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RACIN'
ROUND RAPID CITY, SD
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| FOR
MORE BLACK HILLS SPEEDWAY IMAGES, BE SURE TO CHECK OUT THE DON
BOIT AND JIM
HOLLAND PAGES!!! |
| MANSFIELD FAMILY
COLLECTION: VOL.1 VOL.2
VOL.3 |
| "SHAKY"
JACK VENABLE COLLECTION |
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| MARK
HIGGINS COLLECTION (NEW 8-29-10) |
| THE
LARRY REUB COLLECTION (NEW 11-2-10) |
| THE
DARRELL MULZ II COLLECTIION (NEW 2-20-11) |
| HORST
FAMILY COLLECTION (NEW 7-26-11) |
| ED
OVERTON COLLECTION (NEW 3-4-12) |
| LES
STADEL COLLECTION VOLUME 1 (NEW 4-1-12) |
| LES
STADEL COLLECTION VOLUME 2 (NEW 4-26-12) |
| LES
STADEL COLLECTION VOLUME 3 (NEW 3-3-13) |
| MURNER
COLLECTION (NEW 4-26-12) |
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The exact year that Black Hills Speedway
roared to life is subject to a bit of hit and miss history. The Rapid
City Journal's earliest records show a debut of mid 1952. As a scribe
of sorts, I'm working on compiling a written record of those early years
that will become part of this site. Like many other dreamers, it had been
an intention to put this history into book form. With the advent of cyberspace,
this dream will become a reality, though in a slightly different form
of reality. |
The Mike and John Gillian 1950's Collection
For some really amazing new 1950's photos, click HERE!
for some images courtesy Mike Gillian. Mike's father, John, was stationed
at Ellsworth Air Force Base for a good portion of the 1950's, and, fortunately
for us all, saved a pile of photos and what-not from his years either
at the wheel or behind the scenes. I'll be adding some newspaper clippings
in the next update, so sit back, grab your mouse and prepare a trip
to yesterday...A big thank you to Mike for supplying these images! By
clicking HERE, you will
find some rare Rapid City Journal articles from the year's John was
a BHS force.
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FOUND!!
Thanks to Mother Nature's continual winter
pounding, I've been blessed with time on my hands to tend to long neglected
household chores...such as cleaning the basement. A treasure trove of
long sought negatives have been found, scanned and now are ready for your
amusement. For reasons lost to my memory, I'm not sure why these images
were never printed, but here are about 2 dozen images from the early 1950's
from the late Cal Janssen. Click HERE
for another visit back in time. |
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George and Lois Davis' second year of ownership brought
the first hints of the improvements to the facility he had in mind. Soon,
the front stretch dirt barrier between race cars and race fans had a solid
4' concrete barrier in place, and dirt work commenced on providing a concrete
grandstand surface for west side patrons. On the track, Dave Holter raced
a Studebaker for the final time atop the Class "C" point standings,
barely ahead of Bob Baumberger's powerhouse Ford. |
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Within three weeks of each other, the racing community
had to deal with the loss of two drivers stemming from two horrific incidents.
Long time fan favorite Jerry May succumbed to injuries from a turn one
flight two weeks after Ken Holden died from seat belt failure during a
back stretch tumble. Instead of crippling racing in the Rapid City area,
the new safety standards in their wake became the back bone of it's resilience. |
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Within the confines of these twelve months rests the
moment time stood still: June 9. Horrific flooding changed the layout
of the city and burned a memory so deep into its conscience ness that
recovery took many years. BHS suffered some damage, mainly to the newly
built back stretch concrete structure, but after a forced three week layoff,
those looking for an escape from the grim rebuilding tasks found new heroes
in Nomex. |
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The Class "A" division enjoyed a resurgence,
thanks to several seasoned "C" stock pilots moving into faster
machinery to satisfy quicker lap time needs. While Jerry Kreber and Leo
Ray called it a career at the close of the 1972 season, former Ken Friez
drivers Les Stadel and Butch Murner stepped up to put the class on the
map. "C" Stock favorite Lynn Franz's "big Ed" Edsel
gave hope to a more favorable memory of Ford's 1958 folly. One of the
region's biggest race-the season concluding "Nationals"-kicked
off the tradition the second weekend of September, bringing cars from
more than nine states. |
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Ah, the year a nickname became more present in a driver's
identification. Who will ever forget Jim "Buckin' Horse" Olson,
"Concrete" John Slagle, "The Ye Olde Fox" Jack Comer
and Les "Half Throttle" Stadel. Olson and Slagle's hard earned
monikers were culled from some scary rides, the latter of the two often
involving a moving or removing attempt of certain concrete structures.
Comer's sly maneuverability comparison to a dervish fox was a no brainer.
A major kudo must be given to the wit that rhymed "Throttle"
to an almost un-rhymable Stadel. |
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"C" Stockers were allowed to shed the three
digit numeration that had tagged this brand of race car since the 1960's.
The trend to place a "1" before a set of dual digits began with
the introduction of an entry level brand of race car circa 1965. At that
time, it would have been impossible to distinguish the physical differences
of this class and the more "souped" late models of the age,
hence the 100-199 came into being. Long a fan favorite, Jack Comer's career
nearly ended with a horrific tumble at the Jackson, MN, facility mid year.
His body was broken badly, but his racing elan would emerge unscathed.
As soon as he was up to the task, the Ye Olde Fox served notice of his
return.
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For the first time in the track's history, four divisions
of racing machinery would be on the weekly Friday night card. Sprint car
chassis had pretty much taken over the Modified design, relegating the
cars of old technology to the scrapyard. Some of those disposed iron relics
got a reprieve, now fitted with less horsepower but a look familiar to
fans. Unceremoniously named "6 Cylinder Modfiieds", rookie Dennis
Blosmo etched his name into the record books as its first champion. Also
of note, the last ever coup era bodied modified began a two year hitch,
piloted by Hal Dickey this year. Drivers in every division faced a nearly
new race track: the size was reduced to a true half mile and a concrete
barrier encircled the entire outer perimeter of the speedway. |
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The hint of advancing technology that showed itself
the year before gained greater foot hold on the 1977 late model division.
Factory-based frames gave way to custom fabricated racing chassis, and
the Camaro began its domination of the body design choice. Nineteen sixties
sheet metal from all of the Big three auto makers graced many a "C"
Stocker as the scarcity of older, usable body panels grew. This left the
few remaining 1957 Chevy sheet metal for future car collectors. The 6-Cylinder
Modifieds found some new members and their bigger counterparts, the former
Modified division, was dubbed "Sprints" even though a few non-sprint
appearing machines could be found mixed in any feature event. |
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After ten years of ownership and reconstruction, George
and Lois Davis sold the pride of the western speed scene to a group of
investors/promoters. A stronger emphasis on sprint car racing drew some
of the big names, but one driver of this elite group would be forced into
retirement following a vicious crash. Jim Olson suffered extensive burns
to his arms and neck after launching his machine over the catch fence
and onto the thinly disguised fuel cell tail cone. Olson's machine burst
into flames upon impact, adding his name to a roster of injured drivers
during the summer months. Rookie Terry Henrikson earlier suffered injuries
from a twisting flip that put him into a wheelchair for life. |
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Wishing to close the costly gap between Hobby Stocks
and Late Models, a new class emerged from a rulebook marriage dubbed the
"Invaders". Plenty of eye catching machinery populated the membership
of the new designation. Unfortunately, the momentum to allow its survival
into the next decade failed in the end. Third year sprint car shoe Junior
Ellis became yet another dark chapter in the speedway's annals, succumbing
to a head injury a week after a brutal incident. Ellis' career took off
in 1977, piloting a bright candy apple red sprint car owned and supported
by his family. |
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Little changed in preparation for the first race of
the new decade: many of the familiar names associated with the track in
the previous ten years would return. The ill fated Invader class dispersed
themselves between the Hobby Stock and Late Model minions, paring the
weekly night racing card to four full divisions. The other half of the
racing field belonged to the open wheel 6-cylinder mods and sprint cars.
This would mark the final year for Bill Liebig to be saddled with fenders;
he would return to the sprint car fold the next season. |
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Ownership of the track reverted back to George and
Lois Davis during the winter months, and with that announcement a flurry
of car building activity commenced. Hobby Stocks were again mandated to
carry the three digit numbering, as some new fans to the sport had difficulty
distinguishing the two full bodied entrants. For the sprint car purists,
this would be the last season that wings would be tabu. |
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For a while, it seemed as though the season would
never start. Heavy rains and late winter snows pushed the opener to the
Memorial Day weekend. Third season racer Les Larvie went on to race the
last '55 Chevy to race regularly at the track. The evolutionary track
of the Late Model revealed a new look to the division, setting the stage
for wilder body shapes to come. The Modified division was boosted to V8
power, and some took on the look of an unwinged, underpowered sprint car. |
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Local entrepreneur S. William Davies purchased the
facility in late 1982, and immediately set forth a complete makeover.
The backstretch was now reserved for car/truck spectator parking only.
The "Crow's Nest" restaurant was built where the old announcers
both and concession stand stood for years. Wings and wedges were everywhere
pitside, and body year restrictions for the Hobby Stocks, now dubbed "Sportsman",
were removed. |
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In an attempt to lure more of the wanna be racers
out of the stands and into a racing car, the Street Stock class made its
debut. A mere four cars-including a very cool 1962 four door Chevy-were
ready for the first green flag of the season. Many more would join rank
as the season went along. A touch of Hollywood came to the Black Hills,
thanks to track owner and his friend Bobby Unser. Yep, that Bobby Unser.
Together, they created a ride for Bobby's teenaged son Robby to score
some seat time in a Late Model. Before moving onto sprint cars and more
asphalt churning rides, Robby won the late model portion of the annual
Nationals event. |
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For the third time within the decade, another change of ownership grabbed
the off season headlines. One time Brown County Speedway promoter Floyd
Weisz brought his entire family into the rebirth of the a new BHS, beginning
with a soggy mid May debut. Inclimate weather be damned, it marked the
beginning of a very successful run for drivers and fans alike. Sprint
cars were reduced to a handful of shows, as a new rule book was being
drafted to breath new life to the fading fan favorite. All other classes
returned with few changes to their appearance or performance.
1985
ENDURO!!!! (Added 3-29-09)
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As promised, a revitalized sprint car division had
impressive numbers throughout the season. Street Stocks began a growth
spurt that made them the largest class number-wise. This was a time when
one could find a variety of Detroit iron in all its many shapes and forms-though
the "Chevelle" was the prime choice. The Camaro template worked
on most of the late model and sportsman cars, though finding a common
form could prove challenging. This is also the year that I returned to
the Black Hills as a Rapid City resident, and promptly picked up my camera
to take my first stabs as a "photographer". |
BHS
1987
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This was the year I answered the call for someone
to take pictures for the new season program. I can still remember the
butterflies in my stomach as I offered up my services. Little did they
know that I had no idea what I was doing! Thus began my association with
the racing press... |
BHS
1988
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Most of the photos here are of the portrait variety,
just the driver posed with his/her car. It's kind of interesting to look
back nearly twenty years and see the differences in the people in the
picture, much less the cars that race today. For some reason, it just
doesn't seem that long ago... |
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This was the year that another second generation driver
would emerge: Curt Dahlenburg. Fred Dahlenburg had raced all kinds of
race cars in the years preceding, including modifieds, late models and
sprints. Barely of street legal driving age, Curt chose the number 23
for his Sportsman debut. |
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Following a short stint piloting the Roger Featherstone
car in late 1989, Hughes Racing came into its own in 1990. Using the numbers
of their favorite Winston Cup drivers, the brothers elected to don their
Dean Fairbanks built 1970 Chevelle with "93". I, as a fan of
Bill Elliott, and being the owner of the car, "Awesome Bill from
Dawsonville"s #9 overruled my brother's #3 designation of the late
Dale Earnhardt. |
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The 1993 season started on a raw, almost bitterly cold
April afternoon. To use that old cliche "but the racing was hot"
seems to fit nicely, though. A wild multi car crack up during the Gran
National feature had rookie Ken Wangen upside down in front of the main
grandstand. This was merely a teaser of the "hot" racing that
would highlight one of the most successful years the speedway ever produced.
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That's my dad, Jerry, taking a peak at one big monster
of a storm descending from the northwest. It wasn't too much later everyone
was scrambling for cover, as a monsoonal rain and hailstones washed away
the night of racing. Of course, there were several Montana late model
stars in the field to watch a thunderstorm South Dakota style. |
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This year began without one of the area's hardest
chargers, Fred Lundock. "Fast Fred" was taken from us during
the off season, joining Nascar luminaries Alan Kulwicki and Davey Allison.
The season began with a heavy heart, but guys like Dean Fairbanks made
it a summer to remember. Yep, that's Deano and his Caddy, complete with
the rare aluminum roof cover. They just don't build 'em like that any
more. |
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One of the hardest aspects of the sport is when you
lose someone to it. Curt Dahlenburg was just 20 years of age when an accident
during a feature event changed the racing skyline forever. I had gotten
to know the young shoe over the years, and it was sheer pleasure watching
him mature behind the wheel. In life he was a personality you could easily
latch onto, which made the letting go that much more difficult. |
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The image to the left demonstrates the entertainment
moxy Black Hills Speedway posssessed in 1995. Little did anyone realize
at that time this would be the swansong for the Weisz family's involvement
with the facility. The scores of changes that were to come would never
fill the arena to this capacity again, despite whole hearted efforts of
the owners/promoters to come. We mortal humans may never know the reasons
for the decline. All we know is that a golden age had passed. |
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Change was in full bloom when the gates opened for
the 1996 season. Stan Torgerson assumed ownership of the speedway, adding
a new Truck class and changing the sanctioning weeks prior to the first
green flag. Announced in late April, NASCAR would replace Wissota as the
governing body for this new era. Perhaps it was the timing of the announcement
and the lack of a nearby NASCAR ruled track that set off the slow yet
steady decline of racing in the Rapid City area. Maybe it was a coincidence.
The competitive spirit, however, remained fiercely alive and kicking,
with the likes of Darwin Shoop (at left) showing the way. |
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Wissota sanctioning returned for the 1997 season,
as did a new breed of race car: the two-man Cruisers. Aside from the low
cost factor, it also served as the ultimate entry level introduction to
inaugurate the would be driver into the driver's seat. Of course, the
one in the driver's seat got to set the speed and turn the wheel, and
it was up to his/her partner to the immediate right to hit the brakes
should it be necessary. The 1997 season saw some growth in the Truck standings,
nothing of what was hoped for in the rule writing stages. One of the best
appearing cars of the year-maybe the decade-belonged to Dave McCoy, shown
at the left. |
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My good friend Lenny Lowell was the wheel man of this
"Titanic" of all race cars shown at left, along with Danny Wendleboe
as the Cruiser co-pilot. Like the ocean liner of history, this "unsinkable"
craft had its demise after colliding with an iceberg of concrete. The
Western Wissota 100 returned for the final time at the most "western"
speedway the event would be held as of 2007. Two drivers got to experience
the ultimate up and down experience: Montana Street Stock pilot Marty
Larson and local vet Doug Amick towed home some crinkled mementoes of
their 100 experience. Along the way, the ASCS gang stopped by for a one
night stand as well. |
| BHS
1999
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Yep, that's none other than Vic Wood saying hello
to my camera in his own unique way. Doug and Tammy Roth took the managerial
reins for the final season of the decade. Doug was somewhat of a newcomer
to the racing scene, while Tammy had an inside track (pun intended), being
a relation to the storied May family. Her dad Del was a one time track
official, though better known for his behind the scenes input on nephew
Jerry's powerful Mopars. Their affiliation would be for just one season,
leaving their mark with a host of improvements that the aging speedplant
desperately needed. The Truck division didn't return, scattering its minnions
to the other standing classes. This will be the final entry on this page.
Future images from BHS will be under the individual year heading found
on the home page. |
All photos ©
JR Hughes, Gary Wolfe, Black Mountain Photography, Jim Holland,
Rex Nelson, Bill Roos, Ray Litman, Cathy Kjar, Darla Crown and other
fellow shutterbugs
Do not copy or reproduce without prior consent |
Last updated
March 3, 2013 |
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