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Xfinity Series Spotlight: Darrell Wallace Jr.

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Darrell Wallace Jr. caught a break at the right time.

Starting in go-karts around 2002, Wallace had a fast racing progression. From karts to Bandoleros and Legend cars, Wallace was competing in Late Models by 2009. And up until that point, Wallace was doing so with the financial backing of his parents, Darrell Wallace Sr. and Desiree.

“We had a small business that was able to get us to 2009,” Wallace told NBC Sports, “and we were able to get that far. They spent a quarter of a million dollars in 2008, so that was a lot for them.”

Wallace ended up signing a development deal with Joe Gibbs Racing. He made his way into the NASCAR K&N Pro Series East with the Drive for Diversity program. Wallace won six races between 2010-12 and earned 2010 Rookie of the Year honors.

In 2012, Wallace went full-time in the Camping World Truck Series under the tutelage of Gibbs driver, Kyle Busch. After two full seasons and five wins, Wallace again made a move. This time, it was to the Xfinity Series, where he now competes for Roush Fenway Racing. Although he has yet to break into victory lane, Wallace is championship eligible after advancing into the second round of the inaugural Xfinity Chase.

As for the journey, Wallace admits, “Kind of the right spot at the right time.”

The following Q&A has been edited and condensed

NBC Sports: On your website, it says your interest in racing was by chance, what does that mean?

Wallace: I started racing when I was nine, but my dad bought a Harley Davidson and he wanted to trick it out and make it look good and the guy who did that, Chris Rogers, he had a bike shop. He raced out of the back of his shop, so we became good friends, and he invited us out to one of his races. We were sitting in the stands, and my dad was like, ‘Hey, you want to try it?’ So it was just one of those going out to watch and ended up buying a go-kart.

NBC Sports: How important was signing with Joe Gibbs Racing, in addition to participating in the Drive for Diversity program?

Wallace: The way it worked out was 2008 had a really good year; 2009 is when we signed on with JGR, and they gave us a little financial backing with the Late Model stuff, but that ended up being our worst year in Late Models. I don’t know why. We ran about half a season there and called it quits so then we were trying to figure out what’s the next step. JGR had their (K&N Pro Series) East program going on at the time, but they had Max Gresham and Brett Moffitt driving. So they didn’t really have anything, but they looked into the Drive for Diversity deal for us. We did some research and saw that Andy Santerre was running the whole deal, and we’re like, ‘Well, hell yeah, we’ll go over there and run that.’ It was kind of a blessing that we did because those two great years with the Drive for Diversity program really helped my career launch.

NBC Sports: Do you have a racing story you like to tell or one that stands out?

Wallace: Got a lot of good stories; got a lot of bad ones, too. I ran over my dad when we were go-kart racing. We were at Concord Speedway, and Chris (Rogers) and my dad were out there, and I leveled my dad at like 45 miles per hour. I thought I killed him and he comes hobbling up and says, ‘All right, let’s keep going.’ So that one’s probably the scariest one I’ve had. The best one is probably Dover. The first Dover (September 2010) I was scared. Driving into the corners like, ‘Heck no.’ Had motor problems, and we were in a Rookie of the Year battle with Cole Whitt. He blew a right front tire Lap 27; I blew a right front tire Lap 37. So we locked up the Rookie of the Year title.

Going back (in September 2011) I’m like, ‘Here we go with this place again’ and that’s when my mom lost her uncle. We took my name off the door, and I just put a piece of tape down and wrote his name on there. It was pretty special because we went out and won both practices, sat on the pole (by) two-tenths and won the race. So I think that was a pretty special weekend. That’s one of my favorite stories.

NBC Sports: Take me back to the Camping World Truck Series race at Talladega when you had that really bad accident in 2013, is that the most scared you’ve been behind the wheel?

Wallace: Yeah, I think so. When I hit for some reason there was a flash of like an actual car going down the highway, which I don’t know why that crossed (my mind), but it was like, ‘Holy crap.’ I had no brakes and was sliding towards I think it was Jeb Burton’s pit stall. Kyle (Busch) come down into me; hit the wall head-on, and I went back down heading straight for their pit box and closed my eyes and come to stop. Didn’t hit the wall. Then my spotter was like, ‘Put it in reverse, we still gotta finish,’ so I threw it in reverse not having brakes, so I’m gassing on it and John Wes (Townley) beats me by inches and then I don’t know how I stopped. I don’t know if I hit the wall or if it just kind of come to a stop. But that one was pretty scary.

NBC Sports: How did your love of instruments start and did you teach yourself how to play the drums?

Wallace: Mom says I was banging on pots and pans since I was two, so I had an itch for it. In middle school, you could try out for band when you got to seventh grade and you had to write down three things you wanted to play. Drums were my top one and think I put like saxophone and trumpet. Well, I didn’t get chosen for the drums but it ended up working out. The first year it was more of both Snare (Drum) and then when you have a Bass Drum, the one that sits on a stand and put your arm on it and just hit it with a mallet.

I took over that role in eighth grade, and everybody knew that was MY spot. But growing up, I got into the heavy metal stuff in about seventh grade and it took me listening to stuff and shutting out the words. Yeah, you don’t know what they’re saying unless you pull up the lyrics and read along, but it’s easy for me to listen to the drums and be like, ‘Oh, it’s kind of cool how he’s doing footwork.’ Now I’ve got my own little kit just trying to get better, and it’s fun to do.

NBC Sports: Have you always been very outgoing and open to sharing things on social media?

Wallace: Yeah, but (Ryan Blaney) is not. That’s more of me pushing him, ‘Hey, this is going out Twitter.’ Like that video of Chase (Elliott) I posted after the Georgia – Tennessee football game I said, ‘Hey bud, just so you know this is going on Twitter.’ That stuff, I’ve always been post it and get it in trouble later instead of worry about the consequences right away. But I’ve always been like that and the crazy stuff we’ve done, I think all you guys have seen it.

NBC Sports: Is there anything in particular you like to shoot when doing photography? 

Wallace: Really anything; a lot of time-lapse stuff. It’s always fun looking at the clouds and see what they’re doing because every three to four seconds it changes shapes. I haven’t picked up my camera in a while but I’m always looking at buying new equipment, and I don’t even use it. It’s weird and not smart decisions but it’s still fun to look at how to be better and how to take better pictures. We did a photo shoot recently for the Coca-Cola racing team, and people will think, ‘Oh, you just like to look at yourself’ and I’m like, no it’s really cool how you get these kind of shots. So I can sit there at a photo shoot and be there for hours trying to figure out what in the hell they are doing. I got to do stuff with NASCAR at the racetrack, like shoot the All-Star Race a couple of years ago. Shot the Xfinity race (at Charlotte) a few years ago as well.

NBC Sports: How is Darrell Wallace afraid of the dark?

Wallace: When you grow up and watch scary movies non-stop. I’ve had a love for scary movies but they scare the hell out of me …

NBC Sports: So do you keep the lights on all the time?

Wallace: No, I have a process that I need to film to share with you guys. So in my house, the living room has big high ceilings and it has a ceiling fan, but it doesn’t have a light. You have to use two lamps and then my stairs are right beside me; so I’ll get up and turn on my stairway light then go turn off my lamps. Walk up the steps, turn on my hall light, turn off my stair light; walk to my bedroom, look behind me, turn off my hallway light, close my door and go to bed. It’s a process. I don’t trust looking in the dark because your eyes start fixing to the dark and you start seeing stuff.

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Elliott Sadler, Justin Allgaier fastest in first of 2 Xfinity practices at Indianapolis

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Elliott Sadler (166.420 mph) and JR Motorsports teammate Justin Allgaier (166.211 mph) were fastest in the first of two NASCAR Xfinity Series practices Friday afternoon at Indianapolis Motor Speedway.

Kyle Busch, who has won the last two Xfinity races at IMS, was third fastest at 165.810 mph, followed by Erik Jones (165.508) and Paul Menard (165.466).

Teams are dealing with several changes for this weekend, including:

  • Taller rear spoiler and splitter package
  • Aero ducts on the lower front bumper area
  • 7/8-inch restrictor plate

There is one more Xfinity practice session scheduled for today from 3 to 3:55 p.m. on the NBC Sports app in preparation for Saturday’s Lilly Diabetes 250 race.

Click here for the full first practice session speed chart.

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NASCAR may further reduce how many Xfinity races Cup drivers can compete

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INDIANAPOLIS — NASCAR has talked with Xfinity teams about further limiting Cup drivers in Xfinity races, series managing director Wayne Auton said Friday at Indianapolis Motor Speedway.

One possibility would be for Cup drivers to be limited to five Xfinity races only regardless of their experience level, which could be a significant cut for some drivers.

Currently, drivers with more than five full-time seasons in Cup are limited to 10 Xfinity races. They also cannot compete in the four Dash 4 Cash races and the final eight races of the season.

Drivers with less than five full-time Cup seasons — Kyle Larson, Erik Jones, Ryan Blaney, Austin Dillon, Ty Dillon and Daniel Suarez for example — are allowed to compete in the Xfinity Dash 4 Cash races and all playoff events except the season finale in Miami.

The rule has had a limited impact with the results. Cup drivers have won 13 of 17 Xfinity races this season, heading into Saturday’s event at Indianapolis. Even with fewer Cup drivers in the Dash 4 Cash races, Cup competitors still won three of those four events.

“We have been in talks with teams about even limiting the number of races more or stay where we’re at,” Auton said. “Those conversations are ongoing. Stay tuned. I think some announcements will be coming out here pretty soon on what the garage area has asked us to look at.’’

With the current rules, 14 of the 17 Xfinity races have had at least three Cup drivers finish in the top five. The exceptions were Iowa (standalone race), Daytona (few Cup drivers competed) and Phoenix (a Dash 4 Cash race).

“We want to make sure that we have 40 cars on the racetrack every week and we have 40 competitive cars on the racetrack every week,’’ Auton said. “I’m very proud of the way our Xfinity drivers have held up this year. Have they won as many races as the other series drivers? No, they haven’t, but I’m going to tell you what, you can’t go from a lack of effort. They’re really driving their cars really hard this year to make sure they get that championship at Homestead.’’

Even so, Kevin Harvick has issues with further reducing the number of Xfinity races for Cup drivers. He notes such a change could impact teams financially. 

“I think that’s the one thing that a lot of people forget,’’ Harvick said on his SiriusXM NASCAR Radio show. “They want to take this Xfinity Series and they want to make it into Xfinity drivers only. Well, guess what? If you don’t race against the Cup guys and you don’t have that experience on a weekly basis of learning what those Cup guys are doing to run fast and how this sport works, all that is going to happen is you’re just going to struggle longer when you get to Cup. You’re not going to have all the tendencies of the things that you need just racing against Xfintiy drivers that don’t have all the experience that Cup guys get.

“And oh by the way. Those Xfinity sponsorships? Most of those sponsorships are tied to a Cup guy. If they dropped these races to five races like they’re talking to next year, we’ll have to cut two races. There’s probably a million dollars tied to those two races in sponsoring the race, associates on the Cup car, personal services contracts, so there is a lot of money on the line.

“So when you look at a Ryan Preece gets to run a Joe Gibbs car (as he did at New Hampshire last week, finishing second), he got that opportunity because they want to run that car full-time and obviously they’re getting enough money from the races that Denny Hamlin runs and Erik Jones runs and Kyle Busch runs to charge the top dollar.

“When you have a guy in it — and this is from a team owner standpoint when DeLana and I used to have the teams — when you have that top-dollar guy and you can charge $200,000 a race for sponsorship, you can take a chance on the non-companion races or the races you haven’t sold of selling a guy a race for $100,000 or $125,000. Those are where the opportunities come from.

“I just think we need to be very, very careful about cutting all the Cup ties to the series out of the (Xfinity) Series because there is a lot of sponsorship that really probably won’t show up until you get two, three or four years down the road, when these sponsors say, ‘Well, if I can’t have Kyle (Busch) in the car, I’ll put the money in the Cup car. We’ll just use the Cup car and that will be it because that is what will happen because the price point is becoming increasingly closer as we go through the years from one series to another.’’

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Ryan: A breakthrough or breaking rules? Kyle Larson’s star-making season is a NASCAR conundrum

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What happens when possibly the most talented driver in a racing series also is in danger of becoming viewed, however unfairly, as driving for the most tainted team?

This is the predicament currently facing Kyle Larson — and perhaps to an even larger degree, NASCAR and its most important narrative.

Alongside the breakaway playoff points push of Denver-based Furniture Row Racing and Martin Truex Jr. as championship favorites, Larson is among the best storylines the Cup Series has to offer this season.

He is delivering the circuit’s most thrilling drives, slicing through traffic with exquisite precision to finish second after starting from the rear of the past two races. He is laying claim to being the most versatile driver of his generation, equally excelling on asphalt and dirt across a broad spectrum of vehicles. He is finding his voice, calling peers to rebuild grass roots connections by running more short tracks, challenging the accepted norms of what makes stock-car racing great and shedding light on a merchandise business model that many say is broken.

But most importantly, he is validating the hype around being The Next Big Thing.

Desperate to hook a new breed of fans in the wake of a wave of retiring drivers (Jeff Gordon, Tony Stewart, Dale Earnhardt Jr.), NASCAR needs its 20somethings to corroborate its promotional pushes with results – and none has been better than Larson.

But there is a weird dichotomy here, too.

The reason he has made compelling charges from the rear of the field is the same as why some might question the legitimacy of his blinding speed – incessant inspection woes with NASCAR that left Larson’s No. 42 Chevrolet unable to qualify for three races this season and disqualified from the pole position at New Hampshire Motor Speedway.

It’s created the problematic optics of celebrating Larson’s emergence as a superstar doing superhuman things while simultaneously noting that his team has emerged as Public Enemy No. 1 in the eyes of NASCAR’s officials for building cars that skirt the bounds of legality.

That’s prompted conversations between the team and NASCAR about the risk of being competitive at the expense of credibility and possibly sullying the good names of Larson, team owner Chip Ganassi or sponsors such as Target (which is in a contract year and reportedly is mulling whether to stay).

To his credit, the low-key Larson has seemed typically nonplussed when reacting to the charge of being scofflaws.

“I think with how fast we’ve been running and all that, NASCAR has kept a closer eye on our team in particular,” Larson said after his runner-up finish at New Hampshire, explaining that the team’s infraction there “wasn’t anything different really than the other teams tinker with, just trying to maximize their aero performance in their cars. Just got to keep working hard on the areas of our race car that are legal and find some more speed that way.

“It seems like we have a target on our back. But that’s a good thing, too. It means everybody is paying attention to us. This is my fourth year, and I’ve never been in the position to where NASCAR and other teams are paying so much attention to our race car. That’s a compliment to everybody at our race shop.”

Within the NASCAR garage, the prevailing sentiment seems to be awe and respect (juxtaposed with a swath of fan negativity and outrage on social media). Outlaw culture always will be the backbone of an endeavor rooted in moonshiners outrunning the authorities with souped-up jalopies decades ago.

On his SiriusXM radio show this week, Kevin Harvick heaped effusive praise on Larson’s team for doing “what you’re supposed to do” and said he wanted to pat No. 42 crew chief Chad Johnston on the back for the success.

During a Tuesday interview at the NASCAR Hall of Fame, Earnhardt also hailed Larson’s team (“you have to admire the ingenuity and engineering that goes into finding that speed”) while emphasizing with its driver by suggesting Larson probably feels “slighted” and “ticked off” by those who say there “must be something going on with the car. There’s no way somebody is that much better.

“It’s not a lot of fun,” Earnhardt said this week. “You want to get credit as a driver for being fast and good. I don’t think anyone can disagree that Kyle’s very talented, very fast. But any time you go out and do something really good and hear people questioning, ‘Is there shenanigans going on?’ As a driver, that really ticks you off. Not giving credit where it’s due. The team and driver, in your mind, are why the car’s fast. Not because the car is rigged in some way.”

But Larson’s car had the field covered by a few 10ths of a second at New Hampshire in practice and qualifying.

Is he really this sublimely gifted? Or is it because his equipment is, as some in the NASCAR hierarchy have implied, “unique”?

“I don’t think there’s a driver in the field that is three 10ths better than everybody else, but there will be years in his career he is considered the best driver on the track,” Earnhardt said. “He’s really, really good. Kyle (Busch) is going to lay claim to that argument to being best on track. Jimmie (Johnson) also. But Larson is right up in that conversation, and you also got to look at the team he’s with, that team’s been struggling a while and played second fiddle to Gibbs and to Hendrick at times. And now they’re not.

“He’s been a huge part of their success. He raised the bar for that company and that team, and that’s amazing when a driver can do that … get in cars and take the team to the next level. Usually the drivers are responsible for that. Kyle Larson is that kind of driver. That’s incredible.”

Unfortunately, that fact often is being obscured in the swirl of laser inspection, points penalties and crew chief suspensions (Johnston will miss his second of three consecutive races at Indianapolis Motor Speedway).

NASCAR can try to force Larson’s team to stay within the bounds of the rulebook, but it sometimes becomes counterproductive when those rules restrict the conversation around celebrating a singular talent.

It’s important to maintain the integrity of competition.

It also is more important than ever to keep the focus on the new faces who will carry the torch for big-league stock-car racing well into the 21st century.

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In the category of teams under the NASCAR microscope, Joey Logano’s No. 22 Ford ranks with Larson’s for scrutiny. Though a rear-end suspension piece was confiscated by officials at New Hampshire under the auspices of safety, it was an uncommon step magnified by the penalty that rendered Logano’s victory at Richmond International Raceway as useless for playoff eligibility.

Logano and his team have maintained since then that its recent slump of two top 10s in 10 races didn’t result from being stripped of a critical setup advantage. That might be true in a literal sense – NASCAR officials privately have said the rear-suspension violation at Richmond deemed wasn’t a game-changing element – but there still could be lingering effects from being the first team to have a win’s impact so diminished

The key to finding speed often is getting highly engineered enhancements approved within a very limited window of rule maneuverability, and that depends on NASCAR cooperation. The underlying takeaway from Logano’s post-Richmond skid might be less about NASCAR scolding a team for what it did than hamstringing a team from what it’s allowed to do in the future.

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Filling the No. 88 Chevrolet this week ostensibly seemed to close off any path for Matt Kenseth to Hendrick Motorsports, but many still will be watching the performance of Kasey Kahne for the rest of the season.

Kahne has another season left on his contract, but he also is in danger of missing the playoffs for the third consecutive season. If Hendrick elected to go in another direction for the No. 5 Chevrolet, it could promote phenom William Byron, who has been tearing up the Xfinity Series lately and appears to have sponsorship. Another option would be bringing in Kenseth for a bridge season, giving Byron another year of experience on the junior circuit while providing a championship-caliber veteran an opportunity to diagnose

If Kenseth does continue racing in Cup, it likely will require a massive pay cut as market forces driven by a dearth of corporate sponsorship will make it difficult to command big money for veterans who have impressive resumes but lack significant contract leverage.

By replacing Earnhardt with Alex Bowman, Hendrick Motorsports likely is reducing the driver salary line item in the No. 88 budget by at least 85 percent (if not more).

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The hiring by NASCAR this week of longtime Pocono Raceway president and CEO Brandon Igdalsky caught many off guard.

Igdalsky is well respected and liked, so it makes sense to put him as the sanctioning body’s track liaison as the managing director of event marketing and promotion.

But Igdalsky also hails from the family that has owned Pocono since its inception. Could his addition in Daytona Beach be a sign that NASCAR, which entered the track ownership business in 2013 with its purchase of Iowa Speedway, has plans in store for the 2.5-mile track?

NASCAR America: Parker Kligerman takes to simulator to show Xfinity changes at Indy (video)

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While Saturday will mark the sixth straight year the NASCAR Xfinity Series will race at Indianapolis Motor Speedway, there will be significant changes. 

Among the changes: the use of restrictor plates, as well as adding aero ducts to aid cars with the draft.

On Tbursday’s edition of NASCAR America, Parker Kligerman took a spin around the hallowed Indianapolis Motor Speedway — on the NBCSN iRacing Simulator, that is — to show how some of those changes will impact the cars and potentially the race.

Check it out in the video above.