The 1998 NASCAR Cup Series season was one of great anticipation, if for no other reason than a new, handsome venue would be introduced: Las Vegas Motor Speedway.
Not that auto racing was new in “Sin City.” It had been present for years in various forms at various tracks.
But this was different. After years of business and political maneuvering, Speedway Motorsports Inc., under the supervision of its creative and visionary chairman O. Bruton Smith, announced that a 1.5-mile speedway located just a short trip along the Las Vegas Strip – and near Nellis Air Force base – would be ready for competition in 1998.
Its first race on the Cup circuit was held on March 1, 1998.
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To understand the impact this had on the NASCAR community and the sport’s fans, Smith’s ability to create facilities that were much more than mere race tracks must be recognized.
He, with legendary NASCAR driver Curtis Turner, founded Charlotte Motor Speedway in 1960. It struggled for years on the brink of bankruptcy and was eventually taken from Smith’s hands.
But when he assumed command again in the 1970s, over time he fashioned it into a unique NASCAR showplace, which over the years, included lights, condominiums, a seemingly endless number of VIP suites and a giant video screen, among many other amenities.
It was the same at every track he acquired or built, be it EchoPark Speedway in Atlanta, Bristol Motor Speedway, Texas Motor Speedway and others.
Given that Vegas is a city in the desert which features towering (and perhaps gaudy) hotels amid miles of bright, flashing neon lights – not to mention everything from waterfalls to roller coasters – it was widely anticipated that Smith’s new track would fit right in.
Oh, yes, it did. Suffice it to say that in the years afterward, and with continued grooming, it still does.
But the presence of a new track with a new race was not the only thing that lured NASCAR fans – and the media, incidentally. There was gambling. For many who lived and attended events south of the Mason-Dixon line, it would be legal.
Now, it must be noted that there was other news reported before the 1998 campaign began. Multi-car teams were nothing new in NASCAR, but one of their owners, Jack Roush, announced that his team would expand to five cars and five different drivers for the season.
This was a first for NASCAR, and it generated plenty of discussion and debate. Multi-car teams were not easy to balance. It was no simple task to make each competitive, and it was certainly expensive.
If there were five teams, would it not make competitiveness and organizational harmony that much more difficult to attain? And what about the increased cost?
Roush, a veteran engineer who experienced success with Ford Motor Co. in other forms of auto competition, came to NASCAR in 1988 with driver Mark Martin.
By 1994, he expanded to two teams and then to three two years later and on to four in 1997. For the ‘98 season, his drivers were Martin, Jeff Burton, Johnny Benson, Ted Musgrave and Chad Little.
Sure, expenses for such an undertaking did rise, but it should be noted that all five of Roush’s Fords had acquired full-season sponsorship – not the piecemeal support most of today’s teams assemble.
“We are able to build more engines, to build more bodies,” Roush said. ‘We’re now able to undertake multiple chassis development efforts and to coordinate them in order to find improvements.
“I anticipated growth in other motorsports I’ve been involved in, but I never anticipated the vast growth in Winston Cup. There are so many more people involved with so much potential.”
Roush attempted to cultivate as much of that potential as he could, placing such well-known crew chiefs as Buddy Parrott, Robin Pemberton, Steve Hmiel – and later Jeff Hammond – in management positions.
Roush’s armada was under the microscope. Nearly everyone wanted to see what results it would provide and, in fact, if it could prove to be successful in the face of heavy competition.
Martin and Burton, both multiple winners under the Roush banner, were considered the team’s heavyweights. The others, all winless in Cup competition, were seen as contenders.
Las Vegas was only the third race of the 1998 season and the results provided plenty of evidence that, perhaps, “Roush’s Folly” would prove to be successful.
In dominating fashion, Martin swept to an easy one-second victory over teammate Burton to win the inaugural Las Vegas 400.
It was his first win of the ‘98 season and the 23rd of his career, all with Roush.
But what was more revealing was that all five Roush teams finished in the top 10. Burton was second, Benson fourth, Musgrave sixth and Little 10th.
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Given it was in Vegas, what do you reckon the odds on that would have been?
“And this is a new team, too,” said Martin. “WE moved from Liberty (N.C.) about 60 miles to Mooresville with nearly all new personnel.
“It was part of the big changes at Roush Racing, and I was afraid people would say we did the wrong thing. There were questions about it, but I’ve got to thank all the guys on this team.”
Roush said he wanted Martin’s team to relocate near Burton’s given that the two had become close and could more easily share competitive ideas.
“Yeah, Jeff reminds me of myself 10 years ago,” Martin said. “I can see his potential.”
Evidently, the media did, too. I’ve told the tale about how many of us raced to the casino sportsbook to place bets on Roush drivers, reasoning the odds would be high.
They were: 11-1 on both Martin and Burton. Being the high roller I was, I wagered $10 on each. Put over $200 in my pocket. It didn’t entirely make up for my losses at the slot machines.
Roush’s five teams produced nine victories in ‘98, seven by Martin and two by Burton, unsurprisingly.
But as a unit, it compiled 72 finishes among the top 10, with Martin and Burton amassing the most, again unsurprisingly.
Roush maintained a five-car team from 1998-2009, during which time such stalwarts as Matt Kenseth, Greg Biffle, Jamie McMurray, Carl Edwards and Kurt Busch entered Cup competition with Roush teams.
Eventually, NASCAR outlawed ownership of a five-car team, perhaps at the insistence of Roush’s rivals but more likely to help curb the rising expenses of Cup competition.
Roush responded with a massive reduction in his operation. It dropped to four teams.
Nevertheless, by that time the bold move into five-car ownership and the proof that it could be sustained had already become a Roush legacy.
