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- FLK_255
Circuit de la Sarthe 24hr I
Finally found some free time to redo this after being swamped with coursework & exams for my degree. This will take me 2 weeks to do probably so updates will be few over the working week and hopefully the power grid will behave this time around!
Having tried this race before I had a good idea how much ballast I'd need to add to ensure a close race and also 200 A-spec points. Before starting I upped the ballast to 135kg (I think!) against the same lineup as before and made sure Race Super Hards were fitted, finally I was ready to 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)]
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
From the line I followed the 787B all the way up to Tetra Rouge, my start was hampered due to my analogue sticks not being centred thus putting the brakes on slightly. On the exit I caught the large draft created by both the other 787B and the GT-ONE I passed them on the run up to the chicane at L'Arche. I then dropped back to sixth as my other analogue stick was acting up forcing me to the right as I braked, correcting I ended up in the sandtrap and emerged next to the GT-ONE. I made after them both quickly but not before pausing to sort the stupid DS2 sticks out! (Rant .. Why can't we turn off the DS2 sticks like on the PSX DualShock!!!) I passed the GT-ONE after hooking up on it's dirty air on the run up to La Florandiere Chicane and then caught the 787B on the apex of the right corner in the chicane. Now tailing the 787B I made my pass into Mulsanne but ran wide onto the rumble strips allowing the 787B to retake 5th place. The leading R92CP and R89C were almost 7 seconds ahead and it would be a few laps more before I'd probably catch them.
I lost the 787B out of Mulsanne due to my slow exit but caught it at Indianapolis making a much better approach than the AI on cold tyres could manage. I tailed the 787B for the rest of the lap unable to make gains due to my weight and power disadvantage, only by slipstreaming did I keep close. The R92CP was 7.5 seconds ahead by the end of the first lap. Over the line I planned my entry to Dunlop Curve, as the 787B entered it braked early allowing me to make my pass. I ended up in the sand as the 787B turned in sharply tagging me off. It would take over a lap for me to recover while the leaders managed to increase the gap to 11.2 seconds. By La Florandiere Chicane I was back on the tail of the 5th placed 787B and prepared to make a pass in Mulsanne, this time hopefully without me running wide! However to my delight I found the R89C close in front of the 787B and by Mulsanne I was past into 3rd. Exiting Mulsanne the 787B and R89C were side by side and gave chase after me. The 787B managed to pass me though I held off the R89C by using the 787B's slipstream and by the time we reached Indianapolis we were side by side. Again the AI tagged me into the sand trap putting me back to square one in 5th. This was getting seriously irritating now!
By the end of lap 3 I was 17.2 seconds adrift of the leading R92CP and a good 7 seconds back from the R89C. By lap 7 I was still 5th and with the tyres going off I needed to pit. At the end of the lap the R92CP, Sauber c9 and R89C also pitted just ahead of me (15 seconds+) so at least I knew the C9 could not out pace me on pits. As I stopped I was mindful that I'd need to push hard for the next stint to get up near the lead or to take it at the most!
I made up some time in the pits coming out dead in front of the R89C in 4th, now on lap 8 the 787B was leading some 38 seconds ahead. I held the inside all the way up to Dunlop Curve fending off the R89C behind me, by the time I exited Tetre Rouge I'd opened up some breathing space between myself the and R89C. The R89C kept in check all the way up to La Florandiere Chicane, where I finally managed to gain some distance clearing the chicane more quickly. As I exited Arnage the 1st placed 787B pitted some 40 odd seconds ahead of me and the GT-ONe made it's first pitstop as I crossed the line to start lap 9. Exiting Tetra Rouge things were looking better, the leading pack were ahead of me in the distance fighting over 1st place and I was more confident I could pass them before my next stop. By lap 10 I was 6.4 seconds behind the leading R92CP and had caught the 787B. Being much more cautious of the AI this time I entered Dunlop Chicane watching the 787B closely. Delaying my decision to overtake I waited and then took 3rd at the entry to the Esses passing the 787B in the brake zone. With the AI up to full race pace it was looking like it would take me a while to catch the Sauber and R92CP and I'd probably need to wait until the next round of pitstops to make some more ground up.
Nearing my next stop on lap 13 I crossed the line setting a new best of 3'28.789. I was catching the leading R92CP and Sauber by about 0.4 seconds a lap give or take, guess this confirms I'm in for a close one so far!
By the time I reached Mulsanne I was 3 seconds behind the leaders, the Sauber and R92CP were side by side ahead of me as I exited the corner. The Sauber C9 had taken the lead by the time I reached Indianapolis and was already making a break. By lap 14 the R92CP was still close to the Sauber and I made some ground up on both through Dunlop Curve and the Esses only to run wide at Tetra Rouge, it cost me 2 seconds to get out of the sand trap and back on to the track. At the end of the lap I pitted with the Sauber and R92CP, who were slow entering allowing me to recover the time I lost at the start of the lap. The 787B passed us down the main straight as I pulled in my pit box, the R89C also pitted at that moment.Again I made up a place in the pits coming out between the Sauber and the R92CP forcing me to defend the line from the R92CP as we left the pits and approached Dunlop Curve. I made good on my cornering and by Tetra Rouge the R92CP was at a safe distance behind. With the 787B yet to pit and 26 seconds ahead I just now had to catch the Sauber some 3 seconds ahead before it's tyres were back up to race temp. Unfortunately I made a mess of Indianapolis though I managed to stay on track and this dropped me 2-3 seconds further back from the Sauber by the end of the lap, the R92CP also threatened but I managed to claw some distance apart us through the Porsche Curves.
The other 787B finally stopped at the end of lap 16 some 29 seconds ahead of me returning the lead to the Sauber C9. I was unsure of the 787B, it had a clear advantage with pitstops and could be trouble later on. I didn't dare alter my strategy yet considering this first hour, my rear tyres aren't looking too good on pit-in laps so far to risk running another lap on them. As I passed the pits the 787B takes 3rd place exiting the pits behind me and in front of the R92CP. The GT-ONE also pits at the end of lap 16 and as I exit Mulsanne with the Sauber 3.4 seconds ahead of me the first hour ends.
Hour 2
Into the second hour and in the following 2 laps I drop back by 4 seconds after running wide at Tetra Rogue on both laps 17 and 18, I notice the R92CP is back in 3rd also as it gains on me at the start of lap 19. By the time I reach Mulsanne and negotiating Tetra Rouge quickly this lap I pull back 2 seconds from the Sauber C9. This extends again as I mess up on the last turn of the Porsche Curves, the R92CP is also getting close by the end of the lap, I need to sort my lap time consistancy out immediately as the gap is now over 8 seconds. The next lap (lap 20) however I screw up at Indianapolis by tagging the grass while braking sending me into the gravel, I recover in 3rd now 19 seconds adrift. I make amends next lap by doing my fastest lap but I have to pit as do the Sauber and both Nissans, hopefully I can jump the R92CP again as I catch right up with it in the pit lane entry road. As I pull up to my pit garage I know I need to make the most of the Saubers cold tyre laps.
Exiting the pits the 787B had already retaken the lead and as predicted the R92CP is behind me as I get back up to race pace. On lap 22 the 787B is 29 seconds in the lead from me while the Sauber must be some 15 seconds in front of me. By the start of lap 24 and some solid lap times I must be now less than 9 seconds behind the Sauber. I can keep this up and possibly get close to the Sauber in time for the next round of pitstops. I also need to start getting time over the other 787B as I could be leading later on if I don't start getting ahead.
Further into lap 24 I spin again at Indianapolis braking and catching the grass thus losing the time I just made up, at least the R92CP is still behind me. To my relief however the 787B makes it's stop at the end of the lap and rejoins as I pass the pit lane exit behind me allowing me to continue on after the Sauber C9, which is 12 seconds ahead of me. As I exit Mulsanne later that lap the trailing GT-ONE makes another stop. The Sauber pulls the gap out to 15 seconds by lap 27 but coming down the straight after Tetra Rouge on the same lap the Sauber appears in front of me before L'Arche Chicane, gutted! This best be a one off as I was really relishing a fight for this race! It seems the Sauber C9 is suffering from the FGT's problems at Le Sarthe.
Now hooked up in the Sauber's slipstream get past and take the lead by the time I reach the next chicane. I brake deep into Mulsanne running over the rumble strips on the exit and the Sauber closes in. I get barged onto the grass but manage to keep up to speed and also keep the lead, luckily the Sauber stays back into Indianapolis and I use all the tracks width to keep ahead of the Sauber, to be honest I'm more worried about being rammed. I let the Sauber past me on the lead up to the first Porsche Curve being weary of what happened last time! The Sauber leads all the way up to the start line but comedy ensues!! The Sauber duffs it up at Dunlop Curve and spins off, I continue on!
I make my fourth stop on lap 28 as the R92CP joins in on the fun and takes second place from the Sauber C9 with the 787B also close behind. As usual I'm followed in by the Sauber and the two Nissan Rs, as my pit crew works away on my car the 787B retakes the lead from me. The 787B is 14 seconds ahead at the first split but by the end of the lap it's 30 seconds ahead after I made several mistakes on my outlap. By lap 32 I work the gap down to 27 seconds and the 787B pits at the end of the lap. I manage to retake the lead on lap 33 while the 787B is still in the pits, as it exits the Sauber and R92CP catch up with the 787B who is now 11 seconds back in 2nd place. Near the end of the lap as I exit Arnage the Sauber passes the 787B retaking second place, the GT-ONE is also about 25-30 seconds ahead of me and is also due to stop this lap letting me lap it without any problems while it's in the pits.
Hour 3
I started off the third hour well by coming off in the Porsche Curves
, my 12 second lead quickly diminished to 2.9 seconds to the Sauber, making my next lap more difficult. This gap fell to 1.5 seconds and I made my next pitstop at the end of the next lap as did the Sauber. As the two Nissans pitted the other 787B passed me to take back the lead. I exited the pits shortly after the GT-ONE unlapped itself and I also made a few seconds on the Sauber due to the AI taking longer to fuel up.By Mulsanne I'd caught the GT-ONE and the gap of 18.5 seconds to the leading 787B seemed to be holding as my tyres continued to slowly came back up to race temperature. I re-lapped the GT-ONE just before entering Indianapolis, which is not the easiest place to overtake! On lap 38 I made mistakes at Dunlop Curve and Tetra Rouge, which the latter is fast becoming my least favourite corner and put me 5 more seconds back to over 23 seconds behind the 787B.
The 787B pitted on lap 40 as I threaded through the last section of the Porsche Curves 24 seconds back, I passed the 787B in the pits and started lap 41, the Sauber was not far behind. After passing T1 just shy of Tetra Rouge the Sauber's split time popped up putting it some 5-6 seconds back, we were both nearing our time to stop on lap 42. By the time I'd exited Arnage the Sauber had closed up to 3.8 seconds adrift. Why do parents insist on jumping into your room at important moments! I nearly missed the pitlane and managed to stop thus losing the lead to the Sauber as I had to reverse to get back into the lane, I probably should have carried on though for another lap. I exited the pit in third behind the Sauber and 787B on lap 43. Keeping my cool I made a solid outlap and was around 2 seconds or so behind the Sauber by the start of the next lap. After catching the Sauber in the corners through Dunlop Curve to Tetra Rouge I hooked it's slipstream and overtook as we approached L'Arche Chicane and retook 2nd place. The Sauber kept pace all the way up to Indianapolis but I managed to extend by 2 seconds by the end of the lap setting a new best record of 3'27.096 at the end of lap 44. For the next few laps I continued to push but despite setting another low 3'27 lap I couldn't lose the Sauber, the 787B 11 seconds ahead then pitted at the end of lap 48, it would be our turn next lap to stop and I was hoping I could make some distance on the Sauber after stopping.
At the end of the following lap (lap 49) I made my seventh pitstop as did the Sauber 3.6 seconds back from me. As I exited I kept first by a matter of seconds and the 787B closed right up as I negotiated the Dunlop Curve. Both the Nissans and the GT-ONE also pitted as I entered L'Arche with the 787B less than 2 seconds behind. At Mulsanne I had a moment and braked to late for my cold tyres to handle and I ended up off track. Fortunately I skidded across the sand and ended up on the recovery road facing towards the track and I rejoined not far back from the 787B. By the time I exited the Porsche Curves I had the 787B's slipstream and retook first place as we passed the pitlane sliproad. The 787B tried to get back in front as I entered the Dunlop Curve but I managed to outbrake him and pull away. By now on lap 51 I was 2 minutes into the 4th hour of the race.
Hour 4
Having fended off the 787B since the start of the hour I just now need to avoid making anymore silly mistakes and concentrate on staying in front of the Sauber C9 who was still looking like my main competition. I managed to pull the lead out to 4.6 seconds by the end of lap 52 but I ran wide coming onto the start/finish straight putting it back to 2.5 seconds as I went briefly into the sandtrap. I manage to put in some good laps and by the end of lap 56 the gap is now up to 9.3 seconds and it's time to make another pitstop. I'm followed in by both the 787B and the Sauber. On track the Sauber seems to be outpacing the 787B, so much so that I think 787B will not pose too much of a threat but I'll still be keeping an eye on it. Exiting the pits the 787B and Sauber rejoined 14 seconds behind me and by the time the GT-ONE stopped on lap 58 the gap was now up to 16.809 seconds.
Into the last half of the hour I was slowly pulling away from the 787B, by the middle part of lap 60 the Sauber finally passed the 787B to reclaim 2nd place and was 20 seconds back from me and the trailing GT-ONE was about 10 seconds ahead of me. On lap 61 I'd added another second to my lead and as I exited Mulsanne I could see the GT-ONE ahead, the 787B had also retaken 2nd place from the Sauber C9. I pitted at the end of lap 63 for new tyres and fuel, the 787B had held it's position and was around 24 seconds adrift as I entered the pitlane. The GT-ONE that I had lapped early on lap 62 reclaimed the lap deficit passing me while I was in the pits.
I exited in 2nd as the Sauber made it's stop, the 787B had stayed out and was several seconds ahead by the time I reached Dunlop Curve. The 787B stopped at the end of lap 64 however allowing me to retake the lead, the 787B managed to hold on to 2nd place coming out in front of the Sauber C9. On lap 66 the Sauber C9 claimed second place from the 787B, this time managing to keep it between Mulsanne and Indianapolis, where I had relapped the GT-ONE 31 seconds earlier. At the end of this hour the GT-ONE had stopped again and I was now 32 seconds ahead of the Sauber C9, which seemed to be setting itself up on a charge.
Hour 5
The Sauber C9 asserts itself taking a second a lap from my lead, by the time we both stop at the end of lap 70 the gap is down to 24.114. Exiting the pits with the 787B just over 2 seconds behind me I'm mindful that I need to pick up my pace if I'm going to hold back the Sauber. By Mulsanne and unable to lose the 787B on cold tyres I let him pass me on the straight after Arnage as I can't afford to mess about knowing the AI would probably only knock me off, I stick with the 787B all the way to the end of the lap (lap 72). Over the start line I attack into Dunlop Curve but I have to back off as the 787B gives me too little room, by the time we reach L'Arche Chicane I manage to take back the lead just outside the braking zone. With my tyres warming up I should be able to hold off the 787B. By the end of the lap I had maintained a 2 second gap ahead of the 787B, which to my relief pitted at the end of the lap, this also gave second place back to the Sauber now 33+ seconds behind me. I was able to increase the gap to 35-36 seconds and stayed this way right up til lap 77 when I made another pitstop.
On lap 79 I had made a couple of mistakes which reduced the gap to 13 seconds between myself and the 787B, which had been 18-19 seconds the previous lap. Pulling the gap back out to 14 seconds on lap 80 I then encountered the R89C for the first time and would soon lap it on the next lap as we braked into Dunlop Curve. The 787B pitted also putting the Sauber C9 back into second place 38 seconds behind me. By lap 82 and the end of the hour drawing near the Sauber had closed the gap to 35 seconds, the lapped R89C was still several seconds behind me. I spun out at Mulsanne but I was able to keep the car on the black stuff and managed to rejoin keeping ahead of the R89C.
Hour 6
At the start of this hour I was 32 seconds in the lead on lap 84. After pitting at the end of the lap, as did the Sauber C9 the R89C was able to unlapped itself but it would have to pit the next lap round. Shortly after I started lap 89 the 787B pitted, the gap between us had drifted between 22-26 seconds and the Sauber C9 was now returned to 2nd place 43 seconds behind me.
I made another stop on lap 91, 38 seconds ahead of the Sauber, as I rejoined the Sauber pitted and would later fail to get out in front of the 787B again.
I had also passed the GT-ONE in the pits the previous lap. After stopping the R89C and GT-ONE were now in front of me having reclaimed a lap for themselves while I made my stop. The 787B made some time up on me on this lap after exiting the pits. On my outlap as I exited Mulsanne a few seconds ahead of me the GT-ONE and R89C were tussling but at the end of the lap the R89C pitted leaving me just the GT-ONE to pass. The GT-ONE went another lap down as I passed it through Tetra Rouge on lap 93, the AI played it straight while I passed (for a change!) and then kept up with me using my dirty air before falling away after L'Arche Chicane. At the end of lap 96 the 787B pitted putting the Sauber back in 2nd place 35.590 seconds behind. I stopped on lap 98 as did the Sauber, the lead gap was still 35 seconds and the Sauber came out in front of the 787B this time. I'd also gained 5 seconds on the lead while pitting. As I began lap 100 both the GT-ONE and R89C pitted and the gap between myself and the Sauber was slightly up at 41.6 seconds. As I accelerated away from Indianapolis towards the next turn at Arnage the 6th hour ended.Hour 7
By lap 105 15 minutes had past into the hour. The 787B stopped at the end of lap 104 while the Sauber and I carried on. The Sauber had managed to take 10 seconds out of my lead, my pace had dropped and I had also made few small mistakes over the last few laps. Both of us pitted at the end of the lap and I'd also managed to pull another second out on my in lap over the Sauber C9. The Sauber again rejoined ahead of the 787B and the gap between us was now 39.6 seconds.
The gap continued to fluctuate from 36-42 seconds for the next few laps but the Sauber C9 was keeping pace with me all the way. By the time I pitted on lap 112 the Sauber was still around 39 seconds behind me. The 787B had now dropped some distance away from the Sauber and pitted itself as the C9 rejoined the track. At the moment the hours are going by smoothly and I'm still enjoying this race!
Midway through lap 117 the 7th hour ends and I have a 43 second lead over the Sauber C9 at this point of the race. So far the car is handling well.
The rears have been wearing quicker than the fronts but this helps me especially later on in my stints as I've already set the car up with some oversteer, my lap times are currently moving between 3'29s - 3'31s.Hour 8
About 6 minutes into the hour I lapped the GT-ONE on the approach to L'Arche Chicane. At the end of the lap I stopped to make another stop 45.2 seconds ahead of the Sauber C9. Exiting the pits on lap 120 the Sauber came in for it's stop, meanwhile the GT-ONE had continued and unlapped itself. It was clear the Sauber had been slower as the 787B retook the lead passing the Sauber C9 as it exited the pits. At Mulsanne a brief loss of concentration lost me 6 seconds of my lead as I braked late on cold tyres and ended up in the sand trap. The gap dropped from 41 seconds to 35 by the time the 787B hit the T4 split past Mulsanne. At the end of the lap I had lost 3 more seconds to the 787B which then made it's stop handing back 2nd to the Sauber.
The Sauber went from 42 seconds behind to 39 seconds by lap 125, the GT-ONE pitted as I finished lap 124 saving me effort of passing it on track. The Sauber seemed to have speeded up this time as it was pulling away from the 787B and closing the gap slowly to myself, next lap we'd both be scheduled to stop. The gap had fallen to 38.117 as I entered the pits on lap 126. The rejoined 42 seconds back and this time in front of the 787B.
On lap 133 I pitted again some 36 seconds ahead of the Sauber who had been on a quick stint closing the gap by 6 seconds. The Sauber pitted behind me as I exited the pits. The Sauber C9 then rejoined in second place with the 787B 6 odd seconds behind.
Uploaded a small clip here of laps 132-134. Off camera phone so poor quality. You may also need latest K-Lite Codec Pack or similar to play it.
Hour 9
By lap 140 I was 38.293 seconds in the lead as I entered the pits for another scheduled stop. The 787B had pitted a while back on lap 136 I was too far back to threaten the Sauber C9. The Sauber also pitted and rejoined 42 seconds behind me. The other cars to pit this lap were the GT-ONE and the R92CP. On lap 147 I was due to pit but I forgot to and went past the pit enterance!
Luckily the remaining fuel got me at race pace to the end of the Porsche Curves on the next lap and I only had to coast for a short distance to the pits. I short fueled to make up some time and I exited the pits 12.674 seconds ahead of the Sauber C9 to my relief. Two spins due to worn rears on the in lap also confirmed that I couldn't do more than 7 laps a stint without losing excessive time. By the end of the 9th hour I was holding the gap from the Sauber C9 and feeling quite lucky that I was still in the lead. Hour 10
As I started this hour the heat was on and by lap 152 the gap between me and the Sauber C9 was down to 7.2 seconds, annoyingly that lap the Sauber swerved into the barrier before L'Arche dropping it back to 21 seconds behind me. I really hope they fix this AI bug in GT5 as so far it's helping ruin the chance of maintaining a close race!
The 787B pitted on lap 153 and due to short-fueling I needed to stop on the following lap. The Sauber pitted also and was 16 seconds back before I had entered the pit lane myself. The Sauber lost 3 seconds to me and exited 19.974 seconds adrift.
The gap grew to 21 seconds by lap 159 but the Sauber regained 3 seconds by lap 161 when we both stopped. The 787B had stopped on the previous lap and must have been around 30 seconds behind the Sauber. I'd also noticed that the car was handling different, it seemed slightly less stable on bumps when braking. Though not enough to cause problems it was apparent enough for me to notice it every now and then.
The gap went out to 27 seconds as the Sauber C9 took over a lap to passed the GT-ONE but by lap 167 when this hour ended the gap had fell to 22 seconds as the C9 upped it's pace considerably. Ahead of me one of the two Nissans were not far away in the distance.
Hour 11
Powercut........
Current Standings:
Current Lap: 167
1st: Black Mazda 787B Race Car '91 (Me) Time: 10:00'32.420
2nd: Sauber Mercedes C9 Race Car '89 Time: -22.269
3rd: Mazda 787B Race Car '91 Time: -1'01.###s*
4th: Nissan R92CP Race Car '92 Time: -2'28.###s*
5th: Nissan R89C Race Car '89 Time: -1 lap
6th: Toyota GT-ONE Race Car (TS020) '99 Time: -4 laps
Time marked by * denote my best guess based on map overlay position.
Best Lap: 3'27.096 (Lap 44)
Pitstops (laps): 23 (7,14,21,28,35,42,49,56,63,70,77,84,91,98,105,112,119,126,133,140,148,154,161)
A-Spec Points: 200
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