Dale Earnhardt Jr.

Dale Earnhardt Jr.’s interim crew chief for Richmond will be car chief Travis Mack

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Dale Earnhardt Jr. will have car chief Travis Mack as the interim crew chief on the No. 88 Chevrolet for Saturday’s regular-season finale at Richmond Raceway.

NASCAR announced No. 88 crew chief Greg Ives’ suspension Wednesday for Richmond after Earnhardt’s car was found with two unsecured lug nuts after Sunday’s Southern 500 at Darlington Raceway.

In a release, Hendrick Motorsports said it wouldn’t appeal the penalty, installing Mack, 34, as the crew chief at Richmond.

Mack has been Earnhardt’s car chief since 2015 under Ives and had worked as a mechanic at Hendrick from 2004-12 on the teams of Jeff Gordon and Earnhardt. He was the car chief at JR Motorsports’ Xfinity team from 2013-14, winning a championship with Chase Elliott.

“We have a tremendous amount of confidence in Travis and everyone on the team,” Hendrick vice president of competition Jeff Andrews said in a release. “Our people have done a great job all year with the lug nut rule. We won’t dwell on it (the penalty) and will look forward to having Greg back on the box next week at Chicagoland.”

Earnhardt, who will retire after this season, is 22nd in the points standings entering the Sept. 9 race at Richmond International Raceway, which is the last chance for making the 16-driver playoff field with a victory.

Dale Earnhardt Jr. could be without crew chief Greg Ives at Richmond because of penalty

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DARLINGTON, S.C. – With one final shot to make the playoffs, it seems Dale Earnhardt Jr. could be facing the regular-season finale without crew chief Greg Ives.

Earnhardt’s No. 88 Chevrolet had two unsecured lug nuts after his 22nd-place finish in Sunday’s Southern 500 at Darlington Raceway. The punishment for two unsecured lug nuts is a $20,000 fine and one-race suspension for the crew chief.

NASCAR usually announces penalties (which can be appealed but usually aren’t with lug nuts) by Wednesday.

Earnhardt, who will retire after this season, is 22nd in the points standings entering the Sept. 9 race at Richmond International Raceway, which is the last chance for making the 16-driver playoff field with a victory.

The Hendrick Motorsports driver said he could tell his right-rear wheel was loose on the last green-flag run.

“I had a really bad vibration,” Earnhardt said. “They must have just kind of had a screw up. It wasn’t intentional. They wouldn’t leave two loose like that when they are not even tight up on the wheel. So, something must have happened on the pit stop because those guys have been great all night.”

Earnhardt made his final pit stop because of a right-rear flat.

“The right-rear was going down for a very long time and finally it went flat,” he said. “Came in, changed that and went back out, and it was so loose, you couldn’t go, so we had to abuse those tires too much at the end. Twelfth to 15th is where we all ran and I’m not too disappointed because we sat there and ran right with our teammates all night.”

Chase Elliott (11th) was the highest-finishing Hendrick Motorsports teammate, followed by Jimmie Johnson in 12th). Kasey Kahne was 24th.

 

Exclusive: Dale Earnhardt Jr. evaluates his farewell tour so far, ‘I’ve signed twice as many autographs’

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BRISTOL, Tenn. – In his last Cup race at Bristol Motor Speedway, Dale Earnhardt Jr. has varied his line – and not just because of the new bottom-lane grip on the 0.533-mile oval.

When he leaves the track through the Turn 3 tunnel to walk to an adjacent motorhome lot, Earnhardt is making multiple stops along a fence where fans line up for driver autographs.

“Usually on a Bristol weekend, I’d walk that fence once, probably Saturday afternoon,” Earnhardt told NBCSports.com. “But this year we’re walked it every day that we’ve been here, and there’ll be different people there each day because they know that’s where there is a great opportunity to get an autograph.

“Typically if you went through there once, that was good enough for you and your peace of mind individually. But this particular year, we’ll walk it every day, just so that if that makes a bit of an impression. That’s what you want.”

The 14-time most popular driver said he gladly has signed twice as many autographs during his final full-time season in NASCAR’s premier series, which he is marking with an “Appreci88on” campaign that kicked off two months ago.

With among the largest crowds of the season expected for Saturday’s Bristol Night Race, sponsor Mountain Dew has a major trackside presence via the DEW HQ/Outdoors campaign aimed at celebrating Earnhardt’s final season and love of the outdoors. A RideWithJr.com contest also is aiming to put 100,000 fans’ names on Earnhardt’s No. 88 Chevrolet for his last Monster Energy Cup Series start at Talladega Superspeedway in October.

Those initiatives, along with the track’s Thursday announcement of establishing an annual automotive scholarship in Earnhardt’s name for a high school student in the Bristol area, are what the Hendrick Motorsports driver deems the spirit of “Appreci88on” – honoring those who have supported him over the past two decades.

“I think that when the tracks are like ‘Man, thanks Dale!’ or they paint (stuff) in the infield … thank me, hell,” Earnhardt said. “Thank the fans. They’re the ones who bought your tickets, not me. I just came and drove and walked around and had fun.

“I really didn’t do a lot of legwork to make this fan base. It’s just being myself, and that came really easy.”

Earnhardt’s last lap around the circuit came under scrutiny recently when Kevin Harvick said on his SiriusXM Satellite Radio show that he was underwhelmed by the “vibe of Dale’s last year” as far as souvenir sales and tickets sold.

How does Earnhardt think the Appreci88n tour has gone?

Here’s what he told NBCSports.com in an interview inside his No. 88 hauler before qualifying Friday at Bristol Motor Speedway:

Q: With some questioning whether your farewell tour had garnered the traction that was anticipated, is it going as you’d hoped?

A: “It’s going as designed. We wanted as little attention on ourselves as possible and as much on the fans as possible. To (Harvick’s) point, I think if we were performing better, yeah, people would be coming out to see us run, cause they feel like, ‘Yeah, if we watch him, he might have a shot to win. I want to see him win.’ So he’s right about that. And I thought he was right about half the stuff he said, some of it was a little bit overboard.

“But our whole angle really wasn’t to put me on a pedestal and say, ‘Hey, it’s the last year! Come get some of this! Bow down!’ It was nothing like that. I’m not very comfortable with that anyway. The level of attention I get, I like to keep that at arm’s length anyway. But we felt like our mission, what would make me comfortable and the right thing to do would be to give the appreciation to who deserves it, and the fans were the obvious answer to me. That, to me, is going as planned.

“I think that half the people out there when they see ‘Appreci88on,’ they don’t really know for who. So we might could have done a little better job sort of spelling it out a little bit better for everyone. But yeah, the appreciation isn’t for me, it’s for Junior Nation.”

Q: How has it made you reflect on the fans you have?

A: “I know that a big chunk of it came with dad. I’ve never disagreed with the fact that my father’s success, his celebrity, certainly opened a ton of doors for me, got me a ton of race fans right out of the gate. And the story of being his son and racing, all that adds to it for sure.

“But I think we did a lot of things in the last 20 years to grow that fan base. Obviously I didn’t have this many fans when Dad died. We got a lot of fans, but we’ve grown it. I hear more people actually follow me who didn’t follow Dad or didn’t even know who Dad was. I don’t know how that happened. I don’t know why that happened. What I keep hearing from people is we’re genuine, honest and our message is always pretty clear and straightforward, relatable, guy you want to have a beer with. So for whatever reason, that’s worked.

“The appreciation, that’s why we went that direction. It’s unorthodox, and the message is a little cloudy because it’s not what people expect. People expect in your final year, you’re going to stand up on a pedestal and wait for everyone to throw flowers at you or something. That’s not really (it). I’ve had enough appreciation for 10 men.”

Q: So your final trip around the circuit was never about collecting rocking chairs and other retirement gifts, in other words?

A: “I can say honestly watching Jeff (Gordon) and Tony (Stewart) go through (their final seasons) helped me sort of go ‘Whoa.’ Because I think watching them go through theirs, they weren’t anticipating any of that stuff. And you’d talk to Jeff, and he’d go, ‘Yeah, I don’t know why I got these horses. I don’t know what to do with these.’ We had those two guys to watch and get prepared on our end that maybe we should go this other angle, and try to safeguard against some of that stuff. Because I don’t need stuff piling up over at the house, pictures and things. It’s nice, and I appreciate the idea behind it.

“But what this track did here and what Sonoma did, those are awesome! I mean, damn! That’s really going to make a difference, or you hope. It has a great chance to do something good for somebody, way better than some photo I’m going to stick on the damn top of my storage that I’m never going to hang anywhere.”

Q: So the criteria or measuring stick for success is different than others who might be looking at T-shirts or tickets sold?

A:”I don’t know how many T-shirts I would have sold had I retired last year, you know? I don’t know whether I agree 100%, and I don’t even know what the numbers are.”

Q: You haven’t looked at how well your stuff has sold this year, right?

A: “Hell no! I don’t even know who to ask. But I’ve heard that there wasn’t a big spike in attendance for Jeff and Tony, and I didn’t ask and it doesn’t matter. It’s not a competition. (Pause) But yeah, 100% if we’d run better, it would have been a lot rosier.”

Q: Is there anything else you can do for fans beyond producing better results?

A: “I haven’t counted, but I think I’ve signed twice as many autographs up to this point in the season than I usually sign, because that’s the theme. If we’re really showing appreciation, let’s spend a couple of more minutes over here and a couple more minutes over there. We’ve got some other ideas. We want to do some things in the offseason.

“Whatever we do, it’s going to be really hard to reach everybody. But we’ve thought about some things that we can do. Like Mark Martin has this fan day (at his dealership in Batesville, Arkansas), and it’s freaking awesome. I was looking at the results from that last year. It’s been going on for a while, and fans love it. They continue to come. They have a great experience. I’m thinking about something similar to that, that is an annual event that’s for them and just cater to them all day long, and they get an enjoyable experience.

“Dad had something similar to that. He had an open house at his dealership, which was his way to kind of say, ‘Hey fans, I’m going to be here all day. And I’ll be here from noon until fricking midnight. However long it takes to sign for everybody.’ And he would. He’d sign for seven to eight hours straight. We were sitting over there beside him going “Golly. When is this going to end?” And he would just go and go until everyone was happy. That was one day a year he went all out. So that’s something I’d be happy or comfortable doing, maybe put something together. I’ve talked to the Hall of Fame about doing something there maybe. Because that would bring a lot of folks to the Hall of Fame, and it’s local, so that would be kind of cool. That’s something we’ve been bouncing around.

“Aside from that, all you can do is try to interact with everybody at the racetrack. You take a little more time instead of bee lining from the car to the hauler or the haulers to the bus. You’re casual about it. Sign for everybody and try to get everybody you can at the racetrack and on race weekends. Because there’s a lot more people, I don’t know about the numbers in the grandstands, but damn sure there are a lot more people wanting autographs this year. Around the garage Friday and Saturday, it’s ramped way up.”

Q: And the vibe you get from your fans is that they like how things are going, all things considered?

A: “It seems like people are fine. Not everyone’s last year is going to be as successful as Jeff’s. I’ve looked at other drivers’ careers and their final seasons, and there are a lot of big names that didn’t have awesome years as they wound down. I knew that I was up against a pretty difficult challenge when I decided to come back. But I knew that the team was strong. If we could get it going, we’d get it going. We didn’t going, at least not yet, but we’re just weathering through it (laughs) trying not to damn self-destruct or explode or turn it into a bad thing.

“Racing can bring the worst out of you. Your worst personality, attitude. Your worst habits. Bristol is the track that’s worst for me. It makes me want to go (expletive) bonkers on everybody, and I know that ain’t going to get us nowhere and just get us pissed off. So I’m safeguarding against that a little bit. Hopefully get in the playoffs and come to a couple of tracks we ran good at early in the season (such as) Texas. See if we can’t get a couple of good runs.”

Ryan: The case for why Dale Earnhardt Jr.’s popularity hasn’t ‘stunted’ NASCAR’s growth

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So in the endless dissection of NASCAR’s meteoric rise and erosion of audience (has any other sport’s trajectory been so carefully parsed?), this is where we’ve landed.

Did the 14-time most popular driver in the Cup Series actually hamper stock-car racing’s growth over the past decade?

Kevin Harvick floated the thesis Tuesday during his SiriusXM Satellite Radio show, “Happy Hours”.

“Dale Jr. has had a big part in kind of stunting the growth of NASCAR because he’s got these allegiances of fans, this huge outreach of being able to reach these places none of us have the possibility to reach,” he said. “But he’s won nine races in 10 years at Hendrick Motorsports and hasn’t been able to reach outside of that.”

Just on its face, this seems a specious assertion.

Namely because Earnhardt’s reach already extends far beyond what any other NASCAR driver enjoys, even a past champion such as Harvick.

With the cadence and diction of a textile mill worker and the surname to accentuate his throwback bona fides, Earnhardt represents the last real connection to NASCAR’s Southern-fried roots for an old-guard fan base that routinely has voiced its feelings of disaffection amid modernization laying waste to some tradition.

And as a Twitter savant whose mastery of GIFs and quips, as well as the weekly host of a popular podcast, he is the most digitally savvy star in Cup whose effortless grasp of the trendy has continued apace since he became the first NASCAR driver to score a Rolling Stone profile.

In bridging the gap between the diehards that NASCAR desperately wants to avoid alienating and the youth that it desperately seeks to attract, who has been a better hope for expansion in the 21st century than Earnhardt?

There have been such declarations made before (such as NASCAR chairman Brian France’s 2010 comparison to a cornerstone franchise) that if Earnhardt had excelled, it would have been a larger driver of audience. But empirical evidence (such as Earnhardt’s 2014 Daytona 500 win and three wins later that season) also has run contrary to those assertions.

There is merit to Harvick’s postulation of success being tied to popularity in other professional sports. Undoubtedly, the most popular athletes usually tend to be the most accomplished.

But it never is as simple as some transitive property in which mass appeal spikes because of a title.

Michael Jordan was destined to dwarf his NBA peers in popularity years ahead of his first championship. The mammoth sales of his iconic Air Jordan high top sneakers started several years before he won a title.

An even better example might be Steph Curry, who signed a megashoe deal with Under Amour that began during the Golden State Warriors’ run of three consecutive NBA Finals. Sales have lagged so much for the two-time MVP’s shoes (part of a 60 percent overall decline since last year), it has become part of the narrative in a 10-figure drag on Under Armour’s market cap this year.

Peyton Manning, whom Harvick also cited as an example, became an A-list endorser long before a Super Bowl victory (and was known most of his career as much for the big games that he didn’t win).

LeBron James didn’t ascend to another level by winning his first two championships with the Miami Heat (conversely, you could say his brand actually was diminished by those who perceived he took the easy route to the title).

If you are independently popular without the benefit of a significant accomplishment, a championship is unlikely to make you even more transcendent – just like it isn’t accompanied by an automatic anointing of breakthrough renown.

Look no further than NASCAR to realize the limitations that unprecedented success can bring.

As Harvick noted, reigning series champion Jimmie Johnson isn’t the top seller in merchandise despite a record-tying seven titles and becoming the first to win five straight.

“It’s really confusing to me,” Harvick said. “In my opinion, Jimmie Johnson should be our most popular guy.”

He shouldn’t be so puzzled. These are the fallacies of applying pretzel logic to something that can’t be quantified – an “it factor” blend of charisma, magnetism and swagger.

It wasn’t seven championships that turned Dale Earnhardt Jr.’s father into the John Wayne of NASCAR. It was the mythology surrounding his blue-collar persona as the everyman laborer turned stock-car superman.

Earnhardt’s sway was built as much during the years in which he didn’t win championships. The fans who loved Earnhardt – just like those who found a special allure in Jordan and Manning – weren’t enamored with him solely for the results.

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While Harvick might be “totally shocked by the vibe” of Earnhardt Jr.’s final season because it didn’t bring record-breaking attendance and merchandise sales, that isn’t exactly an outlier.

The “retirement tours” of Jeff Gordon and Tony Stewart also had minimal gate impact for much of the past two seasons. You can posit that the drivers downplayed their farewells and dissuaded tracks from celebrations, but that doesn’t change the basic principle that fans didn’t flock en masse to witness their final laps.

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One category in which Earnhardt Jr. has made an indisputable impact? Candor.

His brilliantly concise explanation for the changing economics of driver salaries was notable for its honesty and insight but even more so because he was uninhibited in making the pronouncement. Because of his standing within NASCAR, Earnhardt is acutely self-aware that he can weather blowback with fewer repercussions than any other star, and he has chosen his spots carefully but shrewdly when making his points.

He will leave a void of honesty in the driver brigade, and it’ll be curious to observe whether anyone will have the gumption to fill it.

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Watkins Glen International president Michael Printup caused a stir in declaring the 3:18 p.m. start time for Sunday’s Cup race at his track was “absolutely ridiculous” and likely would end its grandstand sellout streak at three if kept in place for 2018.

Printup said roughly a quarter of the 4,000 fans he met with Saturday morning expressed dissatisfaction with the later start time and said they wouldn’t return because of it. In particular, he noted that fans making a 130-mile drive from Buffalo didn’t want to be on the road home late Sunday night (though those worries apparently didn’t hurt year-over-year turnout from the 2016 race, which started only 30 minutes earlier than this year).

It isn’t the first time start times have been a hot-button issue this season, which will feature nearly three times as many races (13) beginning after 3 p.m. as last year (five). NASCAR president Brent Dewar explained last month that a 1 p.m. ET start is too early for California and its population of close to 40 million. It also is probably too early for Texas, which has nearly 30 million residents.

It’s understandable that East Coast tracks would lobby for earlier starts to keep their tens of thousands of fans happy … but it also has to be weighed against the millions that are watching on TV, which is a major part of the revenue streams for NASCAR, teams and tracks, along with critical exposure value for sponsors.

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With four victories and a regular-season points championship in sight, Martin Truex Jr. essentially has earned a first-round bye in the 2017 playoffs.

In reality, he probably is safe all the way through to being a title contender in the season finale at Miami.

Last year, it took 78 points to advance from the second round – a per-race average of 26. Projecting the 15 playoff points he would earn for a regular-season title, Truex already is sitting on 16 points per race – a total that could grow over the next four races. That would mean averaging a top-25 finish would advance him from the second round.

In the third round last year, 113 points advanced Kyle Busch to Miami, an average of 37.6. With his projected playoff points, Truex can hit that total by roughly averaging a top-20 finish.

Anything can happen, as Truex said after his Watkins Glen win, but it also wasn’t bluster for him to declare, “We should essentially be a lock for” the championship round.

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No one knows the benefits of being based outside the Charlotte, N.C., hub of NASCAR better than Truex and his Denver-based team. Furniture Row Racing owner Barney Visser openly wondered in a Wednesday interview on SiriusXM’s “The Morning Drive” whether more teams should try it – or at least be open to the concept.

Though Furniture Row’s success has framed the conversation in a new way, this isn’t a novel idea. About a decade ago, there were brief rumblings about a team (Everhnam Motorsports frequently was mentioned as a possiblity) mulling a move to Indianapolis, which offers a centralized location and racing infrastructure. Many NHRA teams are based in Brownsburg, a small suburb just west of Indy.

Given the success of Furniture Row, which inherently can keep its trade secrets tightly held with greater ease in a far-flung locale, it seems a prospect that is worth reconsidering if only for a competitive advantage. As Visser noted, there also is the potential for audience growth and hometown allegiances (which would benefit NASCAR in bringing more localized media coverage).

But Team Penske, Hendrick Motorsports, Joe Gibbs Racing and Chip Ganassi Racing have spent tens of millions on building and improving their enormous shops of plate glass and steel in the Charlotte area. To walk away from those investments would be staggering — and probably require a sweetheart package of tax breaks and financial incentives.

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Jamie McMurray has become one of the many Cup veterans more attuned to health and fitness this season, recently completing a 104-mile bike ride and entering training for a marathon.

“Everyone’s got their own story of why they’re doing this,” McMurray said as the guest on the most recent NASCAR on NBC podcast. “I found cycling at the beginning of the year as something that’s really important – fitness — for my profession, but it also gives me two to three hours a day where I can just clear my mind from everything,”

During the podcast, McMurray explained why he tweeted some of his biometrics after Kasey Kahne’s Brickyard 400 victory. The Chip Ganassi Racing driver also discussed why he observes social media without engaging in it and why the Cup Series Drivers Council didn’t work as he expected.

You can listen to the podcast by clicking on the AudioBoom embed below or download and subscribe to the podcast on Apple Podcasts by clicking here. The free subscription will provide automatic downloads of new episodes to your smartphone.

It also is available on Stitcher by clicking here and also can be found on Spotify and a host of other smartphone apps.

Confused why big-name veterans don’t have rides for 2018? Let Dale Earnhardt Jr. explain it to you

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WATKINS GLEN, N.Y. – Why are Matt Kenseth, Kurt Busch and Kasey Kahne without confirmed Cup rides next season despite their sterling resumes?

It essentially comes down to money, Dale Earnhardt Jr. said Saturday in one of the most insightful and revelatory answers yet about a tumultuous season of driver movement in NASCAR’s premier series.

Younger drivers “taking smaller contracts” is a good thing, the 14-time most popular driver said.

“You’ve got a guy who you think has got a lot of talent, very young, a lot of potential and a veteran who is established but he wants three, four, five, six times the amount of money,” Earnhardt said between practices at Watkins Glen International. “I mean, you’re going to go with a younger guy because it’s a better deal financially. That’s something that I think is transitioning in the sport. It took a while, but when we had our major reset when the recession hit and the value of everything changed, the trickle-down effect is coming through the drivers’ contracts and making a big difference into the decisions these owners are making.

“You can’t pay a driver $5 to $8 million a year if you ain’t got but $10 million worth of sponsorship.  You can’t. That ain’t going to work. Guys aren’t getting $20, $30, $40 million a year on sponsorship. Owners aren’t getting that anymore.”

MORE: Cup owner says time is now for spending limits on teams

Despite the availability of Kenseth, the 2003 champion with 38 career victories, Hendrick Motorsports recently announced relatively inexperienced Alex Bowman as the replacement for Earnhardt, who is retiring after the 2017 season.

Cup rookie Erik Jones is replacing Kenseth at Joe Gibbs Racing, and Hendrick still is mulling whether to keep Kahne after his Brickyard 400 win (Xfinity Series rookie William Byron is a candidate to fill the No. 5 Chevrolet). Busch’s status for next year is unclear after Stewart-Haas Racing declined to pick up the option on his contract.

After the introduction of team charters last year altered how teams’ revenue streams from NASCAR work, drivers’ contracts were reworked in a way that became more driven by purses (which haven’t been made public since last year) than base salary.

The new wave of young drivers consequently are signing for far less guaranteed money than veterans whose deals began before the charter system, Earnhardt said.

“You’ve got a lot of young guys coming in being offered and accepting contracts that are a fifth to a 10th of what veterans are getting paid,” he said. “And that’s money that can go into the team. These sponsors aren’t giving teams the money that they used to, so the owners, everybody’s got to take a little cut. Everybody’s got to dial it back. Everybody’s got to realize they have to accept some of that fallback and difference. That’s the same with the drivers’ contracts.

“So a lot of these veteran drivers are getting paid multiple millions of dollars. A lot of these young guys coming in are getting a fraction of that.”

At NASCAR’s peak sponsorship climate in the mid-2000s, a driver salary could comprise as much as 40 percent of a championship-caliber team’s budget (which typically ranged from $20 to $30 million annually).

Earnhardt, who is a co-owner of the JR Motorsports team in the Xfinity Series, said it’s a positive that driver salaries are being reset because more money will flow into team coffers and make the business more sustainable.

“Drivers are having to understand that change is coming down the pipe,” he said. “If it haven’t happened to ‘em yet, it’s going to happen to them. And the young guys, they don’t know any better. They’re taking a nickel to race. They’re taking whatever they can get. That’s a good change for the owners. Somewhere in a quote years ago, I admitted to being overpaid, but I wasn’t going to complain.

“That’s a shift that’s going to be better for the sport. Get those salaries in a realistic range for how much money that we have from corporate America. All those things have to change, driver salaries included.”