Sixty-nine years ago, Alec Ulmann’s dream to bring international endurance racing to the United States came true and continues to this day. At 10.10am on the 20th of March, the finest sports car teams will embark upon the 69th running of the 12 hours of Sebring. However, Sebring’s history has been as bumpy as its ancient concrete surface.

Ulmann’s blueprint for the 12 hours of Sebring was inspired by the 24 hours of Le Mans. In the 1930s, Ulmann travelled to spectate at Le Mans in the days of the notorious Bentley boys. After the war, Ulmann was tasked by the Air Force to find a venue for repurposing surplus military aircraft. Hendrick Field’s long runways and ample hangar space fitted the bill.

In fact, Ulmann was far more concerned in identifying a venue for racing! Deploying the influence of good friend and Sebring native Colonel ‘Rich’ Richardson, Ulmann cajoled the necessary local parties into allowing the first club race at Hendrick Field, Sebring in 1950.

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Sadly, creating an international event at Sebring was a political minefield infected by insular thinking and pompousness. As a founding life member of the SCCA (Sports Car Club of America), Ulmann despaired over the attitude of the club’s board. At the time, the SCCA focused on their members and machinery built in the United States. Foreigners and their exotic machines were not welcome.

Pursuing his dream led Ulmann to resign, disgusted by the SCCA’s short-sightedness. Prior to his annual trip to Le Mans, Ulmann found solace in the AAA (American Automobile Association). Critically, Ulmann’s new position at the AAA brought favour with international heavy hitters like the FIA and the CSI. This connection unlocked the treasure chest of international endurance racing in the United States, which continues to this day.

Originally proposed as “The Little Le Mans”, the 12 hours of Sebring ran for the first time in 1952. Much to the SCCA blazer brigade’s disbelief, foreign teams and drivers travelled to Sebring for this ambitious new event. Joining the party two years later was Porsche, an embryonic sports car manufacturer from Zuffenhausen, Germany.

By the end of the 1972 season, the 12 hours of Sebring was now a focal point of the international racing calendar. All-time greats like Fangio, Moss, McLaren, Surtees and Andretti had all triumphed at Sebring. Furthermore, several episodes of the bitter feud between Ford and Ferrari unfolded at the 12-hour classic. Sebring commanded respect from drivers and manufacturers alike.

Porsche had also enjoyed their fair share of class triumphs and three outright victories. Including Vic Elford and Gerard Larrousse’s 1971 triumph in their Martini Porsche 917.

However, in 1972, the Ulmann family announced that the 21st running of the Sebring 12 hour would be the last. Once again, politics had poisoned Sebring’s organiser’s efforts. While attempting to manipulate international sports car racing away from exotic prototypes, the FIA determined that Sebring was unsafe and unsuitable for prototype sports cars.

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With the 12 hours of Sebring set for the scrap heap, the SCCA snubbed the event and failed to grasp the opportunity to continue America’s now legendary endurance racing heritage.

Enter John Bishop and the ambitious new IMSA Camel GT series.

Although the Sebring 12-hour race was up for grabs, the necessary funding eluded Bishop and IMSA. By early February 1973, it appeared Bishop’s opportunity to seize control of this world-famous event would pass him by.

For better or worse, the paddock often emulates the whispers of a small village. Having failed to convince NASCAR’s ‘Big’ Bill France to back his revival of the 12 hours of Sebring, Bishop struck gold at the 24 hours of Daytona. Chatting away in the pits with Corvette ace, John Greenwood, Bishop explained the anguish of his seemingly missed opportunity.

Much to Bishop’s delight, Greenwood benevolently offered to fund the race and improvements to the Sebring facility. Without Greenwood’s kind gesture, Sebring may have been confined to history for good.

Although funding was secure, time was not on Bishop’s side. However, thanks to a herculean effort from the IMSA team and the marketing might of R.J Reynold’s Camel cigarette brand, the Sebring show went on just six weeks after Bishop and Greenwood’s Daytona discussion.

On the 24th of March 1973, IMSA welcomed seventy-two cars for the 22nd 12 hours of Sebring. Three thundering Corvettes flexed their superior one lap muscle to dominate qualifying and strike fear into most of their competitors. Six seconds off pole position, was the completely unflustered #59 Porsche 911 Carrera RSR crew of Hurley Haywood, Peter Gregg and Dr David Helmick.

Gregg and Haywood had coaxed ‘their’ Brumos run Porsche 911 Carrera RS to a landmark outright victory at the 1973 Daytona 24 hours. However, Porsche immediately recalled the factory owned machine back to Stuttgart. Therefore, Gregg and Haywood had six weeks to hustle for an entry to the suddenly revived 12 hours of Sebring.

A loyal Brumos customer and keen racer, Dr Dave Helmick, came to the rescue. By chance, Helmick awaited imminent delivery of his yellow Porsche Carrera 911 RSR. A car capable of winning the 12 hours of Sebring. Brumos owner, Peter Gregg, soon convinced Helmick to lend his freshly landed RSR for Sebring. Given that RSRs were the hottest property in production racing cars, Helmick’s generosity matched Greenwood’s gesture to keep the Sebring show on the road!

In return for his kindness, Helmick would drive a single stint during the race before handing over to the exceptionally talented Haywood and Gregg. If the crew were successful, the silverware would be displayed on Helmick’s mantlepiece. As the RSR belonged to Helmick, the car remained in its original yellow livery. It would be the last car ever ran by Brumos without their trademark white, red and blue colours.

Most crews would prematurely surrender in reaction to a six second qualifying deficit. Not Brumos. Gregg and Haywood knew that the lightweight, bulletproof Carrera RSR could grind the monstrous 7 litre Corvettes into submission. The Jacksonville team’s strategy was simple. Run to a set pace and watch the Corvettes puff and pant to a halt.

While the heavy American machines gobbled up brakes and tyres, the diminutive Carrera RSR gracefully negotiated Sebring’s vicious surface with ease.

Hurley Haywood’s endurance racing playbook is comprehensive, but his greatest asset is patience. Believe it or not, Haywood grappled with pre-event nerves and self-doubts, despite his other worldly ability. Yet, once the green flag dropped, no one could hassle Hurley. Throughout his career, other drivers charged into the distance, while Hurley settled into his metronomic rhythm. Then, like a true hustler, Hurley would unleash his final gear and speed past his exhausted rivals.

Sebring 1973 was another Hurley Haywood masterpiece. By the end of the 12-hour epic, the #59 Porsche of Haywood, Gregg and Helmick outpaced Michael Keyser and Milt Minter’s brand-new Carrera RSR by a whole lap. The nearest Corvette? Six laps behind.

Fittingly, in third place and first Corvette home, was the #50 car entered and driven by John Greenwood.

For those watching Corvette and Porsche lock horns at the 69th 12 hours of Sebring this weekend, raise a glass to John Greenwood and Dr David Helmick – two saviours of Sebring.