Ben Collins - The Man in the White Suit - The Stig, Le Mans, The Fast Lane and Me

At any moment the space would be filled and I would have twenty seconds to climb in, strap up and switch on.

Every one of the boys had a critical job to do and they shared the pressure of the moment. The fuel man had to ram the hose home in a single clean movement. It sounded easy, but it wasn’t. If he got it wrong he could barbecue every member of the team.

The mechanics on the pneumatic guns had practised the drill over and over again, so they could get clear as fast as possible without cross-threading a wheel nut. If any one of us made the slightest cock-up, it would cost seconds of hard-fought track position.

The car appeared, larger than life and shedding a heap of water. Harri Toivonen fought the belts off and leapt out. I barged past him and took his place. The seat felt wet and warm as my suit absorbed the water.

Harri lifted his visor and helped me with my belts. His face was red, eyes bulging, chest heaving. I pulled up both thumbs to let him know I was in OK and could finish the job myself.

The Ascari dropped on to the deck; the signal was given. My hands were poised over the ignition and start buttons and I cranked the motor. It was already in first gear. A touch on the throttle provoked a lightning howl. The Kraken was fully awake. I slipped the clutch and pulled away into the night.

I was soaked to the skin within seconds. Goblets of water fell out of the sky, whirring towards me at warp speed. As I slid under the Dunlop bridge my visor picked up the blurred lights of the Ferris wheel and intermittent bursts of flash photography. Only die-hard fans stayed out in this.

I sped on, my headlamps carving a 50-metre tunnel through the darkness. I accelerated away from Tertre Rouge in third gear and hammered down the Mulsanne straight, scanning for other cars, searching for puddles. The glistening surface ahead gave nothing away.

I had no idea where Harri had run into trouble. If I made the same mistake I might not be so lucky. I approached the first chicane, scanning sideways along the Armco barriers for something to reference: the marshal’s post, the tree, the gap in the wall, anything that wouldn’t move, for use as a braking point.

I turned right a little for the chicane, then regretted it and straightened again as the car aquaplaned. My stomach tightened as the wheels lost contact with the road; I resisted the temptation to over-correct the steering or brake harder and waited for the car to ‘land’. The engine note returned, telling me the worst was over.

I accelerated cautiously out the other side and back on to the straight, short-shifted into fifth gear and everything went deathly quiet.

The car hit a river of water on the left side of the track at a speed of 150mph. All four wheels lost contact with the tarmac and I travelled 100 metres in freefall. The rear of the Ascari yawed to the right, verging on a fatal high-speed spin, crossed to the right side of the track and ran fast towards the grass. Once there I had another four metres before engaging with the Armco barrier. The odds favoured a hit more than a skim. Broken suspension at the very least.

Drastic action was required.

I stopped correcting the slide and centred the steering in a supreme effort to keep off the grass. As the wheels brushed the white line bordering the circuit the puddles retreated and the car straightened up. The Mulsanne straight had two chicanes to prevent speeds exceeding 250mph. The Rain God had bequeathed it a third but I now knew where it was – and how to drive it.

I motored on, savouring the guilty pleasure of a close shave. No need to tell the team about that one. Sixth gear was redundant because you couldn’t hold the throttle down long enough in a straight line to engage it, unless I could locate the rest of the puddles. I chuntered along in fifth gear and counted the seconds between the big puddles, forming a mental map of the sections of track where it was safe to go faster next time round.

The first lap confirmed that Mulsanne was the worst affected straight and I began adjusting my lines accordingly. I remained cautious, but the car was revelling in the conditions. It was giving so much feedback through the tyres.

The team were quiet on the radio and there was no chance of seeing the pit board. I was alone, but contentedly busy in the mad world of Le Mans at night in a monsoon. I developed a rhythm and took my chances, passing one car after another, straining every rod in my retinas as I searched for a hint of tail-light or a familiar silhouette in the clouds of spray that cloaked every one of them.

The racer ahead might be a prototype as fast as the one I was driving or a GT car travelling at 100mph. The driver might be on the pace and in the zone, or half asleep, or gently urinating himself in response to the conditions.

The first he would know of my existence would be when his cockpit rocked from the blast of my jetwash as I passed his front wheels. Riskier still was tracking down another prototype caught behind one or even two of the slower GTs.

Every sensible bone in my body urged caution. But too much caution and I could be caught in their web for eternity. It was best to take a risk, splash past them and move on. I moved to overtake one guy just as he summoned the courage to hump the car ahead of him, which I couldn’t see. He swung towards me and elbowed me on to the grass at the exit of the curves. I gathered it up and outbraked him at the following chicane as two GTs collided with each other. It was carnage.

I took my chances, like everyone else. The laps flew by, an additional puddle formed on Mulsanne and I figured a cute route through it without lifting. Before I realised it, an hour had passed. The low fuel light on the dash plinked on. I flicked a toggle to engage the reserve tank for the trip back to the pits.

I drove the in lap hard, not forgetting the pit lane might be flooded too. Earlier in the day I’d watched another driver skidding a damaged GT into the gravel pit at the pit entrance. He’d tried to push it out, but was forced to abandon it by the marshals, only metres away from his pit crew who were powerless to help him.

I snaked through the barriers, slowed and engaged the speed limiter. The Ascari’s engine popping and banging like a machinegun, I found our pit amidst the jungle of hoses, boards and crews of other teams.

‘I don’t need tyres. These ones feel great; can we just check them?’ Spencer dived under the wheel arches with his torch and gave a thumbs up seconds later. With a perfectionist like Spencer you never had to second-guess the verdict.

The atmosphere vibrated with tension. Ian looked even more stressed than usual. Perhaps I needed to start pushing harder out there.

‘How are we doing? Is everything OK?’

Before Ian could answer, Klaas leaned over the cockpit. ‘ Slow the hell down . You’re the fastest bloody car on the circuit. Take it easy out there, for Chrissake .’

Brian emerged from his warren of computers and calmly announced over the radio: ‘You’re in fourth place. You’ve unlapped the leaders, so you’re now on the lead lap.’

Unlapped the leaders . We were in the big league. No time to contemplate. A hiss and a thud dropped me to the deck; another roar and I was gone. Team Ascari’s Le Mans hopes rested solely on Car 20.

I wanted to get back into the thick of it, check the puddles were still where I remembered and pick up the rhythm.

After about forty minutes a yellow glow started pulsing in the gloom at the edge of the circuit. You never took the warning beacons lightly at Le Mans. I closed up on another racer and rode shotgun until we caught the safety car.

We joined the group bunched behind it, braking hard to avoid a concertina. I just hoped the guys coming up behind me would do the same. Some people swerved around to keep their tyres warm – pretty pointless on wets, worse if you spun on a puddle at 30mph.