On March 29, 1987, Bill Elliott tried to win at Darlington Raceway by going the final 72 laps on one tank of gas.
That didn’t work out.
Instead, Elliott ran out of gas on the final lap and had to watch the No. 3 of Dale Earnhardt zoom by on his outside in Turn 4 and take the checkered flag.
“When it ran out, I just pulled down out of the way,” Elliott said according to “Forty Years of Stock Car Racing: The Modern Era.” “I sure wasn’t going to push him into the wall. I don’t drive that way.”
Earnhardt, who led 239 of 367 laps, stopped for fuel with 11 laps to go.
Then, as he chased Elliott, he smacked the wall in Turn 2 with four laps to go.
“I knocked the hell out of the wall, but I still wound up winning. That’s tough to do,” Earnhardt said according to “Forty Years of Stock Car Racing.”
The win was Earnhardt’s third Darlington victory in four races.
Also on this date:
1959: Junior Johnson won a 100-mile race at Wilson (N.C) Speedway. He did it in front an audience who didn’t have a place to sit. According to “NASCAR: The Complete History,” the grandstands caught fire and burned to the ground less than an hour before the race began.
1992: While the above mentioned race from 1987 started a four-race win streak for Earnhardt, the 1992 TranSouth 400 at Darlington represented the opposite for Elliott. The win followed victories at Rockingham, Richmond and Atlanta. Even despite four wins in the first five races of the season, Elliott was second in the points to Davey Allison, who won the Daytona 500 and finished fourth or better in the next four races.
Terry Labonte’s last two Cup Series wins were anything but forgettable.
The last one, in 2003, came in the Southern 500. That was the same race he earned his first Cup win in way back in 1980.
But four years earlier, the two-time champion got a home win.
A native of Corpus Christi, Texas, the driver nicknamed “Texas Terry” claimed a victory in the 1999 race at Texas Motor Speedway. It was just the third Cup race held at the facility after it opened in 1997.
Labonte started fourth and would lead 124 of 334 laps around the 1.5-mile track, including the final 12 after he passed Dale Jarrett on the outside going into Turn 1 for the lead.
Jarrett wouldn’t get a chance to fight for the lead again. With four laps to go, Jimmy Spencer crashed on the frontstretch to bring out the caution. Labonte took the checkered and yellow flags together for his 21st Cup win.
“We picked places to go test this year and I said ‘I want to go here cause this is a race I want to win,” Labonte told CBS. “Besides Daytona, coming here to Texas is awesome.”
Making the day even better for the Labonte family was Terry’s younger brother, Bobby, placing third.
Also on this day:
1954: The premier series held two races on different sides of the country. Dick Rathmann won a 125-mile race at Oakland Speedway in California after starting last. In Georgia, Al Keller won his first career race at Savannah’s Oglethorpe Speedway.
1982: Sam Ard claimed his first career Xfinity Series win in a race at Martinsville Speedway. Ard would go on to win 22 Xfinity races and the championships in 1983 and 1984.
1993: Dale Earnhardt came back from a lap down to win at Darlington Raceway. It was his first win since the Coca-Cola 600 10 months earlier. Alan Kulwicki finished sixth in what would be his last race before his death in a plane crash on April 1.
2004: Kurt Busch won at Bristol for his third consecutive victory on the half-mile track.
It was one of the more unlikely friendships in NASCAR, a guy from Northern Wisconsin and a guy from Kannapolis, North Carolina.
One had a pronounced Wisconsin accent – which remains even after living near Asheville, N.C. for the last 50 years – and was kind of quiet. And when it came to work, he’d rather work for himself than anyone else, even if it meant struggling financially.
The other one had a Southern drawl and countless smirks that belied a confidence – some might call it arrogance – that he was the best behind the wheel. The high school dropout also became a master at business to go along with his success on the track.
Dave Marcis, the wing-tipped shoe wearing wonder from Wausau, Wisconsin, and the man who would become The Intimidator, Dale Earnhardt, were an unlikely pair but that’s also what made them so close.
In addition to coming up through their respective short track ranks in the Midwest and Southeast, the two men shared common interests that included hunting, fishing and working on both their race cars and personal cars.
Here are some of the stories Marcis told NBC Sports about his friendship with Earnhardt:
“When I first heard of Dale racing down here, he wasn’t in NASCAR yet, but he was running the short tracks and had a good reputation – but he also had a rough reputation at the same time,” Marcis said. “A lot of people would say to me ‘you ought to go run this track and race against Earnhardt.’”
They would eventually do so on several short tracks before racing against each other in several hundred NASCAR Grand National and Winston Cup races. Marcis made his NASCAR debut in the 1968 Daytona 500, while Earnhardt made his NASCAR debut in the 1975 World 600 at Charlotte Motor Speedway.
In 1978, Marcis was near the end of a one-year deal driving for owner Rod Osterlund when he found out that his contract would not be renewed. His replacement for 1979 was Earnhardt, who would go on to win his first of seven Cup championships in 1980.
Marcis wasn’t upset that his friend would replace him behind the wheel. Rather, he looked forward to returning to his roots as an independent team owner/operator and wished Earnhardt the best of luck.
But there were a few instances over their quarter-century of racing against each other in NASCAR where that friendship was tested, with one time in particular, Marcis recalled.
“We were at Martinsville and Dale was hammering at me and hammering at me, and I got ticked off about it and spun him out,” Marcis said, adding with a laugh, “he wouldn’t talk to me for two months. He was mad.
“But you know what, you’ve got to do what you’ve got to do. I had to stand up for myself and I can’t let people run over me because if I did, then I was going to have trouble all the time.
“Finally one day, he walked up to me and grabbed me around the neck, had a big old grin on his face and said, ‘You know that deal at Martinsville?’ And I said, ‘Yes sir.’ And he said, ‘I had that coming. My daddy always told me if you have any problem with anybody, don’t carry it down the road. I guess you had a problem and you didn’t carry it down the road.’”
When Neil Bonnett was killed in a crash while practicing for the 1994 Daytona 500, Earnhardt turned to his friend Marcis to fill Bonnett’s shoes as his test driver.
“We became the biggest, greatest friends, hunted and fished together,” Marcis said. “After we lost Neil Bonnett, who had done a lot of testing for Dale, I did all of Dale’s testing. I was quite honored to have tested the car, worked with Larry McReynolds and all the guys on the team on the car Dale won the Daytona 500 with and he thanked me in victory circle for that testing.
“He was a great guy, did a lot of things for a lot of people that a lot of people didn’t know nothing about and he didn’t want publicity about.”
With others of their era like Rusty Wallace, Terry Labonte and Jeff Gordon, Marcis admits he sometimes wondered why Earnhardt chose him to be so close to over the years.
“I think he had respect for me, and exactly why, I don’t know,” Marcis told NBC Sports. “But a lot of people told me, and I don’t know if there was any truth in it, but they said he kind of looked at me kind of like his father because I worked all the time on the car, drove it and hauled it like his father had to do.
“He was a great person. There are some people who would disagree with you, but you have to remember, he had a lot of respect for everybody but he made things happen on the race track. I remember when he bumped Terry Labonte at Bristol, he said he meant to tap him or bump him out of the way, he didn’t mean to wreck him.”
But that was Earnhardt, he was that competitive. And that same drive extended to things away from the race track. Marcis recalled one incident with a big laugh:
“We’d go somewhere to eat and he’d get in line and the first thing he would do, he would not want to be the last guy in that line,” Marcis chuckled. “He’d walk in front of every one of us that he knew and he’d be the guy to be first ahead of you. He wanted to be first.”
In addition to Earnhardt’s largesse off the track, he was especially benevolent to Marcis over the years, giving him parts, advice and money – but usually on Earnhardt’s terms.
“We were at Talladega one day testing and he asked what was I doing tomorrow?” Marcis recalled. “I told him I’d be home at my shop, getting (his own) car and working on it to get it ready to come back here.
“Dale wanted me to test his car for him but I told him I couldn’t, and I only had a couple of guys at that time. He didn’t say no more about it.
“Then that evening, when the track closed, he came up to me, pulled three $100 bills out of his pocket, stuffed it in my shirt pocket and said ‘Here, take your guys out to eat tonight and this will help pay for your motel room. I already called the people at the motel you’re staying at and told them you were staying another night,’ and then just walked away. So what are you going to do? The next day, where was I? I was at Talladega, testing for Dale.”
Being one of the last independent full-time team owner/operators in NASCAR, Marcis was perhaps more in constant search for sponsorship than better- and more fully-funded teams like Earnhardt’s GM Goodwrench Chevrolet.
One day, Marcis asked his buddy if he would be willing to sponsor his race car.
“We were at Darlington one time and I wanted to ask him to sponsor my car at North Wilkesboro,” Marcis said. “I finally got the nerve to go up to him and told him, ‘Dale, you need to sponsor my car at Wilkesboro with Dale Earnhardt Chevrolet.’
“He asked how much did I want. I told him $2,500. He said that wasn’t enough. He never said another word the rest of the weekend to me about it. Monday I’m at the shop working and the phone rang and it was Dale. He asked where did I want him to send the decals to, my address. I ended up outqualifying him. About two weeks later, the mail came and he sent me $5,000. You just never knew what to expect from him.”
Earnhardt also had a special bond with Marcis’ wife, Helen.
“Whenever my wife Helen would be in the garage, Dale never walked by her without giving her a hug. How many drivers would do that? That’s just the kind of guy he was.”
Helen also figured in a practical joke Earnhardt played on Marcis.
“One time, he called my wife at the house and told her, ‘Tell Dave to be ready at the Asheville airport tomorrow morning at 6 a.m. I’ll pick him up and we’re going to go hunting,’ Dave Marcis said. “When I came home for supper, she told me about the call and I said to her, ‘What are we hunting for?’ She said he didn’t say, where we were going or anything, just told her to tell me to be there.
“So I get out there the next morning, was there at 6 a.m. It was a little after 7 a.m. and he still hadn’t shown up. I kept asking (tower officials) if they had a clearance for his plane to land, that it would only take them about 20 minutes to fly from Statesville.
“By then it was about 7:30 a.m., they landed and Dale comes walking in, looks at me smiling and says, ‘I bet you were here at 6 o’clock, weren’t you?’ You know what I told him. We then went to Texas on a deer hunt.”
Earnhardt was proud to call Marcis a friend, to the point where unbeknownst to his buddy, agreed to put both of them on a set of racing trading cards in 1995, the only time The Intimidator did so with another driver.
“Earnhardt had some trading cards made with his picture on one side and my picture on the other,” Marcis said. “I don’t know why he ever did make them. It says on the cards, ‘Dual Jewels.’ He never told me about why he did it.”
When Marcis, then 60 years old, failed to qualify for the 2001 Daytona 500, he hung out with Earnhardt for the rest of the week leading up to the day of the fateful race that would claim Earnhardt’s life.
Earnhardt worried about his good buddy, who was 11 years his senior, and proposed Marcis hang up his fire suit for good and come to work for him.
“Dale was telling me that week that I need to retire,” Marcis said. “He was going to buy some hunting land around the country in different places and we talked about putting together a race team for Kerry (Earnhardt, Dale’s oldest son).
“Dale wanted me to look at hunting land, maybe even hunt it, and decide if it’s worth buying it because he said, ‘I’m going to start spending my souvenir money on hunting land. You’ve accomplished so much, there’ll never be anybody that’s ever going to accomplish what you’ve done with what you’ve done it with. You need to think about retiring and then I’m going to put you to work.’”
Editor’s note: This is part one of our interview with former NASCAR driver Dave Marcis. Part two, which deals with Marcis’ friendship with Dale Earnhardt, will appear Tuesday.
When 26-year-old Dave Marcis went south to pursue fame and fortune in NASCAR, he received a true royal welcome when he pulled into the Daytona International Speedway garage for the first time in February 1968.
None other than The King, Richard Petty, was the first to greet Marcis, the wing-tipped short track wonder from Wausau, Wisconsin.
“He come over by my car in the garage, walked all around it, looked all over it, introduced himself and said ‘Welcome to the sport of NASCAR,’ ” Marcis told NBC Sports.
“He asked me a bunch of questions about my car, where it came from and that sort of stuff. He was always my idol when I first started racing. I used to follow him back home by reading Hot Rod Magazine. After meeting him for the first time in Daytona, we became and have remained good friends.”
But Petty wasn’t merely being friendly, welcoming the newest kid to NASCAR. While Marcis had read about Petty, the latter had heard plenty of Marcis’ racing exploits and success back in the Badger State.
Petty won a NASCAR Grand National record 27 races – including 10 in a row – in 1967. But two years earlier, Marcis won 52 races in the Central Wisconsin Racing Association, a confluence of 1/3- and 1/4-mile asphalt paved tracks.
“They put an ad in the newspaper and formed (the CWRA) at Ed’s Bowling Alley on 6th Street in Wausau in 1958,” said Marcis, who still has a scrapbook of newspaper clippings from his nearly five-decade racing career.
Because the CRWA season lasted just three months. Marcis raced seven times per week, including numerous Sunday day/night doubleheaders, where he’d race at one track in the afternoon and then drive to another track for an evening sequel.
After meeting Petty for the first time, just days later Marcis would make his first of a record 33 starts in the Daytona 500 – including 32 in a row from 1968-99 – and then end his NASCAR career where it began in the 2002 edition of The Great American Race.
At the age of 61, no less.
“That was my first big race track,” Marcis said when asked what it was about Daytona that kept him coming back. “I liked the track, it’s a nice track. I enjoyed it there, the fans and everything.
“I worked on my own car and on the chassis and we always seemed to get the car handling good and be able to get qualified. In those days, everybody had to qualify and sometimes you had 62 cars trying to qualify for 40 or so places.”
Between his 33 starts in the 500, Marcis became one of NASCAR’s most prolific drivers, making 883 career starts, behind only Petty (1,185), Ricky Rudd (906) and Terry Labonte (890).
Even though his best finish in the 500 was sixth (in 1975 and 1976), Marcis didn’t consider Daytona his toughest track.
“Trenton, New Jersey (Trenton Speedway) used to be a real tough race track when they put the dog leg in the back straightaway, and Dover, Delaware (Dover International Speedway) was a real tough race track because you’d spend 5 ½ hours in that heat, at 130 degrees in that race car,” he said. “It got pretty warm up there. And Bristol was really, really tough on your neck and the heat was pretty bad there, too.”
When it came to the toughest foes he faced on the track, Marcis said the late Dick Trickle, a fellow Wisconsin native, was the toughest on Midwest short tracks, while Petty was among the hardest on NASCAR’s bigger tracks.
Marcis didn’t have the winning success in NASCAR that he enjoyed in short track racing in his home state. He earned five Grand National/Cup wins, but as one of the sport’s last independent team owner/operators, he earned 94 top five and 222 top-10 finishes.
“You couldn’t keep up with the schedule as an independent owner/operator,” Marcis said. “I’d work night and day so half the time I’d be worn out by race day. It wasn’t easy but it’s what I wanted to do.”
Marcis’ best seasons in NASCAR were 1975, when he finished a distant second in the points to Petty, and in 1978, when he finished fifth, driving for team owner Rod Osterlund.
Marcis’ replacement for the 1979 season was Dale Earnhardt. They would become close friends.
Earnhardt won his first of seven Cup championships in 1980 in his second season of driving for Osterlund before the team imploded two-thirds of the way through the 1981 season.
After the 2002 Daytona 500, Marcis made one more race start in his career, finishing seventh in the 2010 Scotts EZ Seed Shootout, an exhibition race for retired drivers 50 years and older at Bristol Motor Speedway, at the age of 69.
Now 79, racing and life has been good to Marcis.
“I’m doing fine, I have no health problems and am on zero medications of any kind. I’m probably ready to hop back into a race car,” he said with a laugh. “Of course, my wife doesn’t want me to, but yeah, I still would like to.”
Marcis and wife Helen have spent the last 51 years living outside Asheville, North Carolina, where he’s far from retired, owning Street Rods by Dave Marcis. He often returns to Wisconsin, where he owns a few businesses and property. He’s also an avid hunter and fisherman.
“We went bear hunting in Canada last year and we’re going to go moose hunting next year, I think,” he said. “I stay busy, I don’t sit around.”
Marcis also still keeps up with NASCAR.
“Oh sure, I still follow it,” he said. “(NASCAR Vice Chairman) Mike Helton sent me a (hard card) so I can go. I was going to go to Atlanta last week to watch Johnny Sauter, who I know pretty well, in the pick-up truck race, but obviously that race didn’t take place (due to the coronavirus outbreak).”
Even with the lengthy NASCAR career he enjoyed, Marcis has never forgotten his short track roots.
The Badger State not only sent Marcis but also several other notables to NASCAR, including Trickle, Sauter, Alan Kulwicki, Matt Kenseth and longtime crew chief Jimmy Fennig.
Last July, Marcis returned to his hometown, along with Sauter and others to take in a CWRA Stars to Legends Tour race and share many memories in and around his old stomping grounds of State Park Speedway.
“There’s a lot of memories when you race the number of years I did, moving from the ranks of a short-track guy who really had nothing and no big sponsorships and running the 1/3- and 1/4-mile tracks,” Marcis said. “We didn’t even have a 1/2-mile track we ran on weekly.
“There were nights where I’d win $142 for winning a race, and others where I was the top qualifier, finished third in the heat race and second in the feature and won only $60.
“But gas was only 27 cents a gallon. And unless we cut them or blew them out, we could run the same set of tires for a whole year. I think that’s another thing that made us better racers because we learned how to set those cars up with those old, hard tires. They were really hard, they didn’t wear. You had to work hard to get those cars handling good. It wasn’t because of a good, soft tire, because we didn’t have them.
“Being able to come to NASCAR and try it, it was just hard to believe that we could even do it. We didn’t have no money or big sponsorships when we did it. I tell people I didn’t know what I was really getting into when I came down there to NASCAR.
“Thankfully, I had a lot of help when I first came here. Way up in northern Wisconsin, I didn’t know that much. I got Hot Rod Magazine and whatever articles they had, that was all I knew about NASCAR.
“If you wanted to race for a living, I decided I needed to go to NASCAR and do it because we started in February and would go through October in those days.”
There was one other incentive, Marcis said with a laugh from his North Carolina home:
“One thing I’ll always remember is around Easter time, they were running at Hickory (Motor Speedway), while we were still shoveling snow back up in Wisconsin. That’s one of the reasons why I moved down here in 1969 and have been here ever since.”
DAYTONA BEACH, Fla. — When it was over, when a Daytona Speedweeks that featured outrage and exhilaration saw its final checkered flag, there was little euphoria, many anxious moments and eventually a sigh of relief.
Confusion and concern reigned on pit road after Ryan Newman’s horrific crash at the end of Monday night’s Daytona 500. Racing for the win, Newman’s car slammed into the wall before the start/finish line, was struck while upside down by Corey LaJoie’s car and slid down the track, a shower of sparks trailing, before coming to rest beyond the exit of pit road.
A conversation on one team’s radio said Newman was out of the car, but others on pit road said he was not. With drivers and teams parked closer to pit entrance after the race, no one could tell what was happening at the other end of pit road.
Safety crews needed more than 10 minutes to roll Newman’s car over, attend to him and cut the crumpled roof off to extricate the 42-year-old father of two.
Moments earlier, Ryan Blaney pushed Newman past Denny Hamlin into the lead on the backstretch of the final lap. Blaney attempted to pass on the frontstretch, but Newman blocked. Blaney realized he was going to finish second and wanted to ensure a Ford won, so he pushed Newman. But one bump unsettled Newman’s car, triggering the incident.
Afterward, Blaney stood with his crew by his car on pit road for several minutes but little was said. They waited to hear about Newman’s condition. As many did.
When he talked to the media, Blaney’s face was ashen and his eyes blank as he recounted a last lap he’d like to forget but likely never will.
“I hope he’s alright,” Blaney said. “That looked really bad. Definitely unintentional. … Just waiting to see if he’s OK.”
As he spoke, an ambulance sped past, taking Newman to Halifax Health Medical Center.
Until the end of the Daytona 500, Speedweeks had provided its fill of drama, intrigue and bliss.
It started with the Busch Clash the week before where all 18 cars were involved in an at least one accident and winner Erik Jones was collected in three incidents. The main story that day, though, was Brad Keselowski’sanger toward teammate Joey Logano for an accident that collected both and Kyle Busch.
A few days later the focus returned to racing. Logano won his qualifying race and William Byron won his qualifying race, his first Cup victory at Daytona. But Daniel Suarez suffered heartbreak when he was involved in a crash and failed to qualify for the 500.
The following night saw Jordan Anderson finish second by one-hundredth of a second, but he celebrated as if he won. The 28-year-old has raced in the Truck series most of the past five years but it hasn’t been easy. He has often pulled his truck in a dually and struggled to find funding. He sold equipment to help keep his team going in the offseason and purchase the truck he ran at Daytona.
After finishing second, Anderson couldn’t stop smiling.
“This finish tonight … is for every underdog in America, every kid that stays up late and works on his dirt late model or legends car and dreams of coming to Daytona,” Anderson said. “Hopefully, this finish tonight encourages them to never give up on their dreams.”
Less than 24 hours later, Noah Gragson was burning up the track. Literally.
Gragson celebrated his first Xfinity win with an extended burnout that had some rubber burning on the track.
“I caught the track on fire,” the 21-year-old driver for JR Motorsports said. “I thought that always would be really, really cool to catch the track on fire from doing a burnout, and I was able to do that.”
A Sunday filled with sunshine started with Air Force One delivering President Donald J. Trump. He spoke briefly to fans. They serenaded him with chants of “U-S-A!” He gave the command to start engines and his motorcade led the field on a pace lap, something never before done in a race. But rain delayed the start and the electricity that had built faded when the field only got 20 laps in before a second rain delay postponed the race to Monday.
Sunday’s energy grew through a late Monday afternoon under sunny and warm conditions. Crashes reduced the field but still left enough cars to create a dramatic win for Hamlin.
But that was overshadowed by Newman’s wreck.
And all the waiting.
Fans left the track without knowing Newman’s condition. Those at the track stood around. Nobody knew.
Informed of the severity of Newman’s crash, Hamlin and Joe Gibbs Racing muted their victory lane activities. A somber atmosphere hung over the track.
It was a stark reminder of how dangerous racing can be, something many have overlooked as they’ve applauded countless drivers who emerged with no serious injuries from high-flying cars that tumbled and rolled. It also showed how far safety has come in NASCAR since Dale Earnhardt’s fatal crash in 2001.
Two hours after Newman’s ambulance ride, the news came.