Trent Hindman and Mario Farnbacher Set for Full IMSA Campaign with Meyer Shank Racing

Pataskala, Ohio (11 December 2018) – Preparing for its 16th season of IMSA competition, Meyer Shank Racing (MSR) will have a two-car campaign in the IMSA WeatherTech SportsCar Championship in the GT-Daytona class with the Acura NSX GT3 Evo.

Trent Hindman and Mario Farnbacher will pair for the full season effort in the No. 86 MSR Acura NSX GT3 Evo, with Justin Marks slotted for the four Michelin Endurance Cup rounds along with the return of AJ Allmendinger for the Rolex 24 At Daytona.

The No. 86 entry will be joined by MSR’s all-female line up of Jackie Heinricher, Katherine Legge, Bia Figueiredo (Ana Beatriz) and Simona De Silvestro for the Rolex 24 At Daytona in the No. 57 Acura NSX GT3 Evo.

The team closed out the 2018 IMSA WeatherTech SportsCar Championship as runner up in the GTD class after scoring wins in Detroit and at WeatherTech Raceway Laguna Seca.

Both Hindman and Farnbacher will move from their 2018 endurance duties with MSR to full season teammates this coming season.

Farnbacher joined MSR for five races in 2018 and drove to victory with Legge in Detroit for the team’s first win of the season. Farnbacher also scored another podium finish alongside Legge at VIRginia International Raceway. The German ace is eager to begin his season with MSR paired with Hindman.

“I am super happy to be back with MSR and then to drive the full season is a mega bonus,” said Farnbacher. “I am so happy and thankful for this opportunity. The Acura NSX GT3 is a great platform, and I am convinced the Evo will be a really competitive ride for 2019. I will definitely do my best, like I always do, to be successful in 2019 with MSR and my teammates and I can’t wait for the season to start.”

Relishing in his first ever full season IMSA ride at the WeatherTech level, Hindman also enjoyed success with MSR last year as he was an integral factor in the team’s Rolex 24 At Daytona second place finish along with its second place finish at the IMSA finale event, Petit Le Mans. Hindman’s aggressive yet calculated driving style will be an asset to MSR this year.

“It’s been five years of scrapping in GS, Super Trofeo, and various other categories to finally be in a position to run in the IMSA WeatherTech Championship full time,” said Hindman. “This is absolutely a dream come true and I owe the world to Mike (Shank) and the entire Meyer Shank Racing team for the opportunity of a lifetime. This is a team that I’ve come to grow very close with in my role in the endurance races in 2018. Now, seeing where we will be in 2019, makes me even more grateful to be working with this group. I am honored and I am thankful to be driving an MSR prepared Acura NSX GT3 Evo for 2019 in phenomenal company.”

Also making his return to the MSR squad, Marks will take on Michelin Endurance Cup duties in the No. 86 entry alongside Hindman and Farnbacher. With a 2017 season that saw several setbacks, Marks is now hoping to push forward this year at Daytona, Sebring, Watkins Glen and Petit Le Mans.

“I’m thrilled to return to MSR in 2019 for the Michelin Endurance Cup races,” said Marks. “The team has done a wonderful job improving the NSX GT3 and with the Evo updates I think we’ll be very competitive. I feel like there’s some unfinished business after a difficult 2018 and I’m looking forward to wiping the slate clean and having another go at it.”

Would it be a Rolex 24 At Daytona without AJ Allmendinger in an MSR car? The team is eager to welcome back Allmendinger for his 13th Rolex 24 At Daytona entry with MSR. Allmendinger made history for the team, scoring its first Rolex 24 victory with a 2012 win in the Prototype field. 2018 was Allmendinger’s first year competing amongst the GTD category at Daytona and he netted a second place finish with teammates, Legge, Hindman and Alvaro Parente. Allmendinger has led every Rolex 24 At Daytona that he has run, having first competed in the event with MSR in 2006 with a run to second.

“This race will always be more special than most,” said Allmendinger. “The prestige of the Rolex 24 hour race doesn’t compare to anything else – Daytona, all the great drivers that have raced in it and won, past and present. To have my name a part of that list is a great honor to me, but what truly will always make it more special is racing with MSR and Mike (Shank) himself. I’m pumped to give it a go with him again to try and get our second Rolex victory.”

Seeing the team grow and create a competitive edge with a near championship win the excitement for 2019 is at an all-time high for Mike Shank.

“We are happy to continue with the Acura program and the new Evo improvements have shown well at our tests,” said Shank. “There’s a sense of ease having both of our cars go full season from the start. Both Mario (Farnbacher) and Trent (Hindman) really impressed me last year. Being a third driver is a difficult thing and they both knocked it out of the park so I’m happy to have them come back for the full season. It’s also great to have Justin (Marks) back for the endurance races and of course I am always honored to have AJ (Allmendinger) race in my cars. He’s part of the MSR family and we will always have a seat ready for him.”

The season will kick off with the annual Roar Before the 24 weekend on January 4-6 followed by the Rolex 24 At Daytona later in the month on January 24-27.

HINDMAN: Taming a Raging Bull

In my third year of running the Lamborghini Super Trofeo World Final, I think it’s safe to admit that the event as a whole has become one of my favorites to compete in.

Each one of my three experiences at this race have been wildly different; receiving a healthy ass-whooping in 2016, winning overall with Riccardo Agostini in 2017, and scrapping for a top five result this year.

There is one thing in common among all three and that’s the constant beckoning of a return the following season.

Once again I find myself in a position where all I want to do is go back and have another run at it. Although this event doesn’t get the love it deserves, I feel it is certainly on it’s way to being one of the more prestigious events in sports car racing.

The Pro category, for example, is full of absolute killers behind the wheel and I think it’s the challenge of competing against ultra-quick, highly underrated drivers that makes me want to keep coming back for more.

Following the success of 2017 both domestically and overseas at the World Final in Imola, this year’s edition of both Lamborghini Super Trofeo competition in North America as well as our annual European trip, this time to Vallelunga, definitely was not a cinderella story.

In a season marred by incredibly poor luck, Jonathan Cecotto, the Prestige/WTR team, and I were more or less out of the North American title hunt from the start.

However, it was not necessarily a tough pill to swallow, as running the World Final presents a second opportunity to win a championship in sort of a winner take all fashion, so our year was spent in preparation for this event.

Both our final North American rounds, which took place on Friday prior to the World Final, were some of the more successful outings of the year for us.

Pole in Race 1 and good pace through the opening stint gave the impression that it was going to be a straightforward race for us, but alas, lady luck decided that wouldn’t be the case.

A slow pit stop to make a repair to the left rear saw Jonathan leave pit lane in P3, which is ultimately where we ended up. Some of that luck finally fell our direction for once in Race 2, where a pit lane infraction incurred onto the race leader required me to finish no further than three tenths of a second behind if I could not make the pass on track.

We finished just over a tenth of a second behind and got the win… too close for my liking.

Throughout testing and official practice, it was clear that more had to be found in order to compete with the top Pro and Pro Am cars from Europe. That gap was closing heading into our World Final qualifying rounds.

Expectations were reasonable but as soon as we saw some of the times being thrown down in qualifying, we knew it was going to be difficult to recreate last year’s success.

We knew we had a great car over a full race distance, but observing prior races throughout the weekend proved that running in traffic and passing around Vallelunga is difficult to say the least.

World Final Race 1 was one of those “what if” races that we’ve experienced far too often this year.

Receiving a drive-through penalty after being too far under the minimum pit stop time took Jonathan and me out of the running for a podium finish and ultimately the World Final victory as well.

After some investigating post-race, we were not the only team to have received this type of penalty. Cars and teams that were equal to or even stronger than us had also received drive-throughs. These are teams who have been on point all year long and now, the most important event of the year, they miss the pit lane delta by so much? It made very little sense.

Either way, without the drive-through we believe we could have finished inside the top-five purely through attrition and mistakes made by other drivers ahead of us.

Race 2 was once again the redeeming round of the weekend as our strong pace over the course of a stint proved to be most effective here and the car really came alive in the final 20 minutes.

Right on the final lap I had caught P3, made the pass, but after a good fight, we ended up P4.

By our calculations, a P4 result in Race 1 and P3 in Race 2 would’ve made Wayne Taylor Racing back-to-back champions. It’s easy to envision a winning result but that’s not the way it went down. Finishing inside the top five overall despite a turbulent season is certainly nothing for us to be ashamed of.

That beckoning to return to the World Final is heavily influenced by the people who I’m so fortunate to share garage space with.

All three times I’ve run the Super Trofeo World Final has been with a largely unchanged crew at Prestige Performance/Wayne Taylor Racing. It’s a mutually supportive environment, of course, but I say that since we’ve all become much closer teammates and friends alike through the highs and lows this event has thrown at us each year.

The education for myself as a driver at this race is on a pretty steep curve every year; having to learn a new circuit, new set-up philosophy with the car (quite a bit different from the way we normally run the cars in North America), and ultimately learning new and ever improving levels of competition.

Seeing the team grow as much as I have over the last three years leaves me with a great sense of pride in our efforts as a whole.

I owe a huge thank you to our entire team at Wayne Taylor Racing, Prestige Performance, Trim-Tex, and Lamborghini Paramus for their constant effort. I’m grateful to once again have been a member of this team and I look forward to what the future has in store for all of us. See you in Daytona.

HINDMAN: Yeah, No Pressure!

It’s been six long months since the last time I have stepped foot in the No. 86 Meyer Shank Racing Acura NSX GT3.

Having watched every single GTD race from atop the MSR pit box, the apprehension was building as we drew closer to this year’s edition of Petit Le Mans.

For a team and car that was only meant to run the four NAEC rounds, arriving at Road Atlanta with the prospect of Katherine, Alvaro, and the MSR team winning the GTD title made for just a little bit of pressure on this third wheel’s shoulders. Just a bit.

To me, however, it was business as usual. Luckily, being able to run multiple championships helps with keeping the mind clear of any and all possible scenarios and the paranoia that could ultimately lead to a mistake while in the car.

The physical aspect of trying to be in two paddocks at the same time could be a challenge, but the psychological benefits of “never coming up for air” tends to be pretty underrated.

I’ll fast forward through testing, practice, and qualifying for both the VOLT Racing and MSR programs that I am so fortunate to be a part of.

At this point in the season both teams are operating through habit and muscle memory, despite the adversity that could be thrown their way at any given moment.

Seeing this process unfold with the VOLT Racing camp throughout 2018 gives me great pride in being a part of their growth and progression. Everybody on that team has worked at high levels of motorsport before, but the challenge of getting these individuals to operate as a team makes for a fun yet demanding transition, and one I enjoy participating in.

Alan was on point all weekend. Road Atlanta is his type of track since he more or less has the “send it” attitude.

Bravery and commitment behind the wheel is never doubted with him, which is why this place really suits him well. Qualifying 9th, ahead of even some of NASCAR’s finest young guns, was a huge boost for all of us on the team and a confirmation as to how far he’s come in his second season of racing in CTSC.

Of course in all aspects of motorsport, the highs are so incredibly well balanced with the lows.

The elation following Alan’s qualifying effort was equalled with the gut check that was our race, as it was over within five minutes with an admitted mistake. Apart from the pride hurting a bit, we were all just glad to see that Alan was alright.

Arriving at the track for the final time in 2018 on Saturday morning, I think it was safe to say that the MSR crew had more nerves showing before the morning warm-up than they did on pre-grid before the start of our 10 hour event.

I swear the first ten minutes and the final five minutes of the race seemed to never end. Everything in between absolutely flew on by with no regard. Focused on just one stint, one stop, even one lap at a time was a necessity.

Our race was looking pretty dim about mid-way through my first double stint after contact with a prototype damaged my right rear wheel that thankfully stayed together for me.

Early afternoon saw us have some difficulty finding balance between speed and strategy but the guys on our pit box, Ryan and Jeff, managed to get pretty creative with our position. They threw us back out into the fire, right at the very front of the GTD field with our sole focus at this point directed towards bringing home the win.

The strategy was there, our car was getting faster and faster as the sun went down, and our crew were savages over the wall, but no matter what we did and how strong we looked, we just couldn’t escape the crap.

Blocked in our pit box by a GTLM car, then contact, and ultimately Alvaro getting shoved out the way twice in the final stint was enough to secure a second place result in the race, as well as securing Kat’s position of P2 in the championship.

A great day but one full of “what could have been”. Big congrats to my friends Bryan, Madison, and Corey on a fantastic season.

I find it hard to believe that 2018 has essentially come and gone already.

What’s even more terrifying is the fact that yesterday I read a tweet saying that there’s only 100 days until the 2019 Rolex 24 at Daytona. Not 100 days until the Roar, 100 days until the actual 24 itself, and there’s a hell of a lot of work that needs to be done in between.

I’ve had the honor of once again being able to work with some of the very best in the industry across multiple paddocks.

None of this could have happened without Alan and the VOLT Racing team, Mike and the Meyer Shank Racing team, my friends at Trim-Tex, as well as those individuals who continue grinding away and supporting these programs with pure grit at the shop or in paddocks across North America.

They’re the real backbone of the madness and unfortunately it’s often times a thankless job.

Also, a quick shoutout to everybody from Continental Tire for their efforts over the last decade in American sports car racing. It was privilege to not only compete in their series, but also drive the “Conti” car at Petit Le Mans last weekend.

We still have one remaining race this year and that’s the Lamborghini Super Trofeo World Final at Vallelunga, Italy in three weeks time. Wayne Taylor Racing, Prestige Performance, Jonathan Cecotto, and I look to recreate the championship winning success from last year.

The “off season” is a myth and I couldn’t be any more happy about that fact.

HINDMAN: A “Tire-d” Challenge

I miss calling this place Mazda Raceway. Growing up with the Gran Turismo series of games, especially Gran Tursimo 4, the newly dubbed “WeatherTech Raceway” Laguna Seca was always a staple of the series.

Even back then, the colorful blue and orange branding of Mazda and Laguna Seca created a pretty long lasting imprint on the minds of millions of young kids who all dreamed of racing there one day.

So to me, this transition is fantastic for the sport, but I suppose the end of an era. At least the track as we know it remains unchanged.

One aspect of Laguna Seca that many of us drivers, but mainly engineers, find challenging is the rate of tire degradation.

It’s been extreme in recent memory, but this year was an en-tire-ly (punny) new challenge.

The difference between new and old tires at most racetracks, depending on weather and conditions, tends to be right around one second, maybe a bit more if you factor in fuel load, etc.

However, this weekend in direct back-to-back runs, we found literally three full seconds per lap on new tires. That’s pretty insane.

Having decided this would be the main hurdle and deciding factor for a potential race win, the VOLT Racing team focused their efforts on how to manage the loss of time and balance in the car over the course of a full race stint as best we can.

This was proving to be a difficult challenge, as we found ourselves pretty far outside our normal window of setup, but it was a gamble worth taking since it seemed to show some promise throughout practice and qualifying.

After qualifying 12th, Alan had a fantastic start and had made up three positions by the end of lap one by doing nothing more than being smart and keeping the nose clean – exactly what we needed him to do.

From then on, the rest of the stint was pretty straight forward for him, until the battle of attrition with tires began.

At that point in the race, which was only about 40 minutes in, we could tell that almost every car was dropping off quite heavily. Seeing this, along with the first and only full course caution of the race, made for a difficult strategic scenario.

Avoid pitting and run an even longer stint in an effort to one-stop the race, or do we plan on two stops, taking tires on both knowing that may be more conducive to achieving a result over a gain in track position? We decided to go with the latter.

The VOLT team put together two very strong stops, we made good progress in traffic and were gaining significant time per lap on the leaders when, with about 20 minutes to go, we hit that metaphorical wall and started losing time. Fast.

At that point all one can do is hang on and defend.

Losing two positions in the last few minutes of the race, then gaining two on the last lap due to cars ahead of us running short of fuel, meant that we could have had a sure podium finish. Slightly disappointing, since we ended up P4, but overall a strong run for Alan and me.

The challenges presented with tire degradation were the same for everybody in every series across the weekend. There was nowhere to hide… the Prestige Performance/Wayne Taylor Racing team encountered the very same dilemma in Lamborghini Super Trofeo.

We found that we had a very quick car over one lap, but hanging on to that speed was a different story.

Either way, we had gone into Race 1 with plenty of confidence in the tuning path we had chosen. Unfortunately our day ended prematurely when I handed the car over to Jonathan, as we decided not to continue running due to a technical issue.

Obviously that was secondary, as our friend and teammate, Sheena Monk, had a very significant accident in the corkscrew. The details of it and the extent of her injuries have been released. All I can say is that I continue to pray for her full recovery and all of us in the paddock hope she is back with us soon.

Situations like this are tough but it also goes to show the strength of the teams that compete in this sport, since individuals could not do this alone.

We carried on for Race 2 and following a fantastic start from Jonathan, I hopped in the car from the lead with no pressure from behind… until the last three minutes of the race.

Hanging on by a thread, I did my best to defend but alas, it was not enough and we ended up second overall. That’s going to eat at me until Vallelunga.

The challenges were ever present this weekend at Laguna Seca and I just thank those who work through it with us and keep making it happen; Alan, the VOLT Racing team, Trim-Tex, Wayne Taylor Racing, and Prestige Performance.

The year is winding down but this is only the beginning really.

One more opportunity to bring home a GS win with Alan remains, the Lamborghini Super Trofeo World Final at Vallelunga, Italy beckons, and finally I look forward to making a return with my (recently winning) family at Meyer Shank Racing to close out the IMSA season at Petit Le Mans in that beautiful Acura NSX GT3.

HINDMAN: Raining On Your Own Parade

If it’s not already considered to be, Virginia International Raceway is really starting to become a legendary place in it’s own right.

I speak personally here – the more laps I complete around this circuit, the more I come to love it.

Race results and past history certainly play a part in my biased opinion here, but for the most part, I cannot think of one driver in any IMSA championship that simply does not adore this track.

I have to go back one full year to remind myself of why I am biased in my opinion about VIR. This was the site of my first GTD race and podium, as well as the site where the Wayne Taylor Racing team, Riccardo Agostini, and I really began our run towards becoming the 2017 Super Trofeo World Champions.

The highs of success are always balanced and made sweeter by the agony of defeat, and unfortunately I’ve experienced that side of the fence here as well.

VIR is effectively where Cameron Cassels and I had lost the GS championship back in 2017.

Despite VOLT Racing’s success at Road America just two weeks ago, we were well aware that there was still a ton of work to be done in order to have a competitive package again when it comes to a race on raw speed.

This is something we have been missing for most of the summer stint, so some pretty radical changes to the car were made in order to get back to the top of the heap, so to say.

If nothing else positive came out of this weekend aside from that, it’s still a win in my book.

I’m not going to go ahead and spoil the CTSC race for you here, it’s one that is so complicated with wildly changing conditions that my explanation would do no justice in terms of the excitement of the show.

Possibly even more so than Road America, VIR was one hell of a race.

However, at VOLT Racing, we were on the back foot early, as pitting Alan and giving him a brand new set of Continental wet weather tires made the most sense once the skies opened up.

We were one of many who made that call, and ultimately the top four cars that were able to manage through the storm on slicks had put an entire lap on the field. That is why I call this one a complicated race…

By the time I found myself behind the wheel of the VOLT Mustang GT4, we were an entire two laps down to the leaders, yet still inside the top-10.

A phenomenally quick car along with various spots of rain around the track allowed us to make up an entire lap on raw speed.

Just as we were about to put ourselves back on the tail end of the lead lap, with roughly 20 minutes to go, I had received the call to pit for fuel – which was expected, but also for a driver change.

I thought I heard that incorrectly, but unfortunately, I did not.

Alan was less than one-minute short on drive time and he had to hop back in the car and take it to the end.

We finished P8, but I still was very pleased as we have found performance with our car again and Alan had an extremely educational final stint to the flag by battling with the pros – and he did one hell of a job in the process.

Similar changing conditions led to more strange occurrences for the Prestige Performance/Wayne Taylor Racing team and me in Lamborghini Super Trofeo Race 1.

With the race starting in the wet and drying before the end of the opening stint, we took the lead after a pretty spectacular battle right before our pit window opened.

The call to not only make our driver change, but also put Jonathan out on dry tires was made since the track was essentially dry and no further rain was expected for the remainder of the race.

During that tire change, our right front was pretty much welded on the car due to increased brake temperatures from ABS interference while driving in the wet and this prevented us from carrying on in the lead. We ended that one 5 laps down, P last.

Super Trofeo Race 2, which took place on a bright, early, and dry Sunday morning, was my final chance to take advantage of the speed we had and salvage at least some sort of result for the weekend.

A win was really the only option to repay the Wayne Taylor Racing team for their efforts and I’ll admit, with a little help from using the front bumper, Jonathan and I brought home our second overall win of the season.

The main lesson this weekend – fast cars don’t always translate into results. That’s where, despite standing on the podium just once out of three attempts, I’m content with how VIR treated us this year.

Thanks to Alan and the VOLT Racing crew, Trim-Tex, Prestige Performance, and Wayne Taylor Racing for yet another strong showing.

Although short, it’s a much deserved two-week break from the action until we’re back out to the west coast.

HINDMAN: Good to the Last Drop

To be honest with you, I was preparing myself for this column to once again be about another unfortunate turn of events that would ultimately take us out of snatching a good result.

I cannot begin to describe to you how happy I am that I’m 100 percent wrong.

This season has been nothing but horrible, horrible luck for the VOLT Racing team but the crew just kept pushing forward. Finally. We finally got it done in probably just about the most dramatic way possible. Whatever, we’ll take it anyway we can get it.

I’ll dive a bit deeper into why I was mentally preparing myself for yet another tough race, as the reasons behind that thought process are quite plentiful yet justified.

Road America is not supposed to be a “Mustang” track, especially following recent performance changes. We more or less knew that and were expecting an uphill battle going into the weekend.

Along with this, Road America historically turns into a fuel mileage race due to the track being so long in terms of distance as well as the high speed nature of the circuit leading to extremely high fuel consumption.

I’d say the high fuel consumption is really what changes the dynamic of these races and nobody really sees a naturally aspirated, 5.2 liter DOHC V8 monster of a power plant as “fuel efficient”. Definitely not the first term that pops into my mind.

Testing, official practice, and qualifying showed that we were one of the quickest cars, as well as being one of the leading Ford’s over one lap.

However, similar to CTMP and Lime Rock we found ourselves in a scenario where our tire degradation was pretty extreme, even compared to the other Mustangs. This was a pretty major concern for the race, but unfortunately we ran out of practice time before we really had it sorted.

Alan’s opening stint saw him move from 14th to 11th, but it was one marred by lengthy full course cautions, the worst being an extremely significant impact in the Kink.

Nice to hear that the drivers involved are ok, but that’s absolutely the last thing you want to see happen before you get in the car. Such is life though, and the task at hand takes immediate priority.

Since that full course yellow was so long, it began before the driver change window opened and only ended with an hour and five minutes left on the clock.

Well short of a full fuel stint, but since we are so far out of the championship fight, Mike Johnson and the crew figured we go all in and give fuel saving to the end a shot.

We restarted the race P3 after an incredible stop by the VOLT Racing crew and started saving right from that moment on to the end of the race.

Constant communication with Mike, along with a ton of number crunching by our engineers Dave Bascombe and Chris Vallee, lead to a very low per lap fuel consumption number that needed to be achieved in order to make this work.

They had a rough idea of what others were running for strategy but it could not allow us to change our own. Making it to the end was priority No. 1, and if other cars were passing us left and right, so be it.

I had more and more confidence in the plan the deeper we went into the race. Watching other cars go around us, pull a gap, then only starting their attempts at saving fuel told me that we were on the right path.

I swear that those last three laps were the slowest of my life in a race. The fuel consumption target was getting more and more absurd, but whatever action that needed to be taken in order to achieve the target was done without hesitation.

That involved driving down those long, high speed straights known only to Road America at half throttle. Coming out of Turn 14 the final time, I knew we had enough to make it up the hill to start/finish, but I still had my foot over the clutch ready to kick it and coast if necessary.

Luckily that wasn’t the case, we were good to the last drop, and sweet, sweet victory was ours.

Back to running two championships this weekend, the Prestige Performance/Wayne Taylor Racing’s runs in both Lamborghini Super Trofeo races were not quite as exciting, but equally as stressful.

We rolled off the truck with a very strong car and only made minor changes from there. One small error from me in qualifying cost us enough to be P2 on the grid for Race 1 by only four hundredths of a second.

This turned out to be a pretty significant factor for Jonathan and me in both races this weekend, as the ability to follow other cars closely with this new aero package at a high speed track such as Road America becomes a very complicated task.

Moving forward, it will definitely take some adjusting between the driving and set-up in order to work through traffic efficiently, but this is the way learning an extensively updated car goes.

We ended our weekend with very strong runs in both races; 2nd in Race 1 and 3rd in Race 2. I find solace in the fact that we know we can make strong improvements moving forward to VIR.

You know it was a good weekend when you find yourself on all three steps of the podium at some point, and that would not be possible without the effort and support of both VOLT Racing and Wayne Taylor Racing.

Thank you to Alan, VOLT Lighting, Trim-Tex, Prestige Performance, and finally the crews that really bust their asses in order to make it all happen. It’s always nice to repay their efforts with some hardware.

HINDMAN: When Life Gives You… Limes?

There’s gotta be some sort of relationship between the fact that we were at Lime Rock and it was once again a pretty sour weekend for the VOLT Racing team.

To be honest, it’s getting pretty difficult to write these columns now since we’re constantly finding ourselves in the “shoulda, coulda, woulda” type of situations.

I’m sure you’re all just as tired of reading about it as we on the team are also tired of the constant poor luck we’ve been having. But hey, we’ll keep on truckin’.

I love seeing the twisted facial expression people give me when I tell them that Lime Rock is one of my favorites, as I see that they’re trying their absolute damnedest to avoid making some sort of snide comment.

Fine by me – it doesn’t change the fact that this is a proper, old school cool racetrack where average lap speed is pretty high and the walls are close.

And oh, by the way, no worry of track limits BS here since there’s this fantastic new track limits marker called grass.

Either way, this tends to be our shortest race weekend of the year; in and out literally within 48 hours.

Two full practice sessions and a qualifying to get your stuff sorted for the race. Basically, if you don’t roll off the trailer well, you’re kind of screwed.

Luckily, we at VOLT Racing did roll off the trailer well! We opened the weekend P2 by only a few hundredths of a second in Practice 1, and despite the Ford’s taking a little bit of a BoP hit, we knew we had more to extract within ourselves which was all very encouraging.

As we continued running throughout the day with increasing ambient temperatures and a degrading track condition, we found that we were not as strong over a full stint as we felt we needed to be.

I think everybody between both GS and GTD were finding tire degradation to be very high, which is typical for Lime Rock.

However, one thing that did stick out to me during the track walk was the fact that the surface is much more abrasive than years past. That certainly played a roll into the fast drop off in tire performance, especially for the heavier cars in either category.

Alan had qualified 14th and ran in that position for most of his stint, which was solid enough as we were one of the few cars left with a clean nose in the first stint. But of course, here’s where the “unfortunately” starts to take its hold.

Roughly 40 minutes into the race, and about 10 minutes out from our full-service pit stop and driver change, Alan reported a flat right rear tire.

He was off pace coming into pit lane, the VOLT crew threw the thing up on the air jacks, and low and behold we have a broken right rear wheel hub with a few missing wheel studs as well.

That’s it really. Twenty-five laps later we found ourselves back on track just to finish the race and collect points.

We did our best to stay out of the battles for position that were happening around us, and disappointingly found that we had really good pace on old tires at the end of the race. Just a real shame.

We move forward to Road America with the same expectation to perform and try to snag a win or two before the end of 2018.

I think we can, as Alan and the VOLT crew are more than capable, but it’s just a matter of having things actually go our way for once.

Of course, the lack of results in the CTSC is disappointing and I really feel for those who continue to support us – VOLT Lighting, Trim-Tex… everybody.

We’ll take it on the chin like champions and keep pushing forward.

HINDMAN: Canada Dry

No, I’m not referring to the beverage. As a matter of fact, I’m referring to the dry spell from the podium that I’ve experienced in my entire time going north of the border in my sports car racing career.

Never have I encountered a track that I’ve loved so much, yet just cannot seem to pull through and get the job done.

If you read my last blog about VOLT Racing’s run in the CTSC four hour endurance event at Watkins Glen just a week ago, you understood some of the challenges and head scratching we had experienced throughout that weekend.

Now with two races back-to-back on consecutive weekends, there was certainly some level of apprehension heading up to Canadian Tire Motorsport Park this year.

Again, this had been a track that treated me very well in my days driving single seaters along with speaking in terms of raw speed over the last few years, so expectations to capitalize on that speed were pretty high.

Steady improvements made to the car throughout testing and practice showed some gains on the time sheet, but unfortunately not the wholesale jump that we were looking for.

With that in mind, I turned my focus away from raw car performance and tried to figure out the best way Alan and I could adapt to the car we had underneath us with some changes in driving style.

This, in general, is not the most ideal route but it could lead to quick, short term gains in outright speed, although a little bit more risky.

Then again, the car is a calculator and the input you provide determines what you get out. Wrong input = wrong answer; I’ve bombed plenty of algebra tests in my day, I’ll put it to you that way.

Come race day, life was pretty hectic as Practice 3 and qualifying were only about four hours before the start of the race itself.

Making any more adjustments before and heading into the race essentially blind would not just risk performance but also take the team’s focus away from the immediate task at hand.

We wanted to put together a smart, strategic, and most importantly, clean race to achieve the best result possible.

Luckily the choice to focus more on race strategy and quality pit stops really paid off for us, since when it was time for Alan to pit for full service and driver change, we gained a significant amount of time on pit road, which was a huge boost for everybody.

From then on it was a very complicated race, as full course yellows were burning up time on the clock and the call was made that we were going to attempt to save fuel and not make a second run down pit lane.

Great strategic call, although it always seems to happen when you have a huge fight on your hands to try and gain or defend positions on track.

Hanging on to third position by a thread with two laps remaining, low fuel alarms were now pretty constant on the dash but despite that, I was still pretty hell bent on bringing it home to VOLT Racing’s first CTSC podium.

As quickly as I thought of that, it was snatched right out of my hands as a Mercedes and I made hard wheel-to-wheel contact at the apex of Turn 10 and it tore up my right front pretty badly with one lap remaining.

Fair game – I would’ve done the same thing if I was being held up for that long too. We limped across the line in fourth.

Not bad by any means, but disappointing to me since that dry spell from a podium finish in the CTSC now continues.

That being said, I also want to give a shout out to my former co-driver and great friend Cameron Cassels for allowing me to continue my streak of driving multiple cars per weekend and running in the Prototype Challenge LMP3 category with him.

I’ve got limited experience at best behind the wheel of prototypes, so this was a pretty massive learning curve for me… especially when having to jump out of a Mustang and hop into one of those things all in the same weekend!

I’d love to have a few more outings in the LMP3 car, as I feel that there’s some unfinished business there from my end.

Three consecutive weeks at the track with the VOLT Racing crew and this is really just the beginning of the “summer swing”.

The guys really worked their asses off these past two weeks in some pretty extreme heat to give Alan and me something to fight with – they’re the real MVPs.

Also, a big thanks to Alan, VOLT Lighting, and Trim-Tex, as well as Cameron and the Performance Tech team for a great weekend at CTMP.

We now have a full week to re-prep and re-focus for the lovely bull ring also known as Lime Rock, where I feel our chances at a win are stronger than ever.

HINDMAN: The Boiling Point


Unfortunately for you, if you enjoy my monthly rants, this one is bound to disappoint since there honestly isn’t too much to say. It was a pretty taxing weekend at Watkins Glen at best, both physically and mentally.

With no test day and Thursday being a total washout, Friday morning’s Practice 2 and 3 were our only real opportunities to get dialed in.

Within a few laps on new tires in Practice 2, it became pretty clear to me that we had a ton of work to do to the VOLT Mustang GT4. Changes made for the twenty-minute Practice 3 that was a few hours later showed only marginal improvement, so qualifying was pretty much a Hail Mary at that point in time.

Since our Continental Tire SportsCar Challenge race was our second four-hour long enduro of the year, it was decided that I would qualify and start, Alan would run the middle stint and then I’d hop back in for the finish.

When this plan was initially dreamed up, I was pretty confident in our ability to take pole position… I was now second guessing that. Never a fun place to be heading into qualifying.

Of course our qualifying session was red-flagged before we were ever able to put a lap in, I mean, we at least want to make this as nerve-racking as possible, right?

So being released back on track with five minutes to go in qualifying meant that it was 100 percent maximum attack.

That paid off to a fifth-place spot on the grid. Not bad for only having a matter of hours to get our car somewhat balanced but there was still more work to be done.


At the drop of the green on Saturday afternoon, ambient temperature was well over 90 degrees with our in-car temperature being much higher; partly due to the actual weather conditions but mostly due to the fact that I was moving backward in a hurry and trying desperately to, at the very least, maintain position.

That was not the case and it quickly became clear to me that we were in trouble. This was going to be a long one.

And a long one it was, as our lack of speed just lead to bad luck and falling even further behind the leaders.

I think we managed to stay on the lead lap by a thread, but there was no silver lining to the result since we had some pretty high hopes heading into this one.

I was beyond frustrated but I’m just flat-out bummed for Alan and the entire VOLT crew. It certainly wasn’t for a lack of effort. Our shot at redemption is luckily only a few days away at Canadian Tire Motorsport Park.


Speaking of redemption, the Prestige Performance and Wayne Taylor Racing Lamborghini Super Trofeo squad were certainly looking for some following two very bizarre races at Mid-Ohio.

With not much running at all over the last six weeks, along with all of our practice being in the rain, qualifying was pretty much the first time we could even evaluate what we had shown up to the Glen with.

Jonathan and I qualified second for both Races 1 and 2, but we were quite a way off from where we needed to be.

Continuous grinding over the course of Friday for Race One paid off well with a third-place finish overall, still missing some speed for the win, but much closer than we were earlier on in the day.

Saturday morning presented Race Two and another opportunity to bring home a victory… and that we did!


It was gratifying since we won this one on raw speed and sweat equity invested by the entire WTR team for over a month leading up to this event. Jonathan and I are still 13 points outside of the Pro championship lead, but performances like this will continue to bring us closer to the Super Trofeo North America championship hunt.

The real warriors this weekend were the people busting their asses to get the cars prepped in the absurd heat.

They never once got a break in the action and kept their foot on the floor as hard as we did, so for that, a huge thank you is owed to everybody at Trim-Tex, VOLT Racing and Wayne Taylor Racing for making the most of not very ideal situations.

In the meantime, I look forward to celebrating America’s birthday at a Canadian racetrack.

HINDMAN: Sometimes You’re the Bug… or the Windshield!

Remember how in my last column I mentioned that the goddess of motorsport can be a real cruel (ad lib this one as you like) at times?

Well yeah, clearly she didn’t take to that lightly. This past weekend at Mid-Ohio was, let’s call it… character building.

The whole weekend was a challenging one for all teams and drivers, mainly due to the uncooperative weather conditions as well as the fact that IMSA has not run at Mid-Ohio since 2013.

Testing in the rain was high risk and low reward, as weather predictions stated that both Saturday and Sunday should be dry.

So all in all, good track time was scarce and the minuscule number of laps in mixed conditions made for a difficult time in obtaining usable data as well as finding the ideal balance for the car.

Luckily all teams and drivers were in this position, so the playing field was relatively level.

Fortunately enough, the call to run Lamborghini Super Trofeo with Wayne Taylor Racing and Prestige Performance came literally within a week of arriving in Ohio. This was a very welcoming proposition, as any opportunity to gain more time behind the wheel, as well as compete for wins, is one that I will always gladly take.

Between VOLT Racing with Alan Brynjolfsson and Super Trofeo with my new co-driver, Jonathan Cecotto, it was looking like a pretty promising weekend.

As mentioned earlier, quality track time in testing and official practice for both series was limited at best, but both VOLT Racing and WTR were looking strong going into race day on Saturday.

Alan qualified 9th in a very strong group of drivers in our Mustang GT4 for GS, whereas I ended up P2 in Trofeo Qualifying 1 and Jonathan P3 in Qualifying 2.

Fantastic results considering both Alan and Jonathan had never seen Mid-Ohio before. I wasn’t particularly thrilled with being P2 in Trofeo, but of course improvements can always be made.

Alan got off to a great start later on that afternoon in the CTSC race, maintaining position until the first and only full course caution of the day came out at about 20-25 minutes into the two hour long race.

Unfortunately this is where the race unraveled for us, as a series of minor errors during our first pit stop lead to spending almost two minutes on pit lane and receiving a drive through in the process.

The good news: Alan was still on the lead lap even following the drive through penalty.

The bad news: We developed a valve train issue that put us down to seven cylinders and then fell down the order due to the lack of power.

We finished, but not where we would have envisioned only two hours prior. That was a tough pill to swallow especially following VOLT Racing’s run at PWC VIR one week earlier.

It just went from bad to worse for us, as both Super Trofeo races came to a premature end for Jonathan and me with a pretty severe technical issue.

Pretty disappointing since we had good speed and expectations that we could challenge for victory, but alas, this wasn’t meant to be.

The WTR guys were immediately doing everything they could to find a solution to this issue, but it’s something that can only be analyzed once the cars are back at the shop.

I feel for them since they busted their asses this last week getting the No. 1 car ready for Jonathan and me.

There was one big positive to come out of all of this and that was watching my teammates, Alvaro and Katherine, in the No. 86 Meyer Shank Racing Acura NSX GT3 have a mega run for second in GTD, almost winning the damn thing at Acura and Shank’s home race!

I was a little bit worried to watch from the pit box, as I figured whatever black cloud was following me would somehow be passed along to Kat and Alvaro… luckily not the case and we hope this result will get the No. 86 NSX GT3 into the full season fight for the GTD title. That was a fun one to watch.

As usual, none of this could be done without the awesome teams of mechanics and engineers at VOLT Racing and Wayne Taylor Racing, as well as the people who support us most at VOLT landscape lighting, Trim-Tex, and Prestige Performance.

With just over six weeks until The Glen, it’s a long time to be thinking about the “what if” factors, but surely it’s a much needed reset for both teams following a difficult week in Ohio.

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