All language subtitles for The Gentleman Driver 2018 (The Gentleman Driver 2018) (ENGLISH)

Motor racing is the
ultimate meritocracy.

You do well, you get seen more,
you're at the sharp end of the field.

But to do that
requires dedication.

All the technology in the
world will not help you.

It's about the human
interest at the end of it.

Endurance sports car racing is populated
by manufacturers spending hundreds of

millions of euros,
dollars or yen to be here.

You are looking, quite
simply, at the most

technologically advanced
racing cars in the world.

These cars go around corners as
fast or faster than a Formula 1 car.

But ultimately, the piece of humanity
that you plug into, all of that technology,

does make the difference.

And that's why this
is such a great sport.

At Le Mans, in terms of competitive hours,
there's more competitive driving at a

higher average speed than the
whole Formula 1 season put together.

And yet, we still have the
gentleman driver competing.

98 Aston Martin, what
a job they've done.

Leading their class.

And Paul Dallalana,
not one of the pro drivers,

given the honour of
bringing this car to Le Mans.

Bringing it home.

We accept that the pro
drivers are on such a great

level that they almost
cancel each other out.

So the difference between winning
and losing is your gentleman driver,

which I find fascinating.

Dallalana in the 98
car, leading at Le Mans.

This is what people dream about.

Great job, buddy.

Great job.

Five more.

There's an Aston off.

Oh, it's the 98!

That's the class
leader, Dallalana!

Oh, disaster!

Tiny mistake.

Huge consequences.

And the whole of the 98
team's hopes are smashed.

Got a fail for Paul Dallalana.

A victory within his grasp.

And it's all over in
the blink of an eye.

I was tasked with doing something pretty
simple, which was bringing the car home.

And I think
mentally I was there.

Unfortunately, physically
I didn't get the job done.

And, you know, it's a high price to pay,
given how competitive this championship is.

We haven't been able to recover.

General drivers are drivers
that are not professional.

That are rich.

They have lots of money.

More money than sense.

Mike Conway coming up
to pass an Aston Martin.

Oh, no!

It's gone wrong!

While there is some good talent on
the field, there is also some questionable

talents and questionable moves
that happen during the race.

A little touch on the Toyota.

Gets through.

Doesn't get through!

Some of them are better than
others from what I can see.

I've read it does cause
a little bit of consternation

with some of the more
professional drivers sometimes.

The LMP3 car clatters into the air of
course a Ferrari and earns a drive-through.

A gentleman driver is
somebody that pays for

their drive rather than
somebody paying them.

I wish I was rich enough
to be one too, but I'm not.

I believe that gentlemen
drivers are part of

the living tradition
of this whole racing.

They're flamboyant.

They're not quite as programmed.

They still do things wrong.

The crowd loves people who screw
up and spin the cars just occasionally.

Thank God we have a few
gentlemen drivers to do that for us.

Gentlemen drivers, for many
years, the lifeblood of motorsport.

As Henry Ford will
have told you, the first

motor race was when
the second car was built.

And quite often the guys who
could afford cars were quite wealthy.

So the original racing drivers
ultimately were all gentlemen drivers.

There were no
pros in those days.

That's kind of disappeared now.

So the last great bastion of
gentlemen drivers is in sports car racing.

Right up to and including
world championship level.

They are a big
part of the sport.

One, because they
bring money into the sport.

But secondly, they also
represent all of us, the fans.

Because if you have the wherewithal,
you could buy a baseball team.

You could buy an NFL franchise.

But can you go out and
quarterback it on a Sunday?

Of course you can't.

It would be ridiculous.

Well, in this form of motor
racing, you can do exactly that.

If you're prepared to
dedicate yourself to get to a

decent level, you can race
with the giants of the sport.

Now, as the cars have become more
sophisticated, quicker, the role of the

gentlemen driver has
become more difficult.

Rich businessmen just doing it for fun
at the weekends, it's hard to do that now.

In fact, it may
well be impossible.

And if you look down the years at people
like Steve McQueen and Paul Newman,

they took time out from their
acting jobs to come and race.

Patrick Dempsey now is a full-time driver
and works once in a while as an actor.

He's had to make that change
to make his performance

level appropriate to
the world championship.

Definitely racing
is an addiction.

You're taking risks.

You're working off hours.

You're traveling.

It's not easy.

It's not easy.

So if you want to be there and you want
to be good at it, it has to be passion.

I hate the term
gentlemen driver, so...

We're all drivers and
we're all passionate about it.

And some guys just started
when they were six years

old and some of us
picked it up later in life.

But I've always wanted to be
the best at whatever I try to do.

And if you're not trying to win a race,
if you're not trying to win every time

you're out there, then probably you
need to go find something else to do.

As an entrepreneur and
certainly now in the racing

world, it's a pretty demanding
audience of one, frankly.

You have to look in
the mirror at the end of

the day and say, did
I get it done or not?

And that's what motivates me.

And I wouldn't have
it any other way.

Racing is what gets
me up in the morning.

I think I'm motivated
and I push hard.

When people speak about
me, they seem to think

I push to the point of,
you know, just insanity.

But I just think it's normal.

For me, it's just
what you have to do.

I think to be successful in anything,
sport or business, there has to be a part

of your brain that says,
I can do this better.

Better than him, her, them.

Better than I just did it.

And the quest for perfection is something
that motor racing is pretty much all about.

We were here two years
ago, and we did very, very well.

And so we have all this
data from two years ago.

And then my data
from this last Friday.

So what we do is you overlay it.

My steering traces, my brake
pressures, and my throttle.

Turn one all the way to turn 20.

This data is
absolutely imperative.

I mean, you're talking
a tenth of a second.

A tenth of a second here,
a tenth of a second there.

20 laps, or 20 corners, one
tenth of a second is two seconds.

Right?

It's all data driven.

Everything.

Business is, this is.

I got my profit and loss
statements via email last night.

So I'm forecasting taxes.

That's what I was doing
actually in my hotel room.

I thought I was taking
time off, but I really

was doing analysis, you
know, on my accounting.

And now, this morning, I turned
that all off, and now I'm on data here.

So my life goes
from one to the next.

It just never stops.

Never stops.

What you've got to understand
about gentlemen drivers

is that they're an
integral part of the sport.

Without the injection of finance that they
bring, some of the teams simply wouldn't

be able to exist and
wouldn't be able to go racing.

And so it's been recognised because
there is a class, both in GT and in the

prototype classes, where
you must have, you are

mandated to have, a
non-professional driver in the car.

And I think that gives
something to the sport.

It doesn't take something away.

It adds, and I think that's what brings in
some of the fans, because they look at

that and think, if only I had the money,
I'd be doing exactly the same thing.

None of these corners
are really late apex, Ricky.

What's the braking point?

It's at 75.

It's deep.

You kind of brake-release, carrying
speed into the apex, looking for the apex.

This extra speed will help you,
the rear will help you turn the car.

It's a ritual to do a track
walk before each event.

To take, you know, the gentleman driver
to a track walk is really important because

we, as a pro driver, kind of help
explain to them how to take each corner.

You know, they look at
corners like racing drivers,

but sometimes they also look
at corners as businessmen.

It's actually showing me in
the computer where to brake.

I don't know if
he's right or not.

We'll see tomorrow.

Ultimately, the car in the stopwatch
doesn't know whether it's a gentleman

driver in that car or
someone who's a superstar.

Once the helmet goes on,
it makes no difference at all.

And so, part of the process, the pro
driver's job when they are teamed up with

someone who is a non-pro
driver, is to give them help,

advice and to make them
quicker and more consistent.

Because as a race car driver, you're sent
off down the pit lane, you might have 20

seconds to get yourself sorted out,
then off with the pit lane speed limiter,

and everything's got to
happen at 100% straightaway,

because if it's not, you're
losing time to your competitors.

Now, the pro drivers do
that as a matter of course.

The best amateur
drivers build up to that.

They're racing with top teams,
and so there's a lot to be learned.

And I think it would be an
error not to be like a sponge.

And it's a team, and at the
end, if one wins, we all win.

I don't remember
this being so downhill.

Yeah, you don't
feel it in the car.

Downhill is great for you, because
more weight for the faster you go.

It's the first time I'm
going to be faster than you.

Human beings are a
competitive species.

We cooperate in teams, but we have
always competed against the other.

Now, an entrepreneur is in a very
competitive environment, because in order

to succeed, they
actually have to allow their

company to do better
than everybody else.

And I think when you've had success
at that, when you've had success at

competition, then
you actually like to

bring that out in other
facets of your life.

When you extend yourself, in a new
area, it actually feeds back on what you do

professionally, because you realize,
hey, I was able to acquire this new skill,

so why can't I solve some big
problem that I'm facing in the workplace?

I know I can do it, because I'm
able to do it in these other areas.

I think what joins racing
and business for me is being

able to take that pressure
and then perform the same.

I mean, I started racing when I was
10 years old, go-karts, and got hooked,

and then started
the whole ladder.

I raced up until 2001.

That's when life said, no more.

No more sponsorship.

There's no more support.

I had already two kids.

So I had to focus back to work.

And I decided to
start from scratch.

Support from nobody.

Definitely was not easy,
but I was sure I could do it.

In order not to suffer, at that point,
I didn't even watch racing on TV.

Seven years after, an
opportunity to race came

back, and my business
partner sponsored me.

And now I was going back
to racing just to have fun.

And it was after the
first or second race that

I realized I cannot
do it just to have fun.

I have to be competitive.

I like to think where I
want to be, what I want to

accomplish, and then
understand how I get there.

And sometimes I
just drop a lot of ideas.

So right now I'm working
on bringing the first U.S.

university campus to Mexico.

It is a branch of
Arkansas State.

A full-blown campus, which includes
dorms, all the fitness and sport area,

and also the classrooms.

The first time I saw the
project, I was hooked.

I think if you want to really help and
leave something behind for Mexico and

revolutionize education in Mexico,
which is what Mexico needs right now,

for me this was the
opportunity to do it.

This is the student union.

We are here.

And in here we
have the cafeteria.

All this will be
a huge new city.

You've become the bridge, basically,
from academic to the corporate side.

Ricardo, this is phenomenal.

I mean, it's unbelievable.

You and I talked about
this maybe 60 days ago.

The progress you've
made in 60 days.

Incredible.

Incredible.

Every week it changes.

Some days he's in China,
and when he finishes

racing, that's how he's
doing everything over there.

I think he doesn't feel it.

There are a lot of connections
between racing and business.

When I was 17, I
moved up to Formula 3.

That's where there's a whole team
behind you, there's people working for you,

there's a contract.

Being under that pressure at that
age, it definitely starts to prepare you.

By the time I sat for the first time in a
desk to do a contract for my company,

I had a lot of experience in dealing with
the negotiation, and I don't know if I was

better, but at least it made
me feel more comfortable.

I've been working with Ricardo
Gonzalez for about six years now.

I'm his driver manager,
so I basically manage his

racing life while he's worrying
about his business life.

The racing world, you
know, it's a small circle,

so basically everybody
kind of knows each other.

There's one big circus that
travels around the world together.

Being around the racing business has given
me the opportunity to meet guys like Ed

Brown, Paul Dallalana, Mike Gouache,
and even though we're different teams and

we're competing against each
other, one year you'll be with one team,

and then another year you'll be with
another team, so you end up becoming

friends with the people that you
were racing against the year before.

It's long-term
relationships, for sure.

For me, the thing that racing has
provided, which is a weird thing,

is sort of an escape, almost.

It's provided a mental shift, so it's
taken me a number of years to be able to

go there and just completely
forget everything else.

I don't know how when you started,
if you felt that you'd come to the track,

you'd be doing your business,
you're in the middle of everything.

No, that's what I
loved about it, though.

Because if I went and played golf or I did
whatever, somebody could email me or text

me or whatever, or call me, but
in the race car they can't do that.

So it was the biggest
release I ever had.

And people don't understand, I'm more
relaxed in the race car than when I'm not.

Isn't that funny?

For me also, I would leave my
cell phone for three or four hours.

Going to races is
a shift completely.

Everything.

What's been good for me in racing in Europe
is that the time, we're so far ahead.

Basically when the day's
over, the day starts in California.

So I don't have to watch
my phone all day because

no one's emailing me,
because no one's awake.

So when I'm over there during
the day, it's really relaxing.

If I can just control the
evenings, I'll be okay.

There you go.

The Lone Star Le Mans at
the Circuit of the Americas this

weekend is the start of the
second half of the season.

It's the time of the season where the
championship run starts to come together.

Get the results, rack up the points,
and hopefully, by the time we get to

Bahrain, then you're in a pretty good
state to challenge for the championship.

There's a lot going
on this weekend here.

Ricardo tries to focus on the racing,
but a bit of a secret project that Ricardo

and I have been working on is to bring a
WEC event to Mexico, which will be huge.

You know, Mexico is a
huge market for racing

and for all the
manufacturers involved.

And we're literally here in very
last-minute negotiations with the WEC and

with the promoters in
Mexico to make that happen.

We're going to have
another meeting right now.

You know, and that's the
life of a gentleman driver.

There's a lot that
happens basically at a

racetrack that has
nothing to do with racing.

It's all business.

And vice versa.

As we wait for the red lights to go out
and the clock to start counting down from

six hours, we're racing at
the Circuit of the Americas and

the pool-sitting car of Neil
Jarney gets the inside line.

Each of the classes battling for
their own podium and in LMP2.

Keep your eyes on this battle.

The pair of orange and grey
G-Drive cars have been hunted

down from behind by the black
and green Tequila Petroni SM.

This is going to be a
battle royale in LMP2.

It's not just about the
glamour boys and the hybrids.

This matters as well.

I'm pretty good, you know.

I don't get in for
another, you know, hour.

So I stay pretty calm until
I get my helmet on and

then I'll probably get,
you know, a little anxious.

Johannes van Overbeek
in the 31 ESM Petron LMP2.

It's not been the
smoothest of races for them.

They've had one or two
mechanical problems.

Into the pit lane for
Johannes van Overbeek.

That's on schedule for the 31.

It will be fuel, tyres
and a new driver.

Ed Brown will
take it into the race.

Now remember, every
driver on the team has to be

in the car for at least
an hour and 15 minutes.

I had no confidence in
the car at the beginning.

Tell Ed, if he starts
complaining, like, it felt

like the suspension fell
out of the car sometimes.

Like, from the fender came down.

Oh, no kidding.

Yeah.

Huge.

So tell Ed, you just
got to drive through it.

Drive through it.

Multiclass racing at its best.

GT car on the right.

We're on board with an LMP2 car.

And watch to the left.

There's an LMP1 hybrid.

Marvellous.

Huge one for the final corner.

That was one of the Patron cars.

It's the 31.

It's Ed Brown.

Massive hit.

It's like a pretty good hit.

Shit.

He doesn't have any brakes.

Oh, my God.

Good thing he didn't roll.

Ed went off in the last corner.

But we don't know why.

He said no brakes.

That's what it looked
like on the video.

So we'll see.

Actually, he's
moving pretty good.

You're 19, man.

You got some serious air.

Halfway through the race,
the sun is going down in Texas.

But the racing is heating up.

So it's halfway
through the race.

About three hours left.

Ricardo just finished his stint.

So he's done for the day.

Ricardo was in fourth
place when he came in.

Right now, I think
we're in sixth place.

But it's hard to tell because
people still have to bid.

Still, in about 30 minutes,
we'll know exactly where we are.

I'm not sure what
happened to Ed.

The way he crashed
was pretty extreme.

So usually when you see
something like that, it means

there's some kind of
mechanical problem or something.

So, you know, it sucks for them.

But their other car is
running pretty good.

So at least Patron
will be happy.

You know, racing is a
miserable sport sometimes.

But I've crashed before
where it's my fault.

And you feel worse.

When it's a mechanical failure
like that, you know, it's part of racing.

And you just hope that we can...
find the issue that happened and that...

hopefully not ever
let it happen again.

No scratches, no
bumps, all's good.

Drinking some
Patron and relaxing.

Taking a little bruising away.

Almost at the end of the
six hours of the Amoregus,

but still battling going
on in the darkness.

And G-Drive goes
round the outside.

That's a pass for
position in LMP2.

What drama in
the closing minutes.

Careful through traffic.

Porsche being lapped.

And there's almost a touch.

My goodness, that was close.

At the end of the six hours of the
Amoregus, LMP2 goes to G-Drive.

KCMG 47 is in second.

And then the second of the G-Drive cars
onto the podium for Gustavo Jakerman,

Pimo Durrani and
Ricardo Gonzalez.

At the end, very
good for the team.

We have been lately struggling.

And for us to be one and three, I
think it's very good news for the team.

Winning is important to me.

And definitely
that's why I'm here.

I like to win.

So you take that
back to the office.

And it's not that you're
going to go and get

that podium or that
trophy at the end of the day.

But you get a
longer version of it.

So anything you do in business
world and how you develop

yourself will stay for you
for the rest of your life.

I think every human being would hope
that they never had failure in their life.

But I always tell my employees, in really
good times, you learn absolutely nothing.

Because it all went right.

So what did you have to learn?

It's in the hard times and the times
that you fail is when you learn the most.

Whether it's failure to run a
lap time that I wanted to run

or ran that didn't do as well
as I thought it was, I learn.

And I learn every single
day at everything that I do.

So that's important.

Without failure, you
can't have success.

We are trained to minimize the
number of mistakes we make in life.

And that may help you
to succeed in school, but

it doesn't really help
you to succeed in life.

Because success in life isn't
about never making mistakes.

It's about recovering from
the mistakes that you make.

People who succeed over and over
again in different areas aren't just lucky.

They're good at making
mistakes, sometimes even failing.

And then learning from
those failures and using

that knowledge to help
them to move forward.

Do you think trial eight and a higher proof
with a little more bite and nose might.

I haven't done eight yet.

I'm going eight right now.

Eight doesn't have
much smoke on the nose.

Not much smoke on the nose.

No.

That's always the question
that we've had internally

is how much smoke are
we going to put in that?

That's what it is.

I think that from a taste
for me, it's a little soft.

Yeah, it's soft.

I just don't know if it's
a big enough difference

to go ask for $30
or $20 a bottle more.

What's the proof on that?

That's 80 proof, right?

Yes.

40%, right?

Yes.

I think a little higher.

Like an 85 would be...

Let's taste a range of... Let's taste a
range of... I'd pretend you're 40 or 45.

I think you're weak.

Hey, I like 50s, but you
know, I don't want to go

back to the days when
kids were falling off cars.

I think 90.

Perfect.

That's right.

I'm passionate.

And I'm...

uber competitive, you know, and I
think that's kind of what always drove me.

My father was in the
beverage alcohol business.

I was trying to play golf for
a living, actually, and I called

him, and I said, yeah, I
guess I need to get a real job.

So I'm thinking, you know,
he'll give me a nice cushy

route, you know, I'll
have really good accounts.

My dad gave me, like, the worst
territory known to man in Colorado.

And I was making, I
think, like $15,000 a year.

And I'm like, Dad, I
can't even survive on this.

And so about six months I was working for
him, and a company called Seagram's came a

knocking and said, hey, do
you want to come work for us?

They're going to pay me $22,500.

I'm like, oh, that's a deal.

I'm out of here.

And I got the key.

They gave me a van, so I
didn't have to have a car.

And so I went to work for Seagram's,
and I just felt like if I wasn't getting

promoted, like, every year, then
something was wrong, and I was

aggressive and moved 13 times
in a 10-year career with them.

So all that set me up
to, you know, really do

what I thought I was
going to be really good at.

And that's not really have to work for
somebody and, you know, use all what I

hope that I've learned over
the years to build something.

And so John Paul DiGioria and Morton
Crowley had come to me and asked me if I

wanted to come work
for this brand, Patron, and

they made me basically
a deal I couldn't refuse.

And in the early days of Patron,
we were selling maybe 5,000 cases,

and it was, you know,
it was just this little

boutique-ish brand, and we
didn't produce our own tequila.

We were a third-party manufacturer,
and I knew that was way not the best thing

that we needed to do, so that's
when I started to build this hot stand.

And that's really started to be the
game-changer because then I could have

total control of what we were doing
from a manufacturing and a marketing side.

I'd been in the business a long time,
and I felt like, well, it just couldn't

just be bottling and
distillation and stuff like that.

I really wanted to make
a monument to the brand.

In the beverage alcohol business,
it's very difficult to advertise because

there's regulations about television and
the things that we can do, but I had this

idea, well, if I can have a
car going around a track with

Patron all over it, I'm
going to get it on television.

I've tried to build the same culture
on the race team that I have at Patron,

so Scott Sharp and I became close,
and I started sponsoring him, and he kept

on saying, dude, you
need to get in a race car.

And I'm like, nah,
I don't have time.

And probably a couple years
later, he goes, I bought you that car,

and it was a Mazda MX-5 all in
black and green with Patron on it.

And I'm like, wow,
that's cool, dude, thanks.

But what am I
going to do with it?

He goes, this is the best part.

For the next four days, we're going
to teach you how to drive this race car.

I raced those things for
like four weeks, and he

goes, dude, you've got to
get into bigger horsepower.

And so that was when Sharp and I decided,
I'm not going to mention any names.

I've been with a lot of
team owners over the years.

They all lose their stomach for spending
the money because racing is expensive.

And so, you know, Scott
and I at that time decided, we

said, hey, you know, why
don't we start our own team?

We know how much it's going to cost,
what it's going to do, and we'll be in

control of our own destiny
as far as a race team.

So that's how Extreme Speed Motorsports
and Scott, Extreme Speed started.

But it's always been Sharp,
like, shoving me along.

Racing and running
businesses has a lot of parallels.

You know, the number one thing
is teamwork on both sides, right?

My partner, John
Paul, he has a saying

that's, you know,
success uncared is failure.

And I've really tried
to live my life that way.

And I'm not just talking about talking
to charities and giving money but I really

feel like it's taking care of my employees
because they're the ones that got us here.

A lot of the gentlemen drivers have
seen success in their business lives.

They'll have seen failure too.

And I think that's quite
important because when

they come to this sport,
failure is more likely.

No matter how good you
are, behind the wheel of

a car, you are a small
cog in a very big team.

If the rest of the team
isn't working for you,

you're not working for
them, you're not going to win.

You're probably going to have to pick some
big officers Good laps going into here.

I mean, they had a bunch of 57s.

I just need to get it right now.

Yeah, yeah.

When I first started racing at a high
level, you know, everybody kind of like

tiptoed around me and
I'm like, no, no, no, please.

You know, I'm
just a worker here.

You know, be brutally honest.

I've been very fortunate that teammates and
engineers, you know, they'll call me out.

That would work out.

Yeah.

I could run 57 a
day in this here.

What's that?

That's a fast ride.

Dude, we're gonna get you flat.

You just gotta suck it.

Well, I know.

I was turning in too early and
then I'm running out of travel.

Yeah, you gotta go way
right and then come back

way left and do a late
apex across that hill.

You just gotta make
yourself believe.

Yeah.

That's if you get on some
good tires and you drive it

all the way down to that sign
where you park it and turn.

Yeah, I hate that corner.

I know, but you
gotta go to the sign.

But there's just no
vision there, that's why.

That's the sign.

The sign's the key.

You're not anybody's boss here.

And not only is it just good for you,
generally speaking, as a human being,

to have to be humble and occasionally
embarrassed because you don't do things as

well as your comrades,
but also you discover

that they have talents
you didn't suspect.

And I, for example, was
amazed at how clever my

co-drivers were at handling
the media, for example.

I was doing this
every day as a CEO.

But these guys had a way.

They had a way of talking
back to the journalists.

I thought, hey, I've got a lot to learn,
even in things I thought I knew how to do.

A really great leader isn't someone
who takes all the credit for himself.

The most humble people
tend to be the most confident.

The people who are able to say, you
know what, in this situation you have

more expertise than I do,
so please tell me what to do.

Or give me some advice so
that I can do what I'm doing better.

They're the ones who actually have the
most confidence in their ability because

by giving you the opportunity
to instruct them, they don't

feel like they are being
seen as a lesser individual.

And that's what makes
people successful

across a whole range
of different endeavors.

I mean, I blew the ashes twice.

And it came in way too hot.

And then...

I tried to get a little
bit of pace, but...

I picked it up better
for the essence.

Right.

Well, I need a little
help sometimes.

And that's nice to
hear where I'm rolling.

Honestly, I used to prefer, when I
did racing, that it was just me in the car.

Because at the end of the day,
if I screwed up, it was all on me.

Yeah.

For me, before getting in a car, if
you ask me, do you get nervous?

I do.

But it's because
I want to deliver.

Why?

I don't want to be the
guy who drops the ball.

I don't want to be the guy
who disappoints my teammates.

That's the pressure.

When Johannes tells me that he grabs
me and he'll tell me he's proud of me,

that's greater than any
thing I do in business.

There's no question.

Because it's like,
here's a guy that drives

for a living and he was
happy with what I did.

But I think for the gentleman driver,
that's huge pressure that when you drive

with a pro, you just don't
want to disappoint them.

And you don't want to be the
guy that screws off the race.

We're here in Bahrain for the final
round of the 2015 FIA World Endurance

Championships, the last
six hours of the season.

And all bar two championships
are still up for grabs.

It's been a real return to form for
Aston Martin in the last couple of races.

And here in Bahrain, I
would think that Paul will be

looking for at least a podium
and possibly even a win.

For Ed Brown, they've
had a difficult year.

Ed, I think, has grown as a
driver and they'll want a strong

finish at the end of six hours
for one or both of the cars.

For Ricardo Gonzalez, well, his
team car is going for the championship.

So there's a role
to play for the 28.

But of course, they will want to
get a good result here as well.

This is actually probably our busiest
weekend as far as business goes.

Outside the racetrack.

I'm here trying to put together
Ricardo's team for next year.

And my main focus right
now is how can I get the best

combination of Ricardo as a
gentleman driver and our pro drivers.

Basically, it's a big puzzle
you've got to put together.

We're also finalizing the deal for
the WEC race in Mexico next year.

So it's kind of coming
down to the wire.

And, you know, so every time we get a
few free minutes, we're talking to people.

We're negotiating deals.

So I'll try to manage as
much of it as possible.

And then, once Ricardo's done
driving, then I can tell him about it.

Because, yeah, you either
drive or you focus on business.

You can do both
at the same time.

The red lights are about to go
out as we start the last six hours.

And we're racing.

The two Porsches get a decent
start from Fessler in the seventh Audi.

Very racy early
on down the inside.

He's in the second place as they
go down towards the first corner.

No, Dumas has claimed
back that second position.

All kinds of bumping and
boring in the LMP2 field.

The GTs still trying
to sort themselves out.

This is magnificent stuff in the early
opening laps of the six hours of Bahrain.

This, for me, is
when it's the toughest.

You know, the
butterflies are up.

And really, you know, not sure how
those first couple laps are going to be.

So it's just trying to
calm down a little bit.

It's super close.

So it makes me nervous
but excited at the same time.

I'm going to be

permissioned to arrive late.

Missed autograph session and
missed driver change practice.

I received a call at 1 a.m.

to review a contract.

So we found a couple of
mistakes in the contract.

We're doing emails through
the night, sending corrections.

And at 8 a.m.

I received the final copy of the
contract, signed it, and went to bed.

Well, we've had a set of pit stops,
but the battle at the head of LMP2

continues between the two
teams who've been at it all season.

KCMG, the 47 car, going
ahead of the 26 machine.

I'll have that position.

Thank you very much indeed.

You're going to be in for just
over your minimum hour and 20.

So those tires are
going to have to last.

Let's see on them
the first couple laps.

Bring them in.

Just don't slide them.

But then they don't
have to last forever.

31 ESM Patron into the pits.

And it looks like Ed
Brown is going to get in.

In GTE.

It's been another good run for Paul
Dallalana and the rest of his team.

Matthias Laude
still to drive that car.

Oh,

would you believe it?

The 31 car with more
mechanical issues.

Left rear suspension will
bring that car into pit lane.

They've just had
a rotten season.

Ed Brown and ESM will be
glad when this season's over.

We have an hour
and 17 minutes left.

One of the suspension
members had happened.

Make sure it doesn't
happen again.

I didn't love a whole lot
about racing this past year.

But when I got done with the season, I
really started to analyze what I need to

do as a driver to go now
to the next couple levels.

That's where the
competitiveness comes in me.

I could just sit there and say, hey,
it's fun, we drive around, who cares?

But I really don't want
to do it if I can't win.

Paul Dallalana in the
number 98 Aston has kept

that car in contention for
the win here in Bahrain.

Very strong run indeed
from the Canadian.

He's done a sterling job
in the middle of the race.

We're in P1 right now.

Wow.

The 88, who's in second, has
a really strong finishing driver.

So, outside chance at a
win, but more than likely a

podium and third overall in
the championship this year.

So, not unhappy with that.

But, you know, a year of
something could have been better.

It goes back to Le Mans.

When I got out of the car, I thought the
team was going to say, you didn't do good.

And when I got out of the
car and said, hey, you were...

Holy Nats.

The Aston and the Porsche 911 are
neck and neck going in the chicane.

The 98 Aston
has the better line.

That's a pass for position.

Second place.

Marvelous work.

There's no debate here.

You're going on
the podium as well.

No.

You absolutely are.

So, listen.

We said one of the boys will really scoop
everything up and meet you at the airport.

Or we just go there.

Just risk it.

9.30.

Just risk it.

The option is that we have...

Who do you want to do?

You want to proceed, Jo?

Give you a little talk?

Everything's happy.

Are you after it?

Let's see.

Let's see.

A late overtake by the 98
Aston Martin has put them into

first position, into the
final corner of the season.

It's going to be a win.

The disappointment of
Le Mans now behind them.

And that will give them third in the
GT Championship for the season.

It was a fun moment on the podium, even
despite the time pressure to make a flight.

You know, it's one of the challenges
for me in terms of racing that, you know,

being home and being available
on Monday morning is a huge priority.

And the winners, number
98, Aston Martin Racing.

My raison d'etre for
racing is really simple.

You know, I wanted
to achieve two things.

One was to push
myself to the limit.

And find out, you know, if I
could do the sport at a high level.

The second thing,
of course, is winning.

And not so much the glory,
although it's nice to be acknowledged.

But I get more satisfaction out of
my competitors acknowledging that,

you know, here's this
person that was a late starter.

You know, maybe in some ways,
you know, shouldn't even be here.

And yet is up on the, you
know, up on the podium

celebrating and achieving,
you know, these results.

There's a spectrum of behavior.

There's a spectrum of behaviors
that is called imposter syndrome.

And it's the idea that you've
risen to a particular level.

But if people really
knew who you were, they

might realize that
you don't deserve that.

And so one of those markers, one of
those choice points in people's lives is,

how do I deal with that sensation that I
may not yet deserve to be where I am?

Do I let that sensation guide my
actions and keep me from success?

Or do I actually use
that as a motivation to

continue working and try
and achieve that success?

And for people who are in that situation,
it's actually rarer for someone to work

hard and succeed than it is
for people to give in to that.

It's much easier to give in.

I started Northwest
about 25 years ago, just

recently out of college
and a brief career.

I worked on Wall Street and realized
pretty early that I liked real estate and

really started looking
for the opportunity to

buy and invest in various
types of real estate.

And more recently, probably in the
last 10 years, we've come to focus almost

exclusively on health care real estate,
which is a bit strange because in Canada

we have a public health system and
the provincial governments own the vast

majority of health care real estate,
you know, hospitals and the like.

But we found a pretty interesting niche,
and it's one that's really playing out

around the world.

And so, over the last 10 years,
we've really become a very significant

owner of health care real estate,
you know, in Europe, in Australia,

in New Zealand, in South
America and, of course, in Canada.

Clearly, completing the merger
with Northwest International

was the biggest thing we've
been able to accomplish.

I mean, I think that
leaves us in a great

position, but how do
we make it even better?

What do we think about sort of,
you know, further down the line?

So, you know, maybe thinking out past 2016
and the big opportunities of the business.

I started Northwest with one property
and really running it by myself with a cell

phone and no office to now,
you know, having hundreds of

people working for the company
and hundreds of properties.

So it's been an incredible journey, and
I think, you know, as a public company

now, as an entrepreneur and in particular
as the person in charge of the strategy

for the business, I find, you know,
myself wearing two hats every day and

coming in here and, are we on plan and
are we capable of both hitting our quarters

and our year, and at the same time,
you know, being the chief disruptor and

coming in and saying, you know,
let's think about what we could do totally

differently and, you know,
how could this be 10x?

And so, you know, it's a
very interesting tension

and I find, you know,
that to be really rewarding.

Learning by doing seems to
be a common theme for me.

It's very much the way that it happened
at the start of my business career.

I think racing is pretty
similar to that for me and

so it's been a very
interesting journey in racing.

I would say I'm an accidental gentleman
driver in that although I've enjoyed

racing over the years and I can remember,
you know, even meeting my wife at a

Formula One event, my journey into
the sport happened quite recently and that

was, you know, going to
a track day with a friend.

Having never driven a car on a racetrack
before then, never done go-karting,

you know, I showed up as green as
you can be and I think after the first lap,

I knew that it was something
that I wanted to do and enrolled

the next week in racing school
and started the week after that.

I think I always considered myself a good
driver and somebody that appreciated cars

and I very quickly found out that I didn't
know the first thing about it and so it

was a real eye-opener that
I had a whole lot to learn.

So in addition to racing and business,
you know, recently I find myself involved

in another new initiative which is
philanthropy and I've become affiliated

with the University of Toronto
School of Public Health.

Howard.

Nice to see you.

Yeah, thanks.

The Dalla Lana School of Public Health
is one of the world's leading institutions

for training and research
in population health.

It's about looking at millions of people
and figuring out how we can prevent

disease from happening rather than simply
spend the dollars on treating disease.

It's early days, but I'm really enjoying
helping the university tackle some of the

most difficult problems
that exist in the world.

What's very important for me is
to get the contracts done right now.

Yes.

We need to focus on
selling sponsorship.

The way we did it in Austin is you
create basically kind of a base package.

So you take that and say, okay,
here's what we're putting together.

We're still working
out the final details,

but you need to have
this put in your budget.

The estimated cost
will be 300,000 U.S.

dollars, right?

So they go take that 300,000.

That becomes a placeholder
in their budget for 2016.

So it's like, okay, here are
the contemplated assets.

You know, here's the price.

And, you know, we'll have the final
packages to you by, you know, March 31st.

Yeah, and what we can say is that whoever
buys those is going to be for three years.

It's a three-year deal.

So if you want to be
in, it's now or never.

And I think the key, the sales hook is
saying there are only so many packages,

right?

You know, that there's one
title sponsor and that's sold.

There's one presenting sponsor and
there are, you know, five or six of these.

I don't want anything
under 300,000.

Because there's appetite.

So we don't want to be
selling for less than that.

Right.

And what happens if the packages,
we are out and... You add more.

What?

What did you say?

If you sell out, we can always...
That's a good problem to have.

We can always create more.

It's going to happen.

You guys are all high-profile
business guys, right?

Is it different now than
when it was a startup?

Like the drive of
it or, you know?

So here's me.

I'm competitive.

And so, you know, I sit
there and I'm like, wow,

you know, Patron's
worth X amount of billions.

That's awesome.

But how did this guy
with this stupid little

Internet company,
he's worth 40 billion.

And it motivates me and it
drives me and it drives me crazy.

So it pushes me.

And it motivates me to continue
to say, okay, I got to keep pushing.

And to me, it's not
about the money.

It's more about
winning or losing.

And it's like, whether it's racing or
business or whatever, I want to win.

Business is business
and it's kind of just...

For me, it's more about...

It's the means to
an end, you know?

That's basically just
a tool so I get to go

and do all the things
that I really want to do.

Yeah, but when you said that
you retired, you sold your company.

Yeah, I sold it.

And then you got bored
and then I started racing.

Then I started racing because
what are you going to do, right?

You know, sit around and garden?

No way.

I used to love the
early days of Petronas.

I don't get to do the things I used to
love to do, like working in the bars and

showing people why it
was better and stuff like that.

But that's what happens.

So would you give up the
money and go back and do that?

Probably not.

Silverstone in the center
of the United Kingdom is

the traditional start of the
European Le Mans Series.

Traditional weather as well,
creating the teams and drivers.

United Autosport's
one of the favorites.

They've got a new driver
this year, Mike Guache.

It's raining.

Got all this new kit, right?

We need to get it all soaking
wet and muddy and crappy.

It is what it is.

This is our first race.

It's very important.

Obviously, we need it
as an establishing point.

We've got an
all-new driver lineup.

And it's important because we've got
sponsors, potential sponsors coming.

We have lots of
customers coming.

So we need to show well.

This is a little bit of an unusual weekend
as far as automobile racing is concerned.

Two big series racing separately on
the same weekend at the same circuit.

The World Endurance Championship,
six hours of Silverstone, is tomorrow.

Teams are already in the
main paddock preparing for that.

Maybe the weather might improve by
then, but that's not the case today for the

European Le Mans Series,
four hours of Silverstone.

Lots of rain should make for a
very interesting racing weekend.

Indeed.

Coming to the rolling start.

About to get underway.

It's slippery.

Oh, there's a spinner
in the background.

And that's Léon Roussel into
the wall in the Pegasus LMP2.

What an astonishing
start here at Silverstone.

There's long ups
into the first corner.

Cars going off the circuit wide.

Right in the middle of the shot.

Just going to the right there.

That's the LMP3 leader, Alex
Brundle, for United Autosports.

That's a brand-new team in this
championship in their first race.

Ready

for us in second.

LMP3 leader from United Autosports, the
number two car in the pits, Alex Brundle.

He's done a great job
on a very difficult day.

He's getting out.

Mike Rash getting
in for his first stint.

Yeah, it was pretty sketchy
for the first couple of corners.

There were a couple of
shots we managed to dodge.

And then luckily
able to get up into P1.

And then pulled a little gap.

So, all's going well so far.

But there's only one
hour of the race gone.

There's a long way to go.

So, I will wait.

Last year, I was only a driver.

I got to have a lot of
fun with my teammates.

Very young teammates, actually.

21 and 25 years old.

So, just having fun.

But now this year,
things change.

The team looks up to me more as
the boss or the leader of the team.

So, I think I have to
behave a little bit more.

Yeah, and not being happy
with the extra work of team owner.

I'm now the promoter
for the Mexico race.

And that's very exciting.

Being able, if we win, to
win with the Mexican anthem.

And I think it's going to be
very important for our country.

LMP3 leader, United
Autosport in the pit lane.

They've done a cracking
job with both cars.

I haven't driven this car
on this track in a rain at all.

So, I just take it
easy because it's...

You see all the yellow
flags, all the red flags.

Everyone's going off.

I'm trying to be a hero.

I can't do you any good.

So, it's just all about
being really cautious.

Go as fast as you can,
but be really cautious.

It's been a great run in pace and
in strategy from United Autosport.

Their number two car is leading.

But it's starting to rain.

That could throw a
cat among the pigeons.

We just got a
full course yellow.

We're leading the race.

We still need to get fuel.

One more pit stop, which is
about a 40-second pit stop.

So, we're getting it right now.

And under yellow,
which is perfect.

So, if we get it out here, we're
going to put maybe five gallons in it.

Just a little splash and go.

There you go right now.

So...

We've got a one-minute lead.

So, nail-biter.

So, about half a lap to
go for United Autosport.

Trying to hold
on to that position.

A little bit of concern
in the pit lane.

We know they think
they're tight on fuel.

That car is going
very, very slow indeed.

It's not up to pace.

It's going to
stagger over the line.

It's a win.

It's a win for United Autosport.

Zach Brown and Richard Dean
lead the celebrations in the pit garage.

What a great run.

Wow.

Let's go to the podium.

She's so champagne.

The LMP3 podium,
United Autosport.

What a win for them.

It's a new day and a
new race at Silverstone.

It's still quite cold.

But the rain has stopped.

The sun's come out for the start of the
2016 World Endurance Championship season.

The LMP1s at the front of the fields have
more technology than put man on the moon.

And they're nearly as
quick as a Saturn V as well.

The lights are out, six hours are on
the clock, and we're racing at Silverstone.

Audi, Audi, Porsche,
Porsche, Toyota, Toyota.

Down towards the first
right-hander, look at the LMP2 battle!

Was there a little touch
there in the midfield?

One, two, three, four,
wide at one point, I counted.

New livery for Aston
Martin for 2016.

And that dark green yellow number
98 has not been keeping pace in GTAM.

Well, this is it resting.

The red and black car is RGR,
the new team for Ricardo Gonzalez.

Bruno Sella at the wheel.

The orange and black
car that he's about to

pass is the former
team that he raced with.

Great move by Aston.

Right now, we're second,
but people over there

repeated early for some
reason, which is strange.

But I think that's good for us.

Things are looking pretty good right now,
and Ricardo is going to go in right now.

And we'll see how he goes.

He's going to do his
first stint as a team owner.

Great LMP2 action.

Very, very close indeed.

31 ASM car in traffic.

G-Drive coming through as well.

Then RGR.

It's very tight.

Into the pits for Ed
Brown, who's in the

number 30 Tequila Patron
ASM car this season.

So far, it's not been a great start
to the season for the ASM team.

That seat is so fucking bad.

So fucking bad.

So I had to lift myself up, you know,
to like hold my butt down in the corner.

It's terrible.

I think that was
my worst stint ever.

I got to tell you, I
got punted off twice.

Yeah.

And then I made a
couple of mistakes.

A running break, it seems to me.

For a bit.

And then I just...
it's just frustrating.

I got to tell you, I really
feel like I left a lot out there.

So I'd say at least 25
seconds for mistakes.

Each of the classes have their
own results and own podium.

And in LMP2...

there's a big
story brewing here.

We've got 18 minutes to go.

We're leading right now.

So it's a little
nerve-wracking right now.

But hopefully we start our team
with a win in our first race ever.

Ricardo Gonzalez made the
jump from driver to team manager.

And the fairy story
has come true.

RGR take the victory at 7-0.

Silverstone.

A maiden victory for
Ricardo Gonzalez's team.

Along with Albuquerque and
Senna, it's been a hard-fought victory.

Totally deserved.

And what a way to promote
the six hours of Mexico.

For me, I think
humility is everything.

You have to give credit to the
people when they deserve it.

I love working with the team.

And just getting in the
car and just trying to...

do the max out of what you have.

And then sharing
that with teammates.

I think that's what I enjoy.

It's not that much of
winning or not winning.

It's just being there.

Being part of it.

There's a lot of research on
the relationship between being

an entrepreneur and what's
called your risk tolerance.

And it might look from the
outside like entrepreneurs

are willing to be more
risky than most people.

In fact, what they do is to
learn enough so that they believe

that the thing that they're
doing actually isn't that risky.

And I think the same
thing is true with racing.

My guess is that most of
these gentlemen drivers

don't see what they're
doing as being all that risky.

What they see is that they are engaging
something that would be risky if they

hadn't actually spent a lot of
time learning how to do it properly.

We're a company, Molecule Labs.

We've been around
for about two years.

What we do here is we make the fluids and
the e-liquids for electronic cigarettes.

A lot of people ask me
about risk and all the risks I'm

taking when I start businesses
and how do I assess risk.

For one thing,
I'm not a gambler.

Like, I don't feel like
any of this is a gamble.

I look at these as very
intelligent decisions just

that you need to do
these things to go forward.

It's slightly risky.

Especially when you're
spending millions of dollars building

a new facility on a new
industry that's not regulated yet.

But I try to look at
the future and make a

calculated decision
and then don't look back.

And it's like the same
thing in a race car.

I mean, it's one reason
endurance racing has done me well

because it's something
you've got to think long-term.

It's not a sprint race.

We have four-hour, six-hour,
twelve, twenty-four-hour races.

You don't take big risks.

So it's worked out
well for my personality.

Get in there, go this 90,
95 percent all the time.

But going 100, 100 percent, 100,
105 percent, that's risky and not for me.

We're now in charge of the branding
of the new Smith & Baxter line.

We're now on version three.

Once we do the physical
mock-up, we're going to have to

see if it changes just the
look and feel on some of these.

So the other alternative was just to
do this square block for the flavors.

But I do like the way we've
color-coded the flavors, too.

They're very, very adult, and we don't
see a lot of that in the industry today.

I agree.

I agree.

I'm happy with this.

And I think the next
round would be, you know,

changing up these,
giving some iterations here.

And I think we're
going to be good to go.

Going way back, my dad had
a carpet cleaning company.

So I grew up in that business.

But after a few years of that, I realized
there's something better for me out there.

I didn't know what it was, but
I knew that was not my calling.

So I essentially
sold all that off.

And then I went into the
consulting business to the industry.

And I taught all these cleaning
companies service techniques

and sales techniques
because I was really good at it.

So that's when I started to get a feel for
the chemical industry because I worked for

chemical companies that were
selling into the cleaning industry.

And I saw big, giant
manufacturing lines and

giant tanks and bottles
shooting off lines.

I go, oh, my God, this is cool.

I didn't care about the money.

I didn't care about what it was.

I just thought manufacturing something and
shipping out in volume and seeing pallets

and trucks of stuff going out the back
door, that was just, to me, extremely cool.

So I said, I want to
be in this business.

And I ended up making
millions of dollars doing it.

And that allowed me the
time and the ability to go back

to racing because I had
put it on hold for 20 years.

Essentially, I started
racing back when I was a kid.

Well, kid, 18 years old.

But at about 25 or 26,
after a number of years of

racing, I realized that I
was racing different things.

Jet skis, motorcycles.

I'm doing very
well as an amateur.

I could turn pro.

It just didn't make sense.

Financially, I was never
going to make a living out of it.

So I decided that's just
not going to work for me.

You know, I had to quit.

From 25 to 45, 20
years, I didn't get to race.

So I said, I'll go back to that,
see if there's anything in it for me.

So I started slowly, you
know, got into go-karts.

And then I said,
oh, I can do this.

So I'm going to
start a racing team.

Oh, yeah, that's a great idea.

So I bought race cars and
semis and got a building.

And I spent a million
bucks, whatever it was, and

built a whole marketing
business around this race team.

That was a big mistake.

I got my ass kicked.

Flat out kicked.

Embarrassingly kicked.

Last place by, you
know, 20 seconds.

Two races of that, I just pulled off the
national scene, came back to California,

and then ran in the western
United States for about three years.

Perfected my skill, then
went back out to the national

scene and actually won the
national championship in 2009.

This is my simulator that
I use for practicing before

I go to a racetrack that
I've never done before.

This is something that I don't
know, essentially to learn the track,

learn the corners,
learn the braking points.

This is Silverstone, which
we just raced a few weeks ago.

We won.

And I think the simulator is a big part of
why I know the track before I get there.

It's not as easy as it looks.

A lot of people have said it
doesn't matter when you start.

You start at five years old,
you're going to be good at 15.

You start at 25, you're
going to be good at 35.

It just takes you 10
years to figure it out.

And I didn't start until I
was 45 or 46 years old.

So now it's starting to work.

I really do need racing
to keep me motivated.

I train, I think, harder
than most, right?

Physically, well, hell,
I'm older than everybody.

So I've got to make up for it.

But also, even if I wasn't,
I'd be training just as hard.

Because if I'm not training,
someone else is training.

If I'm not practicing,
someone else is practicing.

So if they're getting better than I am
at the time, then I'm going backwards.

I feel the same
way with business.

If we're not pushing all the time, someone
else is and we're going to get behind.

Have you guys ever just kind
of decided to, like, take a big

risk and completely had it go,
like, way wrong in business?

The race team.

Yes, I think there are.

That's the only way you
can become a millionaire.

You're a billionaire, you open a race
team, and then you're a millionaire.

Yeah.

You think you know it
all, and then you try it.

Oh, my God.

Not very profitable,
the race team, so far.

If you're trying to make money
on the race team, you better stop.

No, no, no.

I know that's not
going to make money.

We're getting ready for the six hours of
Mexico, which is a very special race for

us, not only because we're the only
Mexican team, but actually because

Ricardo's the promoter
of this race, which

means that he pretty
much made all this happen.

It's sold out, which
is great for us.

You know, it's the first time that the WEC
comes here, so the fans are very excited.

They haven't seen
this type of cars ever,

basically, and Ricardo
has put in a lot of work.

He's building a university, he's a team
owner, he runs an insurance company,

and now he is planning
an event for 45,000 people.

Honestly, I don't
know how he does it.

We've had a hell of a year,
but we'd love to win here.

It's the birthplace of tequila
and the birthplace of Patron.

So, and, you know, it
makes it extra special

because I've got 600
employees coming to watch.

For them to be able to come
here and have some cocktails,

I'm sure it's going to be a
day they won't ever forget.

Bringing the race to
Mexico has been a big

challenge just because
it's the first time I do it.

I don't think the promoting has
taken away the fun part of racing.

I just had very little sleep
last three weeks or four weeks.

So I'm ready to start changing
my hat into the driver hat.

And I think people are pretty
impressed of what we have done.

And this is helping me a lot
to forget my promoter duties.

Ricardo, I'm expecting
a huge crowd.

The numbers sound
really, really enthusiastic.

How is that going to lift your team,
especially the current Mexican flag?

It's going to be pressure.

Yeah, we're expecting to
have the track completely full.

So it's going to be nice
to see the start of the race.

I know how Mexicans go wild.

So we're going to enjoy that.

It's round five of the 2016 FIA
World Endurance Championship.

And we're at a brand new venue.

It's Mexico City.

And the man that we have to thank
for bringing us to this cathedral of speed.

We knew him last
year as a driver.

Now he owns his own team
and he's the promoter of the race.

Ricardo Gonzalez is a busy man.

It's a brand new venue.

I'm excited.

The crowd's excited.

I think the drivers are
quite excited as well.

It's time to go racing in
Mexico City at altitude.

This will be the fastest
run down to the first

corner that we'll have in
the World Championship.

The Audi side by side.

Then the two Porsches.

Look at the CLM with the
yellow wings coming through.

The private near
cars are very quick.

And see, the
pullback's gone wide.

Bruno Senna has
cleared off in LMP2.

Okay, Bruno, we're P1
by about 20 seconds.

Let's try to keep
increasing that gap, okay?

Okay, copy that.

This is about the second
into the stadium section.

Oh, too wide.

And René Last goes to
second position for G-Drive.

Great battles not just
at the lead of classes.

This is sixth on down for LMP2.

Pippo Durrani in that green and black
car trying to get a little better exit.

And he does.

Oh, great move.

On board with Bruno Senna.

He's our cameraman at
about 180 miles an hour there.

Senna still leads in LMP2.

Relatively short circuit
here at Mexico means that

traffic management is
always going to be an issue.

All the drivers have
had to really concentrate.

Hasn't been an
awful lot of track time.

None of them have
raced here before.

Good stint for Bruno Senna.

He's out of the car.

The third driver is the man who
owns the team, Ricardo Gonzalez.

Two blue lights on the side
of the 43 RGR racing car.

That means he's in second.

That's the leader ahead.

Gonzalez chasing him down.

This could be another great story
for the Mexican team on home ground.

OK, Ricky, that's
Roussinoff ahead of you.

Just be careful.

You can get aggressive.

Gonzalez and Roussinoff together
coming into the chicane area.

There was a touch there.

Roussinoff spins the Mexican.

And Gonzalez is in trouble now.

He's not facing
the right direction.

There's not enough room there.

He's going to have
to find reverse.

Stay calm.

Needs to be talking
to him on the radio.

Almost reverses out into
the Depsi Prado on Porsche.

That could have been disaster.

Well, Ricardo Gonzalez has
got the car back on the track.

OK, just stay calm.

Stay calm.

Let's get back up to speed, OK?

Not sure that Philippe
Albuquerque nearest us and

Bruno Senna, who's just
behind him, there he is.

Not sure they know if they...

Well, Philippe thinks they've
got a chance and Bruno doesn't.

They've checked the car over, given him
some more fuel, and now he has to try and

get his pulse rate down
and focus, focus, focus.

Ricky and Roussinoff,
they got in contact.

It's pretty hard to
say who was at fault.

Ricardo now is very
stressed on the radio,

like he wants a
drive-through for Roussinoff.

Our car is fine.

I don't know if Roussinoff is fine
because he just went wide now.

He's racing, but we
need to keep it cool.

Oh, there's an
Aston in the barriers.

The 98 car, Paul
Dallalana's gone off.

Yellow flags are out.

Here's another look.

Coming into the stadium section, too
much kerb on the left-hand side by the

Ford, and Paul Dallalana
is bumped unceremoniously

off the circuit and
into the barriers.

Let's hope that isn't
a repeat of Le Mans.

No, it's not.

The car is still running, and
I think he'll get it out of there.

Well, there's damage
to the left front, but Paul

Dallalana will get the
Aston back to the pits.

Come

in for some pretty big repairs.

I think we've lost five laps now, so
very frustrating sort of way to end up.

We're starting to make our
way back through the field.

So, in any event,
it's a tight circuit.

I guess we always knew
there was going to be a chance

for this, and just hoping
it was going to be us.

Behind

the G-Drive car.

We've got a push.

Let's go get him.

We're hearing from race
control they are predicting

more bad weather
before the end of the race.

LMP2 leader has
just had a problem.

The brake disc has
exploded on the right front!

My goodness!

That's extraordinary!

Rene Ras brings
the car in the pit lane.

A huge blow to the class leader.

We'll have to see how quickly they
can get that car back out onto the track.

And the crowd on the start-finish line
have realised that this means that the

local Mexican team are going to
go through and lead the motorists.

The G-Drive had a problem,
so we're back to first.

Let's do this.

Let's bring it home.

Come on.

Shit!

OK, let's keep it tight.

Let's go on.

We're in first place,
two minutes left.

It's raining in
sections of the track.

Three-second gap.

So it's nerve-wracking
right now.

What a story is unfolding here.

The team can barely look as we're into
the last lap of the six hours of Mexico.

But you've got to
cross the line to get it.

You've got a three-second gap.

You've got to be really careful.

It's rainless.

Don't worry.

Don't worry.

All under control.

Don't worry.

This is one of those moments that
only happens in endurance racing.

The 43 RGR racing car put together by the
man in the middle there, Ricardo Gonzalez,

an insurance salesman
turned racing driver, turned

race promoter, and now
turned Mexico race winner.

A winner.

Kirky

has found a Mexican flag.

Where did he have that?

In the glove box.

And

the celebrations were brought
long into the Mexican night here.

This is the moment to
save it for Ricardo Gonzalez.

The gentleman driver who has put this
team together and this race together He is

standing on top of the
podium in Mexico City tonight.

He is living the dream.

You jumped in big this year.

You know, going from just racing and
being on a team to having your own team.

You know, it's a big jump.

Yeah, but the event took a toll
on me physically and time-wise.

You know, we noticed that
because you won the race.