Joey Logano needs a win to make it into the Cup playoffs. Currently outside the top 16, the Team Penske driver has to win in the next three races or he likely won’t make it to the playoffs
Luckily, he’s won two of the last three night races at Bristol Motor Speedway.
But NASCAR America analyst Slugger Labbe says Logano’s recent record “doesn’t matter.
“You’re going to Bristol now, a night race, a traction compound that’s going to be applied and that’s going to wear off,” Labbe said. “Your car is going to be adjustable. The team can’t make any mistakes. They’re 98 points out of the playoff bubble. They have to win. Bristol is definitely a good shot for them.”
But in addition to the traction compound that had been treated on the track differently, Parker Kligerman said he thinks there’s a “lack of … confidence” in the No. 22 team.
“It doesn’t seem like the confidence is there to go out and get that win,” Kligerman said. “This is a race track that rewards confidence.”
Watch the video for the full discussion.
Kligerman: Kyle Busch lives on the edge … of excellence
On the morning of my 27th birthday this past Tuesday, I sat on my balcony under overcast skies and came to a realization (as you often do on your birthday).
Turning 27 means I have been watching racing for nearly 20 years and involved either driving or working with race cars for 15 years. And it has become clear to me — no matter if you’re a seasoned racer or a virgin fan – that there is an unanswerable question in racing.
What makes one driver better than others?
There are many who will offer their opinions, such as “They have a feel for it,” or “They are able to do X and no one else can X as well as them.” Or maybe even using the parochial “God-given” feel, expertise, and talent as the great divide between excellence and average.
The fact is, there is no one on the planet who has a definitive answer as to what makes one driver better than another. There are simply too many variables from one situation to another.
But every now and then, we are given a rare glimpse of what separates a great driver from the rest. It may be an incredible pass, a rear tire-smoking save, or a string of laps so fast they defy logic. Moments that become multimillion-viewed YouTube videos and the go-to folklore in bars around the world to justify a legend.
Think of the start to the 1993 Donington Park Grand Prix, when Ayrton Senna drove from sixth to first in one incredible rain-soaked lap. Or stateside, the 2000 Winston 500 at Talladega Superspeedway where Dale Earnhardt went from 18th to first in five laps for his last victory.
Even a single lap time can define a career. Such as the 1988 Monaco Grand Prix qualifying session when Ayrton Senna outqualified his teammate by an incomprehensible 1.427 seconds to win the pole. Senna would later remark, “That was the maximum for me; no room for anything more. I never really reached that feeling again.”
Those are examples of entirely different forms of racing, but two drivers for whom “legend” at this point doesn’t suffice. They’ve become the stuff of gods because of the number of times they had great unimaginable moments behind the wheel of a race car.
Which brings me to the modern day. In an era of ever increasing technology, parity and rules designed to allow closer competition, it increasingly is harder to see these great moments. But trust me, they still exist.
With the “Multi-Vantage Point” coverage we did on NBCSN last weekend at Watkins Glen International, I was stationed at the inner loop (also known as the Bus Stop chicane) and the carousel.
Drivers in the Monster Energy NASCAR Cup Series will barrel down the longest straight on the track toward my position at more than 180 mph before hitting the brakes the hardest they will during the lap to slow down to approximately 95 mph. Here, they will cut the course by hopping over a very large curb on the right-hand side, and before the car has all four tires on the ground, they already will be set up to turn the car left over another curb.
And then they will reach the center of the inner loop corner, aiming left and starting to accelerate towards the carousel. But before they get to the carousel, they will launch over a massive curb on the left and another one over on the right side (occasionally dropping tires into the dirt). Finally, they have to settle down the bucking bull that the car has become to turn right into the long carousel corner at about 100 mph.
All of this makes it an incredibly complex and tough corner. The car constantly is bouncing, juking, sliding and launching off the ground. It generally is unsettled and, at times, out of control.
To be fast here, you need to have a great car, but you also need to make the car do a million different things in the span of a few short seconds. And to be truly fast, you need to be comfortable with the car being completely out of your control at times. You will need to trust that, eventually, it will fall back into your hands.
This past weekend, I was given my own private viewing session of one driver doing exactly that. I watched a whole weekend’s worth of race cars come through my section. One car continually stood out, and it wasn’t every couple of laps. There was no difference between practice, qualifying or the race.
Whenever there were cars on the track, his was simply astonishing.
He won the pole for the Cup race by almost half a second, which is astounding when considering the talent pool in the Cup series that I would argue is the deepest in any form of racing in the world. And I firmly believe much of where he made up that half-second was in my section.
Every time he exited the inner loop into the carousel in practice, my hand would hover over the “talkback” button that connects me to our producers, so I could be ready to alert them by yelling, “Trouble!”
Because each time Busch’s car was so sideways, doing so many wiggles and out of control, I thought, “Surely he is going to wreck.”
Then there was the end of final practice. Busch came through the inner loop and dropped two tires into the grass on the exit. This knocked the car sideways – but not a little sideways. I mean full-on opposite lock at 100 mph.
He somehow controlled the slide, leaving a long strip of black marks on the asphalt while continuing to the pits. In a modern-day Cup car, that shouldn’t be possible.
Ask our producers: I screamed.
Now onto the race.
Busch would set sail from the rest of the field and easily win the first stage by around 7 seconds over eventual race winner Martin Truex Jr.
Where was he gaining a lot of this time? The inner loop to the carousel.
As I told a couple officials from a very iconic race team this weekend, “If you want to know where the 18 car is beating you, come down to my section of the track and watch.”
But it got better from here. As Busch’s team had the unfortunate penalty that forced him to pit a second time and start from the back of the field. He would drive all the way into the top 10 in 20 laps to end the second stage.
Which set him up for the final run. As he barreled down into my section on the restart after the second stage ended, he would make a massive outbraking move on Brad Keselowski. It was so extraordinary, Brad had no idea he was there. This would result in both spinning to the outside of the track.
Here Busch would start a march forward of epic proportions.
Over the entirety of the final stage, he drove like a man possessed. And nowhere was there a better example than the way he was kicking up dirt and grass every time he came through the inner loop. Even when I wasn’t looking directly toward the section, I knew he was coming because of the massive plume of dust.
His car constantly was wiggling as the rear end danced and bounced around. And he continually would be closing the gap on cars or passing them. That normally shouldn’t be possible.
The results won’t show how much better he was than the field in my section. But upon reflection, I will remember last weekend for knowing I witnessed one of those heroic great driver moments.
Most of all, it proved what I feel makes Kyle so good when he is at his best. He is comfortable with the car being uncomfortable and at times completely out of control.
Good drivers do this every now and then. Great drivers are comfortable with this feeling more than not. But legends know no other way.
That’s what makes Kyle Busch so damn good. Every time he drives a race car, he knows only one way: completely out of control and uncomfortable.
To him, this is normal.
NASCAR America: After rough month, Kyle Larson looking forward to upcoming races
In the last two months dating back to Sonoma, Larson has two DNFs and five finishes of 23rd or worst. He also lost crew chief Chad Johnston to a three-race suspension. Johnston returned last weekend at Watkins Glen.
Now with Larson third in the points, the Chip Ganassi Racing driver is going to a track he’s hard to beat.
The Cup Series returns to Michigan International Speedway, which the No. 42 team has won the last two races.
“I think what happened is they detuned their race cars a little bit,” NASCAR America’s Slugger Labbe said of the team’s recent run of bad luck following Johnston’s suspension. “I think it’s time at Michigan, won the last two races, to get back to racing.”
Parker Kligerman said the upcoming races provide a “litmus test” for the team to find out if they have lost speed.
“When he goes to Michigan and they’re suddenly not as fast at Michigan as in recent months and last year, then there’s a question mark,” Kligerman said. “That’s going to be great for them to find out.”
NBC Sports Group partners with MRN for Xfinity race broadcast at Watkins Glen
NBC Sports Group and Motor Racing Network will partner to present NASCAR Xfinity Series race coverage from Watkins Glen International, at 2 p.m. ET Saturday, August 5 on NBCSN. Featuring a collaboration of NBC Sports Group and MRN’s expertise covering live NASCAR races, Saturday’s race telecast will be called from multiple vantage points throughout the historic 2.45 – mile road course in Watkins Glen, NY.
NASCAR on NBC race announcer Leigh Diffey (@leighdiffey), and Daytona 500 winning crew chief Steve Letarte (@steveletarte), will call the race from NBCSN’s traditional broadcast booth above the start-finish line. In addition, MRN announcer Mike Bagley (@TheMikeBagley), as well as NASCAR on NBC analysts Jeff Burton(@Jeffburton) and Parker Kligerman (@pkligerman), will each contribute to the race telecast from three individual locations around the track.
In total, NBCSN’s lap-by-lap coverage of Saturday’s race will be called from four different vantage points, offering viewers comprehensive coverage from NBCSN’s broadcast team strategically positioned around the road course. Bagley will be stationed in “The Esses” along the track, and will report as the cars make their way through the preliminary turns. Kligerman will catch the cars next, in the “The Carousel,” and Burton will add perspective as the cars maneuver through “Turn Six.” The differing vantage points will allow NBCSN to cover the on-track battles first-hand, throughout the course.
“The final road course of the season is the perfect location for this unique presentation,” said Jeff Behnke, Vice President of NASCAR Production, NBC Sports Group. “The four-point perspective, with our veteran road course specialist Leigh Diffey behind the mic, will add a compelling element and fresh viewpoint to the telecast.”
“I’m excited to bring the traditional radio perspective to NBCSN’s XFINITY telecast,” said Bagley. “Road course racing presents a unique and challenging opportunity to provide turn-by-turn in-depth analysis.”
Serving in their customary race day roles, NASCAR on NBC pit reporters Marty Snider (@HeyMartysnider),Kelli Stavast (@Kellistavast) and Dave Burns (@tvdaveburns) will contribute coverage, from pit road.
The Motor Racing Network’s traditional live radio broadcast of Saturday afternoon’s race from “The Glen” will also be available across MRN’s nationwide network of radio stations as well as live on SiriusXM NASCAR Radio Channel 90.
Select members of the NASCAR on NBC broadcast team join The Morning Drive, on SiriusXM NASCAR Radio, Wednesdays at 9 a.m. ET, to review and discuss the latest NASCAR news.
NASCAR ON NBC
In 2017, NBC Sports Group will present the final 20 NASCAR Monster Energy NASCAR Cup Series races, final 19 NASCAR XFINITY Series events and select NASCAR Regional & Touring Series events.
NBC Sports Group’s NASCAR programming also includes NBCSN’s daily motorsports show NASCAR America, coverage of NASCAR’s Awards Ceremonies, the annual NASCAR Hall of Fame induction ceremony, as well as original programming specials. NBC Sports Group concluded the 2016 NASCAR season presenting more hours of trackside coverage and programming than ever before.
In 2016, NBC Sports Group continued to innovate and entertain race fans with 630 hours of NASCAR programming, including interactive watch parties, documentary specials and new shoulder programming, in addition to its 366 live trackside hours from 22 different states. In 2016, overall consumption of NASCAR content on NBC Sports’ Digital properties was up 50% vs. 2015, and NASCAR on NBC’s social platforms generated a triple-digit increase in video views, as well as double-digit increase in fan base and impressions compared to the 2015 season.
Kligerman: Formula E is an Instagram hit, but attending a race is an out-of-focus experience
NEW YORK — On a rare Sunday off (after a few days in the pits covering one of the oldest and most popular racing series in the world), I decided to spend my day attending one of the world’s newest racing series, Formula E.
If you haven’t heard, it’s an all-electric Formula car series (think F1 with electric cars).
The race was being held in, as the CEO of the new series called it, “The Capital of the World” — New York. Specifically, a picturesque setting near a landing area for cruise ships in the Red Hook neighborhood of Brooklyn. This fittingly positioned NYC’s famous Manhattan skyline as the backdrop for many pictures of the cars and track.
Formula E is car racing’s first disrupt-the-status-quo tech startup built on a Silicon Valley vibe, social media buzzwords and celebrity endorsements. Like the provincial tech companies of the West Coast, it was born because a couple of people believed there was an insatiable appetite for something that didn’t exist.
An eco-friendly, bring-it-to-the-people, electric-car test bed.
And car manufacturers the likes of BMW, Audi, Citroen, Renault, and Jaguar agreed and all joined.
The world’s tabloid hogs have joined, too, such as Leonardo DiCaprio, Richard Branson and (in attendance at the Brooklyn event) Michael Douglas, and Chris Hemsworth. The only thing missing amongst the Instagram-friendly metrics are what most racing series tout first — fans.
But before I go any further, full disclosure: I attempted to race in this series a couple years ago. It was 2014, and my NASCAR Cup team had folded. It seemed through a friend who was a CMO at an energy company that there might be a way to swing getting into a Formula E car.
It wasn’t to be as it was too new, too foreign, and we quickly got distracted by other opportunities. But ever since, I have kept a keen eye on its development.
Bring on NYC.
I was excited to view the upstart series up close. But after a little too much caffeine in the form of a coffee, a bigger coffee and then an energy drink to get home from New Hampshire. I wouldn’t rest my overly caffeinated body until 2:30 a.m. that day. It was a struggle to awake.
Awaiting me was a media credential. But it was to lay dormant as I decided to bring my girlfriend and conned my best friend into joining us. Mostly because he lives in Brooklyn, and this event has zero parking. The official travel guide tells you, “Not to bring a car.”
Certainly odd for a car race but understandable being in NYC. So I parked at my friend’s apartment, and we Ubered.
As we approached the ride-share dropoff zone, I oddly felt devoid of that half-euphoric, half-anxious feeling of attending a new racing series.
I turned to my friend and Blondie to say I remembered attending my first F1 race in Montreal at 14 years old and being able to hear the cars from 2 miles away. The city was overflowing with Formula One fever.
I’ll never forget walking up to the corner just before the hairpin at the Montreal circuit, as practice just had started and an F1 car approached. It sounded like a fire-breathing, human-slaying alien spacecraft was rapidly coming our way, and it was not going to be pleasant.
Suddenly, the sound was all around us in a flash of yellow, an ear-piercing scream and a loud BOOM! The Jordan F1 car of Timo Glock streaked past where I was standing. As he shifted gears, the sound and explosion hit me in the chest so hard, I could barely breathe.
It, to this day, is one of my favorite memories in life.
This event was not going to provide that.
Obviously one of the biggest departures from traditional motor racing is the cars don’t make a lot of sound. That’s part of what allows them to race in The Capital of The World. There are no issues with deafening sound reverberating through NYC’s already overflowing boroughs.
As we told our Uber driver to stop, a few Formula E signs were plastered on the walls around us. He asked, “What is this?” and my friend said, “It’s like a Formula One race.” The Uber driver replied, “Who knew? That is cool.” Not exactly a good sign for the promotion of the event.
Nonetheless, I felt good about being able to buy three tickets if our driver had no idea it was happening.
Except when we went inside, the ticket building was completely empty. We abruptly were told it was sold out and actually had been for months. Even though on Friday, Ticketmaster indicated (for $85, mind you), there were tickets available … odd.
We were told we could have free general admission tickets and maybe could get in with them. And this was something I knew Formula E did in its first season as a way to get people to come. I’ve always thought this was brilliant.
From there we went into the stringent security lines, where I got my first glance at what I will refer to as “the clientele” and not “fans.”
Two young men in front of me were the embodiment of the clientele. Both almost identically dressed in expensive, perfectly pressed, white button-down shirts, light tan belts and navy blue linen chinos.
I must have missed the memo.
One wearing Oliver Peoples glasses (if you ever go to an Oliver Peoples store, they will remind you President Obama wears their glasses) turned to the other as they were going through the security scanner. He remarked, “This certainly isn’t like Monaco,” and his friend nodded. Aside from wanting to punch him square in the face, I knew I was in for an experience only the Europeans can provide.
I call it, “European Exclusionary Events,” where they invite you to spend money to feel superior to the others around you. Hence our free ticket allowed us in, but Mr. Oliver Peoples took a very visible red carpet-lined hard left into the E-Motion club, and we were forced down a route past a port-a-potty.
The Europeans love this sort of thing, because it makes an event feel exclusive – as if you have done something to deserve the first-class version of race attendance.
But Americans do not. Sure we have courtside seats in basketball, but the guy who got a ticket from his company raffle can be sitting right behind Kim Kardashian. American events are put on to make everyone feel inclusive. Formula E missed that memo.
But I digress.
As we entered the general admission area known as “E-Village,” it was not overflowing but definitely not sparse. Scattered throughout were a few informational and promotional booths from car manufacturers and racing simulators. Par for the course at a race.
And here I bumped into a friend who lives in Brooklyn. He knew nothing about racing but had brought his wife and twin babies in a stroller. It was free and a block from their place, and the electric racing ensured their babies would be OK with the sound.
It definitely wasn’t something that would happen at a NASCAR race. I thought that was very cool.
The schedule listed a 1 p.m. start, and as 1 p.m. came, everyone in the E-Village excitedly was listening for a signal or sign that the race had started. And then suddenly at 1:05 a group of cars rounded the hairpin adjacent to the E-Village. There was no warning (not even a race announcer) and the only reason you knew was the chirping of the tires and smashing of bodywork.
Surely, they must have forgotten to turn up the race announcer. But as the laps continued, it became clear they had not put any speakers in the E-Village area. So here we were with what seemed a couple thousand people desperately wondering what the hell was going on.
This was incredibly perplexing because the whole selling point as an attendee of Formula E was that it was quiet enough to foster conversation. And to be able to hear the announcers so well they even could play team radios over the loudspeakers, so you could be immersed in the race.
Guess it didn’t apply to the free tickets and the people the series desperately should be trying to impress.
I became Formula E’s best friend as I informed people left and right about the rules and who was leading the damn race. At the other end of the E-Village was a nice lounge area with a big screen TV sponsored by VISA but with no volume. So once again, I was the on-the-ground Formula E informant, letting people know why they were pitting and what the energy percentage meant.
But the best part occurred as the race came to a close, as you only knew it was over because of the fans in the frontstretch grandstand that rose to give the winner a standing ovation. As the cars made their cooldown lap, a fan turned to me and said, “I think this is when they go pit and change cars.” To which I replied, “Uhh, no. It’s over. That was the winner.”
But then as the cars continued to trickle through the corner on the cooldown lap, another person asked, “Why are they going so slow?!?”
It was clear with no info whatsoever, these attendees might be there until Tuesday wondering what happened to the race.
Why was it like this?
I stood at one of the exit gates to survey the crowd as the attendees and clientele left the grandstands. I begged the event for a redeeming quality, something to make me want to come back, but to no avail.
It suddenly became clear as I looked at photos of the massive but mostly unfilled E-motion VIP club for Instagram “influencers” — celebrities, media, and marketing chiefs.
Was it that this event was not for you or me? That the series wasn’t aiming to impress a race fan such as myself? (A race fan who loved this form of racing so much, I responded “open wheel cars with little to no downforce and 1000 horsepower engines on city street tracks” when asked 10 years ago what my perfect race series would be.)
Everyone attending with me began to refuse to call it a race event and started using words such as “promotional display” and “a massive advertisement.”
It became clear that Formula E is for the sponsors, the car manufacturers and the series to have media outlets talking about how they have a presence in the future of the world.
So the CMOs, marketing managers and executives in linens and sports coats can walk into boardrooms with PowerPoint slides of their logos being called “eco-friendly” in the media. And use social media buzzwords such impressions, engagement and KPI (key performance indicator) while showing their logos with Instagram “influencers” drinking champagne and being eco-friendly.
Formula E is an event that has a purpose but to entertain you would be a stretch. It’s much like in school when the teacher tells you you’re watching a movie, and it turns out to be an instructional video. It’s a relief you’re watching a movie, but you still need to learn.
This is Formula E.
You’re provided a race and a damn good one at that. But it’s clear, the truth is it’s for show and not the kind that entertains.