Ryan: The Brickyard’s memorable day left NASCAR with a pleasant dilemma for next season

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Competition executive Steve O’Donnell leaned against a counter in the Indianapolis Motor Speedway media center last Saturday and plainly answered questions about the closest NASCAR finish in track history.

Why wasn’t he more enthused after the Xfinity Series experiment of using aero ducts and restrictor plates to prevent runaway leaders was received as a smashing success?

“I know there’s a race tomorrow,” O’Donnell said with a smile as if he were amused by reading the thought bubbles above the heads of several reporters surrounding him for fresh quotes.

Each of us was thinking, “There is no possible way the main event will match today’s warmup act.”

Indeed, the Brickyard 400 did leave NASCAR in a bit of quandary about race quality – but it wasn’t the dilemma that anyone would have predicted.

Sunday’s Cup show – with legitimate three-wide racing for the lead, scintillating strategy developments and heart-pounding restarts (that led to some wall-pounding impacts) – was the best race of the weekend.

Quite possibly, it was candidate for best race of the year, a pronouncement that would have seemed laughable in Indy’s typically follow-the-leader confines for stock cars.

The most indelible moment of the 2017 season was eventual winner Kasey Kahne sandwiched between Jimmie Johnson and Brad Keselowski entering the third turn on what should have been the penultimate lap of the race.

If Johnson had managed to hang on to win his record-tying fifth Brickyard with smoke billowing from the expiring engine in his No. 48 Chevrolet, it probably would have been remembered as the defining moment of an illustrious career. Certainly, it would have been the signature highlight of a race whose luster has been maligned by grandstands increasingly vacant since the 2008 tire debacle.

All of this has left NASCAR with a tougher decision than it might have anticipated about the future of the Brickyard.

The overwhelmingly positive reviews Saturday made it seem a foregone conclusion that the same rules would be applied to Cup in 2018.

That still seems the likely course of action (after a confirmation test with the higher-powered Cup cars), but there now is much more to weigh. While cars often were clumped in clusters that were conducive to passing, the Xfinity race didn’t feature the insanity of Sunday’s late restarts (it was more like the slow build of Daytona and Talladega).

Would harnessing the horsepower of the Cup cars diminish the likelihood for such fantastic finishes again?

It’s a critical question because so much hangs in the balance of a race that admittedly faces an uncertain future because of poor attendance and previously lackluster action.

It took 24 editions of the Brickyard 400 to get a finish as memorable as Sunday’s.

And maybe it would take just as long to get another. There were many extenuating circumstances that fostered Sunday’s outcome, namely the two best Toyotas of Kyle Busch and Martin Truex Jr. being eliminated.

While leading 95 of the first 110 laps, Busch and Truex routinely built large gaps on the field. Their simultaneous disappearances turned the final 55 laps into a free-for-all that could have been won by at least a half-dozen drivers.

And then the timing of several caution flags made some strategies suddenly become sublime, putting Trevor Bayne in position to win for the first time in six years (before another yellow) and setting up Kahne to end a 102-race winless streak after two more memorable restart duels with Keselowski (in which the leader lost both times after choosing the outside lane).

The race admittedly could be run another 24 times and fail to produce action as scintillating because of a differing chain of events.

There are some other stats to consider (courtesy of colleague Dustin Long). In the Xfinity race at Indy, six of the 16 lead changes occurred on track under green, and only one was on a restart. In Cup, five of 10 lead changes were on track under green, and three were on restarts.

According to NASCAR loop data, the Xfinity race had a track-record 1,554 green-flag passes, a 66% increase over 2016. There were 29 green-flag passes for the lead (measured between scoring loops and not just the finish line), a massive spike over just two last year.

The optics of switching up the rules in the aftermath of the most memorable Brickyard in more than a decade still will ring a little hollow.

No matter which rules path NASCAR chooses, there’s one overwhelming positive development from the weekend.

The concept of running the road course has been tabled for at least another year (and hopefully for good).

When the circumstances and conditions are right, Sunday reaffirmed the world’s most famous layout should feature only left turns for NASCAR.

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The yellow flag flew roughly 3 to 4 seconds after the last crash in the Brickyard 400 by which time Kasey Kahne and Brad Keselowski had crossed the overtime line.

Some viewed this as an abomination in which NASCAR deliberately waited for an imaginary plane to be broken before declaring a caution.

This partly would be surmising that a delay of 3 to 4 seconds would constitute an interminable delay for a caution flag in the history of NASCAR officiating. This also would be patently untrue.

Anyone remember the 2007 Daytona 500? The final lap of the Nov. 2012 race at Phoenix International Raceway? The last lap at Watkins Glen International earlier that season?

Here’s a helpful refresher video if you had forgotten:

The delay on Sunday’s final caution wouldn’t rank in the top 20 of slowest triggers in NASCAR yellow-flag history. But an arbitrary line distorted that perception and turned a moot point (the threat of darkness ensured that would be the final restart, regardless of whether the overtime line was crossed) into a misguided crusade for officiating “consistency.”

The only real takeaway from Sunday’s ending is that it’s yet another reason why NASCAR’s overtime policy should be eradicated in full next season.

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As far as long waits Sunday, Erik Jones endured one that received far less immediate attention but hopefully received much more scrutiny in retrospect.

After wrecking with 11 laps remaining in the scheduled distance, Jones had enough time to climb out of this battered Toyota, remove his helmet and sit on the SAFER barrier for a few minutes until safety personnel arrived.

Yes, Clint Bowyer and Kurt Busch took wicked hits in the same crash and deserved immediate attention, but Jones’ wreck showed response times remain an area of improvement in the first year of NASCAR’s traveling medical team.

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Team Penske’s expansion with Ryan Blaney next year will be the first time the organization fields a third car in eight years, and it follows much deliberation about how to approach the move.

Penske never won a race with a third full-time car in 2004-05 and ’08-10, posting 14 top 10s in 142 starts while finishing no higher than 28th in the points standings with Brendan Gaughan, Travis Kvapil and Sam Hornish Jr.

There was much debate internally since about how and when the team should approach another addition. At least one school of thought advocated for any expansion including at least two cars, a la the Hendrick Motorsports model, because the third car always had seemed isolated and adrift from the team’s twin anchors.

Much has changed organizationally and structurally since 2010, though, and the success of Ryan Blaney at Wood Brothers Racing in the No. 21 the past two seasons as a de-facto third car for Team Penske quelled any concerns about whether it work in house.

“If you look at the history prior to 2010, as an organization in the Cup Series, we were hit-and-miss,” Team Penske president Tim Cindric said. “I don’t feel like we were a contender every weekend to win races. I think that hurt us when we were trying to bring a driver forward in Sam, where he didn’t really have a lot of stock-car experience.

“I feel like right now it’s an organization where we have things in place, and I think we understand why we win, and I think we understand when we’re not winning why we’re not winning. Before I don’t think we had that in place. We’ve had quite a bit of continuity since then in a lot of places. We’ve grown our crew chiefs all the way through the Xfinity Series into the Cup Series. We’ve grown a lot of our own people, our own processes.

“Nothing is a given, but I think we’re much more well positioned for somebody like Ryan to come in and be successful. I think you see that with the technical partnership we have with the Wood Brothers because we could have never done that and been successful and won a race with a technical partnership back then either.”

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Paul Menard’s move, along with his family’s home improvement chain sponsorship, to Wood Brothers Racing raises some major questions for Richard Childress Racing.

Since 2011, Menards has been a cornerstone of RCR’s budget. As one of the only remaining full-season sponsors in NASCAR’s premier series, its departure leaves an eight-figure hole at RCR that could have major implications for the team’s future. RCR will need to refocus on replacing a major revenue source while shoring up its alliance deals (such as with JTG Daugherty Racing) that also help pay the bills.

Childress’ Wednesday release hinting at plans for a third car is encouraging, but the team’s situation will bear close watching until its 2018 lineup is unveiled.

Ryan: Four drivers had a Daytona 500 win in reach. Here’s how it got away

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DAYTONA BEACH, Florida – There’s only one winner of the Great American Race, and technically up to 39 losers annually.

But the number of drivers who lose with legitimate shots at a Daytona 500 victory — but watch them get squandered, snatched away or simply vanish in the capricious draft — varies every season.

Sunday’s race seemed one of the longest list of “woulda coulda shouldas” in recent memory.

No fewer than four drivers in the final 10 laps made decisions while leading that they desperately would have wanted back.

A few flicks of the wheel in other directions, and the course of history instantaneously could have resulted in someone other than Austin Dillon hoisting the Harley J. Earl trophy.

This has been a theme lately in the Daytona 500. Sunday marked three straight last-lap passes for wins, and the 2016 finish might have been the cruelest of all for Matt Kenseth.

Nearly a year after his bid at third Daytona 500 victory vanished in the final corner with a split-second call to block an outside charge (if he stayed put, he probably wins),  Kenseth still wasn’t over the agony entering last season. “All I can remember is losing one,” he told NBC Sports a year ago.

How many times will this year’s class of the heartbroken say the same after rewinding the video and replaying the memories of the moves they didn’t make?

Here’s what could haunt them until at least their next shot at Daytona – and possibly long afterward.

Aric Almirola: In his first start at Stewart-Haas Racing, he seemed to be lamenting the finish the most among the contenders – and it wasn’t only because he had the lead until being moved by Dillon entering the third turn on the last lap. Almirola was “devastated” by the knowledge of what was left on the table – “a career changing race.”

It’s difficult to second-guess many of the maneuvers by the No. 10 Ford in crunch time: Almirola did well just to position himself for the win. But he probably would rerun the last lap, when he had Denny Hamlin behind him on the inside while Dillon was on the outside with a heavy push from Bubba Wallace.

The situation was similar to Kenseth’s – instinctually, it’s difficult for a driver to stay calm and in the inside lane when a competitor is coming with a full head of steam on the high lane.

But the trend Sunday was the outside was faster on the straightaways while the inside was quickest in the turns. If Almirola stays put, does Dillon’s momentum stall in the last two corners? The outcome probably is the same because he had little help, but that might have been what kept Almirola up Sunday night.

Denny Hamlin: With Hamlin in the lead on an overtime restart and only seven winning-caliber cars on the lead lap behind him, this certainly seemed the Joe Gibbs Racing driver’s race to lose.

The 2016 Daytona 500 winner is regarded as one of the two or three best restrictor-plate drivers by his peers, and he certainly was the most adept and experienced contender left in the field.

But the lack of a Toyota drafting partner (JGR’s other three cars were long out of the running) ultimately took the decision out of Hamlin’s hands. He had to choose to restart ahead of Buescher or Dillon, both in Chevrolets, and after a debate on his team radio, he went with Buescher – but not because of the JTG Daugherty Racing driver.

Hamlin had his eye on Paul Menard’s Ford in fifth, which he felt was better than Bubba Wallace’s Chevy in sixth. “Obviously, I’ve been doing this long enough that I know that it’s made or break by the fifth‑ and sixth‑place drivers,” he said. “It’s not really who’s directly behind you, and I felt like (Menard) was probably going to be one of the best pushers. I saw how strong his car was.  So we tried to get on the radio and get (Buescher) behind us, (Menard) to try to buy in on whatever line gets organized the most is going to win the race. Those are the cars that’s going to battle it out for the victory.”

Buescher committed, but Menard didn’t, blunting the momentum of the inside and leaving Hamlin in the wake of Almirola, Wallace and Dillon. “So just a 50/50-coin flip and chose the wrong lane,” he said. “Honestly feel like there was nothing else I could have done (other than) just made a different decision there on lane choice.”

One other call Hamlin might be reconsidering? The decision to make the last green-flag pit a lap later than the lead pack (for a clean entry and exit, perhaps after Hamlin nearly lost two laps on a penalty for sliding through his box on the first stop). Hamlin dropped from third to eighth after a stop that he said was “almost too good” because he rejoined the track too far ahead and got gobbled up by the draft of the cars that pitted together. “They took us out of control of the race,” he said.

Ryan Blaney: He has been excellent at plate racing (leading a race-high 118 laps Sunday) in his short Cup career, but Sunday showed the Team Penske driver just lacks experience. His No. 12 Ford seemed in control with the lead and Kurt Busch’s Ford behind him on a restart with seven laps left, but Hamlin just snookered him from fifth on the inside lane.

Blaney made an impressive recovery to lead the next lap briefly over Busch but lost the lead again. When Busch made a mistake going low two laps later, Blaney took the lead again but dropped from first the next lap when Hamlin went by with Busch in tow. A third shot at redemption for Blaney was eliminated by a multicar crash triggered by a block from Busch.

The main takeaway for Blaney, who might had the strongest car in the second half, is learning how to be more strategic and less emphatic with his blocking.

Kurt Busch: He had a couple of shots at becoming the first winner of consecutive Daytona 500s in more than 20 years. But he landed in what he described as a “Bermuda Triangle” on the move in which he apparently delivered an inadvertent push that propelled Hamlin’s Toyota past Blaney’s Ford (Busch has been emphasizing his ties to the Blue Oval, which might present a landing spot in sports cars when his NASCAR career ends).

The Stewart-Haas Racing driver seemed to be second-guessing whether he should have used Dillon’s winning strategy – drill Hamlin and hope he could drive past him without crashing.

“It seemed like when Hamlin blocked us, I hit him pretty hard, and that killed a lot of my momentum,” he said. “Maybe I should have just flung the 11, but you have to treat guys with respect and you’ve also got to throw your elbows out, and you have to hold the hits when you get hit. We were close to going back-to-back in the Daytona 500, but I don’t have anything to show for it.”

Dillon’s victory came on the 17th anniversary of the last-lap Daytona 500 wreck that killed Dale Earnhardt, the most recent NASCAR fatality at Daytona International Speedway.

It’s easy to forget that Dillon also cheated death at the 2.5-mile oval in the airborne wreck in the July 5, 2015 race that ripped a 60-foot swath of the catchfence and left Dillon sitting helpless in a stationary, mangled shell of his No. 3 when it was hit at speed

Yes, despite his Lane Frost impression exiting the car with no injuries, the wreck stayed with him 30 months later and admittedly still makes him nervous.

“When it happened, I didn’t know how big it was, and then you see videos of it, and you’re like, ‘How did I like walk out of that like with nothing?’” he asked. “I guess nervous coming here.  I think everybody does.  Especially like the first race in the Clash, I remember before the race, I was like, ‘Man, there’s something about this place that just makes you nervous.’

But once you get in the race car and you settle in, the belts are tight, you’re like, all right, it’s time to go racing.  It’s fun again.  This place is just cool because of that.  If it didn’t make you nervous, something would be wrong, I think.”

Close your eyes and ignore the Piedmont accent, and it would be easy to pretend you were hearing that being said in May at Indianapolis Motor Speedway.

Chase Elliott’s wicked head-on collision was cringeworthy to witness on such a fateful day in NASCAR history, but it was another reminder that Earnhardt’s greatest legacy remains that it sparked a safety revolution that is the longest period without a fatality in NASCAR national series history.

But it still is jarring to hear Joe Nemechek say after last Friday’s truck series race that “it’s pretty tough to get hurt in these cars anymore with all the safety innovations that have come through, soft walls, the carbon seats.”

Nemechek is a veteran who speaks from painful experience – his brother, John, died in a 1997 truck crash at Homestead-Miami Speedway. And he was giving a candid answer to what it’s like to watch his son, John Hunter (named for his late brother), involved in a caution.

But it still feels like whistling past the graveyard to imply that Earnhardt’s death might be NASCAR’s last. History shows it won’t be, and with blocking becoming part and parcel to plate racing, the brutal wrecks Sunday at Daytona probably will become more of the norm.

It’s possible for NASCAR to legislate blocking through wholesale rule changes, but it was striking that seemingly no one was lobbying for limits during and after 500 miles of incessant aggression.

Contrast that with Speedweeks in 2006 when Tony Stewart sternly warned someone would die if measures to restrict slam-drafting weren’t taken, or the 2002 Talladega race that prompted a virtual revolt among veterans.

Not anymore. A mix of acceptance and resignation about blocking as an accepted part of doing business colored the words of many drivers Sunday. It was particularly true in interviews with Almirola, who didn’t seem the slightest bit miffed about being punted by Dillon (conceding he would have done the same). Almirola’s boss, the guy nicknamed “Smoke” who once bragged of meting out retribution for any young turks daring to impede his progress, might have had a different opinion.

To hear more of his discussion, this was a topic on Monday’s post-Daytona episode of the NASCAR on NBC podcast, which is available on Apple Podcasts, Stitcher, Spotify, Google Play and elsewhere.

Wallace and Hamlin exchanged some barbs in postrace interviews, but they also had a heated exchange of words in the garage after Hamlin left the media center and Wallace was headed there.

It apparently was caught on camera by the crew that is following Wallace’s rookie season for a Facebook Watch documentary. That might be worth watching for over the final two episodes airing this week.

Though it was another tantalizing example of youth vs. establishment, it’s hard to see things lingering between Wallace, 24, and Hamlin, 37, who often play golf and basketball together.

Counting Dillon, the top three finishers at Daytona are members of Hamlin’s “Hoop Group”, where the trash talking might get a little fiercer.

While NASCAR still is waiting to hear if Monster Energy will pick up a two-year option of its title sponsorship beyond 2018, there was another sign the beverage company has made some headway on getting its requests met. The branding on the flag stand made Daytona International Speedway the latest track to more prominently display Monster logos (which were more visible at several tracks last fall).

Because its deal with NASCAR was signed so late before beginning last season, Monster still has been ironing out details with tracks on guarantees of exposure. It’s hard to predict which way its extension could go, but branding similar to Daytona only can help improve NASCAR’s chances.

The first true test will come this weekend at Atlanta Motor Speedway, but it’s rare that a NASCAR initiative such as the optical scanning system is as well received as the new inspection process was at Daytona.

If a full complement of cars is on the grid as early for qualifying and the race at Atlanta, NASCAR really might be on to something.

Also, credit to NASCAR for announcing penalties on team members during the course of last weekend rather than waiting until midweek. NASCAR executive vice president and chief racing development officer Steve O’Donnell explained in his weekly SiriusXM spot Monday that this is part of a laudable effort to get out of the game of announcing midweek penalties.

That hopefully goes for postrace inspection, too, eventually, though it’s unclear where NASCAR will land on that (and there were no inspection problems after the Cup and Xfinity races at Daytona).

The author of this column headline will concede it might have been taken the wrong way (though the text below was intended as elucidation).

While the Duels are becoming antiquated creatures in the charter system, the concept of warmup races for the biggest race of the season is more important than ever. This is an opportunity to reimagine Speedweeks in a throwback way.

Teams will complain about putting too many cars at risk. Even some fans will protest having “too much” racing. Ultimately, the complaints should be weighed against reality, which is that racing cars is the most surefire way to ensure a buildup of compelling storylines for the biggest race of the season. Even if they are just 20-lap dashes a la The Clash of yesteryear.

It’s understandable that Duels, which have been run in some form since the track’s 1959 opening, would be viewed as scared cows. There also has been much discussion about giving NASCAR fans to much “change” to digest. This has been true when the “change” isn’t necessarily warranted but is intended more as a leap of faith toward something better.

That is not the case in this instance. Under the current economic, purse and team structure, the Duels (nee Twins) aren’t going to look the way they did in the halcyon days. It’s something that will need to be addressed by necessity.

Entry lists for NASCAR Cup, Xfinity and Truck Series at Atlanta

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The 2018 season continues this weekend for all three of NASCAR’s national series at Atlanta Motor Speedway.

The weekend includes a double-header for the Xfinity and Camping World Truck Series on Saturday.

It all leads up to the Cup Series and the Folds of Honor QuikTrip 500 on Sunday.

Here’s the entry lists for each race.

Cup Series

There are 36 cars on the entry list for the Cup race.

Justin Marks is listed into the No. 51 Chevrolet for Rick Ware Racing but the team announced Feb. 15 that Harrison Rhodes would drive the car and make his Cup debut.

A driver is not listed on the No. 15 Chevrolet owned by Premium Motorsports.

Gray Gaulding is slated to drive BK Racing’s No. 23 Toyota.

Last year, Brad Keselowski led the final seven laps to win his first race at Atlanta. He beat Kyle Larson and Matt Kenseth.

Click here for the entry list.

Xfinity Series

There are 43 cars entered for the Rinnai 250.

Kevin Harvick, Joey Logano and Ty Dillon are the only full-time Cup drivers entered.

Tommy Joe Martins is entered in the No. 8 Chevrolet owned by B.J. McLeod Motorsports.

Austin Cindric will drive the No. 12 Ford owned by Team Penske.

Kyle Benjamin will drive Joe Gibbs Racing’s No. 18 Toyota.

John Hunter Nemechek will make his first start in Chip Ganassi Racing’s No. 42 Chevrolet.

Chase Briscoe will make his Xfinity Series debut in the No. 60 Ford owned by Roush Fenway Racing.

Last year, Kyle Busch won this race over Keselowski and Harvick after leading 26 of 163 laps from the pole.

Click here for the entry list.

Truck Series

There are 34 entries for the Active Pest Control 200.

Busch will make his first start of the year in his No. 4 Toyota.

Joe Nemechek is entered in the No. 8 Chevrolet.

Two entries, the No. 0 Chevrolet owned by Jennifer Jo Cobb Racing and the No. 1 Chevrolet owned by TJL Motorsports, do not have drivers announced yet.

Last year, Christopher Bell won this race from the pole after leading 99 of 130 laps. He beat Matt Crafton and Johnny Sauter.

Click here for entry list.

Darrell Wallace Jr. picks up sponsor for Atlanta Cup race

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Darrell Wallace Jr. followed up the biggest day of his racing career with a new sponsor announcement.

A day after finishing second in the Daytona 500, it was announced that Wallace and his No. 43 Chevrolet will be sponsored by Driving 101 in the Folds of Honor QuikTrip 500 this weekend at Atlanta Motor Speedway.

Driving 101 operates the NASCAR Racing Experience, Richard Petty Driving Experience and Mario Andretti Racing Experience.

The NASCAR Racing Experience will be on the hood of Wallace’s car.

MORE: Keeping up with Richard Petty after Darrell Wallace’s historic Daytona 500

The NASCAR Racing Experience is an experiential racing company offering realistic racing programs to motorsports fans at 19 tracks across the United States. The Mario Andretti Racing Experience is held at 15 tracks.

“It’s great to see partners coming on board to support us,” Wallace said in a press release. “I’m all about getting fans involved in racing, and nobody does that better than the NASCAR Racing Experience. They allow fans to race the cars we drive. It’s the best way to get on the same track and in the same cars we race. That’s really cool and I’m pumped they are on our car this weekend.”

Wallace is the first full-time African-American driver in the Cup Series since Wendell Scott in the late 1960s and early 1970s.

He became the first to compete in the Daytona 500 since Scott in 1969.

His finish Sunday came in just his fifth Cup start.

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Overlooked stories from the Daytona 500

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The two defining stories coming out of the 60th Daytona 500 are Austin Dillon’s win and Darrell Wallace Jr.’s historic runner-up finish.

But there were 38 other drivers in the “Great American Race” with a few having career days at the 2.5-mile track.

Here’s a look at some of the overlooked stories of the race.

JTG-Daugherty Racing

The two-car team put both of its entries in the top 10 for the second year in a row.

A.J. Allmendinger brought his No. 47 Chevrolet home in 10th while Chris Buescher and his No. 37 Chevrolet finished fifth. It was Buescher’s seventh top 10 of his career.

Michael McDowell

In his first start with Front Row Motorsports, McDowell drove his No. 34 Ford to a ninth-place finish.

It is McDowell’s sixth top-10 finish in 250 Cup starts. It’s his second straight top 10 at Daytona after earning a career-best fourth-place finish last July.

It is FRM’s third top 10 at Daytona in 49 combined starts at the track.

Justin Marks

Though he didn’t finish on the lead lap, Marks still managed to earn the best finish of his four-race Cup career.

Driving the No. 51 for Rick Ware Racing and Premium Motorsports, Marks finished 12th. Previously he had finishes of 40th (Talladega, 2017) and 30th (Sonoma, 2013 and 2015).

Marks, 37, also led his first lap in Cup competition on Sunday.

Gray Gaulding

Driving BK Racing’s No. 23 Toyota, Gaulding made his first start in the Daytona 500 and finished 20th.

It capped off a week where Gaulding did not make a qualifying attempt for the race and BK Racing filed for Chapter 11 bankruptcy the day of the qualifying duels.

Mark Thompson

A veteran of 100 ARCA Racing Series races, the 66-year-old driver from Cartersville, Georgia, made just his third Cup Series start on Sunday and his first in the Daytona 500. The race was also his final start in any racing series.

A Vietnam war veteran, Thompson drove the No. 66 for Carl Long to a 22nd-place finish.

Thanks to wrecks, Thompson finished ahead of Jimmie Johnson, Kyle Busch, Kurt Busch, William Byron, Kevin Harvick and Brad Keselowski.

His previous two starts, in 1992 at Pocono and last year at Talladega, resulted in DNFs.

Thompson, who won the pole for the 2015 ARCA race at Daytona, failed to qualify for the Pepsi 400 at Daytona in 1993 and the 1994 Daytona 500.

D.J. Kennington

Making his second start in the Daytona 500, the Canadian driver earned his career-best result in six Cup starts when he placed 24th.

It topped his 26th-place finish last November at Phoenix.

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