Le Mans Project by Virtua_LM Semi-permanent road course Circuit History Rivalling Indianapolis as the most famous racing circuit in the world, Le Mans can undoubtedly lay claim to the distinction of hosting the most famous race in the world. The 24 Heures Du Mans has been an annual institution since 1923, the only interuption ebing in 1936 (due to the poor state of the economy) and from 1940 to 1948 (World War 2). Racing had been held in the Le Mans area by the Automobile Club de l'Ouest (ACO) since 1906, but the familiar layout we see today derives from a 10.71 mile course from Pontlieue to Mulsanne and Arnage, first used in 1921. The circuit rose to international prominence thanks to the 24 Hour race, the origins of which can be traced back to a letter recieved by Georges Durand, secretary of the ACO, on October 9, 1922. It was from Emille Coquille, director of the French subsidiary of Rudge Whitworth Wheels.

Coquille offered 100,000 francs to help the ACO to organise a race - and set no stipulation as to the format. Seizing on the offer, the ACO decided on an endurance test for production cars to help drive technology forward. The first race took place on May 25 and 26 1923 and was won by Lagache and Léonard in a Chenard-Walcker. Amazingly, 30 of the 33 starters made it to the finish. In 1926 a fierce argument broke out between the ACO and some of the landowners on which some of the facilities were built. The ACO moved its main grandstand and paddock to a racecourse adjacent to the circuit but by the following year a financial agreement was reached and the circuit returned to normal. That year also saw the Pontlieue to Mulsanne section asphalted and car parks for some 3,000 vehicles constructed. The first major alteration to the circuit layout was made in 1929, when a link road was inserted to bypass the section through the Pontlieue suburbs.

The Rue du Circuit left the Pontlieue road 440 yards before the houses and joined the Route Nationale to Tours via two right-hand bends. However, by 1932 even this had been rendered unsuitable for the racing cars, with the section leading to it considered too narrow to be safe. As a result, the ACO purchased a strip of land from the pits to Tertre Rouge, constructing the Dunlop Curve and the famous Esses as a new link road. World War 2 provided an unhappy interruption to proceedings, with the circuit taken over during the German occupation to serve the airstrip which ran alongside. It took until 1948 to revive the circuit and the race resumed the following year. While the roads had survived the war intact and in good condition, all of the circuit facilities had been razed and needed to be re-built. Five new covered gradnstands were constructed, along with a new pit building and shops, with restaurants and bars soon also springing up. The grimmest episode in motor racing history unfolded at Le Mans in 1955, with a tragic crash marring the great race's history.

The Mercedes of Pierre Levegh collided on the pit straight with Lance Macklin's Austin-Healey and was launched into the air before exploding into the embankment, killing the unfortunate Levegh and 83 spectators. Mercedes withdrew from the race - and from international motorsport at the end of the year - and question marks were raised as to whether motor racing itself was safe to continue. Changes were immediately put in place for the 1956 race, which was held a month later than usual in July to allow them to be completed. The pits were moved further back from the track and the pit straight widened. Spectator enclosures were moved back and safety barriers installed, while two new subways were inserted for pedestrians and cars. In 1965, a new short course was constructed - named the Bugatti Circuit - which allowed racing to continue without the need to disrupt the Route Nationale. Twisty and relatively short, it utilises the pit straight and Dunlop Curve, before turning right ahead of the Esses and rejoining at the pit straight. It was used once by Formula One for the French GP in 1967 and proved unpopular but has since proved a more lasting home for motorcycling events.

The Ford Chicane was inserted at the final corner in 1968, while further changes were made during 1971-72, when the ACO began eliminating many of the sections of public road from the course. The narrow section after Arnage through Maison Blanche to the Ford Chicane was replaced with a new, wider stretch incorporating the Porsche Curves. Minor changes occurred in 1979 when Tertre Rouge was tightened to accommmodate a new ring road built around the town. Then in 1986 Mulsanne Corner was also slightly recongfigured to avoid a newly-constructed roundabout. The next set of changes included the incorporation of several chicanes to slow speeds. In 1987 a chicane was inserted at Dunlop Corner, while the famous Mulsanne Straight finally succombed to chiacanes in 1990, being effectively split into three shorter blasts. The bumpy chicanes were not popular with drivers but became a necessary evil when top speeds crept over the 250mph mark. In 1991 Arnage and Indianapolis were also lightly modified to provide extra run-off. A decade passed until the next changes.

In 2001 the crest at the Mulsanne Kink was eased following several infamous 'flips' by Mercedes sportscars in previous years. This included a spectacular effort by Peter Dumbreck during the 1999 race, when he miraculously escape injury after landing in an area that had only been cleared of dense trees weeks before... In 2002 a new left-right-left kink was added just after the Dunlop Bridge, while the Bugatti circuit's Virage de la Chapelle will be moved closer to the famous bridge. The changes allowed greater run-off to be provided for the circuit's motorcycle racers. More revisions have followed for 2006, with the Dunlop Chicane tightened further in another bid to lower speeds. Despite all the revisions, Le Mans retains its draw for spectators, drivers and manufacturers alike. In 1988, a Renegade Le Mans Team Broke The Record At The Mulsanne Straight In 1988, a Renegade Le Mans Team Broke The Record At The Mulsanne Straight Welter Racing's Peugeot reached 252 miles per hour down the Mulsanne Straight. Then, it broke down.

Most Popular By Blake Z. Rong Jul 10, 2016 You gotta admire the guys. Peugeot engineers Gerard Welter and Michel Meunier founded Welter Racing not to win at Le Mans through efficiency, fuel management, pit strategy, reliability, most laps and miles driven, and all that other weenie nerdy stuff, but to be the fastest damn car ever down the Mulsanne Straight. Ecurie Ecosse's D-Type Will Be Up For Auction Advertisement - Continue Reading Below That was it. That was the only goal. The Group C "Project 400" Peugeot WM 88 hit the grid in 36th place, and its sister car, the P87, dropped out of the race after just 22 laps—which was, hey, still an improvement over last year's entry, where it broke down after a mere 13 laps. P88 spent three and a half hours in the pits while its crew fixed an engine management problem. They were never going to win, but were they going to tackle the record? Most Popular Finally, Roger Dorchy went back out with the car. After a few laps, he was told to turn up the boost.

He blasted down all 3.7 miles of the rough, un-chicaned, knuckle-whitening Mulsanne Straight at 400 kph—248 miles per hour—for a few laps before he gunned it to the top: 407kph, or 252mph. Shortly thereafter, the P88 broke down from any combination of electrical, cooling, and turbocharging problems. The most astounding part: Welter and Peugeot agreed to advertise the record at 405 kilometers per hour, simply to coincide with the debut of the new 405. The record having already been smashed, what was a few extra kilometers off the top? That year, the Silk Cut Jaguar XJR-9 ended Porsche's seven-year dominance at Le Mans. Mazda was still three years away from winning the entire thing, but tried nonetheless with the three-rotor 757. But Peugeot's record still stands. Two years after the record, the chicanes were put up to prevent exactly this sort of thing from happening again, so Welter Racing's record-setting run down a public highway is a perfect little time capsule, never to be challenged again.

The French invented motor racing, after all; why shouldn't it be a surprise that they've defended their home turf? After all, the video above shows just that: just a sleepy little village, a few quiet houses, and the siren of a wailing turbocharged V6, a mile away but still as loud as a hip-hop siren . Circuit de la Sarthe - Wikicars Circuit de la Sarthe 3:19.074 ( Loïc Duval , Team Oreca Matmut Peugeot 908 HDi FAP , 2010 , LMP1 ) The Circuit de la Sarthe,<ref name="Planet Le Mans"> Template:Citeweb </ref> located near Le Mans, France, is a semi-permanent race course most famous as the venue for the 24 Hours of Le Mans auto race. The track uses local roads that remain open to the public most of the year. The circuit, in its present configuration, is 13.629 km (8.469 mi) long, making it one of the longest circuits in the world.

Le Mans is a race where up to 85% of the time is spent on full throttle, meaning immense stress on engine and drivetrain components. However, the times spent reaching maximum speed also mean tremendous wear on the brakes and suspension as cars must slow from over 200 mph (322 km/h) to around 65 mph (105 km/h) for the end of Mulsanne in a short distance. Downforce in the era of Group C cars helped braking to some degree but presently cars are tending towards low downforce to seek higher speeds in the face of power limiting regulations. Contents 4 External links Track modifications The track, which basically was a triangle from Le Mans down south to Mulsanne , northwest to Arnage , and back north to Le Mans, has undergone many modifications over the years, with CIRCUIT N° 14 being in use since 2007.

In the 1920s, the cars drove from the present pits on Rue de Laigné straight into the city, and after a tight right-hander near the river Sarthe Pontlieu bridge, left the city again on the rather straight street now named Avenue Georges Durand after the race's founder. Then 17.261 kilometres (10.725 mi) long and unpaved, a bypass within the city shortened the track in 1929, but only in 1932 the city was bypassed when the section from the pits via the Dunlop Bridge and the Esses to Tertre Rouge was added. This classic configuration was 8.369 miles (13.469 km) long and remained almost unaltered even after the 1955 tragedy . The pit area was modified at a cost of 300 million francs, but race track and pits were not separated for another two decades. The signalling area was even moved to the exit of the slow Mulsanne corner. With cars getting ever faster in the 1960s, criticism rose, especially when several drivers were killed, often in the testing session in April.

Since 1965, a smaller but permanent Bugatti Circuit was added which shares the pit lane facilities and the first corner (including the famous Dunlop bridge) with the longer version. For the 1968 race alone, the Ford chicane was added before the pits to slow down the cars. The circuit was fitted with Armco for the 1969 race. The purpose built Porsche Curves section bypassed the dangerous and fast Maison Blanche kink between buildings in 1972. Le Mans was most famous for its 6 km (3.7 mi) long straight, called Ligne Droite des Hunaudières, a part of the route départementale (for the Sarthe département) D338 (formerly Route Nationale N138). The Targa Florio featured the even longer Buonfornello straight along the coast, though. As the Hunaudières leads to the village of Mulsanne, it is often called the Mulsanne Straight in English, even though the proper Route du Mulsanne is the one to Arnage.

The Porsche 917 long tail had reached 380 km/h, but after engine size was limited, the top speed dropped until the Group C allowed powerful turbo engines. Speeds on the straight reached over 400 km/h (250 mph) during the late 1980s, and the combination of high speed and high downforce caused tyre failures. Due to safety concerns two roughly equally spaced chicanes were consequently added to the straight before the 1990 race to limit the achievable maximum speed. In 1990 FIA decreed that it would no longer sanction any circuit which had a straight longer than two kilometres. The fastest qualifying lap average speed dropped only from 249 to 243 km/h in 1993, and it rose up to 247 in 2008, not far from the all time best of 250 and 251 set by the Porsche 917 and 956. Regarding the lap record in the race itself, 2008 saw the fastest ever.

Years Bugatti Circuit Bugatti Circuit Bugatti Circuit is a race track located within Circuit de la Sarthe, named after Ettore Bugatti . The circuit uses a part of the larger circuit and a separate, purpose-built section. The sections of track on the Bugatti Circuit that are on the Circuit de la Sarthe include the Ford Chicane at the end of the lap, the pit complex, and the straight where the Dunlop Tires bridge is located. At this point in the overlapping section of the tracks there is a left right sweep that was added for motorcycle safety in 2002. Vehicles turning to the left continue onto the Circuit de la Sarthe, toward Tertre Rouge and Mulsanne, vehicles turning to the right will continue the Bugatti Circuit. The track is home base for Pescarolo Sport , founded by famous French driver Henri Pescarolo . The circuit also hosts the 24 Hours of Le Mans motorcycle race, and a round of the MotoGP Championship. The circuit also holds French motor club races and in the past has hosted a round of the DTM (German Touring Car series).

As well as motor racing it is the venue for the 24 rollers , a 24h race on inline skates or quads. The track was used for the 1967 French Grand Prix . An on site map of the circuit. The area before the Dunlop bridge, modified for 2006. The Ford Chicanes. A large portion of the track still consists of Sarthe Route Départementale D338. Speed record In 1988, Team WM Peugeot knew they had no chance of winning the 24 hour endurance race, but they also knew that their Welter Racing designed car had very good aerodynamics. Thus they nicknamed their 1988 entry "Project 400" (aiming to be the first car to achieve a speed of 400 km/h on the famous straight), although the official team entry was named WM Secateva. Roger Dorchy, Claude Haldi and Jean-Daniel Raulet would be the three drivers that year. The Peugeot 2.8L V6 turbo charged PRV engine had its air intakes taped over to improve aerodynamics, and they also equipped the car with special narrow Michelin tires.

The plan worked: with Roger Dorchy behind the wheel, the WM P87 achieved the speed of 407 km/h (252.9 mph). Taping over the air intakes obviously impeded engine cooling, and the Peugeot was only the third Group C1 car to exit the race after 59 laps with an overheating engine. Le Mans 24 Hours news and history from 'Maison Blanche' 1923 to 1928 Length: 17.262 km The first track layout for the 24 Hour race was completely different to that used for the very first French Grand Prix in 1906. The track entirely comprised of public roads south of the city and ventured into the suburbs as far as the Pontlieue hairpin. Distance record was set by the 1928 winners: 2,669.27 km, average speed: 111.219 km/h.

Fastest lap was set during the 1928 race by Henry Birkin in his 4.4 litre Bentley with a time of 8:07, an average speed of 127.604 km/h. 1929 to 1931 Length: 16.340 km The track was shortened for safety reasons to avoid the town suburbs that were expanding rapidly. The new link road constructed at the ACO′s expense was named the ′Rue du Circuit′. Distance record set by the 1931 winners: 3,017.65 km, average speed: 125.735 km/h. Fastest lap was set during the 1930 race by Henry Birkin in his 4.4 litre Bentley with a time of 6:48, an average speed of 144.362 km/h. 1932 to 1955 Length: 13.492 km The track was further shortened with a new purpose built section connecting the pits straight and the Tertre Rouge corner on the Le Mans - Tours road.

The section included the erection of the famous Dunlop bridges. Distance record set by the 1955 winners: 4,135.38 km, average speed: 172.308 km/h. Fastest lap was set during the 1955 race by Mike Hawthorn in the winning Jaguar D-type with a time of 4:06.60, an average speed of 196.963 km/h. 1956 to 1967 Length: 13.461 km In the aftermath of the 1955 accident, the whole pit area was rebuilt. Track width and pit lane modifications led to a change in the Dunlop curve, shortening the track by 31 metres. Distance record set by the 1967 winners: 5,232.90 km, average speed: 218.038 km/h.

Fastest lap was set during the 1967 race by Denny Hulme & Mario Andretti (both Ford Mk IVs) with a time of 3:23.60, an average speed of 238.014 km/h. 1968 to 1971 Length: 13.469 km To reduce the speeds past the pit area, a chicane was installed immediately prior to the pit entrance. Named the Ford chicane, the track was slightly redirected from Maison Blanche. Distance record set by the 1971 winners: 5,335.31 km, average speed: 222.304 km/h. Fastest lap was set during the 1971 race by Jackie Oliver in the number 18 Gulf Porsche 917LH with a time of 3:18.40, an average speed of 244.387 km/h. 1972 to 1978 Length: 13.640 km Starting on the Arnage to Maison Blanche stretch, a new section was constructed, by-passing Maison Blanche completely.

This joined the existing track with another slow corner at the Ford chicane. Distance record set by the 1978 winners: 5,044.53 km, average speed: 210.188 km/h. Fastest lap was set during the 1978 race by Jean-Pierre Jabouille in the A443 Renault with a time of 3:34.20, an average speed of 229.244 km/h. 1979 to 1985 Length: 13.626 km Due to the construction of a new public road, Tertre Rouge corner had to be reprofiled, changing it from a right angled corner to a faster, but more complex double apex. Second Dunlop Bridge removed. Distance record set by the 1985 winners: 5,088.51 km, average speed: 212.021 km/h.

Fastest lap was set during the 1985 race by Jacky Ickx in the works Rothmans Porsche 962 with a time of 3:25.10, an average speed of 239.169 km/h. 1986 Length: 13.528 km Mulsanne corner was modified to avoid a new roundabout that had been installed to reduce accidents at the junction. The new layout kinked right just before the original corner, with the new corner slightly offset. Distance record set by the 1986 winners: 4,972.73 km, average speed: 207.197 km/h. Fastest lap was set during the 1986 race by the number 7 Joest Porsche 956 of Ludwig, Barilla and ′Winter′ with a time of 3:23.3, an average speed of 239.551 km/h.

1987 to 1989 Length: 13.535 km Due to excessive speeds attained by the bikes on the approach to the Dunlop bridge during their races, the Dunlop curve was altered and a chicane installed before the bridge, slowing speeds dramatically. Distance record set by the 1988 winners: 5,332.79 km, average speed: 221.622 km/h. Fastest lap was set during the 1989 race by the number 4 TWR Silk Cut Jaguar of Alain Ferté with a time of 3:21.27, an average speed of 242.093 km/h. 1990 to 1996 Length: 13.600 km The Mulsanne straight was split into three sections by the introduction of two mirror-imaged chicanes to comply with an FIA directive on maximum length of straights. New pit lane entrance in readiness for the new pit complex in 1991.

Distance record set by the 1993 winners: 5,100.00 km, average speed: 213.358 km/h. Fastest lap was set during the 1993 race by Eddie Irvine driving the number 36 Toyota TS010 with a time of 3:27.47, an average speed of 235.986 km/h. 1997 to 2001 Length: 13.605 km A slight reprofiling of the Dunlop chicane, moving the turn in further away from the bridge itself to accommodate a larger run off area/gravel trap, again mainly for the safety of the bikes. Distance record set by the 2000 winners: 5,007.988 km, average speed: 208.666 km/h. Fastest lap was set during the 1999 race by Ukyo Katayama in the no.3 Toyota GT-One with a time of 3:35.032, an average speed of 227.771 km/h.

For 2001, the profile of the "hump" at the end of the Mulsanne Straight was lowered as part of the FIA recommendations in the wake of the Mercedes' accidents in 1999, but this did not affect the overall layout. 2002 to 2006 Length: 13.650 km A major change between the Dunlop Bridge & the Esses with the straight run down the hill being replaced by a series of sweeps. This was to facilitate a better entry to the short Bugatti circuit. Distance record set by the 2006 winners: 5,187.00 km, average speed: 215.409 km/h. Fastest lap was set during the 2006 race by the no.7 Audi R10 of Capello, Kristensen & McNish with a time of 3:31.211, an average speed of 230.182 km/h.

2007 to date Length: 13.629 km Reprofiling of Tertre Rouge corner, smoothing away the apex into a longer flowing curve onto the start of the Mulsanne Straight. Distance record set by the 2010 winners: 5,410.71 km, average speed: 225.228 km/h. Fastest lap was set during the 2010 race by the no.4 Peugeot 908 of Panis, Lapierre & Duval with a time of 3:19.074, an average speed of 246.463 km/h. All contents and coding of this website Copyright © 1998 onwards: Maison Blanche, Rick Wilson Photography & Rick Wilson Design, unless otherwise stated. 10 Most Infamous Crashes in Le Mans Racing History – Collision Video – RoadandTrack.com By Marshall Pruett Jun 21, 2012 It's a cocktail of speed and danger unlike anything else in the world of endurance racing.

For most of the nearly 250,000 Europeans that pack the 8.5-mile Le Mans circuit located in the French countryside, the thrill of seeing cars break the 200 mph barrier four times per lap and the allure of the ever-present danger that comes with those top speed exhibitions has no peer. And for the men and women who've raced at Le Mans , a healthy, if not weary fear of the open-road "La Sarthe" track has been in place since the first 24-hour event was held in 1923. Advertisement - Continue Reading Below Since its debut on the world stage, the length of the track has changed, corners have been added and removed, and safety measures have continually increased, but the one inescapable fact about Le Mans is that is generates spectacular and often fatal accidents. Carved out of a mix of farm land and thick forest, the treacherous nature of the track has always been a concern, yet two distinct eras of crashes have been produced during 80 editions of the classic race.

Most Popular The trees have claimed many lives and maimed more than a few drivers, and those risks remain today, but the advent of airplane-inspired aerodynamics—inverted to compress the fastest prototype machines to the ground with a force of two to three times their weight—has been responsible for a litany of YouTube moments. Here's a look back at the 10 most infamous collisions in Le Mans history. 10: Anthony Davidson, 2012, Toyota TS030 Hybrid, assisted by Piergiuseppe Perazzini, Ferrari F458 In terms of recent hits, this type of crash is the latest scourge to descend upon Le Mans. Since opening the door to a lower grade of gentleman drivers in 2011, the Automobile Club de l'Ouest (ACO), organizers of the 24 hours of Le Mans, have created a dynamic where rocket-fast prototype drivers continue to meet meandering GT pilots at precisely the wrong place and time. Video window may take a few moments to load...

Advertisement - Continue Reading Below The aerobatic, vertebra-fracturing Davidson/Perazzini clash serves as the latest headline-making crash to come from the race after the 56-year-old Italian failed to check his mirrors at the end of the Mulsanne Straight before turning into the braking zone for Mulsanne Corner. With ex-F1 driver Davidson aiming for the large gap Perazzini left at the apex, the 33-year-old Briton found the door summarily slammed as the Ferrari driver failed to realize he was being overtaken. Davidson was soon two stories in the air, tumbling out of control as the aerodynamics that was designed to produce downforce created lift. 10: Anthony Davidson, 2012, Toyota TS030 Hybrid, assisted by Piergiuseppe Perazzini, Ferrari F458 Landing on three wheels, Davison smashed into the tire-lined Armco barrier, demolishing the left front of the Toyota and adding to the back injury that would land him in the hospital. Advertisement - Continue Reading Below Perazzini's meeting with the Armco turned the F458 on its roof, but the amateur driver wasn't seriously hurt.

In terms of the visuals associated with the crash, it wasn't the worst we've seen, but the fact that it happened a year after two Audis took flight, and after the ACO spent a considerable amount of time and money to prevent prototypes from getting airborne, places this crash at No. 10. 9: Mike Rockenfeller, 2007, Audi R10 It didn't make front-page news, but a simple collision between a young driver, his destiny and a steel barrier pulled at the heartstrings of all those who watched it play out live on television. Most Popular Video window may take a few moments to load... Young German ace Mike Rockenfeller received the news that should have transformed his career when the dominant Audi team drafted the GT ace into its all-conquering Le Mans program in the third "Junior Team" entry. Just over an hour into the race, "Rocky" lost control of the big 5.5-liter twin-turbo diesel V-12 prototype, destroying the back of his car against the Armco at Tertre Rouge, the corner leading onto the Mulsanne Straight.

Rocky's big break turned into Rocky's big crash, and with the gravity of his mistake clear for everyone to see, he climbed from the tattered No. 3 and looked to affect repairs to get the car back to the garage where his mechanics could perform a complete rebuild. 9: Mike Rockenfeller, 2007, Audi R10 Advertisement - Continue Reading Below But with the right rear corner hanging from the back like a broken limb, the Audi's differential could only send its 1000 ft-lb of torque to the surviving left rear wheel, which sent up plumes of tire smoke as its driver tried to drive away from the crash site. Stranded at Tertre Rouge with no hope of continuing, and despite his protests, the corner marshals eventually had to pull Rocky away from his broken mount. He couldn't fix his mistake, and in a greater sense, has spent the years since the 2007 crash in a slightly altered state.

9: Mike Rockenfeller, 2007, Audi R10 Advertisement - Continue Reading Below Audi, to everyone's surprise, retained Rocky's services, and he continues to drive for the team at Le Mans, albeit well down the batting order. But unlike the drivers who've suffered physical trauma that have returned to race and win at La Sarthe, the emotional effects of Rocky's Tertre Rouge crash continue to exact a toll on a driver once hailed as champion-in-the-making. 8: Andre Guilbert, Marius Mestivier, 1925 The first fatalities at the 24 Hours of Le Mans came during its third running. Guilbert would be claimed in practice on the Mulsanne which, at that time, was more like a tree-lined Baja 1000 desert stage, and Mestivier would sadly become the first driver to lose his life against one of those trees when he lost control of his Amilcar.

7: Marc Webber, 1999, Mercedes CLR Australia's Mark Webber set the stage for more than a decade of disturbing prototype flights when his too-slick Mercedes CLR went nose-up over the final crest between the Mulsanne Straight and Indianapolis corner. Video window may take a few moments to load... With the tail of the CLR at least 30 feet in the air at its highest peak, Webber was a passenger as the car left the ground with no notice. Taking place during Thursday's night practice, Mercedes' engineers struggled to explain why the cost-is-no-object racer performed a series of backflips, but felt confident enough in their design to rule press forward with their participation in Saturday's race. 7: Marc Webber, 1999, Mercedes CLR Webber suffered a virtually identical crash during the warmup session for the race, causing the factory to withdraw his car. In an ominous bit of foreshadowing, the sister CLR was allowed to take the start...

Most Popular 6: John Woolfe, 1969, Porsche 917 Of all the amazing aspects of Le Mans' history, the fact that more major crashes and fatalities did not take place during the wild period during the mid-1960s through the early 1970s defies explanation. Video window may take a few moments to load... With a light grasp on aerodynamics—at least compared to today—and some of the most brutish cars to ever race at Le Mans, Ford GT40s, Ferrari 512s and Porsche 917s had all the ingredients to record a dark and deadly chapter at La Sarthe, but thankfully, the risks outweighed the realities, except for the accident that killed privateer John Woolfe in 1969. The White House section of Le Mans was the site of numerous crashes, even taking out all three of the factory Bentleys in 1927, but where those drivers lived—and one car was even repaired and went on to win the race, Woolfe and his 917 would expire on the spot.

6: John Woolfe, 1969, Porsche 917 Advertisement - Continue Reading Below The lightweight, tubeframe 917 broke on two upon impact, purging the Porsche's flaming fuel tanks in the process. F1 driver Chris Amon was next on the scene in his Ferrari, which struck one of the tanks and caught fire. Jean-Pierre Jabouille and Frank Gardner were also involved in the fiery mess. It would take a few years for the ACO to change its rules which would eventually destine the hulking first-generation prototypes to museums, and despite the affection most fans have for cars from that era, the drivers who braved piloting the machines were relieved to see them go. 5: Mike Rockenfeller, 2011, Audi R18, assisted by Rob Kauffman, Ferrari F458 Rockenfeller makes his second visit to our top 10 list, but this time, he's entirely blameless. Kauffman, a successful businessman with the thinnest possible pro racing resume at the time his entry was accepted for Le Mans, seemingly wrote the script that Perazzini followed in our No. 10 item above.

Video window may take a few moments to load... Advertisement - Continue Reading Below Oblivious to the fact that Rockenfeller was approaching at breakneck speed as the two approached the kink before Indianapolis just after the sun had set on Saturday night, Rocky went to pass Kaufman on the right at the apex. With no credible explanation as to why he moved right just as the attempted to hurtle by, the Ferrari clipped the Audi, sending it on a 200 mph pinball ride across the track into the barriers on the left where it got slightly airborne, and then back to the right side of the track where the R18 received its third impact in a matter of seconds. 5: Mike Rockenfeller, 2011, Audi R18, assisted by Rob Kauffman, Ferrari F458 Most Popular In what appeared to be a life-ending impact, Rocky defied expectation by climbing out of the car on his own, taking refuge in the forest on the other side of the barrier. But for a small cut to his arm, the German was almost completely unscathed, although his million-dollar Audi was destined for a trip to the dumpster.

Kauffman, whose credentials were called into question after triggering the needless contact, was allowed to race without condition at this year's 24 Hours of Le Mans... 4: Jo Bonnier, 1972, Lola T280 Losing any drivers is sad, but when one of the sport's best pilots and leading safety advocates dies at Le Mans, the risks associated with competing at Le Mans are compounded. Video window may take a few moments to load... Advertisement - Continue Reading Below Swedish F1 driver Jo Bonnier met his end at a stretch of track that's become familiar by now of the track—on the approach to Indianapolis—and by even more familiar means—against a tree. As the President of the Grand Prix Drivers' Association, Bonnier was a vocal advocate of improved safety, and during a time when F1 drivers were being killed at an alarming rate, Bonnier had somehow survived when so many of his friends and colleagues had perished. 4: Jo Bonnier, 1972, Lola T280 In a sad twist of fate, Bonnier had just announced his retirement from F1, but died at Le Mans after his Lola sports prototype collided with the Ferrari Daytona driven by a Swiss amateur.

Advertisement - Continue Reading Below 3: Allan McNish, 2011, Audi R18, assisted by Anthony Beltoise, Ferrari 458 If you're keeping score, three Ferrari F458s have led to the demise of three LMP1 prototypes in the past year, with two of the Ferrari drivers being clearly at fault for the accidents that took place. But the collision between two-time Le Mans winner and the rather accomplished Beltoise fell squarely on the shoulders of the Audi driver. Video window may take a few moments to load... Most Popular Rushing down the hill from the Dunlop Curves, McNish, while trying to carve through traffic to maintain the lead he'd just assumed, clipped Beltoise as the Scot jinked to the right with his R18. With no room to execute a clean pass, the R18 and the F458 made contact, with the Audi veering hard left as its left rear corner pivoted on the Ferrari's right front.

3: Allan McNish, 2011, Audi R18, assisted by Anthony Beltoise, Ferrari 458 When he came back to earth, McNish's R18 looked like it had suffered a direct missile hit. Advertisement - Continue Reading Below Skipping across the gravel trap at unabated speed, the R18 impacted the tire barrier and Armco at an angle, whipping it up into the air as it contorted and defied gravity. The Audi almost cleared the barrier, which would have killed a number of photographers that were just a few feet away, and also came close to ending the life of one clueless photographer wearing ear buds...who had their back to the crash, and came perilously close to being crushed by a complete corner that had come off the R18. 3: Allan McNish, 2011, Audi R18, assisted by Anthony Beltoise, Ferrari 458 Other than being in a state of shock, McNish was unhurt—a testament to modern prototype design—and Beltoise was able to limp the Ferrari back to the pits where it was able to complete another 122 laps after repairs were performed.

Advertisement - Continue Reading Below McNish's crash made headlines everywhere due to the graphic violence of the impact, and hours later, his teammate Rockenfeller would be involved in the second car-destroying incident of the day for Audi. 3: Allan McNish, 2011, Audi R18, assisted by Anthony Beltoise, Ferrari 458 Most Popular The ACO would use both accidents to spark the aforementioned changes to the prototype class for 2012, but as Davidson clearly demonstrated, keeping the cars in the marquee class on the ground at Le Mans is a problem without a solution. 2: Peter Dumbreck, 1999, Mercedes CLR For reasons that are only known to Mercedes, the German manufacturer allowed two of its three remaining CLRs to start the 1999 24 Hours of Le Mans without having reasonable proof the cars wouldn't fly as Mark Webber had experienced twice during the week. Video window may take a few moments to load...

Advertisement - Continue Reading Below Scotsman Dumbreck got as far as Lap 75 before millions of viewers throughout the world watched live as his V8-powered prototype copied Webber's nose-first aero launch just before...you guessed it...Indianapolis. Where Webber eventually came down and landed on the track on both occasions, Dumbreck went on a thank-goodness-I-said-my-prayers trip over the barriers and into the trees. The result of cars and trees at Le Mans had resulted in a morbid outcome prior to Dumbreck's visit to the forest, but in a once-in-a-lifetime outcome, his CLR landed on its wheels without touching a thing. The good-natured Dumbreck gave safety workers a thorough scare when he climbed from the car on his own and sought refuge well clear of its resting place. They arrived on the scene expecting to find an incapacitated driver strapped in the car, but instead, found an empty seat and its driver nowhere in sight... 2: Peter Dumbreck, 1999, Mercedes CLR The third and final CLR was called into the pits and withdrawn on the following lap.

Most of the cars were destroyed by Mercedes—famously placed into a car crusher—although at least one survived and participates in vintage racing events. Advertisement - Continue Reading Below Comparing international notoriety, McNish's 2011 crash has delivered millions of views on YouTube, but Dumbreck's crash from 1999 set the standard once online video viewing became the norm. There are a lot of people on the periphery that are familiar with Le Mans, and for them, Dumbreck's crash and miraculous survival from 13 years ago IS the one thing they all remember. 1: Pierre Levegh, 1955, Mercedes 300 SLR, Lance Macklin, Austin Healy, Mike Hawthorn, Jaguar It was the crash that changed racing forever. More than 80 spectators killed. Mercedes withdrew from motorsports. Switzerland banned auto racing. Most Popular Video window may take a few moments to load... Miscommunication led to the crash that launched Levegh's Mercedes into the crowd on the left of the pit straight at Le Mans, with Macklin appearing to move over as Hawthorn sailed by, signaling he was headed into the wide-open pits.

Unaware Levegh had a full head of steam in the sleek 300 SLR behind him, Macklin moved to the middle of the road—directly into Levegh's path—and the Mercedes climbed the back of the Austin Healy's sloped reach coachwork. Catapulted into the crowd, the magnesium-bodied SLR tumbled, disintegrated and caught fire as its heaviest components broke free from the chassis and steamrolled through dozens and dozens of spectators. The horrific scene was only compounded when emergency crews tried to douse the magnesium fires with water, which caused the flames to grow on heat and intensity. 1: Pierre Levegh, 1955, Mercedes 300 SLR, Lance Macklin, Austin Healy, Mike Hawthorn, Jaguar The race was not stopped, with officials figuring the audience would clog the roadways needed to get the dead and injured to local hospitals, and some 20 hours after the devastating accident took place, Hawthorn and co-driver Ivor Bueb crossed the finish line to claim the hollow victory.

A healthy dose of innocence was lost that day at Le Mans, and a number of safety improvements followed in the wake of the 1955 crash, but as La Sarthe proved decades before and has continued to remind us up through the 2012 event, the pursuit of glory at Le Mans can carry the ultimate price tag. More from Road & Track: 1990 Bentley Mulsanne S - Silverstone Auctions 1990 Bentley Mulsanne S Print Page In 1980, the new Bentley Mulsanne promised to epitomise the very spirit of Bentley motoring by offering ample performance combined with complete comfort. The name "Mulsanne" is derived from Bentley's famous history, which included five victories at the 24 Hours of Le Mans between 1924 and 1930 - the 'Mulsanne Straight' being the stretch of the Le Mans race track where cars reach their highest speeds. The Mulsanne shared the traditional 6.75 litre Rolls-Royce V8 with aluminium alloy cylinder heads of its predecessor the Bentley T2.

Later production would see the two SU carburettors being replaced by Bosch fuel injection on all cars from 1986. All Mulsannes retained the use of a 3-speed automatic transmission. By 1987 the Mulsanne was looking stale so the company decided to spice it up with the introduction of the Mulsanne ‘S'. Many details were carried over from the mid-production Turbo R, including the alloy wheels, classic interior and the firmed up suspension for a more sporting ride, yet with the withdrawal of the turbocharger. The exterior design changes included the replacement of the rectangular headlamps from the 1980s to quad round units in 1989. Manufacturing carried on until 1992 with the total production of the Mulsanne S remaining beneath 1000 units. The 1990 Bentley Mulsanne ‘S' offered here is understood to have been supplied from new by Jack Barclay in London's Mayfair to one Lady Wolfson, who with her husband Leonard, were founder trustees of the Wolfson Foundation in 1955.

Specified in Bentley Green with gold stripes and with a contrasting cream leather interior which has gracefully shouldered the test of time, this car further benefits from being fitted with an oval Hooper rear window, and of course, sheepskin rugs fitted in the foot-wells. The vendor, who has owned and enjoyed the car for the past 3 years assures us that it has been well maintained throughout its life and accordingly it boasts an ample service history to document its circa 75,000 miles. Only advancing years and more limited opportunities to use and enjoy the car now see it reluctantly offered for sale. Sold with UK V5C and a current MoT test certificate, this car is offered ‘Without Reserve' and therefore you are encouraged to give this car serious consideration at auction. Forza Motorsport - Forza Motorsport 6 Forza Motorsport 6 Monday, June 15, 2015 FLASH – Brands Hatch You’re preparing for the Paddock Hills Bend, a tricky right-hander running downhill. Your car, already upset with the camber change, struggles for grip in the wet weather as you gently put your foot down for the short sprint down to Druids Bend.

Remember, you tell yourself, watch out for those puddles; put a wheel wrong and you’ll be off the track and out of contention… FLASH – Le Mans You’ve made the right hand turn at Tetre Rouge and are now facing what some have called the most dangerous stretch in all of racing: the Mulsanne Straight. You’ve driven this track before but you’ve never driven it like this. At night, the Mulsanne Straight becomes a new world – a stark, lightless contrast to the circus atmosphere at the start/finish line. The darkness of the track is practically all-consuming and, at speeds approaching 230 mph, all you have are your headlights to cut your way through the void… FLASH – Rio de Janeiro Gorgeous beaches flash by and, beyond them, the unmistakable thumb-shaped slice of Sugarloaf Mountain rises ahead of you. Behind you, brightly colored favelas dominate the landscape like a box of candy spilling out over the hills. If you had a moment of respite, you could pause to enjoy the view of the outstretched arms of the world-famous Christ the Redeemer statue in the distance.

As it stands, however, you’re surrounded by 23 opponents on the tight, winding streets of Rio, and you have a race victory waiting with your name on it… Welcome to Forza Motorsport 6, coming exclusively to Xbox One beginning on September 15. At E3 2015’s Microsoft Press Briefing, we unveiled Forza 6 in front of hundreds of fans in Los Angeles, and millions more watching the broadcast live. Here, we’ll be taking a deeper look at the game, as well as the ambitious features that make Forza 6 the most comprehensive racing game this generation. We begin with big numbers. Numbers like 450, 26, 24, 70+, and 1080/60. Let’s take a closer look at how those numbers come to life in Forza Motorsport 6. Cars and Tracks We start with the biggest number yet: Forza Motorsport 6 will feature more than 450 ForzaVista cars.

If you’ve played a Forza game, you know what that means – each of the 450+ cars in the game will feature painstakingly recreated cars, built from the ground up to be exact replicas of their real-life counterparts. ForzaVista means fully modeled interiors and exteriors, working gauges and headlights, full damage for every car in the game, working doors; all the things you’d expect to see in a car appearing in a racing game on this generation. The cars in Forza Motorsport 6 represent the tremendous variety and diversity that Forza Motorsport has come to be known for. Like any Forza game, we’ve got cars from practically every corner of car culture – race cars, sports cars, off-roaders, compacts and classics; hyper cars, super cars, LMP models, and a ton more. In fact, you can scroll to the bottom of this story to see more than 100 of the cars that will be part of the massive car roster in Forza Motorsport 6.

You can also go check out our in-depth Loyalty Rewards story to learn what kind of awesome cars you’ll have waiting for you when Forza Motorsport 6 launches, and how you can earn even better cars for your Forza 6 garage between now and launch. This list is just the start; we’ll be announcing more cars throughout the rest of the summer! All those cars would be useless without somewhere to race them and, when it comes to tracks, Forza Motorsport 6 will deliver in a huge way, with 26 world-famous locales and more than 100 ribbons. Not only will each and every track from Forza Motorsport 5 return to Forza Motorsport 6 (some with some new wrinkles – more on that in a bit), we’re including ten newly built and captured tracks. Here at E3 we’re announcing 5 new environments: Rio de Janeiro, Daytona International Speedway, Watkins Glen, and Brands Hatch. In addition, the Indianapolis Motor Speedway was recaptured and has been rebuilt after extensive track renovations in 2014. All of the tracks in Forza Motorsport 6 have been built with the utmost precision and beauty.

With advanced lighting and physically based materials, the tracks of Forza Motorsport 6 feel alive and incredibly real. From the specific sounds of the stadium as you zoom by the grandstands, to the precise feeling of the asphalt you’re driving, we take pride in making our tracks look, feel and sound precisely as they do in real life. Wet and Night Racing Cosmopolitan locales and legendary tracks are just the start. With Forza Motorsport 6 we’re bringing two new features to races that will most assuredly be game changers. Night and rain racing are finally coming to a Forza Motorsport game on Xbox One and you’ve never seen anything like it. To bring rain to life in the game, we’ve asked ourselves what it means to really simulate rain – to recreate those chaotic situations in the most realistic and exciting way possible. After all, Forza fans are coming to Forza Motorsport 6 looking for precision. They’re looking for tension, to experience what it’s like to race in the rain on a real racing circuit.

To deliver that experience, we’ve had to break racing in the rain down to its core components – how it sounds, how it feels, how different cars react on each track; every aspect had to be analyzed and rethought. With Forza 6, we’ve increased the capability of our physically based materials system to include porosity and friction values. The result is tracks that feel unlike anything else when the rain begins to pour. When racing in wet weather in Forza Motorsport 6, you’ll experience aquaplaning across real physically simulated 3D puddles, each of which has accurate drag properties. Even getting a single wheel in a puddle will affect the car. Rumble strips, incredibly sticky in dry weather, become slick and dangerous when wet. Each of the 148 individual surfaces in Forza Motorsport 6 will include these dry and wet values, and we’re using new puddle effects that include values for friction, drag, and elasticity. The result is a kind of wet weather racing unseen in any racing game before it. Then there’s night racing. Let me be clear: Racing in the dark in Forza Motorsport 6 is unlike anything you’ve played before.

After all, tearing down the back straight of Le Mans, and experiencing that suffocating claustrophobia as you sprint down the Mulsanne Straight with just your headlights, is a much different experience than racing under the bright stadium lights of Daytona International Speedway. It’s more than visuals however – for example, at night the tarmac cools down, reducing overall grip, which means that racing at night requires a different skillset than racing in the day. Whether you’re racing at night or in the middle of a rainstorm, fighting the spray of the cars ahead of you, the results are a completely new racing experience in Forza Motorsport 6. And it’s all running at a rock-solid 60 frames per second at 1080p resolution. Never Race Alone There’s nothing like a packed field to make you really feel the tension and all-consuming excitement of what real racing is all about. In Forza Motorsport 6, however you want to play the game, you’re always going to have amazing opponents to play against.

In addition to split-screen racing making its return to Forza, the game will feature 24-cars on track – online or offline – far and away the largest fields we’ve offered in Forza yet. When you race, you’ll be going up against human opponents online or driving against Drivatar-powered opponents. Millions of players have used the Drivatar system on Xbox One, and we’ve been able to dig through that data to find race craft elements that the system has now learned. Using the power of the cloud, the Drivatar opponents in Forza Motorsport 6 will deliver even more nuanced aspects of driving – late-braking, locking up a single tire, and so on. It all adds up to opponents that look even more human than ever before, creating unforgettable moments on the track each time you race. Your Motorsport Career The career in Forza Motorsport 6 has been completely rebuilt, and this time the focus will be on the “Stories of Motorsport.” The new career mode spans more than 70 hours of gameplay and has been designed to stoke the imagination of fans – whether you’re a long time car buff or a novice to the world of motorsport.

“Stories of Motorsport” is told in multiple volumes, with each volume being a comprehensive career experience that lets the player travel the world and celebrate the past and present of automotive history. Volumes are further subdivided into series where players can choose precisely the types of cars they want to drive. As you progress through your career, you’ll also unlock Showcase events, which are short vignettes that let the player experience unique race modes – like Autocross and endurance racing – across a huge variety of cars. They also let players experience what it’s like to be a professional race car driver, or relive some of the greatest moments in motorsport history. Between a massive career mode and our Showcase spotlights, we’re letting the player choose the experience they want to have. Choice can be found everywhere in Forza Motorsport 6. From the cars you collect to the places you race, there are always new things to find and do in the game. Collectors will be right at home filling up their garage with new cars, then customizing them with our in-depth livery and tuning options.

Newer fans can turn on assists that will help them around the track – experts can turn them off and take advantage of our brand new simulation improvements like new tire compounds and improved suspension architecture modeling. From new cars and tracks to an entirely new career mode and the biggest car fields ever seen in Forza Motorsport game, this is undoubtedly the biggest Forza game yet. And we haven’t even told you everything yet – for example, look for more information on our brand new Forza Racing Leagues later in the summer. As we celebrate our ten year anniversary, we’re proud to bring you Forza Motorsport 6; a game that we’ve poured all of our passion, drive, and experience into. Forza 6 is a game that’s been ten years in the making and we can’t wait to share it with the world on September 15. Forza Motorsport 6 Announced Tracks Track Name The Ten Toughest Turns In Motorsports The Ten Toughest Turns In Motorsports Go to permalink GIF These are the corners that put fear into drivers' eyes. These are Jalopnik readers' choices for the ten toughest turns in motorsports. What's The Toughest Corner In Motorsports?

What's The Toughest Corner In Motorsports? What's The Toughest Corner In Motorsports? We already know the most brutal races and the most dangerous tracks in motorsports, but what about… Read more Read more Welcome back to Answers of the Day - our daily Jalopnik feature where we take the best ten responses from the previous day's Question of the Day and shine it up to show off. It's by you and for you, the Jalopnik readers. Enjoy! Advertisement Advertisement We restricted ourselves to turns that are currently existing. If we didn't, you could expect to see the Masta Kink from the old Spa circuit. It was on the course's ultra-long straight, at times taken at nearly 200 miles an hour, and it killed or nearly killed some of the world's best drivers. Oh, and we left off Eau Rouge because we ourselves nominated it yesterday. It isn't as tough as it used to be, now that it has runoff areas anyway. Furthermore, we had to restrict ourselves to well known turns at the most internationally known tracks. That means we left off tons of seriously challenging turns on America's road courses.

Let us know what corners we left off, and particularly those which you yourself have driven. Sponsored Photo Credit: jujuteux 10.) Adenauer Forst at the Nurburgring As you can see, this turn has been catching drivers out for decades and isn't stopping anytime soon. Suggested By: TokyoBayAquaLine 9.) Nouvelle Chicane at Monaco Drivers stream out of the dark Monaco tunnel into the blinding sunshine and they have to immediately set up for this tight chicane. Get it wrong and you're going into another car, or you're plowing sideways into wall directly in front of you. Suggested By: TheCraigy 8.) Indianapolis and Arnage at Circuit de la Sarthe (Le Mans) Le Mans used to be famous for its kink on the Mulsanne straight taken at well over 200 miles an hour, but that's gone now. We still have the daunting Arnage, virtually unchanged since 1923. Drivers rarely seem to get it right, and there's a wall waiting for them just past the track.

Suggested By: Rebilwrack 7.) Turn 8 at Istanbul This isn't so much as one corner as it is four high speed turns melding into one. Nowhere else in motorsports will you experience as high g-forces for as long as you do here. Suggested By: OhAlbanianCar 6.) The Ws at Pikes Peak Pretty much all of the Pikes Peak hillclimb is a massive challenge, even more so now that the cliffside roads are paved. It just means you're going faster when you spear off the road. Suggested By: AltitudeAssault 5.) Turn 3 at Darlington Raceway Just about the toughest turn in oval racing. Even the best drivers get 'the stripe' from meeting the wall. Suggested By: 4.) Ballagarey corner in the Isle of Man TT Like Pikes Peak, just about every turn on the Isle of Mann course is out to get you. It is the most deadly course in motorsports, an the 140 mph + Ballargarey corer is one reason for that figure. Paul Dobbs was killed there in 2010 and Guy Martin almost died there the same year.

Suggested By: triumphd600 3.) The Wall of Champions at Circuit Gilles Villeneuve Few corners manage to gets as loose as turn 13 at the site of the Canadian Grand Prix. You face the Wall of Champions, named so for all the F1 world champions who've crashed there. Suggested By: DasWauto 2.) The Corkscrew at Laguna Seca While some would say that the high speed "turn in and pray you come out the other side" Turn 6 at Laguna Seca is the real challenge for drivers, we can't leave the legendary Corkscrew off this list. You turn in bind, looking at trees across the road for reference points, then get the sickening feeling of g forces in every direction as you turn left and right while basically going off a cliff. Even the very best go off here. Suggested By: Brian, the life of 1.) Turn 1 at Indianapolis What's that you say? A corner on a track where you don't even turn right is the toughest in the world? Allow reader The Scrambler to explain. Turn 1 at the Indianapolis Motor Speedway.

Read more Read more Now before all your road race snobs get up in arms about the fact that it isn't a real corner because you don't have to brake for it, or some other bullshit, remember that 1) I'm one of you and 2) that is what makes the corner so tough. Indianapolis Motor Speedway was built in 1909 for 1909 cars. The cars have gotten much faster over the years, but apart from the occasional repave, IMS still features the same relatively narrow racing surface and a relatively flat 9 degrees of banking in the turns it did when it opened. he approach to Turn 1 begins with the exit of Turn 4 and the run down the long front straight. Thanks to the height of the grandstands and their close proximity to the track, the effect for the driver is like racing into a tunnel, while trying to precisely place his (or her) car on a very narrow racing line while scrubbing off as little speed as possible and (ideally) turning in without lifting off the throttle.

Today's IndyCars probably see speeds in the 235 MPH range, but when Arie Luyendyk sent the all-time single lap record of 237.498 MPH back in 1996, he was probably in the 250 MPH range at the end of the front straight. Top that with your Corkscrew, Karussell, Eau Rouge, Up Hill, Kink, or any other road course corner. I love them all, but for pucker factor, Turn 1 at Indy has them all beat. Suggested By: The Scrambler Le Mans Track Info Click here for old track maps Le Mans Circuit des 24 Heures c/o AC de L'Ouest Cedex 19X, Le Mans 72009 France Tel: +43 402424 Fax: +43 402425 Track Length: 8.451 miles The circuit was first used in 1921, as a 10.726 mile road circuit.

This was shortened to 10.153 miles in 1929, when the western end of the circuit was shortened with the Rue du Circuit link road for safety reasons. In 1932, the current track from the pits straight to Tertre Rouge was built, with the Dunlop bridge being installed after the first corner, bringing the track length down to 8.378 miles. It remained unchanged until 1956, when following "Pierre Levegh"'s horrendous crash into the crowd the pits straight was widened and the Dunlop Corner eased (track length now 8.365 miles). In 1968 the Ford Chicane was added before the start (8.369 miles), followed by the Old Maison Blanche bypass with a new piece of ciruit to Arnage from the Ford Chicane in 1972 (8.476 miles).

In 1979 Tertre Rouge was tightened to accommodate the new Le Mans ringroad (8.467 miles), and in 1986 the construction of a roundabout at the entrance to the Mulsanne Village necessitated a new corner (8.406 miles). In 1987 a chicane was built at the Dunlop Corner, bringing the track length to 8.410 miles. After the new breed of Group C sportscars had been clocked at over 230 mph on the Mulsanne straight, it was decided to insert two chicanes to slow the cars down, bringing the track length up to 8.450 miles. This change was much lamented by the drivers, as they used the straight to 'rest' on, and they were now required to perform some 3000 more gearchanges during a race. It also led to the typical driving squad being raised from two/three to three/four drivers. The last change came in 1990 when Indianapolis and Arnage were reprofiled.

However, in 1999, the Mercedes GT cars managed to flip on three separate occasions on the Mulsanne straight when going over the "Mulsanne Hump". In response to this, the circuit was flattened and the hump lowered by 8 metres during the winter of 2000/2001 to try and reduce the risk of this happening again. For 2002 the circuit at the Esses was re-profiled into a series of sweeping bends, the circuit length being extended to 8.4835 miles (see left). For 2007 Tetre Rouge was reprofiled, adding run off and shortening the circuit by 21m. The exit of Arnage was also widened, and a new surface laid to remove the bumps - this reduced lap times by 3 seconds or so.

Question: On which famous motor racing track is the Mulsanne Straight?
Answer: Le Mans