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| | View more photos Roadster Chassis Num: 001 |
First V8 powered Genie MK VIII built, owned and raced in 1963 by Dave Ridenour with a BOP Buick Motor. The motor was changed to a Ford unit for 1964. Ridenour was killed in a Sprint Car accident in 1966.
1963: 1st place Colati CA Regions: 1st place Candlestick Park, San Francisco, CA; 4th place Pacific Grand Prix Laguna Seca; 2nd place Pacific Raceway, Kent, WA; 16th place Laguna Seca.
1964: DNF Riverside, CA; 15th place Laguna Seca, 3rd Place Pacific Raceway, Kent Wa; 3rd place, Stockton, CA; 1st place Pacific 200, Westwood Canada.
1965: 3rd place Laguna Seca, CA; Pacific Raceway, Kent, WA; 5th place Riverside drive.
Ridenour died in a Sprint Car accident in 1966. Considered by his peer to be a fierce low budget competitor on the track and a soft spoken good guy off the track.
Joe Huffaker got his start in the automotive business creating racing specials and Formula Juniors, before moving into the competitive and exciting market of large displacement sports racing cars. The Formula Junior market had been a successful venture for Huffaker, but by the early 1960s it had become too competitive, with new makes and models appearing very frequently. Huffaker left the diluted scene, which was becoming plagued by high costs, for something with slightly more cubic capacity.
The first Genie was the MK4; it was designed for the G-Modified category. It had an 1100CC BMC engine, disc brakes, spaceframe chassis, fiberglass body, and an independent suspension setup with coil springs. They had both form and function, with performance that made them competitive and an appearance that was similar to other sports-racers of the day, such as the Cooper Monacos.
The second version of the Genie was the MK5 which was large enough to except a bigger Coventry-Climax FWA, Corvair, or Alfa Romeo engine. Many of these were used in G-Modified competition with much success; Harry Banta won the SCCA West Coast Amateur Championship in a MKV. Specifications varied as an assortment of setups and configurations were used.
The final iteration of the small-displacement Genies was the MK11 created in 1965. Only one example was ever built. It featured a Hewland gearbox, OSCA engine, and a fiberglass body over a space frame chassis.
The USRRC Series was growing in popularity attracting drivers, sponsors, and of course builders. For this series, Huffaker built the Genie MK8 with enough clearance to house a variety of V8 engines, including Ford, Oldsmobile, Buick, and Pontiac. The chassis was a space frame setup with the suspension similar in design to the MK5 but tuned to accept the additional weight and power of the engine. Disc brakes and Dunlop magnesium calipers were placed at all four corners in hopes of keeping the car in the drivers control. The design of the fiberglass bodies were similar to the prior Genie cars, which meant they too had form and function.
The MK8's were sold as both a kit and turn-key setup, with an estimated eight being fully-built racers.
One of the big issues with the V8 power was how to get it to the rear wheels without twisting, tearing, and braking the drivetrain. A suitable solution was found with a setup similar to the ones used by the Shelby King Cobras. The problem re-appeared when work began on the MK10 which featured heavier and more powerful Chevrolet engines.
The MK10 was basically an stronger version of the MK8. It had bigger brakes, stronger chassis that was completely new, wider tires, open rear fenders, beefed up suspension, and an increased front and rear track.
Some of the MK8's were upgraded to this specification; some MK10's left the factory in kit form; and only a few, around 2, left as new and complete vehicles. The cost of owning a new MK10 in 1965 was around $9,500.
The Genie MK10s were competitive, winning a few races, and providing some competition for the very fast Chaparrals. The beginning of the following season went well for the Genie's, but after a few races the McLaren's and Lola's had matured and were tough to beat.
The first Genie was the MK4; it was designed for the G-Modified category. It had an 1100CC BMC engine, disc brakes, spaceframe chassis, fiberglass body, and an independent suspension setup with coil springs. They had both form and function, with performance that made them competitive and an appearance that was similar to other sports-racers of the day, such as the Cooper Monacos.
The second version of the Genie was the MK5 which was large enough to except a bigger Coventry-Climax FWA, Corvair, or Alfa Romeo engine. Many of these were used in G-Modified competition with much success; Harry Banta won the SCCA West Coast Amateur Championship in a MKV. Specifications varied as an assortment of setups and configurations were used.
The final iteration of the small-displacement Genies was the MK11 created in 1965. Only one example was ever built. It featured a Hewland gearbox, OSCA engine, and a fiberglass body over a space frame chassis.
The USRRC Series was growing in popularity attracting drivers, sponsors, and of course builders. For this series, Huffaker built the Genie MK8 with enough clearance to house a variety of V8 engines, including Ford, Oldsmobile, Buick, and Pontiac. The chassis was a space frame setup with the suspension similar in design to the MK5 but tuned to accept the additional weight and power of the engine. Disc brakes and Dunlop magnesium calipers were placed at all four corners in hopes of keeping the car in the drivers control. The design of the fiberglass bodies were similar to the prior Genie cars, which meant they too had form and function.
The MK8's were sold as both a kit and turn-key setup, with an estimated eight being fully-built racers.
One of the big issues with the V8 power was how to get it to the rear wheels without twisting, tearing, and braking the drivetrain. A suitable solution was found with a setup similar to the ones used by the Shelby King Cobras. The problem re-appeared when work began on the MK10 which featured heavier and more powerful Chevrolet engines.
The MK10 was basically an stronger version of the MK8. It had bigger brakes, stronger chassis that was completely new, wider tires, open rear fenders, beefed up suspension, and an increased front and rear track.
Some of the MK8's were upgraded to this specification; some MK10's left the factory in kit form; and only a few, around 2, left as new and complete vehicles. The cost of owning a new MK10 in 1965 was around $9,500.
The Genie MK10s were competitive, winning a few races, and providing some competition for the very fast Chaparrals. The beginning of the following season went well for the Genie's, but after a few races the McLaren's and Lola's had matured and were tough to beat.
| Photos grouped by event | |
|
Monterey Historic Automobile Races at Laguna Seca |
 Zippo U.S. Vintage Grand Prix at Watkins Glen |
1963 Genie Mark VIII |
|
| Year | 1963 |
| Make | Huffaker |
| Model | Mark VIII |
| Body Style | Roadster |
| Tuner | Genie |
| Engine Location | Rear |
| Drive Type | Rear Wheel |
| Body / Chassis | Fiberglass |
| Production Years for Series | 1963 - 1964 |
| Weight | 1645 lbs | 746.2 kg |
| Combined MPG | 0.00 |
| Chassis / Engine Numbers Shown | |
| Chassis Number | 001 |
| Engine | |
| Engine Builder | Ford |
| Engine Configuration | V |
| Cylinders | 8 |
| Engine | Ford 6010M |
| Aspiration/Induction | Normal |
| Horsepower | 425.00 HP (312.8 KW) @ 6500.00 RPM |
| HP to Weight Ratio | 3.9 LB / HP (Vehicles with similar ratio) |
| Fuel Type | Gasoline - Petrol |
| Vehicles with similar horsepower and weight | |
| Standard Transmission | |
| Transmission | Manual |
| Hewland | |
| View more photographs |
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| Other models by Huffaker |
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| Articles and Event Coverage |
| Monterey Historic Automobile Races at Laguna Seca |
| Zippo U.S. Vintage Grand Prix at Watkins Glen |
| Additional Resources and Links |
| Watkins Glen US Vintage Grand Prix Official Website |
| Monterey Historics at Laguna Seca Official Website |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com