Formula 5000 Takes on Weathertech Laguna Seca Raceway

Story & Photos by Ben Kuhl

From the 16^th of August to the 19^th, the annual pilgrimage to the Monterey peninsula for the Monterey Historic Reunion took place. Storied and significant vintage racing machines from the world over converged for four days of action packed on track action. A standout run group that never fails to draw spectators’ eyes and ears, is Formula 5000.

Formula 5000 came in to existence at a perfect time where sporting regulations did very little to restrict the innovations of car designers were looking to push boundaries. These included both engine performance and rapid mastery of the black magic of downforce that would soon dominate all forms of racing. Today, in a single Formula 5000 run group one can see the full evolution of these compelling cars, from rudimentary body shapes to highly developed F1-like engineering to markedly more refined design concepts. These evidence a wide array of wings, winglets, full-body tapers, weight variances and engine power. In a word, the engines were comparatively, the tires were large and the drivers (both then and now) were fearless.

In 1968, the SCCA introduced a new set of rules that birthed the all-important entry of the 5-liter stock block engine with a maximum of 5000 cc’s [the infamous 5-litre) into regulation. Chevrolet’s 302 cubic-inch V8 had proven itself as reliable and successful in the well-established Trans-Am series. Thus it would be the most popular powerplant used by teams in the American, British/European and Tasman F5000 series’. Teams in the British and Tasman series would experiment with Repco-Holden powerplants while American teams would make efforts to find extra speed with Ford and Plymouth engines. The Chevrolet V8 would reign supreme across all series.

By the end of the 1968 season the pace of car development meant that those early adopters of the ‘68 season were quickly surpassed newer (though not always better) developments as more big-name manufacturers and drivers became interested in the high horsepower series. Similarities to Formula 1 wings, sidepods and engine tuning practices would make their way into the series which pushed an already fast racing formula even faster.

Action started on Wednesday August 16^th with a “simple” practice session. Due to the Monterey Motorsports Reunion having so many run groups (14 in total),  eager drivers were kept to one session per day. Strong compliments from New Zealand and Australia dotted the field with the likes of Paul Zazryn of King Creek Australia and Glenn Richards of Auckland New Zealand taking on the American “locals” of Kirt Bennet and Todd Gerstenberger. The drivers kept it clean during the 20-minute practice session with most still trying to come to grips with the recently repaved racing surface.

Qualifying; a race in its own right. Since many in the group had been participants in the previous weekend’s Pre-Reunion, a dress rehearsal of sorts, most drivers had a significant amount of track time and as such had gained experience on the twisting layout. Dean Camm was able to get his 1974 Chevron B24 back on track and in good order after missing the day’s previous practice session due to mechanical gremlins.

Up front would see some shuffling of the order as Paul Zazryn (Lola T332) narrowly pipped Kirt Bennett (Lola T332) for the top qualifying spot. Glenn Richards (Lola T400) would round out the qualifying order. McLarens’ own Zak Brown would be the only non-qualifier as the United Autosports prepped Lola T332 was experiencing some teething issues this day. Nearly all participants were picking up the speed with most drivers putting on an extra mph or so to their top speeds, though Chino Hill’s Todd Gerstenberger would vault himself into the top 5 with a top speed of 88.183 mph, nearly a full 4 mph faster than his previous top speed in the prior day’s practice session. Caramel California local Bruce Leeson would place his easily identifiable 1969 McLaren M10B 6^th on the timing charts with a top speed of 87.762 mph. All excitement leading up to the following days with single race sessions being held on Friday and Saturday.

Wind back the clock 50 years exactly to May 6^th, 1973, when the then L&M sponsored Formula 5000 Championship traveled to Laguna Seca Raceway for round 2. Reaching the potential peak of the series we would see Lola unveil its new T330, an upgrade over its already successful T300. Some other unique standouts in the field would be an AMC V-powered Lola T330 prepped by Penske and driven by Mark Donohue, the Match A51 which featured a biplane rear wing and Repco-Holden powerplant, and Syd Demovsky who was boldly running an aging HRE Surtees TS8, at that point three years old. The driving talent was nothing but high caliber as well; Jody Scheckter, Brian Redman, Mark Donohue, Peter Gethin, Brett Lunger, Derek Bell and Skip Barber would force more and more high-level driving talent into the already impressive series. During the race, David Hobbs attempted to outpace Jody Scheckter but just wasn’t up to the formidable challenge. American Brett Lunger would have an impressive charge through the field in his Lola T330 after he and Graham McRae had a coming together during the qualifying race. At the end of the 45-lap contest, it would be Scheckter (Trojan), Gethin (Chevron), Hobbs (Lola) followed by Hutchinson (March) and Eppie Wietzes (Lola) rounding out the top 5.

2023’s Race 1 saw Kirt Bennett and Paul Zazryn both pour on the speed as the two hotly dueled at the front. The dependably fast Bennett was able to stay a whisker ahead for the duration of the race, but was Zazryn stuck to him like glue all the way.

Close behind was a true scrum between Galbraith, Gerstenberger, Leeson and Chalmers, all who seemed to match speeds, battling furiously. A third and larger pack formed behind Camm, Brennan, Crean, Roberts, Kuhl and Hemming, changing places nimbly through the laps and all setting top speeds in the 85mph-lap-average range.

Saturday the 19^th brought the final dance for our fearless Formula 5000 challengers. Once again it would be Bennett and Zazryn up front. Zazryn brought even more of a challenge for Bennett and hounded him for every inch and millisecond. Bennett defended masterfully as the pair carved through traffic with nearly identical speeds. Like the mid-to-late 1970s of Formula 5000, the Lola T332s and T400 all found their way at the front of the running order with Gerstenberger being the highest non-Lola finisher in his 1974 Chevron B24.

Down the field would see a last lap charge from Paul Kuhl, driving one of the few high wing cars in class, stormed by Anthony Roberts piloting a classic papaya 1969 McLaren M10A and Johnnie Crean at the wheel of a 1969 Eagle. When the checkered flag flew, all participants returned with cars intact and plenty of racing stories to tell.

The impressive efforts of all involved — from the local California and USA F5000 owners to the stellar compatriots from Australia and New Zealand, the formula F5000 field at the 2023 Rolex Motorsports Reunion at Weathertech Laguna Seca Monterey was a sight to behold and a timeless experience to remember.