The Tale of How ‘90s NASCAR Qualifying Made Drivers Tremble: Superspeedway Lowriders
Have you ever heard the term "lowriders" and immediately pictured sleek, custom vehicles with their chassis hugging the ground? While that’s often the case in car culture, the world of NASCAR in the 1990s introduced its very own twist on lowriders—specifically the cars that showcased a striking rear-end drop during the qualifying rounds at iconic superspeedways such as Daytona and the track hosting this week’s excitement, Talladega.
Ray Evernham, a renowned crew chief with three Cup championships under his belt, recently responded to a tweet featuring a photo of the pole-winning car he worked on for Jeff Gordon in the 1999 Daytona 500. He shared a fascinating detail: at that time, NASCAR had no stringent rules governing car specifications. Consequently, the rear end of Gordon’s vehicle had a rake—a deliberate tilt downward—measuring a whopping seven inches lower than the front.
Adding to this conversation, Dale Earnhardt Jr. chimed in, mentioning, "We began constructing cars with frame rails angled extremely to achieve an even lower profile."
Veteran crew chief and current racing commentator Larry McReynolds excelled at manipulating shock absorbers to create this lowriding effect, expertly tilting the cars’ back ends.
Reflecting on this, McReynolds humorously noted, "We were pressing the cars down so intensely that when drivers communicated with us over the radio, their voices would actually tremble. They often couldn’t even read the dashboard gauges due to the tumultuous bouncing of the vehicle."
"It might sound counterintuitive, but the harsher the drive seemed, the faster it actually was. We discovered that the more rigid the suspension, the better the speed," he explained. This intriguing relationship between harshness and speed sheds light on the unique approach NASCAR teams took during that era.
Of course, the lowrider phenomenon didn’t just produce technical results; it also inspired amusing yet genuine anecdotes. Robin Pemberton, a former crew chief and later NASCAR vice president, recalls a time with driver Jeff Burton when they experimented with a set of shocks they humorously dubbed the "super-duper double down driver killers." "Whenever we felt we weren’t achieving optimal speeds at Daytona or Talladega, we’d throw those on the car," he said, chuckling at the memory.
Initially, NASCAR considered banning these unique lowrider shocks, but as reality set in, they realized enforcing such a regulation—possibly requiring the removal and inspection of every shock—would be a logistical nightmare. Ultimately, they opted against the new rule, allowing teams to continue capitalizing on this innovation for a while longer.
Another aspect integral to this lowrider effect involved the use of paired shocks—especially those with a "no rebound" characteristic, which did not spring back immediately, combined with exceptionally soft rear springs. This combination often created an entertaining sight when cars entered pit road. The rear end could sag so low it seemed as though the vehicle was riding on its tailpipes, creating the appearance of being weighed down by several hundred extra pounds. Then, just like a timing act, the springs and shocks would revert to their original positions as the car readied for the race.
"You’d say, ‘Watch this, watch this!’ and just at the right moment, the car would suddenly spring back. It was perfection!" Pemberton reminisced, laughter in his voice.
However, this thrilling era came to an abrupt end post-2000 Daytona 500, as NASCAR tightened control over shock specifications. They decided to restrict teams to four standardized shocks per car to ensure a level playing field, effectively putting an end to the no-rules era surrounding shocks.
But not every driver was pleased with the change. Dale Earnhardt voiced his dissatisfaction, quipping, "That’s the most lackluster racing I’ve witnessed at Daytona in many years. They transformed the essence of NASCAR Winston Cup racing into something quite mundane, stripping drivers and crews of their control over adjustments. They've completely undermined the competitive spirit of Daytona racing. I believe Mr. Bill France Sr. (the founder of NASCAR) might have turned in his grave if he saw how things had unfolded."
His critique echoed a consensus among fans, especially given that the 2000 Daytona 500 featured only nine lead changes, leading many to label it as one of the most uneventful races in its history.
Despite the backlash, NASCAR maintained the superspeedway shock system for another 17 years. It was only in 2018 that they scrapped rear shock regulations, although the dramatic rake seen in earlier decades had by then diminished.
About the Author
Jerry Bonkowski is a seasoned sports journalist who has dedicated his career to covering some of the most prominent media outlets globally, including a remarkable 15 years with USA Today, plus stints with ESPN.com, Yahoo Sports, and NBCSports.com. His extensive experience spans virtually every major professional and collegiate sport, from witnessing the Chicago Bulls' six NBA championships to chronicling the Chicago Bears' legendary Super Bowl XX season.
However, it is in the realm of motorsports where Jerry’s heart truly lies. His fervor for NASCAR, IndyCar, NHRA, and Formula One began at the legendary U.S. 30 Dragstrip in Hobart, Indiana, where he watched thrilling drag races unfold. Over the years, Jerry has reported on countless NASCAR races, championship races, and legendary rivalries. He’s also authored a book titled "Trading Paint: 101 Great NASCAR Debates" and hopes to embark on another literary venture soon.
Outside of sports journalism, Jerry served as a part-time police officer for two decades. He enjoys reading, listening to music—particularly ‘80s and ‘90s hair bands—and playing the electric keyboard. He spends quality time with his wife Cyndee, their three adult children, grandchildren, and their three dogs, providing a cheerful balance to his life in the fast lane. Jerry still experiences the same thrill today from seeing his byline as he did when he first entered the world of journalism at age 15. He looks forward to continuing to share captivating stories on TheSportsRush.com and engaging with readers in meaningful discussions.
