The USRA Late Models in 2007

By Lee Ackerman

Omaha, Neb. - The United States Racing Association (USRA) was formed in 2002 with a mission of -

· Fostering a robust level of participation by competitors wanting smart, cost-effective rules that do not hinder creativity but allow for close competition.

· Increased fan attendance at USRA-sanctioned racetracks.

· Increased marketing and sponsorship dollars for each USRA-sanctioned racetrack.

Over the years the USRA has sanctioned a number of different classes of race cars but in 2007 they decided to create a late model class. Although a good number of races were scheduled only seven were actually completed in a touring-type environment.

Tommy Elston won the USRA late model series opener at Memphis, Mo. - Mike Reufer Photo

The first event was held on April 28 at the Scotland County Speedway in Memphis, Mo. The 30-lap feature saw Tommy Elston of Keokuk, Iowa, and Gary Wilson of Frankford, Mo., drawing front row starting positions. When the green waved it was Elston taking the point with Wilson and Chad Simpson of Mount Vernon, Iowa, battling side-by-side for second. Elston led the entire race to take home the $3,000 first prize with Wilson holding off Simpson for second. Chris Smyser of Lancaster finished fourth and Mark Burgtorf of Quincy, Ill., fifth.

In heat race action, Ricky Frankel of Quincy, Ill., took the first heat with Gary Wilson second and Justin Reed of Quincy, Ill., third. Tommy Elston won the second heat followed by Mark Burgtorf and Chad Simpson off Mt. Vernon, Iowa.

The second stop for the series was on May 16 at the Southern Iowa Speedway in Oskaloosa, Iowa. Chris Smyser won the first heat followed by Chad Simpson and Chris Spieker of Massena. Heat two went to Todd Shute of Des Moines with Tommy Elston second and Jacob Murray of Hartford third. The final heat saw Dave Eckrich of Oxford take home the win with Jason Utter of Columbus Junction second and Denny Woodworth of Mendon, Ill., third.

Dave Eckrich grabbed top honors on the half mile at Oskaloosa. - Mike Ruefer Photo

Chris Smyser started on the pole of the feature as a result of having the most passing points, but it was Dave Eckrich going to the front and he battled with the challenges of Chad Simpson who made several attempts to pass on the low side, but Eckrich was able to hold Simpson off and take the win and the $3,000 first place money. Behind Eckrich and Simpson were, Jason Utter, Chris Smyser and Todd Shute.

On May 25 at the Bloomfield Speedway in Bloomfield, Iowa, it was the battle of the brothers with Chris Simpson of Oxford holding off brother Chad Simpson to take home the win. Chris Smyser finished third, Nick Marolf of Moscow was fourth and Denny Woodworth rounded out the top five.

In heat race action Nick Marolf took the first heat with Tommy Elston and Chris Smyser following. Jeff Gingerich of Washington, Iowa, took the second heat with Chad Simpson second and Todd McKee of Massena in third. The final heat went to Chris Simpson over Justin Reed and Todd Shute.

On June 5, the series headed west to the Adams County Speedway in Corning, Iowa, with local favorite Chris Spieker of nearby Massena picking up the win in an exciting 30-lap feature. Chris Smyser of Lancaster, Mo., jumped out front as the green waved with Bryant Goldsmith of Corning, Chris Spieker and Chad Simpson in a battle right behind the leader.

Spieker used all his knowledge of the Adams County Speedway to use the low side of the track to take second then caught Smyser and took the lead of the race by the midway point in the race. With 10 laps to go Corning’s Trent Jackson grabbed second and closed quickly on Spieker. With just two laps to go, Jackson took the lead but going into turn one slid over the embankment and out of the battle for the win. Smyser then launched a last-ditch effort to overtake Spieker but came out a car length short.

At the checkers it was Chris Spieker, Chris Smyser, Bryant Goldsmith, Chad Simpson and Paul Glendenning of Mt. Ayr. The second five were Corey Zeitner of Bellevue, Neb., Trent Jackson, Joe Kosiski of Omaha, Neb., Todd McKee and Travis Roth of Bancroft, Neb.

Jeremiah Hurst led from start to finish at Dubuque. - Mike Reufer Photo

Two days later and the series was on the eastern edge of the Hawkeye State at the Dubuque Speedway in Dubuque, Iowa, where Jeremiah Hurst of Dubuque led all the 30 laps to claim the win. The action however was intense throughout the field with Chris Smyser grabbing his second straight second place finish followed by Andy Eckrich of Iowa City, Russ Scheffler of Pewaukee, Wis., and Jason Rauen of Farley. At this point Chris Smyser was the USRA late model series points leader.

Chad Simpson won the series finale at the Howard County Fairgrounds. - Mike Ruefer Photo

On August 10, the series made what was to be its final stop when it visited the Cresco Speedway on the Howard County Fairgrounds in Cresco, Iowa, and it was Chad Simpson taking home the win followed by Ace Ihm of Hazel Green, Wis., Chris Simpson, Brian Harris of Davenport and Mark Teske of Spring Valley, Minn. Sixth through tenth were Chris Smyser, Jeff Bair of Solon, Cam Granger of West Union, Jill George of Cedar Falls, and Rick Dralle of Waterloo.

The win by Chad Simpson was enough for him to take the points lead by a single point. When other series events were cancelled Simpson would claim the series championship with 1,399 points to Smyser’s 1,398. Third through fifth in final points were Tommy Elston, Todd McKee, and Jeff Aikey of Cedar Falls.

In 2008, the USRA dropped late models and in later years brought the class back as a weekly racing series class.

Chris Simpson would grab a USRA late model win at Bloomfield. - Mike Ruefer Photo

Keith Fleck’s Beer Race – The Dirt Years

 

Keith Fleck

By Kyle Ealy

Cedar Rapids, Iowa – When local beer distributor Keith Fleck decided to promote a stock car race at Hawkeye Downs Speedway in 1973, little did he know, or expect, that the event would grow into one of the most prestigious dirt late model races not only in Iowa but the Midwest and possibly the nation.

It all started on September 29, 1973….

Sanctioned by the United States Auto Club, Larry “Butch” Hartman of South Zanesville, Ohio, would win the Falstaff 100 on a cold, damp night before 3,000 fans. Hartman would take the lead at the drop of the green and was never headed although he had all he could do to hold off the efforts of Ernie Derr of Keokuk for the final five tours on the half-mile dirt track.

Butch Hartman accepts his trophy for winning the Falstaff 100 at Hawkeye Downs. Presenting the award is Steve Tomasek (left) Falstaff marketing director, Miss Falstaff Peg McMenomy, and Cedar Rapids Falstaff distributor Keith Fleck. 

The battle at the finish between Hartman and Derr gave them plenty to remember. They were all on their feet when Derr made a move to the outside coming out of turn two on the white flag lap. Derr kissed Butch’s bumper twice, but both managed to retain control of their machines and resume their bumper-to-bumper duel to the finish line.

Trophy dash winner Ramo Stott, also of Keokuk, would finish third in the feature followed by Bay Darnell of Deerfield, Ill., and Steve Drake of Bloomington, Ill. Only seven of the 13 cars entered in the feature finished the race.

It was the case of “Who Won the Falstaff 50?” on Tuesday, July 16, 1974. An estimated crowd of 5,000 race fans wouldn’t learn the answer until 30 minutes after the checkered flag had waved.

After a lot of discussion, Bill Zwanziger of Waterloo, Iowa, would be declared the winner of the 50-lap feature after a major controversy halted the second annual event with five laps to go and confusion ran rampant.

Bill Zwanziger won the controversial Falstaff 100 in 1974. Keith Fleck presents the winner's cup. - B.E. Tappa Photo

The controversy involved Curt Hansen of Dike, Iowa and Verlin Eaker of Mechanicsville, Iowa, who were running one-two and practically bumper-to-bumper throughout the race.

Hansen appeared to have the top prize of $1,000 wrapped up when he sent his 1974 Laguna into the 46th lap. But the Downs point leader spun in the third turn and Eaker, who was pressing hard, also spun.

However, as the yellow light flashed, Hansen continued to race, although he had lost three positions. Eaker required a push truck to get going again.

On the restart, though, as irate fans peppered the front straightaway with beer cans and angry pit crews flooded the same area in an apparent move to prevent the race from continuing, Hansen was back in the lead spot and Eaker went to the pits after being informed he would have to start in the rear.

Hansen would take up where he left off and was the apparent winner until a meeting followed involving Hansen, race organizer Dale Gegner, Eaker’s car owner Al Frieden, Zwanziger, and Darrell Dake of Cedar Rapids.

“The restart rule at this track is that any car that the race is STOPPED for goes to the rear of the field,” Gegner would explain. Gegner then admitted that officials erred in allowing Hansen the lead position on the restart. “Hansen should have been placed in fourth,” Gegner remarked.

Zwanziger, who was second behind Hansen at the checkers, would be awarded first while Dake would be elevated to second place. Bob Kosiski of Omaha would finish third followed by Hansen and Roger Dolan of Lisbon, Iowa.

Hansen, who would still collect nearly $900 in lap money, readily accepted the ruling that he wasn’t the winner but added, “I figured I should be fourth.”

A frustrated Eaker added, “Hansen was about three car lengths ahead of me when he looped it and I spun to keep from hitting him. I had kept the pressure on and was just waiting for him to make a mistake. When he finally did, I was too close.”

Ed Sanger is all smiles after winning the Falstaff 50 in 1975. His wife Sue and Keith Fleck join in the victory celebration. 

Ed Sanger, the point leader at Hawkeye Downs, would come from his fifth row starting position to win the third annual Falstaff 50 on July 15, 1975. The Waterloo, Iowa, hotshoe would collect $1,400 for his efforts.

A crowd estimated at 5,500 watched the most exciting Falstaff race yet and in the process, witnessed some nifty driving by at least eight hard chargers who battled for the lead at various times.

Lisbon, Iowa’s Roger Dolan won the pole position in time trials, just missing the track record of 24.57 seconds. He would lead the first 32 circuits of the race.

But coming out of the fourth turn on the 33rd lap, Sanger would dip underneath Dolan and take the lead he would never relinquish.

Several pilots would give Sanger a run and the strongest of the challengers would be Curt Hansen, but the Dike, Iowa, speedster would lose his steering on lap 43 and tag the first turn wall.

Ed’s brother Karl Sanger, would put on a driving performance himself, charging thru the field from his 18th starting position to make it a 1-2 family affair. USAC star, Don White of Keokuk, Iowa, driving a Chrysler Kit Car, would finish third. Roger Dolan, after leading the race, would lose ground and finish fourth. Darrell Dake, who would challenge early in the contest, would settle for fifth.

Curt Hansen won the 1976 Falstaff Classic at Hawkeye Downs. Keith Fleck, trophy girl Jeanne Kula, and promoter Al Miller join Hansen in victory lane. - Beetle Bailey Photo

Over 50 cars and 4,300 fans showed up at Hawkeye Downs on Monday, July 26, 1976, to watch Curt Hansen win the fourth annual Falstaff Classic. Net proceeds from the event went to the All-Iowa Fairboard to defray costs in building a new track. Less Hansen’s winnings of $1,300, of course.

Bill Beckman of Lisbon, Iowa, would break the one-lap track record in time trials, touring the half-mile in 24.06 seconds to top the old mark 24.10 seconds. Beckman would start on the pole and lead the opening laps before Ken Walton of Viola, Iowa, would take over.

Hansen, who started in the second row, would pass Walton on lap 19 and never look back. Ed Sanger, the defending champion, would give chase but settle for second place.

Roger Dolan, who didn’t qualify well, would put on the driving clinic of the evening, starting 19th, and finishing third. Walton would finish fourth and Mike Niffenegger of Kalona, Iowa, would round out the top five. Duane Steffe of Colona, Ill., would also put on an impressive driving performance, driving from his 21st starting position to a sixth-place finish.

A beaming Fred Horn won the 1977 Falstaff Classic at Hawkeye Downs. Trophy girl Loydene Short, Promoter Al Miller, and race sponsor Keith Fleck join Horn in the winner's circle. - Earl Schwartz Photo

The 1977 edition of the Falstaff Classic, held on Tuesday, June 14, would be a case of dueling stock cars as ’74 winner Bill Zwanziger and Fred Horn of Marion, Iowa, would race side-by-side, bumper to bumper, for the last 30 laps of 100-lap main event with Horn steering his sleek 1977 Camaro to the checkers first by a car length.

“I just wanted to run flat out and the car performed,” breathed Horn after outlasting Zwanziger’s 1977 Nova. "This is probably my greatest racing win. I won the Iowa 300 IMCA race once, but this is probably the most prestigious.”

Kalona's Mike Niffenegger won the pole position with a 24.76 second lap in time trials, but Zwanziger moved to front on the second lap.

That changed one lap later when defending champion Curt Hansen took over and led until Zwanziger took over on the 35th tour. Hansen would regain the top spot one more time on the lap 43.

Then came Fred Horn. Having started on the outside of the fourth row, Horn moved steadily through the field and was racing with the front-runners and on lap 47 asserted himself, taking the lead from Hansen. He wouldn’t have any serious problems until Zwanziger started his challenge on lap 73.

“I have to pay the highest tribute to Bill Zwanziger. We were right together through those last laps and he didn’t touch me once,” Horn remarked afterwards.

Two drivers who started farther back, Roger Dolan (16th) and Bill Rice of Des Moines (19th) finished third and fourth while early leader Hansen settled for fifth.

Most observers were amazed that 10 cars all finished on the same lap, let alone go the entire 100 tours. "It was amazing,” said veteran race announcer Tony Dean of Huron, S.D., "that 24 of the 28 starters were still racing at the finish.”

Curt Hansen became the first two-time winner of the Falstaff Classic, winning the 1978 race. He's joined by Miss Falstaff, Keith Fleck and flagman Engel DeKock. - Earl Schwartz Photo

Curt Hansen would become the event’s first two-time winner after leading start to finish on June 6, 1978. Hansen, who started on the outside of the first row, pocketed $1,600 for winning plus $700 in lap money. It was his biggest victory since winning the Knoxville Jamboree in September of 1977.

A sell-out crowd of 7,000 watched Hansen go unchallenged for all 100 laps. The battles were behind Hanson as Gary Crawford of Independence, Iowa and Bill Martin of Council Bluffs, Iowa, fought tooth and nail for second place with Martin getting by Crawford on the last lap for runner-up honors. Hansen, Martin, and Crawford would finish all 100 circuits with defending champion Fred Horn and Roger Dolan finishing fourth and fifth respectively at 99 laps.

Verlin Eaker of Mechanicsville, Iowa, had won every big race that Hawkeye Downs had to offer over the years. Eaker’s first big win at the Downs’ oval would come in 1969, winning the Hawkeye 200 stock car race. Eaker would win the prestigious Iowa Challenge Cup a record three times from 1972 to 1974 and most recently Verlin had won the inaugural Yankee Dirt Track Classic towards the close of the 1978 season. The only race that had eluded him was Keith Fleck’s late model classic.

Verlin Eaker won the 1979 Miller 100 at Hawkeye Downs. He's joined on the winner's podium by, left to right, Jim Burbridge (semi-main winner), Curt Hansen (fast timer), race promoter Keith Fleck, Eaker, and Ed Sanger (trophy dash winner). - Earl Schwartz Photo

The 28-year racing veteran would scratch that off his list, winning the newly renamed Miller 100 on June 5, 1978. Eaker would battle Mike Niffenegger of Kalona, Iowa for much of the 100 laps, finally securing the top spot halfway through the race. Eaker would collect $2,300 of the $10,070 total purse.

Eaker would start on the outside of the fourth row but jockeyed his way to the front quickly and by lap 6 he was behind Niffenegger, Leon Plank of Mondovi. Wis., and fast qualifier Curt Hanson. On lap 10, Eaker passed Hanson and would settle behind Plank. But Plank would fall off the pace a few laps later and Eaker took off after Niffenegger who had built a comfortable lead.

Eaker eventually caught Niffenegger by lap 40 and grabbed the lead a lap later until “The Flying Dutchman” grabbed the top spot back on lap 42. Three circuits later, Eaker would slip past Niffenegger for good on lap 45 and despite several challenges from Niffenegger over the remaining 55 laps, would take the checkers by a couple of car lengths.

Third place would end with some controversy with Ed Sanger and Don Hoffman of Des Moines both involved. It all started with a lap 80 caution where Sanger spun coming out of turn four but claimed he was “bumped” by Hoffman. Race officials agreed, giving Sanger his spot back.

That decision seemed okay with race fans until Sanger spun again on lap 91, and this time, it appeared the Waterloo, Iowa, hotshoe had done himself in. Technically, he should have gone to the back of the pack and Hoffman should have been moved up to third place. Once again Sanger claimed he was the recipient of Hoffman’s aggressive driving and once again, he was given his spot back.

The decision to give Sanger his place back had many fans, and numerous drivers upset after the race. After much discussion, it was decided by officials to give Sanger and Hoffman both third place money.

A dirt late model legend in Indiana, Kentucky, and Ohio but a relative unknown in the Midwest, Rodney Combs would make the long haul from Lost Creek, West Va., to win the Miller 100 on June 10, 1980, before a shocked crowd of 6,000.

Combs would show up at Davenport, Iowa, the previous Sunday and convincingly win the 101-lap feature in the four-race Iowa State Dirt Track Championships, leading start to finish and collecting a $1,000.

He would pull into Cedar Rapids on Tuesday and qualify his Howe Camaro on the front row alongside pole sitter Lance Matthees of Winona, Minn.

After a first lap pileup, that took out defending champion Verlin Eaker, crowd favorite Mike Niffenegger, Dan Dickey of Packwood, Iowa, and Larry Wasserfort of Waterloo, Iowa, Tom Hearst of Wilton, Iowa, would jump from his second row outside starting spot into the lead with Matthees and Combs giving chase.

Combs would move past Matthees on lap 12 and after hugging Hearst’s bumper for a few laps, moved past the Downs’ point leader on lap 19. Combs would then stretch his lead to a wide margin, with leads of 10 seconds at some points in the race.

Even with a yellow flag bunching up the field late in the race didn’t faze Combs, who beat Hearst to the finish line by a staggering seven seconds.

“We weren’t going to run here after Davenport,” Combs said after becoming the seventh different winner. “Of course, we’re pretty happy we changed our minds.”

Hearst settle for second with Don Hoffman, who started 13th, taking third place. Dick Schiltz of Waterloo, Iowa, started third but ran the second half of the race on only seven cylinders took fourth and Denny Osborn of Cedar Falls, Iowa, rounded out the top five.

Wisconsin's Leon Plank won the 1981 Miller 100. Candi Niner joins Plank in victory lane. - Bill Haglund Photo

Steve Kosiski’s misfortune would be Leon Plank’s luck as the Mondovi, Wis., late model pilot won the ninth annual Miller 100 on June 9, 1981.

The 21-year-old Kosiski, from Omaha, Neb., was leading the 100-lapper when flagman Ed Otten black flagged Kosiski for a piece of plastic flapping on his car. Kosiski would miss-read the flag for three laps and was not scored after that.

Plank, running second at the time, would take command on lap 78 and hold off a late charge by Ken Walton of Viola, Iowa, to take home the top prize of $2,000.

“I sure feel lucky tonight,” remarked the popular Wisconsin driver. “But I know how Steve feels too. I remember what happened to me here last year.”

Plank was referring to last fall’s Yankee Dirt Track Classic, an event he was leading until the very last lap when he got behind a lapped car, allowing Rodney Combs to sneak by for the win.

Rain had left the half-mile in a quagmire early and things got rough when the race started – an hour late. Tom Hearst would lead in the early going until he was sidelined with a broken distributor. Joe Merryfield of Des Moines would take over on lap 28 and lead until lap 74 when he popped a tire, giving way to Kosiski.

Kosiski would lead the one lap – 74 – before being shown the black flag the next three laps. Even though he ran in front on laps 78 and 79, Plank would be scored as the leader on those laps.

When the race was finished, Kosiski would be scored in ninth, which paid $300 - $1,700 less than he winner’s share.

Only Plank, Walton and third place finisher Pete Parker of Kaukauna, Wis., finished the 100-lap distance. Mike Frieden of Cedar Rapids was fourth and Ron Schreiner of Eleva, Wis., finished fifth, both completing 99 laps.

Ron Jackson scored one of the biggest wins of his career when he won the 1982 Miller 100. 

Ron Jackson of Burlington, Iowa, knew his luck was going to change for the 1982 season when he received a call from car owner Dwayne Schneider of Iowa City, Iowa, towards the end of May, asking him if he would replace Ken Walton behind the wheel.

That luck parlayed into the biggest win of his career after winning the rain-delayed Miller 100 on Wednesday, June 9. The race had been postponed to Wednesday because of heavy rains in Iowa on Tuesday.

For Jackson, the Miller 100 would be only his eighth ride in his new car, but it marked his third straight victory in it after weekend sweeps at Burlington and Donnellson, Iowa.

“I’ve said all along, this is the best ride in Iowa,” Jackson remarked. “I’ve won some big races through the years, but this was my first 100-lapper I’ve ever won. It’s a big thrill.”

Tom Hearst of Wilton, Iowa, winner of four of five weekly features at the half-mile and the pre-race favorite, led the first 28 circuits but went to the pits with a blown piston. Jackson took the lead on lap 29 and was never headed, although another race veteran, Darrell Dake of Cedar Rapids, got close enough numerous times to keep the issue in doubt until the very end.

Four other drivers finished on the same lap as Jackson and Dake, but their fierce battle for third place took place nearly a half a lap behind the two veterans, who’ve raced in seven decades between them.

Defending Miller 100 champion Leon Plank finished third ahead of Billy Moyer Jr. of Des Moines, Dick Schiltz of Waterloo and Roger Dolan of Lisbon, Iowa.

NASCAR star Bobby Allison poses next to his Ed Sanger-prepared car prior to the 1983 Miller 100 at Hawkeye Downs. Allison would finish 20th. - Jim Hedlund Photo

Veteran Roger Dolan of Lisbon, Iowa, would play the waiting game at the Miller 100 on June 7, 1983. Dolan would start on the outside of the second row, stay near the front for the entire race, and then use a lap 93 pass of race-long leader Ken Walton of Viola, Iowa, to annex the victory.

Walton started on the outside of the front row and led the first 92 circuits, including a number of laps run under caution for various spins and crashes.

Then, as the Walton and Dolan sliced and diced their way into turn two, Dolan took to the low side of the speedway while Walton drifted to the high side allowing Dolan to scoot by him into the lead and the eventual win.

“I was hoping the cushion would wear out soon,” Dolan said. “The only chance to pass was in the low grove in the first set of turns.”

Walton would hold on to second while polesitter Bill Rice of Des Moines finished third. Ed Sanger and Jim Burbridge of Delhi, Iowa, rounded out the top five. Another packed house was on hand for the 11th annual event with 45 late models participating.

A highlight of the event was a visit from NASCAR star Bobby Allison of Hueytown, Ala., Allison, driving a Miller High Life-sponsored car prepared by Ed Sanger, was involved in an early race crash and after losing a few laps making repairs, finished a creditable 20th.

Ken Walton toasts his victory in the 1984 Miller 100. Race sponsor Keith Fleck and Cindy Kettlekamp of Multiple Sclerosis makes the trophy presentation. 

After coming “oh so close” in ’83, Ken Walton left little doubt who was the fastest late model driver at the Miller 100 on June 5, 1984, leading all 100 laps. It was Walton’s first Miller 100 win, and it was worth plenty - $2,100 for winning plus another $1,500 in lap money ($15 a lap).

Unlike the ’83 race when he had eventual winner Roger Dolan breathing down his neck for the entire race, he was in control the whole way. Scott Sells of Waverly, Iowa, who finished second, was a full seven seconds behind the winner when the checkers waved.

Although Walton noted afterwards how eerily close he came to a repeat of the ’83 race when he managed to scrape the wall on lap 93 – the same turn #2 wall he scraped on the very same lap – 93 – that lost him the race the year before.

“I was watching for that 92nd lap,” remarked Walton. “I couldn’t believe it when I hit that wall in the very same place on the 93rd.

Dolan started on the pole for the event and challenged Walton for the first couple of laps but fell behind Ed Sanger soon after. Sanger put some pressure on Walton as well but dropped out with mechanical woes early on.

Dave Birkhofer of Muscatine, Iowa, Tom Bartholomew of Waterloo, Iowa, Dolan and Steve Fraise of Montrose, Iowa. They would finish in that order, but less than two seconds separated the four drivers at the end.

NASCAR star Bobby Allison would make a return appearance to the Miller, but this time bring along his 23-year-old son, Davey, with him. Unfortunately, once again, luck wasn’t with them as they were both involved in a fracas early on eliminating both drivers.

A record 63 late model drivers from Iowa, Illinois, Arizona, Arkansas, Wisconsin and Missouri would converge upon Hawkeye Downs on June 4, 1985, for the 12th running of the Miller American 100.

Tom Hearst would win the 13th annual Miller 100 in 1985. Keith Fleck makes the trophy presentation. - Dean Malone Photo

What had now become billed as the “biggest day of racing in Iowa”, would live up to its hype as Tom Hearst of Wilton, Iowa and native Iowan Billy Moyer Jr., now of Batesville, Ark., would put on a driving clinic and thrill a capacity crowd despite 23 laps under caution and a 40-minute rain delay early on in the contest.

Dan Dickey of Packwood, Iowa, would take the lead at the drop of the green but it would be Moyer taking charge by lap 7 with Hearst right behind. A light rain would begin to fall beginning on lap 15 and by lap 23 the red flag waved as the rain began falling more heavily.

After the delay, Moyer would continue to set the pace with Hearst right on his bumper. The two would juke and jive until lap 52 when Hearst was finally able to power around Moyer and into the lead.

The two drivers would tangle in turns #1 and #2 with Moyer on the low side and Hearst cutting him off. In turns #3 and #4, Moyer would attempt the high side and again, Hearst would shut the door on him.

A yellow flag would halt activity from laps 60 to 73 but when the green flag waved again, Hearst would continue his “cat and mouse” tactics with Moyer for the remainder of the race.

Some lapped traffic on lap 94 would not slow Hearst down as he used a couple of slower cars to his advantage, which prevented Moyer from making any last lap passes. Hearst, the 1982 NASCAR national champion, pulled away in the final circuits to claim his first Miller 100 victory.

“Moyer had a lot more horsepower under the hood than we did,” Hearst said. “We just managed to hold him off.”

Former winner Roger Dolan would finish third while the drive of the evening belonged to Rick Wendling of Hazelton, Iowa.

Wendling, who failed to qualify for the feature during his heat race, finished second in the B feature and earned the 24th starting spot. By lap 15 he was in the top six and would finish a solid fourth. Joe Kosiski of Omaha would take fifth.

Roger Dolan became the second two-time winner of the Miller American 100 in 1986. LuAnn Fleck, daughter-in-law of race organizer Keith Fleck, makes the trophy presentation. - John Vass Photo

Roger Dolan would become a two-time winner of the Miller American 100 on June 12, 1986, a race which would be postponed twice because of wet grounds.

In front of a smaller than anticipated crowd, Dolan would duel with defending champion Tom Hearst for most of the race before securing his second win in the prestigious event. It was the second event of the 14-race Busch/Winston All-Star Tour and paid a $15,000 purse.

The race saw Hearst take the lead at the beginning with Dolan working into second place by lap 8. After several laps of challenging Hearst, Dolan would take the lead on lap 17, only to heave Hearst regain the top spot on lap 25.

Billy Moyer Jr., who put on a show the year before, would threaten Dolan’s spot by lap 33, then passed him on lap 34 and by lap 37, got around Hearst for take the point.

A red flag would come out on lap 39 and to everyone’s dismay, Moyer would limp his smoking, overheated car to the pits and retire it. At the halfway point of the race, Dolan, Dale Fischlein of Independence, Iowa, Hearst, and Rick Wendling were bumper-to-bumper.

Fischlein would take the lead from Dolan on lap 56 but Dolan would not give up and regained it once again on the 68th tour. Several laps later, Hearst would pass Fischlein for second.

Dolan would open a six-car length lead for 20 laps but that would start to disappear in the late stages and Hearst was on the leader’s bumper with only a few laps remaining. Despite a couple of charges, Dolan was able to hold off Hearst to seal the win. Joe Kosiski would make a late charge to take third followed by Ed Sanger and Fischlein.

Billy Moyer (right) is about to enjoy an ice-cold Miller High Life with runner-up Dave Birkhofer (center) and third-place Steve Kosiski (left) after Moyer won the 1987 Miller 100. - Dennis Krieger Photo

For Billy Moyer Jr., “coming home” finally worked out as he added his name to the winner’s list of the Miller 100 on June 9, 1987. The former Des Moines resident pocketed $2,500 plus a $1,000 in lap money for his biggest win ever in his native Iowa.

“I have a lot of family that still lives here in Iowa, so I enjoy coming home to race but it seems we’ve been jinxed the last few times here. Moyer had led laps in the previous two Miller 100’s only to come up short in both. But the jinx was laid to rest as Moyer led 75 of the 100 laps in a dominating performance.

Roger Dolan earned the pole position and led the first five laps before Moyer took command. Dolan would stay in contention, however, and retake the top spot on lap 50. It would stay that way for 20 laps before Moyer went back on top for good.

Dolan, battling a ill-handling car, would fade to fifth, while Moyer would put his car on cruise control. He would win by a six-second margin over runner-up Dave Birkhofer of Muscatine. Steve Kosiski of Omaha would take third followed by ’84 winner Ken Walton and Dolan.

Billy Moyer came from the back of the pack twice, to win the 1988 Miller 100. Moyer also became the first driver to win back-to-back Miller races. Joining him on the podium is third-place finisher Ray Guss Jr. (left) and runner-up Steve Kosiski (right). Kari Spaw makes the trophy presentation to Moyer. - Jerry Mackey Photo

Not only was the jinx over for Billy Moyer Jr., but he would become the first back-to-back winner of the Miller 100, when he successfully defended his title on June 7, 1988. But he would do it the hard way…

Moyer came from the rear of the pack not once, but twice in winning the 100-lap affair, which left the crowd of over 6,000 shaking their heads as they exited Hawkeye Downs later that evening.

Moyer led the race officially for four laps, the first time on lap 51, then again for the last three circuits. He took the lead for the final time after chasing down leader Steve Kosiski. He made the pass coming out of turn #2 and then winning the “drag race” down the long back chute.

Moyer began the evening with his transmission breaking during the first off two 20-lap qualifying races. “It just exploded when Billy hit the accelerator to warm up the tires,” according to a pit crew member.

That misfortune left Moyer in the consolation event, which he finished fourth, earning him the 22nd starting spot for the main event. Moyer would then set out to show why he was considered one of the best late model drivers in the America.

He would move into ninth by lap 18 and was all the way up to fourth by lap 30. He would move into third place four laps later. On lap 37 he would move into second place and was challenging Steve Kosiski by lap 37. Moyer and Kosiski raced side-by-side for several laps until the yellow flag waved for a car spun in turn #2 at the halfway point. Moyer would beat Kosiski back to the yellow flag to be scored in the lead on lap 51.

As the field came back around, 6,000 race fans were stunned to see Moyer pull into the pits. What they didn’t know was Moyer was running on alcohol, not gasoline like his fellow 27 competitors and alcohol gets half the mileage of gasoline.

Once again, Moyer would start at the rear of the pack as he would later say,” It was a gamble, but racing is a gamble.” It would be a gamble that would pay off…

Once again, Moyer methodically worked his way through the field, moving to fourth by lap 68, to third on lap 79 and to second on lap 81. However, he was well behind Steve Kosiski when he took over the second spot.

Moyer would chop into Kosiski’s advantage with each lap and finally got on the rear bumper with five laps to go. The expected shootout, however, never materialized as Moyer got around Kosiski on lap 97 and cruised home from there.

“We weren’t sure if we could go 100 laps on one tank of alcohol,” Moyer said from victory lane. “We had planned all along on stopping at about the halfway point to add some. I never doubted we couldn’t catch back up but that’s something you never know until it’s over.”

Kosiski would settle for second while Ray Guss Jr. of Milan, Ill, who also qualified for the main event through the consolation, ran a steady race to finish third. Johnny Johnson of Wapello, Iowa, was fourth and Dale Fischlein (now of Asheville, N.C.) took fifth.

The 1988 Miller would be the last on dirt. During the off-season, the All-Iowa Fairboard would make the decision to pave the half-mile. The Miller 100 would continue to go on but that’ll be another story at another time…

I wouldn’t be able to end this story without mentioning why Keith Fleck hosted this spectacular race year after year. Keith Fleck shared his enthusiasm for racing by sponsoring and organizing the Falstaff/Miller race and then donating all proceeds to local community charities. 

Listed below is a list of charities that benefitted from Fleck’s hard work and generosity.



1973 – Cancer Society
1974 – Heart Fund
1975 – Multiple Sclerosis
1976 – All-Iowa Fair
1977 – Kidney Foundation
1978 – United Cerebral Palsy
1979 – American Diabetes Association
1980 – Iowa Special Olympics
1981 – Camp Courageous
1982 – Cancer Society
1983 – United Cerebral Palsy
1984 – Multiple Sclerosis
1985 – Discovery Village
1986 – Muscular Dystrophy
1987 – March of Dimes
1988 – Variety Club

1972 – Bobby Allison Wins Citrus 250

 

Bobby Allison holds his trophy high after winning the Citrus 250 at Daytona. 

Daytona Beach, Fla. (February 18, 1972) – Despite gale-force winds and pelting rain that made the race seem like a comic book caricature at times, Bobby Allison splashed to victory in Friday’s Citrus 250 auto race at Daytona International Speedway.

It was the second victory in as many days for Allison, a 34-year-old veteran from Hueytown, Ala., who Thursday captured one of two 125-miler qualifiers for Sunday’s $178,000 Daytona 500.

Allison beat out DeWayne “Tiny” Lund of Cross, S.C., by three miles and collected $4,050 for his efforts.

Allison averaged 98.339 miles per hour for 67 circuits of a 3.81-mile course over the outer 31-degree banked oval and twisting flat infield road.

The heavy rain and 40-mile-an-hour winds that buffeted cars for about 10 minutes midway through race created some problems. Car after car spun off the course and several others were left bogged down in the muddy infield at the end of the race.

“I spun off four or five times on one lap before I could get to the pits for rain tires,” said Allison. “That just added to the fun, and the only thing that worried me was stalling. I knew that it was over if I did because my battery was nearly dead.”

Allison, starting in the third spot, was at or near the front the entire race. He dueled polesitter H.B. Bailey of Houston through the early laps. Bailey was out front for the first seven laps and then Allison took over for the next 14 circuits.

Mechanical problems and a spin eliminated Bailey, but Allison wasn’t free yet.

Wayne Andrews of Siler City, N.C., borrowing Red Farmer’s car, moved into contention from his 18th starting position and took over the lead for 13 laps until rain showers moved in.

Allison led from the 38th to the 66th and final lap. He steadily pulled away from the rest of the field and only Lund was on the same lap when the checkered flag waved.

Andrews, a perennial second-place finisher, was running about one minute behind Allison two laps away from the finish, when his car rolled to a stop on the final infield turn and sat there while others went past.

Even though he failed to finish, Andrews had two laps on the rest of the field and was credited with third place. Joie Chitwood of Tampa was fourth and Jimmy Lee Capps of Jacksonville took fifth.


Results –

1. Bobby Allison, Hueytown, Ala.
2. DeWayne Lund, Cross, S.C.
3. Wayne Andrews, Siler City, N.C.
4. Joie Chitwood, Tampa
5. Jimmy Lee Capps, Jacksonville
6. Max Berrier, Winston-Salem, N.C.
7. Jimmy Vaughn, Greenville, S.C.
8. Paul Tyler, Charlotte, N.C.
9. Jeff Haar, Minneapolis, Minn.
10.Baxter Price, Monroe, N.C.

1975 – Underdog Parsons Bites Back at Daytona

 

Benny Parsons savors his Daytona 500 victory.

Daytona Beach, Fla. (February 16, 1975) – With two laps to go, Benny Parsons “’about cried – I ain’t kiddin you.’”

As almost every person in the crowd of 110,000 who has ever considered themselves an underdog went into a frenzy, Parsons found himself miraculously in the lead and coasting to victory in the 17th annual Daytona 500. He had started in the 32nd position – with the other underdogs – in a field of 40.

Running in the draft of Richard Petty’s Dodge, which was finally running strong after a day of overheating, Parsons’ Chevrolet was closing fast on frontrunning David Pearson. Pearson was trying to get by a slow-moving Cale Yarborough and Richie Panch on lap 198 of the 200-lap event.

If Pearson could break through slower traffic, he would be extremely hard to catch. But suddenly, as he tried to shoot between Yarborough and Panch, something happened. Afterwards, Pearson claims one of the cars hit him. Whoever was to blame, The “Silver Fox” lost control of his Mercury and a Daytona 500 victory in a matter of seconds as he slid off the back straightaway and into the grass.

And as Parsons, a hard luck 33-year-old driver from Ellerbe, N.C., drove by Daytona’s big telesign, there it was “1 – 72 (Parsons), 2 – 16 (Bobby Allison), 3 – 11 (Yarborough), 4 – 21 (Pearson, who had gotten his car back on the track), and 1 – 83 (Ramo Stott).”

A crash on the fourth lap had taken nine cars out. Petty had built a strong lead after that, but his car started overheating and he’d have several costly pit stops. Buddy Baker then roared away from the field, holding a 40-second lead at one point, but retired the Ford he was driving about three-quarters of the way through the race with electrical problems.

Then Pearson had led with Yarborough a close second.

But Coo Coo Marlin blew an engine, spilled oil on the track and brought out the caution flag on laps 163 to 172. In the mad scramble to the pits, the hares – Pearson, Yarborough, and Allison – pitted. The tortoise did not. The pace car, and Parsons, moved ahead of Yarborough and Allison and into the same lap as Pearson.

Pearson caught a draft from A.J. Foyt, who, like Petty, finally had his car clicking, and held onto a comfortable lead with Parsons running alone.

Then, enter Richard Petty, exit A.J. Foyt.

“I was waiting for a break and along came Richard – my break,” Parsons said.

“When I saw Richard coming, he was coming fast,” Parsons said of the sight in his mirror. “He pulled up there and waved like ‘C’mon boy, let’s go!’”

Foyt then blew and engine and Pearson’s free ride was over with. Parsons began to close at a rate of about a half-second per lap, but t didn’t seem their would be enough time to catch Person.

Yarborough, a lap behind, and Panch stayed in Pearson’s way for about half a lap, and when he decided he was going get by them or else; he spun.

“I believe he got tapped,” Parsons said. “He ran across then in the front straightaway. Going into turns one and two, David went high, and they went high. Entering the back straightaway, he dropped to go under them, but they were already going low to let him by. I believe that one of them tapped him and that was all it took.”

So Parsons, who won the NASCAR pint title in 1973 but had never won a superspeedway race, was a big winner at last.

Asked if the season title was as big a thrill as winning Daytona, he gleefully said, “Ain’t no way – this is it!”


Results –

1. Benny Parsons
2. Bobby Allison
3. Cale Yarborough
4. David Pearson
5. Ramo Stott
6. Dave Marcis
7. Richard Petty
8. Richie Panch
9. G.C. Spencer
10.James Hylton
11.A.J. Foyt
12.Bruce Jacobi
13.Bob Burcham
14.Ed Negre
15.Cecil Gordon
16.Ferrel Harris
17.Coo Coo Marlin
18.Richard Childress
19.Lennie Pond
20.Buddy Baker

Iggy Katona - ARCA Champion

Egnatius "Iggy" Katona

By Lee Ackerman

Omaha, Neb. - What’s in a name? Well, let’s look at an old racer named Egnatius Katona, known to the racing world as “Iggy”. Many of the younger generation of race fans probably know little or nothing of Iggy Katona, but if you look at the record you will find that Katona was a six-time Auto Racing Club of America (ARCA) champion.

During his long ARCA career, Iggy made 312 starts, scored an amazing 79 wins, grabbed 44 poles and won six championships, posting championships in 1955, 1956, 1957, 1962, 1966 and 1967. In fact, Iggy finished in the top ten in the ARCA points standing an incredible 21 straight seasons from 1953 though 1973. He was also the only driver to win a 600-lap race on a half-mile oval doing that at Dayton Speedway on September 16, 1962, when he led 403 of 600 laps. A race Iggy won by six laps.

Iggy was born in Toledo, Ohio, on August 16, 1916, and his racing career started out by racing motorcycles in local races in Michigan and Ohio at the age of 21 and winning most of the races he entered. In fact, within four years Iggy was Michigan State Motorcycle Champion.

 After a brief tour of duty in the Army during World War II, he turned to midget car racing. Building his own engines and chassis and with the help of his sons Ronnie and Jim as a crew, Katona found quick success on four wheels as well, including posting 14 straight feature wins in a row at Detroit’s famed Motor City Speedway, a dirt oval.

Iggy Katona takes a victory lap after winning a MARC-sanctioned 100-lapper at Toledo, Ohio, in 1956. - Dick Mossoney Photo

In 1951 and 1952 Iggy ran a number of NASCAR Grand National (today’s Cup series) events, usually driving a Chrysler or a Plymouth. His best finish came in September 1952 when he steered his Plymouth to a seventh-place finish at Dayton, Ohio.

Then in 1952, fellow Toledo native John Marcus created the Midwest Association of Race Cars (MARC) and from the start Iggy was a force to be reckoned with, finishing third in the series inaugural season, fourth in the second year of the series and then he became the man to beat as he won the MARC Championship the next three years in 1955, 1956 and 1957.

In 1955, he won eight of the 33 MARC events with most of those wins in the Midwest, but he also posted wins at Lakewood Speedway near Atlanta and at Lancaster, S.C. In 1956, he posted five wins racing mostly in the Midwest and he had another banner year finishing in the top-five in most races to secure a second championship. In 1957 his consistent top-five finishes helped him add a third straight title.

Katona continued to be a mainstay in MARC over the years and was a driver to be reckoned with as he always was near the front. One of interesting wins of the period came on August 28, 1960, when he won a 500-lap ARCA event at the legendary Eldora Speedway near Rossburg, Ohio.

In 1962, Izzy posted a fourth MARC championship, winning seven times with his most impressive win being the 600-lap win at Dayton in Ohio. In 1963 Izzy posted just four wins and finished second in the MARC points race while running a very limited schedule.

In 1964, MARC became Automobile Racing Club of America (ARCA) and at that point more diversity was added to the schedule including superspeedways such as Charlotte and Daytona. It was about this time that Iggy was asked about racing on the superspeedways and his answer was, “Oh I love these high-bank tracks, and I love the speeds but I’m only kidding myself that I can go as fast as these guys who are used to it.”  As we shall see, Iggy would do alright on the big fast tracks. He won at the Daytona International Speedway in February of 1965.

It was in 1965 that Iggy switched to Plymouth and Dodges to offset the tough competition he would be facing. On May 1, 1965, Iggy steered his 65’ Plymouth to victory at the Clark County Speedway in a 100-lap event and finished the month of May off with another 100-lap ARCA win at the Hagerstown Speedway in Maryland. June saw him win at Anderson, Indiana and then he posted a 250-lap win in September at the Michigan State Fairgrounds and then just missed winning a 500-lap go in late September at Dayton, Ohio where he finished second.

When the season was over Iggy had posted six wins in ARCA and finished second in the points while running a limited ARCA schedule.

Iggy Katona acknowledges his fans after a win in 1966. He would win his fifth ARCA championship that year. 

In 1966, Iggy was at the top of his game. Posting his first win of the season on March 27, 1966, at Meyers Speedway in Houston, Texas, Iggy led 57 of the 100 laps to win the race in 1 hour, 26 minutes, and 38 seconds. Over the course of the he followed that win with wins at Florence, Ky., Toledo, Ohio, Flat Rock Speedway in Michigan, Cloverleaf Speedway in Ohio where he led the entire 100 laps, Mount Clemens Speedway in Michigan, Clarke County Speedway (twice), Columbus Motor Speedway and Canton Speedway in Ohio followed by Auto City Speedway in Michigan and finishing off with a win at Dayton, Ohio on October 2, 1966.

When the season was over Iggy had posted 12 wins (four in a Plymouth and eight in a Dodge) and scored 2,920 points to claim his fifth ARCA Championship.

In 1967, Iggy campaigned almost entirely in a Dodge, although he did drive his 1965 Plymouth to a win in a 100-lap ARCA race at Florence, Kentucky on April 23, 1967. Behind the wheel of his 1965 Dodge after a number of races where he ran second or third, Iggy posted a repeat win at Meyers Speedway on April 2.

Then after winning in his Plymouth at Florence, he posted wins at Toledo, Auto City, Lorrain County and Millstream in Ohio, the high banks of Anderson Speedway in Indiana where he led 246 of the 500 lap Anderson 500, Columbus Motor Speedway and Clarke County in Ohio, and finally at Auto City on September 3. When the final ARCA points were tallied Iggy had 3,120 points more than enough to claim his sixth and final ARCA Championship.

Now 51 years old Katona took time to look back on his career. “I’ve been lucky. Sometimes I haven’t been able to run as hard and fast as I wanted to because I was afraid my car wouldn’t stay together, but most of the time, we’ve been able to stick in there with them.” Never seriously injured in a racing accident, his worse accident was on the highway when a drunk plowed into him.

Iggy Katona (30) and Les Snow (6) set the pace for an ARCA race at Salem Speedway. Starting behind them in the second row are Benny Parsons (98), and Andy Hampton (2).

In 1968 running even less ARCA races than normal, Iggy posted three wins at Florence, Beaver Valley and Taylor County (all in Kentucky) in his Dodge but still finished fourth in ARCA points. 1969 saw just two wins and in 1970 followed that up win three wins those coming at the Sharon Speedway and the Trumbull County Fairgrounds in Ohio and on the Salem High Banks in Indiana.

1971 saw just two wins, the biggest coming on February 7 when he won the 300-mile ARCA 300 at the Daytona International Speedway while leading 42 of the 120 laps behind the wheel of his 1970 Dodge. 1972 and 1973 saw Iggy post no wins but on February 10, 1074, the 57-year-old veteran posted his final ARCA win, but it was a big win as he won the ARCA 200 at Daytona for car owner Buddy Ward.

 1973 and 1974 saw a handful of NASCAR starts but with no real success and he ended his driving career with ARCA with single races in 1976 and 1977. So ended a fantastic career which saw Iggy Katona hold many ARCA records, although some have fallen since.

Current ARCA President Ron Drager shares his thoughts on Iggy Katona. “Iggy was physically intimidating, not in height but barrel chested, arms like tree trunks. Very serious about his racing, at the track it well all business, because he raced for a living-that was his sole source of income. His race team was all family, his wife Eleanor kept the books and was his race day scorer (when every car was required to supply one) and his sons Ron and Jim were his pit crew-they did all maintenance, repair, engine building, fabrication in the garage at home in Michigan.”

Drager continued, “Iggy would drive straight through only stopping for fuel to races, regardless of the distance-when he drove the hauler to Daytona, he would have a jug of iced tea and a bag of pretzels for the trip. When you look at the schedules, running 50 plus MARC races per year in the 1950s, with the primitive technology they had at the time and the roadways they had to travel, running the Michigan State Fairgrounds in Detroit and the Wisconsin State Fair Park in Milwaukee on back-to-back days, it’s a real testament to how tough those racers were.”

He added, “Iggy was pretty much the driver to beat for most of 20 years on the MARC/ARCA circuit, racing against some pretty hardscrabble drivers like Jack Bowsher, Les Snow, Bill Kimmel, Andy Hampton, Bobby Watson, Nelson Stacy, Darel Dieringer, Fred Lorenzen, Charlie Glotzbach, Benny Parsons, Jack Shanklin and Curtis Turner. He won Daytona in 1974 in a Dodge Charger Hemi at the age of 58 which was pretty remarkable at the time.”

So, race fans will remember Iggy Katona as not only one of ARCA’s greatest drivers but one of the best drivers of his era in all of racing.  A hard-working, do-it-yourself individual, who was a true champion.

 

Iggy Katona

King of the Mud – Ed Sanger

By Gary Jacobson – Post Bulletin

Rochester, Minn. (1975) – Chasing down Ed Sanger for an extended interview is just about as difficult as chasing him down on a dirt track. The Waterloo, Iowa, stock car driver and race car builder is always busy. If he isn’t competing, he’s building. If he’s not doing maintenance on his cars, he’s selling parts to other drivers. Then there’s the 200-acre farm he just purchased last year near New Hampton.

I had been trying to get together with Sanger for an interview since June. “I’ll be a lot easier to talk to as soon as I get all of my beans in,” he said at the time.

Among all of the planting, rock routing, cultivating, and racing – Sanger runs between 80 and 90 races a year, putting over 30,000 miles on his hauler – I finally got a chance to speak with the short track specialist, sitting with him at the Country Kitchen, not far from the Sanger Racing Garage on Falls Avenue in Waterloo.

Ed Sanger is generally regarded as the premier stock car builder and driver in Iowa. He may hold that same distinction anywhere on dirt. In a sport where many operations with heavily financial backing often have difficulty surviving, Sanger has thrived on his own skill and shrewd business sense. He builds winning cars, and he’s built a winning racing business.

Sanger concentrates on his racing activity in the upper Midwest, but he also ranges far from his Iowa home base to compete at tracks in Ohio, Florida, Illinois, Kentucky, Missouri, Nebraska, Minnesota, and Indiana. His biggest win came last fall in the World 100 at Eldora Speedway in Rossburg, Ohio. Sanger collected $7,300 for the feature victory, bettering some 120 other late model drivers from all over the United States. In February, he hauled his bright yellow #95 Camaro to Volusia County Speedway in Barberville, Fla., for a special series of dirt races held in conjunction with Speed Weeks in Daytona Beach. He finished third overall after four nights of competition. The field included NASCAR veteran and former Daytona 500 champion Tiny Lund of Cross, S.C.

Sanger was supposed to go down to South Carolina this winter and race with Lund, a former Harlan, Iowa, native. But Lund was tragically killed in a racing accident in Talladega, Ala., this past Sunday during a NASCAR Grand National race.

What makes Sanger run so hard? His stock car racing genius is probably best spelled D.E.T.E.R.M.I.N.A.T.I.O.N. and hard work. The 34-year-old farm boy from McGregor, Iowa, has been racing for 10 years, but they’ve been years of total commitment. He has made racing his life’s work. He thrives on its competition.

“You go through high school, and you compete in football and track,” Sanger said, explaining why he first started racing. “You thrive on that competition.”

“You’re competing for grades in class. They used to line up your test scores up on the wall. You get out of high school and go to college. College was kind of dry for me. I didn’t have enough money to be fanciful, so I had to work all the time. Well, that got to be old after a while, so I quit school after two years.”

“Then I started working. You’re working for someone else, punching in, punching out, taking your paycheck home, and it’s all spent. The same thing next week, punch in, punch out, take your paycheck home, and it’s all spent. You don’t get nowhere. There was no competition. But I was always looking for competition.”

“Then I started going to the stock car races and I see all of this competition, and I see where it might be possible for me to build a race car. I gathered enough information, so I knew what I was doing, and then me and a friend decided we were going to build one. He’s going to put up the money for the car, and I was going to do all of the mechanical work. That’s how I got started. The next year I was racing.”

Each of the past two seasons – his best from a gross income point of view – Sanger has grossed around $42,500 in prize money from racing his own car. So far this year, he’s won about $30,000 in prize money, winning 24 feature races. His best year for feature wins was 1973 with 40 feature wins; 1971 produced 37 feature wins. “I don’t know of anyone who has won any more than that on dirt tracks,” Sanger pointed out. “I don’t know of anyone who has won 40 features in one year on dirt.”

Last winter, Sanger Racing produced 22 Camaro chassis for other drivers. Sanger expects the car building business and related part sales to gross $250,000 this year. In 1974, he had sales of $113,000. He’s planning on building a new garage soon with a separate room just for selling race parts. When that facility is completed, he expects his gross sales to double 1975’s total, reaching the half million-dollar plateau.

The former Pontiac garage manager loves being his own boss.

“I could never be satisfied working at the John Deere plant (in Waterloo),” Sanger said. “I worked there three times, and I always quit about the day my 90-day contract was up. I quit just about the time I was ready to gain some rights. I said, “I don’t want to get hooked into this goddamn place just waiting to die. There’s 10,000 workers down there, waiting to die, waiting to retire. I didn’t want it. I’d rather slip around on the outside here, instead of being in prison. I’ll slip around on the outside and see if I can eek out a living.”

A short laugh accompanied Sanger’s use of word “eek”. He admits he’s done “pretty well” in racing. Pretty well, indeed. In 1971, he netted nearly $108,000 off his race cars. Some $32,000 of that came from the car he personally campaigned. In addition, he owned five other cars which were driven by Stan Stover and Red Dralle, both of Waterloo. Few big time, nationally known stock car drivers can boast of such success.

“1971 was a terrific year, just like they say in the whiskey business,” Sanger recalled. “It’s the year that really set me on my feet. Ever since, I’ve been kind of treading water because the costs have risen so much. In ’71, we were still racing on SuperSport tires.”

Sanger says the total maintenance expense for his car in 1971 was $5,800. Last year, that figure crept closer to $25,000.

One of the primary reasons for Sanger’s success in racing is analytical, almost philosophical, approach to problems. Ask him a question and watch him mold an answer, probing all the angles, getting to the substance of the problem in a peeling fashion, removing one layer of meaning and moving on to the next. You don’t get yes and no answers when you query Ed Sanger. You get a solid mixture of technological understanding, theory, and conviction. And if he doesn’t agree with you, you’ll get that too. Occasionally, he loses his temper. I’ve seen him curse uncontrollably and vow to park an offending driver.

But most of the time he keeps himself well under control, even when disagreeing with promoters. Recently, several Iowa racing promoters have been actively engaging in changing rules to bring down the costs of building and maintaining race cars. Sanger, like the industrialists at the turn of the century, wants a hands-off policy instead.

“You fix your rules the way you want them, and you fix your purse,” he tells them. Let us decide how much money we want to spend on our race cars. We’ll seek our own level.”

Ed Sanger would have gotten along famously with John D. Rockenfeller.

Reliability is the key to making money with a race car stresses Sanger, who claims he’s never loss money on a car he’s personally raced. “You can win and win and win and then blow, but the guy whose been running steadily every night is going to make more money than you for sure,” he said. “Because if you win five in a row and then blow in one, you’ve canceled out three wins as far as costs go. I once figured that if I end up finishing third in every race I entered, I would’ve earned more money than doing what I did. Counting first place finishes is one measurement of how successful you are. But it’s not as important as the money you win.”

Sanger arrives at his reliability through simplicity of construction. The simpler the cars are, the easier they are to put together and work on. Every piece has a function. There’s something like 140 pieces in one of my own chassis,” he says. “If I could cut that down, I would, because it would mean less work for me.”

Sanger considers dirt track racing a greater challenge than asphalt racing. “On asphalt, it’s all the car, on dirt you have to drive it. Take a young driver and put him in the best car at the track,” Sanger explained. “On asphalt he’ll run right up front from the start. On dirt, he’ll finish last. On asphalt, you have to put in a year’s apprenticeship, one dirt, it’s three years minimum.”

During Sanger’s apprenticeship days, he christened himself “Captain Crunch”. “You see, we were racing on a quarter-mile then and part of the game was crashing around,” Sanger explained. “I thought it was appropriate that I was captain of the crunchers, so I painted it on my car. The game’s changed since.”

“I served my apprenticeship. Every night of the week I was in the garage until after midnight. My relatives and neighbors would come over and laugh. They couldn’t figure out why I was working so hard. Well, I don’t work that hard now. But if someone wants to follow me around for a year, I’ll guarantee that they’ll get tired.”

Coming from a man wearing faded blue jeans, a blue work shirt, and with grease and dirt streaked on his hands, you get the unmistakable conviction that you’re hearing it straight. Yes, you would get tired.