Ronald Koemans team top Group C after two games after a win away to Juventus last time out. Highlights and Goals Barcelona vs Dynamo Kyiv This video is provided and hosted by a 3rd party server. FC Barcelona vs Dynamo Kyiv. Barcelona vs Dynamo Kyiv Highlights Download. A total of 3 videos are available to watch. With the 2 Porsche and 5 Toyota of Buemi stuck in different safety-car queues, Conway extended the 6 Toyotas lead over Porsches Dumas to over a minute.
The safety car bunched up the LMP2 cars, with the 36 Signatech Alpine leading at the end of the hour. Conway handed over to Kobayashi after extending the 6s lead, and after Dumas pitted the 2 Porsche.
The 7 Audi briefly got by the 13 Rebellion for fifth, before Fassler returned the Audi to the pits. There was better news for the 1 Porsche, which finally rejoined the race.
We were a minute behind, and with high temperatures and a green track we were struggling to keep the tyres alive. It all changed when I got in for the second time [in hour 12]. The car had switched back on and suddenly it was alive.
Davidson revealed that after getting out of the car following that triple stint, he gave Buemi a pep talk. Seb had been getting really frustrated with the car, but I woke him up and said, Dont dare doubt yourself, explained Davidson.
When he got back in the car, he was straight on it. We rolled our sleeves up and started fighting. Im proud of the way we turned it around.
The 6 car had initially been Toyotas frontrunner, swapping positions with the 1 Porsche shared by Mark Webber, Timo Bernhard and Brendon Hartley for the first eight hours, and then battling with the sister Porsche.
The second TS was still in contention as the race. A driver and tyre change delayed the Porsche LMP1 team, but Lieb closed to the leading 6 Toyota with a series of fast laps near the end of the hour. It wasnt, however, the pacesetter that it had been. We lost some pace, said Conway, but we were still good enough to fight the Porsche and keep it behind. Conway and co lost any realistic chance of a win in the 21st hour when Kobayashi spun on the exit of the final right-left flick out of the Porsche Curves.
The team opted to bring the car in for further body repairs. Nine minutes were lost, but the car still resumed in a safe third place. The water pump was changed with the loss of more than an hour. Hartley then managed one slow lap before another even longer stop to replace the rest of the water system, which had been contaminated after the initial problem. Their Hybrid eventually made it home.
A baulked stop for the 6 Toyota, with the crew having to gaffer-tape damage, allowed Lieb to take the lead in the 2 Porsche after his pitstop.
His joy was short-lived, as he picked up a slow puncture and returned to the pits five laps later. Davidson closed on the lead. It definitely seemed like we had the pace early on, said Hartley, and looking at the graphics after we were out of it, we were faster than the leaders. The best of the Audi turbodiesels, the R18 shared by Loic Duval, Lucas di Grassi and Oliver Jarvis, ended up third by dint of the removal of the 5 Toyota from the results. It was a strange way for a marque that had never finished off the podium since its entry into the Le Mans arena in to continue the run, but then it was a strange race for Audi Sport Team Joest.
Lotterer had taken the lead in the 7 car shared with Benoit Treluyer and Marcel Fassler after the belated green flag, courtesy of an early change to slicks. But he was back in the pits with major engine problems only four laps later. There were times when the Audi R18s, particularly the 8 car, could at least. Toyota spent most of the hour in front, but the 2 Porsche ended it in the lead.
Sarrazin swapped for Kobayashi near the start of the hour, before handing the lead back to Liebs Porsche with a second stop. Dolan was punted out in the second G-Drive entry by the 98 Aston Martin. Duval overtook Hartley for the lead on lap 16, lost it two laps later and then fell off the pace during the final third of his triple stint on a set of Michelin slicks. It wasnt until Sunday morning that the car returned to anything approaching competitiveness.
It was a disaster, said Joest boss Ralf Juttner. We got it right at the test day [when di Grassi was quickest] and we thought we were happy with the balance, but come the race we had no grip. Audi had problems keeping its Michelins in the right operating window. When they were, Audi had the speed, as di Grassis run to the finish proved.
The pace at the end was very good, he said. We were the fastest car on track, quicker than Jani. The Toyota and the Porsche were faster, but it wasnt that we werent competitive. Di Grassi even suggested that, without a. It would have been difficult to challenge, but maybe we could have done it with a perfect race and a perfect strategy, he said. Our problem was that we spent too much time in the pits. The third-placed Audi lost time having an illuminated number panel and door replaced, but it was within two laps of the leaders until the 20th hour when a change of front brakes was required.
The 7 car needed its turbocharger changing after what was described as a material problem by Audi Sport engine boss Ulrich Baretzky. If it had been dry for qualifying on Thursday. We never put it under full charge because it was wet. It is as stupid as that. The 7 car was five laps down by the end of the second hour. It would also need a new number panel and a change of brakes on the way to finishing 17 laps down in fourth place.
The delays for the Audis might have given the Rebellion Racing privateer squad a chance to at least equal its fourth-place finish from Ultimately it wasnt in a position to exploit it. Both Toyotas were called to the pits when a safety car was deployed after a spate of incidents.
That cost them the lead, but the 5 and 6 inherited first and second when Jani pitted two laps after the restart. Buemi passed Conway on the first lap out of the pits. The hour belonged to Buemi. Having got by Conway towards the end of the previous hour, the Swiss extended his advantage in the 5 Toyota to half a minute ahead of the sister car, with Porsche taking the opportunity to put Lieb back in the 2.
Buemi kept ahead of team-mate Conway in the 5 Toyota, with Lieb in third. Toyota took the opportunity to swap both of its drivers, with Davidson and Kobayashi replacing Buemi and Conway respectively. Davidson rejoined in second but gradually reeled in Lieb before passing the German with just over four hours of the race remaining.
The 12 Rebellion did, however, make the finish to give the team its customary LMP1 privateer victory, albeit behind the top three in GTE Am in a distant 29th position. Nick Heidfeld, Nicolas Prost and Nelson Piquet Jr had a troubled run that included a sensor failure in the first hour and a clutch change. But everyone was thinking about the late failure of the Toyota, which was heart-rending, and not just for the TMG squad.
Even Juttner felt sympathy when he saw Nakajima slow. You dont want to see that, he said. Porsche had been beaten fair and square that was the state of the race. The 5 began to take control of the race as Davidson stretched its advantage to a minute over the 2 Porsche, which lost time through a slow zone as Davidson pitted. Kobayashi spun the 6 Toyota and was lucky to be able to get out of the gravel at the Porsche Curves.
The quadruple amputee fulfilled his dream of competing in the Le Mans 24 Hours, and did it in style. Not only did the year-old finish the race in his specially adapted MorganNissan LMP2, but he posted lap times that would have been credible for an able-bodied driver. In fact, it was 85kg overweight. He lowered his best time. The three-horse race for victory became a two-horse one as the 6 Toyota pitted to repair damage picked up in the night, dropping three laps behind.
The 6 rejoined in a comfortable third, with the leading Audi 10 laps off the pace. There were hiccups along the way. Sausset revealed that he had picked up a minor skin infection ahead of the race and then the centrifugal clutch required changing on the way to 38th position. Im happy with my performance, said Sausset after the race. I proved today that I could do what. Taittinger caused a slow zone when her Pegasus Morgan-Nissan caught fire as she returned to the pits.
I set out to achieve. Sausset received plaudits from every corner, but perhaps most significantly from his peers. The compliments he received from some of the LMP1 factory drivers were the ultimate accolade. He was one of the drivers who didnt pose us any problems, offered Porsche driver Romain Dumas. Saussets race intelligence was praised by Loic Duval.
Many drivers who have a lot more experience were not up to his level, he said. Whats next for Sausset? Hes hinted that he has thoughts of another big project, but he insists that he is going to remain involved in motorsport. Im going to start thinking about my plans for the future soon, he said, but Im sure Im not finished with the world of racing and cars. Toyotas first Le Mans 24 Hours win was cruelly denied when Nakajima slowed on his penultimate lap, crying I have no power over the radio.
As wrong as rain The decision to keep the safety car out for 51 minutes after the start of Le Mans this year is bad for the sport By Gary Watkins gazzasportscars. It wasnt the end anyone wanted to a supercompetitive thriller of a race, but then we didnt get the start we wanted either. Im not complaining about the race starting behind the safety car, even if it was a first for the event. The shower shortly before the start was pretty heavy and the track conditions not exactly great.
My objection is that the safety car stayed out for so long. My understanding has always been that safety-car starts are undertaken to allow the drivers to acclimatise to the conditions.
I recognise the 24 Hours at Le Mans is a special case given that the start cant really be delayed. That might offer a reason for an extended period of yellows, but the conditions on Saturday didnt warrant it. So improved were they by the time the race went green after 51 minutes and seven laps of the 8. So what the hell was the safety car still doing out on track? Safety should always be paramount, but the track conditions were in no way dangerous after two or three laps behind the safety car.
Tricky yes; dangerous no. Isnt dealing with wet and rainy conditions part of the challenge of our sport in general and sportscar. And nowhere is that more true than at Le Mans. Four-time Le Mans winner Henri Pescarolo, a man never to pull his punches, was particularly outspoken about the decision to leave the safety car out. Scandalous was the word he used, and I tend to agree. Some of the most fantastic endurance races have taken place in the rain and fog, he offered.
If you come to Le Mans, you have to be prepared to drive in all sorts of conditions, day and night. If you dont want to, dont race here. The legend of Le Mans is built on the unique challenge of the place, and that challenge isnt just about the Mulsanne Straight, the Porsche Curves and Tertre Rouge. It is also about the conditions the place throws at the drivers.
Some have built reputations on their prowess in the rain at Le Mans. Theres also an irony that the man behind the wheel of the safety car, another four-time winner in Yannick Dalmas, claimed victory in the very wet running of the 24 Hours.
Im now going to throw something else out there. Imagine if the downpour just before the start on Saturday arrived exactly 24 hours later. Those who remember Le Mans might understand why Ive raised this. What I recall most vividly is race leader Marco Werner screaming over the radio for the race to be stopped as he slithered round behind the safety car in his Audi R10 TDI.
Instead, the green flags were waved and we got a few minutes of green-flag racing in the run-up to the finish. I know that Le Mans is unlikely ever to be red-flagged. Ive been promised by one senior official at the Automobile Club de lOuest that it never will. Ive always suspected that the race organiser also doesnt want the stigma of the 24 Hours finishing behind the safety car. Thats a fair assumption on the evidence of , I reckon. I know we are in a different era now that Le Mans is part of the reborn World Endurance Championship and we have a permanent race director from the FIA.
But Ive wondered for some years now what might happen if there was a repeat of the conditions of If we didnt get a safety-car period and one that ran right to the chequered flag it would smack of double standards, given Saturdays events.
Pescarolo suggested that the prolonged safety car was very bad for our sport. Hes absolutely correct on two counts: it diminishes the status of the event founded on the unique challenge it offers and its a turn-off for the fans. That much was clear from the boos coming across from the grandstands and spectator terracing opposite the pits during the safetycar period.
And what about the viewers watching at home on TV? What were they thinking? About something else altogether I should imagine, because theyd probably switched over or gone out.
Long-distance sportscar racing is a hard enough sell in an age of instant gratification without giving people a reason to turn off. I just hope the fans left Le Mans on Sunday evening talking about the amazing racing rather than the charade of the opening hour. Signatech Alpine climbs the peak Signatech beat off allcomers to claim its first Le Mans victory.
Mitchell Adam witnessed the hard-fought battle for LMP2 honours. MP2 sits in a unique position in the three tiers of sportscar racing. It does not have manufacturers spending big money on emerging technologies as in LMP1, nor does it have manufacturers trying to play the Balance of Performance game as in the GT ranks.
But what it does have is a relatively level playing field across a strong paddock. Its 23 cars from largely independent and savvy teams made it the biggest class at Le Mans, and all had something to play for compared to the non-hybrid LMP1 privateers.
So that makes entertaining the notion of a favourite difficult when it comes to any race, let alone the biggest and longest of the year. Five different teams had occupied the six podium positions of the years first two World Endurance Championship events at Silverstone and Spa.
At Le Mans itself, in sessions defined by rain but also yellow flags and traffic, the top So there were few clues to point to the winners before Saturday afternoon the class was there to be won, rather than lost, by any one of a small handful of competitors. Signatech didnt necessarily win the race in the same way that Toyota should have in LMP1, or in the way that Porsche picked up the pieces in that class, but there is an element of crossover, with the truth being somewhere between the two.
The Signatech Alpine ORECA was genuinely strong and led of the laps it completed including the last and it lapped everybody but the second-place finisher. But it was far from being the only contender in a genuine battle of endurance.
Nicolas Lapierre, Gustavo Menezes and Stephane Richelmi took control of the race by stealth, during the dark of Saturday evening and Sunday morning. They had already worked back into contention after dropping from the lead to outside the top 10 early on, when Lapierre was left on rain tyres too long once racing started and others switched to intermediates.
Timing that move to perfection showed Le Mans debutant Manor was a contender. Merhi had originally done his Manor deal for its second car, which had been added after the Le Mans entry list was set. Having switched to intermediates at the end of the first racing lap, Merhi bolted to lead by 20s at the end of hour two, essentially the first of the race given the safety-car start. From there, Manors race unravelled. Rao spun while defending the class lead, and pitted several hours later with a slow puncture having hit a bollard, but the team was unable to restart the car.
Since the new-for LMP2 formula mandated closed cockpits, the writing has been on the wall, and in the last year before another new generation of cars arrive, six teams five in LMP2 and the Frederic Sausset innovation car raced older, open-top offerings from Gibson, ORECA and Morgan. For Jota Sport it marked the last Le Mans with a car it has come to know as the mighty The trio lined up 12th in class, but showed decent pace as van der Garde and Dennis got their first taste of racing at Le Mans.
But in the 16th hour, with Dolan at the wheel, it found the wall at the Ford chicane. Dolan reported being hit by the 98 GTE Am Aston Martin that just punted me straight into the wall, labelling the move disgusting in the immediate aftermath. He got the car back to the garage where the Jota mechanics worked for several hours on the front-end damage to get it back into the race, before ultimately bringing the campaign and the Gibson chassis time at Le Mans to a close.
Strakka fared better, finishing a strong fourth in what Nick Leventis called a fitting send-off for the Gibson. Pierre Thiriet led Lapierre by about three minutes at midnight, aided by safety-car and pitstop timing. But the next stop went the other way, paired with a slow, four-minute stop for TDS, which shifted the balance in Signatechs favour. Together with the polesitting Jota-run G-Drive ORECA which led the way in LMP2 in qualifying for the third time in as many races this year the three cars swapped the lead early on Sunday morning as they pitted, before rookie Menezes pounced, the Californian starting to build a lead in the 11th, 12th and 13th hours.
Lapierre took over as dawn approached. In the 17th hour, Thiriet crashed out of the race from second at Mulsanne corner. Suddenly, two of Signatechs three clear rivals were gone, its lead up to nearly a lap. The race was now its to lose. Lapierre and single-seater graduates Menezes and Richelmi kept the advantage around that margin, never quite romping away but always doing enough to keep their opponents at arms length, even when one pitstop was seriously slowed by wheelnut issues on the left-rear corner.
The team finished 2m40s clear at the top, managing just one lap fewer than Lapierre did when he won LMP2 with KCMG 12 months earlier, despite the field spending most of the first hour behind the safety car due to the wet conditions. In the race, his second crash cost the lead Toyota an hour in repairs and any hope of victory, and essentially ensured his cards were marked. Lapierre was dropped soon afterwards, mid-season, from the Anthony Davidson and Sebastien Buemi entry.
The Le Mans winners chances ended early. In its last Le Mans 24 Hours before the control Gibson engine is introduced next year, Nissan claimed its fifth LMP2 win in six attempts, and powered the top eight finishers. The lead car of Pipo Derani, Ryan Dalziel and Chris Cumming was quick but finished 16th, heavily delayed when Cumming spun entering a slow zone.
That led to a puncture and suspension damage, then a vibration linked to a broken right-rear rocker. But the team found a crack in the oil pan of its Honda engine, which required a change that incurred a five-minute penalty. That was served early, after Vanthoor had a slow puncture, but the team salvaged ninth.
Senna, Filipe Albuquerque and Ricardo Gonzalez did finish 10th, after engine issues on Saturday afternoon and a puncture. Despite the limitations of rain-hit qualifying sessions, Rene Rasts pole time was 1. What was later deemed to have been debris hitting a safety system cost the team 21 laps and, when it did rejoin the pack, Bradley was sent into the gravel at Porsche Curves by another electrical issue, ending its campaign in the 10th hour.
Pole qualifier Rene Rast started the car, but lost ground early with a slow puncture and an unscheduled pitstop. Two penalties later in the race one a drivethrough for turning the engine on during refuelling at a pitstop and the other a one-minute stop-go for speeding in a slow zone prevented Rast, Stevens and Roman Rusinov from getting closer, instead settling for second.
Stevens surmised that the line-up was always having to try to play catch-up; Rast that they had the fastest car all day on average. For the. Petrov, who shared the car with Victor Shaytar and Kirill Ladygin, put the car into third position during his last two stints on Sunday, moving past the Strakka Gibson of Danny Watts, Jonny Kane and Nick Leventis, which encountered a slow puncture.
That the top six cars were covered by nine laps said a lot about the race. Survival was the key, and Signatech was able to pair that with speed to secure its biggest moment in sportscar racing. Five teams were sent to the rear of the grid after the weather hampered qualifying plans. Fabien Barthez won the second sporting life honours over Sir Chris Hoy. Both the former French national goalkeeper and British cycling legend made their debuts in the race.
Le Mans was launched back into the s as Ford defeated Ferrari. The best part, though, was something old something that hadnt been seen for almost half a century: Ford versus Ferrari. From first qualifying on Wednesday night it became clear that the ultra-competitive GTE class would be the domain of two titans of yesteryear at Le Mans. That tag maybe does Ferrari, a regular protagonist in the class in recent times, a disservice.
But it had been a long time since the Italian manufacturer went toe to toe with Ford for honours in the 24 Hours. Fords return to Le Mans was always going to be a dominant storyline. Nobody knew before Le Mans what Fords chances really were.
But there were suspicions it had something up its sleeve no way had a programme with such a high level of investment, and the sort of corporate pressure that comes with it, produced a new car as average as its test-day pace suggested. Of course it hadnt. First qualifying showed as much five seconds found, just like that, and pole a one-two!
Humbled but not out of the picture. And that level was so high that even a Balance of Performance change between qualifying and the race unprecedented in the WEC era failed to bring the two marques back within touching distance of the rest of the field. What a script, said Sebastien Bourdais. Ferrari versus Ford all over again, 50 years later.
Its so good to be part of it. Emerging as victors, they were central characters. A jumbled opening couple of hours, thanks to the early rain, dropped the 68 and 69 Fords from the front row into the middle of the GT pack, but it wasnt long before Richard Westbrook had the 69 in the lead, and Muller made up plenty of ground in the pole-claiming 68 as well.
The 69s stint in the lead was a short one,. An unfancied pick, having only qualified ninth, there was little to suggest that victory was on the cards for the car during the opening couple of hours of the race as the Porsches swarmed into a formation at the front. For the final laps, the lead of the class was controlled by two cars the 68 Ford and the 82 Risi Competizione Ferrari. Having been unable to match the works Ferraris, let alone Ford, in qualifying, Risi produced a gallant effort in the race to keep the 68 crew guessing until the final three hours.
And Risi didnt just hang in there. With Giancarlo Fisichella magnificent, it directly took the fight to Ford. As the performance disparity neutered half the field and the factory Ferraris hit problems early on, the efforts of Fisichella, Toni Vilander and Matteo Malucelli saved the GTE fight from a dull whitewash.
There was no doubt that the 68 Ford was the quicker car on raw pace, but that attribute only gets you so far in hour racing. What Risi demonstrated was genuine endurance. The Ferrari persistently dogged the two lead Fords in the early hours and split them in the sixth when Malucelli passed Scott Dixon, who struggled to get up to speed early in his stints in the 69 car as he acclimatised himself with a new car and a new circuit, having missed the test day. As the 69 Ford slipped further back, Risi hounded the 68 relentlessly.
The Ferrari fell almost half a minute behind the result of an unfortunate bit of slow-zone timing as the race moved into the night, but then vaulted into the lead when the Ford stopped just before the deployment of a safety car in the 10th hour.
Another safety car in the next hour bumped the Ferrari lead up to a minute. At this phase of the race, the 69 had cycled back in front of the sister Ford thanks to a brake change for the But it was still the 68 car that looked most dangerous.
While Westbrook and Briscoe chipped away at Vilander and Malucelli in consecutive hours in the 69, the excellent Hand triple-stinted in the 68 and moved into second, a minute and a half off the lead, when the 69 required its own brake change in hour A stellar service from Risi meant the Ferrari trio managed to maintain the lead as dawn broke, and thereafter Vilander helped cement its victory credentials by withstanding Bourdais.
Then, when the Frenchman handed over to Muller, an electronics failure meant the Ford GTs engine couldnt be switched off for the refuelling and a drivethrough penalty was dished out. This is when the true pace of the Ford was arguably revealed. The penalty, picked up with six or so hours remaining, cost the 68 more than half a minute, but Muller obliterated Malucellis advantage in the next hour.
When Muller moved aside for Hand, the American continued that fine work to pass Malucelli and edge clear with four hours to go. While the Ferraris resistance was broken, that did not remove it from the picture entirely but. Ferrari worked its way into a prime position to pounce. Entre ellos, destaca el nombre de Carlos Sainz Jr. Estoy en ese proceso.
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Twingo R2 en su sede de Madrid. Marcos De Diego. Tuvo muchos problemas con su coche que le impidieron demostrar su verdadero nivel en Valencia.
Navarro, a Villanueva, a Novalak, a Palomeras, a Mesalles, a Vela, a Carvalho, a Esteban, a Deyres, a Rodrigo, a Morera, a Martin, a Milan, a 1 vuelta. Palomeras, a 6. Villanueva, a 6. Milan, a 7. Mesalles, a 7. Suria, a Signes, a Navarro, a 2 vueltas. Texto y fotos: Esteban Delgado. Sebastian Loeb. Jari-Matti Latvala. En cualquier caso nos alegramos que no le pasara nada en su accidente en el «shakedown». Seb embarcados en su duelo particular. Quesnel se mantuvo mudo ante el incidente entre Hirvonen y Loeb, que dejaba las cosas en clara ventaja para su protegido.
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