(instead of staying home to watch a NASCAR race on TV)
1 - Caution laps don't count. You get racing every lap.
2 - Drivers can be approached. They'll even take the time to chat with you.
3 - There is respect for tradition with this race.
4 - Races are won with the preparation and on-track ability, not because the computer calculated the fuel mileage correctly.
5 - Earl Baltes

The UMP rules make it clear. Rule No. 15 says no radios are allowed in the race car or on anyone connected with the race car. The spotters have a different job to do here. Their only means of communication is visual, and teams will place crewmembers at different spots on the track to communicate to the driver. The message is usually the gap between the driver and a car in front or behind. The driver doesn't know who is behind or how far because rule No. 15 also doesn't allow mirrors.

Making the top 120 drivers has been considered as difficult as making the 24-car starting field for the 100-lap main event. Though it is difficult to weather the Friday night storm, drivers often find themselves in a position to face more work on Saturday.

Case in point is local racer Jerry Bowersock. After his qualifying run put him into the sixth heat, Bowersock discovered the engine wasn't keeping oil pressure. The only recourse was a Saturday engine change. At first, the new engine wouldn't fit correctly. Then, after some grinding allowed the powerplant to settle into its cradle, the process of hooking it up began. A test fire indicated it was good to go by late afternoon.

When the sixth heat race was called to the grid, Bowersock's car did not answer the call, and an alternate received a free pass. The new engine suffered fuel pressure problems, denying the Miracle Motorsports team the chance to realize the fruit of their labor.

More than a dozen drivers had first-round qualifying tries snatched away by the Eldora concrete. Some of the fortunate few were able to rebound and put together a good second-round time, but they had to do it with slightly damaged cars.

Ted Loomis spent his Saturday putting the car back into respect- able form after the right side was heavily damaged. Loomis made the field qualifying 66th with just one lap.

It wasn't the way he had hoped to spend his Saturday afternoon, but it exemplified the effort of the American short-track racer. Loomis did much of the repair work himself, with an occasional helping hand. On the hot Saturday afternoon, he redrilled, reformed, and replaced sheetmetal on his No. 23. His effort allowed him the chance to run the heat race, but his starting position deep in the field denied him a chance to contest for starting spot. A second lap may have yielded a better starting position, but the never-say-die attitude kept this racer in the field for a chance at glory. It also gave him valuable track time for a future assault at Eldora.

It wasn't long ago that Dan Schlieper's future in a race car of any kind was in jeopardy. A four-wheeler accident left him with head and neck injuries. With time and therapy, he returned to racing-and it has been a good ride.

Schlieper went to a Rayburn chassis in August 2003, going back to a brand he had experienced before. The change helped. The engines are provided by Pro Power, a company operated by Bill and John Schlieper. It's all in the family.

Schlieper's World 100 domination started with a solid qualifying run, which earned him a spot in the pivotal sixth heat. After fast qualifier Scott Bloomquist drew the inversion of three cars, Schlieper was shuffled to a starting spot inside row two for the heat.

At the drop of the green, he was gone, taking the lead from polesitter Tim Hitt before the field passed the flagstand for the first lap. Schlieper stayed in front and earned the pole starting position for the World 100. When that race went green, he sent a message to everyone. The car was strong and Schlieper worked to keep the field at bay. He led every lap in getting his first win. His previous best was Fifth in last year's event.