If David Pearson had competed in as many NASCAR events as Richard Petty it’s possible our sport would have crowned a different man king. In 574 starts Pearson won 105 times. This gives him a winning percentage of slightly over eighteen percent, Petty’s is about seventeen-percent. However, while Pearson raced for 27 years he seldom ran a complete season.
David Pearson was born on December 22, 1934, in Whitney, South Carolina.
In 1952, at the age of 17, David started racing in a 1940 Ford, at a hobby race in Woodruff, SC. He won $13, but liked the thrill so much that he knew racing was his life.
In 1960, Pearson bought his own late model Chevrolet race car and headed to Daytona where he came in 18th. He also raced in the first World 600 and came in 10th.
In 1961, David won the NASCAR Grand National (Sprint cup) rookie of the year award, after winning three major victories, the World 600, Firecracker 250, and the Dixie 400 at Atlanta, making him the first man to win on three of NASCAR's Big Four tracks in one year.
In 1964, Pearson won eight races on the short tracks and was the fastest qualifier 12 times.
He missed the entire 1965 season because Chrysler refused to let its cars run on the NASCAR circuit, and he was driving a Dodge which is a Chrysler brand.
In 1966, driving in a Dodge, he won 10 of his 15 Grand National (Sprint cup) victories on dirt tracks. Even though he only raced 42 out of the 49 events that year, he earned enough points on to win the first of his three NASCAR championships.
Pearson drove a Ford in 1968, to 16 victories and 36 top five finishes, which led him to his second championship of three.
In 1969, Pearson became the first man to break the 190 mph barrier at Daytona, qualifying his Ford Talladega at 190.029 mph. He then went on to win the 125-mile qualifying race. He ended up winning the championship for the third and last time.
Pearson concentrated on big races in 1970, making only 19 starts and winning only one.
Ford, his new manufacturer, pulled out of NASCAR racing in 1971 and he went without a major victory.
In 1972 David won the Yankee 400, Motor State 500, Firecracker 400, Rebel 400, Delaware 500 and the Winston 500.
In 1973 David entered only 18 races, he won 11 of these events.
In 1974 David only ran 19 out of 30 races that year and finished second only to the greats, Richard Petty, and Cale Yarborough.
Pearson finished ninth in points in 1976, which was his last time in the top ten in cup points.
In 1979, driving for Hoss Ellington, David won his 105th and final victory in the cup series at Darlington. And he also won the “Most Popular Driver” award, this year and in 1980.
From 1973 to 1978 Pearson claimed an incredible 11 consecutive poles at Charlotte Motor Speedway. The Silver Fox also mastered the track commonly called “Too tough to tame”. Darlington. With 10 wins and 12 poles, he is considered to be the only one to tame “The lady in black”.
In a career that spanned 27 years, Pearson never once ran every single race in a given season. When he came close to running the full schedule, he won a championship, or came darn close.
In total Pearson was in 572 races in his career, he rolled into victory lane 105 times, (second only to Richard Petty), finished in the top five, 301 times, and won a record 113 poles, and was the NASCAR cup championship winner in 1966, 1968, and 1969
http://www.experiencenascar.com/flashback/David_Pearson.html
http://www.hickoksports.com/biograph/pearsondavid.shtml
http://www.nascar.com/news/features/dpearson.hof.bio/
http://en.wikipedia.org/wiki/David_Pearson
Monday, November 30, 2009
Saturday, November 28, 2009
Stanton Barrett
Stanton Barrett’s approach to living is full-on, with little regard to the dangers he experiences almost daily. He is one of the few people who may actually be able to say he got into stock car racing because it was safer than his last job.
For the past decade, Stanton Barrett has led a double life as a racecar driver in North Carolina, and Hollywood stuntman and director. On the west coast, Barrett owns and operates Stanton Barrett Enterprises, Inc., a production company that produces national commercials and films.
Stanton is best known for his amazing stunt work, and more recently as an emerging director and producer. Want someone to jump a car 80 feet over a dry river bed, or fall 100 ft from a building, or perhaps jump a motorcycle from building to building in downtown Los Angeles, well Stanton’s your guy. Genetics and environment were certainly both key contributors to his extraordinary talents and accomplishments. Stanton comes from an amazing lineage of pro athletes.
Stanton’s grandfather, Dave McCoy, served as a coach for the US Ski Team and founded Mammoth Mountain, the largest ski resort in the US. They still motocross in the mountains together. His mother, Penny McCoy, was an Olympic and US Ski Team member. At the age of 15, Penny became the youngest woman to ever win a World Cup medal for the U.S. World Cup Ski Team, and was considered the nation’s top skier in world cup racing. They still ski and ride motorcycles together.
Stanton’s father, Stan Barrett, was one of Hollywood’s most respected stuntmen appearing in over two hundred movie and television productions. His global fame came when he was the first person to break the speed of sound on land, in 1979 in the infamous Budweiser Rocket Car that sped him to over 739 mph (1,330 km/hr) at Mach 1.01. Stan then went on to be an accomplished NASCAR driver with 19 Winston (Sprint) Cup series races between 1980 and 1990, posting two top ten finishes.
Paul Newman, a very close friend of his fathers’ and Stanton’s godfather has also had a big influence on his life and drive to excel plus to give back to others.
Stanton Barrett is a driven professional stuntman and has worked in nearly 150 motion pictures and television series. He has performed a variety of dangerous stunts, stunt doubling and coordinating for many of Hollywood’s finest actors in films such as, Spiderman 1, 2, and 3, The Dukes of Hazard, Jurassic Park 2, and 3, Rat Race, Blade, Extreme & Volcano, Batman, Jumanji, The Nutty Professor, Most Wanted, Mr. & Mrs. Smith, and many more.
Stanton is also an exciting media personality, and has been profiled on such well known shows as, MTV Japan, Men’s Vogue, GQ Magazine, NASCAR Angels, Tyra Banks’ America’s Next Top Model, ABC News’ NASCAR in Primetime, and many more.
Stanton is highly respected as one of the very few independent NASCAR team owners who is also the team driver. After personally directing his team’s race preparations, he routinely drives from 0 to 60 in about 2.4 seconds, then races for hours at speeds up to 200 mph, within fragile inches of others. That’s living motor sports full-on.
Stanton Barrett is also a highly competitive racer. After a successful career in go-karts with an amazing 21 wins in 28 starts, Barrett made his NASCAR Busch (Nationwide) Series debut in 1992 at Oxford Plains Speedway where he earned the outside pole in his very first race.
Stanton has run a limited schedule in the Busch (Nationwide) Series since then, with a best finish of fifth at Atlanta Motor Speedway, and eight top ten finishes.
In 1993 Stanton raced a late model at Concord where he earned a win, 9 top-three finishes and 9 poles in 13 races. He also has four ARCA starts with three top-five finishes, and fifteen Winston (Sprint) Cup starts.
In 1999, he ran several races in the Channellock Chevy for Darwin Oordt but was soon replaced by Butch Miller. He finished out the year for Steve Coulter, competing in the final three races of the season for him. 1999 was also the year he made his Winston (Sprint) Cup debut, at the Las Vegas 400 for Junie Donlavey, starting 42nd and finished 30th. Barrett also declared for NASCAR Winston (Sprint) Cup Rookie of the Year that year, but fell well short of the required number of races need to qualify.
He joined Tri-Star Motorsports for the 2000 Daytona 500 with SportCut.com as a sponsor. He attempted the Bud Shootout qualifier for drivers who ran the fastest in 2nd-round-qualifying in 1999, but crashed, and did not make the 500.
After running several Busch (Nationwide) Series races as an owner/driver in 2002, Barrett got his first shot at a quality ride in 2003, when he signed with Jack Roush's Busch (Nationwide) series team and won two poles, but sponsorship woes forced the team to close down.
In 2004, Barrett returned to Nextel (Sprint) Cup driving the #94 car owned by Dave Watson.
For 2005, Barrett attempted another run at NASCAR Winston (Sprint) Cup Rookie of the Year with #92 Chevy for Front Row Motorsports, but was soon released. He also started this year in the Busch (Nationwide) Series in the underfunded #36 Pontiac, and was in 20th in points, but was released and signed with #40 car at Fitz-Bradshaw Racing. Following his release from FRM, he started his own team using cars from The Sadler Brothers Racing Team.
Stanton is helping introduce NASCAR motor racing in Asia where more and more fans and corporate sponsors are starting to follow and support this exciting motor sport that is already #1 in North America.
Stanton has and continues to be a strong and willing supporter of many charitable organizations. His personal goal is to create the “4Caring” non-profit organization (www.4Caring.org) whose primary mission is “To reach out and help comfort those dealing with a personal health crisis.”
Stanton was recently first introduced to competitive bobsled racing when he appeared on Geoff Bodine’s Bobsled Challenge TV show, and after just two seasons of limited training he was recognized as the top amateur in international competition
http://www.allamericanspeakers.com/speakers/Stanton-Barrett/2762
http://www.interushracing.com/en/drivers/index.html
http://www.nascar.com/drivers/dps/sbarrett00/bg/bio.html
For the past decade, Stanton Barrett has led a double life as a racecar driver in North Carolina, and Hollywood stuntman and director. On the west coast, Barrett owns and operates Stanton Barrett Enterprises, Inc., a production company that produces national commercials and films.
Stanton is best known for his amazing stunt work, and more recently as an emerging director and producer. Want someone to jump a car 80 feet over a dry river bed, or fall 100 ft from a building, or perhaps jump a motorcycle from building to building in downtown Los Angeles, well Stanton’s your guy. Genetics and environment were certainly both key contributors to his extraordinary talents and accomplishments. Stanton comes from an amazing lineage of pro athletes.
Stanton’s grandfather, Dave McCoy, served as a coach for the US Ski Team and founded Mammoth Mountain, the largest ski resort in the US. They still motocross in the mountains together. His mother, Penny McCoy, was an Olympic and US Ski Team member. At the age of 15, Penny became the youngest woman to ever win a World Cup medal for the U.S. World Cup Ski Team, and was considered the nation’s top skier in world cup racing. They still ski and ride motorcycles together.
Stanton’s father, Stan Barrett, was one of Hollywood’s most respected stuntmen appearing in over two hundred movie and television productions. His global fame came when he was the first person to break the speed of sound on land, in 1979 in the infamous Budweiser Rocket Car that sped him to over 739 mph (1,330 km/hr) at Mach 1.01. Stan then went on to be an accomplished NASCAR driver with 19 Winston (Sprint) Cup series races between 1980 and 1990, posting two top ten finishes.
Paul Newman, a very close friend of his fathers’ and Stanton’s godfather has also had a big influence on his life and drive to excel plus to give back to others.
Stanton Barrett is a driven professional stuntman and has worked in nearly 150 motion pictures and television series. He has performed a variety of dangerous stunts, stunt doubling and coordinating for many of Hollywood’s finest actors in films such as, Spiderman 1, 2, and 3, The Dukes of Hazard, Jurassic Park 2, and 3, Rat Race, Blade, Extreme & Volcano, Batman, Jumanji, The Nutty Professor, Most Wanted, Mr. & Mrs. Smith, and many more.
Stanton is also an exciting media personality, and has been profiled on such well known shows as, MTV Japan, Men’s Vogue, GQ Magazine, NASCAR Angels, Tyra Banks’ America’s Next Top Model, ABC News’ NASCAR in Primetime, and many more.
Stanton is highly respected as one of the very few independent NASCAR team owners who is also the team driver. After personally directing his team’s race preparations, he routinely drives from 0 to 60 in about 2.4 seconds, then races for hours at speeds up to 200 mph, within fragile inches of others. That’s living motor sports full-on.
Stanton Barrett is also a highly competitive racer. After a successful career in go-karts with an amazing 21 wins in 28 starts, Barrett made his NASCAR Busch (Nationwide) Series debut in 1992 at Oxford Plains Speedway where he earned the outside pole in his very first race.
Stanton has run a limited schedule in the Busch (Nationwide) Series since then, with a best finish of fifth at Atlanta Motor Speedway, and eight top ten finishes.
In 1993 Stanton raced a late model at Concord where he earned a win, 9 top-three finishes and 9 poles in 13 races. He also has four ARCA starts with three top-five finishes, and fifteen Winston (Sprint) Cup starts.
In 1999, he ran several races in the Channellock Chevy for Darwin Oordt but was soon replaced by Butch Miller. He finished out the year for Steve Coulter, competing in the final three races of the season for him. 1999 was also the year he made his Winston (Sprint) Cup debut, at the Las Vegas 400 for Junie Donlavey, starting 42nd and finished 30th. Barrett also declared for NASCAR Winston (Sprint) Cup Rookie of the Year that year, but fell well short of the required number of races need to qualify.
He joined Tri-Star Motorsports for the 2000 Daytona 500 with SportCut.com as a sponsor. He attempted the Bud Shootout qualifier for drivers who ran the fastest in 2nd-round-qualifying in 1999, but crashed, and did not make the 500.
After running several Busch (Nationwide) Series races as an owner/driver in 2002, Barrett got his first shot at a quality ride in 2003, when he signed with Jack Roush's Busch (Nationwide) series team and won two poles, but sponsorship woes forced the team to close down.
In 2004, Barrett returned to Nextel (Sprint) Cup driving the #94 car owned by Dave Watson.
For 2005, Barrett attempted another run at NASCAR Winston (Sprint) Cup Rookie of the Year with #92 Chevy for Front Row Motorsports, but was soon released. He also started this year in the Busch (Nationwide) Series in the underfunded #36 Pontiac, and was in 20th in points, but was released and signed with #40 car at Fitz-Bradshaw Racing. Following his release from FRM, he started his own team using cars from The Sadler Brothers Racing Team.
Stanton is helping introduce NASCAR motor racing in Asia where more and more fans and corporate sponsors are starting to follow and support this exciting motor sport that is already #1 in North America.
Stanton has and continues to be a strong and willing supporter of many charitable organizations. His personal goal is to create the “4Caring” non-profit organization (www.4Caring.org) whose primary mission is “To reach out and help comfort those dealing with a personal health crisis.”
Stanton was recently first introduced to competitive bobsled racing when he appeared on Geoff Bodine’s Bobsled Challenge TV show, and after just two seasons of limited training he was recognized as the top amateur in international competition
http://www.allamericanspeakers.com/speakers/Stanton-Barrett/2762
http://www.interushracing.com/en/drivers/index.html
http://www.nascar.com/drivers/dps/sbarrett00/bg/bio.html
Friday, November 27, 2009
Adam Pettty
Adam Petty was born in High Point, North Carolina into stock car racing "royalty”. The son of Kyle Petty, he was widely expected to become the next great Petty, following in the footsteps of his father, his grandfather Richard, and his great-grandfather Lee. He was the first known fourth-generation athlete in all of modern American motor sports to participate in the chosen profession of his generations.
Adam raced go-karts from the age of six until twelve, when he moved up to compete in select Mini-Sprints races. When he turned thirteen, Adam decided to take some time off from racing. He reasoned that the travel was tough for an adult, much less a thirteen year-old. Petty tried his hand at several sports including football, basketball and baseball, but after just a year he was ready to climb back behind the wheel of a race car for good.
In 1995, Adam participated in the Legends Car Competition, but his main goal was to get into a stock car. For his fourteenth birthday, his father, Kyle, bought him a Winston Racing Series Late Model Stock chassis and told Adam that it was now his job to get the parts to put the car together. "It was just the chassis," Adam recalls. "He told me to put together the sponsorship, get the parts and build the thing myself. It took me two years to do it."
In 1997, Adam competed in 25 NASCAR Winston Racing Series Late Model Stock Car races. The first part of the season proved to be rough for the youngest Petty driver. In nine races at Caraway Speedway near his hometown, Adam recalled wrecking between four and five times. "Some of them were my fault - rookie mistakes," says Adam. "But then again some of them were definitely not my fault."
On April 11, 1998, Adam made his professional racing debut at Peach State Speedway in Jefferson, GA. With this debut, he became the first fourth generation professional athlete in the United States. While he didn't win that night, getting caught in an accident that was not his fault, he would not have to wait long before finding Victory Lane. Just a little over two months later in his tenth ASA start, Petty came from two laps down to win the race at I-70 Speedway, a half-mile track in Odessa, MO. With this win he became the youngest driver to win an ASA race, stripping NASCAR Winston Cup veteran Mark Martin of that title.
In October, Adam made his Superspeedway debut in Charlotte at Lowe's Motor Speedway in his first Automobile Racing Club of America (ARCA) event. After convincing his parents to let him run the race, he did not disappoint them. After running through oil and backing the car into the wall during an early practice session, Adam came back to hold off Mike Wallace and win the race by .100 of a second. Adam surpassed his father as the youngest ARCA Superspeedway winner at the age of 18 years and 3 months. (Kyle also won in his first ARCA start in 1979 at the age of 18 years and 8 months.)
Only three weeks later, Adam made his NASCAR Busch (Nationwide) Series debut in St. Louis at Gateway International Raceway. He finished in 27th spot, two laps down but he knew the Busch (Nationwide) Series is where he would run in the 1999 season.
With the start of the 1999 season in Daytona, Adam was thrust into the middle of a flurry of media and fan attention, as everyone wished to speak with the fourth generation Petty during his first speedweeks as a driver. Even at the age of 18, Adam did not let the excitement of Daytona take his focus off of racing. This helped him and his team, accomplish a sixth place finish at the historic motorsports facility.
Petty Enterprises planned to give Adam a Winston (Sprint) Cup ride in 2001 and to give him seven starts in Cup in 2000, along with a full Busch campaign in a car sponsored by Sprint. He struggled early in the Busch (Nationwide) season, but managed to qualify in his first attempt at Winston (Sprint) Cup series during the DirecTV 500 at Texas Motor Speedway on April 2. He ran in the middle of the pack most of the day before his engine expired, forcing him to finish 40th. Lee Petty, Adam's great-grandfather, and 3-time NASCAR Champion, lived to see his debut, but died just three days afterwards.
On May 12, 2000 Adam was practicing at the New Hampshire International Speedway when his car hit the turn three wall with a great impact. Adam was rushed to the local hospital but could not be revived ending a promising life at an early age. In the following days the outpouring of love and affection from the fans was astounding. Over 18,000 e-mails were received as well as numerous gifts, cards and letters showing just how much Adam affected the lives of racing fans worldwide. His smile and quick wit along with his love of God, family and racing are missed by family, friends and fans everywhere.
Kyle Petty, Adam's father, who drove the #44 car at the time of the crash, drove Adam's #45 car in the Busch (Nationwide) Series for the remainder of 2000. He has used that number since in every series to commemorate Adam’s life. To this day, Kyle drives an all-black car in memory of Adam whenever he races in New Hampshire. Also, Petty does not put his name over the top of his car in honor of Adam.
In October 2000 five months after Adam's death, his family partnered with Paul Newman and the Hole in the Wall Gang Camp to begin the Victory Junction Gang Camp in Randleman, North Carolina, as a memorial to Adam, who always dreamed of helping children with needs. The Victory Junction Gang camp began operation in 2004, and is an official charity of NASCAR.
http://en.wikipedia.org/wiki/Adam_Petty
http://experiencenascar.com/Adam_Petty.htm
Adam raced go-karts from the age of six until twelve, when he moved up to compete in select Mini-Sprints races. When he turned thirteen, Adam decided to take some time off from racing. He reasoned that the travel was tough for an adult, much less a thirteen year-old. Petty tried his hand at several sports including football, basketball and baseball, but after just a year he was ready to climb back behind the wheel of a race car for good.
In 1995, Adam participated in the Legends Car Competition, but his main goal was to get into a stock car. For his fourteenth birthday, his father, Kyle, bought him a Winston Racing Series Late Model Stock chassis and told Adam that it was now his job to get the parts to put the car together. "It was just the chassis," Adam recalls. "He told me to put together the sponsorship, get the parts and build the thing myself. It took me two years to do it."
In 1997, Adam competed in 25 NASCAR Winston Racing Series Late Model Stock Car races. The first part of the season proved to be rough for the youngest Petty driver. In nine races at Caraway Speedway near his hometown, Adam recalled wrecking between four and five times. "Some of them were my fault - rookie mistakes," says Adam. "But then again some of them were definitely not my fault."
On April 11, 1998, Adam made his professional racing debut at Peach State Speedway in Jefferson, GA. With this debut, he became the first fourth generation professional athlete in the United States. While he didn't win that night, getting caught in an accident that was not his fault, he would not have to wait long before finding Victory Lane. Just a little over two months later in his tenth ASA start, Petty came from two laps down to win the race at I-70 Speedway, a half-mile track in Odessa, MO. With this win he became the youngest driver to win an ASA race, stripping NASCAR Winston Cup veteran Mark Martin of that title.
In October, Adam made his Superspeedway debut in Charlotte at Lowe's Motor Speedway in his first Automobile Racing Club of America (ARCA) event. After convincing his parents to let him run the race, he did not disappoint them. After running through oil and backing the car into the wall during an early practice session, Adam came back to hold off Mike Wallace and win the race by .100 of a second. Adam surpassed his father as the youngest ARCA Superspeedway winner at the age of 18 years and 3 months. (Kyle also won in his first ARCA start in 1979 at the age of 18 years and 8 months.)
Only three weeks later, Adam made his NASCAR Busch (Nationwide) Series debut in St. Louis at Gateway International Raceway. He finished in 27th spot, two laps down but he knew the Busch (Nationwide) Series is where he would run in the 1999 season.
With the start of the 1999 season in Daytona, Adam was thrust into the middle of a flurry of media and fan attention, as everyone wished to speak with the fourth generation Petty during his first speedweeks as a driver. Even at the age of 18, Adam did not let the excitement of Daytona take his focus off of racing. This helped him and his team, accomplish a sixth place finish at the historic motorsports facility.
Petty Enterprises planned to give Adam a Winston (Sprint) Cup ride in 2001 and to give him seven starts in Cup in 2000, along with a full Busch campaign in a car sponsored by Sprint. He struggled early in the Busch (Nationwide) season, but managed to qualify in his first attempt at Winston (Sprint) Cup series during the DirecTV 500 at Texas Motor Speedway on April 2. He ran in the middle of the pack most of the day before his engine expired, forcing him to finish 40th. Lee Petty, Adam's great-grandfather, and 3-time NASCAR Champion, lived to see his debut, but died just three days afterwards.
On May 12, 2000 Adam was practicing at the New Hampshire International Speedway when his car hit the turn three wall with a great impact. Adam was rushed to the local hospital but could not be revived ending a promising life at an early age. In the following days the outpouring of love and affection from the fans was astounding. Over 18,000 e-mails were received as well as numerous gifts, cards and letters showing just how much Adam affected the lives of racing fans worldwide. His smile and quick wit along with his love of God, family and racing are missed by family, friends and fans everywhere.
Kyle Petty, Adam's father, who drove the #44 car at the time of the crash, drove Adam's #45 car in the Busch (Nationwide) Series for the remainder of 2000. He has used that number since in every series to commemorate Adam’s life. To this day, Kyle drives an all-black car in memory of Adam whenever he races in New Hampshire. Also, Petty does not put his name over the top of his car in honor of Adam.
In October 2000 five months after Adam's death, his family partnered with Paul Newman and the Hole in the Wall Gang Camp to begin the Victory Junction Gang Camp in Randleman, North Carolina, as a memorial to Adam, who always dreamed of helping children with needs. The Victory Junction Gang camp began operation in 2004, and is an official charity of NASCAR.
http://en.wikipedia.org/wiki/Adam_Petty
http://experiencenascar.com/Adam_Petty.htm
Wednesday, November 25, 2009
Glenn "Fireball" Roberts
No matter the age of the racing fan, hear the name “Fireball” when it’s connected to auto racing and imaginations are immediately fueled with visions of a handsome and talented race driver, both intense and cavalier, literally setting the racing world on fire with his speed and derring-do. And that’s not far from the truth. Yet, too many of today’s fans have no idea what kind of race driver or what kind of man it took to earn the name “Fireball” and live up to it.
Edward Glenn Roberts, Jr. was born on January 20, 1929, in Tavares, Florida. He was arguably stock-car racing's first superstar, an immensely popular prototype for some of today's competitors who are stars on and off the track.
Roberts’ fitting, and now legendary nickname wasn't earned in racing. In fact, organized stock car racing apparently wasn’t even a blip on his radar when the name first stuck. It was bestowed upon Roberts for his ability to throw a baseball during his years as a pitcher in youth baseball in Apopka, FL.
He preferred racing over baseball, which surprised some people, entering his first modified race in 1947 at the age of 18 on the Daytona Beach Road Course, he ended up crashing on the ninth lap.
He scored his first NASCAR Grand National (Sprint cup) victory on August 13, 1950, at Hillsboro's Occoneechee Speedway. At the tender age of 21, Roberts spanked the field in only his third career start. And he finished second in points that year.
He didn't win a major race until 1957 when he was first in the Rebel 300 at Darlington.
He scored his first NASCAR Grand National victory on August 13, 1950, at Hillsboro's Occoneechee Speedway. At the tender age of 21, Roberts spanked the field in only his third career start.
Fireball knew aerodynamics. Back in late 1958 NASCAR founder Bill France was just completing his new 2 1/2 mile Daytona International Speedway and had offered a bounty of something like $10,000 for the first driver to go 150 miles an hour on the new high-banked track. The sports editor, Norm Froscher ask. “One hundred and fifty miles an hour?” “Jeez, where's it gonna stop, at 160 or 170 even, what's the limit?“ Roberts didn't hesitate. “When the car gets airborne, that's the limit. As long as you can keep that from happening, there's little limit”
For '58, Roberts accepted a ride with Frank Strickland's Chevrolet team, and won six of his 10 starts. In 1959, Fireball teamed with Pontiac's Smokey Yunick and the pair became the most feared team in NASCAR. A shining example of excellence, Roberts and Yunick set dozens of speed records. Roberts was a master in qualifying, taking nine poles in 17 starts in '59 and '60. He won three races, and would have won several more if the tire companies had been able to produce a rubber compound that could've withstood his heavy right foot.
Despite being one of NASCAR's epic risk takers, Roberts possessed an intangible that many other racers lacked, intelligence. A thinking man's racer, Roberts was a master on the high-speed Daytona International Speedway, winning the summer Firecracker 250 and 400-milers three times in five years. He also captured the 1962 Daytona 500 in a Pontiac groomed by Yunick during the 1962 Daytona Speedweeks events, Roberts compiled a record that is unsurpassed.
But for all he had accomplished, sadly, it is Roberts’ death that makes his life and career seem even more legendary.
Roberts was mulling the prospect of retirement in 1964, having just taken a prominent public relations position with the Falstaff Brewing Co. In what was scheduled to be one of his final race appearances, Roberts entered the May 24 Charlotte World 600. He wanted one last crack at Charlotte Motor Speedway, the only superspeedway in the South where he had failed to score a win. Roberts had qualified in the eleventh position and started in the middle of the pack. When he, Ned Jarrett, and Junior Johnson crashed. Fireball's car landed on its roof, and flaming gasoline filled the cockpit. Ned pulled him out of the car, and he was rushed to the hospital with burns over 80% of his body.
He would eventually succumb to severe burns. From that fiery crash of May 24 he would hang on until slipping away from complications due to pneumonia on 39 days later on July 2, 1964.
The death of Fireball Roberts left its mark on Lorenzen, though. Lorenzen points to his friend's death as a major reason he retired early from stock car racing. Had Fireball lived, who knows how many more wins might have been made by the two men, and how many Championships might have been earned between them?
Of course, Roberts' fame was based on what he did when he got behind like some of his major victories like the Daytona 500, Firecracker 250, Dixie 400, and the Firecracker 400, and is perhaps the greatest driver never to win a NASCAR title.
Statistics Despite having his career cut short and having never won a Grand National title, Fireball Roberts was named one of NASCAR's 50 Greatest Drivers. Other career awards include induction into the International Motorsports Hall of Fame in 1990, and the Motorsports Hall of Fame of America in 1995.
http://www.nascar.com/news/features/groberts.hof.bio/
http://www.imdb.com/name/nm1266895/bio
http://www.hickoksports.com/biograph/robertsfireball.shtml
http://nascar-gas.com/bio-froberts.htm
http://www.squidoo.com/fireball-roberts
Edward Glenn Roberts, Jr. was born on January 20, 1929, in Tavares, Florida. He was arguably stock-car racing's first superstar, an immensely popular prototype for some of today's competitors who are stars on and off the track.
Roberts’ fitting, and now legendary nickname wasn't earned in racing. In fact, organized stock car racing apparently wasn’t even a blip on his radar when the name first stuck. It was bestowed upon Roberts for his ability to throw a baseball during his years as a pitcher in youth baseball in Apopka, FL.
He preferred racing over baseball, which surprised some people, entering his first modified race in 1947 at the age of 18 on the Daytona Beach Road Course, he ended up crashing on the ninth lap.
He scored his first NASCAR Grand National (Sprint cup) victory on August 13, 1950, at Hillsboro's Occoneechee Speedway. At the tender age of 21, Roberts spanked the field in only his third career start. And he finished second in points that year.
He didn't win a major race until 1957 when he was first in the Rebel 300 at Darlington.
He scored his first NASCAR Grand National victory on August 13, 1950, at Hillsboro's Occoneechee Speedway. At the tender age of 21, Roberts spanked the field in only his third career start.
Fireball knew aerodynamics. Back in late 1958 NASCAR founder Bill France was just completing his new 2 1/2 mile Daytona International Speedway and had offered a bounty of something like $10,000 for the first driver to go 150 miles an hour on the new high-banked track. The sports editor, Norm Froscher ask. “One hundred and fifty miles an hour?” “Jeez, where's it gonna stop, at 160 or 170 even, what's the limit?“ Roberts didn't hesitate. “When the car gets airborne, that's the limit. As long as you can keep that from happening, there's little limit”
For '58, Roberts accepted a ride with Frank Strickland's Chevrolet team, and won six of his 10 starts. In 1959, Fireball teamed with Pontiac's Smokey Yunick and the pair became the most feared team in NASCAR. A shining example of excellence, Roberts and Yunick set dozens of speed records. Roberts was a master in qualifying, taking nine poles in 17 starts in '59 and '60. He won three races, and would have won several more if the tire companies had been able to produce a rubber compound that could've withstood his heavy right foot.
Despite being one of NASCAR's epic risk takers, Roberts possessed an intangible that many other racers lacked, intelligence. A thinking man's racer, Roberts was a master on the high-speed Daytona International Speedway, winning the summer Firecracker 250 and 400-milers three times in five years. He also captured the 1962 Daytona 500 in a Pontiac groomed by Yunick during the 1962 Daytona Speedweeks events, Roberts compiled a record that is unsurpassed.
But for all he had accomplished, sadly, it is Roberts’ death that makes his life and career seem even more legendary.
Roberts was mulling the prospect of retirement in 1964, having just taken a prominent public relations position with the Falstaff Brewing Co. In what was scheduled to be one of his final race appearances, Roberts entered the May 24 Charlotte World 600. He wanted one last crack at Charlotte Motor Speedway, the only superspeedway in the South where he had failed to score a win. Roberts had qualified in the eleventh position and started in the middle of the pack. When he, Ned Jarrett, and Junior Johnson crashed. Fireball's car landed on its roof, and flaming gasoline filled the cockpit. Ned pulled him out of the car, and he was rushed to the hospital with burns over 80% of his body.
He would eventually succumb to severe burns. From that fiery crash of May 24 he would hang on until slipping away from complications due to pneumonia on 39 days later on July 2, 1964.
The death of Fireball Roberts left its mark on Lorenzen, though. Lorenzen points to his friend's death as a major reason he retired early from stock car racing. Had Fireball lived, who knows how many more wins might have been made by the two men, and how many Championships might have been earned between them?
Of course, Roberts' fame was based on what he did when he got behind like some of his major victories like the Daytona 500, Firecracker 250, Dixie 400, and the Firecracker 400, and is perhaps the greatest driver never to win a NASCAR title.
Statistics Despite having his career cut short and having never won a Grand National title, Fireball Roberts was named one of NASCAR's 50 Greatest Drivers. Other career awards include induction into the International Motorsports Hall of Fame in 1990, and the Motorsports Hall of Fame of America in 1995.
http://www.nascar.com/news/features/groberts.hof.bio/
http://www.imdb.com/name/nm1266895/bio
http://www.hickoksports.com/biograph/robertsfireball.shtml
http://nascar-gas.com/bio-froberts.htm
http://www.squidoo.com/fireball-roberts
Tuesday, November 24, 2009
Jimmie Johnson
Stock-car racing fans may be scratching their heads for a while over NASCAR’s four-time top gun. Sprint Cup champ Jimmie Johnson is not your father’s good ol' boy. A California desert rat that began his career on two wheels, he was in his twenties before he actually raced a car on pavement. Jimmie is good looking, well mannered, articulate and congenial. He may be nothing like the cartoon-character drivers that the folks in the infield love, but even they have to admit, when it comes to getting lucky, no one can do a better job than Jimmie.
In 1992, Jimmie won his first of three-straight stadium motocross championships in the Mickey Thompson Entertainment Group Stadium Racing Series. The following year, supercross legend Rick Johnson (no relation) introduced him to Herb Fishel of GM Racing during an event at the L.A. Coliseum. Fishel agreed to back Jimmie in off-road buggy and truck racing, and the teenager was soon one of the top drivers on the Short Course Off-Road Drivers Association (SODA) Series and the SCORE Desert Series.
Johnson's truck-racing career was fraught with ups and downs. During the 1994 Baja 1000 endurance race, Johnson, after 20 hours of racing, fell asleep behind the wheel in the middle of the Mexican desert, flipping his vehicle into a sand wash. Johnson and his co-driver were rescued two days later. For days, Johnson stewed over the mistake. From that day forward, Johnson strove to be a cleaner, more precise driver.
Johnson left California in 1996, when he was 21, and headed to Charlotte, North Carolina, hoping to forge a connection with race team owners. He was patient and persistent in his efforts. "I would go to places where I knew crew guys ate lunch and I'd sit there all through lunch just trying to meet people," Johnson told Sports Illustrated’s Lars Anderson.
In 1998, Jimmie graduated to the American Speed Association Grand National circuit. He was named Rookie of the Year after finishing fourth in points. A year later, he finished third in the standings.
In 1999, he started five Busch (Nationwide) Series races, led 22 laps and collected one top-10 finish.
Jimmie became a full-time Busch (Nationwide) Series competitor in 2000. Though he did not record a Top 5 finish in 29 starts, he still wound up 10th in the standings. Jimmie admittedly did not have much asphalt experience, but he was a fast learner and an intuitive analyst when his machine wasn’t feeling right. He seemed to grow with each race.
In 2001, he made his Winston (Sprint) cup series debut with three starts; he had his best finish that year at Homestead-Miami speedway with a finish of 25th. He also finished 8th in Busch (Nationwide) series points, driving for Herzog Motorsports.
Also fueling interest in Jimmie’s breakthrough season in 2002 was his rivalry with fellow rookie Ryan Newman. It had been a long time since two first-timers had challenged for the championship in the same season. Jimmie, however, did not win NASCAR Rookie of the Year. Although he would out-point Newman, and finish 5th in the Winston (Sprint) cup championship points, the award was based on each driver's best 15 finishes. Newman beat him out.
In 2003 Jimmie finished second in Winston (Sprint) cup series points. He spent all 36 weeks in the standings' top 10, the only driver to do so that year. His season highlight was winning the rain-shortened Coca-Cola 600 in Charlotte in May, one week after winning the All-Star event, which was also in Charlotte. He again swept season events, but this time at New Hampshire. He ended this miraculous season by finishing in the top three in the last six events to secure runner-up finish in Winston (Sprint) cup series championship.
In 2004 he again finished second in the Nextel (Sprint) cup series points standings. He finished second only by eight points behind champion Kurt Busch, in the closest championship finish in Cup history. Jimmie led the points championship for nine weeks during that season. He also led series in wins with eight, and top-fives with 20. He started the ten race chase fifth in the standings, and dropped to ninth after first three races. He rallied by winning four of the year's last six races including three consecutive (Charlotte-Martinsville-Atlanta). This year he had three season sweeps, winning both events held at Darlington, Charlotte, and Pocono. His string of 70 consecutive weeks in the top 10 ended in Week 2, after a 41st place finish at Rockingham.
His last year without a championship to date was 2005. In that year he finished fifth in series points, won four races, including the season sweep at Charlotte, which included a third consecutive Coca-Cola 600 win. Johnson is the first driver to win three consecutive Coca-Cola 600s. His other two victories came at the September events at Dover and Las Vegas.
In 2006, the title came down to the final race and a nail-biting finish. Before the start of the season-ending Ford 400 at the Homestead-Miami Speedway, Johnson knew a 12th-place finish would be good enough for the title. For Johnson and his crew, the race should have been fairly stress-free. However, flying debris ripped a hole in his car's nose causing an unexpected and lengthy pit stop near the start of the race. When Johnson re-entered the race after the repairs, he found himself in 40th place. Bit by bit, Johnson edged his way up through the field of drivers to finish ninth, earning enough points to win the title. "I worked my whole life for this," Johnson said after winning the Nextel (Sprint) Cup, according to the Miami Herald. "That weight fell off my shoulders. We've worked so hard to get to this point and we didn't want to let this one slip away”. He won his 1st of 4 straight Sprint Cup series titles to date. He finished that year with five wins, 13 top-fives, and a series leading 24 top 10s and one pole. He spent all 36 weeks of the season in the top 10.
In 2007 he was one of only 14 drivers in the 58 seasons of NASCAR to win two consecutive series titles. He finished the year with 10 wins, 20 top-fives, 24 top-10s and four poles. He was the first since Gordon in 1998 to win 10 races in a season. Four consecutive wins late in the Chase solidified his legendary title run.
One question was one everyone's mind heading into 2008: Could Jimmie make it three in a row? He was just 40 points out of first place when the Sprint cup Chase for the Championship began. The third event of the Chase, at the Kansas Speedway, saw Jimmie win his first of four races during a five-event stretch. After victories at Lowe’s Speedway, Martinsville and Atlanta, he had a whopping 183-point lead. A win in the second-to-last race, the Checker O'Reilly Auto Parts 500, all but assured him of a third straight NASCAR title. The only driver who could catch Jimmie was Edwards. He did is best, winning the season-concluding Ford 400 in Homestead. Jimmie, however, was to strong and won a third consecutive championship. Tying the great Cale Yarborough (1976-1978).
The 2009 season promised to be another campaign of front-running, especially after NASCAR announced its new double-file restart policy. Jimmie had always been good in restarts, and this reconfiguration favored him every time a caution flag came out. In all, Jimmie won seven Sprint Cup races in 2009 and earned over $7.3 million. This one was not the easiest, nor the hardest to win with teammate Mark Martin breathing down his neck the whole time but finally fading in the last race.
At this point, it’s fair to say that Jimmie and Hendrick Motorsports have mastered the Chase for the Cup system. Jimmie and his crew spend the year refining their approach and getting their car running right and tight—and then blow through the final 10 races. For skill, consistency, and knowledge, there may never have been a team better suited to dominate in NASCAR’s modern era. In 2009 Hendrick Motorsports got a 1-2-3 finish in the points for the first time ever with, 1) Jimmie Johnson, 2) Mark Martin, 3) Jeff Gordon.
Jimmie Johnson: A Desert Rat's Race To NASCAR Stardom
Hendrick Motorsports Team 48
NASCAR.com Driver Profile: Jimmie Johnson
Encyclopedia of World Biographies: Jimmie Johnson
Jock Bio: Jimmie Johnson
In 1992, Jimmie won his first of three-straight stadium motocross championships in the Mickey Thompson Entertainment Group Stadium Racing Series. The following year, supercross legend Rick Johnson (no relation) introduced him to Herb Fishel of GM Racing during an event at the L.A. Coliseum. Fishel agreed to back Jimmie in off-road buggy and truck racing, and the teenager was soon one of the top drivers on the Short Course Off-Road Drivers Association (SODA) Series and the SCORE Desert Series.
Johnson's truck-racing career was fraught with ups and downs. During the 1994 Baja 1000 endurance race, Johnson, after 20 hours of racing, fell asleep behind the wheel in the middle of the Mexican desert, flipping his vehicle into a sand wash. Johnson and his co-driver were rescued two days later. For days, Johnson stewed over the mistake. From that day forward, Johnson strove to be a cleaner, more precise driver.
Johnson left California in 1996, when he was 21, and headed to Charlotte, North Carolina, hoping to forge a connection with race team owners. He was patient and persistent in his efforts. "I would go to places where I knew crew guys ate lunch and I'd sit there all through lunch just trying to meet people," Johnson told Sports Illustrated’s Lars Anderson.
In 1998, Jimmie graduated to the American Speed Association Grand National circuit. He was named Rookie of the Year after finishing fourth in points. A year later, he finished third in the standings.
In 1999, he started five Busch (Nationwide) Series races, led 22 laps and collected one top-10 finish.
Jimmie became a full-time Busch (Nationwide) Series competitor in 2000. Though he did not record a Top 5 finish in 29 starts, he still wound up 10th in the standings. Jimmie admittedly did not have much asphalt experience, but he was a fast learner and an intuitive analyst when his machine wasn’t feeling right. He seemed to grow with each race.
In 2001, he made his Winston (Sprint) cup series debut with three starts; he had his best finish that year at Homestead-Miami speedway with a finish of 25th. He also finished 8th in Busch (Nationwide) series points, driving for Herzog Motorsports.
Also fueling interest in Jimmie’s breakthrough season in 2002 was his rivalry with fellow rookie Ryan Newman. It had been a long time since two first-timers had challenged for the championship in the same season. Jimmie, however, did not win NASCAR Rookie of the Year. Although he would out-point Newman, and finish 5th in the Winston (Sprint) cup championship points, the award was based on each driver's best 15 finishes. Newman beat him out.
In 2003 Jimmie finished second in Winston (Sprint) cup series points. He spent all 36 weeks in the standings' top 10, the only driver to do so that year. His season highlight was winning the rain-shortened Coca-Cola 600 in Charlotte in May, one week after winning the All-Star event, which was also in Charlotte. He again swept season events, but this time at New Hampshire. He ended this miraculous season by finishing in the top three in the last six events to secure runner-up finish in Winston (Sprint) cup series championship.
In 2004 he again finished second in the Nextel (Sprint) cup series points standings. He finished second only by eight points behind champion Kurt Busch, in the closest championship finish in Cup history. Jimmie led the points championship for nine weeks during that season. He also led series in wins with eight, and top-fives with 20. He started the ten race chase fifth in the standings, and dropped to ninth after first three races. He rallied by winning four of the year's last six races including three consecutive (Charlotte-Martinsville-Atlanta). This year he had three season sweeps, winning both events held at Darlington, Charlotte, and Pocono. His string of 70 consecutive weeks in the top 10 ended in Week 2, after a 41st place finish at Rockingham.
His last year without a championship to date was 2005. In that year he finished fifth in series points, won four races, including the season sweep at Charlotte, which included a third consecutive Coca-Cola 600 win. Johnson is the first driver to win three consecutive Coca-Cola 600s. His other two victories came at the September events at Dover and Las Vegas.
In 2006, the title came down to the final race and a nail-biting finish. Before the start of the season-ending Ford 400 at the Homestead-Miami Speedway, Johnson knew a 12th-place finish would be good enough for the title. For Johnson and his crew, the race should have been fairly stress-free. However, flying debris ripped a hole in his car's nose causing an unexpected and lengthy pit stop near the start of the race. When Johnson re-entered the race after the repairs, he found himself in 40th place. Bit by bit, Johnson edged his way up through the field of drivers to finish ninth, earning enough points to win the title. "I worked my whole life for this," Johnson said after winning the Nextel (Sprint) Cup, according to the Miami Herald. "That weight fell off my shoulders. We've worked so hard to get to this point and we didn't want to let this one slip away”. He won his 1st of 4 straight Sprint Cup series titles to date. He finished that year with five wins, 13 top-fives, and a series leading 24 top 10s and one pole. He spent all 36 weeks of the season in the top 10.
In 2007 he was one of only 14 drivers in the 58 seasons of NASCAR to win two consecutive series titles. He finished the year with 10 wins, 20 top-fives, 24 top-10s and four poles. He was the first since Gordon in 1998 to win 10 races in a season. Four consecutive wins late in the Chase solidified his legendary title run.
One question was one everyone's mind heading into 2008: Could Jimmie make it three in a row? He was just 40 points out of first place when the Sprint cup Chase for the Championship began. The third event of the Chase, at the Kansas Speedway, saw Jimmie win his first of four races during a five-event stretch. After victories at Lowe’s Speedway, Martinsville and Atlanta, he had a whopping 183-point lead. A win in the second-to-last race, the Checker O'Reilly Auto Parts 500, all but assured him of a third straight NASCAR title. The only driver who could catch Jimmie was Edwards. He did is best, winning the season-concluding Ford 400 in Homestead. Jimmie, however, was to strong and won a third consecutive championship. Tying the great Cale Yarborough (1976-1978).
The 2009 season promised to be another campaign of front-running, especially after NASCAR announced its new double-file restart policy. Jimmie had always been good in restarts, and this reconfiguration favored him every time a caution flag came out. In all, Jimmie won seven Sprint Cup races in 2009 and earned over $7.3 million. This one was not the easiest, nor the hardest to win with teammate Mark Martin breathing down his neck the whole time but finally fading in the last race.
At this point, it’s fair to say that Jimmie and Hendrick Motorsports have mastered the Chase for the Cup system. Jimmie and his crew spend the year refining their approach and getting their car running right and tight—and then blow through the final 10 races. For skill, consistency, and knowledge, there may never have been a team better suited to dominate in NASCAR’s modern era. In 2009 Hendrick Motorsports got a 1-2-3 finish in the points for the first time ever with, 1) Jimmie Johnson, 2) Mark Martin, 3) Jeff Gordon.
Jimmie Johnson: A Desert Rat's Race To NASCAR Stardom
Hendrick Motorsports Team 48
NASCAR.com Driver Profile: Jimmie Johnson
Encyclopedia of World Biographies: Jimmie Johnson
Jock Bio: Jimmie Johnson
Saturday, November 21, 2009
Dale Jarrett
Dale Jarrett is a natural born athlete. Offered a golf scholarship to the University of South Carolina, Dale turned them down in order to follow in his father's footsteps. Fortunately for NASCAR fans, his father is Ned Jarrett, two-time NASCAR Winston (Sprint) Cup Champion.
Jarrett began racing in 1977 at Hickory Motor Speedway, a track his father owned. In his first race he started in last but worked his way up to a 9th place finish.
In 1982, he became a charter driver in the new Busch (Nationwide) Series and finished sixth in points.
In 1984, while still a full-time Busch (Nationwide) Series driver, Jarrett finished 14th in his NASCAR Winston (Sprint) Cup Series debut at Martinsville Speedway.
He earned his first career Nationwide Series win in August 1986 at Orange County Speedway in Rougemont, N.C.
In 1987, Jarrett replaced Tommy Ellis in the #18 Chevrolet owned by Eric Freelander early in the season. Running a primarily-unsponsored car, he had two tenth-place finishes and ended the season 26th in points, second to Davey Allison for Rookie of the Year honors.
He ran every race of the 1988, despite running with various teams. He made most of his starts in the #29 Hardee's Oldsmobile owned by Cale Yarborough, finishing eighth at Riverside International Raceway. He also ran races for Buddy Arrington and Hoss Ellington that season, finishing twenty-third in the final standings. He also was named one of NASCAR's 50 Greatest Drivers.
He ran the entire season for Yarborough in 1989, posting five top-ten finishes, including two fifth-place runs.
The Newton-Conover, N.C., native, earned his first NASCAR Cup Series victory in August 1991 at Michigan International Speedway in a car owned by the famed Wood Brothers.
In 1992, Jarrett left the Wood Brothers to drive the #18 Interstate Batteries Chevy for the fledging Joe Gibbs Racing team. In their first year of competition, Jarrett had two top-fives but dropped to nineteenth in points. Jarrett won the 1993 Daytona 500 over Dale Earnhardt (commonly referred to as "The Dale and Dale Show") in a race called by his father Ned. While he did not win again that season, Jarrett had a total of thirteen top-fives and finished fourth in the final standings.
He joined forces with Robert Yates Racing as a replacement for the injured Ernie Irvan and the next year, he won a personal-best seven races and finished second in the Winston (Sprint) Cup drivers standings.
Dale won the 1999 NASCAR Winston (Sprint) cup series championship as his dad called the race from the ESPN booth for his second-to-last year.
He won his third Daytona 500 in 2000, again with Joe Gibbs racing.
In 2003, Jarrett began the season by winning at North Carolina Speedway, but only posted five more top-ten finishes, relegating him to 26th in the final standings. He rebounded in 2004 to finish 15th in points, despite not winning a race. In 2005, Jarrett got his most recent win at Talladega Superspeedway.
During the 2006 season, Jarrett had four top-ten finishes, with a best finish of fourth at Kansas. His best starting position was second and he finished 23rd in points.
In the 2007 season, Dale Jarrett and his sponsor UPS left Robert Yates Racing and joined the newly formed team of Michael Waltrip Racing. The three-time Daytona 500 winner made his television debut in 2007 as an analyst ESPN during Nationwide races.
He retired from driving five races into the 2008 season and became ESPN’s lead NASCAR analyst.
Jarrett retired with 32 NASCAR Sprint Cup and 11 NASCAR Nationwide Series wins.
Dale Jarrett Biography (Book)
About.com Page On Dale Jarrett
Jarrett began racing in 1977 at Hickory Motor Speedway, a track his father owned. In his first race he started in last but worked his way up to a 9th place finish.
In 1982, he became a charter driver in the new Busch (Nationwide) Series and finished sixth in points.
In 1984, while still a full-time Busch (Nationwide) Series driver, Jarrett finished 14th in his NASCAR Winston (Sprint) Cup Series debut at Martinsville Speedway.
He earned his first career Nationwide Series win in August 1986 at Orange County Speedway in Rougemont, N.C.
In 1987, Jarrett replaced Tommy Ellis in the #18 Chevrolet owned by Eric Freelander early in the season. Running a primarily-unsponsored car, he had two tenth-place finishes and ended the season 26th in points, second to Davey Allison for Rookie of the Year honors.
He ran every race of the 1988, despite running with various teams. He made most of his starts in the #29 Hardee's Oldsmobile owned by Cale Yarborough, finishing eighth at Riverside International Raceway. He also ran races for Buddy Arrington and Hoss Ellington that season, finishing twenty-third in the final standings. He also was named one of NASCAR's 50 Greatest Drivers.
He ran the entire season for Yarborough in 1989, posting five top-ten finishes, including two fifth-place runs.
The Newton-Conover, N.C., native, earned his first NASCAR Cup Series victory in August 1991 at Michigan International Speedway in a car owned by the famed Wood Brothers.
In 1992, Jarrett left the Wood Brothers to drive the #18 Interstate Batteries Chevy for the fledging Joe Gibbs Racing team. In their first year of competition, Jarrett had two top-fives but dropped to nineteenth in points. Jarrett won the 1993 Daytona 500 over Dale Earnhardt (commonly referred to as "The Dale and Dale Show") in a race called by his father Ned. While he did not win again that season, Jarrett had a total of thirteen top-fives and finished fourth in the final standings.
He joined forces with Robert Yates Racing as a replacement for the injured Ernie Irvan and the next year, he won a personal-best seven races and finished second in the Winston (Sprint) Cup drivers standings.
Dale won the 1999 NASCAR Winston (Sprint) cup series championship as his dad called the race from the ESPN booth for his second-to-last year.
He won his third Daytona 500 in 2000, again with Joe Gibbs racing.
In 2003, Jarrett began the season by winning at North Carolina Speedway, but only posted five more top-ten finishes, relegating him to 26th in the final standings. He rebounded in 2004 to finish 15th in points, despite not winning a race. In 2005, Jarrett got his most recent win at Talladega Superspeedway.
During the 2006 season, Jarrett had four top-ten finishes, with a best finish of fourth at Kansas. His best starting position was second and he finished 23rd in points.
In the 2007 season, Dale Jarrett and his sponsor UPS left Robert Yates Racing and joined the newly formed team of Michael Waltrip Racing. The three-time Daytona 500 winner made his television debut in 2007 as an analyst ESPN during Nationwide races.
He retired from driving five races into the 2008 season and became ESPN’s lead NASCAR analyst.
Jarrett retired with 32 NASCAR Sprint Cup and 11 NASCAR Nationwide Series wins.
Dale Jarrett Biography (Book)
About.com Page On Dale Jarrett
Friday, November 20, 2009
Joe Nemechek
Joseph Frank Nemechek III was born on September 26th of 1963 in Lakeland, Florida, where he also began racing motorcycles. Nemechek is from Florida, the land of the birth of NASCAR and influential people such as the France’s, and Fireball Roberts.
Joe Nemechek’s racing career began when he started racing motor cross at the age of 13, and before he was 19 he accomplished over 300 podium finishes. During Nemechek’s time at the Florida Institute of Technology, he raced motor-cross. While soon afterwards Nemechek switched to racing Mini Stock cars at Lakeland Speedway in 1987, at which he won the Rookie of the Year in the Mulco Industries Volkswagen.
In 1988 Nemechek joined the ranks of the United Stockcar Alliance Late Model Series and won the Rookie of the Year title, along with the championship.
In 1989 Nemechek entered the All Pro Late Model Series, and in June won his first race at the I-95 Speedway on his way to winning the Rookie of the Year, along with the championship in his self-owned Buick.
By 1990, Nemechek already had a wide reputation among the racing scene, specifically in the south-east where he won many races, so he moved up to the NASCAR Busch (Nationwide) Series with his own team, NEMCO Motorsports, based out of Mooresville, North Carolina, where he won the Rookie of the Year again.
1991 was Nemechek’s first of three years in the NASCAR Busch (Nationwide) Series of top ten point finishes, with a 6th place finish with sixteen top ten finishes through thirty-one races while driving for himself, while even sponsor less for eight races.
1992 was the year of Nemechek’s first championship at the NASCAR ranks, by winning the championship in the Busch (Nationwide) Series while driving for himself. At the same time of his championship winning run, he was gaining popularity among the fans, and by the end of the year they felt that he deserved the Most Popular Driver award among the NASCAR Busch (Nationwide) Series drivers, being the first of two in a row that he won.
The last year of Nemechek’s top ten points finishes was in 1993 when he finished 5th while driving his self-owned Dentyne Chevrolet through the 28 race season.
In 1994 Nemechek moved up to the NASCAR Winston (Sprint) Cup driving for Larry Hedrick in his Meineke Chevrolet, qualifying for every race except for the Daytona 500 and the first race at North Wilkesboro, finishing 27th in points.
In 1997, the Nemechek family suffered a loss, as during the Craftsman (Camping World) Truck Series race at Homestead Joe’s brother, John, was killed. Joe’s next win after his brother’s death was at Charlotte Motor Speedway at the Carquest Auto Parts 300 in the Busch (Nationwide) Series, leading 134 of 200 laps in his Bell South Mobility Chevrolet. Joe said about the win “We've had a lot of tough times and a lot has happened in our life this year . . . But this one was for John. He was watching over me. Losing my best friend . . . my brother . . . a part of our family . . . to come back here to Victory Lane, I just wish he was here with me." Three years later when Joe’s first child was born with his wife Andrea, they named him after his brother, John Hunter Nemechek.
At the 1999 Jiffy Lube 300 at the New Hampshire International Speedway, Nemechek earned his first NASCAR Winston (Sprint) Cup win, while driving for Felix Sabates in the Bell South #42, leading 72 of the 300 laps. Also in 1999 Joe won three poles in the Winston (Sprint) Cup Series alone, to earn him the nickname "Front Row Joe."
In 2001, Nemechek decided to share his #87 NEMCO Motorsports car with Ron Fellows and Dale Earnhardt Jr. for a total of two races. He also won his second NASCAR Winston (Sprint) Cup race at North Carolina Speedway (later Rockingham Speedway) at the Pop Secret 400 where he dominated 196 laps and won in Andy Petree’s Oakwood Home #33.
2003 saw Nemechek’s second NEMCO car win five races, and eight poles in the NASCAR Busch (Nationwide) Series with the combined efforts of himself, Greg Biffle, and David Reutimann. Also in this season, Nemechek reached an opportunity that many only dream about, when he started driving for Hendrick Motorsports in the #25 UAW-Delphi Chevrolet. This team swap turned out to be very beneficial when just eleven races into the season he won the Pontiac Excitement 400 at Richmond International Raceway. Even through a great season of six top tens, and the win at Richmond International Raceway, the end of the season was an announcement that he would move to MB2 Motorsports driving the #01 U.S. Army Chevrolet in the 2004 season.
In October of 2004, Nemechek won at the Kansas Speedway in both the Busch (Nationwide) Series and the Nextel (Sprint) Cup Series, and winning the pole in the Cup race. These wins were the last races Nemechek has won to date.
Joe continued to drive for MB2 in the #01 in 2005 and 2006 until moving to Booby Ginn’s racing operation in 2007 in the #13 for half the season until after a one-race stint with E&M Motorsports, he moved to Furniture Row Motorsports in the #78 after the 25th race of the season at California Speedway.
In 2008 Nemechek accomplished qualifying for every race excluding four driving for Furniture Row, again in the #78, though rarely accomplishing the full distance of a race.
Since 2009, Nemechek has been racing the self-owned NEMCO Motorsports #87 full time in both the NASCAR Nationwide and Sprint Cup Series, while in many races he is forced to start and park. When asked why he still races, even through the financial struggles, he states “I love to race,” without hesitation. “I look around at a lot of these other drivers out here, you could probably name one or two that would do it if they were in the position I was in, but most of them wouldn’t have any part of it. I think it just shows how much I love to do what I do.” Nemechek has not had a top ten since 2007 in the Sprint Cup Series but in 2011 Nemechek had three top tens and one top five accomplishing his best season since 2005.
The History of Joe Nemechek
About Joe
Joe Nemechek: 'I love to race'
Joe Nemechek Wins Race For Late Brother
Joe Nemechek Statistics
Nemechek Earns First All Pro Victory
Porter Wins Sunday Races
Joe Nemechek’s racing career began when he started racing motor cross at the age of 13, and before he was 19 he accomplished over 300 podium finishes. During Nemechek’s time at the Florida Institute of Technology, he raced motor-cross. While soon afterwards Nemechek switched to racing Mini Stock cars at Lakeland Speedway in 1987, at which he won the Rookie of the Year in the Mulco Industries Volkswagen.
In 1988 Nemechek joined the ranks of the United Stockcar Alliance Late Model Series and won the Rookie of the Year title, along with the championship.
In 1989 Nemechek entered the All Pro Late Model Series, and in June won his first race at the I-95 Speedway on his way to winning the Rookie of the Year, along with the championship in his self-owned Buick.
By 1990, Nemechek already had a wide reputation among the racing scene, specifically in the south-east where he won many races, so he moved up to the NASCAR Busch (Nationwide) Series with his own team, NEMCO Motorsports, based out of Mooresville, North Carolina, where he won the Rookie of the Year again.
1991 was Nemechek’s first of three years in the NASCAR Busch (Nationwide) Series of top ten point finishes, with a 6th place finish with sixteen top ten finishes through thirty-one races while driving for himself, while even sponsor less for eight races.
1992 was the year of Nemechek’s first championship at the NASCAR ranks, by winning the championship in the Busch (Nationwide) Series while driving for himself. At the same time of his championship winning run, he was gaining popularity among the fans, and by the end of the year they felt that he deserved the Most Popular Driver award among the NASCAR Busch (Nationwide) Series drivers, being the first of two in a row that he won.
The last year of Nemechek’s top ten points finishes was in 1993 when he finished 5th while driving his self-owned Dentyne Chevrolet through the 28 race season.
In 1994 Nemechek moved up to the NASCAR Winston (Sprint) Cup driving for Larry Hedrick in his Meineke Chevrolet, qualifying for every race except for the Daytona 500 and the first race at North Wilkesboro, finishing 27th in points.
In 1997, the Nemechek family suffered a loss, as during the Craftsman (Camping World) Truck Series race at Homestead Joe’s brother, John, was killed. Joe’s next win after his brother’s death was at Charlotte Motor Speedway at the Carquest Auto Parts 300 in the Busch (Nationwide) Series, leading 134 of 200 laps in his Bell South Mobility Chevrolet. Joe said about the win “We've had a lot of tough times and a lot has happened in our life this year . . . But this one was for John. He was watching over me. Losing my best friend . . . my brother . . . a part of our family . . . to come back here to Victory Lane, I just wish he was here with me." Three years later when Joe’s first child was born with his wife Andrea, they named him after his brother, John Hunter Nemechek.
At the 1999 Jiffy Lube 300 at the New Hampshire International Speedway, Nemechek earned his first NASCAR Winston (Sprint) Cup win, while driving for Felix Sabates in the Bell South #42, leading 72 of the 300 laps. Also in 1999 Joe won three poles in the Winston (Sprint) Cup Series alone, to earn him the nickname "Front Row Joe."
In 2001, Nemechek decided to share his #87 NEMCO Motorsports car with Ron Fellows and Dale Earnhardt Jr. for a total of two races. He also won his second NASCAR Winston (Sprint) Cup race at North Carolina Speedway (later Rockingham Speedway) at the Pop Secret 400 where he dominated 196 laps and won in Andy Petree’s Oakwood Home #33.
2003 saw Nemechek’s second NEMCO car win five races, and eight poles in the NASCAR Busch (Nationwide) Series with the combined efforts of himself, Greg Biffle, and David Reutimann. Also in this season, Nemechek reached an opportunity that many only dream about, when he started driving for Hendrick Motorsports in the #25 UAW-Delphi Chevrolet. This team swap turned out to be very beneficial when just eleven races into the season he won the Pontiac Excitement 400 at Richmond International Raceway. Even through a great season of six top tens, and the win at Richmond International Raceway, the end of the season was an announcement that he would move to MB2 Motorsports driving the #01 U.S. Army Chevrolet in the 2004 season.
In October of 2004, Nemechek won at the Kansas Speedway in both the Busch (Nationwide) Series and the Nextel (Sprint) Cup Series, and winning the pole in the Cup race. These wins were the last races Nemechek has won to date.
Joe continued to drive for MB2 in the #01 in 2005 and 2006 until moving to Booby Ginn’s racing operation in 2007 in the #13 for half the season until after a one-race stint with E&M Motorsports, he moved to Furniture Row Motorsports in the #78 after the 25th race of the season at California Speedway.
In 2008 Nemechek accomplished qualifying for every race excluding four driving for Furniture Row, again in the #78, though rarely accomplishing the full distance of a race.
Since 2009, Nemechek has been racing the self-owned NEMCO Motorsports #87 full time in both the NASCAR Nationwide and Sprint Cup Series, while in many races he is forced to start and park. When asked why he still races, even through the financial struggles, he states “I love to race,” without hesitation. “I look around at a lot of these other drivers out here, you could probably name one or two that would do it if they were in the position I was in, but most of them wouldn’t have any part of it. I think it just shows how much I love to do what I do.” Nemechek has not had a top ten since 2007 in the Sprint Cup Series but in 2011 Nemechek had three top tens and one top five accomplishing his best season since 2005.
The History of Joe Nemechek
About Joe
Joe Nemechek: 'I love to race'
Joe Nemechek Wins Race For Late Brother
Joe Nemechek Statistics
Nemechek Earns First All Pro Victory
Porter Wins Sunday Races
Thursday, November 19, 2009
Junior Johnson
Robert Glenn Johnson Jr. was born June 28th, 1931 in Ingle Hollow, North Carolina, just a few miles away from the area that the North Wilkesboro Speedway would be built. Due to Johnson being the second generation Robert Glenn Johnson, people decided to simply call him Junior. This name stuck and from his childhood on Junior Johnson has been known as Junior Johnson.
The first time Johnson really showed potential behind the wheel of a car was back in 1945. Johnson's father had began moonshining to be able to feed his family in the early 1940's and by the age of 14 had the younger Johnson driving his car to make "runs," or making the shipment of their moonshine all over the mountains of eastern North Carolina. The Johnson family did not farm during the time, which was the normal way to make a living in that area in that time, because of the price of the equipment involved. Instead they decided to go the illegal route and distribute moonshine, which slowly was tuning Johnson's driving ability.
By the time the 1950's rolled around Junior had grown in infamy across the state for his ability to outrun law enforcing officials in any situation. Not only did Johnson have a great driving ability, he also had some tricks up his sleeve in how to escape the cops. Johnson carried a cop siren in his car which he used at one point to confuse cops into breaking up a road block at a bridge. Also, Johnson created the now famous Bootleg Turn where he would turn the car sharply to the left, put it in a low gear making the car turn 180-degrees. These actions would put Johnson into a direct game of chicken with the law, and Johnson got away with it every time.
By 1953 NASCAR was growing into a reputable organization for racers to come show their talent, while making a small amount of money in the process. NASCAR was moving into more and more small local dirt tracks across North Carolina, which attracted Junior and many other moonshiners across the state. So with motivation from his brother Fred, Junior started his first NASCAR Grand National (Sprint Cup) race at Darlington Raceway in South Carolina. Johnson ended up crashing out of this race only 220 laps in, but managed to take home a respectable $110.
The Darlington race sparked Junior's interest in NASCAR and in 1954 the young 23 year old Johnson started four more races in the Grand National (Sprint Cup) series. His first was at Hickory Motor Speedway, where he finished an impressive 5th place driving a new 1954 Hudson. The second race he participated in had 63 cars start the race at Langhorne Speedway in Langhorne, Pennsylvania; Johnson started 7th and finished a respectable 15th. Next up was the Memphis-Arkansas Speedway in the now defunct LeHi, Arkansas where Johnson got his first pole in only his fourth Grand National (Sprint Cup) start. The finish of this race, and the next at Martinsville ended in DNF's due to mechanical issues.
In 1955 Junior decided to run a majority of races in the NASCAR Grand National (Sprint Cup) circuit, skipping only those that were too far. An overwhelming majority of these races were run in the B&L Motors #55 Oldsmobile, which solidified his spot in the sport by having a consistent ride throughout the year. Johnson had many mechanical issues throughout the year, posting a DNF in 18 of the 36 races he entered. But these DNF's did not weigh on his mind, as shown by the races that he did not have a problem in, where Johnson finished no worse than 10th. Also Johnson got his first win that year, winning at the Hickory Motor Speedway, and then going on to win four more races across two more states (Pennsylvania and New York). This allowed Junior to finish 6th in the points, which had it existed, would have won him the Rookie of the Year title for 1955.
1956 and 1957 were some of Johnson's worst years in his entire NASCAR career. 1956 saw Johnson only finished two of his 13 races, while one of those finishes was a second at Charlotte, it did not surpass the negativity that came from Johnson getting arrested at his home in Ronda, North Carolina. While carrying wood to his father's still, the cops rushed in and arrested Johnson for his association with an illegal operation. This resulted in Johnson serving 11 months of a 2 year prison sentence in Chillicothe, Ohio. After he got out, Johnson raced one race of the 1957 NASCAR Grand National (Sprint Cup) Series, at North Wilkesboro Speedway. At this race Johnson experienced engine issues and finished 20th out of a 26 car field.
Johnson finally came back to the NASCAR Grand National (Sprint Cup) Series in 1958, picking up where he left off in 1955. He won six races, and finished six more times in 2nd-4th. With these outstanding results also came multiple crashes and mechanical failures, which meant by the end of the season Johnson had ten DNF's. It shows how dominant of a season Junior had when even after ten DNF's he ended his 27 race season with an average finish of 12th. The next year, in 1959, Johnson raced in 28 races, winning five of them and posting fifteen top 10 finishes.
Johnson came into 1960 not expecting to run the year's Daytona 500 but after being persuaded by the Daytona dog kennel owner John Masoni, Johnson strapped into a Ray Fox prepared 1959 Chevrolet. Johnson decided that entering this race would not be a bad idea, stating "it was cold in the mountains where I lived, and I figured a little Florida sunshine would feel good, so I headed down to Daytona." This race featured the largest field of any Daytona 500 in history with 68 cars entered, and later on featured the largest wreck in NASCAR history with 37 cars involved. But once the race settled in, Johnson was able to make a discovery that eventually effected the result of the race. Driving his year old Chevrolet against the brand new Pontiac's, Johnson realized that pulling up behind them really close helped propel his car past and ultimately discovered the new concept of drafting. This monumental discovery helped Johnson get to the lead and hold it for 67 laps on the way to winning his first race of 1960, becoming only the second winner of the Daytona 500.
In 1961 Johnson raced in more NASCAR Grand National (Sprint Cup) races than in any seasons in his career with 41. The season had 52 races overall, but as with any season in the racing career of Johnson he skipped the races that were too far or not worth going to. This was also the first year of the extended relationship between him and the Holly Farms brand when he drove Rex Lovette's #27 Holly Farms Pontiac. In the 41 races Johnson participated in he won 7 races and 10 poles, only winning a pole and the race in the same weekend twice. This year was Johnson's best in the points, tying his 1955 result of 6th.
Johnson no longer ran with the Rex Lovette group after the 19th race of the season at Hickory and by the end of the season had driven for five different owners. This may have been because of the fact that he only finished eight of the 23 races he participated in, winning only one. Even though Johnson only finished eight races, he did manage to finish all eight in the top 10.
In 1963 Johnson managed to get his sponsorship from Holly Farms back, but this time driving with owner Ray Fox in the #3 Chevrolet. Johnson ran 33 races, while only finishing 12 of them. But, as shown by previous seasons Junior managed to have much success in the races he did finish; winning seven races and finishing in the top ten an amazing 14 times Junior had a great season. Johnson almost had an eighth win at Charlotte in the World 600 but after extending a two lap lead he lost a tire with three to go and ended up finishing second to Fred Lorenzen. Following the 1963 season Johnson and Ray Fox decided to switch to Dodge for the upcoming year in hopes of more finishes and opportunities to win races.
The switch to Dodge appeared to pay immediate dividends, as Junior won one of the 100-mile qualifiers at Daytona in February of 1964 and finished in the top 20 in all but one of the ten races he raced with White that year. But after the 18th race of the season, held at North Wilkesboro, Johnson began to drive for Banjo Matthews in his Ford’s, which paid dividends for Johnson to the tune of two more wins that year. That NASCAR season included 62 races, with many people racing nearly all of them, such as Richard Petty, Ned Jarrett, and David Pearson, while Junior only drove in 29 of them, finishing 14th in the points. One of the saddest moments of the 60’s for NASCAR happened at the World 600 when Fireball Roberts was avoiding the crashing Johnson and Ned Jarrett and slammed directly into a gate opening and burst into flames. This severe wreck ended the life of the 35 year old competitor and caused many people to question the safety of NASCAR.
In 1965, NASCAR banned Chrysler’s Hemi engine from race competition, and in protest Chrysler pulled out of the sport which left a huge opportunity for Ford and Johnson to dominate, and that they did. Entering 36 races in his self-owned #26 and #27, Johnson drove to thirteen victories, and five more top-fives. This success was, as with most of his career, littered with nineteen races he did not finish. Johnson got his last win of his driving career at his home track, the North Wilkesboro Speedway, putting his win tally up to 50. 1965 also was the year of the publication The Last American Hero is Junior Johnson. Yes! in the Esquire magazine which put Johnson and NASCAR into the public eye in a way that had never happened before.
The last year Johnson ran as a driver was not as glorious as the retirement years of drivers today as he only started seven races, and did not finish the first six. The seventh and last race for Johnson that season was at Rockingham Speedway where he finished fifth. This final race marked Johnson's 313th race, with 121 of those being finished somewhere inside the top 5.
The year after his retirement from driving Johnson decided to focus fully on owning his own team. This paid off early as he won his first NASCAR Grand National (Sprint Cup) race with driver Darel Dieringer at Johnson’s home track of North Wilkesboro Speedway early in 1967.
For 1968 Johnson hired LeeRoy Yarbrough to drive his car for two years, and in those two years the team raced in 48 races, winning nine (including the 1969 triple-crown, the Daytona 500, World 600, and Southern 500)and finishing 28 races in the top 10. Throughout these two years Johnson gained a reputation for modifying parts, when he was constantly getting in trouble with NASCAR for having over-sized engines or gas tanks in search of an advantage.
In December of 1970, Junior paid a visit to R.J. Reynolds tobacco to find out about a sponsor opportunity. Due to the company having extra money in their advertising budget due to the law passed by the U.S. government preventing cigarette manufactures from having commercials on public television Johnson convinced the executives to venture into motorsports. This led to Reynolds speaking to Bill France about sponsoring the entire Grand National (Sprint Cup) series, and thus, the NASCAR Winston Cup Series brand was born.
After taking a couple years off as a car owner, Johnson decided to come back in 1974 to field a car for Cale Yarborough. Early success came as in 1974 Cale won four races on his way to a second place points finish. Then in 1975 Cale only won three races and placed 9th in points. But this mediocre year must have motivated the team because from 1976-1978 there was no stopping the Junior Johnson race team. Each of those three years Cale won the championship, becoming the first to win three in a row. Also in those three years Cale and Johnson won 28 races and finished 70 times in the top 5.
Yarborough drove two more years for Johnson's race team, finishing 4th and 2nd respectively in 1979 and 1980. But when Yarborough wanted to cut back to a part-time schedule, Johnson had to find a replacement. This search led him to the front door of Darrell Waltrip, the young man who the year prior experienced five wins amidst twelve DNF's.
The move to sign Waltrip proved to be a good one because in 1981 and 1982 Johnson's team won 24 races and the NASCAR Winston (Sprint) Cup championship in each year. In 1983 Waltrip won six races and came very close to winning the championship, but narrowly missed out behind Bobby Allison.
1984 through 1986 had Neil Bonnett racing with Johnson's team alongside Waltrip. Between the two drivers in the three years they found 16 wins and 76 top 5's, proving the strength of Johnson's cars even with two teams to field.
1986 also was the year that Johnson received a gift greater than winning a race. On the day after Christmas President Ronald Reagan gave Johnson a full pardon on his previous record involving moonshining.
In 1987 Waltrip made the move to Rick Hendrick's team and Bonnett moved to RahMoc Enterprises, leaving Johnson without a driver. This led Johnson to pickup a driver he had been competing with in the years prior, Terry Labonte. Labonte drove for Johnson all the way through 1989, winning four races and having a best points finish of third in 1987.
Johnson hired Geoff Bodine away from the Hendrick organization for the 1990 season in hopes of a comeback from the prior few year's lackluster. This was only slightly the case as they won three races together in 1990, finishing third in the points. The next year was not as successful as only one race was won and seven races ended in a DNF with Bodine. Johnson had also fielded a second car in 1991 for Sterling Marlin, but that car also did not have much success, only finishing in the top 5 seven times. These two years showed that Johnson's domination from the 80's may have been coming to a close.
In 1992, Junior shocked many in the NASCAR world by divorcing his wife Flossie, and just weeks later marrying his current wife Lisa, who is 30 years younger than Junior. This new marriage resulted in his two kids, son Robert Glenn Johnson III and their daughter Meredith. Johnson also found a new partner in NASCAR as he hired Bill Elliott to drive his #11 Budweiser Ford. This resulted in Johnson's final year competing for a championship as Elliott won five races and finished second in the points to Alan Kulwicki. Marlin's team failed to win a race in 1992, resulting in him being replaced by Hut Stricklin.
Between Elliott and Stricklin the Junior Johnson race team only was able to muster up 17 top 10's over 30 races each. This ended Stricklin's short stint with Johnson's team, and resulted in the placement of Jimmy Spencer in the McDonald's #27 car for 1994.
After going winless since 1992 Johnson finally got to victory lane at Daytona in July with Spencer, then again at Talladega with Spencer. Finally, Elliott found his way to victory lane at Darlington in what would prove to be Johnson's last win in the NASCAR Winston (Sprint) Cup series.
After Elliott and Spencer both parted ways with Johnson for the 1995 season, he hired Brett Bodine to drive his #11 Lowe's Ford. This year resulted in only two top 10's and a 20th place finish in the points. These results convinced Johnson that it was time to retire from NASCAR to his farm, so at the end of the year Johnson sold his team to Bodine.
In 2004 the North Carolina Department of Transportation named a section of U.S. 421 in Wilkes County after Junior, and from that day forward, that stretch of the road, “Junior Johnson Highway,” has marked the significance Junior made in NASCAR, Wilkes County, and the country.
In 2007 Johnson decided to share his family moonshining recipe with the Piedmont Distillers company to be able to publicly sell his product. They labeled it Junior Johnson's Midnight Moon and have since created a brand that is known across the country.
In 2009, Johnson’s name was once again brought to the public spotlight, along with Richard Petty, Dale Earnhardt Sr., and the father-son combination of Bill France Jr. and Sr., by being one of the first five inductees to be marked as a part of history at the newly built NASCAR Hall of Fame.
In 2012 Johnson decided to sell his 10,000 square foot home and farm in Ronda, North Carolina for #2.3 million to be able to move closer to Charlotte. The new house the Johnson's moved into was a 8,600 square foot country club home with literal french furnishing, moving far away in design from his Wilkes County farm house. That is where he, his wife, and two kids reside now while Johnson is in his 82nd year and his son is working on his degree from Duke University.
Junior Johnson: Brave In Life (Book)
Driving with the Devil: Southern Moonshine, Detroit Wheels, and the Birth of NASCAR
Junior Johnson Biography
Johnson Sells Former Home
Robert Johnson Picks Duke Over Racing
Johnson Takes Up Residence in New Home
Junior Johnson Career Statistics
Junior Johnson Owner Statistics
Junior Johnson Midnight Moon
The first time Johnson really showed potential behind the wheel of a car was back in 1945. Johnson's father had began moonshining to be able to feed his family in the early 1940's and by the age of 14 had the younger Johnson driving his car to make "runs," or making the shipment of their moonshine all over the mountains of eastern North Carolina. The Johnson family did not farm during the time, which was the normal way to make a living in that area in that time, because of the price of the equipment involved. Instead they decided to go the illegal route and distribute moonshine, which slowly was tuning Johnson's driving ability.
By the time the 1950's rolled around Junior had grown in infamy across the state for his ability to outrun law enforcing officials in any situation. Not only did Johnson have a great driving ability, he also had some tricks up his sleeve in how to escape the cops. Johnson carried a cop siren in his car which he used at one point to confuse cops into breaking up a road block at a bridge. Also, Johnson created the now famous Bootleg Turn where he would turn the car sharply to the left, put it in a low gear making the car turn 180-degrees. These actions would put Johnson into a direct game of chicken with the law, and Johnson got away with it every time.
By 1953 NASCAR was growing into a reputable organization for racers to come show their talent, while making a small amount of money in the process. NASCAR was moving into more and more small local dirt tracks across North Carolina, which attracted Junior and many other moonshiners across the state. So with motivation from his brother Fred, Junior started his first NASCAR Grand National (Sprint Cup) race at Darlington Raceway in South Carolina. Johnson ended up crashing out of this race only 220 laps in, but managed to take home a respectable $110.
The Darlington race sparked Junior's interest in NASCAR and in 1954 the young 23 year old Johnson started four more races in the Grand National (Sprint Cup) series. His first was at Hickory Motor Speedway, where he finished an impressive 5th place driving a new 1954 Hudson. The second race he participated in had 63 cars start the race at Langhorne Speedway in Langhorne, Pennsylvania; Johnson started 7th and finished a respectable 15th. Next up was the Memphis-Arkansas Speedway in the now defunct LeHi, Arkansas where Johnson got his first pole in only his fourth Grand National (Sprint Cup) start. The finish of this race, and the next at Martinsville ended in DNF's due to mechanical issues.
In 1955 Junior decided to run a majority of races in the NASCAR Grand National (Sprint Cup) circuit, skipping only those that were too far. An overwhelming majority of these races were run in the B&L Motors #55 Oldsmobile, which solidified his spot in the sport by having a consistent ride throughout the year. Johnson had many mechanical issues throughout the year, posting a DNF in 18 of the 36 races he entered. But these DNF's did not weigh on his mind, as shown by the races that he did not have a problem in, where Johnson finished no worse than 10th. Also Johnson got his first win that year, winning at the Hickory Motor Speedway, and then going on to win four more races across two more states (Pennsylvania and New York). This allowed Junior to finish 6th in the points, which had it existed, would have won him the Rookie of the Year title for 1955.
1956 and 1957 were some of Johnson's worst years in his entire NASCAR career. 1956 saw Johnson only finished two of his 13 races, while one of those finishes was a second at Charlotte, it did not surpass the negativity that came from Johnson getting arrested at his home in Ronda, North Carolina. While carrying wood to his father's still, the cops rushed in and arrested Johnson for his association with an illegal operation. This resulted in Johnson serving 11 months of a 2 year prison sentence in Chillicothe, Ohio. After he got out, Johnson raced one race of the 1957 NASCAR Grand National (Sprint Cup) Series, at North Wilkesboro Speedway. At this race Johnson experienced engine issues and finished 20th out of a 26 car field.
Johnson finally came back to the NASCAR Grand National (Sprint Cup) Series in 1958, picking up where he left off in 1955. He won six races, and finished six more times in 2nd-4th. With these outstanding results also came multiple crashes and mechanical failures, which meant by the end of the season Johnson had ten DNF's. It shows how dominant of a season Junior had when even after ten DNF's he ended his 27 race season with an average finish of 12th. The next year, in 1959, Johnson raced in 28 races, winning five of them and posting fifteen top 10 finishes.
Johnson came into 1960 not expecting to run the year's Daytona 500 but after being persuaded by the Daytona dog kennel owner John Masoni, Johnson strapped into a Ray Fox prepared 1959 Chevrolet. Johnson decided that entering this race would not be a bad idea, stating "it was cold in the mountains where I lived, and I figured a little Florida sunshine would feel good, so I headed down to Daytona." This race featured the largest field of any Daytona 500 in history with 68 cars entered, and later on featured the largest wreck in NASCAR history with 37 cars involved. But once the race settled in, Johnson was able to make a discovery that eventually effected the result of the race. Driving his year old Chevrolet against the brand new Pontiac's, Johnson realized that pulling up behind them really close helped propel his car past and ultimately discovered the new concept of drafting. This monumental discovery helped Johnson get to the lead and hold it for 67 laps on the way to winning his first race of 1960, becoming only the second winner of the Daytona 500.
In 1961 Johnson raced in more NASCAR Grand National (Sprint Cup) races than in any seasons in his career with 41. The season had 52 races overall, but as with any season in the racing career of Johnson he skipped the races that were too far or not worth going to. This was also the first year of the extended relationship between him and the Holly Farms brand when he drove Rex Lovette's #27 Holly Farms Pontiac. In the 41 races Johnson participated in he won 7 races and 10 poles, only winning a pole and the race in the same weekend twice. This year was Johnson's best in the points, tying his 1955 result of 6th.
Johnson no longer ran with the Rex Lovette group after the 19th race of the season at Hickory and by the end of the season had driven for five different owners. This may have been because of the fact that he only finished eight of the 23 races he participated in, winning only one. Even though Johnson only finished eight races, he did manage to finish all eight in the top 10.
In 1963 Johnson managed to get his sponsorship from Holly Farms back, but this time driving with owner Ray Fox in the #3 Chevrolet. Johnson ran 33 races, while only finishing 12 of them. But, as shown by previous seasons Junior managed to have much success in the races he did finish; winning seven races and finishing in the top ten an amazing 14 times Junior had a great season. Johnson almost had an eighth win at Charlotte in the World 600 but after extending a two lap lead he lost a tire with three to go and ended up finishing second to Fred Lorenzen. Following the 1963 season Johnson and Ray Fox decided to switch to Dodge for the upcoming year in hopes of more finishes and opportunities to win races.
The switch to Dodge appeared to pay immediate dividends, as Junior won one of the 100-mile qualifiers at Daytona in February of 1964 and finished in the top 20 in all but one of the ten races he raced with White that year. But after the 18th race of the season, held at North Wilkesboro, Johnson began to drive for Banjo Matthews in his Ford’s, which paid dividends for Johnson to the tune of two more wins that year. That NASCAR season included 62 races, with many people racing nearly all of them, such as Richard Petty, Ned Jarrett, and David Pearson, while Junior only drove in 29 of them, finishing 14th in the points. One of the saddest moments of the 60’s for NASCAR happened at the World 600 when Fireball Roberts was avoiding the crashing Johnson and Ned Jarrett and slammed directly into a gate opening and burst into flames. This severe wreck ended the life of the 35 year old competitor and caused many people to question the safety of NASCAR.
In 1965, NASCAR banned Chrysler’s Hemi engine from race competition, and in protest Chrysler pulled out of the sport which left a huge opportunity for Ford and Johnson to dominate, and that they did. Entering 36 races in his self-owned #26 and #27, Johnson drove to thirteen victories, and five more top-fives. This success was, as with most of his career, littered with nineteen races he did not finish. Johnson got his last win of his driving career at his home track, the North Wilkesboro Speedway, putting his win tally up to 50. 1965 also was the year of the publication The Last American Hero is Junior Johnson. Yes! in the Esquire magazine which put Johnson and NASCAR into the public eye in a way that had never happened before.
The last year Johnson ran as a driver was not as glorious as the retirement years of drivers today as he only started seven races, and did not finish the first six. The seventh and last race for Johnson that season was at Rockingham Speedway where he finished fifth. This final race marked Johnson's 313th race, with 121 of those being finished somewhere inside the top 5.
The year after his retirement from driving Johnson decided to focus fully on owning his own team. This paid off early as he won his first NASCAR Grand National (Sprint Cup) race with driver Darel Dieringer at Johnson’s home track of North Wilkesboro Speedway early in 1967.
For 1968 Johnson hired LeeRoy Yarbrough to drive his car for two years, and in those two years the team raced in 48 races, winning nine (including the 1969 triple-crown, the Daytona 500, World 600, and Southern 500)and finishing 28 races in the top 10. Throughout these two years Johnson gained a reputation for modifying parts, when he was constantly getting in trouble with NASCAR for having over-sized engines or gas tanks in search of an advantage.
In December of 1970, Junior paid a visit to R.J. Reynolds tobacco to find out about a sponsor opportunity. Due to the company having extra money in their advertising budget due to the law passed by the U.S. government preventing cigarette manufactures from having commercials on public television Johnson convinced the executives to venture into motorsports. This led to Reynolds speaking to Bill France about sponsoring the entire Grand National (Sprint Cup) series, and thus, the NASCAR Winston Cup Series brand was born.
After taking a couple years off as a car owner, Johnson decided to come back in 1974 to field a car for Cale Yarborough. Early success came as in 1974 Cale won four races on his way to a second place points finish. Then in 1975 Cale only won three races and placed 9th in points. But this mediocre year must have motivated the team because from 1976-1978 there was no stopping the Junior Johnson race team. Each of those three years Cale won the championship, becoming the first to win three in a row. Also in those three years Cale and Johnson won 28 races and finished 70 times in the top 5.
Yarborough drove two more years for Johnson's race team, finishing 4th and 2nd respectively in 1979 and 1980. But when Yarborough wanted to cut back to a part-time schedule, Johnson had to find a replacement. This search led him to the front door of Darrell Waltrip, the young man who the year prior experienced five wins amidst twelve DNF's.
The move to sign Waltrip proved to be a good one because in 1981 and 1982 Johnson's team won 24 races and the NASCAR Winston (Sprint) Cup championship in each year. In 1983 Waltrip won six races and came very close to winning the championship, but narrowly missed out behind Bobby Allison.
1984 through 1986 had Neil Bonnett racing with Johnson's team alongside Waltrip. Between the two drivers in the three years they found 16 wins and 76 top 5's, proving the strength of Johnson's cars even with two teams to field.
1986 also was the year that Johnson received a gift greater than winning a race. On the day after Christmas President Ronald Reagan gave Johnson a full pardon on his previous record involving moonshining.
In 1987 Waltrip made the move to Rick Hendrick's team and Bonnett moved to RahMoc Enterprises, leaving Johnson without a driver. This led Johnson to pickup a driver he had been competing with in the years prior, Terry Labonte. Labonte drove for Johnson all the way through 1989, winning four races and having a best points finish of third in 1987.
Johnson hired Geoff Bodine away from the Hendrick organization for the 1990 season in hopes of a comeback from the prior few year's lackluster. This was only slightly the case as they won three races together in 1990, finishing third in the points. The next year was not as successful as only one race was won and seven races ended in a DNF with Bodine. Johnson had also fielded a second car in 1991 for Sterling Marlin, but that car also did not have much success, only finishing in the top 5 seven times. These two years showed that Johnson's domination from the 80's may have been coming to a close.
In 1992, Junior shocked many in the NASCAR world by divorcing his wife Flossie, and just weeks later marrying his current wife Lisa, who is 30 years younger than Junior. This new marriage resulted in his two kids, son Robert Glenn Johnson III and their daughter Meredith. Johnson also found a new partner in NASCAR as he hired Bill Elliott to drive his #11 Budweiser Ford. This resulted in Johnson's final year competing for a championship as Elliott won five races and finished second in the points to Alan Kulwicki. Marlin's team failed to win a race in 1992, resulting in him being replaced by Hut Stricklin.
Between Elliott and Stricklin the Junior Johnson race team only was able to muster up 17 top 10's over 30 races each. This ended Stricklin's short stint with Johnson's team, and resulted in the placement of Jimmy Spencer in the McDonald's #27 car for 1994.
After going winless since 1992 Johnson finally got to victory lane at Daytona in July with Spencer, then again at Talladega with Spencer. Finally, Elliott found his way to victory lane at Darlington in what would prove to be Johnson's last win in the NASCAR Winston (Sprint) Cup series.
After Elliott and Spencer both parted ways with Johnson for the 1995 season, he hired Brett Bodine to drive his #11 Lowe's Ford. This year resulted in only two top 10's and a 20th place finish in the points. These results convinced Johnson that it was time to retire from NASCAR to his farm, so at the end of the year Johnson sold his team to Bodine.
In 2004 the North Carolina Department of Transportation named a section of U.S. 421 in Wilkes County after Junior, and from that day forward, that stretch of the road, “Junior Johnson Highway,” has marked the significance Junior made in NASCAR, Wilkes County, and the country.
In 2007 Johnson decided to share his family moonshining recipe with the Piedmont Distillers company to be able to publicly sell his product. They labeled it Junior Johnson's Midnight Moon and have since created a brand that is known across the country.
In 2009, Johnson’s name was once again brought to the public spotlight, along with Richard Petty, Dale Earnhardt Sr., and the father-son combination of Bill France Jr. and Sr., by being one of the first five inductees to be marked as a part of history at the newly built NASCAR Hall of Fame.
In 2012 Johnson decided to sell his 10,000 square foot home and farm in Ronda, North Carolina for #2.3 million to be able to move closer to Charlotte. The new house the Johnson's moved into was a 8,600 square foot country club home with literal french furnishing, moving far away in design from his Wilkes County farm house. That is where he, his wife, and two kids reside now while Johnson is in his 82nd year and his son is working on his degree from Duke University.
Junior Johnson: Brave In Life (Book)
Driving with the Devil: Southern Moonshine, Detroit Wheels, and the Birth of NASCAR
Junior Johnson Biography
Johnson Sells Former Home
Robert Johnson Picks Duke Over Racing
Johnson Takes Up Residence in New Home
Junior Johnson Career Statistics
Junior Johnson Owner Statistics
Junior Johnson Midnight Moon
Wednesday, November 18, 2009
NASCAR Driver of the Day
Dear readers,
This is the first day of NASCAR driver of the day blog! The way this will work is I will pick a NASCAR driver past or present and write a biography for them. I will put my sources of the information at the bottom of each posting. This may not neccessarily be an every day thing but I will try my best to do it as freqently as possible. I hope this will help people learn about different drivers and their history. Please follow my rss feed to get my updates!
Thank you,
Daniel Caudill
This is the first day of NASCAR driver of the day blog! The way this will work is I will pick a NASCAR driver past or present and write a biography for them. I will put my sources of the information at the bottom of each posting. This may not neccessarily be an every day thing but I will try my best to do it as freqently as possible. I hope this will help people learn about different drivers and their history. Please follow my rss feed to get my updates!
Thank you,
Daniel Caudill
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