The Penske guys aren’t all that happy with the circuit, either.
We’re told that the rounded-stone aggregate used in this giant
parking lot is particularly slippery; the RS Spyders are struggling
and Butch Leitzinger were third overall and second in class behind
the Audi. It was a solid start to only the second race weekend for
the Lola B06/01 AER. James was philosophical about the course.
is just a vertical corner, isn’t it?” suggested the
Englishman. “That’s why you’ve got an engineer
in the pits armed with a hammer to fix it, after all. At the end
of the day, they’re all equipped with a throttle, aren’t
they? And you can alter your line. If someone can set up the car
to hold it (the speed) a bit longer (over the bumps) they’ll
have won fair and square, won’t they? What I’m really
worried about is the long turn (around the Astrodome). It’s
blind, and 135, 145 miles per hour, isn’t it? If some Wally
stops on the apex, you could do yourself – and him –
serious injury.” James and Butch Leitzinger put the #16 Lola
third on the time sheets in the first session.
Dyson helped out with a summary of the team’s morning, “The
cars are fine, and we’re happy to be here,” he observed.
and last, practice before qualifying started on schedule at 5:20
PM, with the temperature in the low eighties.
As with the
other teams – most of them anyway – the crew of the
number 20 Dyson Lola B06/10 AER was “softening” the
suspension to accommodate the bumpy track. The front springs were
changed in the pits midway through the session. Again, after limited
practice, the session ended with the #20 Lola sidelined –
it wouldn’t fire. The analysis and fix would take the car
out of the remainder of the practice and the subsequent qualifying
the end of the session, James Weaver posted the fast time for LMP1
cars, just a tenth behind Romain Dumas’ Porsche RS Spyder’s
session-leading time of 1:05.111.
The twenty-minute qualifying session got underway at 6:50 PM, and
Dyson Racing was ready, though there was only the #16 Lola of James
Weaver to carry the team’s colors; Chris Dyson would start
the #20 car from the back of the grid. The first five minutes or
so of the session saw the two Porsches and the lone Audi at the
top of the times. Weaver was getting a feel for the line though,
and at 6:56 pm, set the fastest lap overall with a 1:04.469, quickly
following it with a tick better, 1:04.459. Three minutes later,
Romain Dumas posted a slightly quicker 1:4.454, but it was a time
“helped” by a couple of tenths by cutting the chicane,
and was quickly disallowed by IMSA officials.
set his fastest lap on his sixth after a flurry of traded fast laps
between Romain Dumas and Lucas Luhr in the two Penske Porsches.
After Dumas had apparently taken that pole back Weaver had taken
the #16 Dyson back onto the track to try to beat the illusory fast
lap. Though he didn’t do so, the series of laps he ran late
in the session were within hundredths of the pole. "At Sebring,
we were at 60 percent. Here we are getting 80 percent out of the
car and engine," Weaver said. "It shows there is a huge
amount of potential in it. At Sebring, we were about four seconds
off the pace in qualifying, two seconds at race pace, and here we
can hope to compete all evening. In six month’s time we’ll
give that diesel tractor a run for its money.” As for now,
Rob Dyson gave Porsche its due. “They read the rule book correctly,
and fielded a car with a power to weight ratio about as good as
ours. Doing it with a naturally aspirated engine avoids the complexity
that comes with turbo engines.” Still, the driver from England
didn’t use all of the track. “On my quickest lap, I
stayed further away from the walls than I might in six months’
time,” he said. “If you threw caution to the winds,
you could have gone more quickly, or not come in (from the lap)
Weaver was complimentary
of the course, bumps and all. “This is a typical street course;
it’s bumpy, yes, all street courses are. They’ve done
a great job. If you want me to find something wrong with it, I’ll
say that the chicane is too blind, they could have done better there.
For the bumps, that’s why you have engineers with spanners,
to make those adjustments (to set up for a track),” said James.
“The long sweeper at turn four (that’s the increasing
radius turn around the Astrodome), the car can take it flat easily,
but if you do make a mistake, you’ll hit the wall.
one of the reasons we are quick here is that the Dyson team has
always been good at arrive-and-drive races,” added James.
“The team is excellent with a limited amount of time in making
the right calls and the right judgments. When you cannot engineer
the car to death, you have to know motor racing and I think that
is when you see how much strength and depth there is at Dyson Racing.”
For James Weaver,
it was another special moment in a career of many. “It does
not matter how long you have been doing this, it never gets old,”
James Weaver said. “The thrill of rolling down pit lane for
qualifying, with a new set of tires and a great car under you. You
are feeling confident and there is a lot going on and it just gives
you a tremendous buzz. If anything, it gets better. Since I must
me getting close to my “sell by date,” you know it is
not going to go on forever. You just savor it and enjoy it every
moment you are in the car. It is just a fantastic feeling.”
early afternoon thirty-minute warm-up session on race day was pleasantly
uneventful for the team. Butch Leitzinger’s 1:07.706 was second
in class and fourth overall; Chris Dyson posted a 1:11.513 while
still learning the circuit, so limited was his and Guy Smith’s
Lone Star Grand Prix
The first Lone Star Grand Prix got underway at eight PM, in the
Texas twilight. James Weaver, on the pole, sprinted away and led
the first lap, with Romain Dumas in hot pursuit, as he had been
Among the leaders,
Sascha Maassen, #6-P2 Porsche RS Spyder was into the pits just ten
minutes after the start, following an off in the runoff at turn
8 in which he had flat-spotted the tires.
Over that first
thirteen minutes, James Weaver was able to pull slightly away from
the pursuing Spyder, building about a one second cushion at times.
“It might have been just adrenalin,” said Butch Leitzinger
later. Sometime early in the race, the left front shock (damper)
had lost pressure – 100 pounds, in fact.
Dyson set his fastest lap of the weekend on lap four, as he was
literally still learning the circuit after the green flag, so little
was track time for the #20 Lola in Houston. The 1:08, coming from
the back of the grid through traffic, was typical of times of the
other prototypes in similar circumstances. After working his way
up through the grid to fifth place in less than twenty minutes,
Chris Dyson had the misfortune to arrive behind the Autocon Lola
B01/60 just as it lost its oil. The #20 car spun instantly and stopped
off line at turn three, then Dyson rejoined the race needing again
to work his way back through much of the field. Later in the race,
an over-run of a braking area – something not unusual in this
race – would give the New York driver a third opportunity
to work his way through at least part of the field. “That
(the missed turn under braking) was my fault,” said Chris.
“My foot simply slipped off the brake over the bumps. I was
pushing very hard to catch up to the leaders at that point.”
suspension in dire straights, Romain Dumas’ Porsche RS Spyder
muscled past and quickly built an overall lead – 1.887 seconds
over the Audi R8 of Rinaldo Capello after 18 laps.
Forty minutes into two-hour, forty-five minute race, the #2 Audi
of Rinaldo Capello led LMP1, but trailed the LMP2 Porsche of Romain
Dumas. James Weaver was doggedly hanging on to the third spot and
on to the lead lap, while Chris Dyson had once again fought himself
back to third in class. Rinaldo Capello pitted from the class lead
at fifty-two minutes, the early stop in part because he was being
held up by Sascha Maassen’s Porsche. McNish replaced Capello
in the Audi.
An hour into
the Lone Star Grand Prix, Romain Dumas had the #7 Porsche RS Spyder
in the lead overall by just under one lap over James Weaver, about
1 minute 7 seconds. Neither car had pitted. After stopping, Allan
McNish’s Audi was only 5 seconds behind Weaver, but had a
pit stop in hand on the Dyson driver.
the Dyson Lola from the LMP1 lead at 9:08, just over an hour into
the race, Butch Leitzinger took over in the cockpit. The stop was
further trouble for the team, though as two minutes at rest were
quickly rung up by delays with mounting tires and extra time to
clear large amounts of rubber from the left side intake. The sister
car would have little of that problem, and the team concluded that
the shock failure, which dropped the left front corner, may have
dropped it so far that the Lola was literally “hoovering”
– in the words of one member of the Dyson team – rubber
off the track, sucking it into the side-pod. The wheel mounting
delays affected both cars. This is one of those new car things,
the tolerances between the drive pins and the wheel are too tight
– there is a fix.
pitted three minutes later, and changed over to Guy Smith. The stop
was 1:51, again affected by difficulty changing tires. Soon after,
Allan McNish cashed that pit stop in hand and took the overall lead
from Dumas’ Porsche as the latter pitted for fuel and tires.
At the race’s
halfway, Allan McNish (Audi) led overall by 13.9 seconds over Timo
Bernhard (Porsche). Butch Lietzinger was second in class, two laps
back of McNish; Guy Smith was circulating quickly by then, but two
laps further down.
Also at the
halfway point, the air temperature was 74 degrees and the track
temperature 84 degrees. That was important at the time, because
shortly thereafter, when McNish pitted for fuel only and had his
second stop “in hand” Porsche had only two possibilities
of winning, after giving up the lead to McNish – an Audi on-track
incident (McNish is as unlikely as anyone to make a mistake), or
tire wear that might significantly slow the Audi. Michelin engineers
confirmed that the tires would likely to be fine to the end.
So a few minutes
later, by the end of the race’s second forty-five minutes,
after the two Porsches and the #16 Dyson Lola had made their first
routine pit stops, McNish had the R8 comfortably in the lead, seventeen
seconds over Timo Bernhard, who had taken over from Dumas in the
Porsche. Lucas Luhr and Butch Leitzinger had taken over the duties
in the #7 Porsche and the #16 Lola, and were one and two laps off
the pace, respectively. The #20 Dyson Lola, now driven by Guy Smith,
was making up ground. The five contending prototypes were all lapping
between 1:05 and 1:09, depending on traffic on the 1.7-mile circuit.
The course was
bumpy; James Weaver admitted he never thought he would say a race
track was bumpier than Sebring. He has now.
At 9:43 PM,
1 hour 38 minutes into the race, Allan McNish pitted for fuel only,
and made no driver change. Timo Bernhard took the overall lead.
later, Butch Leitzinger brought the #16 Lola into the pits and took
on tires and fuel. Butch was just intent on finishing with the ill-handling
car. Timo Bernhard had a lead of 16 seconds on Allan McNish, not
enough to cover the stop he still has to make. Audi will easily
finish without stopping.
Dumas had yielded the #7 Porsche to partner Timo Bernard. So far,
the Porsches were doing fine. "It was a dream stint,”
said Dumas. “The car was great to drive. After passing Weaver
(early in the race) it was easy to drive around. It shows we are
just one step quicker." That last was a jab at James’
qualifying press conference comment that “…first of
all I learned that my car is quicker than his car! (nodding to Porsche
driver)…” Both comments were with smiles.
Guy Smith brought
the #20 Lola into the pits just before the two-hour mark. The stop
took over fifteen minutes, to replace the right push rod and rocker
arm. The latter has 41 rollers in its bearing. It was amazing they
got them all in – that they didn’t lose one in the process.
pitted with less than forty-five minutes left, and again the team
struggled with a wheel change, the right front. Butch no longer
had the use of fifth and sixth gear, the objective was simply to
finish and take whatever points could be had. James Weaver helpfully
explained at the time, “We’ve lost fifth and sixth gear.
Well, actually, we haven’t lost them, they’re still
in there. They just don’t work.” The dog ring for fifth
and sixth gear had broken; the #16 car would finish the race with
just the first four gears.
pitted the Porsche from the lead a bit over two hours into the race.
The Penske team gave up the lead to Allan McNish and Audi –
that was foregone – but a battery replacement would put punctuation
While the two
Lolas struggled home to claim second and third in the LMP1 class
for Dyson Racing, the Porches encountered late race problems. One,
then the other, fell by the wayside with mechanical failures and
yielded the first two LMP2 podium positions to others. Dyson Racing
would need a similar failure from the Audi R8 to claim the LMP1
win here. Not surprisingly, given the history of that race car,
they didn’t get it.
At 10:50 PM,
after two-hours forty-five minutes, the checkered flag flew. Houston
was “in the books” as they say.
Then it’s on to Mid-Ohio
To leave without the win was disappointing for sure, but Dyson Racing’s
record of twelve straight LMP1 podium finishes remained intact.
On a track that drivers termed bumpier than Sebring, the number
16 car of James Weaver and Butch Leitzinger finished second in class
and sixth overall. Chris Dyson and Guy Smith brought the sister
20 car home third in class on this inaugural 1.7 mile street course,
run under the lights around Reliant Stadium.
from the pole, but a series of what Guy Smith would call “higgly
piggly” problems, kept both Thetford/Norcold entries from
being stronger contenders. James Weaver led the first twelve laps.
Handling problems dropped him to third, where he stayed until a
fuel, tire and driver change stop 42 laps later. The car came out
fourth after a longer stop than normal to remove rubber from the
brake and radiator ducts. Butch Leitzinger lost fifth and sixth
gears thirty-five laps from the end, but hung in there to finish
sixth. “James showed the pace of the car in qualifying yesterday
but mechanical issues held us back today,” Leitzinger said
afterwards. “But the fans saw the potential of the car.”
started the #20 car from the rear of the field after a mechanical
problem prevented him from posting a qualifying time. Despite having
had very few laps in fraught sessions prior to the race, Dyson picked
off fifteen cars in fifteen laps and was up to fifth place. But
on lap 16, he spun in the oil dropped by a retiring car in front
of him and dropped to the back again. Dyson started the process
all over again and set a series of quick laps before handing the
car over to Guy Smith, in tenth place. The Yorkshireman was on the
pace instantly and continued the 20 car’s march forward.
there was some rubber laid down, I was able to hustle the car around,”
said Smith. “In practice, I felt that I was basically a passenger
but in the race I was able drive the car and actually have some
fun.” But the fun factor ended when a rear push rod failed
and the long stop to replace it put them insurmountably down the
field again. Noted Smith, “without those problems, we would
have had much stronger finish. But it is encouraging: the car was
fast and the engine went well with no problems. I started to enjoy
the track after a while and am looking forward to Mid Ohio next
did well at Mid-Ohio last year, finishing one, two. Here’s
to happy returns.