Since retiring from racing, Kincaid has always owned at least one CSL, and he’s restored a few of them with Ron Perry, including the CSL for Rahal.
The Martini CSL was one of the most exciting cars they’d get to work on, but perhaps it was just too daunting. Instead of being stripped for restoration, it sat in a dark corner of Ron’s shop for about three years before Kincaid decided it was time to get serious.
In the interim, he’d been reading up on the history of the CSLs and European touring car racing, consulting experts like author Wolfgang Thierack, poring over old photos and scouring Europe for parts. In the U.K., he found Alpina coilovers and the rare slide throttle intake, while Germany yielded the Getrag four-speed gearbox, a Sachs racing clutch and rear axle, all FIA-conforming. And in Italy, he found a complete, period original M52 race engine, a 3.3-liter six-cylinder that produced about 280 horses in full race trim.
“The block, the head, the crankshaft, the cam, the headers, the slide throttle and oil pump, the crankshaft, even the injection pump and the oil pan…all the Group 2 parts from the ’70s,” he smiles. “I have virtually memorized FIA Homologation Document 1648!”
The car was stripped to bare metal and documented, a process Kincaid said “turned up lots of evidence in support of its history.” With the patience of a paleontologist, Kincaid compared parts numbers and old photographs with what he found underneath the layers of paint. His attempts to make sure the CSL would be exactly as it had left Martini’s shop for its first race on the ’Ring led Perry to nickname him “The Excavator.”
The biggest challenge was in reconstructing this CSL’s Group 2 bodywork. It had to be done just right, so Perry and Kincaid turned to one of the few fabricators with the experience to get it done: Art Simonds, who’d been part of the team that designed and fabricated the aerodynamics for the first Batmobile CSLs raced by BMW Motorsport in the early 1970s.
Simonds was retired, and he initially said no to the fabrication job while offering to consult on the project instead. He admired Kincaid’s passion for legitimacy, however, and he’d also been the one who had brought the car to Kincaid’s attention in the first place, back when it was still owned by Jimmy Baker in Alabama.