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    Team Info Guide by Wolf Feather

    Version: Final | Updated: 10/15/02 | Printable Version | Search This Guide

    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
    game guides, visit FeatherGuides at
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