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Don't we all Desire Schaefer?

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The 2014 Indy Car season is well under way with two races already in the books at St. Petersburg and Long Beach. On deck for this weekend is Barber Motorsport Park in Greenbow, AlaBAMA ... I mean, Birmingham.

While I'm primarily a NASCAR fan, I have a limited interest in other forms of motorsports. Indy Car has interested me over the years for a few reasons:
  • The legacy of the heroes from the 1960s and 1970s such as Super Tex A.J. Foyt, Johnny Rutherford, the Unsers, Gordon Johncock, Mario, Andy Granatelli from STP, etc.  
  • The sensational speeds from the cool-looking cars at the Brickyard as well as the pageantry of the Indy 500.
  • The ever present drama within the sanctioning body's ownership and management team. Year over year, they make NASCAR's operations look like they're run like a well-oiled machine.
  • Schaefer beer's sponsorship of Pocono's Indy race in the track's trying years of the 1970s.
My knowledge of Schaefer's sponsorship of Al Loquasto and Joe Ruttman in NASCAR has been well documented here. I've also learned a bit over the past couple of years about Schaefer's sponsorship of Josele Garza and Kevin Cogan in CART's days.

Until recently, I did not know of Desiré Wilson from South Africa.

Source: leblogauto.com
Wilson was an F1 hopeful who ran in several undercard series in Europe. In the early 1980s, she made her way to the US and raced in about a half-dozen or so CART events in 1983. She was hired in 1986 as a teammate to Garza by Andy Kenopensky, who managed the Machinsts Union / Schaefer-sponsored team. In Wilson's first race with the team in the Escort Radar Warning 200 Mid-Ohio on August 31, however, Garza was seriously injured in an accident.

While running in the top five as the race neared its conclusion, Garza spun off the track and suffered a vicious wreck on lap 77 of the 84-lap race (begin around 1:17 of the following video).


Garza was conscious following the accident as he was loaded into the ambulance. Long-term, he eventually recovered from his injuries. Near-term, however, the Schaefer team's top driver was sidelined. Suddenly, Desiré Wilson with fewer than 10 CART races under her belt became the team's number one driver.

Being elevated to the top team driver, however, did not mean instant success. Wilson only raced in two more CART races in 1986 - Road America and Laguna Seca - and earned deep-teen finishes in both. 

Photographer Mark Windecker kindly shared these photos from the 1986 Mid-Ohio race and allowed me to include them here. Desiré Wilson is #59, and Garza is #55.

Though Desiré did not have a stellar CART / Indy car career, she did honorably carry the Schaefer brand aboard her car and uniform. For that - and for Mark Windecker's great photos - the Schaefer Hall of Fame and Ring of Honor raises a cold one to each of them and exclaims Scha-LOOT!

TMC

April 27, 1975: USAC's Trenton Twin Bill

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On April 27, 1975, the NASCAR Cup teams raced on the half-mile paperclip at Martinsville. King Richard won the Virginia 500 to claim his 14th victory at the track.

About 450 miles northeast of Martinsville in New Jersey, USAC ran a twin bill at the famed, kidney-shaped Trenton Speedway billed as the World Series of Auto Racing. (I'm curious as to how they may have secured the rights to use the name World Series. Or did they?)

From Motor Racing Programme Covers
The day featured two 100-lap, 150-mile races for the 'champ' cars and USAC stock cars. The races had short fields - 12 in the Indy car event and 10 in the stock car race. Apparently this was by design. Long before the days of NASCAR's The Winston but akin to the early years of IROC, participation in the WSoAR was by invitation only.

Johnny Rutherford won the open wheel race with a one-lap victory over second place Gordon Johncock.

In the stock car race, Super Tex A.J. Foyt continued to show his versatility in all forms of auto racing. The skills he'd honed on USAC's stock car circuit as well as his periodic starts (and wins) in NASCAR paid off again at Trenton. Driving a #28 Hoss Ellington prepared Chevy, he led all 100 laps and cruised to the victory.

What interests me about the race, however, is the SECOND place finisher. Bobby Unser - known more for his champ car results than his stock car career - drove a Norm Nelson 1972 Plymouth to a second place finish, the only car on the lead lap with Foyt. Unser's sponsor? You got it - a Bench Racing fave - Schaefer Beer.

Source: Reading Eagle via Google News Archive 
TMC

May 4: Buddy Baker's Talladega Twin Wins

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Over his multi-decade career, Buddy Baker won nineteen races. Of the nineteen, almost half were at two tracks. Four were at Charlotte,  and four happened at Talladega - including three in a row. Of his four Talladega victories, two happened to fall on the same day: May 4th.

Baker's three-race winning streak at Talladega began May 4, 1975. He let the field know early he was the man to beat by winning the pole for the fifty car field.

Long-time independent and Dodge driver Jim Vandiver won the preliminary race - the ARCA 200 - on Saturday May 3. In an odd scheduling twist, Coo Coo Marlin won the pole for the ARCA race in a qualifying session held ... a week earlier.

Vandiver's Dodge was sponsored by H.B. Ranier, father of Cup car owner Harry Ranier. The "Ranier" name figured prominently into Baker's 4th Talladega win 5 years later.


Donnie Allison in his DiGard Chevy qualified alongside Baker. Brother Bobby Allison and David Pearson comprised the second row. The field gathers 2x2 on the pace lap as the drivers amp up for the start.


The Cup raced was overshadowed by tragedy - which seemed to be a part of the fabric of Talladega in the 70s. Randy Owens - Richard Petty's crewman and brother-in-law - was killed during a pit stop when a pressurized water tank exploded as he tried using it to extinguish a wheel bearing fire on the 43.

A unique participant in both the 1975 and 1980 races was country music legend Marty Robbins. He wrecked out of the 75 race in his Dodge Charger and lost an engine in the 1980 event in his Dodge Magnum.

Baker was certainly the class of the field as he led 99 of the race's 188 laps. However, David Pearson led a sizable chunk as well by pacing the field for 27 laps. And Petty's 43 was out front for 22 laps as the Charger was pretty stout that day. But once Petty had to make the unexpected stop and Owens was killed, the Petty crew parked the 43 and withdrew from the remainder of the race.

Though Baker led more than half the race, his win was hardly assured as is the case more often than not at Talladega. But Baker manage to nip Pearson by about a foot to earn the win. Behind Baker and Pearson, Dick Brooks finished third. A pair of Tennesseans, Darrell Waltrip and Coo Coo Marlin, finished fourth and fifth respectively.

Following the race, the King was clearly distraught as he tried to speak with reporters about the accident in the pits that took Randy's life.

Source: Gadsden Times via Google News Archive
* * * * * * *
Baker nabbed his next-to-last career win on May 4, 1980 in Harry Ranier's #28 'gray ghost' Oldsmobile by nipping 1979 ROTY Dale Earnhardt by about 3 feet - not quite as close as the win over Pearson but still one for the ages.

In the preliminary Saturday race, a driver who'd made his name known on the bullrings of the midwest and started his first Cup race at Atlanta earlier in the 1980 season won: Rusty Wallace. He won from the pole in the short-lived Grand American series Alabama 300.

David Pearson continued to show folks he still had gas in the tank after parting ways with the Wood Brothers in 1979. In 1980, he took over from Donnie Allison in Hoss Ellington's Hawaiian Tropic #1 car. The two had some immediate success with a win in the Rebel 500 at Darlington and capturing the pole for the Talladega race. Baker lined up alongside Pearson in his Waddell Wilson prepared Olds 442.


As was the case in 1975, Baker led the most laps. However, the competition was more balanced in 1980. Baker led only about a third of the race vs. the 99 laps he led 5 years earlier. Earnhardt led 55 laps to Baker's 61. Cale Yarborough and Pearson took turns for double-digit laps as well.

Earnhardt had a sizable lead as the laps wound down. But Baker was relentless in his pursuit of the Osterlund Olds, and he was able to get around Dale with the checkers in sight. Using Buddy Arrington as a pick on the backstretch, Baker was able to break Dale's momentum limiting his chances to pass him back.

Some footage of the final few laps of the race is available on YouTube. Unfortunately, the video can't be embedded here. But [click here] to watch Baker eke out a win over Earnhardt.

Baker's win was the second Cup win at Talladega for car owner Harry Ranier in three seasons. Lennie Pond won the 1978 Talladega 500 for Ranier as well.

TMC

May 7, 1972: Pearson Begins His Talladega Triad

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After parting ways with Holman-Moody after several successful seasons including two championships, David Pearson ran a pretty spotty schedule in 1971.

In spring 1972, Pearson joined the Wood Brothers' Purolator Mercury team. The Woods already had a great start to the season with A.J. Foyt's winning the pole at Riverside and wins in the Daytona 500 and Miller High Life 500 at Ontario. With Foyt's commitment to Indy cars, he clearly wasn't in a position to run a limited yet regular NASCAR schedule. When Pearson was hired, so began a remarkable team whose success was also immediate and lasted through 1978.

In 1972, the team won the pole and the race in their first outing together - the Rebel 400 at Darlington. Two races later, the NASCAR circuit rolled into Talladega for the Winston 500.

Source: Motor Racing Programme Covers
Bobby Issac won the pole in his Harry Hyde-prepared K&K Dodge Charger. Pearson plunked his Mercury right alongside him on the front row. Three legends rounded out the top 5 - King Richard, Bobby Allison and Buddy Baker. Though Petty Enterprises fielded Dodges for Baker in 1971 and 1972, the King was making his first start in a Dodge after switching from Plymouths as was announced before the spring Martinsville race. The 43 team ran a mixture of the two for the rest of the year before turning to Dodges full time in 1973. Buddy absorbing some race strategy with Maurice Petty and long-time Petty crewman Richie Barz. A notable racer making his first Talladega start was country music superstar and frequent racer Marty Robbins. He qualified his purple and canary yellow Dodge Charger 9th in the 50-car field. Over the weekend of Marty's first Talladega first start, some footage was shot for a movie titled Country Music featuring Robbins. Adversaries on the track, Richard Petty and Bobby Allison, became co-stars in the footage. Allison plays the foil to Marty much as he did to the King by saying to Marty "Faron Young's one of my favorite singers."

Another driver making his first overall Cup start was newcomer Darrell Waltrip in a self-fielded #95 brown Mercury. Having relocated from Owensboro, KY to Franklin, TN, the two-time Nashville Fairgrounds Speedway late model champion Waltrip qualified mid-pack in 25th position.


The Alabama Gang was well represented in the race with Bobby and Donnie Allison, Red Farmer and Robert "Paddlefoot" Wales. Though I never met Paddlefoot, he frequently drove the #10 blue and gold Benward late model Chevelle at Nashville for a friend of my father's, Roy Counce.

Long time NASCAR independent driver J.D. McDuffie's car was 'sponsored' by Bro. Bill Frazier's ministry. Frazier's race day faith service was also broadcast over the track's PA system for what was believed to have been for the first time. As noted in the caption to the above photo of Marty Robbins, Marty agreed to sing a gospel number during Frazier's service. Before the race, Pearson learned of the track's 'physical therapist'. Suddenly he developed a bad back and needed a massage. Who amongst us wouldn't find a similar catch in our back with such an available therapist?

Isaac and Pearson were pretty evenly matched most of the day. Pearson led 59 laps, and Isaac led 57. STP and Petty Enterprises teammates Baker and Petty led 32 and 14 laps, respectively.

Around lap 170, Isaac made his final pit stop & returned to the lead. However, the crew apparently didn't get the gas cap back on the car and it dangled in the wind for the next several laps. For reasons of who knows why, it took NASCAR officials about 10 laps to realize the 71's gas cap was indeed flopping and a couple of more to decide what to do about it.

They finally decided to black flag Isaac to force a return back to pit road. But Isaac and Harry Hyde hadn't come that far to give away a race on a technicality. So they continued onward and ignored the black flag. But with just a few laps remaining, Isaac inexplicably tangled briefly with Jimmy Crawford's Plymouth. Crawford went for a slide, and Isaac raced on. But the encounter was enough to let Pearson close the gap and motor on around Isaac to take the win.

NASCAR did not quit scoring the 71. I was under the impression even in the early 70s a driver got 3 laps to observe the black flag or risk having their scoring card pulled. If so, an EIRI interpretation was made that day. Isaac was able to retain his 2nd place finishing position - and apparently the driver and owner points that came with it. He was simply fined $1,500 for ignoring the black flag.

Source: Gadsden Times via Googles News Archive
I realize based on the purse sizes of that era that a $1,500 fine was more significant then vs. now. The amount was about 10% of Isaac's earnings for the day. Perhaps NASCAR felt the penalty was more significant than the points or purse he may have lost had his scoring card been pulled with only a couple of laps to go.

Pearson apparently liked Talladega's victory lane as he and the Woods returned there again in May 1973 and a third consecutive time in 1974. Surprisingly, he did NOT ever win the summer Talladega 500 race - even during that 12 year stretch when the race didn't have a repeat winner.



Finishing a strong fourth was The Golden (but Aging) Boy Fred Lorenzen in Hoss Ellington's Ford. Lorenzen who didn't have near the level of success in his comeback from the late 60s through early 70s raced in only six more Cup events. He retired as a driver at the end of 1972.

Fortunately, there was no "Big One" wreck to wipe out a bunch of cars. By most Talladega standards, the race was a relatively uneventful one which allowed for some levity.

The funniest story from the race involved Marty Robbins. Marty knew his limitations as a driver. He was as passionate about racing as he was his music. He knew he could race with the drivers - but didn't want to do anything stupid to screw up things for the drivers who raced full time for a living.

During a mid-race pit stop, Robbins had his crew finagle his restrictor plate to essentially negate its intended purpose. As a result, he was able to hold 'er wide open. Just because he could, he mashed the gas and passed cars like crazy - if for no other reason than to see the expression on other drivers' faces as he passed them.

After the race ended, he was to be presented an award for rookie of the race. It was then he copped to Bill Gazaway what he'd done and why he'd done it. Gazaway at first didn't want to believe him, but Marty insisted he couldn't accept the award. NASCAR was then forced to disqualify Marty and bury him in 50th and last place. The finishing position really meant nothing to Marty - all he knew was how much fun he had dicing it up with the big dogs. Listen to him tell the story beginning about the 3:45 mark of the following video.


Pearson and the Woods kept the Big Mo' rolling. In 13 more starts together in 1972, the team notched another 5 wins and 10 more top 5's.

TMC

May 12, 1984: Nuttiness At Nashville

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My introduction to stock car racing was at Nashville's Fairgrounds Speedway in 1974. While I won't swear to it, I think the evening's feature was a 200-lap NASCAR late model sportsman race featuring drivers such as Jack Ingram, L.D. Ottinger, Harry Gant, Morgan Shepherd and Butch Lindley. The date, the race, who won, etc. have all been forgotten, but I do remember my eyes being wide open and my heart pumping.

The first time I got to see Cup cars live was during qualifying for the 1976 Nashville 420. My first Cup race to attend was naturally at Nashville - the 1978 Music City 420. During the second half of the 1970s, I was a bigger fan of the local favorites such as Steve Spencer, Alton Jones, Sterling Marlin, Mike Alexander, Tony Cunningham, P.B. Crowell III, etc. than I was of the Cup series. After leaving for college, however, I found it harder to keep up with the local guys and really went all-in as a Cup fan.

The original ownership group sold to another in the late 70s, and the track was renamed Nashville International Raceway. California real estate developer and racing outsider Warner Hodgon bought into the ownership group (as well as stakes in Bristol and North Wilkesboro), and 'International' was dropped from the track's name. Yet then (and now) I always just referred to the track as 'the fairgrounds'.

After being known as the Music City USA 420 through the 1970s, the spring race took a title sponsor coinciding with the ownership change. In 1984, the race was branded as the Coors 420 - though a car with Po' Folks restaurant was featured on the program. Go figure. (One of the local guys was sponsored by Po' Folks ... I think.)

Coors sponsored the race as well as a car in the race - the #9 Harry Melling Ford. The team's driver, Bill Elliott, was still a season away from exploding in the NASCAR consciousness with his dominating 1985 season. A different beer brand, however, sponsored the two cars that became the story of the race - Budweiser.

In 1982, Junior Johnson announced two sport-shaking deals. One, he announced Hodgdon was investing in his team. Also, he planned to expand his operation to a two-car team in 1984. Outside investors and multi-car teams in NASCAR were both rarities up to that point. Generally speaking, the second car was way off the primary car.

Darrell Waltrip was already on board with Junior's championship winning #11 team. Neil Bonnett joined him in 1984 in a matching Chevrolet after spending a transition year in 1983 with Rahmoc Racing and 'sponsorship' by Hodgdon. Both cars were sponsored by Budweiser and Kentucky Fried Chicken, and the team was quickly dubbed Double Thunder.

The team should perhaps have been nicknamed Double Trouble. Though the two teams had common ownership, sponsors, and car makes, the 11 and 12 bunch did not function as a team as is the model for contemporary NASCAR racing. Led by crew chiefs Jeff Hammond (for Waltrip) and Doug Richert (for Bonnett), the two cars were perhaps more competitive with one another than with other cars on the track.

Yet - they were quick. On short tracks where Junior's cars historically had run well, they raced even better with DW and Neil behind the wheel.

As the Winston Cup series rolled into Music City for the 10th race of the 1984 season, Waltrip was ready to race with a high level of confidence.
  • He was a two-time late model champion at the track in 1970 and 1973.
  • Waltrip earned his first Cup win at the track in 1975.
  • The 11 team was the defending champion of the race having won the Marty Robbins 420 a year earlier.
  • DW had two wins and eight Top 10s in the first 9 races of the year. 
Sure enough, the 11 team laid down the quickest qualifying lap on Friday night to nab the pole. Ricky Rudd qualified alongside Waltrip in his Wrangler Jeans Bud Moore Ford. A couple of unsponsored drivers made up the second row: Geoff Bodine in Rick Hendrick's Chevy and Ron Bouchard in Jack Beebe's Buick. Dale Earnhardt rounded out the starting five in a second Wrangler ride, Richard Childress' Chevy.

Bonnett qualified 15th, about mid-pack, but a quick, single-lap wasn't his measurement of greatness for the weekend. Two weeks earlier, he wheel-hopped the curb at Martinsville. Doing so caused his steering wheel to spin quickly to the right - so quickly that he didn't have a chance to loosen his grip. The spin snapped Bonnett's wrist and dislocated his thumb. He incredibly popped his thumb back into place while at speed, and finished the race in fifth place. Only after returning home to Alabama was he able to have the bones set and a cast applied. The awkwardness of the cast and persistent pain when racing were challenges he had to face, yet Neil did not miss a start.

When the green flag flew on Saturday May 12, Neil spent the first 20 percent of the race working himself methodically towards the front. He finally went to the point on lap 87 and led sizable chunks of laps throughout the race. When the night was done, he'd led 320 of the 420 laps - with a broken, throbbing right wrist.

With about 10 laps to go, Neil was being hounded by the #5 Chevy of Geoff Bodine. Two weeks earlier at Martinsville, Bodine won the first Cup race for himself and Hendrick Motorsports - the race in which Bonnett had broken his wrist. Bodine got past Bonnett, but Neil fought back in an effort to reclaim the lead. Instead, he spun himself out with seven to go.

Remarkably, Bonnett was able to gather his car and pit without losing too much track position. Bodine ducked in the pits as well knowing he'd have to race Neil hard again. The race resumed with three to go with Waltrip out front (who chose not to pit). Then all sorts of a mess broke out. Cup upstart Rusty Wallace trashed his Gatorade Pontiac coming out of turn two. Bobby Allison, the reigning Cup champion, got collected, caught fire, and drove in reverse down the backstretch through three and four and then down pit road.

Bonnett was humping it on the high side as he tried to catch Waltrip. Then the King inexplicably spun his STP Pontiac and Kyle Petty looped his car into the inner wall to avoid t-boning his father's 43.

Waltrip flashed under the starter's stand taking the white and yellow flags. He checked up some to make it through the debris from the wrecks yet maintained good speed. Bonnett still went full bore, caught DW in turn four, and nipped the 11 at the line. Waltrip, his crew, and the TV announcers initially believed DW was the winner because the caution had flown a lap earlier. Bonnett believed the track was essentially still 'green' because the yellow flew as the last lap started vs. at the end of the next to last lap. In that era, cars raced back to the line when a caution happened vs. the 'frozen field' model used today.

NASCAR's officials then went into Keystone Kops mode. They directed Bonnett to victory lane. Within a minute or so, they had Waltrip drive to victory lane and had Bonnett leave. But again within a few minutes they switched back to Bonnett as the winner. The collective set of officials seemed unable to determine when the yellow flag flew and what was permissible in terms of racing back to the finish line.

As the crowd left the stands and TV left the air, Bonnett was indeed in victory lane as Waltrip's team was left fuming.

Source: Gainesville Sun via Google News Archive
Interestingly, Warner Hodgon (in slacks and buttondown shirt and getting Waltrip's glare) was part of the winning and losing end of it all. He was a partial owner of both Bud teams as well as an investor in the track whose reputation was getting dinged because of NASCAR's ineptness. But the disputed finish would soon be the least of his concerns.

Waltrip wasn't finished. He defiantly protested the finish. Junior Johnson had the unenviable position of protesting the victory by his own car. (Such a protest by a car owner against another of his own cars wasn't unprecedented. Lee Petty protested his own son's win in 1959 at Lakewood Speedway.)

Three days later, NASCAR sided with Waltrip's protest and declared him the winner and moved Bonnett back to second.

Source: Hendersonville NC Times-News via Google News Archive
 
A young Dave Despain - with hair on his head but not on his face - featured highlights of the controversial race on his weekly racing magazine show, Motorweek Illustrated.

I remember the confusing finish, but I don't remember if I saw the race on TV or listened to it on MRN. I'm thinking it was likely the latter. I was away at college, and we didn't have a TV in our dorm room. We had a TV in the rec room, but I know no one would have allowed it to be dominated by a race on a Saturday night. The guys had more important things to watch ... such as music videos on MTV.

The Coors 420 is available as part of MRN's Classic Races Podcast series. The original broadcast can be heard below, at MRN's site, or streamed through MRN's iTunes channel.


Nashville Speedway put its hooks deep into me 40 years ago, and it's amazing to think 30 years has passed since this particular race was run. Back then, I toted fewer pounds and bigger dreams. I had visions of spending many future years watching Cup racing there. No way it could ever end ... or would it?

Hodgdon's non-racing financial situation took a quick tumble in the mid 80s. His fall was so precipitous that his racing interests were drawn into the abyss. Suddenly, Junior Johnson was faced with losing his two teams and life's work as a car owner. He was able to craft a deal to buy back Hodgdon's equity and get him out of the picture.

The fairgrounds track wasn't as fortunate. The track hosted its annual summer race in July. Bodine won the Pepsi 420, but his win turned out to be the final Cup race in Nashville. With many questions surrounding Hodgdon's finances, the long-term viability of the track, and other legal complications between the track and it's landlord, the city of Nashville, NASCAR chose to withdraw its sanction after the 1984 races.

Racing continues to this day at my home track - and it's truly hard to believe three decades have passed since the final year of Cup racing. But at least The Fairgrounds' Cup days went out with a bang as two teammates had to scrap like foes to settle the score.

Big thanks to Russ Thompson for many of the photos and video clip! 

TMC

May 13, 1972: Grand National East at Nashville

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From the 1960s through 1970, NASCAR's Grand National (Cup) schedule averaged about 50 races each season. In 1971, R.J. Reynolds climbed aboard, and the Winston Cup Series was born. The series had a transition year in 1971 with 48 races before dropping back to around 30 that became the staple until the mid 1990s.

When the schedule was dramatically slashed, many traditional tracks - particularly in the eastern time zone - lost their race dates. Perhaps as a way to ease their way out of relationship vs. leaving cold turkey, NASCAR formed the Grand National East series. The series only lasted for a couple of years; however, NASCAR later formed the Busch North Series in the mid 1980s to fill a similar role.

The series ran several tracks discarded from the Cup schedule such as Columbia, Hickory, Myrtle Beach and Kingsport. In 1972, the series ran the Mr. D's 200, its one and only event at a track that remained on the Cup schedule - Nashville Speedway.

Mr. D's was a fast food seafood restaurant created by the parent company of Shoney's restaurants. The chain's name was a nod to one of Shoney's founders, Ray Danner. Its first store was opened in Donelson, a suburb of Nashville, and happens to be where I grew up and lived from the late 1960s through the early 1980s.

Within a year or two of its opening, the name was changed to one more widely recognized today - Captain D's. I guess Cap'n had more of maritime, 'fishy' name than Mister. (For those unfamiliar with Captain D's, think Long John Silver.)

On Saturday May 13, 1972 - Mother's Day weekend - the GNE series raced at the Fairgrounds. The race was co-sanctioned with NASCAR's Grand American division, a series made up of pony cars such as Mustangs and Camaros.
Source: Russ Thompson - Nashville Fairgrounds blog
Some of the drivers who entered the event were Winston Cup regulars - albeit independent drivers and/or those who weren't typically considered amongst the front runners. The field included such drivers as:
  • Jim Paschal who raced Cup actively through much of the 1960s and won frequently as a driver for Petty Enterprises
  • NASCAR HOFer Buck Baker whose heyday was in the 1950s when he won 2 GN titles
  • D.K. Ulrich - long-time driver and owner for a multitude of up-and-comers including Al Loquasto 
  • Richard Childress who struggled for 15 years as a driver before striking gold as the owner for Dale Earnhardt
  • Elmo Langley, a two-time GN winner who later became NASCAR's pace car driver
  • Dick May - an independent who later became a rep for STP
  • Wayne Andrews - a regular participant and winner in the Grand American series
  • Tiny Lund, winner of the 1963 Daytona 500 and a multi-race winner in the GNE division.
  • Cup regulars and brothers, Bobby and Donnie Allison
The Cup series raced on May 7th at Talladega but didn't run again until May 28th in the World 600 at Charlotte. Having a couple of weeks off gave some of the Cup regulars a chance to run the Nashville event (and presumably pocket a little show money from track promoter Bill Donoho).

Bobby Allison brought a #49 Coca-Cola Mustang Fastback to Nashville. The car was owned by Mel Joseph and had been raced in a few Grand National / Grand American combo races - including at Winston-Salem's Bowman Gray Stadium in 1971. Allison took the checkered flag over Richard Petty in the Mustang; however, NASCAR did not (and still doesn't) recognize the victory as an official Winston Cup win for Allison. (Interestingly, Petty wasn't given the win either.)

Perhaps as expected, Allison laid down the quickest lap to nab the pole. But the margin to second was maybe closer than he had counted as veteran Paschal showed he still knew the quick way around the track. (Paschal won three consecutive GN races at Nashville in 1961, 1962, and 1963).

Darrell Waltrip, Nashville's 1970 late model champion, won the preliminary late model race. He won the short, 30-lap feature six days after making his Cup debut in the Winston 500 at Talladega. The fans were winners because some of the national drivers also raced in the late model event plus were out-qualified by many of the locals.

Source: The Tennessean - May 13, 1972
For a while, Waltrip raced P.B. Crowell's creamsicle orange-and-white #48 Chevelle. But in 1972 as a new sponsor came aboard, Waltrip's 48 sported a transitional white with blue accent scheme.
Credit: Russ Thompson
Paschal had to give up his front-row starting spot after puking a motor in practice. Tiny Lund who was injured in a bizarre accident when a tire fell on him moved to the front row to take Paschal's vacated spot. With his injuries, however, his team made a driver swap at the first caution. Waltrip who'd won earlier in the day and obviously knew the track well took over for Tiny. (I am curious about how well Tiny's seat fit Waltrip back in those days!)

The Fairgrounds once had the oddest of pit roads. Drivers came through turn 4 on the .596-mile track, crossed the start-finish line, turned left onto the inner quarter-mile track, pitted, returned to the track, crossed the start-finish line again (though not completing another lap), and headed for turn 1. Drivers, officials and scorers were frequently confused as to who was on what lap, who had pitted, etc.

The confusion was present again during the GNE race. Rather than slow or stop the race to sort out things, officials let 'em race and tried to figure it out on the fly. As a result, the scoreboard was bouncing around with 'lead changes' though no passes were being made on the track.

Allison got out front about one-third of the way through the race. Waltrip tried to make the best of a good opportunity in Lund's car and did his best to track down Bobby. But after running like a scalded dog, Waltrip's car lost an engine with about 15 laps to go. Allison then cruised home to take the victory. Waltrip and Allison would wage many more battles over the next 10-12 years - especially in the early 80s on the Cup level.

Source: The Tennesseean - May 14, 1972
Courtesy of Russ Thompson
As Russ Thompson noted in his blog post, NASCAR apparently enjoyed what they saw at Nashville that weekend. Perhaps as a result, the track earned a second date on the Cup schedule. From 1973 through 1984, the Fairgrounds featured two races a season - a distinction several tracks didn't have, then or now.

I encourage you to visit GrandNationalEast.com authored by Jeff Droke, long-time crewman for James Hylton, for more information about the series.

TMC

June 3, 1978: My first Cup race

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As has been mentioned a time or two here over the years, one of my mother's older brothers introduced me to racing in 1974. For all the years I've known him, my uncle has seemingly lived a life of Laissez les bons temps rouler. I don't think there was any advance plans to go to Nashville's fairgrounds speedway that night. He just decided he wanted to go, drove to Nashville from about 90 minutes away, dropped by our house, asked my dad and me to join him, and off we went. I was hooked from the drop of the first green flag for the night's mini-stock races.

My aunt and uncle also took me to my first Winston Cup race - again in Nashville - on June 3, 1978 for the Music City USA 420. Again, he just made the decision to drive to town and stopped by my parents to see if I wanted to go. Though I can't recall specifically leaving our driveway, I'm sure I was in the car before my uncle could hug my mother and shake my dad's hand.

I bought my first race program that night - and still have it.

Only recently did I learn Nashville bought a ready-made program that was also sold by North Wilkesboro a couple of months earlier for its spring Gwyn Staley 400 race. I have no idea why someone would have approved the proof of the cover with U.S.A. 420 in quotation marks.

As noted on the program, Nashville's race was originally scheduled for Saturday May 13th. A week earlier, however, Talladega's Winston 500 was rained out. NASCAR rescheduled it for the following Sunday, May 14th - the day after Nashville's night race. As a result, Nashville was then forced to move its date to June 3.

Source: Spartanburg Herald via Google News Archive
One of the pre-race stories written by Larry Woody, the long-time racing beat writer for The Tennessean, was about Jimmy 'Smut' Means. Means was the fairgrounds' local late model champion. In 1976, he made the decision to head for the big time and invest his efforts and resources into Cup racing. He remained an independent driver on the circuit for almost 20 years, and he remains in the sport today as a Nationwide Series car owner for driver Joey Gase. (Twitter)

Source: The Tennessean
Most remember Means for racing car number 52 in Cup. When he raced at the fairgrounds, however, he raced number 92. His car number was used in a promotional decal for the track in the mid 1970s. Billy Hagan's Stratagraph team with driver Skip Manning was regularly using 92 when Means got to Cup, so he adopted 52. 

I remember perusing the limited inventory of the souvenir stands on the concourse behind the grandstands (no driver-specific trailers in those days) - as my uncle presumably sought out a couple of cold beers. My aunt bought me this photo of Richard and Kyle Petty - a pic I still have. After holding it for all these years, I finally had the King autograph it at Phoenix in fall 2013. Next goal: Kyle.

Another long-time independent driver, Lennie Pond, won the pole for the race. Cale Yarborough qualified second, and two-time Nashville track champion Darrell Waltrip timed third in his #88 DiGard Gatorade Chevrolet. Dave Marcis and Benny Parsons rounded out the top 5. 

For the 1978 season, Pond caught a break and latched on with upstart car owner Harry Ranier. Pond had four other poles in 1978 - the second Nashville race, one at Bristol, and both Martinsville races. He also won his only career race in the Talladega 500 that summer. Yet he lost his ride after only one season. 

King Richard had an incredible run of success from 1972 through 1977 with the STP Dodge Charger. The body style became obsolete after the 1977 season, and Petty Enterprises chose to race the ill-fated, boxy Dodge Magnum. Though Petty led several laps in the Daytona 500 and at Wilkesboro, the car rarely had a nose for the front. The 43 accumulated a few top 10 finishes, but the finishes masked how non-competitive the Magnum was. The team raced the Magnum only six more times after Nashville before ditching it for a Chevrolet Monte Carlo. 

The nine-time Nashville winner qualified seventh for the 420. (Cup regular and former Nashville track champion Coo Coo Marlin started eighth. He needed relief driving help during the race and got it from his son, relative Nashville newcomer Sterling.)

Photo courtesy of Russ Thompson
The Magnum did find a second life, however, as the starter car for Kyle Petty. In his first professional race in Daytona's ARCA 200 in February 1979, Kyle won it racing one of Richard's discarded Magnum.

Back to Nashville...

The race wasn't very memorable - unless you were a Cale Yarborough fan. The Timmonsville Flash led every stinkin' lap. Green ones, yellow ones, during pit stops, all of them. Even with the 11 car pacing the field lap after lap, I was mesmerized as the track's lights rebounded from each of the cars on a muggy Nashville night.

Source: The Tennessean
Four races later, the Cup teams returned to the fairgrounds for the Nashville 420. Cale took it a bit easier on the competition by leading only 411 of the 420 laps. Four races after the second Nashville event, Cale dominated the Volunteer 500, Bristol's first race under the lights. The victory gave the #11 Junior Johnson team three wins in Tennessee's four races that season.

Pond showed his pole run was no fluke by finishing second to Cale - albeit two laps down to the winner. The 43 Magnum surprisingly had a good third place finish. Again, however, the finish wasn't reflective of the gap between the Dodge and other teams because Petty finished four laps down to Cale.

Unfortunately, the pre-race, feel-good story about Smut Means having success at a track he knew well didn't happen. He had ignition problems, lasted only 12 laps, and finished 30th - dead last.

Following the race as was the norm in those days, the track opened the gate in the fence below the starter's stand. Fans were allowed to cross over the track and mingle among the cars, crews and drivers. I had a single objective - find the King. As we pressed towards the transporters, my uncle grabbed me by the shoulder to slow my roll and said "Here comes Cale and Junior."

They were apparently being led back across the track for media interviews. In a decision based on teenaged Petty fandom and one I now regret, I looked at my uncle as if to say hell no. The 11 car had just punished the field by leading every lap and pummeled the 43 by four laps. Why would I want his autograph? A few years later, I had another opportunity to meet Junior Johnson and DID get his autograph. To this day, however, I've never had the second opportunity to meet Cale.

As my eyes searched for the day-glo red and Petty blue Magnum, I spotted a Petty Enterprises crewman who looked vaguely familiar. Then it clicked - it was Kyle Petty! He was one day beyond his 18th birthday and nearing his high school graduation. Then as is the case 30+ years later, he was kind enough to this kid to stop for a picture with my GAF 110 camera and sign my program with my pathetic Bic ballpoint pin.

Having the chance to meet Kyle affirmed my decision to pass on Cale and Junior. But quickly I resumed my search. Finally, I spotted the STP transporter! It was a box truck with an open flat-bed trailer. The car wasn't there yet, but I was trying to get in a position so my aunt could take my photo with the transporter in the background. As she was about to snap, my uncle walked up and started laughing. He pointed to a car being pushed to the trailer. It was Buddy Arrington's #67 Magnum instead of the 43. Arrington, yet another independent driver of the era, often bought gently used Petty equipment with his limited funds - including the transporter. I had a lot of admiration for Buddy, but I was clearly at the wrong spot.

My panic mode began to amp a bit by then as I tried to figure out where the car was. If you've ever seen an STP race car live, you know how vibrant that day-glo red can be. How could I not find it? Finally, we spotted it already loaded on the truck down near the 'garage' area entrance by turn 1. (Nashville's garage was actually just an inner loop between the quarter-mile inner race track and the .596-mile outer speedway.)

I broke into a run to get there and made it in time. I didn't meet the King, but at least I did get to stand by my hero's car. Looking back, perhaps I should have taken the time to seek out Richard, Maurice Petty, Dale Inman, or any other crewman. Shoot, by then my 'in' was Kyle who I'd just met. Maybe I should've leveraged my friendship with him! But as it was, I had a smile permanently pasted on my face after seeing the car up so close.

We returned to the pits where we ran into two drivers who later sadly lost their lives doing what they loved - racing.
  • J.D. McDuffie
  • Neil Bonnett
After we got home and went in the house, I of course told my folks about the 43 car, meeting Kyle, and such. My uncle then announced "He's coming with us for the night." He was working a construction job in Hartsville, TN, about an hour from Nashville. He and my aunt were staying with friends in the area during the duration of the job. He didn't ask my parents if I could go with them to spend the night. He told them I was going. It was just his personality style that my parents knew well.

I don't remember if I fell asleep on the way there - or if I babbled all the way (likely the latter). But after all these years, I do remember how much it meant for them to take me to the race, help me find the 43, and treat me as if it was me who was the king that weekend.

As the decades have passed, my uncle and I don't get to see each other as often. But when we do, the conversation always and quickly turns to racing.

TMC

June 1982 Nashville Raceway: Sterlin vs. Mike

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Though I've been a Petty lifer for 40 years, I followed the local late model hot shoes of Nashville's fairgrounds speedway (web | Twitter) from the mid 1970s through the early 1980s.

As the country celebrated the nation's bicentennial early and often throughout 1976, our family spent several Saturday nights at the track watching the rise of the Kiddie Corps. Four drivers had really caught the attention of the fan base as the track transitioned away from its earlier legends such as Darrell Waltrip, Flookie Buford and Coo Coo Marlin. The Kiddie Corps was comprised of:
  • Coo Coo's son Sterling
  • Mike Alexander, a bit of a protege of Waltrip and the son of R.C. Alexander for whom DW raced at Nashville
  • P.B. Crowell III, the son of another Nashville legend P.B. Crowell Jr. as well as a former owner for Waltrip
  • Dennis Wiser
By 1980, Marlin and Alexander had separated themselves from the other two. Crowell suffered a couple of tough wrecks, and in time he faded from the scene. Wiser didn't have the success of the other three, and his racing career wasn't lengthy.

Sterling, Mike and their teams had a full-on rivalry in the early 1980s. Both had an opportunity to race at the Cup level a few times though neither had yet made the full-time move. Week to week, it seemed the two were battling for the win. Whoever won, the other one often protested. After the inspectors tore the winner's car apart, the team needed a week or two to get back in the saddle giving the opportunity to the other one to win for a while. Back and forth it went.

Alexander was the first of the two to nab a track championship in 1978. Marlin countered, however, by winning back-to-back championships in 1980-1981.

On June 5, 1982 with the track having been renamed simply Nashville Raceway, the rivalry may have reached its apex. Alexander wrecked hard, and he and his team directed the blame towards Marlin.

The Tennessean - June 11, 1982
Marlin made a change around the same time that may have been as controversial as his run-in with Alexander - at least in his mother's eyes. Being a good ol' country boy, he often didn't enunciate the 'g' in his name. Hey, that's just the way we talk in middle Tennessee. I pronounce it the same way to this day: Sterlin vs. Sterling. So he dropped it - from his car...

...and from his uniform.


Larry Woody, beat writer for The Tennesseean, acknowledged the change and referred to Sterlin Marlin in his columns. Later, however, the 'g' returned. Apparently Marlin's mother made it very clear she named him STERLING. So honoring his mother's scolding, he returned to Sterling. (Though we all still just say Sterlin.)

The Tennessean - June 12, 1982
So while the heat from his mother over a 'g' may have affected Marlin, the pressure from Alexander, NASCAR, track officials, the fans, etc. did not. On June 12, a week after Alexander's wreck, Marlin continued his winning ways at Nashville by winning the 82-lap Tammy Wynette Grand American feature.
 
Throughout his Cup career, Marlin was known as a laid-back, Krystal Sunriser eating, no frills, throwback driver. He didn't talk smack and didn't court controversy. On that June night, however, Marlin went a little off script. He not only won the race, but he applied a faux-rookie stripe to his Coors Light Camaro just to add a bit of agitation to all of the critics. A yellow middle finger if you will.

The Tennessean - June 13, 1982

The Tennessean - June 16, 1982
Sterling continued his winning ways and three-peated with another track championship in 1982. He then caught a break and was hired by Roger Hamby to race for Winston Cup rookie of the year in 1983. Though he was no longer a fairgrounds regular week-to-week, he did return for certain races.

I went to the Cup qualifying session for the Marty Robbins 420 at Nashville in May 1983. In addition to the Cup cars being in town, the late model locals also ran a feature race. Sterling returned for double duty - this time with a new Pepsi / Beaman Automotive sponsored Pontiac.

And who else was there? Yep, Alexander. I remember my eyes shifting from one car to the other as the teams readied the rides for racing - with the occasional glance towards the other one.

Ah yes, racing rivalries. Nothing better.

TMC

June 21, 1975: Neil and Woody in Nashville

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With a subject line of Neil, Woody and Nashville, one might infer this post would be about folk protest music. Instead, it's one about racing as is always the case here ... well, that and Schaefer beer.

A couple of times in the mid to late 70s, my family went to Nashville's fairgrounds speedway for a dual ARCA / NASCAR Late Model Sportsman night. Both races were 200 laps...I think. While I don't remember the specifics of any of them including the winners, I do remember a few general themes:
  • My dad wanted to see the a handful of drivers race: L.D. Ottinger, Harry Gant, and Butch Lindley.
  • The ARCA race always seemed to have a lot of wrecks which extended its duration and delayed the start of the LMS race.
  • My dad groused about how late it was getting without the LMS race being completed. (He is now 79 and still whines about that situation.)
  • I just wanted to see cars race lap after lap regardless of the time.
On June 21, 1975, the track hosted such a double header though the LMS race was only 100 laps and didn't draw as many of the national touring drivers. I don't think we attended this race as our regular visits began in 1976.

The late model sportsman race was sponsored by Uniroyal Tires. As a promotion, track promoter Bill Donoho brought in the stunt driving team of Uni, Roy, and Al. Yes, seriously.

Except that particular evening the trio simply made an appearance and distributed photos vs. thrilling the crowd with their driving skills. I'm guessing in retrospect the appearance fee probably wasn't quite large enough to cover the stunts.

The Tennessean - June 20, 1975
Darrell Waltrip, the all-time wins leader at the the time at the fairgrounds and a two-time track champion in 1970 and 1973, had moved on to the Winston Cup series. As matter of fact, he'd won his first Cup race a month or so earlier in the Music City USA 420. In June, he returned to the fairgrounds with the plan to run in both races.

The Tennessean - June 21, 1975
The late Neil Bonnett raced a Bobby Allison-prepared 1972 Chevy Nova to the win in the 100-lap LMS race. The car was similar to this one (perhaps the same one) that Bonnett raced in the 1975 Falls City 200 at the fairgrounds earlier in the month.

Credit: Russ Thompson
Ohio driver and beer distributor, Woody Fisher, won the opening 100-lap ARCA feature. Coo Coo Marlin, a four-time Nashville late model champion, stepped away as did Waltrip from his regular gig as a Cup driver to race in the ARCA event. He laid down the quickest lap in qualifying in his Cunningham-Kelly Chevrolet - almost as if he might know how to get around the place!

Waltrip's night for the fans didn't go very well. He lost an engine in his borrowed car during qualifying for the ARCA race and missed the race. In the LMS race, he did what he could to pursue the bumper of Bonnett's car. But he experienced engine issues in that car as well, and he dropped out of the main feature.

Fisher has been featured in this blog previously - based on his piloting of a Petty Enterprises built Dodge Charger to a win in the 1977 ARCA 200 at Daytona.

Source: Chris Hussey
The Tennessean - June 22, 1975

TMC

Schaefer 500s revisited

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Back in 2010 - a lifetime ago in my blogging practices - I posted about each of the Schaefer 500 USAC Indy car races at Pocono. At the time, I threw them together quickly.
  • the date
  • the winner
  • a link to the results
  • a photo or two
Over the last week, I've edited each of them with more details about the race, additional photos, plus an article or two as well. I left the entries with their original posting date though I did add an 'edited' date. Here are links to each of the posts.
Bench Racing's series of Schaefer 500 posts ... the one blog to read when you're reading more than one.


TMC

August 4, 1956: The OK Race ... That Wasn't

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On August 3, 1956, Jim Paschal won NASCAR's only Grand National division race completed in the state of Oklahoma - a 200-lap feature at the state fairgrounds in Oklahoma City.

A day later, the same twelve GN cars that raced in OKC towed to Tulsa for what was to be a second GN event in the state - a 200-lap race on the city's half-mile dirt track. However, things didn't go exactly according to plan though for Tulsa Time.


As best I can tell, the event remains the one race in NASCAR's GN/Cup history that was scuttled mid-race and simply wiped from the record books.

Though the race was scheduled as  the first Grand National race in Tulsa, it wasn't the first NASCAR event at Tulsa's fairgrounds. Twenty entrants from NASCAR's short-lived convertible series raced in Tulsa on June 2, 1956. Frank Mundy won the 200-lap race held about two months before the GN cars arrived.

Based on the limited information I've found, Speedy Thompson seems to have won the pole with Ralph Moody beside him (later to become half of the powerful Holman-Moody team of the 1960s). NASCAR Hall of Famers Fireball Roberts, Lee Petty and Buck Baker rounded out the top 5 starters.

The field took the green flag as scheduled. With qualifying completed and the race underway, that's about as far as the planned events got.

In 2011, Mark Aumann wrote about the race at NASCAR.com. Key excerpts from his article follow:
Lee Petty had led 168 laps before he broke a differential with seven laps to go [TMC: at OKC], so he was already in a bad mood by the time he pulled into Tulsa. So imagine the surprise and disappointment that he and the other teams had when they realized the fairgrounds "track" was nothing more than a large expanse of dry hard-pan clay, set off with traffic cones to demarcate the turns. And even worse, according to one report, the only lights were a pair of bulbs that lit the grandstand area.

The 12 drivers from Oklahoma City who towed to Tulsa - plus John Schipper, who entered his convertible - reportedly argued with the promoters about their safety concerns, particularly after seeing the amount of dust kicked up during qualifying. But the weather was clear and a crowd of about 6,000 people showed up for the race, so the decision was made to go on with the show.

Almost immediately after the green flag dropped, the 13 cars began to create a huge dust storm, which covered everyone in the grandstand in a layer of red clay and made it almost impossible for the drivers to see more than a yard in front of them. As the sun began to set, the visibility got worse, as two cars crashed in the first 17 laps. At that point, no one dared try to make a pass for fear of unintentionally running into one another.

By Lap 32, Petty had had enough. According to reports, Petty pulled his Dodge into the infield, ran across the track, climbed into the flagstand, grabbed the red flag from the starter, and began waving it to stop the race. That set off an argument between the drivers, NASCAR officials and race promoters as the crowd became more and more unruly.

Local authorities were called in to restore order, the promoters eventually relented and refunded money to the fans, and NASCAR packed up and left. Although Speedy Thompson led all 34 laps from the pole, the race was declared abandoned and removed from the official record. No prize money was issued and no points were given.

Despite his mid-race mutiny, Petty was not reprimanded by NASCAR. In fact, his impertinence was probably welcomed, as Tulsa never returned to the schedule.
Accounts differ on how the race was unfolding at the time Papa Lee had seen enough. Aumann's account had Speedy Thompson leading every lap of the race up until the time Lee stopped things. Sportswriters indicated Lee was leading the race. Some said the race was stopped after 25 laps - others 25 miles. Aumann's article says the race was stopped after 34 laps. But as Mark Twain said "Never let the facts get in the way of a good story."

Source: Reading Eagle via via Google News Archive
Source: Wilmington Morning Star via Google News Archive
In the end...
  • the fans went home - some angry, some perplexed, some glad they got their money back
  • the writers had a different type of copy to file 
  • the drivers headed north to their next race - the only GN race at Road America in Elkart Lake, MN, and 
  • another head-scratching chapter was written in racing's history book.
With almost 60 years of hindsight, the story can be dismissed as a funny one - and one indicative of the intensity of Lee Petty as well as his concern for himself and the other drivers. Looking at it closer though, NASCAR officials should not have been surprised at what the track had to offer. Admittedly, the different era had different types of planning vs. what is available today. But with NASCAR's convertible series having raced at Tulsa just two months earlier, the suits at the beach had the opportunity to get feedback from the the drivers who raced and put it to use for the GN race.

Oh, and driver John Schipper mentioned in Aumann's article? He has the distinction of being the only driver to race in both the convertible and GN events at Tulsa. He didn't exactly have sterling results in either of them though - dead last in the former and next to last in the latter.

TMC

August 7, 1966: A day of Blue and Yellow

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Three years ago, I began a year-long project of blogging about each of Richard Petty's 200 wins. As I routinely reference many of the entries, I realize how little detail I included about the races as I began the series as compared to my content as I started winding down the series 10-12 months later. I've continued to tweak many of the blog posts as I learn new info, correct errors, find another photo or two, etc. - but I leave the original posted date "as is".

One of my posts was for Petty's win on August 7, 1966 in the Dixie 400 at Atlanta International Raceway. The victory was the King's 48th of his career but his first at Atlanta. I've got much more info I now want to include that I've decided on an entirely new post.

Source: Motor Racing Programme Covers
The combo of blue and yellow at the race track could be interpreted in a few ways such as...
  • The blue flag with yellow striped move-over flag often displayed to slower drivers as leaders approach them
  • Ricky Stenhouse's Best Buy Ford in contemporary times
  • Jim Vandiver in the good ol' days. 
But on August 7, 1966, the two primary storylines at Atlanta were Richard Petty's Petty Blue Plymouth and Junior Johnson's infamous Yellow Banana Ford driven by Fred Lorenzen.

NASCAR made several rules changes to slow Chrysler's hemi engine that dominated many races in 1964. As a result, Chrysler parked its Dodge and Plymouth teams for over half the 1965 season. With stars such as David Pearson and Richard Petty on the sideline, NASCAR finally compromised so the money drawing starts would return.

The compromise didn't sit well with the brass at Ford Motor Company so they sat their factory-supported teams for much of 1966. Cooler heads again prevailed, negotiations were held, some backs were scratched I'm sure, and eventually Ford returned to the series.

Meanwhile, FoMoCo clearly wanted cars on the track to help sell ones in the show room. While the finer points of the rule book were discussed behind closed doors, John Holman of Holman-Moody apparently approached independent car owner and retired driver Junior Johnson about building a car for H-M superstar Fred Lorenzen to race. Junior built a Ford alright - but it didn't measure up against its street counterpart at all.

Source: Ray Lamm collection
Long-time NASCAR journalist Tom Higgins wrote in 2012 for ThatsRacin.com:
Junior and his crew arrived at the track with a car that immediately ignited a barrage of fireworks and howls of protest from rivals. The car was supposed to be a Ford, but its profile looked like nothing that had come out of Detroit.

The front sloped downward, the roof was cut very low and the rear end was raised. Because the car carried sponsor Holly Farms’ yellow paint scheme, it was likened to a banana. 

Smokey Yunick, another imaginative car builder, had brought an equally strange-looking Chevelle to Atlanta for driver Curtis Turner.

A ruckus raged over both cars, but they were cleared to race by NASCAR, which rejected three other machines, including those of Ned Jarrett, Bernard Alvarez and Cotton Owens, fielding a Dodge for David Pearson. Owens’ car was rigged with a device to lower the vehicle from the cockpit after the race started.

Turning away Jarrett, Alvarez and Owens – while clearing the cars of Junior and Smokey – further fueled an already incendiary situation.

“I realize that Lorenzen and Turner are valuable drawing cards,” said an irate Owens. “But that doesn’t make what’s happening right.”

The discord doubled, both among fans and competitors, when Turner won the pole at 148.331 mph. Lorenzen qualified third fastest.

“I built the car because John Holman was a friend and he asked me to help him out,” a smiling Junior Johnson said years later. “He said, 'Build me something that will run,’ and I did.

“We had a heck of a time getting through inspection. We took that car to body shops all around Atlanta, making changes before we got it close enough for NASCAR to approve.”

Read more here: http://www.thatsracin.com/2012/03/08/83199/junior-johnsons-one-off-draws.html#storylink=cpy
Though the two primary storylines may have been the Petty and Lorenzen cars, they weren't the only ones. As referenced in Higgins' article, Curtis Turner won the pole in Smokey Yunick's #13 Chevrolet. Earl Balmer in Nord Krauskopf's Dodge timed second. The Banana started third - right behind Turner's car.



Turner had raced only a limited GN schedule since Bill France reinstated Turner in 1965 from a 'lifetime ban'. And Smokey had fielded cars in less than a dozen Grand National races - total - since 1961. Yet here was the pairing with the quickest lap at Atlanta. Many believe Holman wanted that Junior Johnson specially-built Ford to run as a counter to what was expected to be a similarly tricked-up Chevy out of Smokey's Best Damn Garage in Daytona Beach.

The race had a double-helping of Petty Blue as Marvin Panch drove a second Petty Plymouth. It was Pancho's second of four starts for the Pettys in 1966. Unfortunately he lost the clutch, ended up in the fence, and finished 28th.

Ol' Blue and the Yellow Banana side by side - albeit in Black and White.


Schaefer Ring of Honor member, "Bruton" (also known to many as as GaPettyFan) recalls:
The 1966 Dixie 400 - my first race and I had yet to even turn three. I don’t remember the events prior to the race, but my grandfather told me later that on the pace laps he picked up one of us while my Dad hoisted my twin brother. They pointed out Ol’ Blue and told us, “See that blue car? That’s Richard Petty. That’s who we pull for.” The King won my first time out! He started fifth, led 90 laps, and earned $13,525 for his efforts. [TMC: dang good memory for a kid who was three at the time!] My Dad had a brand new, bright red ’66 Chevelle that was gorgeous. He got good and drunk that day. After the race some poor schmoe backed into it. My Dad immediately jumped out of the car (my Grandfather was driving) and wanted to fight the guy. Yes, I come from impressive stock. I was so scared I peed all over myself. Sadly, I remember that part.
The big personalities of the race, however, didn't deliver. Turner lost a distributor in Smokey's engine around the halfway point of the race. Then a few laps later, Lorenzen blew a tire, slipped on a peel, and wrecked Junior's Yellow Banana. After starting first and third, the two cars finished 23rd and 24th.

Meanwhile, who spent the most time up front? The Mopars - the brand that dominated in 1964 routinely flexed its muscle again in 1966. The Petty Blue 43 Plymouth paced the field for 90 of the race's 267 laps, and Buddy Baker led 62 laps en route to a second place finish in Ray Fox's Dodge.

Petty flashes across the finish line as he takes the checkers.


Time in victory lane never sucks - especially when you're the King.

Source: Daytona Beach Morning Journal via Google News Archive
Article courtesy of Jerry Bushmire

TMC

August 15 - This day in Petty history

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As I blogged my series about each of Richard Petty's 200 wins from August 2011 through July 2012, my hope was to:
  • blog about each of his wins
  • include an article or photo in each post
  • include as many personal accounts as possible, and
  • address other interesting aspects of each race beyond Ol' Blue getting the checkers.
Looking back, I've thought "Dang son, ya did it. Well almost..."

Two races eluded me. One was Petty's 10th career Grand National win at Starkey Speedway in Roanoke, VA. I couldn't find any photos, articles, program, ticket stub, or video, and no one I encountered along the way had any personal memories to share.

I've continued to revisit my posts and edit them as I find additional information. With the passing of another year, I'm now glad to say I can cross one of the two remaining wins off my list. I now have a new #200wins post vs. an edited one. I found an article about the August 15, 1962 Roanoke race in the archives of the Spartanburg Herald. I'm not sure if I overlooked it in 2011, if I didn't check that page, or what happened. But I now have it.

Jack Smith won the pole for the 18-car race with Petty to his right on the front row. Ned Jarrett, Bob Welborn and G.C. Spencer rounded out the top 10 starters for the 200-lap race on the quarter-mile paved oval.

At the drop of the green, pole-winner Smith grabbed the lead and rode the point for the first 8 laps. Third place starter and future NASCAR Hall of Famer Ned Jarrett got by Smith on lap 9, and he paced the field for the next 152 laps.

With 40 laps to go, however, the King went door-to-door with Gentleman Ned and took the lead. Once out front, Petty put his Plymouth into the wind and went the distance to take the checkers. Richard won driving a #42 Petty Plymouth. The win was his first of only two victories with the number most commonly associated with his father, Lee Petty. (The second win in #42 was at Augusta in 1965.)

Four of the top five qualifiers finished up front - Petty as the winner, Jarrett in third, Welborn in fourth and Smith in fifth. Joe Weatherly finished second after starting seventh in Bud Moore's Pontiac.

Source: Spartanburg Herald via Google News Archive
The sixth place finisher was Tom Cox in Cliff Stewart's Pontiac - a car Jim Paschal piloted for much of the season. Paschal left the team about two-thirds of the way through the 1962 season to go race for ... Petty Enterprises. Stewart hung around the sport as an owner for another two decades or so. He generally fielded entries in a handful of races during most of that time. He expanded to a full-time schedule in the 1980s with drivers such as Geoff Bodine and Rusty Wallace, and he earned his second and final win as a car owner in 1981 at Martinsville with Morgan Shepherd driving.



TMC

The Night They Drove The Ol' Dart Down To Dixie

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...with upfront apologies to Robbie Robertson, Levon Helm and The Band...

By the early 1970s, Richard Petty was firmly entrenched as the King of NASCAR. He claimed his 4th Winston Cup Grand National title in 1972, won his fifth Daytona 500 in February 1974, and had tallied his 162nd career Cup / GN win on August 11, 1974 in the Talladega 500.

The Petty Enterprises team also had grown as a business. With factory backing from Chrysler Corporation, the team fielded other Plymouths and Dodges at NASCAR's top level with drivers such as Pete Hamilton and Buddy Baker. Petty Enterprises also became the go-to place for all sorts of parts for the hundreds of short track racers of the era.

In addition to selling parts, Petty Enterprises also built and sold 'kit cars' based on an idea developed by Larry Rathgeb of Chrysler. The idea was to provide a racer the opportunity to buy a ready-to-assemble Mopar through the Pettys. Chassis, engine, body. Purchase, assemble, paint, and race - and hopefully get the best of a Chevy Nova in the process.

Hamilton, Petty Enterprises' 1970 driver, shook down the Dodge Challenger version of the car.

Courtesy of Jerry Bushmire
I remember building a model in the late 1970s of a Dodge Dart kit version. Wish I still had that model - made the moves from my parents' house to three apartments. But then marriage ... and the first house ... and the merger of her stuff and our stuff. Alas, the model was sacrificed.

The kit car program was featured in the December 1973 and May 1975 issues of Stock Car Racing magazine. The May '75 issue also featured an article about Petty's venture to give the Dart a try of his own.

On Saturday, August 17, 1974, the Petty team decided they'd test the kit car in a representative environment - the track. On an off-weekend from Cup racing between Talladega and Michigan, the crew rolled into the legendary Dixie Speedway in Woodstock, Georgia - a track still operating today (web | Twitter)- to race in the track's feature event.


The race was no gimme match race. Petty also wasn't there to race someone else's car simply for show money (well, I'm sure he got plenty of show dough though). The team was there to put the kit Dart through its paces in a legit race against the established locals. When the night was over, however, the veteran Cup bunch humbly returned north to Level Cross.

Photo courtesy of Chris Hussey
Billy Biscoe worked for Petty Enterprises from the late 1960s on through much of the 1970s. He traveled with the team as they took the Dart to Dixie.
Dale Inman and Wade Thornburg carried the car to Dixie Speedway via the Chrome Goat and open Reid trailer. Richie Barz and I followed in a brand new Dodge Charger.

I can remember changing drivers in Spartanburg when we stopped for fuel. As I re-entered the I-85 south bound lanes, the wiring underneath the dash of that new Charger caught fire. Holy crap what's going on? Richie help me put it out. The plastic looms were melting and dripping down on my pants legs and burning through to my legs. Ouch that hurt. Richie passed me an open can of soda, and I poured it on myself trying to put out the fire on my pants. I could see the tow truck still going away from us, and we pulled over to the side of the road to find out what was really happening to this car. We found a shorted wire at the brake light switch so when the brakes were applied it shorted and caught the wiring on fire. The rest of the trip we had no brake lights!

When the traveling circus finally arrived in Georgia, we were welcomed by the Speedway promoters and were given preferred parking in the pit area. As I watched the locals come rolling in the cross-over gate, it became apparent to me that this was not just another race.
When qualifying began, Jody Ridley from nearby Chatsworth laid down the quickest lap and tied the track record. The Petty blue 43 Dart was a couple of tenths slower. The King lined up for a 20-lap heat race and was leading ... until. Billy McGinnis used a trick that all short-trackers do when they need to get a spot - they move someone! McGinnis nudged the 43 aside and took the win with Petty placing 2nd.

Photo courtesy of Chris Hussey
In the 100-lap feature, it was all Jody Ridley all night. He easily won the race as the 43 exited early with a failed transmission while running fifth.

More memories from Biscoe:
I do remember a ragged ol' Ford with a hot shoe driver running away from the rest of the field. Oh by the way, that old ford was driven by none other than Georgia's own Jody Ridley. We came back to Randleman with our tails tucked beneath our legs, and Chrysler engineers went back to Detroit to scratch their heads and spend more factory money.

Also on the return to NC, the tow truck followed the Charger home since we had no tail/brake lights. Just one of the several outings with the Kit Car Program. We also took it to Beltsville [Maryland] and Myrtle Beach - a match race with Bobby Allison and his old Nova - and Martinsville with Joe Millikan.
The May 1975 SCR article about the race at Dixie...


The race may not have gone Petty's way. But the team gained valuable information about the kit car and pocketed some nice spending money from Dixie's promoter to boot.

The kit car program continued for another few years as additional testing took place and cars were built and sold. Another driver who helped test the Challenger in addition to Pete Hamilton was a scruffy, mill town, struggling up-and-comer who was recommended by the legendary crew chief Harry Hyde: Dale Earnhardt.

Source: superbirdclub.com
TMC

December 13, 1971: The King's Vietnam Visit

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On December 12, 1971, NASCAR's top drivers concluded the inaugural Winston Cup season at Texas World Speedway in College Station. Richard Petty won the Texas 500 after a week's delay because of a rain-out on December 5th.

The upside of the week's delay was Petty (1) won his 21st race of the season and (2) was able to cement his standing as champion of the 1971 season - the first under the new branding of Winston Cup Grand National Series.

The downside of the delay was Petty had to wait a week to join a great gesture with other racing drivers. On December 6th, a contingent of Don Garlits from NHRA drag racing; Wally Dallenbach Sr., Art Pollard, and Bill Vukovich Jr. from USAC open wheel racing; and Butch Hartman from USAC's stock car division headed to Vietnam to visit American servicemen.

When rain postponed NASCAR's season-ending race by a week, Petty had his scheduled altered as well. After his win in Texas on December 12th, the King departed for Vietnam on Monday, December 13th.

Source: Daytona Beach Morning Journal via Google News Archive
Earlier this year, Petty recalled the trip in a 12 Questions column with USA Today writer Jeff Gluck:
Q: Obviously, you've had a lot of amazing experiences away from racing through your job over the decades. What's one that sticks out as being really special?

A: I've done so much. Been all over the world. But we went to Vietnam for a few weeks for one of them Christmas deals (visiting troops) and I really enjoyed that. It was kind of miserable to do it, but to see what these guys in the service have to go through, it gives you a different perspective when you see them and talk to them and thank them for being able to do what we want to do.

Q: So this was actually during the Vietnam War?

A: Yeah, it was 1970 I think (actually 1971, according to drag racer Don Garlits' autobiography). There were four or five different guys who went over there, so we spent 20-some days over there (visiting troops who couldn't go home for Christmas).
Petty has long been known as a political conservative. He like others, however, wanted to see an end to the war - regardless of political leanings. Beginning in 1971, Petty Enterprises crewmen Richie Barz (or Reggie as referred to in the following article), his brother Les, and other PE shop guys welded a peace symbol head rest in the cars for the King and teammate Buddy Baker. 

Source: Daytona Beach Morning Journal via Google News Archive
In September 1971, the King (along with Pollard, Garlits, Vukovich, and over 100 other folks involved in racing) met at the White House and with President Nixon. A photo of the President, the King and the famed 43 Plymouth was used as the cover photo for the 1972 spring Bristol race program.

Source: Motor Racing Programme Covers
In his book Tales from the Drag Strip, Garlits recalls about the trip to southeast Asia:
Back during the Vietnam War, Prsident Nixon asked a bunch of racers around December if we'd go over to Vietnam and visit some of the kids who were fighting and weren't going to make it home for Christmas. So I spent 16 days rooming with Richard Petty in Saigon. I'll tell you, it was something I'll never forget when we had to helicopter  out to where the troops were in the field.

We took fire as we flew over the jungles, and we returned machine gun fire with the Viet Cong. Luckily, we were flying high enough thta they couldn't hit us, but we could hit them. But the time I spent with Richard showed me he is a real person. What you see is what you get.
An AP wire story published about six months later in the San Bernadino Sun reported:
The troop of drivers were barely unpacked, the story goes, when Garlits and Hartman delighted the soldiers with an impromptu race in two 20-ton tanks. After Garlits had edged Hartman at the wire, one of the soldiers shouted, "Garlits, you jumped him, you jumped him.""Aw." said Garlits, "I heard him rev'ing his engine and figured it was time to go." 
Back: Ray Marquette, Art Pollard, General Creighton Abrams, 
Richard Petty, Butch Hartman
Front: Wally Dallenbach Sr., Don Garlits
Courtesy of The Pollard Family
Though the primary purpose of the trip was a goodwill gesture to share some joy from home with the troops, The King and Big Daddy found some time to talk the business side of racing. Garlits talked about his concerns with race purses, driver safety, etc. In turn, Petty apparently shared his perspectives and how NASCAR's drivers tried to address them through the Professional Drivers Association (PDA). That discussion led Garlits to organize the Professional Racers Association in 1972.

Source: Reading Eagle via Google News Archive
Petty's visit to support the troops as well as his visit to the Nixon White House helped earn him the prestigious 1971 Myers Brothers Award presented at NASCAR's annual awards dinner held in Charlotte NC on January 17, 1972. 

Source: Wilmington NC Star-News via Google News Archive
Lee Petty accepted the award of behalf of Richard. The King was already on his way to Riverside, California by way of Chicago and Los Angeles where he hammered out the details of a new and now legendary sponsorship agreement with STP for his Plymouth and Buddy Baker's Dodge.

Coincidentally, Art Pollard who was part of the contingent may have been the first driver to win in an STP Plymouth. He won a 200-mile Indy car race at the new Dover Downs International Speedway in August 1969.

Ray Marquette, who accompanied the racers to Vietnam, was a long-time reporter/photographer for the Indianapolis Star. He later became USAC's Vice President of Public Affairs. He, seven other USAC officials, and the pilot were tragically killed in a plane crash in April 1978.

General Abrams, included in the photo with the drivers, was appointed to Chief of Staff of the US Army in June 1972 - about six months after the drivers' visit. The army's M1 Abrams tank is named in his memory.

TMC
Edited December 14, 2014

Elly May gone to that cement pond in the sky

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Actress Donna Douglas passed away on January 2, 2015, at the age of 81. She was best known for her role as Elly May Clampett from the 1960s show Beverly Hillbillies. I know I certainly paid attention when I saw that blond hair, plaid shirt and rope belt. They were a golden combination in all the rerun episodes I watched - regardless whether they were in black-and-white or color.

Douglas had a dalliance with NASCAR too - albeit apparently just a single event. She was the guest celebrity, grand marshal, or however you might refer to her for the 1972 Southern 500 at Darlington.

Source: Spartanburg Herald via Google News Archive
As referenced in the article, she joined the local lookers at the annual Miss Southern 500 beauty pageant and took part in the Darlington town parade. The race program for the 1973 race included a couple of photos from the 1972 pre-race events.

"Elly May's" Darlington appearance was also referenced in Jerry Bledsoe's fantastic book The World's Number One, Flat-Out, All-Time Great, Stock Car Racing Book. (The book is a must-read for fans interested in southern NASCAR racing and its personalities of the late 1960s through the early 1970s.)

R.I.P. Elly May

TMC

2014: A Schaefer Year in Review

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The Schaefer Hall of Fame once again had a great year in 2014 - when its distinguished members schelebrated together or individually. A look back...

May - The SHOFers and Schaefer Ring of Honor gathered as is the custom on Memorial Day weekend at Charlotte Motor Speedway for a splendid weekend of fun and frivolity. Oh, and some racing too.

We wanted to give a nod to our new friends at Starters Sports Bar in Phoenix that we met in November 2013.

SHOFer Kuzzin and now-official SROH member Kristi.

Though the 300-mile History Channel 300 Nationwide race was sparsely attended, the SHOF was there and represented well.

Schaefer AND race rookies were given the customary rookie stripe. A bit more lip from this (of-age) young cuss and we may have resorted to moving the tape to his mouth.

Though no new entrants were inducted to the Schaefer Hall of Fame, the SHOF did formally admit its representative to the Puerto Rico chapter into the Schaefer Ring Of Honor. Big Moe punished an XL shirt (largest size available with the SHOF's limited operating budget) - but was delighted with his selection.

On the day of the Coca-Cola 600, many folks participated in the annual Schaefer Racing Cornhole Tournament. The team of SHOFers Rookie and TMC withstood the challenges of several worthy teams and captured the coveted trophy!

After a group shot, we headed to the track for 600 miles of NASCAR Sprint Cup racing!

Right from the start, Rookie disappeared. No worries. We knew he'd return with his traditional, gut bomb turkey leg.

This sad sack clearly had enjoyed too much of a good time. It's doubtful Schaefer was involved. Our guess, however, is he had taken several strong pulls from a strong-smelling mason jar.

July - Rather than drive to Daytona for the race, SHOFer Bruton enjoyed Independence Day in a far more relaxing and quiet manner on a Georgia lake. Warm sunshine, cool water and a cold Schaefer - a commercial that needs to be made.

August - SROH member ZimRick was the sole Schaefer representative at Bristol's NASCAR modified race. Judging by the crowd, he was close to being the sole fan there period.

September - Original SHOFer Philly took in NHRA's top straight-line racers at Z-Max Dragway in Charlotte - a track whose drag strip is as long as a Schaefer bullet is tall.

October - Though Bruton didn't endure Daytona's heat for the summer 400 race, he did make it to the famed beach in the fall. Sea, surf, sand and Schaefer. Ahhhh...

October - As Bruton headed for the east coast, TMC headed for the west one. I flew into Ontario, California's airport with an eventual destination of Palm Desert. Before doing so, I had to seek out two things.
  • The west coast's long-standing yard beer: Olympia. 
  • The remnants of Ontario Motor Speedway
For years, Oly was a racing sponsor supporting drivers such as Hershel McGriff and Ray Elder. Like Schaefer, Oly is getting tougher to find. I made several stops, drove and backtracked many miles, and chewed up about 90 minutes before finally finding a store with it. After trying it though - eccckkk - the search was more enjoyable than the brew.

The second item on my agenda was more rewarding. Ontario Motor Speedway opened in 1970 and was modeled after Indianapolis Motor Speedway. NASCAR ended its Cup season there from the mid 1970s through 1980.

Dale Earnhardt made his first start with Wrangler Jeans as his sponsor at Ontario in 1980, and Richard Petty won his 7th and final championship in 1979 after a season-long competition with Darrel Waltrip. The battle was settled at Ontario.

After 1980, however, the track bellied up. The property was redeveloped, and NASCAR moved it's season ending race to the nearby road course in Riverside.

With an assist from Scott Baker at BakerRacingPix.com, I found my way to the grounds where the track once stood. A sports arena now stands where the infield once was. Sidewalks and common area cover what was once the frontstretch and start-finish line.

Credit to and courtesy of BakerRacingPix.com
Turns 1, 2 and 4 are no longer recognizable as their spots are now occupied by buildings such as CarMax, Kohl's and an office building. For whatever reason, the land where turn 3 once was has not had anything built on it yet. Though it's clearly just a patch of dirt, I could hear the cars rumble off the back stretch and sweep through turn 3 as they set-up to glide through turn 4.

After my photo-op and quick meal at In-N-Out Burger (a luxury of traveling to the west), my next destination was my final one: Palm Desert.

The Schaefer tradition began in 1992 at Talladega with two of us.
  • Accommodations: a tent. 
  • Tickets: back stretch GA. 
  • Seating: lawn chair.
  • Amenities: sunburn, dehydration and dietary indiscretion
With age, experience and a desire for change, I've up'd my expectations a bit in the two decades since - at the track and away from it.

October - For the first time since 1993, I returned to Charlotte for the fall Bank of America 500 to join a few of my SHOF and SROH brethren. Plenty of food and drink were available to all - including homemade grilled pizza and an ample portion of Schaefer.

With a smile on his face and a look of resignation on ours, Rookie kept his one-man tradition alive. TURKEY LEG! WHOOO! he proclaimed.

October - The stakes are raised even if the skill level declines when Schaefer is served at a neighborhood poker game. ♫ Ya gotta know when to hold 'em, know when to drink 'em

November - Following the race trip, TMC was back on the road again - this time to Newark, NJ. I felt confident Schaefer would be readily accessible there vs. other parts of the country - and the store near my Hampton Inn did not disappoint. I wanted to invoke the words of Mr. Cresote in Monty Python's The Meaning of Life - I'll have the lot.

Traveling by air vs. car, however, limited my opportunities. So I settled on the purchase of one 30-box. As a bonus, my in-room fridge kept the cans cold during my stay.

Several ziploc bags plus a flight home put 30 fresh ones in my home state. Well, 28 since I allowed myself a couple in Jersey.

I also made a return to the Spring Lounge in New York City (aka The Shark Bar) -  a truly local joint who can always be trusted to have Schaefer available.

November - The Big Finish of 2014 - an idea that germinated over PBR and a Fireball shot at Starters in Phoenix in November 2013 - the NASCAR season-ending weekend at Homestead-Miami Speedway in Florida (and a lonnnnng way from Ontario and Riverside).

After taking in the next-to-last race of the season at Phoenix in 2013, the SHOF wanted to attend 2014's season-ending one at Homestead. The desire to do so was increased with NASCAR's new championship format.

SHOFer Cuba was a committed Schaefer mule. He safely delivered an sufficient supply for the 5 of us to enjoy throughout the weekend. With Schaefer, tickets, hospitality arrangements, and Hot Passes in hand, it was time to live large.

In case anyone is curious, yes Homestead also sells turkey legs.

While in town, the SHOF visited a local outlet mall. Yes, there is a first time for everything. Good fortune smiled upon us as we met Awesome Bill from Dawsonville. SHOFer The Rev was sporting his Schaefer shirt, and we were able to give Bill a condensed version of the SHOF origins - which involved a protest of Elliott's sponsor at the time: Budweiser.

Even pit lizards are attracted to Schaefer.

A Schaefer Schelfie?

To my knowledge, the only other time the SHOF has represented at a season-ending race was in Atlanta at the 1992 Hooters 500. Philly, TMC and Bruton were present to see the King's final race, Jeff Gordon's Cup debut and an epic finish for the race and the title between Bill Elliott and Alan Kulwicki.

Twenty-two years later, the end-of-season thrill was still off the hook. Kevin Harvick and his team did an exceptional job preparing for the race and then executing their plan. He claimed the race and the title.

December - Philly and his SROH SIL know how to prepare for the holidays in style.

As the calendar turns to a new year, the SHOF is confident plenty of memorable Schaefer experiences remain ours for the taking. To you and yours, have a Schaeferiffic 2015.

SCHA-LOOT!

TMC

The passing of a hero

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he·ro (ˈhirō/)
noun
  1. a person, typically a man, who is admired or idealized for courage, outstanding achievements, or noble qualities.


My uncle slipped away Wednesday night, January 7, 2015, after a six-year or so battle with lung cancer. He not only was my uncle - he was also a hero of mine based on the above definition.

He went toe-to-toe with his disease, followed the treatment plans prescribed for him and made a few lifestyle adjustments. At his core though, he lived his life just as he always has - hard working, a bit rambunctious and selfless support of others.

He is responsible for getting me hooked on racing. My dad has always been a college sports fan - the Tennessee Vols specifically, the Southeastern Conference generally and Notre Dame not at all. Though I enjoyed watching the games some as a kid, I simply didn't develop the passion for it - nor for other traditional sports.

But one night in summer 1974, Ronald drove to our house, decided he wanted to go to the Nashville's Fairgrounds Speedway, loaded up Daddy and me in his car, and off we went to watch a 200-lap late model sportsman race. I don't recall who won, if anyone else went with us, getting home, or much else about the night. Yet, I was hooked for life.

As a Chrysler man from the time he exited the US Navy in the late 1950s, he latched on to an electric blue Plymouth in the early 1960s. The driver's name was Richard Petty. He didn't pull for him because he was Lee's son - or because he was the King (that label came in the late 1960s). Nope, he pulled for him because he raced a Mopar and because he thought the blue paint job was cool.

My dad says he remembers Ronald having a Plymouth Barracuda screamer in the 1960s. But my first memory of his car was from the early 1970s - one of those ridiculously long Chrysler Newports. I recall a baby blue one he had that was as long as a Kansas prairie.

His Petty fandom was cemented when he got the opportunity to meet the King and watch him endlessly sign autographs for everyone who came to his appearances at car dealerships in Maryville and Kingsport, Tennessee. He even convinced my aunt to name their second child Richard. My aunt told me years ago he lobbied for "Richard Lee" (Petty's first and middle name), but she drew the line after the first name.

A few things I'll always laugh about as they come back to mind:
  • He was was the first relative - maybe the first person - I knew to have a tattoo. He sported Popeye on his bicep, ink he got while enlisted in the Navy.
  • He was the first family member I recall who drank regularly. My dad had the occasional brew when we were young - at Pizza Hut when we'd go with friends. But he didn't keep it at home, and my mother made the conscious decision at a young age not to drink. So having that bit of outlaw spirit so to speak in the family was cool to me. My mother recoiled when she learned I'd bragged at school in third grade "My uncle drinks beer for breakfast!" An individual can be a hero without being perfect.
  • He could use "the damn..." as the object of any preposition. He'd lose his train of thought in a sentence but could rally a finish with "the damn..."Hell, we drove back from Hickory one time *chuckle* with a load of the damn...
Around 1960, he was in an awful car wreck with three other men. The two in the front seat lost their lives. He suffered a badly broken leg, and his back seat bud was launched through the windshield. The guy survived his trip through the glass - though his left leg did not. As the two spent time recovering in the hospital, my uncle's sister spent time getting to know his buddy who was down to just one leg. Turns out their new found friendship blossomed into a pretty good future together. They got hitched in 1963, I was born about a year year later, and they recently celebrated 51 years of matrimony.

Ronald and my aunt lived in Knoxville in the early 1970s. I vaguely remember the one trip my family and I took to visit them. My mother told me go to bed at my normal time as an effort I guess to keep some sort of rhythm during the trip. I remember being almost asleep when my uncle opened the door and asked loudly "Are you ready to go to bed?" I told him no because I thought it was cool being at his house. He told me to get up and go with him. He then sat me on the couch next to him, cradled me with a vice grip shoulder hug, and told his sister "He ain't going to bed right now. He'll go to bed when we're ready."

In the late 1970s, he worked construction in Tanzania Africa and Saudia Arabia. On one of trips back home, he came to the house with a six-pack of Miller Lite to spend a bit of time with my parents. Five of them were emptied, but the sixth can stayed in our refrigerator for ages. I often asked my mom if we should just toss it. Though she wanted no part of drinking herself, she declined to toss the can thinking her brother may want it when he returned for another visit. Ronald did return a year or two later for another visit - and he did drink that remaining Lite. I cringed at what a two-year old beer must taste like even with it being in the refrigerator the entire time, but I thought he had to be a bad ass to drink it without wincing.

After being introduced to racing in the early 70s, I got the itch to go to a big-time Winston Cup race. My family accommodated my new interest to a degree. We went on Saturday nights to see the local guys race quite a bit over the next few years. Yet I wanted to see The Big Time.

On June 3, 1978, my aunt and uncle came by the house, again picked me up, and squirreled me away to Nashville's track. That night, I got to see those amazing cars and drivers under the lights of Nashville's banked, half-mile. When the race was over, I figured we'd head for the car as we always did. Instead, he pointed for the gate. We crossed over the front straightaway, meandered through the pits, and brushed by the winning driver - Cale Yarborough - who presumably was headed to do media interviews. I'm sure I was grinning from ear to ear - but I was also focused. I remember seeking out the famed 43. One of them snapped this pic of me when we finally found it. I'd like to think it was him, but it was likely my aunt as I'm not sure he was in best of shape to frame and snap a photo! Nonetheless, I remain grateful to him for caring enough to provide the experience for me.

My first trip to the Daytona International Speedway took place two years later in February 1980. Ronald arranged with my folks to take me to my first Daytona 500. My mother loaded me on a Greyhound bus on a Friday evening, and I rode overnight from Nashville to Jacksonville. The plan was for me to go to the race with two of my uncles, my aunt, and Ronald's girlfriend. On Monday, Ronald would drive me back to Tennessee so I could get back to school Tuesday. After a day of living large at the track and an impromptu decision of "nah, I think I'll stay in Florida a few more days", however, I was left without a ride home. He didn't ditch me. Instead, he took me to the airport, bought me a one-way airfare aboard Eastern Airlines and made sure I was safely aboard before leaving.

From the early to mid 1980s, he worked construction projects in Egypt as part of the US-negotiated Camp David peace accords. Begin and Sadat agreed to get along with each other via President Carter, and the US agreed to bankroll a bunch of infrastructure improvements in Egypt. Seems logical, right? Hmm.

In the pre-internet era, news from home was hard to come by - especially racing news. In high school, I periodically air mailed him news clippings of various races from The Tennessean paper. Around that time, I also began subscribing to Hank Schoolfield's Southern MotoRacing bi-weekly newspaper. When I got to college, I splurged for a second subscription and sent the extra issue to him. When the project ended, he really made it a point to thank me for keeping in the loop and allowing him to have a bit of home in the Middle East.

He was generally good about mailing me back with letters of what work and life was like while in Egypt. My uncle seemed to never meet a stranger. He'd get along with anyone - including some pretties he met while in Egypt!

After graduating from college, my bud from school and I set up home in an apartment. I didn't have much to contribute. My roommate had a small table for the kitchen, a broken coffee table, a grill and an aquarium. I had less than that. My uncle was stateside for vacation and offered us use of his furniture he had in storage. He, a buddy of his, and I left Chattanooga for Atlanta one summer morning and stopped for coffee. About the time we got back on I-75 sitting 3-wide on a pick-up bench seat, a searing heat hit my crotch. He'd splashed his coffee on me deliberately. "Well, you're likely to burn your pecker with this stuff anyway. So I figured you might as well get it over with." Of course, it was followed by a huge laugh - by two of the three of us.

In July 1991, he and cousins loaded up for another trip to Daytona. We headed to Jacksonville again to stay with another uncle, his youngest brother (who we stunningly lost to cancer in 2010). When they took me in 1980, I was a naive teen. Eleven years later, I was ready to live large. We all sat in the hot, Florida sun pounding brews as the cars circled at fantastic speeds in breathtaking packs. After we got back home, an impromptu hoops game broke out. Plenty of smack was thrown about, and many bricks were launched. I'm pretty sure the sweaty stench from that driveway rivaled any landfill. But every one of us was laughing, and when the camera came out Ronald was ready to ham it up for posterity.

A month later, the same lot of us loaded up again for a weekend of camping and racing at Talladega. The one trait I'll miss most about Ronald was his sense of humor. He always laughed. Always. And at times, it seemed he liked nothing better than getting one over on his older brother. My oldest uncle has always been consumed by what things cost, what kinds of deal he can wrangle, and assigning his own market value to stuff.

At the summer DieHard 500, a buddy of ours had a Michelob-branded cooler (shown in the pic below). He'd won it at a golf tournament, had it given to him, or whatever - bottom line: it was a freebie. Ronald looked at the cooler, heard the story of our bud getting it for free, snickered and walked away saying nothing more. A few minutes later, my oldest uncle ambled over, acted as if he was just strolling about, spit a stream of Red Man, and then fixated on the cooler. He then muttered "Hell, there ain't nothin special 'bout that cooler. No damn way I'd pay a hunnerd dollars for it." We knew exactly who had set him up.

As Petty's driving career neared its end, my uncle picked a new young favorite driver. He did a couple of unthinkable things. One, he dumped his partiality towards Mopar and began driving a Ford. At the same time, he claimed young Davey Allison as his new favorite and began collecting 28 Havoline Ford merch. I noticed this past Thanksgiving that he still has a Davey nightlight in his home. (I've generally ignored his switchover to the Allison bunch and continued to treat him as a Petty loyalist.)

About two years ago, things began to look a bit bleaker. I wondered then how much time we had left with him. I'll be forever thankful to Richard Petty for autographing a hat based on my request and mailing it back to me quickly.

That December, we even shared a Schaefer together. As a committed Coors Light drinker, he didn't like his Schaefer. But we did have a wonderful time talking about the Schaefer tradition and his memories of going to races at tracks such as Maryville, Kingsport, Hickory, Darlington, Asheville-Weaverville, etc.

But his days weren't done. Though the last couple of years slowed him down more than previous ones, he kept as solid a pace as he could. He continued to work maintain a garden, make gallons of homemade wine and help as many folks as he could. 

My grandmother hosted Thanksgiving dinner for the extended family going back to my teen years. After she passed away almost nine years ago, he didn't hesitate. He declared he'd continue the tradition, and we have gathered at his place each November since - including this past November just six weeks ago. 

He wasn't very active, let others handle all the food prep and seating logistics, and napped a couple of times while a room full of rowdy visitors was just on the other side of the wall. Yet when he was up, he enjoyed having everyone there. 

New Year's Eve 2014 was his final night at home. On New Year's Day 2015, he thumbed an ambulance ride to the hospital. His last few days were spent in the ICU - his brave, heroic battle nearing its end.

I went out each day for brief visits that seemed like an eternity because of his condition. Following my visit last Sunday afternoon - a ventilator doing his breathing, nutrition from a feeding tube, monitor cables more numerous than my computer or home entertainment get-up - I squeezed his hand, told him I 'd see him the next day, and turned to leave the room. I heard my mother who was also in the room say "What? You need him?"

She called my name, I turned back around and found him looking me straight in the eye with his hands formed in prayer. My mom said "You want him to pray for you?" and he nodded yes. That wasn't exactly what I was expecting.

I somehow returned to his bedside, kissed his hand and prayed aloud while muscling back the shower of tears that soon followed - a trait I don't exactly publicize as a skill on my LinkedIn profile. When I said Amen, he winked, smiled, squeezed my hand for what seemed like an eternity and gave me the thumbs up with the other hand.

On January 6th, he made a decision. We're convinced he made the right one - and he made it on his terms just as he'd waged his fight the past few years. About 24 hours later on January 7th, his battle was completed.

Rest in peace now Peanut, rest in peace.

TMC

The Petty Caprice

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With the exception of the 1969 season, Richard Petty was synonymous with Mopar. The King raced a Plymouth or a Dodge faithfully from 1959 through just past the half-way mark in the 1978 season. Well, there was that occasional time he raced an Olds ... and a Chevy in relief for Junior Johnson at Riverside in 1963 ... but I digress.

In mid-1978, the King and his team had seen enough. The Dodge Magnum was a sled, and Petty Enterprises just couldn't field it competitively on a week-to-week, race-to-race basis. To the surprise of many, Petty announced he was moving from Dodge to Chevrolet.

For the rest of the season, the familiar Petty blue and STP day-glo red colors were aboard a Chevy Monte Carlo as the team scrambled to put together GM cars as the Dodges were parked.

When the calendar turned to 1979, the Dale Inman-led team was ready to go to work. After starting the season at Riverside in the Monte Carlo, the 43 bunch fielded the sleek Olds Cutlass 442 in the now legendary Daytona 500 - the race remembered more for "...and there's a fight!" rather than Petty's sixth victory in the 500. The Cutlass was entered in the remaining races at Daytona and Talladega plus a few others in 1979-80.

The Monte Carlo continued to be the workhorse of the fleet for the 1979-80 seasons. After a dismal 1978 season, the King rode the Monte back to the top of the heap in 1979 to claim his 7th Cup title.

A Petty car not quite as iconic over the two-year 1979-80 seasons may have been the boxy Chevy Caprice. No, no. Not a Caprese - as in the salad...

... a CAPRICE. If the Dodge Magnum was a sled, the Caprice as a race car looked like a rectangular, cardboard box. Yet the thing simply raced.

Chevrolet also released an Impala model around the same time. I've learned through the good folks at Randy Ayers Modeling Forum the two models can generally be distinguished by the front grill work and headlights. When it came to fabricating race cars, however, the differences became a bit blurred. Consequently, all teams that ran the boxy Chevy seemed to refer to all of them as a Caprice.

The King raced the Caprice a handful of times over the two seasons before NASCAR mandated shorter wheel-based cars beginning in 1981. The car seemed to race best at short tracks which were more plentiful on the Cup schedule in the late 1970s than on today's schedule.

As best I can tell, the races where the King raced his #43 Caprice included:

1979 Busch Nashville 420 - finished 5th in the car's debut

1979 Volunteer 500 at Bristol - Petty won his 127th and final career pole and finished 2nd to Darrell Waltrip

Photo courtesy of Jerry Bushmire
Note the Busch beer contingency decal - a rarity for a Petty car.

1979 Capital City 400 at Richmond - qualified 6th, finished 7th

1979 Holly Farms 400 at North Wilkesboro (David Allio photo) - P3 by 43

1980 Busch Volunteer 500 at Bristol - finished 4th
The King was recovering from a broken neck suffered a couple of weeks earlier at Talladega. He qualified 3rd, ran almost half the race, started losing feeling in his left arm, and then turned the 43 over to former Petty employee and driver, Joe Millikan, to bring it home.

1980 Capital City 400 at Richmond - strong second place finish

Photo courtesy of Jerry Bushmire
1980 Old Dominion 500 at Martinsville - finished 15th as last car running

Photo courtesy of Ray Lamm
Kyle Petty started his Cup career in 1979. His car of choice (or perhaps of necessity) was the Dodge Magnum discarded by his dad. After wrecking a few of them and thinking anew about how to get Kyle more track time, the Petty team shifted KP over to GM cars as well - including a few in the team's Caprice.

1980 Atlanta 500 - a solid 14th place finish for the youngster

1980 Northwestern Bank 400 at North Wilkesboro - Kyle raced (and spun) the box on the same day his father notched his 191st career win.

1980 Virginia 500 at Martinsville - a 15th place finish in Kyle's first Martinsville start

1980 Los Angeles Times 500 at Ontario Motor Speedway - the season-ending race where Dale Earnhardt captured his first Cup title

Photo courtesy of BakerRacingPix.com
1980 Arizona Winston 250 at Phoenix - This NASCAR Winston West series was won by Richard for the second time in three years. I find it interesting the Caprice raced at Phoenix looks to be a different car than the one raced by Kyle a week earlier at Ontario. The car has 'reverse' paint, was raced with black vs. white wheels, and has an OIL TREATMENT decal on the quarter-panel.

The Franklin Mint released a die-cast model of Richard's Oldsmobile, and the Monte Carlo has been released as a die-cast by companies such as Racing Champions. The Caprice even got a brief time in the limelight as a model. Ertl released a 1:25 scale model kit of it...

...as well as a 1:64 scale "Hot Wheels" sized car - one that I still have.


The 1970s-era models raced by NASCAR's Cup drivers were shelved at the end of 1980 though many teams ran them a final time in the 1981 season-opener at Riverside. When the teams rolled into Daytona for 1981's Speedweeks, however, everyone had a new, 110-inch wheelbase car. For the Pettys, out went the Olds 442, the venerable Monte Carlo and yes, the Caprice. In their place came twin Buick Regals.


I believe I've captured all the races in which the Petty Enterprises fielded a Caprice in 1979-80. If I missed one, however, please email me at toomuchcountry (at) gmail (dot) com or tweet me.

TMC

19 Shades of (Henley) Gray Part 1

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From the time I was introduced to racing, I was a Petty fan. I get it though. Some could have labeled me as a front-runner. Petty was already a multi-time champion and the all time leader in wins by the time I learned about him. Petty Enterprises was a 'money' shop. The team worked hard to keep their edge, but no question the Level Cross bunch benefited from cash flowing from Chrysler Corporation and STP. Truthfully though, I became a King fan primarily because he was a class act and because I thought his STP Dodge Charger looked cool.

Even being a committed Petty fan, I also pulled for the underdogs. Before NASCAR exploded in the 1990s, independent drivers could eke out a reasonable living towing from race to race. The teams had limited financial backing, a thin crew, an ability to make the most from cars and parts discarded by others, and an unmatched work ethic. I always wanted the best for guys such as Buddy Arrington, James Hylton, Jimmy Means, Coo Coo Marlin, etc. Henley Gray from Rome, GA was another of that long-tenured independent group of drivers.

The beginnings

After cutting his teeth in racing on some local short tracks plus a couple of Grand National starts, Henley committed to becoming a full-time GN driver in 1965. He built his own car - a practice he continued throughout his career.

Source: Rome News-Tribune via Google News Archive
He also started providing cars for others pretty early in his professional racing career. For example, Henley provided the car in which Coo Coo Marlin made his first Grand National start at Nashville in 1966. As a driver, Henley finished 4th in that race which turned out to be a career best for him.

Henley was a regular fixture on the GN / Cup tour from the mid 1960s through the mid 1970s. His driving career, however, was permanently altered during qualifying for the Champion Spark Plug at Michigan. When a suspension part broke at speed, Gray's Chevrolet hooked left off turn four and slammed into the end of a pit road wall. The wreck sounds similar to one Mark Martin had at Michigan in 2012 - the big difference being Henley hit the end of the wall head-on.


Source: Spartanburg Herald Journal via Google News Archive
Henley's Michigan injuries and long recovery resulted in his hanging up his helmet as a driver. Instead, he continued his involvement in racing as a car owner and fielded cars for a number of drivers until the early 1990s.

Driving turns to full-time owning

Gray drove #97 early in his career (or fielded it for others as he did for Marlin). By 1970, however, he began running #19 regularly. The number became closely associated with him until his days in NASCAR were completed. After he was done, #19 then became associated with drivers/teams such as Loy Allen Jr., Evernham / Gillett / Richard Petty Motorsports (Casey Atwood, Jeremy Mayfield, Elliott Sadler), and now Carl Edwards in his 2015 ride with Joe Gibbs Racing.

One driver hired to drive the #19 at the 1977 National 500 at Charlotte was raw rookie Dale Earnhardt. He piloted Gray's Chevy as he made only his 4th career Cup start. John Evanich, Mark Agee and others did a nice job at Randy Ayers Modeling Forum researching and chronicling the history of the car borrowed and fielded by Gray and driven by Earnhardt.

Leading up to his Michigan accident, Henley was apparently becoming a bit jaded with life and perhaps with racing. The wreck changed him though - and more than just physically. It gave him a new perspective on life and an appreciation for those around him who cared deeply. As he recovered, he composed a letter to his friends in racing and requested newspapers to print it to spread his feelings of gratitude.

Source: Daytona Beach Morning Journal via Google News Archive
In 1978, Gray seemed to be on the verge of a bigger deal financially. Ohio beer distributor Woody Fisher wanted to race at the Cup level. Fisher (profiled a couple of times here previously) had raced off-and-on the past few years, primarily in USAC and ARCA events. His biggest win was at Daytona in the 1977 ARCA 200 in a yellow and Petty blue Dodge Charger purchased from, built by and maintained by Petty Enterprises.

Woody hired on with Gray in 1978. After skipping the season opener at Riverside, the team focused its efforts on Speedweeks and the Daytona 500. The preparation simply didn't translate to the track. Fisher completed just one lap in his qualifying race - a race won by A.J. Foyt in a Buick - and the #19 missed the Big Show.

Fisher and Gray regrouped and made the next race at Richmond. The results were unfortunately about the same. Fisher lost a rear-end in the 19, and he finished 28th in the 30-car field after completing only 74 of 400 laps.

As racers do, the team loaded up and headed to the next event: Rockingham. Sadly, the race was a case of SSDD for the 19. Fisher spun, wrecked the red 19 on the first lap and finished dead last.

Courtesy of John Evanich
FINALLY, the team got on track with a 'moral victory' finish the next race in the Atlanta 500. After starting 34th, Fisher took care of the car, lost a few laps, but still finished 20th in the 40-car field.

Gray's long-time sponsor, Belden Asphalt, was on the side of those first few races with Fisher. But Woody apparently had a plan to bring his own money to the table to help Gray. Whether he planned to partially fund the costs from his own pocket or arrange some beer sponsorship is unknown. Either way the car had a new look when the team arrived the next week at Bristol for the Southeastern 500. The red paint and Belden Asphalt lettering were gone. In their place was the yellow and Petty blue paint Woody had sported on his Petty-built Dodges.

Credit: Woody Delbridge from RacersReunion.com
Something apparently happened, however, between Fisher and Gray in the week before Bristol. Woody's colors and name were on the Chevy, but he wasn't behind the wheel. Dick May, who raced frequently for Gray, was brought in to qualify and race the car.

Fisher didn't return for the next few races, and May continued to race the 19 for Gray. I'm uncertain if Fisher's absence was by design based on his schedule, a call by Gray to park Woody because of limited experience and poor results, undelivered sponsorship dollars, or some other reason.

Gray wasn't finished with Fisher though. The Cup series arrived in Dover for the Mason-Dixon 500 in mid-May. Instead of the Chevy Malibu used frequently earlier in the season, the team brought a Monte Carlo - painted in yellow and Petty Blue with Woody's name on the door. This time the car bore #10 (Dick May was again behind the wheel of the #19).

Credit: Richard Stockman of RIS Photography
As happened at Bristol, Fisher didn't get on track with the car. Fellow independent driver (and future NASCAR pace car driver) Elmo Langley was put in the car for qualifying and the race. Fisher didn't return to Gray's team nor to Cup.

Though Fisher's days in Cup were over, his paint scheme continued. Henley replaced the 10 with #19, and continued running the yellow and blue combo for the next several years.

About two months after Dover, James Hylton borrowed the Monte Carlo from Gray for the 1978 Nashville 420. He modified the 19 to make his traditional #48 and had Walter Ballard qualify the car. Hylton's Olds had been wrecked by Al Holbert at Charlotte and Michigan preceding the Nashville race, and Hylton may have simply needed a car to get through the race and preserve some owner points. Race results show; however, Ballard didn't start the race and was credited with a last place finish.

Credit: Jeff Droke of nashville420.com
To be continued...

TMC
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