raceannouncerblog

Before announcing the races at Spencer Speedway this past Friday night, I had the opportunity to talk with Whelen Upstate NY sales rep Mike Martin and his local supplier, Jerry Fedele, owner of Task Force Emergency Vehicle Lighting in Webster. Mike had a Dodge Charger equipped with the police package on display, which serves as an excellent way to feature their new LED based emergency lighting systems. We also discussed Whelen’s role in developing race track emergency lighting systems, which I became more aware of by attending the PRI show last December in Orlando FL.   Websites: http://www.taskforcelighting.com and http://www.whelen.com/index.php.

There is a wide variety of subjects I could blog about from my experiences on the road. Maybe some will show up here soon. In the meantime, I thought I would show you some items NASCAR (along with Whelen Engineering) have come up with to make some of the most dangerous spots at a racetrack just a little safer.  (This is an update to an earlier blog published almost a year ago.)

Yet another innovative Whelen product is one that nearly all racetracks could benefit from:

(Illustration courtesy of 2007 Whelen Engineering catalog)

This product (RTR12AG) is a self-contained LED track warning signal system made specifically by Whelen for race tracks. The enclosure is weatherproof and includes its own control unit. The amber LED’s have different flash patterns that, along with the bottom-mounted amber LED “beacon”, provide an eye catching alert for drivers when the caution flag comes out. The green and red LED’s are on solid whenver those flag conditions occur. The advantages of this system are obvious: low electrical current draw, much brighter and “attention grabbing” than either rotating or strobe lights and able to stand up to year round weather conditions.  (My opinion is that it would be great for racetracks around the country to adopt this system all around the perimeter of the racing surface–one installed just before the entrance of each corner (for a total of 4) and another on the starter’s stand.)  The folks at Whelen have done it AGAIN!

On race weekends, there is one person whose job puts him or her in actual “harm’s way”: the pit exit official who holds the “STOP & GO” paddle at the end of pit road. This individual has the overwhelming responsibility of making sure pit road traffic can exit safely off pit road, back onto the track. At first glance, some might compare this job to, say, a school crossing guard holding a “stop sign”–except that NASCAR drivers aren’t known for too much patience during a race. In an effort to afford protection to this individual, but still control traffic off pit road, NASCAR and Whelen Engineering have created a new “Pit Exit Light” system. Instead of standing in the middle of the exit of pit lane, the official is situated safely behind the wall on pit road, with a control box for the new lighting system. Here’s an illustration of the system:

(image courtesy of NASCAR, copyright 2006)

The light is attached to an “L-shaped” arm and is mounted just over the “pit out” line. The official uses the control box to activate various lights in the system. Here’s the way it works: when it is safe to leave pit road, the green light on top is lit solidly “on” (this has the same meaning as if the official was displaying the “go” side of the paddle). If, while this light is green, it is also safe for pit road traffic to “blend” into the racing line, the row of 5 white lights immediately below start flash-sequencing “left-to-right”, a similar pattern to what most normal drivers see in a construction zone indicating a lane change.

Whenever a “pack” of cars is coming towards the pit road exit under green flag conditions or during a yellow flag situation (as the pace car leads the field around the track and starts to approach the area where pit road exits out onto the track), the two green lights begin flashing in an alternating sequence pattern, letting the drivers on pit road know that race traffic is coming and the pit road exit will close shortly. Once the pack of cars under green OR the pace car under yellow is close to the pit road exit area, the green lights go out and the red lights flash in a similar alternating fashion, which means the drivers exiting pit road must stop until race traffic clears (similar to what they would do if an official was there holding the “stop” sign).

Does the system work? Well, the drivers still try to “beat the lights”, which NASCAR certainly frowns upon and they will hand out “drive-thru” penalties to violators. But that’s really no different than the old way of trying to beat the official changing the paddle from “GO” to “STOP”–except that now, the official is safely behind the pit wall.

I think it’s pretty cool that Whelen is involved in our sport, not just strictly as a sponsor but a partner–one whose knowledge and products help make the sport safer for drivers and officials alike.  As most fans know, they sponsor the former “Featherlite Modified Series”, now known as the “Whelen Modified Series”–AND, are still the major sponsor of the weekly NASCAR tracks now as well.   At the races, most, if not all, of the pace cars feature Whelen lighting–same thing goes for the caution light systems at most racetracks.

I, too, am proud to say I’ve used their products. I am an exempt member of the Chili Fire Department on the southwest side of Rochester NY. While serving as a volunteer fire fighter and ambulance medic, I invested in one of their mini Edge strobe lightbars. I decided that if I was going to put my personal vehicle in dangerous situations while responding to emergency calls, I wanted that vehicle to “be seen”. I never even came close to having an accident while on the way to a call or directing traffic as a fire policeman at an emergency scene.

Some people have criticized NASCAR in the past for “not doing enough” in the area of safety. This is one shining example where the opposite is true–they have taken the lead to try to make pit road safer!

Mike Paz, Motorsports Announcer

One question I get most of the time when someone finds out that I announce motorsports for a living is: “So how did you get started? It sounds like a great job!”. That question is not easily answered but the passing of Cameron Argetsinger just a couple of days ago put more focus on it for me.

For those who don’t know who Cameron Argetsinger was, he was a Youngstown Ohio attorney who had an extreme passion for motorsports following World War II. It was that passion that led him to compete in various races at the time. That passion also fueled his dedication to organizing the race through the streets of the village of Watkins Glen NY in 1948 (consequently, he moved to the area). Because of him, that event continued until tragedy struck in 1952 when spectators were killed during the running of the race. Faced with the possiblity that his love for motorsports in the Watkins Glen might end, he continued to press for a permanent facilty to safely conduct racing. He, along with others, formed the original Watkins Glen Grand Prix Corporation and he was named Executive Director. The property we now know as Watkins Glen International was purchased in the mid ’50’s and the first road course, 2.3 miles in length, was built. Racing soon began there but Cameron was not yet finished. He continued to tirelessly work to bring the pinnacle of the sport, Grand Prix (now known as Formula 1), to the facility. Watkins Glen became the home of the U.S. Grand Prix in 1961 and held that distinction until the end of the 1980 season.

Mike Paz, Motorsports Announcer

+ 2007 =

“Change is inevitable”, as the old saying goes. For anyone even remotely interested in NASCAR, 2007 was a notable year. At almost every level, changes were instituted and felt throughout the series. Whether the changes were good or bad is subject material for another blog and, certainly, history will be the final judge. For now, let’s outline the changes in no particular order (and make no mistake about it, several of these changes were VERY fundamental ones…)

• NASCAR leadership: this actually began before 2007: Brian France put in charge of the sport his grandfather had founded and his father grew it into the NASCAR we all know and love. Brian’s influence was felt gradually as the sport entered last year but with the passing of his father, Bill France, Jr. last year, the change was complete. Any change at the top trickles down below and several of the changes, good or bad, that the sport saw in the last year or so will be Brian’s legacy.

• The “COT” (Car of Tomorrow): NASCAR racing machinery had been built pretty much the same way for nearly 3 decades before the sanctioning body began looking into designing a new car. The design changes called for the car to be built and rules applied “from the ground up” (allowing officials to more closely regulate the way the cars are built, thereby cutting back on potential “rules bending” or outright cheating; incorporating safety changes improving driver protection; potential cost-cutting for owners (as the same basic structure of the car is used for all tracks, eliminating specially designed and more expensive separate “short track”, “road course”, “intermediate” and “superspeedway” cars; aerodynamics changed to a higher roof profile along with a front air-dam “splitter” and more adjustable rear wing (rather than the traditional “blade spoiler) to allow “tuning” the car to specific tracks and reducing the dreaded “aero push” on the front of the cars; and finally, the ability to better distinguish “makes” of cars, even though the new rules border on “spec”. The car was phased in gradually in 2007, as NASCAR mandated its use on short tracks and road courses last year along with one “super-speedway” race–Talladega in the fall. For 2008, the “COT” completely replaces the “old” car at every track on the schedule.

• Team ownership: With the upward rising costs of racing, team owners have had to change the basic way they run their teams. Very few sponsors today can afford to be the “exclusive” sponsor of a particular team so owners have had to adapt. Some brought on multiple sponsors to bear the brunt of the costs. More profound, however, are the new “mergers” with non-racing entities: Roush Racing, selling the team to the Fenway organization (the same group who owns MLB’s Boston Red Sox), Ray Evernham partnering up with the Gillette family, etc. New blood and new money with the potential for fresh, “out-of-the-box” thinking are the immediate benefits of these new organizations. On the down side of the ledger, however, are the teams that have been squeezed out as the expenses have skyrocketed. Even though it was not official until this week, Morgan-McClure Racing, a long-standing team, had folded due to lack of adequate funding after finding it almost impossible last year to make races. Yates Racing has no sponsors for the new year and single-car teams have all but disappeared, with Robby Gordon racing and BAM Racing notable exceptions.

• Influx of non-traditional drivers: Juan Pablo Montoya (Formula 1 ace) became the “mold” of the new NASCAR driver when he was named to the #42 Chip Ganassi Texaco Havoline Dodge for 2007. His success in stock-car racing certainly was not guaranteed but his talent to drive a race car could never be questioned. Despite a huge learning curve to adapt and causing a “ruffling” of a few of some other driver’s “feathers” at times this year, he won his first NASCAR race at Infineon and, taken together with his other great finishes during the year, helped him acheive “Rookie of the Year” in NASCAR in 2007. The floodgates are now open: Dario Franchitti (’07 Indy 500 winner), is now Montoya’s teammate at Chip Ganassi in the #40, Jacques Villeneuve (Formula 1 & CART experience) is learning the “A-B-C’s” of stock-car racing and Patrick Carpentier (IRL & Grand Am) is also a new NASCAR Cup driver. No longer do the “stars of tomorrow” necessarily come from local stock car tracks. If anything, the competition to reach NASCAR as a driver has become much more difficult. (Veteran racing fans can remember back to a time when NO driver from INDY cars, much less Formula 1, would DARE step into one of those “taxicabs” to race it. In those days, NASCAR, as a legitimate racing series, did not exist in the narrow minds of some.)

• Sponsor changes: When the series became the “NEXTEL Cup Series” just a few years ago, many wondered how long the transition would take from the old “Winston Cup Series”. The previous title sponsor of Cup racing had been involved in the sport for over 30 years, with longtime fans, while not necessarily smokers, had huge respect and admiration for the R.J. Reynolds Tobacco Co. Newly-named sponsor NEXTEL realized it had to be mindful and respectful of that relationship, while forging new ground for itself when it took over just 4 years ago. Then, Sprint bought out NEXTEL in 2007 and a new name for the series was announced for ‘08: “NASCAR Sprint Cup Series”. To some veterans of traditional sprint car racing on both dirt and asphalt, this was as much confusing as it was amusing. NASCAR fans barely had time to get used to the “NEXTEL Cup Series”; now they have another new one to get used to.

• 
  TV broadcasts ups-and downs: For many decades, NASCAR had no network TV presence. Sure, ABC’s “Wide World of Sports” would replay races a couple weeks after they happened back in the ’60s and’70’s. Then, in 1979, CBS broadcast the Daytona 500 live and NASCAR TV coverage took its first “giant leap” forward. But it wasn’t until the ’80s when ESPN covered almost all of the NASCAR Cup races live did the sport begin to really flourish. Together with the in-car camera that CBS announcer Ken Squier brought over from Australia in late ‘82, TV coverage of racing became exciting for people at home. ESPN’s original NASCAR broadcasts took the sport to a new level of popularity but something was still missing: a TV deal that included national network coverage in a mix with cable partners. NASCAR brokered a deal over 5 years ago with FOX and NBC, along with TNT, then changed the deal again in ‘07, replacing NBC with ABC/ESPN to go along with FOX. Knowing when and where a race broadcast is happening has always been a concern for race fans and with the five year broadcast deals, NASCAR took steps to try to bring some stability to its race broadcasts. Yet, despite all its good intentions, NASCAR TV ratings took a plunge in ‘07. The effects of the downward trend has yet to be felt and NASCAR officials say they’re not too worried about it (yet!). If the trend continues in ‘08, most will point to the 2007 ratings slip as the beginning of the downward spiral of the sport.

• Points system: NASCAR completely changed the way points were earned with the introduction of the “Chase for the NEXTEL Cup” in ‘04. It stayed pretty much the same until 2007 when the number of drivers eligible for the Chase after 26 races was upped from 10 to 12. This change was as much about some of its stars, most notably Dale Earnhardt, Jr., Jeff Gordon and Tony Stewart among others, not making it into some of the past “Chases” as it was anything else. Also tweaked: rewarding winners in the “regular” season bonus points for those wins as the Chase began with 10 races to go. Then, Jimmy Johnson and his team went on a streak which took a lot of the drama out of the championship last year. Entering the final race at Homestead-Miami Speedway, Jeff Gordon was the only driver that had a chance to beat Jimmie Johnson for the title. Johnson went on to succesfully defend his ‘06 championship, proving that NO points system can make things exciting when a team goes on a roll and wins often.

There were also several smaller changes as well but the ones listed above are notable and far-reaching. For a lot of people, change is hard to accept—CHANGES (plural!) are even harder!

Mike Paz, Motorsports Announcer

THE RACE FANS HAVE SPOKEN–ONCE AGAIN, I HAVE THE HONOR AND PRIVILEGE OF ANNOUNCING AT DAYTONA FOR PRE-SEASON THUNDER AND SPEEDWEEKS!!!

Here again in 2008, I have the honor and privilege of working as the PA Track Announcer for Daytona International Speedway. My first Daytona race as Track PA was the ‘99 Pepsi 400 but it wasn’t until the 2001 season that I got invited to the Pre-Season Thunder test sessions as well as Speedweeks.

On www.raceny.com as well as this space, I will once again be sharing pictures and commentary about the goings-on down at “The World Center Of Racing”. I hope you’ll check back here often in the next 2 months!

Send me an email with any questions or comments you might have about the start of the 2008 racing season at Daytona International Speedway.

Remember, it’s the 50th running of “The Great American Race”, the Daytona 500! Plus, it will be the debut race of the COT at the track and it should be another history-making event! The start of the 2008 season is just around the corner!

Mike Paz, Motorsports Announcer

Just Pazzin’ Thru…My 3rd annual wish list for this Christmas Holiday Season for local, regional & national race personalities:

For Mike Lauterborn:  A hugely successful 2nd season as the promoter of Genesee Speedway in Batavia! 

For all NY race track operators (of any kind):  An awesome  2008 season!

For any racer who has not yet tasted that first victory:  a win in 2008!

For Erick Rudolph:  keep doin’ what you’re doin’ (and don’t forget to listen to DAD!)

For all sponsors of any kind of racing anywhere: overwhelming success so that you will continue to support our sport!

For Sean O’Neill:  Hey, BUD, where’s that BUD???!

For Dan Fletcher:  A Double championship in NHRA Stock & Super Stock!  (Plus, a national event win for son Thomas!)

For Danica Patrick:  That elusive first win!  PLEASE! So that you can concentrate on your racing career and not have to answer THOSE kinds of questions! (Geez, Santa, you didn’t bring this one last year!)

For Tony Stewart:  How ’bout Cup Championship #3 (even if it is in a Toyota)–and more fence-climbing???

For Carl Edwards:  Congrats on the Busch Series Championship!  Here’s hoping ‘08 finds you doing more backflips on your way to your first Cup title!
 

For Casey Mears:  Getting the Hendrick #5 up to speed and competing for wins!

For Dale Earnhardt, Jr.:   a few wins in the #88 Hendrick Chevy to get you used to the idea of being back in Victory Lane!

For Dale Earnhardt, Jr. fans:   A bit more patience…it ain’t gonna happen overnight!

For Andy Lally:  gonna miss ya in Grand Am but go get ‘em in the Craftsman Truck Series!

For Bob Stallings (2007 Grand Am DP champ owner):  OK, Bob, what do you do in ‘08 to top ‘07???  How about another title?

For everyone that reads this blog:  A very Merry Christmas (NO PC crap here!) and a very prosperous and better 2008!

Mike Paz, Motorsports Announcer

IN MEMORIAM: GREG EMELSKI,

WGI TRACK ANNOUNCER

Greg lost his courageous and brave battle with cancer on 10/2/07. He will be missed by those of us at Watkins Glen International who knew him and loved him.

Mike Paz, Motorsports Announcer

Retire numbers in NASCAR???  NEVER!!!

Lost in the meteoric rise of the popularity of NASCAR is much of its history. Despite the overwhelming number of people (mostly newer fans of the sport) who believe otherwise, ABSOLUTELY no number in NASCAR should EVER be “retired”, IMHO. This ESPN article about the other drivers in NASCAR who have run the #8 explains many reasons why no one driver should ever be EXCLUSIVELY linked to one particular number.

ESPN article on the history of #8

Retire the “style” or design of a particular number? SURE! Go ahead! But NEVER retire the number itself. And yes, that goes for both the #3 and the #43 as well. Other drivers have run both of those before Dale Sr. (Ricky Rudd, who may hang up the helmet for good again next year, drove the #3 early in his career) and Richard Petty. Others have run the #43 since (the late Bobby Hamilton, John Andretti, Bobby Labonte out of the Petty shops). Yes, the numbers are, for most of today’s fans, permanently
linked to the drivers who made them famous. That is NOT a good reason, however, for ANY number to be “retired”. Too many fans’ knowledge of the sport begins with the time period in which they first started watching NASCAR, not when NASCAR first started. There have been many drivers who drove cars with the same numbers as today’s drivers–in some cases, with much better results (as the ESPN article points out, Dale Jr. is NOT the WINNINGEST driver in the #8. The “RED NATION” is aghast!!!)

I have a very good friend who is an EXTREMELY passionate Dale Earnhardt Sr. fan.  She and I argue all the time about this same thing.  It is the strong emotion of what she believes he meant to the sport but more importantly, what he means PERSONALLY to her, deep down inside, which guides her thinking.  I understand all that but I just don’t agree with it. 

Mike Paz, Motorsports Announcer

Just like life, racing has highs and lows

In a little more than a week’s worth of time, I experienced what I considered to be the BEST racing weekend I’ve ever seen at one track, only to be followed by some very sad racing news items very shortly thereafter. First, the good news…

My first race at Watkins Glen International was back in the summer of 1969. That weekend, I saw the mighty SCCA Can-Am machines featuring the “Bruce and Denny Show”–Team Mclaren Can-Am high wing, aluminum big block sports cars with drivers Denis Hulme and team owner/driver Bruce McLaren. The combination of the sights and sounds of racing together with the track’s location in the beautiful Southern Tier Finger Lakes region of New York state made a pretty big impression on a certain 16 year old that weekend–so much so that it was the primary inspiration for me to attend at least one race there every year since. Plus, it was also the impetus and location for me to pursue the career in motorsports announcing I enjoy today. Needless to say, I always look forward to the Glen NASCAR weekend and this year was no exception. Without a doubt, I can truthfully say it was the BEST weekend at the Glen I’ve EVER seen! PERIOD! Let’s explore why…

First, the weekend started off, as it has the past few years, with the Grand Am Rolex Daytona Prototypes practicing for the Crown Royal 200. Because I also handle the series’ webcast for most of the Grand Am season, I follow it closely. Thursday had the field practice and qualify for the race on Friday. The race continued the domination of the #99 Gainsco/Bob Stallings Pontiac Riley with drivers Alex Gurney (son of the legendary Dan Gurney) and Jon Fogarty. This team has sat on the front row for every race in 2007 and they got the pole again for this race with a new track record qualifying time. The two hour sprint race became another showpiece for the team as they led from start to finish to record their sixth victory in 2007, tying a series mark.

Just before the Grand Am race was run on Friday night, though, Mother Nature had her way with practice and qualifying for the NASCAR Nextel Series drivers. An overcast sky in the morning dropped lower in the afternoon, producing just enough moisture for qualifying to be first delayed, then eventually cancelled. With 50 teams vying for 43 spots, there was bound to be disappointments for 7 teams even if qualifying would have been held. The drama unfolded for several drivers (Marcos Ambrose, the likeable Aussie who would have started his first Cup race courtesy of Robby Gordon, trying to make things right after the Busch race at Montreal), but especially for Boris Said, who experienced a roller coaster of emotions for the weekend. Once qualifying had been cancelled (again, as this also happened at qualifiying for the Pepsi 400 at Daytona in July), Boris Said’s team was one of the “go-homers”. Obviously bitterly disappointed, he let the world know it through interview after interview. The depth of despair reflected in his face and especially in his words was genuine–it was one of the first, if not THE first, times that we have seen and heard Boris with anything but optimism and fun. One other driver in the garage area also noticed it–past Cup Champion Bill Elliott. Bill has been driving part-time in the series and loving every minute of it. His limited schedule has allowed him to pick and choose his opportunites and rides. Elliott accepted an invitation from the legendary Wood Brothers to step into their #21 Ford to help get the team back into the top 35 of Nextel Cup owner’s points. When Elliott saw the raw emotion of disappointment reflected in Boris Said’s interviews, Bill called Boris early Saturday morning and offered his seat to Boris. At first, Boris thought Elliott was joking but when it was apparent that Bill was serious, the ball started rolling to make it happen. The deal was struck and once again, Bill Elliott proved that his multi-time crown of NASCAR’s “Most Popular Driver” title was no fluke! Plus, the “Said Heads” (Boris’ fans who don afro wigs mimicking the hairstyle of their driver) now had a reason to celebrate!

Under beautiful sunny skies, Saturday’s Busch Series race, only 8 laps shorter than the Cup race on Sunday, featured some great competition even though the field consisted of only 40 cars. Kurt Busch repeated his pole winning performance of a year ago at the Glen and was a factor early. Boris was in a Ray Evernham Dodge and was very strong as well. It was also Juan Pablo Montoya’s last Busch race of 2007–by design. The Ganassi racing team put the limited Busch Series schedule together for Montoya only to ease his transition into Nextel Cup series machines. With a Busch Series win earlier in the season at Mexico City and a Cup win on the other road course at Infineon, it was felt the transition was complete and the team ran its last race at the Glen. His race was cut short by problems and no one was able to challenge the eventual race winner, Kevin Harvick, who got stronger as the day wore on. Although not the dominant car, he garnered yet another victory at the Glen (to go along with the previous week’s Busch Series win at Montreal and last year’s Glen Cup win). But none of us knew on Saturday that these two drivers, Montoya and Harvick, would provide the media with their primary story line for the race on Sunday.

Sunday was another picture perfect day at the Glen and the race started at a more reasonable 1pm-ish time compared to previous years. From the drop of the green flag, it was obvious that 4-time Glen winner Jeff Gordon and 3-time winner (about to become a 4 time winner himself) Tony Stewart were going to be the primary contenders. Sure, Canadian Ron Fellows had a great car (eventually finshing 4th) and so did Robby Gordon.  Even Boris looked strong, but the race was pretty much all Gordon and Stewart. Tony spun early in turn 1 (a scenario which would be imitated by Jeff Gordon with 2 laps to go) but, through a savvy combination of judicious throttle and brake application, never flat-spotted the tires, thus avoiding a costly pit stop. Then, with 15 laps to go, what some people point to as the most dramatic moment of the event occurred (myself, I thought it was unnecessary and stupid!). On a restart, the field headed down the frontstretch to turn 1. Only two drivers broke out of line to the inside: one was Martin Truex Jr. and the other was Juan Pablo Montoya, who started immediately in front of Truex. Montoya threw his perfectly legal block of Truex as soon he saw Martin go to the inside. Truex immediately slammed on the brakes and by doing so, got into the back of Montoya, upsetting the car in the crucial braking zone. Montoya lost control and began to slide sideways, making contact with an unaware Kevin Harvick, spinning both cars out in turn 1. Two other drivers made contact trying to get through the almost blocked corner–Jamie McMurray (having yet another great road course day) and Harvick’s teammate, Jeff Burton. When the smoke cleared, Harvick, not knowing that Truex got into Montoya, moved his car to block Montoya’s path and both drivers got out of their cars. (I thought, OK, HERE WE GO!) Most of the Glen’s grandstands are concentrated in turn 1 and the crowd there was cheering or booing the drivers as they approached one another. The verbal sparring started, then came the pushing and shoving, again to the delight and encouragement of the fans in the stands–all broadcast live for everyone to see, whether you were at the track watching the giant TV screens or you were one of the millions watching the race at home. Eventually, NASCAR and track officials, along with Jeff Burton, were able to separate the “combatants”. The track, however, was in need of major cleanup efforts, which brought out the red flag. That set the stage for the NEXT somewhat entertaining but immensely idiotic event to occur. While under the red-flag, a shirtless male fan from Kenmore NY hopped the fence on the straight between turns 9 and 10 and ran over to the #17 of Matt Kenseth, put his hat into the cockpit of Kenseth’s car and asked Matt for his autograph!!! Reportedly, Kenseth refused, saying “…I’m a little busy right now”. The fan asked again and Kenseth again said no. Dejected, the fan ran back to the camping area where he was greeted by security. His stupid stunt netted him jail time, a $500.00 fine and a criminal record as he was arrested for criminal trespassing. While most folks around me were laughing, I was stunned by what I was seeing. This type of behavior ABSOLUTLEY cannot be tolerated and has the potential, in my opinion, of spelling serious trouble for the sport. FINALLY, the race restarted and it sure looked like it was going to be another win for Jeff Gordon when the unthinkable happened with 2 laps to go. Firmly in the lead and with Tony some 10 car lengths back, Jeff spun in turn 1—ALL BY HIMSELF!!! He would later say he was “pushing it” to make sure he got the win but it was a near-duplicate of the earlier spin by Stewart. Tony sailed by and headed for the win with Carl Edwards now close behind. Realizing that he too now had a shot at victory, Edwards went for it on the last lap. He closed the gap on Stewart and drove deep, WAY TOO DEEP, into turn 10. The car did not hold the corner and spun into the pea gravel, thus guaranteeing Tony the win. Some people believe the new points system that awards 10 extra bonus points which will be applied going into the chase was the biggest reason for the racing we saw.  Still others pointed to the fact that, after the Glen race, there’s only 4 more races to make “The Chase”.  Whatever the reasons, it was this kind of “go for broke” mentality that was seen throughout the race which makes me believe that it was the best racing I’ve ever seen at the Glen! My announcing partners, Jim Mueller and Al Robinson, all agreed–the weekend was fantastic!

Now, the bad news…

On the Monday following the Glen, I received a call from IHRA drag racer/”tire man” extrordiaire, Donny “DJ” Raiser. He explained the reason for his call was not a good one. Franklinville NY drag racer Brett Reithmiller and his wife had been tragically killed in an automobile accident over the weekend. Lancaster Raceway Park held their annual “Niagara Reunion” nostalgia drag race event the same weekend as the Glen and apparently, the Reithmillers were on their way to the track in their classic Dodge Coronet when a deer ran in front of their car. Swerving to avoid the deer caused Reithmiller’s car to travel to the opposite lane in the path of an oncoming pickup truck. Penny Reithmiller was killed instantly and Brett died at the hospital a few hours later. Although I had never formally met Brett and his wife, I was more than familiar with him as I called his name and described his legal stock ‘Cuda at several races, both locally and regionally. My sincere sympathies to the family and friends of the Reithmillers…

In yet another shining example of the camaraderie and “family” aspect of all motorsports, Tonawanda’s Dan “The Sign Man” Delaney (a talented individual who lettered Brett’s stocker) has designed a tribute decal for the Reithmillers. He is offering two to anyone who wants them–FOR FREE! Check out his website for more info: http://www.dansignman.com/journal/index.htm. There you can also find out information about the trust fund set up for the Reithmiller children. He also plans to bring them with him to INDY for the Mac Tools US Nats at the end of the month. Nice gesture, Dan!

Then, more bad news. At a NASCAR Whelen Modified race in Thompson CT on Thursday night (8/16), John Blewett III was racing brother Jimmy when the two collided. Apparently, one of the “nerf” bars of Jimmy’s car penetrated the cockpit of John’s machine and made contact with the driver’s helmet. “JBIII”, as he was known, was dead of severe head trauma. This unfortunate event came 3 years to the day that Tom Baldwin Sr. lost his life at the same race track. Jeff from King Design (www.thatisking.com) has designed a tribute logo decal for JBIII.

I have had the privilege to interview and call modified races at the Glen, Nazareth and Richmond in which JBIII as well as other family members competed. Again, my sincere sympathies to the entire Blewett family.

Finally, if that wasn’t enough, the following day brought word that Joyce Johnson, the wife of racing pioneer Milt and the mother of Rochester area dirt track modified standouts Alan “AJ Slideways” and Danny “The Doctor” Johnson, had passed away. My condolences to the Johnson family and friends.

These events serve to remind us all that life is a very precious thing and is far too short. As much as we all love racing, the only really truly important stuff in our lives is our loved ones. Do yourself a favor and remember to tell the special people in your life that you love them and truly care about them. Do it now and do it often–BEFORE the opportunity for you to do so gets taken away from you forever…

Mike Paz, Motorsports Announcer