Evening With A Legend: Patrick Long

Tonight, we have an opportunity to bring a piece of Le Mans to you, sharing in the Legend of Le Mans with guests from different eras of over 100 years of racing. 

Patrick Long … widely recognized as one of America's most successful endurance racers, with an impressive legacy at the 24 Hours of Le Mans. As Porsche’s only American factory driver for many years, Patrick competed in 15 attempts from 2004-2019 at the helm of Porsche GT-class entries. He achieved class victories in 2004 and 2007, showcasing his skill, consistency, and deep understanding of endurance racing. Known for his smooth driving style and strategic mindset, Patrick became a staple presence on the Circuit de la Sarthe, representing Porsche with distinction and helping solidify the brand’s dominance in GT racing. His Le Mans career reflects not only personal success but also his vital role in strengthening the presence of American drivers on the world endurance racing stage.

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00:00 Meet Patrick Long: America's Endurance Racing Star 01:42 Patrick Long's Early Racing Years 04:15 Racing in Europe and Early Challenges 06:17 The Unique Challenges of Le Mans 11:53 Teammates and Inspirations 21:33 The Porsche Legacy and Racing Career 26:40 Porsche vs Ferrari: A Respectful Rivalry 28:16 Prototypes and Other Opportunities 29:48 Driving the 963: A Modern Challenge 31:03 The Evolution of Le Mans 33:29 Driver's Role in Strategy 35:53 Reflecting on a 20-Year Career 37:35 Crowd Q&A: Social Media and Racing, The F1 Movie, and more! 47:30 Le Mans Legacy and Lessons 48:27 Historic Racing and Future Plans 50:40 Conclusion and Acknowledgements

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Episode Transcript

(00:00):
Evening With a Legend is a seriesof presentations exclusive to
legends of the famous 24 hours ofLe Mans giving us an opportunity
to bring a piece of Le Mans to you.
By sharing stories and highlightsof the big event, you get a chance
to become part of the Legend ofLe Mans with guests from different
eras of over 100 years of racing.

(00:34):
Tonight we have an opportunity to bringa piece of Le Mans to you sharing in the
Legend of Le Mans with guests from differenteras of over 100 years of racing.
And as your host, I'm delighted tointroduce Patrick Long, widely recognized
as one of America's most successfulendurance racers with an impressive
legacy at the 24 hours of Le Mans.
As Porsche's only Americanfactory driver for many years.

(00:57):
Patrick competed in 15 attemptsfrom 2004 to 2019 at the helm
of a Porsche GT class entry.
He achieved class victories in2004 and 2007, showcasing his
skill, consistency, and deepunderstanding of endurance racing.
Known for his smooth drivingstyle and strategic mindset.
Patrick became a staple presence onthe Cir d Losar, representing Porsche

(01:19):
with distinction and helping solidifythe brand's dominance in GT racing.
His Le Mans's career reflects not onlypersonal success, but also his vital role
in strengthening the presence of Americandrivers on the world of endurance racing.
And with that, I'm your hostcrew chief Eric from the Motoring
Podcast Network, welcoming everyoneto this evening with a legend.

(01:39):
So Patrick, welcome to the show.
Thanks, Eric.
It's a pleasure to be here.
And yeah, when I had that emailand ACO comes up, that's an
acronym that's very, very close tomy heart and special in my life.
So it's great to be here and toreminisce a little bit about such a
special race and a special racetrack.
Well, we got a lot ofground to cover as racers.
We like to talk stats a little bit here,so let me kind of put things in context.

(02:01):
We've had the privilege of interviewingall sorts of legends on this show.
So let's go from the bottom to the top.
Andretti and Jordan Taylor.
Nine attempts at Le Mans HurleyHaywood, 13 attempts at Le Mans.
You're clenching the second spotright now with 15 attempts right
behind David Hobbes with 20.
That's a lot of things tocover in a single episode.
So how about we just focus onthe big ones, and everybody likes

(02:24):
to know about the first, right?
Because your first impressions orlasting impressions, so talk about.
What you remember aboutyour first time at Le Mans?
Yeah, that's a great sidebar forme to just quickly mention that.
In 1999, I was a young Go Karter fromSouthern California and Elf Fuels had
stood up as the supplier of our cartingseries that ran nationally and said we

(02:47):
were gonna send a few Americans to LaFre, which was an academy from the French
Federation of School, and be based andlive at Le Mansr in the techno park and.
Compete in the French Championshipone Make Formula campus.
What that all meant was that I wasvying for a seat to live full-time in
Le Mans and I actually did that in 1999as a a young aspiring professional.

(03:09):
So fast forward only four shortyears, and that was my first time
showing up to compete at Le Mans.
And I never would've envisioned thatI would get maybe three attempts
at Le Mansll, let alone 15 in a row.
An amazing, amazing memory.
But yeah, the first year that I showedup, a daunting racetrack, a big learning
curve, and big shoes to fill becausethe good and bad news was I was in one

(03:34):
of the two lead Porsche entries, RolandKuzma, the legend and icon of so many
decades at Le Mans was my engineer andmy teammates were Porsche's veterans.
Factory driver, Sasha Mossettand Urick Berg Meister.
So very, very overwhelming from beginningto end and it just made it that much
more incredible that that year we endedup on the top step of the podium in

(03:55):
the single GT category at that time.
We've heard different stories in the past.
You know, people talk abouthow they learned Le Mans.
First practice lap out.
They've never seen the track before.
Others have said it was their firstEuropean circuit that they ever raced on.
Was that the same thing for you as well?
Had you raced other places inEurope and when did you learn
that first lap at Le Mans?

(04:15):
My time in Europe started in 1996,racing carts in the summer, in
the world championships, and thenit became a full-time affair in
1998 with a year of carting, andthen it moved to Le Mansr for 1999.
And from there I sort of traversedthrough Europe looking for opportunities
to cut my teeth and race againstthe best from all over the world.

(04:35):
And you know, in that era, I thinkBritish Formula Three was really the
pinnacle of single seater categoriesand drivers looking to make it
to Champ car, to Formula One two.
Le Mansr and I never had the funding to get.
Quite two British F three.
I remember testing just before Ihad a phone call from Red Bull to go
through the Driver's Academy for theinaugural Formula One driver search

(04:57):
to get an American Formula One.
And although that story I've told manytimes didn't end up as the ideal or the
end goal for me, that is where I met.
Porsche and Parley a, an amazingcareer of 18 years with them.
And today, you know, some fouryears after my full-time retirement
from racing, I still work forPorsche as a brand ambassador and

(05:17):
as a consultant in Motorsport.
So no, very much not my first time racingin Europe, not my first time at Le Mansr,
and not my first time attending the race.
I had been to the race threetimes prior as sort of a fan and
just loved the experience of it.
My first year was 1999when I was living there.
Know that was a wild race, andspecifically with the Mercedes

(05:38):
episodes and Peter Rech and MarkWeber going upside down as so many
remember and probably attended.
Scary stuff, put it all into perspective.
But the way I really sized upmy first 24 hour experience,
that being the 1999 Le Mans was.
I spent 12 or 14 hours at the racetrack,went home, had a barbecue, had a full
night of rest, woke up, had breakfast,came back, and those same crazy drivers

(06:02):
were still going around the racetrack.
And it really put it into perspectivejust how grueling it is for man
and machine and what a fast anddangerous racetrack that was.
So safe to say I was hooked.
Just have loved it every singletime I've been back since.
So you've mentioned throughout this,you know, the special qualities of Le Mans,
how big it is, how daunting it is, thegrueling nature of the race itself.

(06:24):
How do you compare that to some of theraces in the United States or other ones?
'cause it isn't the longest trackcompared to, let's say the Berg Ring 24
or some of the others that are out there.
So when you compare and contrastsome of the other places you've been,
is Le Mans still the most special?
Is it, or is it the keystonein all the tracks on your list?
I think it is the most special as aracetrack and how it flows, how quick it

(06:46):
is, but also just how much rhythm thereis and how much different challenges
and layouts of corners there are.
And it's evolved in thetime that I've been there.
Certainly changed in someways, but you know, the Porsche
curves remain some of the most.
Fast blind and challenging setof corners in all of Motorsport.
I think I would liken the Porschecurves to a street track only.

(07:08):
You're going about three times thespeed that you would be going at
Long Beach or Detroit or Monaco.
So just a wild, wild place.
To answer your question a little morespecifically, I would say in 2004,
when I first drove some laps there inthe pretest, it was the most daunting.
It was the fastest it, it did seemlike the highest risk track I had
ever competed at or driven around,but certainly nerve gring and Bathurst

(07:33):
for that challenged to me and mydriving and my nerve as much as Le Mans.
I think Le Mans became a second home to me.
I felt like a specialistthere because I was.
So fortunate to get to compete so manyyears in succession that I just was
always first one out of the plane and onthe way to the track because I couldn't
wait to get out there for qualifying.

(07:54):
I couldn't wait to start the raceand battle in that first hour
stint because the whole world'seyes were on the television or
there live watching that race.
So just an amazing energy that Ididn't feel at any other sports
car race I ever competed in.
And it's funny you say that becausea lot of folks try to compare.
Let's say the Daytona 24 to Le Mans, andit's like apples and chainsaws, right?

(08:14):
You can't really make that comparison.
But I will say there's other wonderfultracks in the United States with natural
elevation like Laguna Seka, WatkinsGlen, and you pick it, you name it.
But after my first visit to Le Mans,I suddenly understood why Petite Le Mans
exists at Rhode Atlanta because it issort of a miniature version of Le Mans.
So do you get that same perspectivehaving raced on all these tracks,

(08:36):
even across the United States?
Yeah, I would say so.
The elevation of a lot of domesticracetracks is pretty unique.
I mean, you get a lot more elevationat road Atlanta than you do at Le Mans,
at least from a driver's perspective.
Maybe not from a topography or engineeringside, but I would be willing to venture
out and say that, you know, going to mostport or anywhere in North America Road

(08:58):
America, they have a lot more elevationand Le Mans feels flatter as a driver.
You know, the Moozon straightaway isso much scale and such high speeds
coming from Arage all the way backto Indianapolis feels dauntingly
narrow, especially when you're tryingto coexist with three different
classes and three wide moments.

(09:18):
So Le Manss still challenges you to beso precise and to never let your guard
down because the average speed is just.
So high and the stakes are so high,but the prestige, and again, I'll
keep referencing it, the energy ofthe fanfare and everything that comes
along with the race in its spectacleis still untouchable, in my opinion.
So let's go back to your first Le Mans2004, and you said yourself, you'd

(09:42):
already been there a couple years,so now you're resident of Le Mans, or
you know that's your second home.
What was it like at the end of that race?
Getting up on the podium after allthat time and all the work and the
effort and working with Porsche?
You look down at the crowd and you go,I'm on the podium at Le Mans, did you
feel like you had just landed on themoon or what was that like for you?
It was surreal.
I certainly didn't expect it.

(10:04):
I really couldn't believe thatwe had won our class in a pretty.
Tough fight with another Porscheand it went down to the wire.
But I remember, well that this wasa cusp of GT racing where when we
qualified, we were still runninga synchro H pattern gearbox.
And you know, this car still hadthree pedals and was very bare and

(10:26):
inside very few driver aids and muchdifferent than where I ended up at the
end of my career competing at Le Mansll.
So you really did have to take care ofthe car and you did have to battle back.
From adversity and spend time in thegarage and come back from many laps down
as someone else hit some troubles and hada mechanical issue or an off on the track.

(10:46):
And those are my fondest memories.
That was endurance racing at thecore, and I felt like I caught the
tail end of that traditional man andmachine, where later down the road.
Everything, the tires, the brakes,the gearboxes, the engines, the
competition, everything was so robustthat it absolutely was just pure
qualifying laps from beginning to end.

(11:07):
You hit every curb in sight.
Every single shift was a red line.
So I really love and respectand remember fondly that.
Age old endurance race where you still hadto take care of the car, take care of your
competitors and your teammates, and wehad a throttle cable issue, if I remember
correctly, and maybe even a clutch issue,and seeing the team go to work being

(11:28):
pushed backwards into the garage andgetting out of the car actually, well,
you know, under green flag conditions andstill being able to win it lent itself to
huge emotion because you, you had a littlebit of surprise that you actually still
won the race with everything that you sawand went through in that 24 hours prior.
I wanna dovetail off ofsomething you said there.
You mentioned that you were at thetail end of that analog generation of

(11:50):
cars, repeals, H pattern, all that.
So when you stood up on the podiumand you look back at all the drivers
and legends that came before you, wasthere somebody who had inspired you,
somebody you thought of as you'restanding there, you're like, I'm standing
in the same place that so and so.
Who drove a nine 11 or drove aFerrari or something like that.
Who was your inspiration?
Yeah, there were so many peoplethat helped me and inspired me

(12:13):
who had competed at Le Mansll.
Danny Sullivan was a huge,huge help in my career.
He's still such a close friend anda mentor, and obviously he had great
success at the racetrack with Porsche.
I also thought about Andre Pesca.
You know, he would've been therethat day, but Andre was really the.
Mentor of the Elf La Phillie Airprogram that I had gone through,

(12:35):
and Anri was just a no frills guy.
He said what was on his mind, he wasn'ta man of many words, but he treated
everybody equally and with respectand gave good, solid, direct advice.
And he of course, had so muchpresence at that race, not only
as a driver, but as a team owner.
And so a long list.
But those two guys were definitelyon my mind standing up there, as was

(12:57):
my own father who, you know, reallywas a, a humble natured carpenter and
surfer from Southern California thatput so much on the line to give me
the opportunities to even get a chanceat racing professionally one day.
So it was, uh, an emotional day.
I'm sure a lot of folks wannahear more specifics about the
nine 11, which we'll get into.
But before we do that, I wannaask you sort of one more question

(13:18):
about your time at Le Mans, and thisis where it gets difficult, right?
We got 15 attempts at Le Mans, whichyears and races stuck out to you.
I mean, I could pick some and throwdarts and we could talk about specific
years, but there's gotta be somememories, maybe memories or mishaps.
That really stick out to you in those15 attempts that made one year or one
season stick out more than the other?

(13:38):
Yeah.
I mean, obviously thesuccessful years where the end
result was P one are amazing.
I'll briefly touch on oh four.
I was the rookie, I was theliability and I had mentors as
team teammates and team members.
A few short years later, 2007, I wasthe elder statesman in the car, the one
with the most experience, the one thathad to qualify and start the car and

(13:59):
lead the team with set up and direction.
You know, only in a few years, theLe Mans felt like very much like a
home for me, and I felt a differentsense of emotion when we won that
race and driving for IMSA performance.
Matt moot a French team from Ruen justup the road with a big insurance company
from France on the side of the car.
It was a, a much different feeling thanwinning with Peterson White Lightning

(14:20):
in 2004 with a, an All American crew.
So it was kind of the bookendsand a great, great memory.
Many years with flying lizard there.
We never had a victory, but wehad great fights, great times,
and yeah, gave it our all.
And then I guess I'll finish offwith a high point of three years
with Patrick Dempsey and everythinghe brought to that race and brought
to the energy of Laal and just.

(14:41):
A lifelong friend.
We didn't win in 2015, but we finishedsecond and we fought our way up onto
that podium, and that was Patrick'slifelong dream was to stand on the podium.
So that second was as emotional andas happy as any victory, and a lot
of it was secondary to seeing someoneelse realized their dream and all
that that came, and all the emotionthat he was having and the pressure

(15:04):
that he had faced in the years and.
Days and hours of time that we spentpreparing for that to get him to a
point where not only could he holdhis own out there, but put in the
hours to get up onto the podium.
I have a couple of memoriesof tough, tough moments at LA
Mall, and scary moments as well.
You know, danger is always present inMotorsport and certainly at Le Mansll.

(15:26):
In 2011, my junior teammate fromPorsche, Mike Rockefeller, had a massive
crash on the back straightaway in aAudi, I think it was an r. 10 or 12.
And, uh, I came through that incidentand I didn't know who had been
in the car, but I just rememberdriving slowly through carbon fiber.
There was really nothing left of that car.
And luckily Mike was over thebarrier, a little dazed and confused,

(15:49):
but had crawled out of that wreck.
And that was a scary moment.
And there were a few more thatwere maybe more tragic and more
memorable for the wrong reasons.
But without going in too much detail,Le Mansr taught you to respect it.
It taught you that every time you wereout on track, you had to be at the top
of your game and that the danger wasalways clearly and presently there.

(16:10):
There's so many different ways we couldtake this whole different threads here.
So let me ask.
Some audience favorites.
First, let's just jump right off ofwhere you stopped and you were kind of
leading towards oops moments, and fora lot of drivers, those oops moments
aren't the ones you see on television.
They're not on camera.
They happen behind the scenes.
In the pit box.
Is there a. Funny sort of oops momentfor you and all your time at Le Mans.

(16:33):
Quite a few.
I remember maybe the second attempt Iwas back with Peterson White Lightning
driving with Yrg Burmeister and Team Oard,two Porsche Legends and great friends.
And I remember Yrg was.
Ill.
And so my second time at Le Mans, Timoand I, back to back stints all the
way through pushing hard on a veryhot race with an overheating car.

(16:53):
So the cockpit temperatures werehigh, and I just remember being
so fatigued at the end of that.
And luckily I was in my twenties,so I had plenty of reserve energy,
but just being so sore and my bottomside being so sore that I couldn't
sit on a chair, I was just ruined.
But laughing about it and getting throughit another time, Patrick Dempsey was.
He was drawing fans.

(17:13):
I mean, we couldn't go anywhere inthat town without a frenzy of at least
a couple hundred people trying to runeach other over to get a glimpse of him.
I mean, his show, Grey's Anatomywas bigger in Europe than it was in
the us and I didn't know any of thisand I had never really traveled with
a big celebrity or star like that.
But I had fought my way in 2013,my first time driving with him.
We had fought our way up and wewere in a pretty solid lead in our

(17:36):
class, and I remember the Germanengineer coming over the radio.
Could have been Jim Jordan, actually fromthe US who was translating for the team.
But one way or another, the team saidto me, look, you're gonna pit this lap.
There is a amazing amount of journalistsand fanfare around the pit box.
It's live on Eurosport and it's.

(17:57):
Twilight and everybody's here, so justbe careful as you come in the pit box.
Well, I pull into the pit boxand I couldn't see the crew.
I couldn't see Patrick.
I just saw flashbulbs and the entirepit box was covered with traffic.
And so I got out of the car and Imade eye contact with one of my young
mechanics, and he looked over at meand shook his head like, I can't get
to the car to even change the tires.

(18:19):
It was pure instinct, but I just startedripping journalists and photographers and
anybody who had access to the pit lane.
One by one, just pulling on their lapels,their necks, anything that I could get
ahold of to rip them out of the way.
And I remember there was a wideshot of the pit lane of me sort of
clearing human traffic so that wecould get a team onto the car and

(18:39):
maintain our lead in the class.
So just all kinds of wild times like that.
I mean, coming back, being strandedout in the middle of Moozon in
the middle of the night, and thecrew not even knowing where I was.
And of course, having to retire.
Hitchhike back to the town thatwe were actually pitted in.
So yeah, that's one way I kind ofput into perspective racing at Le Mans
is you travel through three or fourdifferent villages in a lap, so

(19:02):
you get different weather patternsand all different types of things.
So yeah, it's, it's always anadventure and always have enjoyed it.
Well, you've done some namedropping throughout this.
And a lot of the fans like to hearabout who was your favorite teammate.
So you mentioned Dempsey, youmentioned Borg, Meister, and Timo.
Who is the best to drive with?
Oh man, that would be a tough one to pick.

(19:24):
Just one, and this is gonna soundpolitical, but what I learned is even
your greatest enemies and arch rivalssometimes ended up as your teammates and
when you were as competitive as pro racingdrivers seemed to be and were in my time.
Instantaneously.
You are one and you are a unit and youreally do pull all in the same direction.

(19:46):
And you know the week later whenyou go back to A LMS and you're
competing against each other in rivalcars, you might not talk anymore.
But I didn't have a teammatethat I didn't enjoy at Le Mansr.
I think you spend so much timetogether, not only in the lead.
But the schedule is something that Ialways tell people who go to Le Mans for
the first time is really study how theschedule works and where you have to be

(20:07):
in your prime and pace yourself becauseyou can wear yourself out all the way
through the week with late qualifyingin practice and then Friday not being
in the race car and all of the differentthings, the drivers parades and things.
But I might have doneas many Le Mansr with Yrg.
I don't remember all the stats.
They certainly drove with him more years.
In my career than anybody else,probably eight out of 10 years,

(20:29):
a certain period of time.
Yorg Berg Meister was just a wild manand, and somebody that on paper, him
and I were about as opposite as theycome, but we had such a bond, such
a trust and such a mutual respect.
And then of course, Patrick Dempseyis a big name and he is a recognizable
face and, and he is all those things.
But beyond all that.
He's such a historian of the sport.

(20:51):
He's such a racer at heart.
He has so much love and so much optimismthat it reminded me not to be cynical,
not to take things for granted, notto let the result disallow you from
looking around and realizing what aspecial opportunity we had to even.
Be at Le Mansr, let alone competingor ending up on the podium.
And it sounds cliche, but you know whenyou're that hyper-focused, sometimes you

(21:14):
don't see the forest through the trees.
It's just the next session, the nextproblem, the next lap time, the next need.
And sometimes Patrick reminded meand just would put his arm around
me and just say like, this is soincredible and this is such a gift.
And you sometimes need somebody like that,especially when you can be as intense
and goal-driven as I was in my prime.
Intense and goal driven, I think isthe middle name of the Porsche team.

(21:38):
Right?
I mean, that's what they're all about.
We've heard that fromother people in the past.
They're very to the point, very exacting.
So let's talk a little bit moreabout that unique relationship
with a team with a factory and anengineering group like Porsche.
Obviously, your wholecareer is built around that.
Even your career after yourcareer is very Porsche focused.
Tell us about being one of the fewAmerican factory drivers at Porsche.

(22:02):
What was that like?
It's a huge responsibility.
It's of course, the coolest car companyin the world, in my humble opinion.
And as long as they were willing tohave me on the team, I was gonna stick
around because I believed in the product.
I believed in the culture.
I loved the history of thecompany and the way that these
cars looked and felt and drove.

(22:22):
I think there was a complete aura aroundPorsche and everything they've done at
Le Mans, and you really have that sense ofthe crest that you carry and what that
means and what you're expected to do.
And as an engineering company, asa design company, and as a racing
company, have always been present inMotorsport, but specifically at Le Mans,

(22:44):
if you think back to their first classvictory with the 3 56 sl, I believe
in 51, it's a long run for them.
And.
Every single car that has thatPorsche badge on the hood has a
a large part of their history.
And that was always sobering for meas a driver, but it also inspired me
and it bred confidence because they'reloyal, they're prepared, they're

(23:06):
intense, and they're reliable and quick.
And that was the ultimate dreamfor a young kid to be driving
for not only, um, a car company.
And a group of individuals who standfor those things, but an entire brand
worldwide in what it stands for.
Given your illustrious racing careerand the opportunity to drive all sorts

(23:26):
of other cars along the way, was thereever a car that you walked away from
and said, that's as good as a nine 11?
You know, I think that it wouldbe unfair for me to say that.
I didn't enjoy or look at othercars or drive other cars that I
didn't have tremendous respect for.
I love the grunt of a V eight.
I love cheering on all differentbrands in what they do, both in

(23:50):
racing and outside of racing.
But there is this allegiance inthis attraction that I had, not just
because Porsche ended up where Imade my living, but I was a Porsche
fan long before I ever drove one.
And the.
Connection of the driver and the car, Ithink starts at a young childhood in how
it smells and how it feels, what soundsit makes, and the squat of a nine 11, the

(24:15):
small cockpit and the sound of a flat six.
Those are all things thatI have boyhood memories of.
And then from the racing standpoint,I always believed that I could red
line shift and break as late aspossible and rub fenders and doors.
I just believed in theproduct that it was not.
Fragile.
I respected it, but I also believed thatthe Porsche way in the engineering and

(24:38):
the Porsche intelligent performance meantthat I had a rock solid tool to do my job.
And what else could I ask for?
You know, I was a prettyaggressive driver and I would
curb that in the 24 hour races.
At all costs, but there were timeswhere you didn't have that choice.
And I loved that aspect of just howhard I could push the Porsche product,
whether it was a LMP two car with aV eight in it, or a flat 6, 9, 11.

(25:02):
There's great, great times withall the different types of product,
you know, driving all the differentgenerations of not only nine elevens,
but of mid-engine prototypes andall the different types of race cars
that Porsche engineered and designed.
Some of the coolest parts of thejob and still is, is that you get
to sample things that were fromdecades long before my career.

(25:23):
There's this common thread througheach one of the cards, whether it's
the ergonomics of how they fit andfeel, or when you crank the engine, and
that part of it is just super special.
Your 15 attempts at Le Mans Cross.
Over the evolution of the nine 11 duringthe period of the 9 96 through the 9 92.
So out of all of those, is thereone you prefer over the other?
Is it the first one, the 9, 96 with the manual transmission?

(25:45):
Or is it one of theother nine 11 variants?
I had a pretty big soft spot forthe 9, 9, 7, especially the narrow
bodied cars in the nine elevens.
I would say sort of.
2000 7, 8, 9. I loved those carsbecause they were still relatively
analog and you know, it wasn'tfull paddle shift, it wasn't
mid-engine, it wasn't too much tech.

(26:07):
But at the same time, they made properdownforce and they had the speed,
you know, once we started pushingwell below four minutes with some
small modifications to the racetrack,but it just felt like an arms race.
I remember being south of the fourminute mark and then it seemed
like every year we were goingthree or four seconds a lap faster.
So it really did progress therethrough the middle part of my career.

(26:30):
And those were the fun days becauseevery single year we went there, it was
development of new parts and whereverthe homologation might have been and
the cars didn't stay the same very long.
Let's talk about perceived rivalries.
You mentioned, you know, rival drivers.
That you competed with anA LMS and things like that.
For those of us that are fans watchingLe Mans three plus thousand miles away

(26:51):
or more, if you're in California,you watch it on tv, there's always
this perception, Porsche versusFerrari, Porsche versus Corvette.
For you driving at Le Mans, was that areal thing or was it different than that?
Or was there an actual rivalrybetween Porsche and Ferrari
and Porsche and Corvette?
And if there was, which one do you thinkwas the harder one to really beat at
the end of the day or keep off your tailto make sure you locked in the podium?

(27:13):
Yeah, my memories of the PorscheCorvette rivalry were much more
stateside for one reason or another.
I don't remember having too manyhard locked in battles with Corvette,
and that might've been because ofthe different class overlap and the
timing of what car and class I wasin versus where they were entered.
But certainly Ferrari, especially inthe early first half of my career at LA

(27:35):
Mall, that's who we were gunning for.
And I remember that REI beinga US-based team, would put one
of the best efforts out there.
They were tough.
There were so many battles betweenPorsche and Ferrari and specifically
Re and we knew if they had a perfectrace, they were gonna be tough to beat.
And, and they knew that about us atPorsche and it was always respectful.

(27:57):
It was tough.
There was little gestures andelbows up jokes that were made and
had, but we always understood theywere just straightforward and were
there for the same reasons as us.
So very fond memories with.
Rick and Giuseppe and all the driversthat they had that came through there.
That red car was, was a tough one.
So let's talk about theprototypes for a moment.

(28:19):
Was there ever a chance to drivethe nine 19 or were you just
happy with the production cars?
What was your plan within Porsche?
Or did they have you sort of boxed in?
My opportunities with prototypes camepretty early 2006, sort of couple
years into my factory driver stand.
I started with Daytona prototypes inthe Grand Am at that time, and then not

(28:43):
long after that with Roger Penske andRS Spider Program stateside in in the
American Le Mansll series and in imsa.
In 2008, that was my one full seasonin LMP two, but that year I was
called up to drive a GT car at LAMall, although there were a couple of
customer efforts with the RS Spiderand very successful ones at that.

(29:04):
So never raced a prototype at the24 hour Le Mansll, but grateful for
those opportunities in the prototypecategories racing for overall wins.
And for people like Roger Penske, I mean,that still goes down as a huge highlight
for me, not only to have that name onyour overalls, but to have Roger himself
calling every one of my races in 2008.

(29:25):
You know, there was an intense respectbetween us and we spoke openly at
all times, but it was clear Rogerwas there to win and it all focuses.
So, um, yeah, still running to Rogerand like I mentioned in the pre-show.
Beginning to drive his latest9 63 RSP this past weekend.
It, it's been, uh, a longstandingrelationship with those guys and just

(29:47):
a huge amount of respect for them.
What do you think of the 9 63?
It's wild.
I mean, the, we touched on it.
I'm kind of old school at heart.
I like an ignitionbutton and a break bias.
Yeah, you strap into the modern LMPcars and it is an intense amount of
different protocols, levers, lights.
I mean, just to put in perspective, thesteering wheel had three paddles on each

(30:08):
side, so I had six different paddles.
There was probably 20 buttons onthe steering wheel and another
20 buttons off to my right.
And this isn't a pretty small cockpit.
And there were a lot of differentcadences to the combustion engine
and the hybrid engine communicating.
The simplest one.
In my first time when I drove the racecar back in 2023, I had some lapse at

(30:29):
Laguna Seca during Rensport was how doI even get this thing outta the pits?
And of course you get the 130 pagelog on how to operate it, but in
the end, you really just ask yourfellow drivers and they give you
the quick direct route to it.
So you start.
In electric power mode as you leavethe box and then at a certain point
you get a display on your dash thatsays bump start ready, and that's

(30:50):
when you release the proverbial clutchand then the combustion engine fires
up and that's when the fun starts.
So it's, yeah, just incredible totouch all different types of tech.
But in this day and age, the 963 is is a very complicated car.
So knowing what you know now and lookingat the last couple of years of Le Mans,
the GT classes are pretty well sorted.
The balance of performance isthere, you know, there's some really

(31:12):
great competition, there's somereally great racing at that level.
But up at the top, it'sgetting interesting.
More and more brands are getting involved.
You're hearing things about Hyundaiand Ford's coming back, and I
mean, just everybody's comingout the woodwork to run an LMP.
In your opinion, what'smissing from the 9 63?
What's holding it back now thatyou've driven one, you've been
around them, you know about them.
What's the magic thing that theygotta do to make that car win at Le Mans?

(31:35):
If I knew, they probably would want tohear it from me, but I, I. I think that
clearly 2025, they gave it a heck of arun and to finish second, and to have
as clean of a race as they did with agreat, solid strategy was inspiring.
But Ferrari's been tough.
They have had it covered and it's.
Playing your cards correctly,you have gotta build a car.

(31:58):
That's great for theentire WEC and IMSA season.
And Porsche's proven to be ultrastrong on the full season and
I think that's a big focus iswinning the championship outright.
Naturally, everybody wants Le Mans as well,and I'm sure they're working hard on that.
I don't have that answer.
When I go back to my own career and myown experience, the hardest part about

(32:20):
setting up a car for Le Mansll is that youhave to be quick in the straight lines.
There's so much straightaway atLe Mansll, but you can easily get
focused on that one lap pace.
And then forget that you've gotta lastan hour in a stint and that you need
your tire underneath you and you need tobe quick through the Porsche curbs and
you need to be good in breaking and allthe things that downforce bring to you.

(32:42):
But of course, that's a balance of drag.
So it's making efficient downforce,uh, where you're slippery and quick
in a straight line, but still havethat tire underneath you and, and
the driver's confidence to go reallyquick through the Porsche curve.
So, yeah, all speculation from myside, but I'll just come and say it.
I've had perfect, perfect races at Le Mans.
We have never slipped up or lost asecond in the pits or had anything go

(33:06):
wrong and finish outside the top five.
And that's because there'sbalance of performance.
There's adversity in weather andother things outside of your control.
So even having a perfect race andhaving three drivers that are all
identical in their perfect pacedoesn't guarantee you anything at Amal.
At least not anymore and andthat's why it's so great to watch.
Well, I'm glad you went thereand you mentioned strategy and

(33:27):
how important that is to racing.
I wanna know more from the perspective,not of the team strategy, but of
what you as a driver have a role inshaping the decisions from the cockpit.
And I bring that up because you hearabout this more and more when you watch
Formula One, you get Max and Charlesgoing, leave me alone, just let me drive.
Right?
They got the engineer parrotingsomething in their ear all the

(33:48):
time, which is distracting.
Does that relationship existat the 24 in the same way?
And if so, how did you influence theengineers and the pit box to say, Hey
guys, this is what I think we need to do.
Yeah, it comes back to a few things thatare really like that home court advantage
knowledge of how the racetrack evolves.
Because what happens naturally is thatyou go to the pretest, which used to

(34:11):
be a couple weeks before the race, andthe track is pretty green 'cause of
course the majority of it is publicroad used and there's sand and you
know, there there's a lack of grip.
And then, uh, you sort of find a baselineset up and then you come back a couple
weeks later, which of course is less timenow as the schedule is a lot tighter, but.
Still that evolution of the racetrackand really understanding how much

(34:32):
grip is going to come in the racetrackover 24 hours of those roads being
closed and the race being run.
So you have to be focused on qualifying,but not really other than bragging rights.
I think qualifying has a little todo with the end of the race results.
Maybe catching a safety car orsomething where you really do

(34:52):
need to be starting up front.
But in our days, I don't think that.
Qualifying really meant anything.
And therefore you reallyhave to think long term about
how that car's gonna drive.
You know, at the end of the race, aftertwo or three stints on a tire, we didn't
always have the ability to change toa new set of tires every single stint.
And then again, taking care of yourselfand as a driver, making sure that

(35:16):
you're not just chasing that onefast lap in practice or qualifying.
But that you can sustain 12 of24 hours behind the the wheel.
I mean, that was, uh, as big of afactor as anything was the ability
to have that focus and that physicalendurance to put those many laps in.
And, and nowhere did I ever put as manylaps in a 24 hour period as at Le Mansll.

(35:37):
And when I say as many laps.
As many minutes in a race car.
And so yeah, it's, it's a little bit ofeverything, but I'll touch on it again.
I think that's why I'm so fond ofthe era of when I got to drive at
Le Mansr, because it still had thatendurance aspect to it, where today
it's outright full on sprinting.
So when we look at yourstart in 1999 at la.
Carting and living there and allthat all the way through 2019.

(36:00):
So a 20 year run.
You saw a lot of change at LA Mob.
Now, when we compare that to Legends thatcame before you, they talk a lot about
the old days where the Molson didn't havethe bus stops, and you know, this was this
way and the pit boxes were certain way.
The big changes sort ofhappened in the nineties.
And so you come on the scene,but you have a 20 year window.
So what are the things that stuckout to you the most, whether it was

(36:22):
atmosphere, competition, or technologythat evolved at Le Mans in your 20 year run?
I think the town, of course, grew,uh, in, in different ways and,
you know, public transportation indifferent ways to bring more fans.
The racetrack itself operated and felta lot differently, especially the pits.
In the beginning, it felt like you verymuch had a pit lane and the overhead

(36:45):
suites, but through the years there justwas an abundance of development and new
buildings and new fan areas, and so yeah,it felt bigger from beginning to end.
It felt much more electrifiedwith technology, and I think that
in the end, the racetrack did.
Evolve with different curbs and safetyaspects, but only for the positive.

(37:08):
I, I don't think that there wasanything that really was big enough
change that the racetrack drovedifferently in those 20 years.
And so that was the part I was alwaysmost focused on and and most grateful
that we were able to preserve that.
Obviously the chicanes and Moozoncame long before I did, but the track
that I knew really only changed forthe better with runoff and safety,

(37:30):
but the layout and the driving.
Emotion of the track always was retained.
All right, Patrick, we're gonnaswitch to some crowd questions.
We oftentimes have folks write in or sendus questions ahead of time that they would
love for our legend to answer on air.
This one I have to preface a littlebit because she is one of your.
Former pupils.
So take you back to team USA atmid Ohio, and apparently you said

(37:54):
something to Miss Sabra Cook atthe time that stuck with her.
And so her, first of two questionsfor you is, did you retire from
racing to focus on your social media?
No, definitely not.
But yeah, Sabra is a, atremendous driver and, uh.
Wow, what a, an ambassador for the sportand for her sponsors and her objectives.

(38:14):
I, I always think that if I knewsocial media like her and some of the
drivers that I mentor, I might be ina lot better place with endorsements
and things of that nature, but.
Driving and calling it quitson a full-time career was a
difficult decision for me.
But at the same time,I've never looked back.
I just was so fond of all theopportunities I had, and in this day
and age, ironically, I look aftermany social media accounts, mainly

(38:39):
for my company, lul and Air Water, twodifferent experiential shows that we do.
Around the world telling stories ofrace and street, both vintage and
modern, and all centered around Porsche.
So to add to that, she said, do you stillbelieve, to quote you from Mid-Ohio,
if I see you posting on social mediaduring the day, that means you're
not training or focusing on racing.

(39:00):
Is that still true after all these years?
Are they now hand in handracing and social media?
I think so, and toanswer that question, no.
I feel like in this day and age,drivers are almost expected to cover
their day, whether it's businesstrading or driving on track.
It's an interesting debatebecause as we see drivers.

(39:21):
Evolve generation to generation.
There's certainly so much more out there.
There's so many more cameras,there's so many more opinions.
There's so much more that you haveput out there, but also that people
have a platform to speak about.
And I think it does in some wayschange the driver comradery and,
and the way that drivers are.
And, and you look back and evenwhen I started as a factory driver,

(39:43):
there wasn't any social media.
Different these days.
And, and I think it's, it's not easy,but I do think it gives the fans a new
way in, and everybody is kind of thedirector and star of their own little
mini TV documentary of course, thateverybody holds in their handheld phone.
So that's the good news.
You get to dictate, uh,how and what you share.

(40:03):
But I must have had some choice wordsfor Sabre and some of the young drivers
when they were coming through Team USAin regards to social media behaviors.
I can't recall.
That's a good answer.
And for those listening athome, they might not know this.
You had a cameo in Brad Pitt's mostrecent Formula one movie, and she wanted
to know, are you taller than Brad Pitt?
I don't think I ever stood back toback with Brad, but uh, yeah, we're

(40:26):
probably very similar in our seatposition because I shared the race car
with him quite a few times in differentscenes and also in preparation for
the F1 film and what a guy, I meanfor the amount of stardom that he has.
Just so humble, so.
Easygoing but real.
I mean, he wanted to know aboutthe race car, about the racetrack,

(40:46):
about how it all took place.
And we shot a lot of that first openingscene for those of you who've seen the
movie during the Rolex 24, right inthe middle of the night, stint of 2024.
And I took him next door 'causewe had a pit box set up for us
on Pittling during the race.
Just for shooting, but nextdoor was our parody car in the
right motor sports entered car.

(41:08):
And so we sat up on the pit box andput a headset on him and he just
couldn't believe how intense itwas and how much banter there was
between the engineers and the drivers.
And it was a super fun moment.
And it just showed howpassionate he was to learn.
And it wasn't just about shooting a film,but that he really took his downtime
to enjoy endurance sports car racing.
Do you think he's gonna do somethinglike Dempsey did and go racing himself?

(41:30):
I don't know.
I think he's had great amounts ofseat time shooting, both in the
formula cars and the sports cars,and you know, he sampled the McLaren
Formula one car after the moviereleased, but no intel from my side.
I think that he'll probablydrive some race cars and
certainly show up at race tracks.
But as far as going at it inany, any way, shape or form like

(41:51):
Patrick did, I wouldn't bet on it.
But you never know.
The gentleman driver isstill a thing at Le Mans.
It's one of the few placeswhere you can still do that.
So maybe we'll see Brad Pitt at Le Mansone of these days for real, behind
the wheel of a maybe a Porsche, right?
Yeah.
The first day we went out, we had a GTthree RS Street car, a cup car, and a
GT three R, which of course is the maincar that races at Le Mans for Porsche.

(42:11):
And we spent about an hour in thestreet car, we skipped the cup car
and we went straight to the race car.
I just believe in immersingsomebody in the environment that
they need to get up to speed.
And he had a, a real good feel andhe was very trusting and listened.
Yeah, all those laps at Daytona, I washonored to be guiding him around the
racetrack, not just from the pit laneand, and on the radio, but in another

(42:33):
car in front of him during those scenes.
And the scenes came out amazing andthere's been just great reception and so
many messages that people really enjoyedthe racing scenes, especially at Daytona.
So very proud of that.
Scott writes, what was more stressfulpreparing for Le Mans or preparing
for your annual Luka cult events?
Well, I used to think that being aracing driver was a huge amount of prep

(42:55):
and a huge amount of responsibility.
But once I started promoting my own eventsand running my own business and having
a, a team and logistics and budgets andprotocols and safety briefings, I realized
how fortunate I was and, and how fortunateso many pro racing drivers are because.
You show up last, you leave first.
Everything's set up and built.

(43:16):
You have representatives whostand next to you and tell you
where you have to be schedule wiseand book your flights for you.
And so, yeah, I had to learn the entirebackside of movie magic or putting
on a race team or an race event.
And Luol is a, is astatic display of cars.
But what it is and what it represents,that a parallel to racing is, is that

(43:38):
you have the preparation, the buildup,the logistics, you have the performance.
You have that time and day whereeverybody's gonna be there,
whether you're ready or not.
You don't push deadlines, there'sno extensions, and then you
have that celebration or defeat.
You know, you have that aftermathand that feeling with your team.
Going out and then starting all overand preparing for your next show.

(43:58):
And so I think in many ways it's been anamazing gift for me to have a, a focus
beyond just driving race cars fast.
And, uh, I try to add as manydifferent elements that I learned
in racing to Luka cold and to airwater and to these Porsche events.
And.
I think we've sort of opened up a newsegue to entering or allowing a portal for

(44:19):
the younger generation to get into racingand into cars, and that's always the goal,
is to do something that makes an impact.
So super fun and it'scertainly never boring.
So, uh, I wake up and I'm as chargedup as I ever was as a driver.
Troy writes, how much do youthink BOP pre-select a winner?
Do you think BOP is a good thing?

(44:39):
And why?
I don't think BOP selects a winner.
I think BOP stems from takingmanufacturers streetcars.
And trying to take a heavy, highhorsepower car and a light low
horsepower car and make thembattle closely on the racetrack.
As far as ground up prototypes, thegoal is that everybody has a shot,

(45:00):
and what you really want is theability for teams to fight it out with
strengths and weaknesses on the track.
With driver strategy andthings of that nature.
But you know, I'm past the point ofbeing employed as a racing driver, so
I'll probably be willing to speak alittle bit more on this than someone
who's in it in the center of it.
I think that there's a little bitof gamesmanship depending on what

(45:20):
the ultimate focus is, and a lot ofthings, you know, you have to decide
when to play your cards and when to.
You know, not player cards, butwith torque sensors and with the
evolution of technology, therereally isn't the ability to sandbag.
There really isn't theability to hide performance.
And, and that's why you have suchhard races with so many cars, so

(45:44):
close from different manufacturers.
But I think what we allwant is a fair fight.
I think that as a fan, you wannasee the ones who work the hardest,
uh, who develop the best product.
To have an edge.
It doesn't always have to befair straight across the board.
So I think the officials have avery, very tricky and difficult
challenge to monitor all of that,and it's a very thankless job.

(46:08):
You only hear from the people whoaren't happy with the outcome of a race.
You never hear from.
The people that respect and admirejust how much effort's put in.
So it's a subject.
They will long be debated, but if youlook at where current prototype racing
is, there's more manufacturer support.
There's more depth of field in GT andprototype racing than I've ever seen.

(46:28):
So you certainly can't arguethat the formula is working.
All right, Patrick, one morecrowd question before we go
into our wrap up segment.
Christopher asks, do you enjoyvisiting a track and watching a
race or does it still feel a littlebit too much like a day at work?
You know, personally, when I go to atrack, I enjoy just like I did as a

(46:49):
kid watching a good hard fight, butall the days leading up to the race.
If I have a focus, I love being there.
I love the environment.
I love seeing colleagues.
I love the energy, but just to behanging out on vacation or as a
fan now, I'd probably be at home.
But the example being we spentthree and a half weeks at Daytona

(47:10):
shooting F1 the movie during andbefore and after the 24 hours.
And, and I loved thatbecause I was working in.
To the teams, different focuses,different goals, but being in that
atmosphere and in that environmentwith a destination and with a focus,
it was the best of both worlds.
So still lots of love for the racetrack.
Now that you've stepped backfrom full-time racing, how do you

(47:33):
reflect on your Le Mans's legacy?
What does the racestill mean to you today?
And when you think back overthat, do a little retrospective
analysis, what did Le Mans teach you?
I would say that Le Mans humbles you.
It is such a prestigious event, andit is such a big name in the world
of sport, but when you're out on theracetrack going 200 miles an hour in the

(47:56):
middle of the night, you're all alone.
And at that point it can be eerie.
It's you against the racetrack, andthat's where you have to have that
humility in that respect for what'sgoing on with other competitors, danger.
Focus on human performanceand on performing and getting
the most out of yourself.
So I think it teaches you to becalculated, and because you're going so

(48:17):
fast, you really do have to be precise.
All of it was a rhythm and a flow.
So I would just say humility,precision, and uh, respect.
You do a lot of historic racing now.
I've seen you at the Monterey Historics.
You've done red sport, a lot ofother events now that Le Mans Classic
is in full swing, starting withthis year, they're gonna do one

(48:39):
every year alongside of the 24.
Do you see yourself participating atLe Mans Classic, and if so, is there
a car that you'd like to run there?
Particular era of endurance racing.
I have not attended therace before nor competed.
I do have a goal of being there.
I don't know what the race car wouldbe if I was to choose one right now.
Maybe a a 9 9 3 era, GT twoEvo or an RSR only because.

(49:05):
I think that that was thegeneration just before me.
It was also the generation ofnine 11 that was racing when I
first attended the track in 99.
Just one of my favorite street cars.
So that's one.
The group C cars and GTP Cars ofnine 60 twos 9 56 is, is just.
One of my favorite race cars to drive.
So that would be anotherone high on the list.

(49:27):
You know, 9 62 of last generationsand twin turbos and more evolved
brakes is, is a car that was justmany decades ahead of itself, at
least from a driving perspective.
And so, yeah, one daymaybe we'll get the chance.
Lastly, what's next, Patrick?
Well, I'm sitting, uh, in, in ourplanning office and team office, and
there's whiteboards all around meand everything is about our upcoming

(49:50):
show in Durham, North Carolina.
We do an annual air cooled gathering.
This year is our 11th.
Edition and, uh, first time on theproper east side of the country.
So time has flown.
I obviously started this brand and,and this gathering and celebration
reunion, it's not just for carowners, but 85% of the people
who come are not Porsche owners.
And that's, uh, one of the bigparts of my focus these days.

(50:13):
I also have a seven and a 10-year-old,so they're at home excited and eager for
me to come back and hang out with them.
And it's just a super fun age,just a different cadence of
life than it was when I was.
200 days a year on the road, but Porscheand Motorsport is all around me in my
everyday life still, and for that I'mgrateful and just continuing to get

(50:33):
to ride this wave of taking my passionsince I was three years old and 41 years
later, still getting to play with cars.
Well, we've reached that partof the episode where I'd like to
turn the microphone over to an aCO representative, and so David
Lowe, president of A-C-O-U-S-A, isgonna have some parting thoughts.
Patrick, on behalf of the AutomobileClub, Dilla West and our A-C-O-U-S-A

(50:53):
community, I'd really like to thank youfor sharing your story with us tonight.
It's an honor to celebrateyour journey together.
Thank you very much.
Thanks, David.
It's been a great time.
Thank you.
That wraps up tonight'sevening with the legend.
We took a fascinating journey throughthe legendary Le Mans experiences of Patrick
Long from his first time racing on thehallowed grounds of Circuit D Losar

(51:14):
to his class victories with Porsche.
Patrick's story is one of talent,precision, and unwavering dedication
to the art of endurance racing.
His impact on the sport, especiallyas the only American Porsche factory
driver of his era has left a lastinglegacy, both in the paddock and in the
history books to keep up with Patrickand his continued work in motorsports,
including his involvement with LukaCult and other Porsche centric projects.

(51:35):
Be sure to follow him on Instagramand Twitter at pl motorsport, and
you can also visit his [e-mail] for more
updates, appearances and insightsinto his career and current ventures.
And with that, we hope youenjoyed this presentation and
look forward to more evening witha legend throughout the season.
And Patrick, on behalf of everyonehere and those listening at home, thank

(51:57):
you for sharing your stories with us.
I appreciate it.
It's been, uh, a great time, very fondmemories, and I'll be looking forward
to listening to your next episodes.
This episode has been brought to youby the Automobile Club of the West and

(52:20):
the A-C-O-U-S-A from the awe-inspiringspeed demons that have graced the
track to the courageous drivers whohave pushed the limits of endurance.
The 24 hours of the Le Mans is anautomotive spectacle like no other.
For over a century the 24 hoursLe Mans has urged manufacturers to
innovate for the benefit of futuremotorists, and it's a celebration of
the relentless pursuit of speed andexcellence in the world of motorsports.

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To learn more about or to become a memberof the ACO USA, look no further than
www.Le Mansn.org, click on English in theupper right corner and then click on
the a CO members tab for club offers.
Once you've become a member, you canfollow all the action on the Facebook
group, A-C-O-U-S-A Members Club, andbecome part of the Legend with Future

(53:03):
Evening with the legend meetups.
This episode has been brought to youby Grand Touring Motorsports as part
of our Motoring Podcast network.
For more episodes like this, tune in eachweek for more exciting and educational

(53:24):
content from organizations like TheExotic Car Marketplace, the Motoring
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Please note that the content,opinions and materials presented and

(53:44):
expressed in this episode are thoseof its creator, and this episode has
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If you have any inquiries about thisprogram, please contact the creators
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