Racing programs

Marshall Teague, Herb Thomas, Tim Flock, and Smokey Yunick turned a step-down sedan into early NASCAR's dominant program — and three institutions still disagree about how many races it won.

Carl Kiekhaefer met Tim Flock at Daytona, and within a season uniforms, enclosed transporters, and practiced pit stops had made preparation itself the story of stock-car racing.

GM cancelled the Super Duty orders and reaffirmed the racing ban, so Pontiac's performance argument changed channels — and the FIA recognized a GTO anyway.

Thunderbolts, the Hemi's Daytona sweep, Chrisman's Comet, and a Top Stock championship: the year factory racing stopped pretending to be private.

From the 1967 Marlboro Park breakthrough through Chevrolet’s manufacturer titles and the 1970 AMC switch, the program grows as a story.

Chevrolet took the manufacturers' title 78–64 on the period sheets, and a retrospective driver championship was applied to Donohue decades later.

Bud Moore Engineering’s three-win 1969 setback, six-win 1970 recovery, and Riverside finale with Parnelli Jones and George Follmer.

Swede Savage, Dan Gurney, Sam Posey, AAR, and Autodynamics chase the 1970 Trans-Am field through promising podiums and repeated failures.

Four wet tires, then only two: the Glen decided a season, and the period packet awarded Ford the championship.

Plymouth wanted Richard Petty back, built a winged car to get him, and then Pete Hamilton won the Daytona 500 in one.

Eleven wins, thirty-two top fives, and a title that is remembered less than the aero cars it was won against.

Bill Jenkins against Ronnie Sox in the first Pro Stock final — 9.99 against 10.12, and a new class that changed factory drag racing.

Penske and Donohue carried their Camaro methods to AMC, won seven of eight starts, and took Javelin the manufacturers’ championship the period rules actually awarded.

Ronnie Sox won six events and Mike Fons went home with the championship, in a class where the title and the winning were not the same thing.

Daytona, Richmond, Atlanta, a clinched title and Texas — the season NASCAR's records let you follow scene by scene.

A 1971 Bowman Gray win in a Mustang that took fifty-three years to be counted, and what that says about how records are kept.

A qualifying lap nobody has beaten, a Winston lost to a flat tyre after leading 121 of 135 laps, and two very different kinds of fast.

Eight wins from fourteen races, number-one qualifier at every single one, and a Thunderbird that kept coming back.

Identically prepared Camaros, equal by intention, and a championship that therefore measured something other than the car.

A stall, a restart, and the whole GT field passed in under six laps — Cadillac restarting an argument it had not made in decades.

A right-front wheel leaving the car near pit road, a caution that fell his way, and the first Chase decided by eight points.

Five factory-built race-only cars went to Daytona carrying a question about an engine that had not reached production yet.

Pratt & Miller shook the car down and documented the intended Rolex GT programme — and the season that was meant to follow did not.

A lap time printed in a brochure, a car that ran into rain, and the difference between a published number and a verified one.

Sixty planned, sixty ordered, fifty-eight built — three counts of the same Drag Pak that never quite reconcile.

A Camaro went to Le Mans as a race-only entry months before Chevrolet announced the generation would end.

Cadillac came back to Le Mans and put the No. 2 car on the podium, which is a different kind of return than a press release.