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Travis Rilat and shop worker burned in explosion at Shark …
SEDRO-WOOLLEY — Two men were seriously injured Sunday evening in an explosion while trying to “barrel re” in the parking lot of a shop that …
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Date Published: 1/16/2022
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Shark Racing (@sharkracingWoO) / Twitter
@sharkracingWoO. Shark Racing owned by Hall Of Fame … Newmans Racing Engines and 2 others. 1. 41. Shark Racing … has been on fire lately at.
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Date Published: 11/30/2022
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Now my car just pulls & pulls as detonation and hesitation were completely eliminated. Anyone running a high compression engine should conser giving Racing …
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Date Published: 8/24/2022
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Checkered Past: Shark Evolution | World of Outlaws
Rear engines replaced roadsters and sprint car drivers were as welcome as rain. … Allen Enterprises evolved to Shark Racing.
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Date Published: 3/25/2022
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Checkered Past: Shark Evolution
“Original Outlaw” is not an alibi term. Originally, auto racing outlaws were those with no membership in the rigorous Automobile Association of America and no honest chance at the Indianapolis 500 through proxy. AAA became USAC in 1956. Rear engines replaced roadsters and sprint car drivers were as welcome as rain. Sprint cars were no longer stepping stones, but vehicles at very good wages, provided their pilots could break free of the USAC shackles to race 100 times a year.
Florida’s Bobby Allen is committed to this Brickyard dream. How could it be otherwise for a World Karting Association phenomenon backed by 1960 Indy 500 winner Jim Rathmann? Bob broke out of Miami in 1966 to settle in and around Hanover, PA. Becoming a Lincoln Speedway champion three times in four years helped convince Roy Emrich to draw a 1971 USAC project complete with turbocharged Indy car. But after two dismal months, Bob was back at Lincoln and Williams Grove with calculated punches to Ohio. USAC’s loss was a boon to fans from West Sacramento to East Alabama.
“Original Outlaw” is absolutely right. When the first All Star Circuit of Champions was held in 1970, he won in Wayne County. When the world of outlaws began in 1978, he won at Eldora. When the All Stars formed the Midwest Outlaw Sprint Series in 1980, he became their first champion. By the end of his Hall of Fame career in 1998, Bobby Allen overlapped Outlaw and All-Star calendars. When the former toured Central PA or New York, he was there. When the latter was holding Ohio Speed Week, he rushed from Nebraska overnight. Bobby Allen didn’t own a racetrack. He floated in and out of them, leaving a trail of shattered track records in his merry wake.
Speed Week 1984 provided a basic Allen exercise. Qualifying was underway when Bob’s blue circus car arrived at Sharon Speedway. As a courtesy, All Stars adjourned the session to let Allen over the track. He was granted two hot rounds, then one on guard, which was faster than everyone else. In the A-Main, Allen was third until a late red flag allowed him to reduce tire sway by an inch. In the final seven laps he put Keith Kauffman square in the face and won the race.
He was completely honest with himself. Most winners simply took one look at the grand prize and acted accordingly. Allen evaluated everything: his strength at a particular speedway, how many fast cars could challenge him, entry fee versus entry fee, starting places, etc. Time on the freeway was rarely a factor because Bob towed twice as far to make twice as much , such as in 1983 when he jumped Sharon and won 12k in Martin, MI. Other times, he might stop and snag a thousand dollars en route to a richer payday.
Of all American street dogs, Allen embraced the traveling life. Maybe it was because he was unbound by point hunts. Maybe it was his open marriage. Maybe it was his own boss. Bob built the cars, picked every component and team, made every tire choice. Of course, as CEO, he had to cover all expenses, which created pressures that hired guns never knew. But he rarely showed any stress. Bob’s mantra was, “Pay yesterday’s bills with tomorrow’s profits.” He was unambitious. When he stopped shaving his face, Emrich’s teammate Lynn Paxton coined him “Scruffy” and the nickname stuck. Dick Tobias and Allen flew to Phoenix when Bob’s luggage consisted only of a pillowcase.
The rock chipped Allen 1-A parked in no fewer than 293 win circles on 66 tracks in 21 states. Bob settled for second place with 38 other places. He drove at least 208 ovals, only five of which were paved. He broke one-lap records 75 times on 48 routes. He won from Knoxville to Jacksonville to Danville to Zanesville to St. Clairsville to Lernerville; Brownstown to Morgantown to Hagerstown; Beaumont to Fremont; I-30 to I-85; Devil’s Bowl to Cotton Boll; Jackson to Franklin to Lincoln.
Allen quickly saw the logic of two- and three-car efforts. Shorty Emrich had been Paxton’s boss in 1968 before adding Scruff in 1969. But rather than pitting them against each other, Emrich allowed Paxton to plunder larger lanes upriver at Port Royal or Selinsgrove. Upon his return from USAC, Allen fielded an Emrich Chevrolet for Jan Opperman. Emrich entered the 1971 Williams Grove National Open with three Allen cars. As Opperman prepared over the winter to rewrite history with Dick Bogar and Ralph Heintzelman, they settled on Bob the Builder. One tool was a bar from the cockpit to the torsion bar, which Opperman liked enough to put weight on any Don Maxwell machine he raced for Speedway Motors or Al Hamilton.
Bob’s first real teammate was brother Tommy Allen. A night in 1972 ended with Allen cars finishing first, third and ninth. They all made the 1974 National Open 150. Leroy Emrich dropped out in 1975 to prompt Bob to find funding from Jim Barill and Jasper Pettite of the M&J Coal Company of Morgantown, WV. Bob and Tom teamed up for the 1976 National Open 150. Fourth place at Lincoln aboard an Allen chassis driven by Mike Herbert was the highest finish of Tommy Allen’s struggling career.
Also in that 1980 URC field was Joey Allen, Bob and Tom’s little brother, who debuted with World of Outlaws a year earlier. Named after her father, Joe would race if Bob could. In return for hiring his sibling, Bob built cars for Walt Dyer (’86), Bob Lesko (’87), and Verlin Chupp. All were parked in Victory Lane. Lesko lasted a few months, so Allen assembled an A-1 in which Joey won 12K at the 1987 National Open 75. Ben Cook commissioned Bob with his V-6 at Ohio Speed Week 1989, so Allen as a car owner did a double dive. He built another Dyer Masonry 461 for Joey to jockey to five wins in 1990. And when Brother needed a summer job in 1992, Bob assembled the car that earned Joey Allen’s only outlaw win in Attica, OH.
Bobby Allen’s longest-serving teammate was Miami neighbor Richard Lupo, who piloted four seasons as the Bushwacker 2-A. Bob first fielded Richard at the 1982 National Open. Lupo finished second with Outlaws in Bridgeport and then third against All Stars in an afternoon in Pennsboro when Allen Enterprises earned 31,000. Richard recorded 11 of his 13 Allen A Major wins at Lincoln Speedway. Sharon offered $3600 to Ohio Speed Week where Bob stayed while Richard robbed Sharon.
For three months of 1984, Allen Enterprises added Steve Stambaugh in 3-A. He had never ridden west of Lernerville, but Bob took Steve to Houston to qualify as fastest on his first ever attempt. It was followed by sixth place at Lonestar. When this car was sold to Fred Kennedy of New Jersey, Stambaugh drove it to ninth place with Outlaws at Lernerville. Steve won in Lincoln and Bedford (1987) in the Allen car labeled Leppo 4-L.
Bobby Allen’s 1990 Knoxville Nationals was one of the most popular victories in sprint car history. It was also his last win in World of Outlaws as a driver. Most recently, he defeated the All Stars in 1996 in Lernerville. His final checkered flag fell at Sharon Speedway. In 1998 he made his last outlaw start on I-55 and retired a week later.
The World of Outlaws went 16 seasons without Bobby Allen. During this time, Bob Allen’s Kartway grew into a profitable business. One of the resident students was Logan Schuchart, son of Doris and Bob’s daughter Dana. Grandpa would spend Saturdays in Hunterstown helping Logan learn the family trade. Sprint cars were a natural step, as was life on the road. He echoed Grandpa’s fondness for success records. He set the fastest lap of the 2018 Knoxville Nationals and was the top qualifier at both Dodge City sessions last week. Schuchart has amassed 21 outlaw victories over seven campaigns.
Jacob Allen’s road to victory was long. Jake, who was born from a trophy-girl marriage in 1993, lived in Indianapolis with his mother. Only after graduating from high school did he decide to try racing. Unlike cousin Logan, he didn’t do laps on a kart. He learned it all from scratch. When he went on tour, Jake had fewer rounds than any outlaw since Mark Kinser. But like that champion, Allen followed his father’s orders to seek coaching in person rather than over the phone. Everyone in World of Outlaws knew that Bobby Allen would make an excellent crew chief. Logan and Jake are living proof.
Allen Enterprises evolved into Shark Racing. Three decades earlier, Jack Eckard drew wild eyes, drooling tongue and shark teeth on Bob’s bare metal hood. A brand was born. In the dark days before Drydene greased their wheels, Logan and Jake seemed to be on the road just to double Bob’s towing money. Some survival tactics stifled driver development. Sometimes they shared a single engine. Other nights they were told to start and park. Drydene ended this economy. Logan Schuchart could make Bobby Allen a champion for the first time in 40 years.
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