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NATIONAL CHALLENGE 74 is now
part of drag racing history. If it left its mark in no other
way, it proved once and for all that actors cannot produce and
direct a Broadway show - nor can racers put on a national drag
racing event.
I would like to write about the
promoter's end of National Challenge '74-not in defense of National
Speedway, for we did nothing wrong - but in hopes that drag racing
can benefit as a whole over the mistakes that did take place.
Two or three very important points should be mentioned before
I go on-and that is. when the race was over, no one was hurt
except for a minor burn and a minor bruise. The spectators saw
a decent show once the oilers were back on the trailers and of
equal importance, the Professional Racers Organization left the
event, for the first in their history, with a check for their
treasury.
Every end must have a beginning,
so let me start with "why" National Speedway was selected
by the PRO for the site of National Challenge 74. After two years
in Tulsa, Oklahoma, the PRO decided they heeded to move their
location to a more heavily populated area. Several tracks were
contacted and several tracks contacted Don Garlits, then President
of PRO. National Speedway was one of them.
On November 12, 1973 Garlits
sent a Setter to each of the PRO members recapping their 73 race
as well as their last stockholders meeting. He also pointed out
the various possible sites for their 74 race. (I might point
out that we were the only site that insisted on a date away from
Indy. We had no axe to grind and suggested that they run the
race two full weeks prior . to Indianapolis-allowing National
Challenge a rain date). Don enclosed a questionnaire for his
members to vote on which, among other things, would help decide
the site and date of National Challenge 74.
Now it was just about this time
when Americans and the rest of the world (and in particular auto
racing buffs) were beginning to learn the meaning of a new phrase:
"The Energy Crisis." Between the time of Don's letter
to his membership and our negotiations with the PRO, and even
up to the final signing of the contract, the energy crisis had
already left its toll on auto racing — a mark that would
be felt during the entire 1974 season. Many manufacturers pulled
completely out of racing, race plants and sanctioning bodies
alike were running scared. There were many announcements of cutbacks
in schedules, changes in formats, etc. for fear that the Government
would step in and ban auto racing. Manufacturer's dealing directly
with racers by supplying vital parts, cut back on their raw material
inventory. The days of auto racing did not look very good from
any direction.
Now, despite ail of this, on
March 8,1974 a contract was signed by Don Garlits and myself
setting the ground work for National Challenge 74. The round
money would remain the same as the 1973 race. However, in view
of the possible lack of manufacturer support, National Speedway
set the winner and runner-up money at $15,000.00 and $3,000.00
respectively. Now, please note-this meant that if not one sponsor
was obtained, National Speedway would still be committed to pay
out $56,000.00 in round . money, $45,000.00 in winner and $9,000.00
in runner-up money for a grand total of $110,000.00. Ail this
when everyone else in auto racing was slowing down and cutting
back.
As time moved along a lot of
good sponsors did commit themselves and the total contingency
money paid out by manufacturers totaled around $24,000.00. The
intent of any national race of this scope is to please several
parties — this race was no exception. Despite the fact that
the entire budget to promote the race far exceeded the posted
prize and round money, all parties gained financially; and as
I pointed out before, the PRO participated in the profits of
the race and, for the first time, left with a check for their
treasury. I would like to move on but once again, bring to issue
the large sum of money National Speedway was committed to spend
— energy crisis or not And the PRO was to share in the profits
but not the losses.
Despite all this, some of the
PRO members did everything in their power to help undermine the
race right from the beginning. Suddenly, word went around that
the track was too short, the track was bumpy, the starting line
chewed up and had poor traction. With all these rumors going
around, the track received its first inspection by the PRO exactly
one full day prior to the event. During the race, the rumors
suddenly began to be proven wrong when Garlits ran 240 mph, Prudhomme
ran his funny car in the teens and a lot of engines felt the
toll of the Speedway's traction.
Before I get into the race itself,
I want to touch on a very special point-pre-race publicity. Remember,
the PRO knew that if they were to get their organization off
the ground, they had to have favorable press. George Houraney,
of National Automotive Press, worked his head off on this race,
doing the best he could to crack the very sophisticated New York
Press. He finally achieved the impossible — the City of
New York led George to Coney Island where an entire city street
would be set aside for twenty or more race cars, along with the
U. S. Navy Rock Band.
Unless you are familiar with
New York City you can not comprehend the magnitude of this accomplishment.
Letters went out to the New York Press media that at last they
would not have to leave Manhattan to photograph race cars and/or
interview various drivers. After many phone calls to PRO members,
George assured the N. Y. Press that the cream of the crop —
drag racing's finest would be on hand at the Coney Island Affair.
The day finally came — Thursday, August 15th, all the red
tape was cut, the New York City Police had the area secured the
N. Y. Press Corps had been' alerted; the show was to be from
noon until 6 pm. The day broke beautiful, George felt he had
helped drag racing take a giant step forward — that is,
until the end of the day when NOT twenty cars but a grand total
of SIX cars showed up! Alas, the most sophisticated press group
in the world had its first glimpse of how enthused drag racing's
greatest stars were over their day in the sun. So much for pre-race
publicity.
Let us now move up to the day
of the race. Again the PRO is geared to have its annual meeting
prior to the race. I was invited to attend — which I did
— along with a few of the key people from the Speedway who
would help administer the race. President Don Garlits called
the meeting to order and after the basic formalities were over,
Don asked that I get up and discuss a few facts about the race
and listen to the member's concern over the ground rules.
Now, once again, the stage was
being set for the greatest show in drag racing. I was to be the
event director with final say on all matters. The membership
wanted it this way. I believe it was Dale Funk, of Top Fuel fame,
who asked the chair if the event director was going to stick
to the rules or bend them all over the place as in previous years.
The point was well made. The rules were set by the members and
the event director was the man to enforce them. No exceptions.
No favorites.
The issue of qualifying was brought up at the meeting. Some members
feared they would not get enough runs. They wanted to qualify
in the afternoon, despite our advertising to the public 7 PM
to 11 PM. Hoping to bring a certain sense of responsibility to
their attention that we owed to the paying customer-l explained
that despite the fact that a full field of cars (32 in each division)
was to be provided by the PRO, that we did not have any fields
filled based on actual entries received.
We finally agreed that we would
run as advertised, and do our best to entertain the spectators.
Another point I would like to
bring out before race time. In the contract and on each entry
form signed by each driver, it was agreed that so as not to hurt
National Challenge 74, they would not participate at any race
seven days prior to National Challenge 74 within 150 miles of
New York City. This was printed on each entry blank and signed
by the racers. Not only did several racers participate at one
of the two races held on Wednesday night (two days prior to the
event) but many of the PRO officials did as well.
Well, here we are . . . opening
day of National Challenge 74.
It was decided by Don Garlits
and myself to delay qualifying until 7:10 P.M. due to the absolute
lack of cars in each field. We now had a good showing of spectators
and the call went out to "let it happen!". The moment
of truth was upon us and it was a "sit out" as to who
would be the first to run. A few Pro Stock cars made some passes
and then . . . nothing. No runs, everything is still - the spectators
wait. . .
Tom McEwen, who realizes the
importance of the paying customer told me he would get a hold
of Don Schumacher (who is equally aware) and they will make aside-by-side
pass in front of the spectators. After they did this, it got
the other cars rolling.
Also at the meeting, it was decided
to alternate six pairs of each division during qualifying. However,
due to the lack of cars, this was changed to a three pair rotation
for Friday night. This was fine until one of the officers changed
the rule because he was in the fourth pair in line and did not
want to wait out the rotation system. I guess this act is what
basically set the theme of the race for it soon became apparent
that if you didn't like the rules being enforced against you,
well, you held a meeting and had the rule changed.
We managed to get through Friday
quite well, and I was amazed at how the track gained in length
after the big numbers were turned, the five-foot dip in the right
lane became smoother as the night wore on, and how the traction
improved so much that engine and drive line failure became more
and more apparent.
Saturday arrived with overcast
sky and rain in the big city around 2 PM. All parties were concerned
as we all knew where the people came from. The track was dry
in the afternoon but still without a full field of cars except
in Top Fuel, qualifying would be held up until 7 PM so we could
entertain the people then. A few passes were made and then the
rain came, causing cancellation of the night's event. The decision
had been made during the PRO meeting on Friday that in the event
of rain on Saturday, qualifying would continue Sunday morning
from 9 AM to 11 AM since the finals were scheduled for a 12 noon
starting time.
A few more decisions were reversed
Saturday night, after the race was called, and one in particular
involving a Top Fuel car which had taken a run on the starting
system on Friday and his time was disallowed. This decision was
made by the PRO official observer in the Tower and myself. However,
the ruling was changed and the driver's time allowed to count
and his time slip signed by a PRO officer, despite the objections
of myself, the PRO Tower observer and another PRO officer.
During this time it is still
raining-and with three PRO officials present, I request that
they accompany me over to the Spectator side to answer questions
regarding rain-out procedure, refunds, etc., to a group of concerned
spectators. Of the three, only John Wiebe had the decency to
join me in talking to these people.
Sunday broke with cloudy early
morning skies but a favorable forecast. Spectators were arriving
at a real good pace and the final qualifying was underway. Eliminations
were set to go at 1 PM; Top Fuel with a 32-car field would be
first. Two hours and forty minutes and 185 bags of oil-dry later,
the final Top Fuel pair went down the track, completing the first
round. At sixteen pars, that averages ten minutes a run due to
the oil leaks and blown engines.
I might point out again that
a full field of 32 cars in each division was to be supplied by
the PRO. The dragsters did make a 32-car field for the first
round.
John Wiebe ran the only five-second
time, 23 cars ran in the sixes, 1 car in the sevens, three in
the eights, one in the nines, one in the eighteens, one lost
fire, and one simply did nothing. So, so much for the first round
of dragsters.
Twenty-one funny cars made the
first round. Prudhomme turned low E. T. at 6.318, eleven others
ran In the sixes, four in the sevens, one in the thirteens and
one in the seventeens. One shut off on the line, one failed to
stage and one never attempted to fire the motor.
The Pro Stocks showed a field
of 23 cars making the first round. Gapp & Roush set the lowest
E. T. at 8.741, six others ran in the eights, twelve in the nines,
one was in the elevens, one broke on the line and two failed
to stage in time under the PRO'S ten-second staging time.
By now, discipline and the ground
rules had been thrown to the wind. A 45 minute time lapse between
rounds was established by the PRO. The starting line crew logged
the time on the start and end of each run and on every pair.
The Funny Cars and Pro Stocks adhered to this rule one hundred
percent! Some of the dragsters did not if it affected them individually.
All but a handful of Top Fuel
cars would be ready within the 45 minute time period, one being
the Low E. T. car and eventual the winner John Wiebe, who as
a professional racer was always ready and willing to go by rules.
Rather than go into each and every minute detail that caused
the problems, I will leave this to others to bring out, for I
feel some are so pretty that I wish to relieve myself of these
memories.
What, in my opinion, caused havoc
to reign over the National Challenge 74? Perhaps a multitude
of ripple effects started far prior to the event itself. A lot
of racers are bucks down and realize there is no way they can
survive. Perhaps the PRO itself was aware that they did nothing
to help the event. Perhaps the same members who tried to undermine
the event before it took place continued to do so while they
were here.
Perhaps I am to blame for the
confusion of the event. When I saw the racers hassle and the
officers reversing decisions (decisions made by and set by their
original rules), perhaps I should have jumped in and squared
things away. But I didn't, I kept saying 'these are the professionals-this
is their race — not mine." National Challenge 74 was
run the way the PRO wanted it run — not the way they has
asked it be run.
1974
National Challenge Intro
Steve
Alexander's Version
Jeff
Tinsley - Round by Round |
