20 October | Race, hour 2 | Laguna Seca
stasis
RACETIME: 2:00:00
The term stasis means a state of static balance or equilibrium. It has been used to describe political situations in which neither party is making any progress and thus nothing is advanced or reversed. At the end of the second hour at Laguna Seca, the GT2 universe is in stasis, much as it was anticipated it would be when Ferrari and Porsche hit the track for this season-ending high-speed duel. In Hour 1, the No. 45 Porsche driven by Jorg Bergmeister jumped out in front of Jaime Melo’s Risi Competizione Ferrari 430GT. The two will be forever linked in history because of the famous (or infamous if you were pulling for Porsche) last lap drama at this year’s 12 Hours of Sebring. All year long they have battled it out, in races long and short and here it is no different.
Melo, driving very strategically, waited until the right moment, and then snatched the lead from Bergmeister in Hour 1. At the close of Hour 2, Melo had consolidated his lead, if you call a .662 lead “consolidation� (at this level of competition, that is precisely what it is).
Hour 2 was not without drama. The Petersen/White Lightening Ferrari officially retired due to a half-shaft failure. It’s getting lonely on the course if you’re a Ferrari supporter or driver.
Luck was moving in the opposite direction for Porsche. Dominik Farbacher and Wolf Henzler in the No. 71 Porsche (Tafel Racing) worked their way from last overall at the start of the race to third in GT2, a very nice run considering the track and the competition.
At one hour and 45 minutes into the race, Jaime Melo added some adventure to his stint by taking an on-and-off at turn 4, but, in typical Jaime fashion, did not give up the lead. The rest of the hour was without drama—thankfully—and when Hour 2 ticked to a close, the standings looked like this:
1st Risi Competizione Ferrari 430GT (Jaime Melo)
2nd Flying Lizard Porsche 911 GT3 RSR (Jorg Bergmeister)
3rd Tafel Racing Porsche 911 GT3 RSR (Wolf Henzler)
At the half-way point, Risi Competizione is running a totally professional, well-managed, well-executed race. But there are two, tough hours to come as this race will close in darkness and that could bring all kinds of excitement.
Stay tuned, for the hour 3 report.
20 October | Race, hour 1| Laguna Seca
the duel
RACETIME 1:08:27
A four race is a very interesting format for sports car racing. Not as demanding as a 12 hour race (Sebring), 10 hour race (Petit Le Mans) or 24 Hour Race (Le Mans), it’s still a much more difficult test than the standard ALMS format of two hours and forty-five minutes. A four hour race means more pit stops, more tire changes, more driver changes, more time on the track exposed to other drivers who may (or may not) give you a bit of bump, more time for things to go wrong and more time for things to go right. The operative concept is this: more.
The fans get their money’s worth in a four hours race, because the race is short enough that they can see the whole thing and yet long enough that there’s ample room for drama. At one time, teams and drivers concentrated highly on “strategy� and one of the favorites was to lay low during the first of the race and then go like wild rabbits in the closing hour. That strategy fell out of favor when the reliability of race cars improved to the point that they could be driven pretty much flat out for an entire race; all that happened was the front runner built up such a lead that the slow-then-go cars couldn’t catch them with a rocket booster attached to the car. The resulting “See Ya!� moment was both crushing and humiliating and that particular race strategy faded into the landscape of the racing rear view mirror.
Hour One of the Four Hour Laguna Seca ALMS race provided living proof that epic battles bring out the best in the contestants, as Risi Competizione’s Ferrari 430GT with our guys Mika Sala and Jaime Melo on board, going against the Number 45 Porsche from Flying Lizard Motorsports, featuring their dynamic duo, Johannes van Overbeek and Jorg Bergmeister.
Melo started on the pole, followed by Drumbeck in the Petersen/White Lightening 430GT with van Overbeek/Bergmeister in third spot on the final GT2 grid. When the flag dropped, Bergmeister (starting for Flying Lizard) and Melo (starting for Risi Competizione), quickly put some distance between themselves and the Petersen White Lightening 430GT. Bergmeister managed a very good start and took the lead, Bergmeister held off Melo, who was driving a very disciplined first stint, until forty-three (:43) minutes into the race, when Melo nipped past him with a bit of door-to-door combat heading into Turn 5 and then dropped down and under the Porsche for the pass.
Two minutes later, Tracy Krohn in the No. 61 Ferrari 430GT had an off and stopped at Turn 4. Krohn eventually made his way back to the pits and back on the course, continuing the fight. Almost simultaneously (47 minutes into the race) Petersen/Lightening’s No. 31 Ferrari 430GT, with Peter Dumbeck doing the piloting chores, lost power at the start finish line and stopped on the course at the top of turn 1. A later diagnostic review turned up a drive shaft problem. The car was later retired, leaving two Ferraris (both from Risi) left in the biggest race of the year against Porsche.
One hour into the race, Melo sprints into the pits for fuel only (the Michelins are strong enough to double-stint them) and then he zips right back out again, maintaining the lead.
Officially, this is what the race looks like at the end of One Hour:
1st. No. 62 Risi Competizione Ferrari 430GT
2nd No. 45 Flying Lizard Porsche 911 GT3 RSR
3rd No. 71 Tafel Racing Porsche 911 GT3 RSR
Throughout the hour, the maximum lead between the Ferrari and the Porsche, has only been a little over 1 second.
Who will go the distance? We’ll find out in the long run.
Next up: Hour Two
RACETIME: 31:22
Melo, doing what Melo does best, has closed the gap with Bergmeister in the Porsche to .180 seconds.
RACETIME: 20:00
Twenty minutes into the final ALMS race of the season—the one that will decide a trio of GT2 championships—Ferrari and Porsche are battling it out as the season long duel is finally reaching its final stages.
Bergmeister, in the No. 45 Porsche 911 GT3 RSR (Flying Lizard Motorsports) has a two-thirds of a second advantage over Jaime Melo (who started on the pole) in the Risi Competizione No. 62 Ferrari F430GT. Melo has already posted the fastest lap of the just-started race, and is driving a very well disciplined race. Porsche, true to pre-race speculation, is going all-out for a win.
The setting could not be more spectacular: a dipping and rising race track, with fresh pavement, set into the rolling hills of Northern California on a sunny, cloudless day, with temperatures in the sixties. If you catch the wind the wrong way, there’s a bit of a chill, but the temperatures are perfect for racing cars and racing spectators.
20 October | Afternoon of Race Day | Laguna Seca
rearview mirror
“It’s déjà vu all over again�—Yogi Berra.
Yogi Berra was one of the greatest of all New York Baseball players and one of the greatest catchers of all time. As famous as he was for his baseball skills, he achieved wide fame outside of baseball for his unique way with words and, what more fitting lead in to the situation Risi Competizione faces at Laguna Seca today that Yogi’s quote about history repeating itself.
Today is the last race of the 12 race Ameican Le Mans Series. Risi Competizione enters the race in contention for the triple: Team Championship, Manufacturer’s Championship, and Driver’s Championship. Here’s a very brief recap of the Risi Competizione ALMS season.
The 12 Hours of Sebring, March 17th, Sebring Florida.
Drivers: Mika Salo, Jaime Melo, Johnny Mowlem.
The Risi Competizione 430GT stared on the pole and won the GT2 race in the closest finish in Sebring history, just barely winning over the No. 45 Porsche 911 GT3 RSR of van Overbeek/Bergmeister/Lieb, entered by Flying Lizard motorsports. If you haven’t see the finish, you can view it at YouTube.com…..justifiably considered one of the greatest finishes in the history of motorsports, it also set the stage for a season-long battle with the Flying Lizard Porsche.
Accura Sports Car Challenge of St. Petersburg, March 31st, St. Petersburg, Florida
Drivers: Mika Salo, Jaime Melo
Salo and Melo seize another tight victory over van Overbeek/Bergmeister in the Flying Lizard Porsche in St. Petersburg, extending the Risi Competizione win streak to two wins in a row. Melo qualified the No. 62 Ferrari in second place; Tomas Enge, driving for Petersen/ White Lightening in another Ferrari 430GT posted fastest lap but crashed late in the race while being pursued by Mika Salo, who took the Ferrari over the finish line in first.
Toyota Grand Prix of Long Beach, April 14th, Long Beach, California
Drivers: Mike Salo, Jaime Melo, Nic Jonsson, Anthony Lazzaro
Risi Competizione picked up its third win in a row and its first double podium (1st and 3rd) at Long Beach. Mika Salo qualified the No. 62 on the pole and teamed with Jaime Melo for the win; Nic Jonsson and long-time Risi driver Anthony Lazzaro brought the teams other 430GT home in third place.
Grand Prix of Houston, April 21st, Houston, Texas
Drivers: Mika Salo, Jaime Melo
Playing to the hometown crowd (Risi Competizione’s race workshop in located inside the Ferrari of Houston compound), Salo and Melo won their fourth straight ALMS GT2 race on the street circuit at Reliant Park in Houston >Mika Salo handled qualifying for the No. 62 Ferrari and took the pole.
Utah Grand Prix, May 19th, Tooele, Utah
Drivers: Mika Salo, Jaime Melo
The last race before the competition break for the 24 Hours of Le Mans was the first race in which the Risi Compeizione Ferrari 430GT suffered a mechanical problem, leaving the race after only 31 laps. The team would now pack up and leave for France and the famous 24 Hours of Le Mans endurance test.
Northeast Grand Prix, Lakeville, July 7th, Lakeville Connecticut
Drivers: Mika Salo, Jaime Melo
Salo qualified the red Ferrari in second place, but the race effort was marginalized by an on-course incident with another car; the resulting damage (and the time it took to get the car back on the course), dropped the No. 62 Ferrari down to 9th place. The No. 45 Flying Lizard Porsche finished 1st.
Accura Sports Car Challenge, July 21st, Lexington, Ohio
Drivers: Mika Salo, Jaime Melo
Jaime Melo again stepped into the role of qualifying driver and put No. 62 on the pole. The car finished second, after another race incident knocked it out of first. The winner of the race was the van Overbeek/ Bergmeister No. 45 Porsche.
Generac 500, August 11th, Elkhart Lake, Wisconsin
Drives: Mika Salo, Jaime Melo
Salo and Melo returned the team to the top of the podium with a win in the four hour Generac 500, conducted at Road America. Melo qualified the Ferrari in first place.
Grand Prix of Mosport, August 26th, Bowmanville, Ontario, Canada,
Drivers: Mika Salo, Jaime Melo
Back on form (Melo qualified for the pole, teammate Gianmaria Bruni put the No. 61 in second place on the starting grid) Salo and Melo won Mosport and the team’s other car took second place, giving Risi Competizione a 1-2 podium finish. The win was the team’s second in a row.
Detroit Grand Prix, September 1st,, Detroit Michigan.
Drivers: Mika Salo, Jaime Melo, Gianmaria Bruni, Eric Helary
Salo and Melo pick up their third win in a row, after qualifying second (Bruni took the pole in the team’s No. 61 Ferrari). The team has now put together win streaks of four and three wins in 2007.
Petit Le Mans, October 6th, Braselton, Georgia
Drivers: Mika Salo, Jaime Melo, Johnny Mowlem
Melo qualified the No.62 car on the pole, but on race day, luck turned against the Risi Competizione team. First casualty: Johnny Mowlem, who hit some oil during the warmup, breaking his right wrist and doing some non-structural damage to the No. 62 Ferrari, which was repaired in time for the race. During the race, however, the car began to experience brake light problems and the series of stops necessary to handle that bit of bad luck was enough to push the car’s finishing position down to 6th.. The No. 45 Porsche of van Overbeek/Bergmeister took the win, tightening up the points race and setting the stage for the showdown at Laguna Seca.
20 October | Morning of Race Day | Laguna Seca
Hotel California
The opening bars to “Hotel California� by the Eagles include some of the most famous chords in music, ranking right up there with the stunning opening chord to “Help� by the Beatles or Pete Townsend’s lead -in synthesizer riff to “Won’t Get Fooled Again�. The mood is definitively set as Joe Walsh tears into the first lead with his trademark slashing guitar solo, pushing the tight, opening acoustic guitar work into the background, smearing the notes of the over-amped, electric guitar solo, increasing the power of the chord progression as he moves deeper into the song, hinting at the dark duality of the California dream: a seductive beauty with a nasty, destructive streak.
“On a dark desert highway, cool wind in my hair,
Warm smell of colitasrising up through the air.
Up ahead in the distance, I saw a shimmering light….�
--Hotel California, The Eagles
Is that shimmering light another championship for Risi Competizione?
That is precisely where we find ourselves today, just hours away from a showdown at Laguna Seca that will determine, again, the GT2 championship in ALMS. This year, three titles are on the line for Risi Competizione: the Driver’s Championship, the Team Campionship, and the Manufacturers Championship. With win streaks of four and three wins in the 2007 ALMS series, the title hunt should not come down to one last race; it shouldn’t be this close. Risi Competizione has—all year—set the pace on the track, and captured thus far 7 out of 11 ALMS races. No other team has won as much, as often.
But this is Ferrari and the shadow cast by Ferrari is drama.
So here we are, at Laguna Seca, for one last shootout with the Flying Lizards and Petersen/White Lightening and Tafel Racing and Rahal Letterman. Ferraris and Porsches and Panoz’s mixing it up on the dramatic rises and falls of the sun-bronzed landscape at Laguna Seca Raceway.
The setting is perfect for this type of drama. Driving down from San Jose, past the softly rolling brown hills of achingly beautiful Northern California, one senses both the promise and the potential heartbreak of California. The trip takes about an hour, from San Jose to the Monterey penisula, and then it’s another fifteen or twenty minutes—depending upon traffic—out to the Mazda Raceway at Laguna Seca. Just entering the Laguna Seca track is a prologue to the race to come: the entry lanes climb and dive and twist and turn as you get close to the track, an asphalt greeting card for the conditions the race car drivers will face.
Risi Competizione comes to Laguna Seca well-prepared for the race but a little out of sync with our high standards of performance expectations for 2007. At the Petit Le Mans, the race was almost over before it started, when Johnny Mowlem had an on track adventure with the No. 62 Ferrari (which had earned the pole due to a terrific drive by Jaime Melo) when it hit oil laid down by another car and, despite Mowlem’s best efforts to control the car, it went into the wall on the front straight in the warm-ups. IM SA came to the Risi Competizione pits to apologize for being a bit slow with the flag on the oil but it was too late to save Mowlem from an un-necessary ride.
Off to the transporter for a fix and an hour and change later No. 62 was ready to race. Mowlem was not so lucky, suffering a broken right wrist which ended his driving duties for the weekend.
The No. 62 Ferrari 430GT lead Petit Le Mans—repairs and all—before eventually suffering brake light problems which required repetitive pit stops to sort out. By the time the sorting was over, so was the race, and the car finished well down in the standings, in sixth place. At the top of the podium: Flying Lizard. Like a championship fight, one team throws what they think is a knock out punch and then the other one counters; great stuff if you’re a fan or a team member. After all, what good is racing without great competition?
Anyway you cut it, Petit Le Mans was not the race we had planned when we first unloaded the transporters at the Road Atlanta track. The hope was to avenge 2006’s Petit Le Mans difficulties, when the No. 62 car (which qualified on the pole) was taken out of the race by former team driver Ralf Kelleners in a single car accident. In one of those extremely prophetic bits of coincidence, Mowlem’s adventure was in almost exactly the same place as Kelleners’ last year.
Risi Competizione does not like abrupt, jarring, endings or alterations to well-planned race meetings and for the past two seasons, that has been the leadup to Laguna Seca. A not-up-to-expectations performance at Petit Le Mans despite great, even brilliant driving, in practice and qualifying. So is there a bit of extra intensity going into this year’s Laguna Seca race? You bet.
That extra intensity is going to be necessary. Looking at this race from Porsche’s point of view, a great showing this weekend by Porsche can snatch the championship from Ferrari (and Risi Competizione) because of the way race results are scored all season along. The Porsche factory teams have not faced the obstacles that Risi Competizione had to face this year, most notably a series of on-track incidents at Lime Rock and Mid-Ohio that damaged the team’s consistency in scoring points. And, you can bet the Porsche GT2 strategists will pull out every trick, every tuning advantage, every new performance improvement for this race, because they have everything to gain and nothing to loose by pulling out all the stops for a win. There is always ample reason to respect the Porsche teams and drivers on the track—what else but respect can you have for competitors who are never more than the blink of an eye away in speed—and this weekend, Porsche enters on a bit of a high, having broken the Risi Competizione three-win streak with a win of their own at Petit.
It is all very simple: one race for everything against your oldest, toughest rival.
It’s just perfect.
This is Ferrari and the shadow of Ferrari is drama.
Stay tuned. More to come, from Laguna Seca.
10 October 2007 | Pre-race | Laguna Seca
get rhythm
“Who can go the distance, we’ll find out, in the Long Run……
“People talking about it, they got nothing else to do…when it all comes down, we will still come through, in the long run.�
--The Long Run (Eagles)
The 2007 race season for Risi Competizione is 13 races long. It started in March with the 12 Hours of Sebring and ends this weekend at Laguna Seca. In between are twelve ALMS races and the Godzilla of endurance racing: the 24 Hours of Le Mans. The season is both an analog event (continuous and linked) and a digital one (discrete happenings that require individual attention).
To those who watch us race, Risi Competizione is visible only at the race track; to those who work inside, Risi Competizione is present every minute of every day of the year, because there is no off-season. The season that spectators and fans see, which stretches from March to October is actually 12 months long, from January to December, when testing sessions are included. It’s a long run and the goal is to be around in contention for a title at the end of the season.
There is a rhythm to the season and a rhythm to the time between the seasons and a rhythm to the time between the races. No one talks about it—maybe no one notices it—but it’s important. What you see on the track is the direct result of what you don’t see: the work done in between races.
Racing is the ultimate team sport. A hot hand at power forward might bail out your basketball team in the big game and a great quarterback can sometimes take a mediocre team to new heights, but racing is a lot less forgiving than those sports. Poor preparation means slow cars and breakdowns and slow cars and breakdowns don’t win races. We come to win so we work hard during the times in between races. If you’re still preparing your car for a race once you arrive at the race track, you’ve got a problem.
Preparation is an on-going process and preparation for the next race starts at the end of the last one. The race complete, the brain trust has a debrief: Rick Mayer, Don Shaver, Mark Schumann, Giuseppe Risi, Dave Sims, Mike Salo and Jaime Melo, Maurizio Nardon from Ferrari Corse Clienti plus other drivers and selected suppliers, all discuss the race, the strategy, the results, and how to improve. A quick survey of the cars by the technicians brings a list of obvious things that need to be fixed/replaced/repaired. An order is put into Ferrari SpA or Michelotto for the necessary parts, so they will be waiting when the team arrives at its next destination.
After the race is over, the team has to reload the transporter with the cars and all of the gear that’s necessary for the race: the two Ferrari 430GTs, the timing stand, spares, tire racks, body parts, tool kits, uniforms, rims, setup gear, computers, radio equipment, computer network equipment, flooring for the garage, cleaning equipment, water, drinks, snacks, handouts, oil, solvents, test gear, the espresso machine, spare uniform bits and pieces, t-shirts and hats to hand out to sponsors and friends, tables, walls and shop partitions, coolers, antennas, gearboxes, gears, and on and on and on. If you think about moving a very large household 26 times a year (13 races times two, i.e. moving in and moving out of the track) you get the idea of how demanding and exhausting this can be. And this is just to get the truck and the cars TO the race (and back to the shop afterwards). Think race mechanics lead a glamorous life? They’re the ones doing the loading and unloading. After this, they get to go to work.
With the trucks packed up, the team splits up: truckies (Scott Wolfe and Michael Taylor) drive the transporters to the next stop while the rest of the team flies ahead to be ready to unload the trucks when they arrive.
Ideally, if there’s time in between races, the team returns to Houston, and Risi Competizione’s home at Ferrari of Houston. If there’s not enough time between races and the tracks are too far apart (i.e. the Road America to Mosport to Detroit segment of the race this year), the trucks head for the next race and no one gets to come home. Glamour always takes a beating when it meets reality.
The Risi Competizione workshop is maybe the best place in ALMS to work on a race car. The race workshop has four work bays to enable work on four cars at once; it has a storage area for tires and supplies and equipment; there is a gearbox shop; a machine shop with computer controlled milling machines, for those parts that have to be fabricated or developed; there’s a shock and damper workshop; offices for “Truckie� (Scott Wolfe, Transportation Director), Richard Taylor (Crew Chief) and a general office for the techs, complete with fridge and internet connection. The walls are lined with posters and photos from previous races, stretching back to 1998. You can read the history of the team if you have time: the world sports car championship (1998, in a Ferrari 333SP), Sebring, Le Mans, the breakthrough 360GT victory at Lime Rock that broke Porsche’s stranglehold on GT2.
The complex at Ferrari of Houston also includes Ferrari of Houston’s two client workshops, another huge storage area for tires, a laser alignment setup, a state of the art tire balancing machine, the Ferrari of Houston parts department, an entire floor of the dealership building devoted specifically to the management of Risi Competizione, the body shop (one of six factory authorized Ferrari body shop’s in North America). Inside the race workshop, there are always some interesting vintage race cars present. If you can’t get inspired with a pair of Michael Schumacher’s F1 Ferrari race cars and a Ferrari 333SP in the same workspace, you need to switch careers.
When the trucks arrive back at the race workshop, the load/unload process goes into the unload cycle. The cars are taken off the trucks and then stripped down, doors and hoods and engine covers and wheels taken off the cars and tool boxes are removed from the trucks and re-installed into the workshop. The previously empty workshop fills up quickly with all the gear removed from the trucks.
The cars are then cleaned rather forcefully. A racecar picks up an enormous amount of gunk on the track so they are hosed down with both water and a variety of cleaning solutions. When the cars are totally clean, they’re brought back into the garage where every component is inspected—rather ruthlessly—for flaws or wear or damage or signs that it might not be up to the task at the next event. Broken or cracked body parts are removed and sent to the body shop for refurbishment. Jon “Spike� Langdon, who does the Risi Comp bodywork, gets busy with repairing the numerous carbon fiber, Kevlar or Plexiglas bits that make up the car’s bodywork; Langdon is also responsible for replacing, adding, or removing all of the stickers on the car, those from our sponsors and those mandated by IMSA and ALMS.
The Crew Chief (Richard Taylor) preps a job list for the chief mechanics of each car (Peter “PK� Kazmar for No. 62 and Chris Riggs for No. 61). Plans are made and. Key to this process is inspection: is the part broken, cracked or fatigued or has it passed its life cycle.
While the removable parts of the 430GT are in the body shop for repair and repainting, the team works on the bits and pieces that will go back onto it. Richard Taylor, the crew chief—who is also one of the very best gearbox techs in the world— working with Danny Hines, pulls the gearbox apart, inspects every item, gives it a good clean up inside and out and then starts the task of rebuilding the gearbox (and the multiple spare gearboxes) for the next race. Because no two tracks are the same, the gear ratios for the sequential shift gearbox will have to be changed for each gear and each gearbox. How good is Richard Taylor? At Daytona, in 2002, when our 333SP came in because of a gearbox problem caused by improperly hardened gears from a supplier, Richard Taylor rebuilt a 333SP gearbox in about thirty minutes, in the dark, with your trusty correspondent holding a flashlight for support. Rather like doing a heart bypass in a dark operating room, Taylor breezed through the process with his typical good cheer.
When the body parts are finished, they are reinstalled on the car as another team of team of technicians attacks the job list, installing, prepping, checking, replacing, calibrating all of the many systems, from the purely electronic (team radio) to the completely mechanical (radiators). If the engine in the car is at its racing limit in terms of kilometers run, a new engine is installed and the old engine is boxed up for shipment back to Michelotto in Italy. Keeping these parts moving in and out on schedule is the primary job of Russell Adams, the Risi Competizione Business Manager. Russell started as the parts manager at Ferrari of Houston, so he’s had plenty of experience in dealing with the logistics of getting parts into and out of the United States.
Once the cars have been refitted, inspected, new parts installed and re-inspected all the body and paintwork done, the calibration process starts. Each car is weighed, to verify that it’s within specs for the class and the race and the wheels are aligned. The team has to be absolutely certain that anything taken off the car or put on has not in any way changed the essential balance of the F430 GT, a car whose balance and cornering ability is crucial to its’ competitive edge on the track.
Once the final check over is complete, the loading process begins again and the shop empties out as all of the necessary gear is again placed into one of the two Risi Competizione transporters (we use High-Tech trailers custom built for our team, powered by massive Volvo diesel tractors, running on Michelin tires). When the trucks are buttoned up for the trip, there’s one last check to be certain everything necessary is onboard. Then, it’s up to Scott Wolfe and Michael Taylor to drive the trucks to the next race.
The Risi Competizione transporters left the race workshop this morning (Saturday, 13 October) at exactly 10:11AM for Laguna Seca and the showdown for the GT2 Championship next Saturday.
After nine months, in the dramatic fashion typical of Ferrari, Risi Competizione rolls to California for one last race that will decide the GT2 Championship.
We’re prepared for it.