Jump: Main Article| The Racer's Perspective | Team Boston | Return to 1999 ClubRace | Return to 944's and More!

Something different -
the 1999 Parade Club Race au circuit Mont-Tremblant

"Cayou said he thought he heard the bear last night"

"On besoin deux worker shirts pour les whistle people"

"Bazoo will be at Namerow"

"I have a white and a red. If a racer makes me mad, he gets the red."

Not the usual kind of banter one hears in a track tower on race morning - except at le circuit Mont-Tremblant. Over 30 years old, this track was host of a golden era in sports car racing in Québec. Designed in part by Bruce McLaren, the track hosted the Canadian F1 Gran Prix and has seen many Porsches over the years. It is unique among operating racetracks in North America in that its configuration (and pavement) is unchanged from the days of big-bore Can-Am and Trans-Am racing. It was here almost 90 PCA Club racers congregated on the final weekend of the 44th Porsche Parade to have fun and share in the camraderie that is the true strength of PCA Club Racing.

Located in rugged terrain, le circuit ("the track" in French, pronounced sir-quee (as in "quee"n), not sir-cut) is reminiscent of a narrow winding eastern mountain road, with many elevation and camber changes. The area around the track has become a thriving four-season resort offering excellent outdoor activities, accommodation, and restaurants. The track still exists because its terrain and lack of infrastructure make condo building (or golf-course construction) expensive. Called "a mini-Nurburgring" by Jackie Stewart (who drove F1 at le circuit), the track proved an exciting challenge for the racers.

Registration opened in the old race cafeteria Thursday in an effort to ease congestion on Friday. Kate Richichi, a friend of the Race Chairman, greeted racers happily and processed almost forty racers on Thursday. Congestion was expected on Friday due to Mont-Tremblant's paddock. The paddock is on the outside of the track, limited to a narrow strip by the shore of Lake Moore. On one end is a rock cliff that spectators can climb for a panoramic view of Namerow corner, while at the other end is a mountain stream that is home to the famous "swimming hole," frequented by many "pilotes" through the years. Designed to make maximum use of a narrow space, the paddock can accommodate 150 full race teams, but only by using iron parking discipline - 30" between trailers, with all trailers parked perpendicular to a road that runs down the middle of the paddock. Friday saw over 100 Parade driver's education participants, half-dozen historic cars, and about 70 club racers jockeying for that space. North Country region's Parade DE participants graciously parked themselves three-deep on the grass. R. Stephen Bauer from Hudson-Champlain region cruised up and down the paddock road for over two hours before someone's EZ-up was moved so he could park back behind someone else's trailer. A group of racers parked near the trees surrounded by huge trailers and motorhomes except for a one-car-width "lane" between trailers to the paddock road. Everyone fit, but it took everyone's cooperation to avoid gridlock.

Scrutineering opened early Friday afternoon. Rennsport region tech chairman and Zone 1 Chief Instructor Chris Kirby led a team including his son Jason, George Karney, David Wilson, Paul Brassard, Blair Killoran, and Cimarron region racer John Blocha. John was registered to race but had to cancel a few weeks before the event. He still came out first thing Saturday morning to help.

With available space at such a premium, hired security was used to keep out the curious and check for Parade passes or PCA member cards. Hundreds of cars full of non-PCA spectators who heard about the "Porsche Race" by word-of-mouth were turned away. There would be no place to put them anyway. The grandstands have long been dismantled and nature has re-claimed the infield. Many deer, fox, and other woodland creatures now live in the infield, oblivious to the noise and people on the other side of the track. Deer are so common corner workers use the white flag to tell drivers of track-side deer. The local bear, a lone male, occasionally wanders through the paddock on his way to the creek in the morning. With the infield closed to vehicles and overgrown, the paddock skidpad, built right up to the creek's edge, is the only place to park non-racer vehicles. Each day it was jammed, and almost 2000 PCA'ers came over the two days of great weather to watch the racers.

Other than the cramped paddock, racers were treated to a relaxed, low-key event, due in no small part to the PCA Club Racing staff of Monte Smith, Darrell Troester, Tom Charlesworth, Pam.Thompson, and Dick Ward. Deni Knight came in with Dick and helped Monte. All the national staff worked tremendously well and kept the event on-time and got the results out fast. For other on-track activities, racers were treated to experienced pro staff, many with experience in F1. As with seemingly every track, the flaggers were a unique bunch, characters with nickames like "Cayou" (rhymes with Bayou) and "Bazoo." The false grid was ruled by Carole, a pro who has gridded racers driving everything from karts to CART with her customized Fox red and white whistles - the red one is deafening. Assisting her was her husband, and two volunteers: Margo Zann, "the Barefoot Contessa," from North East region, and new Rennsport region member David Collins, who has worked as a marshal in England. Volunteers Tom and Dick Snyder from Mid-Ohio region, and Michael Collins (David's son) amd Philipe Gelinas from Rennsport acted as tapers and assistants for the National Timing and Scoring staff. (Tapers record cars as they pass start/finish.) The track provided a complete second Timing and Scoring staff as a backup. Something a little different from the usual PCA event was the hot pit control ("whistle"). These people were stationed evenly down the pit and tracked each racer's progress through pit lane with whistle blasts and hand signals. They also serve as fire marshals in the hot pits. Although in Club Racing's sprint format hot pit control is not essential; the added safety margin they brought was welcome assurance.

On the social side, the almost-obligatory Saturday night dinner had to be shelved due to the Parade Victory banquet. Racers seemed content with the cold beverages and pretzels provided once the track went cold each day, distributed by Tom Lang and Rob Woyzbun, organizers of the first club race at Tremblant. Tom also suggested "something different" as a racer momento. Green basketball shorts were the result, emblazoned with the event's sponsors, Talon Tire / Pirelli (Howard Korzenstein) and The/Marketing/Works (Rob Woyzbun).

Sunday brought more great weather and a certain focused tension in the air - race day was here. Early a.m. found Michel Rompré working hard on his car - a coolant leak. Here and there others struggled to get their cars working and just right. Warm-up and qualifying were uneventful. Three main races were staged, with cars in neighbouring classes running together. Full results are available at the PCA web site, <http://www.pca.org>. Following this write-up is a first-person perspective of one of the races. The pace car was the Kwok's Triposto, driven by Glynne Green, chairman of the Mosport PCA club race.

After the races, more beverages and chips came out. Trophies for the race were designed by Christopher Paine, Rennsport region's president, and featured a picture of the racer's car "driving" on a piece of the old pavement from Turn 7. A small army of Rennsport people mounted the photos, kindly supplied by John May ([email protected]). Rennsport photographer Marcia Wheeler took covered the race.

The wrap-up of the race was the presentation of the awards:

Trailex Novice Racer Award

Kevin Kehoe

Forgeline Rookie Racer Award

Mireille St-Gelais

RPM Group - CIPA Mirrors Pass of the Race Award - Mireille St-Gelais

Diversified Cyrogenics Best Braking Award

Frank Trombly

GT-Racing Best Prepared Car Award

Buck Floyd

B&B Fabrication Hard Charger Award

Robert Rathe

Porsche Cars North America Worker's Choice Awards:

Michel Rompré (White group), Jim Scott (Blue group), Mark Greenberg (Red group)

Mazza Vineyards PCA Club Racer Awards:

Tom Lang - first registrant both this year and last year for the Mont-Tremblant club race!

Howard Goodman - second first-day registrant - who discovered the telephone number on the application was incorrect, and was able to get a hold of me quickly enough to stop the mailout.

Mike Pierra - the third last first-day registrant, and first e-mail registrant.

Cal Calamari - for perseverence - coming into some hard luck and then working Friday night and Saturday day to get the car back in shape to race.

Peter Boll - for sportsmanship - after joining Cal in some hard luck Friday, then finding someone who had the right part, then getting it, then realizing it wasn't the right part, and then offering parts of his car to Cal so one of them could race ... as someone yelled out at the awards ceremony - truly the spirit of club racing.

R. Stephen Bauer - for being the man most frustrated by the overcrowded paddock on Friday. Stephen spent hours driving up and down the paddock waiting for space to open and finally got in behind some others.

Olivier Rivard - youngest driver at the event - yet one of the fastest - and a strong second for worker's choice in his race.

Steve Kent and Buck Floyd - up from the Lone Star State, they came the farthest.

Bob Julien - This was his first club race - but not for lack of trying. He was ready to go at Mosport but the car blew up the day before the race. Long hours got the car back in shape just days before Tremblant - and his registration form was FAX'd in two hours before the registration cutoff.

Chris Musante - Chris came up early in the week with multiple trailers and set up camp in a far corner of the paddock, not taking the good spots. Unfortunately he set up right where scrutineering and impound had to be located. On Thursday he tore down his entire camp and re-constructed it in another spot. Racer co-operation like this deserves recognition! Chris' wife Lisa accepted the champagne for Chris. Lisa is the president of Connecticut Valley region - the region that had the most racers registered - almost 20%!

Hugh Kwok - Hugh is so supportive of club racing he ran in two of the three feature races. He also provided his family's newest creation, the Triposto, for use as a pace car.

Back to top of this page

The Racer's Perspective

Barry Lenoble, from Metro New York region, and Mike Piera, from Connecticut Valley, raced each other at the 1999 Parade Club Race au circuit Mont-Tremblant in E class. What started out as a great weekend for both turned out to be only half as good

Barry Lenoble: My racing started on Friday, at the "Track Reconnaissance" or Driver Education event. I had never driven the track before, so I wanted as much track time as possible. I was lucky enough to get a ride with a friend, then it was my turn. Of course it started to rain, lightly at first, then pretty hard. The track held up nicely, good grip, but it was tough to see. The track is very difficult with long, bumpy, lots of elevation changes, blind corners, off chamber, high speeds, you name it, Le Circuit has it!

Mike Piera: Friday was the day to get ready for the race track, the historic le circuit Mont-Tremblant which had hosted many famous drivers in the 60s and 70s. Around noon I headed to the track and found my F-Troop friends Bob Scotto, Henk Westerduin, and Jeff Burger at the end of the paddock with a little space, which they kindly made available for my car and trailer. I made it to tech after a few trips back to get things that I forgot (first logbook, then racing shoes). Now I was able to get on the track for 2 sessions of "track reconnaissance". Unfortunately, it started raining and there was no time to change tires so I went out on my Hoosier autox compound DOT tires, which ended up working fine except for the puddles. This gave me some time to study the track, which was not easy to learn quickly due to similar looking corners and hidden apexes. For my second session I put on my new Toyo RA-1 rain tires, which were much better and allowed me to use throttle on the straights.

Barry: So I was going slow, in the rain, just learning the track on Friday. Had some fun. Tried to get a weather report in English, but was unable to do so. At the track early on Saturday, the weather is gray, but getting better. Go through tech, no problems like last time, then to the driver meeting. Monte Smith says about 10 words, then we're off to start the event.

I drive the first session, and I remember where the turns are, well most of them anyway. My car is working very well. I just replaced the head gasket, and the motor is working better than ever. I stumble my way around the track, and it feels great. The track is so long that I'm not going to bother with a description, search for "Le Circuit" on the Internet if you want one. The run ends, it was long, about 30 minutes, and I check the results. Hey, something's wrong, I'm 5th overall, and first in class. Must be a mistake. I guess that Friday's practice paid off. Either that or I was the only one stupid enough to try and go fast right away. I knew the times wouldn't hold up, but it was nice to be at the front of the grid.

Next session I remember the track some more, and push hard in some corners, and remember to go easier in others. There are a few very scary corners, so I went easier in those. The track reminds me of my old home track, Bridgehampton. It's like the Bridge in that the pavement is worn out and bumpy (it almost makes the Bridge look smooth), and the elevation changes made me feel right at home. The second session ends and I'm still in the lead in my class. The others are getting closer, but I'm starting to get a good feeling.

Mike: Saturday morning it was pretty dry so we all went out for a practice on dry tires, I had a set of new Hoosier Road race radials. They felt good but I was still taking it easy, was several seconds slower than Barry Lenoble, my main competition in E class in a 944TurboS.

In the second session I cranked it up using full throttle and taking it to 7000RPMs before shifting, and got within a few hundredths of a second to Barry so I was satisfied that I could drive the course.

Barry: I'm relaxing before the next session, when I get a visit from Darrell Troester, the national scrutineer. Darryl informs me that the want to check the boost level of my car (a 944 turbo S). "Great," I tell him, "I'd love you to check all the cars." I know my car is stock, and I love to see them checking cars. So Darrell spends about 5 minutes connecting a Stack boost recorder to my car, and I run the next session with it collecting data. "Don't sandbag, because we'll be watching lap times too" he tells me. Fine with me.

I have an excellent session. Mike Piera is my only real competition in class E. Mike has a 72 911 RS, and he's been faster than me at every event. I'm pretty sure that he'll be faster than me at this track too, but I want to make him earn it. He's behind me, so I turn up the wick and try to keep him there. The car is working well, but I'm over driving, and getting way sideways in some of the corners. Then I overcook it into the last corner and almost slide off the track. I save it, but decide that I can't hold Mike up anymore. Might as well let him pass and study his lines. He passes me, and I press him for the rest of the session.

Mike: We had several fun laps with me in hot pursuit of Barry. He scared me a few times, especially in turn 7, which is a fast 100+mph right hander with a change in pavement that causes you to lose grip when tracking out. Barry got VERY sideways right in front of me, but somehow caught it. Finally he let me by so we could change roles and he could steal my lines ;-). We were running low 2:01's I think.

Barry: It was major fun to see where each car was stronger. I was better in the turn 1, 2, 3 complex, and I was watching him lock up his RF tire under braking leading into the esses. He was faster in the carousel section. We were even on the back side, then I thought I was faster through the Gulch and the Bridge turn.

That session was the most fun I've had in quite a while.

The run ended, and I stopped at impound so they could measure my turbo boost. Darrell loaded the data from the recorder into a PC, then they reviewed the data. Max boost for my car is supposed to be 1.8 bar. My car showed sustained periods of 1.84 bar, which is within specification. So I passed with flying


Next up were the practice starts, and a 5 lap fun race. It turns out that Le Circuit is a narrow course, and I didn't like the starts at all. Normally I get a good jump at the start. My car makes good power, and I can use it well at the beginning of the race. My technique is to try and go low when the green flag falls, and use

my power to pass as many cars as possible. That was not an option at Le Circuit as the track was too narrow. So when the green flag flew, I got on the gas, and just tried to stay out of every one's way. I lost a position in each of the first three starts. During the practice race I watched some guys spin out, and I started reeling in the guys who passed me. I was getting held up by a red E class 911, but I finally got him. I was running down a D class 944 turbo cup car when the checker flew.

Mike: The last session on Saturday was 3 practice starts, followed by a 5 lap fun race. I did my best driving in this session, passing lots of cars and hunting down some mid pack GT4S cars on the final laps. I finished as the first non-GT car, with a best lap time of just under 2 minutes, quite close to Bob Scotto's best lap time in F class. He is a much more experienced driver with a better set-up car and is very consistent so he is always a good target to shoot for. Unfortunately we almost never run in the same race group.

My car was holding up well, with a new fuel cell and camber on the left front cranked as far as it would go but still not enough at about 1.8 degrees; so I was wearing my outer tire edge again. The new fuel cell would not allow running with a spare wheel/tire in front so I added another 25 pound weight inside the car, but it might not be enough even with a full cell for a long 30 minute race. So I bolted in my spare brake rotor which gave me a 10-pound cushion, and decided to drive for fuel conservation in the race if possible.

One problem I had was losing an exhaust pipe that I had welded on to my muffler to make a cheap sport muffler out of a stock muffler. Now there was a big hole in the muffler, causing strange sounds and heating up my rear valence panel, and maybe losing power. Jim Newton told me to just cover it with some sheet metal so I found a coffee can and some hose clamps thanks to Jeff Burger, and made a quick repair utilizing one stock muffler clamp. It held up OK for a few sessions until a backfire during cool-down lap blew a hole through it. I then re-did it and it held up OK for the rest of the event. The car was running great with the stock outlet and one sport outlet. John Ktistes' car did not hold up quite as well. He drove the nice multi-colored C2 that was right behind me for most of the Pocono race. He lost it in practice in the Gulch turn, a tight left after a fast right hander, and his passenger's door slid into the end of a guardrail with some tires cushioning the hit a bit. His door bars held up VERY well and the car should be OK after some metalwork.

Barry: So Saturday ended with the car in great shape, and I was feeling very good about myself. One of my friends was there with a new exhaust pipe. This was an open pipe that replaces the muffler. It would save some weight (which would not help me, as my car is at the minimum weight) but might give a little more power. So I spent an hour that evening bolting the pipe on. My family and I stayed at the track that night (in the motorhome), and it was really great. The weather was beautiful, and the track was deserted and very quiet. We had a nice BBQ dinner, played with the kids for a while, then put them to bed. My wife and I stayed up, but it was cold, so we turned in early ourselves. I reviewed some track notes, wrote some new notes, and tried to sleep.

Sunday, race day: The weather was great, best weather all week. Clear, cool, dry, bright sunshine. Perfect driving weather. I did the morning warm up, and the car seemed a lot louder, but not really any more powerful. I could hear the turbine spooling up, and that sounded cool, and the car did sound more like a race car, but it wasn't too loud. The warm up went well, my lap times were getting slowed, not faster, but what can you do? Qualifying came, and I wanted to get a good lap in. Alas, I didn't. I got caught up with some cars and didn't get a clean lap. Then I let some cars go by, I drove easy to cool my tires, then went for it. I thought I got a very good lap, so I decided to come in, get weighed, and save the car. The results showed that I turned a 2:02.2. Not bad, but .5 seconds slower than my other laps. Oh well, I was still second in class, and I felt very good about my chances.

Mike: Sunday morning I went out for a short practice session, just taking it easy to re-familiarize myself with the track. Even going slowly, I was able to learn a few things like taking turn 3 very close to the apex to avoid bumps and to help keep to the center of the track before the esses. Next was qualifying, and I hoped to repeat my sub-2 minute lap so I would keep my excellent grid position just behind the fast GT cars. I had some decent laps in the mid 2:00 range, and had a real good one going before coming up to lapped traffic at the last turn ... but it was still good enough for pole in my class although a few C cars started going very fast and got by me. Barry was a few cars behind me and I knew he would try his hardest to get up front quickly. Hans Warner in another RS clone needed a clutch job during qualifying so he started from the ack of the pack. In addition to the GT4 and 5 cars, and C, D, and E "stock" cars, we also had the G cars (911SC mostly) in our group, with several behind me, lead by fast Jim Lewis.

Barry: Race time. On the grid early. Prepare mentally. It's going to be a 30-minute race, plenty of time. My plan is to run real hard for 5 minutes, see if I can get in front of Mike P. Then save the tires for the next 20 minutes, and run the final 5 minutes hard if it will make a difference.

Pace lap, warm the tires, check track conditions, everything is great, let's go! Pace car pulls in, follow the crown around the last turn (Namerow), onto the front straight. Strain to see the flagger, then there it is, the green flag drops, and we take off. I get on the power early and start moving up on the cars on front of me. Uh oh, getting too close the car in front of me, no where to go, get on the brakes (not a good thing to do at the start of a race). Move to the right and get back on the power. OK, I haven't lost any positions, the field is now in a single row. Come onto a straight, get a good run and pass a 944 turbo cup car.

Mike: For the race, I swapped front tires left to right, and filled the tank to the brim. I was gridded on the outside unfortunately, which would make it tough at the start. I did not realize until after the race, but another problem was that I was gridded behind a GT5 914, which would sure enough hold me up at the start; his lack of acceleration letting cars pass us on the right until he got up to speed. A 911S GT5 car and a D class RS America got by me at the start. After this slow, careful start, staying on the bad side of the track, I was able to re-pass a GT5 911S 2.0 on the back straight coming out of the carousel. The RS America then slowed me down in the tight left hander after the gulch, which allowed the 911S to get inside of me and pass by downshifting to 2nd gear. He was soon in 4th gear and heading towards the namerow turn- the final, very slow turn in front of the crowd.

Barry: Mike P is now ahead of me. A vintage 69 911 passes Mike, and the three of us run down the back straight. I'm gaining on them, and I'm feeling very good. Go through the Gulch and the make an excellent turn on the Bridge turn. I fly out of there, and I pull alongside Mike P, then pass him heading toward Namerow. I've got a great run going, so I decide to pass the #88 69 911 under braking going into Namerow. I pull over to the inside (right) and pull next to him. I am all over the brakes, trying to get the car slowed enough to make the turn, I feel the ABS pulse. I'm even with the 911, and as I start to make my turn I see him start to turn right into me. Oh no! The flagger is frantically waving the blue flag as the 911 moves over, then crunch, his car hits my left front fender. He does a spin in front of me, and I then push

him off the track sideways. CRAP!!!! My race is over, my car is damaged, and I'm depressed.

Mike: He slowed quite a bit, with me right behind, when I saw Barry's white 944T coming up on my right. Barry got past me, then slowed down, then the 911S turned into the apex and proved the physics theorem that two solid objects can not occupy the same physical space. Barry tried to avoid him, hitting the inside curbing, but there was nowhere to go. The 911S's right rear fender hit Barry's Left front, spinning the 911S,

and the 944TS proceeded to push him through the turn by his passenger's door. Meanwhile I was slowing down just behind this mess, hoping I would not pile into them or be hit from behind. I came to a stop, then Barry continued slowly and I slowly passed him, but several cars got by me as I crawled past, mostly G cars. I was glad that I was not involved in the incident but now I had cars in front of me, maybe even some E cars, and I was feeling sick inside for Barry and the 911S, not much in the mood to race anymore.

Barry: I pull into the pits, and the scrutineers come over to see if I'm OK. Now I get the incident forms to fill out, an inquiry has to be completed, and so on. What started out so great did NOT end the way I hoped. Depressed, I just loaded my stuff and left as soon as I could.

Mike: I followed the 911SCs for a while, not really trying too hard to pass, wondering if we would get yellow or even red flags. There were no flags when we arrived back at Namerow, but Jeff Chervenak, in a 911SC passed me right where Barry had... shoot! I had to get back to driving as I was being held up about 3 seconds a lap by the SCs. I tried passing Jeff inside in a few corners but he chopped me off, nearly running me off the road a few times and causing me to lose a lot of momentum. Finally after getting chopped off in the esses and losing about 10 car lengths to him, I decided to get a good head of steam going and soon caught him, getting right behind him in the fast turn 7. I did not have enough to pass on the following straight, but got well beside him under braking for the long right-hand carousel turn. Accelerating out, I finally left him and proceeded to immediately pass Jim Lewis and a GT4 944 on the long straight. The rest of the race was pretty uneventful, chasing down the remaining cars that had passed me in the accident, and passing the RS America that passed me at the start. I was shortshifting at 6000 RPMS to conserve gas as I did not think there were any E cars ahead of me and I could only lose by being underweight in impound. The tires and brakes were not feeling real fresh so I was a bit easy on them too. I think I passed all but one D car, and was passed only by Chris Musante, who was cruising for yet another win in GT4S when he lapped me. I was rapidly approaching a lapped 944Turbo when the checkered flag came out, so I pulled up alongside for an exiting-looking finish (what a ham). I then coasted as much as possible to save fuel, and had a nice cool-down lap, waving to all the friendly flaggers, fans, and friends who were watching from the side.

Coming in the pits I was not asked to go to impound, excellent! I probably would have been OK but certainly not 30 pounds heavy as I was at Pocono. I had received with my first road racing win, rounding out my PCA club race year with 3 podium finishes (3rd, 2nd, and 1st) in my first year of real competition. And best of all to me, my car was unscathed.

Barry: I don't think my car is that bad, the LF fender is destroyed. The other fender has a large dent, and the front bumper cover is a little cocked, but I think it will be OK. Some time and some money, and it should be good as new. My next event is a practice day at Lime Rock, Sept 22, followed by a club race at Summit Point on October 10.

Postscript: The damage to Barry Lenoble's car proved minimal. He raced at Summit Point and finished fifth in class. Mike Pierra continues to race in PCA, SCCA Historic, Vintage, and autocross. While at the Parade, he won the Michelin Autocross Challenge.

Back to top of this page

Team Boston

Even at club racing events, it is usual to see cars decorated with sponsor logos, Lately many cars sport the names of charities as "sponsors." The idea of a racer soliciting funds for a worthy cause has become a trend that deserves all the encouragement and support possible. Among the cars at Mont-Tremblant club race were a number decorated with the Team Boston logo. At the event, they collected over $2000 for the Children's Hospital Boston. Team Boston co-founder Cal Calamari explains:

"The way it works is each Team Boston driver solicits pledges. This is like a Walk-a-thon model - using club racing! The pledges can be made on the Team Boston web site, www.teamboston.org or by fax or mail.

The pledger can select a base pledge, let's say $30 and then can increase the pledge based on results (x2, x3, etc....) of any Team Boston driver or specific driver.

For example, my parents had a $30 base pledge and if I had a podium finish they would muliply that by x3. Since I busted my butt getting my car back on the track and coming in 3rd in class, they have to write a check to Children's Hospital Boston for $90!"

Due to a slight setback on Friday the 13th, Cal started tearing the car apart at dusk - in the rain, and on wet grass. He was working on the car all day Saturday, and I remember watching Cal and Chris Musante adjust the toe-in with a tape measure late in the day. For his efforts Cal was awarded one of PCA Club Racing National sponsor Mazza Vineyard's magnums.

Team Boston did well at Mont Tremblant:

Russell Castagna 1st C

Jim Lewis 1st G

Lynn D. Wilson 1st H

Bill Chadwick 2nd GT1S

Howard Goodman 2nd GT2R

Cal Calamari 3rd F

Unfortunately, co-founder Mark Forrester was all packed but too sick to make it. Besides the www.teamboston.org web site, Team Boston can be reached at: P.O. Box 2911, Acton, MA 01720, USA, FAX (978) 635-1558, or contact Cal Calamari, [email protected], (508) 735-2975 or Mark Forrester, [email protected], (978) 635-1552.

Team Boston, thanks for coming out!

Return to 1999 ClubRace | Return to 944's and More! | Back to top of this page

Copyright 1999 - Craig Seko. [email protected] All rights reserved. Usual disclaimers apply.