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Le Mans Endurance Series - 1000 km di Monza
8-9-10 luglio 2005


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The 1000 Km of Monza in 2005 was the second race of the “Le Mans Endurance Series” championship, after the 6 Hours of Spa-Francorchamps. In June, the 24 Hours of Le Mans had taken place and the date of the second week of July, for the 1000 Km of Monza was very unusual.
The racing weekend included two races of the British Formula 3 championship, two races of the Formula Palmer Audi training single-seater category, and an appointment of the CER, Classic Endurance Racing.
For the LMES, the program was divided into two free practice sessions of one hour each on Friday, a third free practice session, also lasting one hour on Saturday in the late morning and a single qualifying session, lasting 40 minutes on Saturday afternoon.
On Sunday there were 20 minutes of warm-up in the early morning and the start of the race at 12:30. 44 crews were present at Monza, 8 in the LMP1 class and 12 in the LMP2 class, as well as 10 LMGT1 and 14 LMGT2. In the LMP1 class, the Team Oreca Audi R8 that had won at Spa was absent.

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La 1000 Km di Monza del 2005 fu la seconda gara del campionato “Le Mans Endurance Series”, dopo la 6 ore di Spa-Francorchamps. A giugno, si era disputata la 24 ore di Le Mans e la data della seconda settimana di luglio per la 1000 Km di Monza era molto inusuale.
Il week end di gara prevedeva, come contorno alla 1000 Km, due gare del campionato inglese di Formula 3, due gare della categoria di monoposto addestrative Formula Palmer Audi, e un appuntamento del CER, Classic Endurance Racing.
Per la LMES, il programma si articolava in due sessioni di prove libere di un’ora ciascuno di venerdì, una terza sessione di prove libere, sempre di un’ora, sabato in tarda mattinata e una sola sessione di qualificazione, da 40 minuti sabato pomeriggio.
Domenica erano previsti 20 minuti di warm-up in prima mattinata e la partenza della gara alle 12:30. Erano presenti a Monza 44 equipaggi, 8 nella classe LMP1 e 12 nella classe LMP2, oltre a 10 LMGT1 e 14 LMGT2. Nella classe LMP1 era assente l’Audi R8 del Team Oreca che aveva vinto a Spa.

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The works Zytek 04S chassis 03, of the Zytek Motorsport driven by the Japanese Hayanari Shimoda and the British Tom Chilton obtained the pole-position, half a second ahead of the DBA 03S Judd GV5 chassis 02S-01, managed by Creation Autosportif and driven by the French Nicolas Minassian and the English Jamie Campbell-Walter.
In the second row were placed the Pescarolo Sport's Pescarolo C60 Judd GV5 chassis 04, driven by the French drivers Jean-Christophe Boullion and Emmanuel Collard and the Zytek 04S chassis 02, of the Jota Team with the Japanese Haruki Kurosawa and the British John Stack and Sam Hignett at the wheel.
Third row for the Courage C60 Judd chassis 05, of the Courage Competition with the crew composed by the French Jean-Marc Gounon, the English Christian Vann and the Swiss Alexander Frei, flanked by the fastest of the LMP2s, the Paul Belmondo Racing's Courage C65 powered by Ford/AER turbo and driven by the French Didier André and by Paul Belmondo himself.
The second fastest LMP2 was the yellow Lola B05/40 AER, chassis HU01 managed by Chamberlain-Synergy Motorsport for the British crew of Gareth Evans, Peter Owen and Bob Berridge, followed by the Dallara SP1 chassis DO006 powered by Judd GV4, driven by Portuguese João Barbosa , the English Martin Short and the Belgian driver Vanina Ickx, daughter of Jacky.
Among the LMGT1s, pole position went to the Ferrari 550 Maranello of BMS Scuderia Italia, driven by the Italians Matteo Cressoni and Fabrizio Gollin, flanked by the Portuguese António Coimbra. In the LMGT1 class there were also two Lamborghini Murciélago R-GTs managed by the Japanese team JLOC (Japan Lamborghini Ownership Club), the number 64 driven by the Dutch Peter Kox and the German Norman Simon and the number 63 driven by the Italian Marco Apicella and the Japanese Hisashi Wada and Kouji Yamanishi, twenty-third and twenty-sixth respectively.
For the LMGT2 class, the fastest was the Porsche 996 Gt3 RSR of the Italian team Autorlando Sport driven by the German Mike Rockenfeller, together with the Italians Franco Groppi and Luigi Moccia who started in twenty-ninth place, just three tenths from the Ecurie Ecosse's Ferrari 360 Modena GT driven by the English crew composed by Andrew Kirkaldy and Nathan Kinch.

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La Zytek 04S chassis 03, della squadra ufficiale Zytek Motorsport pilotata dal giapponese Hayanari Shimoda e dal britannico Tom Chilton ottenne la pole-position, con mezzo secondo di vantaggio sulla DBA 03S Judd GV5 chassis 02S-01, della squadra Creation Autosportif pilotata dal francese Nicolas Minassian e dall’inglese Jamie Campbell-Walter.
In seconda fila si piazzò la Pescarolo C60 Judd GV5 chassis 04, del Pescarolo Sport dei francesi Jean-Christophe Boullion ed Emmanuel Collard insieme alla Zytek 04S chassis 02, del Team Jota con al volante il nipponico Haruki Kurosawa e i britannici John Stack e Sam Hignett.
Terza fila per la Courage C60 Judd chassis 05, del Courage Competition condotta dal francese Jean-Marc Gounon, l’inglese Christian Vann e lo svizzero Alexander Frei, affiancati dalla più veloce tra le LMP2, la Courage C65 motorizzata Ford/AER turbo del Paul Belmondo Racing, pilotata dal francese Didier André e dallo stesso Paul Belmondo.
La seconda LMP2 più veloce fu la gialla Lola B05/40 AER chassis HU01 del Chamberlain-Synergy Motorsport per l’equipaggio formato dai britannici Gareth Evans, Peter Owen e Bob Berridge, seguiti dalla Dallara SP1 chassis DO006 motorizzata Judd GV4, condotta dal portoghese João Barbosa, l’inglese Martin Short e dalla pilota belga Vanina Ickx, figlia di Jacky.
Tra le LMGT1 la pole position andò alla Ferrari 550 Maranello della BMS Scuderia Italia, condotta dai piloti italiani Matteo Cressoni e Fabrizio Gollin, affiancati dal portoghese António Coimbra. Nella classe LMGT1 c’erano anche due Lamborghini Murciélago R-GT del team giapponese JLOC (Japan Lamborghini Ownership Club), la numero 64 condotta dall’olandese Peter Kox e dal tedesco Norman Simon e la numero 63 condotta dall’italiano Marco Apicella e dai giapponesi Hisashi Wada e Kouji Yamanishi, rispettivamente ventitreesima e ventiseiesima.
Per la classe LMGT2, la più veloce fu la Porsche 996 Gt3 RSR della squadra italiana Autorlando Sport del pilota tedesco Mike Rockenfeller, insieme agli italiani Franco Groppi e Luigi Moccia che si piazzò al ventinovesimo posto, a soli tre decimi dalla Ferrari 360 Modena GT della Scuderia Ecosse degli inglesi Andrew Kirkaldy e Nathan Kinch.

La griglia di partenza / The starting grid
Monza, 1000 Km 2005 - terza fila/row 3 - #13 LMP1 Courage Competition, Courage C60 Judd chassis 05, Jean-Marc Gounon/Christian Vann/Alexander Frei - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - quarta fila/row 4 - #8 LMP1 Rollcentre Racing, Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx.
Monza, 1000 Km 2005 - quarta fila/row 4 - #8 LMP1 Rollcentre Racing, Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx - #39 LMP2 Chamberlain Synergy Motorsport, Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge.
Monza, 1000 Km 2005 - quinta fila/row 5 - #36 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 07, Vincent Vosse/Claude-Yves Gosselin/Karim Ojjea - #45 LMP2 Lucchini Engineering, Lucchini LMP2-04 Judd chassis 152, Piergiuseppe Peroni/Mirko Savoldi.
Monza, 1000 Km 2005 - settima fila/row 7 - #27 LMP2 Horag Lista Racing, Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
Monza, 1000 Km 2005 - ottava fila/row 8 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - dodicesima fila/row 12 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - tredicesima fila/row 13 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - quindicesima fila/row 15 - #76 LMGT2 Autorlando Sport, Porsche 996 GT3-RSR, Mike Rockenfeller/Franco Groppi/Luigi Moccia.
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Already after the first four laps to the start, Zytek Engineering's Zytek 04S with Hayanari Shimoda at the wheel, which started in the lead, had to give up the position to the team's Courage C60 Judd by Henri Pescarolo, due to some problems with the brakes and slowed down by the first lapped cars.
From that moment the two-seater of the French team will always remain in command. Only the Creation Autosportif DBA, powered by the Judd GV5 engine and driven by Nicolas Minassian and Jamie Campbell-Walter, managed for three quarters of the race to undermine the supremacy of the French Jean-Christophe Boullion and Emmanuel Collard.
With ten laps to go, the Creation Autosportif car was forced to stop with the oil pump out of order, leaving second place to Team Jota's Zytek 04S driven by Kurosawa-Stack-Hignett. Third came the Dallara SP1 Judd of Rollcentre Racing driven by João Barbosa, Martin Short and Vanina Ickx.
The fourth place, first in the LMP2 class, was conquered by Paul Belmondo's team with the Courage C65 Ford/AER turbo driven by Vincent Vosse, Claude-Yves Gosselin and Karim Ojjea. The beautiful race of the Lamborghini Murciélago R-GT of the Japanese team JLOC, driven by Peter Kox and Norman Simon, leading for most of the competition in the LMGT1 class, was stopped by the engine failure after 133 laps and had to give the victory to the Ferrari 550 Maranello of the Scuderia Italia driven by Christian Pescatori, Toni Seiler and Michele Bartyan, eighth overall. The first place in the LMGT2 class was conquered by the Porsche 996 GT3 R of Sebah Automotive, driven by the German Marc Lieb and the French Xavier Pompidou, who finished fifteenth overall. With a handful of laps to go, a rapid downpour created no other problems other than slowing down the race which ended after 5 hours 2 minutes and 32 seconds, at an average of 198,756 km/h.

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Già dopo i primi quattro giri dal via, la Zytek 04S dello Zytek Engineering con Hayanari Shimoda al volante, partita al comando, a causa di alcuni problemi con i freni e rallentata dai primi doppiaggi, dovette cedere la posizione alla Courage C60 Judd del team di Henri Pescarolo.
Da quel momento la biposto della squadra francese rimarrà sempre al comando. Solo la DBA del Creation Autosportif, spinta dal motore Judd GV5 e pilotata da Nicolas Minassian e Jamie Campbell-Walter, riuscì per tre quarti di gara a insidiare la supremazia dei francesi Jean-Christophe Boullion e Emmanuel Collard.
A dieci giri dalla fine la vettura del Creation Autosportif fu costretta a fermarsi con la pompa dell’olio fuori uso, lasciando il secondo posto alla Zytek 04S del Team Jota guidata da Kurosawa-Stack-Hignett. Terza giunse la Dallara SP1 Judd del Rollcentre Racing di João Barbosa, Martin Short e Vanina Ickx. Il quarto posto, primo della classe LMP2 fu conquistato dalla squadra di Paul Belmondo con la Courage C65 Ford/AER turbo di Vincent Vosse, Claude-Yves Gosselin e Karim Ojjea. La bella gara della Lamborghini Murciélago R-GT della squadra giapponese JLOC, guidata da Peter Kox e Norman Simon, in testa per buona parte della competizione nella classe LMGT1, fu fermata dal cedimento del motore dopo 133 giri e dovette cedere la vittoria alla Ferrari 550 Maranello della Scuderia Italia guidata da Christian Pescatori, Toni Seiler e Michele Bartyan, ottava assoluta. Il primo posto nella classe LMGT2 fu conquistato dalla Porsche 996 GT3 R del Sebah Automotive, condotta dal tedesco Marc Lieb e dal francese Xavier Pompidou, giunti quindicesimi assoluti. A una manciata di giri dal termine, un rapido acquazzone non creò altri problemi se non quello di rallentare la gara che si concluse dopo 5 ore 2 minuti e 32 secondi, alla media di 198.756 Km/h.

Partenza della gara / Start of the race
Monza, 1000 Km 2005 – Partenza della gara / Start of the race
Monza, 1000 Km 2005 – Partenza della gara / Start of the race
Monza, 1000 Km 2005 – Partenza della gara / Start of the race
Monza, 1000 Km 2005 – Partenza della gara / Start of the race
Monza, 1000 Km 2005 – Partenza della gara / Start of the race
La gara / The race
Monza, 1000 Km 2005 – La Promec PJ119 ferma all’uscita della curva parabolica al giro 25 / The Promec PJ119 stops at the exit of the parabolica corner on lap 25.
Monza, 1000 Km 2005 – La Pilbeam MP93 ferma con il motore rotto poco prima dell’ingresso dei box / The Pilbeam MP93 stopped with the engine broken just before the entrance to the pits.
Monza, 1000 Km 2005 – Pit-stop per la Ferrari 360 Modena GT della Scuderia Ecosse degli inglesi Andrew Kirkaldy e Nathan Kinch, sedicesimi al traguardo a 24 giri./ Pit-stop for the Ferrari 360 Modena GT of the Scuderia Ecosse driven by the English Andrew Kirkaldy and Nathan Kinch, sixteenth at the finish line 24 laps behind.
Monza, 1000 Km 2005 – Pit-stop per la Ferrari 550 Maranello del team ceco MenX di Tomáš Enge/Robert Pergl/Jaroslav Janiš, noni assoluti a 15 giri./ Pit stop for the Ferrari 550 Maranello of the Czech MenX team driven by Tomáš Enge / Robert Pergl / Jaroslav Janiš, ninth overall 15 laps behind.
Monza, 1000 Km 2005 – Pit-stop per la Ferrari 550 Maranello della squadra BMS Scuderia Italia di Matteo Cressoni, Fabrizio Gollin e António Coimbra, quattordicesimi assoluti a 19 giri. / Pit-stop for the Ferrari 550 Maranello of the BMS Scuderia Italia team of Matteo Cressoni, Fabrizio Gollin and António Coimbra, fourteenth overall 19 laps behind.
Monza, 1000 Km 2005 – Ultimo pit-stop per l’equipaggio vincente composto da Jean-Christophe Boullion ed Emmanuel Collard, sulla Pescarolo C60 della squadra Pescarolo Sport. / Last pit-stop for the winning crew composed by Jean-Christophe Boullion and Emmanuel Collard, on the Pescarolo C60 of the Pescarolo Sport team.
Monza, 1000 Km 2005 – Ultimo pit-stop per l’equipaggio vincente composto da Jean-Christophe Boullion ed Emmanuel Collard, sulla Pescarolo C60 della squadra Pescarolo Sport. / Last pit-stop for the winning crew composed by Jean-Christophe Boullion and Emmanuel Collard, on the Pescarolo C60 of the Pescarolo Sport team.

Chrysler Viper GTS-R
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The Viper GTS-R was developed, in GT2 specification, by Reynard in 1996 and the race debut took place at the beginning of the 1997 season. The car, built by ORECA in 52 units, was equipped with a naturally aspirated 7986 cc V10 engine capable of 620 HP, with aluminium alloy cylinder block and heads. The Viper GTS-Rs were successfully used in the FIA GT, Le Mans Endurance Series and American Le Mans Series championships, both officially managed by ORECA and managed by private teams until 2005.

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La Viper GTS-R fu sviluppata, nelle specifiche GT2, dalla Reynard nel 1996 e il debutto in gara avvenne all’inizio della stagione 1997. La vettura, costruita dalla ORECA in 52 esemplari, era equipaggiata con un motore V10 aspirato da 7986 cc da 620 CV, con monoblocco e testate in lega di alluminio. Le Viper GTS-R furono utilizzate con successo nei campionati FIA GT, Le Mans Endurance Series e American Le Mans Series, sia gestite in forma ufficiale dalla ORECA, sia gestite da squadre private fino al 2005.

#56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani – Ritirata per rottura del cambio al giro 53 / Did not finish due to breakage of the gearbox on lap 53.
Monza, 1000 Km 2005 – #56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani.
Monza, 1000 Km 2005 – #56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani.
Monza, 1000 Km 2005 – #56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani.
Monza, 1000 Km 2005 – #56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani.
Monza, 1000 Km 2005 – #56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani.
Monza, 1000 Km 2005 – #56 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C9, Benjamin Leuenberger/Pierre Perret/Karim Ajlani.
#57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau – Ritirata per incidente al giro 116 / Did not finish due to an accident on lap 116.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.
Monza, 1000 Km 2005 – #57 LMGT1 Paul Belmondo Racing, Chrysler Viper GTS-R chassis C25, Romain Iannetta/Jean-Michel Papolla/Didier Sommereau.

Courage C65
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The Courage C65 was designed by Paolo Catone in 2003 according to the specifications "Le Mans Prototype 675" and later the aerodynamics was adapted to the new rules of the LMP2 of 2004. The chassis, derived from that of the Courage C60 model, was made of honeycomb aluminium and carbon fibre and was designed to adapt to different engines: AER turbo, Judd V8 3,4 litre naturally aspirated, Mecachrome V8 naturally aspirated, JPX V6 naturally aspirated, Mazda R20B rotary.

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La Courage C65 fu progettata da Paolo Catone nel 2003 secondo le specifiche “Le Mans Prototype 675” e in seguito l’aerodinamica fu adattata alle nuove regole della LMP2 del 2004. Lo chassis, derivato da quello del modello Courage C60, era realizzato in honeycomb di alluminio e fibra di carbonio ed era concepito per adattarsi a differenti propulsori: AER turbo, Judd V8 3.4 aspirato, Mecachrome V8 aspirato, JPX V6 aspirato, Mazda R20B rotativo. 

#37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo – Ritirata per difetto di alimentazione al giro 21 / Did not finish due to fuel system failure on lap 21
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
Monza, 1000 Km 2005 - #37 LMP2 Paul Belmondo Racing, Courage C65 Ford/AER turbo chassis 06, Didier André/Paul Belmondo.
#30 LMP2 Kruse Motorsport, Courage C65 Judd XV675 chassis 14, Michael Vergers/Juan Barazi/Phillip Bennett - Ritirata per rottura del motore al giro 122 / Did not finish due to engine failure on lap 122.
Monza, 1000 Km 2005 - #30 LMP2 Kruse Motorsport, Courage C65 Judd XV675 chassis 14, Michael Vergers/Juan Barazi/Phillip Bennett.
Monza, 1000 Km 2005 - #30 LMP2 Kruse Motorsport, Courage C65 Judd XV675 chassis 14, Michael Vergers/Juan Barazi/Phillip Bennett.
Monza, 1000 Km 2005 - #30 LMP2 Kruse Motorsport, Courage C65 Judd XV675 chassis 14, Michael Vergers/Juan Barazi/Phillip Bennett.
Monza, 1000 Km 2005 - #30 LMP2 Kruse Motorsport, Courage C65 Judd XV675 chassis 14, Michael Vergers/Juan Barazi/Phillip Bennett.
Monza, 1000 Km 2005 - #30 LMP2 Kruse Motorsport, Courage C65 Judd XV675 chassis 14, Michael Vergers/Juan Barazi/Phillip Bennett.
#31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim - Ritirata per rottura del motore al giro 75 / Did not finish due to engine failure on lap 75.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.
Monza, 1000 Km 2005 - #31 LMP2 Noel del Bello Racing, Courage C65 Mecachrome chassis 8, Christophe Tinseau/Bastien Brière/Ni Amorim.

Dallara SP1
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The SP1 was designed by the Dutch engineer Wiet Huidekoper and built by Dallara as a prototype of the LMP900 class for Chrysler, in view of the 2001 24 Hours of Le Mans. The car had a carbon fibre monocoque, initially equipped with an engine Mopar six-litre naturally aspirated V8. Later the SP1, equipped with the naturally aspirated V10 Judd engine, were used by the Lista teams in the United States and Oreca in Europe. From 2004 until the end of 2005, the SP1s were used by Rollcentre Racing at Le Mans and in the Le Mans Endurance Series.

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La SP1, fu progettata dall’ingegnere olandese Wiet Huidekoper e costruita dalla Dallara come prototipo della classe LMP900 per la Chrysler, in vista della 24 ore di Le Mans del 2001. La vettura aveva una monoscocca in fibra di carbonio, inizialmente equipaggiata con un motore V8 aspirato Mopar da sei litri. In seguito le SP1, equipaggiate con il motore V10 aspirato Judd, furono utilizzate dai team Lista negli Stati Uniti e Oreca in Europa. Dal 2004 e fino alla fine del 2005 le SP1 furono utilizzate dal Rollcentre Racing correndo a Le Mans e nella Le Mans Endurance Series.

#8 LMP1 Rollcentre Racing Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx – Terza assoluta a 7 giri / Third overall 7 laps behind.
Monza, 1000 Km 2005 - #8 LMP1 Rollcentre Racing, Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx
Monza, 1000 Km 2005 - #8 LMP1 Rollcentre Racing, Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx
Monza, 1000 Km 2005 - #8 LMP1 Rollcentre Racing, Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx
Monza, 1000 Km 2005 - #8 LMP1 Rollcentre Racing, Dallara SP1 Judd GV4 chassis DO006, João Barbosa/Martin Short/Vanina Ickx

DBA4 03S
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The DBA4 03S, acronym of the sponsor Den Bla Avis, was designed and built by Reynard Motorsport in 2002, as Reynard 02S. After the bankruptcy of the British manufacturer, and the retirement of the Japanese company YGK that had initially given the car its name, the Reynard 02S, renamed YGK YR40, was taken over, at the end of 2002, by the Danish team RN Motorsports and equipped with the V8 by 3.4 litre Zytek ZG348. In 2003 it was renamed DBA 03S and in 2004 it was sold to the Creation Autosportif team which in 2005 updated it in terms of aerodynamics and equipped it with the naturally aspirated 5-litre Judd GV5 V10 engine.

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La DBA4 03S, acronimo dello sponsor Den Bla Avis, fu progettata e costruita dalla Reynard Motorsport nel 2002, come Reynard 02S. Dopo il fallimento del costruttore britannico, e il ritiro della società giapponese YGK che aveva inizialmente assegnato il nome alla vettura, la Reynard 02S, ribattezzata YGK YR40, fu rilevata, alla fine del 2002, dalla squadra danese RN Motorsports ed equipaggiata con il V8 da 3,4 litri Zytek ZG348. Nel 2003 fu ribattezzata DBA 03S e nel 2004 fu venduta alla squadra Creation Autosportif che nel 2005 la aggiornò nell’aerodinamica e la equipaggiò con il motore V10 aspirato Judd GV5 da 5 litri.

#7 LMP1 Creation Autosportif DBA 03S Judd GV5 chassis 02S-01, Nicolas Minassian/Jamie Campbell-Walter – Settima assoluta a 13 giri, ma ritirata per rottura della pompa dell’olio al giro 160 / Seventh overall 13 laps behind, but did not finish due to oil pump breakage on lap 160.
Monza, 1000 Km 2005 - #7 LMP1 Creation Autosportif DBA 03S Judd GV5 chassis 02S-01, Nicolas Minassian/Jamie Campbell-Walter
Monza, 1000 Km 2005 - #7 LMP1 Creation Autosportif DBA 03S Judd GV5 chassis 02S-01, Nicolas Minassian/Jamie Campbell-Walter
Monza, 1000 Km 2005 - #7 LMP1 Creation Autosportif DBA 03S Judd GV5 chassis 02S-01, Nicolas Minassian/Jamie Campbell-Walter
Monza, 1000 Km 2005 - #7 LMP1 Creation Autosportif DBA 03S Judd GV5 chassis 02S-01, Nicolas Minassian/Jamie Campbell-Walter

Ferrari 360 Modena GT2
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The Ferrari 360 Modena GTC was presented in 2003 and produced as a competition car for customers by the company Michelotto Automobili, with direct support from Ferrari, to compete in the GT class. The car, with the aluminium monocoque, was equipped with a 3.6-litre naturally aspirated V8 engine and a six-speed sequential gearbox.

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La Ferrari 360 Modena GTC fu presentata nel 2003 e prodotta come vettura da competizione per la clientela dalla società Michelotto Automobili, con il diretto supporto della Ferrari, per competere nella classe GT. La vettura, con la monoscocca in alluminio, era equipaggiata con motore V8 aspirato da 3,6 litri e un cambio sequenziale a sei rapporti.

#99 LMGT2 GPC Giesse Sport Ferrari 360 Modena GTC chassis GTC2050, Gabrio Rosa/Fabio Babini/Luca Drudi – Ritirata per foratura al giro 20 / Did not finish due to puncture on lap 20.
Monza, 1000 Km 2005 - #99 LMGT2 GPC Giesse Sport Ferrari 360 Modena GTC chassis GTC2050, Gabrio Rosa/Fabio Babini/Luca Drudi
Monza, 1000 Km 2005 - #99 LMGT2 GPC Giesse Sport Ferrari 360 Modena GTC chassis GTC2050, Gabrio Rosa/Fabio Babini/Luca Drudi
Monza, 1000 Km 2005 - #99 LMGT2 GPC Giesse Sport Ferrari 360 Modena GTC chassis GTC2050, Gabrio Rosa/Fabio Babini/Luca Drudi
Monza, 1000 Km 2005 - #99 LMGT2 GPC Giesse Sport Ferrari 360 Modena GTC chassis GTC2050, Gabrio Rosa/Fabio Babini/Luca Drudi
Monza, 1000 Km 2005 - #99 LMGT2 GPC Giesse Sport Ferrari 360 Modena GTC chassis GTC2050, Gabrio Rosa/Fabio Babini/Luca Drudi

Ferrari 550 Maranello GT1
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The Ferrari 550 Maranello was developed independently, with no ties to the Maranello house. The first cars were commissioned in 1999 to the Italian company Italtecnica, which developed road models transforming them into racing GTs. Since 2001, the construction of the 550 Maranello was entrusted to the British company Prodrive which assembled ten cars. Entered by private teams, the Ferrari 550 Maranello equipped with a 6-litre, 600-hp naturally aspirated V12 engine, achieved many successes in the FIA GT championship races and the class victory at the 2003 24 Hours of Le Mans.

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La Ferrari 550 Maranello fu sviluppata in modo indipendente, senza nessun legame con la casa di Maranello. Le prime vetture furono commissionate nel 1999 alla società italiana Italtecnica, che elaborò dei modelli stradali trasformandoli in GT da competizione. Dal 2001 la costruzione delle 550 Maranello fu affidata alla società britannica Prodrive che assemblò dieci vetture. Affidata a squadre private, la Ferrari 550 Maranello equipaggiata con un motore V12 aspirato da 6 litri e 600 CV, ottenne molti successi nelle gare del campionato FIA GT e la vittoria di classe alla 24 ore di Le Mans del 2003.

#51 LMGT1 BMS Scuderia Italia Ferrari 550 Maranello chassis Prodrive 10, Christian Pescatori/Toni Seiler/Michele Bartyan – Ottava assoluta a 15 giri e prima di classe LMGT1 / Eighth overall 15 laps behind and first in class LMGT1.
Monza, 1000 Km 2005 - #51 LMGT1 BMS Scuderia Italia Ferrari 550 Maranello chassis Prodrive 10, Christian Pescatori/Toni Seiler/Michele Bartyan
Monza, 1000 Km 2005 - #51 LMGT1 BMS Scuderia Italia Ferrari 550 Maranello chassis Prodrive 10, Christian Pescatori/Toni Seiler/Michele Bartyan
Monza, 1000 Km 2005 - #51 LMGT1 BMS Scuderia Italia Ferrari 550 Maranello chassis Prodrive 10, Christian Pescatori/Toni Seiler/Michele Bartyan
#61 LMGT1 Convers Team Ferrari 550 Maranello chassis Prodrive 03, Christophe Bouchut/Alex Vasiliev/Nikolaj Fomenko – Dodicesima assoluta a 17 giri / Twelfth overall 17 behind.
Monza, 1000 Km 2005 - #61 LMGT1 Convers Team Ferrari 550 Maranello chassis Prodrive 03, Christophe Bouchut/Alex Vasiliev/Nikolaj Fomenko.
Monza, 1000 Km 2005 - #61 LMGT1 Convers Team Ferrari 550 Maranello chassis Prodrive 03, Christophe Bouchut/Alex Vasiliev/Nikolaj Fomenko.

Lamborghini Murciélago R-GT
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The Lamborghini Murciélago R-GT was presented in 2003, built and developed by the German company Reiter Engineering in collaboration with Audi Sport. The car was equipped with a naturally aspirated 6-litre V12 and was very different from the road version with all-wheel drive, having been eliminated the front wheels drive. The Murciélago R-GTs was used in the FIA GT, Le Mans Endurance Series and American Le Mans Series until 2009, with little success despite their real potential.

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La Lamborghini Murciélago R-GT fu presentata nel 2003, costruita e sviluppata dalla società tedesca Reiter Engineering in collaborazione con Audi Sport. La vettura era equipaggiata con un V12 aspirato da 6 litri ed era molto diversa dalla versione stradale a trazione integrale, essendo stata eliminata la trazione sulle ruote anteriori. Le Murciélago R-GT furono utilizzate nei campionati FIA GT, Le Mans Endurance Series e American Le Mans Series fino al 2009, con scarso successo a dispetto del reale potenziale.

#63 LMGT1 Japan Lamborghini Ownership Club (JLOC) Lamborghini Murciélago R-GT Reiter, Marco Apicella/Hisashi Wada/Kouji Yamanishi – Ritirata per rottura del motore al giro 85 / Did not finish due to engine failure on lap 85.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
Monza, 1000 Km 2005 - #63 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Marco Apicella/Hisashi Wada/Kouji Yamanishi.
#64 LMGT1 Japan Lamborghini Ownership Club (JLOC) Lamborghini Murciélago R-GT Reiter, Peter Kox/Norman Simon – Ritirata per rottura del motore al giro 133 / Did not finish due to engine failure on lap 133.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.
Monza, 1000 Km 2005 - #64 LMGT1 Japan Lamborghini Ownership Club (JLOC), Lamborghini Murciélago R-GT, Peter Kox/Norman Simon.

Lola B05/40
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The Lola B05 / 40, developed from the previous Lola B01/60, was designed to conform to the new LMP2 class for the 2005 Le Mans Endurance Series season. The car had a chassis constructed of carbon fibre, capable of being equipped with different types of engines, based on customer requests. With the Chamberlain-Synergy Motorsport team, the Lola B05/40 won the 2005 LMES championship in the LMP2 class.

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La Lola B05/40, sviluppata dalla precedente Lola B01/60, fu progettata per essere conforme alla nuova classe LMP2 per la stagione della Le Mans Endurance Series 2005. La vettura aveva un telaio costruito in fibra di carbonio, in grado di essere equipaggiato con differenti tipi di motorizzazioni, in base alla richiesta dei clienti. Con la squadra Chamberlain-Synergy Motorsport, la Lola B05/40 vinse il campionato LMES 2005 nella classe LMP2.

#39 LMP2 Chamberlain-Synergy Motorsport Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge – Quinta assoluta a 9 giri / Fifth overall 9 laps behind.
Monza, 1000 Km 2005 - #39 LMP2 Chamberlain-Synergy Motorsport Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge
Monza, 1000 Km 2005 - #39 LMP2 Chamberlain-Synergy Motorsport Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge
Monza, 1000 Km 2005 - #39 LMP2 Chamberlain-Synergy Motorsport Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge
Monza, 1000 Km 2005 - #39 LMP2 Chamberlain-Synergy Motorsport Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge
Monza, 1000 Km 2005 - #39 LMP2 Chamberlain-Synergy Motorsport Lola B05/40 AER turbo chassis HU01, Gareth Evans/Peter Owen/Bob Berridge
#27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard – Ritirata per rottura ruota al giro 63 / Did not finish due to broken wheel on lap 63.
Monza, 1000 Km 2005 - #27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
Monza, 1000 Km 2005 - #27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
Monza, 1000 Km 2005 - #27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
Monza, 1000 Km 2005 - #27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
Monza, 1000 Km 2005 - #27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
Monza, 1000 Km 2005 - #27 LMP2 Horag Lista Racing Lola B05/40 Judd chassis HU06, Didier Theys/Fredy Lienhard.
#41 LMP2 Binnie Motorsports Lola B05/40 Nicholson McLaren chassis HU02, Adam Sharpe/William Binnie/Robert Julien – Ritirata per rottura del motore al giro 7 / Did not finish due to engine failure on lap 7.
Monza, 1000 Km 2005 - #41 LMP2 Binnie Motorsports Lola B05/40 Nicholson McLaren chassis HU02, Adam Sharpe/William Binnie/Robert Julien.
Monza, 1000 Km 2005 - #41 LMP2 Binnie Motorsports Lola B05/40 Nicholson McLaren chassis HU02, Adam Sharpe/William Binnie/Robert Julien.

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The Lucchini LMP2-04 was built in 2004, in a single example (chassis # 152) according to the A.C.O. (Automobile Club de l'Ouest) to participate in the Le Mans Endurance Series and the 24 Hours of Le Mans, in the LMP2 class. The car had carbon fibre monocoque and bodywork and was equipped with the Judd 3.4-litre naturally aspirated V8 engine mated to a 6-speed Pankl sequential gearbox. In 2006 the Lucchini LMP2-04 was equipped with the NME (Nicholson McLaren Engines) XB 3.4 litre naturally aspirated V8, without success.

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La Lucchini LMP2-04 fu costruita nel 2004, in un unico esemplare (chassis #152) secondo il regolamento A.C.O. (Automobile Club de l'Ouest) per partecipare al campionato Le Mans Endurance Series e alla 24 ore di Le Mans, nella classe LMP2. La vettura aveva la monoscocca e la carrozzeria in fibra di carbonio ed era equipaggiata con il motore V8 aspirato Judd da 3,4 litri accoppiato a un cambio sequenziale Pankl a 6 velocità. Nel 2006 la Lucchini LMP2-04 fu equipaggiata con il V8 aspirato NME (Nicholson McLaren Engines) XB da 3,4 litri, senza ottenere successo.

#45 LMP2 Lucchini Engineering Lucchini LMP2-04 Judd chassis 152, Piergiuseppe Peroni/Mirko Savoldi – Ritirata per rottura dell’alternatore al giro 61 / Did not finish due to breakage of the alternator on lap 61.
Monza, 1000 Km 2005 - #45 LMP2 Lucchini Engineering, Lucchini LMP2-04 Judd chassis 152, Piergiuseppe Peroni/Mirko Savoldi.
Monza, 1000 Km 2005 - #45 LMP2 Lucchini Engineering, Lucchini LMP2-04 Judd chassis 152, Piergiuseppe Peroni/Mirko Savoldi.

Pilbeam MP93 - JPX
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The Pilbeam MP93 was designed by Mike Pilbeam in 2005 specifically for the new LMP2 specifications. The monocoque was in aluminium honeycomb and carbon fibre and was characterized by a very low and sleek line. Equipped with the normally aspirated 3.4-litre JPX 120° V6 engine prepared by the Swiss company Mader and a Hewland 6-speed sequential gearbox, the car made its racing debut at the 2005 Le Mans 24 where it had to retire due to clutch failure. The 1000 Km of Monza in 2005 represented the second race for the Pilbeam MP93.

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La Pilbeam MP93 fu progettata da Mike Pilbeam nel 2005 specificamente per le nuove normative LMP2. La monoscocca era in honeycomb di alluminio e fibra di carbonio ed era caratterizzata da una linea molto bassa e filante. Equipaggiata con il motore V6 a 120° JPX da 3,4 litri preparato dalla società svizzera Mader e da un cambio sequenziale a 6 rapporti Hewland, la vettura debuttò in corsa alla 24 di Le Mans del 2005 dove si dovette ritirare per il cedimento della frizione. La 1000 Km di Monza del 2005 rappresentò la seconda gara per la Pilbeam MP93.

#20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau – Ritirata per rottura del motore al giro 45 / Did not finish due to engine failure on lap 45.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.
Monza, 1000 Km 2005 - #20 LMP2 Pierre Bruneau Pilbeam MP93 JPX chassis 01, Marc Rostan/Jean-Philippe Peugeot/Pierre Bruneau.

Porsche 996
#88 LMGT2 Gruppe M Racing Porsche 996 GT3-R chassis WP0ZZZ99ZYS692079, Jonny Cocker/Tim Sugden – Ritirata per rottura sospensione al giro 82 / Did not finish due to suspension failure on lap 82.
Monza, 1000 Km 2005 - #88 LMGT2 Gruppe M Racing Porsche 996 GT3-R chassis WP0ZZZ99ZYS692079, Jonny Cocker/Tim Sugden
Monza, 1000 Km 2005 - #88 LMGT2 Gruppe M Racing Porsche 996 GT3-R chassis WP0ZZZ99ZYS692079, Jonny Cocker/Tim Sugden
Monza, 1000 Km 2005 - #88 LMGT2 Gruppe M Racing Porsche 996 GT3-R chassis WP0ZZZ99ZYS692079, Jonny Cocker/Tim Sugden
#76 LMGT2 Autorlando Sport Porsche 996 GT3-RSR chassis WP0ZZZ99Z4S693088, Mike Rockenfeller/Franco Groppi/Luigi Moccia – Ritirata per rottura della frizione al giro 94 / Did not finish due to clutch breakage on lap 94.
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#86 LMGT2 Noble Group Porsche 996 GT3-RSR chassis WP0ZZZ99Z4S693074, Mathew Marsh/Darryl O'Young – Ritirata per incidente al giro 45 / Did not finish due to an accident on lap 45.
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Promec PJ119 Judd
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The Promec PJ119 was built in a single example at the initiative of the driver Gianfranco Trombetti in 2002. The car had a carbon fibre monocoque and was initially equipped with a 3.2-litre turbo Peugeot V6 engine, developed by the French company Sodemo. The car participated in the FIA Sportscar Championship in the SR1 class in 2002 and 2003. In 2005 it was equipped with the naturally aspirated 4-litre Judd V8 engine and ran only the 1000 km of Monza.

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La Promec PJ119 fu costruita in un unico esemplare su iniziativa del pilota Gianfranco Trombetti nel 2002. La vettura aveva una monoscocca in fibra di carbonio e inizialmente era equipaggiata con un motore V6 Peugeot turbo da 3,2 litri, sviluppato dalla società francese Sodemo. La vettura partecipò nel 2002 e 2003 al FIA Sportscar Championship nella classe SR1. Nel 2005 fu equipaggiata con il motore V8 aspirato Judd da 4 litri e corse solo a Monza.

#5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena – Ritirata per un testacoda sulla ghiaia della curva parabolica al giro 25 / Did not finish due to spin on the gravel at parabolica corner on lap 25.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.
Monza, 1000 Km 2005 - #5 LMP1 GP Racing Promec PJ119 Judd chassis 1, Alex Caffi/Michele Serafini/Leonardo Maddalena.

Final Ranking / Classifica finale
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To deepen the topic...
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Per approfondire l'argomento

1000 Km di Monza 1965-2008 - Aldo Zana - Giorgio Nada Editore
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In this beautiful book signed by the automotive historian Aldo Zana, all the editions of the 1000 Km of Monza are described from 1965 to 2008. For each race, in addition to the detailed report, the starting grid and the final ranking are shown, all accompanied by magnificent archive photographs, very often unpublished. The book is written in Italian. It is a precious and unique book especially for those who, like me, have personally witnessed several of the races described. This book is highly recommended.

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In questo bellissimo libro firmato dallo storico dell’automobilismo Aldo Zana, vengono descritte tutte le edizioni, dal 1965 al 2008, della 1000 Km di Monza. Per ogni gara, oltre al dettagliato resoconto, viene riportata la griglia di partenza e la classifica finale, tutto corredato da magnifiche fotografie d’archivio, molto spesso inedite. Il libro è scritto in italiano. È un libro prezioso e unico soprattutto per chi, come me, ha assistito di persona a diverse delle gare descritte. Questo libro è altamente consigliato.


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