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.’’
Kyle Busch is against the rule and reiterated his disappointment Friday at Indianapolis when asked about how he plans to stop racing in the Xfinity Series after he accumulates 100 wins (he has 89).
“Nothing came into the thought of it,” Busch said. “Joe (Gibbs) and I, we’ve always been joking for the last two or three years they’re going to kick us out and they are. They’re trying year by year and race by race of eliminating myself from competition in the Xfinity Series.’’
Asked what NASCAR does not understand in the debate and why he should be able to race as often as he wants in the Xfinity Series, Busch said: “I don’t think that’s a battle that I’ll ever win, so I’m best off keeping my mouth shut.’’
Kevin Harvick also 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.’’
“I just took some slow pace laps and got a feel for the race track,” Bayne said in a statement from Charlotte Motor Speedway. “I was nervous, but I wasn’t anxious because I was never going to go out there and make qualifying laps. We worked our pace in and our plan, we stuck to it. I felt really good by the end of the day.
“You have to be on your game, that’s for sure. You can’t really let your guard down anywhere. There’s no room to make mistakes. If you make a mistake, you’re going to pay for it pretty quickly. If you try to do something and it doesn’t work, you’ll pay the price. It’s going to be a survival race. … If you’re smart, you take care of your car and you don’t make mistakes, you’ll have a really good shot at the end for a good finish. I enjoyed it. It was a challenge for me – something new – and I enjoyed that part of it.”
Organizational tests at Charlotte will be in July. There will be two different sessions. Each team is allowed to test at one of the two sessions, which will be July 10 (rain date of July 11) and July 17 (rain date of July 18).
The Charlotte Roval hosts the final race of the first round of the Cup playoffs on Sept. 30 on NBC.
It took until March 9 for Matt Tifft to realize it wasn’t 2017 anymore.
During a press conference at ISM Raceway, Tifft was not introduced as the driver of the No. 19 Toyota owned by Joe Gibbs Racing.
That honor went to the driver sitting to his left – Brandon Jones.
“I was like, ‘Oh wait, that’s not me,’” Tifft said that day.
On race days in the Xfinity Series, Tifft now pilots Richard Childress Racing’s No. 2 Chevrolet.
The end of the 2017 season and resulting offseason saw arguably the silliest of “Silly Seasons” in recent NASCAR history.
Drivers retired, got promotions, were forced to unceremoniously retire and in a few cases, swapped teams.
The last option was the case for Tifft and Jones.
A STEP BACK
Things did not go well last year for either driver.
The 21-year-old driver calls his last 33 races with RCR “bizarre” and “confusing.”
It started with Jones on the pole for the season-opener at Daytona.
It ended with Jones 16th in the standings (he was 10th in 2016). He recorded no top fives, three top 10s and seven DNFs.
“It was definitely rough time, man,” Jones says. “It was just confusing because we had guys on the team and stuff that were top-of-the line guys and we put this team together and we were honestly having so much fun as a team that it almost took away from having bad luck and bad runs and stuff.”
“I had everything possible except for a blown motor that could have gone wrong,” Jones says. “It was just bizarre. Couldn’t ever catch a break. We kind of put that behind ourselves this year. Wanted to try and start fresh whenever I made the move to JGR.”
WELCOME TO WELCOME
In the middle of 2017, Tifft had a conversation with Ben Kennedy, then one of the drivers rotating in and out of RCR’s No. 2 car.
Kennedy brought up his crew chief, Randall Burnett.
“I just lean on this guy because he’s got to much experience,” Kennedy said. Burnett was in his first season as an Xfinity crew chief. In 2016, he was crew chief for AJ Allmendinger in Cup after 10 years as a Chip Ganassi Racing engineer.
“That was way before I knew I was going to RCR,” Tifft told NBC Sports.
In October, the 21-year-old driver was announced as moving to RCR after one full-time season with JGR.
While his rotating cast of teammates won 12 of 33 races in 2017, Tifft came up empty. He earned just two top fives, at Mid-Ohio and Road America, and 13 top 10s.
Even without a win Tifft made the playoffs, where he placed in the top 10 in seven of the eight races. But was eliminated after the second round.
“I felt like we were competitive in the playoffs. That’s the time there I felt like we were starting to get there. But it took that long,” Tifft says. “I think I just had a hard time putting the races together and dealing with pressure and the ups and downs. I don’t think I knew exactly how to handle it. I think part of it was I didn’t know how to prepare for it, too.”
Tifft eventually found himself eating lunch at “one of the few restaurants” in Welcome, North Carolina, where RCR is headquartered.
With him was Burnett, who he had found out that day would be his crew chief in 2018.
“I felt like there was just a really good connection there as far as personalities and where he was at,” Tifft says. “This deal is so stressful that you’ve got to be able to have that trust in a relationship with your crew chief. Jimmie Johnson talks about it all the time. It really is a relationship. You’ve got to have that.”
Early on Tifft established a clear understanding with his car chief, Cam Strader.
“He said straight up, ‘Hey, we’re going to bust our tails to make sure that we’re bringing the best stuff for you but you make sure you focus on what you need to do, not only from a driver side of things, but also from a promotional side of things.,’” Tifft says. “If we’re out doing events and stuff and I can’t be at the shop that one day they understand because I want to make it clear to them if I’m not in the shop I’m doing something that’s productive for our race team.”
Tifft is keeping his side of the deal with Strader.
Where race preparation was a weakness last season, Tifft isn’t just relying on resources provided by RCR to improve.
He’s getting a little help from “the hardest working” guy he knows in the garage – Blake Koch.
While Tifft and Jones landed safely during “Silly Season,” Koch found himself without a ride at the end of 2017, replaced at Kaulig Racing by Ryan Truex.
Now, through a mutual connection who manages drivers, he’s Tifft’s unofficial driver coach.
“It wasn’t like I was in a dire situation where I needed somebody like that,” Tifft says. “But I was just thinking back to when you start racing in go karts and late models and all that stuff, there’s usually a strong mentor piece or someone that’s looking out for you. I felt like I was going to have a very strong foundation there this year at RCR with having (Daniel) Hemric as a teammate and whoever’s rotating through the 3 car is going to be really strong I felt like. Anything I could do to try to step up my game and keep on accelerating that learning curve to where I can make our organization better by being a better teammate, just trying to give the best effort I could.”
Koch, who has 213 Xfinity starts since 2009, helps Tifft with his workouts, weekend prep and debriefs him after the race weekend.
“He’s very particular about every single thing I’m doing,” Tifft says. “From first lap on practice to coming up to speed in qualifying, your lines and techniques. … I think a lot of the fundamental stuff that you can improve on as a driver was something I felt I needed to get better at last year and I felt like I made that jump in the playoffs.”
Koch is even picky about “garage flow,” an effort to declutter Tifft’s mind at a track
“When you show up to a race track and you get in your car you shouldn’t have to wonder how the heck you get on the race track,” Koch says. “When you get to the race track, the only thing you should have to think about is hitting your marks and running in a perfect line and focusing on your task at hand, not the other small details that are just cluttering your mind.”
What’s been Koch’s emphasis through the first few weeks of their partnership?
Tifft points to being more efficient in passing.
For Koch, it’s all about restarts
“That was the main thing we focused on going into the year, let’s be the best at restarts,” Koch says. “I think five races in he’s had better restarts than he had in the entire year last year and that’s pretty important in our series right now with the stages, with track position being so important. I would say that’s the No. 1 improvement.”
There’s not that much different in terms of resources when it comes to teams like RCR and JGR.
But Jones has found there’s a difference in how they’re used.
No more so than when it comes to simulator time.
Every Tuesday, he and teammate Christopher Bell spend the day in Toyota Racing Development’s simulator. Bell takes the morning shift and Jones takes over in the afternoon.
“We’re there and talking to each other and bouncing stuff off each other, what’s working and what didn’t,” Jones says. “That’s been a really big help for me this year. There were times last year where I was able to run a little bit on the simulator, but it wasn’t every single week and it wasn’t a set date. That’s been one of the things that’s been really cool about going to Toyota this year is just having a set date for their simulator every single week.”
Also, there’s data. So much data. The information proved to Jones that simply having better cars wasn’t the only reason the field was left chasing JGR the last few years.
“I think they were available to me at RCR, either I didn’t know to ask for it was they didn’t cram it down my throat kind of deal,” says Jones. “I get everything possible I can for a driver.”
Some of that info comes straight from the mouths of JGR’s Cup drivers.
“Even when it comes to talking to Kyle Busch or one of those guys on how they do pit stops, ‘Man, I do it way differently, but your way is more effective, so I’m going to work on doing it that way.’” Jones says. “It’s hard to know how to do all that stuff without ever being taught it. At the end of the day, some of it’s pretty obvious when they show it to you, but you would have never thought of doing stuff like that without seeing it.”
BACK ON TRACK
Whether it’s data, equipment or luck, Tifft and Jones’ first five races of 2018 are a marked improvement from last year.
Following Saturday’s race at Auto Club Speedway, Jones has two top 10s and he’s finished outside the top 15 once.
Last year, he didn’t have a top 10 until race 13. He’s also catching breaks he didn’t in 2017.
At Atlanta, he cut a tire and brushed the wall, but narrowly avoided being rammed by cars as he dove to pit road. He finished 17th.
At Phoenix, Jones “saw my life flash before my eyes” when he avoided a lapped car on the backstretch that didn’t have power steering. He placed 11th.
In Fontana, after a harmless spin in practice, he kept from wrecking with Kaz Grala at the checkered flag. He finished 13th.
“Just about everywhere we were pretty quick,” Jones says. “We’re very close. I think by the end of the year, we’re going to be very, very close if not right there with them. … We’ve got the long-run speed figured out. It’s more just trying to figure out how to get short-run speed out of me and how to qualify just a little better.”
Tifft has seen improvement every week. After finishing 19th at Daytona, he had finishes of 12th, 11th, seventh and then eighth in Fontana after starting 20th.
His first consecutive top 10s last year weren’t until races 11 and 12.
Even though they’ve swapped teams, Tifft doesn’t see Jones as his head-to-head competition, at least not yet.
“To be focused on one car and beating them is kind of stupid unless you’re in the Dash 4 Cash or the playoffs,” Tifft says. “It’s too early in the year to say we need to go out and beat the 19 car. You’d just drive yourself crazy for no reason.”