CONTACT: Rick Foltz Gene Mason Racing 74 Maple Street FOR IMMEDIATE RELEASE Stoneham, Mass. Skip Barber is the biggest threat to the Hogan Racing domina• tion of the L&M Continental Series. Skip is the number-one driver for the Gene Mason Racing Team. He will be piloting the radically changed March 711. The new car has been completely re-engineered from chassis design to cooling system by the capable engineers at the Gene Mason shop located in Stoneham, Massachusetts. Skip is the type of driver everyone respects, and is consid• ered by many to be one of the best single-seat drivers in North America. He has a determined and confident attitude about himself and the people he works with. It is this strong character, coupled with a keen mental awareness, that first excelled Skip through Har• vard University, and then, to many individual achievements in amateur racing. In 196 7 Skip placed higher than any other independent in the Can-Am series standings. He won the National Championship for Formula Ford in 1969. The Formula B championship was added to his credit in 1970 as well as successfully defending his Formula Ford title. Starting at the back of the field in the Formula Ford race, he outdrove the eighteen best drivers in the country to become the only National Champion in two classes that year. In 1971 Skip cam• paigned Gene Mason's March in the Grand Prix Circuit. This year the L&M Continental Championship is their goal. GENE MASON^ OWNER The tall handsome fellow you see in the pits holding Skip Barber's lap board is Gene Mason, the formidable Philadelphia attorney. Gene is a partner in Stassen Kostos and Mason, the well known firm that handles corporate finance, mergers, and acquisitions in the International and domestic business world. Gene first entered racing in 1968 when he received his National SCCA license. In 1969, Gene assiamed the immense respon• sibility of promoting the Tecno formula cars. Tecno had never sold cars in this country, but Gene Mason soon made their name synonymous with winning. He sponsored Bill Rutan in a FC Tecno in 1969, and Bill went on to win the National Championship. Skip Barber drove the Tecno FB car to the National Championship in 19 70 with Gene taking 3rd in the Northeast Divisions FB class. In 1971, Gene finished 2nd in the Southeast's FB class and entered his factory backed March 711 in four Grand Prix with Barber at the helm. This year the L&M Continental series is where Gene Mason will leave his mark. His super competitive attitude has already been felt by the best teams in this great series. With such rapid success one wonders what will be in store for Gene Mason in the future. He will most certainly continue his winning ways in SCCA pro events and don't be ^surprised if you see the Mason crew at the Indy 500 next year. Gene Mason is very serious about racing, particularly winning. DAVID B. REILLY, CHIEF DESIGNER Dave Reilly came almost accidentally into racing, and uncovered a talent that today makes him one of the most sought-after competition experts in the Northeast. Dave was responsible for the preparation of Bob Sharp's Datsuns from 1966 to 1971. During his five years with Bob Sharp, Reilly's cars garnered an unprecedented series of victories, culminating in the American Road Race of Champions. In 1970 his 240Z, in its first season of competition against the British Leyland- backed team of Triumphs led by Bob Tullius, was a winner the first time out, while the SRL 311 he'd prepared the previous season took six victories in a row. In 1971 Dave established his own company near his home in Ridgefield, Connecticut. His new business has already become a magnet for drivers seeking a fine competitive edge for their cars. This season Dave has taken on the duties of team manager and chief designer for Gene Mason Racing. In a very short period of time Dave has coordinated the team effort and produced one of the most competitive cars in the L&M Continental series. His unprece• dented knowledge of cam design and suspension modifications, along with his friendly and cheerful attitude toward his staff, are a definite asset to Gene Mason. DOUG GARNER, CHASSIS DESIGNER Twenty-eight-year-old Doug Garner is the man responsible for the design and maintenance of the March 711. They call him "Mr. Super Tweak," but whatever his name, he's the man who builds competitive cars. Doug worked in research and development for Lotus from 1965 to 1967 when he took over the engine shop for Team Lotus. In 1968 he helped build the Indy turbine car for Graham Hill. In 1969 Doug built the FWD Ford Indy cars for Hill and Mario Andretti. He was Graham Hill's chief mechanic at Indy that year. The World Champ• ionship came to Team Lotus in 1970 thanks to Doug's efforts and superlative driving by the late Jochen Rindt and Emerson Fittipaldi. Doug took the number-three car to the United States Grand Prix, gave it one of his super tweaks, and Fittipaldi drove home to victory. Doug joined Gene Mason Racing late in 1971 and prepared the March for the German, Dutch, Canadian and U.S. Grand Prix. He enjoys the L&M Continental series immensely, and appreciates the competitive spirit. TERRY SECKER, ENGINE BUILDER Terry has been involved with cars since starting his apprentice• ship at age fifteen. He took over the duties as head of the engine shop for Alexander Engineering in 1960. In the Haddenham, England shop Terry developed the finest engine speed equipment available in England. He came to the United States in 1963 with Peter Sachs to build his Lotus 23. Terry stayed with Sachs until 1965 when he joined Skip Barber on a similar venture. He built both the Formula Ford engines and the Formula B engine that carried Skip to his National Championships in 1969 and 1970. He joined Gene Mason late in 1969 and builds all of the engines for the L&M Continental series. Terry runs one of those shops where you can lie down on a work bench with• out worrying about getting dirty. ALLEN COSTA, PARTS MANAGER Allen is the newest member of the Gene Mason crew. He's a Southern Illinois University graduate who will have to be reckoned with on the race track in the near future. Until that time he handles the basic logistics of the Gene Mason Team and makes sure all of the right parts are in stock and at the track for emergency use. Allen is the person you meet on the airplane on his way to get a new engine. SPECIFICATIONS GENE MASON MARCH 711 ENGINE Type DFV Cosworth Ford, 3 liters (182.64 cid) Performance 430 bhp at 10,000 rpm Torque 245 ft/lb at 8,500 rpm Fuel injection Lucas Ignition Transistor with rev-limiting device Spark plugs Champion TRANSMISSION Gearbox Hewland FG 400 utilizing a Cosworth dual-plate clutch FRAME-SUSPENSION Chassis March 711-5 monocoque Bodywork Aluminum and fiberglass Suspension Double A-arm with cast magnesium uprights front and rear. Inboard front springs and shocks by Koni, outboard in rear. Brakes Ventilated disc, IOJ5 inches by Girling. Inboard on back, outboard in the front. Wheel rims Cast magnesium, 13" dia by 11" wide up front; 13" dia by 16" wide in the rear Tires Goodyear Fuel cell Foam-filled, 26 gal capacity DIMENSIONS Wheelbase 100 inches Length overall 162 inches Width overall 79 inches Weight 12 35 pounds Height 41% inches to top of air scoop for injectors Track 62% inches front and rear GENE MASON RACING FOR IMMEDIATE RELEASE Edmonton was the first race for the Gene Mason "Red Rocket." "It was a shake-down and testing week-end for us. We really wanted to iron out some suspension problems under race conditions," said Mason. The team left Edmonton with a fifth place finish over-all and the confidence that they could win it all at Watkins Glen. The Glen was an interesting week-end. Skip blew the good engine in practice and the new engine was still in transit from England. The old practice special was installed for qualifying and Skip managed to turn the sixth fastest time with an engine as tired and unprepared as Martha Mitchell. The first heat brought the spectators to their feet when Skip turned the fastest lap of the day to capture the "Ballantine Trophy" and finish second, a mere .238 seconds behind Redman. In the second heat a broken rear wing strut dropped Skip from the lead and disabled the car to the point of motoring around as if on a Sunday drive through the Berkshires. A tie for second place over-all was a big disappointment to everyone. Skip grabbed the pole position at Elkhart Lake, an easy 1 second ahead of the next fastest car. He had a 5 second lead on the fourth lap when a small oil leak in the line to the oil pressure gauge appeared. Rather than chance damaging the engine Skip elected to DNF and pulled off the course allowing McCrae to win. Skip started dead last on the grid in the second heat due to the DNF. But as they say on the squash court, you can't keep a good Harvard man down, and Skip is not the type of guy to disappoint tradition. He passed ten cars on the first lap and by the thirteenth lap had an incredible 4 second lead.