One of the more (in)famous vehicles in junk car racing recently visited the big boneyard in the sky. It’s particularly sad for me, as this vehicle helped me back into the driver’s seat when I needed all the help I could get. The tenacious handling, phenomenal power complete with a BULLITT-worthy soundtrack in a brown station wagon; it was all positively insane. A sad tale indeed, but worth sharing from start to finish. So here’s Mr. Brian Pollock, owner of this brutally competitive Ford Fairmont Wagon, to tell the tale.
It started by accident: I was killing time browsing a local Mustang forum and saw a post titled “The 24 hours of LeMons is coming to Texas”. I confirmed the information and called my friend Dave, who bluntly told me, “I won’t let you not do this.” Next call was to another friend, Marty, because he’d been autocrossing before and we needed a guy who had some idea how to make a car turn. We applied for the race and started talking about potential cars. We settled on the world’s rattiest fox Mustang. The car was terrible in every way, but it finished the race in a remarkable 35th place and we were hooked.
By the end of the second race we had figured out how to make the car stop and turn and were talking about building a second car instead of a V8 swap in the Mustang. The hunt was on for a cheap, unusual Fox body. I really had my heart set on either a fox LTD, a Fairmont sedan, or the holy grail of oddball foxes, the 1980-82 fox-box Thunderbird. I ignored the guy who contacted me with the wagon while I waited for something else, but time, the lack of a better (worse?) option and the wagon’s steadily lowering price convinced me otherwise. One trip to Waco and $150 made it mine.
(Start the video at 2:15 for maximum effect.)
Now we needed parts, lots of them. How do you build a fast LeMons car on anything resembling a $500 budget? You do research, lots of it. You figure out what parts from what depreciated wrecks will make your depreciated wreck better. You figure out who the nearest car crusher is and you follow the fluctuating price of scrap steel. You live on Craigslist. You buy cars from sketchy tweekers so you can get the right master cylinder. Then you list that car on Craigslist so his buddies can buy a fender, or window, or something, so when it makes its final trip across the scales you get back in the black. You do that a lot. I stopped counting, but my running guess is we’ve been through somewhere in the neighborhood of 15 parts cars to build three LeMons cars.
Sometimes you’ll be forced to buy used car parts instead of used parts cars. Try to avoid this. If you can’t, buy in bulk. I needed a set of pistons and found what I was looking for in a damaged short block. I bought the whole short block, two aluminum intakes, a pair of wheels, a nitrous system, and a Mustang. After selling what I didn’t need, I got what I wanted for free and turned a profit.
Now you have to figure out how to assemble these bits into a car. Learn to weld. You’ll need piles of metallic detritus. Our seat brackets are made from frame sections from a wrecked trailer. Rear spring locators are old header collectors. The sheet metal covering the fuel cell is a ’69 Camaro hood. The access door has been a tool box, a fruitcake pan, and a metal box from a nut and bolt assortment. Another team covers their cell with the top of an old dryer. License plates are invaluable, we use them for everything, including the switch panel.
Your labor is free. Use it: we put around four-hundred man hours a year maintaining the car when we’re not racing.
We debuted the Fairmont wagon in October of 2009. We blew up the motor in practice Friday. We worked all night assembling another and getting it in the car. It blew up mid-day. By Sunday morning we had a borrowed car repaired and through tech, but I was too tired to drive. We won the LeMons “I Got Screwed” award.
For what seemed like forever, the Fairmont spent more time with the engine out than it did on track. It took until November of the following year to finish a race. When it did, our 22nd place finish came with the top prize in LeMons, “The Index of Effluency” and a check for $1501.
2011 Racing Season: it started with a series of unpredictable oil pressure issues. In three races we had one oil pump seize, one break, and we mysteriously lost oil pressure on the track but got it back while putting the car on the trailer. By June we had the Fairmont in pretty good shape but our “Arrive and Drive” drivers were lacking. By the end of the year we had our act somewhat together. We finished the year with a class “B” win and 11th overall.
2012 Racing Season: the year we almost made it. At Texas World Speedway (TWS) in February we led for the first four hours and had two laps on the field when a rear shock broke. One driver spun, and a control arm bolt broke. We finished 4th and won class B again this time with a $500 check. In March, we were in 2nd place in Chumpcar on the first day (Saturday) when we burned through the brakes: we finished 7th overall. We were leading day two’s (Sunday) race when another weird oil pressure issue popped up. We parked the Fairmont and found a cracked pick up screen swinging in the pan.
May brought LeMons to Eagle’s Canyon Raceway (ECR). We did an emergency re-ring job instead of practice, and had driver issues. I never looked at the final results. September in Houston had rain. I should mention that a heavy, stiffly sprung station wagon is undriveable in the rain. In the wet we were fighting to stay in the low 20s, when it dried up we dragged up to 8th place. Chumpcar came back to TWS in December. We just weren’t competitive there with that series: Saturday 12th place, Sunday DNF with a broken T-5 transmission.
Which brings us to the end of the line: Lap 2 of the 24 Hours of LeMons season ender at ECR. After a minor in-and-out penalty for going 2 wheels off, we were in 3rd place and about to lap the leader. We came up on him fast and spooked the driver into missing his turn in point.
He went wide and looked like he was giving up the inside line. He lost control and came across the track in to the Fairmont’s left rear tire. The crash did extensive damage to the rear end and rear suspension mounts. We limped the car around the track until mid-day Sunday when it finally became undriveable.
In the end it wasn’t the crash that took out the wagon. The 1978 Fairmont was Ford’s clean sheet design during a fuel crisis, and the nationwide 55 mph speed limit. I doubt the fox chassis was intended to peg its 85 mph speedometer, certainly not to come down the steep banking at Texas World Speedway at a stomping 135 miles per hour.
Three years of racing just wore out the car. Everything from the cage forward bent, shifted, and sagged. The car droops when it goes on the lift and collapses when it comes down. It’s just not safe to drive anymore. Marty summed it up best while disassembling it:
“I’ve had more fun with this car than anything else in my life.”
We built the car, not as a joke, per se, but to be preposterous. We knew we could make it fast, and we knew we didn’t want another Mustang. There were 11 Mustangs in our Mustang’s last race. From the beginning we set out to have a winning car, but mechanical issues held us back for a long time. We prided ourselves on being able to out run the sports cars.
One of my favorite moments was coming up on a pack of three 944s and two Miatas just before a multi-turn complex at ECR. It took me two corners to pass 4 of the cars and one more to get the 5th. I don’t consider myself to be anything more than a competent driver, so I loved being able to get off line and pass cars that have some business being on a race track.
People generally loved the car…but some hated it.
We were even accused of cheating! Ratted out for our roller rockers when the motor was disassembled on the trailer, in a race where we didn’t complete more than 25 laps, of all things! We had the fox body’s historical successor, the Taurus SHO teams vote us for “The People’s Curse,” which Jay Lamm quickly, logically ignored.
I guess people couldn’t understand how a station wagon could out handle a Porsche.
They didn’t figure the hundreds of hours we put into the car in a year and our creative ways of solving problems, they assumed we were throwing money at it.
We did get a lot of positive comments on the car. At every race we would meet new people who wanted to introduce themselves and talk about the car. (including myself – SM) I heard a number of people laugh as it rolled out on the track, only to be amazed once they saw it run. We got word from strangers all over the country who loved the car and wanted to drive it someday.
The comments from friends who heard of its demise meant a lot to me.
Todd Nelson: This is a sad day indeed…for you. For the rest of us, we will no longer have to live with the image of being overtaken – often rapidly – by an old, brown, beat-up relic from yesteryear…with tremendous horsepower. I’ll pour one out with ya at the next race.
Douglas Narby: I remember the first time I saw the wagon (from our 240SX) I said on the radio “I am going to pass this wagon”. A more experienced teammate came back with something along the lines of “good luck with that”. He was right. Great job while it lasted, y’all!
Mark Da Silva: The wagon was amazing! You guys know the huge amount of time that damn boat made our BMW E30 work overtime just to keep up! I had the privilege to drive it at ECR too, so it’s a shame to put the car into retirement!
Good bye, Fairmont Wagon. We’ll miss you. – SM