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The Little Engine That Almost Did
By Ken
R. Noffsinger
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Sandwiched between
Pete Hamilton (#6) and
Fred Lorenzen (#99), Richard Brooks (#22) pilots his Mario
Rossi Daytona during the 1971 Daytona 500. On lap 98, Brooks let the car get out of
shape. As he was regaining control Hamilton struck him, effectively ending Brooks'
hopes for a win, which would have been one of the biggest upsets in NASCAR history.
Ironically, Hamilton won the previous year's race in a winged car,
a SuperBird owned by Petty Enterprises.
Photo courtesy of Greg Kwiatkowski.
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On Sunday afternoon, February 14, 1971,
Richard Brooks finished
NASCAR's
13th annual Daytona 500 two laps down and six places behind winner
Richard Petty.
Brooks' seventh place finish was arguably the most memorable of his sixteen
year NASCAR career - not for where he finished that day, but for what he
finished, the NASCAR Aero Wars.
Brooks' car, a Dodge Daytona, was the last of its kind in NASCAR. The 1969 and
1970 seasons saw a number of exotic factory race cars appear on the NASCAR
tracks, much to the dismay of NASCAR's man-in-charge,
Big Bill France. Tired of the many problems (at least from
France's perspective) brought to the series from a quickly escalating Chrysler/Ford duel,
France penned rules for the 1971 season to kill the factory aero cars. These ultra
low production racers, the Dodge Charger 500,
Dodge Charger Daytona, Plymouth SuperBird, Mercury Cyclone Spoiler II and
Ford Torino Talladega were limited by France to a 305
cubic inch power plant in 1971 - more than 120 cubic inches less than legal for
all other bodies eligible to compete.
NASCAR car owner Mario Rossi had previously fielded a
426 powered Dodge Daytona with
Bobby Allison
at the wheel. For 1971, Rossi decided to start the new year right by thumbing
his nose at France - he would enter a Dodge Daytona in the 1971 Daytona 500
with the impossibly small 305 engine. This time second year driver Richard Brooks
would be at the helm and well known engine builder
Keith Black would
assemble the engine.
On Thursday, February 11th, Brooks started fifth and finished third in the
second Daytona 500 qualifier, leading one lap during the race and pocketing
$550. Three days later, starting eighth in the 40 car Daytona 500 field,
Brooks managed to lead five laps at various points through the race. Things
were looking good for the Daytona until it suffered serious injury after a
collision with Pete Hamilton's car. Brooks eventually finished seventh, $3,125
richer for the effort, while also gaining the distinction of being the last to
drive a 1960's era factory aero car on the NASCAR tracks. The Rossi Daytona
never raced again, but if not for Brooks' collision with Hamilton, it might
have been remembered as the Daytona with the little engine that did - did win
the 1971 Daytona 500, that is.
Frank
Moriarty interviewed Richard Petty for his book,
Supercars - The Story of the Dodge Charger Daytona and
Plymouth SuperBird. Petty talked about
using a 305 engine in his SuperBird in 1971. Perhaps his answer was as good
as any as to why the 305 Daytona never competed again: "We never even considered
it...Well, I don't want to say we didn't look at it initially, but we looked at the
horsepower of the 305 engine and the horsepower of the 426 and I said, 'Hey, I don't
care how good that body is, it can't overcome that.' So we just passed on it."
With just two race appearances in a career spanning four days, not much information
was recorded and even less remains about the 305 Daytona. The photos that follow
provide a rare peak at this car and its 305 engine, as well as their owner Mario Rossi
(wearing sun glasses).
Click On A Photo To View The Full-Size Version
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Frank Moriarty also interviewed Dick Brooks for his Supercars
book. Brooks talked about the 305 Daytona:
"From the beginning it didn't seem like it was going to work...but
Keith Black's organization had pretty good engine builders. They'd
used smaller engines and they knew the motor. It was a whole lot
lighter -- a small block, light rods, light pistons. It was a little
bity motor they nicknamed the 'lunchbox'. When somebody walked up
they'd say, 'Hey man, somebody left their lunchbox under your hood!"
"I got a really good line through turns one and two...I looked
down and it was turning about 9,800 RPM about halfway down the straightaway!
I just couldn't keep my eyes off the tach! I was just watching it and at the
same time wanting to get my foot out of it. You're just thinking of the thing
coming apart and cutting you all to pieces, but I got it a little
over 10,000 RPM...It sounded funny...In those days with those bog old
thumpers this had a little more of a whining sound. It sounded funny,
but that little sucker sure would run. Running by itself it didn't
do anything, but what a hoss it was when the race started!"
Photos courtesy of Greg Kwiatkowski.
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In an article for the Fall, 1988 issue of Classic Chrysler Quarterly,
Tom Quadrini wrote about the engine and outlined a few of the problems with
campaigning it in NASCAR:
"The 305 cu in. engines were being run on the 'Trans-Am' circuit and were
quite developed at that point, putting out around 450 hp, which was somewhat less
than the typical 430 cu. in. NASCAR G.N. engine. The drawback was that the small
305 cu. in. engines were no where as reliable as the 430 cu. in. big blocks. On a
road circuit where there was alot of gear shifting, acceleration and slowing down
the engines stood a good chance of surviving. Turning continuously in the range of
7000 to 8000 rpm in a long, hot, 500 mile speedway race, the experts predicted that
there would be severe reliability problems, without a lot more development and
expensive special parts.
In addition to the change in powerplants there was the matter of money. With no parts
being interchangeable from the big blocks the teams with aerodynamic cars would have
to buy complete new engines at a cost of at least $4,000 per engine. With a minimum
of at least three engines, per car this became a pretty ... expensive proposition."
Photos courtesy of Greg Kwiatkowski.
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Photos courtesy of Greg Kwiatkowski.
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As reported in the February, 1994
WW/NBOA newsletter, Mario Rossi
was asked soon after the 1971 Daytona 500 about whether the car would run again:
"Mario said he doubted that the car would be used again unless he could find another
20 or 30 horsepower. 'We were fine in drafting situations,' Mario said, 'but coming off
the corners we were missing some push.'"
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