Pratt & Miller 2010 Yearbook

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BUILT OUT OF PASSION WE’VE WEATHERED THE STORM AND COME OUT STRONGER

It has been a difficult couple of years in our industry, but we have weathered the storm. And now that we’re through the dark days, all the good things we hoped would happen are happening. It’s all thanks to the hard work, focus, expertise, and some sacrifice, on the part of our employees.

Our biggest customer, GM, kept us with them through the bankruptcy, and that decision wasn’t because we were the low-cost provider. It was because we were – and are – the best.

Now, GM is showing their confidence in us with the new Cadillac CTS-V race car program, and increasing activities in all the areas where we’ve been involved in the past.

We’ve been doing extremely innovative work that has caught the attention of some very sophisticated customers, who have been pleased and excited about what we accomplished for them. As a result, the engineering services business has grown dramatically, including areas like robotics and autonomous vehicle controllers – projects that are right out there on the leading edge of the world’s emerging technologies. That’s what we always hoped our efforts would accomplish.

It’s also interesting how our roots in motorsport affect the perceptions of customers and prospective employees. Do they think it’s a frivolous activity, just done as a hobby, that could never mean anything significant for them? In reality, the exact opposite is true. When they see what we’ve done, the sophistication of our equipment and facilities, and we explain the science we use to make our motorsports programs successful, they’re wowed.

The excitement of it all makes a very good blend. When they – both customers and prospective employees – understand the level of the science we’re engaged in, and our commitment to it, they stick around.

We have attracted very good people to work here, and we want to thank all our people for what they did through the uncertain times. We made a decision not to reduce our staff, even though we were facing significant cutbacks from some of our biggest customers; we just thought is was the right thing to do, for our people and our business.

Almost everybody took some form of a pay cut in order to rationalize that strategy, and we credit everyone for their willingness to accept unwelcome reality, all the while continuing to exceed the expectations of our customers.

Now we’re seeing growth in areas we’ve been commercializing, like our software. Our racing-evolved Vehicle Engineering System is now in use by major car companies for their production-vehicle development. That’s just one of a number of areas, but it’s indicative of the quality and value that others see in what we do. All of us can be proud of the success we are achieving.

Jim Miller and Gary Pratt

CONTENTS

28 Corvid Technologies

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Creating Innovation

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Engineering Services

10 Manufacturing 16 Computer-Aided Design 18 Software Solutions 20 Collector Car Restoration 22 Embedded Systems and Electrical Production 23 Quality Assurance 24 Motorsports Engineering

31 Corvette Racing 2010

44 Customer Teams 44 Phoenix Racing

32 Sebring Storm

45 DKR Engineering, Luc Alphand

33 California Dreamin’

46 Rudolph Racing, Selleslagh Racing

34 Le Mans: On a Mission

47 Grand-Am Racing Teams

36 The Long March

48 For Those Who Serve

38 Grand Finale

50 From the Edior

40 Teamwork

51 Pratt & Miller Employees

41 Thanks, Johnny O 42 Sponsors and Partners 43 2010 Team

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PRATT & MILLER ENGINEERING Creating Innovation

Pratt & Miller Engineering is steeped in the dynamic, urgent culture of auto racing. It was the company’s reason for being when Jim Miller and Gary Pratt formed the company in 1989; now it’s a way of life that’s as natural as breathing.

Success in racing requires a no-excuses, can-do attitude that demands results.

The race won’t wait if you’re not ready. If there’s a problem, solve it, now. And that breeds innovation.

That is an ethos that serves them well in whatever engineering project the company undertakes, whether it’s an entirely new concept for an ultra-efficient production vehicle, development of a navy missile system, or robotic systems for military or surgical applications.

Any and all are tackled with the same intensity and efficiency, and with the capability for remarkably quick turnaround times using methods and practices developed in the crucible of auto racing.

“It’s our biggest advantage and selling point,” says Doug Louth, the company’s motorsports engineering director. “We’re using and developing leading-edge tools and processes – the most advanced engineering in the industry, with world-leading expertise in vehicle simulation. We’re at the same level as the world’s biggest corporations, but with the fastest cycle times thanks to our racing DNA.” Pratt & Miller can take projects every step of the way from concept to production with the experience, skills, pride and passion to deliver a successful result.

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ENGINEERING SERVICES Aptera 2e Development

ENGI NEE RIN G S ERVI CE S

X PRIZE FINALIST

Pratt & Miller’s continuing work with Aptera Motors includes refining the body structure, modeling and testing. In 2010, Pratt & Miller supported Aptera’s entry in the Progressive Insurance Automotive X Prize competition to achieve over 100 MPGe (equivalent miles per gallon) in a production-capable vehicle. This support included competition strategy, logistics and transport, and a full-time race engineer, who was assigned to the team to assist with vehicle development, data acquisition and telemetry. Preparation work involved analyzing problems and creating solutions, operating just like a race team. It included manufacturing removable composite body panels, suspension and handling optimization, weight reduction, wind tunnel testing, and an engine oiling system redesign.

More than 111 teams entered the competition, and preliminary events reduced the field to 12 finalists, including the Aptera, which was arguably the most production-representative vehicle in the group.

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Final results, validated by Argonne National Laboratories, put Aptera fifth overall and fourth in the fuel economy test with weighted average fuel economy of 194.3 MPGe. That’s real-world efficiency more than 6 times higher than the current CAFÉ standard. The Aptera 2e also demonstrated a range greater than 100 miles by driving that distance at speed with some battery reserve remaining at the end. Other performance data from the competition included a speed of 47 mph in the double lane change avoidance maneuver, and lateral acceleration of 0.87g on the 300-ft. skid pad, both recorded under the extreme scrutiny of the test team for Consumer Reports/Consumer’s Union at Michigan International Speedway as part of the X Prize Competition.

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Cadillac V-Series Performance Lab

TECHNICAL EXPERTISE APPLIED

APPLIED

Elements of the program focused the cars’ dynamic performance, including the 556-hp, supercharged V8 engine, Brembo brakes, Michelin Pilot Sport tires, and also on their “smart” systems, such as electronic stability control and the adaptive suspension’s magnetic rheological dampers. Making sure that these sophisticated sub-systems were working properly in concert and presented in an attractive manner required a thorough knowledge and understanding of how the systems function and interact. Cadillac chose Pratt & Miller because of their level of knowledge and experience with these types of state-of-the-art technologies.

The goal was to ensure that the participants’ experiences with the cars were always premium and flawless. Over the course of the tour more than 3,000 prospective V-Series buyers received just that.

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E NGI NEER IN G S ERVI CE S

Cadillac marketing developed the CTS-V Performance Lab, a tour of six stops at prestigious venues around the country, primarily for the launch of its new CTS-V Coupe. The CTS family of vehicles was utilized to reinforce messages taught in a classroom setting to introduce prospective customers, and educate some dealers as well as regional salespeople, to the technical attributes and performance capabilities of the V-Series.

Pratt & Miller provided technical support for this program, both in preparing and maintaining the 50 cars on the tour, as well as interacting with participants to answer questions about technical aspects of these highly advanced vehicles. Pratt & Miller personnel at the events included an on-site manager, electrical diagnosis technicians, and several racing technicians. Pratt & Miller also provided a previous-generation CTS-V race car for display.

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ENGINEERING SERVICES Military Applications

ENGI NEE RIN G S ERVI CE S

SUPERIOR EQUIPMENT AND SPEED

Pratt & Miller is working with the US Army’s research and development organizations on manned and unmanned ground and combat support systems.

These groups recognize the potential for tapping Pratt & Miller’s expertise in racing-related technologies, and applying it to military vehicles. They are particularly interested in Pratt & Miller’s capabilities, ingrained in the racing culture, for development time compression and speed of execution.

The goal is to apply the latest and best technologies to providing – as quickly as possible – superior equipment for the armed forces.

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Survivability in a Harsh Environment

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To this end, Pratt & Miller is leveraging its expertise in modeling and simulation, specifically focusing on a subject that is very much a part of race car design – survivability of both a vehicle and its occupants in an environment that is often both harsh and demanding of peak performance. In racing, tremendous improvements have been made in this area over the past 20 years, and now Pratt & Miller is applying this knowledge to “force protection” in such military equipment as seats, helmets, cockpit design, and vehicle structure for both manned vehicles, and unmanned robotic systems.

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ENGINEERING SERVICES

Motus: The Ultimate Sport Touring Motorcycle

ENGI NEE RIN G S ERVI CE S

INNOVATIVE DESIGN AND VIRTUAL DEVELOPMENT

For Pratt & Miller Engineering, designing and developing a 2-wheeled vehicle was a new challenge, but one they were well equipped to tackle.

“It was a story of others doing what they do well and us doing what we do well,” says Lynn Bishop, engineering director at Pratt & Miller. “And it’s exciting because Motus is doing something completely new in the motorcycle industry.”

Pratt & Miller’s part involved applying race-proven technologies, like the company’s computer-aided engineering tools, to the design process for the frame and body, and using their sophisticated simulation in developing the suspension and handling systems.

In fact, development in the virtual world has meant that most of the work was done before any prototype construction was started, which greatly compressed the design, development and manufacturing timeline.

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“We are thrilled about our partnership with Pratt & Miller. They have a total commitment to excellence, a world-class staff, and proprietary technology that allow small companies like Motus to compete on a global basis. Because their engineering and fabrication teams are all under one roof, they can build complex vehicle packages with very few iterations.”

LEE CONN, PRESIDENT MOTUS MOTORCyCLES

MANUFACTURING AND VALIDATION

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Seamless transition from engineering and virtual simulation into rapid prototyping and manufacturing is a core strength at Pratt & Miller that helped Motus meet specific time and budgetary goals in developing the MST series of motorcycles. Rather than managing multiple vendors for fabrication, machine work, carbon composite bodywork, and electronics, Motus was able to use Pratt & Miller’s in-house capabilities to get their motorcycles engineered, built, and iterated efficiently.

“We have constant communication with our program managers, engineers and the various manufacturing teams which allows us to pull in various experts and departments as needed in a very effective and timely way,” said Brian Case, Motus VP and Director of Design. “It is hard to imagine how we could have gotten so much done in such a short time without Pratt & Miler’s multi-disciplinary approach.”

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MANUFACTURING State-of-the-Art Capabilities

MANU FA CT URI NG

Pratt & Miller specializes in low-volume, prototype manufacturing. It’s the natural “build” extension of the company’s high-level design and engineering development capabilities. In fact, manufacturing has been an integral part of Pratt & Miller’s operations from the very beginning with its production of race cars.

Today’s manufacturing capabilities include rapid prototyping, CNC machining, metal fabrication, composite tooling, and precision assembly.

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ACCELERATED TIMING

Pratt & Miller’s primary advantage and competitive edge is its ability to produce prototype components very quickly. Thanks to the company’s racing-bred skills in working within tight timelines and getting things right the first time, Pratt & Miller can advance a project from an idea to a finished product much quicker than other companies.

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MA NUFACTU RING

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MANUFACTURING Fabrication

FROM DESIGN TO THE REAL THING

MANU FA CT URI NG

Fabrication transforms a viable, validated design into a real, working component.

Pratt & Miller’s fabricators have specialist skills in many different disciplines, from metal working and welding to composites construction, assembly and finishing.

The company is continually making the investments necessary to employ people with high levels of expertise, and dedication, and to provide them with the best, most current equipment for doing their jobs to the best of their considerable abilities.

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Machine Shop

MICRO-PRECISION

Machining is an exacting aspect of manufacturing parts to extremely close dimensional tolerances. It requires a combination of highly skilled operators using high-quality, specialized equipment. This department has been in operation since Pratt & Miller was founded, and today it can fulfill all the company’s manufacturing and race-team needs. The machinists use advanced CNC equipment as a key step in a highly automated process for manufacturing precision components, start-tofinish from design through production.

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MA NUFACTU RING

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MANUFACTURING Composites

STRENGTH, LIGHTNESS, DURABILITy

MANU FA CT URI NG

Producing components made of composites is another specialized skill, given the material’s unique properties. Composite components offer a combination of high strength and light weight that make them highly valued in products that demand high efficiency and fuel economy in combination with optimum performance.

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SPEED OF PRODUCTION

Working with composites is a relatively new discipline, and advances are ongoing at a rapid pace. Pratt & Miller’s team stays on the leading edge, to provide customers with the latest and best that composites have to offer; as in its other areas of manufacturing, speed of production is what sets Pratt & Miller apart.

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COMPUTER-AIDED DESIGN Virtual Head-Start

CO MPUTER -AID ED DES IG N

SIMULATED REALITy

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Pratt & Miller’s CAD department performs design and structural analysis for all the company’s projects; doing it on a computer saves a great deal of time and cost by reducing the number of actual prototypes that have to be built and tested.

The Pratt & Miller approach is to acquire the best software for the job, then develop it in-house to best suit the specifics of the project. Recently, Pratt & Miller’s design software has been applied to the Aptera 2e, a Daytona Prototype chassis, military vehicle suspensions and carbon bodies, and the new Cadillac CTS-V.R race car.

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ANALySIS AND TESTING

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COMPUTE R-AI DED DE DES SII GN

An important resource is the FARO Technologies laser scanner, with which they can digitize complex surfaces for analysis and testing, and reverse-engineer existing components in the computer environment to make improvements. Working from a body in clay, they use laser scanning to bring it into the virtual world for aerodynamic analysis or other simulations and testing.

The team also is doing crash analyses of composite vehicles, and ballistic impact studies to verify that their simulations of an actual event – like a highspeed stone impact – are accurate replications.

“What we design usually gets built,” says Gary Latham, design manager, “and the parts get built quickly. So we get immediate feedback, and therefore learn faster and make quicker advances. Also, our designers have a lot of experience, which makes a big difference, and our racing culture certainly adds to it.”

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SOFTWARE SOLUTIONS

SOFTW ARE S OLUTI ON S

Indispensable Tools

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It began with the Pratt & Miller race team’s desire for a competitive advantage in their development, analysis and testing of race cars, and their ability to formulate race strategy. The objective was to optimize their cars’ performance and win races.

Data acquisition systems can deliver massive volumes of information, but the trick is making sense of it and finding productive ways to make improvements. That’s where the proprietary software programs that Pratt & Miller has developed for racing pay off; they quickly and efficiently distill the volumes of data and lead engineers toward the right adjustments or changes.

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A COMPETITIVE ADVANTAGE

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S OFTWA RE SOLU TIO NS

Of course, these programs also can apply successfully to production car development, which can help give OEMs an advantage in a very competitive industry. Prime examples include Pratt & Miller’s LapTime Simulator software, with which engineers can predict and optimize a car’s performance, and the Vehicle Engineering System Software (VES), a powerful program that can store and manage large amounts of CAD, CAE, and other data for immediate use by any number of people for analysis, simulation, or decision-making.

“VES greatly reduces a development team’s turn-around time,” says Kumar Periannan, manager of the computer-aided engineering department. “They can do a lot of the preliminary development work in a virtual environment, and that’s much quicker and less expensive than building expensive prototypes and testing on pavement.”

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COLLECTOR CAR RESTORATION Racing Expertise and Resources

CO LLECT OR CA R REST ORA T IO N

1970 Chevrolet Chevelle SS 396 Convertible This 1970 Chevelle was the beneficiary of Pratt & Miller’s museum-quality, Platinum Level Restoration, including OE numbers matching. That required many hours of research to ensure accuracy for every detail.

The car was completely disassembled, and every part examined carefully to assess whether it could be reused, or should be refurbished or replaced.

Media blasting took the components down to bare metal – a process that demands skill, experience, good judgment, and properly engineered equipment. Body and frame damage was repaired, and then the inside of the body was powder-coated.

With the body back on the frame, all the panels were fitted together with consistent and perfectly aligned gaps. Every part was painted and reassembled exactly as they were when the car was built 41 years ago.

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Over the past 20 years, Pratt & Miller has emerged as an industry leader in designing, developing and building factory race cars. Now, the company is applying that expertise, and associated resources, to a full range of restoration services for collector cars.

The restoration team specializes in all-steel body repairs, using lead, not synthetic filler, and the assignment can be anything from a partial restoration to a complete frame-off project. They have applied their skills and craftsmanship to vintage racers, hot rods, and 1960s and ’70s performance cars – some that are daily drivers and some that are concours-quality show cars.

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1968 Chevrolet Camaro The owner of this ’68 Camaro resto-mod will have the ultimate sleeper. It will be powered by the supercharged 7-liter V8 engine that goes into Pratt & Miller’s Corvette C6RS supercar, which produces 720 hp and 820 lb.-ft. of torque. To manage all that power, the suspension is being changed to an independent system with upper and lower control arms front and rear. A roll cage is being added but the custom interior will look stock. As far as classics go, this one is a wolf wearing sheep’s clothing.

1962 Plymouth valiant This resto-mod project began with an engine swap – a fuel-injected 6.1 Hemi in place of the original inline 6, which demanded major engine-bay modifications before the big V8 could be installed. A Reilly Motor Sports independent coil-over system front and rear replaces the original suspension, and Dynamat sound deadener was added to the body to hush road noise.

The interior is completely custom, with heated and cooled driving seats by Recaro, a custom Kenwood touch-screen stereo including navigation, plus a back-up camera, power windows, and a Vintage Air A/C system.

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C OL L ECTOR CAR RES TOR ATI ON

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EMBEDDED SYSTEMS AND ELECTRICAL PRODUCTION

ELECTRI CAL EN GIN EERI NG

Critical Functions, Higher Performance

Pratt & Miller’s Electrical Production and Embedded Systems groups work hand in hand to ensure that every vehicle incorporates the latest technological advancements. Jonathan Nicols, head of Embedded Systems, believes this is the result of being involved even before standards are created.

“With advanced prototypes we work with many subsystems from different suppliers and many industries,” says Nicols. “We have to be very effective at making unique hardware sets function well together. Our supervisory control systems have to listen, arbitrate, and communicate critical high-level decisions to subsystems that have not worked together before. That’s vital in today’s complex prototype systems.

As industry continues to push the limits of efficiency and performance, the ability to integrate highly optimized subsystems, and extract their maximum potential, is becoming more and more important and valuable.”

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The Electrical Production group comprises designers and builders with extensive expertise in vehicle wiring systems. The work of these two groups results in Pratt & Miller products that are more efficiently integrated, and achieve higher performance, than the traditional design-then-control approach.

Pratt & Miller’s ability to integrate systems has led to the development of many types of systems. These include one of the largest damper valve test machines in the world, advanced electric vehicle concepts, active chassis and suspension systems, high performance ground vehicle mobility controllers, and a range of EV/ HEV supervisory control systems.

eleCtriCal SyStemS Electrical systems serve primary and vital vehicle functions. Pratt & Miller’s proficiency in these systems includes: • high-voltage HEV/EV systems • distributed solid state power management • test instrumentation specification and data • prototype wiring harnesses, • specialized circuitry and printed circuit boards.

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QUALITY ASSURANCE

Objective: Complete Customer Satisfaction

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Q UALI Ty ASS URA NCE

Pratt & Miller’s quality assurance department is a small group that interacts with all of the company’s operations. Their purpose is to use proven quality tools and processes to ensure complete customer satisfaction with every aspect of Pratt & Miller’s products and services.

ISO 9001:2008 certified, Pratt & Miller continuously monitors and measures its projects, verifying quality to exacting specifications throughout each step in production. For example, its equipment from Faro Technologies already checks two and three-dimensional measurements with extreme accuracy. Now, a new contract with Zeiss is adding equipment that, in combination with Faro, will increase dimensional accuracy to even higher levels.

Continuous verification immediately identifies when adjustments or changes in procedures and equipment are necessary, which, in turn, ensures continuous improvement of the end product.

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MOTORSPORT ENGINEERING Design, Develop, Build…

MOTO RSPOR T E NGI NEE RIN G

THE NEW CADILLAC CTS-V.R

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When Cadillac displayed the new CTS-V.R race car at the 2011 North American International Auto Show in Detroit, it marked the end of a quick, five-month designdevelop-build program at Pratt & Miller. Cadillac decided to return to competition in SCCA’s World Challenge Series to showcase the performance of their new V-series coupe – by any standard a high-performance car with its 556 hp engine, refined handling, and 0-60 times around 4 seconds.

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From The Ground Up

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M OTOR SPORT EN GIN EERI NG

The World Challenge GT class was a natural choice for competition venue. The race cars must remain relatively close to production spec, so Cadillac can both showcase and test the car’s true capabilities.

Pratt & Miller’s work to turn the production coupe into a race car began with computer-aided design work and virtual testing, to provide a sound basis for building the chassis, suspension, roll cage and bodywork. CAD work continued while those components were being built, and at the same time the team built a full-size clay model from which to cast molds for the body panels. Highly skilled fabricators, welders and machinists completed all the car’s components at about the same time CAD work and verification was finished. Then they weighed all the parts to verify weight targets, and assembled the first car.

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MOTORSPORT ENGINEERING

MOTO RSPOR T E NGI NEE RIN G

Ready for the Track

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With a real race car as a palette, the Pratt & Miller team worked with GM designers and Competition Graphics to design and execute the car’s striking paint scheme. They completed it in time for the car’s first public viewing at the auto show in January.

Next it’s on to the race track, first for more testing and development work, then into the fray where Andy Pilgrim, Johnny O’Connell, and the Pratt & Miller race team will apply their considerable talent and experience to winning more races and championships. The whole cycle is a process Pratt & Miller knows well, after more than 20 years of perfecting it, and making innovations and advances.

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Pratt & Miller in NASCAR

IN AN INTENSE ENVIRONMENT

pieces into other engineering systems they have in place, so there’s more of a central repository of data. It’s not just for people managing race data, but also for simulation, wind tunnel testing, and 7-post testing.

For the future, more vehicle simulation technology is being developed. Most teams already have some simulation capabilities, but Gilligan says there are common needs.

Using vast experience and resources from road racing, the Pratt & Miller engineers are working to answer those needs.

“The competition is so close, you have to be extremely precise every weekend, and it’s very easy to fall away from that,” Gilligan says. “These predictive tools are vitally important, so the teams can arrive at the race knowing they’re set up where they need to be. There’s not enough practice time to find your way there – you have to show up that way.”

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P RATT & MILLE R I N NASCA R

NASCAR racing, especially the Sprint Cup Series, is ultra-close and ultra-competitive, where a few hundredths of a second in lap times can mean victory or also-ran. And with 36 points-earning races and some 20 test days every year, the pace is fast and intense. Development time is at a premium.

Pratt & Miller engineers in North Carolina provide technical assistance to several Chevrolet-sponsored NASCAR teams, helping them make the most of their hectic schedules. A primary tool is the company’s Vehicle Engineering System, which integrates design, CAE, development and testing data into one manageable database.

The teams use VES as their vehicle setup and trackside data management tool.

“We’re solidifying the way the teams collect information, organize it and use it,” says Chris Gilligan, NASCAR program manager. “And now we’re integrating those

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CORVID TECHNOLOGIES Changing the Future

DESIGN AND MANUFACTURING HAND IN HAND

CO RVID TE CH NOLOG IES

Corvid’s core competency is applying high-fidelity computational physics analysis to solve complex, real-world engineering problems. The computational physics techniques utilized at Corvid span a variety of disciplines, including high-fidelity computational fluid dynamics (CFD), shock physics, and structural mechanics.

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THE SCIENCE OF SPEED AND POWER

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COR VI D TECHNO LOGI ES

Computational Fluid Dynamics (CFD) refers to the numerical solution of the partial differential equations governing fluid flow (in this case, the Reynoldsaveraged Navier-Stokes equations).

With modern computing resources, CFD is frequently used today to obtain accurate predictions of flows over, or through, complex configurations. Generation of a suitable grid from the geometry can take weeks in some instances. The C6 GT shows an example grid in addition to a CFD pressure prediction. From the generated grid, it is possible to solve for pressure and flow.

The solutions are then used to interpret the results and make recommendations that increase performance on the track.

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CORVID TECHNOLOGIES — CHANGING THE FUTURE Delivering Results

Whether applying CFD to modeling to affect performance, or streamlining a build process, Corvid Technologies is solving real world problems in a virtual environment, saving clients money and delivering results

CO RVID TE CH NOLOG IES

SOLVING PROBLEMS FOR THE REAL WORLD S

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Corvid’s prototyping department is where virtual designs are proven. Originally founded to support Corvid’s engineering departments for testing programs, it has grown to leverage the analysts’ expertise to great effect in designing and manufacturing its own projects. The close relationship with Corvid’s engineers is mutually beneficial for both departments, resulting in designs that are optimized for their desired results and both efficient and realistic in their production approach. Metal fabrication and all types of composite construction are areas of concentration.

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CORVETTE RACING 2010 A Formidable Challenge

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Corvette Racing took on a formidable challenge in its first full season in the ferociously competitive GT class. After an extended test session with the new GT-spec Corvette C6.Rs in the final rounds of the 2009 American Le Mans Series, Corvette Racing went head-to-head with factory-supported teams from Ferrari, Porsche, BMW, and Jaguar at tracks across North America and at the famed 24 Hours of Le Mans.

Corvette Racing’s driver roster saw the addition of Emmanuel Collard in the No. 4 Corvette C6.R for the three long-distance races (Sebring, Le Mans, and Petit Le Mans). Antonio Garcia returned as the third driver in the No. 3 Corvette C6.R in endurance events.

New 5.5-liter production-based small-block V-8 engines replaced the potent 7.0-liter engines that previously powered the Corvettes in the GT1 class. Developed, built and maintained by GM Powertrain, the new LS5.5R race engines were based on the Corvette Z06’s naturally aspirated 7.0-liter LS7 (which in turn had been developed with the 7.0-liter engine used in the C6.R GT1 race cars).

The Corvette C6.R race cars that competed in the GT class represented the strongest link yet between production and competition Corvettes.

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A PERFECT STORM

Sebring International Raceway once was Corvette Racing’s nemesis. Program manager Doug Fehan dubbed it the “Bermuda Triangle” because the bizarre was commonplace at the venerable Florida circuit. After seven victories at Sebring, it seemed that the Sebring curse had finally ended. It hadn’t.

The Corvettes qualified fifth and sixth in the crowded GT2 field for the seasonopening Mobil 1 Twelve Hours of Sebring, but they had the speed to move quickly to the front when the race began. Misfortune afflicted the No. 4 Corvette after two hours when Johnny O’Connell lost eight laps while pitting for a new power steering hose. Then shortly after the 3-hour mark, the impossible happened.

Jan Magnussen was leaving the pits in the No. 3 Corvette after a routine stop, just as Emmanuel Collard brought in the No. 4 Corvette in response to a low-fuel

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alarm. The two Corvettes collided in the pit lane, the impact damaging bodywork and suspension components on both cars. The race was effectively finished for Corvette Racing.

“It was a perfect storm of events that caused the two cars to come together,” observed driver Johnny O’Connell.

The remainder of the race became an extended test session for the twin Corvettes. Both ran to the checkered flag while matching the lap times of the leaders, finishing eighth and ninth.

“Racing is hard, and no matter how hard you prepare, sometimes things go wrong,” O’Connell said. “The mark of a champion is overcoming adversity and finding ways to win, and I know this team can do that.”

MOBIL 1 TWELVE HOURS OF SEBRING Sebring, FL • March 20, 2010

QUALIFYING: 5. Jan Magnussen, No. 3 Corvette C6.R, 2:01.358 6. Oliver Gavin, No. 4 Corvette C6.R, 2:01.628 RESULTS: 8. O’Connell/Magnussen/Garcia, No. 3 Corvette C6.R, 320 laps 9. Gavin/Beretta/Collard, No. 4 Corvette C6.R, 320 laps

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California Dreamin’ GRAND PRIX OF LONG BEACH Long Beach, CA • April 17, 2010

QUALIFYING: 3. Johnny O’Connell, No. 3 Corvette C6.R, 1:20.308 5. Olivier Beretta, No. 4 Corvette C6.R, 1:20.438

RESULTS: 2. O’Connell/Magnussen, No. 3 Corvette C6.R, 65 laps 9. Gavin/Beretta, No. 4 Corvette C6.R, 63 laps

AMERICAN LE MANS SERIES MONTEREy Monterey, CA • May 22, 2010

QUALIFYING: 3. Oliver Gavin, No. 4 Corvette C6.R, 1:23.101 4. Jan Magnussen, No. 3 Corvette C6.R, 1:23.201

RESULTS: 3. Gavin/Beretta, No. 4 Corvette C6.R, 227 laps 6. O’Connell/Magnussen, No. 3 Corvette C6.R, 224 laps

STREET FIGHT

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The six-hour ALMS Monterey was contested on an unseasonably cold and windy day on the central California coast. Both Corvettes were contenders in the hard-fought GT division. After the final round of pit stops, Gavin was within striking distance of the leader – but two late-race cautions stymied his run for victory. Magnussen controlled the middle segment of the race, but suffered a punctured tire in the final 20 minutes and finished sixth.

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The second and third rounds of the ALMS championship were contested in the Golden State on dramatically different circuits. The 100-minute sprint on the streets of Long Beach was a classic street fight, while the six-hour enduro on the roller coaster Laguna Seca road course was Corvette Racing’s dress rehearsal for Le Mans.

Jan Magnussen raced from sixth to second in the closing minutes of the Long Beach race to secure a runner-up finish in the No. 3 Corvette C6.R. Magnussen and teammate O’Connell threaded their way through the concrete barriers to finish four seconds behind the winning Porsche. The No. 4 Corvette of Oliver Gavin and Olivier Beretta was bruised and battered after an early encounter with a tire barrier and finished ninth.

Chevrolet saluted the men and machines that laid the foundation for Corvette Racing’s success in the 24 Hours of Le Mans with a special Corvette Legends of Le Mans program at Laguna Seca. Dr. Dick Thompson (left) was reunited with Briggs Cunningham’s No. 2 Corvette that he drove at Le Mans in 1960, and Dick Guldstrand (center) appeared with the big-block Corvette that he co-drove with Bob Bondurant at Le Mans in 1967. Two-time Le Mans winner Ron Fellows (right) represented Corvette Racing’s modern era

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CORVETTE RACING 2010 Le Mans: On A Mission

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GOLDEN ANNIVERSARy

Corvettes first raced at Le Mans in 1960, when a quartet of American twoseaters took on the world’s most famous sports car race. John Fitch and Bob Grossman piloted Briggs Cunningham’s No. 3 Corvette to a victory in the big-bore GT class. Fifty years later, Corvette Racing was determined to notch a victory in the GT2 class on the golden anniversary of this motorsports milestone.

Corvette Racing took charge early, taking the top two qualifying spots in the team’s debut in the GT2 class at Le Mans. Oliver Gavin won the pole in the No. 64 Corvette C6.R and Jan Magnussen put the No. 63 Corvette C6.R second in the production-based category. Both were under the 4-minute mark on the immense 8.47-mile French circuit.

“As always here in qualifying, it was a bit of a banzai run,” Gavin said.

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John Fitch returned to Le Mans 50 years after he drove Briggs Cunningham’s No. 3 Corvette to victory in the large displacement GT class.

He led a parade of 50 Corvettes in a lap of honor behind the wheel of the restored racer now owned by Lance Miller.

“The guys fixed the car brilliantly after the crash, and I was able to run my fastest lap of the race with a rebuilt car,” he said.

Corvette Racing’s bid for its seventh win at Le Mans ended abruptly at 9:42 a.m. when the No. 64 Corvette retired with an engine failure near Mulsanne Corner.

“There are different ways to make history, and today’s result certainly wasn’t what we set out to accomplish,” said Corvette Racing program manager Doug Fehan. “So now we go back, we work harder, we improve ourselves, and we look forward to coming back next year to achieve our goal of winning the 24 Hours of Le Mans. We never give up at Corvette Racing.”

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24 HOURS OF LE MANS

Le Mans, France • June 12-13, 2010 QUALIFYING: 1. Oliver Gavin, No. 64 Corvette C6.R, 3:59.435 2. Jan Magnussen, No. 63 Corvette C6.R, 3:59.793 RESULTS: Ret. Gavin/Beretta/Collard, No. 64 Corvette C6.R, 255 laps Ret. O’Connell/Magnussen/Garcia, No. 63 Corvette C6.R, 225 laps

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Corvette Racing dominated the 15 hours of Le Mans, but unfortunately there was another nine hours to go to the finish. The Corvettes ran consistently in the top three, highlighted by an intense wheel-to-wheel battle between Gavin and Ferrari driver Jaime Melo that went on for lap after lap.

The No. 63 Corvette retired with an engine failure in the 15th hour, but the No. 64 Corvette continued to set the pace and led 192 laps. Suddenly Emmanuel Collard was forced off the track by an impatient LMP1 prototype driver in the high-speed Porsche Curves. The resulting impact with the guardrail caused extensive damage to the rear of the car. Collard nursed the stricken machine back to the pits, where the entire team performed triage. After a 31-minute stop, the Corvette was back on track, and Gavin was soon turning faster laps than his pole-winning qualifying run.

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CORVETTE RACING 2010 The Long March

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UTAH, LIME ROCK, MID-OHIO, ROAD AMERICA, MOSPORT

The American Le Mans Series hit its stride in midsummer with a long haul of five races in eight weeks. Crisscrossing North America from the Utah high desert to verdant New England, through the Midwest and concluding in Canada, Corvette Racing racked up the miles – and racked up the results.

The team had to cope with high temperatures and thin air in Salt Lake City in the first appearance of the GT-spec Corvettes at mile-high Miller Motorsports Park. Johnny O’Connell and Jan Magnussen overcame a penalty in the pit lane to take their No. 3 Corvette C6.R to a hard-earned podium finish behind Ferrari and BMW. The No. 4 Corvette was sidelined on the second lap by an electrical gremlin and placed 10th.

With the shortest lap length on the ALMS circuit and a crowded field, Connecticut’s Lime Rock Park is road racing’s equivalent of a bullring. Heavy rain during practice and qualifying for the Northeast Grand Prix gave way to heat and humidity on race day, making car setup a gamble. The No. 3 Corvette sustained suspension damage after hard

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contact and retired, while a controversial stop-and-go penalty for blocking took Olivier Beretta and the No. 4 Corvette C6.R out of contention for a victory.

After a two-day test, the Corvettes were ready to race in the Mid-Ohio Sports Car Challenge. Gavin and Beretta were up to the challenge, finishing as runners-up in the hotly contested GT class.

Things were looking up at Road America when the Corvettes qualified 1-2 with Gavin on the pole and Magnussen a heartbeat behind. The Corvettes finished third (No. 4) and fourth (No. 3) after four full-course cautions and ensuing pit stops shuffled the running order.

The driver pairings were revised for the Grand Prix of Mosport, with Beretta joining O’Connell in the No. 3 Corvette C6.R and Magnussen moving to the No. 4 Corvette C6.R with Gavin. The series’ only Canadian round was cut short when officials red flagged the race with 30 minutes remaining to repair a heavily damaged guardrail. The Corvettes had completed their final pit stops and were in position for a win. The race was not restarted, however, leaving Corvette Racing with frustrating fourth and fifth-place finishes.

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UTAH GRAND PRIX

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ALMS NORTHEAST GRAND PRIX

Salt Lake City • July 11, 2010 QUALIFYING: 7. Olivier Beretta, No. 4 Corvette C6.R, 1:48.022 8. Johnny O’Connell, No. 3 Corvette C6.R, 1:48.279

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MID-OHIO SPORTS CAR CHALLENGE

Lakeville, CT • July 24, 2010 RESULTS: 3. O’Connell/Magnussen, No. 3 Corvette C6.R, 84 laps 10. Gavin/Beretta, No. 4 C6.R, 82 laps

QUALIFYING: 4. Jan Magnussen, No. 3 Corvette C6.R, 1:04.563 6. Oliver Gavin, No. 4 Corvette C6.R, 1:05.011

W I N .

Lexington, Ohio • Aug. 7, 2010 RESULTS: 5. Gavin/Beretta, No. 4 Corvette C6.R, 159 laps 12. O’Connell/Magnussen, No. 3 Corvette C6.R, 35 laps

QUALIFYING: 3. Oliver Gavin, No. 4 Corvette C6.R, 1:20.019 4. Jan Magnussen, No. 3 Corvette C6.R, 1:20.189

RESULTS: 2. Gavin/Beretta, No. 4 Corvette C6.R, 112 laps 13. O’Connell/Magnussen, No. 3 Corvette C6.R, 49 laps

AMERICAN LE MANS SERIES POWERED By eSTAR Elkhart Lake, Wis. • Aug. 22, 2010 QUALIFYING: 1. Oliver Gavin, No. 4 Corvette C6.R, 2:06.509 2. Jan Magnussen, No. 3 Corvette C6.R, 2:06.674

RESULTS: 3. Gavin/Beretta, No. 4 Corvette C6.R, 66 laps 4. O’Connell/Magnussen, No. 3 Corvette C6.R, 66 laps

GRAND PRIX OF MOSPORT

Bowmanville, Ont. • Aug. 29, 2010

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RESULTS: 4. Gavin/Magnussen, No. 4 Corvette C6.R, 92 laps 5. Beretta/O’Connell, No. 3 Corvette C6.R, 92 laps

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QUALIFYING: 4. Oliver Gavin, No. 4 Corvette C6.R, 1:17.668 6. Johnny O’Connell, No. 3 Corvette C6.R, 1:17.794

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CORVETTE RACING 2010

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Grand Finale

Handed down from Chevrolet co-founder Louis Chevrolet, Corvette Racing’s mantra has always been, “Never give up!” That dedication to finish the job proved to be decisive in the ALMS season finale at Road Atlanta.

The Corvettes qualified sixth and seventh for the 1,000-mile/10-hour Petit Le Mans as the Ferrari teams flexed their muscles on the high-speed circuit. The race became a battle royal between Corvette, Ferrari, BMW, and Porsche, fought for 9 hours and 10 minutes over the hills and valleys of the Georgia countryside. Both Corvettes led the GT2 class periodically as the long day of racing unfolded.

“The racing was as close as it could be,” said team manager Gary Pratt. “It felt like that all race long, gaining or losing a tenth of a second at a time. We’d stop, somebody else would be on a different strategy, and we’d go from first to fifth.”

After more than nine hours of racing, six GT cars were still on the lead lap. As Gavin began the final lap, he trailed the race-leading Ferrari by 10 seconds. With a low-fuel alarm flashing on his own instrument panel, Gavin watched incredulously

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PETIT LE MANS

Braselton, Ga. • Oct. 2, 2010 QUALIFYING: 6. Jan Magnussen, No. 4 Corvette C6.R, 1:20.598 7. Olivier Beretta, No. 3 Corvette C6.R, 1:20.675

RESULTS: 1. Gavin/Magnussen/Collard, No. 4 Corvette C6.R, 355 laps 6. Beretta/O’Connell/Garcia, No. 3 Corvette C6.R, 354 laps

The 2010 season was a series of highs and lows for Corvette Racing. The Corvettes were competitive in every event, yet circumstances, situations, misfortunes, and occasional missteps sidetracked them from another championship season. Yet the commitment to excellence endures, as demonstrated by the team’s determination at Le Mans and the emotional victory at Petit Le Mans. To be the best, you have to beat the best, and Corvette Racing stands ready to take on world-class competition again in 2011.

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as the Ferrari slowed on the straight, out of fuel. Gavin then raced across the finish line to score Corvette Racing’s first victory of 2010.

“It’s an amazing result!” Gavin exclaimed. “Everyone on the team and back at the shop kept on believing in us.”

The winning No. 4 Corvette driven by Gavin, Magnussen, and Collard completed 355 laps (902 miles), while the No. 3 Corvette C6.R driven by O’Connell, Beretta, and Garcia finished sixth with 354 laps. Corvette Racing notched its eighth Petit Le Mans victory and earned an automatic invitation to 24 Hours of Le Mans in 2011.

“Louis Chevrolet’s motto was ‘Never give up!’ and I think those words are very fitting tonight,” said Corvette Racing program manager Doug Fehan. “This race came right down to the last lap, but we never gave up, and we stuck to our plan.

We’re back!”

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THIS IS TEAMWORK.

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CORVETTE RACING 2010 Johnny O’Connell

FROM CORVETTE RACING, “THANKS FOR 10 GREAT yEARS!”

the PerfeCt teammate “Johnny is as close to the perfect teammate as a driver could ever be. We were together for eight years, and part of a lot of firsts for Corvette. I think we were a unique pairing that really worked, which is fairly rare in racing. And of course we were part of a great team, in fact the I think the thing I miss most is the camaraderie of the team. Johnny is also a great friend, certainly the best I’ve ever had in racing. ” — Ron Fellows 41

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1st, Daytona 24 Hours, 2001 (overall) 1st, Le Mans 24 Hours, 2001, 2002, 2009 38 ALMS GT1 race wins 3 ALMS GT1 championships … many victories, much hard work, some heartbreak, and a lot of laughs.

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CORVETTE RACING 2010

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Special Thanks To Our Sponsors and Partners

Compuware General Motors Chevrolet Corvette BBS Wheels Bose Dewitt Radiators Ethanol Promotion and Information Council (EPIC) FARO Technologies Genuine Corvette Accessories

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K&N Filters Katech Mahle Pistons Michelin Mobil 1 Motorola Paul Reed Smith Guitars PolyWorks® UAW-GM XM Satellite Radio

a SPeCial thankS to: American Le Mans Series Automobile Club de l’Ouest Carlisle Productions CDM Detroit Colortech Graphics Competition Graphics Detroit Speed and Engineering Dynamat Dynotech Hans Electric

H.E.B Powder Coat J&B Customs KFC Composites Liberty Chevrolet Lightnen’s Customs Master Blaster McNichol’s Anodizing Michigan Sandblasting Miller Welding Motorsports Composites Piloti

Shelby Trim Tectonics Industries Thomson Automotive Team Tech Tram Tool Wilwood www.corvetteracing.com www.badboyvettes.com Zeiss

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2010 Corvette Racing Team

Gm

Olivier Beretta

David Caldwell

Emmanuel Collard

Jim Campbell

Antonio Garcia Oliver Gavin

Gm PoWertrain

timekeePer

John Fitzpatrick

Roger Allen

Melanie Correll

Bill Grotz

Jacob Heiden

Harlan Charles

Tadge Juecher

David Henninger

hoSPitality

Todd Christensen

Mark Kent

Jerry Joles

Ralph Simpson

Jan Magnussen

Terry Dolan

Amy Manardo

Paul Labroski

Johnny O’Connell

Ron Fellows

Rick Voegelin

Russel O’Blenes

Doug Fehan

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DriverS

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QUALITy,, VALUE, EXCELLENCE QUALIT

PR ATT & M ILLER CU ST OMER TEA M S

The winning ingredients for Pratt & Miller customer teams

It’s been 11 years since Corvette Racing’s Pratt & Miller team first went to Le Mans, and a year later, a European team was racing a Pratt & Miller C5.R. It was almost instant recognition of the quality and competitiveness of Pratt & Miller’s race cars, and Corvettes have been a powerful presence on the continent ever since.

For 2011, more Europeans are choosing Pratt & Miller Corvettes as their weapon of choice. A C6.R GT2 Corvette is going to Labre Competition, a French team that is entering the new Intercontinental Le Mans Cup, plus the 24 Hours of Le Mans. Three Corvettes – two C6.Rs and one C5.R – are racing in the Dutch Supercar Challenge, and two other teams are planning to run the FIA GT1 World Championship.

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PHOENIX RACING

team principals: toine hezemans, Paul kumpen In 2010, Toine Hezemans and son Mike again joined forces with Phoenix Racing, to satisfy the new FIA GT1 World Championship regulations that required all teams to field two cars.

Mike Hezemans co-drove one of the team’s two Pratt & Miller Corvettes, but the Hezemans car did not run the entire series. Driver Marc Hennerici ended the season as the team’s top contender, finishing fifth in the drivers’ championship. His season’s best results were four podium finishes, including second place in the season-opener at the Yas Marina circuit in Abu Dhabi. He also scored two poles, in Abu Dhabi and in round seven at the Algarve circuit in Portugal. His co-driver for much of the season, Alexander Margaritis, finished seventh in the FIA GT1 points. team website: www.phoenix-racing.de/ 44

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LUC ALPHAND AVENTURES

DKR Engineering has been racing Pratt & Miller Corvettes for five years, and the 2010 season saw a joint venture between the DKR and another Pratt & Miller stalwart, Selleslagh Racing. Like the Hezemans-Phoenix partnership, it was to meet the new FIA GT1 World Championship rules for teams to enter two cars. The joint team was named Mad Croc Racing, after its major sponsor. Following on DKR’s highly successful 2009 season, with its championship honors in the French GT series, 2010 proved difficult. Dutch driver Xavier Maassen achieved the best results, with two top-10 finishes, plus a pole position and a win in a qualifying race, both at the Spa-Francorchamps circuit in Belgium.

For Luc Alphand, 2010 was a year to regroup and rebuild after a 2009 season when he was injured in a motorcycle accident and also lost a race car, transporter and equipment in a fire. Alphand formed a consortium of teams to run the 2010 24 Hours of Le Mans, entered by Luc Alphand Aventures. The cars were from DKR Engineering and Selleslagh Racing. At Le Mans, both cars carried Luc Alphand livery, numbers and sponsors.

The SRT Corvette was driven by Stephane Gregoire, Jérôme Policand, and David Hart, the DKR car by Julien Jousse, Xavier Maassen, Patrice Goueslard. Although the DKR Corvette retired after 268 laps, their teammates went on to finish second in GT1 – the second-straight year that an Alphand car has been GT1 runner-up at Le Mans. Alphand also entered the SRT Corvette in the Spa 6-hour race of the European Le Mans Series, where Gregoire, Hart and Jousse finished fifth in GT1.

team principals: kendy Janclaes, Dany lallemand

team website: www.dkr-engineering.lu

team Principals: Philippe Poincloux, luc alphand

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DKR ENGINEERING

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QUALITY, VALUE, EXCELLENCE

PR ATT & M ILLER CU ST OMER TEA M S

RUDOLPH RACING

team principals: marwin moonen, ronald hessels Drivers: roger Grouwels, edward Grouwels Rudolph Racing was a new Pratt & Miller customer in 2010, when the acquired Corvette C5.R chassis 011 – the last one built. This small privateer team, based in the Netherlands, was founded in 2005. They specialize in long-distance racing with GT and Touring cars, and have competed in several different series with a number of wins and podium finishes.

They raced their new C5.R a few times, primarily as testing in preparation for the 2011 season, but success was not long in coming. In their very first race with the new Corvette, drivers Roger and Edward Grouwels finished second. That was in July at the Zolder circuit in Belgium. In 2011, the team plans to race the Corvette in the full Dutch Supercar Challenge. team website: www.rudolphracing.com

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SELLESLAGH RACING TEAM team principal: Patrick Selleslagh

Patrick Selleslagh’s team was the first in Europe to purchase at Pratt & Miller Corvette. That was C5.R chassis 007 in 2001, and they have built a solid reputation in the world of GT racing. After finishing third in the 2009 FIA GT World Championship with their C6.R, SRT joined DKR as Mad Croc Racing to contest the new 2010 FIA GT1 series with the required two-car team. The SRT car had Finnish driver Pertti Kuismanen as the constant in the seat. Other drivers in various races were Mika Salo, Oliver Gavin, Laurent Cazenave, and Duncan Huisman. Although they finished eight of the 10 races, bad luck always kept them from getting the results they were capable of achieving. The best was 12th at Brno in the Czech Republic by Kuismanen and Salo. team website: www.selleslaghracing.com/ 46

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D E S I G N .

GRAND-AM ROLEX SERIES TEAMS

Daytona Prototype Class The GAINSCO Bob Stallings team campaigned a Chevrolet-powered Riley chassis, driven by Jon Fogarty and Alex Gurney. Facing tough competition from teams powered by BMW, Porsche and Ford, they had a very good year. They won from the pole at New Jersey Motorsports Park, scored one other pole, four other podiums, and finished all but one of the 12 races in the top 10. Fogarty ended up third in the drivers’ championship, and Gurney fourth.

B U I L D .

W I N .

Gt Class Stevenson Camaro GT.R drivers Robin Liddell and Andrew Davis finished fourth in the GT championship for drivers. Their solid season included a win in the series finale at Miller Motorsports Park in Utah, where teammates Gunter Schaldach and Jan Magnussen finished second. Liddell and Davis notched three other podiums and seven top-five finishes in the series’ 12 races.

The Banner Racing Corvette also had a good year. Drivers Paul Edwards and Scott Russell won in Montreal at the Circuit Gilles Villeneuve, scored two other podiums, and finished seven races in the top 10. The Montreal race had an allChevrolet podium. The Stevenson Camaros were right behind, with Schaldach and Magnussen second, and Liddell and Davis third.

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R A C E .

P RAT T & MILLER CUS TOME R TE AMS

bob Stallings racing, Stevenson motorsports, banner racing, marsh racing, autohaus motorsports

D E V E L O P .

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FOR THOSE WHO SERVE

FO R T HOS E W HO S ERVE

Pratt & Miller Shows Support

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APPRECIATION FOR THE SACRIFICES

B U I L D .

W I N .

ONE-By-ONE

No doubt about it, fast cars draw a crowd; but there’s more to it than just speed.

Smiles, and lots of them, grace the faces of those who visit the shop or see the cars in action. It’s those smiles that help cement memories into monuments, making the hard work worth every single second; but it’s also the absolute proof that Pratt & Miller is giving back, one-by-one.

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R A C E .

FOR T HOSE W HO SE RVE

From the veterans and military reservists they have on staff, Pratt & Miller understands the sacrifices that members of the military make each and every day; both on the battlefield and back at home. In 2010, Pratt & Miller hosted the Women In Defense organization’s Technology Transfer and the USA Cares Charity Event— a motorcycle and classic car gathering to support post-9/11 war fighters and their families. Such events, along with the visits of military men and women to the Corvette Racing corral, are just a few of the ways that Pratt & Miller is trying to show its appreciation to those who fight for the American dream.

D E V E L O P .

4/27/11 2:17 PM

P R A T T

&

M I L L E R

E N G I N E E R I N G

THE PHOTOGRAPHERS

2 0 1 0

THE PRODUCTION TEAM

David Arnouts

Jerry Howard

Susane Rossbach

Robin Pratt,

Chuck McLaren,

Dan Boyd

Chris Ladouceur

Shawn Slattery

Chris Ladouceur,

writing, editing,

Gayle Brock

John Machaqueiro

Martin Straka

Evan Deneau,

production coordination

Peter Brock

Darren Maybury

Rene Tanner

Phil Muscat,

John Brooks

Evers Media

Denis Tanney

design, art direction, editing

Joos Custers

Robert Mochernuk

Dirk Theimann

Ginny Darcey

Phil Muscat

V’Images.com

Cameron Dempster,

Cyril De Plater

David Noels

Mike Zimmermann

design, writing

Cédric Delfosse

Dorsey Patrick

Evan Deneau

Robin Pratt

Dena Callahan,

Jurgen Evers

DPPI Press

writing, editing

Eric Fabre

Richard Prince

Jim Fets

Mike Ray

Rick Voegelin,

Florian Gatenbein

Steve Robertson

writing, editing

Ray McAllister, layout, pre-press Dan Kelly, Colortech Graphics, Inc., printing Alleyne Kelly, proofreading

FR OM THE EDI TOR

FROM THE EDITOR

13412 Book.indd 50

It hardly seems possible, but this is the 10th anniversary edition of this book – a whole decade! A lot has happened over those 10 years. The company has grown from a fairly small racing enterprise into one of the industry leaders in highly advanced engineering. This book has been a labor of love on my part, because that’s the way I feel about this company and the people who work here.

At Pratt & Miller we truly strive to maintain a sense of family within our company. We feel that creating a close knit group of professionals that have a passion for their work and the proper atmosphere to do their very best is what sets us apart. That bond gives us and our customers the advantage that others can only dream of.

That wonderful feeling of family has always been here at Pratt & Miller, and that is a big reason why it’s great to be part of an organization like this – especially 50

now that things are looking up after a couple of years that were kind of worrisome.

There were concessions and belt-tightening, but we were always on the right track.

It was a matter of keeping on doing the right things the right way – and that’s exactly what we did.

Today, Pratt & Miller is a lot bigger, more diversified, and doing extremely sophisticated work, but it pleases me that we are still a family. Through all the tough times I never heard any grumbling or lack of enthusiasm. If anything, everybody was pitching in and trying harder, and that’s what strong, supportive families do. This has always been a fun and enjoyable place to work. I don’t see that changing any time soon, and I’m really looking forward to the rest of 2011 and the future.

— robin Pratt

4/27/11 2:17 PM

PRATT & MILLER ENGINEERING The 2010 Team Dave Albright

Michael Dick

Brian Hoye

Allen McGowan

John Scanlon

Corvid TeChnologies

Gary Anderson

Tom Diehm

Sonny Huff

Chris McMillan

Don Schmidt

Brandon Angell

Lloyetta Atkins

Tom Dix

Adem Jakupi

Ben Meikle

Lesley Schoof

Andrew Attardo

Mike Atkins

Lex Dodson

David James

Tom Mikrut

Neil Schreiber

James Carpenter

Lindsey Barker

Nino Duarte

James Jarrett

Kyle Millay

Robert Schultz

John Cogar

Chris Bell

Chris Dutro

Ben Johnson

Jim Miller

Jesper Slattengren

Jonathan Cowan

Bradley Bezzina

Bob Edgar

Avi Kagan

David Miller

Andrew Smith

Cameron Dempster

Dan Binks

Richard Eldred

Gordon Kaskin

Scott Mingay

Ryan Smith

Mike Eidell

Lynn Bishop

Rusty Elliot

Colleen Kelly

Jackie Mohrfeld

Caleb Stream

Joe Harmon

Mitch Boroff

Andrew Emrick

Jay Kelso

Chad Monroe

Mike Sullivan

Patrick Keistler

Joe Borschke

Ray Errer

Joe Kiefer

Chris Morgan

Stuart Taylor

Jason Kremer

Reginald Botchwey

Shane Fagan

Doug Kirby

Rob Murphy

Bill Taylor

Anne Kurtz

Benjamin Brady

Austin Fodell

Tylor Klausing

Phillip Muscat

Brian Tringal

Matthew Kurzen

Blake Brooks

Paul Follett

Michael Komsa

Jonathan Nicols

Jason Trompeter

Andrew Lloyd

David Brown

Landon Foster

Michael Kurylo

Jason Offer

Mike Tuomi

Scott Lusted

Grant Browning

Jeremy Foust

Kevin Kwiatkowski

Erich Ohlde

Prashanth Vakati

Julie Markham

Brad Buenting

Derek Gallo

Chris Ladouceur

James Otten

Sam Valdez

Gaurav Mathur

Timothy Byzewski

Chris Gilligan

John Lankes

Kevin Otto

Derek Vaughn

Daniel McCullough

Dena Callahan

Bill Giordano

Patrick LaPorte

Mark Palmieri

Brian Wade

Greg McGowan

Kevin Caparella

Kevin Gluski

Gary Latham

Lee Patterson

Ryan Wade

David Miller

Derek Carboni

Darryl Glynn

Brad Lefevre

Bob Payton

Rob Walker

Rob Nance

Will Carter

Ray Gongla

Eric Leichtle

Kumar Periannan

Mike West

Lisa Ortiz

Julie Ann Casler

Nicole Grenon

Benjamin LeVesque

Andrew Phillips

Brandon Widmer

Hua Pan

John Chad

Tony Gubacz

Justin Lin

Charlie Ping

Steve Willoughby

David Robinson

Jim Chambers

Michael Harrison

Matthew Loiselle

Dan Polasky

Rocco Wilson

Allen Shirley

Bob Chapman

Steve Hartsell

David Longhi

Gary Pratt

Frankie Wilson

Greg Simmons

Vincent Ciaravino

Eric Hartwig

Steve Longhi

Robin Pratt

Brandon Wolff

Brian Slusser

Ron Clayton

Andrew Harvey

Doug Louth

Andy Ramsey

Bridget Wood

David Stowe

Steve Cole

Mike Hass

Daniel Luckhardt

Mike Ray

Jon Woods

Sean Treadway

Chad Cole

Kevin Hecht

Jonathan Mader

Richard Reichenbach

Ben Wright

Aaron Ward

John Collier

Nathan Heffley

Don Male

Steve Reini

Jay Wright

Peter Woods

Robert Cooper

Ronald Helzer

Gene Malloy

Sharon Riggs

Gary Young

Jenna Worsham

Greg Dansbury

Kati Hollier

Kyle Mangiagli

Alex Roberge

Ming Yu Yu

Mike Worsham

Charles Degener

Chuck Houghton

Dave Marin

Justin Rodriguez

Greg Ziegler

Xudong Xiao

Bill Delong

Kris Houghton

Lisa Martello

Mark Salice

Evan Deneau

Sam Howard

David Matte

Jeremy Santana

13412 Book.indd 51

4/28/11 10:04 AM

DESIGN DEVELOP BUILD RACE WIN

info@prattmiller.com • +1 248 446 9800 WWW.. PRATTMILLER..COM WWW 29600 W.K. Smith Dr. • ne W huDSon, on, mi • 48165 uSa

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4/27/11 2:17 PM