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The Debate Continues

After a two-day official test, a twelve hour endurance race, and two sessions of free practice, the debate over the disparity between the pace of the LMP2 category (and especially the HPD entrants) and the other classes shows no sign of diminishing, or changing.

Just to clear one aspect of the discussion that has been running fairly rife on some of the Internet forums. There is the question of the downforce settings that the RML AD Group HPD and the similar Strakka Racing car have been employing here at Paul Ricard. From the comfort of their armchairs, several pundits have suggested that the teams have been using an unnecessarily high front downforce configuration, and extrapolating from this that the teams are "sandbagging". It is true that there are two aero configurations available for the HPD ARX - one higher downforce than the other, and distinguished by single or double dive-planes fitted to either side of the car below the headlights. Both options have been homologated by the ACO, but one - the single-plane lower downforce setting - has been homologated only for use at Le Mans. The twin-plane configuration is therefore the only aero package that the cars can fit at other circuits this season.

Thomas Erdos, RML AD Group. Photo: Peter May, DailysportscarThe situation is a compromise, and perhaps not always ideal. Given the choice, a lower front aero might be preferable for use at Paul Ricard, but that same configuration would be far less suited to the other circuits the Le Mans Series visits this season, especially Spa.

The other element to this issue is the overall aerodynamic efficiency of the Wirth Research-designed HPD. Even with the higher-downforce aero in place, the car still generates very low drag, and given a release of power from the V6 twin-turbo engine, it would still be capable of a representative top-end speed - and one that would allow it to compete on equal terms with the other cars on the circuit.

The only adjustments available to the teams relate to the back of the car, where the angle of attack of the rear wing can be changed. "There is no way this is a high downforce setting," insists Phil Barker, the Team Manager at RML. "We're running a medium downforce configuration, but what you also have to take into account is that this is a very efficient package. The issue we have here is simply one of power."

Unfortunately, as was proven again yesterday,. the current restrictor size is pinning the output of the V6 to a figure below 450 bhp, while the team's competitors admit to having more than 480 bhp available. To see an LMP2 car, entered by one (or other) of the two most professional teams in the Series, struggling to keep up with a GTE-Am Porsche along the straights starts to draw into question the sporting principles of the Series. It is more than merely frustrating, it is inherently wrong.

RML AD Group HPD, Le Mans Series, Round 1, Paul Ricard. Photo: Marcus Potts

Saturday Free Practice

The third session of Free Practice got under way at nine on Saturday morning, with Le Castellet again showing its bright and sunny South of France aspect. There were also some spectators in the modest public enclosures, although not many. They were rewarded with a first real sighting of the new Aston Martin LMP1 prototype, which only completed a single lap on Friday before a misfire sent it stuttering back to the pitlane. Another late night session by the AMR engineers appeared to have sorted out the engine issue, and the befinned AMR-One was out and setting times from early on Saturday morning. Harold Primat posted a best of 1:55.170 within ten minutes to position the new car tenth overall.

Tommy went out for a brief series of installation laps before handing over to Mike Newton. As the current situation persists, there is little to be gained by attempting to fine-tune a set-up that is compromised by a lack of pace, and while the handling is superb, achieving a representative lap time cannot truthfully be achieved. Instead the team has been concentrating on familiarising all three drivers with the HPD, and giving Mike and Ben as much cockpit time as the hour-long sessions will permit.

As previously, the Oreca 03 cars topped the early LMP2 times, with the #46 fourth overall, ahead of the #45, with the Greaves Zytek third quickest. Jonny Kane posted an early sixth-quickest in class, with Mike Newton running ninth. Half-way through the session and Mike returned to the pits, just as another car was crawling slowly back along the Mistral. "Is it slower than us?" was Mike's query. Phil confirmed that the white flags were not being waved for his benefit. Once back at the pits, Mike swapped places with Ben, and the #36 headed out again for another series of familiarisation laps, before Tommy took over once again for the final ten minutes.

RML AD Group HPD, Le Mans Series, Round 1, Paul Ricard. Photo: Marcus Potts

By close of session the TDS Oreca had established, once again, its precedence over the rest of the LMP2 field, to the tune of a full second. The next four were covered by just half a second, and then the Strakka racing HPD claimed sixth in class, a full three seconds further down the field, but only half a second clear of Tommy's best in the RML #36.

In LMP1, the new AMR-One finished the hour eleventh overall, with 1:53.399 being good to slot the Gulf-liveried car in between Strakka and the lead FLM car, the Genoa Racing #93. Topping the times was the #12 Rebellion Toyota, with the ASM Quifel Zytek second (Miguel Amaral doing most of the running, and Olivier Pla's best set early in the period), and then the Pescarolo third.

In GT, the honours ahead of qualifying went to the Young Driver Aston Martin Vantage (1:58.262) with the IMSA Performance Porsche #76 narrowly edging the Felbermayr Porsche #77 into third.

LMP2 Times, Session 3

 #
 o/a
 Team  Car  Drivers
Session 3
1 46
5
TDS Racing Oreca 03 Nissan Beche, Thiret, Firth
01:49.206
2
41
6
Greaves Motorsport Zytek 09S Ojjeh, Greaves, Kimber-Smith
01:50.208
3 40
7
Race Performance Oreca 03 Judd Frey, Meichtry, Ebbesvik
01:50.388
4
45
8
Boutsen Energy Oreca 03 Nissan Kraihamer, de Crem
01:50.617
5 39
9
Pecon Racing Lola B11/40 Judd Companc, Russo, Kaffer
01:50.759
6 42
10
Strakka Racing HPD ARX -01d Leventis, Watts, Kane
01:53.360
1
93
12
Genoa Racing Oreca FLM Petersen, Julian, Zugel
01:53.453
7 36
13
RML AD Group HPD ARX -01d Erdos, Newton, Collins
01:53.825
2
92
14
Neil Garner M'sport Oreca FLM Keen, Keating, Hartshorne
01:55.000
8
43
15
Team RLR MG Lola EX-265 Garofall, Phillips, Gates
01:55.157
3
95
16
Pegasus Racing Oreca FLM Schultis, Simon, Schell
01:56.070
9
39
17
Extreme Limite Norma Judd Rosier, Luco, Basso
01:56.551
4
99
18
JMB Racing Oreca FLM Rodrigues, Misslin, Mennahem
01:57.596
5
91
33
Hope Polevision Oreca FLM Moro, Marroc, Shan Qi
No Time

Perhaps one of the most vital documents published after the third practice session is the one that reveals the speed trap figures for the circuit. All the timing data can be downloaded from the Le Mans Series website, by visiting the "Live Timing and Results" pages. The Free Practice 3 document is also available here.

The highest pass from any car came from the Pescarolo Judd #16, setting an outright best of 300.8 kph. The top speed set by the quickest car in LMP2, the #41 Greaves Motorsport Zytek, is an impressive 282.0 kph. The second fastest, the TDS Racing Oreca 03, clocked 277.6 kph. The top speed set by one of the Formula Le Mans cars is recorded as 272.7 kph, while the fastest GT car was 272.0 from the #88 Felbermayr Porsche. By comparison, the Strakka Racing could achieve a best of 266.7, and the RML HPD managed 265.4 kph. The two HPDs were 26th and 28th fastest overall, respectively, out of 34 cars.

TDS Oreca 03In other words, the HPD cars are nearly 20 kph slower along the straights than the class leaders, and still eight to ten kph slower than the leading GT cars.

This translates into an interesting scenario when overall lap times are compared. The TDS Oreca #46 is a full second clear of the rest in LMP2, although the next four can be covered by roughly half a second. That time from the #46 is 2.3 seconds slower than the fastest outright - the Rebellion Racing Lola Toyota on 1:46.810.

In effect, this is the established difference between the top two classes in the Le Mans Series. Yet the quickest HPD chassis (this morning the #42 Strakka Racing) was a full 4.1 seconds shy of the Oreca's time. More, then, than the distinction between the P1 and P2 prototype classes and (as one journalist has already suggested) rendering the HPD chassis, in effect, LMP2-bis.

Qualifying

GTE
Qualifying for Round 1 of the 2011 Le Mans Series began at 13:45 CET, with the classes split as usual into prototypes and GT cars. The GT-Pro and GTE-Am cars were out first, in theory, but it was a very slow start,with hardly anyone seeming keen to take to the track. It was almost two minutes into a brief twenty-minute session before the first of the cars emerged - the AF Corse F430 #61.

Eight minutes into the period and Alan Simonsen held provisional pole in the Hankook F458. The new Ferrari had been consistently quickest in the free practice sessions, and also the loudest of the new breed, until session three, when all the others followed suit and changed the exhaust systems. Now, in qualifying, all the 458s are making the same rorty bellow as they hammer down the pit straight.

With ten minutes gone, Simonsen had been pipped by Bruni in the similar, but red, #51 AF Corse F458 Italia, posting 1:59.232. Simonsen then pitted. Fastest in GTE-Pro at this stage was the #67 IMSA Performance Porsche with Armindo in the cockpit.

With five minutes remaining, the timing screen started to sort itself out into two defined halves, as the remaining Pro drivers made their mark. Enge's first flyer in the #86 Aston Martin Vantage slotted neatly into second, just a tenth or so shy of Bruni on his first pass. Meanwhile, Rob Bell had popped in at third in the yellow JMW F458. The surprise was that the Porsches, which had seemed so impressive in practice, were nowhere near pole when the laptimes really counted.

So, final order in GTE was #51 (1:58.522, Bruni) from #86 (1:58.775, Enge) with Bell #86 third (1:59.119). Fourth went to Vilander in the #71 AF Corse Ferrari (1:50.144) and Simonsen fifth (1:59.244). The first of the Porsches, the #75 Prospeed car set 6th (also 1:59.244) just ahead of the quickest of the Am cars; the #67 IMSA Performance Porsche (1:59.370).

Paul Ricard Qualifying. Photo: David StephensLMP
After a five minute break, the prototype qualifying began. With a wave of the green flag, the first of the LMPs took to the track, but it would be more than two minutes before anyone started a flying lap. A string of Formula Le Mans cars were there to the fore, and the AMR-One was also among the first group, but Tommy Erdos in the RML HPD hung back in the pitlane, biding his time.

Phil Keen in the Neil Garner Motorsport #91 was first to set a time, briefly holding quickest overall, until the first of the P2 cars swept through - the #46 TDS Racing Oreca. Stefan Mucke in the 009 Aston set his first time, but could only manage fourth, the AMR-One looking fairly ragged through the corners.

With eleven minutes remaining, Tommy finally emerged from the pitlane. Danny Watts, strapped into the Strakka HPD, was still waiting.

Paul Ricard Qualifying. Photo: David StephensHalf-way, and provisional pole to the #46, with Boullion second in the #13 Rebellion, the #45 Oreca third, the #39 Lola fourth, and then the 009 Aston. Tommy, meanwhile, had encountered a problem with the HPD, and the fuel pump appeared to have stopped functioning.

Following instructions from the pits, Tommy changed various setting to try and get the pump working again, but still nothing, so he returned at tickover to the pits - no time set.

With six minutes left, Danny Watts steered the Strakka HPD out on circuit - time for two flying laps at best. Out at the pointy end, Manu Collard popped into provisional pole with a best of 1:47.374 for the #16 Pescarolo, three-tenths clear of Jani in the #12 Rebellion, and third to Pla in the #20, although the ASM driver had endured a heavily baulked lap.

In the pits, Rick Perry and his crew, under Phil Barker's direction, were fighting to get one of the car's fuel pump working properly, but struggled in the time remaining. Watts' first time, a 1:55.052, was 16th overall.

Last lap, and Jani flies through with a 1:46.783 to reclaim pole. Danny Watts' second and last flyer, a 1:53.582, pushed the HPD up to 13th - last of the LMP2 cars to set a time. No time from Tommy, and a back-row start for tomorrow's race.

Qualifying

 #
 o/a
 Team  Car  Drivers
Qualifying
1
12
1
Rebellion Lola B10/60 Toyota Jani, Prost
01:46.783
2
16
2
Pescarolo Pescarolo Judd Collard, Tinseau, Jousse
01:47.025
3
20
3
Quifel ASM Zytek 09SC Pla, Amaral
01:47.231
4
13
4
Rebellion Lola B10/60 Toyota Belicchi, Boullion
01:48.491
1
46
5
TDS Racing Oreca 03 Nissan Beche, Thiret, Firth
01:48.928
4
45
6
Boutsen Energy Oreca 03 Nissan Kraihamer, de Crem
01:49.692
2
41
7
Greaves Motorsport Zytek 09S Ojjeh, Greaves, Kimber-Smith
01:50.008
3
40
8
Race Performance Oreca 03 Judd Frey, Meichtry, Ebbesvik
01:50.356
5
39
9
Pecon Racing Lola B11/40 Judd Companc, Russo, Kaffer
01:51.744
9
39
10
Extreme Limite Norma Judd Rosier, Luco, Basso
01:52.158
5
009
11
Aston Martin Racing AMR-One Mucke, Turner, Primat
01:52.267
8
43
12
Team RLR MG Lola EX-265 Garofall, Phillips, Gates
01:53.414
6
42
13
Strakka Racing HPD ARX -01d Leventis, Watts, Kane
01:53.582
5
91
14
Hope Polevision Oreca FLM Moro, Marroc, Shan Qi
01:53.659
1
93
15
Genoa Racing Oreca FLM Petersen, Julian, Zugel
01:54.044
2
92
16
Neil Garner M'sport Oreca FLM Keen, Keating, Hartshorne
01:54.081
3
95
17
Pegasus Racing Oreca FLM Schultis, Simon, Schell
01:55.829
4
99
18
JMB Racing Oreca FLM Rodrigues, Misslin, Mennahem
01:56.806
7
36
34
RML AD Group HPD ARX -01d Erdos, Newton, Collins
No Time

Tyre Manufacturer denoted by:
Dunlop
Michelin
 
LMP1

For further high-resolution images, please see the Paul Ricard Race Gallery.

Le Mans Series 2011

Round 1 - Paul Ricard
March 31st - April 3rd 2011

Saturday 2nd April

RML AD Group HPD, Paul Ricard 2011

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Aston Martin AMR-One, Paul Ricard. Photo: Marcus Potts

 

TDS Oreca 03

 

 

 

 

 

Strakka Racing HPD, Paul Ricard. Photo: Marcus Potts

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Ben Collins, RML AD Group, Paul Ricard. Photo: David Downes

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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