Yes, Ralph, that is a NASCAR stocker emerging from the maw of a rustic, wooden, covered bridge nestled deep in the tree-laced hills of southern Virginia.
What is a racing car doing on a backcountry road with bright autumn leaves gently brushing the sides of a treasured relic of the past? That’s where they came from, pal. The first stock cars hauled homemade white whisky through the Carolina and Virginia hills racing with the Revenooers six days a week.
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They took Sundays off to race with each other on dirt tracks created by running in someone’s unused grass field. If they lost the race with the Federals, they didn’t make the race on Sunday.
More than one ancient covered bridge shuddered not so long ago as the SQ-gallon express roared through on its way down from the hills.
It’s only in the last 20 years or so that the good old boys have become sophisticated. The only moonlight runs they make now are to haul the car on a fancy rig down the Interstate to the next track.
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You may find it strange to see one of the crude veterans of the NASCAR circle-track wars adorning these pages normally reserved for the graceful, exotic, masterpieces of yesteryear. This isn’t just any old stock car, this is the Wood Brothers’ car. When it was hammering around the high-banked, concrete-walled, asphalt arenas of the National Association for Stock Car Auto Racing at 190 miles per hour, it was graceful, exotic and most certainly a masterpiece, for old No. 21 captured the. checkered flag 18 times in 32 races during 1972 and 1973. It has accomplished more than any other race car to run on the super speedways, and it set this remarkable achievement under the tender guidance of two different drivers.
Just to put that 18 wins into perspective, it took Richard Petty, NASCAR’s all-time top winner, 13 years to log 17 super track victories. To be sure there were 10 super speedways in 1972 and 1973—the years of glory—and only five major tracks in all of NASCAR until 1969, but for one of the old breed machines to have duplicated the feat in the good old days, it would have had to win 11 races in two years. The lifetime record until 1971 was 12 major victories held by Fred Lorenzen, won from 1962 through 1966.
This rather noteworthy accomplishment represents the intersection of three competitive careers which reached their crest over a three-year span. Anthony Joseph Foyt, three-time winner at Indianapolis, five-time USAC Champion, king of the open wheels who drove the Wood Brothers’ machine with the casual skill of a man at play. David Gene Pearson, three-time NASCAR Champion, number two all-time stock car winner, king of the super speedways who drove with the joyous efficiency of a champion resurrected from oblivion. Glenn Wood, team leader whose uncomplicated direct methods honed his crew to razor-sharp efficiency. Leonard Wood, the mechanic, induction specialist, aerodynamicist, suspension expert, gingerly placed his creation in the hands of the designated driver for each competition.
The machine itself is relatively easy to describe. It is a 1971 Mercury Montego, built by Holman & Moody to a very basic configuration. The unitized front section is removed at the firewall and replaced by a box-sectioned steel front subframe, to take the stresses of high-speed banked turns, measured as high as 9000 pounds on the right front wheel.
A rollcage/auxiliary frame is welded from the front frame crossmember to the rear frame crossmember, anchoring key points along the entire frame. The rollcage protects the driver as well as providing torsional rigidity to keep all the suspension points in place. The front coil springs are topped by adjustable screwjacks, as are the ends of the rear leaf springs, to allow for loading adjustments to accommodate different track dynamics. All four wheels are double-shocked. All shocks are adjustable.
Hubs, spindles and the steering mechanism are all stock configuration—but much heavier—to withstand the incessant pounding generated by 500 miles at racing speeds.
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The 429-cubic-inch, semi-hemi, “Boss” Ford engine is fed from a 22- gallon rubberized fuel cell encased in a protective steel container, nestled between the rear frame rails. All fuel and oil lines are of armored aircraft quality. Lubrication is from a remote oil tank. Remote location, pumping oil to and from the engine through armored lines, provides more efficient lubrication, drops less oil on the track when an engine lets go and allows for cooling. Transmission fluid and rear end oil are both cooled externally.
The driver sits in a foam-padded, steel-shell seat, bolted to the frame. Aircraft-quality seat, shoulder, and slide belts anchor him so firmly in place that a 20-turn roll down the back straight won’t bounce him loose.
A fire extinguisher, activated by the driver in case of need, combined with the fuel cell and the armored fuel lines provide superb fire protection.
The whole package weighs 3800 pounds, sits on a 117-inch wheelbase with a front track of 61 inches and a rear track of 61-1/2 inches, riding on Goodyear 820-15 racing tires with inner liners for blowout protection. If the tire lets go, the inner liner permits enough control to keep off the wall and get back to the pits.
All of the foregoing is common to all NASCAR stockers, in one form or another, but what is unique about old No. 21 is the way it is put together, and the fine adjustments that are made to those suspension pieces.
The secret is skill, communication and respect. Glen Wood, patriarch of a backcountry family of honest, hard-working Virginians, remembered what it was like to be poor when Ford pulled out of racing in 1971. He decided not to run without first-rate equipment, which requires a full sponsorship. Purolator picked up the tab for the team and received the best bargain in town when Cale Yarborough, Glen’s driver from 1966 to 1970, fled the scene for the Indy trail when he got wind of Ford’s pending drop out. These two events set the scene. A.J. Foyt took the wheel of the ’71 model Mercury Cyclone for the 1971 Daytona 500, agreeing to run all the FIA races that year. He won at Ontario and Atlanta. Donnie Allison filled the seat for the races that USAC driver A.J. couldn’t make. 1971 was satisfactory, but not spectacular…three wins.
David Pearson became available in 1972. lt was still Foyt’s ride, but Pearson filled in so well that A.J. gave up the ride after Charlotte, opting only for the final race in his home state of Texas. Foyt won two, Pearson won six.
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Therein lies the difference between the Wood Brothers and everyone else. Glen and Leonard were able to put winning rides under the backsides of two great drivers in the same season and keep peace in the pits. Both won. Both men have the deepest respect for the genius of Leonard Wood, who was able to communicate the vital bits of information needed for the fine honing of chassis and engine with two totally different personalities and driving styles in the same car during the same season. Pearson had the seat to himself for 1973 with the spectacular result of 10 super speedway wins.
Ironically, old No. 21 could have had an even brighter career except for the decision that the still-eligible 1969 body style was faster for the super tracks in the 1971 season. As it turned out, when Leonard applied his discerning eye to the sheetmetal on the ’71 body, he was able to “refine” it for even more speed than the race-designed ’69 body.
The skills were born in the men. Years of experience sharpened the skills to a needlepoint fineness. Mutual respect brought the vital communication. The combination brought the victories.
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