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12 Hours of Sebring 2012 Henri Richard Big Crash

Grosse sortie de Henri Richard sur l'Oreca FLM09 n°025 (Dempsey Racing) lors des 12 Heures de Sebring 2012 et première manche du WEC.


 


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12 Hs of Sebring - 1970 - Highlights
McQueen I loved the 512. It was a typical Ferrari sports racer--pretty, fast, and powerful. Daytona qualifying proved quite a duel between Hans Herrmann, in a Porsche 917 on Goodyears, and myself, in the Ferrari on Firestones. It was a good battle between two big sports-car makers and the two big tire companies, meaningful stuff at that time. I put the car on pole--but only because it was raining. Revson Herrmann was quick, especially in the wet. During qualifying, he'd do some laps and set a fast pace. Then I'd go out, and I was faster. Then he'd come out again and go faster yet. It was just pouring rain, and I was really testing the banking. At Daytona, even if you slow down in the wet, you're still in the 180-mph range. I just kept moving up the banking, higher and higher. Then, finally, I went out and just held it there--flat out--maybe two feet away from the wall. In those days, there was no chicane; we just went flat down the long straightaway. By then, I was four seconds a lap quicker than he was. He never came out again, and I wound up on pole. Speedwise, in the race, we were outclassed. We had no chance of winning. Besides being slower than the Porsches, our car had suspension problems. So, the Daytona 24-Hour was not an auspicious beginning to our season, and from it, Ferrari knew that the Porsche 917 was going to be a formidable adversary that year, to say the least. On to Sebring. For the 12-Hour, the team decided to run a lighter version of the 512S, an open-roofed car or "spyder." Aerodynamics weren't as important at Sebring, as the straights aren't as long as at Daytona or Le Mans. Ferrari entered two spyders and a coupe. The spyder benefited from being lighter, and I could feel the difference. But it wasn't as easy to drive because the chassis flexed. Quite a bit. In some areas, like Turn 1, which is really fast, the car just wasn't good. It didn't handle as well as the coupe, but due to the better acceleration, it was faster--just more nervous. Andretti Testing went well. We were quick from the beginning, and we were ready. I was again teamed with Arturo Merzario and put the car on pole. The green flag dropped, and we just kinda took off. In this race, the 917s weren't a factor like they were at Daytona; our Ferraris were running 1-2-3 at the halfway point. Then, the Ferrari spyder driven by Jacky Ickx and Peter Schetty went out with failed differential bearings. The Porsches were having mechanical problems, too. But we were cruising along, maintaining a huge lead. Things were uneventful up until less than two hours before the end. Then it happened: Merzario was driving, and before we knew it, our car packed up with the same problem as the other spyder. We were out. I was getting ready to say my goodbyes. I had my plane there, and I was running a sprint-car race in Reading, Pennsylvania, the next day. So I figured I might as well head out early, maybe get some extra sleep. Ferrari team manager Mauro Forghieri said, "Wait, don't go. Don't go. I might want you to get into the other car"--the slower coupe, driven by Nino Vaccarella and Ignazio Guinti, which was now the only Ferrari team car still running. When our two spyders dropped out, the Rodriquez/Siffert/Kinnunen 917 (#15, above left) took over the lead, the Peter Revson/Steve McQueen Porsche 908 moved into second, and the remaining Ferrari moved up to third. To be honest, I wasn't all that keen about the swap for several reasons, but mostly because the seat wouldn't fit--I was a lot shorter than those guys! With the number 21 Ferrari running third, and so few laps remaining, I didn't see much of a chance of winning against the 917. All of a sudden, that car pitted with wheel-bearing problems, and we knew that was going to be a long stop. The 908, with Revson aboard, took over the lead, and the Ferrari moved up to second. There were about 90 minutes left. Poor Peter Revson. He was just spent--I think he drove like eight of the 12 hours--but was finally running first. The PA announcer screamed, "Steve McQueen is in the lead!" over and over. Well, Steve McQueen was sitting on the pit wall. They never, ever mentioned Revson. That caught my attention. And pissed me off.





2014 United SportsCar Championship 12 Hours of Sebring, Kearby & Tagliani Big Crash
Gaston Kearby spun his car and whipped it back around...right on the racing line. Alex Tagliani slammed into him Check out the new website http://tbk-light.com/ Make sure to join our forum at http://tbk-light.com/phpBB3





ALMS 2012, Sebring 12 hours - Highlights part 1
ALMS 2012, Sebring 12 hours - Highlights part 1





12 Hours of Sebring 2012 Final Lap incredible battle Beretta vs Hand in GT
Incroyable finish dans la catégorie GT lors des 12 Heures de Sebring 2012 entre Olivier Beretta (Ferrari) et Joey Hand (BMW).





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