Form Up to Take Checker at Daytona 24-Hour The leading Porsches fell into a formation as they prepared to take the checkered flag at the end of the Daytona 24-Hour race. The 907 at the top was the winner, no. 52 was second and no. 51 third. Behind the Porsches is the Titus/Bucknum Mustang

which was fourth overall and first in the TransAmerican categor;v. Then came the three Sunray DX Corvettes, including the GT winner, the Grant/Morgan 1967 car closest to camera. (M. Garapedian photo)

PORSCHES OUTLAST FIELD AT DAYTONA

Vol. 18, No. 6

ford Names

Ex -GM-· Veep President

DEARBORN, Mich., Feb. 6 -Semon E. (Bunky) Knudsen became president of Ford Motor Co. today, a mere six days after resigning as an executive vice-president of Gen­eral Motors.

The new .55-year-old Ford presi­dent is known in the industry as promotional-minded and is said to regard racing as a means of stlmu­lath� sales. Informed sources re­port that Knudsen was one of the leading proponents of racing within GM.

Knudsen replaces Ar jay Miller, who will become vice-chairman of the board in charge of finance, overall corporate planning and ex­ternal affairs. Knudsen reports di­rectly to Henry Ford II and will be the company's chief executive offi­cer in the absence of Ford.

Knudsen's father, president of GM from 1937 to 1940, was a Ford executive from 1913 to 1921 and was in charge of constructing Ford's Rouge plant.

The new Ford president was one of the contenders for the GM presi­dent's job which went recently to Ed Cole. Knudsen, with GM since 1939, had been the general manager of both the Pontiac and Chevrolet divisioos, a group vice-president of Canadian and overseas activities and was appointed an e xe c utiv e vice-pres�d_ent two years ago.

In addition to becoming president, Knudsen was elected to both the FoMoCo board and the executive committee.

Knudsen had been reported un­happy with the new officer appoint­ments at GM and, more particular­ly, with the chain of command, which had been altered.

Edward Rollert stepped into Knud­sen's job at General Motors.

Entered as second class mail at Lafayette, California February 24, 1968

A New Lincoln ·continental Evolution of the elegant Lincoln Continental is highlighted by the new Mark 3, to be shown for the first time at the Chicago Auto Show. The traditional long' hood, short deck theme has been retained in the latest of personal luxury motorcars from the Lincoln-Mercury division (see story on page 13).

LATE NEllVS • JW !,ngineering, builders of the Ford GT40 and Mirage, will have 3-liter cars ready for the BOAC 500 April 7 with power supplied by BRM. • British television is still refusing to telecast any races where adver­tising is displayed on competing cars. • Al Unser has a one-race deal with Cotton Owens to drive the no. 6 Charger in the Daytona 500. • Chris Irwin is definitely the second driver on the Honda F/1 team. He will have an all-new Honda, the RA301 by mid-season. • Dick Gilmartin and Bob Sharp Racing have parted ways, reportedly due to a budget cut by Datsun. • Add to firm NASCAR rides, Gordon Johncock in the Smokey Yunick Chevelle, at least for the Daytona 500, Paul Goldsmith in a Plymollth Roadrunner in a deal similar to that of Dare! Dieringer, and Donnie Allison in a Jack Bowsher Ford. • The land speed records from 75 kilometers to 24 hours, set by Smokey Yunick's Camaro late last year were erased by Craig Breed­love with a 304CID AMX on the Goodyear San Angelo test track. Breed­love will re'turn with a lower gear ratio to have at the first 75 kilos. • British-Leyland Motor Corp. will soon debut a sohc 1500cc engine for their sedan series. • Roger Penske will enter a 396 Camaro in the GT class at the Watkins Glen and LeMans international meets. 'e Vic Elford, winner of the Monte Carlo Rally and the Daytona 24-Hour race, is negotiating for a ride in the Daytona 500. • Alfa's new 2.5-liter engine will definitely appear at Sebring. • Much consternation was reported in the Shelby and Wynn's Oil camps when each found that they did not have the exclusive deal they thought they had with drag racer Don Prudhomme. He had both •Wynn's Cammer• and *Shelby's Super Snake• on his car at the Wlnternational Drag RacesFeb. 3-4.

Factory 907s Take 1-2-3;

Titus/Bucknum Mustang 4th By Bill Finefrock Autoweek Editor

DAYTONA BEACH, Fla.,Feb. 4-R u b b i n g it in a little, Porsche b r o u g h t their three winning cars across the finish line side-by-side at the 24 Hours of Daytona.

There was little left of the com­petition as the ·Vic Elforcl/Jochen Neerpasch Porsche 907 averaged more than 106mph to cover in ex­cess of 2500 miles during the FIA championship event.

The second and third place cars were also 907s - the first driven by Jo Siffert, Gerhard Mitter and Hans Herrmann and the second by Joe Buzzetta and Jo Schlesser. The third-place car, a late entry, was the one wrecked by Neerpasch during testing here in December.

Bids by John Wyer•s two 289CID Ford GT40s - fastest qualifiers of the meet - ended when the Jackie Ickx/Brian Redman entry went out with a broken gearbox before the 3-hour mark, while leading the race. The second Wyer car,. with Paul Hawkins and David Hobbs up, re­tired In the small hours of the morn­ing since the crew could not repair a ruptured gas bladder within the mandatory 3-hour limit.

Jerry Titus followed the three Porsches across the finish line to outdistance all the TransAmerican sedan competitors and place fourth overall. The second place Mark Donohue/Bob Johnson/ Craig Fisher Camaro was 64 laps behind the Mus­tang thanks largely to a 2-1/2-hour

.pit stop to replace two heads. The Bill Boye/Billy Yuma Ca­

maro was-third among the six over-2-liter TransAm finishers with 540 laps.

HOWMET CRASHES The big question mark of the race,

the new Howmet turbine prototype,

Two-Liter Cars

In GT Division DAYTONA, Fla., Feb. 4 - Fol­

lowing the pattern of SCCA Trans­American sedan racing, NASCAR today announced the addition of an under-2-liter class In their new Grand Touring di vision.

In addition to overall position money, a special $1500 purse will be added for the under-2-liter win­ner.

NASCAR's GT series opens Mar. 9 at the No. Carolina Motor Speed­way in Rockingham, No. Carolina.

which qualified seventh fastest be­hind the two GT40s and four of the factory Porsches, went out after the throttle stuck on lap 42. The inci­dent sent driver Ed Lowther careen­ing Into the wall at the entrance to the banked portion of the 3.81-mlle course.

Jerry Grant and David Morgan placed a smooth-runrung Sunray DX 196'7 Corvette first in the GT cate­gory after their teammates and early leaders Pete Revson and Don Yenko had a 2-hour pit stop near dawn_to install the entire rear drive as­sembly as a result of losing a wheel.

Grant, particularly elated because he has had a poor finish record, and Morgan completed 586 laps or 2231.66 miles. •

The only finishers of the six sports 50 (Group 4) cars which started was a sick Ferrari 250LM driven by Guillermo Ortega Jr. and Fausto Mereno of Ecuador and John Gunn of Miami, Fla. Finishing eighth overall, the Ferrari com­pleted 592 laps.

The overall winner covered 673 laps or 2565.69 miles to average 106.697mph. Both the second and third place cars completed 659 laps while the Titus/Ron Bucknum Mus­tang was 30 laps in arrears for fourth.

Thirty of the 63 starters saw the checker.

FIVE WINNERS In addition to Elfprd, who was

driving at the finish and Neerpasch, P o r s c h e's director of r a c i n g, Huschke von Hanstein put Siffert, Rolf Stommelen and Hans Herr-

(Continued on page 9)

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The Titus/Bucknum Mustang finished fourth overall and way out in front of the other Trans-American sedans.

More on: (Jack Brady Associates photo)

Porsche Swamps Field (Continued from page 1) mann in the winning car late in the race.

While it appeared that this was a gesture to give the leading factory drivers a chance to drive the win­ning car, van Hanstein asserted that his strategy was to "keep the quick one in front.•

Mitter, Schlesser and Buzzetta were the only factory drivers who did not drive the winning car, and they were busy with their own cars.

All the Porsche factory entries except one 907LM were 2.2-liter, 8-cylinder models. Results of therace will be evaluated, a Porsche spokesman said, and the results w!ll determine the future role of Porsche's 3-liter engine, currently well along in development.

The team at Sebring will be pretty much the same as Daytona, except that Lodovico Scarfiotti will prob­ably be added.

Porsche repeated Ferrari's per­formance in the 1967 Daytona 24 Hours when the Italians took a 1-2-3 victory. The 4-liter Ferrari P4s were slower than the Porsches; the lead Lorenzo Bandini/Chris Amon car averaging 105.688mph. The El­ford/N e e r p a s c h Porsche cover­ed seven more laps than the Fer­raris, although the race record is held by the bigger Ken Miles/Lloyd Ruby Mk 2 Ford, winner of the 1966 event at 108.02mph.

This race marked the first time the FIA's new 3-liter limit on pro­totypes and 5-llter limit on sports 50 cars was in effect.

BAD CRASH The Porsche factory might have

placed at least one more car with the front runners except for a spec� tacular 3-car accident some four hours into the 24-hour contest.

Crossing the banked start/finish line while running in third place, Mitter's 907 lost air in the right rear tire and shot into the wall, flipping and sliding toward turn 1 on its top.

Masten Gregory, following close­ly behind in a Ferrari, said he hit his brakes as hard as he could but went c o m p l e t e l y out of control. G re g o r y jumped out of the car through the area where the wind­shield used to be when the car finally came to rest in turn 1 after t r a v e l i n g end-over-end several times.

A second Porsche was lost when D i e t e r Spoerry's 1991cc 907LM came on the scene. It was thought that oil dropped from Mitter's oil tank caused the other two cars to lose oontrol.

The Malcolm Starr/George Win­tersteen Mustang, which had blown an engine in the area a short time before, got the blame at first, but Mitter said he did not see any oil on the course before he crashed. He did say, h o w e v e r, that the Porsche felt odd at the start/ fin-ish line.

Elford said after the race that he was about five seconds behind

the melee in the winning Porsche. "It was like driving into a fog,• he said, referring to a tremendous cloud of dust.

The Porsches appeared to have a case of rear end hop all during the event. They would yawl to the left on Daytona's banks when braking. Elford said it actually looked worse than it was, although another team driver said the cars •were a hand­ful.'

The demise of the Howmet car was caused by a sticking butterfly valve in the waste. gate (exhaust) system, which controls the speed of the car. Lowther said the valve stuck, a trait it had demonstrated previously.

The car had taken fourth overall briefly from Mitter a half hour be­fore it hit the wall and was retired with a broken right suspension and bent frame.

The valve will be re-engineered prior to Sebring.

The car also suffered from high tu e 1 consumption and occasional flameouts caused by fuel starvation due to lack of an accumulator tank. Dr. Richard Thompson said the tur­bine shut down on him once, but that he used the starter to keep it running after that.

The drivers had to shut the tur­bine off on Daytona's back stretch and coast into the pits so that the interior of the turbine would not bind due to different rates of oon­traction during cooling.

Ironically, the car, turning laps comparable to the Porsches, would have increased by 70hp during the cool 35-degree night. (The unit gains about l hp for every two degrees of ambient temperature drop, Howmet says. - ed.)

The . Ickx/Redman GT40, fastest qualifier at 119.370mph, took the

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The two John Wyer GT40 Fords are at the front of the pack early in the Daytona 24 Hours. The car at right, driven by Jackie Ickx/Brian Redman, was the pole winner. The winning Porsche ls the fifth car back. (Jack Brady Associates photo)

lead from teammates Hawkins and Hobbs on the second lap and held that spot until retiring with gearbox !lls after 67 laps.

Hawkins shot into the pits, and when the crew could find nothing wrong, came sailing out again some 5 seconds from being lapped by Ickx.

When the Ickx/Redman effort was exhausted, this second GT40 held the lead until lap 231 when the Buz­zetta/Schlesser Porsche moved into first during a pit stop.

Hawkins and Hobbs got into the lead again for 16 laps, but lost it to the Siffert/Mitter 907. Thereafter the GT40 ran mostly second and third.

But it was all Porsche's show when at 6:19am the Hawkins/Hobbs Ford pitted with a spilt fuel bladder. The car reappeared briefly at 11:35 am, but was blackflagged as It had been in the pits past the 3-hour limit.

The Marlo Andretti/Luclen Bianchi Alfa T33 goes around one of the Sunray DX Corvettes. Alfa placed the 1.9-liter cars fifth, sixth and seventh overall. (Alice Bixler photo)

At 7am - 16 hours Into the race - Porsche no. 52 driven by Siffert/ Mitter was leading, followed by the B uzzetta/Schlesser car. The even­tual winner was third 15 laps offthe pace. At 9:30am, Herrmann was still leading, followed by Elford/ N eerpasch and Buzzetta/Schlesser

at equal 10-lap intervals. With Siffert working the throttle

by hand, the lead car came in the pits at 11:44 for a 22-minute pit stop to fix the linkage. Siffert was sent out, but told to take it easy for several laps to check the .repair.

He lost 14 laps and the lead to the Elford/Neerpasch car.

ALFA FIFTH Alfa placed their 1.9-liter pro­

totypes fourth, fifth and sixth in

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c a t e g o r y, separated from t h e P o r s c h e s from the fourth-place o v e r a l l Titus/Bucknum Mustang. The first Alfa, driven by UdoSchutz and Nino Vacarella, was 56 laps be­hind the winner.

Marlo Andrettl, who won the Day­tona 500 here last year, shared driving chores in the second Alfa with Lucien Bianchi.

The over-2-llter TransAmerican battle dlsintegr ed "'1/�.n !he sec­

(Contlnued on page 10)

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PAGE 10 COMPETITION PRESS & AUTOWEEK FEB. 24, 1968

More on:

Porsche 1-2-3 (Continued from page 9) ond-placed Penske t:amaro had to make unscheduled pit stops to re­place two heads at 4:35am. The Chevy, with Donohue driving, was the fastest TransAm qualifier.

The second factory Mustang, driv­en by Allan Moffat and Horst Kwech, was retired shortly before 10pm after the left front suspension broke.

Only three Mustangs and three Camaros finished In the big-bore TransAm category.

Taking a clue from the prototype results, Porsche took the first four Do s I t i o n s In the under-2-llter TransAm b a t t l e with the P e t e r r.•ee;g/Sten Axelsson 911 settlne; the pace with a ninth overall. The pair completed 589 laps to finish ahead of the GT-winning Grant/ Morgan Corvette at 586 laps.

Only a sticking transmission both­ered the GT category winner, while most of the other Corvettes had more serious troubles.

The Sunray DX team's principal o p p o s i t i o n was expected from American International's two en­tries, but the team had to replace tour differentials because of leak­Ing s e a 1 s. The Ed Leslie/Dick Guldstrand car (with the whole team sharing driving) limped across the finish line In 29th spot while running on seven cylinders and with a leak­Ing differential.

The tire war got a new, or re­vitalized, combatant. Dunlop had tires on 12-1/2 cars, Goodyear on 27-1/2, Firestone on 20 and Plrelll and Michelin on one each. The Porsche factory cars used Dunlops.

The biggest hand from the spec­tators and the pits alike went to George Waltman, who drove his Morgan solo for 338 laps to become the last finisher In 3oth place.

Aside from the Porsche-Ferrari crash, there were no serious acci­dents. No one was hurt during the

24 hours, although Mitter was a little sore from his upside-down ride. DAYTONA 24-HOURS INTERNATIONAL FIA ROAD RACE, DAYTONA INTERNATIONAL RACEWAY, DAYTONA BEACH, FLA., FEB. 3-4.

1 - Vic Elford/ Jochen Neerpasch/ Jo Sif­fert/Rolf S t o m m e l e n/Hans Herrmann, Porsche 907, 673 laps, 2565.69 miles ln 24.02:47 tor 106.697mph average (1st proto); 2 - Jo Siffert/Gerhard Mitter/Hans Herr­mann, Porsche 907, 659 laps (2nd proto); 3 - Joe Buzzetta/ Jo Schlesser, Porsche 907, 659 laps (3rd proto); 4 - Jerry Titus/ Ronnie Bucknum, Mustang, 629 laps (1st 0 2L TransAm), 5 - Udo Schutz/Nino Vac­carella, Alfa T33, 617 laps (4th prate); 6 -

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911, 589 laps (1st U2L TransAm); 10 -Jerry Grant/David Morgan, Corvette, 586 laps (1st GT); 11 - Bob Stcx:ldard/Lewts

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�a;: iic,!�hue/Bob Johnson/Craig Fisher, Camara, 565 laps (2nd 02L TransAm); 13 - Jim Netter­strom/John Kelly, Porsche 911, 565 laps (3rd U2L TransAm); 14 - Jim McDaniel/

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Beneker, Porsche 911, 545 laps (4th U2L TransAm), 16 - Bill Boye/Billy Yuma, Ca­mara, 540 laps (3rd 02L TransAm); 17 -Joie Chitwood Jr/Buzz Barton, Camaro, 536 laps (4th 02L TransAm); 18 - Jean-Pierre

Hanrlouct/Sylvatn Garant, Porsche 91 lS, 534 laps (2nd GT); 19 - Del Taylor/Bob Pratt/ Bruce Myers, Alta GTA, 533 laps (5th U2L TransAm); 20 - Leo Cella/Gtamptero Bts­caldt, Alfa GTA, 529 laps(6th U2LTran.sAm); 21 - Sam Posey/ Jim Kauffman, Mustang, 523 laps (5th 02L TransAm); 22 - Edward Ross/H. Craig Pelouze, Corvettel 515 laps (3rd GT); 23 - Bob GrossmarvBob Dint, Mustang, 514 laps (6th 02L TransAm); 24 -Mark Konig/Tony Latranchi, Nomad-Ford, 506 laps (8th proto); 25 .. Peter Revson/Don Yenko, Corvette, 496 laps {4th GT); 26 -Fred Opert/Joe Grimaldi, Porsche 911,471 laps (7th U2L TransAm); 27 - Anthony De­Lorenzo/Gerald Thompson, Corvette, 470 laps (5th GT); 28 - John Ryan/Pete Harrison, Porsche 9111 393 laps (8th U2L TransAm); 29 - Dick Guldstrand/Ed Leslie, Corvette, 373 laps, (6th GT); 30 - George Waltman, Morgan, 338 laps (7th GT).

DNF: 31 - Hollander/Kleinpeter/Mum­mery, 350GT, 510 laps, reason unknown;

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The Gregory/Piper Ferrari leads the Schutz/Vaccarella Alfa, the Andrettl/Blanchl Alfa and the Buzzetta/ Schless�r Porsche. The Ferrari was eliminated during a spectacular 3-car crash with Gerhard Mitter and Dieter Spoerry, while one of the cars also hit Bianchi, but he was able to continue after a stop.

32 - Nelson/Hallwood, Ford GT40, 507 laps, reason unknown; 33 - Hawkins/Hobbs, Ford. GT40, 430 laps, ruptured fuel bladder; 34 -Vesty/Plke/Rtdgway, Ferrari 275LM, 264 I�

rear end unstable; 35 - Patrick/ Jor -

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911, 71 laps, crash; 54 - lckx/Redman, Ford GT40, 58 laps, gearbox; 55 - Mlller/ Payne-Herbert/Walton, Porsche Carrera, 46 Laps, bearings; 56 - Kolb/Rodriguez, Dino Ferrari, 45 laps, cracked head; 57 - Rob­son/Rogers/Buchman, XKE coupe, 43 laps, unknown; 58 - Wonder/Cuomo, Ford GT40, 42 laps, lost water hose on pace lap, over­heating; 59 - Heppenstall/Thompson/Low­ther, Howmet Turbine, 34 laps, crash; 60 -Moore/Murphy, Camara, 34 laps, unknown; 61 -Sherk/Diehl, Dart, 20 laps, drive shaft; 62 - Magllolt/Baghettl, Lancia Fulvia, 6 laps, broken rocker arm; 63 - Everett/ Jennings/Balley, Porsche 911, broke rod.

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Tech Inspectors Find Minor Changes In Yunick Camaro By Mike Gremaud C ontributing Editor

DAYTONA BEACH, Fla., Feb. 3 -Contrary to popular and published opinion, Smokey Yunlck's Camaro was never technically legal when Jim Hall tried It out Wednesday.

Yunlck's Camaro, with Chaparral builder Hall and CanAm champion Bruce McLaren as drivers, arrived at the Daytona Speedway for the race and Dave Tallaksen, Chief Stewart of the event, allowed Hall to make some practice laps to check out the car before It was to go through tech Inspection.

George Smith, chairman of the Stewards of the Meeting, said Tal­laksen let the controversial Camaro out on the course merely "as a courtesy."

•Because we knew his (Yunick's) car had failed to pass tech Inspec­tion at Riverside earlier, we felt that, after checking the car's safety equipment, It could make a few laps for testing only,• Smith said.

"The next day, when we saw that nothing was being done to correct the obvious Illegal aspects of the car, we black-flagged It," he added. •we extended the same courtesy of testing equipment to two Corvettes.•

Smith said that the Yunlck Camaro was never legal, but It was safe. "There's a difference between being legal and being safe, and we let It onto the track after we made sure the car was safe.

"But It never passed tech Inspec­tion, contrary to published opinion,• Smith said.

•As a result Smokey protested the decision of the Chief Steward, but the Stewards of the Meeting threw out the protest because the car had not passed tech," Smith said.

Jim Patterson, SCCA's Deputy Competition D i r e c t o r, said the Yunlck Camaro that showed up was most probably the same one Yunlck took to RI verslde for Lloyd Ruby to drive. The car wasn't allowed to compete because of Its Illegality there.

'The major things about Smokey's

car that we could not allow were concerned primarily with the sus­pension and bodywork,• Patterson said.

"He had lowered the front sus­pension, cutting out the top of the A-frame, modified the rear deck lid, fender wells, and streamlined the belly pan.• Patterson said Yunick also added radiator shrouding and streamlined the grille, taking out the headlight operating mechanisms.

The rear spoiler· was smoothed down into the deck lid, which Is not the way the car was homologated, Patterson said. "Penske's cir shows the way It should be done, with a three-quarters of an inch space be­tween the spoiler and the deck lid.•

Apparently Yunlck also smoothed out the fender wells and the belly pan with a heavy filler that could not be allowed.

"There was also a great deal of welding that was not legal," Smith added. "From what we could see, the rollcage was welded to the body and the body was then welded to the frame of the car.•

Yunlck was handed a list of things wrong with his car, but wouldn •t show the list to anybody. Patterson said: "Floyd Stone and 1 checked the car he brought to Riverside and we checked this one. It looked like the same car.•

�'ollowlng the RI v er s I d e race Yunlck made adjustments on the Camara, "but none of them amount­ed to much and we still could not let the car run in this race," Pat­terson said.

As If the Yunlck Camaro racing innovations were not enough, there were several minor reasons why the car could not race. "He re­fused to put the right kind of num­bers on the car, n Patterson said. "Rules call for black numbers on white background, and he had gold numbers on a black background.•

The now-famed Yunlck approach to Trans-American Sedan Cham­pionship racing cannot be approved by the SCCA as things stand now. But the car may be all right for NASCAR's GT series, although that remains to be seen.

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Penske Crew Give Boss Good Nfokname By Mike Gremaucl C ontributing Editor

DAYTONA BEACH, Fla., Feb. 2 - About the time that everything appeared to be over for the day, Roger Penske began to live up to his secret nickname - •The Ille­able Slave Driver.•

Penske has a reputation of getting the most out of his crew, making them happy and more efficient at the same time. And today was no , exception.

•We'll practice our fl r ·s t pit stop,• Penske said, while driv­ers Mark Donohue and Craig Fish­er looked on. Holding a stop watch, Penske sat on the pit wall while his crew "added 30 gallons of gas, checked the oil and cleaned the windshield."

Our stopwatches showed 22 sec­onds, but Penske only said, •You look like you're asleep. Let's do it again.•

Donohue looked on and only said what Penske had. told him a day earlier: •we didn't come down here to wear our good clothes.

"You know,• Mark said, as the crew got the time down to around 20 seconds on the second try, •you never know the meaning of work until you're with Roger."

Satisfied with the second effort, Penske had his crew try It again. The watches showed 16 seconds, but Penske said, "Twenty seconds. Let's change the tires on the right side, add gas and check the oil."

Signals set, the Penske crew went to It. But apparently not to Penske's liking.

John Wanderer, the Holman-Moo­dy engineer who was In charge of the Honker CanAm project, walked over and watched the Penske team at work. When one member of Pen­ske's crew had difficulty In getting the jack over the pit wall and under the sleek blue Sunoco Camaro, Wan­derer stepped In and offered a bit of friendly advice to Penske.

•rt would be faster,• the Fordexpert said, "if he would pick up the jack, hop over the pit wall and run over to the other side of the car.•

With that in mind, they tried It again and got the time down to a little over a minute. But the right front wheel did not go on as easily as Penske would have lllced.

ROGER PENSKE After Penske tried graphite on the

wheel, Wanderer offered another suggestion, which was taken and used.

Pit stop methods began getting better for the Penske Camaro crew, thanks to some friendly advice from a FoMoCo man. But Penske wasn't happy yet.

Again and again they practiced their pit stops, and the times got Io we r and lower. Finally, when everything met with Penske's sat­isfaction, the crew packed up and went back to the garage, for more work.

"See/' Donohue said, "you don't know the meaning of work until you've been with Roger.•

Howmet Planned Numerous Stops

DAYTONA BEACH, Fla., Feb. 3 - The Howmet TX turbine could have set some sort of fuel consump­tion record, If It had not been forced out of the race due to anaccident during the second hour.

Ray Heppenstall, chief engineer on the Howmet experimental car, said that they had planned at least 23 pit stops during the 24-hour race.

''We were using more fuel than we expected, and had planned 23 pit stops for fuel changes, until the accident," Heppenstall said.

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Howmet Nearly Sidelined At Daytona Race

COMPETITION PRESS & AUTOWEEK PAGE 11

DAYTONA BEACH, Fla., Feb. - As unique as the Howmet TX turbine car is, there's one charac­teristic about the car that nearly sidelined the whole project here.

During practice on Wednesday, the engine came apart, and the team's number two car was pressed into service.

"What makes it so unique for us, Is that we do not have the facilities to change engines here !lice the other cars do,• said Ray Heppen­stall, chief engineer on the Howmet racing program.

"The engine grows about 60-thou­sandths when It is running, and this creates a problem with our engine mounts," he said. "There are four mounts which have been designed to move on various , planes when the engine grows.•

At the front of the engine there Is a blpod mount, which Is solid and can move on vertical and lat­eral planes. At the left rear of the engine there Is a solid tripod mount, which can only move on a lateral plane. And at the right rear of the engine there Is a monopod mount which moves only on a vertical plane.

The Howmet turbine was running well up In the pack when a butterfly valve on Its waste gate system stuck shut, sending the car Into the wall at turn 6, the same place the Chaparral crashed at last year's Daytona 24-hour race. (M. Garapedlan photo)

The problem lies In the engine Installation. In order to accurately align the engine with the mounts, Heppenstall said an exotic device Is needed.

•When we lost the engine on our top car, there were two choices -

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"I had no alternative but to use the backup car,• he added, •and besides It proved to be lighter.•

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