2009 Ginetta Zytek GZ09S/2

In the world of modern Le Mans prototype racing, Ginetta-Zytek has become one of the more recognizable manufacturing names. In a bid to remain at the pinnacle of Britain's customer sportscar manufacturing, Ginetta-Zytek introduced their new GZ09S/2 chassis in 2009.

The 2009 Ginetta-Zytek LMP chassis had to quickly evolve due to regulation changes intended for the 2009 season. Working from an existing 2007 Zytek 07S/2 chassis design, the regulation changes forced some rethinking, but the revisions were implemented without too much delay and the first cars were being delivered to customers very early in 2009.

Ginetta-Zytek were able to keep costs for the new chassis down as it basically resembled Tim Holloway's Zytek's 07S/2 chassis. Nose to tail, the new 2009 chassis bore a very similar resemblance, but with some important design changes and updates.

Internally, the 2009 chassis went through a major update. The major focus was on the car's electronics, and especially, the wiring. The previous chassis was burdened with too much weight in excessive length of wiring, especially in the cockpit. The 07S/2 also struggled with reliability. To change this, small control boxes were located at key points throughout the chassis. These control boxes were then linked to a central control box using much less wiring. This feature enabled the new car to shed some pounds, but also, become more reliable in the process precisely because of the less amount of wiring needed.

Outwardly, the majority of the changes made to the GZ09S/2 were found from the backside of the front wheels and rearward. The nose, reminiscent of Reynard's chassis design from earlier in the decade, remained virtually untouched. The front wheel fairing leading edges remained pulled in at the bottom to help with airflow around the side of the car, and also, to provide area for wing large wing elements to be attached in order to help with balance at the front of the car. Just to the inside of the fairings are the vents for the cooling of the front carbon ceramic brakes.

The low profile nose still sported a couple of bulges to help cover the suspension's springs and dampers and the double-humps to help control airflow as it headed toward the open cockpit. The angled and contoured bodywork covering the double wishbone front suspension remained despite the car's suspension receiving a new geometrical layout all-around the car.

The lines of the front wheel fairing sweep up and over the front wheels and extend back, blending seamlessly with the profile of the car's side bodywork. The top of the fairings enable different panels to be installed to aid in downforce levels. Panels with a number of louvers could be added to help with downforce generation. The aft portion of the fairing used the same opening used on the 07S/2. This opening helps air flowing toward the radiator inlets to keep from colliding together because of the cramped area. The opening allows air to escape, which keeps air flowing, which reduces disturbances, or, drag. Regulations determine how big the opening can be. Therefore, the GZ09S/2 featured a new piece of bodywork to conform to the regulations, but to further help the air flowing from within the car to blend smoothly with the airflow passing by the side of the car, thereby reducing turbulence and drag. In order to avoid more costly drag, vents for air to enter in order to cool the rear brakes are located down along the side of the chassis, in front of the rear wheels.

Sporting regulations required a twin roll-hoop design, and the Zytek 07S/2 was the first Zytek to have the tall-standing twin roll-hoops. Of course, the twin roll-hoops remain, including the air restrictor positioned in the middle of one of them. The twin roll-hoops feature prominently for the purposes of protecting the driving in a rolling situation, but also because of the nature of the Zytek engine.

The Ginetta-Zytek, as with the Zytek predecessor, comes with a couple of engine choices due to the nature of the car being offered for both LMP1 and LMP2 categories. In both cases, the engine of choice is a 90 degree V8 engine. The 90 degree layout enables the bodywork to be designed lower because the engine doesn't sit as tall. This provides stability and improved aerodynamics. Because of the low-positioned engine, the side bodywork had been designed with a lower profile. This created another advantage at the rear of the car, an advantage in which the revised 09S/2 would utilize to a much greater degree.

The tighter bodywork around the engine, and the lower-profile side bodywork, created a deep channel for airflow. The tall rear wheel fairings widened this channel right near the rear wing. This was an area of great revision on the 09S/2. Excluding the small hump in the bodywork covering the rear suspension's springs and dampers, the area between the rear wheels remained clean. This smoothed airflow as it came to strike the rear wing and as it exited out the back of the car. The smoother airflow meant reduced turbulence and instability at the back of the car.

The new regulations for the 2009 season affected some areas in car design more than others. One of the biggest areas affected was the rear of the car, specifically the rear wing. The width of the rear wing was reduced. Before, the rear wing used to extend the entire width of the car. This was reduced, which meant overall downforce at the rear of the car was also reduced. To overcome this loss, Ginetta-Zytek didn't alter the rear wing, but instead, altered the car's rear bodywork. The trailing edges of the rear wheel fairings included ramps that utilized passing air to generate more downforce over the rear tires. In between the rear wheels a small plane was incorporated to take advantage of the large amounts of air flowing out the back of the car, underneath the rear wing. This effectively overcomes the loss of downforce the car's incurred through the regulation changes.

For over a couple of decades, Zytek had been offering customers competitive and relatively inexpensive racing technology. The Ginetta-Zytek GZ09S/2 was the latest generation of capable prototypes the collaboration offered for sale. The LMP chassis provided its customers with a very good foundation from which to build.

When Zytek introduced its 07S/2 chassis, after some last minute construction, it went on to set the second-fastest time in a two-day test session at Paul Ricard. During the season's first-two rounds of the Le Mans Series, the brand new 07S/2 took back-to-back pole positions. Many other times throughout its first season the 07S/2 was near the front, or, was setting the pace.

Similar to its predecessor, the 09S/2 impressed during its first shakedown tests. It was then put through its paces and completed 78 laps without a problem at the Autodromo do Estoril. Quifel-ASM driver Olivier Pla became immediately excited about the new changes to the car and its performance during the shakedown tests. 'The car felt very good…the car feels very familiar, the balance is still very good…We completed a lot of miles and the car was very reliable, which is a good sign. Obviously I know the quality of the Ginetta-Zytek chassis from my previous experience, but the GZ09S/2 is another step forward.

Offered with a 3.4-liter V8 for LMP2, or, with a 4.5-liter V8 for LMP1, the new GZ09S/2 offers its customers encouraging performance at a bargain. Overall, the partnership between Ginetta and Zytek has been a young one. However, the ability of Ginetta-Zytek to offer competitive prototypes with the quality of the performance and reliability found in the GZ09S/2 will only make Ginetta-Zytek a favorite of loyal customers for many years to come.

Sources:
'2009 Ginetta-Zytek GZ09S/2', (http://www.supercars.net/cars/4488.html). Supercars.net. http://www.supercars.net/cars/4488.html. Retrieved 1 February 2011.

'Ginetta Zytek LMP', (http://www.ginettacars.com/motorsport_range_details.php?id=%204). Ginettacars.com. http://www.ginettacars.com/motorsport_range_details.php?id=%204. Retrieved 1 February 2011.

'Zytek 07S/2', (http://www.ultimatecarpage.com/car/3198/Zytek-07S-2.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/3198/Zytek-07S-2.html. Retrieved 1 February 2011.

'Ginetta-Zytek GZ09S', (http://www.ultimatecarpage.com/car/4015/Ginetta-Zytek-GZ09S.html). Ultimatecarpage.com: Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/4015/Ginetta-Zytek-GZ09S.html. Retrieved 1 February 2011.

'Ginetta-Zytek GZ09S/2', (http://www.ultimatecarpage.com/car/4028/Ginetta-Zytek-GZ09S-2.html). Powered by Knowledge, Driven by Passion. http://www.ultimatecarpage.com/car/4028/Ginetta-Zytek-GZ09S-2.html. Retrieved 1 February 2011.

By Jeremy McMullen

In 2009, Ginetta-Zytek introduced its very competitive customer Le Mans prototype chassis, the GZ09S/2. Able to be entered in either LMP1 or LMP2, the new chassis offered adaptability and potential. One of the first teams to receive the new chassis was the Quifel ASM Team. Armed with the potent chassis, the team would go on to win the Le Mans Series LMP2 title that year.

Prior to the 2009 season, the Quifel ASM Team announced its main goal was to enter LMP1 by the 2011 season. In order to prepare, the team would compete in the LMP2 category to gain valuable experience and to build an important foundation for success in the P1 class.

After taking the LMP2 class victory in 2009, Quifel ASM made some improvements and revisions to its victorious chassis to help ensure the team would have the best opportunity possible to repeat in 2010. Through the support of Ginetta-Zytek, the team was able to incorporate some important innovations to the chassis, and the innovations would come throughout the year.

To start out, vertical panels were fitted to the outside of the front wheel fairing leading edges. The pulled in leading edges of the front wheel fairings helps to direct airflow out and around the side of the car. To help blend this airflow seamlessly with other airflow passing by the side of the car, an angled vertical plane was designed. This helps bend the airflow, keeping it close to the leading edge of the car, so that it will blend with much less disturbance, which means less instability and drag.

In between the cockpit and the sweeping front wheel fairings a series of angled planes were attached. As with the leading edge of the front wheel fairing, these planes help air, flowing over the sidepod and back along the car, to blend seamlessly and reduce disturbances and drag.

The other major changes incorporated to the chassis before the start of the season were found at the rear of the car. The twin-pillar supports for the rear wing were changed. Until the 2010 revisions, the rear wing had always been supported by twin-pillars that attached to the underside of the wing plane. In the all-important quest for improved airflow, which is greater stability and less drag, the swan-neck design was incorporated. Developed by Acura, the swan-neck helps to smooth airflow underneath the main wing element, which is most important since it is the acceleration of air flowing under the main wing element that creates the downforce.

The new revisions helped Quifel ASM to get excited about the possibilities of repeating in the competitive LMP2 category. Armed with Dunlop tires and the Zytek 3.4-liter V8, Quifel ASM prepared for the start of the 2010 season.

The season started in April at Paul Ricard for the inaugural 8 Hours of Castellet. This was the first Le Mans Series race to run longer than the standard 1000km races since the Mil Milhas Brazil. The LMP2 field was filled with twelve entries for the race. The LMP2 field was littered with strong foes, including Strakka Racing with the new HPD ARX-01c.

In qualifying, the Strakka Racing entry dominated. The HPD chassis, driven by Danny Watts recorded a time just seven hundredths of a second slower than the LMP1 Sigature-Plus Lola-Aston Martin. The next closest qualifier in LMP2 was Quifel ASM in their Ginetta-Zytek. Olivier Pla set a time a little over two seconds slower than Strakka. Starting 2nd in category, Pla's time enabled the team to start the race 10th overall. Quifel and Strakka were at the head of a long LMP2 train. 9th through 18th were all LMP2 category cars.

Quifel ASM's three drivers for the 8 hour race were Miguel Amaral, Olivier Pla and Warren Hughes. At the very start of the race, the team was amongst the top-ten, battling with the tail-end LMP1 cars and other LMP2 competitors. Once the race settled down, Quifel ASM was still running comfortably in, or around, the top-ten in the overall standings and in the top-three in class. As the race worn on, the team slipped down to 13th overall and 6th in class. Unfortunately, the falling trend would continue all the way to the finish.

After running up near the top of the standings throughout much of the race, it all came to an end after the team completed exactly 200 laps. However, being the first race of the season, the team gained valuable information and experience. In addition, the let down experienced at Castellet would turn to elation one month later.

In the early part of May, the team traveled to Belgium for the second round of the Le Mans Series championship. The race was the 1000km of Spa, and, as usual, the unexpected was to be expected at the track in the middle of the Ardennes.

The 1000km of Spa was considered the final warm-up before the 24 Hours of Le Mans one month later. In qualifying, the times amongst the teams were rather close, with the exception of Strakka Racing. Strakka took the pole for LMP2 with a time of two minutes and three seconds. 2nd place in the category was RML in their Lola, which set a time two seconds slower than the HPD. 3rd place went to OAK Racing, a further second and a half slower than the RML. The Quifel ASM Ginetta-Zytek, driven by Olivier Pla, recorded the 4th fastest time in LMP2 and the 14th fastest overall.

Although the team would start behind some strong competitors within the class, endurance and the ability to avoid making mistakes at Spa was of greater importance.

Even before the race started, the Strakka entry suffered a heavy crash in the morning warm-up and was relegated to the back of the field. Then, before the start, rain began to fall around Eau Rouge and Les Combe. This led to a number of incidents before the race even began. At the start, the field was cautious. The tense conditions made it important the drivers were steady behind the wheel. Despite the conditions, Quifel made its way up to 9th overall and 1st in the LMP2 category.

A couple of other tense moments happened for the team and the whole field, including a red flag period due to a power-outage at the track. Overcoming all of the distractions and difficulties, Quifel took the win in the LMP2 category and finished the race 6th overall. The team managed to be the highest petrol-powered finisher overall, as it was all diesel-powered cars that finished in front of the team. In the course of the race Miguel Amaral and Olivier Pla managed to complete 130 laps. This was a tremendous result for the team right before it headed to Le Mans, France in June. As driver Miguel Amaral noted, 'We had the little bit of luck that was missing at Paul Ricard and, above all, we boosted the confidence of the whole team for the Le Mans 24 Hours, where we hope to do a good job'.

A little less than a month after Le Mans, the Le Mans Series resumed with the 1000km of Algarve. This was a home race for the Portugal-based team. The desire to have a strong showing amongst its home country was indeed strong, not merely for patriotic reasons either. If the team could put together another result like that they earned at Spa, the team would be right back in the championship hunt.

Coming to the race in Portugal, the team made a number of changes to their Ginetta-Zytek chassis in order to improve performance. The greatest change up near the front of the car included a larger cut-out of the front wheel fairing as it extended back from behind the front wheel. The line along the top of the sidepod extends out horizontally and blends into the fairing. However, the larger notch cut-out enabled a greater flow of air, down low, to escape out the side of the car. To help blend this flow of air, the barge-board panel remained, attached to the outside of the chassis' side.

The other noticeable change was found at the back of the car. In an attempt to trim out the car and help top-end speed and stability, the ramps, located aft of the rear wheels, were redesigned in favor of rounded fairings. The team's new car went very well in qualifying, especially when compared with the Strakka. This gave the team a sense that its changes had improved performance, as well as its chances.

Neither Team Peugeot nor Audi were present for the race. This meant the only diesel-powered car the field had to contend with was the Team Oreca Matmut Peugeot. Even one diesel was difficult to fend off. Team Oreca took the overall pole. However, the absence of other diesels and petrol-powered teams meant the chances were good for the LMP2 teams to have top-ten starting positions.

Indeed, Strakka Racing grabbed the pole in LMP2, but started the race 5th overall. Amongst the petrol-powered cars, the separation between the LMP classes was minimal. Quifel ASM would also have a spectacular starting spot as it lapped the track less than a second slower than the Strakka and claimed 2nd in class and 6th overall on the starting grid.

Once the race started, Quifel was able to take over inside the top-five overall. Quifel was able to hold the top-five throughout the first fifteen laps or so. The team even ran as high as 3rd overall as pitstops cycled through.

The team managed to stay inside the top-eight throughout the first 70 laps. Then, trouble hit, dropping the team all the way down to just inside the top-thirty. Then, on lap 91, the home team's race came to an end. This retirement severely hurt the team's chances to repeat as LMP2 champions.

Undoubtedly the team was down after the disappointment in Portugal, but Quifel, and just about every other LMP2 category car, would get a massive shot of elation after the 1000km of Hungaroring.

The 1000km of Hungaroring was truly historic. It was the first time Le Mans Series racing had ever made its way to the track. The race, while historic before it began, would be one for the ages by the end.

Throughout the year, Strakka Racing had proven to be incredibly fast. And, amongst petrol-powered LMP chassis, the gap between LMP1 and LMP2 was not all that wide. There had been a number of times throughout the season the HPD-powered car ran among the best of the LMP1 chassis. All that it would take would be a slip-up by the diesels and other LMP1 prototypes, and there would be a huge surprise waiting. The dream scenario came to fruition on the 22nd of August.

When the race began, Strakka Racing slipped down to 4th and would carry on the fight from there. While Strakka slipped down the order, Quifel climbed up it. At the end of the first lap, the team was sitting 6th and would only improve from that point on.

Throughout the first half of the 1000km race, the team never ran lower than 5th, and ran as high as 3rd. While the first half of the race was remarkable, the second half would be truly amazing. Toward the beginning of the last third of the race, Quifel was in the lead. The fight at the top was becoming fierce, but amongst LMP2 class prototypes! Just before 150 laps had been completed Quifel slipped to 3rd.

Strakka took over the lead and would hold on to the end of the race. Quifel would recover and would take over 2nd place after 160 laps. The team would never look back from there. Over the course of the next forty laps, the team held station one lap down to Strakka and one up on OAK Racing. The team would go on to earn a 2nd place overall finish behind Strakka! It wasn't just a wonderful day for Strakka or Quifel ASM though. The top six places overall at the finish were taken by LMP2 cars.

Proving the LMP2 cars more than capable of competing with the petrol-powered LMP1 cars, both Strakka and Quifel completed over 200 laps during the entire race distance. The first of the LMP1 finishers was Beechdean-Mansell in a Ginetta-Zytek GZ09S, but all the team could do was turn 199 laps.

Coming back down to earth after the wonderful Hungarian experience, Quifel ASM still had one more round of the championship in which to compete.

Heading to Silverstone for the fifth and final round of the Le Mans Series Championship, Quifel ASM was all-but eliminated from the championship. The team's failures during the season had hurt them. Therefore, team honors were at stake in the final 1000km of the team's season.

The likelihood of a repeat performance of Hungary at Silverstone was forgotten with the presence of both Team Peugeot Total and Audi Sport. The team had to turn its competitive eyes back toward its own class instead. However, the class had one huge competitor in which others had to contend, and that was Strakka Racing.

As they had throughout the season, Strakka Racing set the pace in LMP2. The team managed to qualify 10th overall and 1st in class. In a small victory of its own right, Quifel ASM remained one of the fastest LMP2 teams Strakka Racing had to contend. Quifel ASM's car qualified two and a half seconds slower but good enough for 2nd in class and 13th overall.

Throughout the first 15 laps of the race, Quifel ASM ran inside the top-fifteen. The retirement of Audi Sport's R15 Plus on the 15th lap of the race did little to immediately help the team. Once the race neared the 50 lap mark the team managed to make its way inside the top-ten. Then, during the last half of the race, the team remained amongst the top-ten overall.

In the end, Quifel ASM completed 160 laps and finished on the same lap with Strakka Racing. The team finished 9th overall and 2nd in class.

Throughout the season, and especially after Le Mans, Quifel ASM proved to be one of the front-running LMP2 teams. This would be expected from a reigning champion. The overwhelming performances of Strakka Racing were, perhaps, not as expected. The updates Quifel introduced before the race in Portugal helped the team reduce the performance gap. However, there is still more that needs to be done before the team can mount a serious challenge to Strakka Racing.

Had the team been able to turn its two retirements during the season into points-paying finishes, the chances of repeating would have been greater. At the end of the season, the reigning LMP2 champions finished the 2010 season 6th in the category. Despite the fall from the top, the team proved throughout the season it has the pace to compete and be successful.

As per the team's announcement all that way back prior to the 2009 season, Quifel ASM announced they would enter LMP1 in the 2011 season. They would be Ginetta-Zytek's main team in the category and would use a hybrid prototype. The hybrid prototype had always been Ginetta-Zytek's goal since it started producing LMP prototypes over a half a decade ago.

Although the leap may be filled with some hard times, the success Quifel ASM has earned in its short tenure in LMP2 is perhaps a good indicator the team will be one of the top competitors amongst the hybrid LMP1 cars.

Sources:
'Quifel ASM Team Wins in Spa', (http://www.planetlemans.com/2010/05/10/quifel-asm-team-wins-in-spa/). Planetlemans: The Latest Sportscar and GT Racing News First. http://www.planetlemans.com/2010/05/10/quifel-asm-team-wins-in-spa/. Retrieved 1 February 2011.

Wikipedia contributors, '2010 Le Mans Series season', Wikipedia, The Free Encyclopedia, 3 January 2011, 18:05 UTC, http://en.wikipedia.org/w/index.php?title=2010_Le_Mans_Series_season&oldid=405722078 accessed 1 February 2011

Wikipedia contributors, '2010 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 30 January 2011, 13:59 UTC, http://en.wikipedia.org/w/index.php?title=2010_24_Hours_of_Le_Mans&oldid=410962920 accessed 1 February 2011
'Conheça o GZ09S versão 2010 da Quifel ASM Team em primeira mão (actualizado)', (http://www.lemansportugal.com/conheca-o-gz09s-versao-2010-da-quifel-asm-team-em-primeira-mao/). Le Mans Portugal. http://www.lemansportugal.com/conheca-o-gz09s-versao-2010-da-quifel-asm-team-em-primeira-mao/. Retrieved 1 February 2011.
'Le Mans Series: Races', (http://www.lemans-series.com/en/s55_stat_archive_courses/s55p01_classement.php?annee=2010). Le Mans Series. http://www.lemansseries.com/en/s55_stat_archive_courses/s55p01_classement.php?annee=2010. Retrieved 1 February 2011.
'Quifel ASM Team will go P! hybrid in 2011', (http://www.ten-tenths.com/forum/showthread.php?t=123137). 10 Tenths Motorsport. http://www.ten-tenths.com/forum/showthread.php?t=123137. Retrieved 1 February 2011.

By Jeremy McMullen

Beechdean Mansell: 2010 Le Mans Series

It can be difficult to make sense of things some times. However, there are times when things are so abundantly clear that it almost seems too simple. For Andrew Howard, Beechdean Mansell Motorsport's Team Principle, it was simple. 'We are a British team with a British racing legend at the wheel so it made perfect sense to use the Union flag on the car, which is also the colors carried by Mansell family since the 1980s.'

Andrew Howard, and his Beechdean Motorsport team had raced in the British GT Championship prior to the 2010 season. Nigel Mansell, the 1992 Formula One World Champions, came to Le Mans in 2009 to witness his son Leo's 24 Hour of Le Mans experience. Upon witnessing the competition at the event, the former World Champion decided to enter Le Mans Series racing with his two sons for the upcoming 2010 season.

A partnership between Nigel Mansell and the Beechdean Dairy Ice Cream founder was struck and Beechdean Mansell Motorsport was born. The drivers for the one car team would be Nigel and his two sons, Leo and Greg.

Officially, the team was formed in January. The partnership came together rather late. In addition, the partnership did not have major manufacturing backing, and therefore, costs needed to be kept down. It would have been surprising if 'The Lion', as he was known to the Italian fans during his grand prix career, would have decided to enter the GT category. Sure enough, the decision was made the team would enter the LMP1 class. Therefore, the team would have to prepare to do battle with Audi, Peugeot and Aston Martin. With time and money being short, the newly formed team needed to find a chassis and an engine fast.

The team needed a competitive package that would be cost effective and would receive important factory support. They looked 'in-house' so to speak. They approached the Leeds-based Ginetta-Zytek factory.

Ginetta-Zytek's GZ09S/2 chassis had been developed for sale to teams looking for a competitive, but cheaper, prototype alternative. The Ginetta-Zytek chassis first appeared at Le Mans in 2009, and so, was still a young partnership. In the races it had taken part, the GZ09S performed impressively well and showed a lot of promise for future development. This development potential and customer support attracted Beechdean Mansell to the British sportscar manufacturer.

A deal was struck between Ginetta-Zytek and Beechadean Mansell for the 2010 season. However, this put tremendous pressure on both sides in order to prepare a car for the Le Mans Series which kicked off in the early part of April.

After being unveiled to the public with its blue and red livery at the Autosport International Show during the middle-part of January, the team set to work preparing the car. The team would use the GZ09S/2 chassis in conjunction with Zytek's own Z1458 4.5-liter V8 engine that it makes available to customers for the LMP1 category. Despite having these important elements together, car development still had to take place in order to make the car as fast, nimble and reliable as possible.

Knowing a lot had to come together in a very short time, a truly happy Nigel commented after the car's first shakedown and test laps: 'It's truly brilliant when you can draw breath and say that the test has surpassed every expectation. The Zytek engine powered car worked pretty flawlessly; I'm so proud of Leo and Greg, the times they got down to in a very short window were very competitive with the Oreca car, which was obviously the main test car, being supported so well by Dunlop. To gel a team in just three and a half months is fantastic and while we know we have a huge challenge ahead, we are so pleased with what has been accomplished here.'

Despite the pleasing initial shakedown tests, to prepare the car to compete with others at pace, and over the course of a total race distance was a whole different matter. This proved to be more difficult than expected. In contrast to the happy mood after its shakedown, struggles during the development phase would lead Mansell and Howard to question the commitment to customer support Zytek promised to deliver.

The struggling development of the car forced the team to miss important testing opportunities before the season's start and would hinder the team's reliability throughout the season. Despite all of the challenges and difficulties, Beechdean Mansell Motorsport appeared for the first round of the 2010 Le Mans Series.

The team arrived at Paul Ricard in Castellet, France with the blue and red car whose livery took cues from the Mansells' helmets. Another familiar Mansell cue was also found on the nose of the car. Fittingly, a synonymous number was available for the Beechdean Mansell team. Sure enough, the Ginetta-Zytek GZ09S/2 would be unloaded off the transporter with the famous '5' adorning the nose of the car.

Designed to be able to take part in either the LMP1 or LMP2 category, the team's Zytek GZ09S/2 would appear exactly similar to the GZ09S/2 chassis that was used by the LMP2 teams. This even included the vertical plane attached to the leading edges of the front wheel fairings. The only difference was in engine size fitted under the car's rear bodywork.

Beechdean Mansell's first season in LMP1 would be anything but an easy test, and the 8 Hours of Castellet would offer proof of that. Not only were there the Audi R15 Plus diesels to think about, but also Team Oreca Matmut had been able to secure a Peugeot 908 diesel from the factory for the 2010 Le Mans Series season. Even the fight within the petrol-powered machines was going to be tight and competitive. Lola-Aston Martin was back with their B09/60 chassis. Then there was Team Oreca Matmut's petrol-powered 01 chassis that was only one year old, and that promised to put up a fight. Rebellion Racing had also looked fast in testing with their Lola chassis.

At the first race of the Le Mans Series season, the main focus of the team was working on car reliability and scoring a good result. Due to the fact the team started late, the 8 hour race offered a real testing environment that would be good for honing in the car's performance and reliability.

Despite being brand-new and still struggling with bringing the car together, it came together rather well during qualifying for the race. Greg Mansell was able to turn the fastest lap for the team. His time was only a little over three seconds slower than the Peugeot 908 diesel of Team Oreca Matmut. This put Beechdean Mansell on the fourth row of the starting grid for its first-ever race.

As the race began, the field scrambled to find positions. However, Nigel was able to fight his way up into 6th place by the completion of the first 20 laps of the race. The car was showing an ability to fight, but it just was not proving as capable as some of the other petrol-powered LMP1 cars.

After pit stops and issues with the car, the team would have to fight to get back into the top-ten. Over the span of 30+ laps, the team would march up and order. Then, with the help of attrition and other troubles, the team was able to establish itself in 6th place overall and stay there for over 80 laps. As the team crossed the 200 lap threshold, the position on the grid took a turn for the worse due to problems.

Audi's revision, the R15 'Plus', would go on to take the victory by five laps over Aston Martin Racing. Rebellion Racing's number 13, in another petrol-powered Lola would finish 3rd overall.

A little less than a month after the opener at Le Castellet, the Le Mans Series arrived in Francorchamps, Belgium for the 1000km of Spa. Dubbed the 'full dress-rehearsal', the 1000km event was only a month before the 24 Hours of Le Mans and would be the last race until then. Therefore, all of the teams entered in the race around the 4.35 mile road course would have to take full-advantage of the time to make sure its cars were ready to the 24 hour test.

For Beechdean Mansell Motorsport, they would not have the luxury of taking part in the final tune-up race. Problems with the car's development prevented the car from taking part in the very important race. The Le Mans Series season did not consist of two many races. However, for Beechdean Mansell, the toughest race it which it would ever take part would be the second race of its existence.

Despite the struggles to develop the car, the team received an invitation to the 24 hour race and arrived in Le Mans full of excitement and expectation. A solid result at the toughest endurance race would only bolster the team's confidence and experience for the rest of the season.

A compliment of three factory Peugeot 908 diesels joined its sister car being run by Team Oreca Matmut. Audi Sport brought three of their own R15 Plus chassis. Aston Martin Racing also brought two cars, with a third run by the French Signature-Plus team. The LMP1 field was full and, on the long straights of the Circuit de la Sarthe, the true pace of competition became apparent.

Being brand-new to LMP1, and with a petrol-powered car, the Zytek GZ09S/2 struggled to keep pace down the long straights and fast sweeping turns. Much of the slower pace could also have been attributed to a lack of experience around the 8.46 mile circuit comprised of public roads and private road course.

The four Peugeot 908s set the pace in qualifying. Team Peugeot Sport Total qualified 1st through 3rd. The fourth Peugeot 908 of Team Oreca qualified 4th. Concerned more about qualifying in the field and making the entire race distance, the Mansell brood qualified a very quiet 18th overall. Even the two LMP2 HPD ARZ-01c of Strakka Racing and Highcroft Racing out-qualified Beechdean Mansell Motorsport.

Beechdean Mansell's first 24 Hours of Le Mans was an absolutely perfect object lesson in the realities of intentions meaning very little. After only seventeen minutes in the 24 hour race, Nigel and Beechdean Mansell's first 24 Hours of Le Mans came to a very unexpected and painful end. One of the Dunlop tires on the Zytek suffered a puncture and sent Nigel into the barriers just after the Mulsanne corner.

Though a sport consisting of man, and machine, flawed human beings are still behind every bit of machinery that goes into motor racing. A myriad of causes could have led to the puncture. A failure of any one of the human beings in the process can, and have, led to dreams of others being thwarted. The cause of the puncture, however, wasn't as important as the mere fact the puncture took a team out of the race whose intent it was to just try and finish the 24 hour endurance test, gain some valuable experience and continue racing.

Without the lap-after-lap experience around the Circuit de la Sarthe, Beechdean Mansell didn't merely miss out on a famous result, but also, valuable laps that would have gone to sorting out its Zytek chassis. As it were, the team was forced to soldier on and make due without a fully-developed LMP1 chassis.

Due to the crash suffered at Le Mans, and the uncompetitive nature of its car at the time, Beechdean Mansell was not present at the third round of the Le Mans Series season, which was the 1000km of Algarve. The next race in which the team would take part would be 1000km of Hungaroring, a race that would end up historic on so many levels.

The Hungaroring holds many fond memories for Nigel. Back in 1992, Nigel clinched his only World Championship title in a race at the track. The Mansell blessing at the Hungaroring would end up being a generational one as in 2010 it would bless the family again with a very surprising result.

The race at the Hungaroring was historic for another reason. 2010 marked the first time Le Mans Series racing had every taken part on the track. Therefore, every lap of the race was something for the record books. The race would end up even more historic than a mere appearance at a new road course.

The history books began writing another new chapter after qualifying. The LMP2 Strakka Racing team ended up taking the pole for the race in their HPD ARX! The Team Oreca Peugeot 908 would not even sit on the front row. The two Rebellion Racing Lolas would end up qualifying 2nd and 3rd. Olivier Panis, in the Peugeot 908, recorded a lap over a half a second slower than the two petrol-powered Rebellion Racing LMP1s and would start 4th. Every expectation was thrown out the window. In such a state, Beechdean Mansell had the opportunity to keep the surprises coming. And they would.

Greg Mansell would push the Zytek hard and would end up setting a lap time just three seconds slower than Danny Watts on the pole. This enabled the team, which had been suffering through a tough year, to start the race from 6th overall.

At least as far as Strakka Racing was concerned, the performance in qualifying was no fluke, and they would end up proving it throughout the 1000km event. But what happened behind them was truly mesmerizing. Beechdean Mansell would also take advantage of the shock and awe to receive a truly wonderful reward.

While the majority of the LMP1 cars would suffer throughout the race, the Mansell brothers were able to remain around the top-ten throughout. In fact, the lowest they would run at any time throughout the race was 12th. Though the race was progressing well for the team amidst the LMP1 class, they continued to get passed by LMP2 category prototypes. After suffering the season the team had experienced to that point, it had no pride to get injured. The goal was to finish and get stronger.

Though the first-six places overall consisted of LMP2 prototypes, the humbled nature of Beechdean Mansell was rewarded. Though the team struggled throughout the season, it would prove to be the most consistent and reliable of the LMP1 machines and was justly rewarded with the LMP1 class victory! En route to its class victory, Greg and Leo completed 199 laps and finished with a six lap lead over the 2nd place LMP1 of Rebellion Racing.

One race remained on the Le Mans Series calendar. The final race would be another exciting race for the British-based team, for it was the 1000km of Silverstone.

Even though the team had a truly difficult season, the victory at the Hungaroring had proven the team continued to get better. A good result at Silverstone would only further testify to the team's improvement.

Though a very familiar circuit, the layout the teams would compete upon in middle part of September would be different. For the first time, the Le Mans Series would compete on the 'Arena' circuit, which included a half of a mile extra track that ran down in the middle of the circuit. This addition made the circuit 3.66 miles in length.

The two Audi R15s that were entered for the race would lead the way after qualifying. The two Peugeot 908s of Team Peugeot and Team Oreca would occupy the second row of the grid. Greg Mansell would end up setting a time four seconds slower than Allan McNish's pole time and would end up putting Beechdean Mansell on the grid 11th overall.

At the start of the race, the Beehdean Zytek stayed right around its 11th place starting position. After about 40 laps, the team had been able to steadily climb up the order and ran as high as 7th for a period of time before dropping back out of the top-ten. The Audi of McNish and Kristensen retired very early from the race. This presented an opportunity for other prototypes to move up the order, at least by one place. After dropping out of the top-ten after about 40 laps into the race, Beechdean Mansell would begin an impressive drive that would see them not merely crack back into the top-ten, but also, push toward a top-five position overall.

This race was well and truly the only time throughout the entire Le Mans Series season Beechdean Mansell Motorsport had the opportunity to square-off against both Audi and Team Peugeot Sport for any length of time. The last opportunity the team had to test itself against both of the powerhouse teams together was at the ill-fated 24 hour race.

Leo and Greg would impress behind the wheel of the Zytek. Team Peugeot Total, driven by Nicolas Minassian and Anthony Davidson would go on to win the race completing 170 laps. The sister 908 at Team Oreca Matmut would finish on the same lap in 2nd. Audi Sport's Rinaldo Capello and Timo Bernhard would claim 3rd place in the LMP1 class and overall. Down only nine laps to the overall winners, Leo and Greg Mansell managed to finish the race 7th overall and in LMP1. This made it two races in a row in which the team had managed to finish. It was an impressive result given the field and the troubles the team had been experiencing. The result also helped the team to finish 7th in the Le Mans Series Championship despite not taking part in two of the races.

The result truly signaled that Beechdean Mansell was at a place of not merely thinking about finishing races and gaining experience, but, could start thinking about improved results.

Recognizing the position the team was in, Nigel Mansell and Team Principle Andrew Howard discussed the team's future, especially with the Zytek as its chassis of choice. The struggles the team faced throughout the season would lead Mansell and Howard to make a surprise announcement.

In October of 2010, Nigel Mansell and Andrew Howard held a meeting about the future of Beechdean Mansell Motorsport. After a tough, and yet, rather success debut season, Mansell and Howard decided to step back and reconsider their options for the future.

Nigel Mansell was quoted as saying, 'The promised support never materialized from the manufacturer. The team did a great job, despite having many more challenges than it should have. Without manufacturers support however at this high level of racing we have to re-evaluate everything.

Howard further added, 'I do feel that if everything that had been promised had been delivered we would be looking at a very exciting LMP1 program in 2011.'

Therefore, as a result of the apparent lacking support from Ginetta-Zytek, which is necessary to take on other factory teams in the LMP1 category, Beechdean Mansell Motorsport decided to close its doors and sell its Zytek chassis.

Sources:
'LMS: Beechdean Mansell Closes Doors', (http://www.motorstv.com/car/endurance/lms/21102010/lms-beechdean-mansell-closes-doors). MotorsTV: High Speed Television. http://www.motorstv.com/car/endurance/lms/21102010/lms-beechdean-mansell-closes-doors. Retrieved 10 February 2011.

Wikipedia contributors, 'Beechdean Motorsport', Wikipedia, The Free Encyclopedia, 21 October 2010, 17:42 UTC, http://en.wikipedia.org/w/index.php?title=Beechdean_Motorsport&oldid=392062095 accessed 10 February 2011

'Beechdean Mansell Motorsport', (http://www.lemans-series.com/ml/images/content/teams/press_release/beechdean_mansell/2010/en/lms_2010_beechdean_mansell_pr2.pdf). Lemans-series.com. http://www.lemans-series.com/ml/images/content/teams/press_release/beechdean_mansell/2010/en/lms_2010_beechdean_mansell_pr2.pdf. Retrieved 10 February 2011.

'Beechdean Mansell: Major Re-think after a very successful first year', (http://www.planetlemans.com/2010/10/21/beechdean-mansell-major-re-think-after-a-very-successful-first-year/). PlanetLeMans: The Latest Sportscar and GT Racing News First. http://www.planetlemans.com/2010/10/21/beechdean-mansell-major-re-think-after-a-very-successful-first-year/. Retrieved 10 February 2011.

'Beechdean Mansell Completed Maiden Test', (http://www.crash.net/le+mans/news/156995/1/beechdean_mansell_completes_maiden_test.html). Crash.net. http://www.crash.net/le+mans/news/156995/1/beechdean_mansell_completes_maiden_test.html. Retrieved 10 February 2011.

'Ginetta Zytek LMP', (http://www.ginettacars.com/motorsport_range_details.php?id=%204). Ginettacars.com. http://www.ginettacars.com/motorsport_range_details.php?id=%204. Retrieved 10 February 2011.

Wikipedia contributors, '2010 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 30 January 2011, 13:59 UTC, http://en.wikipedia.org/w/index.php?title=2010_24_Hours_of_Le_Mans&oldid=410962920 accessed 10 February 2011

'Le Mans Series: Race Results', (http://www.lemans-series.com/en/s55_stat_archive_courses/s55p01_classement.php?annee=2010. Le Mans Series. http://www.lemans-series.com/en/s55_stat_archive_courses/s55p01_classement.php?annee=2010. Retrieved 10 February 2011.

Wikipedia contributors, '2010 Le Mans Series season', Wikipedia, The Free Encyclopedia, 10 February 2011, 00:04 UTC, http://en.wikipedia.org/w/index.php?title=2010_Le_Mans_Series_season&oldid=413010065 accessed 10 February 2011

By Jeremy McMullen

Team Bruichladdich: 2010 Le Mans Series

Part of successful motor racing is being able to recognize opportunities when they are presented, and, to remain flexible so to adapt in order to provide one's self more opportunities. Heading into 2010, Tim Greaves did just that.

In 2006, Tim Greaves, who was the majority share-holder in Radical Motosport, created Team Bruichladdich around the SR9 LMP car. But then, heading into 2010, a new opportunity presented itself to Greaves.

Karim Ojjeh had been piloting a Zytek LMP2 car with Claude-Yves Gosselin in 2009. Gosselin announced to Ojjeh he would not return to LMP2 for 2010. This left Ojjeh with his Zytek, but nobody to handle the technical oversight of the car. This was the opportunity of which Greaves recognized and took advantage.

After ten years with Radical Motorsport, Greaves sold his shares and inked a deal with Ojjeh to run his Zytek with Bruichladdich. After running for years around the Radical chassis, Greaves adapted to help Team Bruichladdich have more opportunities in its future.

As Ojjeh noted: 'We are together for a year, and we'll see for the rest. The rules will change in 2011 and for the moment, it's a question mark for us. We don't plan on running any other races with the Zytek, which will be receiving the latest evolutions, including the new aero kit. Concerning the tyres, there is a good chance we will be running Dunlops.'

In January, the entry list for the 2010 24 Hours of Le Mans was issued. On the list was Team Bruichladdich's Zytek number 41. For the 2010 season, Le Mans was an important race in which to gain entry. With its invitation, the new team could begin to prepare for the season and the 24 hour endurance test.

Two important questions needed to be answered before the team heading into the 2010 season. First, who would be the team's third driver? Secondly, just how fast would the Zytek, with the new aero updates, be compared to the other LMP2 competitors?

With its team assembled, Team Bruichladdich headed to Circuit Paul Ricard for the team's first shakedown tests during what was the Le Mans Series' official test session on the 7th through the 9th of March. Ebbesvik immediately felt comfortable behind the wheel and became very excited about the team's potential for the season. Ebbesvik also impressed Ojjeh who remarked, 'He only needs two or three laps to see what's wrong with the car.'

After the test sessions in March, the team received the newly updated car back from the Zytek factory. Greaves and Ebbesvik then took the car to Snetterton, in England, to test the updates. Only days later, the two drivers and the updated car arrived in Le Castellet, France for the first round of the Le Mans Series.

The first round of the Le Mans Series Championship took place back at the Paul Ricard Circuit in the early part of April. The first race of the season would be a strong test for the competitors. The race would not be the normal 1000km distance. Instead, the race would be an 8 hour race around Paul Ricard's long circuit.

At 3.6 miles in length, Paul Ricard's long circuit features a long back-stretch where top-end speed would be very important. This, along with being on the track with fellow competitors for 8 hours, would provide Team Bruichladdich an important test as it looked forward to the rest of the Le Mans Series and the 24 Hours of Le Mans.

Prepared in proper red and white livery, the English-based team got on with its preparation for the first race of the season. Throughout practice, Team Bruichladdich was in the top-six in LMP2 in lap times. Very early on, the team recognized they still needed to squeeze some more speed out of its Zytek. They would do just that.

At the end of the third practice session, the team was up to third in LMP2. Only Strakka Racing and RML went faster. However, that was practice. The real pace of the competitors would become known a little later during qualifying.

When the race got underway, so too did Bruichladdich's climb up the running order. After the first couple of laps, the team was sitting 12th overall. By the time the team had been able to complete 25 laps it was sitting 10th and looking to make its way into 9th overall.

The team would stay around the top-ten throughout the first 50 laps of their race. Struggles during a pit-stop would drop the team back down to its 13th overall starting position. Over the course of the last half of the race, the three Bruichladdich pilots just could not keep pace with the professional drivers of many of the other LMP2 competitors. Small issues would also keep the team from being able to truly sustain a climb up the order. Throughout the remainder of the race, the team would crack the top-ten, but would then slip back down the order.

Consistency and reliability were what the team was looking for throughout the course of the long first race. The team would get both. They would also come to realize there was more the car could give them if it continued to be tweaked. At the end of the 8 hour race, Strakka Racing would take the victory by thirty-three seconds over OAK Racing's number 35. The RML Lola would finish 3rd, one lap down. Bruichladdich's number 41 Zytek, driven by Tim Greaves, Karim Ojjeh and Thor-Christian Ebbesvik would go on to finish 5th in LMP2 and 12th overall. The team would complete 248 laps and would end up two laps down to Strakka.

Very aware of the competition around them, Ojjeh stated, 'There's a great potential although we have to work on a few things, with the objective of maintaining our position in the top 5 of the LMP2 class.' 'We increased the top speed as predicted, but we will probably need two or three extra days of testing to take the optimum out of the new design,' Greaves noted.

The next opportunity the team would have to hit the track against the competition would be in the early part of May. On May 9th, the team prepared to take part in the 1000km of Spa, which was the second round of the Le Mans Series for 2010.

The race at Spa has always been a favorite for the drivers since it takes place at the historic and fast Spa-Francorchamps Circuit. Though at one time a public road course, the 4.35 mile road course features long straights where the cars regularly approach their top-end speeds. In addition, the circuit boasts some very hair-raising, but fun, high-speed corners. Of course in its present layout, no corner at Spa is more famous than the climbing right-hand bend up the hill at Eau Rouge.

The 1000km would provide Team Bruichladdich a couple of firsts. This would be the first time Tim Greaves would set off on a run through the Ardennes in a prototype that wasn't a Radical chassis. Also, this would be Ebbesvik's first LMP2 race at the famed track. Bruichladdich would have some very important experience going in its favor as it prepared to take part in the race. Greaves wasn't merely familiar with the track. He had also been able to win at the circuit in the past.

Spa would provide the team the opportunity to see if it had come to better grips with the new car. The goal had been to find more speed to combine with reliability. In practice, it became evident the team had been able to find some more speed. After the first round, the team was second-fastest in LMP2. After the third session, Bruichladdich proved to be third-fastest. Hopes were running high for the team heading into qualifying.

In qualifying, the team's hopes for a high starting position in LMP2 were dashed when its engine broke right at the start. This failure would end up sending the team to the very tail-end of the grid. This was a devastating blow for the team as they would have to fight amongst the slower GT cars in order to be able to move forward. Throw the unpredictable Ardennes weather into the picture and Bruichladdich had a challenging race on their hands.

As the field headed out on the pace lap before the start of the race, rain began falling between Eau Rouge and Pouhon. This would make Bruichladdich's day even tougher as the rain would help to neutralize some of the performance advantages the LMP prototypes had over the GT cars. Therefore, coming up through the field, especially through the ultra-competitive GT field, would not be easy.

The rain falling, combined with the field leaving with slick tires, led to an immediate loss of grip from Eau Rouge to Pouhon. This led to an accident and a spin amongst some of the prototype competitors; all before the start of the race!

As the race started, the Racing Box Lola hit the inside tire-wall climbing up the hill at Eau Rouge. Debris was scattered across the track. However, Bruichladdich was able to avoid real problems having started so far back. Its car was able to avoid the debris and continued on, albeit under the control of the safety car.

When the race resumed its pace for the second time, the first few laps of the race saw the GT2 field running two, three-wide through some of the sections of the track. This effectively blocked the Zytek from being able to move forward. This was understandable from the GT2 point-of-view as the Bruichladdich Zytek was actually starting behind them on the grid. Therefore, the GT2 cars weren't merely letting a faster LMP2 prototype by as when being lapped, they would be allowing a position to be lost.

Nonetheless, Bruichladdich's drivers steadily picked their way up through the field. By the time the team had completed 10 laps, their car was sitting inside the top-twenty overall. In the course of the 10 laps, the team had gone from starting 50th on the grid, to inside the top-twenty! Of course most of those passes for position were against slower GT cars.

The early going was looking good for the team despite having to come from all the way in the back of the back. Ebbesvik was on a charge, but on the 15th lap, he would get tripped up. While attempting to turn into the hairpin, just before the front straight, the left-rear of the car was clipped by an Aston Martin GT car. This turned Ebbesvik head-on into the concrete barrier. The nose of the Zytek was heavily damaged. The impact took a toll on Ebbesvik. It was found during examination that he had broken vertebrae. Not only was Bruichladdich's race over, but with his back hurt in the shunt, Ebbesvik's racing was done until he was fit. This was terribly disappointing for the both the Norwegian and the English-based team with only a month to go before the 24 Hous of Le Mans.

Hopes faded for the Norwegian. On the 1st of June, just a few days before the team would head to Le Mans to prepare for the 24 hour race, Team Bruichladdich was at Snetterton for another shakedown test, but not so much for the car as for Gary Chalandon, who would replace Ebbesvik at Le Mans.

Ebbesvik's great misfortune would be truly fortunate for Chalandon. Gary would remark, 'I did not believe I would drive at Le Mans this year, I'm over the moon!' While Chalandon, and the team, were excited to be at the famed French endurance classic, they realized they had a lot to do in order to prepare for the race.

The whole team, including the very young Chalandon, needed to gain experience around the 8.46 mile public and private road course. McNish offered Chalandon advice saying, 'You will need the whole week to understand the circuit.' 'He was right,' Gary remarked.

Twelve LMP2 teams received entries for the 24 hour race. Therefore, the competition in LMP2 would be tight. Of course, with over 80 percent of Le Mans driven with the throttle wide-open, the top-speed of the different teams would be obvious. What became obvious was that the HPD engine in the Strakka, Highcroft Racing (from the American Le Mans Series) and the RML Lola had superior pace.

Danny Watts would put the Strakka HPD ARX on the pole in LMP2 with a best time of three minutes and thirty-three seconds. Its cousin, Highcroft Racing, would be second-fastest with a time only a second slower. RML would set the third-fastest time with a lap six seconds slower. Team Bruichladdich's best time over the two-day qualifying was a three minutes and fifty-one seconds. With a gap of eighteen seconds between its Zytek and the Strakka HPD, Bruichladdich started the race 7th in class and 25th overall.

The young Frenchman, Chalandon, would have the privilege to start the 24 hour race. He would also have the responsibility of staying out of trouble and getting the team into a comfortable pace. He would end up doing just that. Gary would end up dropping one place overall at the start, but would drive a comfortable stint behind the wheel and would keep the team up amongst the LMP2 leaders. By the 10th lap, Gary had managed to push the Zytek up to 23rd overall. However, over the course of Gary's first time behind the wheel, he would only manage to keep the team right around where they had qualified for the race. This was fine pace for the private entry though.

By the time the team had completed 80 laps it had made its way into the top-twenty and was carrying on with a very comfortable pace. Heading into the night, the team was looking very solid. During the nighttime hours the team would find itself holding its breath. On Tim Greaves out lap he would get tagged by an Aston Martin GT car, just like at Spa. Greaves carried on but realized the aerodynamics of the car had been damaged badly by the impact. The small, private team swung into action. Within eight minutes the team had built an all-new car. Chalandon took over in the car after the accident and went out and immediately began making up the ground lost in the stop by running laps close to his qualifying effort.

Besides the run-in with the Aston Martin during the night, Team Bruichladdich had been able to avoid real problems. As the sun rose on Sunday morning, Bruichladdich continued on and was sitting 16th overall and 5th in class. With a little over an hour remaining in the race, Bruichladdich was sitting inside the top-fifteen overall and still 5th in class.

At three in the afternoon on Sunday, June 13th, Strakka Racing would take the victory in LMP2 with a 5th place finish overall. OAK Racing's car 35, six laps down to Strakka, would finish 7th overall and 2nd in class. RML would complete 358 laps, nine laps down to Strakka, and would finish 3rd in class and 8th overall. Team Bruichladdich would also have a truly wonderful Le Mans. The team would finish the grueling 24 hour race having completed 341 laps. The team managed to finish 5th in class and 10th overall!

The young Frenchman, Gary Chalandon commented, 'Finishing my first 24 Hours gives a lot of confidence. I proved to myself that I have what it takes to do the toughest track race in the world.' Greaves added, 'Being 10th overall is a major achievement of which we are inordinately proud. Being a small, privateer team it certainly tasted sweet!'

After what could only be described as a truly successful 24 Hours of Le Mans, the team set out preparing for the third round of the Le Mans Series season, the 1000km of Algarve.

The Autodromo Internacional do Algarve in Portimao, Portugal, was completed in 2008. The modern sports complex features a number of modern amenities that make it a truly top-flight venue.

Le Mans Series racing first came to Algarve in 2009. The 1000km race consists of 17 turns around the new 2.90 mile road course. Its undulating layout reminds many of a shorter Spa or Nurburgring.

Many teams, at least in LMP1, were absent after Le Mans. Neither Audi nor Peugeot would take part in the race. This meant the LMP2 competitors would be vying for top overall positions in qualifying and during the race.

Riding the wave of confidence from Le Mans, Bruichladdich found the going tough during practice. Reality set back in. The team was still lacking the performance of the some of the bigger LMP2 teams. Throughout each of the practice sessions, the team sat either 5th or 6th fastest amongst LMP2 competitors. One silver lining the team had was that Thor-Christian Ebbesvik was back behind the wheel of the Ginetta-Zytek.

Not doubt wanting Thor-Christian to regain his feel behind the wheel, the car was handed to him for qualifying. Once again, Strakka Racing proved to be too tough as it would take the pole in LMP2 with a lap of one minute and thirty-three seconds. Portuguese-based Quifel ASM would take its Ginetta-Zytek and qualify 2nd with a time only a half a second slower. RML would start 3rd with a time over a second slower than Strakka. 4th through 6th in LMP2 were separated by less than a half a second. Bruichladdich's Zytek, driven by Ebbesvik, would start 6th in class and 10th overall after establishing a time just over two seconds slower than Watts in the Strakka ARX.

Though relegated toward the back in LMP2 after qualifying, the team's pace was improving. Ebbesvik appeared fit as well. Combined with the momentum garnered from Le Mans, the 1000km of Algarve would truly be a special race for the team.

Ojjeh would begin the race behind the wheel and found the first few laps not so easy going. Later on, he would find his pace. Troubles, however, would visit the team. A vibration in the car led the team to change the tires. It appeared the problem was resolved, but the team noticed a much more serious issue. Brake fluid was found on the tires just taken off the car. Immediately the Zytek was brought in to have the brake calipers changed. The repairs cost the team eight laps and dropped them out of the top-twenty-five overall.

It was not looking good for the privateer team. But not even the bigger teams are free from troubles in motor racing. Strakka and OAK Racing both ran into trouble and either dropped them out of the race entirely, or, well down in the order so as to be unable to challenge in LMP2.

When the 1000km of Algarve ended in the late evening hours a truly fantastic result awaited Bruichladdich. The team overcame the early challenges of the race and carried on strongly. RML would end up winning in LMP2 having completed 201 laps. The eight laps severely cost Bruichladdich. Were the team to have those laps back, it may well have been fighting for the victory in LMP2. Nonetheless, the team still celebrated a 2nd place finish in LMP2 and a 5th place finish overall! The eight laps lost for changing the calipers was the number of laps separating RML and Bruichladdich at the end.

Despite knowing the team had a chance at victory, the 2nd place finish would end up being a wonderful return for Ebbesvik after having to miss out Le Mans due to broken vertebrae. 'Christian's fully recovered from his fractured vertebrae,' quipped Greaves. What made the result even more sweet was the fact that it kept the team amongst the top runners in the LMP2 Le Mans Series standings. All that remained for the team were two more races in which to score points and it would have a chance to reach its goal of being in the top-five in the LMP2 standings.

The next round of the series, and the next opportunity for the team to score points, would come on the 22nd of August at the 1000km of Hungaroring.

The Le Mans Series race at the Hungaroring would be a historic affair. It would be the first time Le Mans Series racing ever competed on the 2.72 mile road course. But, the race itself would prove to be truly historic in many ways, and Team Bruichladdich would have the pride of knowing they took part in the historic event.

The surprises began straight-away during practice when Strakka Racing would be lapping the course less than a half a second slower than the diesel-powered Peugeot 908 of Team Oreca Matmut. Even Quifel ASM was within the top-five in lap times overall. Compared to Strakka and Quifel, Bruichladdich struggled.

In qualifying the record books began to be re-written in Le Mans Series racing. Strakka Racing would end up taking the overall pole with a lap of one minute and thirty-two seconds. Second, overall, would be the LMP1 of Rebellion Racing. In LMP2, 2nd on the starting grid went to Quifel ASM. They lapped the circuit in one minute and thirty-five seconds and would start 7th overall. OAK Racing's car number 35 would start 3rd in LMP2 and 8th in class with a lap time only three tenths slower that Quifel. Comparatively, Ebbesvik struggled. It was obvious the troubles they suffered during practice still inhibited the team from being able to take the time to find the best setup. Ebbesvik's best time was just less than five seconds slower than Watts' pole time, both overall and in LMP2. Bruichladdich would, therefore, start 7th in class and 12th overall.

Though the team would start further down than some of its LMP2 competitors, the 1000km of Hungaroring was already proving to be strange. As the team had done at Castellet, Le Mans and Algarve, if they would hold to their strategy for the race, and make no mistakes, better results would be there for the team.

Christian started the race and would be rather nervous behind the wheel for a couple of laps. Finally, he settled into a good pace. But the team was far from having their car sorted. Through the middle-part of the race the handling on the Zytek went away making for some real nervous moments for its drivers. Despite the team's problems, the problems for the LMP1 prototypes were more severe. Troubles were knocking cars out of the race left and right. By the time Bruichladdich had completed 140 laps in the race, the car was sitting in 4th overall. Unfortunately, a couple of minor collisions made the car very difficult to drive.

Strakka Racing, for the first time in history, would go on to score the overall victory. But the records weren't done being re-written. The top-six finishers overall were all LMP2. Included among them was Team Bruichladdich. Having lost its place to RML, Bruichladdich would go on to finish the wild race in 5th place overall and in LMP2! The wonderful result handed the team another nine points toward the LMS LMP2 championship.

Heading into the final round of the Le Mans Series, Bruichladdich was embroiled in a tight battle in the LMP2 title chase. Although locked in a battle, Greaves revised the team's goals. The team was shooting for 3rd in the LMP2 Championship. The OAK Racing Pescarolos were not too far in front of the team in points. However, the team's potential for a top-five finish in the points was also in jeopardy. The points totals were that close. The team needed to take advantage of every situation presented to them, but also, needed to take care so as not to provide its competitors any advantages as well.

The final round of the series took place at Silverstone in England. The Englishman, Tim Greaves, always looked forward to any opportunity to race at the circuit. Karim Ojjeh also has fond memories at the track. Therefore, the team was looking to end a very positive season with another positive result in the 1000km of Silverstone.

Straight-away, the team looked competitive. Throughout practice, the team was constantly in the top-three or four on the time sheets. The good pace in practice would continue during qualifying as well.

Strakka Racing's Danny Watts would take the pole for the race on the brand-new 'Arena' circuit. Quifel ASM's Zytek, driven by Olivier Pla, would lap the new 3.66 mile road course less than three seconds slower and would start 2nd in class and 13th overall. Quifel ASM had their sights set on Bruichladdich as they were their next immediate target in the Championship. Starting right beside Quifel on the grid was its target in the championship standings, Team Bruichladdich. Thor-Christian Ebbesvik lapped the circuit less than a second slower than Pla and would start 3rd in class and 14th overall. This was Bruichladdich best-ever result in qualifying!

Ebbesvik once again started the race behind the wheel. He followed the Ginetta-Zytek of Quifel ASM throughout his stint, holding onto 3rd place in LMP2 with relative ease. Despite the fact the Pescarolos of OAK Racing were making their way into the top-five in LMP2, Bruichladdich continued un-challenged in 3rd. Unfortunately, the easy-going race would go all-bad once Ojjeh took the wheel.

Strakka Racing's HPD ARX spun and clipped the back of the Zytek. Immediately, Ojjeh brought the car to the pits for repairs. On a whole, the damage was relatively light, but took a long time to repair. At a place like Silverstone, long stops don't just hurt, they hurt badly.

Once back on track, each of the drivers did their best to put together qualifying lap times in order to make up time. But it was too late. Third and fourth in the championship would just slip through the team's grasp.

Despite spinning and costing Bruichladdich's hopes of a better championship result, Strakka would recover to take the victory over Quifel ASM. OAK Racing's number 35 would end up coming through to finish 3rd. The damage, and the time lost in the pits as a result, left Bruichladdich to finish a very bitter 8th place in LMP2 and 19th overall.

Fifth place in the LMP2 Championship fight was of little consolation when the team had third or fourth within its grasp. Nonetheless, Team Bruichladdich could celebrate after an absolutely marvelous 2010 season. Ebbesvik recognized what the team had been able to do when he remarked, 'The fact that we were able to take the fight to the Quifel ASM team, the 2009 champions, in our first season is very impressive.' The results the team achieved made 2010 the kind of year to set the stage for a new beginning. And a new beginning is just what will happen in 2011.

Besides a number of regulation changes that will undoubtedly cause a rather unknown stir in 2011, one thing that is known for sure is that Team Bruichladdich will be no more. In the very early part of 2011 it was announced the Bruichladdich name will no longer be seen in Le Mans Series racing. Instead, the team would become Greaves Motorsport.

The move to rename the team is merely one part of a number of changes. Tim Greaves announced, yet again, that he would retire from racing to focus on running the team bearing his name. This perhaps is one of the moments Greaves has identified whereby taking such a step will only set the team up for greater opportunities in its future.

Only weeks after the final race of the 2010 Le Mans Series season, it was also announced, what is now called Greaves Motorsport, would run 4.5-liter V8 Nismo engines instead of the Zytek V8. In addition to the news concerning the team securing a new engine, the team also secured the talents of Gary Chalandon, who had substituted for Ebbersvik at Le Mans with good success.

Greaves' retirement, and the unknown situation with Ebbersvik, leaves the team still with one slot to fill. The team has been unable to find a suitable replacement as of yet.

Although facing a number of changes heading into 2011, Team Bruichladdich's 2010 season showed the team is on the verge of being a real contender in LMP2. The team's successful run at Le Mans, as well as its podium at Algarve, reveal the team is more than capable. Perhaps 2011 will be the realization of all that the team is capable of doing.

Sources:
'Team Bruichladdich: Heading To 2011!', (http://paddocktalk.com/news/html/story-148080.html). PaddolkTalk: F1, Formula 1, NASCAR, IndyCar, MotoGP, ALMS, and More!. http://paddocktalk.com/news/html/story-148080.html. Retrieved 17 February 2011.

Karim Ojjeh and Team Bruichladdich in a Zytek LMP2', (http://www.endurance-info.com/version2/news-focus-3283.html). Endurance-Info.com. http://www.endurance-info.com/version2/news-focus-3283.html. Retrieved 17 February 2011.

'Magnificent Men, Flying Machines', (http://www.bruichladdich.com/latestnewsarticles/le_mans.htm). Bruichladdich: The Sophisticated Islay Single Malt. http://www.bruichladdich.com/latestnewsarticles/le_mans.htm. Retrieved 17 February 2011.

'Team Bruichladdich 2010 Season: Press', (http://www.teambruichladdich.com/). Team Bruichladdich: 2010 Season. http://www.teambruichladdich.com/. Retrieved 17 February 2011.

'Team Bruichladdich Hits the Race Track for New Challenges', (http://www.planetlemans.com/2010/04/08/team-bruichladdich-hits-the-race-track-for-new-challenges/). PlanetLeMans: The Latest Sportscar and GT Racing News First. http://www.planetlemans.com/2010/04/08/team-bruichladdich-hits-the-race-track-for-new-challenges/. Retrieved 17 February 2011.

'LMS: Team Bruichladdich to Run LMP2 Zytek in LMS', (http://www.motorstv.com/car/endurance/lms/12012010/lms-team-bruichladdich-run-lmp2-zytek-in-lms). MotorsTV: High Speed Television. http://www.motorstv.com/car/endurance/lms/12012010/lms-team-bruichladdich-run-lmp2-zytek-in-lms. Retrieved 17 February 2011.

'Team Bruichladdich Becomes Greaves MotorSport', (http://www.thecheckeredflag.co.uk/2011/01/team-bruichladdich-become-greaves-motorsport/). The CheckeredFlag.co.uk. http://www.thecheckeredflag.co.uk/2011/01/team-bruichladdich-become-greaves-motorsport/. Retrieved 17 February 2011.

'Gary Chalandon Joins Team Bruichladdich', (http://www.lemans.org/en/news/Gary-Chalandon-joins-Team-Bruichladdich_2474.html). Le Mans.org. http://www.lemans.org/en/news/Gary-Chalandon-joins-Team-Bruichladdich_2474.html. Retrieved 17 February 2011.

Wikipedia contributors, '2010 Le Mans Series season', Wikipedia, The Free Encyclopedia, 10 February 2011, 00:04 UTC, http://en.wikipedia.org/w/index.php?title=2010_Le_Mans_Series_season&oldid=413010065 accessed 17 February 2011

'Races Review', (http://www.lemans-series.com/en/s55_stat_archive_courses/s55p01_classement.php?typecourse=4&id_course=44). Le Mans Series. http://www.lemans-series.com/en/s55_stat_archive_courses/s55p01_classement.php?typecourse=4&id_course=44. Retrieved 17 February 2011.

Wikipedia contributors, '2010 24 Hours of Le Mans', Wikipedia, The Free Encyclopedia, 30 January 2011, 13:59 UTC, http://en.wikipedia.org/w/index.php?title=2010_24_Hours_of_Le_Mans&oldid=410962920 accessed 17 February 2011

'24 Heures du Mans: Live 2010: Lap by Lap', (http://www.lemans.org/en/courses/24h-chrono-en-direct-2010.html. Le Mans.org. http://www.lemans.org/en/courses/24h-chrono-en-direct-2010.html. Retrieved 17 February 2011.

By Jeremy McMullen