Monday, January 16, 2017

1949 – The Mighty Midgets at the Ce-Mar Speed Bowl

by Kyle Ealy
Cedar Rapids, Iowa – In 1944, Don McElhinney of Marion, Iowa purchased a piece of land on the Cedar Rapids/Marion city line. Because the property covered both Cedar Rapids and Marion, he appropriately called it Ce-Mar Acres. On that piece of property was already a ballroom, which he quickly converted into a roller rink. In 1946, McElhinney built a 1/5-mile dirt track on his property and because of its bowl-shaped dimensions, named it the “Ce-Mar Bowl”.

Running primarily midget cars on the small track, it immediately became a hit with drivers and fans alike, producing lightning-fast speeds and some of the closest side-by-side racing action in the area. Advertised as “The Fastest Cars in the Midwest”, it drew skilled drivers from not only the Midwest but from all over the United States. “Cedar Rapids was the hotbed of midget racing,” Hall of Famer Buzz Rose would say. "There was a lot of midget racing in it’s hey day and the best drivers always raced at Ce-Mar.”

On Sunday mornings, you went to church. On Sunday evenings, you went to Ce-Mar Bowl to watch the midgets compete. It became such a popular venue in such a short amount of time, that in 1948, McElhinney would have to add more bleachers (2,000 more seats) to accommodate the overflow crowds. When all of the new seating was in place, McElhinney announced that close to 6,000 race fans could enjoy midget racing at Ce-Mar.

At the end of the ’48 season, McElhinney also announced that the racing surface, which had been clay since it’s opening, would be replaced with good ol’ Eastern Iowan black dirt. McElhinney was convinced that as fast as the midgets toured his track on clay, the black dirt would make them go even faster..
While McElhinney was the track manager, the Midwest Midget Auto Racing Association (MMARA) was the primary sanctioning body at Ce-Mar, with legendary sprint car pilot turned promoter, Johnny Gerber managing the circuit. Gerber announced that May 8th would be the season opener at Ce-Mar and he was expecting anywhere from 25 to 30 cars. Included in that field was defending MMARA champion Danny Kladis of Chicago. Kladis, driving the Eric Lund #39, was scheduled to attempt to qualify at the Indianapolis 500 later in the month of May.

Gerber also announced that Tony Russo of Kenosha, Wis., driving his own #2 entry, would be there for the season opener. Russo, a 12-year veteran of the racing wars, had ranked high in the AAA indoor midget circuit and had already scored victories during the winter season at the International Amphitheater in Chicago.

Dick Ritchie

Several local midget drivers were entered including popular young driver Dick Ritchie, driving the #50 car owned by Ernest Fredrickson of Kenosha, Wis. Ritchie held the Ce-Mar one-lap qualifying record. Another pilot from the area, Red Hoyle, was driving the Art Jacobson #43 from Omaha. Paul Newkirk announced that he was driving the rebuilt Max Morgan #5 entry from Cedar Rapids. Another consistent runner at “The Bowl”, Lloyd Thurston of Waterloo, was competing in Leon Mensing’s #55 out of Lowden, Iowa. 

Others expected to be there for the season opener were Vernon Bein’s #99 Kurtis-Kraft entry from Silvis, Ill., with Vernon’s brother Jerry driving. Oskaloosa car dealer Paul Van Zee completely rebuilt is #63 midget over the winter months and Chicago’s Clyde Young was expected to be behind the wheel of that car.

Besides Johnny Hobel of Cedar Rapids having already entered in Al Willey’ #12, Hobel’s brother Dick, behind the wheel of Dick Elliot’s #1 out of Davenport, was also ready to compete. Marion Robinson of Des Moines was entering two cars, with Carroll Gooden and Jim Harriet doing the driving and Ed Critchlow of Ottumwa would power his own ride, the #47 Critchlow and Meeker Special.

Other previously announced drivers included the A. F. Reisenbigler car from Erie, Ill., with Art Wheeler driving. Also coming out of Erie was Paul Kaminky's #3 Kurtis Kraft with Ray Hall piloting. Earl Findley of Big Rock, Ill., was driving his own #17 car; George Miller of Cedar Rapids was in Merle Cheney's # 25; Walt Raines of Alta, Iowa, (recently relocated to Bettendorf) was behind the wheel of his new #29 Kurtis car, and Vic Ellis of Rockton, Ill., was handling his own rebuilt # 66. D.W. Doty of Davenport, Iowa would field the #100 entry with Paul Allen of Chicago steering.

When the 1949 season rolled around, the excitement at the track was at a fever pitch. On April 24th, seven midgets and their drivers showed up for practice on a chilly and windy day. McElhinney opened the track so drivers could shake the winter rust off themselves and the spring bugs out of their new engines. That Sunday afternoon, an estimated 1,500 race fans showed up to watch. Remember, this is only practice…Johnny Hobel was one of the lucky seven drivers on hand and trying out the newly re-surface oval, timed in the low 15 second bracket on several occasions.

Program from the May 8, 1949 season opener

An opening day crowd of 5,071 paying customers saw the 1949 midget racing season open Sunday afternoon, May 8th at the Ce-Mar Bowl.

Art Wheeler, formerly of Davenport and now of Princeton, Ill., shook off the bids of two top Cedar Rapids drivers - Johnny Hobel and Dick Ritchie – to capture the season's first feature event. He turned the 20 circuits on the 1/5-mile track in 5 minutes and 17 seconds.

Some of the best driving ever seen in the Midwest Midget Auto Racing Association as well as a series of top thrills in spins and bumps, kept the opening crowd enthralled.

One of the best races came in the third qualifying heat, won by Dick Hobel in the Elliot #1. The big battle was for second place, with George Miller and Tony Russo winding up in almost a dead heat. The judges awarded the decision to Miller

One accident sent Paul Allen of Chicago and Bill Murphy of Alta, Iowa to St. Luke's hospital.  In the accident, Walt Raines of Bettendorf was bumped into the infield on the second lap of the semi-main. Right behind Raines, Allen spun and Murphy flipped over the top of Allen's car. Both cars were forced out of further competition.

The only disappointment of the program was the absence of Danny Kladis, the defending point champion, who was a no-show. He was called to Indianapolis the day before for a test run on the Speedway, and Gerber confirmed that it was doubtful if he would be in competition until after the traditional Memorial Day Weekend event concluded.

The next weekend was an off week for Ce-Mar, so Davenport could kick off their season opener for the MMARA. A healthy crowd of 8,846 at the Mississippi Valley Amusement Park watched as Cedar Rapids’ Dick Ritchie would take the season opener by overtaking Ray Hall on lap 13 of the 20-lap main event. Ritchie also set e new track record in qualifying with a 16.27 mark.
Unfortunately, Ritchie’s victory was not the talk of the town the next day. Paul Allen, after being treated and released for minor injuries in Cedar Rapids the weekend before, was not so lucky in Davenport. Allen, driving the D. W. Doty car from Davenport, flipped on the east turn during the second heat race of Sunday's events. Allen was thrown out of his car and the machine rolled over him while crashing down the outside of the banked curve.

Hospital officials said that he was suffering from a skull fracture and a possible broken back. It was also feared that Allen may have severed his spinal column.

Thirty plus cars were expected for the second race of the season at Ce-Mar including a couple of new entries. Included was John Spach of Chicago, with his midget that he raced at the Davenport opener and Joe Bowers of Waterloo, driving the Eugene Cornell entry from Fort Dodge. Cornell's auto was entered in the first Ce- Mar race, but motor trouble kept it from appearing. The third entry was the Frank Cavanaugh owned racer out of Hamilton, Ill. and piloted by Bill Sallow.

A special attraction on the track will be Don Haynes, who had gained national fame for his efforts to win s $25,000 bet by sealing himself in a car for 14 months. Haynes has already spent three months in the welded car, and he was going to be a guest of Ce-Mar on Sunday, while en route to the Indianapolis Speedway events on Memorial Day.
Another attraction that day, although not advertised as a special feature, was the appearance of a near 300-pound driver from the Kansas City area named Branch “Tiny” Wainwright. Wainwright had contacted Paul Van Zee of Oskaloosa about driving his midget.

On Sunday, May 23rd, Cedar Rapids drivers carried off the lion’s share of the prize money despite the fact that Tony Raines of Bettendorf grabbed the 30-lap feature win. The sweep came from the next five drivers who finished behind Raines in the main event. Red Hoyle, driving the Jacobson #44, finished second, followed by Paul Newkirk, George Miller, Dick Ritchie and Johnny Hobel, all of Cedar Rapids.

Dick Hobel

The Sunday events at Ce-Mar were marred by one serious accident that sent Joe Gustaf, of Silvis, Ill., to St. Luke's hospital with cuts and bruises about the face.

Gustaf escaped more serious injury when his #60 Kurtis Kraft took a dangerous, slow flip on the west curve after a false start in the semi-main. He flipped over the wheels of the # 42, driven by Eddie Koslow of Chicago.

Sunday's events launched the full-scale summer operations for the Midwest Midget Auto Racing Association. The circuit drivers would race at Columbus Junction on Tuesday nights, at Macomb, Ill., on Thursday evenings, and at Waterloo on Saturday before returning to Ce-Mar on Sunday. McElhinny also announced that it would be the last day race of the year and that all future races would be run under the lights.

Memorial Day Weekend brought the biggest stars in the nation to the Parlor City as across town at Hawkeye Downs, the International Motor Contest Association was hosting a Big Car spectacular with Indianapolis’ Jimmy Wilburn holding off multi-time IMCA national champion Emory Collins of LeMars, Iowa on Sunday afternoon before 6,700 fans.

For those race fans that still hadn’t got their fill of racing, you could drive across town and check out the midget races on Sunday evening. Ce-Mar Bowl could boast that it had its own national star in attendance.

Danny Kladis, who had been at Indianapolis Motor Speedway for the last three weeks, made a surprise appearance to Ce-Mar on Sunday, May 30th. After the evening’s program had finished, most drivers probably would have wished that Kladis stayed in Indianapolis.

The little Chicagoan thrilled crowd of 4,643 by walking off with the feature, handicap and first heat victories - after turning in the best time trial of the night, 15.32 seconds. In the handicap and first heat race, Kladis started sixth and threaded his way through the entire field for victories. Kladis started on the pole in the feature event, took the lead at the drop of the green and never relinquished his position, despite a constant bid by Ray Hall of Kansas City.

One record was established in Ce-Mar's first night event, as Johnny Hobel captured the 15-lap semi-main in 3 minutes, 54.5 seconds. He skimmed 3.32 seconds off the old mark held by his brother, Dick Hobel.

Lloyd Thurston

With Kladis’ dominating victory on Sunday, the defending MMARA champion was the heavy favorite when the circuit headed to Davenport the next day. To everyone’s surprise, Waterloo’s Lloyd Thurston, driving the Mensing #56 from Lowden, Iowa shocked the record crowd of 10,681 by driving a nearly flawless race and holding off Kladis for the victory. Kladis did manage to break Dick Ritchie’s qualifying record of 16.27 with a new mark of 15.91 seconds around the fast quarter-mile oval.

Red Hoyle of Cedar Rapids had been a model of consistency in the young season and on Sunday, June 6th, it paid off with a victory. Hoyle, the MMARA point’s leader, grabbed his first feature win of the season before a paid crowd of 3,877 in what Cedar Rapids Gazette sportswriter Jack Ogden called, “the best race of the season so far.”

Dick Ritchie of Cedar Rapids started the 20-lap final in front, but had motor trouble on the second lap, where he lost the lead to Hoyle. Ritchie stayed in the competition, however, taking third behind Lloyd Thurston of Waterloo, who was now piloting the Dick Elliot #1 after the Mensing car, in which he won the Davenport main with, developed motor problems in Columbus Junction earlier in the week.

Dick Hobel managed to grab the A-main victory at Davenport on Friday, June 10th with Art Wheeler and Danny Kladis battling tooth and nail behind him before a crowd of 6,000. Walt Raines of Bettendorf, Iowa, was injured when his car bounced off two other machines and rolled. Raines suffered second degree burns on the wrist, and was kept overnight at the local hospital.

After the races, Gerber announced that not only would there be midget racing in Waterloo on Saturday and Ce-Mar on Sunday, but the Benton county Fairgrounds in Vinton on Sunday afternoon as well.

Danny Kladis tried out two cars Sunday, June 13th and did pretty well for himself in each.

In the afternoon, he made a clean sweep of events before more than 700 fans at the Benton County Fairgrounds in Vinton, driving the Harold Zunke #26, the car he used to capture the Midwest Midget Auto Racing Association point title in 1946. The Vinton races, a special event for low point cars, would be the only half-mile race scheduled that year by the MMARA.

Danny Kladis in victory lane behind the wheel of Eric Lund's #39

Driving the Eric Lund #39 at Ce-Mar Bowl Sunday night, Kladis copped the feature title and the first heat before 3,799 paying fans. Kladis took the feature lead on the first lap, and was never headed. The top race was for second, where George Miller, Dick Ritchie and Red Hoyle battled.

The best racing of the season to date would marred on June 20th at Ce-Mar by what was described as a “rhubarb” that followed with the barring of local Johnny Hobel from the feature event.

A paying crowd of 3,616 fans saw Dick Ritchie steal the limelight from Danny Kladis, by nipping Kladis in the second heat and handicap and then rolling to victory in the feature. Both Ritchie and Jimmy Summers of Kansas City finished ahead of Kladis in a three-car race, in which a blanket would have covered all three, any time during the 20 laps.

The “rhubarb” resulted when four members of the MMARA contest board hurriedly ruled to bar Johnny Hobel from the feature event because he twice jumped the starter's flag, and, on the third trip, collided with Jimmy Summers in the first turn.

Several hundred racing fans milled around association officials for three quarters of an hour, arguing the pro’s and con’s of the decision. There was considerable complaint over the race being started well into the first turn, which was blamed by many for the congestion and the resulting accident.

Immediately after the race, an irate Hobel stated he would not be in competition this week, but did not indicate whether or not he planned to return at a later date. The younger of the Hobel brothers, Dick, protested the decision on the grounds that no like decision had ever been made when cars jumped the starter's flag, and that the barring of his car left the impression that he was being charged with deliberately crowding the field in the first turn.

Contest board members, however, were quick to deny any such implication, pointing out that it was their duty to bar any car which consistently jumped the flag on any one race, and that they did not feel Johnny was guilty of any crowding.

To further enliven the evening, Jerry Draper of Carbon Cliff, Ill., driving the #6 car from Davenport, leaped from his midget when it caught fire during warm-up laps. The midget was completely re-wired, and competed in the semi-main.
Branch "Tiny" Wainwright

There was even more excitement the day before the “rhubarb” but that news didn’t reach the newspapers until the next day. It had been discovered that the Saturday before the race, “Tiny” Wainwright had been arrested in Columbia, Mo., on charges of assault and intent to rob.

The state patrol reported that Wainwright and his associate were traveling near Jefferson City, Mo., when their car stalled. They located a farm nearby and with guns drawn, attempted to rob the farmer. Finding no money, they bound the gentleman and left with his vehicle instead. The gentleman farmer managed to untie himself and contact local authorities. On top of his charges from that Saturday, it was also discovered that he was wanted in a grocery store robbery that happened earlier in the year in Columbia. Needless to say, Wainwright’s season would be short-lived.

A few days later, the contest board of the Midwest Midget Auto Racing Association admitted it had erred in its decision and reinstated Johnny Hobel. But another issue was starting to surface, one that would affect not only Hobel but also their biggest star, Danny Kladis.

A issue regarding motor regulations had been brought to the surface and it would affect the two cars driven by Kladis and Hobel. Both cars were believed to be using a special cam shaft, which may, or may not, be illegal according to the interpretation of association rules. A deadline was set for the cars having illegal motor equipment, but it was believed that if illegal equipment was uncovered, that car owners involved would be given a grace period to re-convert their motors if they wish to remain in the MMARA. It was later found, that the clarification of the rule stemmed from a petition, signed by nine active drivers of the association.

That Sunday, June 26th would be another day-night doubleheader for the MMARA circuit. A new track had been constructed in Burlington, Iowa over the winter months and in its inaugural race, Lloyd Thurston of Cedar Rapids would lead the first 17 laps before spinning into the infield, allowing Jimmy Summers of Kansas City to scoot by for the win. However, in the nightcap at Ce-Mar, Thurston would gain some measure of revenge by coming from his fourth starting position to pass Dick Ritchie on the final lap to score the win before 4,272 paid fans.

In the meantime, the contest board met again after the program and ruled that the cars of Kladis and Hobel, with their non-stock camshafts, did not meet the requirements of the MMARA and would not be allowed to run until changes were made.

After the decision had been made, a furious Kladis openly stated that he would no longer compete with the association unless the Eric Lund-owned car could race “as is”.

By the following Friday, however, Kladis had changed his tune and showed up in Davenport for the weekly races, which would eventually be rained out. Kladis told the Cedar Rapids Gazette that the Lund car “was trying out a new camshaft”. The defending point champion did not indicate, however, if the newly installed part would meet MMARA specifications.

On Sunday, July 3rd, the races went on, without much fanfare as both Kladis and Hobel were in attendance. Both racing stars decided to do their talking on the track and what ensued was a terrific three-way battle between Kladis, Hobel and Dick Ritchie in the 20-lap feature. As those three heavyweights fought, Ray Hall shot out to the front of the pack and hid. The Kansas City speedster grabbed the lead at the green and circled the one-fifth mile track in the quick time of 5 minutes and 17 seconds. Hobel, Kladis and Ritchie battled back and forth before finishing in that order before an announced crowd of 3,925.

The next week, July 10th, Hobel and Kladis were both no-shows for the Sunday races. Kladis was competing in a 150-mile stock car race in Milwaukee and Hobel, still upset about the board’s recent decisions, decided to continue to boycott MMARA events. Hobel’s brother, Dick, was not expected to be there either, as he was injured after flipping his ride at Davenport on Monday.

With Kladis gone, Art Wheeler got behind the wheel of the controversial Eric Lund #39 midget and would grab top honors on this night. Red Hoyle had dominated the evening’s events and was heading to easy victory in the feature when the axle snapped on his midget, sending him to the pits instead of victory lane. As Hoyle limped to the sidelines, Ray Hall would inherit the lead for a moment on the back stretch, until some fancy driving by Wheeler netted him the lead coming out of turn four and past the start/finish line. Wheeler would hold the lead for the remaining laps to seal the win.

Several drivers jumped to new rides as the mid-season approached. Jimmy Summers, the Kansas City pilot, was one of the those drivers who made the shift to a new ride and it paid off handsomely as he scored the victory on July 17th. Summers, temporarily driving the Dick Elliot #1 out of Davenport, put on a clinic in setting fast time, winning the handicap, his heat and the 20-lap main at Ce-Mar. Summers, who had also scored a win in the same car at Macomb, Ill., earlier in the week, jumped from fifth to third in the MMARA standings.

Paul Newkirk

A new winner graced victory lane on Sunday, July 24th as Paul Newkirk of Cedar Rapids, driving the Max Morgan #5, would miss the feature time mark by one second in taking the win. A crowd announced at 3,000 watched as almost every race was a fraction of a second over the track record. Point’s leader Red Hoyle set a new mark in the 15-lap semi-main as he toured the ultra-fast oval in 3 minutes and 50 seconds.

On July 26th, it was announced that Eric Lund was in negotiations to sell the #39 midget that both Danny Kladis and Art Wheeler had driven this season. Speed Chumley of Waterloo, Iowa, former IMCA Big Car driver, was the driver showing interest in the car.

Sunday, August 1st was mid-season championship night and a surprise of sorts happened as Johnny Hobel checked in at the pit gates to compete. Hobel, barred from competing in MMARA –sanctioned races until is motor met association specifications, had been driving the Al Willey #12 in the Chicago area the past month. Apparently missing the excitement of Ce-Mar, Hobel had installed a stock motor in his ride the previous week that met all requirements.

The buzz in the pits and the grandstands was the return of Hobel, but at the end of the evening, the talk was about the newest winner on the circuit.

Vic Ellis of Rockton, Ill., a 23-year-old gift to midget racing, grabbed his first feature win ever in his three years of competition, before a crowd of 4,955. Ellis turned the trick in the #51 midget, recently purchased for him by H. L. Fry of Waterloo. It was the same car that Dick Ritchie drove to the Waterloo mid-season title two weeks before the sale of it. Until a week ago, Ellis had piloted a black #66 that he built himself, gradually working his way into the paying circles and earning a reputation as one of the most promising younger drivers in the Midwest Midget Auto Racing Association. Dick Ritchie, the borrowed Dick Elliot #1, would shatter the track qualifying mark, lowering it to 14.66 seconds.

The August 8th race would be the last scheduled Sunday race for three weeks because of the All-Iowa Fair across town. Don McElhinney announced the track would sit idle until after the fair ended on August 21st.

Dick Ritchie, driving the constantly shuffled Dick Elliot #1, had been on a hot streak going into the August 8th event, having won at Columbus Junction, Macomb, Ill., and Waterloo and finishing second at Davenport already that week. The streak continued as Ritchie would make it four out of five nights reaching Ce-Mar victory lane before 3,350 fans.

The special Saturday night program would be marred by accident and injury to 23-year-old Harry Ross of Cedar Rapids. Ross’ injury came early in time trails when the inexperienced driver spun his car coming out of the turn, flipped and landed upside down in the Sonny Manzell #97. Ross suffered a broken arm, back injuries and chest contusion.

Dick Hobel’s victory in the feature was his second win of the week, having scored the win at Indianola on Thursday afternoon during the Warren County Fair. Hobel was a triple winner on the evening, winning his heat, the handicap and the 20-lap feature.

When the midgets return to Ce-Mar on a special Tuesday night program, on August 23rd, Red Hoyle was leading the MMARA points, despite the fact that he had only won twice that season. Hoyle had just passed the 700-point plateau with Dick Ritchie, Lloyd Thurston, Jimmy Summers and Ray Hall trailing behind him. Cedar Rapids’ Dick Hobel had been the hottest driver on the circuit during the month of August, winning five of the last seven programs.

Vic Ellis

Vic Ellis, who just weeks before had won his first feature on mid-season championship night, returned that Tuesday and added another trophy to his mantel, winning the feature event. The likable Ellis edged point’s leader Red Hoyle by less than five feet at the checkers before a slim crowd of 1,500. Hoyle hounded Ellis for all 20 laps as the two raced side by side through the turns for most of the race.

Sunday night racing finally returned to “The Bowl” on August 28th and a hometown favorite would take the feature win. “Johnny Hobel would turn in one his finest performances of the season” wrote Cedar Rapids Gazette sportswriter Jack Ogden, as the veteran pilot started in the seventh position and methodically weaved his way through traffic. He found himself in second place at the halfway point of the 20-lap race and with only a couple of laps to go, snuck under race leader Art Wheeler, also of Cedar Rapids, for the top spot and the eventual victory.

Summer was coming to an end but the midgets were just heating up. For the second straight week, Johnny Hobel had the Al Willey #12 all wound up on September 4th at Ce-Mar and ran off with a triple victory. Hobel was head and shoulders above the other combinations on the heavy fifth-mile and took all three wins by substantial margins. 

In the feature, the Cedar Rapids veteran started on the poll, and pulled far into the lead, leaving Vic Ellis and Jimmy Summers to battle wheel to wheel for most of the 20 laps. Behind Johnny, one of the closest finishes in Ce-Mar history taxed the race judges and thrilled the meager crowd of 1,970, who appeared despite threatening weather. The Summers-Ellis duel in the feature was so close that even officials differed on giving the nod to Ellis.

The MMARA point’s battle was winding down as season-long leader Red Hoyle held a slim 19-point lead over Dick Ritchie with four weeks remaining. Unfortunately, the following week, the weather went from chilly to wet and the Sunday night program would have to be canceled.

Despite the rainout at Ce-Mar, they were still racing elsewhere and when the midgets returned to the “Bowl” on September 18th, Hoyle’s lead over Ritchie had been trimmed down to 3 points thanks to Ritchie’s huge win at Davenport on Friday night. In addition to Ritchie’s victory, Hoyle’s car was involved in an accident and when Sunday rolled around, it was unsure if Hoyle wouldn’t even have repairs made in time.

As it turned out, Waterloo, which normally ran on Saturday nights, was rained out and quickly moved to Sunday afternoon, so another day-night doubleheader was in store for those competing.

That Sunday afternoon, Johnny Hobel would take the win over Ritchie and Jimmy Summers on the quarter-mile but Sunday night at Ce-Mar Ritchie would turn the tables and grab a narrow victory in one of the best features of the season. Point’s leader Hoyle would not be present at either race, which would turn out to be critical. As the result of Ritchie’s feature victory at Ce-Mar and second place finish at Waterloo in the afternoon, Ritchie leaped far into the lead for the 1949 MMARA point’s title. He would enter the weekend of racing two points behind Hoyle and come out with a 36-point edge.

Program from the September 25, 1949 race card 

As the season came down to its final weeks, it was quite apparent that both Dick Ritchie and Johnny Hobel had things figured out as they continued to swap wins back and forth no matter where they raced. Vic Ellis would put the Hobel-Ritchie domination to a finish on September 25th, in what would be the last night race of the season at Ce-Mar

Ellis would start in the fourth spot, work his way to second where he battled race leader Tony Russo of Chicago wheel to wheel for the next 10 laps. Ellis would grab the top spot from Russo and hold it the rest of the way. Johnny Hobel, who started seventh in the main event, made his way to second place but had nothing for Ellis. Red Hoyle would return and turned in a successful run, finishing fourth.

On October 1st, an Indian summer day would greet the 2,645 race in attendances that were there to witness the season-ending championships and a special 40-lap feature. Vic Ellis and Johnny Hobel would start on the front row and with their recent success it was hard to bet against either driver. Unfortunately, starting on the front row would not equal success.

Ellis would take the lead at the green flag with Hobel in hot pursuit. Hobel would spin out on the second lap attempting to pass Ellis. Ellis would continue to lead for the next few laps until an unlikely candidate, Dick Hobel, would pass Ellis for the lead on lap 7. Hobel, driving the Morris Springer #43, had started seventh in the event, took to the outside groove and then took Ellis after a half-lap battle.

Both Red Hoyle and Dick Ritchie would follow Hobel as Ellis would fall back to sixth place and never be a factor. Both Hoyle and Ritchie would move within few feet of the elder Hobel on several different occasions but could never muster enough gas to get around. It was a huge upset as it was the first feature victory ever for the Illinois-based car owner.

It wouldn’t be the only shocker of the evening as immediately after the program, McElhinney announced that the MMARA-sanctioned race would be it’s last at Ce-Mar. He stated that stock cars and Offenhausers would run at the fifth-mile track for 1950 and that Johnny Gerber had already been in negotiations with Hawkeye Downs about the installation of a quarter-mile track there.

A few days later, it had been confirmed that Gerber and All-Iowa Fair manager Andy Hanson and race superintendant “Doc” Hunter had come to terms with the Midwest Midget Auto Racing Association.

Dick Ritchie would claim the Ce-Mar point’s title and then the following Sunday, October 9th, would clinch his first Midwest Midget Auto Racing Association championship in Davenport, Iowa.

The MMARA would continue on until 1955 with Ritchie winning the point’s title every year except 1951, which would go to Red Hoyle. Ritchie would later claim midget titles in the Badger Midget Series and International Motor Contest Association in the 60’s and after his death in 1988, would be inducted into the National Midget Auto Racing Hall of Fame in 2007.

Vic Ellis, the 22-year-old youngster from Rockton, Ill., would continue to compete in the MMARA with great success but when the series disbanded, Ellis decided to try his hands at the wheel of a sprint car and would compete on the IMCA circuit. Ellis would have moderate success on the circuit for several years but on July 7, 1958, Ellis would lose his life in a race accident at Hawkeye Downs, snuffing out the life of a young and very talented driver.

Paul Newkirk would continue racing until a stock car accident in Oskaloosa, Iowa cut short his career in 1953. Still wanting to earn a living and make a contribution to racing, Newkirk would eventually become one of the top racing mechanics in the United States, wrenching for the Zecol-Lubaid racing team. USAC pilots Don White, A.J. Foyt and Mario Andretti were some of the drivers that Newkirk was partly responsible for their success. He would pass away suddenly in 1966.

Johnny Hobel would continue to race midgets in the MMARA and then move on to the AAA and USAC ranks, competing nationally with equal success. Alive and well today at over 90 years of age, it isn’t uncommon for Hobel to still get behind the wheel of a midget and take it out for a spin. His brother, Dick Hobel, would also continue to compete in midgets and then go on to a career in automobile sales and real estate. He would pass away in 1996.

George Miller would stay in Cedar Rapids and begin a successful wrecker and towing business, which would last over 50 years. Red Hoyle would race until the late 50’s and then become a successful home builder near, Kalona, Illinois.

The “Golden Greek” Danny Kladis would go on to national success competing not only in midgets but at the Indianapolis 500 on several occasions. He would win multiple midget titles all over the Midwest and would eventually be inducted in to the National Midget Auto Racing Hall of Fame in 2007 alongside Dick Ritchie. Kladis, the father of seven children would pass away in 2009 in Joliet, Illinois.

Some say that McElhinney’s decision to run jalopies and stock cars instead of midgets was the reason for its eventual downfall. Competing against the bigger and more modern Hawkeye Downs Speedway, race cars and race fans became less and less as the years passed and finally, in 1955, the track would shut down for good. McElhinney would pass away in February of 1983 at the age of 71.

The 1949 season at the Ce-Mar Bowl, however, will long be remembered for the showcasing the very best midget drivers that the Midwest had to offer. Thrilling races before capacity crowds will never again be matched.

Tuesday, December 27, 2016

Fairmont’s All Star Invitational

Jerry Holtkamp of Williams, Iowa, was a two-time winner of the All-Star race (1978 and '81). - Fairmont Speedway Archives photo

by Lee Ackerman
Fairmont, Minn. - For a number of years, Fairmont Speedway in Fairmont, Minnesota held an All Star race. The 1977 version of this race was actually held in June and was called the All Star 6000. That inaugural event seemed to be in the capable hands of Estherville, Iowa’s Bob Shryock. Shryock started on the outside of the front row and led for 39 laps, apparently headed for the win, but along came Council Bluff, Iowa’s Bill Martin.

Martin started on the inside of the fifth row and gradually worked his way through the field where he could challenge the leaders. Coming out of turn four on the 40th and last lap he edged ahead of Shryock and picked up the win by the slimmest of margins. It was Martin’s first Fairmont appearance in four years. Shryock would settle for second, Willy Kraft was third, Dan Nesteby took fourth and Dick Schiltz finished fifth.
In September of 1978, more than 80 Late Models returned to Fairmont for the second All Star race. Eight races were contested on September 21, with heat race wins going to: Bob Hill, Jerry Holtkamp, Bob Shryock, Arnie Braland, Les Staedel, Bob Saterdalen, Ted Zieman and Jack Harder.
The following night, September 22, a trophy dash, two consolation races and two semi-mains would take place and then it was time for the 40-lap finale. What ensued was a three-car battle. Bob Hill would start on the pole and lead the first 25 laps. On lap six, the red flag waved as Shryock tried to pass Holtkamp on the high side for second. Shryock slid off the track between turns one and two. He would tag on the back of the pack and have to make his way back to the front.
Meanwhile, Hill, Holtkamp and Dave Bjorge continued to wage war up front with Holtkamp making the pass on Hill for the lead on lap 26. Holtkamp would hold on for the win with Bjorge passing Hill for second. The three were never more than a car length or two apart during the entire 40 laps. Gary Crawford finished fourth with Shryock racing his way back to fifth.
1979 would see another huge field of Late Models descend upon Fairmont for the 3rd Annual All Star Race. The event, once again required eight heat races to be ran on opening night with wins going to Bill Martin, Arnie Braland, Jerry Wancewicz, Jim Bruggeman, Em Fretheim, Steve Egersdorf, Denny Selting and Al Druesdow. The first night feature (first and second place finishers in the heat races) went to Bill Martin followed by Gary Crawford, Jim Bruggeman, Steve Egersdorf and Clayton Petersen, Jr.
Promoter Jim Edgington (left) joins 1979 winner Gary Crawford, runner-up Clayton Petersen Jr. and third place finisher Dick Schiltz. - Tom Lathen Photo
After position races and consolation races the second night, the field was set for the 40-lap All-Star 10,000. Jerry Wancewicz and Bill Martin started on the front row and exchanged the lead early on in the race. But the man on the move was Gary Crawford, who had started in the fifth row, but by lap 10 Crawford took the lead and ran unchallenged for the rest of race.

Clayton Petersen, Jr. moved up to take second with Dick Schiltz third, Wancewicz fourth and Martin fifth. The drive of the night was put on by Schiltz. He started in the fourth row of the second consolation race and won. Then he started in the back of his semi and got all the way up to second behind Bob Hill to grab the 24th starting position in the A-main. Schiltz  would proceed to drive through the field again to grab the third spot at the end.
If Dick Schiltz left a lasting impression on race fans at the All-Star race in 1979, he would leave a bigger impression on them the following year. After winning his heat and the feature on Thursday night, Schiltz returned for the final night’s action (which ran on Sunday after Saturday night’s program was washed out) and continued to dominate.
Dick Schiltz won the 1980 All-Star event at Fairmont. - John Vass Photo
First, he won the Sun Dash and a check for $500. Then in the feature event, he quickly grabbed the lead and sailed into the sunset as they say. Schiltz built up as much as a half-lap lead at times and came home an easy winner, pocketing $2,200 for the win. Early contenders Bob Hill and Bob Shryock fell out with engine problems. Other starters had a hard time dealing with the dry track surface. Following Schiltz to the win were Jerry Holtkamp, Bill Martin, Denny Hovinga and Em Fretheim.
In 1981, it was the All-Star 15,000 and there would be a repeat winner, but it would not be without a bit of controversy. Dave Bjorge would lead time trials with a clocking of 19.56 second with Jerry Holtkamp at 19.83. The remaining 40 drivers would all trip the timer at over 20 seconds.
Bjorge and Holtkamp had the two fastest times and started on the front row for the feature.  Holtkamp grabbed the lead with Bjorge close behind. At the mid-point of the race Gary Pedersen’s hood came off with the assistant flagman throwing the yellow and the flagman leaving the green displayed. This caused Holtkamp to slow down just enough to let Bjorge by. Other positions were scrambled as well.
The race ran several laps more laps and then a car spun out. At this time, the lead was handed back to Holtkamp with the laps ran counting and the other position changes left alone. Holtkamp held off Bjorge the remainder of the race and picked up $2,500 for the win. After the race, Promoter Jim Edgington met with Holtkamp and Bjorge and then confirmed Holtkamp as the winner. Following Holtkamp and Bjorge to the line were Craig Jacobs, Denny Osborn and Lynn Idler.
In earlier action, Bjorge, Holtkamp, Dwaine Hanson and Bob Hill won heats with Bob Shryock picking up the Sundrop Dash, Bob Hesch the consolation event and Willy Kraft the semi.
If Dave Bjorge left Fairmont disappointed in 1981, he did not in 1982. Already a winner in other specials held at the Fairmont Speedway in 1982, Bjorge won his heat, the position race for the pole and the 40-lap feature as well as a check for $3,000.
Minnesota native Dave Bjorge won the final All-Star race in 1982. - Lee Johnson Photo
Nearly 70 Late Models were on hand for the sixth edition of the All-Star race with heat race wins going to Bill Christman, Craig Jacobs, Phil Gadbois, Bjorge, Bob Hill and Roger Tapper. Dave Knott won the C feature and Dick Schilitz the B main.
As for the feature, Bjorge grabbed the lead at the outset and was never headed. Bob Shryock winner of the second place position race would be his closest competition and he would finish second. Mike Smith, Tapper and Em Freitheim rounded out the top five.
The 1982 All-Star race would be the last but during the six-year run of the event, it provided Southern Minnesota and Northern Iowa race fans with some outstanding racing.

Monday, December 19, 2016

Merry Christmas & Happy New Year

Midwest Racing Archives wishes our readers a Merry Christmas and Happy New Year!






Tuesday, December 6, 2016

1964 - Hutcherson Named IMCA Late Model Titlist

Dick Hutcherson

Des Moines, Iowa (December 6, 1964) Dick Hutcherson of Keokuk, Iowa combined his own charging style with the amazing stamina of a 1964 Ford to win 29 feature events and National Championship honors on the International Motor Contest Association late model stock car circuit.

Hutcherson, who successfully defended his 1963 title position, earned in prize money alone a total of $21,360 plus a $2,415 share of the IMCA point and current late model fund bringing Dick’s overall winnings during 1964 to a healthy $24,175.

He also tallied 3,760 championship points on the circuit - 918 better than second place finisher Ramo Stott, also of Keokuk, Iowa. Perennial front-runner and five-time national champion Ernie Derr ended the season in third place. He and Stott both drove new “hemi-head” Plymouths during 1964.

A reasoned veteran at 33 years of age, “Hutch” has been competing with IMCA since 1959 He was no novice to the speed sport when he joined the association. In fact, he put in several top years of modified competition in Iowa and was Keokuk champ in 1956 and 1958. He has never finished lower than third in the IMCA point standings during those six years.

Hutcherson at present is working at the Holman and Moody plant in Charlotte. N. C, preparing a 1965 Ford for combat on the upcoming IMCA schedule which will get under way at Shreveport, La., in April.

Final Official IMCA Stock Car Point Standings -

1. Dick Hutcherson, Keokuk, Iowa – 3,760
2. Ramo Stott, Keokuk, Iowa – 2,842
3. Ernie Derr, Keokuk, Iowa – 2,665
4. Bob Jusola, Mound, Minn. - 1,611
5. Lenny Funk, Otis, Kan. - 1,513
6. Ole Brua, Albert Lea, Minn. - 1,438
7. Bob Reynolds, Edmond, Okla. - 1,210
8. Bill Thomas, St. Paul, Minn. - 618
9. Gil Haugen, Sioux Falls, S.D. - 505
10. Roland Wilson, Bedford, Iowa - 450
11. Dick Johnson, St. Paul, Minn. - 319
12. Dave Steffens, Eau Claire, Wis. - 337
13. Ralph Wilhelm, Milwaukee, Wis. - 293
14. Jim Washburn, Keokuk, Iowa - 271
15. John Mickey, Columbus Junction, Iowa - 266
16. Leon Bowman, Wichita, Kan. - 168
17. Bill Gibson, Kansas City, Kan. - 118
18. Johnny Beauchamp, Harlan, Iowa - 110

Tuesday, November 29, 2016

The Battle at Du Quoin; the USAC Stock Cars (1970 – 1981)

By Kyle Ealy
Du Quoin, Ill. – During the 1960’s the USAC stock cars at the Du Quoin State Fairgrounds provided thousands of fans with many memorable races. The 1970’s, however, provided their version of what made this annual Labor Day Weekend event so special.

Norm Nelson of Racine, Wis., who at age 47 was trying to quit driving but would get behind the steering wheel when his driver, Roger McCluskey, was not available, would win his record fourth Du Quoin 100-mile stock car championship on September 7, 1970.

Nelson had also won at Du Quoin in 1960, 1963 and 1967 and thus became the first four-time champion at Du Quoin. Nelson, driving car #1, a 1969 Plymouth Roadrunner; Jack Bowsher in # 2, a 1970 Ford Torino; and Don White in # 3, a 1969 Dodge Charger, dominated the early stages of the race.

Nelson led for the first 29 laps until White collared him on the east straightaway and took the lead.

On the 46th lap J. C. Klotz flipped in the south turn and made a sensational upright landing atop the guard rail. Several cars took advantage of the yellow flag caution period to make pit stops and Nelson emerged in front again at lap No. 47. He was never headed, again.

The race produced two Du Quoin race records of $31,930 in total purse and 19,948 in paid attendance. Nelson collected $6,066 for his victory and added 200 points to his total in his quest for a national title. The winning time of 1 hour, 21 minutes and 3.4 seconds (84.438 miles per hour) could not match the 1:09:50.42 clocking for Don White in 1966, however, as 23 laps were run under the caution flag.

Verlin Eaker of Cedar Rapids, Iowa, would be the surprise winner at Du Quoin in 1971.

A near capacity crowd of 17,500 stock car race fans sat quietly through almost 90 laps on Sunday afternoon, September 6, 1971, then rose to its feet for a roaring finish in which nobody knew who the winner was.

Verlin Eaker of Cedar Rapids, Iowa, driving a 1971 Plymouth, was announced as the winner even though he finished third behind Don White and Lem Blankenship of Keokuk, Iowa.

Confusion at the finish had been caused by three caution slowdowns of about five laps each on the 25th, 71st and 82nd laps. Jack Bowsher of Springfield, Ohio, driving a 1971 Ford, had led throughout the race and had pulled away more than half a lap in front.

After the third caution period, both White and Blankenship again were running almost on Bowsher’s tailpipe. On the 90th lap, White passed Bowsher to take the lead. Two laps later White went wide in the north turn and Bowsher and Blankenship both passed him.

Hitting the north turn on the next lap, leader Bowsher blew his right rear tire and was forced to go to the pits. White led until Blankenship passed him on the 98th lap only to have White speed by Blankenship on the north turn of the last lap and cross the finish line first.


After some conversation, USAC officials ruled Eaker was the first driver to make his mandatory pit stop during the first caution period. He then apparently had gained a lap on the rest of the field in subsequent pit stops by other drivers. Thus, he was the first to complete 100 miles even though he running third at the time.

Eaker, who had claimed the pole with a qualifying time of 39.24 seconds (91.743 miles per hour), earned $5,821 out of the total purse of $30,642. White got $3,983 for second and Blankenship grabbed $2,757 for third. Eaker’s winning time of 1 hour, 10 minutes and 56 seconds was good for an average speed of 84.586 miles per hour.

A disappointed Bowsher was credited with seventh but long after the crowd had filed out, he was dropped to 30th and last position. It was reported that his crew had made an illegal tire change after time trials.

There would be no confusion, no discrepancies or discussion when the checkers flew at Du Quoin on September 4, 1972. Jack Bowsher made sure of that…

Bowsher would set a new qualifying record in the time trials then easily won the caution-free 100-mile stock car race on Sunday afternoon before 15,721 racing fans.

Jack Bowsher (21) leads Butch Hartman (75) during the 1972 Du Quoin 100-miler.

Bowsher piloted his Ford Torino to a 36.41 second clocking for a new USAC dirt track record of 98.874 miles per hour to claim the pole. Then in the race he seized the lead and held it comfortably for 30 laps before making the one mandatory pit stop required in the race.

The pit stop allowed Butch Hartman of Zanesville, Ohio, driving a Dodge, to take the lead and hold it until the 76th lap. Hartman had previously made his mandatory earlier and then had to make an unplanned second stop on the same circuit to change his right rear tire.

That second stop cost Hartman the lead as Bowsher zoomed back in front. The Springfield, Ohio, veteran had lapped the whole field except for Hartman and there was no doubt about the winner.

Bowsher’s time of 1 hour, 52 minutes and 34 seconds set a new track record (95.432 miles per hour) for a 100-mile race at Du Quoin. Bowsher collected $5,522 of the $29,065 purse. Hartman would settle for second and a payday of $3,778. The all-Iowa trio of Don White, Ramo Stott, and defending race winner Verlin Eaker would round out the top five.

Editor’s note: The field of 28 starters included eight Dodges, seven each of Plymouth and Ford, and six Chevrolets.

The 1973 event would start three consecutive years of domination by one driver; Larry “Butch” Hartman.

Hartman would beat 49-year-old Norm Nelson for the win on Sunday, September 3, leading 98 of the 100 laps. Pole winner Jack Bowsher (lap 1) and Nelson (lap 76) were the only drivers credited with leading a circuit.

Hartman, driving a 1973 Dodge, ran the 100 miles in 1 hour, 8 minute and 4.65 seconds. He averaged 88.156 miles per hour and beat Nelson by only three seconds. Hartman earned $5,077 for his win while Nelson claimed $3,662.

Following Hartman and Nelson across the finish line were Ernie Derr of Keokuk, Iowa, in a ’72 Dodge, Derr’s brother-in-law, Don White, in a ‘73 Dodge and Ramo Stott in a ‘73 Charger. A total of 13 of the 30 starters finished the race.

The defending winner, Bowsher, left the race on the 21st lap when he hit the fence in the backstretch. He was credited with 21st in the race.
Hartman would give a repeat performance on September 1, 1974, and so would Norm Nelson. Hartman would pass Nelson on the 96th lap to win the 100-mile USAC stock car race at Du Quoin. Hartman averaged 90.248 miles per hour in his 1974 Dodge. The race was run in 1 hour, six minutes and 29 seconds.

Nelson, the now 50-year-old grandfather, would settle for the runner-up role once again driving a Plymouth. He was followed by Davenport, Iowa’s Terry Ryan in a Chevrolet, Ernie Derr in a Dodge and Irv Janey of Cedar Rapids, Iowa, in a Dodge.

Ryan, the fast qualifier of the day, led the first 11 laps. Nelson led laps 12 to 69. Ryan led on lap 70 and Nelson regained the lead and held on until lap 96 when he was overtaken by Hartman.

Butch Hartman would dominate the USAC stock car scene at Du Quoin from 1973 to 1975.


Hartman had a dream the night before winning his third straight Du Quoin race on August 23, 1975.

“Just recently my son died of diabetes, my father of a heart attack and a very close friend in an auto accident. I got to thinking about that saying that things happen in threes.”

“Then I got to thinking about having won the 100-mile stock car race at Du Quoin the last two years. Why not make, it three, I dreamed,” said the mud-spattered Hartman after his victory before a slim 8,137 crowd on Saturday.

The leading stock car driver of the 1975 USAC circuit dreamed well as he won the 100-mile event in the slow time of 1 hour, 11 minutes and 13 seconds for a speed of 84.250 miles per hour.

Only 15 of the 30 starters were running at the finish and Du Quoin State Fair officials were happy so many ran so long. Dust had erased the 50-mile midget event Friday and threatened to do the same to the stock cars on Saturday.

“I never saw the track until I saw the checkered flag,” quipped Hartman of the race run in a dust fog.

While Hartman dreamed of threes, Du Quoin State Fair president Bill Hayes and track superintendent Bob Green dreamed of twos.

“We can’t have two straight races stopped by dust,” pondered Hayes during the time trials when dust did appear to be heavy in the straightaway leaving the north turn.

“I was up all night putting water on the track,” said Green. “I don’t have much pep left.”

The heavy dust threatened to stop the race at the start as the USAC officials whipped out the caution flag on the very first lap. They were back on the green flag at the fourth lap

Jack Bowsher, who won the pole in his Ford with a time of 38.36 seconds, led for 13 laps until Hartman took the lead with Irv Janey passing Bowsher for second position on the 17th lap.

A caution flag on lap 30 sent Hartman to the pits for the one mandatory pit stop. Ramo Stott, Jim Scott, and Don White kept up front for several laps until Stott went high in the north turn on lap 49 as Hartman forged ahead. Hartman led the race to the finish as Sal Tovella finished second in what could have been a surprise ending.

The race went smoothly until the 98th lap when Mark Dinsmore, the slowest of the 30 qualifiers who started the race, spun into the rail on the east side of the track to bring a caution flag.

The caution period gave runner-up Tovella time to get on Hartman’s bumper before the last lap but Hartman held his lead to win by 20 yards.

Bay Darnell of Deerfield, Ill., would break the Hartman stranglehold on the August 28, 1976, as he took the first prize of $3,711.

Darnell took the lead on the 79th lap and held on to win in 1 hour, 4 minutes and 58 seconds.  A total of 27 cars started the race and 14 finished.

Five different drivers held the lead at one time or another. Pole sitter Jack Bowsher led the first 16 laps before the day’s lone caution occurred. Bowsher would use the slowdown and bring his car into the pits, giving the top spot to Butch Hartman, who had started seventh.

Action resumed on lap 20 and Hartman continued to lead the way until the 46th mile when Darnell took over for two circuits. Hartman regained control only to have Darnel take over again on lap 52.

Hartman took the upper hand on the 68th mile, but his lead was short-lived as Steve Drake of Bloomington, Ill., took charge on the very next lap. Two miles later, Terry Ryan of Davenport, Iowa, became the fifth driver to lead the event.

However, Darnell would take over for good one mile later and went on to take his second career USAC stock car victory. Don White would finish second, followed by Paul Feldner of Richfield, Wis., Hartman, and Ken Rowley of El Paso, Ill.

Paul Feldner waves to the crowd during his victory lap at Du Quoin in 1977.

Paul Feldner couldn’t have picked a better place for his first USAC Stock car win, when he would win the 100-miler at Du Quoin on August 27, 1977.  Feldner averaged 73.968 miles per hour which took 1 hour and 21 minutes to complete. Feldner earned $4,100 of the $23,000 purse.

Feldner, piloting a Dodge, started on the front row, but the opening stages were dominated by a pair of Volare’s, driven by Ramo Stott and Ken Rowley. Stott grabbed the initial lead but gave up the top spot to Rowley on lap 15. Stott would regain the point a lap later and stay in front until the 28th mile when he crashed into the turn one wall, ending his day. A broken A-frame was later determined to be the cause of Stott’s misfortune.

Feldner inherited the top spot but had little time to establish any kind of advantage when another caution slowed the field on lap 37. Feldner elected to make a pit stop during the yellow flag and Rowley took over first place when the green was waved on lap 40.

Rowley’s afternoon would end when he spun his car on lap 53 and tagged the turn three wall. Kevin Housby, running behind Rowley, one lap down, slammed into Rowley’s machine, thus ending both drivers’ day.

Rowley’s departure handed first place to Charlie Glotzbach of Sellersburg, Ind., who brought his Charger into the pits while still under yellow, turning the lead back over to Feldner as they went green on lap 55.

Feldner, his Charger running to perfection, opened up a comfortable advantage, and despite a couple more cautions, would stretch his lead to half a straightaway when the checkers waved. Sal Tovella, who started 17th in the 28-car field, finished an impressive second, while Jim Hurlbert of Mahomet, Ill., took third.

Don White is interviewed in victory lane by Mike Lee after winning at Du Quoin in 1978.

Bay Darnell would be the first to cross the finish line at Du Quoin but it was Don White who would be in victory lane following the 100-miler on August 26, 1978,

Gary Bowsher’s spin on lap 97 necessitated a yellow flag. With the green scheduled to return for the final lap, Darnell charged ahead of White as the two frontrunners brought the field around for the start of the 100th mile.

Darnell’s actions didn’t go unnoticed by USAC officials and although the Deerfield, Ill., chauffeur took the checkers first, he was penalized one position for passing the leader prior to the green flag, giving the White the win.

Ramo Stott had dominated the early part of the program, touring the mile in 37.24 seconds (96.670 miles per hour) during qualifying to grab the pole. He would lead the first 29 miles before pitting, allowing Joe Ruttman to take over.

Sal Tovella would replace Ruttman in the top spot on lap 32 and hold that lead until lap 41 when Stott crashed into the outside guardrail bringing out the yellow. Tovella would pit during the yellow flag allowing Darnell, who had started second, to claim first place on lap 43.  On lap 47, White accounted for the final lead change when he sped around Darnell.

White’s victory was the first of the year for the Keokuk, Iowa, veteran and increased his career total to 53. Darnell was credited with second, ahead of Terry Ryan, Tom Bigelow (who started 21st) and Tovella.

Rusty Wallace of St. Louis, Mo., would win the 1979 contest at Du Quoin.

It was “A.J. Foyt Day” in Du Quoin, Ill., on August 25, 1979, but the day really belonged to Rusty Wallace of St. Louis, Mo., as the 23-year-old driving star bested Foyt and a field of 22 other USAC stock cars to win the annual 100-miler.

The victory was the first for Wallace on the USAC circuit and paid $4,629 from a total purse of $27,069.

Foyt, who was honored by Du Quoin area merchants prior to the day’s racing, set fast time, touring the well-groomed mile in 37.13 seconds, earning the pole position.  

It was Bay Darnell, who started alongside Foyt, darting into the lead at the start of the contest and built himself a straightaway advantage by the midpoint of the race. Darnell would pit during a lap 49 caution allowing Don White to take over the top spot on the 50th round.

White would hold the lead for only a couple of laps when Joe Ruttman spun in turn one bringing out another caution on lap 54. On lap 57, Wallace would blast past White on the restart to take the lead.

With his 1979 Firebird performing better than earlier in the day and no more cautions to slow his pace, Wallace led the rest of the way to pick up the win. Don White would settle for second, Bay Darnell would take third, Foyt would grab fourth and Sal Tovella would round out the top five.

Sal Tovella would win at Du Quoin in 1980. - Todd Healy Photo

It would require 101 laps, but Sal Tovella would finally score his first ever Du Quoin victory on August 23, 1980.

The reason for the extra lap in the scheduled 100-mile race was an Alan Kulwicki crash on lap 98, which brought out the red flag. Since the race was restarted under the yellow, its distance was increased to 101 laps because of USAC rules stating the last two laps of any race had to be under green.

Tovella took home $4,946 out of a total purse of $26,929. Joe Ruttman, the fastest qualifier, finished second followed by Terry Ryan. Those three drivers were the only ones to finish on the lead lap.

Dean Roper would grab the lead from his outside front row position until Ruttman took over on the sixth mile. Rusty Wallace would take charge on lap 19 until Ryan became the fourth different frontrunner on the 22nd mile.

Wallace would account for the race’s first caution when he slammed his Firebird into the turn three wall on lap 25. Pit stops under the yellow resulted in Kulwicki leading laps 26 and 27 before Tovella took over on 28th try around the mile dirt oval.

The lead would never change hands again as Tovella demonstrated his superiority, dominating the race despite another five additional cautions.

Dean Roper would win the 1981 Du Quoin 100-miler.

Dean Roper of Fair Grove, Mo., would win the USAC stock car race at Du Quoin on August 29, 1981, much the same way as Tovella did; having to go a few extra laps.

The event was slated for 75 miles but was extended to 79 when a late caution enforced the rule that the field had to run the last three circuits under green.

For Roper, it was his third USAC win of the season, all run on mile ovals, all three on dirt surfaces. Sal Tovella, the defending race winner, took second and was followed by Kevin Gundaker of St. Louis and Steve Drake. They were the only drivers to finish on the lead lap.

Lem Blankenship of Keokuk, Iowa, who won the first qualifying heat to earn the pole position, led the first 13 laps of main event before fellow townsman Don White guided his Aspen into the top spot. White continued to pace the field at the halfway point until a caution came out on lap 50 for a spin by Herb Shannon of Peoria, Ill.

White would continue to pace the field after all out action resumed, but would eventually join Ken Schrader, Rick O’ Brien, Rick Hanley and Tony Emralino in a multi-car accident on the 62nd circuit. The wreck retired the front-running White and second place Schrader giving Roper command of the top spot.

The event’s final yellow came on lap 71 when Blankenship, Dave Bruggink and Ken Rowley tangled in turn three. It took until lap 77 before action could resume under green and Roper warded off Tovella for the win.

Rick O'Brien would win his first career USAC-sanctioned stock car event at Du Quoin in 1982.

Rick O’Brien of Peoria, Ill., would score his first USAC stock car victory at Du Quoin on September 5, 1982. O’Brien took the top spot on lap 96 when Ramo Stott drifted high and wide as the pair negotiated turns three and fur running side by side.

Driving a Buick Regal, O’Brien led the remaining three laps to score the triumph and earn $5,808 from a total purse of $33,000. Stott would settle for second while Joe Wallace of Kansas City took third, giving Regal pilots a clean sweep of the top three positions. Dean Roper (Grand Prix) and Marv Smith (Regal) of Newark, Ohio, were fourth and fifth.

Bay Darnell was the fastest qualifier at 96.850 miles per hour ad led the first 11 laps from his pole position. Butch Garner of Forsyth, Ill., would pass Darnell and rule the next dozen laps before Roper took charge on lap 24.

Stott moved in front on the 30th mile except for lap 58, which was paced by Darnell, stayed in front until O’ Brien got the upper hand in the waning laps.

The USAC stock car division had been slowly losing its luster over the past few years with the ’82 event only able to field 21 cars. The once-popular division was on its last legs but wanted to keep its flailing division going at Du Quoin as long as they could. In 1983 and ‘84, they would partner with ARCA in order to attract more cars.

At the end of the ’84 season, USAC folded the stock car division forever, allowing ARCA to take full reigns of the Labor Day Weekend race at Du Quoin, an event they still hold today.