IMSAblog

Peter Gregg : a racing legend

Peter Gregg was born on May 4, 1940, in New York City. His father was a mechanical engineer who was involved in the manufacture of marine incinerators. He was accustomed to live financially comfortable and always did everything to maintain his way of life.
He graduated from Harvard, then moved to Europe where he attended the Centro-Sud driving school. His career seemed to be set for bank directorship but he got then involved in auto racing, which began to grow as a hobby.
He enlisted in the US Navy and became an Air Intelligence Officer. He began his racing career with gymkhanas and ice races. In 1962, he pursued his motorsports career with the SCCA. He was discharged from the Navy in 1965. From that moment, auto racing became his true racing passion. He took over a local Porsche agency in 1965, Brumos, which he purchased from founder Hubert Brundage, after his death. He then acquired a Mercedes Benz dealership, then another, which offered  Fiats and MGs.
He had become a Porsche racer in 1964, with a 904. He was the SCCA Southeastern Division in 1967 in two classes. He entered the Trans Am series Under 2-litre in 1968 and won the title the next year.  In 1971, he moved to the big guns, driving a Ford Mustang for Bud Moore. Then he became a true winner and won the Championship in 1973 and 1974.  He became then a genuine professional racer, totally devoted to his passion. He entered IMSA from the start and won in 1971 and 1973. He won the 24 Hours of Daytona in 1973, beating the prototypes : it was probably one of his greatest accomplishments. His long lived association with Hurley Haywood was one of the most successful ever in the series. Curiously, he announced his retirement shortly after, prefering his life as the Jacksonville National Bank director, but he retracted very fast. He came back to IMSA racing and became one of the most successful driver ever. He won the Championship in 1974, 1975, 1978 and 1979 .
He became renowned for his ultra professional behaviour. His cars were always impeccably prepared and he had set high standards in Sportscar Racing. The reputation of the white-blue and red Porsches have long outstretched the US borders. He had knitted very close links with the Porsche factory in Germany and benefitted from extra features his opponents had not. More powerful engines or better spare parts were always dedicated to his racing operation. It was clear that he was Porsche official US representative in IMSA racing. It was one of his privileges but he deserved them, no one can deny it.
In 1980, he had hard times with an outdated car. He had to fight hard against a dominating John Fitzpatrick. He participated in the 24 Hours of Le Mans but had a road accident when heading to the practice session. He was left with vision troubles which remained permanent. This led him to a depressive state and as he saw no improvement, he felt his career was over. It was a situation he probably could not bear. He commited suicide on 15th December 1980. America's best road racing driver left us in a sudden yet unexpected way. It was a great loss for Auto Racing and IMSA.

From the beginning of his career, he has always run on Porsches, except in 1976, the year he entered an ex-factory BMW 3.0CSL. He drove almost every kind of Porsche car, from the 914/6, 911S, Carrera RSR, 934 to the 935, with an equal success. His excellence has been an example for every IMSA driver.

1971 Results : IMSA Champion

Car : Porsche 914/6 Brumos Racing #59

VIR	1
Talladega	2
Charlotte	2
Bridgehampton	1
Summit Point	1
Daytona	4

1972 Results : 4th

Car : Porsche 911S Brumos Racing #59

Texas	2
Daytona	30
VIR	1
Lime Rock	26
Donnybrooke	NR
Mid Ohio	NR
Talladega	NR
Watkins Glen	1
Bryar	16
Daytona	6

1973 Results : IMSA Champion

Car : Porsche Carrera RSR Brumos Racing #59

Peter Gregg won the 24 Hours of Daytona on this Porsche Carrera RSR, he went on to win the IMSA Championship that year with a similar car

Copyright Bill Oursler

Daytona	1
Pocono	NR
Daytona	2
Mid Ohio	NR
Lime Rock 1	2
Lime Rock 2	1
Atlanta	1
Indianapolis	1
Daytona	1

1974 Results : IMSA Champion

Car : Porsche Carrera RSR Brumos Racing #59

Atlanta	18
Laguna Seca 1	3
Laguna Seca 2	36
Ontario	1
Mid Ohio	1
Daytona	4
Talladega	4
Lime Rock 1	1
Lime Rock 2	7
Mexico	27
Daytona	8
Atlanta	1
Indianapolis	1
Daytona	1

1975 Results : IMSA Champion

Car : Porsche Carrera RSR Brumos Racing #59

Daytona	1
Sebring	53
Atlanta 1	1
Atlanta 2	4
Laguna Seca 1	1
Laguna Seca 2	4
Riverside	3
Lime Rock 1	1
Lime Rock 2	2
Mid Ohio	26
Mosport	4
Daytona	37
Mid America 1	2
Mid America 2	2
Talladega	2
Mid Ohio	9
Daytona	4

1976 Results : 2nd

Car : BMW 3.0 CSL Peter Gregg Racing #59

Peter Gregg had a good season in 1976, driving a BMW 3.0CSL for his only non-Porsche Championship

Copyright Dave Kutz

Daytona	1
Sebring	53
Atlanta	3
Laguna Seca	2
Ontario	2
Lime Rock	23
Mid Ohio	4
Daytona	3
Sears Point	3
Talladega	1
Pocono	2
Mid Ohio	2
Atlanta	16
Laguna Seca	2
Daytona	51

1977 Results : 25th

Car : Porsche 934 Brumos Racing #59 and Porsche 935 Brumos Racing #59 he entered at the Mid Ohio special event featuring Gr5 cars.

Peter Gregg ran a very limited schedule in 1977, concentrating on the Trans Am Championship, he is at the wheel of his Porsche 934 at Sebring where he finished 3rd overall

Copyright Dave Kutz

Daytona	10
Sebring	3
Mid Ohio	1

1978 Results : IMSA Champion

Car : Porsche 935 Brumos Racing #59

Daytona	1
Sebring	69
Talladega	1
Atlanta	1
Laguna Seca	3
Hallett	13
Lime Rock	1
Brainerd	1
Daytona	1
Sears Point	26
Portland	1
Mid Ohio	35
Atlanta	1
Daytona	1

1979 Results : IMSA Champion

Car : Porsche 935 Brumos Racing #59

Peter Gregg at the Daytona Finale in 1979. This year would be his last Championship

Copyright Mike Heselton

Daytona	32
Sebring	26
Atlanta	1
Riverside	5
Laguna Seca	1
Hallett	2
Lime Rock	1
Brainerd	1
Daytona	3
Mid Ohio	1
Sears Point	1
Portland	1
Mid Ohio	14
Road America	32
Atlanta	1
Daytona	39

1980 Results : 10th

Car : Porsche 935 Brumos Racing #59. He had his accident when going to a practice session in Le Mans, France. From that moment, he suffered from diplopia, and it prevented him from racing anymore. It is this situation that eventually led him to commit suicide.

Daytona	11
Sebring	10
Atlanta	3
Riverside	54
Laguna Seca	2
Lime Rock	14
Daytona	3

1981 : GTP arrival, part 1

It was the year the Porsche domination would be terminated.  Porsche 935s were always everywhere, and John Bishop, fearing that this situation might send IMSA to its loss, wanted to bring new contenders to the German cars. So the GTPs were born. One of the first cars to enter the Camel GT fields was a Chevron B36 powered by an Alfa Romeo then a Buick driven by Del Taylor, it was quite a private effort which never met success, but he was a welcome contender. Soon, a new venue was to change IMSA's future : the all-new Lola T600 Chevrolet built by Eric Broadley, a project initiated by Brian Redman. The car was due to enter its first race at Laguna Seca. The season began as usual at Daytona, for the 24 Hours. This event was no more than a formality for the Porsche Turbos, which outnumbered the opposition. Joest Racing had brought their 1980 winning car with Reinhold Joest-Volkert Merl and Jochen Mass at the wheel. They faced the usual US entries such as JLP Racing driven by John Paul Sr and Jr, the Whittington Bros car, the Andial car driven by Rolf Stommelen-Howard Meister and Harald Grohs, John Fitzpatrick-Jim Busby, Danny Ongais-Ted Field-Milt Minter and eventual winners Brian Redman-Bobby Rahal and Bob Garretson. Three Lancia Betas were entered by Lancia Corse and Jolly Club. Driven by Ricardo Patrese-Hans Heyer-Henri Pescarolo and Michele Alboreto-Piercarlo Ghinzani-Beppe Gabbiani, Carlo Facetti-Martino Finotto and Emmanuele Pirro, they had little chances to win overall, because of their lack of power. A Ferrari 512BB was here with Rick Knoop and Tony Adamowicz along with a 308GTB Turbo, which would not last for long.
They were threatened only by the two fastest American cars able to be not too much outpaced : the Chevrolet Monza driven by Chris Cord-Jim Adams and the All Canadian Camaro for Maurice Carter-Bill Adam-Eppie Wietzes. Many GTO cars were entered, and the BMW M1s seemed to have the edge over their opponents. Hans Stuck-Alf Gebhardt and Walter Brun were quickest of all whenever David Hobbs and Marc Surer had the Kenwood backed car. A handful of Chevrolet Camaros and Corvettes could only hope for a top ten position. Many Porsche Carreras, though underpowered, could do well in such a race. An experimental Ford Mustang was to make for the start too, it was driven by John Morton and Tom Klausler. Powered by a two litre engine, it could not expect to be a whiz, but one could not tell. The GTU category was the place for the Mazda RX7s, with the Kent Racing car for Walt Bohren-Jim Mullen and Kurt Roehrig and Lee Mueller-Kathy Rude and Philippe Martin. BF Goodrich had two cars for Roger Mandeville-Amos Johnson and Diego Febles and Jim Downing-Irv and Scott Hoerr. A single Datsun was here with Frank Carney-Dick Davenport and Rameau Johnson. Some Porsche 911s were here and the most efficient was the Kegel Enterprise car for Bill Koll-Jeff Kline and Rob McFarlin. 69 cars were to make for the start. The first hours were the usual fights between the top guns driven by John Fitzpatrick, Rolf Stommelen, John Paul and others. The Brian Redman-Bobby Rahal car had started as low as sixteenth, but would work its way through the lead it would take as soon as the third hour. They would never relinquish it! Too early, said Brian Redman but it would last till the end. Every potential winner would collapse before the end of the race, except the Bob Akin-Derek Bell-Craig Siebert car, finishing second overall, thirteen laps down. But the most incredible result would be provided by the fantastic Porsche 911 driven by Bill Koll-Jeff Kline-Rob McFarlin, shattering the Mazda domination, as did the Datsun 280ZX driven by Frank Carney-Dick Davenport and Rameau Johnson, which finished fourth. A fantastic for those two cars, well ahead of the first GTO car, the BMW M1 driven by Hans Stuck, Alf Gebhardt and Walter Brun. After a long pit stop for a differential exchange, they were sixty seventh. Then they climbed back to sixth overall, and the class win. The car had no opponent on the track. (You can see the race story here).
The next race, held at Sebring, would be again a Porsche domination -. But the question was : which Porsche? It would be a race of survival, with many cars succumbing from the track rough condition. The start of the race would see the usual fight between our usual contenders. The first GTP car to appear at Sebring was the famous Chevron B36 Alfa Romeo driven by Del Taylor.

The first ever GTP to enter Sebring was the modest Chevron B36 Alfa Romeo driven by Del Taylor and Rex Ramsey

Copyright Dave Kutz

It was a modest debut, of course, but it would announce a bright future. John Fitzpatrick had set a new track record with his own Porsche 935K3. He would lead the race for five hours, then transmission problems would lead to a retirement. The race would be very competitive then, with many lead changes. The Bayside Disposal car would lose seven laps early in the race with suspension problems. They would then work their way back to the lead, to finally win the race, with a three lap margin.

Hurley Haywood, Al Holbert and Bruce Leven had a great race after an early pit stop, they lost seven laps and won by a three laps margin

Copyright Dave Kutz

The Daytona winning car was  running well, until Bob Garretson met a backmarker, and flipped at the hairpin. At halfway point, the Ralph Cooke-Roy Woods and Skeeter McKitterick was in the lead : they would hold this position for three hours. Then they had an accident, causing a lengthy pit stop, and they lost first place. Another Porsche would then take the lead, but for a brief period. Marty Hinze-Milt Minter and Bill Whittington, but the Bayside car was storming back and took the command three hours from the finish. Ralph Cooke-Roy Woods-Skeeter McKitterick were second, Marty Hinze-Milt Minter-Bill Whittington third and Rolf Stommelen-Howard Meister-Harald Grohs fourth. The first GTO car came next, it was a Porsche Carrera RSR driven by Chuck Kendall-Dennis Aase and Pete Smith who survived a tough race. The Porsche 934 driven by Mandy Gonzales-Bonky Fernandez and Juan Cochesa led for a while before retiring. The Triumph TR8 driven by Pat Bedard-John Kelly then took the lead before expiriencing gearbox problems. The Porsche Carrera then would take the lead and never relinquish it. In GTU, the Mazda RX7 driven by Lee Mueller-Walt Bohren until the Porsche 911 driven by Bill Koll-Jeff Kline took the lead, but for a very short while. Then the Datsun 280ZX driven by George Alderman-John McComb would take the lead for the many hours. But a rear end collapse gave the victory to the Lee Mueller-Walt Bohren Mazda RX7 who were running very strong and took the victory at the end.
The next race was the first sprint event of the season. It was the first ever appearance of the Ford Mustang Turbo entered by Zakspeed USA driven by German ace Klaus Ludwig. He proved extremely fast in practice but had piston troubles in qualifying. John Paul Jr was the fastest qualifyer in his new, tube frame car. John Fitzpatrick was alongside him. Behind them, you could find your usual Porsche guys, such as Bobby Rahal, Danny Ongais, Bill Whittington, Hurley Haywood, Ted Field, Gianpiero Moretti and Paul Newman, who had brought the Datsun ZX Turbo in tenth. At the start, John Paul Jr and John Fitzpatrick jumped in the lead, dicing together lap after lap. Bobby Rahal was not too far. Klaus Ludwig, who started thirteenth, was carefully climbing up the standings. In fact, every Porsche driver had to stop for fuel except John Fitzpatrick who had a low boost, and Klaus Ludwig. Bobby Rahal was second after thirty seven laps and pitted for fuel three laps from the finish. Klaus Ludwig moved into second place and passed Bobby Rahal. At the end, John Paul Jr retired to finish eighth. John Fitzpatrick won with a two second margin over the new Zakspeed Ford Mustang Turbo which had a terrific debut! The GTO class was won by David Cowart, whose BMW M1 was no match for the opposition. He had a two lap advantage at the chequered over Larry Trotter, driving a Chevrolet Corvette.

David Cowart and Kenper Miller dominated the 1981 GTO season, winning eleven races on the Red Lobster BMW M1

Copyright Dave Kutz

The next race was held at Riverside for a six-hour enduro. Once again, it was John Paul Jr who held the pole and John Fitzpatrick who was second on the grid. The race was a big fight between John Paul Jr, John Fitzpatrick and Gianpiero Moretti, who was partnered by Jochen Mass. They drove a Joest Moby Dick car that had a fantastic appeal. This race saw the debut for a new dramatic car, the BMW M1C driven by David Hobbs and Marc Surer. The car had qualified seventh but could not do better with a 450hp engine. The Gianpiero Moretti car dropped back with a rocker arm stop and Rolf Stommelen blew a turbo early in the race. The race was the usual John Paul Jr versus John Fitzpatrick fight until lap fifty when John Paul Jr pitted for a spark plub change which costed him three laps. Then the father and son duo climbed up to second at the end but John Fitzpatrick and Jim Busby were ahead until the end of the race. They had a thirty three second advantage over the JLP Racing Porsche. The BMW M1C finished sixth with cockpit ventilation problems, which turned the race into a nightmare for the drivers. The GTO class was an easy race for David Cowart and Kenper Miller, who were never threatened by anybody. It was a BMW sweep as Tony Garcia-Albert Naon-Hiram Cruz were second and Joe Crevier and Al Unser Jr finished third. The GTU class was a surprise win for the New Raytown Datsun driven by Frank Carney and Dick Davenport who inherited the lead after the Mazda driven by Walt Bohren and Lee Mueller blew an engine. The Daytona winning Porsche 911 driven by Bill Koll and Jeff Kline took the lead then and had a comfortable advantage over the Datsun, but the fuel pump did pack up and it was a Datsun victory at the end.
The next race would prove to be a turning point in the history of IMSA racing. The Laguna Seca sprint race was a premiere in many aspects. The long awaited Lola T600 Chevrolet was here in the skillful hands of Brian Redman. Once again, John Fitzpatrick and John Paul Jr were playing with the pole, and Brian Redman took fifth in his ground effect prototype. John Paul Jr would take the lead at the green. John Fitzpatrick following, then it was Klaus Ludwig, Rolf Stommelen, Bobby Rahal and Brian Redman, who had a very quiet start. The race was on with a lot of close action, then Klaus Ludwig, who had been passed earlier by his fellow countryman, tried to pass inside of him in the famous turn nine. But that put both of them out of the race. Brian Redman was slowly moving to the top standings and passed Bobby Rahal for third at mid-race. Then, he closed in on John Fitzpatrick and, on lap thirty three, was in front of him. John Paul Jr was well ahead of him but he was soon on his heels. He finally overtook the blue and yellow Porsche 935 on lap forty five and then, the race was set. He won the race with an eleven second margin. Porsche was to undergo its first major setback, and it was only the beginning. John Fitzpatrick was third and he was followed by Bobby Rahal, Danny Ongais and David Hobbs on the underpowered BMW M1C.
The GTO class was once again all David Cowart, who was barely threatened by Al Unser Jr and Dennis Aase who ran on similar cars.
The next race was held at Lime Rock with seven cars breaking the former lap record. Klaus Ludwig held the pole with David Hobbs alongside him. It was a fantastic result for such a car. Then it was Brian Redman and Rolf Stommelen for an unusual grid line-up. At the start, Klaus Ludwig was in the lead but it would be for a very short while, as vibrations forced to retire after only three laps. David Hobbs was in the lead with John Fitzpatrick on his tail. He passed David Hobbs and, while doing so, filled the BMW with oil. David Hobbs had to pit to have his windshield wiped. Back in the race, he ended up three wheeling after forty three laps. John Fitzpatrick was in the lead until lap twenty five, but he blew a turbo and retired too. Brian Redman was in the lead, followed by John Paul Jr but he had two late pit stops which put him out of contention for the win. Brian Redman had the race for himself from this moment. Ted Field was second now and handed his car to Bobby Rahal, but the pair was at a distant four laps down! Gianpiero Moretti and Al Holbert were in third place on the Moby Dick. In GTO, Don Devendorf was here with his Datsun 280ZX Turbo and could really threaten David Cowart. But a gearbox failure prevented him from starting the race. David Cowart again dominated the race but Sam Posey was a fantastic second on his NTS Racing 2,8L Datsun 280ZX! He beat the second BMW M1 driven by Joe Crevier and Al Unser Jr.
At Mid Ohio for the Red Roof Inn 200 Miler, a forty three car field was here with John Paul Jr again on the pole. Second was once again David Hobbs who proved the car potential on slow tracks. Brian Redman was only in sixth. At the start, John Paul Jr jumped in the lead and was followed by John Fitzpatrick, Klaus Ludwig and David Hobbs. The BMW would be slowed by mechanical gremlins, and soon, would be passed by Gianpiero Moretti, Rolf Stommelen, Brian Redman and John Paul Sr, who had a brand new Lola T600 too. Brian Redman then accelerated slowly, setting a new lap record in the process, and ate Rolf Stommelen. He was on his way to getting past Gianpiero Moretti's Porsche but the German car was really fast on the straight, until Gianpiero Moretti pitted. Then, John Paul Jr, always in the lead, pitted for fuel but he would his refueling session would prove a disaster, and he lost thirty seconds. John Fitzpatrick was now the leader of the race. The two leaders would pit later and the Porsche was'still in front. Then the Lola would close in on the Porsche, dice with it for a while, and then would take the lead, definitively! John Fitzpatrick was unable to follow the Lola, as he lost a turbo at the end of the race. He dropped to fourth overll at the end. Gianpiero Moretti and Bobby Rahal were running strong, and finally took second, thirty seconds behind Brian Redman. John Paul Jr was third, and unhappy with it.
The GTO class was quite animated, too, as David Cowart had taken the lead and handed the car to Kenper Miller. The latter spun, restarted and spun again! Oil seemed to flow over the rear wheel. When this trouble was fixed later, the car was again the winner. Al Unser Jr led most of the race and was overtaken two laps from the end. In GTU, Logan Blackburn, driving a Datsun 280ZX, had planned a scenario of his own. He drove brilliantly, and not too slowly, and could do the race without refueling. When the Mazdas had all pitted for gasoline, he was ahead, and ninth overall! Lee Mueller and Walt Bohren-Rick Knoop were second and third.
At Brainerd, the practice session had left everyone uncertain, as the weather was rainy, leaving the teams with a choice for tyres that would prove crucial. John Paul Jr was on the pole once again, but he drove for the first time the team Lola T600 Chevrolet. John Fitzpatrick and Klaus Ludwig followed next. At the start, Junior popped in front but John Fitzpatrick would soon pass him. The Lola would soon be back in the lead as John Fitzpatrick had handling troubles. Klaus Ludwig was waiting behind them. John Paul Jr soon pulled ahead of the two of them, while Klaus Ludwig was getting impatient behind the Porsche. After twenty two laps, the Lola pitted with engine cooling problems. The Ford Mustang Turbo took the lead but lost it to John Fitzpatrick when Klaus Ludwig pitted for fuel. John Fitzpatrick then pitted too and had a battery let go. This time, the Ford Mustang was in the lead and would make it to the end. John Paul Sr was third leading Bruce Leven. The GTO part of the race was a classical Red Lobster domination, as Don Devendorf was rapidly out of the race, with David Cowart always in front. A cut tyre lost him the lead but he was quickly back as he stormed through the field. Second was the Porsche 924 Turbo driven by Tom Winters, finishing two laps down and third was Rusty Schmidt, driving a Chevrolet Corvette. The GTU class saw a great Datsun-Mazda battle as Lee Mueller and Logan Blackburn finished one-two at the end. Third was Wayne Baker driving a Porsche 914/4.

(to be continued)

1981 : GTP arrival, part 2

The Daytona Paul Revere race was the classical night race held on 4th July. Hurley Haywood partnered Mauricio de Narvaez for the first time and was easily the best qualifyer. John Fitzpatrick had crashed his car in practice and could not start the race. John Paul Jr was second with his former car.
The race rapidly turned into a stroll for Hurley Haywood as he took the lead right from the start, his contenders then collapsed one after one. Bill Whittington, on the Interscope car, blew a turbo and retired after nine laps. John Paul Jr suffered from a series of broken belts, Bobby Rahal had a big oil leak and retired after fifty. Hurley Haywood would hand his car to Mauricio de Narvaez after twenty two laps. The latter would drive flawlessly to the end, and win the race. The GTO class was nearly a dream come true for David Cowart and Kenper Miller who easily won their class but also finished second overall! John Paul Jr could go up as high as third, while Ren Tilton was fourth on a Porsche 934. The GTU class was another Datsun sweep as Dick Davenport soloed to a well-deserved victory, after an early fight with Logan Blackburn who had his door blown off. The Roger Mandeville-Amos Johnson Mazda RX7 was next.
Next race was held at Sears Point, in California. Hurley Haywood was not as lucky as he was at the previous race. He crashed the Bayside Porsche 935 that burned and he was slightly injured. Once again, John Paul Jr was on the pole, Klaus Ludwig starting alongside him. Brian Redman was behind them. At the start, John Paul Jr jumped to the lead but he spun at the end of the first lap. Klaus Ludwig then took the lead and went away from Brian Redman. John Paul Jr was fourth and passed Bobby Rahal but he was far from the two leaders. John Fitzpatrick quickly retired with an overheating engine. David Hobbs had a new turbocharged engine on his BMW M1C but he did not last more than twelve laps, with a broken suspension.

David Hobbs drove the BMW M1C, now fitted with a 4cylinder turbo, at Sears Point

Copyright Van Zannis

Brian Redman closed in on Klaus Ludwig and passed him on lap twenty five. The duo stayed glued together until lap thirty eight when Brian Redman spun. Klaus Ludwig was on the lead, and won the race. Brian Redman restarted and set a new lap record on the last lap. John Paul Jr was third. The GTO class was different from the usual Red Lobster domination. Dennis Aase won over David Cowart, who lost some time avoiding Bruce Canepa. Frank Leary was third in his Datsun 280ZX Turbo.

Klaus Ludwig won his first IMSA victory at Sears Point, driving the Zakspeed Ford Mustang Turbo

Copyright Van Zannis

At Portland, John Paul Jr was again the fastest qualifier. Brian Redman was second. At the start, John Paul Jr took the lead while John Fitzpatrick was the first retirement of the race. He was followed by Brian Redman, Gianpiero Moretti, David Hobbs and Bobby Rahal. John Paul Jr would lead the race until half way when he met a bunch of lapped cars. He spun and could not restart, exit John Paul Jr. Then it was all Brian Redman, who led until the end over Gianpiero Moretti, whose car was smoking until the end. Bobby Rahal got past David Hobbs to finish third while the BMW M1C was a very promising fourth. David Cowart won the GTO laurels over Neil Shelton on a Porsche Carrera. Don Devendorf had led the class in the beginning but finished third at the end. Dennis Aase retired with fuel sloshing in the cockpit. Neil Shelton got past Don Devendorf before the end while David Cowart clinched the Championship this early!
The next race was held at Mosport for a 1000km race. Thirty five cars were to start the race, with Rolf Stommelen on the pole and Brian Redman starting dead last. A the start, Rolf Stommelen was in the lead with John Paul Jr just behind while Brian Redman would pass seventeen cars on the first lap!  Behind the two leaders, Chris Cord, Ted Field and John Fitzpatrick were putting up a great show. Rolf Stommelen went for refueling after less than one hour, and John Paul Jr took the lead, but he had an off course that put him out of the race. So Rolf Stommelen was back in the lead with a flying Brian Redman, now in second place. The safety car was out after Peter Moennick's fatal accident and John Fitzpatrick took the lead but a broken shock absorber ruined his chance to win. From that moment, it was a Rolf Stommelen-Harald Grohs and Brian Redman-Eppie Wietzes all the way. A very good fight was put between the two cars. Brian Redman took the lead with one hour left and it seemed that the story was told, but a last safety car appearance meant that the gap would be nullified. They both went in to the pits for a last refueling but Rolf Stommelen turned up the boost and finally got it. The Porsche 935 had beaten the Lola! The GTO story was not different from usual as Kenper Miller-David Cowart won again after a short challenge by the Canadian car driven by David Deacon-Mike Freberg. Second was the Tony Garcia-Albert Naon car. In GTU, Walt Bohren and Lee Mueller had an early challenge from the Logan Blackburn-Dave Frellsen car. This car disappeared later and it was the other Datsun 280ZX driven by Frank Carney and Dick Davenport who finally took second in this class.
At Road America, the Paul's car was again on the pole, with Rolf Stommelen and Harald Grohs alongside. At the start,  Rolf Stommelen jumped to the lead, followed by Brian Redman and John Paul Jr. David Hobbs would retire after twenty two laps with gearbox troubles. Things went this way until the first refueling session when John Paul Jr had a good pit stop and took the lead. Gianpiero Moretti and Bobby Rahal were moving up fast. A really good struggle was set between these four cars, and several lead changes were seen. The JLP Racing car lost ground after one hundred laps, as Gianpiero Moretti's car, which lost seven laps. The end of the race saw a final duel between Rolf Stommelen and Brian Redman. The Porsche could rely on its boost and the Lola was once again beaten.

Rolf Stommelen and Harald Grohs had a very successful end of season, winning three races in a row, including the Road America 500

Copyright Mark Windecker

Third was the new Lola T600 Chevrolet driven by Chris Cord and Jim Adams, who overlapped early fuel pickup problems to go wonderfully. The GTO story was quite different as Don Devendorf and Tony Adamowicz led for a long while then had a broken exhaust header. It seemed that the David Cowart-Kenper Miller would have it the usual way but Chuck Kendall-Dennis Aase-Pete Smith were a constant chaser. Then, the Red Lobster car would have its first engine loss after sixty laps and it was the Kendall Racing BMW which won its class. They were far away from the second place finisher Porsche Carrera driven by Tim Selby and Earl Roe. In GTU, the Kent Racing Mazda RX7 driven by Walt Bohren and Lee Mueller who were never really challenged. They finished three laps ahead of the second place Datsun 280ZX driven by Logan Blackburn and Dave Frellsen. A remarkable fact was that the leading GTU car finished ahead of the leading GTO car, and on a fast track!
The next event was the usual Lumbermens 500 race, held at Mid Ohio. A now usual mix of Can Am and Group 6 cars were running with the GTX, GTP and GTO cars. The pole was set by Tom Klausler on a Frissbee with the Jim Trueman-Bobby Rahal little Ralt RT2 alongside. The best IMSA car appeared to be the JLP Racing Lola T600 Chevrolet driven by John Paul Jr who was just ahead of the Andial Racing Porsche 935 Turbo driven by Rolf Stommelen and Derek Bell. The start of the race saw Tom Klausler take the lead, followed by John Paul Jr, in his Lola. They unfortunately retired very soon, leaving the Bertil Roos-Richard Guider Cicale in the lead. As the pit stops arrived, the lead changed hands and it was Rolf Stommelen who emerged as the new leader of the race. John Fitzpatrick was second, but the two little Can Am cars were not too far away, and were a threat to the leaders. The John Fitzpatrick Porsche would then lose third gear, Bobby Rahal took the lead from Derek Bell when he handed the car to Rolf Stommelen, with four new tyres. It seemed that the little Ralt would take an easy win but Bobby Rahal unexpectedly pitted with ignition troubles. The race was over and Rolf Stommelen blasted in the lead to win his third race in a row. John Fitzpatrick and Jim Busby were happy with their second place while the Cicale driven by Bertil Roos and Richard Guider was first in the Group 6 class. Dennis Aase and Jim Cook had a fantastic race and finished first in the Group 4(GTO) category, just ahead of the Holbert Racing Porsche 924GTR driven by Al Holbert and Doc Bundy. No Group 8 cars saw the chequered.
The next race was the fall race at Road Atlanta. John Fitzpatrick had put his Porsche 935K3 on the pole, John Paul Jr was second with the Lola. At the start, John Fitzpatrick and Gianpiero Moretti blasted off John Paul Jr. After twenty laps, Brian Redman, who was fourth stopped for refueling as Tom Winters Porsche 924GTR went aflame, this bringing out the safety car. Brian Redman was still fourth but with full tanks. Everyone then pitted then but John Fitzpatrick and Gianpiero Moretti did not have any more chance to win and did not go any further. John Paul Jr was back in second place and could be on Brian Redman's heels, when the latter spun after meeting Bruce Leven. John Paul Jr could really do itbut was put off course when he met Kenper Miller, being sent off course. The blue Lola refused to restart. Brian Redman was again the winner, and clinched the Championship in the process. Ted Field was a good second and Mauricio de Narvaez third. Kenper Miller won the GTO class over Dennis Aase and Denny Wilson. Tony Garcia completing the standings for a four out of four result for the Bavarian marque.
At Pocono,  a 500Miler, it was a great race with many lead changes. It was two Lolas on the front as John Paul Jr was again on the pole with Chris Cord alongside. Brian Redman was not far. At the start, John Paul Jr and Brian Redman would swap the lead many times and Chris Cord was just behind. John Fitzpatrick pitted on lap two for a plug change. John Paul Jr led until lap thirty five then had to pit. He was now in the lead and handed the Lola to his father and Jim Adams took the lead, driving Chris Cord's Lola. John Fitzpatrick was climbing up the standings while Brian Redman unlapped himself after taking the car from Ralph Cooke. When Chris Cord took over his Lola, John Paul Jr was again the leader. After pitting, John Paul Jr found himself in third place, the two other Lolas were one-two. When Brian Redman pitted again, he was in the lead but he had to hand the car to Ralph Cooke, which meant that Chris Cord would take the lead. Unfortunately, he would lose a cylinder and be out of contention  for the victory. Ralph Cooke was in the lead, soon to be overtaken by John Paul Jr when the rains came. Brian Redman would take back the wheel of the Lola, losing two laps when switching for rain tyres. He would clearly be faster as the Porsche would switch for rain-tyres later. Which he did. When he restarted, he was always in the lead but the two cars were on the same lap. Then everything was over as rains became clearly too much and the race was stopped! John Paul Jr and Sr had won.
In GTO, no change was to be seen as Kenper Miller and David Cowart were again the best of all, Tony Garcia and Albert Naon took second while Joe Crevier and Tom Winters were third for another BMW sweep. In GTU, Jim Cook, driving the Trinity Racing Mazda was an early leader, but then the two Kent Racing Mazdas were ahead with Walt Bohren-Rick Knoop winning ahead of Lee Mueller and Kathy Rude second.
The last race of the season was held, traditionaly at Daytona for the Finale, and it ended in a great way. John Fitzpatrick was on the pole and took the lead of the race, for about twenty laps, leading John Paul Jr. They both pitted for fuel and that let Brian Redman in the lead, for three laps. John Paul Jr would lead the race for another fifteen laps before John Fitzpatrick took over. They would pit again together, but John Fitzpatrick then lost a turbo, and was out for the race. Brian Redman then climbed into second, and would close in on the Porsche. After fifty five laps, it looked like the Lola would again win the race, as Brian Redman led by a slight margin when entering the last lap. Then it happened that George Alderman spun on the track while the two leaders were arriving. Brian Redman lifted his foot from the accelerator, and John Paul Jr got past, in a neat fashion. He was the winner of the last race, ending a season which had been rich in events. Brian Redman was second and Hurley Haywood was third on the Bayside Disposal car. The GTO class did not bring any surprise as Kenper Miller and David Cowart ended up a season they outrageously dominated, Tony Garcia was second and Denny Wilson third. In GTU, once again, it was a Mazda that won with Walt Bohren winning over Logan Blackburn finishing second in his Datsun 280ZX. Lee Mueller was third.

Brian Redman was the 1981 IMSA Champion, driving this Cooke-Woods Racing Lola T600 Chevrolet

Copyright Dave Kutz

Brian Redman emerged as the IMSA 1981 Champion in a car that would announce new times for IMSA racing. His GTP Lola T600 was the first GTP car to win a Championship that would evolve in a much more competitive way, with many more new cars to come in the future years.

1981 GTU : Lee Mueller

The 1981 GTU season was a new step to big time racing. New makes were to make for the field and racing was getting more and more exciting. The season would materialize as a duel between the two Kent Racing drivers.
The first race was held at Road Atlanta with a strong twenty nine car field. An attraction was the brand Renault 5 Le Car Turbo driven by Patrick Jacquemart. The car would prove very efficient in what was its very first race. Lee Mueller had set a new GTU lap record  and would start from the pole, Walt Bohren was alongside. At the start, the two Mazdas were in the lead, and Bill Koll did run with both of them. Patrick Jacquemart dropped from fourth on the grid to eleventh, having to handle plug problems. Soon, the two Mazdas would get rid of the Porsche. The Renault, now in full shape, would get past eight cars! He was soon on the heels of Bill Koll, but he would retire later, and the Renault was third. At the end, it was a one-two for Mazda with Renault third. Walt Bohren won over Lee Mueller. Dave White was fourth on his BMW 320i. Then it was Frank Carney on his Datsun and Wayne Baker on his Porsche 914/4.

Lee Mueller won the 1981 GTU Championship by a slight margin over his team mate Walt Bohren

Copyright Mark Windecker

At Laguna Seca, a big thirty five car field was dominated by Lee Mueller on his Kent Racing Mazda RX7. Walt Bohren was passed by Jim Cook and then was threatened by Wayne Baker. The latter would pass him on lap fifteen. Behind, Patrick Jacquemart and Bill Koll were dicing together, the Renault would then take the advantage. Wayne Baker was running strong and had himself set between the Mazdas. Unfortunately, his wheels would seize and he would catch the guardrail, this leading to his retirement. Bill Koll had pitted and retired at halfway mark. Lee Mueller, never to be threatened, easily won over his team-mate, Patrick Jacquemart finished third.
At Lime Rock, Walt Bohren once again proved he was in a good shape. His team mate Lee Mueller was the quickest at the green and Walt Bohren had to stay behind until Jim Cook, who had pitted for a short while, exited the pits. Walt Bohren had the advantage when he lapped Jim Cook, he slipped by him and took the lead until the end. Patrick Jacquemart had trouble throughout the week end and finally retired in the race with a blown turbo.Third was finally Logan Blackburn on his Datsun 280ZX. Sadly, it would be Patrick Jacquemart's last GTU race as he would killed later during a free practice session with the Renault 5 Le Car Turbo at Mid Ohio.
The Sears Point race was some kind of premiere as Jim Cook, driving the Trinity Racing Mazda RX7, was on the pole with Wayne Baker driving a Porsche 914/4, alongside. At the start, Walt Bohren got past both of them but not for long. With handling problems, he would be passed by Wayne Baker on the second lap, then by Jim Cook on lap six. Wayne Baker was on the lead, with Jim Cook always on his heels. As the pair went over some backmarkers, they  both spun, and Wayne Baker would restart first. Jim Cook restarted too but would stop two laps later, with an overheating engine. It was finally Bill Koll who took second at the end, Walt Bohren was third.

Wayne Baker won the Sears Point GTU race with his Porsche 914/4, and it was quite a feat!

Copyright Mark Windecker

At Portland, Lee Mueller was on the pole, with Walt Bohren alongside. A new car was to be noticed on the grid : it was a new Toyota Celica driven by no less than George Follmer.

George Follmer debuted a brand new Toyota Celica at Portland, but it was still under development. The car is seen here at Road America

Copyright Mark Windecker

It was a modest debut as he would start from the twenty fourth place on the grid. At the start, the Kent Racing duo was on the lead, and nothing was to change that fact. Wayne Baker was an excellent third and Jim Cook was next. George Follmer would finish seventh overall in a car that was still under development.
The last race was to be held at Road Atlanta and it would be once again a Walt and Lee show. Lee Mueller was on the pole , with again Walt Bohren besides. At the start, the pair would fly away from everybody. They stayed glued together until they met a lapped car. It was what decided who would be the winner as Walt Bohren got past in that piece of action. In that very last race, Walt Bohren would catch up with the leader, but Lee Mueller had kept the series point lead until the last race. He was the 1981 GTU Champion.

Porsche 935 : part 1(1977-1979)

The Porsche factory has always been a key factor of the racing scene, and many different models from the German make have yet shone on the IMSA circuit. From the Porsche 911 which began its career in 1971 to the Porsche Carrera, in many flavors, to the Porsche 934. The 935 was not a revolution in itself but it featured many of the components needed to win in GT racing. The cars were not allowed to run before the end of 1977. Fearing their domination, John Bishop did not want the Porsche Turbos to run from the beginning, which had caused a clash between Porsche Motorsport's Jo Hoppen, and him. But it would not last for long. The IMSA President soon realized that it would bring harm to his organisation, so at the end of 1976, Porsche 934s were allowed to enter the fray. Customers had purchased the turbo versions of the Carrera, but the 935 was already entered by the works team. The car was powered by a 2,8L flat 6 fitted with a single KKK turbocharger. (technical)
The 1976 had been, except for Kremer who had his own 935, exclusively run by the Works team. As soon as 1977, customer cars were offered to any racer willing to fight for the overall. For 1977, IMSA did not accept, except on one occasion, the Porsche 935s. The Mid Ohio 3Hour would be the first race ever to feature Porsche 935s. The cars were entered by Peter Gregg, Jim Busby and Vasek Polak and it was Peter Gregg who won the race. It was the first win of a 935 in the US and many were to come by.

Jacky Ickx and Skeeter McKitterick drove this Vasek Polak entered Porsche 935 to a second place finish at the Mid Ohio 3Hour race

Copyright Mark Windecker

Cars were powered by single turbo versions of the 2,8L engine producing 590hp, but it is commonly known that they probably had more. Their weight was given for 970kg. They had the famous slant nose and massive fenders.
The 1978 rules were crafted and allowed the German cars to enter, and John Bishop's major sponsor had pressured him to do so. Two options were offered to the customers : update the 934s that many had purchased the previous year or purchase a brand new one. The 1978 cars were slightly different from the 1977 version, and sported a 3,0L twin turbo with brand new rear fenders. A new twin turbocharged engine designated Typ 930/78 was the major difference with the previous year car. It was derived from the unit used in 1977 by the Works team, it was bored out by a further 2.2mm taking overall displacement from 2856 to 2994cc. Two KKK K-27 turbos were installed (boost normally being set at 1.45bar) and there were also the latest water-to-air intercoolers, output rising to 675bhp at 8000rpm. The 1978 customer cars were equipped with ground effect-style running boards and removable rear fenders. Here are the teams who purchased 1978 935s.

Brumos Racing.
Interscope Racing : 2 cars
Dick Barbour
Vasek Polak
Dick Barbour : 2 cars, including one single turbo car

Dick Barbour entered this Porsche 935 at Daytona, with a second place as a result. He drove the car with Johnny Rutherford and Manfred Schurti.

Copyright Mike Heselton

The other 1978 entrants were :

Ludwig Heimrath : single turbo 934/5
Gary Belcher : single turbo 934/5
Cliff Kearns : twin turbo 934/5
Bob Hagestad : twin turbo 934/5
Hal Shaw : twin turbo 934/5
Gianpiero Moretti : twin turbo 934/5

They updated their 934 car to 935 specs.

Peter Gregg dominated the 1978 Championship with a twin turbo Porsche 935. It was immaculately prepared by Brumos Racing who had achieved a high degree of professionalism. He won nine races (including the 24 Hours of Daytona race with the Gelo Racing entry) out of fourteen and captured the Championship with 183 points, to Bill Whittington 108!

Peter Gregg won nine races out of fourteen, including the Daytona Finale
Copyright Mark Windecker

For 1979, In order to counterbalance the Porsche domination, John Bishop decided to add a 40kg additional weight to the twin-turbo cars. Porsche did react to this proposal in offering his customers single turbo versions of its 935. This alternative would allow those cars to carry less weight. Some of the regular entrants, including Peter Gregg, chose this option. In fact, the best option seemed to be using a 3,2L single turbo engine. It would be the last series of Porsche 935s built by Weissach. Seven of them were built, all of which were originally delivered to the USA equipped with single turbo Typ 930/79 engines. The displacement rose to 3124cc, compression being upped from 6.5 to 7.0:1. A solitary KKK K-36 turbocharger was installed along with a ‘Moby Dick’-style inverted transmission and brakes from the works 935 ’78 too. Pumping out 680bhp at 8000rpm and weighing at just 1025kg, there was little to touch the 935 ’79 although some teams did revert to a twin turbo set-up during the course of the year.

Whittington brothers
Vasek Polak
VW-Audi North America
Interscope Racing
Brumos, USA. Single turbo.
VW-Audi North America then to Vasek Polak
Giampiero Moretti

Danny Ongais, Ted Field and Hurley Haywood won the 24 Hours of Daytona with this brand new single turbo Porsche 935

Copyright Wayne Ellwood

The 1979 season would be a new domination for Peter Gregg who won overall with his single turbo Porsche 935. He won eight races and totalled 205 points at the finish. Second was Charles Mendez who had consistent finishes, and one victory in the Paul Revere Daytona race, and earned 132 points. Additionally, the Whittington Bros had begun to compaign their own version of the Kremer K3 body. The car sported the aerodynamic features that were typical from the German shop. They had just bought their ride for the 24 Hours of Le Mans and won the great Endurance race. They won the 6 Hours of Riverside with a more classical 935, along with Klaus Ludwig. They won the Daytona Finale with a pair of K3s.

Bill Whittington ran a Porsche 935K3 at Sears Point. It followed his Le Mans win the previous month.

Copyright Van Zannis

The following year, the K3 bodywork would become the new standard for the turbocharged German cars, and every team would own his K3.(to be continued)

Porsche 935 : part 2(1980-1982)

1980 was the year the Porsche 935K3 became prominent. The aerodynamic package was quite different from the works Porsche 935 look, and they had developed their own idea of the beast. The wing fences were theirs, and most important was their way to reinstall an air to air intercooler. This helped the car keep the air temperatures lower for greater period of times.
Many of the race teams willing to fight for the win wanted their own K3. They did it while converting their personal car to this specification or purchasing a brand new one. However, some teams wanted to test the personal idea they had of the successful Porsche Turbo. It was the case for Bayside Disposal Racing or Momo Corse who had their own version of the Porsche 935. Dick Barbour had his own set of cars and hired John Fitzpatrick as his first driver. A good choice indeed as the Englishman swept the 1980 Championship and beat everybody, including the 1979 Champion Peter Gregg.
At the beginning of 1980, Interscope Racing had a brand new car which was entered at Daytona, along with the Dick Barbour Racing car. Both were purchased at a modest $230000 each. Charles Mendez and Randolph Townsend had updated their own car to the K3 specs.

Randolph Townsend had updated his Andial car to the K3 specs in 1980

Copyright Dave Kutz

Peter Gregg would run with his ex-935-78 now owned by Bruce Leven. Charles Mendez had two other cars, one being updated to the K3 specs plus one new car. An old standard car was entered too. Dick Barbour had his K3 and another car, a 79 car for Bob Garretson and Skeeter McKitterick. The Whittington Bros had two cars, a K3 and a standard 935. Ludwig Heimrath had his 78 car as well as John Paul. Joest Racing had a much modified car for Rolf Stommelen, Volkert Merl and Reinhold Joest. Momo Corse entered a 79 car for Gianpiero Moretti. John Paul Jr began his IMSA career with his father at the end of the 1980 season. He proved immediately ultra competitive and almost won from the beginning. He drove a JLP2 prepared car, which was a personal evolution from the standard K3.

John Paul Jr at the wheel of the JLP2 car that he drove to second place at the 1980 Daytona Finale
Copyright Dave Kutz
 

Cars entered in 1980

#0 Interscope K3
#2 Joest Racing Porsche 935J
#3 Jim Busby Porsche 935J
#4 Dick Barbour later updated to K3
#5 Racing Associates K3
#9 Dick Barbour K3
#13 Andial/Meister
#18 JLP Racing JLP2
#30 Momo Corse Porsche 935J
#55 Condor Racing K3
#55 Andial/Meister K3
#57 Monte Shelton
#59 Brumos Racing 935/78
#85 Bayside Disposal
#86 Bayside Disposal 935J
#93 Whittington Bros 935K3
#94 Whittington Bros 935/78
#00 Interscope Racing K3
#05 Racing Associates K3
#07 Ludwig Heimrath 935/78
#09 Preston Henn K3

In 1981,  cars would be modified by the Kremer Bros and switched the water to air intercooler to an air to air one. Every car sported this great improvement at the beginning of the 1981 season. Some minor changes were to be seen aesthetically such as a new air intake. John Fitzpatrick had set up his own team, he was assisted by the Kremer Brothers, who had made the trip to the US.
The original Porsche 935 parts would be the roof, cowl, door jambs, engine compartment opening, and part of the rear quarter section. Andial had converted a standard twin turbo into a modified version of the K3, which used different aerodynamics and suspension pieces. An air to air intercooled 3,2L twin turbo engine powered the car.This car, driven by Rolf Stommelen and Harald Grohs, had a very successful end of 1981 season.
The season would be the first one with a non Porsche victory since the Chevrolet Monza days. Brian Redman dominated the series with his Cooke Woods Racing Lola T600.

Gianpiero Moretti introduced this Moby Dick replica at Riverside in 1981 with some interesting results

Copyright Van Zannis

Gianpiero Moretti would enter a Moby Dick Joest replica during the Riverside event. His former car would be sold to Mauricio de Narvaez.

Bob Akin had a good season in 1981, with his familiar Porsche 935K3 backed by Coca Cola

Copyright Mark Sterling

Cars entered in 1981 :
#0 Interscope
#1 John Fitzpatrick K3
#3 Andial
#5 Bob Akin K3
#9 Bob Garretson K3
#9 Cooke Woods Racing K3
#17 Pepe Romero
#18 John Paul JLP2
#22 Marty Hinze
#30 Gianpiero Moretti 935L
#46 Mauricio de Narvaez 935J
#84 Jamsal K3
#86 Bayside Disposal 935
#90 Cooke Woods K3
#93 Whittington Bros K3
#94 Whittington Bros K3
#00 Interscope K3
#07 Ludwig Heimrath K3
#09 Preston Henn K3

The following season would see a new life for the now outdated 935s. The IMSA had liberalized the GTX rules in order to give them the power to fight against the GTPs. Full tubeframe chassis were now allowed You could watch cars that were completely and utterly unique. Everyone had his own 935. From the standard K3, the 935/2, Moby Dick replicas, K4, hybrid Lola-Porsche cars, JLP2,3 or 4, or homebuilt 935, you could not find two similar cars. The 1982 saw a big battle between John Paul Jr and the Interscope Lolas, while John Fitzpatrick had some good races with a very impressive Kremer K4. This car had a fully enclosed or covered doors and a raised rear fiberglass roof. The K4 retained the wing fences around the fenders. At the end, John Paul Jr emerged as the IMSA Champion, driving three types or car, from the JLP3 or 4, to a Lola T600. A new star was born.

The JLP3 was built by Chuck Gaa and Dave Klym, and would sweep the 24 Hours of Daytona and the 12 Hours of Sebring in a row.

John Fitzpatrick entered a brand new Porsche 935K4 in 1982, taking two victories

Copyright Mark Windecker

Cars entered in 1982
#1 JLP Racing
#2 John Fitzpatrick K3 and K4
#3 Andial
#5 Bob Akin Porsche 935L1
#6 Preston Henn Andial Moby Dick
#8 JLP Racing JLP3
#9 Bob Garretson K3
#18 JLP Racing JLP3 or JLP4
#22 Marty Hinze K3
#46 Mauricio de Narvaez 935J
#70 Charles Ivey K3
#86 Bayside Disposal
#00 Interscope K3
#03 Angelo Pallavicini 935/77
#08 Preston Henn K3
#09 Preston Henn K3

Bob Akin had a hybrid car, that was dubbed the L1. It featured a Lola T600 nose and rear end. While fast, this car handled miserably and Bob Akin hated it. Later, he would commission Chuck Gaa to build a 935-84 car.

Andial had a special version of the Moby Dick car built under Glen Blakely's supervision. It was based on the Moby Dick tubeframe design but entirely drafted in the Costa Mesa shop. The car had an excellent debut at Riverside, with Al Holbert and Harald Grohs at the wheel. Later, it was sold to Preston Henn, who later was to bring this car to a great victory at the 24 Hours of Daytona 1983.(to be continued)