13 replies to this topic

[Mike Argetsinger]

The February, 2001 issue of Sparkplug (the publication of the Glen Region of the Sports Car Club of America) was graced with two handsome illustrations. They were apparently there just for decorative purposes as neither carried any identification or explanation. I talked to Barb Luther, the editor, about it and she invited me to contribute an article for the March issue. I thought it may interest some members on TNF and so here it is. (I don't have the capability of posting the photo - but our friend Darren Galpin may be kind enough to post the circuit illustration.)




PICTURES TELL A STORY

by Michael Argetsinger

The cover of the February 2001 issue of Sparkplug contains two very interesting – although unidentified – illustrations. Each tells a part of the story of racing at Watkins Glen and the original 6.6 mile circuit.

On the right is an artistic rendering of the circuit by Sam Cobean, an artist and cartoonist of national reputation. Sam and Anne Cobean were from Oklahoma and had a home in New York, but they made their summer home just outside of Watkins Glen on the “Old Corning Road.” Sam, who was a regular contributor to the New Yorker and other prominent publications, had a studio at his Watkins Glen home.

Sam was the first cousin of Don Brubaker. When Don’s wife Martha died in childbirth in 1943, Mary Cobean, another first cousin, came to be with the five Brubaker children and lived as an important figure in the Brubaker home the remainder of her life. Mary Cobean was a big part of the magic of Seneca Lodge and she is missed greatly.

Don Brubaker played an important role in helping to establish racing at Watkins Glen. When Cameron Argetsinger approached the local community in early 1948 with his concept for the race, Don, as Chairman of the Schuyler County Chamber of Commerce, became an immediate and active champion of the idea. Don Brubaker remained a great supporter of the races throughout his life. At the time of Don’s death last year, Cameron Argetsinger said that without Don, it was unlikely that the races would have happened at Watkins Glen.

Sam Cobean never raced but he loved the sport. He was caught up in the excitement surrounding the race his friend Cameron Argetsinger was planning. Among his contributions was the beautifully drawn map of the circuit Argetsinger had chosen – capturing the atmosphere and accurately portraying the topical features of the layout. His interest and enthusiasm remained unabated during those formative years of racing on the original circuit.

On July 2, 1951 he stopped by Smalley’s Garage on Franklin Street to pick up Cameron Argetsinger who had been working on his Cadillac-Allard (in which he hoped to win the 1951 Grand Prix). Cameron and Lester Smalley had decided the car should stay at the garage overnight. Driving his Jaguar XK-120 north on Rt. 14 on the way to the Argetsinger summer home on the west side of Seneca Lake, a car turned in front of Sam, forcing him to swerve off the road. Cameron Argetsinger suffered lacerations and a concussion serious enough to keep him from racing that year. Sam Cobean died that day. He was a warm, fun, talented man. We will remember him always.

In the photo on the right we see Miles Collier negotiating “Milliken’s Corner” in the 1950 Seneca Cup. He finished 3rd in the race in his famous Ardent Alligator. The car bears the #1 in honor of his win the previous year in the feature Grand Prix. That 1949 Grand Prix was arguably the most exciting race ever held on the circuit. Collier started the last lap in 3rd place – 49 seconds behind the leader, Briggs Cunningham in his 166SC Ferrari - but on that lap passed first George Roberts, driving Cunningham’s BuMerc, and then caught and passed Cunningham himself.

The Ardent Alligator started life as a 1929 Brooklands Riley. The Colliers had owned it since 1934 and just before the war they fitted a 3.9 liter Mercury flathead engine and drive train. It was very fast and was a great handling car.

The name for the Ardent Alligator came in stages. It was originally pea green and the Colliers called it the Alligator in honor of the many alligators around their Everglades home. Noting the enthusiastic amorous pursuits of the animals, the Colliers soon added "ardent" to the name and the car to this day is known as the Ardent Alligator. The car was red with yellow wheels and carried #39 when Miles Collier won its most famous victory at Watkins Glen in 1949. It was later, and for much of its life, blue. The present owner restored it to the 1949 colors in time for the 50th anniversary of its' great win.

Cameron Argetsinger bought the car from Miles and I rode many fast miles with him in it. Today the car is owned by Peter McManus of Thornton, Pennsylvania, who races it in vintage events. It's still an awesome car!

1950 marked the first year the race had a full international listing. While the first two years the races had been essentially unrestricted, this year the feature Grand Prix was for sports cars only (as was the Queen Catherine Cup - which made its debut that year to accommodate the smaller displacement sports cars). The Seneca Cup remained open to unrestricted (or formula libre) cars. Miles Collier could have made the car eligible for the Grand Prix by fitting it with cycle fenders (it had two seats) but he chose to run it as an open wheeler and on alcohol fuel.

Miles’ brother Sam was entered that day in the Grand Prix in the same Ferrari that Briggs Cunningham had driven to 2nd place the previous year. On the second lap the Ferrari went off the road at the fast right hand bend past the railroad underpass. Sam Collier was killed. It was September 23, 1950.

Sam and Miles Collier are deservedly well known for their contributions to American road racing. Their support as entrants and drivers in the early races at Watkins Glen was important and they are well remembered and honored here. A stone was placed on the circuit at the spot where Sam went off the road. It honors the memory of Sam and Miles. Miles died of polio in 1954. Their names are also on the sidewalk in front of the Schuyler County Courthouse as part of the “Walk-of-Fame.” The Collier Room at the Motor Racing Research Center on Decatur Street in Watkins Glen is an appropriate place to visit to learn more about these men.

Their memories live with all who knew them – and all who keep alive the heritage of racing through the streets of Watkins Glen.

[Ray Bell]

Another tiny piece of the Collier story woven in there Mike, such an important part of your racing history, so unknown by most today.

Can we have more, please?

[Bernd]

Can someone post a track map of the 6.6 Mile layout I'm familiar with the late 60's layout and the modern (yuk) layout but the long one sounds very interesting.

[Darren Galpin]

6.6 mile track, and the illustration that Mike refers to above.

Hey, while I'm at it, I'll post the rest of the page this is on as well (http://www.silhouet....tracks/wat.html)


Short History of Road Racing at Watkins Glen

The Beginning
Road Racing came to Watkins Glen in 1948; the project was initiated by Cameron Argetsinger, an Ohio resident (and law student at Cornell University in Ithaca) who often stayed at his father's summer house on Seneca Lake, the family having been in the area since the early 1800's. Argetsinger, an early member of the SCCA, proposed an amateur Road Race to be called the "Watkins Glen Grand Prix" to the Watkins Glen Chamber of Commerce. The Chamber was enthusiastic; Argetsinger selected a 6.6 mile course using mostly paved roads with a short dirt and gravel stretch, permissions were obtained to close a NYC railroad track and the roads needed, and SCCA sanction was obtained. The first race was held at 12 Noon on October 2nd, 1948, a 4 lap qualifying race with a standing start. Subsequently, 15 cars started the 8 lap, 52.8 mile Grand Prix, and 10 finished. The winner was Frank Griswold, of Wayne, Pennsylvania, in a pre-war Alfa Romeo 8C2900 coupe, closely followed by Briggs Cunningham in his famous Bu-Merc. Other prominent entrants included William Milliken, the noted Aircraft and Race Vehicle dynamics expert (who rolled his Bugatti 35 on the last lap of the qualifier, giving "Milliken's Corner" its name), Charles Addams, the cartoonist who created the Addams' Family, and Miles and Sam Collier, major figures in the history of US Road Racing either side of WWII.

The 1949 Grand Prix was won by Miles Collier in a Ford-Riley [1], narrowly defeating Briggs Cunningham in a Ferrari. The 1950 Race (the first on the FIA calendar, via the AAA contest board), brought tragedy to Wakins Glen for the first time. Sam Collier was killed when his car fishtailed and rolled during the race, and earlier in the day, a car left the road, injuring a fireman and two spectators. The race itself was won by Erwin Goldschmidt in a Cadillac Allard.

Change started in 1951; there was a need to spend real money on a communication system, and gain better control of the spectators. After some debate, it was decided to continue with SCCA sanction (which championed amateur racing) rather than switching to AAA sanction (which championed international racing, and was supported by Cameron Argetsinger). The 1951 race was relatively uneventful after that; it was won by Phil Walters in a Cunningham C-2 with John Fitch in second. That same day, George Weaver of Boston won the Seneca Cup in a Maserati V8R1, and the Queen Catherine Cup in a Jowett Jupiter.

1952 was the last year of the original circuit that passed through the center of town. During the Grand Prix, tragedy struck at Watkins Glen for the second time: a car left the course on the start-finish straight in town, entering the crowd. 12 spectators were injured and 1 died. The day's race schedule was abruptly halted, and never completed; the race would never pass through town again.


The Second Course

In response to the events in the 1952 Watkins Glen Grand Prix, the State of New York kept threatening to impose new policies forbidding racing on state highways, but the subsequent difficulty in obtaining insurance for the course made this unnecessary, and it effectively ended racing on the original circuit. After some searching, a location was selected in the Town of Dix, on the top of a hill to the southwest of town. A 4.6 mile course was selected using existing Town roads, agreements were reached with surrounding land owners, and a lease agreement was signed with the Town. The Watkins Glen Grand Prix Corporation was formed by the Chamber of Commerce to manage the race. George Weaver and William Milliken were consulted and the roads that had been selected were improved prior to the race. Spectator control, parking and concessions were all dramatically improved at the new site. However, the SCCA choose not to sanction the 1953 Watkins Glen Grand Prix.
The actual race was won by Walt Hansgen in a Jaguar XK120C; second place went to George Harris in an Allard. There were no major incidents in the race. In light of the relative safety of the new circuit, the SCCA choose to renew sanction for the 1954 and 1955 races. The 1954 race was won by Phil Walters in a Cunningham C4R [2]. Trouble surfaced in 1955; it became clear that it would not be reasonable to continue using closed public roads that doubled as farm roads, and the drivers expressed concern about poor runoff and poor visibility. The decision was made to build a permanent road course, and the 9th Watkins Glen Grand Prix would be held in 1956 on an all new race course. Thus, the second course only lasted 3 years.

The Third Course
The new race course was located on a 550 acre parcel which overlapped part of the second race course; however, no roadways were shared, as entirely new roads were built for the new circuit. Bill Milliken was consulted on the new course, and several engineering professors from Cornell laid out the new circuit and specified the pavement. The new course would be 2.3 miles long. The new course was completed the night before the first practice. The SCCA hand changed management, and the race promotors were not able to come to terms on a race sanction; the race went forward without one. A press release turf war followed, with the race eventually going on anyway, despite an effort by the SCCA to get its drivers to withdraw. The 9th Watkins Glen Grand Prix went off without serious incidents.


The Grand Prix committee decided to hold a "get together" race at the circuit on October 20th and 21st; the turf war continued as the SCCA announced a ban on SCCA driver participation. The race was held anyway, with a small but friendly turnout. The turf war burned out; the SCCA inspected the circuit, asked for a small and reasonable list of changes, and and in early 1957 formed the Glen region of the SCCA. The Watkins Glen Grand Prix committee made all the requested changes and more; the SCCA ban was lifted, peace was restored, and on July 5th and 6th, the Glen region put on the First Annual Glen Classic SCCA Regional.

The 10th Watkins Glen Grand Prix subsequently occured on the traditional 3rd Saturday of September, 1957, with Cameron Argetsinger as SCCA Chief Steward (as well as race director and organiser - he also sometimes enterred the races). There were over 225 entries, and no serious incidents. The Grand Prix was won by Walt Hansgen in a D Type Jaguar; fast lap was set by second place finisher Bob Holbert in a Porsche RS.

The NASCAR Grand National Division came to town in 1957, followed by the international Formula Libre in 1958. The U.S. Grand Prix then became a fall tradition in 1961 and was held at the Glen for 20 years. In the seventies the Glen played host to a variety of events, from Can-Am and Trans-Am racing to the Formula 5000 and the CART Indy car series. However, it came on tough times and closed its doors in 1981 to professional racing, filing for bankruptcy and falling into disrepair, although the SCCA held races there on a regular basis. It was saved when a subsidiary of Corning Glass Works purchased it in 1983 and formed a partnership with the International Speedway Corporation.


The Fourth Course - Entering the Modern Era
This course actually came into being in 1971, and is the one which exists today. In 1975, a chicane was put halfway up the hill before the esses, and was known as the "Scheckter Chicane" in reference to its leading proponent, and was a reaction to François Cevert's accident in 1973. It was removed when the track was purchased in 1983. The bus-stop chicane was added in 1992.
The "short course" follows the rough outlines of the third course, with turns 2, 3, and 4 corresponding to turns 1, 2, and 3 of the third course. Turn 5 ("the Loop") corresponds to turn 4 on the final version of the third course. Turn 6 of the short course (turn 10 of the long course) is a dramatic (and rather tighter) revision of the third course turn 5; the remainder of the fourth course is distinctly different from the third course, relocating pit lane and the pit straight (the relocation of the pit lane triggered the turn renumbering for those parts of the third course that were retained in the fourth course.)

A chicane known as the "Inner Loop" was added in the early 1990s after the tragic death of NASCAR Winston Cup driver J.D. McDuffie in a Turn 5 accident; this chicane was added on the right side of the back straightaway, just before the entrance to "The Loop". It is numbered as 4 distinct turns (Turns 5, 6, 7, and 8), although it is generally taken as two turns. When the chicane is used, 4 is added to the turn numbers for all subsequent turns on the course.

The International Speedway Corporation in 1983 had purchased 21% of the controlling stock, and over the years it gradually increased its holding until it gained 100% in 1998.



--------------------------------------------------------------------------------
The following anecdotes are courtesy of Mike Argetsinger:-
[1] - The Ford-Riley that Miles won the 1949 race in was the Ardent Alligator. It started life as a 1929 Brooklands Riley, but underwent extensive engineering and drive chain changes.
[2] - Walters called this circuit "a course for brave men".
[3] - Cameron Argetsinger organised and directed the races from 1948 to 1970, and was responsible for bringing and organising the USGP to Watkins Glen. He was twice awarded the Grand Prix Driver's Association award for the best organised GP. He departed in 1970 from his post as Executive Director when he had a difference with the board over the circuits' future, and the debt incurred for the 1971 track revision eventually caused the tracks' bankruptcy and loss of the GP. Cameron remained involved in racing as Executive Director and Director of Professional Racing for the SCCA, and became Commissioner of IMSA, remaining in this post until 1992. In 1983, the new owners brought in Cameron to consult and advise, and today (Jan 2001) is a member of the Advisory Board of Directors of Watkins Glen International.



http://www.silhouet....racks/watkins.g

[Bernd]

WOW

Now that's what I call a good response to a question thanks Darren.

Looks like a real cracker of a course.

I assume Mike that when you said that you prefer Watkins to Zandvoort you meant the 2.3 Mile lay out. I wouldn't agree but seeing that you have actually driven there I'm interested in why you think the Glen is better.

[Mike Argetsinger]

Ray - thanks for the nice comment. I'm glad someone enjoyed it. And thanks especially to Darren for going to the trouble of posting the circuit map(s), etc.

Bernd - I want to respond to your question regarding why I like the Watkins Glen circuit better than Zandvoort, but it is not quite as simple an answer as it may seem. My own personal bias is obvious, but beyond that we should understand this circuit preference question as a very subjective issue. One person's opinion is as good as the next. Are we discussing aesthetics? - or historical/emotional pulls? - or facilities? - or are we considering it from a driver's standpoint? - or some complex amalgam of all of the above?

The fact is that I like Zandvoort very much - it is one of my favorite circuits. I first attended the Dutch Grand Prix in 1966 and was there for many other GP's in the 60's and 70's. I also raced there myself on many occasions - the first time in 1971 and the last time in 1977.

Before I attempt to answer why I find Watkins Glen my favorite between the two, I am most curious to know the basis for your apparent disdain for the present Watkins Glen circuit. The fact is that almost everyone I have ever met professes to love the place. Many drivers I meet tell me that it is their absolute favorite track. Favorite or not - I can't recall anyone saying that they don't at least like it very much.

Now you have stated your preference for the 2.3 mile course. That circuit existed from 1956 to 1970 and hosted the USGP from 1961 through 1970. In 1971 major modifications were made to the overall facility. The result was a "long course" which extended the length to 3.4 miles and a "short course" which is 2.45 miles long. The "long" course hosted the USGP from 1971 through 1980. Today the "long course" is used for most SCCA races and for traditional road races such as the 6-Hour (now a GrandAm event) and that sort of thing. The 2.45 version is used for all of the NASCAR races although it is occasionally used for a road race as well.

I'm not sure whether it's the short course, the long course, or both that you find unattractive (yuk - is the expression I believe you used).

The difference between the old 2.3 mile course that you approve of and the present day 2.45 mile circuit is not very great. If you look at the maps that Darren has posted, you can see that the present version conforms largely with the original 2.3 course. In 1971 they wanted to relocate the start/finish area and the pits to a less crowded spot. What had been the last corner (the 'ninety' as it is called) became turn one. The rest of the circuit remained the same except around back - what had been a very fast left hand sweeper followed by a very difficult right hand bend - became a more angular and sharper left and a right to accomodate the new pits and start area. With the exception of the later (1992) addition of the "bus-stop" chicane this is it. Although I do believe the original 2.3 was the greatest, I am bound to say that the present 2.45 (or NASCAR track if you will) is pretty terrific and a real challenge. It has been lapped (with the bus-stop in place) at over 150 MPH. I can't think of any current GP circuits that are anywhere near as fast (certainly a modern F-1 car would get around here at 160 MPH average- or more - wouldn't you think?) or possessing any finer natural corners and bends. I wonder what the speeds would have reached on the old 2.3 mile course. The last year the GP was held on that circuit (1970) Jacky Ickx qualified the Ferrari on pole at 131.28 MPH. I think that if we are correct in extrapolating 160 for the 2.45 circuit -certainly the 2.3 would be pushing 170 or more.

And how about the "long course". Well, even though it slows the lap speed somewhat it more than compensates in providing some extremely challenging sections and beautiful viewing vistas. It is really magnificent and I believe it is one of the world's greatest circuits. At the last GP held there (1980) Bruno Giacomelli took pole position in the Alfa Romeo at 130.315 MPH. You can guess what a contemporary F-1 car would do as well as I can. Certainly 140MPH wouldn't you think?

So I come back to my question, Bernd. Why don't you think very highly of the place?

Finally, to answer why I like it better than Zandvoort. Put it down to my bias if you want. Both are very challenging. The circuit on the edge of the North Sea has its own special atmosphere and charms. I just don't believe it has the natural beauty and terrain (for one thing Watkins Glen has much more elevation change per lap - Zandvoort seems almost flat in comparison) and overall degree of challenge and atmosphere to match Watkins Glen.

[Bernd]

Sorry Mike I should have clarified my 'yuk'

The only reason I don't care much for the current circuit is that the beauty of the place has been severely diminished replaced by miles of armco etc it was an extremely picturesque spot back in the 60's as yourself and Keir would agree with. Its hard to explain but to me it seems to have lost its character I feel exactly the same about modern Zandvoort which is a shadow of its former self in my opinion.

So in summary I have nothing against the circuit at all, The Boot was an interesting addition, but really I just don't like many modernised circuits at all.

[Mike Argetsinger]

Yes, I see your point. I, too, am a purist at heart and if I could remake the world I would go back to the Ring and Spa as they were plus many other places that receive loving treatment on this forum. I think cars and drivers should have adapted to the circuits rather than the other way around (I duck in anticipation of some serious abuse for that point of view - but that's how I felt at the time it was all changing and that's how I still feel today).

On the other hand, we live in a real world. I am happy that Watkins Glen still exists. 53 years after my father brought racing to Watkins Glen he is pleased to see it continue to thrive there and remain a major economic factor for the community. The track adapted and changed along with the sport. But I think when you visit you will still find it a beautiful venue. It hasn't been butchered and neutered anything like a lot of other places. And it survives in a very healthy state. Sadly many other wonderful American circuits have disappeared altogether.

I would be interested to hear your opinion - as well as that of others - as to my conjectures regarding how fast today's F-1 cars would lap Watkins Glen (in the various forms I described).

[Bernd]

Well becuase I'm not a big fan of the modern cars so I can't be sure but I'll try do a virtual lap in a modern car on the 2.3M circuit.

1. Esses
I think the esses would be close to flat. For example a Lotus 49 would grab 4th on the exit so to me that indicates top gear in a modern car, could be wrong but at the least it would be frighteningly quick, a larger version of Eau Rouge.

So that is flat all the way up to

2. The Big Bend
This ones harder to estimate though downforce cars thrive on these corners I would say 4th gear maybe even 5th.

3. The Speed Trap
Easily Flat

4.
Fast Bend
Probably 5th Gear

5. The 90
3rd Gear

I think a lap time of Sub 40 Seconds would be possible but this is all of the top of my (tired) head. So I really could not be bothered even trying to figure out average speed

[Ray Bell]

Forty seconds for 2.3miles is approximately 200mph, Bernd... I think we need a better estimate!

The reason this interests me is that I discussed with Lionel Ayers the fact that Leyburn, if it had any surface at all, would have been the fastest road racing course ever. We figured about 180mph for a Formula One car, 185 for a CART car. He put his mind to it with the experience of having seen the circuit in its heyday and having later run the 5-litre twin-cam Rennmax elsewhere.

[Bernd]

Hey at the time I was totally buggered as I said

If I had of bothered to figure out average speed I would have quickly realised it is definately over the top. Add ten seconds to the time so that makes it 50 seconds or so which I think would be about right. Though I don't think high 40's are out of the question.

What is the lap record on the 2.3M circuit?

In GPL I can do 1.04's in the 49

[Ray Bell]

Hmmm.... but I've seen you drive!

2.3 miles in 51 seconds is 162+mph... never would have thought it would be that fast.... but I've never been there.

Hitch-hiker....?

[Bernd]

OK Ickx - Ferrari 312B in 1970 did a 1'02.74 @ 212.39KPH

30 Years of progress, nearly double the BHP... Very Interesting

Ray you haven't seen me drive I never so much as got behind a wheel in Adelaide. Brett & Jamie drove, I know better than to get behind the wheel on a racetrack I can't help but have a real fang of it. But when the race track is also public road... well that = BAD

You've stumped me with the Hitchhiker reference ????

[Ray Bell]

How else will I get to Watkins Glen?

Sorry, I wondered if you actually drove....