A (6:03)

France's Vision was create a racing series featuring strictly stock automobiles, meaning cars could theoretically be purchased from a dealership and driven on public roads. This connection to everyday vehicles would become NASCAR's defining characteristic, distinguishing it from open wheel racing series like Indianapolis or Formula one style racing. NASCAR held its first strictly stock race on June 19, 1949, at Charlotte Speedway in North Carolina. Jim Roper won the event, though Glenn Dunaway actually crossed the line first, but was disqualified when inspectors discovered illegal modifications to his car's suspension. This early rules controversy established NASCAR's commitment to technical rules enforcement, even when it meant disappointing outcomes. The strictly stock division, which would become the Grand National Series and eventually the Winston cup, quickly gained popularity. Races were held primarily on dirt tracks and occasionally paved speedways throughout the South. Early stars included Red Byron, NASCAR's first champion in 1949, and the flock brothers, Tim Fonti and Bob, who dominated the early 1950s. These drivers were colorful characters, often racing multiple times per week at different tracks, living a nomadic existence as they chased prize money. The cars of this era were genuinely close to stock, with minimal modifications allowed. Manufacturers quickly realized NASCAR's marketing potential. As Sunday victories translated to Monday showroom traffic, the phrase win on Sunday, sell on Monday became an automotive industry axiom. In 1959, Bill France Sr. Opened the Daytona International Speedway, a 2.5 mile high bank superspeedway that revolutionized stock car racing. The inaugural Daytona 500, held on February 22, 1959, featured a photo finish between Lee Petty and Johnny Beauchamp, so close that it took three days to declare Petty the official winner. The race captured national attention and established the Daytona 500 as NASCAR's premier event. The superspeedway era changed everything about stock car racing. Speeds increased dramatically, with cars reaching velocities unimaginable on the short tracks and dirt ovals of NASCAR's early years. This necessitated greater emphasis on aerodynamics and engineering, gradually pushing the cars further from their showroom counterparts. Despite the stock car name, additional superspeedways followed, including the Atlanta Motor Speedway, Charlotte Motor Speedway and many others. These massive facilities could accommodate far larger crowds than traditional tracks, increasing both attendance and revenue. However, NASCAR maintained its connection to its roots by continuing to race at short tracks and road courses as well.

A (9:01)

The 1960s belonged to the Petty family, particularly Richard Petty, who would become synonymous with NASCAR excellence. Known as the King, Richard Petty won his first Daytona 500 in 1964 and would eventually capture seven championships and 200 victories, records that still stand today. His iconic no. 43 car, powder blue with distinctive red trim became one of the most recognizable symbols in American sports. Petty's dominance occurred during a period of significant growth for nascar. Television began covering races more extensively, though primarily through edited highlight packages rather than live broadcasts. Manufacturers invested heavily in racing programs, leading to intense competition among Ford, Chrysler, General Motors, and occasionally independent manufacturers. The late 1960s also saw NASCAR navigate challenges related to automotive technology. When Chrysler introduced the aerodynamic Dodge Charger, Daytona and Plymouth Superbird, featuring massive rear wings and pointed nose cones, NASCAR faced questions about how stock these purpose built racing machines really were. This tension between manufacturer innovation and NASCAR's stock car ethos would persist throughout the Sport's history. The 1970s marked NASCAR's transformation from a regional southern sport into a national phenomenon. The pivotal moment came on February 18, 1979, when CBS broadcast the Daytona 500 live in its entirety for the very first time. The race featured a last lap crash between leaders Cale Yarborough and Donnie Allison, followed by a fist fight in the infield involving the two drivers and Donnie's brother Bobby. With much of the east coast snowed in and watching television, millions of Americans witnessed NASCAR's combination of speed, drama and personality. R.J. reynolds Tobacco Company became the series title sponsor in 1971, renaming the grand National Series, the Winston Cup. This corporate sponsorship brought professional marketing and substantial prize money, elevating NASCAR's profile. However, it also began the sport's gradual shift away from its working class roots towards a more polished corporate identity. The 70s saw new stars emerge, including David Pearson, Cale Yarborough and Dale Waltrip. Yarborough became the only driver to win three consecutive championships from 1976 to 1978. Meanwhile, advances in technology, safety equipment and team organization transformed NASCAR from a sport where owner drivers were common into one requiring significant financial backing and specialized expertise. The 80s and 90s belonged to Dale Earnhardt, a driver whose aggressive style and working class Persona made him a fan favorite. Known as the intimidator, Earnhardt won seven championships, tying Richard Petty's record. His black no. 3 Chevrolet became an icon, and his rivalry with other drivers like Darrell Waltrip, Rusty Wallace, and later Jeff Gordon provided compelling storylines that attracted new audiences. During this period, NASCAR expanded beyond its southern stronghold, adding races in markets like Phoenix, California and eventually the Mid west and Northeast. New speedways were constructed and older tracks were modernized. Prize money increased exponentially, and top drivers became wealthy celebrities rather than the modest working class heroes of earlier eras. The sport also became increasingly technical and expensive. Wind tunnel testing, sophisticated engineering and professional pit crews became essential for competitive success. This professionalization raised the barriers to entry, effectively ending the era when talented drivers could succeed through skill alone without without substantial financial backing. February 18, 2001 brought NASCAR its darkest moment when Dale Earnhardt died from injuries sustained in a last lap crash during the Daytona 500. His death, broadcast live to millions of people, shocked the sport and the nation. NASCAR responded by mandating significant safety improvements including the hands device which protects drivers heads and neck, and safety barrier technology for track walls. Earnhardt's death coincided with a generational change in NASCAR. Jeff Gordon, who had emerged in the 1990s as a clean cut media savvy champion, represented a new type of NASCAR star. Younger drivers like Tony Stewart, Matt Kenseth and Jimmy Johnson brought different backgrounds and personalities to the sport, broadening its appeal but also creating tension with traditional fans who valued NASCAR's blue collar heritage. In 2004, NASCAR introduced the Chase for the Cup, a playoff system designed to maintain fan interest throughout the season and create a championship showdown similar to other major sports. The system, later renamed the NASCAR Playoffs and modified several times, reset points for the top drivers after the regular season with elimination rounds leading to a winner take all finale. This change proved controversial. Traditionalists argued that it artificially manufactured drama and could result in the season's best driver not winning the championship. Supporters contended it increased excitement and television viewership for late season races. Jimmie Johnson dominated this era, winning five consecutive championships from 2006 to 2010 and adding two more, establishing himself as one of NASCAR's all time greats. His success, however, coincided with challenges for the sport overall. NASCAR's attendance and television ratings peaked in the mid-2000s before entering a prolonged decline. Multiple factors contributed to this the 2008 economic recession, changing media consumption habits, driver retirements, concerned about racing quality at certain tracks and questions about whether NASCAR had strayed too far from its roots in pursuit of corporate sponsorship and and mainstream acceptance. The sport responded with various initiatives. The Gen 6 car introduced in 2013 featured more manufacturer specific stylings. To strengthen the connection between race cars and showroom vehicles, NASCAR experimented with race formats, rule packages and stage racing, such as dividing races into segments with points awarded at each stage's conclusion. To improve competition. In 2022, NASCAR introduced the Next Gen car, the most significant technological change in decades. The car featured symmetric design, independent rear suspension, larger wheels and other innovations intended to improve racing quality, reduce costs and attract new manufacturers and teams. Early results suggested more competitive racing with greater parity among teams that though some drivers and teams struggle to adapt, NASCAR has also embraced new media platforms, partnering with streaming services and producing content for younger audiences. The sport has balanced its traditional oval track racing with events at road courses and even a temporary street circuit in downtown Chicago. Acknowledging that variety helps maintain fan interest. The main difference between NASCAR and Formula One remains the cars themselves. There's much less variation amongst NASCAR cars than amongst Formula One vehicles, where the manufacturers and budgets often make the difference between winning and losing. While there are some technical differences amongst cars in nascar, it places far greater emphasis on drivers and pit crews. After almost 80 years, NASCAR is now a multibillion dollar enterprise and it all stems from a bunch of prohibition era bootleggers trying to prove to each other who was faster.

A (16:57)

The executive producer of Everything Everywhere Daily is Charles Daniel. The associate producers are Austin Otkin and Cameron Kiefer. My big thanks go to everyone who supports the show over on Patreon. Your support helps make this podcast possible, and I also want to remind everyone about the community groups on Facebook and Discord. That's where everything happens that's outside the podcast, and links to those are available in the show Notes. As always, if you leave a review on any major podcast app or in the above community groups, you too can have it read on the show.