CANADA’S COUNTERPOINT TO PETER “PERFECT” HAD THE GALL TO TAKE HIS APPEAL OVER A MAJOR AMERICAN SANCTIONING BODY’S DECISION ALL THE WAY TO STORY BY DAN PROUDFOOT —AND WON. LEAD PHOTO WILLIAM GREEN MOTOR RACING LIBRARY PHOTO COURTESY ROAD AMERICA PHOTO COURTESY PHOTO COURTESY ROAD AMERICA PHOTO COURTESY Ludwig The Loud

96 PANORAMA SEPTEMBER 2014 SEPTEMBER 2014 PANORAMA 97 AMONG DRIVERS, Heim- , his sunny Californian [with Gregg]…couldn’t stand that rath was the master of Mosport, counterpart in Porsche racing. Heim- arrogant personality.” eclipsing American aces Bob Hol- rath considered him a friend. If arrogance were like aikido, a bert and Herb Swan in RS 60s and RS Heimrath told me to get lost the martial art, Gregg and Heimrath ap- 61s in the track’s early international first time we met, in 1963. I’d turned peared to be tenth-degree black belts. If Peter Gregg is remembered events. Smooth and fearless, Heim- up at his shop unannounced, a fan They started even in many ways. rath drove into corners faster than taking a day off from J-school hop- Porsche sent ten 934.5s to North most. He exited faster as well. ing to hang out and witness the mag- America for 1977. Gregg bought the Was beating touring Yanks really ic going into his . At 19, I second, serial number 930 770 0952. in racing circles as Peter Perfect, a big deal? Well, yes it was. Did Amer- hadn’t stopped to think that Heim- Heimrath’s 934.5 was 930 770 0958. icans not go bonkers after topping rath worked every day on customer Significantly, Gregg also bought a 935. Canada and Russia in Olympic hock- cars, every night on his race car, and Each owned fabled Porsche dealer- ey in 1980, the Miracle on Ice? Chests not at all on public relations. ships, Gregg’s in Jacksonville, Flori- Ludwig Heimrath is known as do swell whenever underdogs top- “Ludwig was absolutely single- da and Heimrath’s in Toronto, On- ple overdogs, and American racing minded,” says Ruth Bartels, a stal- tario. Each had contributed greatly loomed as the big league as the Ca- wart of Toronto’s Deutscher Automo- to the ascent of Porsche in their re- nadian sport evolved from airport bil Club from the early 1960s. “He just spective countries by taking cham- Ludwig The Loud. circuits like Harewood Acres. didn’t have time for anything other pionships, Gregg in 911s, Heimrath in Whatever their alliterative personas, they didn’t like each other. In fact, mutual distaste and singular determination fueled their epic 1977 Trans-Am confrontation, which ended with each claiming to have won the championship. Heimrath won the ❖ Pivotally, Ludwig seized on one of Peter’s 1961 Canadian imperfections, believing modifications to his championship in the Eglinton-Cale- 934.5 made it too much of a 935, and he donia RS 60 (left), earning a in wouldn’t let go. Heimrath told the world, loud- a factory 718/2 in ly, that Gregg was a cheat. ❖ Such was Gregg’s a non-points Formula 1 race at stature as North America’s foremost Porsche Pau, France, in April 1962 (below). entrant and driver that Heimrath’s modest profile gained a hot neon glow for having the Heimrath believed he could beat than his racing and his business. He temerity, impertinence, and tenacity to refuse anybody. And for a time, it seemed was a DAC member, yes, but he didn’t he might. Four years after beginning come out to meetings or events. Ev- to accept losing to him. If American racing in a Beetle, he was in eryone referred to him as ‘Heim- buffs of a certain age remember Heimrath as he Formula 1, racing a /2 rath,’ never ‘Ludwig.’ He already was at Pau, France, as his reward for an icon, never one of the gang.” turns 80, this is likely the reason why. ❖ winning the 1961 Canadian champi- onship. He was both legend and na- “THERE WERE NO AIRS about Lud- We Canadians remember more. Heimrath raced tional standard for generations of wig,” reflects when COLLECTION HEIMRATH PHOTOS COURTESY for 19 years before 1977, and 23 more after- Canadian drivers up to and includ- asked about the Heimrath he met in ing and Paul Tracy. the 1970s. “He was never afraid or ward. That Trans-Am season is but a small part None of that made him easy to shy to give you his views on life. He like. Combative to the point of hos- hated Peter, but he liked me. We of- of his story, albeit the centerpiece. tility, focused beyond sociability, and ten had dinner and talked about possessing a hair-trigger temper, he business and racing. He couldn’t seemed the north polar opposite to even stand being in the same room

98 PANORAMA SEPTEMBER 2014 SEPTEMBER 2014 PANORAMA 99 PHOTO DON MARKLE PHOTO BRENT MARTIN PHOTO KEVIN HUGHEY COLLECTION AT THE INTERNATIONAL MOTOR RACING RESEARCH CENTER THE INTERNATIONAL PHOTO KEVIN HUGHEY COLLECTION AT

an RS 60. Both were well connected that his move from IMSA Camel GT had refused to fill his order for cer- 934.5 and finally Follmer’s. Heim- lose. It would change everything. Gregg was fastest “Gregg’s is the in Zuffenhausen and Weissach. to SCCA Trans-Am competition for tain engine and drivetrain parts that rath’s tires came into question, which As the teams set up for practice, by far in successive They came from different planets, the 1977 season was a major coup Gregg was believed to be running, only fed his budding paranoia that Heimrath’s son, Ludwig Jr., viewed weekends at though. Gregg was a Harvard gradu- for the SCCA as it attempted to re- citing their illegality. But John Tima- the SCCA was against him. the Brumos .5 with its Seattle and ate (English) and former Navy intel- boot interest in its pro road-racing nus, the SCCA’s technical director, “Goodyear only had rain tires for wheels off. “I was a goofy kid, just Westwood, B.C. most illegal car ligence officer. Heimrath picked his series. Heimrath’s calling card? His told reporters that the Brumos 934.5 Peter Gregg, so we ended up with a hanging around,” he says, speaking (above, left), but English up with a master’s degree in first Trans-Am victory, at Mosport in “complies with the rules.” mix of Goodyears and Firestones,” today from his All-Composite Inc. Heimrath won the four-letter inflection in the shop at 1976, ahead of and George Gregg reveled in the fuss. relates Auguste Lecourt, Heimrath’s firm in Spanaway, Washington. “But Seattle season I’ve ever seen,” Volkswagen Canada after immigrat- Follmer. The Henninger Carrera RSR “I think George has gone down- mechanic that day. “The series want- I knew what I was looking at.” opener. Hurley ing from Germany. Gregg was pol- he drove that day was recently on hill as a driver,” said Gregg of the ed to disqualify us—until Goodyear “I drooled when I saw the axle Haywood, seen ished. Aggravating that, he seemed display at the Porsche Museum. one-time F1 racer. “He doesn’t race stepped up and said they couldn’t shafts on Peter’s car. Big titanium here chatting with privileged. Only 25 years old when he enough to keep up his skills. It may provide us with a full set.” chunks…awesome. They were 917 Heimrath (above, remarked Heimrath purchased the well-established Brun- THE MOOD WAS SOUR in the pad- be a question of age. What is George, style, off the 935,” continues Heim- middle), took the dage Motors, his ambitions were well dock even before a wheel turned at in his mid-forties?” Follmer had BY LATE SUMMER, Gregg had three rath Jr., a 20-year-old engineering T-A category of funded. Heimrath progressed from the 1977 Trans-Am season opener at turned 43 that past January. Gregg, wins, Heimrath one. The Brumos student at the time but a driver des- the Watkins Glen to a reporter... foreman at VW Canada’s engine re- Seattle International Raceway. Peter himself 37, routinely played mind driver was fastest by far, qualifying tined to race in the . six hours. At building department to running his Gregg’s 934.5 was the issue. Every- games with his fastest rivals. on the pole in eight of his ten starts. “The problem was you couldn’t run Mosport’s six own shop, which was authorized for one knew IMSA officials had sent “I was his biggest enemy from Even so, Heimrath led in points and these driveshafts on a 934.5. It re- hours, the David Porsche warranty work. Gregg home from a day one,” says Heimrath today. “He’d grit. Sure that the SCCA was against quired taking a torch and cutting an Hobbs/Ronnie Gregg reveled Gregg bought a 904 GTS a year month earlier because his Porsche’s walk down the pit lane saying crazy him, unsure of Porsche’s support, arc out of the car’s understructure. Peterson BMW after getting his start in a Corvette, forward bodywork had been altered. things. I laughed at him. He couldn’t paranoia fed his resolve. We pointed it out to our guys. The leads Shelton, and co-drove a 250 at Se- Word was SCCA officials told him touch me. I was no nobody.” “Ludwig was always a bit jealous reaction was, ‘Are they forfeiting the Heimrath (above, in the fuss. bring. Heimrath’s second step was they were fine with his mods. of the relationship Peter had with Trans-Am to go for the overall win?’” right). more typical—from VW Beetle to George Follmer, defending Trans- GREGG WON THE POLE BUT DIDN’T the factory,” recalls Haywood. “Pe- It was a reasonable question, as 356 Super 90 on Ontario’s airport Am champion, threatened to leave get past the start/finish line. Greg ter and Al Holbert were kind of the Trans-Am cars would be racing with circuits. Sheer speed in a tryout in the series. His scowl only intensi- Pickett’s Chevy Monza, which start- chosen guys. I really don’t know the World Manufacturers Championship an RS 60 won him the seat in which fied after qualifying. Gregg’s 934.5 ed the race next to Gregg, slammed relationship Jo Hoppen had with Lud- cars at Mosport that weekend. Le he earned 1961’s Canadian champi- lapped the course 1.2 seconds faster into the Porsche, something to do wig, but I don’t think it was good.” Mans champion took the onship and a shot at Formula 1. than Follmer’s Vasek Polak 934.5, and with putting the power down as It was a key relationship, as Hop- pole in a Martini 935, ahead of Foll- By 1977, Gregg was a three-time 1.8 seconds better than Heimrath’s. rain fell. Heimrath went on to win. pen headed up Porsche’s racing ef- mer in another 935 and Ronnie Pe- Daytona 24 winner, four-time IMSA “Gregg’s is the most illegal car I’ve With the front-row cars gone, the forts in North America. Then came terson in a BMW 320i Turbo. GTO champion, and two-time Trans- ever seen,” remarked Heimrath to a fast Canadian had minded his rain the race at Mosport on August 20, a Gregg qualified fourth overall and Am titlist. There was no question reporter. Follmer said that Porsche tires and overtook Monte Shelton’s six-hour race Heimrath refused to first in Trans-Am, with a lap time 1.7

100 PANORAMA SEPTEMBER 2014 SEPTEMBER 2014 PANORAMA 101 PHOTO DALE VON TREBRA PHOTO FRED PROPER COLLECTION OF THE INTL. MOTOR RACING RESEARCH CENTER AT WATKINS GLEN WATKINS PHOTO FRED PROPER COLLECTION OF THE INTL. MOTOR RACING RESEARCH CENTER AT

seconds better than Heimrath’s. The did a lot of suspension work that we ANY PROFESSIONAL ROAD RACER is legendary to Canadians—his speed, latter complained loudly that Gregg’s finally got right with the 1979 car— likely to remember at least one meal his readiness to extend his equipment, From this moment on… 934.5 was too much a 935. For the it was a real rocket ship.” at Siebkens Resort at Elkhart Lake, and his resolve in the face of forces first time all year, he was heard. The disputes that followed were Wisconsin, enjoyed in the afterglow he perceived to be working against Canadian officials ordered Gregg much more intense than the race it- of a particularly fast Sunday at Road him unfairly. Perhaps he wasn’t en- to add ballast to compensate for the self. After the world championship America, the most spectacular cir- tirely wrong on that last point.

the Trans-Am series ROAD AMERICA PHOTO COURTESY contentious 934.5’s front-end modi- 935s faltered, Gregg and co-driver cuit in the land. For Heimrath, that Back to that Sunday night meal. fications, which were described as cruised to victory three dinner came on September 10, 1977. After Gregg left his table, everyone the removal of bumper brackets. laps ahead of Heimrath, who shared After three months of inhaling knew where he went. “In those dissolved into a kind Heimrath saw it differently, and still his 934.5 with Paul Miller. Gilles Vil- Brumos’ turbocharged byproducts, days, the one public telephone was vehemently states that a tube-frame leneuve and Eddie Cheever finished Heimrath had finally turned the ta- upstairs in the hallway by the men’s structure was good for 200 pounds third in a BMW 320i, and first among bles on Gregg. His face still lights up room, and you could hear him on of Abbott and Costello of weight savings. world championship entries. when he remembers that weekend in the phone yelling,” says team spon- Other issues in Heimrath’s pro- Gregg, however, was in for a sur- Elkhart Lake. sor, manager, and executive chore test included chassis carving that prise. The following Tuesday night, “We took the skin off him, really master Bill MacEachern. “Ludwig facilitated titanium chunks that had the Canadian Automobile Sport Clubs took the skin off,” says Heimrath said, ‘Billy, go up to the can and lis- routine. Who’s first migrated from the 935 that Gregg —the country’s motorsport govern- excitedly. “I was hitting 209 mph on ten to what he’s saying.’ I couldn’t son, Brian MacEachern, a full-time Heimrath knew bought along with his 934.5. ing body—ruled that Brumos’ 934.5 the back straight. I never had a car make out the words, but my impres- volunteer mechanic. Heimrath tells the secret to had been modified illegally. With its like that before, okay?” sion was he was letting someone at the story to this day. Mosport’s off- in Trans-Am points? ASKED FOR HIS SIDE OF IT, retired disqualification, Heimrath and Miller In the first of two 80-mile sprints, Porsche know exactly how he felt.” Or was the difference at Road camber Turn 2 Brumos crew chief Jack Atkinson is were named the winners. with each race counting for full Back at the dinner table, Heim- America not in the engines, but sim- (above, left). Onto clear on the matter. “The only pro- The Sports Car Club of America championship points, his MacEach- rath’s merriment was fed by an ear- ply that Heimrath dialed up his turbo Gregg’s secrets as test with any merit was the removal demurred, saying it had no voice in ern Deep Steam 934.5 rocketed past lier call, this one from Porsche. A boost sky high, as Gregg suggested well, he protested In Canada, Heimrath. of the brackets. Race stewards al- the CASC’s hearing. It insisted that Gregg on the first lap and eased be- friend in the racing department had in post-race interviews? Lecourt in- Gregg following lowed us to run without them with a the Trans-Am was its series, and that yond the horizon. In Saturday’s race, telephoned Heimrath to discuss a sists that optimal gear ratios made qualifying. At the twelve-pound penalty,” says Atkin- Gregg had met its regulations. From he won by 36.2 seconds. On Sunday, mistake. The turbo six designated the real difference: “We weren’t even Glen (above, right), In the , son. “We not only won the Trans-Am, this moment on, through two more he led 16 of 20 laps with ease before for Gregg for Road America had running maximum boost.” time in the pits but were also first overall. Guess races at Road America and one at his turbo failed. Still, there could be been shipped to Heimrath, while Even so, Lecourt maintains that dropped Gregg to that really upset Ludwig.” Mont-Tremblant, the Trans-Am se- no question about the skinning. the one earmarked for Heimrath any engine intended for Gregg came third. At Road As for the axle shafts, Atkinson ries dissolved into a kind of Abbott For Heimrath, such moments in had been sent to Gregg. Heimrath with an advantage. He wasn’t alone America (above), Gregg. insists they were free. As for the tube and Costello routine. Who’s first in the sun were rare in the U.S. The thin had, of course, passed the intelli- in believing that Gregg was being Gregg found no frame? “No tube frame. We never Trans-Am points? In Canada, Heim- crowd at Road America that week- gence on to chief mechanic Auguste rewarded for his many prior cham- answers for modified the Porsche chassis. We rath. In the United States, Gregg. end witnessed what had made him Lecourt, Bill MacEachern, and Bill’s pionships, for scoring the 911’s first Heimrath’s speed.

102 PANORAMA SEPTEMBER 2014 SEPTEMBER 2014 PANORAMA 103 Opposite: While major overall win at Daytona in The hearing took all day. The rul- PETER GREGG DIED of a self-inflicted drivers Jochen 1973, and for selling so many cars at ing of the FIA Court of Appeals, gunshot three years later. After leav- Mass and Jacky his dealership. Many also thought the consisting of twelve judges, was an- ing the Trans-Am, he took his fifth Ickx won the SCCA was allowing Gregg to skirt nounced shortly after 7:30 pm, in and sixth IMSA GTO titles, and the World Manufac- the rules, having designated him the favor of the CASC and Heimrath. Daytona 24 for the fourth time. His turers for Makes star around whom its Trans-Am “We won because Bob Hanna, immense will to win was frustrated by three laps at success would be rebuilt. president of the CASC, was so good by double vision caused by a road Watkins Glen in Atkinson takes a different view on the technical points—and spoke crash in France prior to in their Martini 935, via email: “As long as our competi- a little French,” says Summerville. 1980. After struggling with bipolar

Heimrath finished tion thought we were getting some- “Honestly, I don’t remember the de- syndrome on the way to his many PHOTO WILLIAM GREEN MOTOR RACING LIBRARY eighth overall and thing special from Porsche, we had tails beyond the issue that Gregg championships, it was too much. sixth in Trans-Am the unfair advantage.” had cut something away from the Heimrath raced on for another with turbo trouble. underside of the car. What I do re- 23 years. With three wins, he finished He was ready A GREATER, PIVOTAL MYSTERY re- member is Peter Gregg coming up third in 1978’s Trans-Am. He seemed to win at Road mained. At Mosport, Gregg had been to me saying, ‘The mistake I made is to be leaning toward retirement af- America. disqualified by Canadian officials not having you as my lawyer.’” ter campaigning a 924 and 944 in the three days after he won the six-hour Recognition of Heimrath as the Trans-Am. When he and his son co- race on August 20. But the SCCA con- champion was turned away at the drove a Kremer 956 to fourth overall tinued to list Gregg as the winner. U.S. border. “They have no more in Mosport’s World Championship of Each national authority adjusted right to dictate the championship Makes 1000-km in 1985—their best its points standings accordingly, so than they would to dictate the out- result in several major races—many the leader of the Trans-Am varied come of the Bears-New saw it as a fine way to end a career. according to which side of the 49th York Giants football game this Sun- Then Heimrath got motivated all ries race at Mosport) and finished tion, he might implode, explode, or parallel the points were reckoned. day,” said Burdette Martin, SCCA’s over again when the Rothmans-Por- sixth in four races. appeal to a higher authority. At season end, Canadian headlines director of professional racing, to sche Challenge was announced for “He was a bugger to pass,” says a At Shannonville Motorsport Park would proclaim Heimrath champion the Toronto Star upon hearing the 1986. Canada’s fastest young driv- smiling Goodyear. “He definitely had during 1988’s Turbo Cup, Heimrath Recognition of while American media celebrated FIA’s verdict. “There is no way we ers were flocking to the series. At something extra, a motor that would was fast like never before in prac- Gregg’s third Trans-Am title. would allow (the FIA) to dictate 52, Heimrath was Sly Stallone play- go. He’d play chicken with you, tice. Other drivers couldn’t figure it Porsche’s commemorative poster the winner of the Trans-Am cham- ing Rocky one more time. He never make abrupt moves across you, roll out—until his 944’s wheels failed to saluted Gregg’s Trans-Am champion- pionship. The Trans-Am is not an won, but running as close to the over and squeeze you. He was in the drop when the car was placed on Heimrath as the ship, leaving little doubt that the fac- FIA championship.” front as he did, more Canadians got group of the roughest drivers to jackstands. Excluded from the re- tory supported the American driver Several months would pass be- to know him than ever before. The pass. But you know what? I learned sults, Heimrath threatened to leave and the SCCA. The January 1978 is- fore Martin and the SCCA caved. In series was televised nationally; a ton from him. It prepared me for the series and skipped the next race. champion was sue of Panorama reported Gregg’s April, a press release from the SCCA viewers new to the sport heard of the European style of racing.” He repeated that sequence in 1990, achievement without going so far as named Heimrath as the defending his past glories as they marveled at Goodyear, 1988’s Turbo Cup win- the final year of the Turbo Cup. to mention the dispute. champion. National Speed Sport his present commitment. Even his ner and later a three-time runner-up Asked now about cheating, It wasn’t over, though. News carried the story on May 10. opponents watched in wonder. in the Indy 500, got his first coach- Heimrath’s eyes open wide. Never! turned away at The FIA, the international motor- From that point, word spread. Pano- “He was like a fighter behind the ing from Heimrath earlier. “When I It is worth remembering, however, sport authority, recognized the CASC rama informed PCA members in its wheel,” recalls three-time Rothmans was a kid getting going in Formula that he told reporters in 1977 he for enforcing its rules at the Canadi- July 1978 issue: “Ludwig Heimrath champion Richard Spenard. “As he’s Ford, I arranged to meet Ludwig never blamed Gregg for cheating. the U.S. border. an race, and announced a hearing Named 1977 Trans-Am Champion.” turning one way, his head is going hoping he could give me some ad- He blamed the SCCA for not re- in on December 7. Heimrath Haywood may be the last denier. the other way—he’s just completely vice,” he says. “I walk into his dealer- sponding. brought a young lawyer, Wayne “I don’t know. Was Ludwig recog- physically into it like nobody else. ship showroom and I could hear Heimrath’s rage against authori- Summerville, son of the late mayor nized as champion in the SCCA re- He was a hero of mine when I was voices, Ludwig’s loud. He was tear- ty, whether for failing to enforce the of Toronto and a keen race fan who cord book?” he asks, mischievously. younger, and here I was racing him. ing a strip off a customer, and when rules or for enforcing them against had purchased a 911 Turbo from “I don’t think so. If you’re not in the I couldn’t believe how he didn’t blip I came around the corner and he his cars, drained his pleasure in his Heimrath. Gregg represented him- record book, are you really champi- the throttle for downshifts.” saw me, his voice changed, and he final decade of racing. In 1994, he self. A problem for Gregg: Summer- on?” In fact, the 1978 SCCA record In deep, deep fields were Scott said, ‘Oh, just a minute, Scott, I’ll be won the hard-fought Valvoline Tour- ville spoke French, and he did not. book listed Gregg, not Heimrath, as Goodyear and Paul Tracy, on their right with you,’ before continuing to ing Car Championship in a 968 he

Worse, Lecourt had read that any 1977’s champion. Whether that’s due way to becoming Indy stars. Bill rip the customer. And he was very ranks high among cars he loved to ROAD AMERICA PHOTO COURTESY interpretation of the rules hinged to an early press date or Martin’s in- Adam, Kees Nierop, and Rick Bye helpful with his advice.” race. In 1997, he was GT2 champion on the wording in the French edi- transigence, later SCCA record books were future Porsche stalwarts. Ron Heimrath was famous for not in the Canadian GT Cup Challenge, tion of the FIA’s rulebook—not any list Heimrath, as does the current Fellows would become a leading suffering fools gladly, including his third in 1998, and second in 1999. translations. In French, it was clear Trans-Am media guide. shoe at Le Mans and Nas- own paying customers. Race officials On October 1, 2000, he finally de- that a car’s chassis could not be cut Younger racing scholars have no car road circuits. Heimrath qualified were similarly on guard: If the legal- clared he’d had enough. and material could not be removed. reason to know there was any doubt. as high as third (in the inaugural se- ity of a Heimrath car came into ques- “I lost interest,” says Heimrath

104 PANORAMA SEPTEMBER 2014 SEPTEMBER 2014 PANORAMA 105 lap the track in his 911 Turbo. tracing the fast line that to him has Billy Smilovsky, a former Heim- become an ancient path. A BMW M3 rath Racing crew chief, invites his plummets behind us, then a Cayman Engineered Automotive tuning cli- race car. My stopwatch catches a Undeniably Ludwig ents, and Heimrath is one of the lap time of 1:36.5. PHOTO PORSCHE ARCHIVE gang. He remains a legend, too. He That’s faster, I note, than Heim- GRIDWORK PHOTOGRAPHY At 43 years old, Ludwig Heimrath was like a racing tire that was inducted into the Canadian Mo- rath’s 1:37.0 lap here in his RS 60 appeared anything but fresh—but in fact had gone through torsport Hall of Fame in 2000. In some 50 years ago, which qualified just enough heat cycles to run its strongest. Thus his resolve in 2013, he was Grand Marshal of the him first in class for a Player’s 200 the face of Peter Gregg’s dominating speed through the 1977 Canadian Historic Grand Prix. race. , , Dan Trans-Am championship. Consider these snapshots from a very His wife, Brigitte, is still by his Gurney, and finished thick album: side. Always has been. When asked that race first through fourth in newer ERNST PIËCH, ’s grandson, remembers Porsche’s turbo when Heimrath began racing in 1958 with an unfair advan- 924 (above) was tage thanks to a conversation they had. not Heimrath’s “I was sent to Canada by my future father-in-law, Heinz favorite. At age Nordhoff, to see Volkswagen in another part of the world and 52, he took on to learn English,” recounts Piëch in an email exchange with col- the kids in the league Karl Ludvigsen kindly serving as intermediary. “Heim- Rothmans Porsche rath at this time was working in the shop at Volkswagen Cana- series (right). At PHOTOS GRIDWORK PHOTOGRAPHY da’s headquarters. When I told him about my 1.5-liter Volks- age 60, he won wagen in Austria, he had to order a 356 Porsche crankshaft the Valvoline and he built a Volkswagen Super engine (like mine). Touring Car “With this car, he was winning a lot of races,” continues Championship in a Piëch. “The cylinder heads lasted only one or two races be- 968 (below) that cause they got too hot, (so) he changed to a bigger 356 oil is among his cooler. From the outside, this engine still appeared to be an favorite race cars. original VW engine. The car was so successful because of the enormous torque in very low-speed acceleration.” Heimrath remembers winning every race, but swears he about the most significant people in cars, but Heimrath was fifth ahead had no clue “Ernie”—as he still calls Ernst—was a member of his career, Heimrath mentions her of Bob Holbert, Herb Swan, and The Family and the older brother of 917 creator, Quattro first, even before Auguste Lecourt: Chuck Stoddard in trailing RS 61s. Some say Ludwig the Loud visionary, and Volkswagen empire builder Ferdinand Piëch. “First your wife, because if she is Heimrath isn’t into nostalgia. He not with you in your racing, you is here and now. Unaware he was MOSPORT opened for business in May 1961. Heimrath domi- have a problem. She always came to being timed, his reaction is immedi- has mellowed out. nated his sports-car race there in a 356 Super 90 until rolling it the track. She never asked for atten- ate: “I think I can do 1:34, to be hon- in Turn 5. Dave Cook, organizer for the Oakville-Trafalgar Light tion, but her support was 100%.” est, without you in the car and if I Car Club, asked what he was thinking while upside down. If you want to ride with Heim- worked the tire pressures. On slicks, “He looked at me in total surprise, having heard a question rath, get on the list. All spots were I would go flat out over Turn 4 (a He’s known to laugh a lot. probably no one had ever asked him before, and replied, ‘I today. “I was sick of the CASC or the taken the first time I asked; it’s well blind corner diving downhill). And I was downshifting for maximum power when I landed.’” Nev- SCCA running my life. Every time I known he doesn’t just drive around. would not shift down for Turn 3— er at a loss for words, this Heimrath. came to the track, the officials and His Turbo sounds like no other on it’s two-tenths of a second per shift. Only rarely does he A month later, the Player’s 200 was the track’s first interna- organizers gave me such a headache. the track, with F-18 aural impact as On the back straight, the boost only tional race. won it in a Lotus 19 ahead of Porsche A guy from Ottawa came up to me he gets on it out of Turn 2. “It’s a shows 15 pounds. It should be 22. I factory drivers and in RS 61s. at the last race, asked about buying new exhaust system from Weissach,” don’t know why. We’re looking into Heimrath came fourth in the Eglinton-Caledonia RS 60. the car. He wrote the check right he says later, in a tone that intimates that, but it’s 100 horsepower.” snap into incandescent rage. there. And that was it.” not another exists. “I still talk to Heimrath visualizes a 1:31. May- FORMULA 1 at Pau, France, spring of 1962. The pinnacle of . You know he’s offi- be he’ll do it next month, or next road racing, then as now. As Canadian champion, with Play- SOME SAY LUDWIG THE LOUD has cially retired (as the racing depart- year. He can’t imagine anyone with Unchanged is his er’s tobacco influence, Heimrath finds himself at the wheel of a mellowed out. He’s known to laugh ment’s top engineer), but he’s there.” as many laps at Mosport. “All those Porsche System Engineering-entered 718/2. It’s a non-points a lot. Only rarely does he snap into When my turn comes up, my first six-hour races, 24-hour races, the race, but an opportunity all the same. incandescent rage. Unchanged is his impression is…total calm. Heimrath big races, the regionals, and still go- Jimmy Clark qualifies on pole in a Lotus, Ricardo Rodriguez taste for speed. Once a month, he works hard at the wheel, like a box- ing,” he says. He’ll turn 80 on his next taste for speed. second in a Ferrari. Factory Porsche driver Jo Bonnier manag- returns to Mosport, currently named er sparring, as Richard Spenard had birthday, August 11, with no thought es third. Heimrath is twelfth but ahead of Porsche regular Canadian Tire Motorsport Park, to said. But he’s so at ease, so relaxed, of stopping any time soon. Heinz Schiller and hopeful, as his right front brake is no longer

106 PANORAMA SEPTEMBER 2014 SEPTEMBER 2014 PANORAMA 107 grabbing as it had in practice. 500, a race Heimrath didn’t enter. He did contest five USAC rac- “In the race, I was running tenth es in 1970 and three in 1971. Finishing tenth at Trenton with no when the steel ring within the alumi- sponsors knocking on the door, Heimrath was done. num drum cracked, stopping that “The money just wasn’t there to be competitive,” he recalls. wheel instantly,” recalls Heimrath. “I Somehow, he found money to get back to racing a Porsche. rolled end-over-end—I thought I was never going to stop. Jack HEIMRATH’S RENAISSANCE BEGAN WITH his return to came over later and said, ‘I can’t be- Porsche. “Ludwig bought, through the factory, a year-old 911S

PHOTOS COURTESY HEIMRATH COLLECTION HEIMRATH PHOTOS COURTESY lieve you’re alive.’ Porsche came up I’d been looking after in France,” explains Auguste Lecourt, with the idea of me driving two who moved to Canada with the car and became Heimrath’s weeks later at Zandvoort and I said, trump card as his mechanic in 1973, later rejoining him for the ‘With the same drum brakes? No, I’d 1977 Trans-Am series. rather decline.’” “He bought it unseen, and when he asked Jürgen Barth Heimrath’s about a mechanic, Porsche called me,” remembers Lecourt, Formula 1 BY 1970, HEIMRATH WAS DESPERATE. He’d gone from win- who for many years has run his own shop, Auguste Automo- experience came ning his second Canadian championship in 1964—in the coun- bile Service in St. Catharines, Ontario. “I flew over in March to a cartwheeling try’s leading team’s Cooper Monaco Ford—to spending years and we had three weeks to get it ready for American racing. conclusion. He as an underfunded and uncelebrated independent. “That 911S was a very, very good car,” recalls Lecourt. remembers future In the Comstock Cooper, he was competitive—a fourth at “Milt Minter co-drove once and he said no way it was 2.5 li- world champion Watkins Glen behind Jim Hall, Roger Penske, and Charlie Hayes ters, (that) it was a 3.0, at least 2.8. It was, in fact, 2.5. We Jack Brabham in 1964 makes the case—but in his own in the Can- were protested race after race in the States on the size of the saying he was Am and the USRRC, he found only frustration. That’s when he engine, the size of the fuel tank. You don’t beat the Americans surprised that he identified the USAC Champ Car series as a means to making a on their own turf.” had survived. living. If he could do well, a U.S. sponsor would come calling. Heimrath capped 1973 with four consecutive IMSA GTU In 1969, Heimrath purchased an Eisert Chevrolet Champ wins—but still finished behind Gregg. In 1974, he raced an RSR, Car—the wrong Champ Car, as it turns out. In his first year, he taking second overall at Lime Rock as Gregg won. In 1975, he won $5,439 with a best finish of eighth at Seattle behind win- scored third at Mosport and Road America in another RSR. His ner . The latter would also win that year’s Indy Trans-Am breakthrough win came at Mosport in 1976. —DP

Heimrath’s first Trans-Am win came in 1976 at Mosport in the Henninger

brewery-spon- PHOTO DALE VON TREBRA sored RSR. With a fifth at Road America and sevenths at Watkins Glen and Road Atlanta, Heimrath decided that 1977 would be his year.

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