Mega Gallery and Report: The Epic Spa Classic 2023

By Marcel Hundscheid / Speed-O-Graphica

For fans of historic sports prototypes, GTs and touring cars from the period between 1950 and 2010, there was only one place to be in mid-May – the Peter Auto Spa Classic. The eleventh edition of this unique event, which is held annually on one of the most legendary race circuits in the world, went down in history again with more than 22,000 visitors and 430 participating cars.

It was wonderful to see the boost in participants, which was larger than ever this time. For three days, legendary cars that have made history on the storied circuit in the Ardennes took possession of the roller coaster.

The program consisted of no less than ten different races including the Heritage Touring Cup, Group C, Endurance Racing Legends, Classic Endurance Racing 1 & 2, Sixties’ Endurance, Fifties’ Legends, The Greatest Trophy and the 2.0L Cup.

The Heritage Touring Cup, which is effectively the main series at the event, was present with no less than 44 iconic cars from the 1970s. Another crowd pleaser were the Group C prototypes from the 1980s and 1990s. Two qualifying sessions were completed with no less than 29 cars.

Peter Auto had amassed a stunning grid of 1990s sports prototypes and GTs, which raced under the Endurance Racing Legends banner with 75 cars entering the first qualifying session. Fans of sports prototypes and GTs from the sixties and seventies could indulge themselves with the two Peter Auto grids from Classic Endurance Racing. Sixty-three cars filled the starting grid in Classic Endurance Racing 1, while almost forty cars made their appearance in Classic Endurance Racing 2.

Fans of the classic version of the Porsche 911 were treated with almost 30 icons equipped with the 2.0-liter flat six engine raced in the 2.0L Cup. Withseventy-five sports cars and GTs, Sixties’ Endurance had the largest field of participants of the weekend.

Porsche 911 GT1 (chassis 993-GT1-117)

British automotive company Lanzante Limited restored this beauty to brand-spanking new. From there they went on to convert it to road specifications, resulting in the only road-legal GT1 Evo race car in the world.

Team Bytzek Motorsport from Canada raced chassis 993-GT1-117 in 2001 and 2002 in numerous racing competitions. The team entered three GT1s in the 2001 Rolex 24 Hours of Daytona. Chassis 117 was raced by Klaus Byztek, Scott Maxwell, David Empringham and Richard Spenard.

Although they managed to qualify the car in 12th place, they dropped to 41st position after replacing the transaxle. Chassis 117 managed to score thirteen victories from 31 starts and is considered the most successful of all Porsche 911 GT1s. At the Spa Classic the car only appeared in free practice as gearbox problems forced both Alexander Rittweger and Sam Hancock to retire.

Porsche 962C GTi (chassis RLR-201)

This Porsche 962C was built for Richard Lloyd Racing, also known as GTi Engineering, and debuted at the 24 Hours of Le Mans in 1989. Only four 962C GTi cars were produced and these closely followed the original factory 962Cs, but were equipped with a new rear wing and front bodywork.

Chassis RLR-201 was the second car that was constructed for the 1989 season, an improved version derived from chassis 200. At two-thirds of the racing distance during the 1989 24 Hours of Le Mans, the engine let go and Hill had to retire racing in 9th place. For the 1990 season the car appeared in the Italya Sports pink and white livery as seen here. Due to a pit fire, chassis RLR-201 had to withdraw once again at Le Mans that year.

Dome Judd S101-02

In Endurance Racing Legends, the ex-Racing for Holland Dome Judd S101 was the fastest car on the track driven by Felipe Ortiz and fast young Dutchman Leonard Hoogenboom. Although the car outperformed its closest pursuers by between three and five seconds per lap, an extra minute and a half of pitstop time saw the duo finish just inside the top ten. Chassis 02 is the sister car of chassis 03 with which Dutchman Jan Lammers made his debut at the 24 Hours of Le Mans in 2001. Dome was a Japanese manufacturer who built the S101 for participation in the 24 Hours of Le Mans in the LMP1 class. Denmark’s Den Bla Avis scored two victories with the S101 in the 2001 FIA Sportscar Championship at Brno and Monza. Racing For Holland took one win that year at the final race at the Nürburgring.

Brun C91-001

In the large field of participants with Group C cars, the unique Brun C91 with chassis number 001 appeared at the start. Driver and team manager Walter Brun decided to build a Group C car himself, as private teams were no longer welcome in the world championship. This led to the construction of the Brun C91, of which only one chassis was eventually built and had to compete against the dominance of Mercedes who dominated the world championship at the time.

The Brun C91 was exhibited for the first time at the 24 Hours of Le Mans in 1991. It was special to know that Brun had celebrated the debut of Porsche 962C (chassis 177) on the Wednesday prior to the race. Truly a special car as it was the last Porsche 962 built.

Since only 3.5 litre engines were allowed in 1991, the Porsche 962C equipped with turbo engines received a penalty weight and were therefore no longer competitive. Instead of an intended twelve-cylinder engine, Brun opted for a Judd V8 derived from the Leyton House CG901 Formula 1 car.

The C91 debuted at the Nürburgring with Oscar Larrauri and Gregor Foitek in 16th place, some ten seconds behind the Jaguar XJR-14’s pole position. During the race in Mexico, the C91 failed during a pit stop due to a malfunctioning starter motor. Still, the C91 delivered serious performance and came close to the Porsche 962C and Mazda 767B in terms of lap times. When main sponsor Repsol subsequently withdrew, the curtain finally fell for the C91 after just three races.

Porsche 935 K3 (chassis 009 0004)

In Classic Endurance Racing several interesting Porsche 935s filled the grid, such as chassis 009 0004. This car scored a victory during the Daytona Finale in 1979. Bill and Don Whittington won the 24 Hours of Le Mans outright sharing a Kremer Porsche 935 K3 with Klaus Ludwig. Disaster struck with less than four hours racing left, when an injection pump belt failure forced Don Whittington to stop on the Mulsanne Straight. In compliance with the Le Mans regulations the driver as well as a team member could not move farther than ten metres from the car. So Manfred Kremer relayed instructions on how to repair the car over the radio. Don Whittington managed to get the car back into the pits where the Kremer Team fitted a new belt. In the end they managed to win the race!

The Whittington brothers bought chassis 009 0004 for racing in North America, although it was only the chassis without the engine and gearbox. Don Whittington debuted this car at Road Atlanta in 1979, finishing in third position. The final race of this car would become the Daytona Finale 250 Miles Race raced by Bill Whittington. Although Whittington grabbed the lead, the race was red flagged due to a late rainstorm. Several drivers were caught out and Whittington couldn’t avoid them damaging the left side of the 935 K3. From that point the chassis was kept in storage with all usable components removed. In 2019 the car was bought by its current owner. The car had been off the radar for four decades and was entered at Spa in Classic Endurance Racing.

Porsche 935 (chassis DMV 470 12CA)

In Classic Endurance Racing several very interesting Porsche 935s were entered, such as this car that originally saw birth as a 934/5 required in 1977 by Ron Brown. The /5 was a version especially created for racing in North America.

This particular car appeared in three races before it was updated to 935 specifications and equipped with larger wheel arches, modified front section and rear wing. It was raced by Desperado Racing Team and raced throughout the 1979 season until it crashed at the Daytona Finale Races. Kevin Jeanette received the damaged car and instead of repairing it a road car chassis was used resulting in a brand-new car with chassis number DMV 470 12CA. From there it was raced for many years before it was restored to the original 934/5 specifications. The car’s current owner restored it in a livery used in the Sebring 12 Hours by Marty Hinze, Milt Minter and Bill Whittington.

Porsche 935 K3 (chassis 009 0005)

The third 935 that caught our eye was this car originally delivered to Gelo Racing Team as a 935/77 wearing chassis number 930 770 0911. Between 1977 and 1979 it raced on both sides of the Atlantic before it was rebuilt as a 935 K3 resulting in chassis 009 0005. Initially Bob Akin raced it in Coca Cola-livery and in 1981 it was sold to Cooke-Woods.

Ferrari 512 BB LM (chassis 44023)

Ferrari enthusiasts were treated with the presence of several prancing horses like this 512 BB LM. This car was the 25th and final built of the competition version derived from the BB 512 delivered in 1983. The first series were constructed in 1978, followed by the second series constructed between late 1978 and 1982.

Mechanical issues forced cars from the first series to retire in every race they competed. Cars from the second series were equipped with a mechanical fuel injection system as well as an improved transmission and cooling system. Pininfarina designed the forty-one centimetre longer and fifteen centimetre wider bodywork. Several independent race teams campaigned the 512 BB LM as the car was never raced as a works entry from Scuderia Ferrari.

Arrows A11

One of a few single seaters that participated in the demo runs under the Formula 3.5 Legends was this Arrows A11 from 1989. Ross Brawn designed the car fitted with a normally aspirated 3.5-litre Ford Cosworth DFV. It was the first Arrows car following the ban on turbocharged engines. Derek Warwick and Eddie Cheever raced the A11 in 1989 scoring thirteen points in the Constructors’ Championship.

Ford Mustang Cobra TA GT1

Another remarkable car was this Ford Mustang Cobra TA GT1 from 1998. This car raced in the American SCCA Trans Am-championship in the GT1 category equipped with a 5.8-litre V8 producing 750 bhp, it to reach a top speed of 320 kmh. Besides the silhouette bodywork a tubular chassis was obligatory in Trans Am.