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Archive for October, 2009

THe “Big One” At Dega? They Happen At Other Tracks Too!

October 30th, 2009

longest coca cola 600

The Coca-Cola 600 is the longest NASCAR race so it’s fitting that it should be filled with the most cautions as well.

Sunday, May 29, 2005 at Lowe’s Motor Speedway in Charlotte, North Carolina was no disappointment for those that enjoy watching the yellow flag wave as that day it waved 22 times for 22 cautions, the most cautions in any NASCAR race.

As an added bonus on lap 392 fans also got to see the race red-flagged.

Just in case you’re wondering the winner of the demolition derby was Jimmie Johnson.

To make a long story short, the record number of cautions turned the Coca-Cola 600 into a last-man-standing type of race.

Time of the race was 5 hours, 13 minutes, 52 seconds — the third-longest 600 on record. On the flip side, 21 drivers led the race, which was a record for Lowe’s Motor Speedway, and there were 37 lead changes.

Of those 21 drivers who led the race, however, all but five were involved in wrecks or suffered engine problems.

Submitted by nascarnutter


leftturns190

Chevytech: Henry “Smokey” Yunick

October 28th, 2009

Henry “Smokey” Yunick

(May 25, 1923 – May 9, 2001)

Smokey was a mechanic and car designer associated with motorsports in the United States . Yunick was deeply involved in the early years of the Nascar, and he is probably most associated with that racing genre. He participated as a racer, designer, and other jobs relating to the sport but was best-known as a mechanic, builder, and crew chief. He was renowned as a crotchety, crusty, opinionated character who “was about as good as there ever was on engines,” according to Marvin Panch, who drove for Smokey and won the 1961 Daytona 500. His trademark white uniform and battered cowboy hat, together with a cigar or corncob pipe, were a familiar sight in the pits of almost every Nascar or Indianapolis 500 for over twenty years. In 1990 he was inducted into the International Motorsports Hall of Fame.

Smokey grew up on a farm in Neshaminy , Pennsylvania and had to drop out of school to run the farm at age 16, upon the death of his father. This, however, gave him an opportunity to exercise his talents for improvising and optimizing mechanical solutions; for instance, constructing a tractor from the remains of a junked car. In his spare time, he built and raced motorcycles this is where he got his nickname, “Smokey”, derived from the behavior of one of his motorcycles.

When World War II broke out, Smokey joined the Army Air Corps in 1941, piloting a B-17 Flying Fortress named “Smokey and his Firemen” on more than 50 missions over Europe . He was with the 97th Bombardment Group (Heavy) of the 15th Air Force, at Amendola Airfield , Italy , before being transferred to the war’s Pacific theater following VE Day. In 1946, Smokey married and moved to Daytona Beach , because “it was warm and looked good” when he had flown over it on training missions.

Smokey ran “Smokey’s Best Damn Garage in Town” on Beach Street in Daytona Beach , Florida from 1947, when he opened the garage repairing trucks, until 1987 when he closed it, claiming that there were no more good mechanics.

When Smokey’s reputation as a good mechanic spread through the town, Marshall Teague, a local stock car race team owner, invited him to join the team and he accepted, despite being completely unfamiliar with stock car racing. He prepared a Hudson Hornet for driver Herb Thomas for the second running of the Southern 500, which won the race. By the end of his racing career, Smokey’s teams would have included 50 of the most famous drivers in the sport, winning 57 races, two Grand National championships, and twice NASCAR mechanic of the year.

Between 1958 and 1973, Smokey also participated in Indianapolis 500 racing, his car winning the 1960 race. His innovations here included the “Reverse Torque Special” of 1959, with the engine running in opposite rotation than normal. Smokey changed open wheel racing forever when he mounted a wing on Jim Rathmann’s Simoniz Vista Special Watson Roadster. The wing, designed to increase downforce, allowed Rathmann to reach cornering speeds never before seen at the Indianapolis Motor Speedway but created so much drag that it actually caused the car to record slower lap times. The United States Automobile Club immediately banned the use of wings but they soon began to appear on cars competing in Formula One and by the early 1970s USAC once again allowed their use.

Smokey’s racing career brought him into contact with representatives of the automotive industry, and he became Chevy’s unofficial factory race team, as well as heading Nascar efforts for Ford and Pontiac. Much of the high-performance development of the Chevrolet Small-Block engine involved Smokey in design, testing, or both. Yunick raced Chevrolets in 1955 and 1956, Fords in 1957 and 1958, and Pontiacs from 1959 through 1963. It was with Pontiac that Yunick became the first team owner to win the Daytona 500 twice (1961 and 1962), and first to put a driver, his close friend Fireball Roberts, on the pole three times (1960–1962); this also made Pontiac the first manufacturer to do so.

Following Fireball Roberts’ 1964 crash at Charlotte where after 40 days in pain from burns, he died Smokey began a campaign for safety modifications to prevent a repeat of such disasters. After being overruled repeatedly by Nascar’s owner, Bill France Sr. Yunick left NASCAR in 1970.

As with most successful racers, Smokey was a master of the grey area straddling the rules. Perhaps his most famous exploit was his #13 1966 Chevrolet Chevelle, driven by Curtis Turner. The car was so much faster than the competition during testing that they were certain that cheating was involved; some sort of aerodynamic enhancement was strongly suspected, but the car’s profile seemed to be entirely stock, as the rules required. It was eventually discovered that Yunick had lowered and modified the roof and windows and raised the floor (to lower the body) of the production car. Since then, Nascar required each race car’s roof, hood, and trunk to fit templates representing the production car’s exact profile.

Another Smokey improvisation was getting around the regulations specifying a maximum size for the fuel tank, by using eleven foot coils of 2-inch diameter tubing for the fuel line to add about 5 gallons to the car’s fuel capacity. Once, NASCAR officials came up with a list of nine items for Smokey to fix before the car would be allowed on the track. The suspicious Nascar officials had removed the tank for inspection. Smokey started the car with no gas tank and said “Better make it ten,” and drove it back to the pits.

He was inducted in the International Motorsports Hall of Fame in 1990  and the Motorsports Hall of Fame of America in 2000. Smokey is a member of over 30 Halls of Fame across the United State and the rest of the world. Smokey was the NASCAR Mechanic of the Year twice.

Scientific achievements

Aside from racing, Yunick’s innovations include variable ratio power steering, the extended tip spark plug, reverse flow cooling systems, a high efficiency vapor carburetor, and a safety wall for racetracks, made of discarded tires, which Nascar’s France had refused to consider. He was granted twelve patents. He also experimented with synthetic oil and alternative energy sources such as hydrogen, natural gas, windmills, solar panels, as well as involving himself in developing the gold mining and petroleum industries in Ecuador .

After Smokey’s death, his shop’s contents were auctioned off, according to his wishes. He had witnessed his friend Don Garlits’ difficulties developing and maintaining a museum and did not want either his family to be saddled with such a burden, or a “high roller” to gain control of his reputation. Instead, he preferred that his tools, equipment, cars, engines, and parts go to people who would use them, and before his death he undertook to restore as much of it as possible to working condition. The proceeds of the auction went to a foundation to fund innovations in motorsports.

Smokey was far ahead of his time below is a US Patent for his idea for his version of today’s soft walls filed in 1996.

United States Patent
5,645,368

Yunick
July 8, 1997

——————————————————————————–

Race track with novel crash barrier and method

Abstract

A race track is disclosed having a tri-oval banked, racing surface surrounded by a barrier support material delineating a race barrier support surface at a level below the racing surface. A plurality of barrier modules are mounted on the support surface in longitudinally aligned relationship to delineate two crash barrier rings circumscribing the racing surface. Each of the modules includes a base mounted on the barrier support surface with the inner ring in juxtaposed relationship with the racing surface. Each base includes a top surface substantially in elevational alignment with a perimetral portion of the racing surface. Each module includes a vehicle impact energy absorbing means mounted on and connected to its base for cushioning energy absorption upon impact by an out of control race vehicle; and, each module base and a portion of the barrier support material upon which that module is mounted together forming a further vehicle energy absorbing means. A method of conducting vehicle racing contests is also disclosed. The method includes constructing a plurality of race tracks of substantially equal configurations dimensionally, conducting racing events with vehicles each equipped with power trains and tires respectively constructed to a set of specifications such that competing vehicles have substantially equal performance capabilities, determining the relative position of each competing vehicle at the conclusion of each event, assigning values to the vehicles recording to the position determinations, and, utilizing the assigned values to determine an overall winner of a series of events.

——————————————————————————–

Inventors:
Yunick; Henry ( Daytona Beach , FL)

Appl. No.:
08/654,793

Filed:
May 29, 1996

leftturns190

Denny Hamlin Wins At Home State

October 26th, 2009

Denny Hamlin wins the Tums Fast Relief 500 at the Martinsville Speedway. Congratulations to his team and his fans! :hi5:

However, Jimmie Johnson stretched his lead to 118 points over Mark Martin with his 2nd place finish – ahead of all of his fellow Chase drivers that were within striking distance of him. Things are looking very good for him at the moment, but there’s 4 more races left, including Dega where Johnson had a DNF at his last visit! So, anything can still happen! Another bad race at Dega, and if HMS mixes things up and gives him one of Junior’s cars a time or two, he could easily lose his big lead!

Speaking of Junior, he’s still being vocal and dropping not in the slightest bit subtle hints that he is VERY displeased with his situation. Does he have plans to leave at the end of this year? Going to SHR or bring JRM to Cup could still work within the confines of his HMS contract. Some of us are really hoping that happens. What do you all think?

Have a great day in race chat in our NASCAR forum!

Leftturns190

leftturns190

Chevytech: Remember Elmo?

October 24th, 2009

Remember Elmo??

I found this the other day, much of it is in Elmo’s own words. Its another piece of Nascar history forgotten by some and never known by others. Enjoy!!

ChevyTech

For those new to NASCAR Winston Cup racing, Elmo Langley is known predominantly for his high-profile job pace car driver for America ‘s premier racing series.  But Langley and NASCAR go back a long way.  In fact, you could safely describe Elmo Langley as one of the top first generation NASCAR competitors.

“I started racing in 1952 driving modifieds in Maryland and Virginia ,” Langley recollects.  “Back then there were three divisions the short track division, the convertible division, and the Grand National division.  Short track was anything of 1/3 mile or below, and the Grand Nationals were mostly 1/2 or 3/8 mile.  I ran my first Grand National in 1952.”

Following his first start in Grand National racing in the division that would one day become known as the Winston Cup Series Langley raced for a number of car owners for over ten years.  NASCAR’s top division was substantially different from what today’s fans are used to.

“The first year I ran Darlington was in 1954 in an Oldsmobile that a guy named Sam Rice owned,” Langley recalls.  “He was one of the starters of Martinsville Speedway.  We drove the car to Darlington , finished 11th, and then drove it home.  It didn’t even have a roll bar, just a piece of chain around the door post.

“They were basically stock cars you’d go to the showroom and buy a car and strip it,” Langley continues.  “You were allowed to take the back seat and upholstery out, and the back of the passenger seat.  Everything else had to stay the same.  All the suspension on it, the engines, everything had to be stock.”

In 1965, Langley tired of driving for other car owners and decided to start his own team.  That’s a desire that many of today’s drivers have, too, but in Langley ‘s days of being an owner/driver success required a tremendous amount of hard work.

“We used to run 60 races in a year, and I did it with just me and a helper,” Langley notes.  “We’d tow the car to the racetrack, work on it, get it ready, qualify it, run the race with it, and then come back home that night.  A lot of those 100-mile races only paid $1000 to win.

“The money falls out of the sky to these people now, the drivers and even the crew chiefs.  Back then, a year fifth in points making $40,000 total in a year, well that was actually a pretty decent year.  Now they make that in one race,” Langley points out.

“Of course, we had no major sponsors or corporations involved in it back then.  I was always hard-headed, the kind who wanted to do it on my own,” Langley admits.  “We used to have a garage or a restaurant or a parts house that would give you a little bit of money, but that was about all anybody had.  Racing started to turn around when Winston got involved in it in the 1970s.”

A look at the Grand National or Winston Cup points standings every season from the late-1960s through the mid-1970s reveals the name Elmo Langley solidly in the top ten year after year during this transitional period for NASCAR.  Elmo also made trips to the Grand National victory lanes at Old Dominion Speedway in Virginia and Piedmont Interstate Fairgrounds in South Carolina , beating the likes of Bobby Allison, “Tiger Tom” Pistone, David Pearson, and Buddy Baker.  Langley has witnessed first-hand the incredible growth of the sport of stock car racing.

“I don’t guess anybody other than Bill France, Sr. ever envisioned what racing was going to come to.  I know I never did,” says Langley .  “A lot of the tracks we’d run the 100-mile races at, if they had six or seven thousand people, that would be a big crowd.  Now you get 100,000 people.  It used to be a redneck sport, but now business people come to it and there’s just about as many women as there are men who come to our races.  It’s just been a complete turnaround for us in the demographics of the fans.”

It was in the midst of this turnaround that Elmo Langley’s new career with NASCAR began.  After retiring from driving in 1977, Langley continued to field his car in Winston Cup competition, with the driver’s seat occupied by as many as 14 different racers in one season.  Not surprisingly, Elmo remembers that as a difficult period.

“It was nerve‑wracking,” Langley states.  “I finally decided that if I could find somebody to buy the team I’d get out of owning the car and go to work for somebody.”

Langley stayed heavily involved in the sport even after selling his team in 1986.  In 1987 Langley was running Cale Yarborough’s team when NASCAR Winston Cup Director Dick Beaty offered him a job with the sanctioning body that would still keep him close to the race cars.

“You get burned out after 35 years of working on ’em, racing ’em, and managing teams,” Langley says.  “Those are 12-, 14-, 16-hour days, seven days a week.  Dick Beaty approached me after I had said something about being burned out on the race cars.  The opportunity came to do what I’m doing now, to work for NASCAR and drive the pace car.  I just decided this would be a lot easier but keep me involved with what I’ve been doing for 35 or 40 years, so I took the job.”

How hard is Langley ‘s job pacing modern Winston Cup stock cars?

“Even drivers that have ridden in the pace car didn’t know there was that much to it,” Langley replies.  “There’s a lot of responsibility.  You always have to know who the leader is.  When they put it out (the yellow flag) you have to pick up that leader.  It’s my decision to look and make sure that, if there’s been an accident, that everything is picked up.  If there’s an engine blown and oil was put down on the track, it’s my decision when they go back to green and that the track is clear.  There’s a lot more responsibility than what somebody thinks.”

When he’s not driving the pace car, Elmo Langley helps inspect the stock cars to make sure they’re as safe as possible.  Elmo is proud of NASCAR’s safety record, even if the search for safety has led to some ideas that didn’t really work out.  Take, for example, the use of two pace cars when NASCAR first tried to lower speeds along pit road in 1991.

“I knew that the two paces cars wasn’t going to work when they started that, but they were searching then for a safer pit road,” Langley notes.  “When I first started driving the pace car, pit road was dangerous because I would pick up the field, and then at the entrance to pit road they would peel off and run full bore down pit road to their stalls.  They’d change tires, and almost be exiting pit road by the time I got down there in the pace car on the racetrack.

“That was just a dangerous situation it was more dangerous on pit road than it ever was in a race car,” Langley continues.  “Now that they have cut down the pit road speed, and no one can pass the pace car, that’s made pit road 100 per cent safer.  Anytime there’s anything NASCAR can do to make something safer they do it.”

It somehow seems fitting that the man who now paces the field before each Winston Cup race should be someone who spent a large part of his life racing on those very same racetracks.

“There’s not too many that are still here that were around when I started racing, but I’ve known the new ones that come along from when they first started driving up to what they are now,” says Elmo Langley.  “I enjoy what I’m doing now.  It’s the people I’ve been around and involved with all my life.”

RIDING WITH ELMO

“Caution car, let’s ease ’em off it’ll be the third time by,” radios Race Director David Hoots from the NASCAR control room.  Hearing those words, Elmo Langley puts the Pocono International Raceway pace truck into gear and begins to roll forward and my inside look at Elmo’s unique job begins.

With the first motion of the pace truck the crowd gathered for the UAW-GM Teamwork 500 roars its approval, a sound easily heard over the idling of the 40 Winston Cup engines behind us.  As Elmo moves into the banking of turn one, the noise of the Winston Cup cars grows into an ominous crescendo as they close on our bumper.  A look out the truck’s back window reveals pole sitter Ken Schrader with Mark Martin alongside, both drivers wheeling their cars from side to side as they build heat in the tires.  With each swerve the stock cars behind the front row swing in and out of view.

Langley paces the field at 65 mph, considerably less than the 100+ mph laps we turned while checking the track’s condition earlier in the morning laps which gave Langley a chance to show off some of the talent picked up during a 30-year NASCAR driving career.  But the goal of the pace truck now is to run at the pit road speed limit, letting the drivers check their tach readings at the legal speed so they’ll avoid a penalty during the race.

A lap and a half later Langley is preparing to turn the racetrack over to the drivers.  We pass under the flag stand, where starter Doyle Ford holds out one finger to notify the drivers the green flag will wave in one lap.  At the same time, Langley reaches forward and turns off the flashing lights atop the truck.

Schrader and Martin have closed to within a few feet of our rear bumper as we zoom through turn one for the last time.  The drivers resembling spacemen in their full-face helmets are clearly visible through their windshields as they prepare to race.  Coming out of Pocono’s “tunnel turn” we near Elmo’s post during the race.  Langley accelerates faster, putting some distance between ourselves and the Winston Cup cars.

“Hold on!” Elmo yells, and the pace truck brakes hard and makes a sudden left hand turn off the track.  The forty stock cars flash by behind us, rumbling toward the start/finish line.  Seconds later, the rumble turns to a roar, the green flag waves, and Elmo Langley has the satisfaction of another job well done.

Elmo Langely died on November 21, 1996. He had a heart attack while driving the pace car during the days leading up to NASCAR’s exhibition race at Suzuka City , Japan in November, 1996.

leftturns190

Woman Of NASCAR

October 22nd, 2009

By Jessica Rowe – Associatedcontent.com

NASCAR has over 75 million fans, with women making up 40 percent of them. The once “Sport for Boys” is that no more. However, not only have there been changes in the fan crowd, drivers have been changing as well. Women have been getting behind the wheel and trying their hand at NASCAR for years now. However, with heavy criticism from male competitors and lack of major sponsorship, female drivers find it harder to “keep up” so to speak, with male drivers. Since 1949 a little more than a dozen women have competed in a NASCAR race. These women include:

Sara Christian
Sara was the first female to compete with the men in NASCAR racing. In 1949 she and her brothers entered the NASCAR Strictly Stock Series, at Charolette Speedway. Sara finished 13th, driving a 1949 Oldsmobile. In Longhorne, PA. She finished 6th and in Heidelberg Raceway in Pittsburgh she finished in 5th place. At the end of the season Sara was 13th in points. In 1950 she raced only once, taking 14th place at Hamburg Speedway.

Louise Smith
In 1949 Louise began racing in the NASCAR Strictly Stock Series. In her first race she drove a 1939 modified Ford Coup and placed third. In her eleven year racing career she won 38 races. Although she was not truly the first woman driver in NASCAR, she was known as “The First Lady of Racing.”

Ethel Mobley
Ethel competed in NASCAR only twice. Her first race was at the Beach of Daytona, were she placed 11th. Her second race was at Langley Speedway were she placed 44th. Her car was a modified Cadillac.

Sandy Lynch
Sandy raced in two NASCAR Grand National Division Events in 1951. In the Southern 500 at Darlington she finished 66th and drove a ford. At Central City Speedway in Macon, she finished 16th and drove a Plymouth.

Fifi Scott
Fifi appeared for a short time in 1955, competing in only two NASCAR Grand National Division Events.

Janet Guthrie
In 1977 Janet races in 19 Winston Cup races, receiving ten top-12 positions. She finished 9th at Indy 500 and was the first female driver to qualify for the Daytona 500. In 1978 she raced in 7 Winston Cup races and she made two races in 1980.

Patty Moise
Patty began her stint in NASCAR upon entering a NASCAR Busch Grand National Series race in 1986. She started five races in the NASCAR Winston Cup series between 1987 and 1989. In 1998, she raced in 19 races. Due to the lack of sponsorship for the 1999 season, 1998 was her last season in the NASCAR Busch series. Patty raced in the Busch series for 12 years, finishing with four top-10 finishes and over 130 race starts.

Other female drivers of the past include Ann Bunselmeyer, Ann Chester, Goldie Parsons, Christine Beckers, Marian Pagan, Lella Lombabardi and RobinMcCall. Recent and current female drivers include Deborah Renshaw, Sarah Fish, Kelly Sutton, Shawna Robinson, Erin Crocker and Chrissy Wallace.

Thanks to Nutter for finding this article!

Have a great time with race chat in our NASCAR forum!

leftturns190

leftturns190

3WideAlley.com Fantasy League Results Week 5 – The Chase!

October 20th, 2009

Things are heating up in the Top Ten of our league! Leisure40 fell a little bit behind to 8th, but is still on a Championship 400+ point pace.  A few others have stepped up and are moving to the front! Ghostdog is now the highest of the regular posters, in 4th. WTG Ghostdog! :hi5:

Two others have moved up to a Championship pace, Karfil and Didi, in 6th and 7th, followed by Red_M and RonTheDog (My Boy :-P ) in 9th and 10th respectively – just under the 400 point per race average. Keep it up you guys! (Y)

The Three NASCARTEER’S ruled the week! NASCARNutter & Moe55 had the high score of the regular posters, of 462! They are followed by the third NASCARTEER, and Rookie, Bubbahughes at 459! Way to go girls! :-P

Others with 400+ days were CRRacing at 453, ksracefan at 436, Ghostdog at 435, Tonysgurl on 433, Didi at 420, 88USMCfan at 419, leftturns190 at 409, Karfil at 408, Lonestar at 406 and Rocketgirl at 400. Great week for the regular posters this week! Let’s keep it going!

Looks like everyone’s picking up the pace! This is the 2nd week in a row I didn’t have one of my drivers taken out, so I’m pleased with that, though I fell way short of my expectations for this team. At least they didn’t wreck out! :-P

.

3WideAlley.com Fantasy League Results Week 5 – The Chase!

.

Have a great time with race chat in our NASCAR Forum!

leftturns190

leftturns190

Jimmie Johnson With 90 Point Lead After Fontana

October 19th, 2009

Congratulations to Jimmie Johnson and his fans for his win at Fontana. He now has a 90 point lead over his competitors, after fellow Chasers Mark Martin and Juan Pablo Montoya has bad days….  JPM in particular.

Will Jimmie escape the race luck race or two, or is he going to run away with it this year? Will be interesting to watch!

Below is the points positions of the Top 12… hard too imagine anyone farther back than 6th having a chance at a comeback, but you never know!

Have a great time with race chat in our NASCAR Forum!

leftturns190

RANK +/- DRIVER POINTS BEHIND POLES WINS TOP 5 TOP 10
1 Jimmie Johnson 5923 Leader 3 6 13 20
2 Mark Martin 5833 -90 7 5 12 18
3 +2 Jeff Gordon 5788 -135 0 1 15 22
4 Tony Stewart 5768 -155 0 4 15 21
5 +1 Kurt Busch 5746 -177 0 1 8 18
6 -3 Juan Montoya 5728 -195 2 0 6 16
7 Greg Biffle 5655 -268 0 0 9 14
8 +2 Ryan Newman 5635 -288 1 0 5 14
9 +2 Kasey Kahne 5592 -331 0 2 6 13
10 -2 Carl Edwards 5582 -341 0 0 7 13
11 -2 Denny Hamlin 5551 -372 1 2 11 16
12 Brian Vickers 5438 -485 6 1 4 13

leftturns190

NASCAR Sprint Cup Series NASCAR Banking 500 At Charlotte!

October 17th, 2009

NASCAR Sprint Cup series under the lights at Charlotte! I love the night races, but sure am sad it makes it hard or impossible for our international buddies Karfil and Nutter to watch the race with us! One of them, Nutter, was generous enough to send in the interesting fact sheet below of tracks NASCAR used to race at. Thanks Nutter, sorry you probably won’t be with us tomorrow night! I learned an interesting fact: there used to be an oval track at the Bremerton Raceway, where I owned some property nearby! I didn’t know that! I actually held onto that property for a couple years longer than planned when NASCAR tried to get a track built there a couple years ago! I wish it would’ve worked! I had no idea that NASCAR had ever raced there in the past! Sounds like it was next door at the Bremerton Airport though, found this factiod on NASCAR.com:

“NASCAR’s premier series made its only appearance in the Evergreen State at this .9-mile road course on the runways of the Kitsap County Airport in 1957. Open-wheel star Parnelli Jones won the 80-lap event, as 12 of the 14 cars were running at the finish.”

Ya learn something new every day! :hi5:

Hope to see a lot of you there! Have a great time with race chat in our NASCAR forum!

leftturns190

NASCAR tracks no longer on schedule

Track Type and layout Location Season(s)
Birmingham International Raceway 0.500-mile dirt oval Alabama (Birmingham) 1958 1961 1963-1965 1967-1968
Chisholm Speedway 0.500-mile dirt oval Alabama (Montgomery) 1956
Dixie Speedway 0.250-mile paved oval Alabama (Birmingham) 1960
Huntsville Speedway 0.250-mile paved oval Alabama (Huntsville) 1962
Lakeview Speedway 0.750-mile dirt oval Alabama (Mobile) 1951
Montgomery Speedway 0.500-mile dirt oval Alabama (Montgomery) 1955-1956 1967-1969
Arizona State Fairgrounds 1.000-mile dirt oval Arizona (Phoenix) 1951 1955-1956 1960
Tucson Rodeo Grounds 0.500-mile dirt oval Arizona (Tucson) 1955
Memphis-Arkansas Speedway 1.500-mile dirt oval Arkansas (LeHi) 1954-1957
Ascot Park 0.400-mile dirt oval California (Los Angeles) 1957 1959 1961
Bay Meadows Racetrack 1.000-mile dirt oval California (San Mateo) 1954-1956
California State Fairgrounds 1.000-mile dirt oval California (Sacramento) 1956-1961
West Capital Raceway 0.500-mile dirt oval California (Sacramento) 1957
Carrell Speedway 0.500-mile dirt oval California (Gardena) 1951 1954
Marchbanks Speedway 1.400-mile paved oval California (Hanford) 1951 1960-1961
Merced Speedway 0.500-mile dirt oval California (Merced) 1956
Oakland Speedway 0.625-mile mixed oval California (San Leandro) 1951 1954
Ontario Motor Speedway 2.500-mile paved oval California (Ontario) 1971-1972 1974-1980
Redwood Acres Raceway 0.625-mile dirt oval California (Eureka) 1956-1957
Riverside International Raceway 2.631-mile road course California (Riverside) 1958 1961 1963-1988
Santa Clara County Fairgrounds 0.500-mile dirt oval California (San Jose) 1957
Willow Springs International Motorsports Park 2.500-mile road course California (Lancaster) 1956-1957
Thompson International Speedway 0.500-mile paved oval Connecticut (Thompson) 1951 1969-1970
Beach and Road Course 4.170-mile road course Florida (Daytona Beach) 1949-1958
Five Flags Speedway 0.500-mile dirt oval Florida (Pensacola) 1953
Golden Gate Speedway 0.333-mile paved oval Florida (Tampa) 1963
Jacksonville Speedway Park 0.500-mile dirt oval Florida (Jacksonville) 1951-1952 1954-1955 1961 1964
Palm Beach Speedway 0.500-mile paved oval Florida (Palm Beach) 1952-1956
Titusville-Cocoa Speedway 1.600-mile road course Florida (Titusville) 1957
Augusta International Raceway 0.500-mile paved oval 3.000-mile road course Georgia (Augusta) 1962-1969 (oval) 1964 (road)
Central City Speedway 0.500-mile dirt oval Georgia (Macon) 1951-1954
Columbus Speedway 0.500-mile dirt oval Georgia (Columbus) 1951
Hayloft Speedway 0.500-mile dirt oval Georgia (Augusta) 1952
Peach State Speedway 0.500-mile paved oval Georgia (Jefferson) 1968-1969
Lakewood Speedway 1.000-mile dirt oval Georgia (Atlanta) 1951-1954 1956 1958-1959
Middle Georgia Raceway 0.548-mile paved oval Georgia (Macon) 1966-1971
Oglethorpe Speedway Park 0.500-mile dirt oval Georgia (Pooler) 1954-1955
Savannah Speedway 0.500-mile paved oval Georgia (Savannah) 1962-1964 1967 1969-1970
Valdosta 75 Speedway 0.500-mile dirt oval Georgia (Valdosta) 1962 1964-1965
Santa Fe Speedway 0.500-mile dirt oval Illinois (Willow Springs) 1954
Soldier Field 0.500-mile cinder oval Illinois (Chicago) 1956
Playland Park Speedway 0.500-mile dirt oval Indiana (South Bend) 1952
Winchester Speedway 0.500-mile oiled oval Indiana (Winchester) 1950
Davenport Speedway 0.500-mile dirt oval Iowa (Davenport) 1953
Corbin Speedway 0.500-mile dirt oval Kentucky (Corbin) 1954
Louisiana Fairgrounds 0.500-mile dirt oval Louisiana (Shreveport) 1953
Oxford Plains Speedway 0.333-mile paved oval Maine (Oxford) 1966-1968
Beltsville Speedway 0.500-mile paved oval Maryland (Laurel) 1965-1970
Norwood Arena 0.250-mile paved oval Massachusetts (Norwood) 1961
Grand River Speedrome 0.500-mile dirt oval Michigan (Grand Rapids) 1951 1954
Michigan State Fairgrounds 1.000-mile dirt oval Michigan (Detroit) 1951-1952
Monroe Speedway 0.500-mile dirt oval Michigan (Monroe) 1952
Lincoln City Fairgrounds 0.500-mile dirt oval Nebraska (North Platte) 1953
Las Vegas Park Speedway 1.000-mile dirt oval Nevada (Las Vegas) 1955
Linden Airport 2.000-mile road course New Jersey (Linden) 1954
Morristown Speedway 0.500-mile dirt oval New Jersey (Morristown) 1951-1955
Old Bridge Stadium 0.500-mile paved oval New Jersey (Old Bridge) 1956-1958 1963-1965
Trenton Speedway 1.500-mile paved oval New Jersey (Trenton) 1958-1959 1967-1972
Wall Stadium 0.333-mile paved oval New Jersey (Belmar) 1958
Airborne Speedway 0.500-mile dirt oval New York (Plattsburgh) 1955
Albany-Saratoga Speedway 0.362-mile dirt oval New York (Malta) 1970-1971
Altamont-Schenectady Fairgrounds 0.500-mile dirt oval New York (Altamont) 1951 1955
Bridgehampton Race Circuit 2.850-mile road course New York (Bridgehampton) 1958 1963-1964 1966
Buffalo Civic Stadium 0.250-mile cinder oval New York (Buffalo) 1958
Fonda Speedway 0.500-mile dirt oval New York (Fonda) 1955 1966-1968
Hamburg Speedway 0.500-mile dirt oval New York (Hamburg) 1949-1950
Islip Speedway 0.200-mile paved oval New York (Islip) 1964-1968 1971
Monroe County Fairgrounds 0.500-mile dirt oval New York (Rochester) 1950-1956 1958
Montgomery Air Base 2.000-mile road course New York (Montgomery) 1960
New York State Fairgrounds 1.000-mile dirt oval New York (Syracuse) 1955-1957
Shangri-La Speedway 0.500-mile paved oval New York (Owego) 1952
State Line Speedway 0.333-mile dirt oval New York (Busti) 1958
Vernon Fairgrounds 0.500-mile dirt oval New York (Vernon) 1950
Asheville-Weaverville Speedway 0.500-mile dirt oval North Carolina (Weaverville) 1951-1969
Bowman Gray Stadium 0.250-mile paved oval North Carolina (Winston-Salem) 1958-1971
Champion Speedway 0.333-mile paved oval North Carolina (Fayetteville) 1958-1959
Charlotte Speedway 0.750-mile dirt oval North Carolina (Charlotte) 1949-1956
Cleveland County Fairgrounds 0.500-mile dirt oval North Carolina (Shelby) 1956-1957 1965
Concord Speedway 0.500-mile dirt oval North Carolina (Concord) 1956-1959 1962 1964
Dog Track Speedway 0.333-mile paved oval North Carolina (Moyock) 1962-1966
Forsyth County Fairgrounds 0.500-mile dirt oval North Carolina (Winston-Salem) 1955
Gastonia Fairgrounds 0.333-mile dirt oval North Carolina (Gastonia) 1958
Greensboro Agricultural Fairgrounds 0.333-mile dirt oval North Carolina (Greensboro) 1957-1958
Harnett Speedway 0.500-mile dirt oval North Carolina (Spring Lake) 1953
Harris Speedway 0.333-mile paved oval North Carolina (Harris) 1964-1965
Hickory Speedway 0.362-mile dirt oval North Carolina (Hickory) 1953-1971
Jacksonville Speedway 0.500-mile dirt oval North Carolina (Jacksonville) 1957 1964
McCormick Field 0.250-mile paved oval North Carolina (Asheville) 1958
New Asheville Speedway 0.333-mile paved oval North Carolina (Asheville) 1962-1968 1971
North Carolina Motor Speedway 1.017-mile paved oval North Carolina (Rockingham) 1965-2004
North Carolina State Fairgrounds 0.500-mile dirt oval North Carolina (Raleigh) 1955 1969-1970
North Wilkesboro Speedway 0.625-mile paved oval North Carolina (North Wilkesboro) 1949-1996
Occoneechee Speedway 0.900-mile dirt oval North Carolina (Hillsborough) 1949-1968
Raleigh Speedway 1.000-mile paved oval North Carolina (Raleigh) 1953-1958
Salisbury Superspeedway 0.625-mile dirt oval North Carolina (Salisbury) 1958
Southern States Fairgrounds 0.500-mile dirt oval North Carolina (Charlotte) 1954-1961
Starlite Speedway 0.500-mile dirt oval North Carolina (Monroe) 1966
Tar Heel Speedway 0.250-mile dirt oval North Carolina (Randleman) 1963
Tri-City Speedway 0.500-mile dirt oval North Carolina (High Point) 1953 1955
Wilson Speedway 0.500-mile dirt oval North Carolina (Wilson) 1951-1954 1956-1960
Bainbridge Fairgrounds 1.000-mile dirt oval Ohio (Bainbridge) 1951
Canfield Speedway/Canfield Fairgrounds 0.500-mile dirt oval Ohio (Canfield) 1950-1952
Dayton Speedway 0.500-mile paved oval Ohio (Dayton) 1950-1952
Ft. Miami Speedway 0.500-mile dirt oval Ohio (Toledo) 1951-1952
Powell Motor Speedway 0.500-mile dirt oval Ohio (Columbus) 1953
Oklahoma State Fairgrounds 0.500-mile dirt oval Oklahoma (Oklahoma City) 1956
Portland Speedway 0.500-mile paved oval Oregon (Portland) 1956-1957
Bloomsburg Fairgrounds 0.500-mile dirt oval Pennsylvania (Bloomsburg) 1953
Heidelberg Raceway 0.250-mile dirt oval Pennsylvania (Pittsburgh) 1949 1951 1959-1960
Langhorne Speedway 1.000-mile dirt oval Pennsylvania (Langhorne) 1949-1957
Lincoln Speedway 0.500-mile dirt oval Pennsylvania (New Oxford) 1955-1958 1964-1965
New Bradford Speedway 0.333-mile dirt oval Pennsylvania (Bradford) 1958
Pine Grove Speedway 0.500-mile dirt oval Pennsylvania (Shippenville) 1951
Reading Fairgrounds 0.500-mile dirt oval Pennsylvania (Reading) 1958-1959
Sharon Speedway 0.500-mile dirt oval Ohio (Hartford) 1954
Williams Grove Speedway 0.500-mile dirt oval Pennsylvania (Mechanicsburg) 1954
Coastal Speedway 0.500-mile dirt oval South Carolina (Myrtle Beach) 1956-1957
Columbia Speedway 0.500-mile paved oval South Carolina (Columbia) 1951-1971
Gamecock Speedway 0.250-mile dirt oval South Carolina (Sumter) 1960
Greenville-Pickens Speedway 0.500-mile paved oval South Carolina (Greenville) 1951 1955-1956 1958-1971
Hartsville Speedway 0.333-mile dirt oval South Carolina (Hartsville) 1961
Lancaster Speedway 0.500-mile dirt oval South Carolina (Lancaster) 1957
Newberry Speedway 0.500-mile dirt oval South Carolina (Newberry) 1957
Piedmont Interstate Fairgrounds 0.500-mile dirt oval South Carolina (Spartanburg) 1953-1966
Rambi Race Track 0.500-mile dirt oval South Carolina (Myrtle Beach) 1958-1965
Rapid Valley Speedway 0.500-mile dirt oval South Dakota (Rapid City) 1953
Boyd Speedway 0.333-mile paved oval Tennessee (Chattanooga) 1962 1964
Kingsport Speedway 0.337-mile paved oval Tennessee (Kingsport) 1969-1971
Music City Motorplex 0.675-mile paved oval Tennessee (Nashville) 1958-1984
Smoky Mountain Raceway 0.500-mile dirt Tennessee (Maryville) 1965-1971
Tennessee-Carolina Speedway 0.500-mile dirt oval Tennessee (Newport) 1956-1957
Meyer Speedway 0.500-mile paved oval Texas (Houston) 1971
Texas World Speedway 2.000-mile paved oval Texas (College Station) 1969 1971-1973 1979-1981
Langley Speedway 0.395-mile paved oval Virginia (Hampton) 1964-1970
Norfolk Speedway 0.400-mile dirt oval Virginia (Norfolk) 1956-1957
Old Dominion Speedway 0.333-mile paved oval Virginia (Manassas) 1958 1963-1966
Princess Anne Speedway 0.500-mile dirt oval Virginia (Norfolk) 1953
South Boston Speedway 0.400-mile paved oval Virginia (South Boston) 1960-1964 1968-1971
Southside Speedway 0.333-mile paved oval Virginia (Richmond) 1961-1963
Starkey Speedway 0.250-mile paved oval Virginia (Roanoke) 1958 1961-1962 1964
Bremerton Raceway 0.900-mile paved oval Washington (Bremerton) 1957
West Virginia International Speedway 0.438-mile paved oval West Virginia (Ona) 1963-1964 1970-1971
Road America 4.100-mile road course Wisconsin (Elkhart Lake) 1956
Canadian National Exhibition Stadium 0.333-mile paved oval Ontario (Toronto) 1958

leftturns190

Chevytech: NASCAR Driver Dave Marcis

October 15th, 2009

I’m sure some have never heard of Dave but he was a driver that was always around but never got much TV time. He was always here in town with his Dad and it was funny ya would never think they had a dime to their name away from the track, they always wore Bib-overalls and were just down to earth country boys. He would spend many hours and many laps testing and setting up the IROC cars so they were all equal in power and handling so no one driver would have an advantage.

Dave Marcis

Born March 1, 1941 in Wausau , Wisconsin was a driver on the NASCAR Winston Cup circuit from 1968 until 2002. Marcis won five times over this tenure, twice at Richmond , including his final win in 1982. Dave was most famous for two things: racing for his own team and racing while wearing wingtip shoes to absorb the heat in the car. He made the Daytona 500 every year from 1968 until 1999. The 2002 Daytona 500 was the last time Marcis raced in NASCAR.

Marcis’ career is notable in the history of the NASCAR. While he is best known as the last of the non-factory supported independent owner drivers, he is also known as one of the top drivers of the 1970s. During his career, he drove for series championship car owners Nord Krauskopf and Rod Osterlund. Marcis is second only to Richard Petty in all time starts at 883. Marcis often owned/drove the #71 car. He finished 8 times in the Top 10 season long driver’s points.

Marcis finished as high as second in the season standing in 1975 driving Nord Krauskopf’s K & K Dodge Charger in the first year for NASCAR’s modern standard of calculating points. Despite driving for some of the top teams of the day, Marcis opted to field his own teams following his sudden departure from Osterland Racing after the 1978 season. Marcis was replaced by seven time champion Dale Earnhardt, who would begin his rookie campaign the following year. Former crew Harry Hyde once said of Marcis, “he had the talent to be a champion, if only he weren’t so stubborn.”

Marcis experienced moderate success as an owner driver during the 1980s. The highlight of Marcis’ career as an owner-driver was winning at the old Richmond Fairgrounds in 1982. Marcis was a lap down, but made up the lap when the race leader Joe Ruttman spun out and Marcis passed him. All three drivers that were ahead of Marcis pitted and he assumed the lead as it began to rain. The race was called complete as darkness set in, and Marcis was declared the winner. Marcis described the win, “I wasn’t praying for rain, but I told the guys when I got out of the car (during the break before the race was canceled) that if the good Lord wanted to help an independent, this was his chance.” “It was one of my greatest moments in racing,” Marcis said. “I had even built my own engine for that race.” From that point Marcis’ team gradually became less competitive as more well-funded teams found their way into the series. Marcis was occasionally known to moonlight for other car owners such as Larry Hedrick (of Hedrick Motorsports). Often Marcis would still field his own car, usually with Jim Sauter behind the wheel.

During the twilight of his career Marcis landed the first major internet sponsor in Winston Cup, Prodigy Internet. This company would sponsor Marcis as an associate and primary sponsor between 1994 and 1996. Marcis was frequently the test driver for the Richard Childress GM Goodwrench #3 of his friend Dale Earnhardt during the prime of his career. This agreement with Childress was made by Marcis to help fund his own race team, but backfired because he rarely had the time to test his own equipment. Marcis finished out his career in the 2002 Daytona 500, a race he has competed in more than any other driver in history.

Marcis was a test driver for the IROC and the Nextel Cup series after his retirement from racing competition in early 2002. He currently resides with his wife in the Asheville , North Carolina area he splits his time between Camp 28, a resort hotel complete with restaurant in Rib Lake , Wis. , and his street-rod business that’s housed in his former Arden , N.C. , race shop

Marcis holds a Darlington record club mark for speed in an American Motors Corporation.

He still holds the Sprint Cup track record for qualifying at Hickory Motor Speedway.

He was a test driver for the now defunct International Race of Champions (IROC) series (with Sauter and Dick Trickle).

His race shop has been converted into a hotrod shop that builds rods with Nextel Cup-based engines.

Marcis was usually photographed wearing a Goodyear hat. He also wore wingtip shoes during races.

Friend and fellow racer Dale Earnhardt sponsored Marcis’ car with his car dealership Dale Earnhardt Chevrolet in 1994.

Dave’s Record

883 races run over 35 years

Best cup position 2nd in 1975 (Winston Cup)

First race 1968 Daytona 500

Last race 2002 Daytona 500

Fist win 1975 Martinsville

Last win 1982 Richmond Fairgrounds

With a total of 5 wins, 222 top tens and 14 poles

Here’s a 10 interview from Youtube enjoy!

http://www.youtube.com/watch?v=Zf73cmoUqsg

and some of his street rods

http://www.streetrodsbydavemarcis.com/

leftturns190

Jimmie Johnson Wins Fontana – 3WA Fantasy League Results

October 13th, 2009

Congratulations to Jimmy Johnson and his fans for his win at Fontana. That team just knows how to turn it on when it counts in the Chase races! (Y)

Dale Junior, Greg Biffle and several others had their good runs ruined by getting wrecked late in the race, but Tony Stewart made an amazing comeback after going a lap down after having problems on pit road. Tony got his lap back on the wave around, and lucked out with a quick caution getting him back on cycle with the leaders. Tony then managed to race his way to a 5th place finish, keeping himself in the Chase for the Cup!

Fantasy League

Leisure4o is still occupying the top spot in our league. He had a weaker score this week of 300, but is still averaging a very strong 416 points per race average – still at a game winning pace. So, with 6 races to go and 2 Mulligans left, he’s in good shape! :hi5:

We have 3 others in the Top Ten right now – Ghostdog in 9th, and Didi55 and Red_M tied for  10th, with my boy ronthedog” right behind them! (Y) :-P

Ghostdog received the highest score this week out of the regualr posts, with 459! Congrats Ghost! :hi5:

The next highest scores were Karfil and rookie Bubbahughes at 434; Catchevy31 at 420, cars2448 at 416, and Diddi55 and Speedy at 410! WTG guys! Those are the scores you need to put up to win the game!

I had my first race without 2 or more of my drivers getting knocked out, so I’m real happy, even though I only scored 379.  That was about what I was shooting for with that team, so though I’m still holding up last place pretty much, I at least managed to get a score up on the board that matched my picks! When 7 of your previous 9 drivers get knocked out of the race early, you appreciate these small accomplishments! lol

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Fantasy League Results Week 4

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Have a great day with race chat in our NASCAR Forum!

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