Article: Hollywood Sport Cars McLaren MkI

[Steve Holmes]

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Doane Spencer was a California hot rodder who went road racing. In hot rodding circles, his famous black ’32 Ford roadster is considered one of the most significant and influential cars ever made. As a young war vet, returning home from the hostilities of WW2, he threw himself into the California hot rod scene, putting to good use the skills taught to him by the US government as they poured their vast resources into winning the war. Like the guys he knocked around with, such as Robert. E Peterson, Wally Parks, and Alex Xydias, who would all go on to play substantial roles in the hot rodding and automotive industries, Spencer thrashed his roadster up and down the dry lakes, and local California streets.

The beautiful Spencer roadster featured a number of tasteful modifications that would influence hot rodders for decades, including a sweeping Du Vall windshield, front frame horns lopped off at the radiator, engine-turned dash, and hand rolled fuel tank cover. But it wasn’t just a beauty-queen. It was also quick, and driven hard. Powered by a Mercury flathead V8, it clocked 126.76 mph at El Mirage dry lakes in the late 1940s.

But while his buddies fully embraced the hot rod scene, Spencer’s interests wandered to quite different challenges. In the early 1950s, he tore down the ’32, and began a major rebuild, in order to enter the car in the great Mexican road race, La Carrera Panamericana.

In setting about modifying the roadster for the Mexican road race, Spencer began fitting a Lincoln overhead-valve V8, from which the exhausts exited out through the sides of the frame rails to provide increased ground clearance. He beefed up the suspension, installed a quick-change rear-end, and a set of magnesium Halibrand wheels. However, before the rebuild could be completed, Carrera Panamericana was cancelled, and the incomplete ’32 was sold to Lynn Wineland, who worked for Rod & Custom magazine. It is now owned by Bruce Meyer, who purchased it in 1995, and had Pete Chapouris restore it. In 1997, Meyer was invited to enter it in the first ever Hot Rod class at the Pebble Beach Concours d’Elegance, where it won first place.

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For a time in the 1950s, Spencer went to work for Xydias at the famous So-Cal Speed Shop, before branching away from hot rodding altogether with a move to Burbank Sports Cars. When fellow BSC employee Chic Vandagriff set out to establish Hollywood Sport Cars, he took Spencer with him. Hollywood Sport Cars specialised in buying and selling British and European cars, race preparation, and enhancing the performance of road cars.

HSC soon established a reputation for building and preparing some pretty rapid British and European sports cars for a growing clientele. This included the famous HSC Sunbeam Tiger, commissioned by Rootes Group for SCCA B-Production competition to help raise the Tiger’s profile in a market fixated with the Shelby Cobra. The little Tiger was an absolute terror in B-Production ranks, beating up on the numerous Cobra’s and Shelby GT350 Mustangs that had previously dominated the category. It was driven by Jim Adams with whom Spencer built a strong alliance, and who he entrusted to drive a number other cars over the coming years.

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The Spencer prepped, Adams driven Tiger proved a tough act in 1965 SCCA B-Production ranks, and by mid-season had established a healthy points buffer in the championship. But when Adams broke his leg in a dirt bike incident, and was unable to drive, Spencer chose to park the Tiger until his steed could return, rather than put someone else at the helm. Rootes Group pushed to have Ken Miles drive the car, but Spencer argued the points accumulated thus far were enough they could return for the final round (with the recovered Adams) and still take the title. This decision ultimately sealed the fate of the Tiger’s 1965 championship, and Rootes relationship with HSC, when a gyrating Corvette slammed the Tiger and eliminated it from the race, with the championship also going up in smoke. But for 1966, HSC and Spencer had bigger fish to fry.

[Steve Holmes]

I’ve long been fascinated by Doane Spencer, and his approach to building race cars. He had an uncanny knack (and the HSC Tiger was a good example of this), for somehow always improving the aesthetics of a car while also trying to improve its performance. But I don’t know if this was a conscious thing, that came from his early hot rodding days, or if it was just a natural side-effect of his drive improve on the standard fare. But somehow, in his efforts to make a car perform better, he also made it more pleasing to the eye.

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This was in evidence once again when the next vehicle arrived at Hollywood Sport Cars for Spencer to work his magic on. Vandagriff had just purchased a new McLaren-Elva MkI (chassis 20/09) from Carl Haas, with which to contest the United States Road Racing Championship, the newly announced Canadian-American Challenge Cup, and various other events in which Group 7 sports cars were invited. Immediately, Spencer set about making improvements to the McLaren, remodelling the front bodywork, the roll hoop, adding scoops to the rear bodywork to aid oil cooling, fitting Schroeder rack and pinion steering, pin-drive knock-off magnesium wheels (initially intricate ‘Star Of David’ wheels, followed by more traditional Halibrands), and his own cross-ram Webered 289ci Ford motor.

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Underneath, he skinned the entire belly and lower sills/rockers/fuel cells in aluminium sheet, to help add strength and rigidity to the McLaren tube-chassis. Typically, Spencer’s modifications much improved the aesthetics of the McLaren, and his hot rodding roots were in evidence with beautifully finished paint work, over which fine pin-striping would later be added, plus chroming of the suspension. With the swoopy body removed, his attention to detail was unveiled for all to enjoy.

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Frustratingly, however, just two months after HSC had taken stock of their MkI model, and following Spencer’s substantial efforts to improve on the basic McLaren offering, the new McLaren-Elva MkII (or M1B) was released. Much more than a simple model number designation to further boost sales, the MkII featured significant changes and upgrades over the MkI, including heavy revisions to the front bodywork. And so, once again, Spencer set to work, making further changes to the car, including the fitment of MkII bodywork. Work on the car continued right up to the very first event of the new Can-Am series, at St. Jovite, in Canada, on September 11, 1966. Indeed, completion of the car was running so late, it still didn’t have its race numbers applied when it arrived at St. Jovite. Electrical tape was used to make temporary numbers so the car could practice, before the permanent numbers were applied for the race. With Jim Adams at the wheel, the HSC McLaren qualified 12th from a field of 34 cars, and finished 16th in the race.

The team missed Rounds 2 and 3 at Bridgehampton and Mosport, but returned for Round 4 at Laguna Seca, where Adams qualified 13th, and finished 11th and 9th respectively in the two heats. That was the last Can-Am race the HSC McLaren contested in 1966. The car was obviously fast, but the little 289 Ford motor was running out of puff against the big block Chevy units used by Chaparral, and even the small block Chevys employed by many other teams, including the McLaren and Lola factory outfits, which were stroked out to 364ci. Even Dan Gurney, with Ford support, was running a Gurney-Weslake fettled motor, which at 305ci, was still considered small in the Can-Am in 1966. Gurney scored Ford its only Can-Am victory, when he was first across the stripe at Bridgehampton that first season.

[Steve Holmes]

For 1967, HSC kept the MkI, and Spencer again developed it further, widening the bodywork for fatter wheels and tyres, while in the back, an Al Bartz built Chevy motor replaced the little Ford. Spencer himself was a Ford man, so was left out of the Chevy purchasing process, but Adams felt the extra grunt transformed the car. But essentially the McLaren-Elva MkI was a 1965 model race car, in an arena where progress was taking place at an alarming rate.

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A busy season lay ahead for the HSC McLaren, including the USRRC (where it was the programme cover car for the Las Vegas round), Laguna Seca and Riverside rounds of the Can-Am, and the Santa Barbara Road Races, and Willow Springs Nationals. Adams took victory at the Santa Barbara and Willow Springs events. For the Las Vegas USRRC event at Stardust Raceway, a venue Vandagriff was instrumental in building, the HSC McLaren appeared with a poker chip attached to the front bodywork, where the McLaren logo would normally be applied. This was explained by Cris Vandagriff, Chic’s son: “At one point the people at the Stardust Hotel gave Dad a $10,000 chip to put on the nose. That was when Dad was building the Stardust track”.

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As the season progressed, so too did the McLaren. By the time of the 4th Round of the 1967 Can-Am Championship at Laguna Seca, the HSC machines rear bodywork was bulging to house ever widening wheels and tyres, while an adjustable rear wing was housed within side-fences that swooped up over the rear quarters. This was a period in which Can-Am teams dived headlong into aerodynamic experimentation, to fully embrace the use of manipulating the air passing over and under the cars to better allow them to be pressed further into the tarmac, for increased cornering speeds.

Following its Riverside Can-Am outing, Adams chose to step back from racing for the foreseeable future, and the McLaren was placed on the market. HSC and Spencer built up a McLaren M6B for Jerry Titus to run in the 1968 Can-Am, while in 1969 they ran the Ferrari 612P driven in the Can-Am by Chris Amon (in 1962 HSC and Vandagriff became a Ferrari franchise, and by 1969 was one of the most successful Ferrari dealers in the US). Meanwhile, the HSC McLaren MkI was purchased by Ted West, who soon on-sold it, without motor, to Harvey Lasiter, who otherwise crewed for Lothar Motschenbacher in the Can-Am and USRRC. One of Lasiters sponsors for the former HSC McLaren was the music group The Mama’s And The Papa’s. Lasiter and Doug Hooper both took turns driving the car from 1968, to 1970 in a variety of events including Can-Am and USRRC, with several Lasiter built small block Chevy motors nestled in the back.

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Harvey sold the car to John McDonald, who appears to have used it for a driving school and a few regional races, before it was sold to Mark Dees, then William Robbins. Under the eccentric Robbins’ ownership, the McLaren was converted for street use and road registered, in 1973. This included the fitment of headlights, tail lights, blinkers, mufflers, a horn, and full width windscreen with windscreen wipers.

In 1978, celebrated motoring journalist Eoin Young wrote a feature on the McLaren for Autocar magazine, where he test drove it around local streets and freeways. No doubt this would have been a memorable experience for Young, even given his remarkable career and everything it entailed. As he wrote: “The engine blasted into life on the turn of the key and then I was trying to coax the gearbox into first to the accompaniment of much jarring and grinding from the rear. At last it snicked in and I was driving my very first McLaren racing car, designed and built when I was still a director of the company. I had even done the original negotiations with Trojan that had brought this McLaren-Elva production racer into being”.

“The McLaren was very much a killer shark out of water on the San Diego freeway. My drive was more a jumble of impressions than any considered test”.

“It was a strange sensation to be driving along at hubcap height to the massed ranks of Detroit iron. The mirrors on the front guards were out of adjustment, so I had to stretch round and peer backwards through a forest of Webers to snatch a gap in the traffic. Robbins (who rode alongside Young on the test) was playing Jenkinson to my Moss, reaching across to snatch the trafficators on and off as he anticipated my manoeuvers, switching the electric fans on when the water temperature started to climb”.

[Steve Holmes]

In 1983 the McLaren was purchased by Dan Dubrovich, who converted it back for racing, taking victory (teamed with Bob Akin) in the SVRA 2 hour enduro at Watkins Glen.

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The McLaren was bought and sold a few times during the 1990s, before finally being purchased by current owner Chad Raynal in 2000, to join his wonderful collection of historic racing cars. In 2009, Chad set about giving the McLaren a full nut and bolt restoration, in which only the paint (which was applied in the ‘90s during another restoration) was left untouched. Its condition could only be described as impeccable, and, typically of Chad’s race cars, its history has been fully researched to great detail. Its current configuration is that of its second season of competition, 1967. Its currently fitted with a period correct 331ci small block Chevy, MacKay magnesium intake manifold, quad-48 IDA Webers, backed by an LG-500 transaxle. Overall its in remarkable condition, having never been crashed, butchered or cut up as so many others did.

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Chad currently has the McLaren for sale. For anyone wishing to purchase a unique race car with a fascinating, colourful history, this is a rare opportunity. With early Group 7 sports cars being accepted into a growing number of international historic events, including the Goodwood Revival and Silverstone Classic, the Hollywood Sport Cars McLaren offers a first-class ticket to some of the world’s most exclusive events.

Doane Spencer went on to achieve great success in US road racing, in Can-Am, IMSA, and other categories, later reuniting with his old mate Jim Adams when the fast peddler returned to racing in 1970, to drive a Spencer prepped Ferrari 512P, and the pair went on to enjoy plenty of success throughout the next decade.

The Spencer fettled McLaren-Elva MkI was typical of the cars he put his hand to. Creative in design, aesthetically beautiful, and with enormous attention to detail. With the fast-pace of development in US Group 7 sports car racing during the 1960s, the HSC McLaren had its best chance at success in 1966. Given Spencer’s pedigree, had the team raced the car more often and with the benefit of further development during that 1966 season, might it have further demonstrated its potential?

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In some respects, the HSC team missed the boat, as by the time they’d further improved the McLaren for 1967, so the competition had upped the game. And so the Hollywood Sport Cars McLaren-Elva MkI remains one of those fascinating tales of the Can-Am, like the Chaparral 2J, Open Sports Ford, and numerous other wonderful creations whose potential greatness was never fully realised, and that might well have gone on to greater things had they hit the ground running at the right time, and made a more significant impact on this very significant racing series.

But the Hollywood Sport Cars McLaren-Elva MkI did go on to lead a fascinating, colourful life, winning races, becoming a road car, and later restored and returned to its most celebrated period, and thankfully survives today in the hands of a caretaker who fully appreciates how special and unique this car is.

For more info on the Hollywood Sport Cars McLaren-Elva MkI, visit: http://www.impeccableinc.com/

Thanks to Chad Raynal for his help with compiling this story, and to Cris Vandagriff, Bob Tronolone, Dave Friedman for supplying the photos. Photos of the bare tub with red paint and alloy sheet applied, and the rear-end shot showing the Ford motor, were both taken at the HSC workshop when the car was in its first stage as a MkI. Both were supplied by Cris Vandagriff.

[Steve Holmes]

Sorry folks the photos don't match up perfectly with the text.

[jamie]

Thanks Steve for that!! It is one awsom race car Jamie

[Steve Holmes]

Thanks Jamie, glad you enjoyed it. I know how much you love sports car articles!

[Steve Holmes]

These photos I really love. They were supplied by Cris Vandagriff (Chic's son) to current owner of the McLaren, Chad Raynal. They're scans from slides, taken at the Hollywood Sport Cars workshop when the McLaren was first being 'rebuilt'. They've never been displayed before, so we're extremely lucky to see them.

I choose the word 'rebuilt' for this car, when it was being race prepared for the first time. The second photo posted above in the article shows the McLaren as it was supplied to HSC. These photos detail the amount of work Spencer put into every aspect of the car. Whereas most customer McLaren-Elva's were just given a coat of paint and had a small block Chevy dropped in the back, Spencer absolutely went to town, completely stripping the car down, repainting the chassis bright red, before fabricating up the alloy sheet, which was polished.

Spencer's superb looking 289ci appears on its engine stand, and you can see the magnesium cross-ram intake, but check out also the incredible exhaust header work.

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[Steve Holmes]

More photos supplied by Cris Vandagriff.

Spencer removed the standard McLaren wheels and hubs, and fitted pin-drive knock-off items. You can see the intricate 'Star Of David' wheels used on the car initially. Just beautiful! Chad said of the Spencer fitted knock-off wheels and hubs: "The hubs are still on the car (minus the pins and the spline stub for the knock off), but re-drilled for the standard 4-lug McLaren wheel. This revert to McLaren wheel and fastening happened when it became a street car".

Spencer's hot rodding roots really show up here.

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[Steve Holmes]

Again, thanks to Cris Vandagriff for these amazing images. Here is the McLaren at a very early testing session, after Spencer had completed its first rebuild from that as supplied by Trojan/Elva. It still wears its original MkI bodywork, before its second rebuild to upgrade to MkII bodywork.

Sitting in the car is Chic Vandagriff, trying out for size his companies shiny new race car.

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[Ellis]

Steve
Thanks for the excellent article and an insight into a special Sports Car and its owners and builders..

[kiwi285]

Another great article Steve and a very historic race car.

[Steve Holmes]

Thanks you guys, glad you enjoyed it. I really have to thank car owner Chad Raynal, as he is the one who did all the hard work compiling so much information on the car, and the photos. I just took all the info he'd gathered and put a few words together.

[Steve Holmes]

Here is another shot of the little Ford motor, with its beautiful cross-ram set-up. Note the chassis in the background.

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[Steve Holmes]

Here is the McLaren in 1965, in MkI form, during a test session at Willow Springs, with Jim Adams at the wheel.

Compare this photo, after Spencer's work......

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..... to this one, of the car as it was delivered to Hollywood Sport Cars

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[bry3500]

what a GREAT article... thanks Steve, awesome work as usual

[Bruce302]

I saw this car up close and personal before it was re-restored, it was super nice then with appropriate patina, now it is just sensational. The level of attention to detail is indication a possible psychiatric disorder. This car is perfect right down to the safety wired nut and bolt level.
I have some close ups and will post them with the owners permission.

Bruce.

[David McKinney]

Sorry to be a pedant, but "McLaren Mk1" is an American term for what the rest of the world calls an M1A...

[Steve Holmes]

Thats right David. I've always referred to them as M1A, M1B etc. In the US they're referred to as both MkI, MkII/M1A, M1B, depending on who you're speaking to. We do have a lot of viewers to this site from the US. I hope my US terminology doesn't cause confusion to readers everywhere else.

[Steve Holmes]

^ ^ That being said, surely M1A was never a factory designation, but something applied with hindsight, after the M1B was released? Would it not have just been named the M1, unless there were always plans to offer a worked over, improved version that would be based on the original model, and didn't receive a completely separate model number? Eg, the Lola T70 MkIIIB was a worked over and improved version of the T70 MkIII, but the T70 MkIII was never named the MkIIIA.

[Bruce302]

I believe Doane would, amongst other refreshing, re-chrome the headers after every race weekend. His level of presentation was that high.
The shots of the engine are evidence of his expectations, that is pure show car standard.

Bruce.

[David McKinney]

I think your last point is right, Steve. The first production model was known as the M1, and the second the M1B, at which point the M1A designation was applied to the earlier cars. Presumably the same for the McLaren-Elva Mk1 and the McLaren-Elva Mk2

[zombie289]

Great article as usual Steve, can't beleive how detailed that thing was, for being a 'race car'

[Steve Holmes]

More shots from the early test session. The top photo shows, left to right, Doane Spencer, Jim Adams (I think?), and Chic Vandagriff.

Second photo is likely from the same session. I expect thats an HSC Ferrari just to the left of picture. Chic probably grabbed it off the lot to get out to the track. Or perhaps it was his personal car?

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[Steve Holmes]

These are interesting photos, taken at the first race event for the HSC McLaren, at St. Jovite. These are quite significant images, in that this is also the first ever race for the new SCCA Can-Am series, on September 11, 1966. John Surtees opened his account with a race win here in his Lola T70, and would finish the season as the inaugural Can-Am Champion.

Note here the HSC McLaren has received its second rebuild, with Doane converting it to MkII/M1B bodywork. Looks like its also had a wheel change from Star Of David to the more typical Halibrand. Also, in the photo of the car on the trailer, note the race numbers have not yet been applied. The rebuild ran so late the team didn't have time to add these before they arrived at the track.

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[Steve Holmes]

The HSC team missed Rounds 2 and 3 of the 1966 Can-Am, but returned for Round 4 at Laguna Seca, which comprised two heats. Here, Dave Friedman captures perfectly Jim Adams in the HSC McLaren dropping down through the Corkscrew, followed closely by Mark Donohue in the Penske Lola T70. Behind Donohue the towering aerofoil of one of the Chaparral 2E's of either Jim Hall or Phill Hill can be seen.

Adams finished 11th and 9th in the two heats. Phil Hill won the opening heat, notching up the one and only race win for a Chaparral in the Can-Am.

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[Steve Holmes]

One more from Laguna Seca 1966. Bob Tronolone photo shows Jim Adams being closely pursued by Chris Amon in the factory M1B. Amon retired from both heats.

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[OCTARD-USA]

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You were right about those shown in the photos above. From left to right, as you view this photo, that is Doane Spencer, Jim Adams and Chic Vandagriff.

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And in this image above, from left to right, as you view the photo, we have Dennis Swan, Chic Vandagriff (seated) and Doane Spencer.

Dennis Swan, who was Doane Spencer's apprentice during this effort, and even earlier on the HSC Sunbeam Tiger, is now with Rahal-Letterman-Lanigan (RLL) Racing. At RLL, Dennis is involved with both the American Le Mans Series BMW Z4 GTE, and many of the historic cars in the BMW Motorsports North America collection.

Great article, Steve!

-Chad

[Steve Holmes]

Thanks Chad, fantastic info!

[Steve Holmes]

Great photo this one, here is the Hollywood Sport Cars towing rig. What a beauty! But how cool is the big Yamaha sign in behind it!

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[Steve Holmes]

Moving to the 1967 season, the Hollwood Sport Cars McLaren was featured as the race programme cover car for the Stardust Raceway round of the 1967 United States Road Racing Championship. The USRRC first began in 1963, as a national series for big-bore sports cars. Its popularity in its formative years prompted its creators, the Sports Car Club of America, to create an international series based on the same concept, which they called the Canadian-American Challenge Cup, or Can-Am for short.

The 1967 USRRC comprised 8 rounds.

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[Steve Holmes]

Here is the HSC McLaren at the Stardust USRRC round. You can see how much the car has changed from the previous year, with Spencer having widened the rear bodywork to squeeze fatter wheels and tyres underneath. The switch to Chevy power was probably the biggest change for 1967 though. Note also the car is now running as #39, rather than Spencer's favoured #55. Do you know why this came about Chad?

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[Steve Holmes]

Couple of really great John Wilson photos here, which show the McLaren at the 1967 Santa Barbara Road Races, which it won. The first shot has Jim Adams leading Roaring Season member Jerry Entin, also driving a McLaren MkII/M1B.

The second shot is that of the victory lap, with Adams celebrating with Chic's kids. Is that Cris up front Chad? Don't you miss scenes like this in motorsport? Who doesn't love a victory lap with the chequered flag held by the driver. What a superb photo.

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[Steve Holmes]

More from 1967, this being the Kent, Washington round of the United States Road Racing Championship. Sitting in the pits, basking under the hot sun, the bright metallic blue paint really pops!

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[Steve Holmes]

By the time the HSC McLaren appeared at the penultimate round of the 1967 Can-Am, at Riverside (October 29), it had sprouted an adjustable rear wing, supported by end plates molded into the rear bodywork. Note the rear wheel openings look to have grown also.

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[OCTARD-USA]

Note also the car is now running as #39, rather than Spencer's favoured #55. Do you know why this came about Chad?

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Number 55 was Jim Adam's doing. Jim used #55 in his MGA, the HSC MGB, the HSC Tiger, and the HSC McLaren.

I asked Cris Vandagriff for his thoughts and he believes that his Dad/Chic Vandagriff thought their bad luck would go away by changing to #39. It worked at Santa Barbara, but overall, luck was not in abundance with the HSC Mk1/M1A.

I will ask Jim Adams for his recollections as well.

-Chad

[OCTARD-USA]

The second shot is that of the victory lap, with Adams celebrating with Chic's kids. Is that Cris up front Chad?
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This is Cris Vandagriff and his sister taking the victory lap with Jim Adams at Santa Barbara. When I first showed Cris this photo he mentioned that this may be the only time his sister ever stepped into a race car.

[Steve Holmes]

Great info Chad, thanks heaps.

[Steve Holmes]

Following the 1967 Riverside Can-Am race, Jim Adams hung up his helmet, albeit, temporarirly, and the HSC McLaren was sold, first to Ted West, who then quickly passed it on to Harvey Lasiter. Lasiter paid $4,000 for the McLaren, less motor, having just sold his Cheetah sports cars. Lasiter shared the car with his buddy Doug Hooper, and they picked up sponsorship from the music group The Mama's And The Papa's.

These photos are both from 1968, the second shot having been taken by Dave Friedman.

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[Steve Holmes]

This is a great shot of the McLaren in the Riverside pits for the 1968 Can-Am.

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[Bruce302]

What is the induction set-up in the pic that has Doug Hooper #91 driving ? It looks interesting.

[OCTARD-USA]

What is the induction set-up in the pic that has Doug Hooper #91 driving ? It looks interesting.

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I've asked Harvey Lasiter, who owned the car at this time, what induction set up this was. Harvey could only note that it was something that Doug Hooper made up.

My gut says it may be similar to one of these dual air metered injection setups (http://www.ultimatecarpage.com/images/large/3593/Cheetah-Chevrolet-Coupe_6.jpg). (http://www.ultimatecarpage.com/images/large/3593/Cheetah-Chevrolet-Coupe_6.jpg) Given Harvey Lasiter's history with a Cheetah, it seems even more likely.

-Chad

[Bruce302]

That is pretty unique looking, I'd love to know more about that.
Thanks for the added info.
Bruce.

[Steve Holmes]

Another shot of the Lasiter and Hooper team, as described on the picture, out testing the car.

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[Steve Holmes]

This is a really great shot, taken in the pits during the 1968 Riverside Can-Am race. Thanks to Chad's keen investigative work, we know thats Doane Spencer leaning over the radiator, helping the team out with 'his' old car.

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[Steve Holmes]

By 1969, McLaren M1's were getting thin on the ground in Can-Am, such was the pace of development, although most rounds still contained anywhere from 2 - 4 cars. Here is Lasiter dropping down through the Corkscrew at Laguna Seca Can-Am in 1969.

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[Steve Holmes]

By the way, both the above photos were supplied by Harvey Lasiter.

[Steve Holmes]

This is part of the entry list for the 1969 Riverside Can-Am. This was Round 10 of 11 in that years championship. Chad, I notice Doug Hooper is also entered to drive another McLaren in this race?

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[Steve Holmes]

Harvey Lasiter owned the McLaren until 1970 when he sold it, less engine, to John McDonald, and it appears it wasn't raced again in the Can-Am after this. McDonald ran it in some regional races, and is believed to have used it at a driving school. It was then sold to Mark Dees, then to William Robbins, and it was Robbins who had it converted to become fully road legal in 1973, as pictured. Take a good look at these photos, and you can see the work required to get it road legal. Certainly not the work of a moment! But what a thrill ride this would have been. You'll see also the wheels have been reverted back to the standard McLaren wheels, as first supplied to HSC.

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[OCTARD-USA]

Chad, I notice Doug Hooper is also entered to drive another McLaren in this race?

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Steve, I believe Doug Hooper was driving a Lola T70 in this race.

[Steve Holmes]

Thanks Chad

[MarkQ]

Taken at the 2007 at Monterey Historics.
Doane's car is one very cool 32 that featured so many details, some pure Hot Rod custom stuff and
others very much race car.
There was also a modern version of the car parked behind it which was powered by a small block Ford.
I think the Spencer car was going up for sale at Auction at the time and was in the pits to stir
a bit of interest.18019

[Steve Holmes]

Hey great photo Mark. Yep thats right, Doane was building a modern interpretation of his famous '32 roadster. I could be wrong about this, but I thought he'd died before he completed it, and it was eventually completed at So-Cal Speed Shop?

[MarkQ]

I didn't know that he had anything to do with the modern version,
a real shame he never got to see it completed.
I think Pete & Jakes Rod shop may of restored the original car.

[Bruce302]

The final part of the build/completion of the modern version, known as "Spencer 2" (in some circles) came in at $ 1.3 million US

[Steve Holmes]

I didn't know that he had anything to do with the modern version,
a real shame he never got to see it completed.
I think Pete & Jakes Rod shop may of restored the original car.

Yep, the 'Pete' of Pete & Jakes is Pete Chapouris, who revived the So-Cal Speed Shop name, with the blessing of founder Alex Xydias, back in the 1990s. I think the well known hot rodder Jimmy Shine was one of those who played a big role in the completion of the Doane '32. Chapouris' shop also restored Doane's original '32 back in the '90s for its appearance at Pebble Beach.

[John McKechnie]

Just reading results of CanAms and I see that John Cannon won round 4 in a very wet Californian race in his ancient M1B at Monterey Peninsula 1968.
His little 6 litre beat the later M8As, M6As and M6Bs.
Won $20,000 in a car worth $6000

[Steve Holmes]

Thats right John, this was one of the fairy tale stories of the Can-Am. Cannon was racing an old M1B which was obviously well outclassed in dry conditions, but at Laguna Seca it rained. He spoke with the Firestone technician about the best set of tyres for the conditions, and was pointed to a set of F1 intermediates brought across from the UK for a Formula 5000 driver who'd requested them for one of the supporting races, but never actually needed them because the F5000 race was run in the dry. The intermediates were perfect for the conditions, mated to the fact Cannons car was so much less powerful than the big block big-bangers, and it was the ideal combination.

George Follmer was heading for an almost guaranteed second spot in an equally ancient Lola T70 but was caught out by a big puddle towards the end and crashed.

The fact these were both tube-frame cars, that probably flexed a lot more than the newer cars must have helped their grip levels in the wet too.

[Steve Holmes]

I hope you folks can read this, Eoin Young's Autocar road test on the McLaren. Makes for a good little story:

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[Jerry Entin]

Steve: A small correction, The Lola T-70 wasn't a tubed framed car. It was a monoque. The main reason Cannon did very well was the Firestone rain type tires. Also having a 500 hp engine , instead of a 700 hp one, it made it easier to drive in the wet. Taking nothing away from John Cannon's driving, he did beat everyone that day.

George Eaton also finished a very deserving 3rd that day, also on Firestone rain tires and in a McLaren with a small block Ford.

[Steve Holmes]

Thanks Jerry, yes of course, you are completely correct about the T70.

[Steve Holmes]

Here are some photos I wanted to share of how the Hollywood Sport Cars McLaren looks today. Stunning huh!

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[Steve Holmes]

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[Spgeti]

That is just stunning as you said Steve. A truely beautiful car.

[OCTARD-USA]

Steve, here are a few neat "Hollywood Sport Cars" bits that are also linked to McLaren 20/09.

First, here is a Friedman Collection photo from the garages at the 1966 Times Grand Prix (Riverside Can-Am). The Hollywood Sport Cars McLaren lost multiple Ford engines this weekend.

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The above photo shows driver Jim Adams (in Hollywood Sport Cars shirt), sitting on the left fuel tank/door sill of the Hollywood Sport Cars McLaren watching the crew of Jerry Titus's Piper also endure a pretty tough weekend.

When I showed this image and shirt to Cris Vandagriff, he then sent me a pic of the same item from his personal collection.

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Beyond that, they even had matching jackets.

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[Bruce302]

That team clothing is priceless. Nice to see it has been preserved. It seems that period correct team wear is making a come back at the historic events. Good to see.

Bruce.

[Steve Holmes]

Thanks Chad, beautiful photo, and I love the jacket and shirt!

[Jerry Entin]

http://img203.imageshack.us/img203/6826/s6xj.jpg
Harvey Lasiter and his friend Chad Raynal
This was at the 50 Year McLaren Event at Monterey a week ago.

[Steve Holmes]

Fabulous photo Jerry! Thanks for posting.

[Javman]

Fabulous photo Jerry! Thanks for posting.

Great article Steve , Congrats to Chad on an awesome looking car.

[graham donaldson]

In 1983 the McLaren was purchased by Dan Dubrovich, who converted it back for racing, taking victory (teamed with Bob Akin) in the SVRA 2 hour enduro at Watkins Glen.

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The McLaren was bought and sold a few times during the 1990s, before finally being purchased by current owner Chad Raynal in 2000, to join his wonderful collection of historic racing cars. In 2009, Chad set about giving the McLaren a full nut and bolt restoration, in which only the paint (which was applied in the ‘90s during another restoration) was left untouched. Its condition could only be described as impeccable, and, typically of Chad’s race cars, its history has been fully researched to great detail. Its current configuration is that of its second season of competition, 1967. Its currently fitted with a period correct 331ci small block Chevy, MacKay magnesium intake manifold, quad-48 IDA Webers, backed by an LG-500 transaxle. Overall its in remarkable condition, having never been crashed, butchered or cut up as so many others did.

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Chad currently has the McLaren for sale. For anyone wishing to purchase a unique race car with a fascinating, colourful history, this is a rare opportunity. With early Group 7 sports cars being accepted into a growing number of international historic events, including the Goodwood Revival and Silverstone Classic, the Hollywood Sport Cars McLaren offers a first-class ticket to some of the world’s most exclusive events.

Doane Spencer went on to achieve great success in US road racing, in Can-Am, IMSA, and other categories, later reuniting with his old mate Jim Adams when the fast peddler returned to racing in 1970, to drive a Spencer prepped Ferrari 512P, and the pair went on to enjoy plenty of success throughout the next decade.

The Spencer fettled McLaren-Elva MkI was typical of the cars he put his hand to. Creative in design, aesthetically beautiful, and with enormous attention to detail. With the fast-pace of development in US Group 7 sports car racing during the 1960s, the HSC McLaren had its best chance at success in 1966. Given Spencer’s pedigree, had the team raced the car more often and with the benefit of further development during that 1966 season, might it have further demonstrated its potential?

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In some respects, the HSC team missed the boat, as by the time they’d further improved the McLaren for 1967, so the competition had upped the game. And so the Hollywood Sport Cars McLaren-Elva MkI remains one of those fascinating tales of the Can-Am, like the Chaparral 2J, Open Sports Ford, and numerous other wonderful creations whose potential greatness was never fully realised, and that might well have gone on to greater things had they hit the ground running at the right time, and made a more significant impact on this very significant racing series.

But the Hollywood Sport Cars McLaren-Elva MkI did go on to lead a fascinating, colourful life, winning races, becoming a road car, and later restored and returned to its most celebrated period, and thankfully survives today in the hands of a caretaker who fully appreciates how special and unique this car is.

For more info on the Hollywood Sport Cars McLaren-Elva MkI, visit: http://www.impeccableinc.com/

Thanks to Chad Raynal for his help with compiling this story, and to Cris Vandagriff, Bob Tronolone, Dave Friedman for supplying the photos. Photos of the bare tub with red paint and alloy sheet applied, and the rear-end shot showing the Ford motor, were both taken at the HSC workshop when the car was in its first stage as a MkI. Both were supplied by Cris Vandagriff.

THANKS.I worked out of Doanes shop in Cayucas CA for Hotchkis racing with Jim Adams driving.he was great so full of information.I learnt alot from him

[Steve Holmes]

Hi Graham, hey wow, that is great to know! When were you working with Doane, and what cars did you work on?

[graham donaldson]

was on IMSA cars eneded up Porsche & ended with a Spice.it was great to hear some of the stories he told

[Steve Holmes]

Thanks Graham. That must have been a great experience. So would you have first joined in the late 1970s?