Unlike the factory 935/77 which had a center monocoque with front and rear tubular frames, Lundgardh constructed an entire spaceframe chassis, which was more akin to the setup found on the 935/78 "Moby Dick". The windshield was borrowed from a 911 Turbo, and retained much of the body of a factory 935, however towards the end of its debut season in 1980, it was eventually fitted with bodywork from the K3 developed by Kremer. For the 1981 season, the L1 was driven in the World Sportscar Championship by Lundgardh alongside Mike Wilds. Since the L1 was competing in the under-2.0 liter class, at scrutineering for the 24 Hours of Le Mans it weighed , and marked the first time a "Baby" 935 had competed at Le Mans. Reliability problems plagued the car throughout its earlier seasons, Le Mans proving no exception as the L1 retired in the 5th hour with engine failure. Eventually the original engine was replaced by a 930/76 flat-six, and Lundgardh continued to campaign the car in the GTX class of the World Sportscar Championship, finishing an all-time high of 1st in class at its penultimate outing, the 1984 1000 km of Nürburgring. 935/78 "Moby Dick" For 1978, a third and final version of the 935 was developed, the 935/78, intended only for Le Mans. Due to the head gasket failures of the 1977 version, Porsche parted with their air cooling tradition and introduced water-cooled cylinder heads in the 1978 engine, and equipped them with four valves as well. The capacity was enlarged to 3.2 L, increasing its output to . The weight, which was less important on the Le Mans straights, had to be 1,030 kg now. As this track, like most, was run clockwise, the driver seat was moved over to the right side for better weight distribution and sight in right-hand corners, like Dunlop, Tertre Rouge and Mulsanne, another distinctive feature of the 1978 model. The new car again took full advantage of a new loophole in the Group 5 rules, of which BMW took advantage of and cut the floor pan of their car to mount the exhaust system at the front of the engine. Keeping this fact in view, the whole floor pan of the 935 was cut away, and the body was lowered by . The gearbox was mounted upside down to reduce the angle of the drive shafts. As the