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GT1 Glory at Goodwood

The GT1 gladiators of yesteryear rumbled to life once again...

The weekend of Goodwood’s 80th Members’ Meeting provided the perfect stage of the GT1 gladiators from the beginning of this century, to strut their stuff…

First created by the BPR Global GT series back in 1993, the GT1 class was later taken over by the FIA being renamed the FIA GT Championships. Accommodating larger displacement GT cars, the GT1 class was always a favourite with spectators and enthusiasts as it attracted the likes of Aston Martin, Corvette, Jaguar, McLaren, Porsche, Lister Storm, Mercedes-Benz, Nissan, Chrysler Viper, Maserati, Marcos LM600, Saleen, Ford GT, and of course the last of the front-engined Ferraris. The GT1 demonstration run at the Goodwood 80th Members’ Meeting on 15-16 April 2023, was a celebration of those top-flight GT Racers from the early part of the 21st Century.

The 1999 Chevrolet Corvette C5R was powered by a 6-litre V8 engine developing 600 hp at 6,200 rpm. The No. 64 car, shown here on the Saturday evening demonstration, ran in the 2000 Le Mans 24 Hours finishing third in the LM GTS class
In an effort to break into the European market, Chrysler partnered with the French company Oreca to develop the Viper for endurance racing. The resultant Chrysler Viper GTS-R was fitted with an immensely powerful 8-litre V10 engine that produced up to 750 hp. The Viper GTS-R was extremely successful on both sides of the Atlantic

As the last of the Gordon Spice Trophy cars left the track just before 19h00 on Saturday evening, the razzmatazz ahead of the GT1 demonstration got underway. With such a wide variety of manufacturers on offer, engine format and capacity ranged from V8 to V10 and V12, and from 5-litres right up to a huge 8-litres. As can be imagined, competition in this class was fierce, and the series became extremely popular. Those spectators lucky enough to bear witness to the grid of 17 GT1 cars ranging from 1999 to 2008, had their desire for powerful motorsport reawakened.

Although Oreca would concentrate its efforts in the ALMS from 2000, the European FIA GT Championship was the happy hunting ground of several private teams. While the Viper would win the Daytona 24 Hours for Oreca, it would beat its arch rival, Corvette, at the Le Mans 24 Hours three times in succession
In 1999 the Marcos LM600 EVO was completely redeveloped, lightened and strengthened. Powered by a Chevrolet LS6 engine, the new LM600 EVO was an immediate success. The No. 30 car seen here heading into the sunset, is being piloted by long time Marcos driver, Cor Euser
The No. 14 Lister Storm was an extremely successful GT1 class competitor, putting its 7-litre Jaguar V12 engine to full use

With the light fading in the clear West Sussex evening sky, the marshals, some scattered photographers and those hardy spectators who braved the falling temperatures, waited eagerly for the GT1 demo to get underway. Standing at the exit of Madgwick corner and the start of the Fordwater Straight, we could hear and tannoy announcements, the drummers and the associated entertainment, all the while wishing the cars would soon be released onto the circuit. Eventually, after what seemed like an eternity, the first of the GT1 cars was led onto the circuit at 19h30 behind a pace car.

Powered by a 5,983 cc V12 engine, this 600 hp Ferrari 550 GTS Maranello was the Italian manufacturer’s final front-engined GT car. This model was hugely successful on both sides of the Atlantic. This fabulous Ferrari is seen here setting off down the Fordwater straight into the setting sun on Saturday evening
Another of the impressive display of Vipers seen at the Goodwood meeting. The car exits Madgwick and into the fading light of evening with Frenchman Benoît Tréluyer behind the wheel

It was a brilliantly clear evening, by now quite cool, as the cars rounded Madgwick and headed off down the Fordwater Straight, right into the setting sun. Like well-behaved school boys, the cars filed past in order, not being permitted to overtake or to do anything that even resembled racing. However, just as such orderly discipline is eventually overtaken by the desire to spice things up a bit, gaps began to grow between the cars and this allowed a bit of hard acceleration in the fading light. But the procession was all generally well-behaved, and sadly the 15-minute demonstration was over too soon.

With light ablaze in the low light of Saturday evening’s run, this impressive 2002 No. 15 Ferrari 550 GTS Maranello driven by Brit Charlie Remnant, was just one of just three similar Ferraris in the demonstration run at Goodwood
The No. 65 Ferrari 550 GTS Maranello (2002) was driven by Max Girardo and James Cottingham. Set against Goodwood’s yellow daffodils and with the fun fair at the Members’ Meeting in the background, this Ferrari cuts a striking image as it speeds through Woodcote Corner
This is one of just two Corvette C5Rs in the weekend’s GT1 demonstration. This No. 7 car is a 2002 model
The Saleen S7-R, an American designed mid-engined racer powered by a 7-litre Ford V8 engine, was a formidable competitor that saw considerable success in the ALMS, FIA GT Championships and the ELMS. This example is the 2004 ACEMCO Motorsport #163 Saleen SR-7, and is seen here rounding Woodcote Corner in Sunday morning’s GT1 demonstration run

Sunday morning’s rerun of the GT1 cars was scheduled for 10h50, and almost right on cue, one could hear the rumble of big engines being fired up in the pre-race paddock. This time stationed at Woodcote Corner, as the cars speed towards the Chicane, they resumed their spectacular display for the benefit of Sunday’s visitors. One could almost feel sorry for the drivers as they were restrained behind the pace car once again, but this enabled the spectators to enjoy the cars at a more leisurely pace.

Powered by a 6-litre V12 naturally aspirated engine, this #006 Aston Martin DBR9 won its class at the Sebring 12 hours first time out, also winning the Tourist Trophy at Silverstone in 2005. It was driven by Gregor Fisken at the Members’ Meeting, Fisken being one of the few drivers who had by 2010 done the Le Mans 24 Hours in every class, including LM P1, LM P2, GT1 and GT2.
The No. 90 car is the second customer DBR9, which raced under the Capuava Racing banner in 2006 entering just a single event. This car has special aero, paddle-shift gearbox and a more powerful engine with 34.0 mm restrictors
The No. 53 Aston Martin DBR9 (2006 model) was an official works car, but it was never raced by the works team itself. The car won the Donington 1000 KM and the Vallelunga 6 Hours. It also raced at Le Mans in 2008 but posted a DNF there
This car, the No. 009 Aston Martin DBR9 (2007 model), was only entered in one race, but it was the most important race of them all, winning the GT1 Class at Le Mans in 2007 in the hands of David Brabham, Darren Turner and Rickard Rydell. The car was rather appropriately driven at Goodwood by Darren Turner

However, 15 minutes is not a long time, and such a short session does not allow the photographers the luxury of relocating to another spot as no sooner had you left your first location, than the demo run would be over. However, all the cars spent the whole weekend, while not on track, sitting in the paddock where they could be examined and enjoyed close up.

This No. 77 Corvette C6 GT1 (2007 model) is fitted with a 7-litre LS7 V8 engine developing 685 hp. It was raced in period between 2007 to 2009 by Michael Lee including in the 2009 Macau GT race, and has more recently participated in the Endurance Legends at Spa, Daytona, COTA and Zandvoort, and now also Goodwood. It is seen here with Mike van Thiel behind the wheel as he negotiates Woodcote on Sunday morning
The No. 007 Aston Martin DBR9 ran in FIA GT Championship in 2006. It then competed in the Le Mans 24 Hours in 2007 and it also did two rounds of the FIA GT championship that season. It also ran in the 2008 Le Mans 24 Hours in Gulf livery where it finished fourth in class

The GT1 class of race cars were eligible between 1993 and 2011, and during those 18 years they provided spectators with much edge-of-the-seat rivalry and close racing. The thunderous roar of powerful engines was a source of great attraction for race-goers as these race cars battled for superiority in class. In the GT1’s years of ascendency, in the late-90s, this class of racing certainly engaged the spectators as they had a field of race cars to watch that all looked very different from each other, behaved very differently and each had its own performance characteristics.

Racing enthusiasts are unlikely to ever see such a spectacle again, at least for the foreseeable future, as GT racing is now moving towards GT3 rules ensuring a performance plateau that will be increasingly controlled through Balance of Performance (BoP). Instead of trying to balance out the performance characteristics between manufacturers, the racing authorities should be celebrating the differences between them. With the benefit of hindsight, it is this wide range of engineering and performance capabilities that fuelled the passion and engagement amongst the many thousands of fans and racing enthusiasts around the world during this time. Looking back through the decades, especially during the 1960s, 1970s, 1980s and 1990s, the spectator numbers were on the increase and the racing was exciting. It would seem then, that the future has little to offer by way of comparison with its rigid and balanced performance characteristics, created in the name of ‘entertainment’.

Since the dawn of the sport itself, motor racing has recognised and celebrated engineering prowess and innovation, and this can be measured in race victories through the ages. Many of the safety features found on the production cars today can trace their origins back to motor racing, but if innovation is stifled through over-regulation, then the future looks quite bleak.

GT racing has always been exciting, largely because spectators can identify with the cars on track, and so they create an affiliation with those cars. The GT1 era offered enjoyment and excitement in spadefuls, and so the spectators were engaged right from the moment the race went green until the chequered flag fell, ensuring that this was one of the best eras in modern motorsport.

Images by: Virtual Motorpix/Glen Smale