Articles

MSHFA Daytona Beach

Thu, 17 Aug 2023 16:46:53 GMT

MSFHA Daytona Beach

We are pleased to announce the invitation of two historically significant Corvette race cars into The Motorsports Hall of Fame of America (August 2022). George Levy, MSHFA President, delivers a kind gesture to display our Penske L88 and Owens Corning L88. It overwhelms the elated Fabulous Team, and its entourage of brilliant followers who have helped immensely throughout the fastidious builds of both these notable Corvettes.

Mr. Levy labeled the first entry, The Fabulous Penske #6 L88 as “The FLASHLIGHT’ for reasons he exposes in See More . This race car signifies “The Captain,” Roger Penske’s, first win as team owner in its debut at the 1966 Daytona 24 Hour Continental (now the Rolex 24).

Come Together

Fri, 30 Sep 2022 16:52:50 GMT

HADDAD & LINGENFELTER - 2 CAR GUYS COME TOGETHER

Concours d'Elegance in Amelia Island 2015 is the place where two car guys met for the first time and perhaps they'll be together a little more often from now on. 'Haddad Hatched' an incredible sports car by redesigning a client's C6 Corvette, and 'Lingenfelter Leaped' when he learned of its transformation into a Fabulous C6 Corvette.

Watson Roadster

Fri, 30 Sep 2022 16:52:49 GMT

AND THE WINNER IS...

Team, Carbone, Johnston, Wendt, The Report from Speek Week 2012

Yes, indeed they were there and it was official at The Bonneville Salt Flats Speed Week August 11-17, 2012. It was a gallant effort that included a long drive from South Florida to the Salt Flats in Utah. And, so it is said, "a classic car's paint job can be its greatest feature or its greatest weakness." In this case, #5 looked FABulous in its 'El-Primo Paint' ... we only wished it would have warded away bad karma!

WE REMEMBER

A. J. Watson (May 8, 1924 – May 12, 2014) was a car builder and chief mechanic from 1949 through 1984 in the Indy 500, winning the race six times as a car builder.

TRIBUTE TO A LEGEND

Racers, Dave Johnston, Bill Wendt, Jerry Carbone and Company proudly pose with their own Watson.

Gib Hufstader

Fri, 30 Sep 2022 16:52:48 GMT

THE ENGINEER'S ENGINEER

Most of our website visitors have seen Gib with us at Daytona, Sebring or Amelia Island’s Concours d’Elegance. He’s a welcome colleague, advisor and personal mentor of George Haddad, Fabulous Restorations owner. We spotted this Fabulous article of a highly respected, lovely man, integral to Corvette race car history. He will always be a major figure in our entourage wherever we may travel, and at 80 something, he’s something alright, certainly someone you’ll never forget. We Love’ya Gib!

He was known as Zora's problem-solver and kindred spirit, and now Gibson "Gib" Hufstader is delighted to see Arkus-Duntov's mid-engine dream hit the streets. Hufstader, 88, became an SAE member in 1957, the year he joined General Motors R&D following studies at the General Motors Institute (now Kettering University) and military service at the Army's Aberdeen Proving Grounds. During his 45-year GM career, Hufstader earned seven patents for driveline-related innovations. His passion for motorsports born in 1959 persists. In the 1960s, he assisted Corvette and Camara teams, including Roger Penske's, in both endurance and Trans-Am events. Co-driving the Owens-Corning Corvette at the 1969 12 Hours of Sebring, he scored second in the GT class and 14th overall. Hufstader joined the Corvette group in 1964. During that time, efforts to engineer a viable mid-engine production design persevered at what he describes as the 'hobby' level.

"Zora would ask me to sketch layouts, initially with the Hewland transaxle, then with other arrangements to reduce length," Gib recalls. "A transverse layout using parts of an Oldsmobile Toronado automatic transmission with all-wheel drive capability earned Zora a patent in 1971." The patented mid-engine powertrain layout works as follows:

Engine transversely positioned behind cockpit with west-east orientation.
Crank-mounted torque converter drives transverse automatic transmission located ahead of engine via Morse chain.
Bevel-gear box at transmission's output end drives shaft passing through engine oil pan to rear axle final drive differential.
(Optional) shaft forward from bevel gear to front-axle final drive differential.

Hufstader's most memorable project was the Four-Rotor Corvette constructed for the 1973 Paris Salon. "While that three-month effort didn't venture beyond the show car," he noted, "it had ample potential for further development."

Today, Gib's hobby fleet consists of the '67 427 Corvette he campaigns in vintage road racing, an aerobatic Steen's Skybolt biplane, and eight motorcycles-including a 1952 Vincent Black Shadow, a 1974 Ducati 750 Super Sport and a 1956 Triumph 650 Trophy. Look up 'engineer's engineer' in the dictionary and you'll see Gib Hufstader, wearing an engaging smile.

L88 Tours Milford

Fri, 30 Sep 2022 16:52:47 GMT

1969 L88 VINTAGE CORVETTE TOURS

THE MILFORD PROVING GROUNDS
Written by Walt Thurn on August 10, 2018

John Heinricy was inducted into the National Corvette Museum Hall of Fame in 2014. His selection was based upon his successful 38-year engineering career at General Motors. He joined the company in 1970 and retired in 2008. He summed up his job experience by saying, “Where else could you find a job that lets you play with cars all day?” He started his work at Chevrolet as an Experimental Test Engineer at the Milford Proving Grounds. He was promoted to Manager of the Front Wheel Drive Development Group and continued gaining additional job responsibilities during his time with the company. In 1984, Heinricy was encouraged by Dick Guldstrand to obtain his competition driving license from the Sports Car Club of America (SCCA). He took his advice and with no support from GM, received the coveted National Competition driving license. John began racing Corvettes for the Morrison Motorsports team in the mid-’80s. He went on to become an accomplished competition driver, accumulating multiple racing championships. He is known as “Heinrocket” among his friends and fans. During his time with GM, he helped develop the C5-R Corvette and CTS-V Cadillac. Both of those race cars went on to win multiple sport car championships in the American Le Mans and World Challenge racing series. His last position with the General was Director of GM High Performance Vehicle Operations (HPVO). Between 2001 and 2008, he and his team developed, built and tested most of the corporation’s high-performance products, including the Cadillac CTS-V. Much of his team’s HPVO product testing took place northwest of Detroit at the mystical Milford, Michigan, proving grounds. One of his lasting accomplishments was his development of a three tier (level 1, 2 & 3) engineer certification driving program. Its purpose was to confirm an engineer’s driving skills prior to any rigorous vehicle testing. Only level 3 certified engineers were invited to do HPVO vehicle testing at the 12.9-mile Nürburgring test track in Germany. John has driven over 1,000 laps around this legendary German track. He has set several production car track records there in GM vehicles (Corvette, Cadillac, Camaro and Cobalt). Though retired, he still actively races, tests and works on improving various automotive products. For more information on this GM legend, go to www.heinrocket.com. We caught up with John at a National Corvette Restorers Society (NCRS) Motor City Regional (www.michiganncrs.org) in Detroit. The weekend event was sponsored by Les Stanford Chevrolet (www.corvetteking.com) and has about 250 members. One of the weekend activities was a Corvette-only driving tour of the Milford Proving Grounds. George Haddad, owner of Fabulous Restorations (www.fabulousrestorations.com) brought his stunning replica of the Owens Corning 1969 Corvette L88 (Stunning L88 Replica, July ’18) from his shop in Fort Lauderdale, Florida. The original Owens Corning Corvette team traces its heritage back to its headquarters in Troy, Michigan. In addition, the team did some testing at the Milford Proving Grounds. With the Milford Proving Grounds driving tour on the schedule, George invited John Heinricy to drive his L88 replica on the tour, and John accepted his invitation. The Milford Proving Grounds opened in September 1924 and has been in continuous operation ever since. The facility covers 4,000 acres in two counties and is the largest automotive test facility in the world. It is home to over 5,300 employees and operates 24/7/365. This giant property has 174 buildings, many miles of roadway and the famous 67-acre Vehicle Dynamic Test Area (VDTA) known as “Black Lake.” It is also home to the Milford Road Course (MRC) that is used extensively for suspension evaluation. Security is always tight at Milford because of the “secret” vehicles undergoing testing.

John Heinricy joined GM in 1970 and retired as Director of GM High Performance Vehicles Operations in 2008

Heinricy drove for the Morrison Motorsports team in the ’80s and ‘90s. Here he is competing at the 1995 24 Hours of Daytona in a ZR-1. It was painted like the soon to be released ’96 Corvette Grand Sport. John managed the development of the production C4 Grand Sport program.

This ZR-1 prototype (EX 5669) broke the 24-hour average speed record at 175.885 mph; the prior record had stood since 1940. The following people helped set this record (from left): Dave McLellan, Corvette Chief Engineer (ret); Tommy Morrison, owner Morrison Motorsports; Ralph Kramer, Director of GM Public Relations (ret); John Heinricy, driver; and Jim Minneker, driver. This car resides in the National Corvette Museum (www.corvettemuseum.org Our NCRS tour began in the parking lot of Bakers of Milford restaurant. Only Corvettes were allowed to pass through the entrance (Gate 104) of the proving ground complex. Our rental Chevy Cruze did not qualify, so we had to hunt for a ride. Fortunately, Tom Dingman (Detroit NCRS Judging Chairman) invited us to take photos from his beautiful Nassau Blue ’65 L78 (396/425) coupe. Tom is a Corvette hobbyist who lives in Michigan and restored this car himself. 1958 Vette Combines Old with New Style & Performance

1959 CORVETTE PACKS A PUNCH WITH 525HP LS

Close to 50 Corvettes of every generation left Bakers under police escort to make the 3.6-mile drive to the proving grounds. Tom tucked in behind the stunning L88 replica and the throaty rumble of two big-block engines entertained us. The group met inside the administration building for a security briefing and the signing of waivers. At the end of our driving tour we had arranged, in advance, to do a private photo shoot with John driving the L88 replica on the 3-mile Milford straightaway and the MRC. It was a dreary, rainy day, but Heinricy and Dingman kept both cars in the correct positions for our photos. After our tour we caravanned back to Bakers and returned the L88 to its trailer. We said our goodbyes and everyone, including Heinricy, had big smiles on their faces after touring this historic place. Vette

The ’96 Grand Sport continues to be one of the most valuable Corvettes from the C4 generation. Only 1,000 were built, and Heinricy owns VIN#0001.

John was one of the development drivers in 1998 for the Corvette C5-R prototype. In 1999, he drove a C5-R at Daytona and Sebring with GM Goodwrench sponsorship.

Heinricy and his GM High Performance Vehicle Operations group traveled to Germany once or twice a year to test various models at the 12.9-mile Nürburgring racetrack. John is refueling two test cars at the gas station outside the track.

In 2006, Heinricy traveled to Europe and drove this Callaway GT3 Corvette at Hockenheim, Spa and Oschersleben. He finished 2nd, 3rd and 4th respectively at these races on tracks he had never driven before.

John and his co-driver Jürgen von Gartzen celebrate their podium finish at the demanding Spa racetrack in Belgium. They were driving a privately built German Callaway Competition Z06.R Corvette.

John Heinricy (right) and George Haddad prepare to leave the administration center at the Milford Proving Grounds to begin their driving tour.

Tom Dingman is tucked in tight behind the stunning L88 replica as we enter the oval test track. This was one of the two authorized photo areas on the tour. The 3.8-mile ride and handling loop surrounds the Black Lake.

Tom Dingman allowed us to accompany him on the Milford tour and take photos from the passenger seat of his Nassau Blue ’65 coupe. Tom did a lengthy restoration himself on this period-correct Pennsylvania Hill Climb Corvette.

This Owens Corning replica built by Fabulous Restorations was painted exactly like it appeared at the 1970 24 Hours of Daytona. GM designer Randy Wittine used this black/white/red scheme only once for this race. Owens Corning did not approve of this livery and was never used again.

John Heinricy (left) stands next to the L88 with car owners George and Adele Haddad.

Our next photo stop was at the 4.5-mile circle track and was a perfect place to take a photo of the L88. Jay Leno recently turned a lap at over 200 mph in a ’19 ZR1 on this track.

We separated from the group to take some exclusive photos for this story. We focused on Heinricy driving the L88 in a misty rain on the 3-mile north/south straightaway.

The rain was letting up and John motioned for us to follow him to the Milford Race Course that was coming up.

The Milford Road Course (MRC) is a 3-mile, 17-turn circuit that simulates several turns of famous U.S. racetracks and also from the Nürburgring. The track is filled with elevation changes and very tight curb filled corners designed for suspension evaluation.

From any angle, the L88 replica looks menacing and fast. John told us later that he really wanted to tickle the throttle to extract a little more speed out of the beast, but knew better!

This part of the MRC simulates the famous Carousel corner at the Nürburgring. It is tight and bumpy and owner George was holding on tight!

MRC is filled with fast, wide sweeping turns like the one shown in this photo. Tom Dingman’s 396 was the perfect photo car for this assignment.

We are approaching the MRC pit area and completing our photo laps at this amazing, secure GM facility.

Project Penske

Fri, 30 Sep 2022 16:52:45 GMT

Project Penske

A FAB RE-CREATION

"No one epitomizes the 'Spirit of Competition' more than Roger Penske," said Fred Simeone, executive director of the museum. "He’s not only an outstanding driver in his own right, but Team Penske is also one of the most successful racing teams in the history of motorsports." The Spirit of Competition Award Gala at the Simeone Foundation Automotive Museum was held Wednesday, October 31, 2018 in Philadelphia, PA

It was a Fabulous event! Friends and key people gathered to honor racing legend, Roger Pensky (L to R - Ed Welburn, Fred Simeone, Roger Penske). To top off the excitement George Haddad announced that his Fabulous Restorations’ Team will start a new project … re-creating Penske’s original ‘RED’ #6 Corvette race car. The ambitious project should rival the Fabulous Owens Corning #6 race car, one that has received high marks among motorsports enthusiasts.

In 1966 Chevy built the #6 ‘Red’ race car for Penske. The car only raced one time at Daytona that year, after which Sunoco sponsored Penske and demanded repainting to accommodate the blue and yellow Sunoco colors. Here’s that #9 Penske Sunoco car.

Fred Simeone with Race Car Legend, George Wintersteen

George Wintersteen’s #12 Race Car

Fred Simeone with Roger Penske and Bill Warner, Founder & Chairman of the Amelia Island Concours d'Elegance

The Spirit of Competition Banquet Dinner 2018

The Plaque Presentation to Roger

Sharks Spawn

Fri, 30 Sep 2022 16:52:45 GMT

TWO 3RD GEN C3 CORVETTES "SHARKS" STYLED

By Randy Wittine are Still Spawning Imitators

Anthony J. DeLorenzo a/k/a Tony got money from the Owens Corning Fiberglass Company to race two big block Corvettes, one for himself and the other for Gerald S. Thompson a/k/a Jer.

From 1968 to 1971 they won the A Production class for big block Corvettes in 22 straight SCCA Club races and also the national championship at the 1969 SCCA runoffs. Watch 3 min VIDEO.

They also won the GT class in longer distance races at Daytona, Sebring and Watkins Glen sanctioned by the FIA Watch 3 min 1970 Daytona VIDEO.

Both of the original chassis are documented and have been written up. One is restored to 1971 endurance racing specs and currently sits in Rick Hendrick’s collection in Charlotte NC.

The other was restored to 1970 club specs updated for circa 1987 vintage racing and resides in Harry Yeaggy’s collection in Cincinnati OH.New Paragraph

Here is a replica of the # 6 recently completed to exacting standards by Fabulous Restorations Ft Lauderdale FL (Geroge Haddad) as driven by Tony De Lorenzo and Dick Lang at the 24 Hours of Daytona Jan 31/Feb 1, 1970. Finished 14th overall, 4th in class.

It was introduced shown here at the HSR Classic 24 on Nov 8, 2017 with former GM designer Randy Wittine and former GM engineer Gib Hufstader who worked for Zora Arkus Duntov.

The # 1, 11 was built from leftover parts in 1989 well after these cars were retired by the late Greg Seyfert and former crew to replicate the car as raced by Tony DeLorenzo and Dick Lang at the 12 Hours of Sebring Mar 21 1970. Finished 10th overall, 1st in class. The car has been repaired and is available for sale following a crash by its owner.

# 12 built for vintage racing by Legendary Motors Halton Hills ON (Peter Klutt) to replicate the car driven in 1971 by Jerry Thompson and John Mahler at Daytona, 1st in class and Sebring DNF. Completed 2011. Raced periodically in the UK and Europe by Peter Halford.

# 14 built for vintage racing by Horizon Racing Seattle (Tony Garmey) to resemble car driven in 1971 by Jerry Thompson and John Mahler at Daytona and Sebring (see above). Completed 2017 for Matt Parent from Seattle. Parent and Garmey took GT class honors topping the combined four stages in Group A at the HSR Classic 24-hour races at Daytona on Nov 11/12, 2017. Read more in this Corvette race report.

# 66, 8, 73, 49 created by unknown builder for Franz Metzger. Appears as raced in 1969. Has seen action in Europe at the Le Mans Classic and other circuits in the hands of Metzger and subsequently Sebastian Margot and Claude Cassina.

# 7 built in 2000 from parts by Advanced Composite Products Harrisburg PA (Kerry Hitt). Called “Junkyard Dog” it is open cockpit with cut down windscreen used for club racing with fatter tires and wide fenders used for endurance racing. In January 1970 the O-C Corvettes appeared in a new livery for the Daytona 24-hour race. The execs at Owens Corning thought that black was too edgy and was decked out in red prior to the Sebring 12-hour race in March.

# 17 built in 2008 by Mark Rife Villages FL, veteran vintage racer and constructor to replace the ex-Mike Manner C3 Corvette he found, re-built and sold to the late Dick Mooney. Both cars are active in SVRA vintage racing. No other Corvette race cars we know of have been emulated so widely and for so long. We believe the “wow” factor lives as much for the visual graphics created by Corvette HOF Randy Wittine as for the racing legacy won by HOF drivers Tony DeLorenzo and Jerry Thompson.

Telling stories like this drive us to keep Corvette Racing Heritage alive and well. Please Click Here to Support Our Work & Join Now!.

OCF Corvette

Fri, 30 Sep 2022 16:52:44 GMT

LEGENDARY 427 L88

Photo by Hal Crocker - The DeLorenzo Collection

Here’s a cool depiction of the racing action, a unforgettable day, delivered by CorvetteLegends.com - February 13, 2017. The battered No. 6 Owens/Corning Fiberglas Corvette 427 L88 driven by Tony and Dick Lang heads for the finish at Daytona in 1970. With Dick driving, the driveshaft failed around 1:00 a.m. and Tony dragged the jack and tools out to the inside of the infield “Horseshoe” (Turn 2) to fix it. Tony recalls: “It was dark and scary! I don’t remember which crewman supervised the operation. When I got back to the pits the crew put another driveshaft in ‘just in case!’ Wait… what? ” But that wasn’t all. Around 10:00 a.m. the next morning, again with Dick at the wheel, the studs on the RR wheel sheared in Turn 1 and away went the wheel, taking the fender with it. Once again Tony dragged the jack and tools out to the car for the repair (he was getting good at this by now). This time the OCF team axle expert, “Spike” Ollilla, accompanied Tony to supervise. The repair required that the wheel studs, what was left of them, be removed using a punch and hammer. Here’s Tony again: “I was not good at this as it required brute force, but Spike was very patient. When I managed to get two of them out, Spike said: ‘Two lug nuts is enough, don’t go real fast on the way back to the pits!’ I watched Spike remove the other three with one hammer blow each!” After those multiple thrashes it still turned out to be a Good Day for the team as Jerry and John Mahler (No. 7 OCF Corvette 427 L88) won the GT +2.5L class, finishing 6th overall. The Owens/Corning Fiberglas Corvette Racing Team was getting its long-distance racing act together.

Daytona

Fri, 30 Sep 2022 16:52:43 GMT

L88 OWENS CORNING CORVETTE DEBUT

AT THE DAYTONA 24 HOUR 2017

George Haddad, owner of Fabulous Restorations, Fort Lauderdale, Florida will unveil his latest project car, The Owens Corning Race Car #6. The Fabulous Team that helped to build it will be on location at The Daytona 24 Hour, November 8-12, 2017. Come meet Race Car Legend, Dieter Quester; GM Engineer and Corvette Hall of Famer, Gib Hufstader; GM Design Star and Corvette Hall of Famer, Randy Wittine, Corvette Hall of Famer, Werner Meier; The Registry of Corvette Race Cars publisher, Jan Hyde; Corvette High Performance author, Walt Thurn; AND Vintage Motorsport Magazine publisher, Burt Levy.

This Corvette is authentically recreated and meticulously built to the highest standard by Fabulous Restorations, Inc., with the collaboration of a group of distinguished car enthusiasts, old school car builders and racing legends. Their countless contributions of historic photographs and articles, unselfish involvement and attention to detail helped to make this project possible. George Haddad and the staff of Fabulous Restorations wishes to honor the following fine individuals: Tony DeLorenzo Mike Fiorelli Fig Performance Engines Ron Fox Dr. Bob Gingold Cliff Gottlob Gib Hufstader Jan Hyde, Registry of Corvette Race Cars Ken Kayser Jim Lettrell - Pinstriping Jim Matthews Dave Miller Dieter Quester – Red Bull Donald Southard Jim Teasley – Classic Aircraft and Auto Gerry Thompson Walt Thurn – Vette Magazine Bill Tower Bob Viscosi – Product Engineer, Stewart Warner Gauges Rich Vreeland Randy Wittine

REGISTRY OF CORVETTE RACE CARS FEATURE THE OC #6.

Long Lead

Fri, 30 Sep 2022 16:52:41 GMT

A BLAST WHILE IT LASTED

UNIQUE CORVETTE EARNS AN ENCORE

By Paul Stenquist - New York Times - August 15, 2014

DETROIT — The Big Three horsepower race was at full gallop when a one-of-a-kind 1968 Corvette bolted from the starting line of a temporary dragstrip at the General Motors proving ground in Milford, Mich., accelerating with a fury that would have many of today’s supercars inhaling its exhaust fumes. Cobbled together with a prototype engine, some G.M. performance parts and a lot of hot-rodder handiwork, this Chevrolet engineering project never advanced to production. Nor was it intended to. Its only purpose, says Gib Hufstader, a retired G.M. engineer who helped manage the project, was to impress reporters at the automaker’s annual new-model previews. And impress it did, each writer getting a chance behind the wheel on the makeshift track. Its mission accomplished, the Corvette disappeared, remembered mainly by the band of engineers who built it and the reporters who wrote about their drives.

Masterworks asked Denny Hummel, whose engine shop is in Clinton Township, Mich., to build an LT-2 for the car. “I told them I could if I knew what an LT-2 was,” Mr. Hummel said. “They explained it was essentially an aluminum ZL-1 427-cubic-inch Chevy engine with the internal parts of a 454. I modernized it, but it’s a near duplicate of the 1969 engine.” The replica engine is at least as potent as the original, testing out at 624 horsepower. Like the original car, the replica was built with lightened parts, and where the original was rough around the edges, the clone is likewise, mimicking that cobbled-together look. (Mr. Meier, a perfectionist at heart, said that building a car from the ground up that retains an element of grunge was the toughest part of the job.) In a dragstrip test, the clone recorded a 10.84-second elapsed time at 124 m.p.h., just a hair quicker than the original. In an interview at his shop in June, Mr. Meier said that the work on the car had not concluded — and that the car would never be finished. “Every time the engineers who built the original stop by, they remember something else,” he said. “But that’s good, because it’s an ongoing adventure, a trip back in time to a special day.”

Callaway Corvette

Fri, 30 Sep 2022 16:52:41 GMT

CALLAWAY CORVETTE

AS SEEN IN...

Callaway C16

Recently this C 16 was in our shop to change the headlamps. Now, one might think headlamp replacement is a simple process, but precision is required for this disquieting, arduous and complex task. A careful disassembly of the front end, exact installation, then reassembly requires a trusted technician. John Kyle is confident who can handle the job, and incidentally, there’s another Callaway up his sleeve. THIS will be a Fabulous Callaway.

Racecar Re-Creation

Fri, 30 Sep 2022 16:52:40 GMT

A FABULOUS 1967 L88

A perfect replica of a 1967 Corvette L 88 racecar. GrandAm Racecar driver, Kerry Hitt, will be testing her at The 2016 Spring Vintage Classic - Sebring International Raceway March 3-6.

SVRA 2022 Sebring

Fri, 30 Sep 2022 16:52:39 GMT

SVRA 2022 SEBRING

FEBRUARY 24 - 27

Fabulous Restorations featured cars on display at the Sportscar Vintage Racecar Association SVRA event in Sebring, Florida. DON’T MISS IT!

The Fabulous 1966 #6 Penske Prototype L88 Recreation

Dan Barr’s 1989 #9 Corvette Challenge Racecar

Phil Curran’s 1963 #99 Split-Window Corvette Racecar

The Fabulous 1969 #6 Owens Corning L88 Corvette Racecar Recreation

FAB Flyer

Fri, 30 Sep 2022 16:52:38 GMT

Fab Flyer

George Haddad’s highly modified 2005 coupe boasts looks, speed, and aerodynamic innovation in equal measures.

STORY & PHOTOS BY

RICHARD PRINCE

CORVETTE MAGAZINE - JULY 2022

When Chevrolet’s sixth-generation Corvette was unveiled in January 2004, many enthusiasts were decidedly underwhelmed. The car’s appearance and specifications were suspiciously similar to those of the 1997-04 model, leading some to label the new car a “C5.5.” Having perhaps anticipated the criticism, those responsible for the C6 were quick to point out that 85 percent of its parts were new, and would not interchange with the same hardware on a C5.

For some, the similarities between the two cars were of no consequence because the C6 was at least somewhat improved in virtually every measure. It was smaller, lighter, more agile, and more powerful than its predecessor. It also offered the highest fuel economy and lowest exhaust emissions of any Corvette made up to that point, while at the same time laying claim to the title of the quickest and fastest, sprinting from zero to 60 mph in 4.3 seconds and reaching 180 mph.

But while the C6 was an all-around better car by any objective measure, for many the new Corvette still left plenty of room for improvement, and that’s what led to the creation of George Haddad’s one-of-a-kind ride. Haddad owns and operates Fabulous Restorations in Fort Lauderdale, Florida, and it was a client project that provided the basis for the car.

“Herbert Paperman was a fantastic guy and a great friend who wintered in Florida, and he was bored,” recalls Haddad. “He had a C6 that was in Montreal, where he lived the rest of the year, so I suggested that he send it to the shop and we’d do something special with it.”

Drawing on elements of a prior C6 build, Haddad improved upon what he’d done previously, strengthening areas like the vents on top of the fenders and adding a few more modifications, including an Edelbrock supercharger. When the car was finished, Paperman was so impressed he sent another C6 to Fabulous Restorations. Then, after the second car was completed, he sent a third C6 to Haddad. However, shortly after that build began, he lost interest and ended up trading the car, and ’05 model, to Haddad in exchange for his stunning ’80 Corvette.

“All of a sudden I had a C6 project,” recounts Haddad, “and I debated whether to finish the car and sell it, or keep it. At that point I had designed and built five modified C6s, so I knew a lot about what worked and what didn’t. I decided to build the car for myself, exactly the way I wanted it.”

For propulsion Haddad installed a Magnuson supercharger on the original LS2 engine. Though there are kits available that locate the blower low enough to fit under the stock C6 hood (including the Edelbrock he used previously), Haddad chose the top-mount Magnuson for his car because of its traditional “hot rod” look.

The engine remains entirely stock internally, but an MSD ignition system, K&N air filter, American Racing long-tube stainless headers, and an auxiliary fuel pump replace the original Chevy parts. The blower boosts the stock LS2’s output of 400 horsepower and 400 pound-feet of torque to a claimed 616 hp and 560 lb-ft.

To accommodate the big blower, Haddad bought a fiberglass ACI high-rise hood and modified it by closing its inlet scoop and reshaping its center bulge. As part of the comprehensive air-management plan that drove all of the car’s body modifications, Haddad designed the hood to direct the air that passes over it up the windshield and into a roof-mounted scoop.

“The inlet of the roof scoop is larger than its outlet,” explains Haddad, “and internally it has two runners shaped like a ‘V.’ The shape and configuration create a venturi effect, increasing the pressure of the air when it exits the scoop. This makes the air hug the rear window and rear deck before it hits the rear spoiler.

“We taped small pieces of string to the rear window and then experimented with blowing air at different pressures through the scoop,” he continues. “The movement of the string showed us that low-pressure air dissipated while high-pressure air hugged the window. So we designed the roof scoop to deliver high-pressure air, helping generate downforce and make the car more stable at high speed.”

The car’s stock front fascia gave way to a fiberglass Z06-style unit, but like the hood it was modified considerably: An inlet on top feeds air into the engine compartment; the large grille opening directs air through the radiator; and openings on each end, where the driving lights normally reside, channel air into the wheel wells.

The front end is finished off with a custom-made splitter and dive planes inspired by Callaway’s GT3 racecars. Haddad made the splitter from fiberglass but mounted a quarter-inch thick aluminum plate to its underside to better withstand the occasional scrape that comes with driving this lowered C6 on the street.

In keeping with the overall exterior design theme—a melding of C6 Z06 and GT3 racer, according to Haddad—Z06-style front fenders and rear quarters replaced the stock pieces. As with the hood and front bumper cover, these were made with fiberglass and then modified to increase aero performance and create a more aggressive look.

The fenders each got Z06-type side scoops that are about 3 inches taller, with an opening that’s 2.5 inches wider. The fenders were further modified with 11 louvers on their top surfaces.

“I designed [those],” Haddad explains, “then made a template with card stock and laid that on top of the fenders to transfer the shapes. Each opening was cut out by hand, and then a friend of mine made molds for a one-piece structure that bonded to the underside of each fender. [That] gave shape to the openings by creating ‘lips’ for each louver. I then finished each seam of each louver to give them a paint surface that’s every bit as good as the rest of the car’s exterior.”

In another nod to aerodynamics, the inner wheel housings were then modified to work with the louvers to relieve the air pressure that normally builds up in the wheel wells. As with all of the air inlets on the car, metal screens prevent larger bits of debris from getting through.

To balance the look of the front fender scoops, the rear quarter panels were also reconfigured with larger air intakes. As with a Z06, these channel cooling air to the rear brakes. The enlarged scoops on the fenders and quarters were then visually balanced with custom-made side skirts. These terminate with a vertical strake that mirrors strakes at each outer end of the front splitter, further tying the modified body’s elements together.

The rear of the car retains its original bumper cover, but the stock look was transformed with a diffuser that Haddad fabricated using an existing diffuser as his starting point. “The diffuser I had was designed and made by someone else,” he says, “but it didn’t look the way I wanted it to and it was weak because of the plastic material it was made from. I made a number of changes to the design and then produced a mold that enabled me to make the finished part from fiberglass.”

One of the design changes Haddad made to the old diffuser was substituting twin exhaust outlets for its original four openings. The new outlets are identical to those found on the Cadillac CTS-V, and they mate to a custom stainless-steel exhaust system fabricated at Fabulous Restorations. “We started with a Borla system and gutted the muffler to give a more aggressive sound,” says Haddad. “We left the cats in place so they temper the sound when idling or cruising, but when you put your foot into the throttle, the sound is nasty!”

The rear of the car is further distinguished by a GT3-inspired spoiler. Because the extra-tall wing was at first impeding rearward vision from the driver’s seat, Haddad cut out the center and then replaced it with a piece of clear Lexan. This alteration now provides an unobstructed view without compromising the spoiler’s aerodynamic performance.

After he and his crew at Fabulous Restorations spent countless hours perfecting the body panel surfaces and gaps, Haddad painted the car in the rich shade of blue Chevy used for the 2004 Corvette Commemorative Edition, albeit modified with a little bit more metallic content. He then finished off the exterior with 9×19-inch front and 12×20-inch rear wheels from Eckler’s Corvette, and mounted 275/30ZR19 and 345/25ZR20 Toyo Proxes T1 R tires. Custom-made center caps, machined from billet aluminum, simulate the look of center-nut wheels.

Haddad was generally satisfied with the C6’s interior layout, but he did want to upgrade its look. To that end, he had new seat covers made using Connolly leather. He also had door-panel inserts made from the same material, and like the seats, they have alternating flat and rounded pleats inspired by the upholstery in a Maserati Merak. The entire lower dash, headliner, and glove-box door also got the leather treatment, with French seams sewn into the headliner and door covering. Haddad completed the cabin transformation by painting the gray-plastic parts on the console and dash with a slightly textured black coating.

“I really love the interior,” Haddad reflects. “The original C6 interior had a cheap look in places, and it was not difficult to improve it. The C7 interior was much nicer, and that served as an inspiration for me, in terms of the two-tone treatment and the more complex surface textures we added.”

All told, the design and build process took about one year, reaching completion in 2016. Since then Haddad has made numerous changes, refining his vision for what the car should look like and further improving its performance. And in keeping with his plan from the start, he has driven it about 25,000 miles. That includes a day on track at Palm Beach International Raceway, where all of the aerodynamic enhancements he made were validated.

“It’s incredibly stable, both on the track and on the highway,” he reports. “At high speeds you can actually see the car hunker down from the downforce the body generates, and even on track in Florida’s summer heat, the brakes, transmission, engine, and everything else stays surprisingly cool. It’s beautiful and performs as good as it looks. It really is a fabulous car!”

Vette Vues July 2022

Fri, 30 Sep 2022 16:52:37 GMT

Vette Mag Feature

Fri, 30 Sep 2022 15:37:41 GMT

STUNNING CORVETTE L88 REPLICA

Written by Walt Thurn on February 12, 2018

Appearing in www.hotrod.com

Fabulous Restorations, located in Fort Lauderdale, Florida, specializes in Corvette and muscle car restorations. Owner George Haddad started the business in 1974 after moving from Detroit to Florida. Even though his company works on a wide variety of high-performance muscle cars, George is passionate about Corvettes. If he had to pick a favorite year and option it would be the 1967-’69 L88 and ZL1 Corvettes. As the prices continue to escalate, George used his Corvette expertise to build replicas of his favorite L88 and ZL1 Corvettes.

His first L88 replica, a 1967 Rally Red roadster was built for a customer. This replica pays tribute to the L88 roadster that Cliff Gottlob and Jack Blatchford finished 11th overall with at the 1970 24 Hours of Daytona. Red was chosen as the color to confirm that this is not the same Daytona car. The original white roadster is part of the Dana Mecum/David Burroughs collection. The Rally Red replica L88 is correct in every way except for the color.

Jerry Thompson (left) and Tony DeLorenzo dominated GT racing in 1969 and 1970 driving two L88 Corvettes.

The next Corvette replica George’s company built included a copy of an ultra-rare all-aluminum ZL1 engine. Only two are known to have been delivered to customers and both are in private collections. The ZL1 option package cost $5,267.15, which was added to the price of the base Corvette. So, if no other options were ordered, the out-the-door price for a ZL1-equipped Vette was $10,048.15. George’s Le Mans Blue coupe is a hit with Corvette fans whenever it appears at a Corvette event. The positive reaction to the Fabulous Restoration finished work gave George the desire to build another significant L88. He began researching the Owens Corning Fiberglass (OCF) L88 racing team and learned they raced two Corvettes from 1968-’71. One of the L88s was a “mongrel” built in late 1967 from “GM Service Parts” and the second was a factory fresh “open chamber” 1969 L88 bought by the team at the end of 1968. The two team drivers had deep GM roots. Tony DeLorenzo (son of Anthony G. DeLorenzo, GM VP of Public Relations) and Jerry Thompson (GM Engine Development Test Engineer) were able to gain access to the latest Corvette racing parts. The numerous GM engineers and the availability of the latest service parts helped them assemble a well-respected Corvette racing team. They needed a major sponsor so they spoke with Dolly Cole (wife of GM President Ed Cole) about their funding requirements. Dolly contacted Owens Corning Board Chairman Curtis LeMay (Retired Air Force General) for sponsorship assistance and LeMay agreed.

NCM Hall of Fame member Randy Wittine designed this black and white paint scheme for the Owens Corning Corvette when it competed at the 1970 24 Hours of Daytona. The crew is making last minute adjustments before the race. Driver Tony DeLorenzo, in the red shirt, looks on.

GM stylist Randy Wittine designed the Owens Corning paint schemes and the team won 22 straight A/Production SCCA (Sports Car Club of America) races from May 1969 to November 1970 with drivers Thompson and DeLorenzo. The team also accrued numerous FIA GT class victories with the same two Corvettes at Daytona and Sebring. Due to corporate budget cuts, the Owens Corning sponsorship ended after the team’s L88 finished 4th overall and first in GT at the 1971 24 Hours of Daytona. At the end of the 1971 season the ’68 mongrel was sold to SCCA racer Jerry Hansen and the ’69 L88 was sold to Bobby Rinzler. DeLorenzo says, “We loved the Corvettes, but it was time for us to move on.” Today, Rick Hendricks owns the mongrel Service Parts roadster that was restored as it raced in the FIA races. Collector Harry Yeaggy purchased the OCF L88 that was restored to look exactly the way it appeared as an SCCA A/Production open top roadster. Both of these original team cars reside in their respective collections. During George Haddad’s OCF research, he discovered that stylist Randy Wittine designed a Black/White/Red livery for the 1970 24 Hours of Daytona. The team only ran it once, because the OCF marketing department demanded the team return to their original colors. George decided to build his replica using this rare paint scheme. He contacted Randy Wittine for assistance and Randy agreed to help him with duplicating the paint on his L88 OCF project. George and the Fabulous Restoration team spent many hours constructing this replica 1969 L88. They used body and frame parts that were in the shop’s storeroom. Hard to find N.O.S. L88 service parts were located after a nationwide vendor search. The paint scheme was exactly as Randy drew it in late 1969. In addition, Randy even drew the pinstriping for George to follow that appeared on the car at the 1970 race. The end result was stunning.

Jerry Thompson and John Mahler qualified the No 7 Corvette 11th overall and 1st in the GT category. The team went on to finish 6th overall, 1st in GT.

George felt the best way to unveil his replica was to take it to Daytona International Speedway and get photos of it lapping, like the original did in 1970. George contacted vintage Corvette expert Jan Hyde (www.registryofcorvetteracecars.com) for his advice. Jan recommended that George test the Corvette at the 2017 HSR (Historic Sports Car) Classic 24 Hour and Daytona Classic (www.hsrrace.com). George agreed and submitted his entry to the event. One final wrinkle, George needed a driver. He asked his friend and racing legend Dieter Quester if he would test the Corvette at Daytona and Dieter agreed. Next, he invited Randy Wittine, Gib Hufstader and Jan Hyde to join them at the Daytona event and they gladly accepted. The test was a success. Everyone associated with the project, including Wittine, Hufstader, Hyde and Haddad were a little misty eyed when the L88 was safely back in its trailer. The Fabulous Restoration team brought to life this amazing L88 replica that is a tribute to the historic winning Owens Corning Corvette team.

The L88 replica in this story was patterned after this No. 6 Owens Corning Corvette. A right rear wheel failure caused major body damage during the race. Driver Tony DeLorenzo repaired the car on the circuit and returned it to the pits. The crew made further repairs and drivers Tony DeLorenzo and Dick Lang finished 14th overall.

In 1971, the Owens Corning L88 returned to the 24 Hours of Daytona with a new Randy Wittine paint scheme and finished 4th overall and 1st in GT. The team’s Owens Corning sponsorship ended after this race and both Corvettes were sold at the end of the season.

Fabulous Restorations first replica was this 1967 L88 Rally Red roadster. It was patterned after the Cliff Gottlob/Jack Blatchford white L88 roadster that raced at Daytona in 1970. George did not want to duplicate that original, restored L88 so he painted his replica Rally Red.

This is a replica of a 1969 Corvette ZL1 that includes an all-aluminum 42ci engine. This was the second Corvette replica Fabulous Restorations completed.

The Owens Corning 1969 Corvette L88 replica is shown under construction in the Fabulous Restoration facility in Fort Lauderdale, Florida. Donor parts from past Fabulous Corvette projects were used to assemble the body and frame. Rare L88 parts were located and purchased from sources around the country to complete this project.

Fabulous Restoration owner George Haddad backs his replica Owens Corning L88 out of his trailer at Daytona International Speedway. George was participating in the 2017 HSR Classic 24 Hour and Daytona Historic event with his Corvette.

A total of 116 L88 optioned Corvettes were sold in 1969. The engine displaced 427 cid and was rated by the factory at 430 hp at 5,200 rpm and 470 lb-ft at 4,000 rpm. The power jumped to 570 hp when the rpm was increased to 6,400. This engine was a powerful beast in 1969.

The stock factory interior was modified to accept racing gauges and racing switches. Full rollcages were not mandatory until the early ’70s, which is why this replica is not fitted with one.

The Owens Corning Fiberglass Company was the L88 team’s primary sponsor from 1969 to early 1971. During that time the team won numerous races and multiple sports car championships with their two team L88 Corvettes.

Car owner George Haddad looks on as NCM Hall of Fame member Gib Hufstader makes an adjustment to the steering box on the Corvette. Yes, teams did use hammers on Corvettes in those days. Gib served as a Design Release Engineer for Zora Arkus-Duntov and still races his own L88-powered roadster in vintage events.

George Haddad is driving the L88 to the technical inspection area. The Corvette had to pass the Historic Sports Car organization’s scrutiny prior to it being allowed to enter the Daytona circuit.

The Corvette passed its examination and vintage race car driver Dieter Quester was asked to shake the Corvette down at Daytona. Dieter is shown entering the pit area that led to the track entrance at Turn one.

This close-up view of the L88 Corvette replica shows off the quality of the paint and Owens Corning livery.

The Daytona International Speedway start/finish line can be seen in the upper right hand corner of the photo as Dieter Quester wheels the L88 onto pit lane.

The No. 7 Owens Corning Corvette finished 6th overall and 1st in GT. Two Porsche 917, one Ferrari 512S and two Ferrari 312s finished in front of the Corvette. This showroom stock Corvette was fitted with a monster engine and was the fastest and most reliable GT racer of this time period. Dieter Quester storms across the start/finish line in the Owens Corning replica L88 looking just like it did in 1970.

Dieter completed his test in the replica L88 and headed back to the garage area. The Corvette performed well for its first outing. We are not sure if it will participate in future races, but it looked awesome on the high banks of Daytona.

NCM Hall of Fame members Randy Wittine (left) and Gib Hufstader were involved with the Owens Corning Corvette Team from 1968 to 1971. Randy was a GM stylist, but he was also an Owens Corning team member who designed the team’s paint schemes. Gib was a Design Release Engineer for Zora Arkus-Duntov. In this capacity Gib made sure the L88 race teams received the correct parts to win races. Both attended Daytona to support the unveiling of this stunning L88 replica.

Randy Wittine (left), George Haddad (owner) and Gib Hufstader gathered at Daytona to witness the successful maiden test of the 1969 Owens Corning Replica L88 Corvette.

Car Guy Chronicles

Fri, 30 Sep 2022 15:37:40 GMT

'69 CORVETTE ZL1

TRIBUTE WITH PERSONAL TOUCHES!

Posted on Car Guy Chronicles on March 24, 2018 by Martyn L.

Historical ZL1 background info plus George Haddad’s stunning alloy-engine Corvette Tribute.

To understand the importance and uniqueness of George Haddad’s ‘69 Corvette ZL1 Tribute, top, you have to go back to late-1968. Hot Rod magazine broke the ZL1 Corvette story in the December 1968 issue with an unforgettable all-aluminum big-block 427 engine wearing bright yellow headers, above, on its cover. Haddad built this ZL1 Tribute at his shop, http://www.fabulousrestorations.com . Exact production numbers for ’69 ZL1 Corvettes and the number of real ZL1s that have survived have always been questionable. Chevrolet came up with two production models decades ago, but more than two real ones have surfaced over the years. Actual production could have been up to seven that might have included L88 models retrofitted at the factory with all-aluminum ZL1 motors before being shipped to either dealers or Chevrolet engineering. The jury is still out on a verified count.

The RPO ZL1 aluminum block, in Haddad’s Tribute, above, was originally an option available only on aluminum head L88 engines. In other words, the ZL1 was identical to the L88, except it had an aluminum block, making a ZL1 Corvette 100-pounds lighter than an L88 Corvette – something that only racers would even notice. The weight reduction in the front also helped the front-to-rear balance. Blueprinted ZL1 engines were assembled at the Chevrolet Tonawanda Engine Plant, outside Buffalo, NY and shipped to St. Louis where line workers swapped out L88 engines for all-aluminum ZL1 engines.

According to Kenneth W. Kayser, left, author, Corvette FI and big-block expert and retired GM engineer who worked at the Tonawanda plant when L88 and ZL1 engines were built, the story goes that a batch of seven engines were installed into L88-optioned Corvettes. And surprise, surprise, when driven on the street, they overheated just like any other L88 because they came with ’65 big-block aluminum radiators without radiator shrouds. This setup was fine for racing but terrible for street use. A production Stop Order was issued and five of the seven cars were put in quarantine and two cars were sent to Chevrolet Engineering for analysis. So, according to the “official records” as seen in the Corvette Black Book, there were only two official ‘69 ZL1 Corvettes. The five quarantined ZL1s were eventually shipped to Chevrolet Engineering, Attn: Zora Arkus-Duntov. Rumor has it that they slipped out the back door, never to be officially accounted for. The Tonawanda Engine Plant built ZL1 engines for a short time for sale through the GM Parts/Dealer Network.New Paragraph

1969 ZL-1 Corvettes are like ghosts – not hard to fake, but very hard to prove their existence. So, that’s the short version of why ZL1 427 Corvettes are so revered. Big-block grunt, small-block weight – what’s not to like.

George Haddad's Stunning 1969 ZL-1 427 Corvette - with some personal touches!

The Corvette Report Dateline: 7-6-17, Published January 2016, Vette Vues Magazine

To understand the importance and uniqueness of George Haddad’s 1969 ZL-1 Corvette, we have to get into the “Vette Vues Time Machine” and go back to late 1968. The December 1968 issue of Hot Rod Magazine hit the newsstands like a thunder clap, with an obviously all-aluminum big-block 427 Corvette engine wearing bright yellow tube headers. It looked like Chevrolet finally had an ace trump card. The 427 ZL-1 was the ultimate “pie-in-the-sky” Corvette setup – big-block horsepower and torque – with the weight of an iron small-block! Duntov was a happy man because his dream of an all-aluminum engine for the Corvette went all the way back to the 1957 Q-Corvette concept that not only called for a fuel-injected all-aluminum small-block engine, but a trans-axle! (Sounds like a C5, doesn’t it?) Duntov and his team tried casting SBC engines in aluminum, but there was a serious “strength of materials” issue that was never successfully worked out. The SBC was simply not strong enough when made in aluminum. A small batch of all-aluminum 377 engines were developed for the Grand Sport project that were powerful and light, but just wouldn’t hold together in competition. The prospect of an engine lighter than a regular SBC was deliciously tantalizing. So when the replacement for the 348/409/427 W-series (truck) engine, (the Mark IV) was being designed, an aluminum version was an obvious next step because the Mark IV was inherently a more stout structure.

The story of the production ZL-1 Corvettes is a long and complex one that we won’t try unraveling here, except to say that a batch of seven cars were built in early September 1969. The cars that “rolled off the St. Louis assembly line” were full-out RPO-L88 cars. The RPO-ZL-1 aluminum block was an option that was only available on an L88 engine. In other words, the ZL-1 was identical to the L88, except it had an aluminum block – making it 100-pounds lighter than the L88 Corvette, something that only racers would even notice. The weight reduction in the front also helped the front-to-rear balance. The blueprinted ZL-1 engines were assembled at the Chevrolet Tonawanda Engine Plant, outside Buffalo, New York and shipped to St. Louis where line workers swapped out the L88 engines for the ZL-1 engines. According to Kenneth Kayser, the story goes that a batch of seven engines were installed into L88 optioned Corvettes and surprise, surprise, when driven on the street, they overheated just like any other L88 because they came with a ’65 big-block aluminum radiator with no radiator shroud. This setup was fine for racing but terrible for street use. A production Stop Order was issued and five of the seven cars were put in quarantine and two cars were sent to Chevrolet Engineering analysis. So, according to the “official records” as seen in the “Corvette Black Book,” there were only two official 1969 ZL-1 Corvettes. The five quarantined ZL-1s were eventually shipped to Chevrolet Engineering, Attn: Zora Arkus-Duntov. Rumor has it that they slipped out the back door, never to be officially accounted for. The Tonawanda Engine Plant built ZL-1 engines for a short time with those engines sold through the GM Parts/Dealer Network. 1969 ZL-1 Corvettes are like ghosts – not hard to fake, but very hard to prove their existence. So, that’s the short version of why ZL-1 427 Corvettes are so revered. Big-block grunt, small-block weight – what’s there not to like?

George persuaded a good friend to let him to build a 1969 ZL-1 Corvette. Since the factory-built ZL-1s (converted L88s) are unbelievably expensive, George came up with an ingenious plan. He located a Riverside Gold ’69 427/390 Corvette survivor car that was built within two days (September 16, 1969) of the ’69 L88/ZL-1 Corvettes and replicated the GM build process. He also found one of the factory-built ZL-1 engines from the same time. The car was disassembled and rebuilt with original factory L88 suspension, brakes, and factory deletes, using period-correct factory fasteners, build techniques, and paint. Although the completed ZL-1 was not one of the original batch of seven, the car, engine, and date-coded components are all from the correct time period. The car looked as if it had rolled off the line – skinny Firestone Wide Oval tires, side pipes and all. George Haddad did what Chevrolet would have done if they had built more ZL-1s in September 1969. George took the Riverside Gold ZL-1 to the 2014 and 2015 NCRS Orlando and the Amelia Island events and received rave reviews. So much so that another friend asked him to build him a Le Mans Blue ZL-1. His friend found a survivor 427/390 ’69 Coupe that was built in the same time period as the original batch of ZL-1s and George found another period correct ZL-1 engine. Unfortunately his friend’s wife suffered some health challenges, so George bought the car and took it on as a personal project. Now sticky thing about this is that ZL-1 Corvettes look exactly like an L88 from the outside. So if George built the car as the factory would have, it would have looked like “just another L88” – which isn’t so bad, but this is a ZL-1! Since the L88/ZL-1 was first and foremost, a starting place for building an A/Production racecar, George decided to take some liberties to make the car more interesting.

The wheels are period-correct 15×8 Torque Thrust racing mags shod with oversized Goodyear Billboard 26.5×15 tires with 7.9-inches of tread. To get the wide tires to fit in the rear fender wells without hitting the leaf spring and locating bolts, George clipped the ends of the spring 1-1/2-inches on each side, then drilled new holes on the ends of the springs, effectively tucking in the locating bolts, giving the wider rear tires clearance. Haddad intended his ZL-1 to be streetable, so one of the inherent problems needed to be fixed. ZL-1s and L88s came with a ’65 big-block aluminum radiator with no radiator shroud, which was adequate for high-speed racing, as a shroud is only needed for street use. To keep the big ZL-1 in the correct water temp range all that was needed was a production radiator shroud from a standard 427 engine. We mentioned that all of the hardware, mounts, fasteners, etc are period correct. Even the L88 hood is vintage 1969 and not a replica. “Quality control” was a genuine concern with Corvettes in the late ‘60s, so when the body was being prepped for repainting with acrylic lacquer, George didn’t make it “too perfect.” He even left in a few of the factory mistakes and kept the original stenciled numbers on the chassis. The interior is totally stock, with no radio and console sticker that says in red lettering, “WARNING: VEHICLE MUST OPPERATE ON A FUEL HAVING A MINIMUM OF 103 RESEARCH OCTANE AND 95 MOTOR OCTANE OR ENGINE DAMAGE MAY RESULT”. The finishing touch is the black nose stripe that wraps up along the inside of the front fender creases.

Between the Le Mans Blue paint, the L88 hood, white header side pipes, and racing mag wheels, George Haddad’s 1969 ZL-1 Corvette is a strikingly handsome car. But the piece de resistance is when he fires up the ZL-1. The bone-stock ZL-1 sounds totally wicked and intimidating. George says, “I don’t ever, ever intend selling this car. There’s a glass wall in my shop office and I park the ZL-1 on the other side so that I can look at it every day.” From 1967 to 1969 Chevrolet only officially built and sold 216 L88 Corvettes. That’s a pretty small club. The L88/ZL-1 cars are sometimes referred to as Duntov’s “racer kits.” Fresh off the assembly line they were just the starting point for building an A/Production Corvette. Zora liked taking care of his racers. But it turned out that George had a Duntov connection that he wasn’t aware of. Back in Grosse Pointe, Michigan when George was hanging with his Corvette pals, washing and doing things to their Vettes, one day an elderly man driving a white Corvette stopped by and started talking cars. George recalls, “I could hardly understand what he was saying, but he seemed to know what he was talking about. His white Corvette had mag wheels, side pipes, and L88 hood, and big fender flares. But honestly, we had no idea who the man was.”

Years later in 1995, George was at a Corvette show and Zora and Elfi Duntov were there, and Zora was signing autographs. George explained, “Zora asked me where I was from and I told him Grosse Pointe, Michigan. He looked surprised and told me that he too lived in Grosse Pointe and after exchanging a few street names; I realized that he was the old guy that stopped to talk with us a few times! Zora told me that the next time I go back home, stop by after 5pm and we’ll have drinks. Imagine that! The following spring Zora passed before I was able to get home. But at least I got to see him again and discover that he was the old guy in the white Vette.”

MSHFA Daytona Beach

Fri, 30 Sep 2022 15:37:39 GMT

MSHFA Daytona Beach

'THE CAPTAIN'S FLASHLIGHT'

Now Showing at the Motorsports Hall of Fame of America

DAYTONA BEACH, Florida (August 2022) — Thanks to Fabulous Restorations, a mouth-watering recreation of Penske Racing’s first race car, the L88 Corvette that scored The Captain’s first win as a team owner in its debut in the 1966 Daytona 24 Hour Continental — now the Rolex 24 At Daytona — is now on display at the Motorsports Hall of Fame of America (MSHFA) in Daytona Beach.

This is the famous “Flashlight” car, which would give motorsports fans one of the earliest glimpses of the preparedness and racecraft that would make MSHFA Class of 1995 inductee Roger Penske one of the top field generals in the sport’s history.

“Although the original chassis exists today, it’s been restored to a later configuration and livery,” said MSHFA President George Levy. “No one had seen this version of this incredibly historic machine, the first Penske Racing car, in over a half-century. Its arrival now is especially fitting in light of Mr. Penske’s announcement that he intends to return to endurance racing in 2023 to seek victory at the 24 Hours of Le Mans, perhaps the last major prize missing from his blue-chip 60+ year resume.”

A lot was riding on the Corvette’s success in the 1966 event. It was the first year the Daytona Continental would run a full 24 hours. The first race for Penske Racing, Roger having retired from a successful driving career a year earlier. It was also the racing debut of MSHFA Class of 2023 inductee Zora Arkus-Duntov’s new 427 cubic inch L88 Corvette. In fact, Penske’s was the first L88 off the assembly line in St. Louis, an early preview of the upcoming 1967 production model. And it was the beginning of what would become a hugely successful 16-year relationship between Penske and Sunoco.

In addition to its aluminum-headed 427 cubic inch engine, the first L88 featured the factory competition package which included special brakes, suspension and exhaust, an M-22 transmission feeding a prototype 2:73 Positraction rear axle, and jumbo 36-gallon fuel tank. The most distinctive visual cues were the “off-road” side exhaust and a prototype cowl-induction hood.

Driver Dick Guldstrand picked up the Rally Red Corvette in St. Louis on January 14, 1966 and drove the heater-less car in frigid temperatures to the Penske shop in Newtown Square, Pennsylvania for it to be prepared for the race. In addition to special rectangular high-intensity Marchal headlights and a pair of Lucas Flamethrower fog lights, the team installed Corvette Grand Sport-style fender flares to cover the extra-wide racing tires Penske wanted to run.

Once at Daytona, the scrutineers nixed the flares, so the team removed them and riveted small aluminum lips to cover the tops of the tires. No matter. The L88 still was the fastest qualifier of all the GT cars, made even stronger by the substitution of a Traco-prepared L88 engine for the factory unit. In the race, the front end of the car was shorn off in an accident. One headlight was gone completely, the other knocked out of commission. The radiator, too, had suffered terminal damage.

To fix the radiator problem, the team loaded it with Stop Leak to buy enough time to borrow a replacement from a spectator’s Corvette that Roger had pre-arranged to serve as a donor car if spare parts were needed. Freezing overnight temperatures in Daytona that February 5-6 likely aided the cause.

The headlights required a little bit bigger improvisation. The officials refused to permit the Corvette to return to the track without headlights. But the rules, Penske determined with lightning speed, didn’t specify what kind of headlights or how bright they had to be. So, Roger being Roger, he instructed the crew to duct-tape two flashlights to what was left of the front fenders and return to the fray.

The officials might not have been thrilled, but the flashlights met the letter of the law, and any lingering debate became moot after the sun came up. Until then, the drivers were careful to follow close behind cars whose path forward was being lit by more powerful light sources.

More Roger-ness: to make sure the Corvette’s roughly-every-two-hours pit stops were as short as possible, he’d hired stock car legend Red Vogt’s crew to handle the tire changes.

In the end, the battle-scarred L88 Corvette, driven by Guldstrand, George Wintersteen and Ben Moore, finished 12th overall and first in the GT category — Penske Racing’s first victory. Ken Miles (MSHFA Class of 2001) and Lloyd Ruby (MSHFA Class of 2015) took overall honors in a Carroll Shelby (MSHFA Class of 1992) Ford GT. The 1966 race was the first leg in endurance racing’s new “Triple Crown” so memorably captured in 2019 Best Picture nominee Ford v Ferrari.

Shortly after the Daytona race, the car was repaired and repainted Sunoco Blue with yellow accents — what would become Penske Racing’s signature livery in the Trans-Am, Indy, early Can-Am and 24 Hours of Le Mans. It won its class at Sebring where it finished ninth overall and survives in that livery today.

We asked George Haddad. President of Fabulous Restorations in Fort Lauderdale, Florida, a shop known for meticulously accurate restorations of street and competition cars, why they chose to recreate this one.

“Because the car doesn’t exist any longer (in this original form) and because it’s a car that Gib Hufstader was mainly involved in and we wanted to do a tribute to Gib,” said Haddad.

Hufstader is a legend in Corvette circles. The retired Chevrolet engineer and longtime amateur racer worked closely with Arkus-Duntov on Corvette programs in the 1960s and ‘70s, including exploration of a mid-engine 4WD variant. It was Duntov who sent Hufstader to Daytona to assist with the Penske effort in an “unofficial” capacity. General Motors policy forbade direct involvement in motorsports, so engineers who went to races in situations like this did so while “on vacation.”

The lengths to which Haddad went to replicate the Penske car are mindboggling. The headlights, for example, were obscure Marchal units from the 1960s, almost impossible to find today. Haddad noticed how similar they looked to the ones Peter Brock (MSHFA Class of 2022) had selected for his late ‘60s Triumph TR250K concept car. Gayle Brock referred Haddad to Tony Garmey, who had restored the Triumph at his Horizon Racing & Performance shop in Maple Valley, WA.

“So, I contacted Garmey,” said Haddad. “We discovered the Triumph headlights were very close but not correct. But he connected me with a gentleman who finds and sells antique headlights. It took him about six months, and he found the headlights brand new in a box in somebody’s garage in France.”

Haddad even exactly replicated the holes on each fender drilled for the disallowed fender extensions and fabricated the aluminum lip flares the scrutineers looked more favorably upon. The smaller flares wouldn’t cover the wider rear tires Roger wanted to run, so the car began and ended the race on the narrower rubber. What tires the car ran between those two stints is the stuff Penske legends are made of…

One of the most satisfying moments for Haddad came when he shared the completed car with Hufstader, Sunoco’s Bill Preston, who doubled as a pit crew member for the race and driver George Wintersteen at Daytona International Speedway in 2020, 54 years after the original car’s historic victory there.

“They had all anticipated completion of the car. I had been sending pictures on and off to everybody so they could see the progress,” said Haddad. “When they showed up at Daytona, Gib had the hugest smile on his face and Bill Preston as well. It was a really terrific day.”

“I thought George had done a terrific job of recreating the car,” the now 92-year-old Hufstader told us. “He had researched it enough to know the things he did were factual. I was impressed with it.”

For Preston, too, it was like time-traveling back to that February weekend in 1966.

“I watched George roll it off the trailer and fire it up for the first time,” said Preston, now 91, “and, of course, the memories come flooding back to you. Then I looked it over and Gib had told me it was going to be as accurate as he and the other guys could possibly make it. In my memory it was exactly like the (original) car.”

“When you compare period photographs of the original to the Fabulous Restorations version, it’s hard to tell them apart,” added Levy, “even down to the hand-painted ‘Roger Penske Chevrolet’ script on the fenders. “We think the thousands of guests who visit the Hall of Fame each week will appreciate the opportunity to see this historic ‘missing link’ Corvette for the very first time.”

The ’66 Daytona Tribute Corvette is expected to stay at the Hall of Fame through the 35th Annual Induction Ceremonies on March 6 – 7, 2023. A large gathering of racing Corvettes with Daytona history is being planned during the ceremonies in honor of new inductee Arkus-Duntov. A limited number of tickets will be available to the public.

Photos of the recreated L88, including the one of Gib Hufstader (l) next to Fabulous Restorations’ George Haddad (r), courtesy of Walt Thurn. Photos from the 1966 Rolex 24 at Daytona, including Roger Penske leaning to talk to driver George Wintersteen, and Roger standing next to Sunoco’s Bill “Scotty” Scott who Preston believes was the first man to call Penske “The Captain,” courtesy of the NASCAR Archives & Research Center

2020 Amelia Island

Fri, 30 Sep 2022 15:37:38 GMT

ROGER PENSKE AND CORVETTE HERITAGE

DRAW RECORD CROWDS AT THE 2020 AMELIA

ISLAND CONCOURS DE’ ELEGANCE

The chance to buy a lucrative Chevrolet dealership was a dream come true for Roger Penske. At age 28 he gave up driving sports cars for a career in business. A Corvette was the obvious choice for his fledgling Roger Penske Chevrolet Racing team.

Waiting at the St Louis assembly plant in late November was a special optioned 1965 L88 Corvette. The big 24 hours of Daytona race was only a few weeks away and there was little time to prepare. A long-term sponsor deal with Sunoco rested on the outcome.

Penske’s team finished first in class. The car was painted blue for the 12 hours of Sebring where it won again.

At Amelia Island, George Haddad of Fabulous Restorations Inc displayed the original car in red as it no longer exists, replicated down to every last detail. Alongside the # 9 Sebring version in consultation with its restorer Kevin Mackay of Corvette Repair. Watch the story

https://youtu.be/J3f2yhRThjI

The Amelia Island Concours d’ elegance has literally reached the top of the world, thanks to its brilliant relentless obsessive founder Bill Warner. Now in its 25th year, the 2020 edition will be hard to beat.

Corvette fans and aficionados basked in Corvette heritage everywhere.

On Saturday the mid-engine # 4 C8.R (en route to the now postponed Sebring race) and a red C8 convertible were decked out adjoining the largest enclosure erected on the show field.

The idea for the Corvette took shape from the 1951 LeSabre concept car created by stylist Harley Earl following a visit to road racing at Watkins Glen.

Sunday featured Grand Sport Corvette 004 raced by Penske and Jim Hall courtesy of the Collier Museum in Naples FL.

And mid-engine designs 1964 GSII b, XP 819 and CERVII Corvettes courtesy of the Chaparral Museum, the National Corvette Museum and the GM Heritage Center.

Hall of Famers stylist Randy Wittine, Werner Meier and engineer Gib Hufstader played significant roles in Corvette heritage.

The '66 Corvette Challenge

Fri, 30 Sep 2022 14:57:11 GMT

THE '66 CORVETTE CHALLENGE

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DRAW RECORD CROWDS AT THE 2020 AMELIA

ISLAND CONCOURS DE’ ELEGANCE

The '66 Corvette Challenge

1969 L88 VINTAGE CORVETTE TOURS

THE MILFORD PROVING GROUNDS
Written by Walt Thurn on August 10, 2018