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Richard Petty Motorsports following the footsteps of Furniture Row

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WELCOME, N.C. – All of the noise at Richard Petty Motorsports’ cozy new home on a recent Friday afternoon was coming from behind a short wall in the corner.

Several No. 43 cars were parked on the shop floor in various states of inactivity and incompletion, but the “Fusion” on the front bumper betrayed they were last year’s models.

Drew Blickensderfer, RPM’s crew chief, didn’t seem concerned as he cast a smile toward the source of the noise – a specialized fabrication department that could be the key to solving a championship-tested equation.

Less space and fewer people can equal better results.

“We have shrank quite a bit,” Blickensderfer said. “Right now, we’re bare bones, but we have the people we need to go racing and performance-wise to go racing.

“To grow into a Furniture Row, or a model similar to that, we need to get that (fabrication department) up and running.”

As RPM makes significant structural changes – switching to Chevrolet, aligning with Richard Childress Racing, shuttering its body-hanging staff – no one is expecting a quantum leap in performance for a team that finished 24th in the 2017 owner standings.

But an improvement to a top-20 car with long-term winning potential is expected, and the model is the reigning team in NASCAR’s premier series.

In winning the 2017 title with Martin Truex Jr.’s No. 78 Toyota, Furniture Row Racing has excelled by taking Joe Gibbs Racing chassis and optimizing the accompanying suspension parts and pieces through precision engineering and manufacturing.

RPM hopes to mirror the process through its reorganized fab department, which will have the same equipment from its previous home but with a more laser-targeted focus.

“If we can get that up and running, we’d be better off in the long run,” Blickensderfer said. “And that’s the ultimate goal is to be able to take a car from Richard Childress Racing and develop and work on it and ultimately have a better product for Sunday.”

RPM has traversed various paths toward competitiveness in recent seasons.

In 2014, the team was receiving chassis from Roush Fenway Racing but hanging its own bodies when it made the playoffs with Aric Almirola via a win at Daytona International Speedway. In 2015, RPM added chassis building to its workload but stumbled. Last year, it returned to hanging bodies on chassis supplied by Roush Fenway.

This year, RPM relocated from a 65,000-square-foot shop in Mooresville to a 20,000-square-foot space adjacent to RCR, which will deliver cars from its base just down the hill.

On arrival at RPM, all that is needed is interior (such as driver’s seat, steering wheel and column, air boxes and gear coolers) and mechanical work.

“Basically, it comes as a shell, the chassis with a body on it,” Blickensderfer said. “We do the wiring, the plumbing, the suspension parts, front and rear. Basically, all the parts you would bolt on.”

The change has allowed RPM to run leaner because there’s less work to be done on bodies. After employing about 80 last year (with 60 working on cars), RPM will have about 40 employees in 2018 with roughly 25 working on cars (about a half-dozen of those crew members will stay in the shop for assembly while the team is on the road, and RCR will supply the team’s pit crew).

The staff reduction will allow RPM to reallocate some funding toward R&D (after making zero trips to a wind tunnel last year).

Blickensderfer said the alliance with RCR should provide an aerodynamic foundation that will allow fine-tuning to have a greater impact. Last year, RPM “did a really good job of putting stuff that drove well under our race cars” but still faced the aerodynamic limitations of the Roush chassis.

“The thing that really creates speed on cars is the body and aero,” Blickensderfer said. “You can have the wrong springs in your car and mess up the other stuff a little bit, and you’d still be fast, at least in portions of the race. If you get all the springs right, and your aero is terrible, you still might be only a 20th-place car. That’s just the reality of it. The thing that is the most expensive to develop, create and implement is the aero stuff.

“So that’s why the big teams, they have all the wind tunnel data, and you’re racing against teams that are just developing faster than you can even produce cars. That’s why you’ve got to jump on board with them to get some of their information, or you’re going to be watching them coming behind you ready to lap you.”

With consolidation among chassis and engine builders an overarching trend in NASCAR for the past decade, alliances have become more prevalent. Besides RPM, Germain Racing and JTG Daugherty also have similar arrangements.

But few have made it work as well as Furniture Row, which made the championship round in 2015 through an RCR alliance before switching to JGR and Toyota the next season. Relying on the setups and strategies of crew chief Cole Pearn, Truex consistently outran JGR’s fleet of four Camrys in 2017 with a series-high eight victories and 19 stage wins – despite a few hundred fewer employees working at its Denver location.

“You step back and say, ‘How come no one else has been successful in that model?’ and you look at what Furniture Row has done with their model,” Blickensderfer said. “They still do some stuff in-house. So we pay RCR for an engineering agreement and to get cars from them, but that doesn’t mean we can’t develop ourselves. So you’d only be better off if you get extra money, you can start developing things yourself.

“Get all (the alliance team’s) information. Dump yours on top of it. You can’t help but get better in the long run that way. That’s what Cole and those guys have done. That’s the model that I would think the JTGs, the RPMs, the Germains, companies of this size, that’s what we need to strive to do is use that model to build up into that next level of race team.”

Though RPM will benefit from RCR’s aerodynamic R&D and assembly line capability, some of the information will be transferred the other way, too.

“They’re incorporating some of the stuff we had in our race cars into theirs that they think is going to make them better,” Blickensderfer said. “Before they put the body on it, we can change the brake system and do what we want, which eventually they’re going to do. And that saves us both time to make sure we have the best product.”

RPM took delivery of its first Camaro late last week for the Jan. 31-Feb. 1 test at Las Vegas Motor Speedway. Its hauler will be on the road Jan. 26 to Nevada, leaving about a week to finish preparing and setting up the car.

“That’s not all that tight of a timeframe,” Blickensderfer said. “What will happen in the future when we start racing is we’ll get a car two to three weeks before the event, and when we come in on a Monday morning after an event, the next week’s car is on the setup plate ready to go, so there’s only about a day’s worth of work we have to do to it.”

RPM has put its surface plates and other tools in cold storage, keeping open the option to revert to hanging bodies. But with the sponsorship landscape scarce, it makes such autonomy more difficult.

“If you could do everything yourself, you’d be better off, because then nobody gets your information,” Blickensderfer said. “But if (RCR) can take the money they’re developing cars with, and we can take the money we’re getting to develop cars and combine it, I think we all end up better. When there is less money in the pot to grab, the more of us that can throw the money in, the better we’ll be.”

Podcast: Front Row Motorsports explains how it improves with smaller budget, unique sponsor deals

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Running a Cup Series team is not a cheap endeavor.

One person who knows this is Jerry Freeze, the general manager of Front Row Motorsports.

Owned by Bob Jenkins, the two-car team runs the No. 34 of Michael McDowell and No. 38 of David Ragan and has a technical partnership with Roush Fenway Racing.

Freeze sat down with Nate Ryan on the NASCAR on NBC podcast to discuss how FRM works with smaller budgets and its unique business-to-business sponsorship deals through Jenkins’ trucking company, MDS Transport, and restaurant business, Charter Foods.

Freeze calls Love’s Travel Shops, which sponsors half the races on McDowell’s car, a “textbook example” of such a deal. Their partnership began in 2013.

“Bob owns a trucking company with about 300 over the road truck on the road,” Freeze said. “They’ve got to get fuel somewhere. That’s kind of how the Love’s Travel Shop deal started for us.”

Freeze describes it as a “slightly smaller scale” version of the relationship between Team Penske and Shell.

Unlike larger teams, Front Row doesn’t yet have an optical scanning station at its shop like the one cars are inspected with at the track.

“We went into it thinking, ‘We’ll never need to have one of those, NASCAR’s got one, we can go over there whenever we want,'” Freeze said.

The team also relies on the scanner located at Roush Fenway Racing. But it’s a challenge to take cars to Roush, with its shop in Concord, North Carolina, about an hour away from Front Row’s in Statesville.

Buying its own scanner is beginning to look like a “necessary evil” for Freeze, who said he’s heard it would cost $300,000.

“I think if you’re really going to try to optimize the car through each step of what you do, that might be the way to go,” Freeze said.

When it comes to becoming more competitive, Freeze and Jenkins have been encouraged to invest more resources and money into the team by moves NASCAR has made to lower costs, including requiring teams to use engines in multiple races, spec radiators and the controversial common pit guns.

“It put it in a place where, yeah, it’s still pretty tough for Front Row to get to, but it’s not as high as it use to be,” Freeze said of the engine rule. “With spec radiators, we were spending $9,000 for radiator in the past. Now a spec radiator is, I don’t know, a third of that.”

Freeze also addressed the future of one of the team’s three charters, which is leased to TriStar Motorsports this season.

“You can’t do that forever with the way the rules are set up,” Freeze said. “We’ll have to make a decision, either we’ve got to operate (it) ourselves or maybe we sell it to TriStar some day, I don’t know. … Even though we weren’t in a position to run three cars and we’re still not today, it’s kind of nice to have in your pocket just in case something came along that was just phenomenal and we needed one.”

Click on the embed above to hear the podcast. It also is available on Apple Podcasts, Google Play and Stitcher.

August Cup race at Michigan to be called Consumers Energy 400

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The Aug. 12 Cup Series race at Michigan International Speedway will be sponsored by Consumers Energy as part of a multi-year deal, the track announced Thursday.

Consumers Energy is Michigan’s largest energy provider, providing natural gas and/or electricity to 6.7 million of the state’s 10 million residents.

The company takes over for Pure Michigan, which sponsored the race from 2011-17.

“We are excited to expand our collaborative relationship with Consumers Energy,” said track president Rick Brenner in a press release. “We strive to work with Michigan-based companies like Consumers Energy who continue to give back to the community. We are looking forward to working together to provide our guests an awesome experience each August for many years to come.”

Consumers Energy will also sponsor the inaugural MIS Charity Dinner on June 9 and the track’s 50 Years of Racing Exhibit in the fan plaza for both of the track’s race weekends.

The MIS Charity Dinner, which benefits the Henry Ford Allegiance Health Foundation Patient Immediate Needs Fund and the MIS Cares Fund, will feature a strolling dinner, dessert and drink stations, live and silent auctions, music, a photo booth and more. The event will also feature a question and answer session with Dale Inman, Rusty Wallace and Leonard Wood.

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Weekend schedule at Richmond for Cup, Xfinity

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NASCAR heads to its third short-track race of the season this weekend at Richmond Raceway.

Kyle Larson won the Cup race at Richmond last fall and Joey Logano won there last April.

Here is this weekend’s schedule at Richmond:

(All times Eastern)

FRIDAY, APRIL 20

7 a.m. — Xfinity garage opens

8 a.m. – 9 p.m. — Cup garage open

8 – 8:45 a.m. — Xfinity practice (No TV)

9:40 – 10:25 a.m. — Final Xfinity practice (Fox Sports 1)

11:05 – 11:55 a.m. — Cup practice (FS1, Motor Racing Network)

12:35 – 1:25 p.m. — Final Cup practice (FS1, MRN)

4:05 p.m. — Xfinity qualifying; multi-vehicle/three rounds (FS1)

5:10 p.m. — Xfinity driver/crew chief meeting

5:30 p.m. — Cup qualifying; multi-vehicle/three rounds (FS1, MRN)

6:30 p.m. — Xfinity driver introductions

7 p.m. — ToyotaCare 250 Xfinity race; 250 laps/187.5 miles (FS1, MRN, SiriusXM NASCAR Radio)

SATURDAY, APRIL 21

1 p.m. — Cup garage opens

4:30 p.m. — Driver/crew chief meeting

5:50 p.m. — Driver introductions

6:30 p.m. — Toyota Owners 400 Cup race; 400 laps/300 miles (Fox, MRN, SiriusXM NASCAR Radio)

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NASCAR America: Short tracks are Clint Bowyer’s favorites

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It was a question that needed to be asked, although the answer was not a surprise to anyone. What is Clint Bowyer’s favorite type of track?

“Short tracks are obviously my favorite,” Bowyer answered. “I think they’re probably everybody’s favorite. That’s what we grew up doing. That’s probably where we feel most comfortable.”

“I love back-to-back short track races because the drivers don’t have time to forget about who they’re mad at,” Steve Letarte interjected.

But Bowyer’s love of short tracks is not limited to Martinsville, where he snapped his long winless streak earlier this year. He is even more excited about coming to Richmond Raceway this week.

“I feel like Richmond is the perfect-sized race track.”

Bowyer went one step further, suggesting there is a way to add more tracks like Richmond to the schedule.

“I feel like, some of these mile-and-a-half tracks, we need to just use as parking lots and build Richmond in the infield,” Bowyer said.

For more of what Bowyer and Dale Earnhardt Jr. had to say about short track racing, watch the video above.