Dale Earnhardt: The Whole Hook-Up
Feb 20, 01 | 5:50 pm by admin
Shattering violence. Random mayhem. Explosive particulate disorder.
Flames. Hurtling monsters. Cool-edged dread. Blind hope. Hopeless luck.
Immutable laws, intractably enforced. Long, tearing seconds. Massed
fleeting snapshots. Pounding, ripping, howling, flying, tumbling,
sliding, thudding, smoking, shedding, screaming, jumbling, smashing,
blazing, flapping, flailing, and death, all jammed into a tiny
box of time and popped open like a bomb just waiting for everybody to
take their places, but nobody else knows exactly where they’re supposed
to be, or when.
There. Would you care to go to work at a job that included all that among its ultimately unavoidable attributes?
It was so hard to realize that Dale Earnhardt died at Daytona, Sunday, but there was just no way around it. It was one of life’s little trick moments: the bomb popped and everybody saw it, but nobody knew what the precise hack of the clock meant when it ticked its last on Dale. The autopsy was scheduled for 10:00am Monday at Daytona, and the verdict was massive head trauma, but it seems pretty clear that the whole deal was between the clock and him while everybody else watched Michael Waltrip cross the finish-line only ten seconds later, with Dale’s own son, Dale Earnhardt Jr. in hot pursuit at second place.
They ran across the finish-line at over a hundred eighty miles an hour while that constant #3 car slowly backed down the high bank of turn four to stop on the infield grass, paired in smoking heaps with Ken Schrader. Earnhardt had collected Schrader on his way up to the outside retaining wall, which is where the clock ticked its last for him.
Looking back at it, the Fox Sports coverage hit the events with startling poignancy. Earnhardt was very likely already dead while we looked through the in-car camera aboard Waltrip’s car after the finish. This was Waltrip�s very first-ever victory in four-hundred-sixty-three starts, and the man drove his victory lap with tears rolling down his face, but he had no idea of the momentous turn receding behind him. Talk about your basic multi-tasking: the crash was an amazing event when and where it occurred and it had to be attended, but it was only ten seconds before the finish of what really must count as one of the most hotly contested five hundred mile races at the Daytona International Speedway. So, the eye bounced back & forth in the camera’s frame: the tangle just behind the leaders, the race to the finish, the whack on the wall, the checkered flag, and then the way the two crashed cars came to a stop. It was nearly impossible to soak it all up as it was happening and sort out which story was more important.
“Wow… Dale’s in the wall, but look at this finish… man, that was a tough hit back there, but that’s Earnhardt, and we’ve seen him in hard crashes before… and these two guys up front are still running as hard as they can.”
The truth: at the moment, it was the finish that was more important, because nobody knew that Dale Earnhardt had died.
It might be argued that it would be necessary to believe that he would have approved that kind of action triage, probably with comparison to the argument that it would have been necessary for man to invent God even in defiance of a known fact that he didn’t exist. Maybe so. Maybe it’s an essential auto-da-fe to picture The Intimidator smiling at real race fans who know where the real action is in a scene like that. I’d throw long odds at the bet, though: he would have approved.
We’re talking about a guy who pointed out that crippling the performance of race cars on NASCAR’s two fastest speedways is for "sissies." He was right about that.
In 1988, Bobby Allison nearly parked his car in the main grandstand at Talladega after a hellish crash, and NASCAR decided they needed to do something to rein these people in a bit. It was the next year when I stood in Dale Earnhardt’s pit and watched somebody — I don’t recall who – doing slow loops through the grass infield of the front tri-oval while flashing past at nearly a hundred eighty miles an hour, and there is no question about it: that’s an awesome sight when it�s happening in real-life about two hundred feet from where you stand. It is not a common thing to observe a thirty-five hundred pound car moving that fast and completely out of control, subject only to black-letter physics, while wondering where the hell it’s going to end up. To stand there looking at it, and hearing the astounding moan of that engine blowing through open header pipes as the car traverses major acreage in no time at all, it rips open one’s mind to something really big and serious going on. Some might call it crazy, but if so, then these people are very seriously crazy. They’re so serious about it that they start to circle around behind crazy with a specially clear sort of light shining on their project.
By that year, 1989, NASCAR had mandated carburetor restrictor plates at its two fastest superspeedways, Talladega and Daytona. The idea was to restrict airflow into the carburetor, and thereby reduce horsepower. Fans have always debated the probity of restrictor plates, but here’s a fact: the stock car speed record has stood still at Bill Elliott’s 212.809 mph logged at Talladega, ever since.
Now, I’m going to say this clearly: dead guys or not, the point of racing has never been to go slower.
It’s never exactly been the point of racing to bend sheet metal on the track, either, but stock car racing has always been specially amenable to that sort of thing. It goes back to the sport’s outlaw roots in running moonshine up & down hill country back roads, and the sheer “come get me and do your worst” competitive spirit that drove the bootleggers out into the broad daylight of organized racing. People who risked their lives running liquor weren’t the type to get nervy over a dented fender at a hundred miles an hour, and their professional descendants grew up with a particular gag in their bag of tricks. Open-wheel race cars like Indy and Formula 1 cars play on-track contact between cars the way nitro plays glycerin: touchy, touchy, baby. Those guys don’t trade paint because of all that rolling rubber in the way, which tends to launch cars like rockets when it grabs rubber on the next-door car at speeds beyond those at which airliners are off the ground and tucking their landing gear.
It’s a very distinct tough that can consciously fend-off another car with physical contact at those speeds, and you could put me at the head of the line interested in watching what it takes to do that. You could even call me a ghoul if you wanted to, but you’d be wrong about it. That’s because it never really interested me to watch cars crash. What interests me about racing, in general, is the decimal-point efficacy of someone fighting in those margins against someone else, both bound by absolute and universal limits, and making it through the squeeze. It’s an affirmative calculation of triumph over catastrophe, and, in this arena, it happens so quickly and minutely that we’re talking about a really compelling elevation of human action.
Some might flinch at that characterization, but that’s okay. They probably play soccer. Feebly.
Dale Earnhardt was an element. They say that he could see a draft on another car: he could look at holes punched in the very air by other cars and take advantage of them. The great Junior Johnson stumbled onto the phenomena by accident decades ago, and thereby illuminated it for his brother racers, but it’s almost as if human evolution turned a tiny genetic corner that day, and Earnhardt was born with the mutation. He came into the world hooked-up from one end to the other: from the times of brute power and raw cunning to wind-tunnel engineering and digital performance analysis. And that’s why he nearly single-handedly bootstrapped Winston Cup racing from a regional market ghetto to a great big coast-to-coast deal.
His fans understood that he was in touch with the roots — the essence — of the thing on the track, and people who had never paid attention to it were roused by the thunder. The essence of the thing was to get to the front as fast as possible, and he made a damned fine living pointing this out to people on the track, to many of whom it appeared that the point had become just a tad obscure. In an interview televised on ESPN, he once said, “I hear drivers saying maybe we’re going too fast, maybe we’re doing this or that… Maybe we are. Maybe we’re not. But do you want to race or not? I want to race.” Hooked-up as he was in stock cars, that meant bending sheet-metal now & then. And if some of his competitors were sometimes offended with swatches of his black paint scarring their pretty cars, they could later reflect that it could be valued at many thousands of dollars per square-inch in their own pockets, because race fans were seriously interested in watching the essence of the thing on the track.
Two weeks ago, Dale teamed with his son Dale Jr. and Andy Pilgrim, and drove the #3 GM Goodwrench Corvette C5-R in the Rolex 24-hour race at Daytona. It was his first sports car race. That team drove to a fourth-place overall finish, second in their GTS class. They might well have won if Dale Jr. hadn’t misdiagnosed a broken half-shaft and the crew hadn’t wasted forty-five minutes replacing an entire transmission. Junior is young, though, with no racing experience with differential rear-ends, so the mistake was natural enough. What the performance illuminated, however, was his father’s natural grasp of the essence of things on a race course.
There was only one time I ever even briefly imagined that a race car had gotten the best of Dale Earnhardt. He was wailing down the front tri-oval at Talladega in July of 1996, and leading the race when he got bagged in a pack tangle. He kicked-off the resulting ride with an appalling smash nose-on into the concrete wall, and then hung on for dear life while his car promptly bashed itself to widely scattered wreckage in a full 3-D flying flail. The biggest pile came to rest near turn #1, and it was about half a lifetime before there were signs of life in it.
It hadn’t gotten him.
He walked away from it with a broken collar-bone and sternum, and a week later, he started in the Brickyard 400, a sensational spectacle of Winston Cup cars running at the Indianapolis Motor Speedway.
Last night, I was thinking about that crash, and I think that might have been the beginning of Earnhardt’s invincibility aura. After he got away with that, something in reality slipped common-sense, and it was just about impossible to consider that he would ever be killed in a race car.
“How does something like this happen?” The question, and others in its general class, often including the word "why," begins to muddle sentiments shortly afterward. The answer, however, is fairly clear: it’s a dynamic crap-shoot. Race car design attempts to shave the dice for a favorable tumble, but the authentic fact is that all bets are off when heavy fast-moving objects with people in them depart rational control. A bit of air off the rear spoiler, a cut tire, an oil-spot on the track, and the whole day gets tossed to the winds, and sometimes a life goes with it.
These people go to work in margins so up-close to the line between life and death that the rest of us wouldn’t even be able to see it at all if we were suddenly placed in their seats. It would make no sense, to me, to stand around and say they’re out of their minds for doing that willingly, even joyfully. I definitely go the other way: what’s magnificent to me is the fact that they do it so well, on average, that they learn to live with the possible price in silent terms, muted in the hearty roar of life to the utmost limits as they see them.
Some of them will now be very seriously challenged to pay attention to that roar. I have every confidence that Dale Earnhardt Jr. will be in the starting grid at Rockingham next week. The thing I’ll be watching to see is how well he can carry the whole hook-up into the future. If he can do that, then he’ll be a man, gauged against the best of them.
There. Would you care to go to work at a job that included all that among its ultimately unavoidable attributes?
It was so hard to realize that Dale Earnhardt died at Daytona, Sunday, but there was just no way around it. It was one of life’s little trick moments: the bomb popped and everybody saw it, but nobody knew what the precise hack of the clock meant when it ticked its last on Dale. The autopsy was scheduled for 10:00am Monday at Daytona, and the verdict was massive head trauma, but it seems pretty clear that the whole deal was between the clock and him while everybody else watched Michael Waltrip cross the finish-line only ten seconds later, with Dale’s own son, Dale Earnhardt Jr. in hot pursuit at second place.
They ran across the finish-line at over a hundred eighty miles an hour while that constant #3 car slowly backed down the high bank of turn four to stop on the infield grass, paired in smoking heaps with Ken Schrader. Earnhardt had collected Schrader on his way up to the outside retaining wall, which is where the clock ticked its last for him.
Looking back at it, the Fox Sports coverage hit the events with startling poignancy. Earnhardt was very likely already dead while we looked through the in-car camera aboard Waltrip’s car after the finish. This was Waltrip�s very first-ever victory in four-hundred-sixty-three starts, and the man drove his victory lap with tears rolling down his face, but he had no idea of the momentous turn receding behind him. Talk about your basic multi-tasking: the crash was an amazing event when and where it occurred and it had to be attended, but it was only ten seconds before the finish of what really must count as one of the most hotly contested five hundred mile races at the Daytona International Speedway. So, the eye bounced back & forth in the camera’s frame: the tangle just behind the leaders, the race to the finish, the whack on the wall, the checkered flag, and then the way the two crashed cars came to a stop. It was nearly impossible to soak it all up as it was happening and sort out which story was more important.
“Wow… Dale’s in the wall, but look at this finish… man, that was a tough hit back there, but that’s Earnhardt, and we’ve seen him in hard crashes before… and these two guys up front are still running as hard as they can.”
The truth: at the moment, it was the finish that was more important, because nobody knew that Dale Earnhardt had died.
It might be argued that it would be necessary to believe that he would have approved that kind of action triage, probably with comparison to the argument that it would have been necessary for man to invent God even in defiance of a known fact that he didn’t exist. Maybe so. Maybe it’s an essential auto-da-fe to picture The Intimidator smiling at real race fans who know where the real action is in a scene like that. I’d throw long odds at the bet, though: he would have approved.
We’re talking about a guy who pointed out that crippling the performance of race cars on NASCAR’s two fastest speedways is for "sissies." He was right about that.
In 1988, Bobby Allison nearly parked his car in the main grandstand at Talladega after a hellish crash, and NASCAR decided they needed to do something to rein these people in a bit. It was the next year when I stood in Dale Earnhardt’s pit and watched somebody — I don’t recall who – doing slow loops through the grass infield of the front tri-oval while flashing past at nearly a hundred eighty miles an hour, and there is no question about it: that’s an awesome sight when it�s happening in real-life about two hundred feet from where you stand. It is not a common thing to observe a thirty-five hundred pound car moving that fast and completely out of control, subject only to black-letter physics, while wondering where the hell it’s going to end up. To stand there looking at it, and hearing the astounding moan of that engine blowing through open header pipes as the car traverses major acreage in no time at all, it rips open one’s mind to something really big and serious going on. Some might call it crazy, but if so, then these people are very seriously crazy. They’re so serious about it that they start to circle around behind crazy with a specially clear sort of light shining on their project.
By that year, 1989, NASCAR had mandated carburetor restrictor plates at its two fastest superspeedways, Talladega and Daytona. The idea was to restrict airflow into the carburetor, and thereby reduce horsepower. Fans have always debated the probity of restrictor plates, but here’s a fact: the stock car speed record has stood still at Bill Elliott’s 212.809 mph logged at Talladega, ever since.
Now, I’m going to say this clearly: dead guys or not, the point of racing has never been to go slower.
It’s never exactly been the point of racing to bend sheet metal on the track, either, but stock car racing has always been specially amenable to that sort of thing. It goes back to the sport’s outlaw roots in running moonshine up & down hill country back roads, and the sheer “come get me and do your worst” competitive spirit that drove the bootleggers out into the broad daylight of organized racing. People who risked their lives running liquor weren’t the type to get nervy over a dented fender at a hundred miles an hour, and their professional descendants grew up with a particular gag in their bag of tricks. Open-wheel race cars like Indy and Formula 1 cars play on-track contact between cars the way nitro plays glycerin: touchy, touchy, baby. Those guys don’t trade paint because of all that rolling rubber in the way, which tends to launch cars like rockets when it grabs rubber on the next-door car at speeds beyond those at which airliners are off the ground and tucking their landing gear.
It’s a very distinct tough that can consciously fend-off another car with physical contact at those speeds, and you could put me at the head of the line interested in watching what it takes to do that. You could even call me a ghoul if you wanted to, but you’d be wrong about it. That’s because it never really interested me to watch cars crash. What interests me about racing, in general, is the decimal-point efficacy of someone fighting in those margins against someone else, both bound by absolute and universal limits, and making it through the squeeze. It’s an affirmative calculation of triumph over catastrophe, and, in this arena, it happens so quickly and minutely that we’re talking about a really compelling elevation of human action.
Some might flinch at that characterization, but that’s okay. They probably play soccer. Feebly.
Dale Earnhardt was an element. They say that he could see a draft on another car: he could look at holes punched in the very air by other cars and take advantage of them. The great Junior Johnson stumbled onto the phenomena by accident decades ago, and thereby illuminated it for his brother racers, but it’s almost as if human evolution turned a tiny genetic corner that day, and Earnhardt was born with the mutation. He came into the world hooked-up from one end to the other: from the times of brute power and raw cunning to wind-tunnel engineering and digital performance analysis. And that’s why he nearly single-handedly bootstrapped Winston Cup racing from a regional market ghetto to a great big coast-to-coast deal.
His fans understood that he was in touch with the roots — the essence — of the thing on the track, and people who had never paid attention to it were roused by the thunder. The essence of the thing was to get to the front as fast as possible, and he made a damned fine living pointing this out to people on the track, to many of whom it appeared that the point had become just a tad obscure. In an interview televised on ESPN, he once said, “I hear drivers saying maybe we’re going too fast, maybe we’re doing this or that… Maybe we are. Maybe we’re not. But do you want to race or not? I want to race.” Hooked-up as he was in stock cars, that meant bending sheet-metal now & then. And if some of his competitors were sometimes offended with swatches of his black paint scarring their pretty cars, they could later reflect that it could be valued at many thousands of dollars per square-inch in their own pockets, because race fans were seriously interested in watching the essence of the thing on the track.
Two weeks ago, Dale teamed with his son Dale Jr. and Andy Pilgrim, and drove the #3 GM Goodwrench Corvette C5-R in the Rolex 24-hour race at Daytona. It was his first sports car race. That team drove to a fourth-place overall finish, second in their GTS class. They might well have won if Dale Jr. hadn’t misdiagnosed a broken half-shaft and the crew hadn’t wasted forty-five minutes replacing an entire transmission. Junior is young, though, with no racing experience with differential rear-ends, so the mistake was natural enough. What the performance illuminated, however, was his father’s natural grasp of the essence of things on a race course.
There was only one time I ever even briefly imagined that a race car had gotten the best of Dale Earnhardt. He was wailing down the front tri-oval at Talladega in July of 1996, and leading the race when he got bagged in a pack tangle. He kicked-off the resulting ride with an appalling smash nose-on into the concrete wall, and then hung on for dear life while his car promptly bashed itself to widely scattered wreckage in a full 3-D flying flail. The biggest pile came to rest near turn #1, and it was about half a lifetime before there were signs of life in it.
It hadn’t gotten him.
He walked away from it with a broken collar-bone and sternum, and a week later, he started in the Brickyard 400, a sensational spectacle of Winston Cup cars running at the Indianapolis Motor Speedway.
Last night, I was thinking about that crash, and I think that might have been the beginning of Earnhardt’s invincibility aura. After he got away with that, something in reality slipped common-sense, and it was just about impossible to consider that he would ever be killed in a race car.
“How does something like this happen?” The question, and others in its general class, often including the word "why," begins to muddle sentiments shortly afterward. The answer, however, is fairly clear: it’s a dynamic crap-shoot. Race car design attempts to shave the dice for a favorable tumble, but the authentic fact is that all bets are off when heavy fast-moving objects with people in them depart rational control. A bit of air off the rear spoiler, a cut tire, an oil-spot on the track, and the whole day gets tossed to the winds, and sometimes a life goes with it.
These people go to work in margins so up-close to the line between life and death that the rest of us wouldn’t even be able to see it at all if we were suddenly placed in their seats. It would make no sense, to me, to stand around and say they’re out of their minds for doing that willingly, even joyfully. I definitely go the other way: what’s magnificent to me is the fact that they do it so well, on average, that they learn to live with the possible price in silent terms, muted in the hearty roar of life to the utmost limits as they see them.
Some of them will now be very seriously challenged to pay attention to that roar. I have every confidence that Dale Earnhardt Jr. will be in the starting grid at Rockingham next week. The thing I’ll be watching to see is how well he can carry the whole hook-up into the future. If he can do that, then he’ll be a man, gauged against the best of them.

