All encompasing! From the no rules Can-Am period to the thundering Historic Trans-Am muscle cars, open-wheeled historic Formula One and F5000 racers, and the fiberglass racing 'specials' sports cars.
Corvette's 70th Anniversary
The Rolex Monterey Motorsports Reunion celebrated the Corvette's rich history with a curated display of some of the most instrumental cars from its past. 'We are excited to be sharing the legacy, history and heritage of Corvette at this year's Rolex Monterey Motorsports Reunion,' says John Narigi, president and general manager of WeatherTech Raceway Laguna Seca. 'Kids across many generations have dreamt of owning or riding in a Corvette in their lifetime. We welcome Corvette's return with their enthusiasm to Monterey and sharing their history, along with Corvette's future.'
The Corvette prototype was unveiled at the Waldorf Astoria General Motors Motorama on January 14, 1953, and became one of the few concept cars to evolve into a production model. Over the past seven decades, it continues to set the standard for American technology in a world-class sports car.
The Corvette's racing career began in 1956 curated under the watchful eye of Chevrolet engineer, later coined the 'Father of the Corvette,' Zora Arkus-Duntov. By 1956, the Corvette had captured the Sports Car Club of America's C-Production national championship with Dr. Dick Thompson 'the racing dentist' behind the wheel. This success inspired many others to follow suit, including Bob Bondurant, Dick Guldstrand, John Fitch, John Greenwood, Alan Barker, Dale Earnhardt, Sr., Dale Earnhardt, Jr., and Oliver Gavin, many who achieved victories with the Corvette in national and international competition.
Corvettes were fielded in many of the racing groups, including Historic Trans Am, SCCA Production (Large Displacement 1955-1967), GTO / Trans-AM, and Group 6 (FIA, IMSA, GT, GTX, AAGT, GTU / 1972 to 1981), demonstrating their performance on the very technical and demanding Laguna Seca race course.
A special 'infield' displayed was a true celebration of the Corvette's multi-faceted past, from historically significant race cars to mid-engine concepts.
Led by Zora Arkus-Duntov, CERV I was initially pitched as a platform to develop and refine Chevrolet body, chassis and suspension systems. An open-wheeled vehicle with a single seat, the fiberglass body weighed only 80 pounds. As an engineering tool, it served as an essential link between the 1957 Corvette SS, Chevrolet's last pre-ban factory-built race car, and the new production 1963 Corvette Sting Ray. CERV I proved key to the development and refinement of the latter's independent rear suspension.
Five years after their first single-seat, open-wheel CERV (Chevrolet Experimental Racing Vehicle), Zora Arkus-Duntov and his team designed CERV II, a mid-engine, four-wheel-drive Le Mans-type 'prototype' racer. Their intent was a Corvette race car to take on Ford's GT40, Ferrari and the rest in Le Mans-type endurance racing, and 4WD would offer a major advantage.
Ultimately, the program stalled when Chevrolet's leadership abandoned its plans to compete at LeMans in 1964. It was never shown publicly during its active life but was used as a low-profile engineering research tool for many years. In 1969, CERV II was fitted with Chevrolet's aluminum block 427 cubic-inch V8 engine. This engine, which was available to the public as Regular Production Option (RPO) ZL1, was conservatively advertised as delivering more than 560 horsepower.
The Corvette CERV III was a final and valiant attempt to put a mid-engined Corvette coupe into production. The Corvette Indy Concept, introduced just a few years before, had also been a mid-engine design. The Corvette Indy Concept was basically a rolling showpiece, but the CERV III was designed as an engineering test bed that GM dubbed a '200 mph safety machine.' This super-performance sports car had all-wheel drive and all-wheel steering which aided it to compensate for such negative influences on the vehicle as cross-winds, irregular road surfaces, and uneven traction conditions. It could automatically compensate for slippery surfaces, wet or dry.
Along with technological innovations, the CERV III was a performance machine. Introduced at the 1990 Detroit North American International Auto Show, it was bodied in carbon fiber, Nomex and Kevlar, reinforced with aluminum honeycomb. Combined, these elements formed a one-piece composite unit with a very low drag coefficient of 0.277 Cd. It previewed the roof shape and some other styling elements of what would eventually become the fifth-generation (C5) Corvette.
This Chevrolet Corvette 'SS' is an experimental magnesium-bodied car and set a new lap record at Sebring, Florida, in 1957. It has served as the forerunner of many Corvette sports/racing models. Zora Arkus-Duntov, engineer-designer of the car, presented it to the Indianapolis Motor Speedway on May 29, 1967, during the drivers' meeting prior to the 51st Indy 500-mile race, which was paced by a Chevrolet Camaro.
The Corvette Stingray Racer began life as a challenge from William L. 'Bill' Mitchell who tasked a group of young designers to develop a revolutionary theme for an all-new Corvette. Research B Studio consisted of chief designer Bob Veryzer and his team of Peter Brock, Gene Garfinkle, Chuck Pohimann and Norm Neumann.
Two full-size models were created: a coupe based on a theme by Brock and a roadster variant done by Pohlmann. Final design for these cars was by a team led by Larry Shinoda and Tony Lapine working in a secret studio.
Billed as a car 'built to test handling ease and performance,' Mitchell arranged to race the car quite extensively. In the hands of Dr. Dick Thompson, it made its debut at Maryland's Marlboro Raceway on April 18, 1959, finishing in fourth place. It went on to win an SCCA National Championship in 1960.
The Stingray was then retired from racing and modified by Mitchell. A passenger seat was added, among other things, and it was exhibited as an experimental show car even while Mitchell regularly drove it personally on weekends.
The Stingray's body design strongly influenced the styling of the next-generation Corvette (1963). It also was a test bed for many technical developments with a four-speed manual transmission, extensive use of aluminum, and a de Dion rear suspension.
Developed for the FIA series to defeat Shelby's Cobras, the Grand Sports were fully custom sports prototype racers. With 500 horsepower and weighing only 2,000 pounds, the Grand Sport used all lightweight parts, four-wheel disc brakes, and fully independent suspension. They had great success against the Cobras at Road America, Nassau, and Sebring.
The example on display at Laguna Seca has been maintained in its original livery from the famous 1964 Sebring 12 Hour race driven by A.J. Foyt. With only three owners in the past 50 years, #003 is considered highly original.
The 1973 Chevrolet Aerovette Concept Coupe was a mid-engine concept that began life as a showcase for the GM Rotary Combustion Engine (GMRC) and built on a chassis constructed by Zora Arkus-Duntov's team at the Chevrolet Engineering Center. GM Design Vice President Bill Mitchell instructed Henry Haga and his assistant Jerry Palmer to design a sports car body with a teardrop shape that recalled the sleek lines and tapered tails of the 1930s Mercedes-Benz record-breaking race cars.
The car debuted at the Paris Automobile Show in October 1973 as the Corvette 4-Rotor alongside its two-rotor sibling. It featured sterling silver paint, silver leather interior, a digital display, and bi-fold doors. It was powered by an experimental version of the GRMC, developing 350 hp.
Corvettes at Laguna Seca
Both on and off the track, the Corvette legacy was well represented. They were admired for their technological prowess, mechanical sophistication, timeless beauty, and racing successes.
Rolling Bones
The Rolling Bones is a nomadic band of automotive enthusiasts who made a 3,000-mile, five-day drive across the United States for their inaugural visit to this year's Rolex Monterey Motorsports Reunion. The Rolling Bones Hot Rod Shop, located in Greenfield Center, New York, has meticulously built more than 20 unique cars for customers from New York to California.
'The Rolling Bones Hot Rods are probably the coolest cars on the highway today, and so are the people that own them. We have a real dedicated group who travel together, race together and hang out together. Crisscrossing the United States in these cars is not uncommon for the Rolling Bones gang. Some of the cars have gone back and forth a dozen times or more. We are really excited to bring the cars to Monterey for all the speed lovers to see them,' says Tom McIntyre, an early Rolling Bones customer and a longtime Rolex Reunion participant in the historic Trans-Am class.
'We don't trailer our cars, we drive them and enjoy them,' added McIntyre. 'Sure, one of us may get a ticket from time to time, but most everyone who sees us coming will grin with enjoyment. That's what makes the Rolling Bones a fun-loving and eclectic group.'
FIA Manufacturers Championship
The FIA Manufacturers Championship group(a.k.a. the World Sportscar Championship), was a world series operated by the Federation International de l'Automobile (FIA) from 1953 to 1992. From small events in Europe and North America with gentleman drivers on the grid, the series evolved into a professional racing series where the world's largest automakers spent millions of dollars per year to beat their rivals. Many agree that the decade spanning 1961 to 1971 was the golden age of sports car racing.
One of the cars that contested this year's FIA group was a 1969 Ferrari 312P Berlinetta (one of three built) that was brought 'across the pond' from Zurih, Switzerland. It was a two-time entry in the 24 Hours of Le Mans with Chris Amon and Peter Schetty driving in 1969. Fiat acquired a 50 percent stake in Ferrari a week later, and Enzo Ferrari abandoned the 312P program and this car was sold to Ferrari's U.S. distributor Luigi Chinetti for his North American Racing Team. Mike Parkes and Sam Posey drove the 312P to a first-in-class and fourth-overall finish in the 24 Hours of Daytona. Four months later, Tony Adamowicz and Chuck Parsons shared driving duties in the 1970 24 Hours of Le Mans where it completed 281 laps, but wasn't officially classified due to insufficient distance covered.
The 1961 Ferrari 250 GT SWB (chassis number 2701) was a Scuderia Ferrari team car from the 1961 season. A total of 18 were built, with chassis 2701 and one other being retained by Scuderia Ferrari for team racing. It was severely damaged during testing at Le Mans in 1961 and was returned to Ferrari for rebuilding. While testing, however, it set the fastest-ever lap speed by a short wheelbase car on the French circuit. It was later used as a test and development car for the next series GTO.
This Alfa Romeo TZ (or Tubolare Zagato) was one of approximately 100 FIA GT Group 3 homologation specials that participated in the 1963-1966 championship endurance races including Le Mans.
This 910 (chassis 910-004) was one of eleven entries from the Porsche marque that competed in this year's FIA Manufacturers Championship Group at Laguna Seca. It was a Porsche factory werks car for the 1967 season and placed second in class and fourth overall at Sebring with factory drivers Hans Herrmann and Jo Siffert. Of the original 29 cars, approximately 10 remain worldwide, with only a few still being raced.
Ragtime Racers
It has been said that the need for speed began when the second automobile was built. The Rolex Monterey Motorsports Reunion celebrates this genesis with a lively interactive exhibit of pre-1920 racers that helped cement motorsports' place in history. Proving they are not static displays, the Ragtime Racers of antique race cars ran daily race exhibitions to show fans these old cars are not for show but can still come alive to tackle the hills of Laguna Seca.
This car is owned and driven by Charles D. Test, the great-grandson of the Founder and president of the National Car Company - Charles E. Test. This 1911 National is an accurate example of the privately entered 'stock cars' of the early days of racing. Essentially stripped-down production cars, Nationals were at a big advantage in racing due to their reliability and powerful large engines.
The Isotta Fraschini Tipo IM was advanced for its time with its overhead cam four valves per cylinder engine, and most importantly, as the first car ever to be equipped with four-wheel brakes. This Tipo IM, one of only two in existence, was part of a team of racing cars that participated in the Indianapolis 500 in 1913 and 1914. It was driven by legendary American Racing Driver Teddy Tetzlaff.
The 1916 Hudson Series H Super Six that took on the hilly Laguna Seca raceway was a painstakingly restored example built to the exact same specifications as the original car. Unfortunately, the Ralph Mulford 'Super Six' Hudson race car no longer exists.
Hudson had been building cars since 1909, but in 1916, a revolutionary engine design guaranteed them a prominent place in the record books. That engine was an L-head type with a displacement of 288 cubic-inch, able to produce 77 horsepower at 2,500 RPM. In racing trim, the engine could withstand even higher revs as a result of a new form of balanced crankshaft designed by Hudson engineers.
Ralph Mulford was tasked with driving a stock chassis car with a special fish tail body at Daytona speed trials and set a one-mile record of 35.11 seconds at 102.5 mph. With this encouraging result, they next tried for a 24-hour record at Sheepshead Bay N.Y., where the same car set a record of 1819 miles at an average speed of 75.8 mph, which was faster than any human being had traveled in 24 hours in any form of transportation.
The 1920 Lexington Series S Mile Minute Racer. Lexington participated in the Pikes Peak Hill Climb regularly from 1920 until 1926. In 1920, they won 1st and 2nd place and finished in one or more top three places every year thereafter.
ROLEX Awards
The Rolex Monterey Motorsports Reunion annually recognizes the spirit of competition with extraordinary cars during the prize-giving, and not who finishes first. This year's recipients were:
Peter Giddings Memorial Award – Ivan Zaremba in his 1935 Railton Light Sport Tourer
Ken Miles Award – Nick Grewal for his 1959 Lotus
Phil Remington Award, presented by Ford – Pedro Vela of the REVS Institute
Henry Ford Trophy – Philip Kadoorie in his 1963 Shelby Cobra
Bonhams Award – Alastair Chalmers for his 1975 Chevron
Motul Best of Show – Kevin McKay for his Number 9 Sunoco Penske 1966 Corvette L88
John Fitch Corvette Award – Wally Owens and driver Ron Fellows in the 1987 Profab
Rolex Group Awards – The Rolex Awards are presented to a driver who represents Overall Excellence in each Saturday race.
Group 1: 1955-1967 SCCA Production-Small Displacement – William Lyon in his 1960 Porsche RS60 Spyder
Group 2: 1961-1971 FIA Manufacturers Championship – Remo Lips in the 1969 Ferrari 312P
Group 3: 1927-1955 Grand Prix/Open Wheel Single Seat – Conrad Stevenson for his 1939 Alfa Romeo 6C2500
Group 4: 1981-1991 GTO/Trans Am – Rick Jeffrey in his 1986 Profab Chevrolet Camaro Z28
Group 5: Ragtime Racers Exhibition – Julien Pearl driving his 1911 White Speedster
Group 6: 1972-1981 FIA, IMSA, GT, GTX, AAGT, GTU – Glenn Chiou in his 1971 Datsun 240Z
Group 7: 1966-1974 Can-Am / 1963-1968 USRRC – Chris Springer for his 1972 McLaren M8F
Group 8: 1966-1972 Historic Trans-Am – Jim Hague in the 1970 Ford Mustang Boss 302
Group 9: Formula 5000 – Bruce Leeson in his 1969 McLaren M10B
Group 10: 1955-1967 SCCA Production-Large Displacement – Jeff Abramson for his 1964 Chevrolet Corvette
Group 11: 1966-1985 Historic Formula One – Steve Romak in his 1985 Tyrell 12
Group 12: 1947-1960 Front-Engined Sports Racing and GT – William Rooklidge driving his 1955 Jaguar D-Type
Group 13: 1981-2007 GTP, Group C, DP, WSC, LMP & GT1 through 2009 – Jim Norman in his 1985 March 85-G
Group 14: 1955-1969 Saloon – Allan Thom for his 1965 Alfa Romeo Giulia Ti
The Spirit of Monterey – This award is presented to the driver or entrant who excels in the spirit of the weekend – Ron Erickson driving his 1957 Chevrolet Corvette
Corkscrew Hillclimb & Community Day
This was the second year for the Corkscrew Hillclimb, where a variety of historic race cars, specialty and exhibition cars raced against the clock up to the finish at the Corkscrew. Rather than the 'normal' direction, the racers of the hillclimb 'reverse course,' heading toward the hard right-hander of Turn 11 and proceeding up the winding hill.
The fastest lap of the day went to the former Porsche Werks driver and multiple Le Mans winner Patrick Long in the 1995 Porsche Gunther Werks Turbo. Long clocked a 34.26 run on his first attempt in a car that was rebuilt in just three weeks' time.
The People's Choice proved popular as five cars were selected for the final run up the hill. Not all were the fastest cars, but fans enjoyed them so much they wanted to see them run one last time. The results were:
•34.69 – Chris Locke driving his 1976 Lotus Type 77 Formula One
•35.32 – Patrick Long in the 1995 Porsche Gunther Werks Turbo
•37.56 – Christine Sloss in her 2022 Ferrari SF90 Stradale
•43.43 – Paul Freestone in his 1958 Austin Healey BN4
•53.96 – Brian Antle in the 2017 Curry Pre-Runner
Setting a new Hillclimb record for an electric vehicle went to Thomas Merrill in the 2023 Drako GTE with a time of 37.00.
