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The ANDIAL 935-L 'Moby Dick' www.porscheroadandrace.com The ANDIAL 935-L ‘Moby Dick’ Published: 22nd December 2017 By: Martin Raffauf Online version: https://www.porscheroadandrace.com/the-andial-935-l-moby-dick/ Side view of the ANDIAL 935-L ‘Moby Dick’ in the Riverside pit lane 1982 The ANDIAL 935-L ‘Moby Dick’ race car was a one-off creation that raced between 1982-1985. Without any help from the factory, the small team of dedicated professionals at ANDIAL with significant help from Glen Blakely, this 935-L won the Daytona 24 Hours in 1983 and finished second in 1984, with numerous other podium results in its career. Read on to discover more of this amazing race car’s story. In 1980, IMSA introduced the concept of GTP cars in their rules for 1981. These would be www.porscheroadandrace.com ground effect prototype cars with various types of engines. Porsche had long since stopped building any 935s, as they were preparing for the new Group C formula in Europe in 1982 and working on what would become the 956. IMSA and the FIA (ACO) had a large parting of the ways in terms of rules at that time. The Group C formula would be fuel-based, i.e. a specific amount of fuel per race, using a ground effect prototype chassis. IMSA went in the opposite direction, still with a prototype chassis but with no fuel limits of any kind. Various engines were approved with various minimum weights. It could be said that the first ‘IMSA GTP car’ was the Inaltera-Ford that ran at Daytona in 1977 as an FIA invited car. Once IMSA finalised the rules in late 1980, Lola was the first manufacturer to build an IMSA GTP car of any note, and the Lola T600 (Chevrolet power) made its debut at Laguna Seca in 1981 and won the race. Brian Redman would go on to win the 1981 IMSA championship with the Lola T600, although he did accumulate some of the points driving the Garretson prepared Porsche 935s. Porsche teams in the USA were in somewhat of a quandary at that time, as there were no factory cars available that would be competitive in IMSA. IMSA had already announced that the Porsche 956 would not be allowed to run, as the design placed the driver’s feet ahead of the front axle, which was not allowed in IMSA rules. Porsche was not supporting teams who wanted to put Porsche engines in other chassis at that point in time either (although they would change their minds in 1983). This led to several teams building their own 935 variants to improve on the latest factory built 935-79. The Interscope team of Ted Field bought a Kremer K4, but in early 1982 testing determined that the Lola T600 was quicker, and so the K4 was shelved, never to run. John Fitzpatrick bought a K4, but then spent quite a bit of time and resources, reworking it to improve its performance, and had some success with it in 1982. Reinhold Joest built two replicas of the factory 935-78 car known as Moby Dick. He used the factory plans, but was not given the water- cooled engine and so used the normal 935 air cooled version. Gianpiero Moretti bought one of the two Joest Moby Dick replica cars, and raced it with some success www.porscheroadandrace.com in 1981 and 1982 in IMSA. Bob Akin commissioned two cars, one was the L-1 Gaaco car and later the 935-84 tube frame car from FABCAR. John Paul built his own cars, JLP3 and JLP4, which he had some success with in 1981 and 1982 (John Paul Jr winning the IMSA championship in 1982 driving a variety of cars including JLP3, JLP4 and a Lola T600). Dieter Inzenhofer (back to camera), Harald Grohs (left with sunglasses), Arnold Wagner and Alwin Springer (yellow Bosch jacket) are all smiles at Mosport in 1981. Their 1980 built 935 for Howard Meister has just won the Mosport IMSA race. This car was the forerunner of, and would supply some of the parts, for the 935-L in 1982 www.porscheroadandrace.com The 935-L chassis sits on the frame rig, awaiting roll cage and windshield frame fabrication. Note the clamps holding parts in preparation for welding At this point in mid-1981, ANDIAL also decided to build their own 935 variant. ANDIAL was the partnership of Arnold Wagner, Dieter Inzenhofer and Alwin Springer who had opened a private Porsche repair facility in Costa Mesa, California in the early 1970s. This new car would use all the modifications they had come up with for their successful 1981 car for Howard Meister, also adding a few more. The concept as Alwin Springer explains it, was “A 935 with ANDIAL modifications, with the Moby Dick car in the back of our minds.” www.porscheroadandrace.com Glen Blakely at work on the 935-L chassis at the ANDIAL workshop in 1981 The major difference from some of the others, was that ANDIAL had to finance this project in house, and it was a tall order for them. Also, they built this car themselves with no assistance from the factory (contrary to popular opinion), as they did not get the drawings and plans like Joest had. The goal was to be ready for the 1982 IMSA Riverside 6-Hour race in April. Fabrication expert, Glen Blakely, was brought on board and he started the chassis construction in the second half of 1981. This car would be constructed out of steel tube (not Uni-body or aluminium tube). Howard Meister consented to allow the use of parts from his 1981 car, as the running gear would be all Porsche 935, which helped with the budget, somewhat. www.porscheroadandrace.com Rear fender fitting at the ANDIAL shop www.porscheroadandrace.com Rear body work being fitted at the ANDIAL shop. This was a huge job, as this car was not built from any factory plans, it was all developed in house at ANDIAL At this point, the IMSA rules for the GTX class, which included the Porsche 935, were quite lax. Gone were the days of adherence to strict FIA Group 5 (homologation) rules. IMSA realised that an FIA Group 5 car would not be competitive with the new GTP cars. Hence, the rules were quite open as to what could be done. www.porscheroadandrace.com Front nose fitting and fabrication at ANDIAL www.porscheroadandrace.com Chassis sits in the workshop at ANDIAL with rear tail fitted Alwin Springer relates some of the improvements and modifications incorporated to build a better and faster 935: 1) Move the intercooler to the middle of the car, right behind the driver, improving weight distribution 2) Run the intercooler cooling ducts through the top of the doors, thereby shortening the air travel, improving efficiency 3) Move the turbos and waste gates to the side of the car, instead of in the middle, improving weight distribution www.porscheroadandrace.com 4) Rework the engine mounting system, so that the engine could easily slide in and out of the car without having to lift the whole car up, improving maintenance efficiency 5) Development of a turbo ‘after burner’ system to reduce turbo lag, which improved drivability in traffic and coming off corners. The system used a custom built electronic unit and injector nozzles, to keep the turbo RPM up when the driver let off the throttle. This then allowed better acceleration from a reduction in turbo lag. While the system was rudimentary by today’s standards, it worked The rear view of the car at Riverside. Note the placement of the turbos to the side, and the ANDIAL designed engine mount system made for easy engine changes www.porscheroadandrace.com The 935-L sits at Riverside with rear deck installed, April 1982 www.porscheroadandrace.com Dieter Inzenhofer, Harald Grohs and Alwin Springer with the brand-new car at Riverside in April 1982 1982 Season www.porscheroadandrace.com Showing intricate fabrication of the steering and pedal assemblies to the base steel frame chassis in the workshop. Glen Blakely did most of the fabrication work. He was an amazing fabricator, and had a history in drag racing prior to sports cars Construction went well, and ten days prior to Riverside in 1982 they took the car to Willow Springs Raceway in California for a test prior to the race. Rolf Stommelen was brought over to test the car. Everyone was excited, and expected this would just be a formality confirming how good the car was. After a few laps, Rolf came in, and told everyone the car was impossible to drive quickly, as the chassis was flexing. That was not what they wanted to hear! But based on ANDIAL’s trust of Stommelen as a driver and his feedback from the 1981 season, they packed everything up and returned to the shop in Costa Mesa. The car was immediately stripped to the bare chassis. Their long-time friend Drino Miller, who built off- road chassis for the Baja (Mexico) races was summoned to consult. He brought along his friend, Ted Mangeles, an engineer, to look at the car. Their quick analysis called for some www.porscheroadandrace.com additional large ½” wall thickness steel tubes to be welded into the chassis front and rear. Although Glen Blakely didn’t think this would solve anything, they did it, as no-one had any alternative solutions. Rear three-quarter view of the 935-L in the Riverside pit lane 1982 www.porscheroadandrace.com The great fabricator, Glen Blakely, who did a lot of the chassis build on this car, stands by it in the Riverside pit lane 1982 It took some day and night shifts to modify the chassis and re-assemble the car, and they arrived at Riverside on time, but untested after the modifications.
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