A little Aardvark never hurt anyone

Don Racine and the Aardvark

November 29, 2016

A Conversation with Don Racine: The story of his H-Modified Class Aardvark
By Peter Darnall
Photos courtesy Don Racine Collection
Don Racine has been involved with sports car racing for many years. He has developed an affinity for small-bore front engine/front wheel drive machinery and is an acknowledged master of the Mini Cooper’s unique handling characteristics. Don founded Mini Mania in 1974. The firm, which is now located in the California’s picturesque Gold Country, has grown to become the largest United States based supplier of parts for the Classic Mini.
Recently I had the opportunity to meet with Don at Mini Mania headquarters. The subject or our discussion was not the ubiquitous Mini, but his amazing Aardvark.
We present this video at the beginning of this article, because you won’t believe how fast the Aardvark is, and you’ll want to know more about Don’s vintage racer after you see the Aardvark in action as it eats Porsches, Jags and Gullwings at Laguna Seca.
The Aardvark is a feisty little sports racer based on the French Panhard Junior sports car. If you were expecting a sleek, Italianesque creation, you would have been disappointed.
The Aardvark’s appearance might charitably be described as “homely.” It looks like a kit car project gone bad; the cycle-type fenders are several sizes too large for the tiny fifteen inch wheels; the long nose is bizarre and, according to some, may be the reason for the “Aardvark” sobriquet.
“Not likely,” according to Don. “The name was chosen by John Porter (the original builder and owner) because he wanted to be first in the program.”
The Aardvark was a stellar performer in sports car racing on the West Coast. There were several of these small-bore racers—Roger Barlow’s Simca Specials and both of Ken Miles’ MG Specials come to mind – which staged epic battles with exotic machinery like Italian OSCAS on legendary courses like Pebble Beach, Golden Gate Park, and Torrey Pines.

Porter with his Aardvark and “clown outfit”. According to Porter, “At March Field, in 1954, my wife saw a whole bunch of crazy costumes. She (Marjorie) came up with the idea that it would be clever to have a suit made up of all the flags that are used on the course. The only flag missing is ‘oil on the course.’ Notice the arms, there’s a checkered flag, a yellow flag, a blue flag, green flag and a red flag. If I ever get scared, and have to repair the suit, I’m going to put that where the drop seat would be in the underwear.”

The early days of the sports car movement were an exciting time, particularly if you were in your early teens and just learning about fast cars. I grew up in Berkeley, California and was intrigued by the sight of an occasional MG or Jaguar on the streets. The austerity of the post war era was slowly fading, but few of us knew much about those foreign cars.

Aardvark pit crew: Can you imagine this kind of humor at an SCCA event today?

Racing events were less complicated in those days. Put a few hay bales on the outside of corners and lay out snow fencing for crowd control where necessary. Cars raced on whatever was available – usually on roads with less than perfect surfaces. This was real racing, not the contrived entertainment spectacle waged on designer courses that we watch on television today.

Cornering on three wheels in the 1950s, probably John Porter at the wheel.

The small-bore engine displacement classes produced a number unique race cars which could hold their own against the bigger, more powerful Ferraris, Jaguars, Allards, and other exotica when they were permitted to run head-to-head in the feature races of the day. They relied on nimble handling, light weight, and superior braking ability to offset the greater power and top speed of the big iron.
The Aardvark was one of those pint-sized giant killers back in the day and it’s a regular competitor on the vintage racing scene today. With an 850cc engine and a top speed of about 85 mph, the Aardvark is not much of a threat on a straightaway . . . but pay attention to the rear view mirror as you brake for a turn . . . that little shoebox is going to slip by on the inside and simply drive around the turn at a speed you don’t want to even think about. Don’t try to follow him—it will not end well for you! Coming out of the turn, the Aardvark will be well ahead of you – going about 85mph.
This maneuver has been performed too many times to count. The story began in Southern California about 1952…
French sports cars were well represented in Southern California in the early fifties and Panhard automobiles had a close-knit group of enthusiasts turning out for local racing events. The name Panhard goes back to the dawn of the automobile. The company, originally called Panhard et Levassor, was established by René Panhard and Émile Levassor in 1887. Deutsch Bonnet race cars, using Panhard engines, were active in post-World War ll competition, especially the Le Mans 24 Hour Endurance Race and long distance racing events. In 1952, a DB Speedster, driven by Steve Lansing and Ward Morehouse, won its class in the 12 Hours of Sebring, increasing interest with the sports car crowd.

The 1955 Dyna Panhard engine. Note the valves operated via torsion bars.

When Coors Beer heir, John Porter, decided to get into sports car racing in the early fifties, he and his friend, Dean Banks, opted to build a simple car based on the Panhard mechanical components. The Panhard engine was a known quantity; this was the engine which had powered many of the Index of Performance winners at Le Mans over the years. Porter and Banks began with a standard Panhard Junior sports car and went to work stripping the car down to its basic components.
The Panhard Junior utilized a longitudinal structural member. This component was replaced by a series of fore and aft tubes tied with vertical “V-shaped” tubular pieces. Porter used ¼ inch x .080 wall tubing which added strength to the entire frame while reducing the weight by fifty-five pounds. The various alterations resulted in a lowered chassis configuration which necessitated a custom built exhaust manifold and an innovative “hung from the firewall” attachment for pedal location.

The Panhard engine in the Aardvark.

The basic suspension, engine, and driveline components of the Panhard Junior were retained. The front suspension consisted of upper and lower leaf springs while the rear suspension used trailing arms controlled by torsion bars. The engine is a two-cylinder, four stroke unit in a boxer configuration. As installed on the Aardvark, the original engine put out a respectable 42 horsepower at the front wheels. The engine and transmission were located ahead of the front wheels and drove the front wheels. The rear wheels essentially only served to keep the back end of the car from dragging on the ground.
The minimal body of the Aardvark was formed with aluminum panels which were fastened directly to the frame assembly. The distinctive nose section is fiberglass which, according to legend, was formed over a papier-mâché mold. Cycle fenders were added to comply with SCCA regulations. The quality of workmanship is very high.
The first competition outing for the Aardvark was at Torrey Pines in 1954. John had entered the Aardvark in three races in one day; the results: 2nd, 5th, and 11th places. This was just the beginning; the Aardvark quickly became known as a “giant killer” as it humbled many of the big names in the Southern California racing scene. After several years of racing, John believed he had learned all he could from his Aardvark and sold the car for a Porsche 550 Spider. The advertisement he created to sell the Aardvark was a classic:
AARDVARK PANHARD. Get into racing in the most reasonable class. This car has worn down many faster opponents with its dependability. Two engines, two transmissions, two chassis, 13 wheels and tires. Two new pistons and rings. Amal carburetor, my blessings, $2000. REMEMBER A LITTLE AARDVARK NEVER HURT ANYONE.
The Aardvark was subsequently campaigned by a series of drivers and eventually faded into obscurity. The badly deteriorated remains of the Aardvark were discovered in a Southern California field more than twenty years ago.
“When I learned of the existence of the Aardvark in Southern California, I knew I had to have it,” Don exclaimed. Sadly the car was a total neglected wreck. It had not been driven in a number of years. Don bought the Aardvark and restored it. His first outing with the Aardvark was an HMSA school event on the Laguna Seca circuit. The Aardvark was still in its tan primer paint.

Don at HMSA driver’s school in 1985, with the restored Aardvark still in primer.

”This car was a Mini on steroids. It exactly matches my driving style. It’s the perfect car for vintage racing events.”
Don’s description of the driving technique for the Aardvark is not likely to be taught in any driving school. In fact, he claims that several competent race drivers who tried the car found it “undriveable” and brought the car back after a short time on the track. “It’s about trailing throttle oversteer”, he began:
The Aardvark is extremely light; this means you can “outbrake” almost any competitor and enter a corner much faster than you would with a more conventional car. Lifting off the throttle for a split second will bring the rear end out; this is not a problem in a front-wheel drive car. Immediately get back on the throttle and use the steering wheel to guide the front wheels in a tight arc around the corner–the rear end will take care of itself. The trick is to keep the throttle floored the whole time . . . it takes a bit of getting used to!
Don Racine has no plans for selling his Aardvark; “My kids would never let me,” he said with a smile.

Tagged With: Aardvark, Aardvark Panhard, Don Racine, H modifieds, John Porter Aardvark, Panhard Aardvark, Panhard racers, racing Aardvark

Copyright © 2016 · VeloceToday.com ·

2012 at Monterey was a very satisfying year- not bad after 29 years of practice.

Just a memory from the past! 2003 was another good year!

Formerly known as the Monterey Historics, this second year of the "Reunion" was indeed a good one.  Over 600 cars were accepted with our class including 40 very mixed sizes of cars.  Everything from Jag specials to Allards and even a very few H-Mod Vintage Racers.  Really great fun. It was very satisfying to be able to start 38th on the grid and still be able to finish in 9th place.  All the cars that finished in front of me were very large displacement.

It was a great week-end even with the rain on Sunday:

The first Pre-Historic races

Just thought I would share this!

Winter work is well underway! While I am indeed doing a little suspension work, I am knee deep in engine projects! Everything from new pistons, checking out a French race motor, looking for a rebuilder for crankshafts, etc., etc.
Just a few pictures here! And OH Yes, I also polished a engine block!

"OFF" season for 2009/2010

While of 'off' season for most racers could mean simply not going into the garage for a couple months, it is typically the opposite for me. It is the best time in my heated shop to build the motors and generally go through the car.
This year has started a little different. With the zeal my son has brought to racing this year (his first serious year) driving the classic Mini Cooper, it has rubbed off on me. We actually installed a couple of those fancy new in car camera in both our cars. Between his camera and his on-track observation I decided that it might be time to check into why my front engined, front wheel drive Aardvark seemed to be so tail happy. I have noticed it over the last year or so but had simply decided it was down to the age of the driver and perhaps the old rear tires. Well, new rear tires for the last event made it better but my laps times are sure slower than a number of years ago. To make a long story short: I finally pulled the original lever shock off the car and found the rear shocks to be frozen solid! The only suspension travel I had was due to tire and chassis flex!
I have now sent them off to be fixed and now very much looking forward to trying out my new car in early spring. I wonder how early I can find a dry place to run it? Phoenix prehaps?

Monterey Practise 2008

The Aardvark made the long trip to Portland for the Historics in June 2009



Latest press coverage:

The Aardvark was hand built in Southern California during '51 & '52 by John Porter. All the mechanical components are from a "Panhard Junior" while the body is built of hand roller aluminum and a fiberglass nose panel.

The Aardvark is a front engine, front wheel drive car that weights less than a 1,000 pounds with the entire engine and tranny in front of the front wheels.

The engine is a Panhard 850cc, opposed flat 2 cylinder with a roller bearing crankshaft and "torsion bar" valve springs. This is the engine that powered many of the "Index of Performance" winners at LeMans for many years!

The car was designed to compete in the very popular "H-Mod" class and ran extensively throughout California including Pamona, Torrey Pines, Paramount Ranch, Golden Gate park, Riverside, etc. until 1966 when it disappeared. It was heard of as being in Florida for a few years, but was discovered abandoned in a field in southern California where it was said to have been for the previous 10 years. The car was restored 20+ years ago by its present owner to as close to as possible the original intent =

"A little Aardvark never hurt anyone"

In the late ‘70’s when I decided to get back into racing- I thought it had to be naturally in a Mini Cooper. Much to my surprise I found that any local Vintage clubs would not accept such a common car. It was in fact still being actively raced in SCCA national racing. I struggled with this as not only been the bulk of my experience been in a Mini but front wheel drive cars are what I have always felt most comfortable with.

After I accepted the fact, I spent a little time looking around at other options. I discovered a car not know by many here in the USA but would for sure fill both my desire for front wheel drive and be eligibly for all Vintage racing. The car was a Deutch Bonnet. This was a very famous make in France as they had been Index of Performance at LeMans for number of years with purpose built sports racers. As many companies of the day did, they also built a road going sedan to not only make a similar effort at LeMans but to sell to the public. The sedan indeed also won at LeMans and was as successful in the marketplace as any of the very small, hand built cars of the day. The body and chassis was of their own design but the power plant was from the large scale production ‘Panhard’. These two cylinder engines were designed for economy and simplicity. The Panhard range of cars extended from sedans to trucks. There was even a tank built with a bank of these two cylinder horizontally opposed engines ganged together to form a 12 cylinder power house!

Aardavrk test photo

Just a few Pictures

This is the Aardvark as found in Southern California.













It was almost all still original.

Devin - H-Mod Special

Using the Panhard crankcase, roller bearing crank assembly, and rods as a base, Devin has affixed a pair of Norton "Manx" motorcycle cylinders which are topped by an overhead cam layout. To drive these cams, one per head, a notched rubber transmission belt is used. It sounds easy enough and looks quite natural when viewed in the completed shape but the whole project has been carried on in the face of "it'll never get off the ground" type of predictions. "Anybody will tell you that you can't use a rubber belt for valve timing," Devin says, "but we are doing it anyway."

The use of notched rubber power transmission belts to operate cyclic or timed mechanisms is not unique, naturally, being in constant industrial usage, but this marks the first successful automotive application to our knowledge. Advantages of the 1.5 inch wide belt of molded rubber, bonded to a continuous steel wire base, over the more conventional chain or gears, are many. Lighter in weight, therefore lower in inertia, far more likely to disintegrate slowly than to snap suddenly, and needing no lubrication nor housing, the U.S. Rubber product certainly gets the nod .. if it doesn't stretch.

Such belts have been tried on super-chargers to replace V belts, which suffer from considerable slippage, but sheared pulley keys and pins soon proved that their action is too positive. In this cam driving application the belt has proven admirably suited, although many prophesied that under severe acceleration there would be enough resiliency or backlash to foul up valve timing. But, no stretch!

A machine adaptation for the front of the cam housing on the Norton head, with its hairpin springs, eliminated the tower shaft and several gears. As she sits, a notched pulley with 28 teeth on the end of each camshaft is driven through its own belt by a 14-tooth pulley on the front end of the main shaft .. a spot formerly occupied by the generator pulley, Two idlers maintain tension. Grafting the Norton cylinders onto the Panhard case required filling the original stud holes with 1/4-inch aluminum bolts and drilling new holes to accommodate the 7/16-inch Norton studs.There is no difference in displacement as a result of the switch, inasmuch as the bore diameter of both makes is the same: 3.12 inches. The Panhard stroke of 2.94 inches produces an oversquare engine. Although the Norton barrels are somewhat larger in overall size due to the greater fin area, there is no appreciable gain in weight, inasmuch as the Panhard is cast-iron-sleeved and the Norton all lightweight alloy.

Superimposed over the stock but overstressed bottom end, we find a big-ported head, straight-through porting, monster valves... 1-27/32 inch intake and 1.75 inch exhaust. A compression ratio of 9.5 to 1, effected through the use of Norton hi-dome pistons, is about the maximum desirable for gasoline fed replacement Weber carbs on Y inlet manifolds... one for each cylinder. The flywheel has been lightened through replace-mentl Not to overlook details, Devin whittled out a duplicate in aluminum and pressed on the steel starter ring gear... saved 8 pounds and gained much acceleration. With cams designed for cycle racing, a normal opening and closing sequence reads something like this: Intake valve opens 571/2 degrees BTC and closes 60 degrees ABC, Exhaust opens 85 degrees BBC and closes 421/2 degrees ATC. With 42 degrees spark advance this can be considered a bit radical but the best is yet to come: The cams are assembled, and lobes can be fitted onto the shaft at any degree relationship. Want to try opening the intake a couple of degrees sooner? Fine. Disassemble the cam, move the lobe a notch and put it back together! Endless possibilities.

What actual timing he will run on a different "New" engine, Devin keeps to himself. Data on the improved model is also confidential but, as one who has been permitted to view some of the actual construction, we can say that the latest crossbreed will employ FOUR overhead cams, twin ignition and fuel injection. "What kind of a small car can a fellow buy today that can be driven to the track and stand a chance of winning," Bill asks, "and what do you have to pay for one? Almost as much as for a much bigger car. Anything in the 750cc class you have to build yourself. I've spent $75,000 developing this thing and if I had another hundred thousand I'd build a hundred push-rod Devin Panhards. I've made arrangements with the factory for components and the bugs have been worked out of my new body. I could make and sell such a car, complete, for $2,250 or $2,450 with a hardtop. You could drive it on the street every day and yet go to the track and run with the best of them. I think I've proved that." The story is familiar but the ending is yet untold. The difference in the plot as it looks from here is in the one word, "ability". Here is a man with ability. A man with a dream, true, but backed by enough persistence and know-how to go far beyond the conventional for a solution to his problems. Perhaps a financial solution will be found as well and we will be thrilled by the pants-ripping snarl of a Hock of Devin-Norton-Panhards in future races. Mini Cooper Performance Parts & Accessories

History

All the old history:
7/3/1954 Torry Pines Aardvark John Porter 169 h
11/27/1954 Torry Pines Aardvark John Porter 3 h
2/6/1955 Agoura Hills Panhard Stan Bucklin 35 g Jonny Porter, The brightest multicolored uniform on the course covers the sinewy framework of Cors beer heir, genial Jonny Porter of Newport Beach, partiscipating in his 50th road race. "At March Field, in 1954, my wife saw a whole bunch of crazy costumes. She (Majorie) came up with the idea that it wouold be clever to have a suit made up of all the flags that are used on the course. The only flag missing is "oil on the course"." Notice the arms, there's the checkered flag, a yellow flag, a blue fag, green flag and a red flag. "If I ever get scared, and have to repair the suit, I'm going to put that were the drop seat would be in the underwear." "The rason I got into racing, frankly, was because a guy goofed and I didn't get the pass, so I figured, by the next race, which turned out to be March Field, I would enter, if only for the pitt pass. I had no intention of driving!" From Santa Barbara event on Sept 2, 1957
2/15/1955 Willow Springs Nichols Perry Peron 73 h
2/15/1955 Willow Springs Nichols Stan Bucklin 114 g
2/15/1955 Willow Springs Aardvark John Porter 169 1 h
5/17/1955 Pebble Beach Aardvark John Porter 169 4 h
9/3/1955 Santa Barbara Aardvark John Porter 169 h
9/3/1955 Santa Barbara Nichols Stan Bucklin 114 h
10/22/1955 Torry Pines Aardvark John Porter 169 h
10/22/1955 Torry Pines Nichols Stan Bucklin 114 h
12/3/1955 Palm Springs Nichols Stan Bucklin 114 h
12/3/1955 Palm Springs Nichols Jack Wilder 170 h
1/14/1956 Torry Pines Aardvark John Porter/Bob Holbrook 169 h
3/17/1956 Santa Barbara Nichols Stan Bucklin 114 h
3/17/1956 Santa Barbara Nichols Perry Peron 73 h
5/19/1956 Bakersfield Nichols Jack Wilder 60 h
5/19/1956 Bakersfield Panhard Perry Peron 73 h
5/19/1956 Bakersfield Nichols Stan Bucklin 114 h
5/19/1956 Bakersfield Porsche 550 John Porter 169 h
6/23/1956 Pomona Nichols Stan Bucklin 114 h
6/23/1956 Pomona Panhard Perry Peron 73 h
7/21/1956 Del Pacifico Nichols Stan Bucklin 114 h
9/1/1956 Santa Barbara Nichols Perry Peron 73 h
9/1/1956 Santa Barbara Nichols Stan Bucklin 114 h
9/1/1956 Santa Barbara Porsche 550 John Porter 169
9/1/1956 Santa Barbara Nichols Dr. Snow 128 h
10/20/1956 Pomona Nichols Jack Wilder 33 h
10/20/1956 Pomona Panhard Perry Peron 73 h
10/20/1956 Pomona Nichols Stan Bucklin 114 h
10/21/1956 Pomona Aardvark Elizebeth Galbally 169 h
11/17/1956 Paramount Ranch Panhard Perry Peron 73 h
11/17/1956 Paramount Ranch Nichols Stan Bucklin 114 g
1/19/1957 Pomona Panhard Perry Peron 73 h
1/19/1957 Pomona Panhard Stan Bucklin 114 h
3/9/1957 Paramount Ranch Nichols Jack Wilder 33 h
3/9/1957 Paramount Ranch Nichols Stan Bucklin 114 3 G
5/18/1957 Santa Barbara Nichols Perry Peron 73 h
5/18/1957 Santa Barbara Nichols Stan Bucklin 114 h
7/27/1957 Pomona Panhard Perry Peron 73 h
7/27/1957 Pomona Panhard Stan Bucklin 114 h
8/31/1957 Santa Barbara Panhard Perry Peron 73 h
8/31/1957 Santa Barbara Nichols Douglas Snow 78 h
8/31/1957 Santa Barbara Panhard Stan Bucklin 114 h
9/21/1957 RiverSide Panhard Stan Bucklin 114 h
9/21/1957 RiverSide Panhard Perry Peron 73 h
2/8/1958 Pomona Nichols Dr. Molle 66 h
2/8/1958 Pomona Nichols Stan Bucklin 114 h
5/31/1958 Santa Barbara Fairchild Dr. Molle 66 h
5/31/1958 Santa Barbara Nichols Stan Bucklin 114 h
9/5/1959 Santa Barbara Aardvark Stu Haggart 41 h
9/5/1959 Santa Barbara Fairchild Dr. Molle 66 h
9/5/1959 Santa Barbara DB Coupe Stan Bucklin 114 g
9/5/1959 Santa Barbara Blcksheep Panhard Stan Bucklin 314 h
4/2/1960 RiverSide Fairchild Dr. Molle 66 h
4/2/1960 Pomona Aardvark Paul Lee/Faith Towers 241 h
4/3/1960 Pomona Aardvark Paul Lee/Faith Towers 169 h
9/28/1963 Del Mar Nichols Stan Bucklin 114 h
11/16/1963 Willow Springs Nichols Stan Bucklin 114 h
12/14/1963 Dodger Stadium Nichols Stan Bucklin 114 h
5/4/1964 Santa Barbara Panhard Stan Bucklin 114 h
9/5/1964 Santa Barbara Nichols Stan Bucklin 114 h
5/29/1965 Santa Barbara Nichols Stan Bucklin 11 h
9/4/1965 Santa Barbara Panhard Stan Bucklin 114 h
9/3/1966 Santa Barbara Panhard Stan Bucklin 114 h
3/20/1983 Sears Point HBR5 Deutch Bonnet Don Racine 45
9 6/11/1983 Wine County- HMSA Aardvark Don Racine 45
6/18/1983 Sear Point HBR5 Deutch Bonnet Don Racine 45
8/19/1983 Monterey Historics Aardvark Don Racine 45 28
8/25/1983 Monterey Historics HBR5 Deutch Bonnet Don Racine 45
10/16/1983 Sears Point- CSRG HBR5 Deutch Bonnet Don Racine 45
3/18/1984 Sears Point- CSRG HBR5 Deutch Bonnet Don Racine 45
4/28/1984 Sears Point- VMR HBR5 Deutch Bonnet Don Racine 45
5/18/1984 HMSA- Spring HBR5 Deutch Bonnet Don Racine 45
6/15/1984 Calif Classic @ Sears HBR5 Deutch Bonnet Don Racine 45
10/12/1984 Sears Point- CSRG HBR5 Deutch Bonnet Don Racine 45
3/9/1985 Laguna Seca- HMSA Aardvark Don Racine 45
3/16/1985 Sears Point- CSRG Aardvark Don Racine 45
3/16/1985 Sears Point- CSRG HBR5 Deutch Bonnet Don Racine 45
1 5/18/1985 Wine County- HMSA HBR5 Deutch Bonnet Don Racine 45
5/18/1985 Wine County- HMSA Aardvark Don Racine 45
6/15/1985 Sears Point- CSRG Aardvark Don Racine 45
8/24/1985 Monterey Historics Aardvark Don Racine 45
3/16/1986 Sears Point- CSRG Aardvark Don Racine 45
2 5/17/1986 Wine County- HMSA Aardvark Don Racine 45
6/15/1986 Sears Point- CSRG Aardvark Don Racine 45 5
6/29/1986 Sears Point- VMR Aardvark Don Racine 45 8
8/21/1986 Monterey Historics Aardvark Don Racine 45 DNF
10/4/1986 Sears Point- VMR Aardvark Don Racine 45
10/18/1986 Riverside- VARA Aardvark Don Racine 45
3/14/1987 Sears Point- VMR Aardvark Don Racine 45
4/11/1987 Willow Springs- VARA Aardvark Don Racine 45
3 5/17/1987 Wine County- HMSA Aardvark Don Racine 45
7/10/1987 Portland- HMSA Aardvark Don Racine 45
7/17/1987 Westwood Canada Aardvark Don Racine 45
8/20/1987 Monterey Historics Aardvark Don Racine 45 4
10/2/1987 Sears Point- VMR Aardvark Don Racine 45 1
10/24/1987 Riverside- VARA Aardvark Don Racine 45 Aardvark= 1,014 lbs 1:57
11/20/1987 Palm Springs- VARA Aardvark Don Racine 45
2/19/1988 Phoenix- ASRA Aardvark Don Racine 45
4 5/13/1988 Wine County- HMSA Aardvark Don Racine 45 1
6/3/1988 Sears Point- CSRG Aardvark Don Racine 45
7/15/1988 Portland- HMSA Aardvark Don Racine 45
8/18/1988 Monterey Historics Aardvark Don Racine 45 DNF
10/8/1988 Sears Point- CSRG Aardvark Don Racine 45
10/30/1988 Sears Point- VMR Aardvark Don Racine 45 1
1/14/1989 Sears Point- CSRG Aardvark Don Racine 45
4/22/1989 Sears Point- VMT Aardvark Don Racine 45
5 5/21/1989 Wine County- HMSA Aardvark Don Racine 45 1
6/21/1989 Mid-Ohio Vintage Aardvark Don Racine 45 2
7/15/1989 Chicago Historics Aardvark Don Racine 45 1
7/22/1989 Pittsburgh VGP Aardvark Don Racine 45
8/17/1989 Monterey Historics Aardvark Don Racine 45 1 2:01
10/28/1989 Sears Point- VMR Aardvark Don Racine 45
3/10/1990 Sears Point- CSRG Aardvark Don Racine 45
4/28/1990 Sears Point- HMSA Aardvark Don Racine 45
6 6/1/1990 Wine County- HMSA Aardvark Don Racine 45 1
8/10/1990 Laguna Seca- HMSA Aardvark Don Racine 45
8/16/1990 Monterey Historics Aardvark Don Racine 45 2:00
10/12/1990 Button Willow- VARA Aardvark Don Racine 45 3
3/16/1991 Sears Point- CSRG Aardvark Don Racine 45
4/26/1991 San Diego GP- VARA Aardvark Don Racine 45
7 5/31/1991 Wine County- HMSA Aardvark Don Racine 45
8/10/1991 Pre-Historics- HMSA Aardvark Don Racine 45
8/15/1991 Monterey Historics Aardvark Don Racine 45 1
10/12/1991 Laguna Seca- HMSA Aardvark Don Racine 45
8 5/22/1992 Wine County- HMSA Aardvark Don Racine 45 1
8/15/1992 Pre-Historics- HMSA Aardvark Don Racine 45 Ken Miles Trophy
8/20/1992 Monterey Historics Aardvark Don Racine 45 26
8/14/1993 Pre-Historics- HMSA Aardvark Don Racine 45
2/25/1994 PIR- VARA Aardvark Don Racine 45
3/5/1994 Laguna Seca- HMSA Aardvark Don Racine 45
3/19/1994 Sears Point- CSRG Aardvark Don Racine 45
4/30/1994 Sears Point- CSRG Aardvark Don Racine 45
5/13/1994 ??- VARA Aardvark Don Racine 45
10 6/10/1994 Wine County- HMSA Aardvark Don Racine 45
8/25/1994 Monterey Historics Aardvark Don Racine 45 2
11/14/1994 Las Vagas- VARA Aardvark Don Racine 45
3/4/1995 Sears Point- HMSA Aardvark Don Racine 45
11 6/9/1995 Wine County- HMSA Aardvark Don Racine 45
6/16/1995 Reno - CSRG Aardvark Don Racine 45
8/17/1995 Monterey Historics Aardvark Don Racine 45
12 6/7/1996 Wine County- HMSA Aardvark Don Racine 45
8/15/1996 Monterey Historics Aardvark Don Racine 45 3
13 5/16/1997 Wine County- HMSA Aardvark Don Racine 45
6/15/1997 Buchanin Field- CSRG Aardvark Don Racine 45 1
8/14/1997 Monterey Historics Aardvark Don Racine 45 25
3/28/1998 Laguna Seca- HMSA Aardvark Don Racine 45
14 5/15/1998 Wine County- HMSA Aardvark Don Racine 45
6/21/1998 Buchanin Field- CSRG Aardvark Don Racine 45 1
8/13/1998 Monterey Historics Aardvark Don Racine 45
11/21/1998 Coronado Island- HMSA Aardvark Don Racine 45 1
4/17/1999 Sears Point- CSRG Aardvark Don Racine 45
15 5/21/1999 Wine County- HMSA Aardvark Don Racine 45 3
6/18/1999 Buchanin Field- CSRG Aardvark Don Racine 45
8/26/1999 Monterey Historics Aardvark Don Racine 45 3
10/20/1999 Coronado Island- HMSA Aardvark Don Racine 45 1
3/23/2001 Sears Point- CSRG Aardvark Don Racine 45
16 5/18/2001 Wine County- HMSA Aardvark Don Racine 45
8/16/2001 Monterey Historics Aardvark Don Racine 45 1
9/27/2001 Thunder Hill- CSRG Aardvark Don Racine 45
11/10/2001 Thunder Hill- CSRG Aardvark Don Racine 45
17 5/30/2002 Wine County- HMSA Aardvark Don Racine 45
8/15/2002 Monterey Historics Aardvark Don Racine 45
9/21/2002 Laguna Seca- HMSA Aardvark Don Racine 45
10/10/2002 Coronado Island- HMSA Aardvark Don Racine 45
3/20/2003 Laguna Seca- HMSA Aardvark Don Racine 45
3/28/2003 Sears Point- CSRG Aardvark Don Racine 45 5 02:05.1
4/26/2003 Thunder Hill- HMSA Aardvark Don Racine 45
18 5/3/2003 Wine County- HMSA Aardvark Don Racine 45
6/5/2003 Virginia International Aardvark Don Racine 45 13
8/14/2003 Monterey Historics Aardvark Don Racine 45 2
9/27/2003 Sears Point- CSRG Aardvark Don Racine 45 3 02:08.3
10/11/2003 Coronado Island- HMSA Aardvark Don Racine 45 2
3/26/2004 Sears Point- CSRG Aardvark Don Racine 45
19 6/5/2004 Wine County- HMSA Aardvark Don Racine 45
8/13/2004 Monterey Historics Aardvark Don Racine 45 9 Rolex Award
8/20/2004 Pre-Historics- HMSA Aardvark Don Racine 45
10/8/2004 Coronado Island- HMSA Aardvark Don Racine 45 4th on Saturday- slipping clutch 'again' 1:30 Approx 4th on Saturday- slipping clutch 'again'