GT1

history

the magazine
April 2021 . GT1-002 APRIL 2021 / GT1-002
 Racing history, part one
The Jaguar V12

Tech corner

2 Group C aerodynamics

3
Focus
Evans Automobiles

4
Racing history, part two
The V12 powered GT1

@bespokemotorcars ex-Murcielago R-GT shot by @fstylephoto

GT1 history 2
Editorial

In issue #002, we’ll be talking about remember seeing them on the internet
Group C aerodynamics, the incredible back in the days (I’m that old). To my
story of Evans Automobiles, and the V12- surprise their creator John Evans saw the
powered GT1 cars. The first part is post and we’ve been in contact since
dedicated to the Jaguar V12 family, which then. He told me the full story of his
dominated Group C after the 956/962. company, which I’m sharing here for the
first time. Not only it is passionating,
Group C really is a milestone in spreading from GTP to GT1 categories
motorsport history, bringing the sports but you won’t believe who was his
prototypes into new territory with unique customer (a famous one). This is
ground effect and the first carbon also a reminder that at the time you
monocoque chassis. The series, initially could have an idea and build your own
based on fuel consumption criteria, sports car, something impossible today
lasted for a decade before the series without at least 7 figures funding.
collapsed. A lot of what was learned at
the time was used on ‘90s GT1 cars, not We will also talk about the king of all
to mention the 962 LM overall Le Mans combustion engines: the V12
winner in 1994. Christian De Jesús masterpieces. Yes, they were replaced by
Ramos Garzón is an experienced more efficient V10 engines (which are
mechanical engineer, having worked in now also unfortunately defunct) but the
IMSA (Scuderia Corsa and Conquest last V12s (which date back from post-
Racing), Indycar (Andretti), and Ferrari WWII) will forever stay as the most
Challenge (New Country Competizione). fantastic engines produced and raced. No
He wrote a historical and technical surprise then that a lot of GT1 cars
overview of Group C, with all the details featured it, in the ‘90s but also
you want to know. thankfully in the ‘00s.

Last year I posted on the Evans 386 and

486 LM, two cars under the radar but I

GT1 history 3
 1
Great Britain on the roll and an internal team
Jaguar V12 presented their XJ220 to the board,
Jaguar had a V12 ready in the early
who gave the go. The engine was
Author Romain @gt1history ’60s, of which a variant propeled
supposed to be a 6.2L DOHC V12
the fantastic XJ-13. A decade later, a
(92mm x 78mm), however the
new production engine codenamed
modified dual camshaft heads
XJ25 was first fitted in Type E (1971) couldn’t produce more than 500hp
,then the XJ12 (1972), and finally the in road trim. Different racing
XJ-S (1975). US racing team Group prototypes were tested and went up
44 won two Trans-Am to 850hp at 7,000rpm. But for the
Championship with the XJ-S and XJ220 the power output wasn’t
took on IMSA GTP with the XJR-5 enough to achieve the targeted
that used the same 6.0L engine, performance figures . Tom
later enlarged to 6.5L and producing
Walkinshaw was in charge of the
700hp at 7,000rpm. From there
production and did the same thing
TWR would engage the XJR-6 in
he did for the XJR-11 Group C: fitting
Group C but they still relied on the
a twin-turbocharged 3.5L V6. It has
24 valves engines. In fact Cosworth
to be noted that Formula One cars
XJ220 showcar by @ skdc_scalecustoms worked on a 48 valves version but
used turbocharged V6 for the last
got the required power and decade with great success (and
consumption figures out of the speed) and Jaguar was the last
SOHC engine. For 1987 the engine manufacturer to use V12s in their
was enlarged to 7.0L (94mm x cars. Ironically, 1990 would crown
84mm), powering the XJR-8 to the another V12-powered Jaguar at Le
Championship victory. Mans, the XJR-12. But it was not all.
Development continued, with a Capitalizing on their success, TWR
power hike from 720hp to 745hp for
wanted to produce a Group C car for
the XJR-9 (and a great amount of
the road, project R9R. Designed by
torque). A win at Le Mans in 1988
Peter Stevens, the car was featuring
would confirm the engine efficiency
the first carbon monocoque chassis,
and reliability. Jaguar was definitely
thanks to TWR branch ASTEC and a

GT1 history 4
6.0L V12 with the same bore and running for 24 hours at Le Mans.
stroke than the XJ-S engine (90mm That’s why Jaguar also engaged the
x 78.5mm). From 308hp in the latest evolution of the XJR-12,
coupe, the sportscar would get featuring a 7.4L V12 offering a litlle
450hp with a Zytek ECU. It was more power and torque than the
100hp less than the XJ220 (542hp) previous 7.0L version. Out of the
but in a car weighing just over a ton four XJR-12 engaged, three finished
the power to weight ratio was very in formation behind the suprising
similar. Only 53 XJR-15 were Mazda 787B (2nd, 3rd, and 4th). Not
produced but it certainly bad for an engine that started his life
participated to the ’’XJ220gate’’. more than 20 years ago. Jaguar/TWR
would come back at Le Mans in 1993
1991 saw the introduction of the FIA with the V6-powered XJ220C but
Sportscars and Jaguar switched to a that’s a story for another day.
3.5L V8 Ford-Cosworth HB engine
for its revolutionary XJR-14, The 7.4L V12 made its way to the
producing 650hp at a whopping very limited XJR-15 LM version. 5 Lister Storm at Le Mans in 1995 by Jerry Lewis Evans
11,500rpm. It was basically a were produced for a Japanese
Formula One engine, as wanted by collector. The 7.0L version was used the company specialized itself in high- racing car was engaged for the first time
the FIA president Jean-Marie by another Jaguar specialist, Lister. end custom-built Jaguar. Their XJ-S LM, at Le Mans in 1995. TWR took care of the
Balestre. However these sprint Re-launched by Laurence Pearce in
boasting 600hp and 600lb-ft of torque. Zytek-controlled engine, which
engines theorically couldn’t handle 1986 with the avail of Brian Lister,
That was more power than produced 620hp at 6,500rpm with
contemporary supercars, all thanks to mandatory air restrictors. The Lister
XJR-15 by @pierrecphotography
the civilized version of the racing 7.0L Storm GTS experienced gearbox issues
V12. Pearce saw the death of Group C and and would fry its clutch after a spin in
felt it was a good time to invest in a GT the gravel. This would be the start of a
racecar. He created the spectacular (and long racing career that ended in 2006,
slightly disconcerting) Lister Storm. A with the Storm GTS evolving into the
2+2 Coupe built around a carbon- GTL, and GT/GTM. It won the FIA GT
reinforced aluminium chassis, with Championship in 2000, the British GT
aluminium panels and the big V12 Championship in GT1 (1999) and twice
longitudinally mounted up front. A in GT2 .

GT1 history 5
2 Group C Aerodynamics
Author Christian De J. Ramos Garzón

The Joest Porsche Racing 962C at Le Mans scrutinity

in 1993. The original 956 design would last a decade.
photo credit Jerry Lewis Evans

Let’s go back to 1979, to be more specific to the such as the Porsche 956/962, Mazda 787B, Sauber manufacturers and many got to work. The
1979 24 Hours Of Le Mans. Now think about which C9, Jaguar XJR-14, and Lancia LC2 among others. question is how do you make a car fast but also
top class car you’re rooting for; Group 6, a These cars even though unique, all have similar use less fuel regardless of what’s under the hood.
Porsche 936? Maybe a Rondeau? Imagine your shapes and a big line can be drawn between them The answer is aerodynamics. The easiest way to
surprise when the race is won by a Porsche 935, and the Group 6 cars they replaced. There is a reduce fuel consumption in cars is by reducing
and then imagine your surprise when the top 4 reason for that: rules. The key difference between their coefficient of drag, or wind resistance, the
spots were filled by GT cars. A result like this Group 6 and Group C was the rulebook, while more “slippery” a car is the less “effort” it needs
would make any race fan question the natural Group 6 regulations concentrated on engine to move at speed, and in the real world this
order of things, and the FIA took note, but the displacement, Group C regulations concentrated translates to less fuel used to keep the same speed.
writing was on the wall. A change was needed. on fuel consumption. This sounds kind of like they This concept works just fine in road cars but in
Manufacturers became less and less interested were trying to save the planet but in reality what racecars, it includes an extra challenge, they must
and by 1982 Group 6 was gone. It got replaced this meant was, you can use pretty much whatever produce downforce and downforce creates drag.
with what many think is the “Golden Era” of you want engine-wise as long as you can stay This is why current F1 cars have DRS and why it is
Sports Car racing; Group C. If you are a racing fan, within the fuel consumption limits, this level of so effective. Lucky for Group C manufacturers,
I am sure you are aware of legendary Group C cars freedom made the class extremely interesting to late 70’s F1 cars presented the answer; ground

GT1 history 6
effects. Now, this was not as easy as it cornering speed. This is where the
sounds, F1 cars of the period used Porsche 962 shone. It is important to
their sidepods along with skirts to mention that Porsche was not the
create their downforce and to keep only manufacturer that used ground
the air trapped. While F1 cars were effects, Mirage came up with the M12,
single-seaters, open cockpit cars, a sleek beauty, with spats and a huge
Group C cars had to have a wider diffuser, but sadly it never got to race
cockpit, closed roof, and no skirts due to disqualification. Porsche
were allowed. The challenge here was worked really hard to get the
to literally find a new way to create downforce they needed or the 956,
ground effects, one that can be they gathered inspiration from
applied to a sports car, whoever Formula 1 and used their experience
arrived at the right formula first with the 917/30, I had the wonderful
would dominate, and that opportunity to reverse engineer and
manufacturer was Porsche. The 956 design many parts for a Porsche 962
like many other 1982 Group C cars Long Tail, by studying the car and
The Lloyd Racing Porsche 956 at Le Mans in 1985. Ground effects
allowed the car to be fast in long Hunaudières straight line while
featured a long sleek body and a comparing it to rivals of the era you
still having proper levels of downforce and good fuel efficiency.
smooth cockpit design, but the secret can really see why it was so
Notice the radiators exits that direct air to the wing.
was underneath. If you compare the good. The first step in the right
photo credit Jerry Lewis Evans
rear end of the Porsche 956 to cars direction for Porsche was the
like the Nimrod NRA, the Sauber C6, realization that ground effects were
and the Rondeau M482, you will find the way to go, as they were exactly
a pattern, none of them had big what theyt needed, huge amounts of
tunnels, these cars were designed downforce with minimal drag
with low drag and top speed in mind penalty; that meant they could go fast
but not really for much else. Looking in a straight line, be fast around the
at these cars you can see that they corners and still comply with the fuel
took inspiration from aviation, both consumption rules. The challenge
the Rondeau and the Sauber had was harnessing them. The ground
“tails” reminiscent of those found on effect principle is pretty simple, you
airplanes, good for stability and soft pretty much try to turn the entire car
on drag but not much help for into a wing, so instead

GT1 history 7
The Mazdaspeed 787B was designed by Nigel Stroud and engaged by French
team ORECA. The car was a simple efficient design with minimal drag and
good fuel efficiency. It proved very reliable, having started 19th on a very
competitive grid, and ended up taking an historical win at Le Mans in 1991.
photo credit Jerry Lewis Evans

GT1 history 8
 of relying on wings all around the of the car using tunnels. The
car that create a lot of drag and dirty problem is that this is where
air, you smoothen your design and everything is concentrated, the
use the underside of your racecar to engine, fuel tank, and cockpit are all
accelerate the air underneath, with a in there: this is why F1 cars used
little help of the bodywork, the air sidepods. In reality, Porsche did not
on top of the car will slow down just have much of an option, so they
enough to create a healthy reworked their chassis to fit this new
difference of pressure and thus concept. They figured that if they
creating downforce by having a low- could make their chassis more “aero
pressure zone under the car and a friendly” they’ll get the downforce
The Brands Hatch 1000 Km showing different design options on the high-pressure zone over. The faster they needed. 956s used an
Jaguar XJR-6, Lancia LC2-85 and Gebhardt JC843. you go, the more downforce you will aluminum monocoque, if you pay
photo credit Jerry Lewis Evans get, again with a low drag penalty attention to its design, you’ll see
resulting in good fuel consumption that the pedal area is raised, not only
and healthy top speeds. In order for that if you check the lower area of
ground effects to work efficiently, an the rear you’ll see that the
aero balance has to be found. If you monocoque starts going up at an
have too much downforce on the angle for a short bit. If you connect
rear, the car can be unstable and the front, center, and rear section of
understeer, if you have too much the monocoque with a spline you’ll
downforce on the front the car will find a line that resembles a section
be loose in the rear and oversteer, of a wing profile and that is exactly
none of this makes a fast car or what it is. This was not the only
inspires confidence. The issue is that “aero friendly” structural change
finding this aero balance is that Porsche made, they also
particularly hard in ground effects positioned both the engine and the
cars. During testing Porsche quickly transmission at an angle so they
found that the “F1 way” (sidepods could have more space for the
and skirts) wasn’t going to work. tunnel. On the outside you will find
Instead, they decided to create their that the nose is a bit raised in the
downforce with the middle section middle, this is to channel air

GT1 history 9
underneath the car to feed the decade, other manufacturers had
tunnels, the front taken the spotlight from them, but
fenders/headlights were “curved in” even then, none of them came close
to slow down the air in that area to to the level of dominance that they
increase the feeding effect, the enjoyed and none of them left a
radiator inlets were situated right on bigger mark in the class. Cars
the door to ensure that the air became faster, some reaching
speeded up in that area that is where speeds in excess of 400km/h and
the tunnel started, and at the same this made the FIA reconsider the
time these inlets were recessed in so class. Their solution was a
the drag penalty would be minimal. disastrous rule change that pretty
Not only that, the air from the much reversed what made the class
radiators flowed out and went so appealing. It resulted in spiraling
straight to the rear wing where you costs that ultimately lead to a lack of
will also find that it sat really far manufacturer interest and killed the
back, this was because its main job class. Group C died with indignity at
was not to generate downforce by the last round of the SportsCar
itself but to aid in the extraction of Championship on Magny Cours in
air from the tunnels. The entire 1992 where just 8 cars showed. This
design was genius and it worked was the end of the road and just like
because the entire car was designed that the Golden Era of sports car By 1991, the Group C formula had evolved into FIA Sportscars
around the ground effect concept, racing and 40 years of the World featuring 3.5L natutally aspirated engines. They were so expensive to
every element was optimized for Sportscar Championship run that it basically killed the class. New design included a detached
this, it is incredible that they were ended. Lucky for us the knowledge
rear wing that basically prolungated the ground tunnel effect.
able to get it right the first time. gained from those years survives on
photo credit Jerry Lewis Evans
Even though many interesting the many supercars that followed
solutions, concepts, and and still lives today both on and off
interpretations followed, every other the racetrack. So next time you see
Group C car followed this template an LMP1 or a Hypercar, just
with varying degrees of success. remember where it all came from.
Porsche went on to dominate Group
C in the 80’s. By the end of the

GT1 history 10
 In theory a Group C car could run upside down because it generates more
downforce than its own weight. Actual picture taken at the Porsche
museum, it’s not upside down!
photo credit GT1history

gt1history 11
3
The untold story of Evans Automlobiles
Author John Evans / Romain @gt1history

Hawaii resident and famous winsurfer Robby Naish

was the first Evans customer. A Yellow GTP-inspired
sportscar on the North Shore, how cool is that?
photo credit Robby Naish

John Evans got the racing bug early on, going to it looked better than the JM-16 (JM stands for Jo requirements. An advert in Racer Magazine
see the race tracks at weekends with his dad."At Marquart who designed the cars)."I designed a resulted in interest from Hawaiian windsurfer
the time Can-Am was dying - I did see the 917 tube frame and suspension, made the interior champion Robby Naish. When you think about it,
Turbo run at Road Atlanta in the Can-Am livable, had tooling made for a DOT glass what a cooler way to have a ride on the North
competition. I figured sports car racing was dead windshield, installed a ‘88 Corvette engine, a ZF Shore than in a street-legal GTP car? Robby came
until I turned on the TV after college and saw my transaxle, and sorted the car out. I then did all the for a test drive. At the time the car was unpainted
first GTP race and started paying attention. I had paperwork for certification and took it to Ann - just some grey primer. Undefeated, he
seen Jim Downing's Argo JM-16 and thought how Arbor Michigan and had it certified by the EPA for confirmed his order for the yellow car, with a wing
cool it would be to have something like that on the US road use as a manufacturer - Evans on it for good measure. And there was your first
street." The idea maturated slowly but surely, Automobiles, Inc.” Series 1 was born. It was then customer of Series 1. Robby still uses the car today.
with the ultimate project of selling it. John first time to find some potential customers, which is a John's brother bought chassis 001, the one used
tried to acquire parts or molds from various GTP job on its own. John started to show the car for the EPA test. The car was first in a white shade;
cars like March or Ford but the answer was very around and to work on a second version. The JM- he got it painted Orange Metallic by EA and a new
close to his place. In fact, Jim Downing’s garage 19 race car got a new nose (modified by Downing), nose was built out of the mold used for 002
was just 15 miles away. Downing has been it made sense to make the modification on the (Robby Naish's car), with an added splitter rather
importing and modifying British Argo cars for new road car. As a consequence, the headlight than a molded one.
some time. Evans then saw the JM-19 and thought location height was also changed to meet DOT

GT1 history 12
The car was then sold to an attorney in the only one of four GT cars with a
Washington DC that had a collection. It carbon tub and Buick V6 supercharged
was spotted in 2011 at a car meeting with engine, and the only one without AC. I
a Montana road plate. Despite the lack of had met Jim Ruggles, an engine builder
commercial success, John was with a lot of Buick V6 experience in GTP
undeterred and followed his dream of and Indycar. The idea was to transition
building the ultimate sportscar. The to the Indycar Menard aluminum block
Argo being a GTP car from the ’80s, he and run a turbo version in the then new
started to have some new ideas about its LeMans GT1 class that was to be run
next car design and bodywork. He met both in the US and Europe. I could not
David Lynn, that recently graduated sell anyone on that..."
from The Art Center for Design, and
introduced him to Jim Downing. David "Meanwhile I was starting a new car
went on to work with Jim for some time, with the same bodywork but with a nose

designing a deeply enhanced version of that was shorter. There were some

the JM-19: the Kudzu DG-1 (which also contemporary cars that had similar

evolved in the DG-2 and DG-3). styling, but for my part, it was mostly to Working on the Series 2b: tubular chassis, in-board
make it easy to manufacture and make it suspensions and a mid-mounted V8.
"I came to dislike some things about the friendlier for road use. This car has a photo credit John Evans
Argo design and decided to make our tube steel frame, 2002 Z06 production
own bodywork. I met a stylist that engine, Porsche G50 gearbox
graduated from The Art Center for (modified). Both cars with the Evans
Design in Pasadena. His name was David bodies are equipped with hydraulic
Lynn. I introduced him to Jim Downing jackers of a novel design by Dick
where he helped for quite a few years Anderson of Carrera Shocks. The Le
and I hired him on the side to help with Mans rules required that you retain
some of our design work. He helped original suspension pickup points and I
design the new bodywork. The first car wanted the cars to not appear strange
with the new bodywork was made with a with high ride heights - although high
carbon tub that I designed to be made ride heights are needed in some
out of carbon-aluminum honeycomb circumstances. The control is by lever on
panels and carbon doublers like a Group the left side of the cockpit."
C Aston Martin that I had seen. It was

GT1 history 13
GT1 history 14
It’s fair to say John Evans was quite done that does not fall under that
visionary: a mid-engined carbon definition."
monocoque sportscar, eligible for Le
Mans in the mid-90s was unheard of. All was not lost as the carbon fiber

Actually, I can only think of the Ford expertise gained through the project

GT II! Viper and Corvette were front- was put to good use in the form of
engined with an aluminum space consultancy for aircraft parts and
scientific equipment. The team was
frame, Panoz had a carbon
also involved in the development of
monocoque but was front mid-
the frame and suspension for the
engined. Saleen and Mosler were
Innotech Aspiron, a Czech extreme
mid-engined but had a tubular
sportscar (think Caparo T1). The idea
spaceframe chassis with carbon body
panels. But with no additional of an affordable and powerful
budget, Evans Automobiles could not sportscar made its way into Carma

continue. Cars.

"Carma Cars was started to make

"The company was dissolved after
sports cars that could be used for
that car. The mold now belongs to Joe
occasional street use but primarily
Silva from Silva Exotic Cars in New
for high club level track use. We are
Hampshire. He also has the long nose
red car with the Buick engine. He is making our first customer-ordered
making replicas with frames and car now, and running the prototype
for marketing purposes. It has won
From GTP influences, the Evans cars would evolve to Group C
suspensions nearly identical to the inspiration (side pontons with radiators intakes). That surprising
last car. When Ford came out with several races in NASA's Super
short nose look would be used by LMP1 cars from 2015.
their Ford GT in the early 2000s I Unlimited class and is very quick -
photo credit John Evans
spoke with the designer who also under 1750 lb and over 500 hp on tap.
went to Ga Tech. I learned that the The customer car should be very
similar with over 600 hp expected.
cars were sold at a loss. I figured that
We have always tried to make each
trying to compete in the exotic GT
car better than the previous while
class was not something I wished to
avoiding unneeded changes."
continue. I love car design, but in this
class of car there is so much to be

GT1 history 15
4 V12 powered GT1
Author Romain @gt1history

Here are the GT1 cars that used a V12 engine between 1994 and
2011.

Why no power figures? Most produce the mandatory 600hp with

air restrictors, the unlimited power is said to be as high as 750hp
without them (F50 GT, from the Ferrari website).

The heavier EB110 produced 640hp in Le Mans specs. Picture credit @raphcars

1994 Bugatti EB 110S & 1995 Bugatti EB110 SC

B110 3.5L V12 60°

DOHC 60 valves

4 IHI turbo

81x56,6mm 3500cc

GT1 history 16
1995 & 1996 McLaren F1 GTR
BMW S70/3 6.1L V12
DOHC 48 valves
86x87mm 6,064cc

1997 McLaren F1 GTR

BMW S70/3 6.0L V12
DOHC 48 valves
86x85,9mm 5,988cc

Picture credit @raphcars

GT1 history 17
Lister Storm (all versions)
Jaguar 7.0L V12
DOHC 48 valves
94x84mm 6,995cc

1995 Lamborghini Diablo Jota GT1 (never raced)

Bizzarini 5.7L V12
DOHC 48 valves
87x80mm 5,707cc
Picture credit @raphcars

1996 Ferrari F50 GT (never raced)

1997 Mercedes CLK GTR
F130B 4.7L V12 65°
DOHC 60 valves M120 6.0L V12
85x69mm 4,698cc DOHC 48 valves

91x76,7mm 5,986cc
1997 Lamborghini Diablo GT1 (never raced)
Bizzarini 6.0L V12
DOHC 48 valves
87x84mm 5,992cc

gt1history 18
 Picture credit Benoit Dalla Gasperina
2000 Ferrari 550 Maranello GT Millenio

F133C 6.0L V12 65°

DOHC 48 valves

88x82mm 5,985cc

Picture credit @raphcars

2001 Ferrari 550 Maranello (Italtecnica)

F133C 6.0L V12 65°

DOHC 48 valves

GT1 history 19
Picture credit @gt1history

2001 Ferrari 550-GTS Maranello (Prodrive)

F133C 6.0L V12 65°

DOHC 48 valves

88x82mm 5,985cc

Picture credit @gt1history

2004 Aston Martin DBR9 (Prodrive)

AM04 5.9L V12 65°

DOHC 48 valves

89x79,5mm 5,935cc

gt1history 20
2003 Ferrari 550 Maranello (Italtecnica)

F133C 6.0L V12 65°

DOHC 48 valves

Picture credit @raphcars

2003 Ferrari 575-GTC Maranello (N Technology)

F133E 6.0L V12 65°

DOHC 48 valves

90x78.56mm 5,997cc

GT1 history 21
 2003 Pagani Zonda GR
M120 6.0L V12
DOHC 48 valves
89x80,4mm 5,987cc

2003 Lamborghini Murcielago R-GT

6.0L V12 60°
DOHC 48 valves
@bespokemotorcars ex-Murcielago R-GT shot by @fstylephoto
87x84mm 5,992cc

2010 Lamborghini Murcielago R-SV

6.0L V12 60°
DOHC 48 valves
88x89mm 6,496cc

2004 Maserati MC12 GT1

M144B 6.0L V12
DOHC 48 valves
92x75,2mm 5,999cc

GT1 history 22
It wouldn’t have been possible without the help of:
About this magazine
@jdogma @chistianrgr
@bespokemotorcars @andrei.sarandi Watching BPR races live on Eurosport from 1995 and
reading all the car magazines I could get my hands on
@skdc_scalecustoms @nslrdmr really got me into GT1 cars. It was a fantastic era of
@obscure_cars_daily @raphcars motorsport that lasted until 2011.
In this magazine I want to share the GT1 culture: the
cars, the teams, the races, the epic battles and of
course their street version counter part.
Historic research but also news from events and motor
shows, car collections… stay tuned!

I need your feedback!

Disclaimer
Please DM me any comment and suggestion
Pictures have been reproduced with the authorization of
@gt1history their respective author. They should not be shared
without their consent.
[email protected] Any part of the text is the intellectual property of
gt1history and should not be reproduced or used in any
way without the written authorization of its author.

Sources © Copyright 2021 gt1history.com

Le Mans 1990-1999 – Quentin Spurring
John Evans