LE MANS 24 HOURS: TEAM INFO GUIDE

by

Wolf Feather/Jamie Stafford
FEATHER7@IX.NETCOM.COM




Initial Version Completed: October 6, 2002
FINAL VERSION Completed:   October 15, 2002

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CONTENTS
Spacing and Length
Permissions
Introduction
Team Information
Contact

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SPACING AND LENGTH
For optimum readability, this driving guide should be
viewed/printed using a monowidth font, such as Courier.
Check for appropriate font setting by making sure the numbers
and letters below line up:

1234567890123456789012345678901234567890123456789012
ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz

This guide is more than 45 pages long in the Macintosh
version of Microsoft Word 98 using single-spaced Courier 12
font.

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PERMISSIONS
This guide may ONLY be posted on FeatherGuides, GameFAQs.com,
PSXCodez.com, F1Gamers, Cheatcc.com, Absolute-
PlayStation.com, InsidePS2Games.com, RedCoupe, gamesover.com,
CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
GameReactors.com, cheatingplanet.com, vgstrategies.com,
CheatHeaven, IGN, hellzgate, Games Domain, RobsGaming.com,
ps2fantasy.com, and neoseeker.com.

Permission is granted to download and print one copy of this
game guide for personal use.

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INTRODUCTION
This guide is designed to provide readers with information
about the various racing teams included in Le Mans 24 Hours.
As a major part of the unlocking strategy of the game,
players must win or beat posted goal times in various game
modes in order to unlock most cars in the game - thus,
players cannot drive for most teams until the teams' car(s)
are unlocked.  While the information contained in this guide
is not necessarily meant to assist with gameplay, it may be
useful information to some readers.

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TEAM INFORMATION
This section will present each team alphabetically, the
car(s) for each team, and some team information.  In some
cases, teams use multiple cars of the same model; these are
differentiated by racing number in the game (but are not
listed here.

Audi Sport Team Joest
   Cars - Audi R8
   Web Site - http://www.audi.com/com/en/experience/
              motorsport/background/team_joest/team_joest.jsp
   Joest Racing was founded in 1978. Since , Reinhold Joest's
   team has won a large number of important titles and races
   - among them seven Le Mans 24 Hour triumphs in 1984, 1985,
   1996, 1997, 2000, 2001 and 2002. Since Audi races the R8,
   Joest Racing is preparing the cars.

   Based at Ingolstadt and Neckarsulm, Audi Sport is
   responsible for the ongoing development of the
   Infineon Audi R8, Joest Racing in Germany's region
   "Odenwald" for the racing. Both partners contribute
   knowledge and their experience in all areas. "We
   can only be strong together", knows Team Director
   Reinhold Joest, who has already guided his team to
   seven Le Mans victories. Prior to that Joest had
   climbed the Le Mans podium also as a driver.

   When Audi looked for a suitable team to run the Le
   Mans 24 Hour race, Joest Racing was first choice.
   Right from the start, Joest was involved in the
   project of the Infineon Audi R8. The joint successes
   at Le Mans and at the races of the American Le
   Mans Series (ALMS) are the product of perfect team
   work.

Audi Sport UK
   Cars - Audi A8C
   Web Site - http://www.audi.com/com/en/experience/
              motorsport/background/audi_sport/audi_sport.jsp
   Audi Sport can look back on a long-standing
   tradition in motorsport, with experience in almost
   every type of racing. No matter where the team
   from Ingolstadt has competed, it has been
   amongst the winners. Around 100 people are
   employed by Audi Sport in Ingolstadt and
   Neckarsulm. Here, under the leadership of Dr
   Wolfgang Ullrich, the Infineon Audi R8 was also
   developed.

   Following Audi Sport tradition, everything is
   developed in-house: from chassis to the 610 hp V8
   twin-turbo power units. Success at Audi Sport is not
   by chance, rather it is the result of immense
   experience - in cooperation with reliable partners.

BMW Motorsport
   Cars - BMW V12 LMR
   Web Site - http://www.bmw-motorsport.com/session:
              ca6p8ku1w1/ms/en/index.html
   In 1954, BMW continued its motorsport activities with as
   much enthusiasm and success as ever.

   Alex Von Falkenhausen, BMW engine chief of the time and
   friend of German motorsport legend Hans Joachim Stuck
   still competes in races. Firstly with the BMW 507 V8
   sportscar and more recently with the BMW 700. Soon
   afterwards, a whole armada of BMW 700s would be competing
   with great success in different motorsport categories.
   Even at the age of 60, Hans Stuck continued his career in
   the 700 and won the 1960 German hillclimb championship.

   Then the mid-range BMW was launched, first as the BMW 1500
   and later as the 1800 and 2000. Von Falkenhausen had
   wanted to enter touring car racing for a long time, and
   this car was perfectly suited to his plans. At this point
   there was no separate motorsport department  at BMW, so
   the racing engines were developed in the same department
   as the production engines. This allowed von Falkenhausen
   to personally push the development programme forward.

   The project proved to be another BMW motorsport success
   story. Hubert Hahne won he 1964 German Circuit
   Championship in a BMW 1800ti, while two years later Josef
   Schnitzer took his BMW 2000ti to the German Touring Car
   crown.

   "Our activities of those days were far away from the
   meticulously organised motorsport programme of today",
   explains former BMW racing engine director Paul Rosche.
   "In those days we carried out lots of experiments, working
   mainly using the principle of 'trial and error'. There was
   a motorsport budget at BMW, but we worked like real
   privateers."

   In between, engine designer Ludwig Apfelbeck is determined
   to construct a four-valve engine for BMW. Supported by
   Rosche he gained authorisation to design a 500cc single
   cylinder engine.

   "This engine already produced 57bhp," Rosche remembers.
   "This meant 114bhp per litre, while our 1800 didn't
   produce more than 90bhp per litre."

   Von Falkenhausen was convinced by the concept and
   instructed his engine specialists to build a two-litre
   version for hillclimbs and a 1.6-litre version for Formula
   2. With the BMW Brabham BT 7, he set up several world
   records with the aid of a four-valve Apfelbeck engine. The
   BMW Monti sportscar was used for hillclimbs.

   In the following decades BMW was massively successful with
   normally aspirated two and four valve engines in touring
   car racing and Formula 2. At the same time, BMW was
   entering a new era - the turbo era.

   In 1968 Dieter Quester won the European Touring Car
   Championship in a BMW 2002, but the competition was
   getting stronger and stronger. In a bid to keep BMW at\
   the top, Alex von Falkenhausen instructed his team of
   engine experts to build a turbocharged engine for the 1969
   season.

   "We had never worked on turbo engines before," Paul Rosche
   recalls. "This was a brand new experience for us. So we
   took a turbocharger and installed it on one of our
   production engines."

   Three months, many experiments and many exploded engines
   later, the first turbocharged BMW touring car made its
   debut at Snetterton in  England. This first race ended
   with an early retirement, but the turbo principle proved
   its worth during the course of the season and Quester duly
   delivered another European Touring Car title, this time in
   a BMW 2002 turbo.

   It would be 1978 before the BMW turbo concept could
   achieve more success. The German Racing Championship
   regulations were opened up to allow turbo engines, albeit
   restricted to 1.42 litres. Harald Ertl's BMW 320 Turbo
   still produced a massive 550bhp however, and took the
   championship in its very first year.

   It was this engine that made BMW first think about Formula
   1. The normally-aspirated three litre Cosworth engines
   that dominated F1 at the time produced just 500bhp. In
   1980 this idea became a serious project. A contract was
   signed with Brabham, the team supplied BMW with a test car
   and the development was intensified.

   "We were travelling week-by-week from one track to the
   next", Rosche says. "We had plenty of power right from the
   start. But the driveability and the reaction of the engine
   had to be improved."

   Again BMW would pioneer the use of new technology during
   the F1 test programme, using telemetry to improve
   motorsport performance for the first time. At this point
   electronic memory had not been created, so the reams of
   data were printed out on paper. Only when a clever
   electronic engineer developed the first electronic data
   store were mountains of paper made a thing of the past.

   Another innovation duly followed. Electronic engine
   management was designed to cure the engine of its bad
   habits and warn of impending problems. "A turbo engine
   being run on poor fuel, or with too much turbo pressure
   will soon start to struggle, and then it won't survive
   much longer," explains Rosche.

   The first analogue control unit was an instant improvement
   over the existing technology, but the real breakthrough
   came when electronics company Bosch supplied BMW with a
   digital unit in 1981.

   The turbocharged BMW F1 engine was finally ready to race
   at the start of 1982. There were still plenty of problems
   hampering the project however, and its future was put into
   question when reigning champion Nelson Piquet's Brabham
   BMW failed to qualify for the US Grand Prix in Detroit.

   At the next grand prix in Montreal, Brabham designer
   Gordon Murray wanted to abandon the turbo project. A
   compromise was found: Piquet would continue with the BMW
   turbo but his team-mate Riccardo Patrese would use the
   normally-aspirated Cosworth. But the BMW was plagued by a
   misfire throughout Friday and Saturday. Bernie Ecclestone,
   then the boss of Brabham, demanded that Piquet's car was
   also fitted with the Cosworth. BMW race director Dieter St
   appert reacted in uncompromising style, threatening to
   cancel the whole project if Ecclestone carried out his
   threat. Ecclestone gave in, but during the Sunday warm-up
   Piquet's engine continued to misfire. "So we checked the
   engine, changed the complete electronics, and won the
   race," recalls Rosche. "But we never really found out what
   had gone wrong before and why it worked during the race."

   At the end of the turbo era, there was a group at BMW that
   wanted to keep on racing in Formula 1. The group was
   headed by Paul Rosche and a member of the board, Dr
   Wolfgang Reitzle. The F1 department was reduced, but a
   group of 20 men called the 'E-90-Team' got the permission
   to design a V12 engine conforming to the new 3.5-litre
   regulations. Although it gave permission for the group to
   carry out the work, the board still did not show great
   interest, and the engine was used as a test-bed for new
   developments.

   The next major racing engine project was the BMW M3, which
   was to race in series such as the German Touring Car
   Championship (DTM). This project proved to be a huge
   success. The car won championships around the world and
   collected more than 50 titles. At the end of 1992 BMW
   developed the BMW 320i for the new class two Super Touring
   regulations. The car won 29 championship titles around the
   world.

   The 12-cylinder engine for the McLaren F1 sportscar was
   also developed under the supervision of Paul Rosche. This
   engine proved extraordinarily successful. It had such
   reliability that most of the McLaren F1 GTRs entered in
   the FIA GT Championship only needed a single engine change
   during a complete season.

   "At the beginning, we had planned to use our production
   V12 with a four valve head," said Rosche. "But during the
   course of the development it became a complete new engine,
   only the distance of the cylinders stayed the same. This
   engine wasn't supposed to be a race engine, that's why it
   had to stand tough reliability tests in the development
   phase. The power of the engine was heavily reduced by an
   air restrictor. Without the air restrictor, the engine
   would have produced some 800bhp for sure. But then it
   wouldn't have been able to survive so long."

   At the same time the Motorsport GmbH became the M GmbH,
   which did not do much with the motorsport activities of
   BMW. M GmbH was occupied with developing the sports
   production models of BMW.

   Then in 1995, a new motorsport company was founded -
   Motorsport Limited. Paul Rosche, then the managing
   director of the M GmbH, got the task of running the new
   company. Two years later, a new BMW Formula 1 project was
   launched.

   "This meant that I had to solve three different tasks at
   the same time," said Rosche. "The formation of Motorsport
   Ltd, the design of a new F1 engine and the employment of
   the new personnel that we needed."

   Rosche did almost all the interviews himself and nearly
   all the staff he employed were signed from other BMW
   departments. Only 20 of the new Motorsport Ltd employees
   were from outside the marque, and these newcomers all
   brought with them fresh F1 experience and knowledge.

   Rather than entering a full works team and designing both
   the car and engine in-house, BMW opted to become an engine
   partner with the WilliamsF1 team. The new engine first hit
   the track in 1999 and made its race debut at the start of
   2000.

   The goal for the first year was simply to finish races and
   gather information. Despite these cautious objectives, the
   new BMW WilliamsF1 Team finished on the podium in its
   first race - one of the most successful debuts made by a
   manufacturer in grand prix history. By the end of the
   season, the team had clinched third place in the
   constructors' championship.

Bonnet Didier
   Cars - Debora LMP2000-BMW
   Web Site - Unable to find information online

Carsport Holland
   Cars - Chrysler Viper GTS-R
   Web Site - http://www.hezemans.nl/GT2001/NL/index.htm
   Unfortunately, this site is entirely in Dutch... a
   language I cannot read :-(

Chamberlain Engineering
   Cars - Chrysler Viper GTS-R
   Web Site - http://www.chamberlain.cc/history.htm
   Hugh Chamberlain, a former policeman in the UK, spent six
   years working for the Radial motor component manufacturing
   company before forming Chamberlain Engineering in 1972.
   The company concentrated on repairing and servicing
   commercial engines and raced a Jaguar XK120 for fun.
   Later Hugh bought a Cooper-Jaguar, then a Mallock U2 Mk6,
   which he raced until 1982.

   As a result of the Clubman's racing, Chamberlain
   Engineering, as the team was known until 1999, initially
   began preparing racecars for young men in the UK like Will
   Hoy, Creighton Brown and Nick Adams each of whom went on
   to successful careers in motorsport.

   But Hugh found it increasingly difficult to both compete
   and run a race team and so concentrated his efforts on
   running the team.

   Since 1985 the team has competed in a number of endurance
   formulas, winning 2 World Championships, the C2 class Le
   Mans 24 hour race and nine National Championships.

   Since 1999, Jack Cunningham has been Chief Executive, and
   with the Team under new ownership and with a new
   management team in place Hugh Chamberlain subsequently
   left the company.

   The Team's management and technical expertise has been
   strengthened considerably with new appointments being made
   at all levels.  The Team has prospered as a result,
   participating successfully in major international
   endurance events around the world.

   The Team were runners-up in the 1999 FIA GT Championship,
   the first non-manufacturer Team at Daytona in 2000 and, in
   2001, were selected to test and race the MG EX257 cars at
   Le Mans and other events on behalf of the manufacturer for
   two seasons.

   With the organisation now having been involved in motor
   racing for over 25 years, it is acknowledged as one of the
   world's most experienced sports car and GT racing teams.

Corvette Racing
   Cars - Chevrolet Corvette C5-R
   Web Site - http://www.corvetteracing.net/race_history/
              race_history_set.htm
   Corvette Racing's latest addition to its stable, the
   Corvette C5-R, continues a decade long tradition of
   exciting Corvette road racers. Under the guiding hand of
   engineering genius Zora Arkus-Duntov, Chevrolet first
   thrust its sports car into competition in 1956.

   In 1960 a trio of Corvettes was brought to Le Mans by team
   owner Brigs Cunningham. With a remarkable demonstration of
   endurance and speed, the #3 car, driven by John Fitch and
   Bob Grossman, finished eighth overall, well ahead of many
   of the finest sports and all-out racing cars of the era.

   The third-generation Corvette, introduced in 1968,
   continued the winning ways of its predecessors. In fact,
   Corvettes were totally dominant in the late 60's and 70's,
   winning sixteen SCCA national A-and B-Production titles
   and finishing as high as third overall at both Daytona and
   Sebring.

   In the Late 70's and early 80's Corvettes went Trans-Am
   racing and though the competition was formidable,
   Corvettes continued to finish in front. In addition to
   racing in production classes as it had done for decades, a
   more exotic Corvette-based car took to the track in the
   late 80's. The incredible IMSA GTP Corvettes reached
   speeds well in excess of 200 mph by virtue of their 1200
   horsepower, turbocharged Chevrolet engines and thrilled
   fans from coast to coast.

   In the early 90's Corvettes were again provided an
   opportunity to race against and defeat some of the world's
   most sophisticated and most expensive cars in the
   Bridgestone Potenza Super Car Series. Corvette once again
   set new marks for speed and durability.

   For 2001 Chevrolet introduced the new ZO6, a production
   vehicle with 385-hp and 385-ft.lbs. of torque that's ready
   for the racetrack. Based on the former hardtop model
   already the lightest, stiffest and quickest corvette- it
   is a car aimed directly at the diehard performance
   enthusiasts at the upper end of the high-performance
   market.

Courage Competition
   Cars - Courage C 52
   Web Site - http://www.sportscarchampionship.com/cgi-bin
              entrantsdetails.cgi?category=teams&ID
              Courage+Competition
   Between 1982 et 2001, Courage has left his mark on the
      history of the Le Mans 24 Hours, with notably :
   - The record number of entries by a French car maker (47)
   - Two winner stands: 3rd in 1987, 2nd in 1995.
   His cars have crossed the finish line twenty-two times,
      thirteen times ranked in the top ten. An overview of
      the team's racing highlights:
   1982 The first Courage-Ford Cosworth entered in Le Mans.
   1985 First year with a Porsche engine.
   1987 First winner's stand in Le Mans (3rd place of C 20
        Porsche).
   1989 Le Mans : win in the C2 category, after 20 years of
        British supremacy. Entry in the Protoype Sport
        Championship
   1990 Entry in the Protoype Sport Championship
   1991 Entry in the Protoype Sport Championship
   1992 Entry in the Daytona 24 Hours. Le Mans : 6th place.
   1994 Le Mans : pole position and 7th place.
   1995 Courage officially represents Porsche in Le Mans, and
        registers his best result to date : 2nd (1er in
        prototype).
   1996 Entry in the Daytona 24 Hours. Le Mans : 7th
        Start of customer program.
   1997 Entry in the ISRS championship. 2 pole positions and
        1 win.Le Mans : 4th (2nd prototype).
   1998 Nissan partnership (engines)
   1999 Le Mans : 3 Courage chassis on the starting line and
        3 at the finish : 6th
        8th (only Nissan mechanics to finish), and 9th .
   2000 Le Mans : 4th place of a Courage Peugeot (Pescarolo
        Sport)
   2001 3 Courage chassis entered in Le Mans (2 Pescarolo
        Sport, 1 SMG).
        Pescarolo-Sport wins at Estoril and Magny-Cours, 2nd
        place in Nürburgring ( FIA championship).
   2002 FIA Sportscar Championship and Le Mans 24 Hours.

Freisinger Motorsport
   Cars - Porsche 911 GT2
   Web Site - http://www.superracingweekends.com/
              fiagtmg2002/Teams/FreisingerMotorsport.htm
   1993 2nd in the Nürburgring 24 Hours
   1994 BPR GT Series; 2nd at Paul Ricard
   1995 Le Mans with Porsche 993 biturbo, 19th
   1996 BPR GT Series
   1997 FIA GT Championship
   1998 GTR series, 2 wins. GT2 class winner at Petit Le
        Mans.
   1999 2nd at 12 Hours of Sebring; winner of the Suzuka
        1000km; 3rd and 1st Porsche in FIA GT Championships,
        including 3rd at Monza
   2000 4th in FIA GT Championship Teams Classification:
        winner at the Lausitzring, 2nd at Monza. 2nd in ELMS
        at Silverstone and 1000km Suzuka
   2001 3rd overall at Rolex 24 Daytona. 2nd, 24 Hours of Le
        Mans, LM GT; 3rd, FIA GT Championship, N-GT
        Classification - second at Spa, Austria, Nürburgring
        and Zolder

GTC Competition
   Cars - LMGTP
   Web Site - http://www.gtc-mirage.com/NewFiles/intro.html
   Upon the request of the Ferrari Factory, Grand Touring
   Cars, Inc. (GTC, Inc.) was first incorporated in Chicago,
   Illinois in 1972, by Harley E. Cluxton III, who became the
   youngest exclusive Authorized Ferrari Dealer in the United
   States. It relocated to Phoenix, Arizona in 1973, and the
   dealership has been in Scottsdale, Arizona ever since.
   GTC, Inc. was awarded the Lamborghini importership for the
   Western United States from 1973 through 1977.

   In late 1975 John Wyer, the guru of LeMans (with World
   Championships for Aston Martin, Porsche, Ford, and Mirage)
   approached Mr. Cluxton as to whether he would be
   interested in purchasing his Mirage Team from the Gulf Oil
   Corporation in Pittsburgh. Mr. Cluxton had competed
   against John while he was racing for Ferrari and had
   struck up a close friendship with both John and his
   drivers. Mr. Cluxton purchased the Mirage Team from Gulf
   in early 1976. By June of 1976, he had become a team
   owner, hired John as a consultant, retired from driving,
   hired drivers, found the sponsorship and achieved team
   finishes of 2nd and 5th behind the factory 936 Porsche!

   Mr. Cluxton directed the extremely successful GTC-Mirage
   two-car team from 1976-1982 in the F.I.A. World Sportscar
   Championship. In 1982, Mario and Michael Andretti, sixth
   on the grid out of 58 cars, the only American owned,
   American manufactured and American driven Group C car was
   excluded 20 minutes before the start of the race for a 2
   centimeter infraction. The Mirage team has not been back
   to Le Mans since. But that is not to say GTC has been
   dormant in the world racing arena. Quite the opposite.

   GTC developed and manufactured 2.65 c.i. turbo charged
   Indy motors for Renault. We continue to represent,
   unabated from 1978, Formula 1 drivers, CART drivers and
   selected Sportscar drivers in sponsorship, legal and
   management matters. We have and continue to provide these
   services to major Formula 1 teams, CART teams,
   manufactures and Fortune 500 corporations.

Jaguar
   Cars - Jaguar XJR9 LM
   Web Site - http://www.jaguar-racing.com/
   Jaguar Racing extends a long and distinguished motorsport
   tradition with its entry into the 2002 Formula One World
   Championship. The company has been involved in motorsport
   since it was founded in 1922. Seven times it has won the
   world's toughest endurance race at Le Mans, been World
   Sports Car Champions three times and in 1956 won both Le
   Mans and the Monte Carlo Rally in the same year.

   The roll call of drivers who have raced Jaguars during the
   past 50 years reads like a Who's Who of motorsport. In the
   Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
   Stirling Moss were regulars with the Jaguar team. Jackie
   Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
   Cuningham and Graham Hill all drove Jaguars during
   successful racing careers. In more recent times, Martin
   Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
   John Watson, Eddie Cheever and Jan Lammers all drove for
   Jaguar.

   The lessons learned on the race tracks will benefit the
   Company's customers around the world as Jaguar prepares to
   expand its model range. This will extend the appeal of the
   marque to new sectors of the premium car market.

JMB Competition
   Cars - LMP
   Web Site - http://www.superracingweekends.com/
              FIAGTmg/Teams/JMBCompetition.htm
    1997 FIAGT Championship and 24 Hours of Le Mans with a
         Porsche 911 GT1
    1998 winner of the Sports Racing World Cup with Emmanuel
         Collard and Vincenzo Sospiri, in a Ferrari 333 SP,
         and the 24 Hours of Le Mans
    1999 winner of the Sports Racing World Cup with Emmanuel
         Collard and Vincenzo Sospiri, in a Ferrari 333 SP,
         and the 24 Hours of Le Mans
    2000 Winner of the Sports Racing World Cup with David
         Terrien and Christian Pescatori, in a Ferrari 333
         SP; selected rounds of the FIA GT Championship with
         two Ferrari Modena 360s; 2nd in the N-GT category of
         the 6 Hours of Vallelunga with a Ferrari Modena 360
    2001 FIA N-GT Champions, 5 wins; Champion of the FFSA
         category in the FFSA French GT Championship; winner
         of the N-GT category of the Vallelunga 6 Hours with
         a Ferrari Modena 360

Joest Racing
   Cars - LMP
   Web Site - http://www.joest-racing.de/
   Reinhold Joest's eyes are gleaming when he reports from
   the 24 hours of Le Mans. "For me, Le Mans is the biggest
   challenge existing in motorsports." He knows what he is
   talking about: Scarcely anybody knows the perfidies of the
   French classic long-distance race as well as him. Joest
   has experienced the race as driver and as a team owner.

   The numerous victories are the results of meticulous
   preparations. "Everyone asks for the mystery of Joest
   Racing", says Reinhold Joest. "But there is no mystery.
   Everything that counts are perfect preparations, ideal
   manpower planning and the right strategy. The basic
   requirement is a steady car. The team has to work
   perfectly, the drivers must not make mistakes."

   In the years 1996 and 1997 everything worked right in the
   Joest Racing team: With an open Porsche sports car
   prototype, the Joest team managed to take the checkered
   flag twice in a row. Thus being the second 1-2 victory
   after the years 1984 and 1985 - at this time with the
   Porsche 956.

   The team's strength is based on a long-lasting experience.
   The bulk of the crew, which attended the group C-Porsche
   cars in the 80ies, is still on board. "The core crew is
   the same", proudly says Reinhold Joest, who is looking
   back on over 20 years as a race driver. "For this reason
   the important know-how and many rules of thumb get stuck
   in the team.

Johansson Matthews Racing
   Cars - Reynard 2KQ-Judd
   Web Site - Unable to find information online

Konrad Motorsport
   Cars - GT2
          Lola B2K10-Ford
          Porsche 911 GT2
   Web Site - http://www.konradmotorsport.com/
   Konrad Motorsport was founded by Franz Konrad in 1976
   and is now based in Verl, Germany, where Konrad and his
   engineers, mechanics, and administrative staffs oversee
   the production of high-class racecars, including Porsche,
   Lamborghini, Lola, and Saleen which are prepared for
   numerous racing series.

Kremer Racing
   Cars - LMP
   Web Site - http://www.kremer-racing.net/
   2000 - Participant at the European Le Mans Series and the
          Sportsracing Worldcup with the Lola B98/K2000 ,
          Winner of the last World-Cup-Race in Kyalami with
          Gary Formato and Ralf Kelleners
   1999 - Participant at the International Sports Racing
          Series (ISRS), 30 years Le Mans with the Lola
          B98/10 with Roush-Ford-Power
   1998 - 2nd Sportsprototype in Le Mans (12.th overall)
          Participant at the ISRS with the K8 Sypder
   1997 - Overall-Winner of the 1000km Monza with the Kremer
          Spyder K8. Participant at the FIA-GT-Championship
          with Porsche GT1 and GT2
   1996 - Participant at the 24h Le Mans & the BPR-Series,
          Winner of the 4h of Le Mans, international GT-Race
          of Shah Alam & the Oldtimer Grand Prix at the
          Nürburgring
   1995 - Winner of the 24h of Daytona with the Kreme
          Porsche Spyder K8 (Jürgen Lässig, Christophe
          Bouchut, Giovanni Lavaggi & Marco Werner), Porsche-
          Works supported participation at the 24h  Le Mans
          (K8) : 6th overall. Participant at the BPR
          Championship  with Porsche 911 GT2
   1994 - Kremer Racing is Honda-Worksteam, Vice-Champion in
          the ADAC-GT-Cup, 25 years of Kremer Racing in Le
          Mans: 3 Honda NSX GT in the team & at the finish
          line! Additional 6.th overall with Kremer Porsche
          Spyder K8
   1993 - Interserie-Champion with Giovanni Lavaggi,
          Interserie Vice Champion with Thomas Saldana, both
          on Kremer Porsche K7
   1992 - Interserie-Champion with Manuel Reuter on Kremer
          Porsche Spider K7, Vice-Champion in the Porsche Cup
   1991 - Best Porsche-team in the Group C Sportscar
          Championship
   1990 - Winner of Porsche-Cup & Interserie Champion with
          Bernd Schneider, 6.th in the Group C Championship\
   1989 - 2.nd in Porsche-Cup and  in Interserie, 3.rd in
          Japanese Endurance-championship, 8.th in the Group
          C Championship
   1988 - 3.rd in Porsche-Cup and Interserie, 3.rd in
          Japanese Endurance-championship,  8.th in the Group
          C Championship, Mario and Michael Andretti are
          Kremer-Racing Team-pilots
   1987 - Winner of Porsche Cup with Volker Weidler, 6.th in
          the Group C Championship, 5th. in Super-Cup, 4.th
          in Interserie, 7th in All Japan Sportscar
          Championship
   1986 - Participation at the Group C Sportscar World
          Championship, Supercup & Interserie
   1985 - Winner of 1000km in Monza (Group C) and 200 Meiles
          of Norisring
   1984 - Winner of the 200 Meiles of Norisring with Manfred
          Winkelhock
   1983 - With Alan Jones, Mario Andretti and Keke Rosberg 3
          former F1-Champions as Kremer-Team-drivers.  Mario
          and Mike Andretti, & Phillipe Alliot gain a 3rd
          overall at Le Mans
   1982 - Vice-Champion in the german Racecar-Championship
   1981 - Winner of Porsche-Cup with Bob Wollek, Vice
          Champion and best Porsche in the german Racecar
          Championship
   1980 - A customer- Kremer Porsche 935 K3 winns IMSA
          championship and Porsche Cup
   1979 - Overall-Winner of the 24 hours of Le Mans with
          Kremer Porsche K3 and  Klaus Ludwig, Bill & Don
          Whittington, Winner of the german Racecar
          Championship and Porsche-Cup with Klaus Ludwig
   1978 - Winner of Porsche-Cup with Bob Wollek, Krremer
          helps Porsche to win World Championship for makes,
          Group 5 -class winner in Le Mans with Porsche 935
          and the drivers Jim Busby, Rick Knoop and Chris
          Cord.
   1977 - Winner of Porsche-Cups with Bob Wollek, Vice
          Champion of german Racesportchampionship, Group 4
          class-win in Le Mans with Porsche 934 and  Bob
          Wollek, Phillipe Gurdjian and "Steve"
   1976 - Winner of Porsche Cup with Bob Wollek, best
          Porsche-team of german Racesportchampionship
   1975 - Best Porsche-team of german Racesportchampionship
   1974 - Winner of Porsche-Cup and GT-Europe-championship
          with John Fitzpatrick
   1973 - Winner of Porsche-Cup and GT-Europe-championship
          with Clemens Schickendanz
   1972 - Winner of Porsche-Cup and GT-Europe-championship
          with John Fitzpatrick
   1971 - Winner of Porsche-Cup with Erwin Kremer, winner in
          5. International 1000km-Races
   1970 - GT-Winner in the  3000ccm-class with Erwin Kremer
          and Nicolas Koob on Porsche 911S at the 24h of Le
          Mans
   1969 - Helped to win the GT-Worldcup for Porsche
   1968 - Winner of Europe-Touringcar-championship with Erwin
          Kremer on Porsche

La Filiere ELF
   Cars - Courage C 36
   Web Site - Unable to find information online

Lancia
   Car: Lancia LC2
   Web Site - http://www.lancia.com/
   History section not currently online

Larbre Competition
   Cars - GT2
   Web Site - http://www.larbre-competition.com/
   Founded in 1998 by Jack Leconte, Leconte was able to
   create and develop the Larbre Competition team even while
   overseeing his own transport and logistic company.  In
   2000, Leconte decided to devote himself full-time to auto
   racing to secure the position of the team as a major
   player in motorsport.

Mopar Team Oreca
   Cars - Reynard 2KQ-Mopar
   Web Site - http://www.orecaracing.com/
   No history available on this French-language site

Multimatic Motorsports
   Cars - Lola B2K40-Nissan
   Web Site - http://www.multimatic.com/
   Multimatic Motorsports has enjoyed significant success
   since its inception in 1992. Two Canadian national
   championships, strong debuts in all new endeavours and a
   continuous string of podium finishes has established
   Multimatic Motorsports as a leading North American racing
   organization.

   Scott Maxwell is the team's lead driver and brings a
   wealth of motor racing experience, in a wide range of
   classes and formulae, to the organization. Scott was part
   of the group that conceived Multimatic Motorsports and he
   continues to play a prominent role in the planning and
   organization of the team. He is also a key member of
   Multimatic's ride and handling development organization
   that offers services to the global automotive industry.

Newcastle Lister Storm
   Cars - Lister Storm GTL
   Web Site - http://www.listerstorm.com/
   The first Lister sports racer was designed in 1954 by
   Brian Lister,and the cars competed against Jaguar D-types
   and Aston Martins throughout the 1950's. The '54 season
   initially featured a Lister MG, which scored five wins and
   eight second places in the hands of Archie Scott-Brown.
   This was followed in June of that year by the Lister
   Bristol, which won its class in the supporting race to the
   British Grand Prix ahead of the works Jaguars and Aston
   Martins. A further 13 victories were recorded that year.

   Scott-Brown went on to dominate the British sports-racing
   car season in 1957, winning 11 out of 14 races in total
   and the prestigious British Empire Trophy Race, aboard a
   Lister Jaguar. Just to underline its place in the history
   books, Archie's Lister Jaguar also notched up many lap
   records on his successful rampage.

   As a result of this success Brian Lister attracted
   customer orders for an improved 1958 version of the car,
   which conformed to international regulations; this car was
   to be known as the 'Knobbly' Lister-Jaguar (a Centenary
   Edition of this car was built to celebrate 100 years of
   the Lister company in a joint venture between Brian and
   current Lister helmsman, Laurence Pearce, in 1990).More
   success followed with Stirling Moss winning the support
   race for the British Grand Prix and Lister Chevrolets
   dominating the American sportscar scene. This year also
   marked the debut of Lister Jaguar at Le Mans, where two
   cars competed in the French classic and one placed 15th.

   Lister Jaguar returned to Le Mans a year later, again with
   a two car squad. Glory was not to come their way, however,
   as both cars retired with engine problems. The lead car
   showed that the British racing combination had unfinished
   business at Le Mans, however, as it was running in fourth
   place at the time of its retirement.

   From 1959 until the early 1980's, Lister Cars retired from
   competitive racing. However, the name was revived
   following the involvement of engineer Laurence Pearce and
   a new car was designed to take part in a series of races
   for Jaguar sports cars known as the Lister Challenge.
   During this decade Laurence, in association with Brian
   Lister, was responsible for the rebirth of the company as
   a producer of performance road cars. This then led to the
   design in 1991 of an all-new supercar, as opposed to the
   Jaguar conversions that had previously been produced under
   the Lister name; the Storm.

   With the Storm road car being launched in 1993, Laurence
   and Lister then had the perfect machine to rekindle the
   works Lister Cars racing team of the 1950's. The emergence
   of GT racing as the world's top sportscar arena over the
   past few years had provided ideal timing for a Lister
   Storm GT1 contender to return to the international
   competition stage. Now Lister has the experience of three
   Le Mans 24 Hours, three Daytona 24 Hours, selected races
   in the 1996 BPR International GT Series where the car
   always ran in a podium position, the 1997 and 1998 BRDC
   Privilege Insurance GT Championships (finishing second in
   the GT1 Championship in 1998), the American SportsCar
   racing series and the FIA Global GT Championship.

   In 1999 the Storm won both classes of the Privilege
   Insurance GT Championships with Julian Bailey and Jamie
   Campbell-Walter in the GT1 car and David Warnock in the
   GT2 car. Julian Bailey and Jamie Campbell-Walter also won
   the Royal Automobile Club Tourist Trophy and the Oulton
   Park Gold Cup. Julian and Jamie won seven out of the
   eleven British rounds, David Warnock won all six races
   entered in the Lister Storm GT2. The Storm GT2 also
   competed in four rounds of the FIA Championship achieving
   2 pole positions and one 2nd position on the grid,
   finishing 2nd at Donington, 3rd at Zolder and 4th at
   Hockenheim. Thorkilld Thyrring won the Danish Grand Prix
   in a Lister Storm and Peter Hardman and Nicolaus Springer
   came 2nd in the final two races of the Spanish GT
   Championship.

Nissan Motorsports
   Cars - Nissan R390, Nissan R391
   Web Site - http://www.nismo.co.jp/
   Unfortunately, this site is entirely in Japanese... a
   language I cannot read :-(

Panoz Motorsports
   Cars - Panoz Esperante GTR
          Panoz LMP Spyder
          Panoz LMP-1
          Panoz LMP07
   Web Site - http://www.panozmotorsports.com/
   1997
      Formed by entrepreneurial businessman, Donald E Panoz,
      and based in Braselton, Georgia alongside the Road
      Atlanta track.

      Four Panoz GTR-1 cars were designed and developed for
      the company by Reynard Motorsport's special projects
      division, RSVP. One was run in the Professional Sports
      Car Series by Panoz, and three were represented in the
      FIA GT Championship by two teams - the French DAMS and
      British DPR teams. The front-engined cars with the
      rumbling 6.0 liter Ford V8 engines attracted a great
      deal of attention.

      Victory at Road Atlanta in the team's second ever race,
      2nd place overall in the Manufacturers' points
      standings in the US PRSCC.

      First time at the Le Mans 24 Hour race - retired due to
      mechanical failure after 17 hours while running in the
      top ten.

   1998
      Two GTR-1s entered in the two leading US sports car
      series and one in the FIA GT Championship, run by DAMS.

      Multiple class victories and winners of the Team and
      Drivers Championship titles in the Professional Sports
      Car series.

      At the pre-qualifying sessions for the Le Mans 24
      Hours, an electric-hybrid version of the GTR-1 - the
      Panoz Q9 - was entered. Unfortunately the car was not
      among those to line up on the grid for the race itself.

      First running of the 10-hour Petit Le Mans event at
      Road Atlanta. Q9 was entered with the two factory GTR
      1s and finished 2nd in the GT1 class - the first
      electric hybrid vehicle to race in an international
      event.

   1999
      The Panoz LMP-1 Roadster S, new open-cockpit cars, run
      in the American Le Mans Series - a new racing series
      founded by Don Panoz using ACO (Le Mans) regulations.

      Victories at Mosport Park, Portland and the Petit Le
      Mans races.

      Winners of the Teams and Manufacturers' Championship
      titles, David Brabham and Eric Bernard 2nd in Drivers'
      points standings.

   2000
      Using an evolution version of the LMP-1 Roadster S, the
      team continue in the American Le Mans Series powered by
      Elan Power 6L8 engines, built and prepared by Panoz's
      own engine company, Elan Power Products. Panoz chassis
      have also been sold as customer cars for entry at the
      Le Mans 24 Hour race and the Sportsracing World Cup
      Series.

      Victory at the Nurburgring in Germany, 3rd place in the
      Teams and Manufacturers Championships.

   2001
      Introduction at the beginning of the year of the all
      new Panoz LMP 07 prototype powered by the Panoz V8 4
      liter engine. After six months of technical troubles
      and unreliability, the decision was taken after the 24
      Hours of Le Mans in June to re-introduce the 2000 LMP-1
      Roadster. Since that time, the team took two victories,
      plus a 2nd and 3rd placing.

Paul Belmondo Racing
   Cars - Chrysler Viper GTS-R
   Web Site - http://www.paul-belmondo-racing.com/
   Web site currently under reconstruction

Pescarolo Sport
   Cars - Courage C 52-Peugeot
   Web Site - http://www.pescarolo.com/
   Web site does not contain historical information on the
      team

Peugeot Talbot Sport
   Cars - Peugeot 905
   Web Site - http://www.peugeot-avenue.com/
   A generalist manufacturer, Peugeot has always been
   involved in motor racing and has for the last fifteen
   years or so demonstrated the importance of high level
   sport for its image.

   Crowned World Rally Champion twice, in 1985 and 1986, with
   the 205 Turbo 16, the Lion trademark dominated long
   distance rallying from 1987 to 1990.

   Turning to the motor racing circuits, Peugeot won the Le
   Mans 24 hours in 1992 and 1993, and was crowned World
   Champion in the 1992 Sports Car championships with the
   905. Entering F1 in 1993 as an engine manufacturer,
   Peugeot partnered McLaren, Jordan then Prost Grand Prix.
   Supplying an engine considered to be one of the best in
   F1, Peugeot did not however obtain the results it had
   hoped for and withdrew from F1 in 2000, directing its
   efforts to running the totally new 206 WRC in the World
   Rally Championship, with which it scooped the dual crown
   of World Champion Constructor and Driver in 2000, its
   first full year of competition.

Pilot Racing
   Cars - LMP
   Web Site - http://www.pilotrc.ee/
   Unfortunately, this site is entirely in a Scandinavian
      language I cannot read :-(

Riley & Scott Europe
   Cars - Riley & Scott MKIII S2
   Web Site - http://www.rileyscott.com/
   Riley & Scott was founded in May 1990 with a contract for
   a single Trans-Am chassis. Today, more than seventy-five
   complete racing cars have been delivered to loyal
   customers. It began with George Robinson, a Texas-based
   businessman/driver who bought the first Mk I Trans-am
   chassis, and also bought the first Hunter (the Mk II), and
   a Mk III and a Mk III C, to earn a place in the customer
   Hall of Fame.

   General Motors began its long involvement with R&S by
   purchasing Mk I chassis nos. 2, 3 and 5. In its first
   season, the Mk I began its domination with the first of
   three successive championships. Scott Sharp won in 1991
   and 1993; Jack Baldwin won in 1992. Between 1991 and 1997,
   40 of the Mk I chassis were built and sold, and the
   company was established as a brand in major professional
   road racing.

   R&S began racing as a company in 1996. Before that, the
   company supported its customers in Trans-Am and World
   Sports Car, but did not race its own products.

   That changed when GM tapped R&S to introduce its Aurora
   4.0 L engine to World Sports Car competition. In 1995, the
   R&S MK III began a hugely successful run that continues
   today. The first customer was Dyson Racing, which used
   Ford power.

   In February 1996, R&S and Doyle Racing debuted for GM at
   the "Rolex 24 at Daytona" in spectacular fashion. Drivers
   Wayne Taylor, Jim Pace and Scott Sharp brought home Mk III
   chassis no. 004 first in the closest race ever at Daytona.
   After 24 hours, Wayne brought the car home less than one
   minute in front of a Ferrari 333 SP driven by Max Papis.

   At the 1996 Twelve Hours of Sebring a month later, the
   team steamrollered to its second straight endurance
   classic win. Wayne Taylor, Jim Pace, and endurance maestro
   Eric van de Poele combined for the win. Competing against
   the Ferraris and a number of customer Mk IIIs, the factory
   effort won again at Texas World Speedway on May 5th. After
   a third-place at Watkins Glen, the team flew to France for
   the 24 hours of Lemans with high hopes. These were brought
   to earth by a gearbox failure in the 14th hour.

   The team returned to the US and won again that year at
   Sears Point. Wayne Taylor finished 1996 as the IMSA World
   Champion sports car driver. Between the Dyson team and the
   factory effort, R&S Mk IIIs won 7 of the 10 races for the
   championship.

   In 1997, the factory effort returned as a two-car team.
   Peruvian ace Eduardo Dibos had purchased chassis no. 006,
   and R&S ran that car and the Doyle Racing entry. The
   season was a disappointment however, as the Aurora motors
   that had been so reliable the year before suddenly began
   to experience mechanical failures. At Daytona, the
   defending champion had a three-lap lead at 3 a.m. when the
   motor self destructed (the Dibos car finished third in the
   race, which was won by Dyson Racing's Mk III). In the
   eleven-round championship, the team's best finish was a
   second at Pikes Peak International Raceway in September.

   As the success of the Mk I attracted attention, other
   opportunities arose. Long-time sports car team owner Rob
   Dyson asked R&S to improve his Spice/Ferrari WSC car in
   1994. The experience gave him the confidence to order two
   of the Mk III WSC prototypes Bob Riley was ready to
   design.

   Ready because WSC was the perfect opportunity for the
   company. Created as a reaction to the collapse of the IMSA
   GTP class when manufacturers (Nissan, Toyota, Jaguar)
   determined GTP no longer met their marketing goals, WSC
   was designed to make prototype sports car competition
   affordable for "privateer" entrants like Dyson Racing.

   The car debuted in the Rolex 24 at Daytona in February
   1995. After DNFs at Daytona and Sebring, it began a string
   of successes against the Ferrari 333 SP and other rivals
   that continues even today. From round 3 of the IMSA
   championship at Road Atlanta to the season finale at New
   Orleans, a Dyson Mk III won 5 of the 8 races and finished
   on the podium in every race.

   Following the factory team's win at Daytona in 1996, the
   Dyson team won the race in 1997, and followed that with a
   second at Sebring. The Dyson team won four of the eight
   rounds of the IMSA series and the team and driver's
   championship (Butch Leitzinger) that year.

   In 1998, six Mk IIIs took the green at Daytona, but the
   Ferrari 333SP scored its first and only 24 hour win in
   that event. Jim Matthews, Intersport, Transatlantic
   Racing, Support Net Racing, and BMW Team Rafanelli all
   competed in various events in Mk IIIs that year. The BMW
   Team Rafanelli entry won its first event, at Laguna Seca
   in October.

   Despite the increased competition, the Dyson Team remained
   dominant, winning the Team and Driver's Championships
   (Butch Leitzinger, again) in the USRRC Can-Am series.

   A WSC series known as the ISRS (International Sports
   Racing Series) began in 1998, and grew into the FIA Sports
   Car Championship by 2001. Bill Riley had established Riley
   & Scott Europe in 1998 to service the growing number of
   customers in that series. As many as four R&S Mk IIIs
   started ISRS events that year, fielded by Solution F,
   Target 24, and BMW Team Rafanelli.

   After the Rafanelli car secured the Mk III's first
   European pole in the 5th of eight rounds, the Solution F
   car, piloted by Gary Formato and Jerome Pollicand, won the
   final race of the year at Kylami in South Africa.

   In August 1997, the company introduced its first IRL
   chassis, the Mk V. Two of the cars raced in the final IRL
   event of 1997 at Las Vegas, driven by owner/driver Stan
   Wattles and Mike Shank for Neinhouse Racing. The winner of
   that event was Eliseo Salazar, who even then was in
   negotiations with R&S to race the Mk V in a factory effort
   in 1998.

   That team was sponsored by Reebok. R&S brought the shoe
   giant to the IRL in the League's first non-automotive
   primary sponsorship. The season reached its zenith on the
   morning of Pole Day, May 15, 1998. After a promising week
   of practice for the Memorial Day classic, Salazar was 5th
   quickest in the morning warm-up, with a realistic chance
   for the pole later that day.

   The afternoon brought disaster. Eliseo crashed hard in
   turn one on the first lap of what should have been a four
   lap qualifying run. Not seriously injured, Salazar
   returned to the track for practice in the backup car just
   hours later. But the damage was done, and the team's
   backup qualified weakly on Bump Day. At 5:43 PM that day,
   Billy Roe bumped Salazar from the field and the season was
   effectively over.

   At Dover in July, Salazar was severely injured in a
   practice crash. He recovered well and is still a force in
   the IRL today.

   After Reebok, the team found support from Brant
   Motorsports. The Brants were West Virginia-based aviation
   and real estate entrepreneurs with a background as NASCAR
   sponsors. They bought the team cars and motors after the
   1998 season in preparation for the 1999 campaign.

   1999 was more successful, in that driver Raul Boesel
   qualified for and finished 12th in the Indy 500 that year.

   When GM ended the Aurora program in 1997, two others were
   in the works. The Corvette C-5R began testing in 1998 and
   first raced at Daytona in 1999. Those cars were built by
   and have been raced very successfully by Pratt & Miller
   Engineering. However, R&S played a role in the development
   of the car and throughout its first season on the track.
   Bill Riley managed a hand-picked crew from R&S to race one
   of the two cars at Daytona, Sebring, and Petit Lemans that
   year.

   R&S was already building the first Cadillac Northstar LMP
   prototype in 1999. That car first tested in September 1999
   and debuted at Daytona in February of 2000. After
   exhibiting typical teething issues at Daytona, the cars
   struggled for results against the dominant Audis at
   Sebring and Lemans.

   In its fifth appearance in the Rolex 24 at Daytona, the Mk
   III reached a high water mark. Eight cars, with a total of
   thirty drivers, took the green. Two new teams, TRV
   Motorsport and Hybrid R&D, entered the race. At the
   checker, Dyson Racing's chassis 002 took the win, driven
   by Andy Wallace, Elliot Forbes-Robinson, and team owner
   Rob Dyson.

   American sports car racing remained splintered that year.
   The American Lemans Series and the USRRC both staged
   championships again. For the first and only time, one
   driver, Dyson's Elliot Forbes-Robinson, won both. The
   Dyson team also won the USRRC championship.

   Sebring in 1999 also set a record for Mk III
   participation. Eleven chassis started the race, which
   marked the debut of Robinson Racing as well as new entries
   from Nygmatech, Autoexe, and the Whittington Brothers.
   After 12 hours, Dyson's chassis 002 was second to the
   winning BMW by the closest margin in the long history of
   that race.

   Team Rafanelli also won that year, at Road Atlanta with
   drivers Eric van de Poele and Mimo Schiattarella. This
   time, the car was powered by a Judd engine.

   In Europe, four chassis competed regularly in the ISRS.
   Nicola Larini in the Target 24 Judd-powered posted the
   best finish, a second, after winning the pole at Pergusa.
   Three R&S also started at Lemans that year, but all
   retired early with motor problems.

   When GM ended the Aurora program in 1997, two others were
   in the works. The Corvette C-5R began testing in 1998 and
   first raced at Daytona in 1999. Those cars were built by
   and have been raced very successfully by Pratt & Miller
   Engineering. However, R&S played a role in the development
   of the car and throughout its first season on the track.
   Bill Riley managed a hand-picked crew from R&S to race one
   of the two cars at Daytona, Sebring, and Petit Lemans that
   year.

   R&S was already building the first Cadillac Northstar LMP
   prototype in 1999. That car first tested in September 1999
   and debuted at Daytona in February of 2000. After
   exhibiting typical teething issues at Daytona, the cars
   struggled for results against the dominant Audis at
   Sebring and Lemans. R&S and GM parted ways at the end of
   the year.

   Riley & Scott produced the Mk VIII IRL racing car in 1999
   and 2000. The first customer, Hemelgarn Racing, had
   finished 3d in the IRL championship in 1999 (the team,
   with driver Buddy Lazier, won the Indianapolis 500 in
   1996). Other Mk VII customers included Walker Racing (for
   driver Sarah Fisher) and Team Cheever (1998 Indy 500
   winner Eddie Cheever).

   At the opening race of the 2000 championship at Orlando,
   Buddy and Eddie were running 1-2 with 5 laps remaining. An
   historic debut was spoiled by backmarkers, as Robby Buhl
   expertly used traffic to pass both R&S cars.

   That misfortune was righted at the next race in Phoenix.
   After an unsatisfying qualifying effort, Hemelgarn elected
   to withdraw its primary car and start Buddy in the backup
   R&S from the very back of the grid. Buddy carved his way
   through the field to win the race, the first and only time
   an IRL driver has gone "worst to first".

   Although Buddy went on to win the championship, the R&S
   proved insufficiently developed for the Speedway. The
   teams shelved their R&S chassis, qualified for the 500 in
   other cars, and R&S was once more out of the IRL.

   The story of sports car racing in the last two years is
   simple - Audi. Audi's commitment, F1-level budgets, and
   the results that they have achieved have all been
   chronicled elsewhere.

   Among privateers, however, the Mk III has persisted and
   continued to win. 2000 brought the inaugural season of the
   Grand American Road Racing Association, founded on
   principles of lower-cost, more-equal competition.
   Dyson Racing (6) and Robinson Racing (1) each won Grand Am
   races in 2000. Dyson was team champion, and James Weaver
   was driver champion. Grand Am also established a
   manufacturer's championship, which was won by Riley &
   Scott.

   In 2001, the Mk III remained a vital part of the Grand Am
   series. Seven of the chassis were on the grid at Daytona,
   including chassis 001, an amazing six years after it first
   competed in that event. Although motor woes again dropped
   the cars from the overall podium at Daytona, they
   continued to dominate in the series.

   Dyson Racing won the team championship, and James Weaver
   and Butch Leitzinger won five races and finished first and
   second in the driver's championship. Riley & Scott won the
   manufacturer's championship over Lola and Ferrari.

   Heading into 2002, there is no doubt that Grand Am races
   will once again feature Riley & Scott Mk IIIs at the front
   of the grid and on the podium - joined this time by
   younger siblings.

   In both Grand Am and ALMS, the new Mk IIIC, which Dyson
   debuted at Sebring in 2001, will compete for race wins and
   championships. This site will chronicle the story of the
   Jim Matthews Racing/ Riley & Scott partnership as the
   factory returns to prototype racing in 2002.

   After the completion of our work with GM, longtime
   customers saw an opportunity to engage R&S in new
   projects. A new Mk III, the Series C, was designed and
   production began on cars for Dyson Racing and Robinson
   Racing. Tom Gloy, who had purchased one of the first R&S
   Mk I chassis, asked the company to design and build a new
   car for that series. The car was ready in July and
   competed in the last three rounds of the championship,
   beginning at Mid-Ohio in August.

   Bill Riley accompanied the Tom Gloy Racing team to each
   event. At Mid-Ohio, Tony Ave drove the new car as an
   "extra" TGR entry. Tony qualified third and was running
   top five when the gearbox broke.

   Defending Series champion Brian Simo drove the car for the
   first time in the next race at Laguna Seca. Brian's
   qualifying time was disallowed on a technicality, and he
   was forced to start in the rear of the grid. Brian cut
   through the field of 24 cars to finish second to Justin
   Bell. The car had proven its superiority. At the season
   closer in the streets of Houston, Brian again finished
   second to Justin Bell.

ROC
   Cars - Reynard 2KQ-Volkswagen
   Web Site - Unable to find information online

Roock Racing
   Cars - GT2
   Web Site - http://www.roockusa.com/
   Founded in 1984, the ROOCK Sportsystem family business
   focuses entirely on Porsche. The Leverkusen, Germany (just
   outside of Cologne) based company specializes in racing,
   developing unique high quality products and performance
   tuning programs for several Porsche models. In 1999, ROOCK
   Sportsystem moved its operations to Braselton, Georgia
   (just outside of Atlanta) to form ROOCK North America,
   LLC.

   ROOCK Motorsport is Europe's most successful Porsche
   customer racing team, with five Championship titles in
   less than seven years and victories at 24 Hours of Le Mans
   and the Daytona 24 Hours. Our passion for racing is the
   main reason the company is conveniently located at the
   Road Atlanta race course.

   ROOCK has worldwide sales and distribution facilities in
   North America, Europe and Japan.

   It all began in 1990 when ROOCK Racing was approached by a
   customer to maintain his club racing Porsche. At the end
   of the season, the customer's car finished fifth in the
   championship and Michael and Fabian were hooked on racing.
   Not only were they passionate about the competitiveness,
   but they also has a vision for a future business
   opportunity.

   Fabian ROOCK intensified his links to motor racing. After
   each step on the ladder of success and victory, ROOCK
   Racing set out for new challenges and made it clear that
   ROOCK was a hungry new team with a great racing future
   ahead with victories at Le Mans 24 Hours, Daytona 24
   Hours, and FIA GT World Championships.

   In mid-1999, ROOCK ventured to step over to the United
   States to campaign in the  Le Mans Series.

Sauber
   Cars - Sauber C9
   Web Site - http://www.sauber.ch/
   At first sight, the small town of Hinwil in the Zurich
   Highlands is probably not the place you would expect to
   find a highly developed Formula One centre, equipped to
   the finest technical detail. But appearances are
   deceptive: It is only a few steps from the workshop, in
   which the now 58-year-old Peter Sauber started his company
   in 1970, that the high-tech cars, which have been
   competing in the Formula One World Championship since
   1993, are built.

   The development of high technologies and their function
   under race pressure within the field of motor racing has
   always fascinated Peter Sauber. While back then three of
   his current competitors were already active in Formula
   One, Peter Sauber started off quite modestly by comparison
   with the sporting variation of the legendary Volkswagen
   Beetle.

SMG
   Cars - Courage C 60-Judd
   Web Site - Unable to find information online

Team Augusta Racing
   Cars - GT2
   Web Site - Unable to find information online

Team Cadillac
   Cars - Cadillac N LMP
   Web Site - http://www.cadillaceurope.com/
   The new racing season is here and the Cadillac Team is
   excellently prepared for toughest competition in the ALMS
   on the race tracks of America and of course, Le Mans.
   Since the end of last season the team worked hard on the
   second generation Cadillac LMP 02. It was designed under
   the direction of GM Racing engineers by Nigel Stroud. Herb
   Fishel, executive director of GM racing comments: "Very
   seldom in racing can you talk about a program in its third
   year and say that you have an all-new race car, but that
   is exactly the case with the Cadillac LMP 02. The Cadillac
   LMP 02 marks a new beginning for Team Cadillac with a
   state-of-the-art race car."

   Two teams of three international endurance racing stars,
   each with Le Mans experience, have been named to drive the
   brand-new Cadillac Northstar LMPs in 2002. Team Cadillac
   is backed for the third straight year by a distinguished
   list of supporters, including: ACDelco, Bose HiFi systems,
   Compuware, GMAC Financial Services, Michelin, Mobil 1,
   Northstar System, Tehama and On Star.

   American Wayne Taylor, Italian Max Angelelli and Frenchman
   Christophe Tinseau will drive Cadillac Northstar LMP No.
   5. Finnish JJ Lehto will join Frenchmen Eric Bernard and
   Emmanuel Collard in the No. 6 Cadillac Northstar LMP.

   As final preparation for the start of the season the team
   will run a 26-day test schedule which includes several 24
   hour endurance tests. And on March 16th, the team and all
   six drivers will give the Cadillac Northstar LMP 02 its
   race debut.

Team Dams
   Cars - Cadillac N LMP
   Web Site - http://www.dams.fr/
   The DAMS Formula 3000 and GT motor racing Team was the
   creation of Jean-Paul Driot, in 1998. Prior to this Jean
   Paul was a business partner with formula one driver Rene
   Amoux. At the start of the team very first season DAMS
   established that they were a top team with Eric Comas
   driving the DAMS Lola, equalling the points with Jean
   Alesi. With Comas and Alesi on equal points the
   Championship went to Jean Alesi because he had more wins.

   The next year the DAMS Team went on to become
   International Formula 3000 Champions with Eric Comas in
   only the teams third year.

   Today in 1998, DAMS obtained 3 World Championship Crowns
   in Formula 3000 with Comas, Olivier Panis, and Bouillon,
   and has a total of 20 wins. Also 8 of DAMS drivers have
   made the very difficult step up to the Formula One
   Championship.

   After the success of the Formula 3000 Racing Team DAMS
   commenced on a design and feasibility study to enter
   Formula One Grand Prix Racing. This project was the first
   engineering partnership between DAMS and Reynard Racing
   Cars. Unfortunately the project was stopped after two
   years because of lack of sponsorship in France.

   The next large step in the creation of DAMS was at the end
   of 1996 when Jean-Paul DRIOT signed a contract with Don
   PANOZ to run his Panoz GTI car for the next two years in
   the 171A World GTI Championship, and Le Mans. This is also
   a joint project with Reynard Racing Cars.

   After having made the big manufacturers tremble with the
   impressionable Panoz in the FIA-GT World Championships,
   DAMS Team took on a new challenge in 1999 with an open
   prototype. Having never worked on this particular kind of
   car, the technical team drew on its GT experience to give
   their drivers a very competitive LOLA T98/10 complete with
   JUDD motor. In his first run at the Monza Sport Prototype
   World Cup race, Eric BERNARD took the pole position and
   was quickly imitated by fellow team-mate, Jean-Marc
   GOUNON, one month later at Spa. The unreliability of this
   very young car eventually deprived DAMS of 2 assured
   victories at the end of races which were dominated mostly
   by DAMS. Race after race innovations and continuous
   development strengthened the reliability of the car and in
   the second half of the season DAMS took 4 victories, which
   did not go unnoticed by the world's first automobile
   constructor, General Motors, at the dawn of the 2000
   season....

   For 2 years, DAMS has joined General Motors Le Mans Sports
   Car program and runs the Cadillac LMP at Le Mans, FIA
   World Cup and American Le Mans Series.

   In 2000 the 2 Cadillac - DAMS Northstar LMP ran in 10
   races including the 24 Hours of Le Mans where the car of
   BERNARD/COLLARD/MONTAGNY held the 4th place until 3 hours
   before race finish when suspension broke.

   The Executive Management of General Motors who was
   impressed by the performances and the professionalism of
   the Team designated DAMS as the Cadillac Factory Team for
   Le Mans 2001. After making a great improvement of 5
   seconds in qualifying (compared to 2000 qualifying time),
   DAMS kept GM aim of being in the fastest Teams, inside of
   the top 5, until the last hour of the race when the clutch
   broke.

Team Den Bla
   Cars - Panoz LMP-1
   Web Site - http://www.team.den-blaa-avis.dk/
   Team Den Blaa Avis Ltd. was established before the 1997
   season with the aim of placing Denmark on the map in the
   world of motorsports. It is Denmarks first truly
   professional racing team, and has managed to establish
   itself at the top of European motor racing in only four
   years. Together with Danish driver Jason Watt, the team
   succeded in winning two prestigius Formula 3000 races; Spa
   in 1997 and Imola in 1998, and in 1999, the team, now in
   the colours of partner Petrobras, took a fantastic 1-2 win
   at Hockenheim and finished third in the Teams Competition.
   This association continued in 2000 with even greater
   succes, as Brazilian Bruno Junqueira won the Championship
   in convincing style.

   In the year 2000 Team Den Blaa Avis also entered sportscar
   racing with two Panoz Roadsters in the classic Le Mans
   event. It was another highpoint for Team Den Blaa Avis
   Ltd., and is seen as a step in the teams efforts to
   consolidate itself in the highly-charged world of
   international motor racing The team has already proved
   that it posses the nessecery people, financial and
   techical means to succeed.

Team Goh
   Cars - Chrysler Viper GTS-R
   Web Site - http://www.teamgoh.com/
   Unfortunately, this site is entirely in Japanese... a
   language I cannot read :-(

Team Marcos
   Cars - Marcos Mantara LM600
   Web Site - http://www.marcosracingusa.com/
   Marcos Racing International brings style, speed and
   success to any racetrack. The stylish Marcos Mantis Plus
   draws a crowd in every paddock with its sleek, daring
   design. The 400 horsepower car is powered by a Ford 4.6
   litre V8 engine, making the Mantis Plus a fierce
   competitor on the track.

   The Marcos Mantis Plus is based on Marcos Cars' Mantis
   road car. With over 40 years of sports car development and
   production to support them, Marcos Racing has what it
   takes to build a successful racecar.

   The Mantis Plus is a more competitive model of the car
   that raced in Europe's Mantis Challenge. Marcos Racing has
   more than proven itself both in Europe and the United
   States, winning numerous championships and proving that
   Marcos can pose a formidable challenge to other popular
   manufacturers, including Porsche, BMW and Ferrari.

   In 2000, Marcos Racing won the British GT, Spanish GT
   championships and the Suzuka 1000K race in Japan. They
   continued their success the following season, beginning
   with a trip over to the United States to compete in one of
   the world's most famous endurance race the ROLEX 24 at
   Daytona.

   At the 2001 Rolex 24 Hours of Daytona, the two-car team of
   Marcos Racing finished fourth and fifth in the competitive
   GTS class. For the first several hours of the race, the
   team even challenged the overall race-winning Corvette
   team.

   The 2001 season was also a development year for Marcos
   Racing. A new version of the Marcos Mantara LM600 EVO was
   developed with the Marcos Mantis Plus GT in hopes of
   dominating both production classes in 2002.

   The Marcos Mantis Plus will find a new home with the
   Grand-American Road Racing Series in 2002. The car will
   compete in the challenging GT class.

   With such a successful history of racing, the Marcos
   Mantis Plus is sure to be a popular car with fans and
   racers alike in 2002. Fans in the United States will be
   delighted to see a car as exotic as the Mantis Plus at
   road courses that are famous for attracting the best
   sports cars in the world.

Team Oreca
   Cars - Chrysler Viper GTS-R
          Chrysler Viper GTS-RT
   Web Site - http://www.orecaracing.com/
   No history available on this French-language site

Team Rafanelli
   Cars - Lola B2K10-Judd
   Web Site - http://www.teamrafanelli.com/
   The team was created in 1987 as Team Bigazzi; its name
   was changed in 1998.  Major events:
   - 1992: Won 24 Hours of Spa-Francorchamps
   - 1994: Won 24 Hours of Spa-Francorchamps
   - 1995: Won 24 Hours of Nurburgring
   - 1996: Won 24 Hours of Spa-Francorchamps
           Won BPR GT Series
   - 1997: Won Brasilia 1000 Miles Race
           Won MACAU Guja Grand Prix
   - 2000: Started on Pole Position at 24 Hours of Spa-
              Francorchamps

Thomas Bscher Promotion
   Cars - BMW V12 LM
   Web Site - Unable to find information online

TV Asahi Team Dragon
   Cars - Panoz LMP-1
   Web Site - Unable to find information online

Welter Gerard
   Cars - WR LMP-Peugeot
   Web Site - Unable to find information online

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CONTACT
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To find the latest version of this and all my other PSX/PS2
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http://www.angelcities.com/members/feathersites/

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