1975 - In the 1975 EDITION of NASCAR Winston Cup Grand National series, there are two words that outweigh every other word or combination of words:
PETTY,
RAIN,
There is virtually no one who is going to overtake Richard Petty on his way to his sixth Grand National championship. Even if they put an anchor on his car an extra engine in their own trunks. Because of a combination of circumstances this season, Richard Petty is almost invincible. And it certainly is no fluke, because is most instances, when he doesn't win, he comes in second place. Such unerring consistency makes his domination all the more valid.
His record-setting season is due to several positive factors working on his side and an equal number of negative factors working on the sides of his rivals. He is winning and placing so convincingly because of his experience, his team's experience, good organization, a solid sponsor in STP that makes it easier to sleep tight at night before big races, and a well- founded confidence in his team's ability. All very positive items necessary to any winning race team.
On the negative side, he is helped by problems in his rivals camps, which sets the stage in many instances for his opposition to defeat themselves before they get to the track.
The 1975 season is one of the most sponsoriess the Grand National division has ever experienced. It is also one of the most disorganized among the camps of the pretenders to the throne of the King of Stock Car Racing.
With David Pearson and the Wood brothers team, wins are not coming as quickly and frequently as they did in that team's incredible 1973 season. One of the small block engines blew for them in 1975, something that is a major news item when dealing with the Stuart. Virginia-based team's efforts. There has been some crinkied sheetmetal. The superteam is trying their best for a good 1975 season, and it will no doubt be a midly profitable one, but it would seem that the Wood brothers will be able to expect more during the 1976 season, with the adopting of the 1976 fastback Cougar body style.
With Cale Yarborough and the Junior Johnson team, it's been a disastrous year from an engine standpoint. The powerplants just won't stay together. The sponsor bucks they need to field a first-rate, all-stops-out operation are just not there. The Johnson team has flown more different heavy sponsor banners on their operation in the last few years than any others team. They had Coke (with Bobby Allison) in 1972, Kar-Kare with Cale Yarborough in 1973, then Carling for the last half of 1974, and now Holly Farms, a sponsor Junior had when he was in the driver's seat.
The Junior team seems to be either hot or cold, there's virtually no in between; there is a tendency for everyone on the team to lose morale quickly when things go bad and to blame one another. It happened at the end of 1973, just before Yarborough took the Southern 500 and set the tone for a very successful 1974 season, and it is a factor now. It seems a matter of overcoming the inertia of losing. Winning breeds winning.
The AMCoke Matador effort is probably one of the more stable operations this year, and the results they've had in entering a limited number of events shows what kind of success good organization and some good bucks can have on a relatively new team. Untimely disasters striking the heart of the Penske organization, a lackluster season in USAC champ car competition, and a cold start in the Formula One arena, as well as problems getting drivers situated in Penske cars for any period of time has failed to impinge on the Grand National Matador effort... apparently because Bobby Allison brought his driving skill and knowledge of the Grand National circuit to mesh with Penske's organizational skills to make a viable but too seldom raced team.
The Di-Gard operation is a story in itself, and seems to be proving to the world that it was the operation that was failing, instead of the driver. Donnie Allison and Darrell Waltrip are two of the best drivers going, and neither of them has been able to get it together with that car yet. Everything comes to those who are patient, however. Allison's vindicated himself by taking the Foyt Chevy to third in the rain-delayed Talladega 500. Waltrip will get the Di-Gard team car doing something because he'll organize it that way if he's given the most important factor-non-interference from non drivers.
Benny Parsons has been doing well since his infusion of money following the Daytona 500 win, and he's easily pulled his operation up to front running status mainly with hard work and sticktoativeness. Now all he needs is a little more time spent in the front ranks to build up the experience.
Which brings us to another money factor:
Rain,
As of the rained-out/postponed Capital City 500 at Richmond on September 7, rain played a major factor in the last eight of eleven Grand National dates. The major rained-on event was the Talladega 500, which had to be reschedulet to a later day. The Motor State 400 was delayed until late in the afternoon because of rain. The Purolator 500 at Pocono was interrupted at midstride by an 80 minutes rain fall. And Richmond was rained out.
Even a hint of clouds in the sky gives promoters had hearts. The 1975 season has been disastrous in that respect. It is, in a perverted way, past due bills owed Nature by the Grand National circuit, which made it through 1973 and 1974 virtually moistureless.
Postponements cost money to the promoter, and to the teams who have to come back for a rain date. They also cost fans money in travel, lodging, food, etc.
Yet, despite Richard Petty getting 2-to-1 odds to win every Grand national event he entered in 1975, and the disastrous rain factor, the Grand national circuit has never been healthier in attendance figures than its been in 1975. Which would indicate that the series has arrived as the premiere American racing show after years of growth limited to the southeastern United States.
For the sake of competition, I hate to see one driver win too often. And for the sake of comfort and continuity, I hate to sit around in the rain hoping for the completion of a schedule race date.
At least for 1975, however, neither factor is killing the Winston Cup Trail.
But, for its future success, some added competition from other front-line teams and some cooperation from the weatherman are sorely needed.
With David Pearson and the Wood brothers team, wins are not coming as quickly and frequently as they did in that team's incredible 1973 season. One of the small block engines blew for them in 1975, something that is a major news item when dealing with the Stuart. Virginia-based team's efforts. There has been some crinkied sheetmetal. The superteam is trying their best for a good 1975 season, and it will no doubt be a midly profitable one, but it would seem that the Wood brothers will be able to expect more during the 1976 season, with the adopting of the 1976 fastback Cougar body style.
With Cale Yarborough and the Junior Johnson team, it's been a disastrous year from an engine standpoint. The powerplants just won't stay together. The sponsor bucks they need to field a first-rate, all-stops-out operation are just not there. The Johnson team has flown more different heavy sponsor banners on their operation in the last few years than any others team. They had Coke (with Bobby Allison) in 1972, Kar-Kare with Cale Yarborough in 1973, then Carling for the last half of 1974, and now Holly Farms, a sponsor Junior had when he was in the driver's seat.
The Junior team seems to be either hot or cold, there's virtually no in between; there is a tendency for everyone on the team to lose morale quickly when things go bad and to blame one another. It happened at the end of 1973, just before Yarborough took the Southern 500 and set the tone for a very successful 1974 season, and it is a factor now. It seems a matter of overcoming the inertia of losing. Winning breeds winning.
The AMCoke Matador effort is probably one of the more stable operations this year, and the results they've had in entering a limited number of events shows what kind of success good organization and some good bucks can have on a relatively new team. Untimely disasters striking the heart of the Penske organization, a lackluster season in USAC champ car competition, and a cold start in the Formula One arena, as well as problems getting drivers situated in Penske cars for any period of time has failed to impinge on the Grand National Matador effort... apparently because Bobby Allison brought his driving skill and knowledge of the Grand National circuit to mesh with Penske's organizational skills to make a viable but too seldom raced team.
The Di-Gard operation is a story in itself, and seems to be proving to the world that it was the operation that was failing, instead of the driver. Donnie Allison and Darrell Waltrip are two of the best drivers going, and neither of them has been able to get it together with that car yet. Everything comes to those who are patient, however. Allison's vindicated himself by taking the Foyt Chevy to third in the rain-delayed Talladega 500. Waltrip will get the Di-Gard team car doing something because he'll organize it that way if he's given the most important factor-non-interference from non drivers.
Benny Parsons has been doing well since his infusion of money following the Daytona 500 win, and he's easily pulled his operation up to front running status mainly with hard work and sticktoativeness. Now all he needs is a little more time spent in the front ranks to build up the experience.
Which brings us to another money factor:
Rain,
As of the rained-out/postponed Capital City 500 at Richmond on September 7, rain played a major factor in the last eight of eleven Grand National dates. The major rained-on event was the Talladega 500, which had to be reschedulet to a later day. The Motor State 400 was delayed until late in the afternoon because of rain. The Purolator 500 at Pocono was interrupted at midstride by an 80 minutes rain fall. And Richmond was rained out.
Even a hint of clouds in the sky gives promoters had hearts. The 1975 season has been disastrous in that respect. It is, in a perverted way, past due bills owed Nature by the Grand National circuit, which made it through 1973 and 1974 virtually moistureless.
Postponements cost money to the promoter, and to the teams who have to come back for a rain date. They also cost fans money in travel, lodging, food, etc.
Yet, despite Richard Petty getting 2-to-1 odds to win every Grand national event he entered in 1975, and the disastrous rain factor, the Grand national circuit has never been healthier in attendance figures than its been in 1975. Which would indicate that the series has arrived as the premiere American racing show after years of growth limited to the southeastern United States.
For the sake of competition, I hate to see one driver win too often. And for the sake of comfort and continuity, I hate to sit around in the rain hoping for the completion of a schedule race date.
At least for 1975, however, neither factor is killing the Winston Cup Trail.
But, for its future success, some added competition from other front-line teams and some cooperation from the weatherman are sorely needed.
