A few weeks after Kyle Larson lost out on a win at Dover because of a poor late restart, Larson used restarts to his advantage to win Sunday at Michigan.
Larson restarted on the front row multiple times throughout the race, on the inside and outside, and each time was able to beat the other car to the lead.
NASCAR America’s analysts discussed what Larson did right in order to win at Michigan, as Larson mastered the art of the side-drafting to win the day.
“Even though the 42 of Kyle Larson says a lot of things went his way, he made a lot of his own luck on those final few restarts,” said Steve Letarte.
Letarte and Slugger Labbe went over factors outside of driver ability that impact restarts.
“What helps the restart is what happens when the yellow comes out,” Labbe said. “You see the drivers shutting the cars off. What that does is manage the water temps. These cars, as the temperature gets hotter, the engine goes into protection mode and there’s less horsepower because it takes timing away, it puts fuel in the engine and it takes horsepower away. So if you don’t manage your temperatures when the yellow comes out, you’re going to pay the price when they throw the green flag.”
Parker Kligerman also further dissected Larson’s restarts at Dover and Michigan.
Ryan: Has green-white-checkered run its course? A brief history of NASCAR overtime
Actually — if the goal is sanity and simplicity (admittedly, at the expense of some suspense) — don’t stop there, either.
Why not just dump the green-white-checkered policy, too, and end every race at its scheduled distance?
It’s a concept that worked fairly well from, oh, 1948-2004.
That seems overlooked in the annals of NASCAR history, largely forgotten alongside the myriad plot twists that formed an overtime policy whose potentially infinite loop reflects its contorted route to creation.
In order to weigh the merits of extending races, let’s absorb an extensive history lesson on how the green-white-checkered finish (and, eventually, the overtime line) came into existence.
The genesis was roughly June 6, 1998 at Richmond International Raceway, where NASCAR stopped a race with seven laps to go for nearly 15 minutes to clean up a messy oil leak. Without the red flag, the race would have ended under caution with Dale Jarrett winning. Instead, Terry Labonte bumped Jarrett from the lead after the restart, and an officiating trend was born.
For the next six years, NASCAR arbitrarily began stopping races after late cautions to help an attempt at ending a race under green. Eventually, a lap number was announced in prerace driver meetings as the cutoff for using a red flag to help finish a race.
This seemed to placate crowds until a few endings under yellow still drew major fan derision – in particular, two at restrictor-plate tracks.
The July 6, 2002 race at Daytona International Speedway concluded with cars weaving through a shower of several hundred seat cushions heaved from the backstretch grandstands in anger.
The April 25, 2004 race at Talladega Superspeedway was frozen under yellow with four laps remaining – just before Earnhardt seized the lead from Jeff Gordon, whose No. 24 Chevrolet was pelted by beer cans during its victory burnouts.
Nearly three months later, NASCAR instituted the green-white-checkered rule, and it first came into play at the 2004 Brickyard 400, where Mark Martin and Earnhardt blew tires on the extra 2.5-mile circuit around Indianapolis Motor Speedway.
The new policy seemed here to stay, though, until …
A few days later, NASCAR told drivers during a preseason safety meeting that it would begin making three attempts at a green-flag finish. After grumbling from teams, it had an immediate impact – Jamie McMurray won the Daytona 500 on the second attempt at a green-flag finish (instead of Kevin Harvick, who was leading when the caution waved the first time).
This seemed to work OK until a spate of fan injuries in green-white-checkered finishes in the Truck, Xfinity and Cup series at Daytona and Talladega Superspeedway from 2012-15.
So before the 2016 season, “NASCAR Overtime” was decreed with the addition of a line on the backstretch of every track. Once the leader crossed it after an overtime restart, the race wouldn’t be restarted for a yellow – but there would be unlimited attempts to breach the overtime line under green.
That seemed fine again until Sunday … when the overtime line became the primary determinant of a Cup winner for the first time, and NASCAR Twitter melted down in a storm of poorly applied Speedi Dri.
After nearly 20 years of tinkering, it seemed a tipping point.
You can’t please everyone all the time, but you can confuse many by overlaying countless rulebook Band-Aids to ensure conditions for a thrilling ending.
There is no shame in concluding races when advertised. It actually once was an accepted maxim among Cup drivers. Prior to July 2004, the party line was about clinging to the sanctity of race lengths that matched the same lap totals listed on the entry blanks.
It was a worthy crusade borne of competitive integrity.
Fans don’t have an inalienable right to enjoy a fantastic finish. Displaying the yellow and white flags together works fine for other series and prestigious races.
The 2013 Indianapolis 500, which featured a record 68 lead changes, ended with three laps of yellow and a standing ovation for winner Tony Kanaan from a crowd that seemed happy to catch its breath after three hours of breathtaking action.
There was no sense of anyone feeling cheated by a muted finish. There was just an understanding that sometimes events unfold that way.
Returning to its method of concluding races for 56 years undoubtedly would draw pushback for NASCAR. This isn’t a drastic change, though, so much as a digestible reversion, a la returning the Southern 500 to Labor Day weekend. It ultimately could be as well-received as Darlington Raceway’s triumphant reclaiming of its history, a throwback in the same vein.
The green-white-checkered finish started with good intentions, among the first in a wave of fan-driven initiatives that also spawned double-file restarts and the Gen 6 car. NASCAR should be commended for listening, but the catering also can become counterproductive.
Instead of further tweaking to an artificial construct, perhaps it’s time to remove the green-white-checkered rule in the same way races should end.
A year after facing questions about why he wouldn’t close out races (by roughing people up), the Kyle Larson narrative now has shifted to why he can’t close out races.
Dover marked the third time in 14 races that Larson has lost the lead on a restart in the final 10 laps – twice to Jimmie Johnson in overtime.
It raises questions – which Larson understandably is growing tired of answering — about how an ace in the short-burst format of sprint cars can wrestle so much with quickly getting a stock car off the line.
Larson lost Dover in second gear, partly because he didn’t get a good jump, but also because Johnson got the perfect jump.
As NASCAR on NBC analyst Dale Jarrett said on NASCAR America, restarts aren’t something a driver can work on like free throws in basketball. It’s a skill that can’t be honed except in the moment.
Drivers can gain a modicum of experience with every restart, but Jarrett also noted that being in the second, third or fourth row is completely unlike restarting on the front row.
As Larson continues to set the pace – he led a career-high 241 laps at Dover – he will learn how to control a restart as well as Johnson, Kevin Harvick and Kyle Busch. And there was another very encouraging sign of maturation at Dover for the Chip Ganassi Racing driver.
His willingness to mix it up during the race with Johnson and Martin Truex Jr. showed he has learned lessons from the deference he occasionally has given too much to veterans.
Chase Elliott seemed to spend much of his rookie season in self-flagellation when things went wrong. The Hendrick Motorsports driver had seemed less frustrated with a stretch of four consecutive finishes outside the top 20 before placing fifth at Dover.
But Elliott, demonstrating acute self-analysis for a 21-year-old, said he hadn’t changed, and that it was easy to understand why.
Unlike the 2016 season, which was marred by driver and team errors that cost wins for the No. 24 Chevrolet, this season mostly has been themed by uncontrollable misfortune.
“There is no secret, if I make a mistake I’m going to be mad at myself, and that is just a fact, and that is the way I am,” he said. “You can like it, you can hate it, but that is just how I am. That is how I grew up, and that is how I’m going to be.”
During a week of hyperbolic and sanctimonious dissections of driver personalities, it was refreshing to hear a rising star make no apologies for just being him.
Regardless of whether the loose wheels at Dover for Kyle Busch and Chase Briscoe draw penalties, they already have generated too much discussion.
Legislating lug nuts mostly is an unnecessary distraction and embodiment of the busybody minutiae that sucks the oxygen from NASCAR’s more deserving storylines.
Near the beginning of the season, NASCAR said the goal was to move away from announcing midweek penalties so it could shift the focus toward storylines that actually move tickets.
It’s an admirable objective, but much work remains to keep garage and pit officiating in the background, where they belong.
Crew chief Chad Knaus gave a brief and coy answer (“Yeah, there is definitely some strategy. For sure.”) when asked whether it was a calculated risk to keep Johnson on track (and in the lead) with 70 laps remaining at Dover as other contenders pitted under green. The strategy effectively put Johnson in position to win when a caution flag flew.
“Somehow I’ve missed it on my DVR,” Kenseth said when asked about his clarity on restart guidelines on “The Morning Drive” on SiriusXM NASCAR Radio.
“Not to comment specifically on this weekend or the penalty, because obviously, I didn’t see it. I think the rule is fairly clear,” Kenseth said. “It’s always been a ball-and-strike call.”
Keselowski, who restarted second to Greg Biffle, was penalized for an early jump on the restart.
“I did not see what happened this weekend but if the leader was not the first one out of that box and he wasn’t first one to get started and there was a penalty for the second-place guy, there probably should have been,” Kenseth said, adding that the restart rule is “really as simple” as the leader being the first to accelerate and the first out of the restart box.
“If they start enforcing that and making sure the leader has the advantage, then you’re not going to have the issue any more,” Kenseth continued. “In my opinion, you have to make sure the leader is taken care of. I think the leader should always have the advantage, He earned that. He is the leader. He should always restart the race. The rule they changed about a year and a half ago is that the leader has to restart the race in that box and the leader has to be the first one out of that box.”
It then returned at Richmond International Raceway in the final regular-season race. Team owner Roger Penske raised questions about Kenseth’s final restart. NASCAR defended its non-call and said it wanted “to leave it in the drivers’ hands.”
“The argument came from Richmond saying that I went early,” Kenseth said. “I’m not going to let the second-place guy beat me to the start-finish line and (then I) come off Turn 2 in third place after I worked so hard and led 300 laps and dominated the race with 20 laps to go on a restart.”
Kenseth, a five-time winner in 2015, believes the issue of restarts will take care of itself with NASCAR’s action.
“Once you know that the second-place guy has to play by the rules and the third-place guy has to play by the rules, the leader is going to start the race right every time because he doesn’t have incentive not to,” Kenseth said. “He knows the other guys aren’t going to mess with him and jump him and take advantage of him.”