The early history of circle track racing taught us valuable lessons. Almost as soon as we had developed an affordable mode of surface transportation called the automobile, we also began racing them in a circle. The most exciting part, and what would eventually propel circle track racing into the big time, was the enthusiasm about this new form of entertainment.
Men (and even women) wanted to go fast and compete. Spectators were willing to pay to see the contests. Promoters were all too eager to take the money. All of the necessary ingredients were there to ensure that circle track racing would not only endure as an entertainment industry, but eventually grow to compete with the likes of other outdoor sports such as baseball and football.
In the post-World War II era, America was full of men who had advanced mechanical training, a la the armed services, who had been forced to curtail their youth for the war's sake. The risks involved in auto racing paled in comparison to, say, flying a B-17 on bombing raids over Germany, fighting the enemy in the Pacific theater, and just plain being a soldier at war.
As the troops returned and society in the United States got back to normal, circle track racing resumed. If we take a look at the period between 1950 and 1980, we see a pattern starting to emerge.
Circle track racing, as well as hot rodding in general, began to be organized and grow in distinct pockets around the U.S. We had custom hot rods, drag racing, and land-speed record attempts out in the West, centered mostly in and around California. Indy Car, Sprint Cars, and Midget racing grew out of the Indianapolis area. Modified racing was very popular throughout New England and the Northeast. Stock car racing around the Midwest prospered in Iowa, Minnesota, Illinois, Wisconsin, Indiana, Michigan, and Ohio, and gained popularity all along the Eastern Seaboard. After many attempts to organize the drivers and teams into a controlled group, NASCAR succeeded where many others had failed.
There were other pockets of racing around the country besides those mentioned and all combined to represent a sizeable economic group. New tracks were built as many more individuals answered the call to become racers.
As the "stock" automotive parts showed their performance and durability shortcomings, the racers' need for speed was the catalyst for the racing aftermarket industry to be born. Innovative entrepreneurs established businesses and began manufacturing parts for hot rodders and circle track race teams. Racers were very willing to display stickers for their favorite performance companies. Names such as Moon, Hurst, Perfect Circle, Simpson, STP, Champion, and Airlift were just a few of the many companies that contributed to the sport of racing and thereby benefited from the exposure that circle track racing produced.
The cars themselves received a great amount of exposure, and the manufacturers benefited from increased sales. Early '50s circle track cars included Buicks, Oldsmobiles, Lincolns, Mercurys, and Hudsons. Ford, Pontiac, and Chevrolet got more involved from 1955 on.
Throughout the '60s, Ford, with its Ford and Mercury brands, battled it out with General Motors and its Chevrolet and Pontiac cars.
Chrysler cars were less involved successfully during the early '60s, but once the Hemi-head engines got going, they began to show their strength. As we look at the progression of the sport, we see major changes in all three areas of technology-racetracks, engines, and cars.
The Tracks From late 1950 to 1980, many racetracks were being paved. By that time, stock car racing was attracting money from many sources, therefore funding improvements for the larger racetracks, dirt and asphalt. Better maintenance, new grandstands, and nicer facilities all made the racing adventure more enjoyable for the fans and the racers.
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