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Generation: C3 Year: 1968 VIN: SCCA 032-518 Race Numbers: 1, 10, 47, 3, 2, 38, 00 Ownership: Hoffman-Neighbor (1976 to 1977) Fred Whitehead (1978-79) JT Chalmers (1980-__) John Mecom (__ to __) Delmo Johnson (__ to present) Sponsors: Hoffman-Neighbor Goodyear Tire Center, Federal Way, Bellevue (WA) Drivers: Jim Neighbor (1976-77) Fred Whitehead (1978-79) JT Chalmers (1980-81) Alan Sevadjian (1981 Run-Offs) JT Chalmers (__ to __) Delmo Johnson (__ to __) Status: The car is offered for sale at Collins Brothers Jeep. Information o the web site places some emphasis on the pedigree of the car. For example, the Collins Brother’s press material states that three of the principals involved in racing the Grand Sports have owned or driven this car: John Mecom, Alan Sevadjian, and Delmo Johnson. The evolution of the car is also explained in the Collins Brother’s write-up but some facts vary. These have been noted and some grammar has been updated:: “…After many years in retirement Delmo was encouraged by some Texas Racer Friends to come out of retirement He acquired this, his last race car, in the early 90’s From his old friend John Mecom. The car began life in 1967 as a race car. The car had a distinguished racing history, having been driven by the likes of Fred Whitehead and Alan Sevadjian. It was Fred Whitehead who finished first at the 1979 SCCA runoffs before being disqualified, due to a protest by Andy Porterfield. The car was then sold to JT Chalmers who drove it for the 1980 and 81 seasons. The car was offered to Alan Sevadjian to drive at the Run-Offs in 1982 but, unfortunately, Alan crashed the car at Road Atlanta in 1982 when the throttle stuck. The car flipped many times, but Alan emerged unscathed, placing an exclamation point on the importance of safety systems. The car was rebuilt and prepared to 1974 IMSA (International Motor Sports Association / SCCA GT1 specifications by Alan Sevadjian’s shop, in Texas. The rebuild and update were financed by Houston developer Jerry Chalmers, a 30 Year SCCA competitor, and were done without regard to cost. By this time, big bore sports cars had become virtual “silhouette racers” with lighter bodywork and tube frames/roll cages….” Original Color: Navy Metallic Blue with red/white/blue eagle graphic Tires/Wheels: Goodyear tires 25 – 11 x 15 (front) 27 – 12 x 15 (rear) American magnesium wheels Engine: Original engine was a Bobby Allison race-prepped L88, with 850 Holley carburetor. It used a stock oil sump and a modified pump to scavenge oil. A single-stage Weaver pump pressurized oil back to the engine. When that engine was destroyed, the new engine use a four-stage Weaver dry sump, Reed camshaft, Hooker headers, and a dual Chevrolet magnetic transistorized ignitions system. Current engine is a 366 c.i. Chevrolet cast iron small block with aluminum heads. It is a pro-built racing engine is ready to race, having less than one hour since built. It is equipped a 4 speed Warner Super T-10,with aluminum case , close ratio all synchromesh transmission, limited slip rear and with dry-sump lubrication. Accessories are state of the art and driven by cog belts. Its 750 cfm Holley carb flows enough air to permit 675 dyno- tested horsepower to turn the forged steel crank. This car is carefully prepared and is legal for 3 major racing clubs Driveline: M22 4-speed transmission was fitted to the frame (from an automatic car) using a 1975 TH400 drive line. Both drive shaft and half shafts were balanced to the new car. Front springs are from Guldstrand. Rear springs and brake calipers were rebuilt L88 units. Guldstrand modified (rear) trailing arms and leaf springs were also employed. A surplus helicopter oil cooler and a 12-volt pump were fitted for differential cooling Top: Interior: Condition: www.collinsbrosjeep.com/classiccars.htm URL: Corvette Renaissance – an Introduction to A-Production, by David A Odom, CORVETTE NEWS, Vol. 22, No: 4, April/May 1979, pages 24-29 Road Atlanta Championships, by David Arnold, CORVETTE NEWS, Vol . 22, No: 4, April/May 1979, pages 4-6 Corvette Outrun Porsches in SCCA Nationals, by John Gibson, photos by David Arnold, CORVETTE NEWS, Vol. 23, NO; 4, April/May 1980, pages 4-6 Unique Characteristics: Specific innovations are modified front steering arms, in order to relocate the outboard tie rod ends to a lower position and further inboard, to reduce the front bump steer effects. This modification subsequently showed up as a part number in the John Greenwood catalog, according to Weymouth. Another innovation was the 10-position adjustable anti-sway bar constructed from 4130 steel. Modifications: 32 gallon Aero-Tech Laboratories fuel cell Dual Holley high performance fuel pumps Phoenix 11 lb halon fire suppressant system Roll cage was constructed by John Sinkankus from 2 3/8 inch mild steel for the main hoop, and 1 ¾ inch steel for the balance of the support arms. The body work was re-constructed using a 1973 front end with side flares purchased from the aftermarket. The full rear flares could not be used, due to SCCA regulations which prohibited the flares extending into the door panels. That portion of the flares was removed and the resultant opening blocked-off. The dash panel was removed and accustom unit was installed, built from sheet alumiium and finished in black wrinkle paint. American Eagle graphics for paint Notes/Race History: A 1968 wreck was purchased from Southern California for development as a race car. The frame proved too rusted and damaged to use so a newer 1969 frame was acquired. Jeff Weymouth, Crew Chief, built the car and attended to the basic organizational duties. As the car neared readiness, an accident in practice resulted in a set-back. Spinning off the track at Portland, at nearly 120 MPH, the car was badly damaged. About 75% of the body was damaged although the roll cage served its intended function. The car was repaired in about two weeks, with a slight re-alignment of the eagle graphic. Just as a matter of interest, the original graphic had a forward-facing eagle who’s outstretched wings blended into the red/white/blue stripes down the side. After the accident, it was repainted with the eagle facing to one side. The car ran the 1976 season with no other major incidents. In 1977, the team gained sponsorship from Wrangler Jeans, a division of Blue Bell Inc. The car was repainted in a medium blue with the name ”Wrangler” painted diagonally across the front of the hood. A new front air dam and a few of the minor parts were updated. The car ran both SCCA nationals and SCCA Trans-Am races, as opportunity provided. The car originally ran as # 1 for both Hoffman-Neighbor configurations. It also ran as # 10 in some races. For 1978, the car was sold to Fred Whitehead, who ran the SCCA Nationals (B-Production) for two years. Fred ran the car as # 3. In 1978 Fred finished second to Andy Porterfield. In 1979, Fred was again contesting for the National Championship IN BP, gain running against Andy Porterfield. Whitehead won the race but was penalized on a protest by Porterfield and lost the championship. Whitehead was so upset with the SCCA that he retired from racing and sold the car to JT Chalmers of Houston (TX). JT Chalmers raced the car, as # 2, during the second half of the season in 1980, and never finished better than about 4th in his Division. Alan Sevadjian won the divisional championship and went to the Nationals. In 1981 Sevadjian again won the (regional) championship. At the end of the season Chalmers told Sevadjian that his was the better of the two cars, and that Sevadjian should take it to the Runoffs. Alan agreed...subject to the normal conditions that if he broke it, he would fix it. Sevadjian re-numbered the car as # 38 and put the drivetrain from his car in the Chalmers chassis. During the first practice session, he had the throttle stick and crashed hard. The full repair to the car was completed in his shop, which required a new frame. A frame from a 1980 Corvette was used as it is lighter than the 79 and earlier frames. Since most of the roll cage was undamaged, they cut it off and used it in the rebirth of the car. Chalmers wanted it rebuilt as a then current body 1980 body style so he could run it in Trans-Am, so it was re-bodied with a 1980 IMSA-style body. Chalmers eventually sold the car to John Mecum, who then passed it on to Delmo, who 'raced' it with the social racing club CVAR for a couple of years. CVAR made Delmo change the rear window to reflect the 68-77 coupe style ('notch back' as opposed to the 78-82 fastback style). Delmo quit CVAR after a minor 'incident' and the car sat for at least 5 years in Delmo's hanger needing about $1500 worth of body work. Registry ID Number: 857 View Original Size  Courtesyof Alan Sevadjian |