Jerry Markland/Getty Images for NASCAR

Ryan: A requiem for the bump and run? Delving into the short-track debate gripping NASCAR

Leave a comment

RICHMOND, Va. – When it comes to the ongoing debate about what makes a NASCAR short-track race great, let’s concede the obvious.

The loudest voices on the subject also are those whose should matter least.

“A driver is going to like whatever he’s best at,” Brad Keselowski told a small group of reporters Friday at Richmond International Raceway. “That’s why you can’t ask an active driver, because an active driver is going to tell you if he’s good at running the top, that’s where the race needs to be. If he’s good at running the bottom and with the bump and run, that’s where the race needs to be.

“We always will give the selfish answer. I think it’s probably one of those questions that maybe current drivers shouldn’t answer out of respect to their answers being selfish. In reality, we need the answer that drives the sport and creates the most compelling action. That should be the guiding light before a driver’s preference.”

A two-time winner at Bristol Motor Speedway (but none since the 0.533-mile oval was altered in 2012 in an attempt at re-establishing the bottom lane that actually created a preferred high line), Keselowski naturally prefers the low lane and the bump-and-run maneuvers that helped drive the track’s growth to a 160,000-seat colossus.

But many of his peers had opposing views on what defines a great short track. Points leader Kyle Larson doggedly worked in the high line during practice (attempting to negate the VHT applied to force drivers to the bottom) and incessantly lobbied before and after the race that the better Bristol was high and low.

Did he feel vindicated by a race that drew a high favorable rating in one popular online poll?

“I would say more people probably agreed with me by the end of the race,” Larson said. “You still had your older race fans that enjoyed the single-file racing around the bottom, but I know all the drivers enjoy when we can move around and find different lines on the racetrack because at least from our seat — maybe it doesn’t translate to TV as well — the racing is way better that way.

“And I thought Bristol last week was awesome. … There’s no other track on our circuit that has that exciting and intensive racing. I watched the race again last night and I thought it was amazing. Hopefully they don’t try and do anything more to make us go around the bottom because Bristol is awesome.”

OK, but what about the bump and run?

Larson, a longtime dirt racer who admittedly has a different perspective on the “rubbing is racing” philosophy, makes a few good points why it can’t work the same way anymore.

“The pace of our races nowadays have to be way faster than what they were running in the early 2000’s or whenever the best racing at Bristol was,” Larson said. “And, too, our bumpers line up. So, it’s not easy to do the bump and run. People do hit somebody in front of them, and the guy in front of him barely moves. Before the bumpers lined-up, you could get into somebody, pick them up, and move them.

“So, the bump and run is kind of gone away a little bit just the way I think our style of our bodies are, as well as I think we have more grip now days than they probably had back then. … I don’t think you’re going to get all the way back to how they all like it.”

If that truly is the case, then here’s a brief requiem for the bump and run to remember exactly why it’s so beloved … through five moments at Bristol.

2008: Carl Edwards vs. Kyle Busch

2002: Jeff Gordon vs. Rusty Wallace

1999: Dale Earnhardt vs. Terry Labonte

1997: Gordon vs. Wallace

1995: Earnhardt vs. Labonte

That’s the racing that is synonymous with Bristol – a point that NBCSN analyst Jeff Burton eloquently made here. You won’t find many stirring side-by-side battles for a win hailed among the greatest races at Bristol.

And that is what should give anyone pause about proclaiming that Sunday’s race should be the only path forward.

Quick, name the most indelible moment you remember from Martinsville Speedway this season?

The “purists” will point to the battle for the lead between Keselowski and Busch.

But the realists will point to Ricky Stenhouse Jr. bumping aside Busch at the end of the race’s second stage as the highlight with the most traction in national media.

It also drew some of the loudest cheers during that race at Martinsville a few weeks ago.

Don’t forget about those voices. As Keselowski notes, they still matter most.

XXX

With the perceived success of Bristol being treated with a VHT-style compound for the second consecutive race, it’s natural to ask whether it should be tried at other tracks – such as Richmond.

When owned by the Sawyer family, RIR actually was treated from 1988-2002 with a sealer that drivers loved, but the surface has remained untouched since a 2004 repave.

With Richmond producing divergent results in recent races – some are wildly competitive, others aren’t – there are mixed feelings on whether the 0.75-mile oval needs some help.

“If you ask the drivers, this is the perfect racetrack,” said Denny Hamlin, a hometown favorite who has attended races here since childhood. “To the fans, sometimes it’s not, because (the cars) do get strung out.

“I think the reason the drivers and teams like it best is because they hit their setup, they can just dominate a race here. It’s not always the best thing for TV, but it’s a good thing for the competitors. So it’s a balance of what’s good for the competitors and what’s good for putting on a fantastic race.

“I don’t know what you can do here. We’ve had races where we were running the wall or running the line and some guy led almost every lap. I don’t know whether spreading out the cars or making them run one line here is the best thing to do.”

Said Larson: “All of us complained a few years ago when it was single file around the bottom the whole time (at Richmond) and then Goodyear brought a great tire back, and now we’re running all over the racetrack, and the drivers and fans seem to like it. I think the racing is good, really good right now, and a lot of fun, too.”

XXX

Dale Earnhardt Jr.’s busted oil cooler at Bristol was one of a few mechanical problems that seemed caused by debris on the track – which might indicate a possible downfall with VHT. Does the substance increase the “chunking” by tires and subsequently the likelihood of cars being damaged?

Regardless, it’s left Earnhardt in a precarious points position in his final Cup season. It would seem his best route to the playoffs would be via his first win in 18 months – putting extra emphasis on how next week’s race at Talladega Superspeedway. Earnhardt has six wins (most recently two years ago) on the 2.66-mile oval, which ranks him first among active drivers.

“Daytona seems to be more about the car, Talladega more about the driver and the moves, and (Earnhardt) makes some of the best moves,” Keselowski said. “So I would expect him to be one of the primary guys to beat for sure.”

XXX

Is it May yet?

Because it’s about time for the hagiography around Fernando Alonso’s foray into IndyCar to end and for the journalism to begin.

Getting a two-time world champion committed to the world’s biggest race (as Alonso described it in his own words during an NBCSN interview last Sunday that surely had to deliver a sting for some in Formula One and his team) is undoubtedly a coup. The series justifiably maximized that exposure value during the Spaniard’s visit to Barber Motorsports Park last weekend.

Alonso is signing autographs! Alonso is climbing into Marco Andretti’s car! Alonso is talking to every microphone within shouting range!

All of this was great promotion for IndyCar, which could use the injection of attention as it tries to avert the letdown from following the centennial marking of its signature event.

But can we cool it a tad until he, like, turns an actual lap?

Because the narrative needs to shift gears well before then and explore some significant storylines. For example …

–When was the last time a driver with NO (as in zero!) oval experience before the month of May attempted to run one of the world’s toughest racetracks in an entirely new race car?

Last year’s surprise winner, Alexander Rossi, had several hundred laps around Phoenix International Raceway before the former F1 driver took the Indy plunge. Rubens Barrichello didn’t have that IndyCar oval race experience before his 2014 debut at Indy, but he at least had four races on street and road courses to get acclimated to the vehicle.

Ask Tony Stewart, who repeatedly has said among their biggest apprehensions about attempting the Indy 500 would be the lack of time in an Indy car beforehand. Alonso is in a class of his own, but it certainly is worth pondering if he can overcome others’ concerns about adaptability.

–How does the current pack racing that has become prevalent the last few years at the Brickyard make it more or less difficult for Alonso?

–How will Andretti Autosport manage the balancing act of fielding a competitive car for Alonso with five other entries? (At least one reporter has attempted to pose this question and unfairly been pilloried as a result).

Regardless of the answers to these and other questions, Alonso’s Indy 500 debut will rank among the most highly anticipated in recent racing memory.

It’s fine to celebrate the significance of that … but with a healthy dose of objectivity and perspective, too.

XXX

The impending retirement of Earnhardt in the wake of Jeff Gordon and Stewart has kicked the discussions into hyperdrive about the next wave of superstars (and yes, as the employee of a NASCAR broadcast partner, I will plead guilty to being complicit in driving that conversation – a legitimate one).

While there has been justifiable focus on Larson, Chase Elliott and Ryan Blaney because of their performance this season, and Daniel Suarez has gotten much attention because he is filling Carl Edwards’ ride, rookie Erik Jones mostly has been lost in the shuffle.

And it seems he might have noticed.

Based on the speed of his No. 77 Toyota the past two days, it isn’t inconceivable that Jones outruns the trio – if not outright win – at Richmond.

Keep in mind that, as we noted on the Michigan Home Track segment NASCAR America this week, Jones, 20, was winning prestigious Late Model races as a 14-year-old.

XXX

There are some obvious candidates for the No. 88 ride, and that’s why William Byron’s noncommittal response was delivered correctly and perfectly Friday. The 19-year-old assuredly will race Cup for Hendrick in the future, but it doesn’t help to do anything but keep it boring when asked to speculate for now.

But there were some other answers from veterans that seemed a little … curious. For example, would Larson like to put to bed the rumors that he could go to Hendrick (which once courted him)?

“Oh, I’d have to talk to (team owner) Chip (Ganassi), I guess, before I came out in public about anything that serious,” he said. “So, I won’t talk about anything like that because I don’t even know if I’m allowed to, or not. I know (teammate) Jamie (McMurray) is very secret about all his stuff. But I don’t know.”

Any interest from Keselowski, who is in a contract year with Team Penske?

“Do I have to have a yes or no? It’s a Hendrick car, which by nature means it’s going to be one of the best cars available for a long period of time,” he said. “But I also would say the car that I’m in is one of the best available. The team I’m with, I have a lot of equity in, so I’m pretty darn happy where I’m at, but I’ve learned in this world to never say no.”

So is he negotiating an extension?

“There’s some stuff going on, but I’m not (going) to mention it in detail,” he said.

Hmmm.

Our take on this? Neither driver is leaving where they are. Larson’s current deal likely keeps him in the No. 42 for at least another three seasons, but Ganassi notoriously is tight-lipped about his contracts, hence his reticence.

Keselowski seems happy at Penske, but he has driven before for Rick Hendrick, who intimated he would like to bring him back in the fold someday as he was exiting to join The Captain.

Even if he is 100 percent committed to staying at Penske, having the leverage to secure the best-paying deal possible (from one of the most business-savvy owners in racing) is a good thing.

Toyota executive calls Truck Series ‘critical step’ in developing drivers

Photo by Jared C. Tilton/Getty Images
Leave a comment

A Toyota Racing Development executive says that the manufacturer would accept a spec engine in the Camping World Truck Series, noting how valuable that series is for the development of drivers.

David Wilson, president of TRD, made the comments Friday on “Tradin’ Paint” on SiriusXM NASCAR Radio.

NASCAR tested a spec engine for the Truck series multiple times last year and it is expected to be optional this season.

Wilson admits the spec engine idea has raised concerns among manufacturers.

“It is a little bit of a sensitive issue with all the manufactures,’’ Wilson said on SiriusXM NASCAR Radio. “Arguably the biggest single piece of (intellectual property) in any car or truck is the engine, so certainly that’s important to us.

“By the same token we understand the bigger picture. We have been working with NASCAR, all the (manufacturers) have been working with NASCAR to make sure that we keep this series going because here’s the bottom line — while our motivation to run in Trucks has changed over the years, it remains an absolute critical step in how we as an industry develop drivers.

“The leap from ARCA or K&N or Super Late Models straight to Xfinity, that’s too big of a leap. You need a step and that Truck Series is a very important step. You look the drivers that have come through just in our camp — Erik Jones, Christopher Bell, Daniel Suarez — that experience in the Truck garage has been absolutely critical in preparing them to be successful in Xfinity and ultimately in Cup. We’re going to continue to take a big picture approach with the Truck Series and work with our friends at NASCAR. If there are some spec engines that have to be under a Tundra hood, so be it, we’ll be OK.’’

Last year’s Xfinity champion and rookie of the year, William Byron, ran a full season in Trucks in 2016. Erik Jones, the 2016 Xfinity rookie of the year, ran 17 Truck races before his Xfinity debut. Daniel Suarez, the 2017 Xfinity rookie of the year, had run only one Truck race before his Xfinity rookie season but he also ran 13 Truck races while competing in Xfinity that first year.

Those young drivers also illustrate Toyota’s emphasis on new talent. But with only five seats — four with Joe Gibbs Racing and one with Furniture Row Racing —  with Cup teams partnered with TRD, Toyota is having a hard time finding spots for all its drivers.

Wilson said the manufacturer remains committed to developing drivers.

“It’s a commitment that Toyota has made to NASCAR and to motorsports,’’ he said on SiriusXM NASCAR Radio. “We enjoy a tremendous amount of value. NASCAR is simply a phenomenal place for us to race. This is part of our payback.

“We feel like we have the social responsibility to give back to the series. We know we’ll lose as many of these young guys and gals as we’ll be able to keep because we simply won’t have enough seats for them. That’s just simple math. It’s already been proven out by William Byron (who raced for Kyle Busch Motorsports in Trucks before moving to Chevrolet in Xfinity and now Cup). We’ll be racing against William, who used to be in a Toyota.

“Bottom line this sport still benefits. As I’ve said before, getting to know these young kids and getting to know their parents at a young age and as they’re coming up in the sport, I believe that will pay dividends. These kids can have a career that spans decades. Who’s to say that we won’t cross paths again? By us building that relationship early on, showing them who we are … the responsibly we have to their well-being, I think it’s a sound investment.’’

 and on Facebook

WATCH: Sneak preview of the Hall of Fame induction at 8 p.m. on NBCSN

Leave a comment

The NASCAR Hall of Fame’s ninth class of inductees won’t be remembered so much for the imprint left on the record books as on the revolutions in stock-car racing.

In a video essay that will be shown during tonight’s induction ceremony (which will begin at 8 p.m. on NBCSN), Robert Yates, Ray Evernham, Red Byron, Ken Squier and Ron Hornaday Jr. are saluted as much for what they achieved as how they accomplished it – and their lasting effects on the machines and people that they touched.

–Yates’ ingenuity with engines ranked him among the greatest engine builders. But along with the wins and championships, he also imparted life lessons and knowledge to the apt pupils who are carrying on his successful legacy.

— A crew chief with three Cup championships and 47 wins, Evernham transformed how races and teams were managed, from innovative car designs to clever tire strategies to finely tuned pit crews.

–As the premier series’ first champion, Byron raced with a special brace connecting his leg (which was injured in World War II) to the clutch pedal, embodying the self-determination and grit of NASAR.

–“The Great American Race” was coined by Squier, whose pitch-perfect wordsmithing helped make him a broadcasting legend whose dulcet tones described some watershed moments in evocative and remarkable detail.

–Four championships made Hornaday synonymous with the truck series, but he indirectly played a role in eight Cup titles, turning his couch into “Camp Hornaday” for fellow California natives and budding stars Kevin Harvick and Jimmie Johnson.

You can watch the video essay above or by clicking here.

Tune in at 8 p.m. for TV coverage of a ceremony that should feature special moments and some surprises.

The Hall of Fame ceremony also can be viewed via the online stream at http:/nascarstream.nbcsports.com. If you plan to stream the show on your laptop or portable device, be sure to have your username and password from your cable/satellite/telco provider handy so your subscription can be verified.

Once you enter that information, you’ll have access to the stream.

Click here at 8 p.m. ET to watch live via the stream.

The moral choice that Kyle Larson made in the closing laps at Miami

Chris Trotman/Getty Images
2 Comments

CHARLOTTE – Every NASCAR driver has a code of ethics, and the closing laps of last season’s finale at Homestead-Miami Speedway presented a quandary for Kyle Larson.

If you can’t pass two title contenders with a championship on the line, does discretion become the better part of valor in choosing to pass neither?

It did for Larson, who reflected on his most recent Cup race this week.

With eventual champion Martin Truex Jr. and Kyle Busch dueling ahead of him in the final 20 laps, Larson elected to stay in third place and let them settle the title instead of passing Busch and then taking a shot at Truex with his No. 42 Chevrolet, which led a race-high 145 laps.

The Chip Ganassi Racing driver, who has led the most laps at Miami the past two years, said his only option in vying for a victory would have been having the consistent speed to assure he could overtake Truex and Busch.

“I think there were some laps I was faster than them,” he told NBC Sports during a Tuesday announcement to announce DC Solar as an expanded primary sponsor in Cup for 2018. “I obviously didn’t want to affect the outcome of the race. The only negative part of the (playoff) format is when you’re not in the final four, you can’t race your hardest.

“I don’t know if I would have won. I think I could have got to second and potentially the lead. I wanted to pass both of them quickly. I didn’t want to pass Kyle and then stall out for three laps and have him be upset or whatever.”

Indeed, Busch was upset with another driver, expressing frustration that he believed Joey Logano blocked him while trying to take fourth after the final restart.

Though Larson made a conscious choice to avoid separating Truex and Busch, he also dispelled the notion that he still wasn’t trying to muster the speed to win.

“I was driving my ass off,” Larson said. “Obviously, I ran into the wall a few times trying to pass them or get the run to pass both of them quickly, but I could never get it going. So no, I didn’t let (Truex) win or whatever. I was still racing hard.”

Larson, who scored a career-best four wins last year, seemed a good bet to be racing for a title until an engine failure at Kansas Speedway. After a busy offseason of racing sprint cars around the world, a refreshed Larson returned to his team’s NASCAR shop this week and ready to reset his focus.

“I don’t even think about NASCAR until now,” he said. “I feel like today is Day 2 of my offseason. I’m just now getting back into the swing of things.

Larson is enthused about a Jan. 31-Feb. 1 test of Chevrolet’s new Camaro at Las Vegas Motor Speedway (“You can kind of get an idea of how the start of your season will be there.”) before heading to Daytona International Speedway for Speedweeks.

“Last year, I didn’t know we were going to be that good, and then we started the year off really good, and we maintained that consistency and competitiveness,” said Larson, who led the points standings after the fourth through 11th races of the 2017 schedule. “I hope that we can do that again. I feel like when you get close like we did last year, it pushes everybody to be as good or better than what we were.

“I expect that we’ll be contenders again, but it’s hard saying with the new body and stuff like that. I’m sure there’ll be growing pains throughout it, but I definitely feel we have an extremely smart group of people who can do what it takes to get our cars better every week to have a shot.”

Daytona International Speedway releases Speedweeks schedule

Photo by Chris Graythen/Getty Images
2 Comments

Daytona International Speedway has released the schedule for Cup, Xfinity and Camping World Truck teams for Speedweeks.

Cup teams will have one practice of 1 hour and 20 minutes for the Clash (down from 1 hour, 50 minutes for Clash teams last year).

Cup teams will have five practices for a total of 4 hours, 10 minutes in preparation for the Feb. 18 Daytona 500. Last year, Cup teams had seven practices for a total of 6 hours, 25 minutes before the Daytona 500. The two Cup practices the day of the Duel qualifying races have been eliminated this year.

Xfinity will have the same amount of practice as last year. Camping World Truck Series will have one more practice this year for an extra 1 hour, 20 minutes of track time this year.

Here is the track schedule for Speedweeks.

SPEEDWEEKS SCHEDULE

*subject to change

SATURDAY, Feb. 10

10:35 – 11:55 a.m. — Practice only for teams in Advance Auto Parts Clash

1:05 – 1:55 p.m. — Cup practice (for all teams)

3:05 – 3:55 p.m. — Cup practice (for all teams)

4:45 p.m. — ARCA race

SUNDAY, Feb. 11

12:15 p.m. — Daytona 500 qualifying

3 p.m. — Advance Auto Parts Clash

MONDAY, Feb. 12

No track activity

TUESDAY, Feb. 13

No track activity

WEDNESDAY, Feb. 14

No track activity

THURSDAY, Feb. 15

11:35 a.m. – 12:55 p.m. — Camping World Truck Series practice

2:25 – 3:25 p.m. — Camping World Truck Series practice

4:35 – 5:25 p.m. — Final Camping World Truck Series practice

7 p.m. — Can-Am Duel 1

9 p.m. — Can-Am Duel 2

FRIDAY, Feb. 16

12:05 – 12:55 p.m. — Xfinity practice

1:05 – 1:55 p.m. — Cup practice

2:05 – 2:55 p.m. — Final Xfinity practice

3:05 – 3:55 p.m. — Cup practice

4:30 p.m. — Camping World Truck Series qualifying

7:30 p.m. — Camping World Truck Series race NextEra Energy Resources 250

SATURDAY, Feb. 17

9:35 a.m. — Xfinity qualifying

12:05 – 12:55 p.m. — Final Cup practice

2:30 p.m. — Xfinity race PowerShares QQQ 300

SUNDAY, Feb. 18

2:30 p.m. — Daytona 500

 and on Facebook