Britcar 3 Hours Report – Snetterton, May 12
A Stunning Race – To Topcats (The Leader of the Gang) The bare facts are that Mick Mercer, Richard Fores and Luc Paillard won this extraordinary race, in the Topcats Corvette-powered Marcos Mantis, after three hours of high drama at Snetterton. It was one of the finest endurance races this writer has ever seen, with a host of cars playing significant roles in the way it all unfolded – not least the winning car, which pitted with master cylinder trouble at the end of lap 1, and slipped at least three laps behind. You couldn’t have written a script like this one. Let’s introduce the significant cars in the race for the overall win, in grid order (drivers in the order they drove). Pole – #15 John Allen / Richard Chamberlain, Porsche 935 Replica (below, behind the Ferrari). Fast, Allen less so (he’d start), but likely to have to make more pit stops than most (cars can take on no more than 50 litres at any one stop, which was a significant factor in the way it unravelled). Second – #19 Phil Bennett / Nigel Mustill, Opel V8 Star. A race winner over 50 minutes at Brands Hatch recently, Bennett is as fast as anyone, Mustill not quite on his pace, but steady. Likely to need more than two stops. Third – #26 Mercer / Paillard / Fores, Topcats Marcos Mantis. “We’re going to run our own race,” forecast team owner Warren Gilbert. “We should be able to do it on two pit stops,” suggested Luc Paillard. “I join Mick and Richard for the three and five hour races, plus the 24 Hours.” Fourth – #10 Matt Griffin / Peter Bamford, RPM Porsche 997 GT3. The British GT car from RPM, which missed the last pair of races at Donington Park, because Bamford was unwilling to miss another Ferrari 430 Challenge race, taking place that same weekend. “We’ve got a chance,” said RPM boss Robin Mortimer, “Peter is going very well.” Fifth – #7 Richard Gomes / Jean-Marc Rotsaert / John Gaw, Nobby’s Nuts Porsche. Gomes to start, and dramas in store for this one. Sixth (but starting from the pit lane) – #20 George Haynes / Graham Coombes, ASM Ford Falcon. A well matched pair, but likely to need more than two stops. Eighth – #34 Aaron Scott / David Back, Nero Ferrari 360. P2 on the grid in the Cup Class, but about to mix it with the overall leaders (alongside was the #24 Topcats Mantis, but this one had a troubled race). Aaron Scott pointed out how quick the Mercer etc. Mantis was down the two straights here. Tenth – #11 Richard Sykes / Stuart Turvey BS Motorsport Porsche GT3-RS. Quick, especially in the latter’s hands. Eleventh – #5 Franck Pelle / Peter Cook, Porsche 996 (leading the #26 Mantis, above). A DNF, but always involved until then. Twelfth – #31 Pete Morris / Craig Wilkins, ABG Porsche 996 (beside the V8 Star in one of the photos above). Regular chassis bent at Brands Hatch – so Wilkins purchased the 2005 Tech 9 British GT Cup winning car of Piers Masarati / Dimitris Deverikos. Heading for a remarkably consistent run, with amazing fuel economy. Right here we go then, phase by phase. Oh, and it was a three hour race, starting at 15.15, not a two hour one at 16.10. This report will be long (you have been warned – it’s 4,000 words). Phase 1 – to the first SC
There were a few spots of rain about at start time, but the rain held off – until later. Nigel Greensall (remarkably, he wasn’t racing in this event) was on catering duties, and what a fine job he did, keeping this writer fed and coffee’d throughout the race – thanks Nigel. Comments from Greensall to come. John Allen was carefully away from the rolling start, presumably looking after the orange Porsche’s driveshafts, which may have bunched them up as other throttles were floored. The #40 Porsche was involved in contact, which unfortunately resulted in Gary Smith in the #90 MG ZR spinning into the pit wall, the front of the silver car bent quite badly. “The black Porsche moved across and put me in the wall”. Gomes in the Nobby’s Porsche was also involved. More dramas at Sear on lap 1, with Paul Hogarth and Stuart Turvey spinning their Porsches. Both slipped down the field. The fast men at the start were the expected Bennett in the V8 Star and Griffin in the 997, these two 1.7 seconds apart after one lap – and eight ahead of the rather slow Allen-driven 935. He was holding up the #24 Mantis, then Aaron Scott, Franck Pelle, Mick Mercer, Pete Morris and a fast-starting (or avoiding the trouble) #16 Porsche of Spendlove. Mick Mercer in the #26 Mantis was already in the pits, where ace mechanic Brian Howard “bent something, changed something, did something” according to Warren Gilbert, to stop the new master cylinder on the Mantis from locking on the front brakes. Mercer disappeared off page 1 of the timing screen – and page 2 was illegible on our screen, so we’d have quite a wait before it climbed up to 20th. Allen held up the Bennett-Griffin chasers to the extent that Gerry Taylor in Topcats’ other Mantis (a re-mapped Ford V8 going very well in this one) was 16 seconds behind the V8 Star, now in third, after just three laps. How on earth would this turn out to be close at the end? As expected, Michael Symons was leading Class 1 in the blue BMW (above), from Tim Christmas in another BMW, sharing with Jeff Wyatt. Christmas’s handling wasn’t perfect after a late set-up change (“too stiff on the roll bars”) – and a puncture was looming. Piers Johnson – from FIA GT1 in a Barwell DBR9 last week to Don Norchi’s Volvo this week – was leading Class 2. “It’s a bit heavy, and with 300 bhp it’s not really a Class 1 contender. It’s very good in the wet.” Mercer rejoined, three laps down. George Haynes was on the first timing screen by lap 6 in the Falcon – up to 19th already, from the pit lane. Lap 10 and we had a pattern, the start drivers having sorted them selves out. Bennett – “We had a gear linkage problem and I couldn’t absolutely commit to the corners in case it didn’t go in” – was ten seconds ahead of the RPM 997, then Tayler and Scott almost 30 seconds down, just four seconds apart in the battle for the Cup Class, Pelle and Allen racing hard for fifth, Pete Morris going very sensibly in sixth in the black Porsche, just ahead of the recovering Turvey in #11. The second Nero Ferrari was ninth, almost a lap down, with the Falcon now tenth. Alastair Davidson was P2 in C1, the Big Fish BMW Z3 now all white, and going well – having moved up after Christmas had his puncture. Rick Kraemer’s Focus (it had a bad Brands Hatch too, two weeks ago) stopped on track and brought out the Safety Car after 20 minutes – which conveniently picked up the leader. That helped bring down the margin from first (Bennett) to eighth (Morris). There was still no sign of Mercer in the top 20 – and wouldn’t be for some time yet.
Phase 2 – to SC no. 2
Phil Bennett later had a moan about the speed of the SC. “It was too slow, tyres were getting too cold – but I didn’t really mind because I was quite happy to race away on cold rubber. But it is a safety issue.” 24 minutes gone and off they went, Bennett, with no traffic, vaulting eight seconds ahead of the delayed Griffin. Scott and Taylor were changing places for the Cup Class lead, chased by Pelle, Allen and Morris – who was racing hard with Turvey, who found his way past and moved ahead (as you would expect a GT3-RS to do). Mercer was running second on the road, but still three laps down. The Jemco Marcos was about to pit – for a huge stop for a new propshaft. Half an hour and Nigel Greensall arrives with coffee and paradise cake – paradise. He then gets distracted by a blond on the pit wall… Dramas on the track though, the class-leading Gerry Taylor stopping #24 Mantis with clutch trouble: race over, time to concentrate on the #26. John Allen pitted the 935, the car owner set to light up the track for half an hour. 30 laps / 37 minutes, and nothing much had changed at the front, Griffin 17 seconds behind Bennett, Scott another 17 back in third, gaps to Pelle and Turvey, Morris still sixth, then the Falcon, then the Hogarth-driven IN2Racing Porsche (after its lap 1 delay) then Andy Ruhan in black Ferrari #35. Paul Hogarth copped a stop and go penalty – then suddenly Ruhan was in trouble on the Revett Straight. Steam or smoke? The fire tender set off and so did the Safety Car again. Eagle-eyes Greensall had been the first to spot that #36 was missing: the smoking car might have been the Nobby’s Nuts car (roasted nuts?), but that one had pitted for Rotsaert to drive. Phase 3 – to the last of the first stops
38 laps and off they went again. The SC hadn’t picked up the leader this time, and Turvey and Morris in their Porsches ended up a lap down, in fifth and sixth, behind Bennett, Griffin, Scott and Pelle. This had been a good race so far – but there were no signs yet that this was going to develop into a classic… Symons still led Davidson (by 3 seconds now) for the C1 lead, and Piers Johnson still led C2. Lap 40 – and Mercer was finally on page 1, in 20th. He pitted to hand to Luc Paillard, Mercer’s times having been the predicted 1:11s and 1:12s. Paillard carried on in the same vein. Meanwhile Chamberlain, after that early stop, was back up to seventh, two laps down to Bennett – and these two exchanged fastest laps, in the low 1:10s. Just past the hour mark and Aaron Scott pitted (to David Back) from third, about 25 seconds behind race leader Phil Bennett. Pelle took third, Turvey and Morris were a lap down in fourth and fifth, and the Chamberlain Porsche, IN2 Porsche and Falcon were two laps down, all having made one stop. The Chamberlain fuel-guzzler then pitted again, after another half hour stint. The Cup Class now had Pete Morris as the leader, with David Back half a minute behind in the remaining Nero Ferrari. Third in Cup was Alun Edwards in his Mantis, down in 20th place. Morris proceeded to extend his advantage over the Ferrari, while the 935 was into its garage with a misfire, and would end up unclassified. Lap 55, 75 minutes elapsed, and Phil Bennett pitted from the lead (a long stop – gear linkage, stuck in fourth, although Bennett had clipped a C2 car at Russell – “It braked twice and I hit it”), Matt Griffin taking P1. Nigel Greensall and Steve Wood had some interesting thoughts on helping spectators follow a race like this: the simplest answer is a pole showing positions, with different colours for each class. Having said that, David Addison was rabbiting away on the public address, as effectively and knowledgeably as ever. The Pelle / Cook Porsche’s run was all but over, the former pitting on schedule, but a clutch problem intervened. The race length was taking its toll – but it would all come together in due course. Paillard was up to 15th, and ahead of Mustill’s V8 Star, now 17th, after gear linkage attention. One hour and 25 minutes – and still Griffin in first and Morris in second hadn’t pitted. The Falcon was third, Back fourth, the #11 Porsche fifth and the C1 leader sixth. The regulations for these events need a little explanation here. Only one stop is mandatory in the three hours, and that must take 100 seconds. Other stops can be 60 seconds minimum, but no more than 50 litres of fuel can be added. So another regulation needs pointing out: a driver must complete at least 30% of the duration, so 54 minutes. Logically, when Matt Griffin eventually stopped, Peter Bamford would occupy the car for 54+ minutes, and Griffin would take over the flag. The #26 Mantis meanwhile, with its three drivers, was indeed running its own race, and stops were based on an hour for each driver. Mick Mercer: “It will come to us.” Luc Paillard was lapping Mercer’s Mantis in 1:10.7….. and once everyone had made a stop, Paillard was up to seventh. 90 minutes – Matt Griffin pits at last, and burly Pete Morris (above) leads overall. Griffin’s pace meant that Bamford joined in in second, and apart from Morris, the pace of the front-runners was determined by their second drivers. Morris, after his long stint, was only edging away from Bamford, the Falcon with two fast drivers was closing in, while Back (a lap down) and Sykes (two) were slipping away a little. The C1 leader was next, then Paillard (who had got one lap back by now). John Gaw got into the Nobby’s Porsche, so this one was likely to move up, from outside the top ten. 80 minutes – Morris still leads, still stays out. David Addison was going for the Back / Scott Ferrari to win, the Ed. was going for Bamford and Griffin – and no one was going for #26. Steve Wood was changing his mind every ten laps: “The Falcon to win – no, change that…” “I could have stayed out a bit longer,” said the race leader, who did pit just after an hour and 40 minutes. Phase 4 – from fastest laps to wet laps
Bamford now led, from a fast-closing Coombes in the Falcon, with Back third and Craig Wilkins fourth in the ex-Tech 9 Porsche. The Sykes #11 Porsche was fifth, Paillard now sixth. Ol’ Greensall spotted several cars setting their fastest laps – Michael Caine in #52 BMW (above), John Gaw and the Falcon for example – and wondered whether the wind had changed (often a factor at Snetterton). 80 laps gone and there was movement throughout the leader board. Peter Bamford was doing a very good job in the lead, the Falcon only inching closer. Back and Wilkins stayed third and fourth, but numbers 11 and 26 were closing in. For comparison, Bamford’s 1:14s had to be set against Paillard’s 1:11s – so sixth to first was getting closer all the time. C1 was largely unchanged, d’Cruze having taken over in the #41 that had led from the start, Chris Wilson second in the Z3, the Smith / Ferrari Metcalf BMW third. The Volvo still led C2 (but not for much longer), from the Clynes / Beaumont SEAT. Nearly two hours and Bamford was still holding off the Falcon, Back was still third, Paillard up to fourth (and now just one lap behind Bamford), and ahead of Wilkins. Haynes and Coombes in the Falcon had made up their lap, Mercer and Paillard had made up two of the three. The Falcon made its second stop first, still 10 seconds behind Bamford – who now led by a lap. The Ed.’s pick of the RPM Porsche was looking like a good one. The V8 Star wasn’t out of it though, Mustill pitting from seventh and handing back to fast man Bennett. Paillard handed over to just-as-quick Richard Fores. 100 laps – 48 minutes left, and there were spots of rain on the window. Phil Bennett was on the charge though, rain or no rain. Peter Bamford was coping admirably with his one lap lead, despite very tricky conditions. Greensall’s rule: “If your lap time is within ten seconds of what it was on a dry track, stay on slicks.” They all seemed to know this ‘rule’, and stayed on slicks. Peter Bamford then had a moment on the treacherous surface, spinning and flat-spotting at least two tyres. He pitted, and it took some time to fit four more slicks, the team not expecting to undertake this task. So who would be taking over the lead now? It was Craig Wilkins, because he passed the Sykes Porsche on the track, in the rain. “Aaron Scott taught me to be prepared to die at every corner – so I did,” said the owner of the ex-Tech 9 996. Wilkins was actually matching his adviser’s lap times (1:24s), while others were beyond 1:30 – so the leader suddenly pulled out half a minute on Sykes in #11, and he had Scott (now in the 1:23s) chasing him. Then it was the Falcon, then Fores in #26 Mantis, then Matt Griffin, after that long stop. These six were now all on the lead lap, the rain, pit stops and dramas having conspired to close it all up beautifully. Bennett and Gaw were seventh and eighth – and sixth to eighth were the fastest men on the track. Steve Wood reckoned that “it’s raining at the other end of the pit lane and not this end”, which added another version of the old ‘it’s raining on one side of the track and not the other’. Phase 5 – the last half hour (the climax)
So after all that, it all came down to the last half hour – with the rain having stopped, and lap times picking up again. Wilkins and Sykes were first and second, each with a stop still to come. Aaron Scott was only three seconds adrift of the second placed Porsche, Fores had got ahead of the Falcon into fourth, the orange Ford three seconds behind – and Griffin three seconds behind that. Bennett was a lap down in seventh, with Gaw eighth. Pick your winner from the top six. Place changes next were: Scott passing Sykes for second and Griffin passing the Falcon for fifth. But Fores was the fastest man among the leaders, down to 1:14, Scott next on 1:17 (Bennett in seventh setting a 1:16 at this point). Scott was reeling in the leader at five seconds a lap, but Craig Wilkins found his form again, the gap 34 seconds to the Ferrari, with what turned out to be 20 minutes left. Then it all changed: Wilkins pitted for a late second stop, to Morris, so Scott led – and simultaneously Fores passed Griffin. “I got blocked at Sear by four BMWs, lost momentum onto the straight and the Marcos came flying past me – about 30 mph faster than me,” said Matt Griffin. Suddenly it was between the Scott Ferrari, Fores in the Marcos and Griffin in the Porsche – and Fores was the fastest man on the track. He has 15 seconds to make up in about 15 laps, and the Marcos’ pace suggested that he would do it. Then our timing screen failed – quick, find another one. 12 minutes to go and Fores had cut the gap to five seconds, but he was only four ahead of Griffin’s Porsche. The Turvey / Sykes Porsche was slipping down in fourth (with a stop still to make?), from the Falcon and Morris in sixth. There was still plenty to come… Lap 126 and there was just 2.4 seconds between the first two – and suddenly Aaron Scott set a 1:22 lap. “The voltage was dropping, then I lost all power. I flicked the switch and got it going again, but had to leave it in fourth. The more you change gear the more voltage you lose.” Fores and Griffin pounced, and with seven laps / eight minutes to go, the Mantis had regained those three lost laps and led – by eight seconds. The Falcon and #11 Porsche pitted, so Bennett was up to fifth, Morris up to fourth. Scott had enough pace in fourth gear to hang onto third place, but as Morris caught him, so Bennett was catching Morris. Meanwhile the race for the lead wasn’t quite over, Warren Gilbert letting on that his #26 was “running on fumes” – although we didn’t know that at the time. He later admitted that “without the rain and Safety Cars we would have had to stop again”. In the end, Richard Fores led Matt Griffin over the line by 11 seconds, with Aaron Scott (above) 30 seconds behind the 997, Morris another 30 behind the 360. Phil Bennett capped the day with fastest lap of the race on the last lap, as he closed to within nine seconds of Morris. “I just gave it everything on the last lap – and did a burn-out in the pit lane for good measure.” This spin was induced by a lack of gears. “Second is a great result bearing in mind the two tyre changes,” said a smiling Matt Griffin. “This is such a strong team,” said a relieved and delighted Richard Fores. “I paced myself…” which seemed to sum up the fact that Topcats did indeed run their own race – and timed it to perfection. Fores praised his co-drivers – and thanked Brian Howard for some “Brian magic” in fixing that master cylinder. The win was thoroughly deserved – especially after the hoo-ha at Brands Hatch, the result of race 1 there likely to be decided by the MSA in June or July. This one was beyond doubt – although this is written with no knowledge of any pit infringements. Hopefully there were none. Paillard, Fores and Mercer in a group hug, below. Pete Morris hoped that “that race has put a smile on Peter Hignett’s face”, and he thanked ABG for turning out such an effective (ex-Tech 9) Porsche. With all that going on, attention had been deflected from the C1 and C2 classes… Michael Symons and Andre D’Cruze raced on, untroubled, to the win in C1. “It was pretty lonely out there, and I found it difficult to follow the team’s instructions and take it steadily, so I punched in a fastest lap to keep myself focused, but in this situation, you just have to think about scoring points” summarised D’Cruze. The Metcalf Motorsport BMW E30 of Mark Smith and Max Ferrari came home an excellent second. “This is the less powerful of our two E30s, and all our mechanics put their money on Nigel And Cainey’s car, but it developed an engine problem,” said Smith. All credit, too, to Max Ferrari, who has just a smattering of EERC races, and a couple of Formula Ford outings to his name; he performed magnificently in both this race, and the preceding Production Saloons event. Third in class was the re-liveried BMW Z3 Coupe of Chris Wilson and Alastair Davidson. “Where we go from here depends on budget, but we’ve got a long way to catch the Geoff Steel car, with its sequential box,” rued Davidson. He’s going to be driving his ex-Senna Toleman Hart up the Goodwood hill shortly. The first-lap carnage robbed us of the MG ZR, so Class 2 ended up as a straight fight between the two Seat Leon Cupras (once the Volvo had dropped out at the two hour mark), with the MGA Motorsport car inheriting the lead just a few laps from the finish, after the Forge Motorsport machine hit problems. Peter Cunningham takes up the story; “ We both put our fastest drivers in first – we put Mark in, and MGA started with Nick Beaumont, but Nick got held up at the start, and we were a consistent 10 seconds ahead – they gained a half a second, we responded, then we pulled out, and they responded – we were on the radio continuously, and it was like this all through the race. Then four laps from the end, a brake pipe severed, and Mark drove the last few laps with virtually no brakes, and, of course, we lost the class lead”. Nick Beaumont confirmed the story; “The gap was never more than half a second, apart from when I lost a lot of time at the start – I had to reverse out of that startline crash, something I’ve never done on a race track before.” Both teams’ approach is of mutual respect, and they are clearly relishing the competition. The class podium was completed by Ian Lawson, and Anthony and Mike Wilds in their BMW 320i, and ex-F1 veteran Mike was compelled to publicly congratulate all of the drivers at the podium presentation, saying “As a driver of one of the slower cars out there today, I must pay tribute to the faster GT drivers – I tried hard to keep out of their way, but the driving standards today were impeccable.” Last word to James Tucker. “Next year we’ll have a 12 hour race here, on a Sunday of a bank holiday weekend, starting at midday and finishing at midnight. There will be more racing on the Monday – it’s be a great weekend’s motorsport. For now, we’ll settle for the most dramatic of three hour races: it really was a classic.
MC – with thanks to Steve Wood and Nigel Greensall, and photographer Peter May Result
1 26 Topcats Racing GT3 MERCER / FORES / PAILLARD Marcos Mantis 136 3:00:57.112 88.01 1:10.562 120
2 10 Team RPM GT3 BAMFORD / GRIFFIN Porsche 997 GT3 136 3:01:08.649 11.537 11.537 87.92 1:11.010 55
3 34 ATS Motorsport GT Cup BACK / SCOTT Ferrari 360 136 3:01:38.691 41.579 30.042 87.68 1:12.197 96
4 31 ABG Motorsport GT Cup WILKINS / MORRIS Porsche 996 GT3 Cup 135 3:01:00.802 1 laps 1 laps 87.34 1:13.459 125
5 19 R&B Taillifts / Wessex Motorsport GT3 MUSTILL / BENNETT Opel Omega V8 Star 135 3:01:09.831 1 laps 9.029 87.26 1:09.479 134
6 11 BS Motorsport GT3 SYKES / TURVEY Porsche 996 GT3 RS 135 3:02:09.658 1 laps 59.827 86.79 1:12.484 43
7 20 Adam Sharpe Motorsport GT3 HAYNES / COOMBES Ford Falcon 134 3:01:12.522 2 laps 1 laps 86.60 1:12.049 51
8 6 In 2 Racing GT3 HOGARTH / KNUTTON Porsche 997 GT3 133 3:02:09.879 3 laps 1 laps 85.50 1:12.727 75
9 45 Geoff Steel Racing Class 1 SYMONS / D'CRUZE BMW M3 E36 131 3:02:11.458 5 laps 2 laps 84.20 1:15.377 89
10 62 Metcalf Motorsport Class 1 SMITH / FERRARI BMW M3 E30 130 3:02:09.660 6 laps 1 laps 83.57 1:16.671 57
11 60 Class 1 WILSON / DAVIDSON BMW Z3 130 3:02:10.521 6 laps 0.861 83.56 1:16.340 91
12 16 Summit Preparations GT3 SPENDLOVE / ROBINSON Porsche 997 Supercup 129 3:01:01.827 7 laps 1 laps 83.45 1:12.787 125
13 39 ISL Motorsport GT Cup EDWARDS / WATSON Marcos Mantis 128 3:02:07.103 8 laps 1 laps 82.31 1:17.705 122
14 67 Rapid Chariots Class 1 STOCKLEY / LASLETT Lotus Exige 240 R 126 3:02:43.749 10 laps 2 laps 81.39 1:17.723 83
15 69 MGA Motorsport Class 2 CLYNES / BEAUMONT Seat Cupra 125 3:01:02.123 11 laps 1 laps 80.86 1:18.916 114
16 76 Forge Motorsport Class 2 CUNNINGHAMS Seat Leon Cupra R 125 3:02:04.123 11 laps 1:02.000 80.40 1:18.454 14
17 55 HWR Motorsport Class 2 LAWSON / WILDS BMW 320i E46 124 3:02:15.472 12 laps 1 laps 79.67 1:19.829 119
18 84 Moore Racing Class 2 COULSON / HINKLEHOFFER Honda Civic Type R 123 3:02:11.374 13 laps 1 laps 79.06 1:21.509 88
19 77 BMW M3 Class 1 AITKEN / HEINTZELMAN 122 3:01:15.473 14 laps 1 laps 78.82 1:19.326 50
20 52 M3L Racing / West Suffolk Racing Class 1 STEPHENS / CAINE BMW M3 E30 120 2:50:37.164 16 laps 2 laps 82.36 1:16.191 77
21 46 Geoff Steel Racing Class 1 CHRISTMAS / WYATT BMW M3 E36 120 3:01:15.582 16 laps 0:38.418 77.53 1:17.512 83
22 7 Kinfaun Racing GT3 GAW / ROTSAERT / GOMES Porsche 996 RS 115 2:39:19.862 21 laps 5 laps 84.52 1:12.742 90
23 40 GT Cup CLONIS / MEDEIROS Porsche 993 111 3:01:47.236 25 laps 4 laps 71.50 1:17.133 36 NOT CLASSIFIED (80% of 136) = 108
DNQ 15 Chimp Tune Racing GT3 CHAMBERLAIN / ALLEN Porsche 935 Replica 99 3:02:11.216 37 laps 12 laps 63.63 1:10.287 41
DNQ 41 Class 1 SHELTON / KANE BMW Z3 86 3:01:26.849 50 laps 13 laps 55.50 1:18.088 4
DNQ 66 Kalmar-Union.com Class 2 NORCHI / JOHNSON Volvo S60 T5 80 2:00:17.777 56 laps 6 laps 77.88 1:18.641 8
DNQ 27 Jemco Racing GT Cup HANCOCK / SMART Marcos Mantis 75 3:02:16.856 61 laps 5 laps 48.18 1:16.922 60
DNQ 5 GT3 COOK / PELLE Porsche 996 GT3 RS 58 1:18:56.380 78 laps 17 laps 86.04 1:12.239 53
DNQ 36 ATS Motorsport GT Cup FOSTER / RUHAN Ferrari 360 29 38:43.892 107 laps 29 laps 87.68 1:15.650 28
DNQ 24 Topcat Racing GT Cup HARRISON / TAYLOR Marcos Mantis 27 37:18.700 109 laps 2 laps 84.74 1:12.210 22
DNQ 96 2 Rick KRAEMER Ford Focus 9 13:12.892 127 laps 18 laps 79.75 1:23.350 8 | 
