Ryan: Has green-white-checkered run its course? A brief history of NASCAR overtime

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Dale Earnhardt Jr. is right: NASCAR should eliminate the overtime line. In fact, it could go a step further than the 14-time most popular driver suggested and remove it at every track, including Daytona and Talladega.

Actually — if the goal is sanity and simplicity (admittedly, at the expense of some suspense) —  don’t stop there, either.

Why not just dump the green-white-checkered policy, too, and end every race at its scheduled distance?

It’s a concept that worked fairly well from, oh, 1948-2004.

That seems overlooked in the annals of NASCAR history, largely forgotten alongside the myriad plot twists that formed an overtime policy whose potentially infinite loop reflects its contorted route to creation.

In order to weigh the merits of extending races, let’s absorb an extensive history lesson on how the green-white-checkered finish (and, eventually, the overtime line) came into existence.

The genesis was roughly June 6, 1998 at Richmond International Raceway, where NASCAR stopped a race with seven laps to go for nearly 15 minutes to clean up a messy oil leak. Without the red flag, the race would have ended under caution with Dale Jarrett winning. Instead, Terry Labonte bumped Jarrett from the lead after the restart, and an officiating trend was born.

For the next six years, NASCAR arbitrarily began stopping races after late cautions to help an attempt at ending a race under green. Eventually, a lap number was announced in prerace driver meetings as the cutoff for using a red flag to help finish a race.

This seemed to placate crowds until a few endings under yellow still drew major fan derision – in particular, two at restrictor-plate tracks.

The July 6, 2002 race at Daytona International Speedway concluded with cars weaving through a shower of several hundred seat cushions heaved from the backstretch grandstands in anger.

The April 25, 2004 race at Talladega Superspeedway was frozen under yellow with four laps remaining – just before Earnhardt seized the lead from Jeff Gordon, whose No. 24 Chevrolet was pelted by beer cans during its victory burnouts.

Nearly three months later, NASCAR instituted the green-white-checkered rule, and it first came into play at the 2004 Brickyard 400, where Mark Martin and Earnhardt blew tires on the extra 2.5-mile circuit around Indianapolis Motor Speedway.

The new policy seemed here to stay, though, until …

In 2010, NASCAR tweaked its green-white-checkered rule during Speedweeks, adding three attempts at ensuring the final lap started at full speed. This stemmed from confusion over the rule during the TV broadcast of the season-opening Bud Shootout exhibition race.

A few days later, NASCAR told drivers during a preseason safety meeting that it would begin making three attempts at a green-flag finish. After grumbling from teams, it had an immediate impact – Jamie McMurray won the Daytona 500 on the second attempt at a green-flag finish (instead of Kevin Harvick, who was leading when the caution waved the first time).

This seemed to work OK until a spate of fan injuries in green-white-checkered finishes in the Truck, Xfinity and Cup series at Daytona and Talladega Superspeedway from 2012-15.

The solution was to limit green-white-checkered finishes to one attempt in October 2015 at Talladega, the final plate race of the season. It resulted in a bizarre “non-attempt” that was waved off and followed by one of the most controversial finishes in NASCAR history.

So before the 2016 season, “NASCAR Overtime” was decreed with the addition of a line on the backstretch of every track. Once the leader crossed it after an overtime restart, the race wouldn’t be restarted for a yellow – but there would be unlimited attempts to breach the overtime line under green.

That seemed fine again until Sunday … when the overtime line became the primary determinant of a Cup winner for the first time, and NASCAR Twitter melted down in a storm of poorly applied Speedi Dri.

After nearly 20 years of tinkering, it seemed a tipping point.

You can’t please everyone all the time, but you can confuse many by overlaying countless rulebook Band-Aids to ensure conditions for a thrilling ending.

There is no shame in concluding races when advertised. It actually once was an accepted maxim among Cup drivers. Prior to July 2004, the party line was about clinging to the sanctity of race lengths that matched the same lap totals listed on the entry blanks.

It was a worthy crusade borne of competitive integrity.

Fans don’t have an inalienable right to enjoy a fantastic finish. Displaying the yellow and white flags together works fine for other series and prestigious races.

The 2013 Indianapolis 500, which featured a record 68 lead changes, ended with three laps of yellow and a standing ovation for winner Tony Kanaan from a crowd that seemed happy to catch its breath after three hours of breathtaking action.

There was no sense of anyone feeling cheated by a muted finish. There was just an understanding that sometimes events unfold that way.

That’s racin’.

Returning to its method of concluding races for 56 years undoubtedly would draw pushback for NASCAR. This isn’t a drastic change, though, so much as a digestible reversion, a la returning the Southern 500 to Labor Day weekend. It ultimately could be as well-received as Darlington Raceway’s triumphant reclaiming of its history, a throwback in the same vein.

As Earnhardt said in lobbying to eradicate the overtime line, “It’s the way they did it for 50 years, so I think that people would be OK with it.”

The green-white-checkered finish started with good intentions, among the first in a wave of fan-driven initiatives that also spawned double-file restarts and the Gen 6 car. NASCAR should be commended for listening, but the catering also can become counterproductive.

Instead of further tweaking to an artificial construct, perhaps it’s time to remove the green-white-checkered rule in the same way races should end.

Definitively.

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A year after facing questions about why he wouldn’t close out races (by roughing people up), the Kyle Larson narrative now has shifted to why he can’t close out races.

Dover marked the third time in 14 races that Larson has lost the lead on a restart in the final 10 laps – twice to Jimmie Johnson in overtime.

It raises questions – which Larson understandably is growing tired of answering — about how an ace in the short-burst format of sprint cars can wrestle so much with quickly getting a stock car off the line.

Larson lost Dover in second gear, partly because he didn’t get a good jump, but also because Johnson got the perfect jump.

As NASCAR on NBC analyst Dale Jarrett said on NASCAR America, restarts aren’t something a driver can work on like free throws in basketball. It’s a skill that can’t be honed except in the moment.

Drivers can gain a modicum of experience with every restart, but Jarrett also noted that being in the second, third or fourth row is completely unlike restarting on the front row.

As Larson continues to set the pace – he led a career-high 241 laps at Dover – he will learn how to control a restart as well as Johnson, Kevin Harvick and Kyle Busch. And there was another very encouraging sign of maturation at Dover for the Chip Ganassi Racing driver.

His willingness to mix it up during the race with Johnson and Martin Truex Jr. showed he has learned lessons from the deference he occasionally has given too much to veterans.

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Chase Elliott seemed to spend much of his rookie season in self-flagellation when things went wrong. The Hendrick Motorsports driver had seemed less frustrated with a stretch of four consecutive finishes outside the top 20 before placing fifth at Dover.

But Elliott, demonstrating acute self-analysis for a 21-year-old, said he hadn’t changed, and that it was easy to understand why.

Unlike the 2016 season, which was marred by driver and team errors that cost wins for the No. 24 Chevrolet, this season mostly has been themed by uncontrollable misfortune.

“There is no secret, if I make a mistake I’m going to be mad at myself, and that is just a fact, and that is the way I am,” he said. “You can like it, you can hate it, but that is just how I am. That is how I grew up, and that is how I’m going to be.”

During a week of hyperbolic and sanctimonious dissections of driver personalities, it was refreshing to hear a rising star make no apologies for just being him.

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Regardless of whether the loose wheels at Dover for Kyle Busch and Chase Briscoe draw penalties, they already have generated too much discussion.

Legislating lug nuts mostly is an unnecessary distraction and embodiment of the busybody minutiae that sucks the oxygen from NASCAR’s more deserving storylines.

Near the beginning of the season, NASCAR said the goal was to move away from announcing midweek penalties so it could shift the focus toward storylines that actually move tickets.

It’s an admirable objective, but much work remains to keep garage and pit officiating in the background, where they belong.

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Crew chief Chad Knaus gave a brief and coy answer (“Yeah, there is definitely some strategy. For sure.”) when asked whether it was a calculated risk to keep Johnson on track (and in the lead) with 70 laps remaining at Dover as other contenders pitted under green. The strategy effectively put Johnson in position to win when a caution flag flew.

Given the way Fords were having tire problems Sunday, it might have been less of a gamble and more of another triumph in three-dimensional chess by Knaus.

The critical caution came when Regan Smith’s blown tire ended 62 laps without a yellow – the longest green-flag stint of a race that also featured cautions for tire problems involving Ricky Stenhouse Jr., Landon Cassill, David Ragan, Kurt Busch and Joey Logano.

The crew chief of Johnson’s No. 48 Chevrolet probably knew the odds were stacked well in his team’s favor of catching a yellow late in the run.

Knaus, of course, would be the last to admit it.

Watch: Denver-area fans celebrate Martin Truex Jr.’s championship

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Barney Visser’s Furniture Row Racing is the only Cup team headquartered west of the Mississippi River, claiming Denver, Colorado, as its home.

Since the team began competing in NASCAR in 2005, the team has built up a dedicated fanbase in the city.

Those fans were rewarded when Martin Truex Jr. won Sunday’s Ford EcoBoost 400 and claimed the team’s first Cup championship.

One watch party in the area took place the Quaker Steak & Lube in Westminster, just north of Denver.

A fan has shared video of the moment Truex captured the championship.

Above, you can watch the Furniture Row Racing fans in attendance celebrate during the final lap of the race.

NASCAR America: Elliott Sadler shouldn’t blame Ryan Preece for losing Xfinity title

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It was arguably one of the most difficult pills Elliott Sadler has ever had to swallow.

Just when it appeared he might finally capture his first career NASCAR championship in Saturday’s Xfinity Series title race, Sadler found himself held up by Ryan Preece, who was racing for the car owner’s title for Joe Gibbs Racing but was not involved in the race for the driver championship.

Preece was running the high line and kept Sadler from getting by him. Sadler tried everything he could to pass Preece, even putting his bumper into the back of Preece’s Toyota to get him to move over.

But that contact ultimately wound up costing Sadler one last chance to catch William Byron, who went on to win the Xfinity championship in his first year in the series.

Sadler, meanwhile, finished second for the second consecutive year — and the fourth time in the last seven seasons.

On Monday’s NASCAR America, analysts Dale Jarrett and Parker Kligerman broke down what happened to Sadler and whether Preece played a part in preventing Sadler from winning the title.

Here’s how Jarrett looked at it:

“I understand the frustration from Elliott Sadler with a driver that really’s not involved in anything. Ryan Preece is an outstanding young driver that made a name for himself. … I think they gave him bad information and put this young man in a very difficult situation. He wasn’t going to catch the 22 car at that point in time. It was really time for him to get out of the way of the two drivers battling for the championship.

“Unfortunately, his name is going to be associated with affecting the championship in this way. It’s part of it, he doesn’t have to pull out of the way, it’s up to Elliott to figure out a way to get around him.”

And here’s how Kligerman analyzed things:

“I completely understand Elliott Sadler’s frustrations. He had a chance to win the championship, he was in the front and felt like not being able to accomplish that pass on Ryan Preece and maybe get a little help there.

“But it’s not like Ryan stuck it out there, he was beside him and it just didn’t work out. And as they got together, I felt Ryan was running the same line he had been running, and that was Elliott trying to make a last-ditch effort.

“… He’s racing to have a job, to have a career in this sport, like Elliott Sadler. He told me after the race he was upset because he was an Elliott Sadler fan his whole life. He grew up watching Elliott Sadler. He did not want to be part of the championship discussion but was trying to do his job, doing what Joe Gibbs Racing told him to do, which was to try to beat the 22 for the owner’s title.

“I know why Elliott is upset, it’s the fourth time he’s finished second, but I don’t think Ryan did anything wrong.”

Catch more of what Parker and DJ had to say in the video above.

And speaking of William Byron, check out what our two analysts had to say about his championship in the video below.

NASCAR America: Was Kyle Busch wrong to blame Joey Logano?

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It wasn’t so much that Martin Truex Jr. kept Kyle Busch from winning the championship in Sunday’s Ford EcoBoost 400.

At least that’s not the way Busch saw it.

Busch felt he had the race car and the speed to track down Truex and eventually pass him – had it not been for Joey Logano.

An upset Busch said after the race to NBC Sports that he felt Logano may have impeded his progress but on Monday’s NASCAR America, analysts Dale Jarrett and Parker Kligerman both agreed that Logano did nothing wrong, that he was trying to win the race himself.

Here’s some of what the analysts had to say:

Jarrett: “It’s not just the four championship drivers that are out there competing, everyone else is out there and they have an agenda. Joey Logano has had a bad year by his standards, so he was trying to get everything he possibly could.

“But, here’s another thing I’ll say: Joey Logano really did nothing wrong there. And something that all drivers, not just Kyle Busch, that you have to think about … things that you might have done to rile a competitor, you never know when that might come back to get you.

“We talk about paybacks all the time. It doesn’t have to be somebody wrecking somebody to pay back, all they have to do in a critical situation is hold you up a little bit. I don’t know if that’s what Joey Logano was doing or not or just racing as hard as he could and that made it difficult for Kyle Busch to get by.

“… I think it was simply racing. It was unfortunate for Kyle, but it’s part of the way the playoff system works here in NASCAR.”

Here’s what Kligerman had to say:

“I think at that point of the race, there was still a chance for Joey Logano to rally and go challenge for a win. … That’s what you have to deal with, that’s what racing over 38 weeks is about in the Cup Series, racing 39, 40 cars every week. You have to race those guys. … Kyle Busch had one of the fastest cars, but was Joey Logano the only one that was really the problem. As they came to the end, Kyle Larson was in the picture a little bit. You can’t put the blame on Joey Logano. He was just driving his race.”

Hear more about what they had to say in the video above.

 

 

NASCAR America: Dale Earnhardt Jr.’s first moments of retirement

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As soon as he crossed the checkered flag in Sunday’s season-ending Ford EcoBoost 400, Dale Earnhardt Jr. morphed from race car driver to retired race car driver.

And what better way to begin retirement than with a party, and that’s what Junior did with his team, friends and fans along the frontstretch of Homestead-Miami Speedway.

On Monday’s NASCAR America, analysts Dale Jarrett and Parker Kligerman both spoke about how Junior sailed on into retirement.

Among their comments:

Kligerman: “It was maybe an hour and a half and there was still this swarm of people around his car. He and his team were sitting there, drinking beer and hanging out, he was signing autographs and taking pictures with fans. It was just incredible to see him just sitting there and taking in the moment.”

Jarrett added about the role and impact Rick Hendrick had upon Junior’s life and career both on and off the track: “Rick Hendrick came in and got in Dale Jr.’s life at a time that Junior really needed someone and needed that support, that father figure, if you will. Rick Hendrick is just so good at that. Rick’s been through a lot in his life, Dale Jr. has been that. The two of them together did a lot of real good things and were good for each other.”

Check out more of what Jarrett and Kligerman had to say in the video above.