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Generation: C3 Year: 1969 VIN: 194679S711206 Race Numbers: # 3, #69, #30, #18, #41, # 42 Ownership: Bob Esseks (1968 to 1969); John Paul (Sr) (1969 to 1971); Rodney (Bob) Harris (1971 to 1973); Tom Rynone (1973 to 1989); Kevin Mackay (1989 to present). Sponsors: Esseks Wire Drivers: Ed Lowther / Bob Esseks (# 3) 1969); Frank Dominiani / Bob Esseks (# 69)(1968 to 1969); John Paul (Sr.)/ Bob Esseks(#18, # 30)(1970); Bob Harris/Paul Choinière (#41)(1971 to 1973); Tom Rynone (1973 to 1981 (raced) Tom Rynone ( 1982 to 1989 (parked). Status: Original Color: Burgundy Tires/Wheels: 15" Firestone Engine: RPO L88. For 1968 new open chamber heads had been developed, primarily to help meet new emission requirements. To gain real-world experience with the new heads, GM’s engineers secretly released several of these new engines to selected racers. The James Garner AIR cars were amongst these. For 1969, a second generation open-chamber head was developed and a similar process was followed. Four cars were released to selected racers for "field" testing. In addition to the new L88 heads, these lightweight cars included the ZL-2 cold air induction hood, heavy duty clutch, smaller flywheel and a heavy duty cross-flow aluminum radiator. Driveline: RPO J56 included the heavy duty brakes with semi-metallic linings and special proportioning valve. The F41 suspension option included special front and rear springs and shock absorbers. The K66 transistor ignition with pulse amplifier and a special coil improved ignition control. The M22 rock crusher transmission was also included. PRO C48 deleted the heater-defroster and was mandatory with the L88. This option also included the deletion of all sound insulation, the radio, and rear cargo area carpet. A good choice for the gears was the G80 positraction with standard 3:08 gears. The “Distance Group” package included FIA approved fixed dual headlights in lightweight brackers and pre-formed plexiglass covers. Large fender flares (not approved by SCCA) were fitted in boxes and stored in the cargo area…a.k.a. “the Trunk Package” Top: Interior: Stock Corvette interior Condition: Under restoration by Kevin Mackay URL: Unique Characteristics: shiThree of the four (second-generation L88) cars debuted at Sebring in 1969. These were the Or Costanzo car (# 4), the Owens-Corning car (#1) and the burgundy Bob Esseks/Frank Dominianni car (#69), with Ed Lowther added to the team for the Sebring race. The fourth car, the blue # 8 Herb Caplan car was shipped to the west coast. Modifications: Notes/Race History: Rod Harris Story: In 1971 John and I became partners on the L-88 Corvette. I gave him my Corvette in exchange for equal partnership on the L-88 Corvette. We entered our first race together at Bridgehampton in the IMSA Camel GT Series. John and I qualified the L-88 Corvette on the pole and finished 2nd overall behind the Porsche of Peter Greg and Hurley Haywood. Over the next year circumstances changed dramatically for John Paul Sr. and I became the sole of the L-88 Corvette. In 1972 I repainted the Vette from its factory maroon color to an orange with white striping. That spring I sorted the car out at several autocrosses at Bryar Motorsports Park in New Hampshire. Early that summer I entered the L-88 Corvette in an IMSA GT event at Lime Rock. I qualified 10th on the grid and maintained that position for about an hour. Coming out of Big Bend and through the Esses I started onto the No-Name-Straight. Unknown to me and without any warning flags the car began to oversteer due to oil on the track from a Camaro that had just blown its engine. The car slid sideways down the track until the nose impacted the embankment on the right side of the track resulting in a series of violent barrel rolls. The roll cage did its job and completely protected me from any injuries. The Vette faired much worse. The body and frame were damaged beyond repair. Over the rest of the summer I stripped and junked the frame and broken body parts. I was able to salvage the drivetrain and some of the suspension parts. I purchased a 1968 Corvette convertible that had been totaled due to an interior/engine compartment fire. I performed an off-frame restoration of the body and chassis converting it into another L-88, A Production/FIA GT Corvette. This car was painted white and ranas # 41. Later that summer I entered an IMSA race at Bryar and won my class. In 1973 I entered another IMSA race at Watkins Glen but failed to finish due to engine problems. Later that year I entered my new Vette in the FIA 6 Hour Endurance race at Watkins Glen. Although my new L-88 engine blew-up in qualifying I was listed as the “first alternate” in the 30 car limited field. I replaced my engine with the original “tired” L-88 engine that we knew consumed oil, but I was allowed to start the race from the pits. After about an hour and a half hours of racing the oil consuming engine detonated at the end of the back straight. The loss of both engines and the loss of my major sponsor (my wife gave up her job to raise our new family) made it necessary to sell the Vette. A businessman (Tom Rynone) from the finger lakes region in upstate New York bought it. As I understand it he continued to race it for several years in SCCA events. NOTE: Rod Harris expressed the view that as a result of the rebuild, this car should not be considered as the original Essex/John Paul (Sr) 1969 L-88 Corvette. The current owner, on the other hand, has full documentation and indicates that the VIn remains intact. The question of how much of an original race car comprises adequate provenance is beyond our ability to determine. This note is added simply in the interest of full disclosure. Registry ID Number: 144 View Original Size  |