Grand American Series
Brumos Porsche 250

DAYTONA JUNE 2005
RACE REPORT

GENERAL
The DP drivers collectively are hitting way too many GT cars, and it is drivers that are good enough that it shouldn't be happening. Like Scott Pruett hitting Andy Lally and Tony Stewart hitting David Murry. All four are excellent drivers. It's not the case of a wanker not looking. It's lack of courtesy or over aggressiveness by the DP's because they know they can get away with it. It is a dangerous trend and needs to be controlled now.

In ALMS, when this same thing started to happen regularly, Doug Robinson and Marty Kaufmann put a stop to it by making it a mandatory 15 second penalty for any prototype hitting a GT car. For a 2 nd offense, it was a 1-minute penalty. These were green flag penalties and could not be in conjunction with a pit stop for service.

After two races and numerous penalties, the prototype drivers got the message and the contact stopped. Grand American needs to take similar action now.

SET UP
The setup on both cars was very good. David did a 1.56.317 in the #80 and a 1:57.125 in the #81. Craig did a 1:56.340 in the #80. The setup for Daytona is to do everything possible to reduce drag. We had good straight-line speed. We still need brake improvements. During the 2 nd practice, the #80 suffered a RR wheel bearing failure. This was a new bearing in a new upright with less than 15 hours total race time. This is an unusual failure and the cause is unknown. The most likely explanation is minor contact at Mont Tremblant or Watkins Glen. This failure occurred 35 minutes before qualifying and the repair could not be finished in time to qualify. As a result, #80 started last.

RACE
David started 53 rd , 28 th in GT. He was 13 th in GT at the end of the first lap, and 10 th at the end of 2 laps. On Lap 6 the order was 73-36-21-88-14-22-65-80-61-05-16-26. On the 8 th lap, David got by both the #65 Pontiac GTO and the #22 BMW and was 6th in GT, 18 second behind #73. On Lap 10, the #20 DP hit David in the RR on the infield straight after the first hairpin. The contact put us in the grass and the #80 spun across the track but kept going with a flat RR. By the time David got around to the pits and we put on 4 tires and fuel we were 1-3/4 laps behind #73, the GT leader.

On Lap 19, the first caution was out and we got a wave by which reduced our deficit to one lap. We pitted on Lap 23, topped off fuel and Craig got in. This gave David time to rest from the heat and humidity before getting in the #81 to relieve Mae. Craig and #80 were 22 nd in GT.

The race went green on Lap 25, and then caution #2 on Lap 29. Craig was 13 th in GT. Green again on Lap 33, caution #3 on Lap 35 and Craig was 7 th in GT. The caution was caused by contact between the #22 BMW and the #36 GT3, putting both out of the race. The order was 61-14-16-21-73-65/80-88-17-35.

It went green on Lap 38 and then caution #4 on Lap 39. We pitted on Lap 41 for four tires and fuel. This stop put us back to 13 th in the GT order but several of those ahead needed a splash and go to get to the checker.

The race went green again on Lap 43. On Lap 53, the #01 DP (Pruett) hit the #65 Pontiac GTO GT (Lally) and knocked it out of the race with a broken RF suspension. On Lap 54, David pitted on the green and Mae got back in #81 with fuel and four new tires, Craig got by the #17 and the GT order was 14-73-16-61-21/43-80-17-35.

On Lap 60, #14 did a splash and go and Craig passed #43. At the checker we did 66 laps and finished 6 th . Craig increased his GT driver points lead, David moved back to second in points and the Synergy GT Team increased its lead in GT. The finish order was #16 BMW, #21 BMW, #61 GT3, #14 GT3, #73 GT3 all on the same lap, then one lap down #80 GT3, #43 GT3, #17 BMW, #35 GT3 and #05 GT3. Mae finished the #81 in 13 th , 2 laps back (one of which was on the green flag stop on Lap 54) and improved her position in the Bob Akin privateer award for most miles driven and finish positions over the season.

RULES
Grand American impounded four GT's and two BMW's after qualifying. They concentrated on the Porsches and had the crews remove front bumpers and fenders so that they could make accurate measurements of tub dimensions forward of the door pillar. They are apparently establishing a database to develop a baseline. The impound lasted over two hours. No change in qualifying order resulted.

MAINTENANCE
#80
Remove engine - send to PMNA
Remove gearbox - send to Brian for short gears for Barber.
Rear axles - install L rebuilt axle from Brian so L & R is a matched set.
Bumper/Splitter - install new carbon fibre splitter on new bumper.
Clutch - measure, should be ok. Both drivers really liked the new clutch.
Brakes - probably ok. Rear calipers need rebuild. Order kits and we can rebuilt them at Barber. Order front kits too.
Windshield - needs tear offs.
RR upright - press damaged bearing out. If it is tight, crack check the upright and install new bearing. If the bearing presses out easy the upright is no longer serviceable. Replace existing upright with repaired or new upright.
Wing gurney - make ¼, 3/8, ½ inch gurneys.

#81
Remove gearbox - send to Brian for short gears.
Bumper/Splitter - install old fiberglass splitter.
Clutch - measure
Engine - Do leak down
Wing gurney - make selection of gurneys

BOTH CARS
Bring mufflers, stainless bends, Heliarc to Barber so that we can respond if necessary. Order more splitters from AASCO.

HARRY HAGGARD
Engineer - GT