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| Glamour
And Grief by Norm Bogan |
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During the period of 1973 to 1975, I spent time traveling on the NASCAR Grand National Tour, now known as the Winston Cup Circuit. While many see this as a glamorous task, I thought I might relate some actual events that occurred to give the readers a "behind the scene" perspective of the long hours and hard work that it takes to field a competitive car on a weekly basis. It was May of 1974 and I worked with a team that fielded a car for J.D. McDuffie out of Sanford, North Carolina. J.D. was the owner and driver and primary supporter of the racing operation. In those days, he was the epitome of the independent operator. These drivers ran the whole circuit to accumulate points for the year-end point fund. Most had only one car, which was altered each week to suit the particular racing venue. Most teams had minimal sponsorship and their goal was to finish as highly as possible and to place ahead of the other independent competitors. The four or five BIG MONEY teams running the full circuit did all the winning. Sunday afternoon found us racing at North Wilkesboro, North Carolina for a total purse of about $30,000, with the winner taking about half of that and starting money being about $500. Not a lot of reimbursement for a 250-mile race. Fortunately, we came out of there unscathed and headed for home. It wouldn't be a bad week, since the car was in good shape and next week was Martinsville, where we could run much of the same setup. Monday morning, the car was washed thoroughly to rid it of oil and rubber residue and provide a clean work place. We pulled the engine to freshen it. J.D. spent much of the week performing this task. Meanwhile, his one full-time crewman, Jimmy, started pulling the hubs to clean and repack the wheel bearings and then install new brake pads, since Martinsville is a killer track on brakes. Tuesday, found brake ducts being installed to funnel cool air to the brakes, both front and rear. A trip was made through the barn to collect all used tires with the proper compound number, then they were mounted and measured for stagger and put into sets. The initial gear and spring combinations were installed. Wednesday, There were parts runs to pick up necessary items for the pits and refill the nitrogen bottles to run the impact wrenches. The fresh engine was installed and checked out. Final chassis adjustments were made and the car was loaded on the hauler. All the tools and equipment were cleaned and loaded. Thursday, the hauler left the shop with J.D. at the wheel and made the journey to Martinsville, Virginia. Arriving at the track in a couple of hours, it was a hectic time to get the credentials, pit assignment, a new set of tires mounted and take the car through inspection. Late Thursday afternoon was the first practice session. Now we could fine-tune the chassis, make engine adjustments and prepare to qualify. Friday morning, there was another practice session, where the teams do their final adjustments prior to qualifying. Much of this is to make the car as low and smooth as legally possible. In the afternoon, the first qualifying session took twenty of the thirty six-car field. We ended up about twelfth, but in the field. Saturday morning, was somewhat relaxed as we installed transmission and rear end coolers. The race day gear was installed and after the Saturday qualifying session, we took a few laps of practice to verify that everything was working. In the evening, we relax with a good meal, a movie and get a good night's sleep. Sunday morning is a busy time as the pits must be set up, tires staged, tools laid out, air hoses placed in their proper positions, lug nuts glued to the wheels and everything tested to make sure it is working. In the meantime, the car is being finalized, with all nuts being torqued and safety wired and then the car is taken through inspection and staged on pit road. Finally, the race is underway and we are running about tenth up to the first pit stop. When J.D. comes in, he tells Jimmy that the brakes are fading, so the car is quickly jacked up and the brakes are adjusted. The car returns to the track and we get the thumbs up sign that all is okay. Suddenly there is a yellow flag for a car in the wall in turn two. J.D. doesn't come around, it was he who caused the yellow. When the car is towed to the pit, we find that the rotor had exploded and the whole right side of the car is damaged. Our race is over and it will be a thrash to try to make Charlotte by Wednesday. Returning to the shop on Sunday night, we get the car up on stands and start to strip the damaged sheet metal, including cutting off the rear quarter panel. On Monday morning, calls are made to locate a fender, door skin and quarter panel, plus both bumpers. The spindles and axles are removed for mandatory MAGNIFLUX inspection. The rear end gear and springs are changed to the Charlotte setup, along with installing the correct shocks, including the super speedway double shock setup. The Martinsville tires are dismounted and Charlotte tires now with inner-liners are mounted. Tuesday morning, the new sheet metal arrives and now starts prep for installation. The spindles and axles are back from MAGNIFLUX and are reinstalled. All the wheel bearings are cleaned and repacked. By Tuesday evening, the sheet metal has been tacked on and now the Bondo treatment to fit the templates and give the best aerodynamics. New light covers are being made to fit the fenders and bumpers. Near midnight, a primer coat is applied and the crew goes to bed. Wednesday morning, is the opening at Charlotte, but we are just readying the car for paint. By noon, the car is painted and now the light covers are being installed. Engine maintenance is performed and lettering is readied for installation. The chassis setup is now checked, adjusting the car height, etc. All the equipment is collected and organized in the hauler. The car is loaded and then the crew tries to get a couple of hours sleep before making the 100-mile journey to Charlotte. Early Thursday morning, we're on the road to Charlotte, arriving about 8 am and going through the check in procedure. We won't be able to qualify for the first twenty spots of the forty-car field, due to our late arrival. As we prepare for inspection in the garage, a sign painter is applying lettering and numbers to the freshly painted right side of the car. After completing inspection, we get on the track after the qualifying session for our first practice. The car needs some adjustment, but all in all, we're pleased that it is running so well. On Friday, we fine tune the car for qualifying in the morning practice and place the car 24th in the field that afternoon. The crew knocks off early, since we have all day tomorrow to prepare our race setup. A good meal and some sleep are more important. On Saturday, we prepare for the longest race of the year, 600 miles. Everything is checked and rechecked. The race gear is installed and the tire sets are selected. A few shakedown laps in the afternoon practice, lets us know that we're in good shape. Sunday, we run well all day, until the last 100 miles, when the engine starts to run hot, but we finish with fifteenth place. It was as good run for us, especially with all the hard work since Martinsville. Now we go back, check out the engine, possibly a head gasket and have to be in Dover on Thursday. It may be a glamorous life
and I truly relish the memories, but it is mostly long hours of routine tasks,
many miles down the road and a lot of disappointment.
Most of the crew, like myself, worked a full time job during the week and
then spent nights and weekends with the racecar.
A good day on Sunday was what kept us going.
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