What happened to the Mulholland "King of the Hill" RSR?

[TCracingCA]

Now that I am thinking movie, like you guys. The opening scene I would just like a very loud in car mostly footage of the shifting, redlining the tach, steering corrections! Flash to the car from the outside speeding past a fix camera, or coming down the road, switching in car and out of car in the very dark of the night! Have to have like Sun or Stewart Warner gauges or similar as Monster Tachs like from Autometer we’re about an early 80s thing!
Then put the testimonials at the end! Put a face up, and a little story to read (non photogenic guys!).

[Jeff Hail]

[Racerbvd]

Mulholland racing has been around as long as the road, 95 years. Incorporating all the players into narrative would be daunting, mind boggling and synapses numbing. Condensing that into an hour and a half of two hours of visual adaptation would not be possible. Elements or people would have to be whittled out. How about a mini-series 5 nights long and 10 hours? That's what it would take to tell this story.

You could do a multi movie franchise, like fast and furious (I like the original, from the 50s better) and other movies. Keep the old stories coming please, I love them.

[TCracingCA]

Originally Posted by Jeff Hail

Cool!

The L88/ZL-1 flares (10” rears), the funky headlights necessitating the special grill sold originally by Ecklers out of Florida and sold through other outlets, and copied by others! C3 styled L88 hood like I run! Bruno’s in the Valley was the go to, for exactly these mod pieces or JD Corvette down in Downey, now Bellflower. The car is pretty high up for a racer, and no spoiler. Anytime I come across Vintage Corvettes, I climb up under them, to look for things like the 68 up camber rod bracket, that drops rear roll center and gives better geometry for the camber rod inner. I look at the frame rails to see if the bumper stop protrusions are grinded smooth, along with the inside tire side of the frame. The car in the picture is running 3-3/4- 3-7/8 backspacing rims. The side walls on a 1960s Blue Streak or other wider H series tire, a 60s/70s profile tire 60 or 50 aspect ration would clear to the inside, but the parking brake, if he had one, would have to be rerouted. The tire size shown would not require a rear sway bar to be narrowed or cut and rewelded. He might not have even run one, unless he was balancing out the car with a front bar larger than F-41. The biggest bars sold were the Rancho bars, and I have one of those in my garage just as a conversation piece. I am a heavy 4 corner spring advocate, not bars. I only use bars to balance the car, not be my primary suspension. I probably have better pictures of this car in my collection. I have more literature than probably anyone in the Country.

I think that picture is between the two Carls turns facing west?


PS we didn't get beer traveling, and locally at our Turnbull Canyon haunt, we drank it after the race runs, usually elsewhere.

[TCracingCA]

To cover Charlie Woit, I love the story, and in no way am I saying he wasn't fast or an awesome driver.

The big blocks came in 1965. The special HD engines in 1966, pre-L88, and the dealership performance dealerships selected to peddle the special parts, not until 1967. Guldstrand, Briggs, Nickey, Delorenzo, Yenko, etc. were not using special Corvette designed racing suspension pieces then. I have old catalogs from like Briggs Chevrolet (sponsors of John Greenwood, Jungle Jim, the Polish racers, Brock and his Ferrari coast to coast run (first Cannonball), and many others all sourced or were sponsored by Briggs). They had the HD Moog ball joints, most guys sourced heavier truck based springs variable rate units just coming out in 1964. MOst guys used bronze or steel bushings pressed into the A-arms. Guys weren't gusseting the frames or even the a-arms yet.

The first real enthusiast article on how to mod C2/C3 cars was about 1971 written by Dick Guldstrand. Prior to that was the Delorenzo small tiny book of Corvette performance, that wasn't too available. The Chevrolet Race chassis prep article wasn't until I think the second Chevrolet power book around 1975. I have Guldstrands first catalog in about late 1972. But guys were welding and gusseting things prior, As your lower a-arm mounts failed or the frame split from the hole for the steering box location.

I do have some conflicting info on Charlie, in that an interview he gave says he stopped running the Vette in 1965. That would be pre- much of anyone really having any refinement of this generation of Corvette, not even Penske. Guldstrand was fresh from winning the year end Pacific Coast Championship and was still driving prehistoric style. It was dive into the apex tight, hung the inside corner, and full on the power. The brake dive lightened the ass end and the transition to gas with steering input, promoted radical oversteer. The best tires of the day let the rear drift slide out. Basically not the faster way to corner.

Woit did claim he did an Old Timers event. Willow Springs did have an annual event called the Old Timers started in the 1970 year (but I can check if that was held earlier), and it was just a round of Regional/National SCCA BP/AP production. The events that were similar earlier, where 6 hour Enduro events. This was usually a two driver required to drive event, and even guys like Rex Ramsey teamed for a few of those. I have most of those records.

I have the largest Socal Region race records in the entire World. I have just about every program from the local tracks from 1960- forward, I have 20K magazines including the Cal Club literature for these races. I have grid sheets, for Riverside alone, I probably have 2000+ pieces of literature or more covering Riverside racing alone. I will relook for Charlie, and have went thru all of the Club literature, as I have one of the largest collections of slalom sheet records and event records for the California regions, and the WSCC. I haven't devoted much time really looking for Charlie, but have not come across his name. The big Corvette clubs, I have consulted and shared stuff with many. Even the Corvette Registry guys were referring people to me there, until I shut that down. If Charlie had ever actually showed up at a track event, I would be the guy that would have the best chance of finding such records. One day I do hope I find him.

I still would say Doug Hooper having driven old #91 into the beginning of the 1980, and then Vintage events after that still the earlier 2000s, was probably the fastest Corvette around. Full blown A/P racers running all of the L88 wares, and special parts. The only one that has better parts on a car, would be me.

I have multi-link Corvette suspensions from Bob Riley design in the late 1970s, that he marketed thru the Hot Rod mags, prior to Guldstrand acquiring that design and tweeking the uprights in the rear. I have a CVC-Apex rear suspension that was the hot shot racers that ended up mostly going over to Ford for the late 80s/early 90s Trans Am racers. I have the special rear ends to from Tom's Differential with things like 1480 u-joint 4340 axles, etc. etc. But I am a small block guy.

There is a claim that I question that he (Hooper) bought the Delorenzo C2 car, when they switched to two C3 cars. It is thought this was an original 1967 L88, but Hooper and Pohl running it, put a small block into it, competing in BP, not AP. Doug was looking for his 1966 car,, as that was the special car he said. The 1967 Car is now one of the claimed 1 of 20 L88 cars (the first L88, the black with blue stinger Delorenzo car). Hooper validated the story, and he was my friend, so I just let that be. That 1966 car as that with me and him believed was basically one of the Zora released race parts kits build cars, where the Duntov released parts packages to make the Corvette a winner. We believe 15 cars were done. Hooper got one of those, Alan Green one, Yenko for Whim got one, etc, etc. etc. Gorries up in Canada got a special parts kit. Thus this car was believed to have the HD engine parts (cross drilled crankshaft, M22 crash tranny box, the transitorized ignitiion, the HD brakes J-56, and so one, Gear drive reverse rotation camshaft). This is the car that set the top quarter mile muscle car run of 12.8 at 112 mph. The Cobra was a Competition model converted to a S/C which held the top at 12.2 Then your LS-6, Hemi cars, etc. etc. The test car ran by CD Magazine, never left the proving grounds, as the reporters were invited onto the GM facility. This car had a special 8K tach in it too.

I truly wish I could have interviewed Charlie, as I have interviewed oh so many Corvette legends and celebrities. Doug Hooper called Mulholland the Old Road.

[TCracingCA]

Our latest project. 1969 Beach MK-5 C Formula car getting Porsche Flat 6 and the front beam is just to roll it around, but going bye bye, sitting between the 1973 Full Race RSR build, and Dad's Canyon Racing Corvette






The Corvette and our 356 at our Brea house at the mouth of Carbon Canyon. This is how it ran up at Mulholland and Turnbull. PS the 356 has tooled down Mulholland also, plenty of times.




Here is an idea of how wide of tire we were running. Close to scale. First C3 on 335/17 sized tires in the entire Country. Darn maybe I shouldn't have shown this picture, as you can see that we special clamp the rear spring which is a trick that we pioneered for superior and predictable handling. That gives us some tunability by moving the clamps in and out. Funny Guldstrand never worked on our suspensions, as we only used his shop for like dropping off a tranny, or setting up our distributor, or welding something or other. But we did use his parts.




With the NOS booster stages on the engine. Note Dick Guldstrands racing license in the picture. We were trying to crack 10.5 sec ETs in the quarter with it! 132 thru the traps with the small block. As you can see in this picture, we kind of got a little crazy looking for HP!




Engine in the current days, but we also got rid of the yellow overflow straps, the Holley decals, and the blue main body, and the valve cover added decals. Trying to clean it up, get rid of the 1970s, and the crazy NOS kits.




Out exercising it on the Fontana banks and road course with a Vintage Racing Group of retired racers running and opening ground on a Porsche Turbo race car, and Vintage race 427 Corvette on the main straight.





A courtesy ride for Dick Guldstrand! He enjoyed it! R.I.P. Dick! You can see they just came thru that u-turn section and it is getting hammered back out of that tight turn (wisp of smoke). You can see the car handles flat with like 800 lb. front springs and dual daytonas stacked in the back, as with the 17's, they protrude beyond the homemade flares, and we aren't worried in the least of ever leaning over onto the tires.

[Zeke]

Where does Harry Mann Chevrolet fit into your story? I bought many parts there for my C1 project shown in post #6988.

[TCracingCA]

Originally Posted by Zeke

Where does Harry Mann Chevrolet fit into your story? I bought many parts there for my C1 project shown in post #6988.

?????? I assume me, as some of you guys know I share all kinds of stuff in the Corvette/Chevrolet world about anything cool car related or about back in the day (Dealerships of the era, the culture, the racing, the speed shops, etc. etc.).

We lived in Torrance 1963 and in the mid 70s moved to Hacienda Heights over the hill from Whittier, which that part of the City of Torrance off of Avalon became Carson 1968. My father worked up in Los Angeles on Pico Blvd. (the picture of the Dana Chevrolet tuner Corvette in this thread page 339/340, this car was a 1968, dealer painted on the performance lot by Dale Armstrong (Drag race Hall of Famer) to the Riverside Gold and modified for my father and I believe is the 81st 1968 Corvette with the special J-56 HD brake package (only small block ever factory installed, until the later ZR-1 cars, as my Father ordered that (the other 80 cars are all L88s). The Picture was taken at his Company on Pico.

His 1964 Drag race B/SP C2 car was a Harry Mann car my Father raced in AHRA (pictured in the JD Corvette 1960s late catalogs), and also my 1967 Camaro. As he came home down the Harbor Freeway, if he needed parts, he generally stopped there, as it was on his direct way home. I share on the internet one story, when he went to test drive the new C3, after his C2 was impounded for racing in the Sepulveda Tunnel under LAX airport. His 1957 Corvette he claims was bought to at Harry Mann, but I have no records on that.

I have also shared much with the Corvette World on Harry Mann's operations, and helped many with the Dealership frames and which is which. I do keep the race records of their cars quiet, as each time I have shared a race record, magically the rich guys end up claiming they found the car, and then try to sell them for high dollar profits. I am not a fan of that crowd, as I am just a rabid enthusiast.

Harry Mann was the dealership for the Celebrities, he would go out of his way for a high profile star or celebrity, like getting Steve McQueen his Corvette and others.

What do you want to know?

[Rockyrat]

Originally Posted by Jeff Hail

I think that this picture was taken from the west side of the street looking south, towards the sweeper. It's basically right across the street from where grandstands was. Bowmont would be visible on the right if the camera was pointed slightly over in that direction.

It was taken way before the Summit came in and ripped down the hill to the north of Grandstands.

[Zeke]

Originally Posted by TCracingCA

.

What do you want to know?

Where HM fits into your story. I guess you told us.

[TCracingCA]

Originally Posted by Zeke

Where HM fits into your story. I guess you told us.

Here is a picture that I found and have shared a lot on the internet. He test drove here, bought it at Dana Chevrolet where is friend (Dick and Dale) worked.




We have had a lot of hot Chevrolets, but don't know the dealerships for them all.
1957 Corvette (Dad's)
1963 Corvette Roadster (Mine)
1964 Corvette Roadster (Mine)
1964 Corvette Coupe (Dad's)
1968 Corvette T-Top (Dad's)
1968 Corvette T-Top (Mine)
1987 Corvette (Uncle)
1958 Impala
1969 Nova
1966 Chevelle 396
1971 Chevelle 454
1967 Camaro ???
1969 Camaro Z-28
1982 Camaro
1965 El Camino
1977 El Camino
Various Trucks
and might have missed a few.

and then the Porsches
1963 356B Aluminum Drum/S Engine (Signal Red)
1967 911 S (R Build) (Polo Red)
1970 Porsche 914 (Canary Yellow)
1970 911 L Targa (Conda Green)
1973 911 T (RSR- Build) (Custom)
1977 3.3 Turbo race Garrett (Silver)
1973 914 V-8 chevy eng (Tangerie, then Black, then Grand Prix White)

[TCracingCA]

Naturally what I am about to share isn't the stuff us young people were doing, not the topic of the thread. But this was some of the Corvette racing crowd activity that happened up on Mulholland. The Adults in the area! Because it is Hollywood, the foreign cars are glamorized, but guaranteed my precious Corvettes were frequent visitors, especially the SCCSCC crowd, that I might cover another day.





Here is the car we were talking about- Rex Ramsey. Actually I was mixing him up with a guy named Mike Meeks who had the thumper flared cars. This is an AP Class car in the SCCA, which had tire size restrictions of 1-1/2" over stock, and had to run production approved homologated everything. True it was an L88 Big Block, but actually not that fast in comparison to where Corvette performance went with the IMSA.

Granted, this car would be fast enough on Mulholland. I am trying to now look up his street ride, and I probably have more pictures of Ramsey cars. This particular car he sold at Daytona.

We were customers of Corvette Auto Parts down in Long Beach. They had more of a parts yard to draw from. We lived just a few miles over to the west of Lions drag Strip in Carson. This shop ran a notable drag match race Corvette in the altered classes, and that car is pretty well known.


Gordon Wilson were the Utah guys that bought like Dick Guldstrands small block 1964 racer, for their racing team. Their team was known as the "In Team". They also ran the big block car and sold it to Rex Ramsey. It is pretty well known, and even sold at auction recently. The 1964 Race car I have was the first raced by David Cormany, and he crashed at Riverside in 1970 in it. He then purchased this In Team/Rex Ramsey big Block car I mentioned, and campaigned that in the 1970/71 year, and then he bought one of the Actor James Garner L88 Big Block AIR Team cars, and campaigned that in 1972.

The In Team Big Block at Riverside, while the Utah guys still owned it. Some of these pictures I am posting have never been on the internet, as they are my many are my own personal pictures from back in the day, attending or acquiring over the years some enthusiast collections. So the Car was owned by the In Team, then sold to Rex Ramsey, and then sold to someone unknown to me, and then sold to David Cormany.


Dave Cormany at Daytona, ARRC SCCA Championships 1972. This was one of the three former AIR Team James Garner cars, that were kept and tuned out of the Guldstrand shop in 1968. He came in 3rd in the National Championship and I have that SCCA 3rd place medallion, as it accidently ended up in a box of awards sold to me with my race car.


Here is Doug Hooper (the guy I think was the fastest racer up on Mulholland) back in the day, in one of his rides. Doug as I said drove for Mickey Thompson and won the very first race in the entire Country in a C2 (63-67 generation) Corvette. Then he ran some specials (Sports racers) as a result of his fame (a Brunos Grand Sport looking lightweight, that shared some footage in a few of the Elvis Presley movies, and then a car called the Alligator Special. He then went back into Corvette A-Production racing when Chevrolet's racing ban loosened, and the Dealerships were back getting the good parts, starting mostly in 1966. Thus this car I am picturing is one of those HD special engined Corvettes. He sold this car, and then bought the Delorenzo car in the second picture. He sold that, and owned various other cars that were hot, but his racing SCCA Production classes into the 1970s with Ozzie Pohl. If Doug couldn't make a race, Ozzie drove. Basically this car was sold, and the one Doug was on a nationwide hunt looking for. He did build a car to continue to compete in, and that had all of the mods, as I have. Thus these are the cars being worked on down the hill from Mulholland. These racers he would take them up there, as he needed to test and his shop was so close.





The first Sting Ray victory by Doug.


Here is his long time shop, right down the hill from Mulholland. He would come up traveling down Laurel Canyon generally passing under the 170 and 134. Most of his testing though was in the Industrial area complexes. But if he wanted to run it at speed, or on curves, Mulholland was the place. When I say down the hill, I generally mean the whole entire San Fernando Valley!


Me and my Father have spent countless time, with Doug, hanging out with him, going to eat, or events. Long time Friend too! One of my primary role models, that led to the performance car addiction. This was the generation, just ahead of ours. These guys were the Father's that did the cool stuff!


Every car pictured here, 100% probably made a few runs down Mulholland as most of them had street registration generally.
I would waste these cars! It would be a no contest! As they were Production spec racers. None of the fancy crap on them, plus 1960s technology!

[TCracingCA]

Originally Posted by Rockyrat

I think that this picture was taken from the west side of the street looking south, towards the sweeper. It's basically right across the street from where grandstands was. Bowmont would be visible on the right if the camera was pointed slightly over in that direction.

It was taken way before the Summit came in and ripped down the hill to the north of Grandstands.

Thanks! I checked my notes and the Carls turns had the telephone poles. In this picture no poles!

[Zeke]

The candy apple Corvette Auto Parts car was driven in part by Pat Foster. I worked at CAP and was the young kid that got the job of color sanding and hand rubbing out that paint job. Later on I worked at J and D Corvette running the fiberglass shop.

The owners at CAP were Doug Kxxp and Don Kxxxy. Don was a painter on the Ford line before going into business. I still have the dual line air pressure regulator/water filter from the spray booth. You see, CAP was shut down by the police for receiving stolen auto parts. I quit 2 weeks before the raid. I'm still in touch with one of the ex employees that was taken into custody and then released, booked but not charged. The 2 owners were.

In another 2 years I was with Rex Ramsey on the Canadian tour when he drove the Formula A LeGrand. FA became F 5000 2 or so later. I was a 20 year old flunky with wide eyes when James Garner and Dicky Smothers walked by. I saw very young David Hobbs and Brian Redman, plus all the usual crowd many of whom went to Can Am.

Got paid 25 dollars a week, yes week for 18 hour days plus food, a place to sleep (sometimes in the truck) and all the weed I could handle. The chief mechanic for LeGrand carried a ball of hash in his pocket that slowly shrank from the size of a ping pong ball. That was courtesy of....... no, I won't. Ramsey did win that year at Trois Rivieres. He broke or spun (I don't remember... heh he) at Mont Tremblant.

I might be able to tell you something about the LeGrand MK IV (was it?) going down the 405 in Sherman Oaks at 3 am for a shake down, but it was a little foggy out.

[TCracingCA]

Originally Posted by Zeke

The candy apple Corvette Auto Parts car was driven in part by Pat Foster. I worked at CAP and was the young kid that got the job of color sanding and hand rubbing out that paint job. Later on I worked at J and D Corvette running the fiberglass shop.

The owners at CAP were Doug Kxxp and Don Kxxxy. Don was a painter on the Ford line before going into business. I still have the dual line air pressure regulator/water filter from the spray booth. You see, CAP was shut down by the police for receiving stolen auto parts. I quit 2 weeks before the raid. I'm still in touch with one of the ex employees that was taken into custody and then released, booked but not charged. The 2 owners were.

In another 2 years I was with Rex Ramsey on the Canadian tour when he drove the Formula A LeGrand. FA became F 5000 2 or so later. I was a 20 year old flunky with wide eyes when James Garner and Dicky Smothers walked by. I saw very young David Hobbs and Brian Redman, plus all the usual crowd many of whom went to Can Am.

Got paid 25 dollars a week, yes week for 18 hour days plus food, a place to sleep (sometimes in the truck) and all the weed I could handle. The chief mechanic for LeGrand carried a ball of hash in his pocket that slowly shrank from the size of a ping pong ball. That was courtesy of....... no, I won't. Ramsey did win that year at Trois Rivieres. He broke or spun (I don't remember... heh he) at Mont Tremblant.

I might be able to tell you something about the LeGrand MK IV (was it?) going down the 405 in Sherman Oaks at 3 am for a shake down, but it was a little foggy out.

What an awesome post! That’s some history there! To be involved with real track campaigning! Rex Ramsey sold the Corvette to move up! I should have a shot of his F-5000 car in my 20k loose pictures somewhere! I do have the race records for that entire series.

What year did that happen at CAP? I vaguely remember something abou that. I think we bought the dual ram set up from them, and the drag Halibrands and Slicks for the 64 Vette. We copied the wheelwell cut outs on the CAP drag car for our car.

At JD, We knew Jaime really well, and thought Noel was a dick! Noel sold the 1958!!!! Ps—- I was young going to CAP, but still have one of their catalogs! Our car in the JD Catalog is the small block dual ram car, but another big block car was similar in the same catalog!! I don’t know who bought it, but I think that was when it ended up in the catalog! I asked my Father if JD Corvette bought it! He didn’t remember! He loved that car! We sold our 1957 to a very well known enthusiast, name escapes me at the moment! He own the #92 L88, starts with a C.

I can see why you are a car guy!!! What a background, right in the thick of things! So I have some questionable stuff maybe in my garage, just kidding! CAP was long gone by the time I got my first Corvette. I had out some of their old decals the other day! I will post for you!








Where did Rex live- I could look it up though in my race records! I have Post Grid, Speed & Sports News, Finishline, Raceway, The Wheels, Competition Press, Gridlines, the SCCA mags, Corvette News, and many many programs and so many more magazines from all of this, plus all of the Porsche mags. I will look him up! Occasionally I share a little of this stuff.

JD Corvette tried a number of years back to get me to loan them my rare fiberglass pieces! I declined them, as I don’t want cars reproduced in mass with the flares, hoods, spoilers I have! Sounds like you were long gone from there, when that happened! I like Jaime, but last time I was there, a guy at the counter jumped my case, claiming I needed to pay for a special order that I paid for and picked up a month prior! The order I was there to get was the second batch of gel coat, as Ineeded more. He thought I had the first batch still there unpaid a month later, and that I was just getting in there finally! I haven’t went back! We have shopped and bought there since the early 1960s!

Pat Foster went to Beach City Chevrolet and didn’t he crash in the Funny Car! He got into chassis building after that! My Father knew all of these guys! He worked in Direct Mail Marketing and his favored Clients were the car oriented outfits, selling them printing and advertising! He was responsible for many car performance advertising that went into the Los Angeles Times newspaper! We used to go to Otis Chandlers house, my parent used to go out to dinner with them!

I could relive this era forever!

Did you know Bill Cook? Corvette top enthusiast with MG Club Long Beach 1960/70, then I think he joined SMART Club.

Another enthusiast we were really good friends with was Andy Porterfield down your way, but I think he moved and recently died! RIP

[TCracingCA]

Enough Corvettes for now, so here is one of my hero Mulholland/Turnbull Canyon cars, pictures from about a year and a half ago. I almost bought it, but would have to sale my 68 Street Rod driver Corvette! Enjoy!

[TCracingCA]

Let me post up some faster developed Corvette racers, that would take a run on occasion at Mulholland.

I will start with an ex-Van Nuys Boulevard racer (Laurie Tex), who got into road racing. She being a Valley Girl, I think she said she has been up there a time or two with the people in this thread. Maybe you guys know her. She is of the mid-70s crowed cruising and racing from San Fernando Valley. She Did the SCCSCC, then Solo I, and into the SCCA track events. Laurie Tex who had the blue car, and her husband who bought the old Bob Conners racers (Steve Schwab was one of the President's of the National Corvette Club) that was in the club (Conners ex-drag racer) with the guy that owned and raced my racer (Ex-Cavalier Corvette Club-the Snowplow racers of the Inland Empire- Mathias) were two of the fastest cars around! Laurie used to whip the boys in the drags, back in the day! These had the flares, the race suspension mods, and modified engines, to become some of the truly fastest cars around. Here these are about to run an SCCA National at Riverside Raceway in the days when the GT-1 and IMSA mods were allowed! Laurie Tex is in the yellow drivers suit! This couple knew Dick Guldstand well $$$$$$$$$$ too! Both honest Mulholland Alumni. Maybe Laurie was the one tossing out beer cans! Ha ha!










I’ll have to finish this later, posting more of the developed cars, with wide tires and race suspensions that used to prowl around the area of Mulholland!

[TCracingCA]

The next up is a long term acquaintance, my Family lost touch with, someone we raced with and against in the Canyons, slaloms, and tracks. He was part of our envoy, when we visited Mulholland! He had a killer Datsun prior to the killer Corvette. He lived closer to the action back then! He was part of the Guldstrand Racing Association like my Family (one of the fastest cars in the area and Country actually! He was with two other clubs, and someone who would talk for hours about technical and engineering! Even though older, he was up for anything related to racing. He was a mentor for me! I started down the expensive cost, of trying to get to his level! This is Dick Takashima (R.I.P friend!) The ASR class, was essentially free of restraints, the production homologation rules! In this class, you run with the old Can Am Cars, the full tube cars! This was a very fast car!

[TRE Cup]

I raced against the "in team" corvette when Jack Gersh owned it, at WSIR in a Vara race.
We had run Jeff Sadinsky's silver 911 2.7 in the previous night's 4th of July enduro where Jack and Marconi were sharing the other red vette. We had actually won the enduro, without the knowledge till Sunday morning.
Seems the the duo in the red vette had some er.... irregularities in their pit procedure and were disqualified after officials found out.
We had a really fun race with them and for the last half hour I was running with the front sway bar drop link sometimes making connection to the lower control arm, but mostly not doing anything at all. That made for some fun unpredictable handling.

The next morning when we were told of winning the enduro, I was really ticked off since the vette guys had garnered all the attention from the spectators and other entrants.

With both sway bar U tabs welded back in place, Jeff flipped me the keys and told me to " go get im" in the sprint race on Sunday. Jack was not a proficient driver compared to his team mate, and it turned into a 30 minute see saw battle where I would be under his tail through all the corners, but he would blast away on the straights. I figured out that his exit speed from 9 was terrible so evolved my strategy to try the pass on the last lap exiting that turn.

I gave him some decent space between 8 and 9 and wound the 911's speed up to drift out of 9 carrying as much speed as possible. Using the track exit pocket for a little extra drift room, i rocketed up alongside the "in team's" right rear quarter panel. I had to choke up a little as he faded right and lost my momentum as the vette's big block torqued away from me while we crossed the finish line.

Da** that was a good fun race. All the cornerworkers were giving us a round of applause as we did our cool down lap. Vindication enough for me from the night before

[TCracingCA]

Originally Posted by TRE Cup

I raced against the "in team" corvette when Jack Gersh owned it, at WSIR in a Vara race.
We had run Jeff Sadinsky's silver 911 2.7 in the previous night's 4th of July enduro where Jack and Marconi were sharing the other red vette. We had actually won the enduro, without the knowledge till Sunday morning.
Seems the the duo in the red vette had some er.... irregularities in their pit procedure and were disqualified after officials found out.
We had a really fun race with them and for the last half hour I was running with the front sway bar drop link sometimes making connection to the lower control arm, but mostly not doing anything at all. That made for some fun unpredictable handling.

The next morning when we were told of winning the enduro, I was really ticked off since the vette guys had garnered all the attention from the spectators and other entrants.

With both sway bar U tabs welded back in place, Jeff flipped me the keys and told me to " go get im" in the sprint race on Sunday. Jack was not a proficient driver compared to his team mate, and it turned into a 30 minute see saw battle where I would be under his tail through all the corners, but he would blast away on the straights. I figured out that his exit speed from 9 was terrible so evolved my strategy to try the pass on the last lap exiting that turn.

I gave him some decent space between 8 and 9 and wound the 911's speed up to drift out of 9 carrying as much speed as possible. Using the track exit pocket for a little extra drift room, i rocketed up alongside the "in team's" right rear quarter panel. I had to choke up a little as he faded right and lost my momentum as the vette's big block torqued away from me while we crossed the finish line.

Da** that was a good fun race. All the cornerworkers were giving us a round of applause as we did our cool down lap. Vindication enough for me from the night before

I have to go back to film, to get pictures up on all of the cars you mentioned. I have to scan that old stuff. I am trying to remember what your car number is. I definitely know where my shots are of Marconi's car. That car has went thru a number of hands. Marconi is a rich guy, and he had super stout engines bullt, but the car itself, really had no special mods. The Vintage Organization would not allow the flared cars at all, during that time, Unless they were in the race with the Can Am and IMSA cars.
A well driven 911 can surprise many, on what is thought of as a fast track. Especially guys like yourself that have wielded fast rides going clear back to the Mulholland days. I have many pictures of the In Team Big Block car. Before the claim of it being that car, I liked the build by the enthusiast who owned it down San Diego way, and had the shark teeth in the grill. As they did the restoration, I was sad. Don't get me wrong, that is one beautiful car, and was auctioned off recently. I wish they would have consulted with me on the In Team car, because they got things wrong on the cockpit, the engine in it is a modern claimed Traco recreation, etc.. Funny that the guy that owned my car, bought this In Team car in his chain of rides.

Give me your Porsche number to help me look for it! Awesome going to the vintage races, I tried it in 1987 (on page 339 here, is a black & white shot of me at Willow Springs) and 1991 with VARA. My car wasn't well received, since it was flared.

Turn 9, most apex it too soon. It makes you think, you should turn in early and that causes a lot of lost velocity. I use my own horizon marks, off of the buildings, so I purposely would take out the apex cone on the first lap, to mess up everyone else. Funny how messed up people can take that turn, if you eliminate their reference point. Coming across start/finish and at what RPM, would be how I gauged my success out of Turn 9, lap after lap.