by Tom Wolfe
One of the good old boys alongside Junior says, “Junior, go on up there and clear out those stands.”
Then everybody stares at Junior to see what he’s gonna do. Junior, he don’t even look around. He just looks a bit dead serious.
“Hey, hog jaw, you got six cases of whiskey in the back of that car you want to let me have?”
“What you hauling in that car, hog jaw!”
“Tell him you’re out of that business, Junior,” one of the good old boys says.
“Go on up there and clean house, Junior,” says another good old boy.
Then Junior looks up, without looking at the stands and smiles a little and says, “You flush him down here out of that tree—and I’ll take keer of him.”
Such a howl goes up from the good old boys! It is almost a blood curdle—
“Goddamn, he will, too!”
“Lord, he better know how to do an about-face hisself if he comes down here!”
“Goddamn, get him, Junior!”
“Whooeeee!”
“Mother dog!”
—a kind of orgy of reminiscence of the old Junior before the Detroit money started flowing, wild combats d’honneur up-hollow—and, suddenly, when he heard that unearthly baying coming up from the good old boys in the pits, the good old boy retreated from the edge of the stands and never came back.
Later on Junior told me, sort of apologetically, “H’it used to be, if a fellow crowded me just a little bit, I was ready to crawl him. I reckon that was one good thing about Chillicothe.
“I don’t want to pull any more time,” Junior tells me, “but I wouldn’t take anything in the world for the experience I had in prison. If a man needed to change, that was the place to change. H‘it’s not a waste of time there, h’it’s good experience.
“H‘it’s that they’s so many people in the world that feel that nobody is going to tell them what to do. I had quite a temper, I reckon. I always had the idea that I had as much sense as the other person and I didn’t want them to tell me what to do. In the penitentiary there I found out that I could listen to another fellow and be told what to do and h’it wouldn’t kill me.”
Starting time! Linda Vaughn, with the big blonde hair and blossomy breasts, puts down her Coca-Cola and the potato chips and slips off her red stretch pants and her white blouse and walks out of the officials’ booth in her Rake-a-cheek red showgirl’s costume with her long honeydew legs in net stockings and climbs up on the red Firebird float. The Life Symbol of stock car racing! Yes! Linda, every luscious morsel of Linda, is a good old girl from Atlanta who was made Miss Atlanta International Raceway one year and was paraded around the track on a float and she liked it so much and all the good old boys liked it so much, Linda’s flowing hair and blossomy breasts and honeydew legs, that she became the permanent glamor symbol of stock car racing, and never mind this other modeling she was doing … this, she liked it. Right before practically every race on the Grand National circuit Linda Vaughn puts down her Coca-Cola and potato chips. Her momma is there, she generally comes around to see Linda go around the track on the float, it’s such a nice spectacle seeing Linda looking so lovely, and the applause and all. “Linda, I’m thirstin’, would you bring me a Coca-Cola?” “A lot of them think I’m Freddie Lorenzen’s girl friend, but I’m not any of ’em’s girl friend, I’m real good friends with ’em all, even Wendell,” he being Wendell Scott, the only Negro in big-league stock car racing. Linda gets up on the Fire-bird float. This is an extraordinary object, made of wood, about twenty feet tall, in the shape of a huge bird, an eagle or something, blazing red, and Linda, with her red showgirl’s suit on, gets up on the seat, which is up between the wings, like a saddle, high enough so her long honeydew legs stretch down, and a new car pulls her—Miss Firebird!—slowly once around the track just before the race. It is more of a ceremony by now than the national anthem. Miss Firebird sails slowly in front of the stands and the good old boys let out some real curdle Rebel yells, “Yaaaaaaaaaaaaghhhhoooooo! Let me at that car!” “Honey, you sure do start my motor, I swear to God!” “Great God and Poonadingdong, I mean!”
And suddenly there’s a big roar from behind, down in the infield, and then I see one of the great sights in stock car racing. That infield! The cars have been piling into the infield by the hundreds, parking in there on the clay and the grass, every which way, angled down and angled up, this way and that, where the ground is uneven, these beautiful blazing brand-new cars with the sun exploding off the windshields and the baked enamel and the glassy lacquer, hundreds, thousands of cars stacked this way and that in the infield with the sun bolting down and no shade, none at all, just a couple of Coca-Cola stands out there. And already the good old boys and girls are out beside the cars, with all these beautiful little buds in short shorts already spread-eagled out on top of the car roofs, pressing down on good hard slick automobile sheet metal, their little cupcake bottoms aimed up at the sun. The good old boys are lollygagging around with their shirts off and straw hats on that have miniature beer cans on the brims and buttons that read, “Girls Wanted—No Experience Required.” And everybody, good old boys and girls of all ages, are out there with portable charcoal barbecue ovens set up, and folding tubular steel terrace furniture, deck chairs and things, and Thermos jugs and coolers full of beer—and suddenly it is not the up-country South at all but a concentration of the modern suburbs, all jammed into that one space, from all over America, with blazing cars and instant goodies, all cooking under the bare blaze—inside a strange bowl. The infield is like the bottom of a bowl. The track around it is banked so steeply at the corners and even on the straightaways, it is like the steep sides of a bowl. The wall around the track, and the stands and the bleachers are like the rim of a bowl. And from the infield, in this great incredible press of blazing new cars, there is no horizon but the bowl, up above only that cobalt-blue North Carolina sky. And then suddenly, on a signal, thirty stock car engines start up where they are lined up in front of the stands. The roar of these engines is impossible to describe. They have a simultaneous rasp, thunder and rumble that goes right through a body and fills the whole bowl with a noise of internal combustion. Then they start around on two build-up runs, just to build up speed, and then they come around the fourth turn and onto the straightaway in front of the stands at—here, 130 miles an hour, in Atlanta, 160 miles an hour, at Daytona, 180 miles an hour—and the flag goes down and everybody in the infield and in the stands is up on their feet going mad, and suddenly here is a bowl that is one great orgy of everything in the way of excitement and liberation the automobile has meant to Americans. An orgy!
The first lap of a stock car race is horrendous, a wildly horrendous spectacle such as no other sport approaches. Twenty, thirty, forty automobiles, each of them weighing almost two tons, 3700 pounds, with 427-cubic-inch engines, 600 horsepower, are practically locked together, side to side and tail to nose, on a narrow band of asphalt at 130, 160, 180 miles an hour, hitting the curves so hard the rubber burns off the tires in front of your eyes. To the driver, it is like being inside a car going down the West Side Highway in New York City at rush hour, only with everybody going literally three to four times as fast, at speeds a man who has gone eighty-five miles an hour down a highway cannot conceive of, and with every other driver an enemy who is willing to cut inside of you, around you or in front of you, or ricochet off your side in the battle to get into a curve first.
The speeds are faster than those in the Indianapolis 500 race, the cars are more powerful and much heavier. The prize money in Southern stock car racing is far greater than that in Indianapolis-style or European Grand Prix racing, but few Indianapolis or Grand Prix drivers have the raw nerve required to succeed at it.
Although they will deny it, it is still true that stock car drivers will put each other “up against the wall”—cut inside on the left of another car and ram it into a spin—if they get mad enough. Crashes are not the only danger, however. The cars are now literally too fast
for their own parts, especially the tires. Firestone and Goodyear have poured millions into stock car racing, but neither they nor anybody so far have been able to come up with a tire for this kind of racing at the current speeds. Three well-known stock car drivers were killed last year, two of them champion drivers, Joe Weatherly and Fireball Roberts, and another, one of the best new drivers, Jimmy Pardue, from Junior Johnson’s own home territory, Wilkes County, North Carolina. Roberts was the only one killed in a crash. Junior Johnson was in the crash but was not injured. Weatherly and Pardue both lost control on curves. Pardue’s death came during a tire test. In a tire test, engineers from Firestone or Goodyear try out various tires on a car, and the driver, always one of the top competitors, tests them at top speed, usually on the Atlanta track. The drivers are paid three dollars a mile and may drive as much as five or six hundred miles in a single day. At 145 miles an hour average that does not take very long. Anyway, these drivers are going at speeds that, on curves, can tear tires off their casings or break axles. They practically run off from over their own wheels.
Junior Johnson was over in the garden by the house some years ago, plowing the garden barefooted, behind a mule, just wearing an old pair of overalls, when a couple of good old boys drove up and told him to come on up to the speedway and get in a stock car race. They wanted some local boys to race, as a preliminary to the main race, “as a kind of side show,” as Junior remembers it.
“So I just put the reins down,” Junior is telling me, “and rode on over ‘ere with them. They didn’t give us seat belts or nothing, they just roped us in. H’it was a dirt track then. I come in second.”
Junior was a sensation in dirt-track racing right from the start. Instead of going into the curves and just sliding and holding on for dear life like the other drivers, Junior developed the technique of throwing himself into a slide about seventy-five feet before the curve by cocking the wheel to the left slightly and gunning it, using the slide, not the brake, to slow down, so that he could pick up speed again halfway through the curve and come out of it like a shot. This was known as his “power slide,” and—yes! of course!—every good old boy in North Carolina started saying Junior Johnson had learned that stunt doing those goddamned about-faces running away from the Alcohol Tax agents. Junior put on such a show one night on a dirt track in Charlotte that he broke two axles, and he thought he was out of the race because he didn’t have any more axles, when a good old boy came running up out of the infield and said, “Goddamn it, Junior Johnson, you take the axle off my car here, I got a Pontiac just like yours,” and Junior took it off and put it on his and went out and broke it too. Mother dog! To this day Junior Johnson loves dirt-track racing like nothing else in this world, even though there is not much money in it. Every year he sets new dirt track speed records, such as at Hickory, North Carolina, one of the most popular dirt tracks, last spring. As far as Junior is concerned, dirt track racing is not so much of a mechanical test for the car as those long five–and six-hundred-mile races on asphalt are. Gasoline, tire and engine wear aren’t so much of a problem. It is all the driver, his skill, his courage—his willingness to mix it up with the other cars, smash and carom off of them at a hundred miles an hour or so to get into the curves first. Junior has a lot of fond recollections of mixing it up at places like Bowman Gray Stadium in Winston-Salem, one of the minor league tracks, a very narrow track, hardly wide enough for two cars. “You could always figure Bowman Gray was gonna cost you two fenders, two doors and two quarter panels,” Junior tells me with nostalgia.
Anyway, at Hickory, which was a Saturday night race, all the good old boys started pouring into the stands before sundown, so they wouldn’t miss anything, the practice runs or the qualifying or anything. And pretty soon, the dew hasn’t even started falling before Junior Johnson and David Pearson, one of Dodge’s best drivers, are out there on practice runs, just warming up, and they happen to come up alongside each other on the second curve, and—the thing is, here are two men, each of them driving $15,000 automobiles, each of them standing to make $50,000 to $100,000 for the season if they don’t get themselves killed, and they meet on a curve on a goddamned practice run on a dirt track, and neither of them can resist it. Coming out of the turn they go into a wildass race down the backstretch, both of them trying to get into the third turn first, and all the way across the infield you can hear them ricocheting off each other and bouncing at a hundred miles an hour on loose dirt, and then they go into ferocious power slides, red dust all over the goddamned place, and then out of this goddamned red-dust cloud, out of the fourth turn, here comes Junior Johnson first, like a shot, with Pearson right on his tail, and the good old boys in the stands going wild, and the qualifying runs haven’t started yet, let alone the race.
Junior worked his way up through the minor leagues, the Sportsman and Modified classifications, as they are called, winning championships in both, and won his first Grand National race, the big leagues, in 1955 at Hickory, on dirt. He was becoming known as “the hardest of the hard-chargers,” power sliding, rooting them out of the groove, raising hell, and already the Junior Johnson legend was beginning.
He kept hard-charging, power sliding, going after other drivers as though there wasn’t room on the track but for one, and became the most popular driver in stock car racing by 1959. The presence of Detroit and Detroit’s big money had begun to calm the drivers down a little. Detroit was concerned about Image. The last great duel of the dying dog-eat-dog era of stock car racing came in 1959, when Junior and Lee Petty, who was then leading the league in points, had it out on the Charlotte raceway. Junior was in the lead, and Petty was right on his tail, but couldn’t get by Junior. Junior kept coming out of the curves faster. So every chance he got, Petty would get up right on Junior’s rear bumper and start banging it, gradually forcing the fender in to where the metal would cut Junior’s rear tire. With only a few laps to go, Junior had a blowout and spun out up against the guardrail. That is Junior’s version. Petty claimed Junior hit a pop bottle and spun out. The fans in Charlotte were always throwing pop bottles and other stuff onto the track late in the race, looking for blood. In any case, Junior eased back into the pits, had the tire changed, and charged out after Petty. He caught him on a curve and—well, whatever really happened, Petty was suddenly “up against the wall” and out of the race, and Junior won.
What a howl went up. The Charlotte chief of police charged out onto the track after the race, according to Petty, and offered to have Junior arrested for “assault with a dangerous weapon,” the hassling went on for weeks—
“Back then,” Junior tells me, “when you got into a guy and racked him up, you might as well get ready, because he’s coming back for you. H’it was dog eat dog. That straightened Lee Petty out right smart. They don’t do stuff like that anymore, though, because the guys don’t stand for it.”
Anyway, the Junior Johnson legend kept building up and building up, and in 1960 it got better than ever when Junior won the biggest race of the year, the Daytona 500, by discovering a new technique called “drafting.” That year stock car racing was full of big powerful Pontiacs manned by top drivers, and they would go like nothing else anybody ever saw. Junior went down to Daytona with a Chevrolet.
“My car was about ten miles an hour slower than the rest of the cars, the Pontiacs,” Junior tells me. “In the preliminary races, the warmups and stuff like that, they was smoking me off the track. Then I remember once I went out for a practice run, and Fireball Roberts was out there in a Pontiac and I got in right behind him on a curve, right on his bumper. I knew I couldn’t stay with him on the straightaway, but I came out of the curve fast, right in behind him, running flat out, and then I noticed a funny thing. As long as I stayed right in behind him, I noticed I picked up speed and stayed right with him and my car was going faster than it had ever gone before. I could tell on the tachometer. My car wasn’t running no more than 6000 before, but when I got into this drafting position, I was turning 6800 to 70
00. H’it felt like the car was plumb off the ground, floating along.”
“Drafting,” it was discovered at Daytona, created a vacuum behind the lead car and both cars would go faster than they normally would. Junior “hitched rides” on the Pontiacs most of the afternoon, but was still second to Bobby Johns, the lead Pontiac. Then, late in the race, Johns got into a drafting position with a fellow Pontiac that was actually one lap behind him and the vacuum got so intense that the rear window blew out of Johns’ car and he spun out and crashed and Junior won.
This made Junior the Lion Killer, the Little David of stock car racing, and his performance in the 1963 season made him even more so.
Junior raced for Chevrolet at Daytona in February, 1963, and set the all-time stock car speed record in a hundred-mile qualifying race, 164.083 miles an hour, twenty-one miles an hour faster than Parnelli Jones’s winning time at Indianapolis that year. Junior topped that at Daytona in July of 1963, qualifying at 166.005 miles per hour in a five-mile run, the fastest that anyone had ever averaged that distance in a racing car of any type. Junior’s Chevrolet lasted only twenty-six laps in the Daytona 500 in 1963, however. He went out with a broken push rod. Although Chevrolet announced they were pulling out of racing at this time, Junior took his car and started out on the wildest performance in the history of stock car racing. Chevrolet wouldn’t give him a cent of backing. They wouldn’t even speak to him on the telephone. Half the time he had to have his own parts made. Plymouth, Mercury, Dodge and Ford, meantime, were pouring more money than ever into stock car racing. Yet Junior won seven Grand National races out of the thirty-three he entered and led most others before mechanical trouble forced him out.
All the while, Junior was making record qualifying runs, year after year. In the usual type of qualifying run, a driver has the track to himself and makes two circuits, with the driver with the fastest average time getting the “pole” position for the start of the race. In a way this presents stock car danger in its purest form. Driving a stock car does not require much handling ability, at least not as compared to Grand Prix racing, because the tracks are simple banked ovals and there is almost no shifting of gears. So qualifying becomes a test of raw nerve—of how fast a man is willing to take a curve. Many of the top drivers in competition are poor at qualifying. In effect, they are willing to calculate their risks only against the risks the other drivers are taking. Junior takes the pure risk as no other driver has ever taken it.
