Then came another crackle with Jonny calmly listing out the warning lights he was getting on the dash – remember that in GT2 class we are not allowed car-to-pit telemetry, only data downloads by wire once the car is in the pit lane. The scenario seemed familiar. We began to prepare for what we thought would be another long repair in the garage. However, our goal was simple, get the car back out and take the checkered flag. We had run the distance needed to be classified but to remove any question in the stewards’ minds, we needed to see the clock tick to 24 hours.

White (R) downloads his instructions to team driver Marino Franchitti. (LAT)

Unfortunately, it wasn’t meant to be. Suddenly, there were no radio confirmations from Jonny and all of our eyes flashed to the monitors. The images confirmed that the car had lost power and rolled to a stop nearing the Mulsanne Corner. Jonny was left at the end of the Mulsanne Straight with no power and no radio communication. He did have a small tool kit in the car which included a mobile phone. This is all part of our pre-race preparation. The ACO rules are very clear that the driver is the only one allowed to work on the car when it stops on course.

He cannot receive tools or parts from the crew and can only use what was with him in the car. Jonny put in a great effort, everyone on the team did, trying to work through the problem enough to get the No. 87 back to pit lane for the crew to fix the car. However, it just wasn’t meant to be. We went 21 hours, 55 minutes officially. We tried to fix the car for almost another two hours before I had to, reluctantly, sign the “abandonment” papers officially ending our first 24 Hours of Le Mans as Drayson Racing.

Jonny would later tell us that he was full throttle going down the Mulsanne Straight when, after the second chicane, the car suddenly and completely shut-off. No warning, no big explosion or screeching of strained metal. Without the alternator feeding power to the engine and into the battery, the battery eventually died and killed all power to the otherwise strong Aston V8 engine. In the end we had run 70% of the distance covered by the overall winner but, by not crossing the finish line, we were not “classified” and received no final finishing position in the race.

I think the fight at the end to get the car working spoke volumes about the team that we have at Drayson Racing. No one gave-up, everyone focused on finding a solution. They did their job and helped others without being asked when they saw the need. Looking back, it was almost magical to see! I have spoken again and again this year about teamwork and finding the right mix at Drayson Racing. At Le Mans, for the first time, I saw a Drayson Racing “team” not a group of individuals calling itself Drayson Racing. I knew then that we have a championship caliber team in place that can challenge for many years to come at any level it chooses to race. That, to me, was the best Christmas present I could have asked for.

~Dale

The opinions reflected herein are solely those of the above commentator and are not necessarily those of SPEEDtv.com, SPEED, FOX, or NewsCorp.

Dale White joined the Drayson Racing ALMS/LMS program as Team Manager in 2009 after one season as strategist/consultant. White is the founder and owner of White Lightning Racing.

Since 1999, White has directed over 100 professional racing series victories, seven team championships, two 24 Hours of Le Mans victories and multiple pit crew championships in Trans-Am, World Challenge, the USRRC, Grand American Rolex Series and American Le Mans Series competition.

White is an avid family man and outdoorsman, and lives a simple lifestyle in Bozeman, Montana with his wife Jackie allowing the couple to be closer to nature.

Learn more about the Drayson Racing team at www.DraysonRacing.com


The opinions reflected herein are solely those of the above commentator and are not necessarily those of SPEED.com, FOX, NewsCorp, or SPEED