GENUINE IMSA RS SERIES RACE CAR
BUILT AS A PONTIAC ENTRY FOR THE CHAMPION SPARK PLUG
CHALLENGE
NEVER A STREET CAR, HECK, NEVER COMPLETED ON THE PRODUCTION LINE
THIS WAS A TRUE 'BODY IN WHITE' RACER FROM BRAND NEW.
Currently in need of some love - Please wait
for all pictures to load!
This 1982 Pontiac J2000 was delivered to builders
Tim Meehan (still involved as the proprietor of 'Mantapart') and the late
driver/mechanic Chuck Ulynski as a 'body in white' - i.e. off the production
line in an incomplete state without a VIN. General Motors intended for these
'American Opels' to participate in IMSA's Radial Stock Champion Spark Plug
Challenge for a time and had engaged two independent race car builders and
fabricators to do a small set of factory-backed, independently-prepared
race cars to promote the new J-Body line of compacts, in particular the
Pontiac 2000.
Unfortunately for Meehan and Ulynski, GM pulled
their backing once the other independent builder had produced two or three
cars ahead of this car's completion. Well-known driver Bobby Brown was,
for a short time, a contender in one of this car's siblings prior to moving
on to the Renaults under AMC backing in the Champion Spark Plug Challenge.
This particular example, however, saw no competition in CSPC and only a
few privateer events before being shelved. It would sit out the 1980s more-or-less
fully-prepared but without a venue.
In the late 1980s, a private competitor purchased
the car from Meehan with a mildly-tuned engine rather than the one it was
originally intended to compete with for unknown reasons. I have been in
contact with this gentleman who described to me his learning curve with
the car and his preparation and use of it throughout the 1990s. Many notes
(beginning in 1994) as well as a couple digital video discs of the car in
competition in the southwest will convey with the car. Ed prepared the car
to be better and faster, eventually building a ~$5,000 pro-built race engine
from scratch that remains, albeit in need of refreshing, to this day. All
records including dyno sheets convey with the car.
The only known incursion this car ever had with
a stationary object happened in the mid-1990s, Ed tagged a wall at PIR with
the left front corner. No major damage was done and the car was repainted
to its current livery at that time. Following a personal tragedy a few years
later, Ed sold the car to another privateer in the Phoenix area who continued
to campaign the car quite competitively at NASA events at Firebird into
this decade. He sold the car to another enthusiast in that area who sold
it to me a few years later.
When the car arrived here, it required plenty
of modernization and re-preparation in order to be eligible for SVRA/VDCA
vintage events. I did all of this and have entered it in a handful of events
down at VIR. Unfortunately, I resolved earlier this year that I would not
compete in the car again following this year's Gold Cup. I had hoped to
sell it in good running order and exhibit this at the Gold Cup, however,
on the first pace lap of the first qualifying race, I lost power and found
that compression was all but gone in cylinders 3 and 4. I have no idea why
this happened - oiling has been fine, RPMs have been kept conservative (never
hitting the MSD 7600RPM limiter) and it was running fine through tech the
previous day. Speaking with Tim Meehan, I have found that he still retains
a variety of OHC Brazilian Opels from the old days that range from new to
lightly used, so there's no shortage of options.
One needs only look at the car to know it is
a true professionally-built racer, not a budget-minded privateer. The cage
is incredible, the use of aluminum and DZUS fasteners to keep weight down
likewise. The car is a true purpose-built racer.
The Auto Meter gauge package was done in the
1990s. The sending unit for the oil and trans temp are disconnected, else,
everything works. The car has a sizeable oil cooler up front and pressure
never fluctuates from 60psi (even now).
Note the MSD 6A and Soft Touch Rev Control units
on the cross bar, as well as the main breaker panel with a plunger for the
fire system (2 nozzle - driver and engine - fresh out of the box in 2008
and done by me). Note the electric solenoid Accusump. Note the use of Aeroquip
AN fittings, braided hose everywhere - oil and fuel system throughout.
Custom breaker panel dates to car's construction.
Closeup of the Accusump and fire bottle.
Note the dual Wilwood brake masters and separate
clutch master cylinder - all custom fab setup behind the dash.
Just forward of the last shot. Note DZUS fasteners
holding instruments to cage and custom steering column.
This 17" Kirkey has a good cover, the RCI
harnesses are good through at least 2012 per a recertification document
I have. I also have a 14-15" Kirkey if you don't want such a big seat.
No biggie.
In the rear compartment, the 22 gallon ATL Enduro
fuel cell was re-foamed with new pickups in early 2009. The bladder is perfect.
The filter and pump are beneath the aluminum panel at the bottom of the
frame along with the battery (farther back). Note the Koni Coilovers with
adjustable height and the custom Eibach springs fitted in the 1990s. The
original springs are in the parts stash for reference.
Giant ATL rollover valve/vent for the fuel cell.
The tech inspectors are always wowed by this thing, not expecting to see
a high-dollar cell vent in such a small car.
Closeup of the cell, fill & vent hoses and
the custom enclosure.
Closeup of the right-rear Eibach and Koni.
These 13" wheels are thought to have been
with the car from new, pictures of the Brown J2000 show these same mags.
They are custom Western Wheel 13x7s. Another set of 15x7 Western Wheel cross-spoke
alloys go with the car though one needs to be straightened. The Toyo RA-1s
have one event on them and are not shaved.
Closeup of the left rear wheel. Note the markings
- each are marked with their intended position on the car. I don't know
why, but I've kept them on the noted corners.
Go figure.
External NASCAR fuel filler and vent at left
rear corner.
The heavily-prepared 1.8 OHC Brazilian Opel
engine was the original powerplant fitted to the J2000, but this one is
very heavily worked over and now requires a rebuild. I haven't looked into
it and probably won't. Yes, I spilled oil on the header.
The external oil filter stand, Aeroquip lines
to this and the cooler as well as back to the engine alone are very clear
evidence of the car's excellent preparation. Note also the custom coilover
strut plates with infinitesimal adjustment for camber & caster.
From the other side.
This giant radiator went down and got recored
when I first started preparing the car. It's perfect in the hottest temps.
The electric fan is not really even necessary.
This DCOE manifold was out of Meehan's stash
of stuff from the original car. The car currently has the IMSA RS regulation
2bbl Holley downdraft. DCOEs would be a godsend for straightaway speeds.
Brand new steering rack for this car's manual
steering - there's a bit of on-center play in this one, so I thought I'd
get one while I still could a while back. The 15" cross-spoke alloys
are behind it.
Everything in these bins and boxes go with the
car apart from my battery charger - sorry...
Another set of gears for the 5-speed including
differential, misc stuff, a NEW uncut (stock) camshaft for regrind - I've
got plenty of spares for this car.
Logbook, back records going back some 15 years
or more, also a period magazine article on the Brown car. Note the wheels
in the photo.
"Neat car!" wrote Dennis the SVRA
tech inspector last year. The car just passed tech a month ago, so apart
from the engine trouble, it's ready to hit the track again as far as I know.
Obligatory Tony Adcock action shot, I suppose
this was about turn 6 or so, VIR, Gold Cup 2009.
who am I/why am I selling?
I'm Chip Lamb,
and I've enjoyed racing small-bore cars for some time. I run a small dedicated vintage car parts business,
consult to the greater collector
car hobby and auction industry and write for a handful of publications
that include Keith Martin's Sports
Car Market and Corvette Market
Magazines.
I'm going to take a little break from racing
now - I need the room in my sizeable garage to deal with some other projects
and take in some new inventory I managed to secure from the GM Heritage
Collection this month. The J2000 is in the way and I have no firm plans
to race again anytime soon, so slightly injured or not, it needs to find
a new roof to live under. I'll be back, just not immediately.
Unlike most racers of this ilk for sale, this
particular car is a real race car built by professionals. It is a time capsule
of how the "s***box" race cars were when they were in the mix
with the big boy IMSA cars in the 1970s and 1980s. These cars remain so
popular that SVRA, VSCDA and others now have a specific IMSA RS Reunion
series of races. Great bunch of guys out there, many of whom were involved
in some way back in the day. This car is a ticket into that group. It's
easy to fix, can be quite quick with some additional upgrades and is fun
to own and drive in the vintage circuit where it is recognized and welcome.
payment & shipping/pickup
Payment is due within seven days of auction
close - no exceptions unless cleared with
me in advance. Accepted forms of payment are cash or cleared cashier's
cheque. No trades et.c.
Shipping is due within fourteen days of auction
close, again, no exceptions unless cleared
with me in advance. The car runs and drives well enough to board any
trailer and I can get most, if not all of the spares inside it without trouble.
NOW - if you live between here (Richmond, VA)
and the Cleveland, OH area and are completely prepared to pay on Thursday
the 22nd in cash to me ***without any exceptions*** along my route, I will
deliver it and all spares in my enclosed hauler for $400. I will not go
past Cleveland to my north or Akron/Canton to my west as I have to pick
a car up there that morning, attend a convention over the weekend and hightail
it for home on Sunday with that car in tow. Otherwise, assuming payment
is received, the car will be available for pickup with the exception of
Weds the 21st through Monday the 26th as I'll be on the aforementioned trip.
If the above option interests you, we need to talk about this, where you are and
how well prepared you are to receive this without any trouble for me *****before
you bid*****, since I can't carry it back home if you backfire, that would
put me in a really bad spot.
Thanks for looking, bid high, bid often - and
if you keep bidding, you'll win!
QUESTIONS?
COMMENTS? CONCERNS?
CALL 804-357-4926 OR E-MAIL
ME.