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24 Hours of Daytona 1978 : you said domination?

1978 was a new step towards some kind of liberalization. 1977 was the last time an American car would win a Championship. The Porsche 935 was born in Europe in 1976 and was due to arrive in the US the next year. The rules were kind of rewritten with the introduction of the GTX class, an equivalent to the Group 5 European class. Along with this new top notch cars, the AAGT class had been introduced by John Bishop in order to counterbalance the too much awaited Porsche domination. It would alas not be. For this first event, teams had the choice of running under IMSA new regulations, or under special regulations, as part of the FIA World Championship for Makes.
The other classes had also been rewritten, but it was simple adjustments of their own. The very first race, as per usual, was to be held at Daytona, for the traditional 24 Hour race. A lot of Porsche 935s were of course to be entered, and it was the first time you could watch so many Porsche Turbos in the USA.. Brumos Racing, headed by Peter Gregg, was here with two cars. Georg Loos had a partnership with Brumos and entered a Porsche 935-78 for Toine Hezemans and Rolf Stommelen. The second car was a brand new one, and was sponsored by JMS Racing, Claude Ballot Léna drove the car with Brad Frisselle and Peter Gregg. It was a single turbo version, powered by a 2,8L engine. Kremer had a new 935-78, which was driven by Bob Wollek and Henri Pescarolo while the former year car was driven by Dieter Schornstein and Josef Brambring. Interscope Racing had a single turbo 935-77 for Danny Ongais, Ted Field and Milt Minter. Jolly Club had a car for Carlo Facetti and Martino Finotto which was 2,8L powered. Reinhold Joest drove Franz Konrad car along with Volkert Merl. Dick Barbour, who entered a 934 the previous year, had too a 935 which he drove with Johnny Rutherford and Manfred Schurti.  Ludwig Heimrath had an updated 934 car. It was fitted with a 935 bodywork and was still powered by 3,0L powerplant. Bob Hagestad had the same type of car, and Hurley Haywood still partnered him. Gary Belcher, who had Al Holbert and Doc Bundy as co-drivers, while Hal Shaw, Howard Meister and Jim Busby shared the last car.That made for twelve turbocharged cars, amongst which you could find your winner.

Rolf Stommelen, Toine Hezemans were co-driven by Peter Gregg at the end of the race on the winning car.

Copyright Steve Dilts

Unfortunately for the spectators, a single car appeared to be able to threaten the Porsche armada. The MacLaren entered BMW 320i Turbo. While lonely, the car carried high hopes for the Bavarian marque. David Hobbs and Ronnie Peterson drove it. While about 100hp shy of the best Porsches, it could give them a run for their money. The supporters hoped that much from such a talented duo. The only American car apt to giving the German cars a worthy competition was the beautiful Chevrolet Monza entered and driven by Chris Cord and Jim Adams. Powered by a 6,0L V8 engine prepared by Franz Weis, it was as fast as it was good-looking. The big question was to know if it could last for 24 Hours, not sure.  A huge De Tomaso Pantera, entered by Hugh Kleinpeter and driven by Janet Guthrie, as well as Jef Stevens and Hugh Kleinpeter himself, would be qualified in twenty fifth position, but would not show up for the start. A few Chevrolet Camaros, mostly old cars, were entered in GTX class. They were AAGT versions of the classical pony cars. Carter Bros had the quickest of them all, but it was a far cry from the best Porsches. Carmon Salomone had a turbocharged V8 5,0L car, which seemed relatively fast, while Clark Howey entered his usual Chevrolet Camaro. Bill Arnold new Chevrolet Corvette was classified in this class, but would it last for such a long race? The two BMW 3.0CSL entered by Bavarian Motors International were also classified in this class, but it was mostly because of their tyres width. Bob Akin had a Porsche Carrera, for his first ever IMSA race, which had a 935 look, with a slant nose. He ws co-driven by Steve Earle and Rick Knoop.
Last but not least, a beautiful Ferrari BB, now powered by a V12 5,0L engine, could rely on its nearly stock engine, given for 360hp. It could probably last for days. François Migault, Lucien Guitteny and Gregg Young drove it, with some hopes for a top ten finish. The GTO class was far more open, with a host of Porsche Carreras, all of them appearing apt at winning this class. Diego Febles had an ex-Peter Gregg car, which seemed always as fit as ever. He was partnered by Alec Poole. Tom Frank teamed with Bob Bergstrom, on a similar car which displayed a slant nose too. Bonky Fernandez was running with John Paul and Phil Currin, on a very reliable car. Mauricio de Narvaez and Tony Garcia were possible and strong contenders too. Four Ferrari 365GTB4s were entered. While outdated, they could rely on their outstanding reliability, in order to place high in the standings. John Morton and Tony Adamowicz were the quickest of the quatuor, while Preston Henn entered his new acquisition with Sandy Satullo and Hal Sahlman. A special car was to be seen, but would not start. It was the ex-NART car, which was rebodied by Michelotti, and driven by Michael Keyser, Don Devendorf and Jeff Kline. Two interesting cars were to be seen, a  pair of Ferrari 308GTBs, driven by unknown and slow drivers. Five Chevrolet Corvettes were to be seen. John Carusso drove the most effective one with Luis Sereix and Emory Donaldson, while Richard Bostyan had the best placing car on the grid. Five Chevrolet Camaros were there, but they mostly consisted of old cars. They participated in Daytona's annual folklore. A huge an beautiful Oldsmobile Cutlass was there, entered by Herb Adams. Its doors were covered with aluminium side panels, very impressive! Tim Chitwood had a Chevrolet Nova which was an American Challenge car. Kenper Miller teamed up with brother Paul and Oscar Koveleski in a BMW 3.0CSL, an ex-Peter Gregg car too. Amos Johnson had an AMC Hornet which was not so powerful, but his driver counted on the reliability of his car. The last category was the small bore cars, which was the home of the Porsche 911s, mainly. They were, however, to be seriously contested by a duo of Mazda RX3s, entered by Mazda Auto Tokyo, which was no less than a works subsidiary. The first car was driven by Japanese drivers, with Yoshimi Katayama, Yojiro Terada and Roger Mandeville. The second car was in the hands of Walt Bohren, Jim Dowing and Stu Fisher. Two other US Mazda RX3s  and two Datsun 240Zs, amongst which you could find a Bob Bondurant car, were completing the Japanese entries.
They faced ten Porsche 911s, of varying quality. Dana Roehrig entered the potentially best car for himself, Dave White and Gary Mesnick. George Drolsom teamed up with Hugh Davenport and Mark Greb for a good challenge. Frank Thomas, Logan Blackburn and Lee Mueller were valuable contenders too, as well as John Hotschkis, Bob Kirby and Dennis Aase.
A single Porsche 914/6, entered by John Hulen, was a regular entry in this famous race.
An MGB GT was to be seen with Charles Kleinschmidt and Lee Culpepper sharing the driving chores. A Lotus Europa and the classical Lancia Stratos were entered too. An honest sixty seven car field would take the start.
As for the Indianapolis 500 race, the ten first places were determined during the very first practice session. It turned out to be raining, and the track record was not approached so far. Danny Ongais would be the fastest in 2m00s152, just in front of Bob Wollek, who drove the Kremer car, and Ronnie Peterson, on the BMW 320 Turbo, who had lost two engines. Rolf Stommelen was next, followed by Carlo Facetti and Peter Gregg. Eleventh on the grid, Ludwig Heimrath had run faster than the polesitter, but the rules were the rules.
After the usual racing revel, national anthem and starting procedure, Danny Ongais did get his trophy for the pole position. While it did not rain anymore, the weather was quite cold : no more than 9 degrees celsius . The cars were lined up in front of the pits, by row of two cars.

Dick Barbour, Johnny Rutherford and Manfred Schurti had a very tough race, but finished second overall nonetheless.

Copyright Steve Dilts

The Pontiac Firebird Pace car led the sixty seven car field, then cleared the track, letting Danny Ongais take the lead, followed by David Hobbs, who soon overtook the Interscope car, but not for long. Danny Ongais was back in the lead while Rolf Stommelen would pass the bimmer during the first lap. Bob Wollek was in fourth place, leading Carlo Facetti and Peter Gregg, Manfred Schurti, Franz Konrad and Jim Busby. Well behind, Hurley Haywood, who started in sixtieth position, was rocketing until the top twenty places : he was sixteenth after two laps.  While Danny Ongais and Rolf Stommelen would fly away from the rest of the field, Bob Wollek passed David Hobbs. Just behind, Peter Gregg was soon in front of Carlo Facetti, whose car was soon to lose a crankshaft. While Danny Ongais tried to get away from Rolf Stommelen, he nearly hit the wall. The two cars were staying close, and they had to suddenly face a bunch of backmarkers, just blocking the track when entering the infield. David Hobbs did not seem content with his position and soon passed Bob Wollek. Rolf Stommelen suddenly attacked and passed Danny Ongais to take the lead of the race. Manfred Schurti was fifth, followed by Peter Gregg, Ludwig Heimrath, Jim Busby and Hurley Haywood, always running very strong. Danny Ongais, not to be underrated, was back in the lead on lap ten. David Hobbs spun and lost some places while trying to restart. Ludwig Heimrath lost time in the pits after a puncture and Bob Wollek would lose four laps in his pits after losing a fender. After starting very strong, things seem to accelerate. David Hobbs was soon to change his coils while Danny Ongais would lose an engine. The Interscope team, apparently never short of ideas, then decided to purchase an engine from Carlo Facetti, for $30000! After all those misfortunes, Rolf Stommelen was suddenly finding himself in first place, but his advantage on his closest pursuer, who was now Manfred Schurti, thirty three seconds behind, followed by Peter Gregg, forty two seconds down. Just behind those two cars, Hurley Haywood, in pretty good shape, was soon to overtake both of them, and was now standing at an astonishing second place!
Then came the first refueling session, Toine Hezemans was back in the seat of the leading car, followed by Hurley Haywood, Manfred Schurti and Peter Gregg still behind. Franz Konrad was next, one lap down, then Josef Brambring, Ludwig Heimrath, Jim Busby and the first American car, which was the Chevrolet Monza driven by Chris Cord. Peter Gregg and Hurley Haywood, now second and third, would play a big show, fighting hard at each other.Then Manfred Schurti would have a tyre burst on the banking, he would go back to the pits and lose a great deal of time for repairs. When the night settled on the track, one could find the two Brumos cars doing one-two. Rolf Stommelen leading Peter Gregg. Third was the Canadian Porsche 934/5 driven by Ludwig Heimrath-Jacques Bienvenue which ran pretty well, Manfred Schurti-Johnny Rutherford and Hurley Haywood-Bob Hagestad who lost some time when the latter spun twice and had his bodywork repaired, losing four laps!

Tim Chitwood destroyed his Chevrolet Nova, bringing a full caution period.

Copyright Mike Heselton

Tim Chitwood then hit the wall, and the track had to be cleared, so the pace car was out. Peter Gregg immediately pitted for a refueling, and handed his car to Claude Ballot Léna. Toine Hezemans, willing to do the same, missed his pits, and had to do another lap at a reduced pace, losing the lead. Rolf Stommelen, however, who climbed into the car, did not take a long time to recover his position. Positions were then beginning to settle down, except for Hurley Haywood-Bob Hagestad, who were now in fourth place. The Chevrolet Monza, driven by Chris Cord was sixth, just ahead of the first GTO car, which appeared to be the old Ferrari 365GTB4 driven by John Morton and Tony Adamowicz.
Far away in the standings, Bob Wollek handed his car to Henri Pescarolo, but the car was struck with vibrations. After changing a tyre, the car went better, only to have its engine brutally seize thirty five minutes later. The BMW 320Turbo was blowing its third engine in the week end, and retired at the third hour mark. While the two first cars were easily leading the race, Ludwig Heimrath lost his third place after a puncture. Chris Cord, had a perfect race and led the American contingent, but would unfortunately break its engine . The GTO class saw a new leader, with Diego Febles and Alec Poole taking over in their Porsche Carrera. Then the race would become very monotonous, with virtually no change until the eight hour mark. The leading car, stopping for a refueling, appeared to waste a lot of oil. The second car seemed able to come closer, but then had to change a transmission, and lost twenty seven minutes. Hurley Haywood, back in fourth position, was slowing dramatically. He would lose eighteen minutes to have his clutch problems fixed, then his gearbox, definitively losing any chance for success in this race. These facts drove the leading Brumos-Loos car far away from anybody, but with an excessive oil consumption problem, which made the remainder of the race very problematic. The second place was hardly fought between the second Brumos car and the Heimrath car. Then Ludwig Heimrath had to stop to have an throttle connecting rod changed. While attrition was hard on the cars, the reliable leading GTO car was now in fourth place. At 5:30, Norm Ridgely destroyed partially the yellow Canadian Porsche. The suspension needing repairs, one hour and twenty minutes were lost. The Ferrari 365GTB4, who was just behind the Porsche, had its gearbox changed. Then it was Claude Ballot Léna, firmly in second place, who broke a wheel.

Rolf Stommelen and Toine Hezemans dominated the race, leading more than twenty three hours out of twenty four. It was not an easy race, however.

Copyright Dave Kutz

The engine would be hit by debris, and had to be replaced. Losing one hour and vorty five minutes, the car was down in thirteenth place. While running carefully thanks to their oil problem, the leaders were by no means threatened.  The leading Porsche Carrera appeared in second place, but was logically overtaken by Manfred Schurti, who had lost his second fender. Al Holbert, driving Gary Belcher's car, was running in third place, but he would be stopped to change his gas pump. The race was set, with the positions clearly settled. Rolf Stommelen, easily leading, suddenly crawled back to the pits, but it was just a puncture. The end of the race did not see any major change within the top five positions. Al Holbert, rather unlucky, lost two places while experiencing transmission problems. Porsche swept the first seven spots, earning every class win. A special mention should be made to the winning GTO car, which did not encounter any problem : it was third overall, and led another Porsche Carrera, driven by Bonky Fernandez, John Paul and Phil Currin.

Dave White, Kurt Roehrig and Gary Mesnick won the GTU class at the wheel of this Porsche 911S.

Copyright Steve Dilts

Dave White, Gary Mesnick and team owner Kurt Roehrig won the GTU class, just ahead of George Drolsom, Mark Greb and John Maffucci. The Mazda RX3s suffered from segments wear, and did not run so well. As a conclusion, it was the first IMSA victory for the Porsche 935, and many others were to follow. The GTX era had just begun, with an exciting future ahead.

Full results : Daytona 1978

Phil Henny's beautiful Camaro

Phil Henny is a Swiss born  entrepreneur, heading Phil Henny Racing Enterprises in Van Nuys, California. When he decided he would try his hand at IMSA racing, Phil Henny had had many different rides in many types of cars, from Formula cars to GT cars. When he decided the car he would race would be a Chevrolet Camaro, the main reason was that it was affordable, yet it would provide the basis for a true racer. Of course, the chassis was completely reinforced and rewelded. A roll cage was used, consisting of chrome molybdene tubing. The chassis, thus reinforced, was quite rigidified, which meant that the suspension was much more easy to tune. A front anti-sway bar was being used to apply some slight changes during the course of any race. The car,  based on a '71 model, was beautifully tuned, with wide fender flares and a late model fiberglass front-end, bumper, a Z28 spoiler and NASA scoops, allowing for a better brakes cooling.

Powered by a 365 CI Chevrolet small block engine, it used a Holley double bumper carburator. A 29 quart dry sump tank was fitted ahead of the engine, on the right side of the compartment. It was fed through braided stainless steel aircraft lines. The car was equipped with power assisted steering and brakes, which could appear as something very weird for a race car. Yet, it was more than useful, and less stressful for the drivers. The brakes calipers were taken from a L88 Corvette, as well as the pads. Air was picked up from underneath the car and forced onto the brakes at the front of rear wheelwells. Hot air was evacuated by ducts housed in the back-up lights. Braking, too was adjustable from the driver's cockpit. The car was mounted on Goodyear 10 1/2 x 15 slick-type racing tyres, with MiniLite racing mags wheels. A Scheifer clutch assembly and a full floating Ford station wagon rear end that utilized a Detroit locker and 3.11 gears. A transmission cooler was mounted over the fuel cell in the rear with an electrical pump to keep the temperatute from exceeding 320° F. A 32 gallon fuel cell and two Stewart Warner fuel pumps maintained the adequate running pressure. While not so light, at nearly 3000 lbs, Phil Henny was quite optimistic as to the car's ability to fight with the big boys.

Phil Henny drove this Chevrolet Camaro at Ontario Motor Speedway, but he enjoyed little success.

Courtesy Phil Henny

The car was scheduled to debut at the Mexico 1000 kilometer race, and his co-driver was to be John Cannon. Unfortunately, the race was finally cancelled. Earlier, Phil Henny had run the 24 Hours of Daytona with Jon Ward and Dave Barnett. The car was fitted with a 7,0L engine and it ran pretty well until its retirement later in the race. The team started 14th and finshed 31st. For the 1976 season, the car was fitted with a 5,0L engine, and was somewhat at a disadvantage against the best Porsche Carreras and BMW CSLs. At Ontario Motor Speedway, Phil Henny took a 28th place overall, which was much disappointing. It was a period of major changes in Phil Henny's professional career. After many years of racing success in SCCA and GT racing, Drysumpsystems, Phil Henny's racing parts business, was facing a high demand in NASCAR parts. The recent changes in NASCAR's regulation had boosted the market and Phil had no other choice than concentrating on his business. Phil finally decided to cancel his IMSA program. He took the right decision, and wether he could have earned any success will never be demonstrated. His car was so well prepared that it was featured in many racing magazines. Phil Henny proved he was a true racecar builder, as his car was a real eye-catcher. He sold his car later, and it is still raced nowadays in vintage events.

Many thanks to Phil Henny for providing me with those informations, as well as those great pics. You were a part of history, Phil!

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)