Peugeot se lleva la victoria en los 1.000 km de Spa

Just a few weeks ahead of the 24 Hours of Le Mans, Peugeot recorded an encouraging one-two at Spa-Francorchamps, after an enthralling six-hour race. Alexander Wurz, Anthony Davidson and Marc Gen� clinched the win in the No.7 car ahead of car No.8�s drivers, Franck Montagny, St�phane Sarrazin and Nicolas Minassian, who had started back in 48th position on the grid. Team Peugeot Total thus took another giant step forward in its preparation for Le Mans.

With 34,600 spectators watching Saturday�s race at Spa-Francorchamps, the Peugeot 908s lined up well down the starting grid, but as soon as the race got underway, all three Team Peugeot Total cars showed they were not content to sit back. From 12th place, Alexander Wurz, in the Peugeot No.7, moved up to 3rd at the end of the first lap! Meanwhile, S�bastien Bourdais moved up to 4th spot in car No.9 and Franck Montagny, who started in 48th position, overtook an incredible 38 cars in one lap!



Alexander Wurz was flying as he grabbed second spot thirty minutes into the race. The Austrian then closed right up on the tail of race leader Lotterer in his Audi R18 and managed to get past him just before the first refuelling pit stop after a superb overtaking manoeuvre in traffic.

Things were going as well for his team-mates with S�bastien Bourdais, who handed over the No.9 Peugeot 908 to Pedro Lamy with the car in 4th position Meanwhile, Franck Montagny was lapping in a superb 5th place as he handed over to St�phane Sarrazin.

The three Peugeots at the front
The race gradually took shape and the consistency of the Peugeots enabled the three 908s to hold the top three positions after 2.5 hours of racing, showing their competitiveness. Anthony Davidson, Pedro Lamy and St�phane Sarrazin maintained an unrelentingly high tempo, thus widening the gap to their rivals.

The Peugeot 908 No.7 held onto first place until the next round of refuelling pit stops. Marc Gen�, and then Alexander Wurz again, just kept on pushing right to the end of the six hours of racing, without experiencing any issues.

Behind them, the scrap for the remaining podium places was intense. Pedro Lamy was the only driver to complete three stints. The Portuguese driver made a costly error at the end of his stint, allowing the Peugeot No.8 to take second place. Simon Pagenaud took over from Lamy but had to come into the pits 30 minutes from the end to change the front right stub-axle. The driver team of Bourdais-Lamy-Pagenaud finished eighth, but also claimed the fastest race lap.


Fifth win at Spa-Francorchamps for Peugeot
After six hours of intensive racing, Team Peugeot Total secured an important one-two perfect preparation for this year�s 24 Hours of Le Mans. So, for the fifth year running, a Peugeot wins the 1.000 Kilometres of Spa-Francorchamps. Alexander Wurz, Anthony Davidson and Marc Gen� will go down in the record books as the first drivers to win a race in the new Peugeot 908. �What perfect timing for this, our fifth consecutive win at Spa, the first victory of the Peugeot 908 and our first win of the season in ILMC�, commented Olivier Quesnel, Director of Peugeot Sport. �Practice sessions and tests are there to test the cars and not necessarily to produce performances; the race itself is a more representative test. The race went just as we had planned. We were reliable and performed well, whilst also managing fuel consumption and tyre wear. We have won a round without being favourites, but we still have a huge mountain to climb.�

Thanks to this second one-two in ILMC, Peugeot has extended its lead in the Constructors� standings. Team Peugeot Total has also moved to the top of the teams� standings.

Fourth on the starting grid, Team Oreca-Matmut�s Peugeot 908 HDi FAP finished 10th with its driver team of Duval-Lapierre-Panis.

Quotes
Bruno Famin, Peugeot SportTechnical Director: �The test day at Le Mans in April was a real working session for us, we completed our programme without paying any attention to our rivals. It was the same thing here during free practice. Our aim for the Spa race was very much the same: prepare for Le Mans, but here there was also a race at stake. We had to get a good result. We weren�t sure whether we�d be able to go after the win, but we worked as hard as we could and the result came of its own accord, thanks to the fine performances of our drivers. This result is a boost for the confidence of the team, but our confidence is contained and reasoned, because the gaps are small. Le Mans will still be a difficult and complicated race.�

Alexander Wurz, Peugeot 908 No.7: �My first stint went very well. I quickly realised how well our car was performing. When I saw that we were the quickest on the track that really motivated me. Whilst also looking after my tyres, I put my rivals under pressure and managed to take the lead! From that point onwards, everything went perfectly. This is an important win in our preparations for the Le Mans 24 Hours.�

Anthony Davidson, Peugeot 908 No.7: �When I saw the pace set by Alex, I realised we had a car that could win the race. It was very comfortable to driver and this is a track that I really like. My engineer asked me to push 100%, which is what I did. We had a good strategy, and we didn�t have any issues at all. It�s very positive before Le Mans.�

Marc Gen�, Peugeot 908 No.7: �The main thing we have learned from this race is that the Le Mans 24 Hours is going to be a very hotly contested race. It looks set to be the most open race in the last five years. This is a great result, but Spa is nothing like Le Mans. We showed, however, how good and reliable the car is today.�

Franck Montagny, Peugeot 908 No.8: �My stint was complicated because I had to overtake a lot of cars. I couldn�t drive at the same pace as the others due to the traffic and I used up the tyres quite a bit, so the balance was odd at the end of the stint.�

St�phane Sarrazin, Peugeot 908 No.8: �I am pleased with my two stints. The balance of the car is good and constant. The safety car period lost us around forty seconds, but in the end, I pretty much made up the time lost on the track. We have made a lot of changes to the car throughout the week. This result means we head for Le Mans even more motivated than before.�

Nicolas Minassian, Peugeot 908 No.8: �We all had slightly different set-ups, but we managed to preserve our tyres very well. We have collected valuable information for the Le Mans 24 Hours. After complicated qualifying, we are back at the front again.�

S�bastien Bourdais, Peugeot 908 No.9: �We were expecting to be able to move up the field once the race got underway, but it was a pleasant surprise to see we were keeping pace with our main rivals. I started on soft tyres, so I had to be easy on them to complete two stints on the same set of tyres.�

Pedro Lamy, Peugeot 908 No.9: �There was a lot of traffic on the track, so when you have a clear lap, you take risks and push hard. That�s what I did, and I went off. It�s a shame because we were looking good for a one-two-three. This is a test race for Le Mans; we need to learn from our mistakes and take the positives from our experiences.�

Simon Pagenaud, Peugeot 908 No.9: �I gave my all to finish on the podium. It was looking good, but unfortunately, we had a small technical issue. It�s a shame as our car was really good, as proven by the fastest race lap we set at the end of the race. All of that is encouraging for Le Mans.�


Final standings for the 1.000 Kilometres of Spa-Francorchamps, 2nd round of the ILMC:
1. Peugeot 908 No.7, (Davidson, Gen�, Wurz), 161 laps in 6 hrs 02�03��799
2. Peugeot 908 No.8, (Sarrazin, Montagny, Minassian), + 42��965
3. Audi R18 TDI, (Capello, McNish, Kristensen) +1 lap
4. Audi R18 TDI, (Dumas, Bernhard, Rockenfeller) +2 laps
5. Audi R18 TDI, (Fassler, Lotterer, Treluyer) +3 laps
6. Pescarolo Judd, (Collard, Tinseau, Jousse) +5 laps
7. Lola Toyota, (Jani, Prost) +5 laps
8. Peugeot 908 no.9, (Lamy, Bourdais, Pagenaud), +6 laps
9. Lola Toyota, (Belicchi, Boullion) +6 laps
10. Peugeot 908 HDi FAP Oreca, (Lapierre, Duval, Panis) +9 laps

Intercontinental Le Mans Cup standings:

Manufacturers:
1. Peugeot, 55 points
2. Audi, 38 points

Teams:
1. Team Peugeot Total, 27 points
2. Audi Sport Team Joest, 19 points
3. Team Oreca-Matmut, 18 points
4. Rebellion Racing, 12 points

| Peugeot

Tercera plaza del AUDI R18 TDI en Spa

Audi Sport Team Joest experienced a roller-coaster ride of emotions on the new Audi R18 TDI�s race debut at Spa-Francorchamps (Belgium): After a perfect qualifying session and a great showing in the early phases of the race the three Audi R18 TDI cars occupied positions three, four and five.

At the beginning of the race the 34,600 spectators saw a strong performance of the new LMP1 sports car of AUDI AG. Andr� Lotterer took the lead at the start and defended it almost up to his first pit stop. Timo Bernhard, who had started from pole, and Allan McNish (despite a spin on the first lap) were part of the action at the front of the field during the first hour as well and fought some thrilling duels with their rivals in heavy traffic.



However, a number of minor incidents, which in total had major effects, caused all three Audi R18 TDI cars to lose ground. Andr� Lotterer, who had a clear lead in the early phase, had to be pushed backward at his first pit stop and lost valuable time in the process. His team-mate Beno�t Tr�luyer had to make an unscheduled stop after picking up an unusually large piece of rubber on his front left-hand tyre. Shortly afterwards the same problem occurred again, causing the Frenchman to slide into the gravel trap and lose two laps. Marcel F�ssler subsequently complained about a car that was too demanding to drive - he, too, was struggling with rubber �pick-up�. In the end, the Audi R18 TDI designated as car number "2" finished fifth.

Timo Bernhard, who had started from pole position, suffered misfortune as well. The rear of his car was touched by another vehicle in the fast "Blanchimont" sector. The rear hood and the diffuser were damaged in the incident. Romain Dumas and Mike Rockenfeller were subsequently struggling with handling difficulties in left- and right-hand turns. Like the other two Audi R18 TDI vehicles car number "1" had to make a brief refuelling stop shortly before the finish. With a two-lap gap Bernhard/Dumas/Rockenfeller came fourth.

The first podium result for the new Audi R18 TDI was clinched by Dindo Capello, Tom Kristensen and Allan McNish who, like last year, took third place in the Le Mans "dress rehearsal" at Spa. While a spin by Allan McNish on the opening lap had no consequences as the Scotsman quickly made up ground at the front of the field from 16th place, Dindo Capello in his stint accidentally activated the speed limiter for the pit lane and thus lost 20 seconds. After adjusting the inflation pressure of the front tyres, Tom Kristensen was on the advance in the final phase: The Le Mans record winner was already setting his sights on the second-placed Peugeot when one hour before the finish, the left rear tyre was suddenly lost air which forced him to make an unscheduled pit stop. With a one-lap gap, Capello/Kristensen/McNish ultimately finished in third place.

Quotes after the race
Dr. Wolfgang Ullrich (Head of Audi Motorsport): "Naturally, the result of the race at Spa is disappointing for us because the Audi R18 TDI was clearly beaten below its potential on its debut. We were on a par with Peugeot in terms of pure speed but there were simply too many small things that went wrong - unfortunately with all three cars. That was certainly frustrating. We�ll take home the positive findings of having a fast car that we�ll have to make better use of though. We�ve learned a lot today in racing conditions. Now we�ve got to put these findings into action before Le Mans."

Dindo Capello (Audi R18 TDI #3): "It was a difficult race for me. On my first stint I was really struggling with the car. The front didn�t have any bite at all. I had the feeling that there was way too little downforce or a lot of pick-up on the front tyres. It was strange that the car was suddenly feeling normal again towards the end of my second stint. That was a bit confusing."


Tom Kristensen (Audi R18 TDI #3): "That was an action-packed weekend. We had a few problems in the race at first. But the car kept getting better after we adjusted the tyre pressure. I was on the advance when I started suffering a slow puncture. Unfortunately, I had to drive a whole lap with this handicap but managed to bring the car to the pits safely. That wasn�t easy but (our engineer) Howden (Haynes) did a fantastic job and kept telling me the pressure levels over the radio. Still, the slow puncture destroyed our race because towards the end we had to make an additional pit stop to refuel. That I was �kissed� by a GT vehicle just about at the same time I had the flat tyre almost made no difference."

Allan McNish (Audi R18 TDI #3): "A podium is always a good result, also with a view toward the championship. But to be honest: It�s a bit frustrating dropping to third place after starting from one, two and three on the grid due to minor problems. The Audi R18 TDI was competitive at its first race from the outset. It was a very close battle between us and Peugeot during some of the phases. Unfortunately, in the end it didn�t turn out in our favour."

Timo Bernhard (Audi R18 TDI #1): "That was a very tough race today. The positive thing about it is that we can take a lot of things with us with respect to Le Mans because it was a test in racing conditions. Our car was lacking a bit of racing luck today. That was a shame because in the beginning I was definitely in contention. I was running in second or third place the whole time, everything was good. But then an LMP2 unfortunately touched the rear of my car, which damaged the rear hood. Things like this can happen in a field of 55 cars."

Romain Dumas (Audi R18 TDI #1): "That was a pretty crazy day. We were strong throughout the weekend. Qualifying was great and we were running really well for the first hour and a half of the race. We had a fantastic battle with our main rival. Unfortunately, we lost ground due a lot of small things which made the difference in the end. The race at Spa didn�t go well for us. Last year it was similar here � but instead Le Mans was all the better."

Mike Rockenfeller (Audi R18 TDI #1): "We had pretty high expectations before the race. Timo (Bernhard) fought a great battle at the beginning. Up to the incident with the LMP things were looking really good. We changed the rear hood but decided against replacing the whole rear body part although the damage was more extensive. That made the car extremely difficult to drive for Romain (Dumas) and me. Actually, we were just rolling around. I still tried to save diesel fuel but that didn�t really work out either. The positive thing is that we�ve learned a lot. And we were competitive. If we eliminate the mistakes for Le Mans our prospects should be pretty good."

Marcel F�ssler (Audi R18 TDI #2): "My car had oversteer. The aerodynamic balance had shifted somehow. The second stint in particular was difficult. I had three hairy moments, one in Blanchimont and two in Eau Rouge. That forced me to realize that it didn�t make any sense to continue to attack. In the end, I reduced my pace. There was no danger from behind and there was nothing I could do to push forward. For me, it was simply important to bring the car home."

Andr� Lotterer (Audi R18 TDI #2): "The start was great. I had a good lead. Things were beginning to get more difficult when the tyres started becoming more slippery. That allowed the others to come closer again. The fight with the Peugeot was pretty nice. At the pit stop we lost some time because we had to push the car back. I was able to attack again afterwards and make up some ground to the Peugeot. But �Ben� subsequently suffered a huge amount of misfortune with some really strange things. Twice he had an enormous amount of pick-up on his tyres. We�ve still got to get a handle on a large number of minor issues before Le Mans to be well set there."

Beno�t Tr�luyer (Audi R18 TDI #2): "The car was really good before we started having the pick-up problem. I had to make an unscheduled pit stop and shortly afterward it happened again. The pick-up was probably due to the fact that we had to overtake the GT cars off the racing line. I really don�t know though. We�ll find out and come up with a solution. The good thing is that the car is fast. I was almost always able to close the gap to the Peugeots when things were going normal. Naturally, it would have been nice to win thin this race. But our goal is Le Mans - we�ve got to continue to concentrate on that."

Ralf J�ttner (Technical Director Audi Sport Team Joest): "We had higher expectations of this race but encountered a lot of strange problems: incidents of body contact, pick-up on the tyres and things like that. Mechanically, the cars held up. Still, we collected a long list for Le Mans today which we�ve got to check off. That was a championship round that we would have liked to have won. The Peugeots were quick and had no unusual issues. We�ve still got quite a few things to do."

Results
1 Gen�/Wurz/Davidson (Peugeot) 161 laps in 6h 02m 03.799s
2 Montagny/Sarrazin/Minassian (Peugeot) + 42.965s
3 Capello/Kristensen/McNish (Audi R18 TDI) - 1 lap
4 Bernhard/Dumas/Rockenfeller (Audi R18 TDI) - 2 laps
5 F�ssler/Lotterer/Tr�luyer (Audi R18 TDI) - 3 laps
6 Collard/Tinseau/Jousse (Pescarolo-Judd) - 5 laps
7 Jani/Prost (Lola-Toyota) - 5 laps
8 Lamy/Bourdais/Pagenaud (Peugeot) - 6 laps
9 Belicchi/Boullion (Lola-Toyota) - 6 laps
10 Lapierre/Duval/Panis (Peugeot) - 9 laps

| Audi

Nuevas aplicaciones de Audi para los amantes de los deportes del motor

The 2011 version of the "Audi Sport" App for both the iPhone and iPod Touch is available as an update to download for free from the App Store in time for the Audi R18 TDI prototype�s race debut in the Intercontinental Le Mans Cup (ILMC) at Spa this weekend. The App gives journalists and fans the opportunity to be permanently up-to-date even when they are travelling.

In 2010 race reports, results, photos, sound bites and videos were already standard content for the Audi Sport App, which can now claim more than 40,000 downloads. The latest version is not only adapted to suit the brand�s new motorsport look. It also offers numerous new functions and features such as an expanded�Live Ticker�that actually shows which driver is at the wheel during endurance races, 360 degree images of the race cars, interactive introductions to the race tracks and wallpapers. Accredited media representatives can take part in the popular Audi DTM sweepstakes when on the move, view media appointments and order TV footage. The App was also adapted to the iPhone�s retina display.


Audi is also a step ahead of the competition on the popular iPad: a digital "Audi Express" iPad edition, which reviews the race weekend and also delivers a look behind the scenes of Audi�s multifaceted motorsport program, is published after every DTM and Intercontinental Le Mans Cup (ILMC) race. The "Audi Express" displays media information released by Audi Communications Motorsport in multimedia format and should supply journalists with stimulus for their own reports. The digital "Audi Express", which is published every Tuesday after a race, is also available to download for free for all motorsport fans.

Like the race cars, both Apps are developed throughout the season and new features made available for users in the form of updates via the App Store.

The direct link to both Apps in the App Store:

Audi Sport (iPhone/iPod Touch)
http://itunes.apple.com/de/app/audi-sport/id368185612?mt=8

Audi Express (iPad)
http://itunes.apple.com/de/app/audi-express/id418358501?mt=8

| Audi

McLaren desvela el equipo y el programa de desarrollo del MCLAREN MP4-12C GT3

McLaren GT, a new race car manufacturer which brings together the expertise of McLaren Racing, McLaren Automotive and CRS Racing, today unveiled its GT3 car and plans for a 2011 development programme.

The new McLaren MP4-12C GT3 will be the first McLaren car built for FIA GT series racing since the McLaren F1 GTR finished production in1997. The 12C GT3 is based on the new MP4-12C high-performance sports car and a team of engineers, designers and test drivers with vast experience in Formula 1 and GT racing has been assembled to undertake the process of adapting the carbon chassis-based 12C to racing specification.



Martin Whitmarsh, McLaren Group Chief Executive Officer said: �McLaren has racing in its blood and it was a natural step to take our MP4-12C road car and turn it into the most reliable, efficient and easy to drive GT3 car. Every car on the grid will have its performance balanced by race rules, meaning our objective must be to select a technical specification that ensures any driver is able to access the 12C GT3�s performance limit with ease.

�We have worked with CRS Racing to ensure the 12C�s design and development programme is as close as possible to one McLaren Racing would employ in developing a Formula 1 car. The team at CRS is well qualified to shape decisions in this area as they have an outstanding record in racing GT3 cars, and understand what is required to be successful in that level of competitive motorsport.

�In return, McLaren Racing is able to bring new levels of technology to GT3 racing. No other GT3 car in 2012 will be supplied with a road-car carbon chassis, or a steering wheel and other associated technology from a Formula 1 car.

�The 12C GT3 will be supplied with the 12C�s carbon MonoCell and the same steering wheel design employed by Lewis Hamilton in his MP4-24 Formula 1 car. Plus, we are working closely with Formula 1 suppliers past and present: Akebono, Mobil 1, McLaren Electronic Systems, Ricardo and Michelin for example. This blend of road car and Formula 1 technology and experience will be a great advantage to anyone racing a 12C GT3 in 2012.�

Drivers and FIA approved races confirmed for 2011
McLaren GT aims to deliver the highest quality, most reliable and most driveable car on the GT3 grid when 20 cars are delivered to privateer teams for racing in Europe in 2012. The unique combination of McLaren and CRS Racing�s technology and development methodology is matched by McLaren GT�s appointment of experienced and successful racing drivers to develop the 12C GT3 at challenging races over the 2011 season.

McLaren GT plans to debut the new MP4-12C GT3 at this season�s Blancpain Endurance Series race at Spain�s Circuito de Navarra, followed by Magny-Cours in France and Silverstone in England. As part of the development programme for the 12C GT3, McLaren GT also expects to enter the Total 24 Hours of Spa endurance race.

CRS Racing Team Principal Andrew Kirkaldy will be joined by 2010 Vodafone McLaren Mercedes test driver Oliver Turvey and Portuguese racing driver �lvaro Parente in the McLaren GT driver line-up for the 2011 development programme.

McLaren fans eager to see McLaren�s first GT racing car since the legendary McLaren F1 GTR can expect to see the new 12C GT3 driven up the famous Hill at Goodwood Festival of Speed from 01-03 July 2011.


McLaren MP4-12C GT3 development targets
McLaren GT comprises a team of designers, engineers and test drivers with vast experience in developing successful race and road cars. Marcus Waite, McLaren GT Chief Engineer, began his career working with the McLaren Formula 1 Simulation Group. A move onto the Formula 1 team where he was Senior Test Team Engineer for many years was then followed by his appointment to McLaren Automotive as Test Team Leader responsible for the new MP4-12C sports car. Combining practical experience of Formula 1 car development methodology and a deep understanding of the 12C road car�s technical specification is invaluable to McLaren GT.

Marcus Waite said: �We have defined the technical requirements for the 12C GT3 in the McLaren simulator and I am pleased to say that feedback from the three new drivers in the team means we can immediately focus on fine-tuning the set-up of the car, rather than address any fundamental changes.

�There is no substitute for having the 12C GT3 pound around the European circuits on which we plan to race, so that is exactly what we are doing. A varied circuit programme is vital. Circuito de Navarra in Spain is a great track: a mixture of slow and fast corners and long straights, meaning the new engine calibration we are testing has to undertake relentless accelerations from low speeds. A successful shakedown there means we are now confident of powertrain durability.

�We followed Navarra with a test session at Aut�dromo Internacional do Algarve in Portugal. The long, sweeping and fast bends of that circuit were a good test for the new oil tank we have designed for the 12C GT3. The oil is constantly moving and yet the new tank proved robust in that environment.

�These are just two examples of the way we will test every component of the 12C GT3 before delivering cars to race teams in 2012. I personally will not be satisfied until we have undertaken test programmes that significantly surpass the requirements of 3hr and 24hr endurance racing. We are committed to dealing with emerging issues that race teams often face in their first season running a new GT3 car and we will ensure our first customers receive a very reliable race car next season.�

Formula 1 simulator readies the new 12C GT3 for its track debut
On March 4th, virtually 30 years to the day that the world�s first carbon-based racing car, the McLaren MP4/1 was shaken down at Silverstone (March 5th 1981), the 12C GT3 also debuted at the UK circuit.

One week later, it took to the Circuito de Navarra in Spain for its first FIA circuit test. These shake down and test sessions followed months ofextensive testing on simulated versions of international race circuits including Silverstone, Circuit de Catalunya and Paul Ricard. In simulated tests, McLaren GT was able to fine-tune engine calibration, power steering, spring rates, weight distribution, gear ratios and differential settings.

Mark Williams, Head of Vehicle Engineering at McLaren Racing, said:�The new 12C GT3 was initially developed in the Simulator where we were able to fully explore the parameter space before defining the power, weight and downforce targets. We used Computational Fluid Dynamics (CFD) to develop the aerodynamic configuration and then tested the various map shapes in the McLaren Simulator, working with the McLaren Automotive simulation team to define the vehicle set-up and access the resultant driveability. Being able to review our aero package and car set-up using a simulator developed for Formula 1 prior to first track running is unique. No other GT3 car will have been specified using this level of technology.�

Following the Spanish shakedown session, Andrew Kirkaldy Team Principal at CRS Racing and McLaren GT Project Manager, said: �The performance of the car in Navarra was testament to the work we were able to do in the McLaren simulator in selecting the right set-up for the car. The virtual and real world versions of the 12C GT3 felt near-identical.

�The new aerodynamic body panels and features designed for the 12C GT3 are of outstanding quality and markedly increase the dynamic performance of the car. This level of quality can only be achieved using FE design analysis and knowing how best to apply carbon fibre. McLaren has this knowledge in abundance.

A new aerodynamics package produced entirely from carbon fibre has been developed by McLaren Racing in compliance with GT3 regulations, incorporating a new front splitter, door blade, rear wing, diffuser and louvres in the front fenders.

In partnership with McLaren Applied Technologies, McLaren GT plans to offer its clients the opportunity to develop their 12C GT3 using bespoke programmes in the McLaren Simulator. Chris Goodwin said: �The simulator is a huge competitive advantage to McLaren Racing in developing its Formula 1 cars and to McLaren Automotive in developing its future range of sports cars.

�We recognise that the teams racing the 12C GT3 next year will be ahead of their competitors if they are able to use a bespoke McLaren simulation programme throughout the race season. We plan to announce full details of the simulation programme available to 12C GT3 owners and other potential clients later this year.�


The McLaren MP4-12C: The essence of a race car
Racing experience and development tools have played a key part in readying the 12C GT3 for its 2011 race programme. But, before the racing car takes to the competitive grid, McLaren, in the form of McLaren Automotive set out to develop a high-performance sports car that set new standards for speed, handling, efficiency, braking and driveability: formed from an obsession for aerodynamic purity and lightweight engineering. Assets and goals that make the McLaren MP4-12C a perfect road car from which to develop a race-winning GT car.

Once plans were agreed to take the 12C racing, key members of McLaren Automotive�s design and engineering teams were eager to support this natural step at McLaren.

Mark Vinnels, McLaren Automotive Programme Director, said: �It was an obvious decision to take the 12C racing. From the early stages in the car�s development we were integrating key members of McLaren Racing into the road car development team and this blend of experience and skill, combined with a �can-do� attitude and desire to push what is technically possible, has led to both a great road car and a unique racing car. At the McLaren Technology Centre headquarters we walk past the McLaren F1 GTR that won Le Mans in �95 every day. Racing has changed since then, and we have no plans to develop a McLaren to win Le Mans outright again, but car number 59 is truly inspirational for us all.�

Frank Stephenson, McLaren Automotive Design Director, said: �Conceptually, the 12C road car and future McLaren road cars are �easy� cars to design. We strive for form that is driven by aerodynamic efficiency, and this rules out arguments over styling or unnecessary bodywork details that can easily become dated as fashions change. Our design team is passionate about designing cars that tell you what�s going on under the skin and remain relevant: we are an engineering company at heart and we shouldn�t hide that fact. That�s why supporting the development of the GT3 car was a great project to work on: the car needs more air to breathe and needs even greater downforce to hug the track. Yet it also has to quicken pulses as it goes about its business. The GT3 car really gets the heart racing!�

Under the McLaren Orange skin, the 12C GT3 shares the same 75kg carbon �MonoCell� chassis as the 12C road car. Since the modern McLaren was formed in 1981, the company has used only carbon fibre for the chassis construction of all its road and race cars: it was a natural choice for the heart of the MP4-12C. Lightweight construction and manufacturing innovation through Resin Transfer Moulding was a priority for the engineers and designers responsible for the 12C�s chassis. The result is a road car that, at1301kg, is the lightest in the �core� sector of the high-performance sports car market.

Andrew Kirkaldy said: �I believe the MP4-12C is an engineering masterpiece and that starts with its carbon chassis. A rigid chassis is hugely important to a racing driver. The McLaren MonoCell is unequalled as a safety cell, and our engineers can be sure that any changes made to the chassis set-up will have the desired effect because of its structural rigidity and predictability.

�The 12C is the first road car I have driven on a track and been truly overwhelmed by its dynamic performance. We have had to engineer certain aspects of our GT3 car to race specification, but I can�t think of a better place to start than the new 12C.�

CRS Racing to deliver on expectations of a new McLaren race car
The prevailing design concept of the new McLaren MP4-12C road car is �designed around the driver�, and this is just one example of McLaren�s uncompromising commitment to offering a new driving experience in road and race cars. CRS Racing Team Principal Andrew Kirkaldy brings a decade of GT-level racing experience to McLaren GT and, as the team�s project manager, Kirkaldy was able to specify the cockpit and other attributes of the 12C GT3 to ensure restrictions normally associated with GT3 race cars are removed from the McLaren.

Andrew Kirkaldy said: �CRS Racing is delighted to be working with McLaren. The expectations are high and rightly so. Together we share the passion for design, engineering innovation and racing success that will ensure the 12C GT3 is the most competitive in the series from 2012.

�When Martin Whitmarsh first approached CRS Racing I was delighted that his main objective for McLaren GT was to make the needs of customers and drivers an absolute priority. That message transcends everything we are now undertaking. The development programme will be rigorous to ensure reliability, the technical specification of the 12C GT3 will surpass rival cars due to the links we have with Formula 1 technology suppliers, build quality will reflect the high standards introduced in the 12C road car, and the maximum performance will be accessible to drivers of varied experience levels.

�Before McLaren GT, CRS was a customer of race car manufacturers. On occasion, it became accepted that GT cars are unreliable straight out of the box because manufacturers deliver cars before the technology is proven for racing. At McLaren GT we know expectations are higher. We want our customers to experience outstanding performance with metronomic reliability.

�Our combined experience means we can identify problems encountered previously by race teams or drivers and address them. In the cockpit of the 12C GT3 for example, we have ensured that the pedal position is exactly in line with the seating and steering wheel positions. The driving position in many GT3 cars is compromised by comparison.�

Specification and performance reflect McLaren expectations
Just as with the 12C road car, McLaren is working closely with specialist suppliers to deliver an innovative and lightweight car. The 3.8-litre McLaren V8 twin turbo �M838T� engine supplied in the road car also features in the 12C GT3, but de-tuned to 500 PS (from 600 PS) in order to provide optimum power for this performance-balanced race car.

The new MP4-12C GT3 will feature a unique engine calibration, bespoke racing transmission developed in partnership with Ricardo (who also developed the engine with McLaren) and a suspension arrangement tuned specifically for racing.

Mark Williams said: �With the tyre grip balance moving forward on the GT3 racing tyres it was necessary to move the centre of gravity further forward and the only way to do this was to reduce weight at the rear. A six-speed sequential shift gearbox by Ricardo was selected because a race-specific transmission is 80kg lighter than the Seamless Shift, seven-speed gearbox used in the road car. All the internal components have been proven in other racing series. We then challenged Ricardo to reduce weight further, meaning the unit has a bespoke casing design. That is just one example of how we are continually looking to reduce weight and increase efficiency.�

McLaren GT has selected the TAG-400 Engine Control Unit for the new 12C GT3. The TAG-400 is a compact, self-contained engine management system and data logger for race engines designed and built by McLaren Electronic Systems. The procurement of components from suppliers used to working with partners in Formula 1 is another example of McLaren GT delivering on its objective to build a GT3 car of unrivalled quality and reliability.

Williams said: �McLaren GT is a smaller organisation than McLaren Racing, but we are applying Formula 1 methodology in every possible area.

�We have worked with Akebono in Formula 1 for many years, and I am delighted to be able to call on such a committed and reliable partner for McLaren GT. Akebono will supply brake callipers and has also designed a bespoke brake pad for the 12C GT3. Our own experts from McLaren Racing have worked closely with Michelin to develop the correct tyre model for the 12C GT3 simulation programme. And strong supplier relationships are important to the suppliers themselves. I am sure that Mobil 1 and Ricardo will learn a lot working together on advanced lubricants for the 12C GT3�s new transmission.�

MP4-12C GT3: the customer commitment
With a rigorous development programme complete at the end of the 2011 GT3 season, McLaren GT will put in place a robust support programme to ensure all customers of the MP4-12C GT3 are able to stay competitive throughout the 2012 season.

Martin Whitmarsh said: �We speak regularly with prospective customers for the 12C GT3 now and these relationships will only strengthen when teams take delivery of the 20 cars we plan to build for next season.

�This is the first step into GT3 racing for McLaren and we understand that our focus on quality must be consistent through design, development, technology, finish and customer service. I am proud of the relationships McLaren Racing has with sponsors and partners now and I look forward to extending this to customers of the new MP4-12C GT3.�

Initial demand for the first 20 McLaren MP4-12C GT3s is high, with interest suggesting that McLaren and CRS Racing could sell the run five times over. However, neither company has any desire to stretch the market and lead to a risk of either oversupply or restrictions on customer service. Retained value in each GT3 car is also of high priority to McLaren and CRS, and the first customers when they take delivery.

Looking further ahead, around 20 more GT3s plan to be built through 2013 and �14, but both McLaren and CRS remain open-minded and optimistic about developing racing cars for other series� and markets.

Andrew Kirkaldy summed up the customer-oriented attitudes at both companies: �We will treat our customers with respect. Having spent time now at McLaren�s amazing headquarters, and seen at close hand their aspiration to launch a new type of sports car company, it is clear that they are, as ever, keen to do things better. Whether this is through race support, parts supply, or even the simple fact that the car�s list price is its price � there are no hidden extras � we want to make doing business with us a pleasure. If we can celebrate race wins together in spring 2012 then even better!�

| McLaren | Im�genes (Revista Coche)

Gran Premio de Turqu�a de F�rmula 1 para Williams: previo

Former Williams F1 driver David Coulthard refers to Istanbul Park as �a modern day classic�. The track undulates and it has several fast corners, which require aerodynamic performance from the cars and commitment from the drivers.

The most challenging corner on the lap is the quadruple-apex Turn 8, through which the drivers pull 5G for nearly seven seconds. The entry to the corner is blind and there�s a bump mid-corner that tries to throw the cars off-line.Being the first of only five anti-clockwise circuits on the calendar, it�s a physical track for the drivers because the left side of the neck takes a pounding. �As long as you put the necessary work in beforehand, you�re okay,� says AT&T Williams driver RubensBarrichello. �However fit you are, though, you�ll begin to feel your neck by the end of this race. It�s tough.�



Sam Michael, Technical Director: We're bringing a number of upgrades to the FW33 over the next few races, starting with Istanbul. The package for Turkey will include new brake ducts, revised front wing and rear wings, plus some other secondary items. Combined, these components should give the FW33 a decent step-up in performance. Our objective is to get the car into the points as soon as possible.

Istanbul Park has a great layout for the drivers to get their teeth into. In particular, it boasts an excellent natural overtaking spot at the end of the back straight. Turkey has the notorious Turn 8, a left-hander which places considerable loads on the car�s aerodynamics. A car that can handle those pressures, combined with one capable of some significant kerb riding through the last sequence of corners, is critical at this track.

Rubens Barrichello: I want to have a more competitive weekend with the team than we have had so far this season. We have new parts coming for Turkey which will hopefully work in our favour. I love Istanbul Park. It is one of the most challenging circuits on the calendar and we will aim to be flat out there. Everyone says Turn 8 is a highlight, and it is, but I also find the circuit nice from a set-up point of view with qualifying also a good challenge. I like the track as a whole.

Pastor Maldonado: I�ve been to Istanbul Park four or five times and I think it is a good circuit to race on. Last year I had one of my best races of the season in Istanbul racing in GP2. If we can get the car performing as we want to this weekend, it will be a good event for us. Turn 8 is my favourite part of the circuit as it is an amazing, very long and fast corner. It is also quite a technical circuit. We are improving and I hope we can jump forward with the upgrades we have here and be more competitive.

From Cosworth�s perspective: Istanbul Park is one of the most complicated circuits on the Formula One calendar with a varied mix of high, medium and low-speed sections which puts engines through a tough workout. The vagaries of the track require effective power delivery from the bottom end of the rev range right up to peak power output. The multi-apex Turn 8 remains a stiff challenge for drivers and demands a consistent response from the engine at high-speed. Good traction is critical upon the exit of Turn 12 to negotiate the slow final section of the lap. The track�s location at 125m above sea level and with almost 46m of elevation change over the lap exacerbates the demands placed on the engine.

From Pirelli�s perspective: Turkey is a very exciting track, and from Pirelli's perspective it is almost our second home race: the Izmit factory, where all the Formula One tyres are made, is only half an hour away from the circuit. Istanbul Park is a very demanding track for tyres as we normally see high temperatures on top of some very challenging corners. Like everyone, we were pleased to see Williams get both cars to the finish in China and with the depth of experience that is clear to anyone who has worked with the team, we're sure it's not going to be long before the team is hitting all of its targets.

TURKISH GRAND PRIX PREVIEW
When: Friday 6 to Sunday 8 May, 2011
Where: Istanbul Park, Turkey
Round: 4 of 19


Williams F1 Announces Technical Department Restructure
Williams F1 today announced that Technical Director, Sam Michael, and Chief Aerodynamicist, Jon Tomlinson, have resigned from their positions within the company, to take effect at the end of 2011.

Frank Williams, Team Principal, said: �Both Sam and Jon are talented and driven people who have worked hard for Williams over 10 and five years respectively. Nonetheless, they have recognised that the team�s performance is not at the level that it needs to be and have resigned in order to give the team the opportunity to regroup and undertake the changes necessary to get back to the front of the grid. Both will continue to work in their present positions through until the end of the year to ensure that the team maintains focus and momentum during the 2011 season. We are very grateful to Sam and to Jon for their professional approach.�


Mike Coughlan Appointed as Chief Engineer

Williams F1 today announced that Mike Coughlan will join the team in June 2011 in the role of Chief Engineer.

Mike Coughlan undertook his training and education at Rolls Royce and Brunel University. He began his Formula One career at Lotus where he worked his way up to Chief Designer. He subsequently worked for Tyrell, Ferrari and Arrows before joining McLaren in 2002 as Chief Designer. Mike left Formula One in 2007 as a result of his role in the �Spygate� affair. Since then, Mike has applied his skills principally as Chief Engineer in the development of the Ocelot Light Protected Patrol Vehicle. He joins Williams F1 from NASCAR competitor, Michael Waltrip Racing.

Frank Williams, Team Principal, said: �Mike Coughlan is a fine engineer with extensive experience across Formula One and both civil and defence engineering. He left Formula One in 2007 because of conduct which he acknowledges was wrong and which he profoundly regrets. His two year ban from the sport expired some time ago and Mike is now determined to prove himself again. Williams is delighted to be able to give him the opportunity to do this and we are very pleased to have one of the most talented and competitive engineers in the sport helping us to return to the front of the grid. This is the first step in re-building and strengthening our technical group. We will announce the next steps as they develop.�

Mike Coughlan commented, �I am grateful to Williams for giving me this opportunity. My experience in 2007 was life-changing. Since then, I have endeavoured to put my skills to good use in the design of the Ocelot vehicle whose purpose is to transport soldiers in safety. I have also enjoyed my time with Michael Waltrip Racing: they are an excellent race team and I wish them well for the future. Now, I am looking forward to returning to a sport which I love and to joining a team that I have admired for many years. I will dedicate myself to the team and to ensuring that we return to competitiveness while respecting the ethical standards with which Williams has always been synonymous.�

| Williams F1

La Formula Superleague anuncia su calendario 2011

Superleague Formula today announced its full 2011 calendar, which will see the championship embark on a World Cup, with races on four different continents this season. The championship, which is about to begin its fourth season of racing, will get underway at one of its traditional venues, Assen in the Netherlands on June 4/5, before heading to Zolder in Belgium in July.

Superleague Formula World Cup will then make a piece of motorsport history by becoming the first major international single-seater championship to race in Russia, with the Superleague Formula Grand Prix of Russia at the Smolensk Ring.


Beijing will then host the Superleague Formula World Cup, as the series returns to China for the second consecutive season.

Brazil will then be the venue for two separate race weekends, as Superleague Formula visits South America for the first time ever, marking the third continent of the Superleague Formula World Cup calendar.

The Middle East will be the next region to welcome the 2011 championship season.

The fourth and final continent to be visited by Superleague Formula World Cup in 2011 will be Australasia, with the final race of the season taking place in New Zealand.

�Superleague Formula is now set to become a fully fledged global series, which has been high amongst our objectives even prior to our very first race,� says Robin Webb, Superleague Formula Director of Competition, �If someone had told me a year ago that we would be racing a World Cup on four continents then I would have found it hard to believe. It makes me immensely proud of the championship, it�s drivers, teams, sponsors and also those behind the scenes who have made this happen. It puts us in front of a huge global audience and gives us great foundations to build upon for 2012.�

| Formula Superleague

El Mercedes-Benz C63 AMG ser� el Safety Car del DTM 2011

Decisions regarding the deployment of the Safety Car are taken by the Deutsche Motorsportbund (DMSB) - German motor racing's governing body - which assumes responsibility for safety implementation and compliance as well as performing official sports functions in accordance with the DTM regulations. Piloted by racing driver J�rgen Kastenholz (43), the C 63 AMG Safety Car has the job of ensuring maximum safety for the racing drivers and spectators in the event of dangerous situations such as extreme weather conditions, accidents or other incidents. When radioed by Race Control, the Safety Car positions itself at the head of the DTM field and leads the cars around the circuit until normal racing can be resumed.

The new C 63 AMG being used for the 2011 DTM season scales new heights in terms of design and technology: the AMG 6.3-litre V8 engine has an exceptionally high output of 358 kW (487 hp) and a peak torque of 600 Nm. The increase in output versus the standard 336 kW (457 hp) engine is due to the AMG Performance Package, which is optionally available for any C 63 AMG model and enables the car to accelerate from 0 to 100 km/h in 4.3 seconds (Estate 4.4 seconds). For the AMG Performance Package the engine specialists have placed their trust in a technology transfer from the Mercedes-Benz SLS AMG: the forged pistons, connecting rods and lightweight crankshaft have been adopted from the gull-wing model. The lower inertia of the three-kilogram lighter components allows the naturally aspirated eight-cylinder engine to rev freely and respond even more promptly. Distinguishing features of the Performance Package include the variable intake manifold painted in titanium grey and the AMG high-performance braking system with compound brake discs at the front axle.



AMG SPEEDSHIFT MCT 7-speed sports transmission on board
New equipment includes the innovative AMG SPEEDSHIFT MCT 7-speed sports transmission, which incorporates a wet start-up clutch and four transmission modes as well as double-declutching and RACE START functions for optimum driving dynamics. Distinguishing features of the current model include the aluminium bonnet with modified powerdomes, the new radiator grille, the new headlamps, the new AMG rear apron with a distinctive black diffuser insert and active rear-axle cooling. To optimise radiator inflow, the AMG front apron on the DTM Safety Car features enlarged openings and side air outlets, while the AMG carbon-fibre spoiler lip on the boot lid reduces lift at high track speeds. In keeping with this design, the DTM Safety Car also sports AMG carbon-fibre exterior mirrors.


Outstanding grip thanks to differential lock and 3-stage ESP�
The adjustable coil-over suspension together with the differential lock and the 3-stage ESP� ensures a high level of agility and outstanding grip on the race track. The C 63 AMG Safety Car is shod with multi-spoke AMG light-alloy wheels painted in matt black with a high-sheen rim flange, 235/35 R 19 front tyres and 255/30 R 19 rear tyres.

The AMG high-performance braking system has been optimised for the race track: compound brake discs with six-piston brake callipers at the front axle and steel brake discs with four-piston brake callipers at the rear axle; all of the discs are internally ventilated and perforated. Meanwhile, the AMG sports exhaust system with special rear silencers produces an unmistakable AMG V8 sound.


Distinguishing features of the DTM Safety Car compared to the standard
C 63 AMG include distinctive DTM Safety Car logos, the LED light bar on the roof and the stroboscopic flashing LED lights at the front and rear. A number plate illuminated with LEDs and the words "Safety Car" on the boot lid make the car easier to see in poor weather conditions. To facilitate communication with Race Control, the Safety Car is fitted with a radio system and a TV monitor. Two AMG sports bucket seats with four-point seat belts provide ideal lateral support for the driver and co-driver, while the AMG performance steering wheel in nappa leather/Alcantara with steering-wheel shift paddles assures optimum vehicle control.


DTM Safety Car from Mercedes-AMG since 2000
Mercedes-AMG has provided the Safety Car ever since the "new" DTM's inception in 2000 and alternates with Audi from race to race. The flagship V8 C-Class model from AMG has been used in DTM since its launch in 2008. To help ensure safety on the race track in the Formula-1 World Championship, the SLS AMG is used as the Official F1TM Safety Car, while the Official F1TM Medical Car is a C 63 AMG Estate.




| Mercedes-Benz

BMW completa los tests de competici�n en Las 24 Horas de Le Mans

Le Mans, 24th April 2011. Seven weeks ahead of this year�s 24-hour race in Le Mans (FR), BMW Motorsport made an important step forward in its intense preparation programme for this classic endurance race. Together with 52 other cars, the two BMW M3 GTs with car numbers 55 and 56 took to the �Circuit de la Sarthe� on Sunday, completing a total of 147 laps.

The team made full use of the only testing opportunity at the 13.629-kilometre track and collected a vast amount of valuable data that will be used in preparation before returning to Le Mans for the big race held on 11th/12th June 2011.



The no. 55 BMW M3 GT, with Augusto Farfus (BR), J�rg M�ller (DE) and Dirk Werner (DE) at the wheel, came third in the GTE Pro class after two four-hour test sessions with a lap time of 4:01.631 minutes. Andy Priaulx (GB), Dirk M�ller (DE) and Joey Hand (US) shared driving duties in the second BMW M3 GT, finishing seventh after clocking a time of 4:03.856 minutes.

�This test ahead of the 24-hour race definitely was an important one for us,� said Team Manager Charly Lamm following the test day. �Le Mans is such a unique and mighty venue that every single lap of this track helps. The team used the occasion to reacquaint itself with the special demands and workings asked for by this classic circuit. The test was of particular importance for Joey Hand. He was a Le Mans rookie and successfully qualified for the race held in June. Conditions were excellent, all six drivers managed to put in many laps and collected a lot of data.�


BMW Motorsport will contest the Le Mans 24 Hours with the same driver line-up. The team will then, not only fight for a top result in one of the biggest races on the plant, but also for valuable points in the Intercontinental Le Mans Cup. Following the GT one-two achieved by BMW Team RLL in the opening Sebring (US) round, BMW is currently holding the lead in both the GT team and manufacturer classifications in this championship.





| BMW