The March saga, part 1
March was founded by four men Max Mosley, Graham Coaker, Alan Rees and Robin Herd in 1969. From the beginning, the British marque was mostly geared towards single-seater cars. By 1980, after more than ten years of burgeoning activity, Robin Herd, who was the sole man on the active list, decided it was time for the make to diversify its share of production. Looking for new grounds to explore, the British make was to welcome BMW North America's order for developing a new kind of prototype aimed at tackling the new IMSA GTP category. This new challenge was accepted with great pleasure, under the name of the BMW M1C. This car, which was quite revolutionary, was to foreshadow what would be March's future in the GTP class. Unfortunately, after one cahotic year in which the car showed great promise, the project was abruptly interrupted.
David Hobbs drove the BMW M1C, which was in fact the first real March prototype car. The BMW racing program ended up abruptly at the end of the season.Copyright Dave Kutz
Once again, BMW appearance in IMSA went as fast as a flash of lightning, but it was also very disappointing for the fans. Not to be deterred, the March staff sensed the fact that the GTP market was to become a very profitable one. Robin Herd took the decision to counteract the Lola domination in the GTP class. He hired a young engineer, named Adrian Newey, who was responsible for most of the March fleet. Four 82Gs, five 83Gs, seven 84Gs and eleven 85Gs were created and run by different teams.
The 82G chassis retained the front mounted radiators. Oil was cooled by a heat exchanger in the water-cooling system. A roof opening, called the taxi-sign by March engineers, supplied air to the motor. The chassis was aluminium honeycomb monocoque with an integral tubular steel roll cage. The five piece body was made from a combination of Kevlar and GRP carbon fiber sections.
As soon as 1982, Marches could be seen and they were immediately competitive. No victory were to be recorded but Bobby Rahal-Mauricio de Narvaez and Jim Trueman took a well deserved second place overall at Sebring after claiming the pole position. They started from the pole at Daytona too, only to retire after ten hours.
Bobby Rahal, Jim Trueman debuted the first ever March to be entered in IMSA at Daytona in 1982. After starting from the pole, it was a dnf.Copyright Dave Kutz
This very first car, which wore chassis 82G/01, was entered by Bob Garretson and powered by a Chevrolet V8 5,8L prepared by Joseph Russ. The car would disappear after the Laguna Seca race, only to be raced in the famed 24 Hours of Le Mans. The car, driven by Bobby Rahal, Jim Trueman and Skeeter McKitterick, had a very disappointing race, and never threatened the top contenders. It retired after hours. The car would not be seen before 1985, entered and driven by Jimmy Leeward. Wrecked on the high banks of Charlotte, its last races would be at Daytona and Miami in 1986, with unhappy results. The 82G/02 was purchased by David Cowart and Kenper Miller, and was backed by the Red Lobster Restaurant chain. The two drivers had dominated the 1981 season in the GTO class. They wanted to experience the same feeling in the upper category. They decided to use the same powerplant used in their trustful BMW M1. Unfortunately, it was given for a very limited 480hp, which was way too short for winning races. Their best results were to be a second place at Charlotte and a third at Road Atlanta. It was clear for the team, at season end, that they had to go for a more powerful powerplant in order to get wins. In 1983, Dave Klym had a Porsche 935 engine installed in the 82G, while the car was repainted in the now legendary lobster design. Alas, the car will never prove up to the task. Their best result will be a second place at Charlotte. The team purchased then a March 83G from Al Holbert, the one he used early in the season. Chassis 82G/03 was purchased by Gianpiero Moretti, who campaigned the car in the World Endurance Championship in 1982, with little success. Fitted with a V8 Chevrolet engine, the car only ran once, then Gianpiero Moretti used his faithful Porsche 935L "Moby Dick". In 1983, in order to enter the IMSA with the March, the Italian businessman asked Roman Slobodynski to install a Porsche 935 engine into the March 82G chassis. Slightly modified, in order to host the German powerplant, the car proved unreliable, and never saw the chequered flag. With the backing of Kreepy Krauly, Sarel van der Merwe partnered Gianpiero Moretti, then it was Désiré Wilson who took back the wheel of the car, only to destroy it at Brainerd in a very memorable accident. The car was never to be seen again in a race. Chassis 82G /04 was powered by a Franz Weiss prepared Chevrolet V8 engine, and began its career at Le Mans in 1982, driven by Eje Elgh, Patrick Nève et Jeff Wood. The car retired after a rather disappointing race. The car was a semi-official entry and was then sold to Marty Hinze. The lobster claws were extended to the front, allowing for a better fine tuning.
Marty Hinze and Randy Lanier drove the March 82G /04 to a third place result at Mosport in 1982.
Copyright Wayne Ellwood
The car was to debut at Mosport, and Randy Lanier partnered Marty Hinze to a third place finish. While claiming a lowly eighth at Road America, the two partners earned another third place finish at Mid Ohio, round 2. While displaying an aluminium painted front end, the remainder of the season was a series of dnfs. In 1983, Marty Hinze took a tenth place at Miami, then the car was entered at Sebring but did not race at all. The car was not to be raced until the Daytona Finale, where it did not shine. In 1984, however, this chassis had its share of glory, and earned its sole victory, in the hands of Don Whittington, who took the win over his brother Bill, at Road Atlanta. Then, the car had turned yellow and was backed by Pennzoil. The next generation of Prototypes built by the English make displayed some improvements, such as a lengthened front end, as well as a better profiled rear end. Their career will be much more glorious. The very first 83G chassis to be raced was the Daytona Finale, and driven by Bobby Rahal and Jim Trueman. While proving fast, the it was a much shortened race for the team who retired after two laps. The car reapeared at the 24 Hours of Daytona race, and had a very interesting race, finishing second overall, with Marty Hinze, Randy Lanier and Terry Wolters driving. Bill Whittington drove the car at his home track, Road Atlanta and set the fastest race lap. The remainder of the season was less glorious, with a string of dnfs until season end. Then, the car was to be sold after running two 1984 events. Wayne Baker did acquire the car, but with very little success. The car retired at nearly every race, and earned a ninth place overall at Portland. Car number 83G/02 was entered by March Engineering, and was to be driven by Al Holbert at Miami in 1983, driven by Al Holbert. The rain soaked event saw the very first March victory in an IMSA race. This car was then sold to Pepe Romero, who adorned it with his well-known pink livery. The car was entered at Sebring, and driven by Pepe Romero, Doc Bundy and Bill Whittington. Running very strong, the car retired after only eight laps. Doc Bundy set the car on the pole at Road Atlanta, then Pepe Romero sold the car to the Leon Bros, who repainted it red. Doc Bundy drove the car with Al Leon at Sears Point and Portland. Marty Hinze then purchased it, the car was to be seen at Daytona in 1984, driven by Marty Hinze, Randy Lanier and Bill Whittington, but it was another retirement as well. The car was then rented by Ralph Sanchez, the Miami GP promoter. Emerson Fittipaldi and Tony Garcia were the drivers. While Emerson Fittipaldi put it on the pole, the gearbox was to collapse during the race. At Sebring, it appeared once again under the Blue Thunder Racing banner, and finished second with Marty Hinze, Randy Lanier and Bill Whittington. This car became Bill Whittington's allocated car for the sprint races and was nicknamed "Thougie". It wore number 57. Bill Whittington won at Sears Point and Watkins Glen, with Randy Lanier as a co-driver. Randy Lanier took the IMSA Drivers title in 1984 with 84G/05. The 83G/03 was owned by Holbert Racing, and backed by CRC Chemicals. The very first race was to be Riverside in 1983, and the car was powered by a V8 Chevrolet. Partnered by Jim Trueman, Al Holbert took the pole and finished second to John Fitzpatrick, in a race which saw Rolf Stommelen pass away. Al Holbert took a win at Laguna Seca and Bobby Rahal, Doc Bundy and Jim Trueman took another win at Mid Ohio on the 83G/03 Chevrolet while Al Holbert was doing Le Mans. Then, the car was to be sold to Red Lobster Racing, and adorned with the now usual lobster graphics. An excellent second place at Brainerd did crown this very first race under this new livery. Another second place at Mosport, along with two fourth places, were their best results. In 1984, the very first race, at Daytona, saw the car destroyed in a high speed accident. The car was then sent to Dave Klym's workshop for a thorough repairing. The first races, then, saw the car ending up in the top five three times in a row, then it was a series of dnfs. The car was slightly modified, by mid season. The windows lying on the bonnet disappeared while the rear wings had no more fin. The end of the season brought some relief to the drivers with a second place earned at Michigan. The 1985 season saw the car running only three times, as the Red Lobster contract came to an end. The car was then used by RJ Reynolds Tobacco Inc, and utilized as a show car. The 83/04 chassis was probably the most glorious one. In 1983, Porsche was willing to come back to IMSA, but the 956 was banned, due to its conception. The twin turbo engines were not allowed to enter IMSA, too, and Porsche had to develop a single turbo version of the engine. Alwin Springer made contact with March Engineering, and Adrian Newey began to work on the project. A single turbo version of the 935 powerplant was to be installed in the 83G/04. A new air/air and water/air intercooler system was fitted while the turbo was fitted above a 956 gearbox. The front end was modified and shortened by 38 centimeters. The car was entered for the first time at Charlotte, and it was an outright success.
Al Holbert and Jim Trueman drove the March 83G 04 to victory in its very first race.
Copyright Dwight Deal
Al Holbert took the pole, set the fastest lap and took the win! The car was very different to the other 83Gs. The fins were different from those used by the Chevrolet powered cars. A range of shutters was used above the airbox. The turbo was visible from the outside, while two side inlets were used to cool the Porsche flat6. Al Holbert and Doc Bundy took a fourth at Lime Rock. Then Al Holbert and Jim Trueman took four wins at Brainerd, Portland, Sears Point and the Daytona Finale. The car underwent some physical changes during the course of the season, as a NACA duct in the left door. The air intake, located in the bonnet, was widened. The two shutters located in the rear wing were modified, while the engine hood was lengthened. The turbine scoop was modified too and saw its direction modified. They never got any support from Porsche, as the German make had plans for a new prototype : the 962.
Al Holbert was the 1983 IMSA drivers Champion. Holbert Racing had no plan for 1984, with this car, and DJ Racing, a South African team, purchased this chassis.
The little known team of Sarel van der Merwe, Tony Martin and Graham Duxbury took a very surprising win at the 24 Hours of Daytona in 1984. This chassis had been purchased from Holbert Racing.Copyright Mark Windecker
Entered at Daytona in 1984, the team took a very unpredicted win with Sarel van der Merwe, Tony Martin and Graham Duxbury driving. At Miami, they were rewarded with a sixth place, as well as Riverside. Sarel van der Merwe drove the car solo and took a third at Laguna Seca, a dnf at Charlotte and a second win at Lime Rock, under the rain. The very last race, for this car, under the DJ Racing banner, was at Mid Ohio, and Sarel van der Merwe took a fifth place. The 1984 season saw the March 84G chassis appear, but a much more powerful opposition was now facing the English make, as Porsche had introduced the 962, which was a US version of the 956 Group C car. 1984 was the season of the resistance, and Randy Lanier was crowned as the 1984 IMSA Drivers Champion. Yet, things were getting tough for the March customers as they had to face a new breed of racecars. 1985 would be another story.(to be continued)
