AAGT : allowing greater flexibilty.

1975 had seen a new Porsche domination and John Bishop wanted to put an end to that situation. That is why he created fhe AAGT category, a special category made for American built cars which allowed extensive modifications. Chassis would be tube-framed while engine could be bigger and cars could have wider tyres. This would provide more competition for victory at a relatively low-cost. Small teams could have a go at it, if they had the skills. The first car that found itself developed as an AAGT was the Chevrolet Monza which had all the potential for a real efficient development. Horst Kwech and Harry Theodoracopoulos had already entered cars in 1975 with mixed results. Mark Donohue intended to enter two cars with Charlie Kemp for the 1976 season but was killed at the end of the 1975 season. Charlie Kemp subsequently lost the deal to Al Holbert. This car, developed mainly by Dekon Engineering, powered by a V8 6,0L developing 580hp, proved immediately successful. In the hands of Al Holbert, it clinched the 1976 and 1977 title. (You can see him at Mid Ohio 1977 leading George Drolsom on a Porsche 911S) Michael Keyser and many other racers entered similar cars for the following years. These drivers were Warren Agor, Brad Frisselle, Maurice Carter, Tom Frank, Jim Trueman, Greg Pickett and some others. But other cars could be seen on the IMSA circuit from that period. One of the most spectacular was certainly Charlie Kemp's Ford Cobra II. Powered by a V8 5,8L engine, it was able to produce some good results as its best one, at the Daytona Finale where it took 2nd overall. Carl Shafer too had begun to develop AAGT cars and ran a Camaro that took him to some good results. He became a well respected driver known for his soft-spoken language. Jim Moyer always campaigned wild looking Corvettes, as a private entrant, he never made it to the podium, but always was an honest contender. Rick Hay entered a Corvette from 1976 to 1979, and developed it as an AAGT car in 1978 and 1979. He obtained some interesting results but could not achieve his goals, as he passed away after suffering from leukemia. Later, Joe Chamberlain entered a wild looking Corvette that was not to accomplish feats too but such cars have always been a pleasure to watch on the track. Other drivers to enter AAGT cars were Rich Sloma, John Paul, Herb Jones, Roy Woods, RV Schulnburg, Carmon Salomone, Terry Wolters, Clark Howey and many others. Here, Clark Howey's Camaro is seen at the 24 Hours of Daytona 1978. In 1978 and 1979, Glenn Bunch entered a radical Dodge Challenger that added a welcome diversity to the usual IMSA field, he scored some good results with his car. The car had a 6,9L hemi V8 given for 600hp and underwent radical changes as the races went on! This one was Glenn Bunch's last and wildest car. It is a tube frame 2300lb. car powered by a all aluminum 800+ HP Hemi. These cars had very loose rules, because IMSA was trying to find something that could run with the Porsche 935 that was dominating the series at the time. The Greenwood Corvettes and Chevy Monzas were the most successful. However, the Porsche 935 Turbos had remained unbeaten as they were constantly developed and the AAGT cars finally found themselves outdated. Later, in 1981, the GTPs accelerated their slow dive but you could find AAGT cars until 1986.



Tech data

Engines: Proprietary engine block must be used. Displacement may be changed by boring, sleeving or stroking. Cylinder heads are free except that method of cooling must remain as original. Induction is free, except supercharging is only permitted on engines under 6.0L. Turbocharged engine displacement is 1.4 X actual displacement. Rearmost part of engine block must lie ahead of windshield base. Firewall may be relocated to achieve list.

Drive Train: Gearbox or transaxle are free except that there can be no more than 5 forward speeds.

Chassis: Free. Standard wheelbase must be retained. Brakes, suspension and steering are free. May have completely tube-frame constructed chassis.

Coachwork: The outside surfaces shape and material of the original coachwork must be retained and must remain identical, except for the additions, modifications and substitutions permitted in these rules. Overall length of the coachwork is regulated by the FIA recognition form. Maximum overall width is 83". Material of engine and luggage compartment covers, doors and fenders is free provided their original shape is retained. Doors must remain functional. Front engine cars may add an air scoop to accommodate the induction system (maximum height above standard hood is 5.5"). Fenders are free in shape and material but are limited as follows: Original wheel arch must be retained and must effectively cover the full width of wheel and tire for 1/3 of their circumference; any rearward opening must be closed by screens or louvers. Bumpers and external decorative trim may be removed; door sills may extend to the full width of the bodywork. Any additional bodywork must not confuse the make and model identity of the car.

Wheels and Tires: Wheel and tire section width (maximum width at widest point of tire) may not exceed: Under 6.0L - 20" Over 6.0L - free; diameter free. Track dimension is limited by inner tire clearance and the permitted maximum car width.

Aerodynamic devices: Front spoiler may not exceed 10% of the wheelbase or protrude a maximum of 20cm (7.87") beyond the front extremity of the coachwork, and must be located below the centerline of the front wheels. Rear spoiler chord may not exceed 20% of the wheelbase or extend beyond the rearmost bodywork more than 40cm (15.75").

Official weight, measured without fuel & driver, absolute minimum weight: 1879 lbs American push-rod V6 & V8: 5000cc (302cid) = 1996 lbs 5300cc (323cid) = 2052 lbs 5700cc (350cid) = 2120 lbs 6000cc (366cid) = 2169 lbs 7000cc (427cid) = 2287 lbs 8000cc (488cid) = 2352 lbs over 8000cc = 2413 lbs

Specifically allowed: Crank-fire ignition Polycarbonate windscreen and windows Quick-change rear axle Items allowed under FIA Group 5 regulations when contrary to the above are permitted on documented FIA Group 5 cars.

Specifically prohibited: Sequential shifting gearboxes Liquid brake cooling Cambered live rear axles that exceed neg. 1 degree per side Carbon fiber brake rotors.

Eligible cars

AMC	AMX	304ci,360ci,390ci,401ci
AMC	Gremlin	304ci,360ci
AMC	Hornet	304ci,360ci,390ci,401ci
AMC	Javelin	304ci,360ci,390ci,401ci
Buick	Skyhawk	350ci
Chevrolet	Camaro	305ci,350ci,396ci,427ci,454ci
Chevrolet	Corvette	305ci,350ci,427ci,454ci
Chevrolet	Monza	262ci,305ci,350ci
Chevrolet	Nova	305ci,350ci,396ci,427ci,454ci
Chevrolet	Vega	305ci,350ci
Dodge	Challenger	340ci,426ci,440ci
Dodge	Dart/ Demon	340ci,426ci,440ci
Dodge	Dart Lite	340ci
Ford	Maverick	302ci,351ci,351C
Ford	Mustang	302ci,351ci,351C,390ci,427ci,428ci,429ci
Ford	Mustang II	302ci,351ci,351C
Ford	Pinto	302ci,351ci,351C
Mercury	Bobcat	302ci,351ci,351C
Mercury	Cougar	302ci,351ci,351C,390ci,427ci,428ci,429ci
Oldsmobile	Starfire	350ci
Plymouth	Barracuda	340ci,426ci,440ci
Plymouth	Duster	340ci,426ci,440ci
Plymouth	Feather Duster	340ci
Pontiac	Astre	350ci
Pontiac	Firebird	350ci,400ci,455ci
Pontiac	Firebird Trans-Am	350ci,400ci,455ci
Shelby	GT350	302ci,351ci,351C,428ci,429ci

Dave Heinz drove this AAGT Chevrolet Monza in 1978.