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Circuit de la Sarthe 24hr II
With another week off work after this weekend I've decided to get the last of the 24 hour races done and dusted so I can move closer to completing GT4. The race will probably take me a week or so to do and I aim to do 4-8 hours a day when possible.
After choosing the old faithful from the garage (Black 787B) and added 200 kg ballast I quickly found that the race was too easy against the strongest line up and stopped the race after two hours. I settled on the CLK-GTR with 200kg of ballast which was 3-4 seconds slower and should prove a more interesting race hopefully.
Circuit Map
Grid Line Up (In Start Order)
Nissan R92CP Race Car '92
Nissan R89C Race Car '89
MINOLTA Toyota 88C-V Race Car '89
Sauber Mercedes C 9 Race Car'89
Jaguar XJR-9 Race Car '88
AMG Mercedes CLK-GTR Race car 98 (Me) [797ps + 200kg ballast]
Race Report
Grid Line Up (In Start Order)
Nissan R92CP Race Car '92
Nissan R89C Race Car '89
MINOLTA Toyota 88C-V Race Car '89
Sauber Mercedes C 9 Race Car'89
Jaguar XJR-9 Race Car '88
AMG Mercedes CLK-GTR Race car 98 (Me) [797ps + 200kg ballast]
Race Report
Hour 1
Following the pack over the start line in last place hopeful that this race would not be such a walk over as last time. The XJR-9 gained a little time over me at Dunlop Curve as the CLK's rear end stepped out briefly but as I exited Tetre Rouge I was already finding the XJR-9's slipstream. I managed to get into the lead by Mulsanne Corner although the R92CP in second place tried to take the lead back on turn in to the bend. I managed to hold back the R92CP until the Porsche Curves where on cold tyres the R92CP regained the lead. By the end of the lap I was still second with the Sauber C 9 about 1-2 seconds behind me. I tried to pass the R92CP into Dunlop Curve but being on the outside I had to back off, I continued to attack and pulled alongside at the Esses but again had to back out as we exited Tetre Rouge I was confident I'd now get back into the lead down the straight. I retook the lead as expected as we passed the L'Arche Chicane stretch, I looked back to see the Sauber already making it's move for second on the R92CP, the heat was now on for sure! The Sauber was now in second place as I exited Mulsanne Corner and all I had was a 4.731 second gap protecting my lead. As I exited Mulsanne Corner on lap 4 the gap had extended to over 7 seconds from the Sauber C9, which itself had now pull out a gap over the R92CP in 3rd place.
However before the end of the lap what I was fearing as I approached happened and I tagged the grass braking for the entry of the Porsche Curves spinning me out. Both the Sauber and R92CP steamed past before I could full recover and I was now in 3rd place with a 4 second deficit. Next lap with help from the CLK-GTR's 230mph+ top speed I managed to recatch and pass both the R92CP and Sauber before Mulsanne Corner where I almost nearly ended up coming off track again in the braking zone. I held the lead again up to the Porsche Curves where the Sauber pulled alongside me on approach, I let him past along with the R92CP as I knew more than well what was potentially going to happen with the AI on the inside of me. I then followed both the Sauber C9 and R92CP waiting to re-pass after Tetre Rouge the following lap. This time I pulled a large enough gap to keep both the Sauber and R92CP at bay and all I had to do was to hold them off until the Ford Chicane to keep the lead.
Things were going well until the the Porsche Curves on lap 6, with my rears turning yellow I was a bit more cautious on entry but from close behind the Sauber rammed me off into the sand trap.
I dropped to 4th before recovering and decided to risk another lap before pitting. I managed to make some time up on the XJR-9 in 3rd place but lost it all in the Porsche Curves and Maison Blanche. I pitted at the end of the lap as did the R92CP ahead.As I exited the pits I hoped to gain some time on the leaders over the next few laps during the pitstop windows. The R89C and 88C-V had pitted behind me as well. Next lap the Sauber and XJR-9 both stopped. The Sauber rejoined ahead of me and I was able to make up a position on the XJR-9 and I still had a lap or two where I'd be quicker. Time to knuckle down!
By T2 on lap 9 I was already making my move on the Sauber C9, and by the next split I was past the R92CP to retake the lead. I ran wide into Indianapolis losing the lead but I managed to hold off the Sauber C9. As I exited Arnage I passed the R92CP, which I tapped while braking though I would lose out in the drag race to the Porsche Curves to both it and the Sauber C9. I managed to retake 2nd before Tetre Rouge but to my intense frustration the car understeered off at Tetre Rouge into the sand dropping right back to the XJR-9. I made some space before Mulsanne Corner while trying to calm myself, I needed to get back infront asap! The R92CP barged the Sauber off ahead as I left Mulsanne Corner, I went to pass the Sauber but ended up hitting it. Off I went into a massive spin to my fast withering patience the sauber carried on as the XJR-9 which also hit me. I ended up at the back of the sandtrap and had lost a chunk of time. Now I really see why people use the FGT to do this race!!
Well I was sure this could get worse, but I decided to carry on and not quit the race this early despite my frustration. The next lap I managed to regain 3rd spot after hitting the XJR-9 by accident (honest guv!) at Mulsanne Corner. The R92CP and Sauber were far ahead in the distance by the end of the lap. As I was still quite frustrated at this stage I stopped and decided to cool off for a bit, at least I'm getting an interesting race huh!
On lap 13 as I sailed down Mulsanne Straight it was obvious that the R92CP had spun out or had a tangle with the Sauber as I found it in the middle of the road ahead. I managed to avoid it and carried on, now up to 2nd the Sauber was only 8 seconds ahead of me. As I exited Mulsanne Corner the Sauber was 4.4 seconds ahead and it seemed more likely that the Sauber had also suffered from the tangle. At least I had some just compensation for lap 9's shenanigans. I also set a new best lap record of 3'15.426 that lap. On the following lap I had gained 4 seconds on the Sauber bringing the gap down to less than 2 seconds by Indianapolis. With my rear tyres quickly going I had to hold off for the rest of the lap and pitted in 2nd place over 7 seconds behind the Sauber C9.
On lap 16 the Sauber must have screwed up somewhere as it fell back close in front of the XJR-9 and as was in the pits I retook the lead as I started lap 17. At the end of the first hour I had a lead of 17.936 seconds over the Sauber C9.
Hour 2
The gap fell slightly to 15 seconds by the time I made my next pitstop on lap 21. I seemed to have settled with the car's handling by now and consistent lap times were now easier to set. I needed to increase the gap more due to the Sauber C9 pitting less often than me I'd need to make sure I didn't get leap frogged later on. Coming out of the pits I spun at the Esses losing valuble time. After taking the lead back from the Sauber C9 on lap 25 while it was still in the pits the gap was down to 7.370 seconds. On lap 26 the gap was up to 16 seconds but a spin at the Porsche curves brought the gap back down to 9 seconds. I my fourth stop on lap 28 and I had managed to recover the gap that I'd lost, which was now 17 seconds before entering the pitlane.
I lost more time on this stint and on lap 32 the Sauber and XJR-9 pitted. The Sauber was 28 seconds ahead and I retained the lead but at the moment I was in danger of being leap frogged by the Sauber later in the race. While the Sauber was regaining speed I had to get some fast laps in. This time around I had a good stint and by lap 35 when I made my next stop the gap was up to 22.785 seconds. As I exited Tetre Rouge on lap 36 the Sauber C9 was 12.850 seconds ahead of me and still yet to pit.
Hour 3
On lap 40 the Sauber C9 made it's pitstop 10 seconds ahead of me. I had 2 more laps to go before my next stop and I intended to make use of the Sauber's slower pace on cold tyres. By lap 42 as I pitted the Sauber was over 35 seconds behind me. As I exited the Sauber C9 was just crossing the start line and by Tetre Rogue the gap was less than 2 seconds apart.
As the CLK GTR speed increased above 220 mph I began to pull away and was under 4 seconds ahead of the Sauber by Mulsanne Corner. I spun however under braking but managed to recover quickly only losing 2 seconds to the Sauber C9, now I would have to push my pace up until the Ford Chicanes where the Sauber would be faster than me. I decided to let the Sauber pass me after Arnage as it was right behind and I did not want to be barged off into the Porsche Curves, I knew if I could stay close I'd be able to get back into the lead fairly easily after Tetra Rouge on the following lap. The Sauber managed to pull 2 seconds over me through the Porsche Curves but I was hopeful that I'd make it up on Mulsanne Straight. As I neared the vacinity of La Florandiere Chicane I was reeling in the Sauber and overtook to retake the lead. The Sauber closed as I approached the Porsche Curves and I knew what was about to happen. The Sauber rammed into me but I managed to hold it on track this time. As I started lap 45 I was much closer to the Sauber C9, this time I could hold the lead hopeful over the next lap. As I chased the Sauber through Dunlop Curve it ran wide at the exit allowing me to move closer and as we left Tetra Rouge I was already in the Sauber's slipstream.
Once the Sauber ran out of steam at 215mph I made my move and passed for the lead and at Mulsanne Corner to my annoyance I lost control under braking thus losing my advantage over the Sauber. The CLK GTR really was not good over bumps and this was my main handicap so far. Although the race was close I was finding it hard to keep confident in certain areas making close racing hard not helped by the AI useless awareness, or should I say none!
I let the Sauber pass me soon after Mulsanne Corner, avoiding all situations where I'd most definitley be rammed off was the only way I could ensure myself winning this race. Losing a second or two was viable considering the mass of time I'd lose due to the AI's retardedness. Again I passed the Sauber down Mulsanne but also spun out at Mulsanne Corner braking on the bumps and losing the lead, for 🤬 sake this becoming is beyond a joke!!
By the end of lap 47 I'm over 12 seconds back but as I exit Dunlop Curve I see the Sauber right ahead having proper stuffed it in the chicane, I can't believe my luck and now I can get ahead before my next stop! I manage to get through Mulsanne Corner although I run wide behind me the Sauber does the same allowing me to keep my advantage of 4.421 seconds. The gap falls to just over 2 seconds by the time I exit Maison Blanche and to my relief the Sauber make another pitstop, I'm due for my stop next time around. I stop on lap 49 with a lead of 43.996 seconds and rejoin ahead of the Sauber, as the Sauber C9 passes the first time split at Tetre Rogue my lead is now 9.949 seconds. The gap grew to 15 seconds but on lap 52 I lost a chunk of time spinning out at Mulsanne Corner and also making a few minor mistakes afterwards. By Tetra Rouge the gap was at around 9 seconds on lap 53.
The hour ended soon after the start of lap 54, my lead was down to less than 9 seconds but at least I was in front as the Sauber and I will both be making our next pitstop on the same lap and I need to stay ahead.
Hour 4
On lap 56 the lead was down to just under 7 seconds from the Sauber. By the time we both pitted at the end of the lap the gap was up to 8.549 seconds. This gap would increase by 2 seconds after we had both left the pits. By lap 60 I'd extended the gap to around 20 seconds, I also set a new fastest lap of 3'15.328 as I crossed the start line to end the lap. By lap 62 the gap has stablised somewhat as the Sauber was up to full pace and ahead the R89C made a stop at the end of the lap. I lapped the R89C while it was still in the pits and I was thankful that I did not have to lap it on track know how much trouble the AI could be. On lap 63 I made another pitstop for fuel and tyres, 22.6 seconds back the Sauber C9 was still to lap the R89C itself and I was hoping that the Sauber would get held up for a while. Once exiting the pits I was 11 seconds behind both the Sauber and R89C and I was sure they'd both pit before I could reach them. On lap 66 I was in sight of the R89C as we both exited Mulsanne Corner, I needed the R89C to pit but unfortunately it stayed out as I started lap 67. The Sauber C9 was now 30.531 seconds behind me. On lap 67 I caught and lapped the R89C down the Mulsanne Straight and completed the rest of the lap without incident pulling out another 3 seconds out over the Sauber C9.
On lap 68 I went wide through the Porsche Curves but this didn't cause and major loss of time to the Sauber, the R89C finally pitted this lap as well. With the gap up to 34.146 as I entered the pits for another stop on lap 70 I was now getting the consistency that was lacking earlier on. This time I exited the pits ahead but the Sauber was already on me and got back ahead before Dunlop Curve. Running wide out of Dunlop Curve I managed to duck inside of the recovering Sauber to lead into the Esses but on cold tyres I had to brake more and by Tetre Rouge the Sauber was back in front. I overtook again down Mulsanne Straight only to lose the lead at Mulsanne Corner tagging a rumble strip on approach and sending me into the sandtrap. I quickly recovered immediately behind the Sauber however but chose not to attempt to overtake it for the rest of the lap while still on warming tyres. On the approach to Arnage only 0.237 seconds behind the Sauber the hour ended.
Hour 5
Not far into hour 5 I pitted in on lap 91. The Sauber seemed to have messed up again and as I entered my pitbox the lead gap was now 1'21.504. By the time I completed my outlap the gap was now 41.300 seconds, I expect the Sauber to make some ground up as it was usually at full pace near the end of it's stints. On lap 96 the Sauber screwed up again on the Mulsanne Straight dropping back to 56 seconds behind, to my annoyance I don't think this is going to be a competitive race anymore.
The Sauber then pitted at the end of the lap coming out over 1'42 behind me. On lap 98 I made another scheduled stop for fuel and tyres, after completing my outlap the Sauber was now 1'02.602 behind me.Nearing the end of hour on lap 104 the Sauber pitted and rejoined 1'42.364 behind me, I myself then pitted on the following lap emerging 1'10.366 ahead of the Sauber C9. By lap 107 as the fifth hour ended I was approaching Dunlop Curve with a lead of over 1'12.
Hour 6
With a lead of 1'23 on lap 112 I made my next pitstop. Both the Sauber and I had messed up on this lap costing time. I was approaching traffic as well and hopefully I'd not get caught up in them for too long. I doubted I would catch them though before the end of this hour at my current pace. As I exited Tetre Rouge the Sauber C9 also made it's next pitstop.
On lap 116 and half an hour through I caught the R89C as I approached Mulsanne Corner. I was about 4 seconds back but I'd probably be lapping it for the 2nd time this race during the following lap. The R89C turned out to be the 88C-V and by the time I caught it at Mulsanne Corner I'd have to wait until the next lap to lap it. On lap 118 I passed the 88C-V at Mulsanne Kink and held it off until the Porsche Curves until it passed me. I didn't relapped the 88C-V until the following lap at Dunlop Curve only then to be rudely bumped off in the braking zone for Tetre Rouge.
I didn't catch the 88C-V and at the end of lap 119 I made another pitstop with the Sauber around 1 minute 18s behind me.On my outlap I pushed needed to get ahead of the 88C-V who had so far been nothing but trouble to pass.
The Sauber and XJR pitted on lap 120 and to compound my pain the 88C-V got out several seconds in front of me. On lap 122 as I passed the 88C-V at Mulsanne Kink I found the R89C also right in front, I had to zig-zag between them to avoid a crash, now I was hoping I could keep them both away from me. Quickly turned out that they didn't have to do anything to ruin my progress as I spun out at Indianapolis after hitting a bump allowing both to re-pass me. 
The next lap did not get any better as I lost control on Mulsanne Straight overtaking the 88C-V
putting me well back and by lap 124 my lead had fallen to 1'06.927.Hour 7
On lap 126 the backmarkers were barely in sight by the time I pitted at the end of the lap, my gap to the Sauber C9 had fallen to 1'01.283. I spun in the Esses on my outlap and ended up in the sandtrap, this cost me a lot of time and the Sauber C9 was only 14.367 seconds behind me. The gap was up to 22 seconds by lap 128 when the Sauber made it's stop, with backmarkers coming up ahead I'd need to clear them quickly. On lap 131 I caught the R89C and lapped it before Mulsanne Kink, this gave me a good distance to finish the lap without the R89C interfering or should I say ramming.
On lap 133 my lead had increased to 1'10.745 over the Sauber C9 and with the R89C now behind me I made my next stop at the end of the lap. On lap 138 after both the Sauber and XJR pitted I was now faced with passing both the XJR and 88C-V this lap. As I left Tetre Rouge behind the 88C-V had swerved into the barrier leaving me just the XJR to deal with.
Passing the XJR down Mulsanne Straight was not easy as the car was getting increasingly nervous on the bumps but I managed to keep ahead for the rest of the lap despite having to also manage the CLK's handling woes.
I pitted again on lap 140 now 1'22.082 ahead of the Sauber C9. The seventh hour ended on lap 142 as I passed Tetre Rouge with the Sauber now over 58 seconds back.Hour 8
On lap 147 I lost 20 seconds to two big spins, the first was on the run up to Indianapolis and then I spun out at the entry to the Porsche Curves. I pitted at the end of that lap and rejoined now 47.971 seconds ahead of the Sauber. At the start of the next lap I ran wide in the Esses and spun allowing the 88C-V to unlap itself but I managed to overtake it again down the Mulsanne Straight, the CLK's handling seemed to be getting worse and worse at the moment.
Making another pitstop on lap 154 the gap was 1'33.717 after I'd got back to grips with the CLK's handling and put in several quick laps of between 1'15.000 and 1'17.000. I was still working my way through traffic gradually as the bottom 4 were now well spread out but at least consistant lap times were now coming in.
As the hour ended the R92CP was about 20 seconds ahead of me and the gap with the Sauber had reduced to 53.351 after I spunout at Indianapolis the previous lap.
Hour 9
On lap 160 the Sauber pitted again and for the second time I lost control of the CLK on Mulsanne Straight going over the bumps. This was starting to become a problem as it was the worst place to have a spin being obviously the fastest part of the track. At the end of the lap I also stopped and exited 48 seconds ahead of the Sauber. My outlap however was as bad as my inlap and I spun at the entry to the Porsche Curves braking over the bumps and I had to drive back up the recovery road and do a U-turn to get back on track, this cost me another 10 seconds!
By lap 168 I'd found out with a little experimentation that the right side of the Mulsanne Straight was far less bumpy than the left, with that hopefully I'd be no longer spinning out.
I had a 41.050 seconds lead as I pitted that lap, the Sauber also pitted as I left the pitlane and rejoined the track.On lap 175 I made another pitstop and the gap was up to just under 48 seconds over the Sauber C9, which was now also stuck behind the battling 88C-V and XJR-9. I was hoping that this would play into my hands and allow me to pull further distance between us in the next stint. I emerged only 13 seconds ahead of the Sauber C9 and the 88C-V hot on my heels but being ahead far enough I easily pulled away from the trailing backmarker. The 88C-V peeled off into the pits getting a potential monkey off my back as did the Sauber C9. As I passed the start line the R92CP emerged ahead and it was easy to catch on cold tyres. As I approached Indianapolis with the R92CP well behind me and the Sauber 51.525 seconds back the hour ended.
Hour 10
I continue to pull away from the R92CP and also draw the lead gap out to over a minute by lap 182, a spin at Mulsanne Corner cost me a few seconds on the previous lap but by the time I pitted on lap 182 I was still ahead of the R92CP. The Sauber by lap 185 was cutting into my lead and the gap was now under 17 seconds but the Sauber then pits behind me as I enter Dunlop Curve on that lap.
I pit in on lap 189 and spin in the pitlane costing me few seconds, the gap was about 1'03 seconds but I've bound to have lost 2-3 seconds from the spin. On lap 192 I spin out as the CLK jumps onto the grass while braking into the Porsche Curves and my gap of 24 seconds goes to 6, rage cannot describe how this car is making me feel at the moment! The Sauber pits at the end of the lap and rejoins 43 seconds behind leaving me with a lot of time to recover over it's cold tyre period. I cannot seem to make the CLK work for me at the moment and I am increasingly concerned that it's going to cost me the race in the long run.
At the end of the tenth hour on lap 195 I've now started to recover some of the time lost earlier.
Hour 11
On lap 196 I was due to pit and the gap was now up to 52 seconds but the CLK on the bumps darted on to the grass again sending me into a spin on the lead up to Indianapolis. :wall: The R92CP was not able to catch me but was close enough to potentially cause problems. I almost lost the car again at Porsche Curves allowing the R92CP to unlap itself, things were starting to look bad and I lost further time from being rammed by the R92CP.
I lost so much time that the Sauber passed me as I rejoined. I quickly overtook the Sauber down Mulsanne Straight and I needed to make up lots of time, worst yet I'd have to repass the R92CP.
The Sauber was right on me through the Porsche Curves and Maison Blanche. I gained slightly through the Ford Chicane and on the start of lap 198 the gap was only 1.572 seconds. I made ground up down the Mulsanne Straight with the R92CP ahead, then disaster struck as I went to pass the R92CP at Mulsanne Kink the CLK hit a bump and threw me into the right armco barrier I managed to stay ahead of the Sauber which crashed into me but things were looking bad as now the Sauber was right behind me. The CLK darted onto the grass before Indianapolis but I managed to stop a spinout but the Sauber was now ahead of me. I overtook the Sauber out of Mulsanne Corner on lap 199 but then spun braking for Mulsanne Corner but this time I took the Sauber with me, I gained several seconds while the Sauber was driving out of the sand. Next the R92CP had to be cleared. Again the CLK darted at the Porsche Curves putting me across the grass on the inside of the first turn and then into the sand allowing the Sauber to take back the lead. At Dunlop Curve the Sauber ran wide and I managed to snatch back the lead and by Mulsanne Corner I was further ahead. To my relief the Sauber pitted at the end of the lap (lap 200) giving me some needed breathing room. I managed to pass the R92CP on lap 202 but again I lost control of the car at Indianapolis and the Porsche Curves losing all the time I'd recovered.My inlap on lap 203 was just as bad spinning at Indianapolis and the Porsche Curves, the CLK was becoming too unstable to drive and my temper was fast wearing thin. I expect the Sauber passed me as I pulled out of my pit box and this left with a mountain to climb to get back in the lead. On lap 205 now 6 seconds behind I was hoping that the Sauber would suffer the swerve glitch and screw up on Mulsanne, to my surprise I find the Sauber parked up against the barrier at L'Arche Chicane and I take back the lead.
On lap 208 my lead is just under 6 seconds and I also spin again down Mulsanne Stright due to the CLK darting on bumps but I manage to straighten the CLK out. I almost lose the CLK again at the Porsche Curves and the Sauber gets past out of Maison Blanche but then pits at the end of the lap. I really need to make up some time!
I pit on lap 210 not having made much time up and after this next stint if I make no improvement I plan to switch to Race Hards and see if this improves handling. I rejoin 6.375 seconds ahead of the Sauber having taken on less fuel to ensure I kept the lead during my pitstop. On lap 212 the Sauber swerves into the barriers again on the Mulsanne Straight and my lead shoots up from 4.5 seconds to 21.088 seconds. As I leave Mulsanne Corner that lap this hour ends.
Hour 12
On lap 215 the gap was down to 14 seconds after a spin at Indianapolis on lap 214, worst yet the R89C came out in front of me from the pits. Luckily it was close enough for me to overtake it pretty early down Mulsanne Straight and by Mulsanne Corner it was well out of harms way. At the end of lap 216 the Sauber now 16 seconds back pitted and I had one more lap to do before making mine. I spun again in the pitlane and decided to risk switching to race hards as at the moment it could only improve things. The car was immediately better although still unstable in place the understeer problem had pretty much gone away. I was hoping the tyres would last for at least 6 laps, if not I'd need to switch back. The Sauber had already gained at least the time for pitstop each 3 hours over me.
On lap 221 I was making progress until I spunout on Mulsanne Straight again, the R89C caught up and we tangled at Mulsanne Corner. The Sauber was now 5 seconds having lost my 23 second lead. As I approach the Porsche Curves it was clear the tyres wouldn't last another lap and compound my problems the CLK darted off track as I braked thus losing me the lead. I rejoined 38 second behind the Sauber with the gamble not working I had even more time to make up.
The Sauber was 10 seconds ahead after stopping but on lap 225 I spun out again on Mulsanne Straight as the CLK drove itself off the barriers. With more time lost I decided enough was enough and stopped.
Final Standings:
Current Lap: 225
1st: Sauber Mercedes C 9 Race Car'89 Time: 12:45'03.580
2nd: AMG Mercedes CLK-GTR Race car 98 (Me) Time: -18.768
3rd: Nissan R92CP Race Car '92 Time: -3'10.000s*
4th: MINOLTA Toyota 88C-V Race Car '89 Time: -1 lap
5th: Jaguar XJR-9 Race Car '88 Time: -1 lap
6th: Nissan R89C Race Car '89 Time: -2 laps
Time marked by * denote my best guess based on map overlay position or rough estimate.
Best Lap: 3'15.129 (Lap 131)
Pitstops (laps): 32
(7,14,21,28,35,42,49,56,63,70,77,84,91,98,105,112,119,126,133,140,147,154,161,168,175,182,189,
196,203,210,217,221)
A-Spec Points: 200
