In 2008 twenty years after the Chicago Endurance Worlds, IMCA will organise a second  endurance world championship, in honour to the winner of the 1988 edition; the late Franco Gianotti. It will be a competition over 3 races (among them one 24 hour race) with Le Mans cars of 2007 at scale 1/24th. To bring model car racing closer to autosport we start a series of articles on Le Mans cars. After an article on LMP1 prototypes (we bring you now a survey of the most important  LMP2 prototypes. It is not an exhaustive survey since a couple of Courages C65 are missing. The pure folkloristic WM cars, no longer present at Le Mans 2007, are missing. Contrarly to our LMP1 survey we didn't stop by 2005, but added also results of the 2006 Le Mans 24 hours and of the two first rounds of the 2006 LMS (formerly LMES). 
The Roger Penske fantastic Porsches RS Spyder, up to now only raced at the AMLS, not at the LMS, are missing too. We count to make a separate article on those cars. The same holds for the American LMP1 (e.g. the Dyson Lolas) and LMP2 cars never seen in Europe.
It's extremely important that model car racers should under-stand well the close link between slot-racing and autosport. Any decent sponsoring of the model car world championships, contested since 1985, was found in autosport (NASCAR, FIA GT and now ACO-racing, LMS racing, Le Mans racing). IMCA still negotiates a 10 year contract  with LMS racing teams. ACO as well as the Département de la Sarthe will also been contacted later. Model car racing and autosport are two sides of the same sheet of paper! [JPVR]

The Pilbeam MP93 is a further evolution of the MP84 sports car build by Mike Pilbeam in 1999. The MP84 was raced in the 2001-2003 FIA Sports Car Championship. In 2003 the car was equipped with the JPX-IES 120 degree V6 Nissan motor, good for 530 bhp. In 2005 the car was adapted to the new ACO rules and sold to Pierre Bruneau and Marc Rostan who received their MP93, with a carbon chassis,  shortly before the Le Mans 24 hours, where the car was retired after 32 laps. At the five rounds of the 2005 LMES it finished twice: Spa as 16th and third LMP2 and Silverstone 26th and sixth LMP2, and collected 9 points, good for rank seven in LMP2. In 2006 the car was equipped with a Judd motor and finished 27th at the Le Mans 24 hours. At the 2006 Istanbul 1000-kms the Pilbeam caused a stir by finishing fifth overall. At Spa the car finished as 26th.

LMP2
engine: 120 degree V6 JPX-IES Nissan 3,400cc  530 bhp
fuel capacity: 90 litres
weight: 750 kg 
tyres: Michelin

In 2006 Mark Short of Rollcentre Racing decided to race no longer his Dallara SP1 in LMP1, but the brand new Radical SR9 in LMP2. Contrary to the Pilbeam MP93, the Tampolli and the Lucchini XV, the Radical SR9 seems to be the lonely other car being able to defeat the Lolas 05/40 and Courages C65 which remain the lonely successful sports cars in LMP2. Peter Elleray (the man behind the Le Mans Bentleys!) and Radical co-owner Mike Hide started the production of the cost effective new car by March 2005. “The monocoque is of an aluminium-carbon composite construction,” explains Peter Elleray. “We believe that we can build an LMP2 car within the 750kg minimum weight, utilising this type of cost effective construction. The SR9 is obviously a completely different type of engineering challen-ge to designing an overall Le Mans winner, but it is one that is hugely rewarding and I'm very much enjoying working with the team.” The power unit is Radical’s own Powertec RPD Macro-block V8, as used (as the RPA) in the SR8, but enlarged to 3 litres. With a restrictor break for a smaller engine than the 3.4 litre limit, power is a highly competitive 525bhp @ 11,350 rpm.
The new car was raced for the first time at the Istanbul 1000-kms where its potential becomes obvious: with one hour to go the car is ...fourth overal. With 10 minutes to go Tim Greaves had the third place on a plate when suddenly the electrics gave out. Moreover the SR9 realised the fastest lap of the event. SpaFrancor-champs 1000-kms with Martin Short, Tim Greaves and Gregor Fisken as drivers.where they qualified sixth in LMP2 (14th overall), but could not bring the car home. With only ten hours of effective racing on its account the Radical SR9 went to the 2006 Le Mans 24 hours where, in hands of Joaõ Barbosa, Stuart Moseley and Martin Short, they qualified as 23rd. Despite two hours lost to replace the clutch, the car was brought home as 20th in its maiden 24 hour race. The SR9 seems to be a potential winner for the future.

LMP2
engine: 90 degree V8 Powertec RPD, 3,400cc  525 bhp (with restrictors) ad 11,350 rpm
fuel capacity: 90 litres
weight: 750 kg 
tyres: Dunlop

In its original configuration, as raced in 2005, the EX264 was initially develo-ped in association with MG, RML (the race team of Ray Mallock) and engine specialists Judd. Based on the Lola B05/40, itself a comprehensive redevelopment of the successful MG EX257 sports prototype, the EX264 was immediately eligible for the ACO LMP2 class. The MG EX264 complies with all the latest regulations and technical specifications. Although visually similar to current Lola B05/40 racecars, the RML car is correctly designated as an MG Lola EX264. It's a svelte and nimble car!. Under the skin it features many significant differences that stand it apart from its Lola-badged counterparts. Many of these stem from the way RML continued development of the previous MG EX257 after acquiring the ex-factory racecars and campaigning those in 2003 and 2004. Much of that on-going development was too valuable to be lost when the current B05/40 chassis was released, and with the blessings of both Lola and MG (at that time still in operation), many of those innovations were carried over to the new car. Several months before the demise of MG Rover, the new RML racecar was fully homologated as the MG EX264, and it proudly carries the MG octagon to this day.

The chassis is an all-carbon fibre monocoque, with symmetrical twin rollover hoops. This is encased within a stunningly good-looking bodyshell constructed from pre-preg carbon fibre with a honeycomb core for additional rigidity. This meets the revised aerodynamic requirements introduced during 2004 and means that the EX264 is likely to remain at the forefront of prototype racecar technology for many years to come. The rear wing and underbody are also of lightweight carbon composite construction. The front and rear suspension uprights are fabricated from aircraft specification steel and TIG welded. These elements link via double fabricated steel wishbones with pushrods and rockers to three-way adjustable damper units. In 2005 the car raced with a specially-developed MG V8 powerplant, created exclusively for the EX264 by Judd. Although the car won in 2005 in extremis the LMP2 class, it was not already very reliable for 24 hour racing. The car - raced with support from Dedicated Micros and the AD Group - was much more reliable in the LMES where it finished all five rounds within the points, missing in LMP2 the championship's title for one single point from the Chamberlain Lola B05/40. In 2006 the old MG V8/Judd engine was replaced by the turbocharged AER (540 bhp instead of 520). At the Spa 1,000-kms the new-engined car finished fifth, one lap short to beat Chamberlain's new drivers for LMP2 victory. At the 2006 Le Mans 24 hours, as last year in hands of Tomas Erdos and Mike Newton, the MG Ex264 performed superbly. It qualified as twelfth and first LMP2, at least two full seconds per lap faster than all other cars in its class. In the race the car moved up into fifth position, and only minor whoes did it drop in eighth position at the finish, 17 laps faster than its nearest LMP2 competitor. Actually the Ex264 is by far the fastest and most reliable car in LMP2.

Switzerland's Markus Hortz founded in 1971 HORAG, specialised in the set up of race cars. He started with the construction and maintenance of Formula Super V (where he had the later F1 world champion Jody Scheckter as driver). Although a pure privateer's team, Hortz found international recognition - more as constructor than as racer (although he won twice the Swiss F2 championship). During the 1980s he built his own F2 cars and had among others Johnny Cecotto as racer. When F2 came to an end he turned to CANAM cars as raced in the Interserie. He himself scored some top-5 places with his Lola HORAG BMW. His cars took the Interserie overall win in 1995, 1996 and 1997. In 1995 the HORAG-LISTA Team entered the IMSA series with a Ferrari F333SP with drivers Fredy Lienhard and Didier Theys. They took the first win of a F333SP in Europe at Zolder 1997 and finished 2nd overall in the ISRS International Sports Racing Series 1998, behind ex-grand prix drivers Collard/Sospiri, also with a Ferrari F333SP.

In 2005 HORAG has taken up the challenge in endurance racing, entering a Lola B05/40 Judd with Lienhard/Theys in the Le Mans Endurance Series (LMES). Decision came pretty late when the Spa 1000-kms were already contested. In Monza the car showed a great potential, but was retired due to understeering problems. At the Silverstone 1000-kms Hotz's car finished thirteenth. In their only third race HORAG-LISTA RACING took their first victory in LMP2 class in the Nürburgring 1000-km race (seventh overall). At the Istanbul 1000-kms the team reached another podium by finishing ninth overall and third in its class. The HORAG-Lista Lola was also present at the Petit Le Mans at Road Atlanta (with Eric van de Poele as third driver), but at the Wednesday practice the car was penetrated by the #57 Aston Martin, having lost control by slipping on oil. The car was beyond repair and withdrawn. In 2006 the Horag-Lista Lola was not seen back at the two first rounds of the LMS (new name for the LMES). A pitty!

LMP2
engine: 90 degree V8 Judd KV675, 3397cc  505 bhp
fuel capacity: 80 litres
weight: 720 kg 
tyres: Michelin

#28 RANDACCIO TAMPOLLI RS2-RT99 NME

The Tampolli RS2 was created in view of the 1998 World Cham-pionship for Sports Cars in the class SR-Lights. In 2000 it finished second after two wins out of ten rounds. Raffaele Tam-polli founded near to Florence in 1995 his own racing company. Equipped with a V6 Alfa Romeo engine, 320 bhp strong, the car collected some good results in the Italian Championship for Prototypes. In 2004 Ranieri Randoccio entered the car, equip-ped with a 3.3-litre Ford engine, at the LMES, but could finish none of the three rounds it entered. In 2005 a more powerful Nicholson McLaren engine was installed. The car finished twice: 24th at Spa and 22nd in Istanbul. In 2006 Randoccio opted for the Lucchini NC4 NME instaed of the heavily obsolete Tampolli, no longer at its place among the newer LMP2 cars. Hower he failed to finish at Istanbul and at Spa. 

LMP2
engine: 80° V8 Nicholson McLaren NME; 3,297cc  +500 bhp ad 9000rpm
fuel capacity: 80 litres
weight: 750 kg 
tyres: Pirelli

Internationally spoken only known from his BMW entries at the Nürburgring 24 hours, Germany's Kai Kruse, based near Cologne, decided during the winter of 2004 to buy a Courage C65 and to enter it not only at the 2005 LMES, but also at the Sebring 12 hours and at the Le Mans 12 hours. One dares hardly speak of a lack of ambitions from the side of newcomer Kruse Motorsport. The used car is the well-known C65, commercialised by Yves Courage and using a arbon fibre and aluminium honeycomb monocoque chassis, a carbon fibre body (design by Paolo Cantone) with aeronautical mounts and a 550 bhp 3.4-litre V8 Judd XV engine prepared by Engine Develop-ments Limited. As racers Kai Kruse opted for real professionals in endurance racing such as Phil Bennett, Harold Primat, Ian Mitchell and Juan Barazi.
Already at their first race, the Sebring 12 hours, they caused a stir. Taking profit from not refuelling during yellow, the car - coming out oif the box! - was found a short time out into the lead. Until the last hours the car was found in eleventh place, struggling with the Miracle Motorsports Courage C65 AER for LMP2 honors. Not well adapted to American fuel the car ran in problems towards the end, but was classified as second in its class. At the 2005 LMES the car finished eighth overall at the Monza 1000-kms and as runner-up in LMP2. Kruse Motorsport finished the Le Mans 24 hours as 24th: a real performance for a brand new car. Having been paint in red, later during the season, the car could have finished much higher than 23rd without a holed radiator at the Petit Le Mans at Road Atlanta. In 2006 a new drivers team blew up the engine before the start of the Spa 1000-klms. The car was no more seen in competition since.

LMP2
engine: 90 degree V8 Judd XV; 3,397cc  550 bhp
fuel capacity: 90 litres
weight: 738 kg 
tyres: Pirelli

Noël del Bello is a professional in clothing and since years a real enthusiast of the Le Mans 24 hours. Between 1977 and 1989 he entered the race seven times as a driver (and he finished twice). Later he moved in the direction of a team owner, since 1994 in association with Jean-Luc Maury-Laribière. In 2002 del Bello entered his Reynard-Lehman at the Le Mans 24 hours and won with it, by finishing 19th, the LMP675 class. In 2003 he did it over: in hands of Jean-Luc Maury-Laribière, Didier André and Christophe Bouillon his Reynard 2KQ LM Lehman, prepared by ROC, finished 15th and won again its class. In 2004 he fails to win a third consecutive time with his favourite 2KQ when the car quits the track. In 2005 he buys the two Courages C65 owned by his friend Jean-Luc Maury-Laribière and decides to let one of them be raced at the LMES and at Le Mans. The Courage C65 is equipped with a Mecachrome CG engine of 480 bhp. In fact it is a former V8 4-litre GP2 engine, as used in singleseater racing, reduced to 3.4 litre.

At the 2005 Spa 1000-kms caused a stir by winning at its first race for Noël del Bello Racing a seventh place overall (second in LMP2). Drivers are Ni Amorin (ex-ORECA), Christophe Pillon and Christophe Tinseau. At Monza and Silverstone the car is retired. On the Nürburgring it's brought home as 26th, four ranks down to del Bello's other car: an old Tampolli NME (#21). The team is also present at the Le Mans 24 hours, where the car is to be abandoned after eight hours. In the 2005 LMES the #31 finis-hes as fifth in its class. In 2006 the #31 was no longer seen in competition. This time Noël del Bello entered a not very compe-titive Porsche 996GT3-RSR, but the car was retired during the early stage of the race.

LMP2
engine: 90 degree V8 Mecachrome CG, 3397cc, restricted to 480 bhp at 10,000 rmp
fuel capacity: 90 litres
weight: 750 kg 
tyres: Michelin

Decided to go hammer nails instead of going to college, Jon Field and his twin brother Joe, founded an own construction company. After hard working they became owner of 25 Banana Joe's restaurants around the country. Since Jon is a fanatic of long distance racing, he created his own Intersport Racing, where the latest years, he and his son Clint Field race together. After successes with their MG Lola EX257 (for Jon) and Lola B2K/10 MG (for Clint) in the 2003 AMLS, the team switched in 2004 its EX257 to a Lola B160 Judd. At Le Mans the B160 was the first to retire after 29 laps. However, the newly acquired Lola B05/40, driven by Clint Field/William Binnie and Rick Sutherland wins LMP2.
In 2005 Intersport Racing stops their two cars entries and contest with their new Lola B05/40 the ten rounds of the AMLS. No less than five times on nine outings the American Lola B05/40 AER - raced in the States under number 37 - finished as class winner in the top-5 with such racers as Duncan Dayton, Gregor Fisken and Jon Field himself. At the Atlanta Grand Prix, Infineon Raceway, and Portland the car was fourth overall. At Mosport and the Petit Le Mans the car finished fifth. Before coming to Europe for the Le Mans 24 hours team boss Jon Field had problems with justice in Denver, so that it was feared that the car shouldn't show. In hands of Gregor Fisken, Liz Halliday and Sam Honcock the car qualified as 15th, but was to be abandoned during the tenth hour. In 2006 Jon Field/Clint Field/Liz Halliday created the big surprise by finishing second at the Sebring 12 hours, only four laps short to the new Audi R10 TDi. At Houston the Intersport Lola won again its class, but once the Roger Penske Porsches RS Spyder came in action, class winning seemed to be over. At Le Mans 2006 the car reached the finish as 19th (fourth in LMP2).

LMP2
engine: Ford/AER straight 4; 1,995cc turbocharged  550 bhp
fuel capacity: 90 litres
weight: 750 kg 
tyres: Goodyear

#36 & 37 BELMONDO COURAGE C65 FORD

After a F1 Grand Prix career in 1992 and 1994 - with 27 entries but 20 DNQs and a ninth place as best - Paul Belmondo was involved as a driver in endurance racing at Le Mans, at the BPR and at the Japanese GT Championship. In 1998 he founded Paul Belmondo Racing and entered in 1999 the team's Chrysler-Viper in the FIA GT Championship - successor of the former BPR - where he won one round. From 1999 to 2003 Paul Belmondo Racing collected 3 wins in that series. In 2004 the team acquires a brand new Courage C65 equipped with 2-litre turbocharged AER Ford motor. The car - in splendid sky blue and orange Gulf colours - is raced for the first time at Monza, first round of the 2004 LMES. After good testing by co-director Claude-Yves Gosselin and Marco Saviozzi as co-drivers, Paul Belmondo clocks the tenth best time, four seconds ahead over de USA Intersport Lola B2K/40. Shortly after the start PBR's Courage suffers fuel pressure woes and after two hours the engine blows up. Next race is Le Mans where during the night the PBR Courage is hurt by the Corvette of Sébastien Bourdais, without hope on repair. Next stages: the Nürburgring 1000-kms and the Silverstone 1000-kms, but again two early retirements. We have to wait the Spa 1000-kms to see PBR scoring its first points. The #37 PBR finishes eighth overall and second in LMP2, only headed by the works Courage C65.
Things go seriously better in 2005. Now Belmondo and Gosse-lin enter two Courages C65. At Monza and Silverstone (rounds #2 and #3 of the LMES) they finish at a superb fourth place overall (with the #36), winning LMP2. And even at Le Mans both cars are brought home, loosing LMP2 victory only during the last hour. At the Nürburgring the #37 is second in its class (13th overall). At Istanbul the two cars are brought home as 20th and 25th. PBR is third in the final LMP2 ranking of the LMES.
In 2006 the team enters again two cars in the LMS. In Istanbul the #37 finishes as eighth, the #36 as 19th. At the Spa 1000-kms only the #36 receives the chequered flag (as 14th). Le Mans, however, is a disaster: both cars are out during the first hours.

LMP2
engine: Ford/AER straight 4; 1,995cc turbocharged  550 bhp
fuel capacity: 90 litres
weight: 750 kg 
tyres: Michelin

#39 CHAMBERLAIN LOLA B05/40 AER

Chamberlain Synergy, founded in 1987 by the eccentric Briton Hugh Chamberlain, has been involved in endurance racing since the early beginnings of the race team. The team raced all types of cars: Spice, Lotus, Harrier, Viper, Dome, MG Lola, etc. In 2004 Chamberlain and Bob Berridge - co-owner of the team - can convince Gareth Evans to finance a TVR Tuscan T400R which the team will race as its "purple monster".  In 2005 Chamberlain Synergy and Gareth Evans invest in a new car, the Lola B05/40 AER. Evans and Berridge wil share the wheel of the new car with Robert Owen. It must be the oldest team of the world seen in endurance racing, since, the day of the car's maiden race at the Spa 1000-kms, Bob Berridge is 45 years, Gareth Evans 46 years and Robert Owen 56 years. They are called the dads team.
At Spa the car, coming out the box, is even not painted at all. But the "oldies" cause the stir of the day when, at the end of the race, they are fifth overall, and offer the new car a class victory at its real first outing. Once at Le Mans the car is at least painted in yellow, however without sponsor names. During the qualifications Owen goes off at the second chicane of Mulsanne  and the mechanics have to work the whole night to have the car ready for the last qualification session. There Bob Berridge rea-lises the 26th time (fifth in its class). As soon as the flag drops for the 24 hour race Berridge has to come to the pits with a blocked valve in the turbo. The car rejoins the track among the back benchers. Then the team tries to undo the arrears. How-ever at no avail, since after five hours the car is out with a broken gearbox. Back in England, the team will cause a second stir by finishing fifth overall (second in its class) at the Silverstone 1000-kms. At Monza and at the Nürburgring the oldies win 8 new champion-ship points by finishing twice fifth in their class. In Istanbul Berridge is replaced by Guy Smith. On finishing seventh overall and second in LMP2 Chamberlain wins the championship, ahead over RML and their MG Lola.
In 2006 the car will enter a second car, a Lola B06/10 AER. At the opening round in Istanbul the new car, always driven by the dads team, is fourth overal. The following round at Spa, the other car, the Lola B05/40, driven by ambitious young racers, is fourth. Le Mans is no success: in LMP1 the B06/10 finishes one but last and in LMP2 the car of the youngsters is retired. 

LMP2
engine: Ford/AER straight 4; 1,995cc turbocharged  550 bhp
fuel capacity: 90 litres
weight: 750 kg 
tyres: Dunlop

#41 BINNIE MOTORS LOLA B05/40 NME

William (Bill) Binnie, born in Scotland, but living in the States, has the dual British and American nationality. Before his win in LMP2 at Le Mans (as driver for Intersport), he was known from his entries in historic racing (he owns a 1965 Ford GT40), espe-cially at the Goodwood Historic Festival. He also entered the BDRC series and races for the Ferrari Shell Challenge. In 2005 he creates his own race team: Binnie Motorsports and buys the new Lola B05/40. Contrary to other owners using Judd or AER/Ford engines, he opted for a 3.3-litre normally aspirated Nicholson-McLaren V8 motor, 500bhp strong. At the 2005 Sebring 12 hours he clocks the 18th time (fourth LMP2 out of 5), but the car will be retired after 11 laps (accident). After this disastrous race he comes to Europe to contest the LMES, buy he'll miss the first round at Francorchamps. New drama at the Monza 1000-kms where only seven laps will be achieved. At the Nürburgring 1000-kms Binnie's car will be retired for the third consecutive time on three entries. Eventually he'll not show at the final round in Istanbul and will score not one single point in the LMES standings.
In 2006 he'll change the unreliable NME engine and install a 3.4-litre V8 Zytek ZG348, 540bhp strong. With two new co-drivers, Alan Timpani and Rick Sutherland, he'll finish 12th overall at the Sebring 12-hours, good for an LMP2 podium. At the LMS his car is not absent at the Istanbul curtain raiser, but at the Spa 1000-kms it finishes sixth overall and third in its class. At the Le Mans 24 hours the car qualifies as a rather poor 29th (ninth LMP2), but it will be brought home as 13th and second in its class. A highly promising combination: Lola-Zytek.

LM P900
engine: 80 degree V8 Nicholson McLaren,  3,297cc  +500 bhp ad 9000rpm (2005); V8 Zytek ZG348 3,400cc  540 bhp (2006)
fuel capacity: 90 litres
weight: 750 kg 
tyres: Dunlop

#45 LUCCHINI XV LMP2-04 JUDD

Giorgio Lucchini is involved in autosport since 1960. In 1980 he founded in Mantova, Italy, Lucchini Engineering. He manufactu-red small prototypes destinated at hill climb racing and at the Italian Championship for Prototypes of class SR2. Up from 2000 his reputation was growing when the factory entered works cars in the FIA Sport Racing World Cup (SRWC). With their Lucchini CN3 they won two rounds of the SRWC, whilst Audisio & Benve-nute Racing won two other rounds with a similar car. In 2001 Lucchini Engineering finished second in the constructors SRWC with five second places and five third places. In 2002 they won the SRWC with the new Lucchini CN4 after five victories and three second places. In 2003 the team won its second SRWC world championship. Up from 2005 Lucchini Engineering started the production of a brand new car, respecting ACO's rules for LMP2 cars: the Lucchini XV LMP2-04 Judd equipped with a 3.4-litre V8 Judd motor, 550 bhp strong. Using a chassis and body in carbon fibre the car's weight was 750 kg for 1000-km races, 770 kg for Le Mans racing. It was a total new concept, at all points different from the former CN Lucchinis. This very well styled car had its maiden race at the 2005 Spa 1000-kms. It qualified as 14th (fifth best LMP2), 12 seconds per lap faster than the old CN3 entered by Scuderia Villerba Corse. In the race the car spins off under heavy rain and frog and is out after 29 laps. In hands of SRWC world champion Piergiuseppe Peroni the XV-Judd clocks the tenth time at the Monza 1000-km, even faster than the Dome S101 of Jan Lammers. At the eventual race the car has a quick run until the alternator brings a halt to progress. Selected for the Le Mans 24 hours, the team has to give forfait. At the Test Day the car scored still the seventh best LMP2 time (out of 14), but a broken gearbox could not be repared in time.

#46 VILLORBA CORSE LUCCHINI CN4

Scuderia Villorba Corsa is well-known for its Osellas PA20, PA21 and PA21 Junior as raced in the European and Italian Hill-Climb Championship and in the Italian Championship for Prototypes. One forgets easily that the team also enters an old Lucchini CN4 Alfa Romeo in the LMES. With only 300bhp the car is not competitive in the LMP2 class where it has to fight with new(er) cars, all at least 500bhp or more strong. In fact, it is a car more suited for hill-climb racing or sprint races than for endurance races. It's the ugly duckling of the LMES. Nevertheless the car collected in 2005 nine championship points, despite the fact that it entered only the two first rounds of the LMES. At the Spa 1000-kms the Lucchini CN4, driven by Sébastien Ugeux and Mauro Prospero,  finished 20th and fifth in its class, good for four points. At the Monza 1000-kms Denny Zardo replced Ugeux, and the car was brought home as 22nd and fourth in LMP2, good for five additional points.
LMP2
engine: Alfa Romeo V6, 2,995cc, 300 bhp
fuel capacity: 80 litres
weight: 635 kg (!!!) 
tyres: Pirelli