Salute To Wally Parks: Remembering Ontario Motor Speedway

13th in a series, as told by Richard Parks

All photos courtesy of the NHRA

By Susan Wade

Richard Parks, the elder of National Hot Rod Association founder Wally Parks’ two sons, has given permission to Thoughts Racing share excerpts from his voluminous compilation of his family’s and father’s history. This is the third installment in a tribute to the remarkable man who passed away 15 years ago this September.

Rather poetically in parts, Richard Parks has framed Ontario Motor Speedway in historical perspective, giving a behind-the-scenes look at a majestic motorsports facility that couldn’t survive urban sprawl – complete with the NHRA’s legal and logistical issues in using the dragstrip there.

Today the land is the site of commercial and residential complexes. But in Richard Parks’ memory, it was a vibrant spot that housed “a marvelous feat of engineering” with controlling characters as compelling and colorful as the ones competing in the races on the tracks.

Drag-racing fans today who remember Ontario Motor Speedway just might find Richard Parks’ recollections fascinating, and those who don’t can learn what they missed. . . .

JANUARY 1970 – Ontario Motor Speedway, David Lockton, Rodger Ward

Ontario Motor Speedway, commonly referred to by its initials OMS, was another beautiful super track complex like Dallas International Motor Speedway (DIMS), that was to burn brightly like a comet and then burn up in the atmosphere of rising land values.

In January of 1970, it was only half-finished, and the dream was still alive and well. The fact sheet for the facility released to the media was optimistic. It sat on a 700-acre site with plenty of room for expansion and it was perfectly placed between Los Angeles and the Inland Empire. Of course, the Inland Empire (Riverside and San Bernardino counties) were only a small fraction of what they are today, but the population supporting OMS was at least 10 million people at the time. Surely some of those millions would spend their paychecks for a weekend at the greatest motorsports complex yet created in the world. The complex had an Indy 500 style 2½-mile oval track, a 3½ mile road course and a state-of-the-art dragstrip. The 140,000-seat facility would eventually be expanded to 200,000 capacity, and the builders began counting their profits even before the speedway opened.

Built at a cost of 25½ million dollars, which in today’s money would approach the two-billion dollars budget today, it lacked for nothing. The opening date was set for July 1970, and the NHRA would run the new Supernationals there in November. The City of Ontario, real estate investors, and the contractors would own the 700-acre complex as the Ontario Motor Speedway Corporation and lease it out to the for-profit Ontario Motor Speedway Incorporated, which was a separate company running the speedway. For clarity the owners will be the Corp and the tenants (lessees) will be the Inc.

Running the Speedway (Inc.) [were] Dan W. Lufkin, David B. MacTavish, and David B. Lockton. Board members of the lessees (Inc.) were Kirk Douglas (actor), Thomas W. Binford (part owner of Indianapolis Raceway Park), Louis B. Marx Jr., J. C. Agajanian (racing promoter), Briggs S. Cunningham (sports car racer), Richard M. Hexter, Parnelli Jones (Indy 500 winner), William Loorz and Donald R. Riehl. The contractor and builder was Stolte Incorporated, and [it] would own rights to the facility until the building cost of 25½ million dollars was paid in full. The real estate firm purchasing the land would also have ownership rights until their cost was paid in full.

Since Parks and Binford brought in the NHRA and USAC, it was thought that SCCA and NASCAR would follow and bring their race dates to the facility. The complex was spectacular with the paved concrete track, grandstands, luxury suites, lake, and paddock area. Plans were made to create restaurants, hotels, business offices and additional development on the site. It was an opportunity for pleasure and profit. Funny how optimism can turn into pessimism so quickly.

The lessees (Inc.) even published a monthly newsletter called the “O” Newsletter (for Ontario Motor Speedway), and the January 1970 issue featured [chief mechanic] George Bignotti looking very impressed with the paddock garages on the infield. The buildings were modern and clean, unlike the storied garages he knew so well at the famous Indy 500 Speedway, where his cars won so many races. State, counties, and local cities were preparing road improvements to handle the rush of traffic expected in their areas. Ontario Mayor Howard J. Snyder was photographed with OMS President David B. Lockton viewing a mock-up model of the speedway.

The California 500 USAC race tickets were priced at a high of $25, all the way down to the cheap seats at $8, with general admission (standing room) at $5 a day. Parnelli Jones was photographed on the back page of the newsletter speaking to Al and Bobby Unser, most likely trying to pick up some hints on how to race this new track. Bill Young wrote to Bob Graham on January 26th and provided the cash awards for the winners, runner-ups and round losers during eliminations. Graham was the Racing Operations Director for OMS and highly respected by the NHRA staff.

The February 1970 issue of “O” Newsletter pictured Bill France Sr, who just agreed to a long-term lease to run NASCAR stock car races at OMS. USAC and NHRA were the first to sign leases, and now only the SCCA sports car group was left to agree to run their races at OMS. Tom Binford and D-A Lubricants offered a new trophy, the “D-A Mechanical Achievement Award,” for the best Chief Mechanic at the California 500 USAC race on September 6th.

Track officials informed the police that twice unknown racers entered the newly poured concrete raceway and conducted speed contests. In both cases wrecked cars were left behind. OMS trophies await those racers should they appear and claim them, and the city will oblige with a jail cell. Increased security has since been installed.

Dallas Gardner, the OMS Ticket Manager, announced that the high-priced $25 seats have sold the quickest. The exclusive Victory Circle Club charged a $250 annual membership fee. Gardner would be hired away from OMS by the NHRA and a dozen years later assume the presidency of the NHRA.

David Lockton was pictured on the back of the newsletter overseeing the installation of the grandstands. Bob Thomas resigned as the Public Relations Director and was replaced by Bob Shafer. Rodger Ward, the Indy 500 two-time winner, will also serve in the PR Department. Lockton was also featured in the February issue of the NASCAR newsletter, but OMS would have to wait for 1971 to hold a NASCAR race.

A photograph of the 30-ish Lockton betrays his youth. He doesn’t look a day over 18. My father always found Lockton to be mature and civil and liked working with the younger man. A photograph of the Grand Opening of the track showed Parks, along with six other important “shovelers” digging up dirt at the new track. A photo of the VIP celebrities is shown watching the speakers at the Grand Opening. Rodger Ward is featured in another photo talking to Henry Banks (USAC Competition Director) and OMS President Lockton. Ward is also shown driving Parks and Banks around the track in a convertible. Parks and Briggs Cunningham (OMS Director) are seen talking in a photo as the central pylons are being poured with concrete. Ward is shown in a photo pointing out the strong crash walls built for the track. A special Indy 500 Speedway “brick” is shown that will be used at OMS to bring the tradition of the past to the modern racing complex of the future. An aerial view showed the vast scale of the speedway facility and an even larger parking lot.

Dick Wells interviewed David Lockton in a March issue of Motor Trend magazine. Wells was impressed by the 33-year-old President of OMS (Inc) and stated, “Despite his young age, Lockton imparts the self-assurance and poise of an efficient top-level executive… talking with Dave reveals a calm, considerate individual whose warmth of personality is matched only by his provident evaluation of the speedway’s many features, construction progress, and forthcoming schedule.”

Lockton is also a sports agent and a director in USAC, as well as keeping his law practice active. Wells quoted Lockton, “… we sold, or the non-profit corporation, which is actually building the track and leasing it to us, sold $25.5 million worth of tax-exempt bonds to the general public. At least 85 percent of the road-racing circuit can be seen from any vantage point in the main grandstand sections which extend nearly a mile along the south side of the track. I would predict that in three years automobile racing will be the second-largest sport on television as far as total dollars invested. I don’t say that idly…”

Lockton also wanted to include part of the Briggs Cunningham collection of race cars in a new museum on the OMS grounds. The size of OMS would hold 2½ times the size of Disneyland in Anaheim, California. Lockton’s views were bullish and based on the 1960s growth rates. He viewed the big and lavish facilities as the wave of the future. In some regards he was correct, for football, basketball, baseball, and soccer built larger and more posh, but that did not always hold true for motorsports.

Golden West Airlines magazine also featured an artist’s rendition of OMS and included a photograph of Parks and Lockton reviewing the construction of the track. OMS was indeed a marvelous feat of engineering as I remembered it.

A news release on April 29th noted that Hollywood actor Paul Newman was the first entrant in a Pro-Am charity race which was a prelude to the USAC California 500 set for September 6th.

Bob Gottlieb wrote to Parks on May 6th and stated the final contract will be typed up and given to Parks to discuss with Bob Graham before signing. Gottlieb added, “… this agreement is unlike any other we have ever entered into.” Parks made a revision and gave to Hart to discuss with Bob Graham of OMS. Bob Graham wrote to Parks on June 17thand enclosed a contract which was signed by OMS and Parks. On June 24thParks notified Jack Hart that the contracts are ready and to have three copies made, then added, “All we have to do now is produce the meet.” Lockton was an attorney and so Gottlieb went over the contract carefully and warned Parks on June 24th of some problems with the “language” of the contract.

Gottlieb proved prophetic, “I don’t think that Ontario is in any different position than the majority of other strip operators with whom we contract. It is probable that prior to the expiration of five years, Ontario will be having financial difficulties.”

Gottlieb saved the NHRA and my father from a great deal of grief over the years, when they listened to him.

Parks agreed with Bob and so Gottlieb wrote to Ray Smartis, Vice President of OMS on July 1st asking for those additional points to be clarified: the name Supernationals belongs to the NHRA, each side will observe “Force Majeure” [unforeseeable circumstances that prevent one party from fulfilling a contract], OMS will hold funds due the NHRA “in trust,” and the fencing, welding and other services will be provided by OMS.

Bob Gottlieb wrote to Parks on July 7th that OMS agreed to the changes but failed to mention providing fencing, welding or “services.” Bob Graham sent the final contracts to Parks on July 8th and requested back the old and voided contracts. Parks replied to Bob Graham on July 9th and enclosed the signed contract and promised to void and return the old contracts. He asked if OMS would allow the NHRA to put on the FIA calendar the 1971 Supernationals at this time.

Bud Steele, manager of the Holiday Inn of Ontario, wrote to Peggy Morrissey and agreed to hold rooms for the 1970 Supernationals, and 1971-1972 Winternationals. Steele added, “I wouldn’t want to write an obituary for either one of us because of our past drinking habits, before either one of us die, I write this letter of confirmation to you so that the hereafter will know what to do.” It was nice to work with an innkeeper with a sense of humor; so many motel/hotel managers were stern and joyless. Steele concluded with, “… if there is anything further we can do either above or below the ground, please do not hesitate to ask, embalmingly yours, Bud Steele, Innkeeper and friendly undertaker – National Hot Rods Lodging Director.”

Morrissey replied to Steele on July 22nd,“… I must have a letter from you confirming our block booking. I get a little nervous when there has only been verbal communication – after all, one or both of us might ‘smarten up’ and bolt from our current occupations (?) and no one would know what arrangements had been made.”

Bob Thomas and Bob Shafer, PR representatives for OMS, released a media report on July 31st announcing the Labor Day USAC California 500 race that they called the “Indianapolis 500 of the West” race. In addition, USAC signed a 10-year lease deal with OMS. Support for the race came from Charles Brockman, president of USAC, and Thomas Binford, President of ACCUS. The information in the press release had already become public knowledge.

Jack Hart notified Lockton on August 5th of the entry fee and pit pass procedure and stated the entry forms are at the printers now. Parks wrote to Lockton on August 5th and submitted the budget for cash prizes amounting to $66,000 that was not contingent. Other fees, such as banners, sponsors, et c. needed to be discussed later. Bill Young wrote to Dallas Gardner on September 15th and suggested the tags and stickers to be ordered for parking by the officials, guests, vendors, press, and contestants. Young would also open a joint banking account specifically for the Supernationals. Bill Young notified all the parties of the ticket prices on September 15th and it was going to be a pricy race; pit passes were $2, general admission on Friday was $4, and the weekend prices began at $7 all the way up to $10. Would the high prices affect the attendance? Bob Russo notified the NHRA staff on September 28th that the OMS advertising and promotional budget was at least $53,000. The only television would be a special promotional show with Harvey Palash. Would that be enough?

Parks wrote to Bob Graham on September 29th and asked that the full NHRA logo be painted on the track walls. Don Finke sent a memo to Jack Hart on October 5th reminding him that the NHRA had a pair of high-speed amber win-loss beacons that could be used at the Supernationals. Parks wrote to Lockton on October 9th and complained about the lack of facilities that were needed for the race. He refuted Lockton’s statement that Hart had continually changed his mind. Hart had to make changes due to the constant changes in the building of the OMS track. The NHRA wasn’t going to get the extra 2,000 feet of guardrail that they had requested at this late date, but there was no reason it couldn’t be installed by the time of the 1971 race.

Hart preferred dealing with Bob Graham rather than Lockton, who was quite busy and put off Hart’s requests. The NHRA felt strongly enough to meet with Bob Graham on October 12th. At the meeting were Graham, Hart, Steve Gibbs, and Bernie Partridge. Graham sent a report of the meeting to Ray Smartis, Lockton ,and other members of the OMS leadership. Issues resolved concerned spectator traffic, tech inspection, increased pit area, trailer parking, manufacturers’ area, drag tower, fencing, track striping, starting system, ticket booths, emergency equipment and other contentious problems. Jack Hart was not going to let the OMS staff off the hook. He sent a four-page letter to Bob Graham on October 14th stating all the issues agreed upon. If anything went wrong, Hart didn’t want it on his conscience.

J.R. Aronson, general manager at Chrondek, wrote to Robert Graham on October 20th that they would provide the rental of the timing equipment and would meet with the OMS staff to ensure that the system fit into the OMS electrical grid. The cost would run $1,630. Bob Graham, Director of Racing at OMS, wrote to Jack Hart on October 28th and mentioned 15 areas that have been rectified. This letter mentioned Don Kraushaar and Brian Tracy for the first time in the records. Don was in charge of pit passes, and Tracy was working in the PR and Press relations division. Parks wrote to David Lockton on October 28th, “For awhile I had apprehensions about whether or not ol’ Rodger Ward would be able to ‘dig it’ in time to effectively promote our Supernationals. After his KMPC interview last night at the Auto Show, my doubts are dispelled – he was truly excellent. Bob Thomas’ engineering of the program appearances was a great asset too, and I can’t tell you how much we appreciate his active involvement.”

Bob Russo wrote to the NHRA staff on October 29th concerning the Mattel Press Party on November 5th which was the most elaborate I’ve heard about. Mattel not only invited 250 newsmen [and] NHRA and OMS officials, but their children, as well. While the press would tour the track and talk to officials the children would play games, win prizes, and receive “Hot Wheel” toys. The grown-ups would be feasted at a buffet and bar while the children would eat hamburgers and hot dogs separately from the adults. Don Prudhomme and Tom McEwen were invited and any other drivers and their children who wished to attend. Bob Vandergriff and Steve Gibbs were mentioned in this memo, but it wasn’t the first time Gibbs had been noted.

Parks replied to Russo on October 30th, “Re your memo of yesterday, the Mattel thing is somewhat blown out of proportion at this time, as they feel that in return for their underwriting of the Supernationals purse ‘for NHRA,’ they are automatically entitled to use the event’s name on their products, et c. We are reviewing the contract proposal they’ve sent. (Gottlieb and Palash are) in hope that an agreement can be reached that will ensure NHRA equitable benefits in royalties and/or exposure. The logo they’ve submitted and the conditions are still subject to NHRA’s approval and acceptance. Hope to have it resolved shortly.”

Fran Thomasson, of Equity Insurance Service, wrote to Jack Hart on November 5thand said he understood Hart to tell him over the telephone that no rain insurance was needed for the Supernationals. If so, that was a risky proposal.

Robert H. “Bob” Graham wrote to Hart on November 5th and noted six changes that the NHRA wanted. Graham sent the letter to Lockton, Smartis, Parks, Partridge and Gibbs. He did not want a lack of communications to put him in a bad light, especially as he was trying to placate all parties concerned. Graham followed up with the previous work issues with another letter to Hart on November 13th; this time mentioning eight additional improvements made to the track per the request of the Association. Parks notified Jerry Wymore that the NHRA needed two signs, two by 16 feet in length with the NHRA logo on plywood that photograph well. The sign had to be portable so as to be stored for use after the Supernationals.

Parks notified Bob Graham on November 16th that it was imperative not to coat the drag strip too thickly with the Trac Loc solution or the strip would become too greasy. He told Bob to call Mike Jones at Orange County International Raceway if he needed more information. Graham replied to Parks that he was aware of the problem and the track would be coated with Trac Loc on the 19th or 20th right before the Supernationals.

Lockton was notified that 31 major sponsors would be at OMS, including three added sponsors. Five of the sponsors were major sponsors only for this race. The NHRA sent out a sponsor information form letter giving the schedule, headquarters at the Holiday Inn, photographs through Leslie Lovett, credential booth, banner requirements, public address announcements for sponsor products, permits for golf carts, tents, service vehicles, contestants’ kits, tech area, and a map.

The first race at OMS would be cramped and slightly confusing, but over time the sponsors would adjust. The NHRA maps and schedules were precise to the minute, much like a military campaign. The photographs of the newly constructed track looked raw, and even the grandstands and suites looked sadly devoid of life. That would all change when the stands were full of spectators and the cars were running down the dragstrip.

The Los Angeles Herald-Examiner newspaper published a special souvenir issue in support of the NHRA Supernationals to be held at OMS on November 21-22nd. Parks wrote the letter that went into the gold-colored insert in the newspaper. The Herald-Examiner also published a story on the same date as the insert, on November 15th, about David Lockton. Though similar to the Motor Trend article, Lockton emphasized the Supernationals and the huge prize and contingency amounts to be given out to the winning contestants.

Decades later, on January 12, 1993, my father showed the May 1968 Prospectus of the OMS to Dallas Gardner and commented, “Maybe we could have made it.” Gardner replied on January 18, 1993, “I doubt it, but we’d have come a hell of a lot closer. You should frame this.” My father was referring to the bond issue and stock in the OMS Corporation. The 697 acres of land cost the builders $5,860,000 and the remaining bond issue of $25,500,000 was required to build the super complex.

Several years later, Chevron bought up the stock for somewhere around ten million and with redevelopment funds from the government tore down OMS and rebuilt the area into commercial stores bringing the oil giant a huge profit ten times or more what they paid for it. A complex such as OMS today would be worth billions, but in the 1970’s the NHRA did not have the funds to go after the track.

That’s how close one could come to being a millionaire or a pauper. In 1970, my wife and I could barely afford a condominium worth $21,000 which today would sell for thirty times that amount. If we had $35,000, we could have bought a home in Spyglass Hills that today would be worth five million dollars, but we couldn’t spare an extra nickel at the time.