1980 wasn't a good year for the British automobile industry. The British Leyland combine had begun the decade with the consolidated resources of Jaguar, MG, Triumph and Austin. It ended the decade as a near disaster. BL lost $220 million that year, and was surviving only through a multi-billion dollar assistance package from the British government.  Britain had been the largest exporter of cars to the US in the 1950's, and was still a major presence in the 1960's. But by 1980 the Japanese dominated the US import marketplace.

    Symbolic of the new Japanese automotive hegemony, Datsun had dominated SCCA National Class C Production competition for ten years. SCCA  racing was nominally amateur, but the chance to showcase products in a competitive environment was attractive to many manufacturers. The Datsuns, while not an official factory team, had major support. With cars prepared by Bob Sharp, and driven by champion drivers, there seemed little chance that their dominance of Class C racing could be challenged.

    Enter Gran Tursimo Jaguar. A small dealer, then in East Lake Ohio, GTJ was little more than a group of enthusiasts, working around guru Lou Fidanza. They began working with E-Types in the early 70's, and felt they could make the six cylinder  E a much more competitive sports racer.

    Beginning with a 1966 roadster tub with more than 140,000 miles on the clock, they gradually built a race car. Improvements were made to the engine, drive train, suspension, brakes and body. By 1976,. the car was already impressive, with eight first place and three second place showings in  Class C Production races. Without big factory support, they could only afford to work on one system at a time. Their progress was slow, but deliberate.

    It all came together for 1980. By then, the team included Fred Baker, who proved to be an outstanding driver.  Racing just five times that year, he amassed four wins in Number 19, the fifth race being called for weather. A short season, but good enough to be invited to the Nationals at Road Atlanta. The grassroots team barely had the funds to make the trip,and was lucky to get some help from  their local sponsors, Pesses Metal and Alloys. Arriving late, they surprised the field by rolling the car off the trailer with minimal prep, and then being fastest in practice. This immediately attracted the attention of the other competitors, who vainly attempted to have the car disqualified.

    Much time was spent that week with race scruitineers. Protests were filed against the roll cage, bonnet, brakes, exhaust system and aerodynamics. Datsun had dominated this Class C for years, and was not about to let a grassroots interloper walk away with the title. But the car had been carefully designed within SCCA rules, and was allowed to race. At the Datsun party prior to the race, one of the racers proudly wore a lapel button with the letters DH, for designated hitter. Rumors reached the GTJ team that this driver intended to knock the Jaguar off the course, if necessary to insure a win.  The car was locked and guarded around the clock to prevent sabotage. Such was the nature of the competition.

    Number 19 qualified in pole position for the race. Based on the "DH" rumors, Sunday practice was skipped to preserve the car. At the very start of the race, one of the Datsuns deliberately rammed the left front fender of the Jaguar in an attempt to force it off track. Carrying the Datsun on his fender through turn 1, Baker pushed hard in a tight dice with the Datsuns. Forced onto the rough margins, the Jaguar took a beating.  But coming into the straight at the end of the lap, Baker blew by the Datsun of Jim Fitzgerald, and never looked back. Not so fortunate was the Huffaker prepared TR8 of Kenny Slagle. This car was given the "Datsun treatment", and ended up as a wreck in the center of the track. But Baker and the Jaguar had the lead for keeps, taking the checkered flag  seven seconds ahead of Paul Newman's highly prepared Datsun.

    After the race, the scruitineers tore down the car to verify once more that it complied with all SCCA regulations, which it did. GTJ had stopped the Datsun juggernaut with an aged sports car, and avenged the British motor industry. Fred Baker was awarded "Jaguar Driver of the Year" personally by John Egan, president of Jaguar Cars.

   GTJ and Number 19 weren't done, though. For 1981, the SCCA rulemakers required that the Jaguar be detuned, with solid brake disks and 1.75" SU carburetors. Despite this, the winning streak continued. At the championships, only a minor spin on the rain slick track denied a Baker repeat victory. GTJ's second place showing didn't escape the rulemakers, and 1982 found the car forced into GT-1 class, the fastest SCCA racing category. The car would compete with 500+ horsepower Camaros and Corvettes, and the new turbocharged  Datsuns. It was expected that the "old lady" would finally be brought down to earth. But the winning streak continued,  with the Jaguar winning four straight GT-1 races against daunting competition. Finally, the car was required to carry a 200lb weight penalty, and  succumbed to Datsun at the championship race.

About the owner- Gran Tursimo Jaguar is a vendor of parts and accessories for road going and competition Jaguars. They are located in Perry Village, Ohio, 1-440-259-5588.

About the author- Michael Frank is Vice President and Webmaster of the Jaguar Touring Club. His red 2+2 E-Type is a familiar sight at JCNA events in the Northeast. Currently, he is building a reproduction of the 1963 Cunningham Lightweight E-Type.

Copyright © 2001 Michael Frank, New York. All rights reserved.
Video clip Copyright © 1980, 2001 by Gran Turismo Jaguar, Ohio. All rights reserved.