Atlanta Motor Speedway
Template:Short description Template:Distinguish Template:Use American English Template:Use mdy dates Template:Motorsport venue
Atlanta Motor Speedway (currently known as EchoPark Speedway for sponsorship reasons, formerly known as the Atlanta International Raceway from 1960 to 1990) is a Template:Convert quad-oval intermediate speedway in Hampton, Georgia. The track has hosted a variety of sanctioning bodies since its inaugural season of racing in 1960, including NASCAR and IndyCar. The venue has a capacity of 71,000 as of 2015 and includes various track layouts, including a Template:Convert oval on the track's frontstretch, and a Template:Convert roval road course layout. Atlanta Motor Speedway is currently owned Speedway Motorsports, LLC (SMI) and is led by track general manager Brandon Hutchison.
In the late 1950s, plans were made by the First Georgia Securities Corporation to build a facility that rivaled the Indianapolis Motor Speedway. After a months-long delay, the first races were held in 1960. Shortly after, the track faced heavy financial troubles, having to enter Chapter 10 bankruptcy in 1971. After periods of stability directed by Stacey Cotton and Walt Nix, the facility was bought out by motorsports mogul Bruton Smith in 1990, with Smith and his company, SMI, directing the facility's expansion and renovation under longtime general manager Ed Clark. The track has since gone through two major reconfigurations since Smith's purchase: one in 1997 that changed the layout of the track, and one in 2021 that changed the style of racing to produce pack racing seen at superspeedways.
Description
Configurations
The track in its current form is measured at Template:Convert, with 28 degrees of banking in the turns and five degrees of banking in the straightaways.<ref name="AtlantaReconfigured">Template:Cite web</ref> The racing surface width varies, with a recorded 52 feet on the frontstretch, 42 feet on the backstretch, and 40 feet in the turns.<ref>Template:Cite web</ref> From 1997 to 2021, the racing surface was at a recorded 55 feet with 24 degrees of banking in the turns.<ref>Template:Cite web</ref> When the track first opened as a true oval, it was advertised to be banked at 24 degrees in the turns, with the straightaways being "banked slightly".<ref>Template:Cite news Template:Open access</ref>
In 1992, developers added a Template:Convert road course layout that combined the main oval with a specialized infield portion to create a "roval".<ref name="AtlantaRoval" /> As part of the 1997 reconfiguration, developers added a Template:Convert oval on the track's frontstretch to accommodate legends car racing.<ref>Template:Cite news Template:Open access</ref>
Amenities
Atlanta Motor Speedway is next to the concurrent U.S. Route 41 and U.S. Route 19, along with Georgia State Route 20.<ref>Template:Cite web</ref> As of 2015, the track had a reported capacity of 71,000,<ref name="AtlantaSeating">Template:Cite web</ref> with recent estimates being unknown due to the track's parent company, SMI, refusing to release capacity statistics as late as 2021.<ref>Template:Cite web</ref> At its peak, the facility held a maximum of 124,000 according to a 2010 report by the Atlanta Magazine.<ref name="Atlantamagazine–2010" /> The track complex also features a nine-story condominium complex called Tara Place. It was completed in 1994 and features 46 units<ref name="AtlantaCondos" /> along with a ballroom.<ref>Template:Cite news Template:Open access</ref> In total, the facility covers around 850 acres of land.<ref>Template:Cite web</ref>
Track history
Planning and construction
On April 8, 1958, The Atlanta Constitution reported that the First Georgia Securities Corporation, led by president Richard W. King, announced plans to build a $1 million (adjusted for inflation, $Template:Inflation), 50,000-seat, 400-acre racing facility Template:Convert south of Atlanta along a location near U.S. Route 41. Atlanta International Raceway, Inc. (AIR) was formed to head the project.<ref>Template:Cite news Template:Open access</ref> Two months later, King and racing promoter of the nearby Lakewood Speedway, Carl Queen, opened a stock sale to the general public, with 479,550 shares being offered at $4 each; along with the announcement, the duo stated hopes of hosting NASCAR and United States Auto Club (USAC)-sanctioned races.<ref>Template:Cite news Template:Open access</ref> King later stated hopes of expanding the facility's uses to include "almost any conceivable outdoor show", with developers hoping to host four major races annually.<ref>Template:Cite news Template:Open access</ref> With the announcements, it was slated to become the second-biggest racing facility in the United States at the time, only behind the Indianapolis Motor Speedway.<ref>Template:Cite news Template:Open access</ref>
The stock sale stagnated, with only $40,000 worth of shares being sold by the end of July.<ref>Template:Cite news Template:Open access</ref> In August, drivers Curtis Turner and Joe Weatherly were announced by King as racing directors within the track's leadership, replacing Queen and Ernie Troutman, whose stock in the company was bought by track directors.<ref>Template:Cite news Template:Open access</ref> With Queen sacked, he and King entered into a dispute over future race dates between Lakewood Speedway and Atlanta International Raceway, with both stating that they weren't willing to give up dates if they happened to run races on the same day.<ref>Template:Cite news Template:Open access</ref> Groundbreaking occurred on September 17 at 1 PM EST, with King stating plans to host the first races at the facility "sometime in 1959";<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> actual work on the facility, however, did not start until late November.<ref>Template:Cite news Template:Open access</ref>
Delays and postponements
By February 1959, Turner and Weatherly both threatened to resign from their positions and file lawsuits against the company, with Weatherly stating that they did not pay them enough for stock sold at meetings, a claim which King refuted.<ref>Template:Cite news Template:Open access</ref> In addition, Weatherly claimed that he only hired to promote and did not want to be involved with selling stock, but was later forced to; he also implied that the financial situation and opening date of the track was unstable, stating, "They painted us a pretty picture... that picture isn't so pretty anymore".<ref>Template:Cite news Template:Open access</ref> Four months later, although stock sales saw further stagnation, the project was able to secure a $400,000 loan, with King claiming that construction progressed enough that construction crews started building the grandstands.<ref>Template:Cite news Template:Open access</ref> The number of flagship races for the track later decreased to three.<ref>Template:Cite news Template:Open access</ref>
A NASCAR-sanctioned race for November 22, 1959, was set in late August, with NASCAR executive director Pat Purcell stating that he thought that the facility would be completed within the next 60 days.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> In its USAC ventures, however, Indianapolis Motor Speedway superintendent Clarence Cagle recommended changes to the track to increase safety for it to have a better chance at receiving a USAC date.<ref>Template:Cite news Template:Open access</ref> Construction hit its first snag when road building was delayed due to fears of explosive hazards in August.<ref>Template:Cite news Template:Open access</ref> In October, 20 days of rain plagued the track's construction, with construction being left half complete. As a result, track leaders decided to postpone the race, hoping to reschedule it in December or January 1960.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> The race was eventually postponed to March 27, the same day as a major race for Lakewood Speedway;<ref>Template:Cite news Template:Open access</ref> however, with the track still being constructed by February, leaders opted to postpone the race indefinitely.<ref>Template:Cite news Template:Open access</ref>
Four months later, Art Lester replaced King as president of the facility after he obtained over $1 million in financial aid.<ref name="AMSfinancialaid">Template:Cite news Template:Open access</ref> In addition, the track was able to reschedule the NASCAR race for a July 31 date along with the addition of another unscheduled NASCAR race within the year, signing a $636,000 contract with the E. Jack Smith Construction Company to build the remainder of the track.<ref>Template:Cite news Template:Open access</ref><ref name="AMSfinancialaid" /> USAC, despite encouraging words from USAC director of competition Henry Banks,<ref>Template:Cite news Template:Open access</ref> reportedly refused to race at the facility unless "changes are made in the banking of the track", with USAC claiming they found "one dip especially awkward".<ref>Template:Cite news Template:Open access</ref> By the end of June, while NASCAR founder Bill France Sr. was confident that the track would be ready for racing by July 31, he stated that developers had "a heck of a lot of work to do".<ref>Template:Cite news Template:Open access</ref> On July 3, Furman Bisher, a writer for The Atlanta Journal, remarked that while he was able to confirm that the facility would open on time, he wrote that the facility had only built "necessary conveniences", had costed $1.8 million, and that most of its original leadership abandoned the project by its completion.<ref>Template:Cite news Template:Open access</ref>
First years
The first tests on the facility were run by Jack Smith on July 10, with Smith being told to sandbag the session.<ref>Template:Cite news Template:Open access</ref> The facility officially opened to teams on July 25 for pre-race activities for the 1960 Dixie 300; however, the track saw immediate problems. Purcell ordered the fixing of a seven-foot flaw "between the straightaway and the pits" the same day,<ref>Template:Cite news Template:Open access</ref> with no protective guardrails were installed.<ref>Template:Cite news Template:Open access</ref> Rain plagued the track on the 28th, with "a bad bump in the middle groove of the first turn" being reported by drivers.<ref>Template:Cite news Template:Open access</ref> To run the race, track executive Alf Lester hired 17 high school football players for a week.<ref>Template:Cite news Template:Open access</ref> The race itself did not produce any major problems in the track,<ref>Template:Cite news Template:Open access</ref> with a crowd of 25,000 witnessing Edwin "Fireball" Roberts winning the inaugural race.<ref>Template:Cite news Template:Open access</ref> The victory was disputed by numerous drivers, most notably runner-up Cotton Owens who accused NASCAR officials of a scoring error.<ref>Template:Cite news Template:Open access</ref> Bisher later criticized the facility, stating that "[nothing] was ready, there was dirt everywhere. It was like a county fair in the boondocks".<ref name="Atlantamagazine–2010">Template:Cite web</ref> Two weeks later, another annual NASCAR-sanctioned race, the Atlanta 500, was confirmed to be run in late October.<ref name="Atlanta500">Template:Cite news Template:Open access</ref>
On the same day, an attempt to overthrow Lester by an opposing stockholder group led by T. Walker Jackson and A. E. Deermont was formed because they felt that "Lester is not doing a good job".<ref>Template:Cite news Template:Open access</ref> Lester, who was facing his second attempt to overthrow him during his tenure, angrily stated that if he was overthrown, leadership would have to pay off an insurmountable $562,000 mortgage payment.<ref name="Atlanta500" /> A vote was scheduled for September 10, with Jackson claiming that their group had enough votes to sack Lester, unlike the first attempt.<ref>Template:Cite news Template:Open access</ref> A lawsuit was filed on September 1 by 15 stockholders who supported Lester against five opposing stockholders who claimed that they wanted to hold a special stockholders' meeting to oust the current leadership, leading to the "endanger[ment of] the corporation's financial structure".<ref>Template:Cite news Template:Open access</ref> A second lawsuit, filed by director I. C. Mitchell for libel, was made nine days later against Deermont and four other stockholders that claimed his reputation was damaged in a letter sent to 800 stockholders, which allegedly stated that Mitchell stole $100,000 in gate revenue.<ref>Template:Cite news Template:Open access</ref> Although Lester was able to garner enough support by election day to retain the current administration,<ref>Template:Cite news Template:Open access</ref> he decided to resign from his position,<ref>Template:Cite news Template:Open access</ref> handing it to Nelson Weaver.<ref>Template:Cite news Template:Open access</ref>
Renovations were steadily made during the first years. A guardrail was eventually installed by late October in time for the 1960 Atlanta 500,<ref>Template:Cite news Template:Open access</ref> but parts of the track still remained unpaved.<ref>Template:Cite news Template:Open access</ref> A new scoreboard, touted as the "world's most modern" by The Atlanta Journal, was installed nearly two years later.<ref>Template:Cite news Template:Open access</ref> By mid-1963, after further renovations, Weaver announced that the facility was able to make $179,046 (adjusted for inflation, $Template:Inflation) in profit for the year, displaying financial success.<ref>Template:Cite news Template:Open access</ref> In 1965, Weaver announced preliminary plans to build a $500,000 dragstrip.<ref>Template:Cite news Template:Open access</ref> In 1967, rumors about the potential sale of AIR to various prospective buyers were reported, including driver and businessman Curtis Turner<ref>Template:Cite news Template:Open access</ref> and then-Atlanta Braves owner William Bartholomay.<ref>Template:Cite news Template:Open access</ref> Weaver later died on February 16, 1968.<ref>Template:Cite news Template:Open access</ref> The day before his death, Weaver appointed Jack Black to replace his position as president of AIR.<ref>Template:Cite news Template:Open access</ref>
American Raceways merger, financial troubles
Throughout the facility's first few years, most of its NASCAR-sanctioned races were plagued by rain delays, leading to financial troubles.<ref name="financialtroubles" /> In addition, according to Macon News writer John Krueger, AIR leadership was plagued by "power struggles for several years" along with "too many chiefs and not enough Indians".<ref>Template:Cite news Template:Open access</ref> NASCAR personalities, including Junior Johnson and Buddy Arrington, also stated displeasure with the facility, with a poor track surface, heavy mismanagement, and traffic concerns being key issues.<ref>Template:Cite news</ref> Before Weaver died, he used his own finances to keep the track afloat; the stability went away after his death.<ref name="financialtroubles" /> Under Black's leadership, in December 1968, AIR merged with the Lawrence LoPatin-owned Michigan International Speedway, which was built in the same year. With the deal, AIR announced an investment of $1 million worth of renovations for the facility, which covered a repave, a new dragstrip, seating expansion, and amenity improvements.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> The merger was approved by the U.S. Securities and Exchange Commission (SEC) in March 1969.<ref>Template:Cite news Template:Open access</ref>
By late 1969, after LoPatin expanded the company and a rebranded it to American Raceways, the company fell into financial trouble after their director of operations, Les Richter, left the company.<ref>Template:Cite news Template:Open access</ref> In response, American Raceways merged with the STP Corporation.<ref>Template:Cite news Template:Open access</ref> The next year, AIR directors attempted to stop LoPatin from purchasing controlling interest of the facility;<ref>Template:Cite news Template:Open access</ref> by this point, LoPatin was seen as a self-centered dictator who had virtually no practical experience with racing within local Atlanta media.<ref>Template:Cite news Template:Open access</ref> In June, AIR directors initiated plans to sever ties from American Raceways after numerous executives, including Black, were removed from active roles or resigned due to LoPatin's leadership and the company's financial troubles.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> However, by mid-July, American Raceways was able to purchase complete control over AIR.<ref>Template:Cite news Template:Open access</ref> LoPatin was reportedly ousted shortly after from his position, with Charlotte Motor Speedway president Richard Howard deciding to assist the track so it could run the 1970 Dixie 500.<ref>Template:Cite news Template:Open access</ref> Furman Bisher later recalled, "it was run like a 10-year-old boy would run a candy store. People who knew nothing about racing were trying to run races. Stockholders who knew nothing about a race track were trying to tell people who did how a race track ought to be run."<ref>Template:Cite news Template:Open access</ref>
By the running of the Dixie 500 in August, American Raceways oversaw numerous major executive changes.<ref>Template:Cite news Template:Open access</ref> The race itself was under threat of being cancelled when the Internal Revenue Service (IRS) demanded they pay $35,000 as a partial payment on their delinquent taxes, which totaled over $58,000.<ref>Template:Cite news Template:Open access</ref> As part of a last-ditch effort to save the facility from filing bankruptcy, they hoped to merge companies with the Charlotte Motor Speedway, led by track president Richard Howard.<ref>Template:Cite news Template:Open access</ref> A deal with Charlotte was officially confirmed in December; an announcement that American Raceways had left the track's management was also made.<ref>Template:Cite news Template:Open access</ref> However, a month later, Charlotte backed out of the merger, with Howard claiming that "many factors", including a local 5% "amusement tax" on gate receipts, misleading debt figures, and an increase of ad-valorem tax by fourfold had made him back out of the deal, essentially sealing the facility's fate of bankruptcy.<ref>Template:Cite news Template:Open access</ref>
Bankruptcy
Atlanta International Raceway officially filed for Chapter 10 bankruptcy on January 19, 1971, becoming a ward under the orders of United States District Court for the Northern District of Georgia judge Sidney Oslin Smith Jr.<ref>Template:Cite news Template:Open access</ref> The court later appointed attorney R. Neal Batson to run the track as trustee.<ref name="'Do or Die' Bind">Template:Cite news Template:Open access</ref> The bankruptcy itself was also seen as a key point that put the stability of stock car racing into question; superspeedways like Atlanta across the Southeast had found themselves in economic trouble, with car manufacturers withdrawing financial support from it.<ref>Template:Cite news Template:Open access</ref> At the time of the filing, the facility found itself with around $1,400,000 in debt.<ref>Template:Cite news Template:Open access</ref> With the move, the facility was able to hold the 1971 Atlanta 500, securing a loan from the First National Bank of Atlanta.<ref>Template:Cite news Template:Open access</ref> Five board members also pledged to raise $175,000–200,000 for the race to run.<ref>Template:Cite news Template:Open access</ref> The race later found itself to be crucial to AIR's survival; with a crowd of 65,000 or more being claimed for the minimum number needed for its survival,<ref name="financialtroubles">Template:Cite news Template:Open access</ref> former general manager Hal Hamrick stated, "If the fans don't turnout for this one, it is the end of major league auto racing in Atlanta and the end of AIR".<ref name="'Do or Die' Bind" />
The 1971 Atlanta 500 saw a crowd of around 57,000.<ref name="1971Atlanta500">Template:Cite news Template:Open access</ref> While below the number that was claimed to be needed, Batson viewed it optimistically, although warning that "we're not out of the woods".<ref>Template:Cite news Template:Open access</ref> After the race, three groups displayed interest in buying the track, including Howard.<ref name="1971Atlanta500" /> In May, Batson was replaced by lawyer Stacy Cotton as trustee,<ref>Template:Cite news Template:Open access</ref> with Walter Nix later being appointed as general manager.<ref>Template:Cite news Template:Open access</ref> Within the first year of bankruptcy, AIR made around $188,000, showing optimistic progress.<ref>Template:Cite news</ref> In the 1972 Atlanta 500, a storm plagued the track, destroying numerous amenities, including concession stands and parts of grandstands.<ref>Template:Cite web</ref> However, despite the storm, the race was able to make a profit.<ref>Template:Cite news</ref> The next year, while making around $750,000 in profit,<ref>Template:Cite news</ref> Cotton approved a reorganization plan that would allow Jim Baker and Walter Nix to own controlling interest of the track for $500,000, with the duo planning to use $350,000 of the money to buy stocks.<ref>Template:Cite news</ref><ref>Template:Cite news Template:Open access</ref> The plan caused some outrage among minority stockholders, who felt that the value of their stock had decreased massively with the deal.<ref>Template:Cite news</ref>
Bankruptcy judge W. H. Drake recommended the reorganization plan in June.<ref>Template:Cite news Template:Open access</ref> The next month, North Carolina Motor Speedway president L. G. DeWitt joined Baker and Nix in their bid to own the track.<ref>Template:Cite news Template:Open access</ref> The reorganization plan was rejected by AIR stockholders; in response, Drake made modifications to appease the opposing stockholders.<ref>Template:Cite news Template:Open access</ref> By the end of the year, Smith awarded the three ownership and placed Larry Hogan and Bob Latford to run AIR. However, in April 1974, leading stockholder James Price challenged the decision in the United States Court of Appeals for the Fifth Circuit, as stockholders voted again to reject the plan.<ref>Template:Cite news Template:Open access</ref> Price claimed that if the three bought the track, the stock would lose five-sixths of its value.<ref>Template:Cite news Template:Open access</ref> The court denied Price's bid in January 1975, essentially setting up control for the three.<ref>Template:Cite news Template:Open access</ref> Price later appealed to the Supreme Court of the United States in May,<ref>Template:Cite news Template:Open access</ref> who rejected to hear his appeal.<ref>Template:Cite news Template:Open access</ref> The initial phase of reorganization that included debt payments began in July of that year.<ref>Template:Cite news Template:Open access</ref> By January 1976, the second phase started, which gave creditors options for their stock.<ref>Template:Cite news Template:Open access</ref> Two months later, on March 10, the track was officially turned over to a five-man board of directors, ending five years of bankruptcy.<ref>Template:Cite news Template:Open access</ref> With the deal, the three owned around 52% of AIR.<ref>Template:Cite news Template:Open access</ref>
Post-bankruptcy under Walter Nix and L. G. DeWitt
In 1978, AIR underwent a repave which was completed by June of that year.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> By the end of the year, Hogan resigned from his position as general manager.<ref>Template:Cite news Template:Open access</ref> The next year, during the 1979 Atlanta 500, the first fatality at AIR occurred when Dennis Wade, an 18-year-old mechanic for Dave Watson, was hit by Watson after he spun on pit road, killing Wade.<ref>Template:Cite news Template:Open access</ref> Within the year, Winston-Salem Journal writer Mike Mulhurn reported that a group directed by Hogan tried to oust DeWitt from his leadership at both North Carolina Motor Speedway and AIR.<ref>Template:Cite news Template:Open access</ref> However, the takeover of both facilities failed.<ref>Template:Cite news Template:Open access</ref> In 1984, a crash including driver Terry Schoonover claimed the life of the first racer at the facility during the 1984 Atlanta Journal 500.<ref>Template:Cite news Template:Open access</ref> Partly as a result of Schoonover's death, then-general manager Mike Helton announced the construction of new walls.<ref>Template:Cite news Template:Open access</ref> In January 1986, Helton announced $3 million in renovations ahead of the 1986 The Winston.<ref>Template:Cite news Template:Open access</ref> Two years later, the facility went through its second repave in 10 years; the repave was meant to be done the next year, but Nix decided otherwise.<ref>Template:Cite news Template:Open access</ref> In September 1989, The Charlotte Observer reported that motorsports businessman Roger Penske offered to purchase the facility from DeWitt and Nix at an unspecified amount.<ref>Template:Cite news Template:Open access</ref> However, on the 22nd, the duo was reported to have rejected Penske's offer.<ref>Template:Cite news Template:Open access</ref>
Bruton Smith era
On February 22, 1990, both Charlotte and Atlanta local media reported that negotiations between Nix and a prospective buyer looking to purchase AIR, Charlotte Motor Speedway owner Bruton Smith, began.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> Although the facility was expected to have been sold within the month, by the next day, both men denied that the sale had gone through; Smith reported delays in the sale due to "small snags",<ref>Template:Cite news Template:Open access</ref> and Nix outright denied a closed deal.<ref>Template:Cite news Template:Open access</ref> Four days later, Charlotte Observer writer Tom Higgins reported that a sale was imminent,<ref>Template:Cite news Template:Open access</ref> which Nix again denied.<ref>Template:Cite news Template:Open access</ref> In early March, Smith claimed that he was waiting for Nix to agree to the deal.<ref>Template:Cite news Template:Open access</ref> Two months later, although his earlier offer stalled, Smith stated renewed hope at purchasing AIR.<ref>Template:Cite news Template:Open access</ref> After another two months passed, AIR released a press statement that declared that Smith's second offer was most likely going to be accepted by AIR's directors.<ref>Template:Cite news Template:Open access</ref> By mid-October, Winston-Salem Journal writer Mike Mulhurn wrote that Smith had begun planning his first promotions at the track, unofficially confirming his purchase.<ref>Template:Cite news Template:Open access</ref>
Smith's purchase was officially confirmed on October 24, paying $19.8 million for the facility. Bob Marcum, the manager at the Speedway Club at Charlotte Motor Speedway, was appointed as general manager.<ref>Template:Cite news Template:Open access</ref> With the purchase, Smith announced a plan that sought to invest $75 million worth of renovations to the track.<ref>Template:Cite news Template:Open access</ref> The facility was also renamed to Atlanta Motor Speedway.<ref>Template:Cite news Template:Open access</ref> Within the first year of Smith's ownership, he announced the construction of a new 21,000-seat grandstand<ref>Template:Cite news Template:Open access</ref> along with traffic flow improvements, which had been a major issue with the facility since the track's inception.<ref>Template:Cite news Template:Open access</ref> The improvements were completed by November 1991.<ref>Template:Cite news Template:Open access</ref> A month later, he announced the construction of a Template:Convert road course layout that utilized both the oval and specialized infield portions, creating a "roval";<ref name="AtlantaRoval">Template:Cite news Template:Open access</ref> the road course held its first races in September 1992.<ref>Template:Cite news Template:Open access</ref> That same year, Marcum resigned from his position, with vice president of events at Charlotte Motor Speedway, Ed Clark, replacing him.<ref>Template:Cite news Template:Open access</ref> In 1993, Clark announced a three-year plan to expand capacity to 180,000. Along with the announcement, plans for a new condominium complex, totaling 112 units, were made.<ref>Template:Cite news Template:Open access</ref> Groundbreaking on the complex, named Tara Place, started on June 1,<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> and although it saw initial poor sales,<ref>Template:Cite news Template:Open access</ref> the $25 million facility partially opened by March 1994.<ref>Template:Cite news Template:Open access</ref>
1997 repave
Within 1994, Clark announced further renovations that were scheduled to be completed by 2000. Among said renovations were the addition of 68,000 seats, expansion of luxury boxes, and the reconfiguration of the track to become a quad-oval.<ref>Template:Cite news Template:Open access</ref> Tara Place was fully completed in November of that year, with 32 of the 46 condos being sold.<ref name="AtlantaCondos">Template:Cite news Template:Open access</ref> In August 1995, a new grandstand was constructed, adding 21,000 permanent seats.<ref>Template:Cite news Template:Open access</ref> The reconfiguration started a year and a half later, turning the track from a Template:Convert true oval into a Template:Convert quad-oval. The decision at the time drew criticism from drivers, including Dale Earnhardt, John Andretti, and Johnny Benson Jr.<ref>Template:Cite news Template:Open access</ref> The renovation itself cost $30 million and added 37,000 seats, a Template:Convert oval for legends car racing within the track's frontstretch, 44 luxury suites, and upgraded garages.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref> The first tire tests on the new surface were run in September by Bill Elliott,<ref>Template:Cite news Template:Open access</ref> and it held its first races in November.
In July 2005, a F2 tornado caused by the remnants of Hurricane Cindy hit the facility, causing an estimated $40 million in damage to the facility's grandstands, condominium complex, and other amenities.<ref>Template:Cite news Template:Open access</ref> The racing surface, however, was not affected,<ref>Template:Cite news Template:Open access</ref> and cars were able to test on the facility in early August.<ref>Template:Cite news Template:Open access</ref> The next year, developers demolished the backstretch Weaver Grandstands, converting it to a motorhome parking lot. To replace it, developers built a new portion of grandstands on the frontstretch, adding new suites on top of the newly built Winners Grandstand.<ref>Template:Cite news Template:Open access</ref> With the addition, seating was expanded to 113,000.<ref>Template:Cite news Template:Open access</ref> Four years later, the track lost one of its NASCAR Cup Series race weekends to Kentucky Speedway, another track that Bruton Smith owned.<ref>Template:Cite web</ref> Throughout the 2010s, AMS made gradual decreases to capacity; by 2015, capacity decreased to 71,000 according to NBC Sports.<ref name="AtlantaSeating" /> Further decreases were made in early 2018, when an unspecified number of seats were torn down in order to construct a hospitality area.<ref>Template:Cite news</ref> Later that year, Clark stepped down from his position as general manager, handing it over to assistant general manager Brandon Hutchison.<ref>Template:Cite web</ref>
Entertainment complex proposal, 2021 repave
In late 2019, Clark announced a proposal to build a $1 billion entertainment complex if the state of Georgia legalized gambling.<ref>Template:Cite web</ref> A hearing in the Georgia House of Representatives was scheduled in January 2020,<ref>Template:Cite web</ref> with the Henry County Board of Commissioners later voting in favor a statement of approval for a statewide referendum on the issue on the 21st.<ref>Template:Cite news</ref> However, the bill, now titled Senate Resolution 841, was viewed as a long shot; SR 841 needed a two-thirds majority in both houses of the Georgia General Assembly along with a popular vote, with Georgia historically holding a hardline stance on anti-gambling due to religious influence.<ref>Template:Cite news</ref> In March 2021, the proposal saw revived support when Georgia saw increased support for online sports betting, with Clark now campaigning to legalize gambling.<ref>Template:Cite web</ref> However, by 2022, although Hutchison and Clark maintained they were still campaigning for the legalization of gambling and were still in support of building the complex, support for it essentially stagnated.<ref>Template:Cite web</ref>
Clark announced his retirement from his position of president in December 2019<ref>Template:Cite news</ref> which took effect in March 2020, ending a 27-year reign and giving complete control to Hutchison.<ref>Template:Cite news</ref> After Clark's retirement, SMI CEO Marcus Smith hinted an upcoming repave and possible reconfiguration back to the original oval configuration if the entertainment complex proposal passed.<ref>Template:Cite web</ref> On July 6, 2021, a repave and subsequent reconfiguration was officially announced; the first repave since 1997. Banking was increased in the turns by four degrees to a total of 28 degrees, and the racing surface was narrowed to produce a style of racing similar to superspeedway pack racing.<ref name="AtlantaReconfigured" /> The decision was met with criticism from drivers such as Denny Hamlin, Kevin Harvick, and Kyle Busch; particularly on accusations of a lack of driver input from SMI leadership.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> The repave was completed in late December,<ref>Template:Cite web</ref> and the first tire tests took place the next month.<ref>Template:Cite web</ref>
On June 3, 2025, SMI announced the track's renaming to EchoPark Speedway under a new seven-year sponsorship deal with the Smith family-owned business, EchoPark. The renaming ended a 35-year stint under the Atlanta Motor Speedway name.<ref>Template:Cite web</ref>
Events
Racing
NASCAR
The track hosts two annual NASCAR weekends, highlighted by NASCAR Cup Series races known as the Ambetter Health 400 and the Quaker State 400.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite web</ref> The track also hosts two NASCAR O'Reilly Auto Parts Series races<ref name="AtlantaXfinityTrucks">Template:Cite web</ref> with the Bennett Transportation & Logistics 250 and the Focused Health 250 alongside one NASCAR Craftsman Truck Series race known the Fr8 208 as support races for the Cup Series.<ref name="AtlantaXfinityTrucks" />
In 1986, the facility hosted a one-off iteration of The Winston (now known as the NASCAR All-Star Race),<ref>Template:Cite news Template:Open access</ref> which was originally intended to rotate among different venues each year. However, due to lackluster attendance, the race was moved to Charlotte Motor Speedway, where it remained its permanent home until 2020.<ref>Template:Cite web</ref>
IndyCar
Template:See also In January 1961, the track confirmed dates for a USAC-sanctioned race in July with Indianapolis-style cars.<ref>Template:Cite news Template:Open access</ref> However, after a frightened Eddie Sachs performed tire tests that saw average lap speeds over Template:Convert,<ref>Template:Cite news Template:Open access</ref> USAC decided to cancel the race,<ref>Template:Cite news Template:Open access</ref> with Henry Banks claiming that modifications to the track to accommodate USAC cars had not been made and that asphalt surface readings were at unsafe temperatures; up to Template:Convert. Track president at the time, Nelson Weaver, later questioned the authenticity of Sachs' fears and put out a statement that criticized USAC officials.<ref>Template:Cite news Template:Open access</ref> Four years later, Weaver began renewed talks with USAC to host a race;<ref>Template:Cite news Template:Open access</ref> this time, USAC awarded a race weekend in September.<ref>Template:Cite news Template:Open access</ref> The race ran again the next year.<ref>Template:Cite news Template:Open access</ref> In the 1970s and 1980s, Championship Auto Racing Teams (CART) also raced at the facility.<ref>Template:Cite news Template:Open access</ref><ref>Template:Cite news Template:Open access</ref>
In 1997, the Indy Racing League (IRL) announced plans to race a Template:Convert race at the facility, starting in 1998.<ref>Template:Cite news Template:Open access</ref> The race lasted for four years; the race was removed from the IRL schedule by the 2002 season.<ref>Template:Cite web</ref>
Other events and uses
The facility on numerous occasions has been used as an evacuee center in the event of hurricanes, including Hurricane Irma in 2017,<ref name="whnt9617">Template:Cite web</ref> Hurricane Florence<ref>Template:Cite web</ref> and Hurricane Michael in 2018,<ref>Template:Cite web</ref> Hurricane Dorian in 2019,<ref>Template:Cite web</ref> Hurricane Ian in 2022,<ref>Template:Cite news</ref> and Hurricane Idalia in 2023.<ref>Template:Cite news</ref>
In 2021, the Atlanta Marathon was moved to the speedway and its perimeter roads as a result of COVID-19 restrictions in Fulton County.<ref>Template:Cite web</ref> That same year, America's Got Talent: Extreme filmed its first season at the facility.<ref>Template:Cite web</ref>
Movie production
The facility has been used in the production of numerous films. It was first used for movie production in 1962 movie Thundering Wheels, with driver Jack Smith being featured in the movie.<ref>Template:Cite news Template:Open access</ref> Since, the facility has been used for the 1980 film Smokey and the Bandit II,<ref name="Atlantamagazine–2010" /> the 1982 Daniel Petrie-directed Six Pack,<ref>Template:Cite news Template:Open access</ref> and the 1983 Hal Needham-directed Stroker Ace.<ref>Template:Cite news Template:Open access</ref> In recent years, the 2017 film Logan Lucky used the facility as a stand-in for the Charlotte Motor Speedway.<ref>Template:Cite news</ref><ref>Template:Cite web</ref>
Lap records
As of February 2025, the fastest official race lap records at the EchoPark Speedway are listed as:
References
External links
- Pages with broken file links
- Buildings and structures in Henry County, Georgia
- Motorsport venues in Georgia (U.S. state)
- Champ Car circuits
- NASCAR tracks
- ARCA Menards Series tracks
- IndyCar Series tracks
- International Race of Champions tracks
- NASCAR races at Atlanta Motor Speedway
- IMSA GT Championship circuits
- Tourist attractions in Henry County, Georgia
- 1960 establishments in Georgia (U.S. state)
- Sports venues completed in 1960