This one I've had since 1988, and it's a long story... so let me get my soapbox out!

It started life at a 1976 dry-sumped fiberglass Euro model 308 GTB, serial number 20537, but has evolved way beyond that, of course...

We built the car in 1990/90/91 and had it up, running and in late 1992 we were testing at Road Atlanta for the 1993 season when IMSA changed the rules allowing us to substitute a 3.0 litre 2-valve with 400 hp for a 2.7 litre 4-valve, or a 2.8 litre 4-valve and add 100 pounds.

The 2-valve was almost exactly 400 hp. We though we could get 460-480 out of the 4-valve, with 2.8 liters.

We thought the 2.8 litre 4-valve could be built in 90 days for $50,000. Took over six months and about $100,000 to get the first engine dyno ready! In the interim I signed up with Jim Downing and ended up running Camel light for the full 1993 season.

Had twins in May, 1992, business turned to shit in late 1992, and so I quit racing at Sebring in 1994. My heart and wallet just weren't in it anymore....

In April, 2001, after two years of lobbying, the SCCA agreed to accept the car with its inline engine and Hewland gearbox, if it was converted from slide valve injection to carbs.

A mere $10,000 later it had new manifolds, trick Webers, a conventional ignition, etc...

The SCCA next announced that I had to move the fuel cells from the "original" side-tank location to inside the cockpit, in the passenger's seat area.

Another six months of lobbying and I was able to convince the SCCA that having a fuel cell in the cockpit was insanity!

Well into 2001, but before we could test with the 2-valve with carbs, the SCCA announced a rule change for 2002 allowing butterfly type injection and electronic fuel management in place of the carbs.

$10,000 later the butterfly system was on the engine and we set up and mapped with the new engine management system, another $20,000!

We now had three induction systems for the 2-valve; the IMSA spec slide valve (not legal anywhere); the carbs (now obsolete) and the butterfly valve injection, now on the car.

We also had a new-old-stock un-used 4-valve with 2.8 litres.

The 2-valve engine produced just at 400 hp on the dyno with the slide valve injection in IMSA spec. but produced far less with the butterfly injection since the throttle venturi is limited to a much smaller size than allowed by IMSA. Hp is a modest and non-competitive 327 hp.

But wait, there's more..... in 2001 my now-ex and I started the divorce from hell and guess what got put on hold again!!!

Divorce is now a paingul but distant memory, the 2-vavle engine was done, the fuel cell in the passenger seat problem is a memory, so we were at our first SCCA National on Feb. 25 - 26, 2006

The results were dismal, as the fuel-ignition system would blow a breaker every time I hit 7,800 rpm, an ignition pickup synchronization problem we couldn't fix at the track, but we did start the race.

On March 31st, 2006, my fianc�s daughter was diagnosed with a deadly cancer, had three surgeries, a year of chemo and then months of radiation.

Just as she was finishing her radiation treatment I was diagnosed with prostate cancer

I had prostate cancer surgery 07 May, 2007 so I've basically had to take a few years off from racing.

Now fully recovered, thank you, thank you, thank you God...

But wait, there's more.... while I was down with cancer we petitioned the SCCA to allow us to run an injected 4-valve 3.0 litre, as the BMWs and everyone else run 4-valves...

Lots of drama later that was accepted, so.... my 308 is currently at Carobu Engineering getting it's engine updated to the latest SCCA GT-2 specs, a very over-square spec at a bore of 83.5mm x a stroke of 68.0, giving 2980cc.

My kids race Legend cars with me, so I actually bought a second, (far less sophisticated) 308 SCCA GT-2 car for my kids to drive..

So... that's the story and I'm sticking to it...