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New Audi scores debut Paul Ricard win

Allan McNish, Audi, Paul Ricard, 2010The new Audi R15 plus claimed a dominant victory on its debut in the Paul Ricard 8 Hours.

Audi drivers Allan McNish and Rinaldo Capello led all but two and half laps of the opening round of the Le Mans Series on the way to a five-lap victory over the Aston Martin Racing Lola driven by Stefan Mucke, Adrian Fernandez and Harold Primat.

The ORECA Peugeot 908, the only car capable of challenging the Audi on pace, finished fourth after losing nine laps early in the race with a problem with the rear airjack system.

"It is nice to chock up another victory for the Audi marque and a first victory for a new car is always something special," said McNish.

Ralf Juttner, technical director of Audi Sport Team Joest, added that vital lessons had been learned for the Le Mans 24 Hours in June, which was the primary reason for Audi contesting this race with a solo R15 plus.

"This was the idea of coming here, to see how the changes between the R15 and the R15 plus have worked," he said. "We are taking a long list of things to work on away with us, but the fundamentals seem good."

The Strakka Racing HPD/Acura staged a remarkable comeback to claim LMP2 honours after the car driven by Danny Watts, Jonny Kane and Nick Leventis lost four laps to bodywork repairs. Watts, who had qualified the car on pole position by 2.2 seconds, led the fightback and retook the lead in the penultimate hour.

The Briton fell behind the best of the OAK Racing Pescarolos when he stopped with just over an hour to go, but moved back to the front when Richard Hein brought the Judd-powered OAK Pescarolo he shared with Guillaume Moreau into the pits with half an hour to go.

"Spending 12 minutes in the pits early on wasn't the plan, but the team showed fantastic spirit to fight back," said Watts.

The GT2 class was won by the Felbermayr Proton Porsche driven by Richard Lietz and Marc Lieb. The two Porsche factory drivers battled with the Imsa Performance Porsche shared by Patrick Pilet and Raymond Narac early in the race and then fought off a challenge from the AF Corse Ferrari driven by Toni Vilander, Giancarolo Fisichella and Jean Alesi later on. The latter ultimately dropped back to third behind the second Felbermayr entry.


Pos Driver Class/Team/Car Laps
1. Capello/McNish P1 Audi 266
2. Fernandez/Primat/Mucke P1 Aston Martin 261
3. Belicchi/Boullion/Smith P1 Rebellion Lola 261
4. Panis/Lapierre/Sarrazin P1 ORECA Peugeot 258
5. Ayari/Andre/Duval P1 ORECA 258
6. Ragues/Mailleux/Ickx P1 Signature Aston 256
7. Leventis/Watts/Kane P2 Strakka HPD 250
8. Hein/Moreau P2 Oak Pescarolo 250
9. Erdos/Newton/Wallace P2 RML Lola 249
10. Lahaye/Nicolet P2 Oak Pescarolo 249
11. Prost/Jani P1 Rebellion Lola 248
12. Ojjeh/Greaves/Ebbesvik P2 Bruich. Ginetta 248
13. Geri/Piccini/Piccini P2 Racing Box Lola 246
14. Mansell/Mansell/Mansell P1 Beechdean Ginetta 243
15. Toulemonde/Zollinger/Zampatti LC Formula Le Mans 237
16. Beche/Pillon/Capillaire LC Formula Le Mans 237
17. Barlesi/Cicognani/Chalandon LC Formula Le Mans 235
18. Lieb/Lietz GT2 Felbermayr Porsche 233
19. Zacchia/Moro/Kaufmann LC Formula Le Mans 231
20. Ragginger/Ried/Long GT2 Felbermayr Porsche 231
21. Fisichella/Vilander/Alesi GT2 AF Corse Ferrari 231
22. Ehret/Quaife/Kaffer GT2 CRS Ferrari 231
23. Companc/Russo GT2 AF Corse Ferrari 231
24. Gardel/Goueslard/Canal GT1 Larbre Saleen 229
25. Muller/Werner GT2 BMW 225
26. Schell/Metz/da Rocha P2 Pegasus Courage 219
27. Narac/Pilet GT2 IMSA Porsche 219
28. Dumbreck/Coronel/Bleekemolen GT2 Spyker 215
29. Pourtales/Noda/Kennard P2 KSM Lola 188

Not classified

39. Farnbacher/Simonsen GT2 Farnbacher Ferrari 204
21. Stirling/Hines/Piscopo LC Formula Le Mans 203
41. Kutemann/Basso/Hartshorne LC Formula Le Mans 203
12. Amaral/Pla/Hughes P2 Quifel Ginetta 200
22. Kraihamer/de Crem/Delhez LC Formula Le Mans 195
17. Salini/Salini/Gommendy P2 WR-Zytek 168
33. Bruni/Melo GT2 AF Cornse Ferrari 152
30. Kirkaldy/Mullen GT2 CRS Ferrari 123
16. Cioci/Perazzini/Pirri P2 Racing Box Lola 116
19. Frey/Meichtry/Dueck P2 Race Perf. Radical 66
34. Bell/Turner GT2 JMW Aston Martin 65
35. Holzer/Westbrook

interview with dindo capello

Interview with Dindo Capello
An Italian in America

The gentle hills of Langhe (in the north-east of Italy), renowned for their vineyards and hazel groves, are the wonderful and natural context where one of the greatest drivers in the Italian motor racing was born and grown up, one of the few ones who achieved success without counting on any munificent sponsors for tobacco, oil and coffee. A professional who has been able to take up challenges increasingly new, by winning on this side and, above all, on the other side of the Ocean, keeping, however, his remote ancestors' pride of being a "langhetto" (native of Langhe) and his love for his place of origin. He is a man who, after winning at Sears Point in 2000, has observed how Napa vineyards surrounding the circuit reminded him his home vineyards in Santo Stefano Belbo. An Italian named "Dindo" Capello.
Menu Intro Interview
His curriculum

Born on 17th June 1964 in Asti, but still resident in Santo Stefano Belbo, Rinaldo Capello, known as Dindo, has started his racing career driving go-karts, then he moved to Formula Abarth in the 1983-1984 two-year period, and Formula 3 from 1985 till 1989, category in which he won in the prestigious GP Lottery of Monza. At the beginning of the 90s he took part in the Italian "Tourismo" Championship (Group A Italian champion in 1990) and afterwards at the "Superturismo" Championship, where he won the title of Italian champion in 1996 in an Audi A4, after scoring the second place in the previous year behind Emanuele Pirro. The results obtained till that time and the Audi managers' esteem opened the door to him in 1999 on Le Mans project, thanks to which in the following years he may take part in major Endurance races in Europe and U.S. Among the most important wins we can include three "24 Hours" of Le Mans (2003,2004,2008), four "12 Hours" of Sebring (2001,2002,2006,2009), five Petit Le Mans (2000,2002,2006,2007,2008) and two championships of American Le Mans Series (2006,2007).


Behind every driver there is the history of a family involved or keen on motor racing. What kind of family context was Dindo Capello's?

The first who was involved in the engine world was my grandpa who, in those days when cars were still a luxury that only few people could afford, decided to buy a certain number of Lorries to set up a transport company. During the war he was deprived of everything and thus in the early 50's he had to start all over again by opening also, among other things, an Elf petrol pump with a workshop to supply and repair his own means of transport.

Did this kind of involvement go on with your father?

Only in part! My father studied to become a professional accountant, but he kept on being an incontestable fond of the engine world, mainly Formula 1. The elderly of the place still remember that he was only fourteen-year old when he took the train alone to go and see the Italian GP of Monza; those were the days, when certain things were still possible! Can you fancy something of the kind nowadays?

It would be unimaginable, but in this way he had the chance to be present at the exploits of the drivers who went down in history!

He was certainly stricken, just enough to have the permission, when he came of age, to go to the Grand Prix of Italy in place of the area manager who was in charge of the Elf petrol pumps; by that time the French mark make stood out on the bodies of Ken Tyrrell racing cars.

In that spirit we are inclined to think that he welcomed your choice of running.

I'd rather say that he didn't hinder me! Father was a pragmatic person and knew well the way things were going. I still remember that, after first good results in Formula 3, he repeated that I hadn't to deceive myself because however skill I might be, if I didn't carry a "suitcase" with me the possibilities of a bright career would be nearly at an end. On the other hand, those were the years in which some young drivers spent a hundred and fifty million lire on running the world championship, while I was receiving 200,000 lire from my father on every race weekend. It was always he who forced me to finish secondary school (Dindo took a diploma of Accountant, editor's note), swapping it with his permission and support to go on racing.

What was your first drive experience?

On my twelfth birthday, father took me to the track of Nizza Monferrato where, for the first time I had a chance to test myself at the wheel of a go-kart: first I drove a less fast kart, the ones for hire, then they gave me a 100 cc, whose acceleration made me have an indescribable feeling. At that moment I understood what my future would have been! All that I did till that moment, football and motocross, was devoid of interest and, every Sunday, I used to ask my father to take me onto the track to drive. However, to tell the truth, that one wasn't the first experience at the wheel of a four-wheel vehicle: when I was eight-year old, in a corner of grandfather's workshop, I found a Fiat 500 fitted by Giannini: the car bought by my father as soon as he got the driving licence, and with a mechanic's help I managed to get it to start. To be allowed to drive the car without letting my parents know it, I waited until they went to bed and I went down into the workshop to drive it to the local football field!

After testing days, here come first races: have you any special souvenirs of your debut?

My debut was on the next year in the regional race "100cc cadetti" on the Viverone track: it was a wonderful experience because I started from the second row and finished fourth ahead of drivers with much more experience than I had. I have been driving go-karts for other four years with good results, but I lacked the money to take part in the world championship where the drivers, who were in a position to enter, were the same drivers regularly defeated by me in Italy. On the other hand, I used to go to races carrying the kart on the roof of my father's car and, often, with not even a mechanic's help. As matters stood, the only chance was to move to racing cars.

How did this move occur?

It was thanks to Gianfranco Palazzoli who convinced me to join the federal school Csai of Misano, where I drove Alfa Gtv cars and the Formula 3 ones. At the end of the six-day course instructors insisted on my doing everything possible to go on running. On that circumstance I had the chance to meet Angelino Ravaglia who gave me the opportunity of racing for Formula Abarth without guaranteeing an economic contribution. There were two seasons in which I alternate excellent performances with results that weren't always up to them, but they allowed me to have much experience that, perhaps, I hadn't fully developed in driving go-karts. With 50 competitive cars on track at every race, the number of crashes that saw me as a protagonist was rather high, but the only true mistake I made it was at Mugello, when on the first lap and having still with cold tyres, I managed to fully take the bend on the Arrabbiata, finishing off-track disastrously. There I was really ashamed! Later on, however, some good places and the win didn't fail to arrive.
1984 – Dindo Capello with Formula Fiat Abarth

At that moment of your career you were supposed to go to Formula 3, but in 1985 you started again in Formula Abarth scoring two poles in a row.

Actually I entered the first two races of the championship feeling demoralized because I considered that my apprenticeship in that category was completed. In winter I had an opportunity to test Formula 3 of Pre.ma Racing team and I had immediately understood that this kind of car suited my drive characteristics; once again my budget was lacking and had to start the year in Formula Abarth. But, luckily, the team called me for a new test on the circuit of Misano when the season has already started and the times set by me convinced the managers to give me a car to go on with the championship, even if it was a car with minor performance than the cars driven by my team-mates. However, I managed to score pole position making my debut and, at the end of the year, when they gave me the new car I took pole, gained a win in elimination heat, and a second final place behind Alex Caffi.

Remaining in Formula 3, the following years saw you be the centre of the market, all the more because in 1987 you managed to join Coloni that was the Italian strongest team by that time.

It was a very odd period, when everything seemed to me to go wrong. In 1986 I had to be the first driver of the Pre.ma so that I even refused Pavanello's offer but, at the end, the team chose Giovanna Amati who brought a lot of money. I was saved by Ferdinando Ravarotto, the man who had launched Piquet. Ravarotto offered me an old Ralt, in which we succeeded in giving ourselves some satisfaction and finishing sixth in the championship. The next year, not taking my father's advice, I accepted Coloni's offer, the team in which everybody would have run; on the contrary, partly because they were preparing a debut in Formula 1, partly because the team lost, one by one, the contacts with suppliers, I found myself in running with a Reynald chassis that was anything but competitive and a ridiculous budget which even prevented me from only cutting a fine figure. Today I still believe it has been the biggest mistake in my entire career, the one that probably compromised my future in formulas.

The next year, even if you hadn't great motivations after such a difficult season you went back to Ravarotto's team, obtaining the best results in your career with Formula 3.

At the end of 1987 I lived a period of crisis and it was thanks to "Saint Ravarotto" who hired me again for the next season. Perhaps the results of that year didn't change my career, but they gave me great satisfactions and, above all, cheered me up. In particular, I remember the Grand Prix of Monaco, where, although I was only qualified 19th due to an earthed wire problem of the battery, during the race I managed to catch the fourth place thanks to a breathtaking passing series and, among other things, setting the best lap time. It was beyond doubt that it remains my finest race! Then there was the lottery GP of Monza where, after struggling for a long time with Mauro Martini to score the third position, I took advantage of a collision between Naspetti and Morbidelli at the last lap to finish on the top of the podium. Also the next year I ran some races in Formula 3 but, after seeing the failure of Pavesi's project for F3000, my future drive in the single-seaters was at that time compromised.
Montecarlo 1988 – Dindo Capello with Dallara 388 Alfa Romeo

Looking through the classifications in those years of propaedeutic formulae, both on Italian level and international one, we have a feeling that not necessarily best drivers were rewarded. To give an example, the protagonists of Monaco 1988 were Bertaggia and Artzet, while, among the losers, it was given major importance to the names of Hill, Herbert and Alesi.

You're quite right! The problem of Formula 3 of those years was that the winner was always the driver who ran for the team favoured by the best contacts and that fact, in my opinion, has contributed to the failure of category. I still remember that, making the trip to Hockenheim to take part in Formula F3 Eurochallange, two Alfa Romeo managers spoke in glowing terms of a French driver: it so happens that on Sunday he dominated the race setting the best top speed, although he was running with loaded stabilizers. It was also odd that, after some brief appearances in F3000, they haven't heard any more about him.

When your career in single-seaters was over, you moved to Italian tourism, and to the cars you have called "cars with trunk": a change that at the beginning didn't satisfy you so very much.

I joined the tourism owing to an offer made by Emilio Radaelli, manager responsible for the sports programmes of Volkswagen and Audi in Italy, but I have to admit that at the beginning it seemed to me a stopgap: I didn't yet realize that my revival would have started just from there. I ran in a Volkswagen Golf GTI winning the title at debut, while during the two next years I took part in the "Superturismo" Championship with the same car obtaining good results. In 1992 I also raced in the Porsche Carrera Cup to substitute Alex Zanardi after his bad crash: out of the five races that I ran I took two Pole Positions and a win.
1992 – Dindo Capello in the Porsche Carrera Cup

In 1994, after relishing the chance to have been running since 1992 in the "Superturismo" with a BMW, .you signed with Audi Sports Italia to race the Italian "Superturismo" in an Audi 80 four-wheel drive.

That's was the time when things were finally looking up: in September 1993 Audi went to Monza to prepare the tourism world championship which had to be run just on the circuit of Brianza area and, it was fated to happen, that Frank Biela, the team leader, should be injured on the eve of the practice. As I was left with only Stuck for testing, managers asked Radaelli if he could put two drivers on their disposal. With Beppe Gabbiani I reached the motor racing circuit where for two days I had been testing both the base car and the up-dated one. Officially, it had to finish all there but, unexpectedly, few months afterwards Audi decided to enter with its own cars the Italian championship on the next year. Moreover, it was decided that a car would have entered by the Audi Sports Italia that chose just me as a driver; of course, my contract provided that I had to support the drivers of Audi Motorsport, but I didn't worry too much about it. The most important matter was that I should have taken part in an ambitious project.

You have been second to Pirro for two years and then, with the help of his moving to the German championship, you got the promotion to the first driver for the 1996 season. In that season you won the championship at the last race after that, in the first part of the championship it seemed you shouldn't have any rivals.

In 1996 I signed my first two-year contract with Ingolstadt and the championship started really well with six successes in the first eight races. Later the BMW suddenly displayed a speed performance as striking as incompatible with the rules and Naspetti and Cecotto recovered the classification so that Emanuele became leader at the last but one race. On the eve of the last race which had to be run at Vallelunga, Radaellli said he wanted to appeal against BMW wiring because the rules had probably been tricked, a matter that was just confirmed by a worker of the Bavarian Company. BMW entered the race with a good seven cars, while Audi placed Pirro and Peter beside me and Yvan Muller, my team mate. Pirro and Peter, moreover, remained out of the first positions in both races. During practice I managed to set the second best time and in race I finished second before my competitor for the title. In race 2 things changed for the better, with Naspetti who was penalized because of a stop-go following to a bump into Yvan and I, who enjoyed driving the last laps of the track because I was aware of fully deserving the title, in spite of whom had gone beyond what was allowed by regulations.
Vallelunga 1996 – Dindo Capello is celebrating his win on the podium of the Italian Superturismo Championship

In the next two years, you went on the adventure with the Italian "Superturismo" in an Audi A4 gaining some excellent wins, but unlike your old team-mates you didn't run in foreign championships.

To tell the truth, I would have liked to run the German championship, but, at that time, it was started the Audi prototype programme for Le Mans and all of us began concentrating on it. We couldn't repeat the results of the previous years in the Italian "Superturismo" because rules were getting more and more anti-Audi, so much as that in 1998 the four-wheel drive was even suppressed.

Anyhow, you arrived at Le Mans in a McLaren F1 GT2 which was entered by Dr Thomas Bscher.

Yes I did, Audi decided that both Biela and I needed some experience for the next year and in order not to put much pressure on us, they organized a "disguised" debut, even if Frank couldn't run due to family reasons and was substituted by Pirro. In qualifying we managed to set the 20th best time and in race we were forced to retire because of the car owner's mistake when we were placed fourth preceded by Porsche and Nissan.

What were your impressions making your debut on the circuit of Sarthe?

I should say that everything changed very rapidly! I remember when I came into the track for first laps, I wondered why had I to do it: I arrived at the full straight of Hunaudières, I saw that digital speedometer showing 305 km/h and, suddenly, I felt the displacement of air caused by a Toyota that had just overtaken me. A rather unpleasant feeling! Then, however, after a couple of hours, I began to understand I liked that kind of car and the track as well, recording also the fastest lap made by a Mclaren F1 on that circuit.
Le Mans 1998 – Dindo Capello with McLaren F1 GT2

On the next year here came the Audi R8R in which you ran at Sebring and Le Mans scoring a third and fourth place.

That was my first season in prototypes and the results obtained were encouraging, above all if we consider the standard of the car, a kind of laboratory: on the other hand, it was also for Audi an entire new experience and nobody aimed at striking results. Later, in race the problems followed one another to such an extent to force us to change the gear a good three times, till the last of which when we opted for the hand version; it was in those conditions that I managed to record the lap best time for the R8R.
Le Mans 1999 – Two Audi R8R cars at pits during the French marathon.

Thus, here comes 2000, when Audi displayed that kind of war car named R8. In the same year your adventure started in the American Le Mans Series (ALMS).

The experience of the previous year allowed Audi, with Dallara's co-operation, to design a car which had been winning for a good seven years and permitted us, as its drivers, to capture many successes in America, where was run the most important championship on prototypes in the world. As for me and McNish it was a year that I would divide into two parts: till Nürburgring the results were less good than expected, later on, starting from Sonoma we scored a series of six wins out of eight races which allowed us to gain first two places in the final classification. Also Le Mans wasn't too bad if we consider that I was leading the race for a short time before going back to pits for a gear problem, and finishing the race at the third place.

That year, just at Nürburgring, you have been protagonist of a particular episode.

I would say it was a tragicomic episode! Starting from pole position, my first pole in prototypes, I lost some positions at the start owing to cold tyres but, very soon, I recovered positions up to take the lead thanks to a good overtaking to Letho's disadvantage: however, on the following braking, I found the brake pedal gripped by something. After some instants of confusion, I realized that it was the headrest which went off and slid under the pedals. In any case it was an unlucky race because, later on, Allan had a rather bad accident that obliged us to retire.

Also on the next year things started very well capturing a series of five wins in as many tests as in the ALMS and taking Pole position at Le Mans but, at mid-championship something stopped working.

Beyond the scored wins, 2001 was a very hard year to me, as I passed through a crisis under physical and mental point of view because of the time of zone and I have always run below my standards. Even at Le Mans, notwithstanding Pole and final second place, I never managed to have the right feeling with the car, getting also frightened in the rain more than once. Difficulties also went on the next year, in spite of another Pole at Le Mans and five wins in the ALMS. As a matter of fact besides my feeling often tired, I had sudden fits of giddiness that limited me and in order to solve them I came to the conclusion that I had to undergo an operation on my nose and have constant eardrum check-ups. Finally, I got real benefits when I decided to put myself into Roberto Manzoni's hands, the athletic trainer of Rocca and Compagnoni.

In 2003 there was finally the first win at Le Mans in a Bentley Speed 8, an impressive victory that allowed you to succeed Barnato and famous Bentley's boys.

That year Audi decided to invest on Bentley's make and I, with Kristensen, was selected among the drivers who had to bring the car to success. The race was a real easy run even if, before starting, I was much worried because the setup had been fully changed with respect to qualifying tests and the rear side of the car bellied on long straights; on the grid mechanics were obliged to an extra-work to solve the problem. We had also run the 12 Hours of Sebring in a Bentley, but a technical problem had relegated us to the line-up bottom, from which we recovered up to the fourth place.
Le Mans 2003 – Dindo Capello with Bentley Speed 8

As soon as Bentley experience was over you went back to Audi with Goh team; besides, obviously, winning the French marathon for the second time.

It was a year beyond expectations, given that the Japanese team for which I was running, had a budget decidedly lower than the English team and the American one that were sharing the other R8s. As far as LMS is concerned, although we hadn't gained any win, we arrived second in the championship thanks to two second places and a third one. While, at the 24 Hours, after a brake problem which obliged me to go off-track at the Dunlop bend, we took advantages of the other drivers' troubles to take the lead with a good margin of time. We ran the only risk at my last pit-stop, when the car caught fire due to the mistake made by the mechanic in charge for refuelling: that day I ran a very serious risk because, after trying to get out from the car, I slipped again into the cockpit to continue the race but, in that difficult situation, I didn't manage to lock my belt, without it, I ran a full turn of drive!
Le Mans 2004 – Dindo Capello with Audi R8

After a year devoted to DTM with Joest team, you returned to prototypes in 2006, winning the ALMS title in an Audi R10 diesel powered, while at Le Mans a technical problem cancelled every chance of victory.

The DTM year was poor of results both for me and my team-mates, as we entered with the version of the past year and we entirely lacked experience. I was offered the possibility of running at Le Mans in the R8 Oreca team but, at the end, our sponsor claimed a team formed exclusively by French drivers and, in all sincerity, with hindsight, it was better like that. The following year, after leaving DTM, we started the adventure with a diesel powered, thanks to which I scored the win at its debut. Winning that Sebring gave me an unbelievable joy because, in some way, I had my name written in the history of motor racing. Then, please remember that after that race, we ran the three following races of ALMS championship in the R8, a car that we brought to victory both at Huston and Lime Rock, the last race before its final retirement to the R15 advantage. On the contrary, Le Mans was in that year a rather frustrating race: after taking Pole position, the third one in my career, we noticed a fuel problem which forced us to a 20-minute pit-stop. At the end we fished third.

2007 is the year of your second title gained in ALMS, but also of Le Mans real disappointment

It's simply indescribable! Even today when I think of it I've a mixed feeling of rage and incredulity: we lost a race we deserved to win and all that for a stud nut! And to think we were leading by four laps, something that at Le Mans, at mid-race, nobody had ever seen for years.

It was a real pity because up to that moment every thing had been coming near to perfection.

In my opinion it was the best competition I've ever raced! Starting, in a light rain, I had managed to take the lead taking advantage of a trajectory error made by Bourdais on the Dunlop bend, afterwards we had no longer let other drivers the first position. Both my team-mates and I were running very fast without errors. Then at the pit-stop we had to replace the rear tyre and, later on, we had lost it at 200 km/h on Indianapolis bent. There I got such a fright!

On the next year you were somehow rewarded for the unexpected win at Le Mans preceding the favoured Peugeots.

In all honesty I don't consider it as a reward. In that case it was a racing behaviour which was an exemplary conduct both from the point of view of driving ability and strategic choice of a mixed setup that allowed us to recover when it started raining.
Le Mans 2008 – McNish, Juttner, Capello, Ullich and Kristensen are celebrating their victory

It was in the same year that you have also won the 1000 km of Silverstone and Petit Le Mans, a good way to finish your experience with the R10.

Two excellent wins for two different reasons: the former because it improved the LMS season that till then hadn't been so exciting, the latter because I was co-driver of Pirro, at his last race in an Audi.

In 2009 we have the R15, the car built to fight against Peugeot on equal terms. The project started in the best way with the victory at Sebring, then something didn't go in the right way and at Le Mans you didn't manage to oppose a resistance to Peugeot.

At Sebring the car performance was very good, above all if we consider that its development was still delayed owing to the weather conditions we found during our winter tests. In that win the funny thing was that all over the race we have been fighting in the 908HDi, with very successful actions of overtaking and keeping a crazy pace. We had trouble immediately afterwards, in the development stage when the car, instead of improving, has started having every kind of problems, only solved by the end of 2009 when, at Petit Le Mans we have newly fought, on equal terms, against our rivals.

Now it only remains to ask you for the 2010 forecasts.

This year I've much trust in the car because it has been designed on the basis of a very valid project and we have understood the 95% reason why it didn't work in the past season: the target is to bring Audi to victory again at the 24 Hours of Le Mans and Le Mans Intercontinental Cup, but knowing the attitude of Ingolstad Company, they will leave "no stone unturned".
Asti 2010 – Dindo Capello and Marco Zanello on the day of the interview
Marco Zanello

audi r15+

care amiche ed amici chiedo sucsa per l'assenza..problemi perosnali mi hanno impedito di aggiornare il blog.
ci troviamo ad una settimana dalla prima gara della lms, la 8h del paul ricard...
per tutte le foto ed articoli riguardanti la nuova arma di dindo vi rimando ai seguento sit
www.twitter.com/dindocapellofc e www.twitpic.com/dindocapellofc che sono stati aggiornati ieri sera

Il fan club su autosprint!

A nome di tutto il fan club vorrei ringraziare il direttore Sabbatini www.twitter.com/sabbatini) e tutta la redazione di Autosprint per aver pubblicato nell'edizione di questa settimana uno spazio dedicato al nostro fan club!

In pista con Dindo Autosprint e il campionato Fun Cup Italia

tutte le informazioni su autosprint di oggi e qui:
DindoCapelloFC
http://twitpic.com/126pvm http://twitpic.com/126pyp 4-5 Marzo 2010 in pista con Dindo Capello @Autosprint x il campionato fun cup italia!

Le Mans 2010 : La liste des 55 invités !

L’Automobile Club de l’Ouest a dévoilé la liste des 55 invités aux 24 Heures du Mans, dont le Pesage devrait avoir lieu le dimanche et le lundi précédant la course. Les 55 élus, parmi 84 demandes, sont composés de 21 LMP1, 9 LMP2, 8 GT1 et 17 GT2. Dix marques seront représentées en Protos, avec le come-back de Dome, et onze en GT, avec le retour de Ford en GT1, et ceux de BMW et Jaguar en GT2. Voilà un plateau pour le moins intéressant pour une édition 2010 qui s'annonce passionnante !

LMP1 : Les principaux protagonistes sont là…

Grâce à son doublé aux 24 Heures du Mans 2009 et sa victoire au Petit Le Mans, Peugeot possédait trois qualifications d’office. Le Lion les a bien évidemment validé et repartira pour une quatrième campagne dans la Sarthe avec la 908 HDi FAP. Mais cette fois, les hommes de Olivier Quesnel seront les chassés, et non les chasseurs ! Ils arboreront aussi les numéros 1,2 et 3, plutôt que 7, 8 et 9. A l’instar de la dernière édition, Peugeot pourra s’appuyer sur une quatrième auto, confiée à un privé : le Team ORECA. L’équipe varoise a également reçu une invitation pour sa ORECA 01 à moteur AIM, cinquième en 2009, mais qui sera cette fois chaussée de Dunlop.


Pour la première fois depuis très longtemps, Audi ne possédait aucune invitation. Sans surprise, la firme d’Ingolstadt a bien reçu les trois sésames pour ses « R15 plus ». Les protégés du Docteur Ullrich partiront donc en reconquête, avec une voiture qui devrait avoir sensiblement évolué d’ici juin. Le constructeur aux quatre anneaux sera, comme l’an dernier, épaulé par le Team Kolles, qui alignera deux R10.

Pour arbitrer le duel Peugeot vs Audi, Aston Martin Racing sera toujours de la partie. Les britanniques ont toutefois réduit légèrement la voilure, passant de trois autos officielles à deux. Pourtant, il y aura bien une troisième Lola-Aston Martin, mais aux couleurs de Signature-Plus. De Lola, il est aussi question avec le Drayson Racing et le Rebellion Racing. Le team du ministre britannique Paul Drayson participera à l’ALMS après avoir fait ses débuts en LMP1 en fin de saison dernière. Quant à l’écurie suisse, elle a obtenu les deux places demandées pour ses B10/60 propulsée par le V10 Rebellion. Rappelons que le team possédait trois qualifications d’office en LMP2, qualifications qu’il n’a pas validé pour se concentrer sur la catégorie reine. Avec des pilotes comme Neel Jani, Nicolas Prost, Andrea Belicchi et Jean-Christophe Boullion, nul doute qu’il s’agira d’un sérieux animateur.


… Pescarolo et Dome aussi !

Après plusieurs semaines au cours desquelles l’incertitude a plané, il y aura bien des Pescarolo LMP1 au départ. Une sera engagée sous les couleurs de Pescarolo Sport, la seconde sous la bannière du SORA Racing. La Pescarolo des Verts aura un petit goût de Renault puisqu'elle sera confiée à Ho-Pin Tung et... Jan Charouz ! Aux côtés de ces concurrents réguliers et attendus, une nouvelle comblera certainement les fans de bonheur : Dome est de retour ! Vue en 2008, la S102 retrouvera le mythique tracé manceau. Voilà un engagement intéressant pour l’avenir. Dome sera le seul représentant japonais, Tokai et Kaneko n’ayant pas été retenus. Autocon sera l’unique concurrent américain dans la catégorie reine, avec une Lola-AER. Enfin, Nigel Mansell fera ses grands débuts au Mans, au sein du Beechdean-Mansell Motorsport qui fera courir la seule Ginetta-Zytek 09S LMP1.


LMP1

Autocon Motorsports (Lola-AER) - Mike Lewis
SORA Racing (Pescarolo-Judd) - Christophe Tinseau
Pescarolo Sport (Pescarolo-Judd) - Ho-Pin Tung/Jan Charouz
Team Kolles (Audi R10) - Christian Bakkerud
Team Kolles (Audi R10) - Christijan Albers
Rebellion Racing (Lola B10/60-Rebellion) - Nicolas Prost
Rebellion Racing (Lola B10/60-Rebellion) - Andrea Belicchi
Drayson Racing (Lola B10/60-Judd) - Paul Drayson
Dome Racing (Dome S102-Judd) - Sébastien Philippe
Signature-Plus (Lola-Aston Martin) - Pierre Ragues
Beechdean-Mansell Motorsport (Ginetta-Zytek 09S) - Nigel Mansell
Team ORECA-Matmut (Peugeot 908 HDi FAP) - Olivier Panis
AIM-Team ORECA (ORECA 01-AIM) - Soheil Ayari
Aston Martin Racing (Lola-Aston Martin) - Harold Primat
Aston Martin Racing (Lola-Aston Martin) - Darren Turner
Audi Sport Team Joest (Audi R15 TDI) - Tom Kristensen
Audi Sport Team Joest (Audi R15 TDI) - André Lotterer
Audi Sport Team North America (Audi R15 TDI) - Mike Rockenfeller
Peugeot Sport Total (Peugeot 908 HDi FAP) - Alexander Wurz
Team Peugeot Total (Peugeot 908 HDi FAP) - Nicolas Minassian
Peugeot Sport Total (Peugeot 908 HDi FAP) - Sébastien Bourdais



LMP2 : Pas de Porsche, mais des Acura…

Si le LMP2 est en pleine bourre sur la scène européenne, la catégorie sera réduite à neuf unités dans la Sarthe. Double tenant du titre, Porsche ne défendra pas sa couronne. Mais une terreur – la Porsche RS Spyder – peut en cacher une autre – l’Acura ARX-01c. Officiellement dénommée HPD (Honda Performance Development), elle fera ses premiers pas dans la Sarthe. Highcroft, qui possédait une invitation en LMP1, s’est rabattu sur le LMP2, avec David Brabham aux commandes, tandis que Strakka a également été invité. Il faut dire qu’avec un trio Kane-Leventis-Watts, la demande était séduisante… RML possèdera également le V8 Acura, mais dans un châssis Lola.


En face, on trouvera des habitués de la catégorie : Quifel-ASM, Champion Le Mans Series sortant, et le team Bruichladdich, avec des Ginetta-Zytek, mais aussi OAK avec deux Pescarolo-Judd. Racing Box, avec un coupé Lola, et surtout WR, de retour dans la Sarthe après plusieurs années d’absence, complètent la liste. Point de Radical en revanche, ni de Courage ou de Norma pour Pegasus Racing.


LMP2

Strakka Racing (HPD ARX-01) - Nick Leventis
Team Bruichladdich (Ginetta-Zytek 09S) - Karim Ojjeh
Quifel-ASM Team (Ginetta-Zytek 09S) - Miguel Amaral
WR/Salini (WR-Zytek) - Philippe Salini
Racing Box (Lola B09/80-Judd) - Luca Pirri
Highcroft (HPD ARX-01) - David Brabham
RML (Lola Coupé-HPD) - Mike Newton
OAK Racing (Pescarolo-Judd) - Richard Hein
OAK Racing (Pescarolo-Judd) - Jacques Nicolet


GT1 : Cinq marques représentées

La composition du GT1 était l’une des principales inconnues. On sait désormais que la classe sera composée par huit voitures, avec cinq constructeurs différents au départ. Corvette sera le plus présent avec trois C6.R : deux pour Luc Alphand Aventures et une pour Pekaracing. Autre invité d’office, JLOC, qui sera de nouveau de la partie avec une Lamborghini Murcielago.


Comme attendu, Ford effectuera son retour, avec deux participants du Championnat du Monde GT1, Matech Compétition, à l’origine de la Ford GT, mais aussi Marc VDS Racing. Autre come-back à signaler, celui de Larbre Compétition et de Saleen. Enfin, les couleurs d’Aston Martin seront défendus par le Yougn Driver AMR, la structure allemande alignant une DBR9. En revanche, pas de trace de Maserati ou de Nissan…


LMGT1

JLOC (Lamborghini Murcielago) - Yogo Atsushi
Peka Racing (Corvette C6.R) - Anthony Kumpen
Young Driver AMR (Aston Martin DBR9) - Christopher Nygaard
Marc VDS Racing (Ford GT) - Eric De Doncker
Matech Competition (Ford GT) - Natasha Gachnang
Luc Alphand Aventures (Corvette C6.R) - Luc Alphand
Luc Alphand Aventures (Corvette C6.R) - Stephan Grégoire
Larbre Compétition (Saleen S7-R) - Roland Berville


GT2 : BMW et Jaguar de retour !

Souvent considéré comme la quatrième roue du carrosse par certains, le GT2 sera la deuxième catégorie la plus importante en terme d’engagés, avec pas moins de 17 voitures. Cette catégorie, elle a tout d’une grande, avec six constructeurs et non des moindres. Le duel entre Ferrari et Porsche devrait se poursuivre : cinq autos de chaque côté. Les F430 seront engagées par AF Corse, Hankook-Farnbacher, Modena et Risi Competizione, dont l’une des deux sera alignée en collaboration avec le Krohn Racing. Du côté des GT3-RSR, on comptera sur les fidèles, avec le Flying Lizard, Felbermayr-Proton et IMSA, mais aussi sur des pensionnaires du FIA-GT, tels que ProSpeed et… la BMS.



Cinquième en 2009, Spyker reprendra son rôle d’arbitre avec une C8 Laviolette. Mais l’escadron hollandais devra faire face à une concurrence encore plus relevée. Ainsi, le Corvette Racing passe comme prévu du GT1 au GT2, avec deux ZR1 qui seront redoutées et redoutables ! Autre constructeur officiellement représenté, BMW. Le constructeur bavarois fêtera son grand retour avec deux M3 don les équipages seront emmenés par Andy Priaulx et Jorg Muller. Voilà qui promet !


Terminons par un autre retour, celui de Jaguar. RSR, la structure de Paul Gentilozzi, a en effet été retenue par l’ACO. De quoi ravir les supporters britanniques, qui pourront découvrir la XKR engagée en ALMS !



LM GT2

BMS Scuderia Italia (Porsche 997 GT3-RSR) - Matteo Malucelli
AF Corse (Ferrari 430GT) - Luiz Perez-Compac
JMW Motorsport (Aston Martin Vantage GT2) - Rob Bell
Hankook Team Farnbacher (Ferrari F430GT) - Dominik Farnbacher
Spyker Squadron (Spyker C8 Laviolette) - Tom Coronel
Modena Group (Ferrari F430GT) - Roman Rusinov
Risi Competizione (Ferrari F430GT) -Jaime Melo
Risi Competizione (Ferrari F430GT) - Tracy Krohn
RSR Jaguar (Jaguar XKR) - Paul Gentilozzi/Marc Goossens
Flying Lizard (Porsche 997 GT3-RSR) - Seth Neiman
ProSpeed (Porsche 997-GT3-RSR) - Paul van Splunteren
Felbermayr-Proton (Porsche 997 GT3-RSR) - Horst Felbermayr
IMSA Performance (Porsche 997 GT3-RSR) - Raymond Narac
BMW Motorsport (BMW M3) - Andy Priaulx
BMW Motorsport (BMW M3) - Jörg Müller
Corvette Racing (Corvette ZR1) - Jan Magnussen
Corvette Racing (Corvette ZR1) - Oliver Gavin


Suppléants

Petite particularité cette année, il y aura une liste de suppléants à la fois pour les Protos et les GT. Si un team se désiste en LMP1 ou en LMP2, l'ACO fera donc appel en premier lieu à Pegasus, suivi de Tokai et KSM. En GT, Felbermayr est le premier sur la liste, devant Honk Kong Racing, vu en Asian Le Mans Series, et AF Corse, avec un certain Giancarlo Fisichella inscrit.


Suppléants Protos
1. Pegasus Racing (Norma-Judd) - Julien Schell
2. Tokaï University (Courage LC70-YGK)
3. KSM (Lola-Judd) - Jean de Pourtales
4. IRS (Lola-Judd) - José Ibanez
5. Kaneko Racing (Courage LC70-Judd)

Suppléants GT
1. Felbermayr-Proton (Porsche 997 GT3-RSR) - Marc Lieb
2. Honk Kong Racing (Aston Martin vantage GT2)
3. AF Corse (Ferrari F430GT) - Giancarlo Fisichella
4. Matech Compétition (Ford GT) - Tomas Mutsch
5. Spyker Squadron (Spyker C8 Laviolette) - Tom Coronel