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Here We Go Again

By Mark Young

Here we go again.  Yesterday was the first day of testing at the newly remodeled Las Vegas Motor Speedway and as expected the speeds were much higher than before, but along with that came a handful of accidents and criticism about tires.  Now everyone is throwing up flags saying this could be another Lowe's fiasco.  Every time something new comes along people are looking for someone else to blame for why they are turning new race cars into scrap metal.  Now I am not a race car driver and by no means am I an expert on all things racing but I do have a couple of thoughts on how teams could keep this from happening.

U WANT SOME?

OK let's set the stage here.  1. The teams are testing for the first time on a newly reconfigured race track that is completely different than what they have been on before.  2. They are all working the bugs out on cars that are basically brand new, Dodge has a new nose, Chevy has a new body, and Toyota is completely new.  3. Goodyear is also testing a tire that is basically unproven.  With all of these things considered I would be a very conservative crew chief.  Setting these cars up was a bit of a crap shoot, do we use the Atlanta or Charlotte setup?  What tire pressure do we run?  If it was me I would be conservative until I got a handle on things.

I am hearing and reading today that fingers are being pointed to the tires.  Well if the tires can't handle the speeds you are running SLOW DOWN!!!  Keep in mind boys this is testing and testing doesn't pay money for being the fastest and there isn't a trophy to put in the case.  There are so many unknowns in this equation that I don't understand why they are complaining.  Goodyear is going to take back reams of information from this and I am quite sure that a different tire will be there in a few weeks.

It is too early in the season....heck the season hasn't even started yet, to begin whining and complaining.  The last time I checked there were three pedals in the car and the one in the middle will slow you down if you push on it.  Testing is there to allow you to take back data so that when you come back you can be better.  Hard to do that with a wrecked car in the hauler.  But then again maybe all of the noise is coming from the media trying to drum up a good story and some controversy?

That's what I think, what say you?

A vote in favor of symmetry

By DAVID GREEN

So now, according to recent Observer reports, Jack Roush likes the Car of Tomorrow but Tony Stewart still doesn't.

By the way, did we ever decide on a new name for it, now that "tomorrow" is kind of -- like, uh -- here? Maybe we picked a label, and I missed it.

Never mind. It's the outgoing car that I want to talk about. I refer to it as "the outgoing car" not because of its gregarious personality, but rather because I'm not sure what to call it. The "Car of Yesterday"? Is that too historical in connotation, especially since we're still using it in most races this season? The "Old Car"? Does that conjure up images of ancient machines such as Herb Thomas' '52 Hudson Hornet or Bill Elliott's '85 Thunderbird?

Whatever it is or will be called, not to hurt anybody's feelings, but I'm tired of the 2006-vintage NASCAR racecar and some of the things that have happened to it.

History tells us that the concept of the pre-COT NASCAR machine is many decades old, traceable to innovations of people at Holman-Moody and guys like Banjo Matthews, Mike Laughlin, Bobby Allison and others, going back into the 1960s and '70s. The last radically different NASCAR machine appeared in 1981, when the cars were downsized from full-size (with wheelbases of 115 inches) to mid-size (with wheelbases of 110 inches, the same as today). Engines, likewise, shrank from 430 cubic inches to the present-day 358.

That was no simple transition. It brought us, among other things, the "flying racecar" phenomenon. The older cars might have tumbled or leapt out of a racetrack from time to time, but without some sort of launch assist other than aerodynamics, none ever flew out.

Adjustments and modifications came and went. Side windows were missing, then reappeared. Spoiler blade heights grew; front airdams and side skirts likewise, until the cars began to look as if Jim Hall had become a NASCAR fabricator.

But my biggest pet peeve is the distorted appearance of the front of the cars' bodies, something that has become glaringly obvious in the last half-decade or so. It varies in magnitude, of course, but the high-downforce cars are the worst. To achieve a greater area of body to deflect wind upward and, therefore, press down on the left front, fabricators set the grill off-center, squaring up the right front corner and exaggerating the bend of the left front.

It's as conspicuous as a jumbo-sized pimple on a teenager's forehead. You look at the car from the right front corner, and you can read all the decals on the left-front fender.

Functional? Sure. It would HAVE to work. It couldn't help working.

The rest of the bodies are distorted, too. They are even more asymmetrical than I am, with a nose broken three times playing ball and one large ear riding about a quarter-inch lower than the other one. (My asymmetrical face, as near as I can tell, serves no function, aerodynamic or otherwise.)

Splitter or air dam, blade or wing, ride height, roof height, quarter-panel height, whatever -- nothing, in my opinion, separates the appearance of the NASCAR machine from its street counterpart the way their distorted contours do.

How important is that? I don't know anymore. Once upon a time, it was critical. Junior Johnson's "Yellow Banana" '66 Galaxie wasn't controversial merely because of performance enhancement that might have been realized. It was controversial because it looked so radically different.

In many things -- graphic design, architecture, the image of my face in the mirror, and so forth -- I have grown to appreciate asymmetrical concepts, arrangements and shapes. Perfect balance can be boring. In automobiles, however, I like one side of a car's body to be a mirror image of the other.

Whatever final tweaks may be made in the COT, I hope symmetry is a requirement. To heck with the downforce.

My New Points System

By Mark Young

Yesterday was the first day of the 2007 NASCAR Media Tour and one of the main stops for the throng of media that invaded Charlotte was the NASCAR press conference hosted by CEO Pope Brian I.  He announced that this year there will be 12 drivers to qualify for the Chase instead of 10, no big deal I guess but after that things get about as clear as mud.  Once the Chase contenders are decided they will all be elevated to 5,000 points to separate them from any non-Chase driver who happens to get on a mean streak.  Then the Chasers will be awarded 10 points for each race they won leading up to the Chase, emphasis on winning the reason behind that.  To continue on the emphasis for winning France went on to say that the winner for each race, regardless of whether it is a Chase race or not will get an additional 5 points.  Now I am not Brian France so I couldn't possibly come with ideas as good as those but let me share with you a few ideas I came up with to create more balance between winning and consistency.

Surely there is going to be several teams out there that will cry foul about these changes, you can't make everyone happy these days, so for the sake of being politically correct I have a few more changes to make to the points system.

1. 10 points awarded to the team who's hauler arrives first to the track each weekend.  If they are going to put an emphasis on winning out on the track then why not get the guys who drive the big rigs involved?  Could make a race out of the race, the weekly Cannonball Run Series possibly?

2. 25 points awarded to the team who leaves the track first following the start of the race.  This rule serves two purposes.  First this creates balance between winning and losing thus making the points battle that much closer.  Secondly it will allow the cleaning crew to get started a little sooner each week thus creating a cost savings for NASCAR.

3. 10 points awarded to the team on the driver's birthday.  If the driver's birthday happens to be during the off-season then the rule diverts to the crew chief, car chief, jack man, gas man, then tire changers and catch can guy in that order or until the first birthday has been used.  As a provisional the car owner's birthday may be used.

4. 5 points awarded to all cars with even numbers.  This was chosen based upon a coin flip, Mike Helton won.

4.1. 5 points awarded to all cars with odd numbers.  Since Brian France is the boss and he was pissed because Helton won Brian found a way to get his way.......again.

5. 1 point awarded for each year the driver's age is over 40.  This will help get the AARP off of their back and give Dale Jarrett, Ken Schrader, Sterling Marlin, and Mark Martin a little better chance to into the Chase.

5.1 1 point awarded to each year the driver's age is under 30.  This was because someone is bound to cry that NASCAR is playing favorites to the elderly.

If NASCAR wants to even the field between winning and consistency tell me why these idea's won't work?

That's what I think, what say you?

Rookie race should be exciting

By Mike Harper

During the 2002 NASCAR Nextel Cup Series season, the fans were entertained with an exciting rookie race between Ryan Newman and Jimmie Johnson. In a classic clash between upcoming drivers from the Penske and Hendrick stables, the two young-guns traded the rookie points lead throughout the season. In the end, Newman won the rookie title over Johnson by 23 points.

Since 2002, the rookie race has been less dramatic. While Jamie McMurray won the 2003 rookie title over Greg Biffle by 37 points, it wasn’t the battle seen by fans the season earlier.

In the last three seasons, the success of individual rookie drivers Kasey Kahne, Kyle Busch and Denny Hamlin overshadowed the actual rookie competition and ultimately made the rookie of the year race a non-story for the media and fans.

I believe the 2007 rookie chase will be a different story.

Let’s meet eight of the 2007 rookie contenders:

Regan Smith and Jon Wood have little hope of winning the rookie title. Not due to the lack of talent, but because both are only running a limited schedule. Smith is scheduled to drive 16 races while sharing the No. 01 Chevy with veteran driver Mark Martin and Wood will drive in 10 races for the Wood Brothers’ No. 21, sharing the ride with Ken Schrader.

Brandon Whitt is looking at running fulltime in the No. 72 Chevy. While I agree Whitt is a good talent, unfortunately this team will not be able to take full advantage of Whitt’s skills because of their lack of funding and resources found with a single car operation. If Whitt is able to run the full season he should finish in the sixth spot in rookie standing.

A.J. Allmendinger will take the wheel of Red Bull’s No. 84 and team up with Brian Vickers. Allmendinger is not only running for the rookie of the year, but he is doing it with a new team and a new manufacturer. Making races will be a challenge for this new team and I predict Allmendinger to finish fifth in the rookie standings.

When fans think of DEI, Paul Menard is not the driver that first comes to mind. Actually, he’s not second either. Menard will drive the No. 15 Chevy and unfortunately if history repeats itself, the third team out of the DEI stable won’t find much success in the Cup Series. That said, Menard has shown he can run up front with the big boys at times during Busch Series competition. But that was the Busch Series. In the Cup Series, Menard should find a home in the rookie standings securing fourth place.

The new king on the block is David Reutimann, driver of Michael Waltrip’s Domino’s/Burger King No. 00 Toyota. This is a tough pick for me because I think Reutimann will either find success in Cup or he’ll realize difficulties behind the wheel of Waltrip’s Toyota. What I like about Reutimann is he’s consistent and hard to rattle. But if he can qualify for each race, look for him to finish a strong third in the rookie standings.

With two drivers left standing you may be surprised with who I’ll pick as the Rookie of the Year winner. Before I jump too far ahead, I think fans may be treated to a rookie battle equaled to the excitement of the 2002 rookie race. Not only is the level of talent fighting for the title impressive, but the growing rivalry between the two organizations that these drivers represent, creates an environment of drama that the media and fans desire.

Ganassi Racing going head-to-head against Roush Racing should be played up in the media. From the time when Roush signed Jamie McMurray away from Ganassi, the only real battle between these two organizations has been sound bites being tossed around in the media. I get the feeling they don’t like each other.

In 2007 it’s Ganassi’s rookie against Roush’s rookie, straight up!

Juan Pablo Montoya has been very impressive in a stock car. I’ll admit it, I thought he was going to struggle, but he has surprised me and has won me over. From running ARCA races to Busch Series last season, Montoya has come a long way in a short time, but let’s not forget he is a very talented driver. Montoya will take the wheel of the No. 42 Ganassi Dodge from Casey Mears (who left for Hendrick Motorsports) and has the opportunity to win the rookie title and put the No. 42 in the Chase for the first time.

David Ragan takes over for Mark Martin in Roush’s No. 6 Ford. While Ragan inherits a championship caliber team, he’ll realize challenges due to his limited experience in Cup Series racing. But, yes there’s a but. Ragan is a true racer. His no fear, full throttle racing attitude will come into play and it will create positive opportunities as it did for Denny Hamlin last season.

I believe at tracks where Montoya will struggle, Ragan will shine and where Ragan fails, Montoya will find success. This should be a very exciting battle of organizations and rookies, but in the end, David Ragan wins the 2007 rookie title.

Junior and (step)Mother Teresa

By DAVID GREEN

The saga of Dale Earnhardt Jr.'s business and familial relationship with (step)Mother Teresa is all the rage nowadays, as online pundits and fulltime professionals from the conventional media alike do their best impersonations of National Enquirer reporters to provide sensational updates to a salivating public.

Junior should be pretty much accustomed to this sort of thing. After all, while many dismiss his talents as a racing driver, there's no denying his status as a bonafide pop-culture celebrity. And this is what happens to celebrities.

It's also nothing new for Junior to find himself in a controversial role. Ever since he stepped through the window of a short-track street stock, he has found himself scrutinized like few other drivers.

It's probably of little comfort to Junior, but as bizarre as his situation may seem, he's not the only one to have found himself in such a fix. About 28 years ago, a 19-year-old named Kyle Petty became the first third-generation, son-of-a-seven-time-champion to try to make it in NASCAR's big leagues.

Nitpickers will point out that King Richard had won only six of his seven Winston Cup titles when Kyle won that ARCA Daytona 200 in February 1979 and went on to compete in five Cup races. Still, the similarities between Kyle and Junior are obvious.

So, too, is the family racing team plot element. Not long after Kyle began driving Petty Enterprises cars, things began to come unraveled. First, cousin Dale Inman defected (in 1981) and in October 1983, there was the infamous 198th career victory for the King -- the one with the oversized engine and the left-side tires bolted onto the right side of the No. 43. In 1984, Richard would be driving for another team.

Now, Dale Earnhardt Inc. seems to have lost the magic that began to manifest itself when Michael Waltrip and Dale Jr. ran 1-2 in that fateful Daytona 500 in 2001. And surely there is no hotter rumor than the one about Junior leaving to drive somewhere else.

Yes, Petty Enterprises was a venerable, established team, while DEI is a relative upstart in comparison. But the internal strife, and the consequential effects on performance, would seem to be similar.

Both Junior and Kyle found themselves with unparalleled opportunities but also with impossible missions. There's no way either could hope to match their famous fathers' achievements.

Kyle, who always handled comparisons between himself and the King with grace, humor and humility, has found his own niche and his own purpose in life. Here's hoping Junior can, as well.

Of course, he may already have done so. But that wouldn't make for nearly as juicy subject matter, would it?

The Top 35 Guarantee Has Got To Go.

By Mark Young

Qualifying.  The last time I checked involved going as fast as you can to determine whether or not you get to race....Oh wait a minute I must have been dreaming or was caught in some kind of time warp or something because that doesn't happen anymore.  Now days it is nothing more than a simple parade lap that helps determine the order that crew chiefs get to pick what pit stall they want on Sunday.  It is my opinion, like many other fans that I talk to, that this is ridiculous and needs to be eliminated from NASCAR.

Now I am pretty sure everyone knows why NASCAR decided to guarantee the top 35 cars in owner's points a starting spot because of money.  Ah yes, the almighty dollar, something that evidently the France family doesn't have enough of.  Someone at the main office in Daytona seems to think that if Dale Jr., Jeff Gordon, or Tony Stewart fails to make a race that the stands will be empty.  Well that isn't going to happen, in fact at least 75% of the tickets to races are sold in advance so they are going to get their money anyway.  Isn't it ironic that I mentioned Junior, Gordo, and Smoke?  All three of those guys have missed the chase and people still went to the races, the same thing would happen if one of them missed a race.

This year there are 52 full-time teams scheduled to compete in the NEXTEL Cup Series, that means that if they all show up 11 haulers will be headed back to North Carolina on Friday afternoon.  That list doesn't include James Hylton, Kirk Shelmerdine, Morgan Shepherd, and the slew of rookies that will likely run one or two races this year.  The top 35 guarantee, combined with the silly provisional rules, makes the chances of these independents making the show slim and none and to me this sucks.  James Hylton has some very good equipment at Daytona and has run some very impressive testing laps but he is going to need some serious luck if he wants to make the race.

I think that qualifying should mean something.  Every car should earn the right to race on Sunday.  If Jimmie Johnson crashes on his qualifying lap at Las Vegas in a few weeks he can't race on Sunday.  There shouldn't be any provisionals, they shouldn't be allowed to get out the backup car, they should go home.  The fastest 43 cars should be the ones to race on Sunday.  Provisionals were created to serve as a mulligan of sorts but they have been abused.  Darrell Waltrip ran an entire season relying on the past champion's provisional.  Bill Elliott has run races for several teams the past couple of years because of his "get out of jail free card", the past champion's provisional.

NASCAR claims to be a fan driven sport.  Well if the fans drive the sport then why do they keep making new rules to guarantee that their pockets stay lined and the golden parachutes get bigger?  We didn't ask for the Chase, TV did.  We didn't ask for the top 35 guarantee, TV did as did the sponsors.  What is going to happen when Michael Waltrip or Brian Vickers miss a few races?  Don't you think NAPA or Red Bull is going to be a little ticked if they have to sit out even though they qualified fast enough to make the race?  Brian France has created a monster with the top 35 guarantee and I predict that by the time we get to Bristol in March the Car Of Tomorrow won't be the only thing he has to worry about.

That's what I think, what say you?

Who Is James Hylton?

By Mark Young

Who in the world is James Hylton?  That is the question many race fans that I know are asking me lately.  My answer to everyone has been that he is "Some old guy trying to make the Daytona 500."  But I knew that I couldn't keep using that answer for very long and today is the day I set the record straight.  Yes he is old, 72 to be exact, but so is Morgan Shepherd (65), so is Ken Schrader (51), but I tell you what my friends this guy is a racer.  In fact he has one helluva impressive background and if he can qualify for the Daytona 500 I have some facts to prove that he belongs.

U WANT SOME?

James Hylton has started 601 NASCAR Winston Cup/ Grand National races.  Of those 601 races he has won twice, finished in the top five 140 times, and the top ten 301 times.  Some quick math tells me that Mr. Hylton has finished in the top ten in half of the races he ran in!!!!  How many other people can say that?  I mentioned Morgan Shepherd earlier, I respect him for the work he puts into his race team as well as his efforts to spread the word of Faith, but his numbers don't match up.  He has twice the number of wins but half as many top fives and top tens.  Ken Schrader, one of my long-time favorites, has similar numbers to Shepherd and doesn't hold a candle to Hylton.

Is this all a publicity stunt?  Maybe, maybe not.  Conspiracy theory advocates could say this is just another ploy by Pope Brian to make the sport "more diverse".  Maybe Mr. Hylton is just trying to make some quick cash?  43rd place at last year's Daytona 500 paid over $250,000, no chump change at all.  What if Hylton makes the race while someone like Michael Waltrip or Juan Pablo Montoya doesn't?  Will Toyota or Ganassi throw big money Hylton's way to step aside and let the big name drive?  I am betting he won't.......if he makes the race.

The interesting thing about how Hylton is going about this adventure is who is supplying the equipment.  Richard Childress has sold Hylton a race car.  Not just any race car, a winning race car driven to victory lane in Daytona in 2004.  RCR is also supplying the engine for Hylton, not too shabby.  Now how much help will Hylton get on the track?  Will anyone want to draft with him?  I really don't think anyone will trust his reaction time if three wide in a turn with so much to lose on the line.  Will he be fast enough on pole day to allow him to fall back on speed if the qualifying race goes bad?  RCR power on the plate tracks cannot be denied, advantage Hylton on that one.

I am not a big fan of this whole idea but I am allowed to have my own opinion.  James Hylton has his opinion as well and likely will tell me where to stick mine.  The fact of the matter is that a 72 year old man is going to try to qualify for the Super Bowl of NASCAR because he can.  I know it sounds corny but it is what being American is about and James Hylton is as American as baseball, apple pie, and the Chevrolet he is going to drive 185+ mph.  I am jealous.

And now, a word from our sponsor

By DAVID GREEN

It was reported last week (the version I read was Michael Hiestand's item in USA Today) that TNT will try a partial-screen format for commercials during this year's Pepsi 400. It will be a variation of the Indy Racing League's split-screen format in which a small portion of the screen remains devoted to the racing action.

I think it's fair to say there may be some generational flavor to reaction to this plan. Information-age denizens, comfortable being bombarded with multiple audio and visual images via a variety of high-tech gizmogadgets, will like it. Relics such as yours truly (many of us not much beyond walking and chewing gum when it comes to the multi-tasking thing) may not be so receptive.

The intent is obvious, and is simultaneously commendable and questionable: Give corporate sponsors exposure without detracting from the content to which the consumer desires access.

Isn't that, at some point, oxymoronic?

Those of us in the demographic category of "graybeards" are well accustomed to the presence of corporate sponsors. We remember the formality of an announcer intoning, "And now, a word from our sponsor..." or "Brought to you by ..." as a regular part of radio and television programs. I honestly don't remember anyone ever being offended by that.

We remember when major league ballparks had billboard signs in various locations; we remember the period when the major leagues began to consider these things intrusive, and banned most if not all of them; and now we have come full circle into a new generation of signage, not only the permanent, old-fashioned kind, but the gee-whiz electronic and now, for television viewers, even the virtual.

Through it all, most of us accepted it -- in fact, were largely oblivious to it.

There, as the Bard would say, is the rub. How do they get our attention without aggravating us?

From the old-timer's perspective:

(1) Don't try to be deceptive or subtle. Just be honest with us. That's why we readily accepted the "And now, a word from our sponsor..." concept.

(2) Show just a little bit of restraint, from the number of minutes you take away from the program to the amount of time of encroachment in subtle screen graphics to the number of times you air the same stupid commercial.

(3) Advertisers, don't be paranoid about your role in the drama. We all know your presence is necessary. If your intrusion is reasonable, most of us will accept that.

U Want Some?

By Mark Young

Well race fans a new season is upon us.  Just like baseball's boys of summer, the NASCAR world has a spring training and Monday was opening day with half of the NEXTEL Cup teams testing at Daytona.  With the excitement of a new season with new teams, new cars, and new rules also comes a bit of a new attitude from this blogger.  This season I am going to serve up my thoughts to you ala Emeril with a whole lot of "BAM".  No more sugar-coating and politically correct thoughts.  We have been complaining about how the sponsors seem to put a muzzle on the drivers and wind up saying what the sponsors want to hear instead of what they feel.  This year I am going to say it like it is, be the voice of the fans so to speak.  So buckle up and take a ride with me on the first laps of a new season.

I don't like starting off a new season with sad stuff but it wouldn't be right to not mention the passing of a Champion.  In case you hadn't heard, Bobby Hamilton lost his battle with cancer last week.  Bobby was a true racer and a true gentlemen.  I have heard and read so many good things about Bobby and send my sincere condolences to his family, his team, and his fans.  He will be missed.

David Poole kicks ass!!  In case you don't have Sirius radio or missed the announcement on the front page of TR.com David has his own radio show.  "The Morning Drive" is on daily from 7 to 11 on channel 128 and is co-hosted by Marty Snider (NBC).  David's reputation as a journalist and historical knowledge of the sport combined with Marty's personality makes this a great show.  They take calls from listeners and interact freely with them.  Just like TR.com is a fan's website so is this show.  Way to go David, keep up the great work.

Earnhardt vs. Earnhardt.  No I am not talking about the old promotional poster Budweiser put out to promote the Bud shootout the first year both Dales raced in it together.  I am talking about Theresa's comments questioning Junior's commitment to DEI.  Now call me silly but if I owned a race team and my #1 driver, who just happened to be my step-son, had a soon to be expired contract I wouldn't use the media to question his commitment.  I don't care how frigid their relationship is, if Theresa has a problem with Junior she needs to address it internally.  To go out and "call him out" like that in the media is not a real smart move.  Junior's comments on Monday showed that he is both unhappy and uncomfortable with this whole deal.  Unhappy that the media is being used to make a big stink out of it and uncomfortable talking about family business publicly.  If I was Theresa I would get this contract thing settled and done with ASAP before we the fans start questioning her commitment to the team (I know some of them have already).  In case she hasn't noticed Junior is the most popular driver in the sport and DEI would go belly up if he was to go to another team.  All he has to do is mention that he wants out of DEI and every team in the business will be kncking on his door.

Car Of Tomorrow.  Well tomorrow is here and in two months the COT will have to have a new name.  I personally think that this is a good thing and will create great racing.  The drivers hate it because they have lost a ton of their beloved downforce.  This is going to show the world who the real wheel men are.  The crew chiefs hate it because it is new and haven't figured out how to bend the rules to find an advantage.  The owners hate it because they have to build an entire fleet of new cars.  I figure it can all be handled in one sentence.  Get over it or get out.

That's about all I got............for now.  What say you?

Summer of love for Petty fans

By DAVID GREEN

Chroniclers of pop culture remember 1967 for its "summer of love" and the epicenter of the hippie movement, the Haight-Ashbury district of San Francisco. Stock car racing fans old enough to remember and younger ones with an appreciation of the sport's history remember it for another reason -- an electric blue Plymouth Belvedere with the number 43.

Forty years ago, Richard Petty annihilated the NASCAR record books. He won 27 times in 48 races and went to victory lane in 10 consecutive races. Neither record is likely to ever be challenged, unless expansion of the schedule gets us back toward the 1964 level of 62 races per year. (Some fans, I know, would love that.)

But we won't worry about what may come. For today, we'll remember what happened in a memorable NASCAR season long ago.

Mario Andretti stole the early thunder, winning the first major event of 1967 -- the Daytona 500. This was two years before Andretti would get an Indianapolis 500 victory, but he was readily recognized as a rising star in American auto racing.

Petty's season was a little slow in getting started, but after he won his third victory of the year -- on April 6, 1967, in the 11th race of the year -- Petty showed no mercy to the competition. He won 24 of the final 37 races of the year.

The 10-win streak began, coincidentally, with the victory that put Petty into a tie with Tim Flock for most victories in a season -- 18, which Flock had set in 1955. Petty got his 18th win of '67 on Aug. 12 at the quarter-mile Bowman Gray Stadium oval in Winston-Salem, N.C. He broke Flock's record five days later at Columbia (S.C.) Speedway, and then proceeded to win at Savannah, Darlington, Hickory, Richmond, Beltsville, Hillsborough, Martinsville and North Wilkesboro.

The streak finally ended when Buddy Baker won the National 500 at Charlotte Oct. 15. Petty never led, and was eliminated by engine failure after 268 of 334 laps. He finished 18th.

The season effectively installed Petty, already a NASCAR superstar, as the elite driver of full-bodied racecars.

Critics can correctly point out that a goodly number of those 27 victories came in minor events on small tracks on what was then called the Grand National circuit. Competition was sometimes token, at best, for the Petty Enterprises dynasty.

But it must also be acknowledged that one of the victories during the 10-race streak was a thorough thumping of the field in the Southern 500, in which Petty led all but 19 of 364 laps.

Credit is due the Petty family for establishing their dynasty, in an era in which the opportunity was there for anyone who could pull off such a feat. It was Richard, his brother Maurice, cousin Dale Inman and others, who took what Papa Lee had started and turned it into one of American sports' all-time great organizations.