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- FLK_255
Circuit de la Sarthe 24hr I
Well after two powercuts robbing me of victory some would have given up by now but I've decided another shot is in order as I really want to get on and win this race.
Not having a close enough race in the previous attempt more ballast was added to the car, upping it to 170kg in order to fine tune my pace along with some adjustment to the car's setup to help over the bumps. Being mindful of Smallhorses recent failed attempt I didn't want to add too much ballast though.
I hope to have this done by Sunday night if I average 5 hours a day and again this report will be long in length. I will be tidying up the report after the end of the race though and I'll add pictures as well. Here we go....
Circuit Map:
Grid Line Up (In Start Order):
Nissan R92CP Race Car '92
Nissan R89C Race Car '89
Sauber Mercedes C 9 Race Car'89
Toyota GT-ONE Race Car (TS020) '99
Mazda 787B Race Car '91
Black Mazda 787B Race Car '91 (Me) [725 ps (no oil change)]
Race Report
Grid Line Up (In Start Order):
Nissan R92CP Race Car '92
Nissan R89C Race Car '89
Sauber Mercedes C 9 Race Car'89
Toyota GT-ONE Race Car (TS020) '99
Mazda 787B Race Car '91
Black Mazda 787B Race Car '91 (Me) [725 ps (no oil change)]
Race Report
Hour 1
As the field approached the start line and the Red Arrows passed over in formation above I was mindful of the powercuts I'd suffered, but as I approached the finish line all that disappeared from thought with the long task ahead.
Past the start line the other cars pulled away towards Dunlop Curve. The gap closed up as I entered the Chicane with the battling 787B and GT-ONE ahead, I got a good run out of Dunlop Curve and tried to pass the 787B on the outside. This quickly turned out to be a big mistake and ended up off track.
I didn't catch up until L'Arche Chicane and by then the 787B was up to 4th. By La Florandiere Chicane I had passed the GT-ONE and was nearing the back of the 787B. A further mistake at the Porsche Curves drop me further back from the 787B leaving a lot of catching up to do in the next few laps.
Although I could feel the extra weight on cold tyres it wasn't too bad once I adjusted, into lap 2 I had caught the 787B into La Florandiere Chicane and then overtook both the 787B and R89C at the downhill lead up into Mulsanne Corner which now put me into 3rd place. The Sauber was ahead but must have now pretty much got it's tyres up to race pace. The R89C was still close behind me as we exited Arnage and I allowed the Nissan to pass by as I did not want him hassling me through the Porsche Curves or at worst shunting me off as we all know how much the AI loves to do that!
Back in 4th and right on the tail of the R89C I needed to pass and then lose it if I was to catch that Sauber and the leading R92CP which was now 6.586 seconds ahead. I outbraked the R89C into the Dunlop Curve and with some careful braking and hitting the first apex I managed to get a good exit out of the curve. As I reached La Florandiere Chicane the Sauber had already catch up to the R92CP and looked like it would soon be challenging for the lead, I then messed up my exit from Arnage and this allowed the R89C to close in and retake 3rd from me. I soon retook 3rd though by outbraking the R89C into the Ford Chicane after having a good tow down the pit enterance straight. Twelve and a half minutes into the race and nearly 4 laps done the Sauber took the lead into La Florandiere Chicane, I was still 3rd and my work was looking cut out for several hours at least, now I could not afford to make any costly mistakes. Unfortunately on lap 6 I went wide into the Esses losing some time but keeping the car on track. The gap was now over 10 seconds and this would remain until lap 7.
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The Sauber, R92CP and the R89C made their first pitstops as did I on lap 7. The 787B and GT-ONE would probably stay out another lap before stopping. As the crew worked on my car I was hoping I would make up some time in the pits on the R92CP and leading Sauber. As I exited my pit box the Sauber had already gone by but to my surprise the R92CP was now right behind me. I had to defend the inside all the way up to the Dunlop Curve where I managed to pull away on the exit. Ahead the Sauber must have around 5 seconds ahead of me as I approached Tertre Rouge. The 787B and GT-ONE both pitted on lap 8 as predicted putting the Sauber back in the lead some 3.7 seconds ahead of me. This gap had increased to 7-8 seconds by lap 12 after a few mistakes but by lap 14 I was back on pace setting a new lap record on lap 13 of 3'28.731. I had to pit at the end of this lap as well and I would probably be able to make up some time on the Sauber as well. Fortune struck and the Sauber slipped up running wide in the L'Arche Chicane and the gap went down from 6 seconds to 2.2 seconds. I wasn't able to catch the Sauber but the gap stayed under 3 seconds, barely changing. We closed up as we both made our pitstops and I then exited after my stop ahead of the Sauber C9 on lap 15. All the way up to Mulsanne Corner the Sauber kept up on the edge of my slipstream, entering the Corner I braked a little late and also caught a bump, unable to stop quick enough I ended up in the sand trap.
I quickly rejoined finding the recovery road near the tyre wall and now the Sauber was 3 seconds ahead of me back in the lead. I retook 2nd from the Sauber the next lap before L'Arche Chicane but this time the Sauber messed up at Mulsanne Corner though it managed to keep on the track unlike I did. The 787B pitted ahead returning the race lead to me at the end of the lap while the Sauber maintained a 2.7 second gap. The following lap (lap 17) the Sauber was still 2.7 seconds behind after exiting Mulsanne Corner. 
As the second hour started I'd have to knuckle down and start putting in more consistent laps or the Sauber would easily be back in front in no time!
Hour 2
For the next few laps The gap fluctuated between 1.8 to 3.5 seconds as the Sauber was quicker through the turns after Indianapolis and would claw back 2 seconds in this section. I pitted early on lap 20 slightly by mistake thinking it was time to pit. The Sauber along with the two Nissans pitted on lap 21 putting me back in the lead, the 787B which wasn't due to stop now for several laps was 2 seconds back with the Sauber not that much further behind it. This gap stayed around the same all the way up to lap 24 when the 787B pitted. On lap 25 the Sauber was 2nd some 6 seconds behind me. This gap stayed again all the way up to lap 28 where I decided to stay out another lap to get back on terms with the Sauber's pit strategy. With some tentative driving as the lap drew to a close the Sauber had managed to close the 7+ second gap up as I came out of the Porsche Curves by the end of lap 28. After my stop I rejoined 3.5 seconds ahead of the Sauber C9. To my disappointment the Sauber fell to 3rd, again it looked like the AI bug at L'Arche had occurred again dropping the Sauber back.
After lapping the GT-ONE earlier on lap 32 I set another new time of 3'28.409 as I started lap 33, despite this the 2nd place 787B had closed slightly and the gap was now around 4 seconds, on the upside the Sauber seemed to be closing back in on us despite our quick pace. The 787B also pitted placing the Sauber back in second position 13 seconds behind me.
At the end of hour 2 on lap 34 I now had an 11 second lead from the Sauber C9, I'm not too sure who's 3rd out of the R92CP and 787B but it looks pretty close between them for the moment.
Hour 3
The following lap I entered the pits for my 5th stop as did the Sauber. The gap had grown from 9 seconds to 15 by the time we'd both passed the first split near Tertre Rouge. I made a few mistakes but nothing major in the next 5 laps but the gap still grew slightly to 16.8 seconds until the Sauber seemed to wake up on lap 40 as the 3rd placed 787B pitted.
On lap 42 and due to pit I spun out at Indianapolis but managed to stay on the escape road. This lost me 4 seconds dropping the gap to just 8.2 seconds but with us both due to stop I should claim some time back due to doing sorter stops to the AI. The Sauber gradually fell back to 15 seconds behind until lap 46 where a loss in concentration caused me to brake late into the Porsche Curves and ended up in the sandtrap putting the gap down to 7 seconds after I had rejoined the track. On lap 49 the gap had extended to 9 seconds. The previous lap I had made a mistake exiting the Esses which had put me into a slide this lost me 3 seconds to the Sauber which then was over 12 second back. We both pitted at the end of lap 49. The 787B had pitted the previous lap but had been keep up with the Sauber holding around a 6 second gap between them. With the hour due to close soon on the next lap there was still much to do!
Hour 4
I began to settle in to a rythm putting in lap times between 3'29.000 and 3'30.000 over the next stint. The Sauber C9 lost a couple of seconds to me but later pulled the gap back. By lap 56 when we both stopped the gap was at 13.4 seconds. The 787B also pitted on this lap and by the time the Sauber had left the pits I was 18 seconds ahead of it.
I lapped the GT-ONE on lap 60 putting it 2 laps down and the Sauber was now comfortably behind with the gap now just over 20 seconds. On laps 62 and 63 the Sauber began to pull the gap down and by the time I stopped on lap 63 the gap was over 17 seconds. The 787B stayed out and took 2nd place, I emerged 2.7 seconds ahead and the Sauber C9 was further behind the 787B after also making it's stop on this lap. The gap was under 2 seconds at Arnage on my outlap as I had to negotiate the GT-ONE, which had passed me in the pits at both Mulsanne Corner and then on the run up to Indianapolis. The GT-ONE was still getting in the way through the Porsche Curves as I was on cold tyres and it was slightly quicker. I let it past briefly before re-lapping it on the exit of the Curves. The 787B also stuck behind the GT-ONE dissappeared into the pits while I began to leave the GT-ONE.
The Sauber by the end of this hour was about 21 seconds behind, things so far were going well and I was making less mistakes now meaning that I was doing more consistant lap times.
Hour 5
After having several mistakes the Sauber closed the gap by 6 seconds by the time we made our pitstops on lap 70. The 787B again took 2nd while the Sauber was in the pits. With the 787B 11 seconds behind the gap decreased to just 5.8 by the end of lap 73 as I got back up to speed. The 787B would pit however at the end of the lap and place the Sauber back into 2nd position. On lap 74 I caught the R89C to lap it down the Mulsanne Straight, something that was about to prove difficult. First I was rammed as I braked into La Florandiere Chicane and then rudely nudged off at the enterance to the Porsche Curves. It would take another lap to relap the R89C and this time I took the barnstorm approach through La Florandiere Chicane making sure that the R89C couldn't find my slipstream ... moron.
The shunt had cost me 5 seconds and the lead was down to 16 seconds and by lap 77 when the Sauber and I stopped again the gap had only risen to 17 seconds. The next lap the R89C pitted allowing me to lap him though with a metre of concrete between us this time, surely a bonus!
The 787B was in 2nd on lap 78 having come out of the pits ahead of the Sauber C9. Both however had to pass the R89C which had re-emerged in front of them. On lap 80 the 787B had got past the R89C and then pitted. The Sauber C9 returned to 2nd place 23 seconds behind me. By lap 82 the Sauber had broken free of the R89C and began to pull away out of Tertre Rouge. I had made a mistake in the Dunlop Curve on that same lap and this cost a few seconds putting the gap to 20 seconds, this would also fall to 19 seconds by lap 83. This hour ended on the next lap as I approached L'Arche Chicane with the Sauber 18 seconds behind me, we'd also both be stopping at the end of this lap.
Hour 6
Making my twelfth pitstop of the race at the end of lap 84 the R89C unlapped itself again but would be pitting next time round and so shouldn't cause much problems for me. The gap was down to 16.8 seconds to the Sauber but then grew to 19.725 after we'd both stopped, the Sauber C9 also got out ahead of the 787B this time.
As I passed the R89C down the Mulsanne Straight I hoped the AI was going to behave this time. We entered Mulsanne Corner side by side and to my amazement the AI actually showed some spacial awareness and dare not say some intelligence! I was on the outside of the bend and the R89C kept proper to the inside giving me space and I then proceeded to accelerate ahead of the R89C (I wish this would always happen!!) towards Indianapolis. The R89C then tried to repass me, I gave him room but I then got barged off the track, well I should have guessed it.
I tried to regain control but snap oversteer at 180 mph isn't really controllable and I ended up in the sandtrap at Indianapolis. This lost me 6 seconds to the Sauber who was now 13.3 seconds behind me and further decreased to 11 seconds by the time I reached Tertre Rouge.The Sauber closed the gap to 10 seconds by lap 89 but the following lap I managed to pull back a second or so and also set a new fast lap of 3'27.754. Both of us would need to stop next time round, the 787B had stopped already a few laps previously. As I entered the pit enterance on lap 91 the GT-ONE ahead was also making a stop, the Sauber had dropped back to 15 seconds behind this lap and the 787B was threating to leap-frog into 2nd after the Sauber had made it's stop. I rejoined behind the GT-ONE, lapping it out of Tertre Rouge as the Sauber finished it's pitstop and got out well ahead of the 3rd placed 787B 21 seconds behind me. By lap 95 the gap was down to 18 odd seconds due to a mistake on my outlap earlier, I then messed up my braking at Mulsanne Corner on this lap allowing the Sauber to draw the gap down to 13 seconds. By the end of the lap the gap was just 10 seconds and at Dunlop Curve I went wide at the exit losing 2 more seconds to the Sauber C9, who now seemed to be on a charger in this stint. I gain a second or two over the next few laps until a spin on lap 98 at Indianapolis put the gap down to just 5.4 seconds. Both me and the Sauber C9 then pitted at the end of the lap.
The Sauber came out behind me leaving the gap at 9.1 seconds. By the end of the hour on the next lap this gap had fallen slightly to 8.7 seconds. In the next hour it was clear that I was going to have to make some ground up.
Hour 7
I had a much better stint and managed to pull increase the gap between myself and the Sauber, by lap 104 I was 10.955 seconds ahead and also set a new best on lap 103 of 3'27.592. On lap 105 the gap was now over 11 seconds but I should have pitted, due to an error in my notes I missed it. I had enough fuel to do another lap but spun at Mulsanne Corner due to badly worn rears, this didn't cost me too much time however. At the end of lap 106 I pitted and rejoined around 8 seconds ahead of the Sauber C9.
Unfortunately I braked to late on that lap into Mulsanne Corner and had to drive out of the sandtrap.
By Arnage the Sauber was just 2 seconds dead behind me! For the next 6 laps I did a succession of quick laps but could not lose the Sauber C9 once it's tyres were up to temperature and therefore the gap stablised between 6-7 seconds, despite doing several low 3'28s the gap stubornly refused to grow. The Sauber must have run wide out of the second apex in L'Arche Chicane as it suddenly dropped back 2 seconds, the gap stayed a 9 odd seconds and both of us pitted at the end of the lap (lap 112).I made up some time having pitted a lap early and needing to take on less fuel that by the time the Sauber reached Tertre Rouge the gap was up to 15.015 seconds. The 787B which was probably around 40 seconds back from me also pitted, as did the R92CP over 2 minutes back later in the lap. On lap 113 there was just now 15 minutes left of this hour.
Over the remaining 15 minutes of this hour I managed to pull the gap out to 20 seconds by lap 115 but as the Sauber came back on pace it began to decrease the gap. By lap 117 I was in a much better position than ten laps ago, now I was 18.5 seconds ahead despite the Sauber C9 improving it's overall pace.
Hour 8
About 3 minutes into the eighth hour I met and lapped the GT-ONE for the fourth time as I approached L'Arche Chicane but I was due to stop next lap to pit. I would probably see the GT-ONE one or two times over the early part of this hour before completely putting it another lap down. I also set a new fast lap again of 3'27.436, partially help by drafting the GT-ONE earlier in the lap. My inlap on lap 119 however turned out to be a disaster, I spun at Indianapolis losing 10 seconds to the Sauber C9 and then I touched the grass on the pit enterance spinning the car out.
My heart literally sank as of course I knew what would happen, I missed the trigger for the pit menu and had to cruise through the pits and do another lap! At least I was routinely keeping enough fuel for this and for F'sake I hope they improve the pitlane menu trigger in GT5 to take account of this driver problem happening! Anyway I reminded myself all was not lost though as I could still keep the lead if I had a clean lap. I made it round without error braking slightly earlier due to my worn rear tyres and short fueled knowing I'd be doing one less lap this stint. I came out under 2 seconds ahead of the Sauber but on cold tyres this lap could be difficult to keep the C9 in 2nd. The 787B also pitted at the end of lap 120 some 20 seconds behind the Sauber.I pulled out a second and a half by the end of my outlap, which on cold tyres required some hairy driving as the Sauber was already reaching full race speed by the mid point of the lap! For the next six laps I drove hard pushing the gap out to 8.821 seconds. I also set another fastest lap, this time with no assistance from slipstreaming of 3'26.945 on lap 125. Fuel was now getting low and I'd be pitting with the Sauber at the end of this lap.
I pitted on lap 126 without any drama this time 8.5 seconds ahead of the Sauber C9, after my stop I made up some time coming out 12 seconds ahead of the Sauber. Again some more concentrated driving got the gap out to 20 seconds by lap 131 but the Sauber had reclaimed 2-3 seconds by the end of the hour as the crew worked on my car in the pits.
Hour 9
Exiting the pits the time split at Tertre Rouge put the Sauber 19 odd seconds back, my outlap was a bit messy and I lost 4 seconds coming off at the exit to Indianapolis and also in the Porsche Curves by the end of lap 134. On lap 137 I was 18 seconds ahead of the Sauber C9 as I exited L'Arche Chicane while further back the 787B pitted. Ahead of my the R92CP was slowly getting closer though was still over 10 seconds away from me.
By lap 139 the Sauber had closed within 16 seconds of me and a mistake at the Dunlop Curves and Arnage reduced it further to 11 seconds by the time we both stopped on lap 140. By lap 143 as I exited L'Arche Chicane the lead gap was 19.6 seconds. Ahead of me I could clearly see the R92CP some 4 seconds ahead. I estimated that it would take at least a couple of laps to get past him as his pace was fairly quick. The following lap I caught the R92CP at L'Arche Chicane, so far it was good fun to be chasing something that was quick for a lap or two.
I lapped the R92CP down Mulsanne Straight but was repassed at Mulsanne Corner after being rammed off line, the R92CP then decided to force me onto the grass out of the bend but I repassed the R92CP into Indianapolis without much trouble only to be rammed again at Arnage. Much to my growing irritation the R92CP continued to jossle me down the straight, I forced him to take the outside of the first turn of the Porsche Curve, to my amusement off he went all of his own accord! By lap 147 both myself and the Sauber C9 stopped, the gap was now at 21.898 seconds. Leaving the pits the R92CP had unlapped itself but would be pitting at the end of this lap. I had got close to the R89C as well and was hoping he'd come out behind me after his stop in about 2 laps time. As I started lap 150 the Sauber was now 27 seconds back and had the R92CP in front of him. As I passed the pits the GT-ONE had already exited out in front of me but to my relief I passed the R89C as it exited and was glad I didn't have to pass him on track after my previous encounters.
By lap 150 and the end of the hour I'd lapped the GT-ONE as we'd passed through Mulsanne Kink, now approaching Arnage the Sauber was 30 seconds back and still to get past the R92CP.
Hour 10
By lap 151 the Sauber had passed the R89C and had close the gap slightly to 28.1 seconds, ahead I now had a clear track for quite some time. The GT-ONE and R89C still stood between me and the Sauber C9. Two laps later the Sauber now clear had taken 4 seconds out of my lead, the 787B also pitted as I reached La Florandiere Chicane on lap 153.
On lap 154 we both stopped and the gap had grown to 27.861 seconds as the Sauber was still busy lapping the backmarkers in the Porsche Curves as I entered the pits. After the round of pitstops the Sauber would probably leap-frog them anyway.
The R92CP went past as I left the pits and he'd later pit at the end of the lap. I doubted I'd get to relap the R92CP on track with cold tyres, which was probably a gift in itself!
With the R92CP in the pits and the Sauber C9 35 seconds back my situation was looking good at the moment. Ahead of me was the R89C and I would probably get the chance to lap him before the end of the lap. The R89C pitted at the end of the lap as predicted, I got close but he was about 2 seconds ahead of me throughout the Porsche Curves. The backmarkers at the moment were doing good at holding up the Sauber and the gap was now over 36 seconds between us. By midway through lap 158 and now 41.006 seconds behind the Sauber seemed to have got past the R89C and clear of the backmarking pack.On lap 161 I made another stop. Although the gap had fell to 36 seconds the Sauber obviously slipped up somewhere as the gap suddenly jumped back up to 41.544 seconds. As I reached the Dunlop Curves the Sauber pitted. Over the next few laps the Sauber C9 maintained a gap of 44-46 seconds with me. By the end of the hour the Sauber was at a similar distance on lap 167.
Hour 11
Five minutes after the start of the eleventh hour I made another pitstop 43.707 ahead of the Sauber C9 which pitted itself as I exited the pits on lap 169. The Sauber rejoined 46 seconds behind me with both Nissans in front of him, with both of them pitting however over the next two laps they would not affect the Sauber's progress. On lap 171 as I exited Tertre Rouge the R89C pitted giving the Sauber C9 a clear road ahead. The gap had risen further to 50.515 seconds.
Halfway through lap 172 I spun out at Indianapolis under braking and again further down the road in the Porsche Curves, this cost me overall over 10 seconds that lap and left the Sauber now 38.5 seconds behind me.
Although the gap decreased over the next few laps by the time the Sauber C9 entered the pits the gap was still around 38.5 seconds as I rejoined the track.On lap 181 as I exited L'Arche Chicane I could see the GT-ONE ahead. The Sauber C9 meanwhile had reduced the gap to 37.2 seconds over the last few laps. We'd both be making our third pitstop of the hour next lap. I catched the GT-ONE at the Ford Chicane and then out accelerated it across the start line, however as we beared right towards the Dunlop Curve still partly side by side the GT-ONE turned in tagging me and sending me spinning off into the huge sandtrap. The gap to the Sauber thus fell to 29.2 seconds by the time I'd recovered.
Pitting at the end of the lap with the GT-ONE also which was right ahead of me the gap was now 27.4 seconds from the Sauber C9. I exited the pits thankfully ahead of the GT-ONE. The Sauber rejoined later 29.956 seconds adrift. As I negotiated the Porsche Curves on lap 183 this hour ended with the Sauber just over 30 seconds behind me.
Hour 12
Soon into this hour it became obvious that the chassis had gone on the car and I had two spinouts on lap 185 and 186 at Mulsanne Corner due to the car getting worse over bumps. This cost me 9 seconds bringing the gap down to 21 seconds. By lap 187 I'd compensated but the Sauber still managed to gain on me by 3 seconds by lap 189 when we both pitted at the end of the lap. The Sauber by then had closed to 17.2 seconds behind me. I rejoined the track now 21 seconds ahead of the Sauber C9 and also weary that I'd need to get a handle on the car else I'd start losing too much time.
My next stint wasn't much better, the car seemed to get worse and the gap fell to 14 seconds by lap 194. I managed to recover though by lap 196 bringing the gap up to 18.078 seconds from the Sauber C9 we then both pitted at the end of the lap.
The end of the hour came on lap 200, so far I had been able to make some time up on the Sauber and my only mistake since pitting on lap 196 was running wide at Indianapolis on lap 199 which ended up costing me 3 seconds. With the Sauber now 23.2 seconds behind I seemed to have the measure of the car's handling now.
Hour 13
The thirteenth hour did not start much better, I made more mistakes and the gap was down to 11 seconds on lap 203. I manage to get a good run through the Porsche Curves that lap pulling out some time before stopping at the end of the lap. The Sauber pitted 13.429 seconds behind me.
The gap was looking better by lap 207 and was now over 23 seconds. I met the GT-ONE on lap 210 and passed him on the Mulsanne Kink but then got rammed, as usual,
at Mulsanne Corner thus losing 3 seconds. Making sure I cut up the GT-ONE when I rejoined I managed to reach the pitlane without anymore trouble. The Sauber followed me into the pits 20.219 seconds behind me.I was making time up and on lap 215 the Sauber suffered the AI bug for the second time wall riding the approach to L'Arche Chicane. This increased the gap from 22.277 seconds to over 34.7 seconds. At the end of the lap the GT-ONE several seconds ahead of me pitted and came out just behind the Sauber C9.
On lap 217 the Sauber had closed the gap slightly, at the end of the lap we'd both be pitting as well fresh into the 14th hour.
Hour 14
Three minutes into this hour I pitted 34 seconds ahead of the Sauber C9 and it looked like I'd be making three stops during this hour. On lap 224 I almost missed the pits as I tagged the grass when entering the pitlane, the car however slammed into the tyres stopping me dead and I was able to drive into the pits. The Sauber was about 35 seconds back and pitted itself as I left the pitlane to rejoin the track.
By lap 227 the gap had fell to 22.904 seconds as I had made several mistakes over the last two laps, I'd also possibly have to lap the R89C before my next stop depending when it pitted itself. Due to my mistakes the R89C pitted on lap 228 and came out well ahead of me. On lap 229 I spun at Indianapolis as the car is not handling well there at the moment making it a lottery as I have no idea what the car is going to do there!
By the time I pitted on lap 231 the Sauber was 12.295 seconds behind, I really needed to sort out my lap times soon else I'd risk losing 1st place. I made a little time up though at least in the pits on the Sauber C9 who was now 14.664 seconds behind me after it had exited the pits.
This race was turning out to be a battle, so far I'm keeping the Sauber back but my car is not liking the run in to Indianapolis and it's costing me. At the end of the hour on lap 233 both the 787B and R92CP pitted while the gap to the Sauber had grown to 16.716 seconds by the time I exited Mulsanne Corner.
Hour 15
By lap 236 I was catching up with the R89C, two offs at Indianapolis which was fast becoming my most hated corner previously meant that the Sauber was now 10 seconds behind me. I was hoping to clear the R89C before La Florandiere Chicane, I definitely didn't want it anywhere near me after Mulsanne Corner. I managed to pass the R89C before L'Arche Chicane and by Muslanne Kink he was far enough back to not bother me.
On my in lap on lap 238 to my horror I spun out in La Florandiere Chicane into the sandtrap. I reached the recovery road that ran the edge of the trap and managed to rejoin. The R89C got past me but the Sauber C9 was still several seconds behind. This was not good and it did not get any better unsettled by a bump I spun off at Mulsanne Corner, this car was handling like a bag of 🤬 ! With the Sauber now 2 seconds behind me thankfully I kept the car on the track for the rest of the lap. We both pitted before the end of the lap. By Tertre Rouge the gap had grown to 6.689 seconds and now I really had to get moving to stay ahead.
By lap 241 the gap was now over 10 seconds, ahead the R89C pitted and I just managed to get past him as he exited the pitlane. I was hoping now that the Sauber C9 would get held up behind the R89C as I needed to make some breathing space. The Sauber took less than a lap to get past the R89C but at least by the time I entered the pits on lap 245 this had been the first stint for a while where I had not had any major off track excursions. The Sauber C9 was still being worked on as I left and as it passed the first time split at Tertre Rouge the gap was now 14.441 seconds on lap 246.
On lap 248 I was now more happily 20 seconds ahead of the Sauber C9 and with the R89C and GT-ONE not too far ahead I'd be lapping both of them soon. As the lap ended I was following the R89C through the Porsche Curves. To my delight both of them pitted allowing me to lap them.
As the hour closed on lap 250 the gap was now over 19 seconds and despite the Sauber getting past the backmarkers as well I was in a better position than I was half an hour ago!
Hour 16
I made another scheduled stop on lap 252 as did the Sauber C9, which was 19.298 seconds behind. It was safe to say now that I'd overcome the handling problems though my lap times were not so quick now. Once the Sauber C9 left the pits the gap had increased slightly to 21.803 seconds and the R89C also now seperated us giving me a chance to make some more distance over the Sauber.
By lap 256 the R89C still ahead of the Sauber C9 pitted. Having another good run over this stint the gap was up to 27.034 seconds by the time the Sauber C9 and I pitted on lap 259. The gap grew further by lap 266 when I made another stop and the hour also ended as I approached my pit box 34 seconds ahead of the Sauber C9 who would also be pitting this lap.
Hour 17
The Sauber rejoined 36 seconds behind me and we were both clear of traffic for what seemed at least one half of the hour.
On lap 273 the 787B pitted as I exited Arnage and as I finished the lap I also had to pull into the pits to make another stop, ahead of me the GT-ONE also stopped. The Sauber C9 which was now 38.908 seconds back then pitted behind me as I rejoined the track. By L'Arche the GT-ONE was now 9 laps down on the leaders, the Sauber C9 had rejoined after it's stop over 41 seconds behind.
On lap 276 I had a spin at Indianapolis while the gap was about 42 seconds, after recovering the gap would fall to 38 seconds to the Sauber C9. Four laps later I made a my number fortieth pitstop of the race as did the Sauber. The gap was 41.353 seconds as I entered the pits. By the time the Sauber had stopped the gap was up to 44.740 seconds.
By lap 283 the Sauber was now just over 51 seconds behind me as I passed through Mulsanne Kink. With another hour gone it was likely I'd pass the 787B to lap it before the next hour was done.
Hour 18
About 12 minutes into this hour I was catching the R92CP, on lap 286 having already lost several seconds earlier in a slide at Indianapolis the gap fell further as I spun out on the run up to the same corner. The gap went from 46 seconds to 38.526 to the Sauber C9. The following lap we were both due to stop also. The R92CP seemed to be suffering from the AI bug as I quickly caught it on the run up to L'Arche Chicane where it had obviously swerved into the barrier.
To make up for this the R92CP was lapped as we passed the Mulsanne Kink but as I braked for Mulsanne Corner the back of the car went light, I would have corrected it easily but well guess who made sure I didn't? At the end of the lap I made another pitstop now 34 seconds ahead of the Sauber C9.After I started lap 290 the R92CP came out of the pits just as I passed by saving me having to pass him on track, the Sauber C9 was now 41 odd seconds behind me. The following lap I spun off at the usual, Indianapolis. The R92CP closed right up after this and I then went wide, running off track into the Porsche Curves as I was too busy checking whether the R92CP was going to boot me off being so close to me. This closed the gap down to 29.8 seconds at the end of lap.
I repassed the R92CP on lap 292 but spun off again at Indianapolis!
Again the R92CP passed me and more time was lost to the Sauber C9. With the gap down to 21.422 seconds on lap 293 I was starting to get slightly cheesed off! The comedy ensued as I spun at the same place the following lap and I was quickly starting to wonder what the hell was going on?! The gap was now down to 16 seconds and I was determined not to spin again! The following lap (lap 294) I had no dramas and then pitted at the end of the lap. Coming out 22 seconds ahead of the Sauber C9 I still had the R92CP in front of me. On lap 296 it pitted but unfortunately the R92CP rejoined in front of me, then to compound problems I ran wide out of the Esses and spun as I reached Tertre Rouge and ended up in the sandtrap!
At the end of the hour without anymore spins the gap stood at 18.3 seconds. The R92CP was about 2 seconds ahead of me now and hopefully I'd be able to lap it without any trouble. This was one hour I was glad to see gone.
Hour 19
I caught the R92CP at La Florandiere Chicane but did not pass as I was bound to be rammed off at Mulsanne Corner, I passed into Indianapolis forcing my way past but got retaken out of Arnage by the R92CP. With the car unsettled in the R92CP's slipstream I went off at the first Porsche Curve, it would now take 2 laps to catch back up with the R92CP.
Before this happened I needed to pit again on lap 301 as did the Sauber C9 still 22.514 seconds behind me. At least now I hoped I could pass the infernal R92CP while it was in the pits on lap 304. Again the R92CP came out in front on as I started lap 304, this was indeed becoming tiresome.
On lap 305 I passed the R92CP into the Esses after meeting it at the Dunlop Curve. I didn't lose it until after Arnage and finally as I exited the Ford Chicane to start lap 306 I'd started to pull away.
I passed the GT-ONE a couple of laps later while it was making a pitstop and with the R89C ahead I may reach it before my next stop. On lap 308 it was time for another pitstop. As I rejoined the track the Sauber pitted with the gap at 37.501 seconds.
At the end of lap 314 I met the 787B and lapped it into Dunlop Curve now on lap 315. The 787B unlapped itself however when I pitted at the end of the lap 44.037 seconds ahead of the Sauber C9. Both Nissans also managed to unlap themselves before I rejoined the track.
As I exited Mulsanne Corner at the end of the hour the Sauber was now 47.667 seconds behind me on lap 316.
Hour 20
For some reason I stupidly tagged the grass at 210 mph before Indianapolis which turned into a spinout and then a massive skid.
The Sauber thus gained 9 seconds on me by the time I'd reached the Porsche Curves. I made another pitstop on lap 322 and I was now 33.024 seconds ahead of the Sauber C9. I'd also followed the 787B for most of the lap after it had exited the pits on the previous lap ahead of me. Both Nissans passed me before I could exit the pits and by La Florandiere Chicane I was past the R89C but then got rammed AGAIN off at Indianapolis. I didn't catch the R89C again until lap 326 where this time I passed him before La Florandiere Chicane. The R92CP had already pitted again 2 laps earlier.
I pitted on lap 329 for another scheduled stop 37.974 seconds ahead of the Sauber C9. Unfortunately the R92CP passed me again as I left the pits. I attacked into the Esses and went a little too deep touching the R92CP and sending it wide into the sandtrap but by now did I really care? Nope.
On lap 333 now well clear of the sodding Nissans I was 40.6 seconds ahead of the Sauber C9, now just four hours left of this race!
Hour 21
I reached my next pitstop without any troubles and stopped on lap 336. I'd lapped the GT-ONE earlier this lap and it passed me unlapping itself as I pitted. The Sauber by now was 50.163 seconds adrift.
On lap 338 I met the 787B to lap it and I realised that it had taken over an hour and a half to catch it up after the calamaties of hour 19. Tailing the 787B I spun off at Indianapolis as I'm sure this car does not like this bend when in a slipstream however by Tertre Rogue next lap I passed the 787B in the braking zone for the turn. On lap 343 I made another stop and the Sauber C9 was now over 54 seconds behind me.
At the end of this hour I was just about to start lap 350, the Sauber C9 was over 57 seconds back at Arnage.
Hour 22
At the end of lap 350 I pitted 56.920 seconds ahead of the Sauber C9 to make my 50th pitstop of the race.
I rejoined behind the 787B again after passing me while in the pits.I stopped again on lap 357 and as I left my pit box the Sauber C9 flagged up as 1'01.920 seconds behind of me. This time the 787B was far enough back to remain lapped after my stop. I went wide at the Dunlop Curve allowing the 787B to pass me and it took 2 laps to catch the 787B again. Overtaking into La Florandiere Chicane I finally relapped the 787B on lap 360, which then pitted at the end of the next lap.
I made my third stop of the hour on lap 364 now 1'07.862 seconds ahead of the Sauber. I would also be lapping the GT-ONE again as it exited the pits soon after I entered my pit box. As I slipstreamed the GT-ONE toward the first Porsche Curve on lap 365 I got on the grass and ended up going off down the escape road. I recovered losing time to the Sauber C9. I was just about to relap the GT-ONE on lap 366 as the hour ended. The gap to the Sauber C9 was now over 1 minute and 6 seconds.
Hour 23
I take the inside line into Mulsanne Corner trying to avoid the ram-raiding AI of the GT-ONE and hit a bump sending the car into a spin. Therefore I don't lap the GT-ONE until the next lap at L'Arche Corner. The Sauber had also gained on me and the gap was over 55 seconds now. The following lap I do the same and spin losing more time but fortunately the 787B is far enough back to stay behind me having lapped the GT-ONE earlier itself. The 787B then pitted at the end of lap 369. Two laps later I stop again 58 seconds ahead of the Sauber C9. I had also made a push for the last 2 laps which paid off as the 787B was about 6 seconds behind me once exiting the pits.
On lap 378 I met the R89C at Mulsanne Corner but with me pitting at the end of the lap I didn't bother trying to pass it and held back. The Sauber C9 was now 1'05.026 behind me.
The hour ended on lap 383 and the gap was now around 1 minute 15 seconds to the Sauber C9. Hopefully I'd lap the R89C during our up coming pitstops else I might be needing some of this gap I've built up!
Hour 24
On lap 385 I made another scheduled stop, a spin at Indianapolis cost me some time putting the gap down to 1'20.248 as the Sauber also messed up earlier raising it to 1'29.7 seconds. The R89C unlapped itself but was due to pit in the next 4 laps where I'd be able to relap it.
On lap 392 I made what would probably be my last stop of the race. The Sauber C9 was 1'19.225 behind me and due to several mistakes made by me and the Sauber C9 the gap had hardly changed over this stint.
For the remainder of the hour I slowed slightly as to not catch the R89C over what must have been 10 seconds ahead and the hour ended with just the stretch from Arnage to complete.
Hour 25
I had just an easy coast to the finish line to complete the race! For my efforts I won 1,200,000 Credits and an Audi R8 Race Car '01 as well as a sore right thumb!
Final Standings:
Lap Completed: 399
1st: Black Mazda 787B Race Car '91 (Me) Time: 24:01'15.891
2nd: Sauber Mercedes C9 Race Car '89 Time: -1'18.098
3rd: Mazda 787B Race Car '91 Time: -1 lap
4th: Nissan R92CP Race Car '92 Time: -2 laps
5th: Nissan R89C Race Car '89 Time: -4 laps
6th: Toyota GT-ONE Race Car (TS020) '99 Time: -11 laps*
Time marked by * denote my best guess based on map overlay position or rough estimate.
Best Lap: 3'26.945 (Lap 125)
Pitstops (laps): 56 (7,14,20,28,35,42,49,56,63,70,77,84,91,98,106,112,120,126,133,
140,147,154,161,168,175,182,189,196,203,210,217,224,231,238,245,252,259,266,273,280,287,
294,301,308,315,322,329,336,343,350,357,364,371,378,385,392)
A-Spec Points: 200
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, I'll be adding some pictures tomorrow! 
