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Twelve Hours of Sebring Postscript - Time Spent in Pits

An examination of the pit stops of the two LMP1 Audis at Sebring reveals different strategies for the two cars. For various reasons, the "Live Timing" screens did not allow a proper comparison to be made between the two R18 e-tron quattros. Maybe the combined effort of Paul Truswell and David Legangneux sheds a little more light on the matter.

Following my article last week, in which I tried to draw some inferences about the season ahead from the data arising from the Sebring 12 hours, David Legangneux has been in touch with his own analysis of the time spent by the two Audi R18s in the pits during the race.

I have altered his work slightly, but present it here as a means of comparing the strategies of the two Ingolstadt cars as the 12 hours unfolded.

As this is a “pit stop” table, “Driver in” is the driver who brought the car into the pits, and “Driver out” is the driver who re-joined the race at the wheel.

A “C” in the Lap column indicates that the pit stop was made during a full course caution.

A “C” in the Stint column indicates that there was a full course caution during the stint.

A “T” in the Tyres column indicates that tyres were changed during the stop.

#1 Audi R18 e-tron quattro (2012)
Pit StopDriver inLap (end of)Stint (laps)Stop durationTyres?Driver out
1Tréluyer21211m 07s-Tréluyer
2Tréluyer44231m 21sTFässler
3Fässler7026 (C)1m 06s-Fässler
4Fässler93231m 24sTJarvis
5Jarvis116231m 07s-Jarvis
6Jarvis14125 (C)1m 18sTTréluyer
7Tréluyer164231m 07s-Tréluyer
8Tréluyer172 (C)82m 08s-Tréluyer
9Tréluyer19624 (C)1m 07s-Tréluyer
10Tréluyer219231m 19sTFässler
11Fässler236 (C)172m 20sTFässler
12Fässler26125 (C)1m 06s-Fässler
13Fässler284231m 18sTJarvis
14Jarvis307231m 07s-Jarvis
15Jarvis330231m 18sTTréluyer
16Tréluyer353230m 53s-Tréluyer
FinishTréluyer36411
TOTAL21m 06s

#2 Audi R18 e-tron quattro (2013)
Pit StopDriver inLap (end of)Stint (laps)Stop durationTyres?Driver out
1Kristensen21211m 17sTKristensen
2Kristensen43221m 17sTMcNish
3McNish60 (C)171m 11sTMcNish
4McNish8323 (C)1m 05s-McNish
5McNish105221m 16sTdi Grassi
6di Grassi119 (C)141m 05sTdi Grassi
7di Grassi14223 (C)1m 05s-di Grassi
8di Grassi164221m 16sTKristensen
9Kristensen19026 (C)1m 05s-Kristensen
10Kristensen21323 (C)1m 18sTMcNish
11McNish236 (C)231m 16sTMcNish
12McNish26024 (C)1m 08s-McNish
13McNish282221m 17sTdi Grassi
14di Grassi304221m 06s-di Grassi
15di Grassi326221m 19sTKristensen
16Kristensen347210m 59s-Kristensen
FinishKristensen36417
McNish871m 35sPenalty
TOTAL20m 34s


Readers can draw their own conclusions, but the following thoughts occur to me:

(a) The number 2, “high downforce” Audi R18 is less economical on fuel than the number 1 car – it manages a maximum of 22 green laps on a stint, compared to 23 for the number 1 car.

(b) The number 2 car is also harder on its tyres, getting through 11 sets of tyres during the race, compared to 8 for the number 1.

(c) The penalty for McNish just about cancelled out the two longer pit stops for the number 1 Audi to repair the underbody during the caution periods.

You can be sure that the people at Toyota will be examining the implications of this just as much as those at Ingolstadt.

Paul Truswell