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Bump & Run: Spinning the wheels and calling your shot

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The opening weekend at Daytona International Speedway not only brought back the roar of Cup cars but provided a couple of topics to discuss.

Kyle Petty and Parker Kligerman, who will be on NASCAR America from 5:30 to 6:30 p.m. ET on NBCSN, join Nate Ryan and Dustin Long in answering this week’s Bump & Run questions.

Should Hendrick Motorsports be worried after Jimmie Johnson spun on his own in the Clash, a year after the Hendrick cars of Dale Earnhardt Jr. and Chase Elliott spun in the Daytona 500?

Kyle Petty: I’m not sure there’s much cause for concern. I’ve been going to Daytona a LONG time and have seen lots of spins off Turn 4. I don’t see this as a Hendrick Motorsports problem as much as it’s just a byproduct of the cars and the type of racing we see now at Daytona. It’s hard for teams to find that balance between speed alone and speed in a pack. It’s a razor’s edge they balance on. Sometimes you lose that balance if the car is put in certain situations — no matter who you drive for or who you are.

Parker Kligerman: There is no doubt, that the Hendrick cars are showing incredible single-car speed, which is obvious from their qualifying record here at Daytona and the superspeedway tracks last year. I think that is a testament to the fact that the superspeedway aerodynamic rules have been fairly consistent over the last few years. This has allowed the Hendrick team to continually find ways to take drag out of their cars. But over this same period of time, we have seen the Daytona track surface age, and begin to show small bits of character. 

Therefore, I do believe there is a need for worry, as many of the things that you do these days to garner single-car speed are not mechanical and are normally built into the design of the car (Underside chassis and body). Therefore it will be up to them to try to make mechanical grip in the coming practices in an effort to counter the lack of aerodynamic grip they have built into their cars. 

The fix to it all though? Be up front. As we heard Dale Earnhardt Jr. talk about during the Clash, if you are upfront in clean air where the car is actually making downforce and has all its sideforce, they drive fine. Hendrick may try to form similar strategies to that of the JGR armada, to keep themselves upfront all day. 

Nate Ryan: There certainly was an air of concern Sunday, outside of Chad Knaus’ sanguine assessment. The crew chief for Jimmie Johnson seemed the only member of Hendrick Motorsports who wasn’t worried about the spate of team cars spinning wildly in plate races, but that measured approach to problem-solving is Knaus’ style.

Among Hendrick team members who don’t have the confidence of seven championships, there probably will be some justified scrambling and urgency Monday and Tuesday to address the issues. Is it aerodynamics? Mechanical setup? Track conditions? Regardless, Hendrick should have a better idea Thursday if it’s been solved.

Dustin Long: Even though Chad Knaus expressed no worries when I talked to him Sunday, it was evident his teammates were uptight based on comments from Dale Earnhardt Jr. and crew chief Alan Gustafson.

The key concern for the organization could be how do they maintain the speed in the car while keeping it stable. Based on what the Team Penske and Joe Gibbs Racing cars showed on Sunday, the Hendrick cars can’t afford to give up too much speed.

After his contact with Denny Hamlin on the last lap of the Clash, Brad Keselowski said: “I guarantee (Hamlin) knows and everyone else who was watching today that I’m going to make that move again and you better move out or you’ll end up wrecked.’’ Do you agree he has his competitors’ attention?

Kyle Petty: I think Brad has had his competitors’ attention on plate tracks since 2009 Talladega (see Carl Edwards). He’s arguably the best plate driver in racing right now. He understands every aspect of the draft-power-aero combination. He comes each week to the track for one reason, to win. That’s never changed. If his competitors don’t know it by now, they haven’t been paying attention! 

Parker Kligerman: To be honest, I don’t think many drivers would do what Denny did had this race been the Daytona 500 or a points race. I think in the mindset that the Clash is a fun race and the only thing that truly matters is winning, it was a last-ditch effort by Denny to block the No. 2 car. The move Brad made to me was just a normal move to the bottom with the momentum he was carrying from being pushed by the No. 22 car. 

What has people’s attention is the speed and momentum the 2 and the 22 were able to garner together. I believe in the current superspeedway rules that we have seen the last few years, we are entering an era where it no longer — for most cars — is good enough to have one “partner” drafting with you. In the current rules, it’s becoming apparent you may need three or more cars to gain enough momentum to pass the leader. 

Therefore, seeing what the 2 and 22 are able to do being only two cars is definitely being noted by their competitors. 

Nate Ryan: Yes, but I also am unsure whether he truly needed it. On the last lap of the Daytona 500 with a massive surge of momentum, wouldn’t any driver make whatever move is necessary to win?

If Keselowski was referring more specifically to using the bottom lane on such a maneuver, then drivers apparently were forewarned Sunday. But short of throwing a block much earlier, I still think any last-lap leader likely would react the same way that Hamlin did.

Dustin Long: He already had their attention based on what he’s done on restrictor-plate tracks with two such wins last year and Team Penske having won five of the last eight plate races.

The comment was more from the Adrenaline flowing after a race. The leader of the Daytona 500 should expect some sort of attack on the last lap. In this case, Denny Hamlin moved down too late.   

Watch Parker Kligerman and Kyle Petty on NASCAR America today from 5:30 – 6:30 p.m. ET on NBCSN.

Looking at top 10 race start totals among active, full-time NASCAR Cup drivers

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Last Sunday, Dale Earnhardt Jr. made his 600th career start in the Monster Energy NASCAR Cup Series, finishing 16th in the Auto Club 400 at Auto Club Speedway.

That achievement made Earnhardt just the second active driver to the reach the mark, following Matt Kenseth, who has 619 starts after the Auto Club 400.

How do those numbers compare to the rest of their competitors? Who is the next driver that will reach a big start mark?

Here’s a look at the top 10 active full-time Cup drivers when it comes to starts in NASCAR’s premier series:

Matt Kenseth – 619 starts

Dale Earnhardt Jr. – 600 starts

Kurt Busch – 581 starts (would make 600th start on Aug. 19 in the Bass Pro Shops / NRA Night Race at Bristol Motor Speedway)

Kevin Harvick – 579 starts (would make 600th start on Sept. 9 in Federated Auto Parts 400 at Richmond International Raceway)

Ryan Newman – 553 starts

Jimmie Johnson – 548 starts

Jamie McMurray – 515 starts

Kasey Kahne – 473 starts

Kyle Busch – 431 starts

Martin Truex Jr. – 410 starts

Kevin Harvick: Kyle Larson is the best driver to enter NASCAR since Jeff Gordon in 1993

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Kevin Harvick made his debut as a SiriusXM Satellite Radio host Tuesday night and made some news by announcing Stewart-Haas Racing was withdrawing its Phoenix appeal.

But those weren’t the most interesting comments made by the 2014 champion, who had a strong opinion on the most recent winner in NASCAR’s premier series.

Kyle Larson is the best driver to come into this sport since Jeff Gordon in my opinion,” Harvick said. “I think Kyle Larson is that good.”

How good is that?

Well, let’s peruse a partial list of drivers (and their credentials) who have entered NASCAR’s premier series since Gordon’s arrival in 1993 and Larson’s in 2014:

Jimmie Johnson: Seven championships, tied for the most in NASCAR history. Also led the points and scored three wins as a rookie. He is the only driver who has qualified for the playoffs in all 13 seasons.

–Tony Stewart: The three-time series champion became the first Cup rookie to win in 12 years (and notched three victories in his first season). The 1997 IndyCar champion is regarded by many as his generation’s greatest.

Matt Kenseth: The 2000 rookie of the year won the 2003 championship and has failed to qualify for the playoffs only once in his career.

Denny Hamlin: The 2006 rookie of the year has made the championship round twice and has won in 11 consecutive seasons in Cup.

Kyle Busch: The 2015 Cup champion has won in 12 straight seasons in Cup and has 171 victories across NASCAR’s top three national series.

Kurt Busch: The 2004 series champion has 29 wins on the premier circuit, finished sixth in the 2014 Indianapolis 500 and also qualified for a Pro Stock event in the NHRA.

Brad Keselowski: The 2012 series champion has 21 victories with Team Penske since 2011 and has emerged as NASCAR’s top restrictor-plate racer.

Joey Logano: Two-time championship round contender and is tied with Johnson for most victories (14) since the 2014 season.

Dale Earnhardt Jr.: A two-time Daytona 500 winner missed the last half of the 2016 season but was a title contender in 2014 and ’15.

–Harvick: His performance since aligning with crew chief Rodney Childers at SHR three years ago has been astounding: the 2014 championship, 12 victories and more than 5,700 laps led on NASCAR’s premier circuit.

So given all of those names … what would be the purpose of Harvick’s effusively praising the Chip Ganassi Racing driver?

“He’s just a kid that not enough people know about, but he’s won and wins in everything that he’s ever driven,” Harvick said. “He’s just a racer. … I think he’s laser focused on what he does as a race car driver, and I think he’s the best talent to come through this sport in a long, long time and is going to win a ton of races because he’s that good.”

Hey, wait a minute. When is the 24-year-old’s contract up?

Chip Ganassi notoriously is secretive about the lengths of his drivers’ deals (in IndyCar and NASCAR, particularly because it wants to avoid having its stars poached by other teams). It’s believed that Larson re-signed toward the end of 2015, but it’s unclear how long his deal runs.

That’s why the last part of Harvick’s riff on Larson could have been telling.

“I hope Ganassi has a good contract with him because every team in the garage wants a Kyle Larson. He’s a guy that you can put in your race cars and win races even on a day when they’re not the best race cars. He’s going to make them look good.”

By the way, it also is worth noting that Ganassi was miffed four years ago when Stewart and Gordon had high praise for Larson. The team owner hinted he thought both drivers had motives of courting Larson to join their teams (Gordon openly has spoken about meeting Larson in his Hendrick Motorsports office years ago and pitching him on the organization).

Should Atlanta Motor Speedway have listened to drivers in delaying its repave?

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The delayed repaving of Atlanta Motor Speedway proves that the Cup Drivers Council successfully can lobby for what it wants.

Is that always a good thing, though?

NASCAR on NBC analysts Jeff Burton and Steve Letarte discussed that topic on Tuesday’s episode of NASCAR America (watch video of the discussion above).

“I think they’re the No. 1 factor in this decision,” Letarte said of the drivers. “While I side with the drivers that the old pavement is great for racing, and I’m a big fan of it, I’m not a track owner or promoter. I can’t imagine Atlanta Motor Speedway wanted to spend all that money to repave just because they thought they should. There had to be good reasons behind it.

“I think the global question is, ‘How did we get here?’ It seems to me this is the most public display of the drivers being vocal about a situation, and it ended up going their way. They didn’t want it to be repaved, Atlanta heard them and changed their decision. The question is, is it good for NASCAR to have your drivers that vocal. I’m not sure. Obviously, they are one of the biggest stakeholders and have to put the race on, but should it be a track decision or a driver decision?”

Burton said ultimately the decision should belong to the 1.54-mile speedway.

“The drivers trying to influence the decision, I think that’s a good thing just making the track owner understand, ‘Hey we love this surface,’” Burton said. “But I don’t think Atlanta Motor Speedway said, ‘Hey, let’s spend a couple of million dollars for the heck of it.’”

The risk is if the track falls apart because of its age or if massive delays are incurred by rain (such as Texas Motor Speedway last November).

“If something happens – if a piece of asphalt goes through a radiator (because of a crumbling surface), no word (should come) from the drivers,” Burton said. “The drivers are going to have to be perfectly quiet on that one.”

Said Letarte: “I don’t disagree with drivers being vocal, but be careful what you wish for, because now they got it. They got the old pavement for another weekend. If we get weather, or have an issue and can’t get cars on the racetrack, I hope those same drivers step up and back (track president) Ed Clark, who has now backed them and given them the old pavement for another year.”

Clark told NBC Sports.com’s Dustin Long that the track will make a few sealer patches for the 2018 race, which he expects could be the last on the surface that has been in place since 1997. Speedway Motorsports Inc., which owns Atlanta, repaved Kentucky last year and received positive reviews.

“Are you just delaying the inevitable if you’re going to have to pave it in 2018?” Burton asked. “I don’t know what you’re really buying other than one more race. My biggest concern is they wanted to pave it for a reason. They understand that paving racetracks is problematic. This group put a ton of effort into Kentucky so when they repaved Kentucky it wasn’t like the other repaves. They understand the problems with paving new racetracks. My concern is they wanted to do it, now they’re not doing it, is there a problem that’s created that we’re not aware of?

“Give the drivers credit. They brought an issue up. … If the track really had to be paved, I don’t think that Ed Clark or anyone  would say, ‘Just listen to the drivers and to heck with whatever happens.’ I believe the racetrack and owners have confidence that with changes and small improvements, it’s OK not to pave it. So ultimately the responsibility falls on (the drivers). If it doesn’t go well, the drivers have to stand up and back them and say, ‘Thank you for working with us, sorry it didn’t work out, thank you for making it work.’”

Kligerman: May the downforce be with you! Or is the ultimate downforce actually . . . none?

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If you’re reading this, I will assume you are a racing fan. If you’re a racing fan, then you will know the most-watched form of racing worldwide started its season this past weekend  —  Formula One.

Meanwhile, on the other side of the world, the next most-watched form of racing conducted one of its 36 points-paying events in the NASCAR Monster Energy Cup Series.

Both series involve four-wheeled machinery, human drivers and Monster Energy sponsorship.

But that’s where the similarities end. Because the two largest racing series in the world have decided to go in two completely opposite directions in how they want to entertain their fans.

And I am not talking about technology, formats, or grid girls. These two massive series have chosen the opposing ends of the spectrum on something that only 30 years ago was elusive.

Downforce.

In Formula One, the teams and the sanctioning body agreed two years ago to make the 2017 cars “5–7 seconds faster” than their 2015 counterparts. How would they do this? By opening up the aerodynamic rules and therefore adding downforce — tons of it.

In NASCAR, we have done the opposite over the last few years. The level of achievable downforce constantly has been reduced by cutting spoilers and splitters and getting stricter on the aerodynamic rules.

Which brings me to a question I was asked.

This weekend, a friend texted (I know, groundbreaking stuff in the year 2017) to ask, “How do you feel about the cars being stuck to the ground vs. skating around? I think you are on to something where road racing stuck to the ground is interesting and oval skating around is interesting.”

(This also was groundbreaking because someone was asking my opinion. Which comes with a disclaimer: It’s free for a reason.)

But in all seriousness, the question was incredible. The reason was that it was only a mere 30 years ago when the conversation in racing was more about “How fast could cars possibly go?” or “Will humans be able to keep up with the speed of racing cars?”

Now with the advent of technology, we no longer question how fast a car could go, because we know. When the F1 world simply can tweak rules with the knowledge it’s going to be exactly “X” amount faster, there is no more mystery.

As a sport, racing has reached the point where it’s no longer, “May the force be with you.” It’s “How much force would you like?”

This monumental change in philosophy is why, as I write this, there are amateur “aerodynamicists” on Twitter, commentators on YouTube and alleged experts on the Internet telling you whether NASCAR or F1 is right.

On one hand they will tell you the high downforce makes it faster, which is better! On the other, they will tell you downforce is the devil incarnate and should be eliminated from the sport.

The thing is, neither series’ race was particularly memorable.

In Australia, you had a pass for the lead occur when neither driver could see each other (via pit strategy). While the biggest storyline out of the California race was that the driver who seemed forever the bridesmaid finally won.

Nothing of what occurred will be replayed on YouTube illegally for years to come. And I don’t think either showed us a clear-cut path to the elusive “Great Racing!” everyone wants.

No, it’s become apparent that even with all the knowledge in the world about cars and aerodynamics, there still is mystery in what makes a good race occur.

How did I answer my friend’s question?

Fast road racing cars look insane. Meanwhile, sideways and dynamic oval racing looks insane. Speed is tough to see on an oval. It’s far easier to see and appreciate on a street or road course.

That’s why we have what we have.

Road racing needs downforce to achieve incredible speeds and produce what I described watching qualifying from Australia as “Sparking, twitchy, on-the-ragged-edge stuff.” It was obvious the drivers were at the limits of possible control.

While with low downforce in NASCAR, we see far more dynamic slides. The drivers are working harder. And the speeds may be way down as they get into a race run, but it doesn’t hurt the show whatsoever. Seeing cars that visibly move around and make the driver fight is far more interesting than watching a car go in circles on rails.

We never might know which philosophy — low or high downforce – is correct. But the most memorable and best race of any premier series this weekend happened directly between Formula One and NASCAR.

In Qatar, the Moto GP series held its season opener and put on one of the best races I have ever seen in my life.

How much downforce do those bikes make?

Essentially none.