Edward McKay Cheever Jr. is an American former racing driver who raced for 30 years in Formula One, sports cars, CART, the Indy Racing League. Cheever participated in 143 Formula One World Championship races and started 132, more than any other American, driving for nine different teams from 1978 through 1989. In 1997, he won the 1998 Indianapolis 500 as both owner and driver; the team now competes in sports cars. Though born in Phoenix, Cheever lived in Rome, Italy as a child, he was introduced to motorsports at age eight, when his father took him to a sports car race in Monza. He soon began racing go-karts and won both the Italian and European Karting Championships at age 15, he worked his way up through the levels of European Formula racing, teaming with fellow American Danny Sullivan in Formula Three in 1975 scoring a significant win against Gunnar Nilsson and Rupert Keegan at the end of 1975 and driving for Ron Dennis' Project Four team in Formula Two in 1976, 1977 and 1978, finishing runner-up to René Arnoux in the 1977 championship.
By the end of 1977 he was considered the most promising driver in the world outside F1, scoring brilliant wins in 1977 in F2 at Nurburgring and Rouen, an outright win on the classic and terrifying French road circuit over Rosberg, Arnoux and Tambay and finishing 2nd on the road at Nurburgring to graded driver, Jochen Mass, having passed twelve drivers, many of the top F1 drivers on the second lap of the Nurburgring race, in a drive equal to Jack Ickx performances in 1976. But for a massive crash in a test session in a BMW saloon he would have move into a GP drive with Ferrari or Lotus, he remained always brilliant on the last days of the classical road circuits, fighting classic duels with Rosberg at Rouen and Nurburgring and in the first GP on the reopened Spa he drove his greatest race taking 3rd in the No2 Renault which never had engines equal to team leader Prost. Cheever first entered Formula One in 1978, shortly after his 20th birthday. After failing to qualify for the first two races of the year in Argentina and Brazil in a Theodore, he made the grid in South Africa in a Hesketh, but retired early.
He concentrated on Formula Two for the rest of 1978 and 1979. For the 1979 F2 championship, Cheever left Project Four and joined the Italian Osella team, taking three wins and fourth overall in their BMW-powered FA2. In 1980 Osella moved up to Formula One, Cheever piloting the team's Cosworth-powered FA1. However, the car was unreliable and Cheever managed just one finish all year, twelfth place at the team's home race in Italy. Switching teams as he tried to climb his way up the grid, Cheever had five points-scoring finishes for the Tyrrell team in 1981, three podiums for Ligier the following year, including a second place at the 1982 Detroit Grand Prix; the 1983 season proved to be Cheever's high point in Formula One. He signed with the factory Equipe Renault team alongside Frenchman Alain Prost, both of whom were among the year's Championship favorites. Cheever earned four more podiums and 22 Championship points driving the Renault RE30C for the first two races before driving its much better replacement, the RE40, for the remainder of the season.
But the team's disappointment after losing both the Drivers' and Constructors' titles late in the season brought about the replacement of both Cheever and Prost. His best finish for Renault was second in the Canadian Grand Prix at the Circuit Gilles Villeneuve in Montreal, while earlier in the season he achieved his highest career qualifying position when he was second to teammate Prost at the French Grand Prix at the Paul Ricard Circuit. Unconfirmed rumors had Renault signing Cheever as the French manufacturer was looking to sell more cars in North America, having an American driver in the factory backed Formula One team would help that cause. In six more seasons, he never drove another competitive F1 car. After leaving Renault, Cheever had two unsuccessful seasons with Alfa Romeo as teammate to Italian Riccardo Patrese; the thirsty and underpowered 890T V8 turbo engine used in the Alfas saw results few and far between, though it was believed Cheever outperformed his teammate despite failing to qualify for the 1984 Monaco Grand Prix.
Patrese though scored the only podium finish for the team in those two years when he finished third in the 1984 Italian Grand Prix. Cheever had been 3rd with 6 laps remaining but his Alfa ran out of fuel, handing the place to Patrese. 1985 wasn't helped by the team's car, the Alfa Romeo 185T, which proved to be uncompetitive, forcing the team to upgrade its 1984 car, the 184T to 1985 specifications and use it for the last half of the season, though the old car did not improve results despite proving faster as the fuel issue remained. Late in the 1985 season, Alfa announced they were pulling out of F1 at the end of the year, leaving Cheever without an F1 drive, while Patrese went back to Brabham in place of Nelson Piquet, moving to Williams. While racing in the World Sportscar Championship for Tom Walkinshaw Racing's Jaguar team, Cheever raced in only one F1 Grand Prix in 1986; this was for the American owned and sponsored Haas Lola team at Detroit, as a replacement for the injured Patrick Tambay.
Cheever qualified the unfamiliar Lola THL2 with its turbocharged Ford V6 engine in 10th position. Regular team driver, 1980 World Champion Alan Jones, could only qualify his car 21st. Both Lola's retired with steering damage in the race, Jones on lap 33, Cheever 4 laps later
Patrick Daniel Tambay is a French former racing driver. He competed in 123 Formula One World Championship Grands Prix, winning twice, securing 5 pole positions and scoring a total of 103 Championship points. In 2006, he raced in the inaugural season of the Grand Prix Masters formula for retired Formula One drivers, continued in the series in 2007. Early in his career, Tambay was a part of Formula 5000 with the team run by Carl HaasIn 1977, winning the Can Am championship with Haas, Tambay debuted in Formula One on a one-off basis with Surtees, driving in only one session at the 1977 French Grand Prix before spending the rest of the season with Theodore; the team, in collaboration with Ensign, was running their N177 chassis. The showings proved fruitful as he moved to McLaren to race Formula One full-time for the 1978 and 1979 seasons. In 1980, he returned to Can Am with the Lola team run by Carl Haas winning early in the season and winning his second Can-Am championship. In 1981 he returned to F1, first driving for the Theodore team finishing the season with Ligier.
In 1982, he was offered a place with the Scuderia Ferrari after the death of his close friend Gilles Villeneuve. He won his first Grand Prix at the German Grand Prix that year after Didier Pironi was injured in practice; the German GP was just his fourth race for the Maranello based team. He took his second and last Grand Prix win in 1983 at Imola, in a emotional victory in front of the Italian faithful when he drove the #27 Ferrari to the win after Riccardo Patrese crashed out of the lead with only 6 laps to go, he was dropped by the team in 1984 in favor of Italian Michele Alboreto. Tambay moved to Renault, spent a year reunited with his old boss Carl Haas racing in the Haas Lola F1 team. In 1987, Tambay formed his own sports promotion company in Switzerland, but gave this up in 1989 to return to racing. In 1989, he drove a Jaguar in the World Sportscar Championship and went on to finish fourth in the Le Mans 24 Hours, he took up desert raid racing, finishing twice in the top three on the Paris-Dakar.
Additionally, he has been noted as involved in the Tour de Corse jet ski race. Tambay was involved with the Larrousse team, beginning in 1994 as a partnership with friend and business associate Michael Golay. At the end of the 1994 season, the Fast Group SA company owned by Tambay and Golay ended its involvement with the team. Since retiring from full-time racing, Tambay has worked as a commentator for French television, he serves as the deputy mayor of Le Cannet, a suburb of Cannes. He is godfather to 1997 World Champion Jacques Villeneuve, his son Adrien is racing in the DTM championship. ‡ Graded drivers not eligible for European Formula Two Championship points Burbi, Massimo. 27: Patrick Tambay - The Ferrari Years. Evro Publishing. ISBN 1910505129
Edward Everett Mayer was an American motor racing entrepreneur, successful in several categories of racing, including Formula One and IndyCars. Mayer was born in Pennsylvania. While studying law at Cornell, he became involved in the Rev-Em Formula Junior team whose drivers included his brother Timmy and Peter Revson. After graduating in 1962 Mayer followed his brother and Revson to Europe and joined Bruce McLaren, setting up his Formula One team. Despite the death of his brother in 1964, Mayer continued to be involved in motor sport and assumed control of the McLaren team after Bruce McLaren was killed in 1970. For much of the 1970s McLaren enjoyed considerable success, with both Emerson Fittipaldi and James Hunt taking the drivers title. In addition to Formula One, McLaren competed in USAC, CART, CanAm racing under Mayer's management; the McLaren team won the Indianapolis 500 twice. Towards the end of the decade the team's Formula 1 results began to decline and title sponsor Marlboro engineered a merger with the Project 4 team run by Ron Dennis.
Mayer remained as joint managing-director until 1982, when he sold his shares and left the team he had helped to create. Mayer continued to work in motor sport, firstly in CART racing, running the Texaco Star team under the Mayer Motor Racing banner, in 1986 returning to Formula One as manager of Haas Lola, a new team he co-founded with Carl Haas and running 1980 World Champion, Alan Jones alongside of former Ferrari and Renault driver Patrick Tambay. While the results were poor, the team showed great potential with the car regarded as one of the best in the F1 paddock but was let down by the under powered Ford TEC turbo engine, until the acquisition of sponsor Beatrice forced the team's withdrawal. Following a year's retirement, Mayer returned to CART racing, joining the Penske team, as Vice-Chairman of Penske's motorsports operations, presiding over the teams' success in the 1990s, he moved to a consultancy role with Penske, which he continued until 2007. Mayer lived in England, he and wife Sarah Bryant had two children, Tim Mayer, in motorsports, Anne.
Both live in the United States. Mayer died on January 30, 2009, of complications following his decade-long struggle with Parkinson's Disease
Lola Cars International Ltd. was a racing car engineering company founded in 1958 by Eric Broadley and based in Huntingdon, England. Enduring more than fifty years, it was one of the oldest and largest manufacturers of racing cars in the world. Lola Cars started by building small front-engined sports cars, branched out into Formula Junior cars before diversifying into a wider range of sporting vehicles. Lola was acquired by Martin Birrane in 1998 after the unsuccessful MasterCard Lola attempt at Formula One. Lola Cars was a brand of the Lola Group, which combined former rowing boat manufacturer Lola Aylings and Lola Composites, that specialized in carbon fibre production. After a period in bankruptcy administration, Lola Cars International ceased trading on 5 October 2012. Many of Lola's assets were subsequently purchased by a partnership composed of Multimatic Engineering and the Carl A. Haas Automotive company. Lola was one of the top chassis suppliers in the 1960s. After its small front-engined sports cars came various single-seaters including Formula Junior, Formula 3, Formula 2 and Formula 1 cars.
Broadley designed Lola Mk.6 coupe fitted with the Ford V8 engine. Ford took a keen interest in this and paid Broadley to put the company on hold for two years and merge his ideas with Roy Lunn's work, giving rise to the Ford GT40. Broadley managed to release himself from this contract after a year and started developing his own cars again, starting off in sports cars with the Lola T70 and its successors which were used all over the world from the World Championship for Makes to the CanAm series, until 1973. In 2005, Lola announced that a new batch of T70 coupés, to the original specifications, would be released; these were to be homologated for historic racing and there was talk of a one-make series for the cars. Various Group 5 and Group 6 sports cars including the T212 and T28x/29x/38x/39x series were built, competing with Chevron and others. Alain de Cadenet's Le Mans'specials' tended to be based on Lola technology. Lola dominated the CanAm sports car series when it was revived in the late 1970s, but many motorsport fans do not consider the single-seater Formula 5000-based cars from this era to be true sports cars, despite their full bodywork and enclosed wheel-wells.
Lola introduced the T600/T610 range for IMSA GTP racing in the early 1980s – these were fitted with a range of engines including Cosworth and Chevrolet, as well as the novel Polimotor engine built using composite materials. Derivatives of this car were successful for Group C racing. Lola Group C and GTP cars tended to be built for manufacturer programmes the Nissan Group C entries and the Chevrolet Corvette GTP program. Lola built a car for the 3.5 L Group C formula, the T92/10, but the championship collapsed before this could be developed. More Lola has produced a range of sports cars for Le Mans-style racing starting with the B98/10, successful in the European market but less so in the USA; the B2K/10, with its additional central headlight reminiscent of a cyclops or a locomotive was more notable for its looks than its performance. While Lola has had limited success in the top class of the sport versus factory cars like the BMW V12 LMR and Audi R8, Lola has enjoyed periods of dominance in the second class, including championship class victories in the American Le Mans Series, although this has been threatened in the ALMS LMP2 by works-supported entries from Acura and Porsche.
A dedicated LMP675 car was built for MG in 2001, powered by a two-litre four-cylinder AER turbocharged engine. This was entered at Le Mans by the works team as the MG-Lola EX257, was run as the Lola B01/60 by private entrants. Developments of this car have been fitted with assorted small V8s and the chassis was developed into recent customer LMP1 and LMP2 chassis. An updated version of the Lola LMP2 came in 2005 with the introduction of the Lola B05/40, it became a contender in LMP2 by taking class honours in 2005 and 2006 at Le Mans with Ray Mallock Limited. It earned several class wins in the American Le Mans Series in 2005 and 2006 with Intersport Racing, including a second-place overall finish in the 2006 12 Hours of Sebring. In 2007, extensive updates were made to the chassis, to accommodate the all-new Acura powerplant run by Fernandez Racing. In addition, an brand new LMP2 prototype, the B07/40, was built to house the new AER-based Mazda engine; this new version is being run in the U. S. by B-K Motorsports.
Lola updated its LMP1 challenger in 2006 with the introduction of the B06/10. The car was run in the American Le Mans Series by Dyson Racing and in the Le Mans Series and the 24 Hours of Le Mans by UK-based Chamberlain-Synergy Racing. Chamberlain continued to run the machine in 2007 and 2008, while the former Dyson cars have been run off and on in the ALMS by Cytosport Racing and Intersport Racing; as with its LMP2 program, the 2007 calendar year saw Lola introduce further upgrades with the debut of the B07/10, which saw action in the Le Mans Series and the 24 Hours of Le Mans with Charouz Racing and the Swiss Spirit team. Lola took over the Multimatic franchise in Grand-Am's Daytona Prototype category in 2007. Krohn used his Riley cars at the 24 Hours of Daytona in 2008 but switched to the new cars in the season. Lola introduced a pair of closed-cockpit Le Mans prototypes in 2008, the first of, the B08/60 running in the P1 category; the first B08/60 was raced by the Charouz team and featured an Aston Martin V12 engine to GT
1983 United States Grand Prix West
The 1983 United States Grand Prix West was a Formula One motor race held on March 27, 1983 at Long Beach, California. After struggling in qualifying, the McLaren team, as they had done on occasions in 1982, found their way on race day, as John Watson and Niki Lauda climbed from positions 22 and 23 on the grid to finish first and second in the final United States Grand Prix West at Long Beach. Once again, the circuit had been modified to free up Ocean Boulevard, one of the city's main thoroughfares. Since the alternate route on Seaside Way included a tunnel under the Long Beach convention center, the pits were moved to the long, curving Shoreline Drive section, where the Start and Finish lines were reunited for the first time since 1977; as practice began on Friday, two bumps where the circuit rejoined the old layout at the end of the Seaside Way straight were causing problems. Some teams were concerned that the suspension on their cars would not last more than a few laps under race conditions.
René Arnoux was the first to go over the bumps flat out and his 1:26.935 led Alain Prost, Patrick Tambay and Riccardo Patrese on the day's timing chart, while Nelson Piquet and Watson found their Michelin qualifying tires useless and set poor times. Overnight repair work smoothed the problematic bumps. Tambay grabbed his first pole with a lap of 1:26.117, the only lap to beat teammate Arnoux's Friday time. American Danny Sullivan, in his only season of Formula One, managed ninth, while the other American in F1, Eddie Cheever was 15th, 7 places behind team mate Prost in the newer RE40 model; the McLarens of Watson and Lauda were never able to arrive at a balanced setup, they would start in 22nd and 23rd position. The race took place in sunny conditions. Tambay held the lead at the first corner. Rosberg behind him, tried to squeeze through the middle of the all-Ferrari front row, he touched Arnoux's right front with his left rear as he swung wide, but both continued, with Rosberg in second, followed by Laffite and Arnoux.
Rosberg spun in the lap while attempting to overtake, but continued without damage. After one lap, Sullivan was up to sixth, behind Arnoux, Cheever was ninth behind Prost. Sullivan was passed by Patrese on the second lap, by Prost and Cheever on lap three. Before long, Prost began dropping back with a misfire, plaguing him recurrently all weekend, he pitted on lap 16. Cheever was able to get by Arnoux and Patrese when Arnoux began to lose grip from his Goodyears, was up into fifth place; when Cheever entered the Renault pit for a new set of tires, however, he found the crew still working on Prost's car. Prost's problem was solved and he continued, albeit three laps down. Meanwhile, Rosberg had regained second place behind Tambay and, by lap 20, was again looking for a way by; the top six cars were all running close together, Rosberg soon found himself under increasing pressure from Laffite, in turn being hounded by Jean-Pierre Jarier's Ligier and Patrese's Brabham. On lap 26, Rosberg collided with Tambay, who spun and stalled.
Rosberg continued again. As he entered the chicane before the start/finish line, he found his teammate Laffite alongside and Jarier touching his gearbox behind; the two Williams cars touched and Jarier ran into the back of Rosberg, who hit the wall, bounced off, hit it again before sliding to a stop. Jarier continued, but only as a damaged front wing had spoiled his handling, he retired in the pits. Laffite was now with Patrese in second. By lap 28, the McLarens were lying third and fourth, having passed Marc Surer and Johnny Cecotto; when Watson got by Lauda at the end of Shoreline Drive, he was 20 seconds behind the two leaders. With Watson closing the gap to the front and Laffite's tires going off Patrese challenged Laffite for the lead, he slid wide, Watson and Lauda both passed before he rejoined the track. Soon after, the McLarens passed Laffite as well, from 22nd and 23rd on the grid, were now first and second. With Laffite still struggling with his tires, Patrese was able to catch him up again and took third on lap 52.
Arnoux was coming back through the field after a second tire stop, was waging battle with Cheever for fifth place when they came upon Laffite on lap 67, again at the end of Shoreline Drive. At the hairpin, the Williams and Ferrari swapped places around Cheever, as Arnoux went from sixth to fourth in one corner. On the next lap, Cheever lost fifth place when he pulled off with a broken gearbox. With just three laps to go, Patrese retired from third place. Semi-retired 1980 World Champion, Australian Alan Jones replaced regular Arrows driver Chico Serra for the race in what was to prove to be a short-lived comeback to Formula One. After qualifying a credible 12th on the grid in the Cosworth powered Arrows A6, Jones ran in the top 10 until retiring on lap 58 with fatigue. Jones, who had only raced at home in Australia since retiring from F1 following the 1981 season, was still suffering the effects of a fall from a horse on his farm a couple of months earlier where he had broken his hip. Lauda, suffering from a worsening cramp in his right leg, could not challenge Watson in the stages, the Ulsterman came home nearly half a minute ahead for his fifth victory.
It was the farthest back from which a modern Grand Prix
France the French Republic, is a country whose territory consists of metropolitan France in Western Europe and several overseas regions and territories. The metropolitan area of France extends from the Mediterranean Sea to the English Channel and the North Sea, from the Rhine to the Atlantic Ocean, it is bordered by Belgium and Germany to the northeast and Italy to the east, Andorra and Spain to the south. The overseas territories include French Guiana in South America and several islands in the Atlantic and Indian oceans; the country's 18 integral regions span a combined area of 643,801 square kilometres and a total population of 67.3 million. France, a sovereign state, is a unitary semi-presidential republic with its capital in Paris, the country's largest city and main cultural and commercial centre. Other major urban areas include Lyon, Toulouse, Bordeaux and Nice. During the Iron Age, what is now metropolitan France was inhabited by a Celtic people. Rome annexed the area in 51 BC, holding it until the arrival of Germanic Franks in 476, who formed the Kingdom of Francia.
The Treaty of Verdun of 843 partitioned Francia into Middle Francia and West Francia. West Francia which became the Kingdom of France in 987 emerged as a major European power in the Late Middle Ages following its victory in the Hundred Years' War. During the Renaissance, French culture flourished and a global colonial empire was established, which by the 20th century would become the second largest in the world; the 16th century was dominated by religious civil wars between Protestants. France became Europe's dominant cultural and military power in the 17th century under Louis XIV. In the late 18th century, the French Revolution overthrew the absolute monarchy, established one of modern history's earliest republics, saw the drafting of the Declaration of the Rights of Man and of the Citizen, which expresses the nation's ideals to this day. In the 19th century, Napoleon established the First French Empire, his subsequent Napoleonic Wars shaped the course of continental Europe. Following the collapse of the Empire, France endured a tumultuous succession of governments culminating with the establishment of the French Third Republic in 1870.
France was a major participant in World War I, from which it emerged victorious, was one of the Allies in World War II, but came under occupation by the Axis powers in 1940. Following liberation in 1944, a Fourth Republic was established and dissolved in the course of the Algerian War; the Fifth Republic, led by Charles de Gaulle, remains today. Algeria and nearly all the other colonies became independent in the 1960s and retained close economic and military connections with France. France has long been a global centre of art and philosophy, it hosts the world's fourth-largest number of UNESCO World Heritage Sites and is the leading tourist destination, receiving around 83 million foreign visitors annually. France is a developed country with the world's sixth-largest economy by nominal GDP, tenth-largest by purchasing power parity. In terms of aggregate household wealth, it ranks fourth in the world. France performs well in international rankings of education, health care, life expectancy, human development.
France is considered a great power in global affairs, being one of the five permanent members of the United Nations Security Council with the power to veto and an official nuclear-weapon state. It is a leading member state of the European Union and the Eurozone, a member of the Group of 7, North Atlantic Treaty Organization, Organisation for Economic Co-operation and Development, the World Trade Organization, La Francophonie. Applied to the whole Frankish Empire, the name "France" comes from the Latin "Francia", or "country of the Franks". Modern France is still named today "Francia" in Italian and Spanish, "Frankreich" in German and "Frankrijk" in Dutch, all of which have more or less the same historical meaning. There are various theories as to the origin of the name Frank. Following the precedents of Edward Gibbon and Jacob Grimm, the name of the Franks has been linked with the word frank in English, it has been suggested that the meaning of "free" was adopted because, after the conquest of Gaul, only Franks were free of taxation.
Another theory is that it is derived from the Proto-Germanic word frankon, which translates as javelin or lance as the throwing axe of the Franks was known as a francisca. However, it has been determined that these weapons were named because of their use by the Franks, not the other way around; the oldest traces of human life in what is now France date from 1.8 million years ago. Over the ensuing millennia, Humans were confronted by a harsh and variable climate, marked by several glacial eras. Early hominids led a nomadic hunter-gatherer life. France has a large number of decorated caves from the upper Palaeolithic era, including one of the most famous and best preserved, Lascaux. At the end of the last glacial period, the climate became milder. After strong demographic and agricultural development between the 4th and 3rd millennia, metallurgy appeared at the end of the 3rd millennium working gold and bronze, iron. France has numerous megalithic sites from the Neolithic period, including the exceptiona
Stewart-Haas Racing is an American professional stock car racing team that competes in the Monster Energy NASCAR Cup Series, the NASCAR Xfinity Series, the NASCAR K&N Pro Series West. The team is co-owned by three-time Monster Energy NASCAR Cup Series champion Tony Stewart and Haas Automation founder Gene Haas, it was founded in 2002 as Haas CNC Racing after Haas, whose company was a sponsor of Hendrick Motorsports, elected to form his own team. In 2009, driving for Joe Gibbs Racing, made a deal with Haas to drive for the team and in return receive a 50% stake in it; the team is based and headquartered in Kannapolis, North Carolina – 10 miles north of Charlotte Motor Speedway – alongside sister team and Formula One entrant Haas F1 Team, but the two teams are treated as separate bodies for legal reasons. In the Monster Energy NASCAR Cup Series, the team fields the No. 4 Ford Mustang full-time for Kevin Harvick, the No. 10 Mustang full-time for Aric Almirola, the No. 14 Mustang full-time for Clint Bowyer, the No. 41 Mustang full-time for Daniel Suárez.
In the Xfinity Series, the team fields the No. 00 Ford Mustang full-time for Cole Custer and the No. 98 Mustang full-time for Chase Briscoe. In the K&N Pro Series West, the team fields the No. 41 Ford part-time for Almirola. The Xfinity team is operated in partnership with Biagi-DenBeste Racing; the team receives engines from Roush-Yates Engines. The team has won in each of the three national touring divisions, joining Hendrick Motorsports, Richard Childress Racing, Joe Gibbs Racing, Roush Fenway Racing as the only teams to accomplish that feat. After being an associate sponsor of Hendrick Motorsports for a number of years, in April 2002, Gene Haas announced the formation of his own Winston Cup team for the 2003 season. Hendrick would provide cars and technical support for the team. Haas signed Jack Sprague, who had spent the previous six years driving in the Busch and Craftsman Truck series for Hendrick, to be his driver. Sprague, who at the time was sponsored by NetZero, brought his sponsorship with him and Haas' car became the No. 0 car.
The team operated out of a small shop rented from Hendrick Motorsports. After running Chevrolets in several races in late 2002, Haas CNC was one of several General Motors teams to switch from Chevrolet to Pontiac prior to the 2003 season. Haas CNC fielded a part-time team in the Busch Series that year, going full-time in 2004; the team switched back to Chevrolet after 2003. On July 10, 2008, it was announced that then-two-time Sprint Cup Series champion Tony Stewart would join the team as a driver and owner for the 2009 season, receiving a 50% stake in the team. Stewart had been driving for Joe Gibbs Racing, but was not happy with that team's switch from Chevrolet to Toyota, wanted to get back to racing for Chevrolet. Haas, desired to have Stewart drive for the team, for Stewart to attract sponsors and personnel; the team was renamed Stewart-Haas Racing. The team proceeded to sign several high-level sponsors and experienced personnel, while better utilizing its alliance with Hendrick Motorsports.
After fielding General Motors cars since the team was founded, on February 24, 2016 it was announced that the team would switch to Ford for the 2017 season, receiving engines from Roush-Yates Engines. The team restarted its program in the now-Xfinity Series. Haas CNC era What is now the No. 4 car was Haas CNC Racing's original foray into NASCAR's top series, with driver Jack Sprague and sponsor NetZero. Haas' car became the No. 0 Pontiac. Sprague posted a career-best 14th-place finish at the 2003 Daytona 500 to open up the season. Afterwards, the team began to struggle. After finishing 40th at Chicagoland, Haas released Sprague in favor of John Andretti, who finished 41st at New Hampshire and 33rd at Pocono, before qualifying 15th and finishing 19th at Watkins Glen; because Andretti had a prior commitment with Dale Earnhardt, Inc. Jason Leffler drove the car at the Brickyard 400. Leffler lost his ride with Ultra Motorsports, where he drove the No. 2 truck in the Craftsman Truck Series, because of his start at Indianapolis, but Haas hired him to drive the car on a more permanent basis shortly thereafter.
Ward Burton was signed to drive the car toward the end of the season after eight years with Bill Davis Racing, while Leffler was reassigned to the Busch Series to drive the No. 00 car. In the final four races, he finished 13th at 18th at Rockingham. In the 2004 off-season, Pontiac announced it was leaving the sport, forcing the team to switch back to Chevrolet. Burton began 2004 by finishing 17th at the Daytona 500 and earned the team's first top-10 finish the next week with a 9th-place finish at Rockingham; the team was 9th place in points. Despite top-20 finishes in two of the next three races, the team began to slip in points. After a streak of bad races, the team re-emerged at California with a 10th-place finish; the team racked up five straight top-20 finishes and Burton earned outside pole at the Brickyard 400, but made contact early in the race and crashed to a 39th-place finish. In October, Burton finished again in this time at Talladega. After finishing 40th at Phoenix, Burton was replaced by Mike Bliss.
The 2002 NASCAR Craftsman Truck Series champion took over and had an immediate impact finishing 10th at Darlington, leading Haas to sign him for the 2005 season. The team picked up Best Buy as an associate sponsor and four-race primary sponsor for 2005; the U. S. Coast Guard, sponsor for Haas CNC's Busch Serie