Wednesday
Qualifying
First
"Daylight" Session
The long-range forecast since
the start of the week had predicted rain. At first it
was "for the weekend", then it was brought
forward to Thursday, but in the end it arrived at just
after seven o'clock on Wednesday evening. The timing
could not have been more inappropriate, and it rendered
the rest of the first day's qualifying as little more
than an extended and challenging test session. Some
teams still set-to and embarked on an all-out qualifying
attempt, pounding round the track for four solid hours.
Others, with a wary eye to the skies and less to gain
from adding more miles to their components, kept their
running to the bare minimum. RML favoured the more cautious
camp, and did no more than was either necessary or prudent.
At
first the prospects looked good, and in the final minutes
before the pitlane opened at seven, the track was in
perfect condition for qualifying - cool and dry beneath
a cloudy sky. Warren Hughes was first out in the RML
MG, and was waiting patiently in the queue at the end
of the pitlane before the lights turned green. As he
sped off up the hill towards the Dunlop Bridge the first
faint mist of a light drizzle began to fall. "Everything
looked fine until we reached the second chicane, and
then the rain really came down," he said. "Everyone
was on slicks, and it turned treacherous. Those are
nightmare conditions to go out in." He returned
carefully to the pitlane, where the car was fitted with
wets before rejoining.
It
wasn't long before Warren (left) was back on the radio
to say he felt there was little point in continuing
under the worsening conditions. The rain was now constant
and heavy, and combined with a track that was still
universally "dirty", having served for the
last twelve months as a public road, there was nothing
to be gained from risking both car and driver. He pressed
on to complete a single timed lap, with 4:48.529 being
enough to place him eighth overall and heading LMP2,
and then returned to the garage.
"There's
absolutely no point in pounding round the track in these
conditions," declared Alastair McQueen, chief race
engineer on the MG. "The forecast for the race
is dry, so we're achieving nothing by adding yet more
miles to the engine. We can perform a few function checks,
but little else." Many hours had been spent at
the official test ten days ago trying to perfect a dry
set-up for the car, and there was little to be gained
by changing those setting for just one qualifying session.
Even
so, there was something to be made of the evening. Warren's
few laps had revealed that the team was experiencing
some inconvenient shortcomings with the pit-to-car communication.
Not only were there some significant breaks in the radio
link - in effect all the way round the track from the
Dunlop brow to the Porsche curves - but also the car's
telemetry was inconsistent. It was decided that Warren
would continue to circulate through a series of outlaps
while the engineers tried to improve the link.
Fitted
with more appropriate "wets", Warren headed
back out again at 7:45, but he wasn't about to get very
far. No sooner had he left the pitlane than the red
flags came out around the circuit. Car #39, the Chamberlain
Synergy Lola, had gone off into the barriers just after
the second Mulsanne chicane with Peter Owen at the wheel.
"He looked to be OK," said Warren, who was
passing the scene moments later. "He was out of
the car, but there seemed to be a fair amount of damage.
He was some distance beyond the chicane, so I'm not
sure what can have happened." Soon enough, the
MG was back in the garage, with instructions from Phil
Barker, team manager at RML, that Warren wouldn't be
going out again until it could be established what had
caused Owen's accident. "We need to know if it
was a mechanical breakage or driver error," he
explained. The two cars share many components, and this
was simply a sensible safety consideration. The track
re-opened at 8:05, but it was another fifteen minutes
before the MG rejoined the throng. "It's our belief
that it was almost certainly driver error, so Warren
can go back out again," came the explanation.
For
the next twenty minutes it was a case of heading out
and then coming straight back in again for Warren, with
a few minutes in the garage each time as minor adjustments
were made to the telemetry system. It appeared to do
the trick, and with twenty minutes of the session remaining
the MG was parked up. "I'm optimistic that the
second "night" session will be dryer, and
quicker," said Hughes hopefully. "When you're
only going round for one lap at a time, you don't really
learn a lot. You need heat desperately; in the brakes,
the tyres, everything, and you're not getting it."
Second
"Night" Session
More tinkering with the electronics had telemetry coverage
up to 80% or more by the time the second session started
at ten o'clock. The plan was that Warren would go out,
complete a single flyer to check the set-up, then return
to the pitlane and hand over to Mike. Fitted with softer
compound wet tyres, he did exactly that, setting a best
of 4:29.466. It was the car's quickest, and moved him
up to 13th overall, third in LMP2, just behind Sam Hancock
in the #32 Lola.
The
MG was back in the garage within quarter of an hour,
and Mike Newton (above) took to the cockpit. He was
under instructions to complete the minimum three-lap
requirement that all drivers must meet in order to qualify
for the race: one out, one flyer, one in. Hughes, meanwhile,
was easing himself out of driving mode. "If the
track got properly dry, enough to have a go at a qualifying
time, then perhaps I ought to be on standby, but unless
that happens there's no real chance. I'd prefer to leave
that for tomorrow," he said.
Newton,
his laps complete, returned to the pitlane at 10:45.
His single flyer had been a modest 4:59.196, but he
then did a 4:56 on his in-lap. "It was just starting
to come together," he grinned, evidently enjoying
another few laps of this fabulous circuit, despite the
conditions. "I'd just started to enjoy myself and
getting a feel for it when I had to come in. I was fifteen
to twenty seconds up on my in-lap, yet that was still
my quickest, even including coming gingerly down the
pitlane. The next one would have been a lot quicker,
but it's stupid to try to be a hero when you've not
driven the car in a week, and never (with this particular
car) here before at all. I just took it gently."
Tommy's
first and only flying lap was a 4:28.869 - the car's
fastest to date, but not quick enough to change the
order. The car still stood 15th overall and 3rd in LMP2.
"The objective was just to do a lap to qualify,
that's all," he said later. "The track is
still far from being right, so there's not a lot of
point." Alastair McQueen agreed. "I see absolutely
nothing to be gained by going out there again tonight
while these conditions persist. We'd only be putting
the car at risk for no good reason." Phil Barker
was prepared to leave his options open. "We'll
wait a while and see what happens. If the track does
dry out significantly, and the times start coming down,
then we may have a look, but it's not worth the risk
at the moment. Even the leaders are 30 seconds off the
pace."
The
evening had not been totally fruitless, however. "The
weather may have spoiled our plans," continued
Barker (left), "but we've made good progress on
ironing out some telemetry issues, and we've now got
roughly 90% coverage around the track."
The
original plan had been to run the current engine through
a meaningful qualifying session, then fit the race engine
and use Thursday to bed it in. "We've only got
twenty laps left on this one," he explained. "We'll
still fit the race engine tomorrow, but the drivers
will be restricted on what they can do. They won't be
allowed to go out there and drive willy-nilly. The guys
are all qualified, so we just need to chase pole if
the opportunity arises. If we do, then we'll be our
own masters. They'll do as few laps as possible. We're
committed to a minimum of nine, of course, so all three
drivers can complete a basic run, but then we may allow
Tommy to go out and have a few more, if he's going to
have any chance of firing it up the front."
So
the RML engineers saw out the remaining hour of Wednesday
cleaning and polishing the MG amidst an easy-going relaxed
atmosphere, while everyone else milled about, drinking
coffee, chatting and joking. Circumstances may render
Thursday evening a less tranquil occasion.
Marcus
Potts |