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Kevin Harvick on why Danica Patrick didn’t go from superstar to ‘megastar’

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FORT WORTH, Texas – Winning is still everything to Kevin Harvick.

Not just on the track for the Stewart-Haas Racing driver but also in terms of building a star athlete into a transcendent brand whose boundless popularity can carry a sport.

After qualifying second Saturday at Texas Motor Speedway, Harvick was asked who could be the next driver to “move the needle” like a Tiger Woods in golf.

He said there was one active driver who could, and one former driver who had the chance but didn’t.

“The guy that has the most potential is Chase Elliott with the traditional NASCAR fans,” Harvick said. “There’s a difference between a superstar and an megastar. In the past, a superstar wasn’t a megastar because of the fact that he didn’t win enough. Chase Elliott is the next guy that can be a megastar, but you have to win.

“When you have a guy like Tiger Woods, he’s won and won and won and won and won and won. Danica (Patrick) had a personality. She didn’t perform well. She could have been a megastar as well. Danica didn’t perform well. In the end, performance trumped superstar to megastar. And if you want to be a megastar you have to perform and win. That’s the effect that a guy like Tiger Woods has.”

Patrick was Harvick’s SHR teammate for the past four seasons before retiring after this year’s Daytona 500.

It isn’t the first time Harvick has spoken out about the need for popularity to be linked to winning. Last year, he said Dale Earnhardt Jr. had “stunted” NASCAR’s growth because he lacked a championship (Earnhardt recently said the comment still stung).

Harvick clarified some of his position Friday, explaining that neither he nor seven-time champion Jimmie Johnson could become megastars because they lacked the necessary pedigree.

“It’s something that when you look at a guy like Jimmie Johnson — and Jimmie and I have had this conversation — we don’t have that capability from that traditional, roots family standpoint that you can be that guy,” he said. “There’s only a few people that come through the sport that can be that guy. Jeff Gordon came through, but he won a lot in the beginning. He was that young guy that kept winning and won championships and had that immediate impact as far as catching everyone’s attention.

“After you get in here for a few years and don’t catch everyone’s attention you just kind of wind up being one of the guys unless you end up winning a lot.”

Harvick said it would help if there were a few more natural rivalries among the younger set.

“I think when you look at the dynamic between Jeff Gordon and Dale Earnhardt, that’s the dynamic that we have the potential to have right now with the group of young racers that have come in,” he said. “But somebody has to step up and be that winner. Who’s the young winner? Who’s going to be the guy that’s going to go against (Martin) Truex (Jr.) and challenge him for the championship that he’s defending and win races?

“I’m happy with where I’m at. We’re winning races and gaining momentum and doing all the things we need to do. If we keep winning you’ll keep gaining that same momentum with the fans and hopefully we can keep doing that. … I love to talk about it because it’s very interesting.”

He also can be very honest in his self-analysis.

“The fact of the matter is that I’m never going to be Dale Earnhardt Jr. or Chase Elliott,” Harvick said. “You’re not going to have that connection the hardcore roots with the fans. Tony (Stewart) was popular but he was never going to be an Earnhardt. As you look at it right now, Chase has that potential. I’m fortunate to have a solid fan base. It seems like we keep gaining momentum from a fan side of things and hopefully that continues.”

Stewart-Haas Racing to make 1,000th Cup start in Texas race

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Stewart-Haas Racing continues to hit historic milestones in its 10th season of Cup competition.

Through just six races it boasts four wins with two of its drivers, including three consecutive for Kevin Harvick (a first in his career).

At Phoenix, the team put all four of its cars in the top 10 for the first time since becoming a four-car operation in 2014.

Entering this weekend’s race at Texas Motor Speedway, SHR has four wins, six top-five finishes and 11 top 10s.

When the engines are fired on the Fords of Harvick, Clint Bowyer, Kurt Busch and Aric Almirola for the O’Reilly Auto Parts 500, they will give SHR 1,000 Cup starts. That number does not include the 284 starts from 2002-08 when the team was known as Haas-CNC.

“That makes me feel really, really old,” SHR competition director Greg Zipadelli said in a press release. “Seriously, a thousand starts is a sign of longevity and that’s an accomplishment. It helps in keeping good people and recruiting good people.”

After Tony Stewart became co-owner of the team founded by Gene Haas, the first start for SHR was the 2009 Daytona 500.

Stewart and Ryan Newman rolled off the grid for the team. Stewart started fifth and finished eighth, while Newman started and finished 36th.

Stewart earned the first of the team’s 43 wins that June at Pocono Raceway. Bowyer claimed the most recent win last weekend at Martinsville Speedway. It was Bowyer’s first win in 190 starts and his first with SHR after joining the team in 2017.

“Make no mistake, all four Stewart-Haas cars have been good all year-long,” Bowyer said in a press release. “Kevin led that charge when he won three races in a row, but we’ve been ‘Steady Eddie’ with our 14 car and the things that I’ve always been accustomed to. Consistency and things like that I’m starting to see, knowing our strengths, knowing our weaknesses from last year, focusing on those weaknesses and then, all of a sudden, it starts to click in and putting things together, and you have those conversations. You feel confidence.”

Since 2009, SHR has also fielded cars for Danica Patrick, Mark Martin, Jeff Burton, Brian Vickers, Regan Smith, Ty Dillon, Austin Dillon and Max Papis.

In 996 starts, SHR has 199 top fives, 378 top 10s, 35 poles and two championships in 2011 (Stewart) and 2014 (Harvick).

SHR has won on every active Cup track except for Kentucky Speedway and Talladega Superspeedway.

Most starts among active Cup wins

Hendrick Motorsports – 3,867

Roush Fenway Racing – 3,533

Richard Childress Racing – 2,857

Joe Gibbs Racing – 2,188

Team Penske – 1,957

Wood Brothers Racing – 1,516

Chip Ganassi Racing – 1,075 (does not include the five years and 367 starts when the team was known as Earnhardt Ganassi Racing)

Stewart-Haas Racing – 996

 

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Kurt Busch’s No. 41 becomes first car revealed for this year’s throwback race at Darlington Raceway

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If Kurt Busch’s car in this year’s Bojangles’ Southern 500 throwback race at Darlington Raceway looks familiar, there’s a good reason for it.

Busch will drive a car with a paint scheme similar to the car he drove at the 1.366-mile egg-shaped track in the 2003 Carolina Dodge Dealers 400.

And what a race that was. Busch’s No. 97 Rubbermaid-sponsored red and gray Ford had a last-lap fender-banging battle with Ricky Craven’s No. 32 Cal Wells Racing Pontiac, which ended up 0.002 seconds ahead of Busch for the win.

Ironically, tomorrow, March 16, marks the 15th anniversary of what at the time was the closest finish in NASCAR history.

Busch’s Darlington black, red and gray throwback scheme – the first of all teams to be revealed for this year’s race – on his No. 41 Haas Automation Ford Fusion, was first unveiled by NASCAR.com.

Busch has never won at Darlington. His 2003 runner-up finish has been his highest finish, though he’s also finished third in 2010 and in last year’s race.

This will be the fourth consecutive year for Darlington’s popular throwback weekend. This year’s theme is “seven decades of NASCAR” across the entire weekend from Aug. 31 to Sept. 2.

Stewart-Haas Racing has won the best throwback paint scheme the last two years (in voting at NASCAR.com), last year with Danica Patrick’s No. 10 car (a blue-and-white look that honored NASCAR Hall of Famer Robert Yates), and Tony Stewart’s car for his final race at Darlington in 2016 that honored Bobby Allison.

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Ryan: Squelching social media isn’t solution for improving inspection

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The content was so compelling, the engagement was so widespread, and the stakes were so high.

There was so much resonance rumbling through the myriad feeds of NASCAR Twitter, it had to get someone’s attention.

And it did.

Of course we’re talking about NASCAR being named a finalist for best use of Twitter (the #NASCARPlayoffs hashtag) in the Cynopsis Sports Media Awards.

Wait, did something else happen last week in the realm of NASCAR social media?

Oh, right.

At the same time the hottest driver in NASCAR was fingering social media as the source of his penalty after winning at Las Vegas and subtly upbraiding NASCAR executives for whiling away too many hours on Twitter, other NASCAR staffers were cheerily hailing the sanctioning body’s appearance five times on the Cynopsis list.

Besides the Twitter accolade, NASCAR Digital Media also picked up a nomination for best podcast series (The Glass Case of Emotion, co-hosted by Ryan Blaney), and even Harvick was represented in best radio program (for his Happy Hours show on SiriusXM with Matt Yocum, which is up against heavyweights Dan Patrick, Jim Rome and Dan Le Batard).

The point of this is to note that while Harvick’s points about the impact of social media on NASCAR officiating are fair (particularly as it relates to high-ranking decision-makers who spend chunks of their days interacting with fans), there also is no putting the genie back in the bottle and pretending that Twitter and its pervasive tentacles can simply be ignored.

NASCAR is craving that input. Many of its strategies for future audience growth and retention are predicated on leveraging social media to the hilt. Its Fan and Media Engagement Center in Uptown Charlotte is monitoring what fans are saying on the Internet in real time with an Oceanic breadth and precision.

The Reddit detectives are here to stay, and God love them, because it actually is good to have that level of interest from a sophisticated segment of the fan base. NASCAR actively is promoting its STEM initiatives in attracting younger fans; what better example of how engineering principles are being applied in the viewing experience.

No, the answer to how NASCAR can improve its officiating won’t be found in constraining social media, whose rise can’t be untethered from the technology that also made Harvick’s Las Vegas penalties possible. In the era of high-definition TV and digital images transmitted instantaneously, rival teams and NASCAR were seeing potentially incriminating evidence of the No. 4 Ford ahead of anyone on Twitter.

In the 21st century digital age, the best solution is to stop evaluating and announcing postrace infractions on a late 20th-century timetable. NASCAR needs to find a way to do postrace inspection expeditiously and exclusively at the track.

Harvick alluded to this in praising Fox analyst Darrell Waltrip, who said in a SiriusXM interview last week that postrace inspections at the R&D Center (which opened in 2003) should be informational only. During a January appearance on the NASCAR on NBC Podcast, Harvick suggested a similar approach with the advent of the Optical Scanning Station, which he hoped would transform postrace inspection. “You’ll see cars taken back (to the R&D Center) not really to be relevant of whether you won or lost or are getting a fine, but if something’s happening and moving and to say, ‘This can’t happen,’” Harvick said.

After Denny Hamlin’s Southern 500 victory last year was tainted by a Wednesday penalty, there seemed serious momentum for limiting the shelf life of a Cup penalty to Sunday night. Somehow, that got sidetracked before the 2018 season, leaving NASCAR vulnerable to the negative optics of last week’s controversy. It’s never good when the main storyline four days after the race is whether a winner was legal.

The best option is simple: NASCAR needs to get out of the business of R&D Center teardowns two to three days after a race. Not because of social media but because it’s inevitable that teams always will be ahead of NASCAR inspectors and increase the odds that a midweek teardown will uncover something pushing the boundaries, as Jeff Burton explained on the NASCAR on NBC Podcast last fall.

“They have to get to a place to where you roll through tech postrace (at the track), you’re good,” Burton said. “You can’t not have postrace (inspection), but some of it, they’re just going to have to give up on.”

That isn’t as large of a concession as it might seem. Surely, if there’s an instance during a race in which a winner appears to be benefiting from a questionable part, it can be given closer scrutiny afterward.

Social media is hard-wired into NASCAR’s existence and can’t be eradicated. It’s best to figure out how to incorporate it (with efficiency) instead of excluding it from inspection.


Asked why his team wouldn’t appeal Harvick’s penalty, Tony Stewart answered with a question. “How many appeals have you seen overturned?”

Maybe more than “Smoke” thinks.

According to NASCAR research from the past 20 seasons (when appeals records have been kept consistently), there have been 202 appeals heard. Including both levels of appeals (which initially are heard by a three-person panel and then can be sent to the Final Appeals Officer), 67 percent have been upheld. There were 33 percent that have been adjusted, including 49 that were reduced and 14 were overturned completely (7 percent of the full total).

The most recent appeal “win” involved a shock infraction against a K&N team at Phoenix International Raceway in November 2015 that resulted in the elimination of a six-month probation.

So maybe the odds weren’t stacked against Stewart’s team as much as it seemed – though NASCAR also has rewritten its rulebook in recent years for clarity that enhances the chances of penalties being upheld. It also looks at issuing penalties the same way federal prosecutors do – they won’t bring a case unless they believe they have ironclad evidence to win at trial.


Danica Patrick’s name hardly has been mentioned, but it’s easy to spot the subtext of the best start in Stewart-Haas Racing history: Patrick’s departure after five seasons is being viewed as a positive by the team.

Harvick intimated as much during a postrace interview Sunday (video above) with NBCSN’s Kelli Stavast (“It’s elevated the 10 car (Patrick’s former ride) to make it relevant in our organization; it was irrelevant for several years because it didn’t perform”), and he already took a subtle dig at Daytona International Speedway last month about the productivity of Patrick’s feedback (“You have to have the input to help build your team going forward, so some of those things fall short possibly from maybe not getting the input that the team needed to push the cars in a good direction.”).

Stewart, who also hasn’t been shy about pointing a finger partly at Patrick for the struggles of her team (noting its personnel was overhauled at her behest), said Sunday that “it just shows the strength of having four really good teammates that are giving four valid sets of information that they can all feed off of and work off of.  It just seems like this group of these guys really work well together.”

The implication is clear: Patrick was the weak link replaced by Aric Almirola.

What impact might it have on Patrick’s brand or legacy in NASCAR?

Probably very little, as she wraps up her racing career with the Indianapolis 500 and focuses her attention on clothing lines, fitness books and cooking show concepts. But if SHR continues to excel, it will undoubtedly be hailed as validation by her detractors in NASCAR.


After his third consecutive victory, Harvick joked that Gil Martin, his crew chief from 2009-2012 at Richard Childress Racing, intentionally tried to fire him up to produce better results.

Sunday’s gleeful celebration showed why it often works for a driver who admittedly thrives on controversy and stirring up trouble. So why not make Harvick angry all the time?

Because it doesn’t always work.

For every instance in which he has delivered a playoff moment after getting ticked off (e.g., Dover 2015 when he remained upset with Jimmie Johnson for a collision in the playoff opener), there have been others in which he has come up short (e.g., Dover 2010 when he finished 15th after a garage confrontation a day earlier with Denny Hamlin, who had questioned the legality of RCR’s cars).

Any rival knows there is nothing to be gained with “Happy” by poking the bear, but the anger doesn’t automatically translate into transcendent performances. With a fast car and a foul attitude, there is no one better, but the former also can matter as much as the latter.


Harvick will stay squarely in the spotlight even before the garage in Fontana, California, opens this weekend. The Bakersfield native will be racing Thursday night just a few hours up the road at his hometown track of Kern County Raceway in a K&N race (that will be broadcast at 11 p.m. ET March 20 on NBCSN).

The 2014 series champion spoke eloquently about why the grassroots outreach was important and how it had gone missing in recent years.

Here’s a good example of what he meant: Before NASCAR’s 1997 inaugural race at Fontana, there was anticipation that short tracks such as nearby Orange Show Speedway in San Bernardino would benefit from Southern California’s first Cup race in nine years. During Riverside International Raceway’s heyday, stars such as Bill Elliott often would show up to run a Late Model at Orange Show the night before the main event

But when the Cup Series returned, the stars didn’t come to the short tracks. If Harvick, who singled out Elliott’s son, Chase, as a prime candidate for following his footsteps, can start a trend at Kern County, it’ll be a good one.


If winning felt like a playoff moment for Harvick, finishing second might have felt the same way for Kyle Busch – but not for the right reasons.

The Joe Gibbs Racing driver now has finished second in three of the past five Cup races dating to last season’s championship finale at Homestead-Miami Speedway. And just as when he lost the 2017 title to Martin Truex Jr., Busch’s No. 18 Toyota seemed faster than Harvick’s Sunday (leading a race-high 128 laps).

At Miami, it was an inopportune caution flag that wrecked Busch’s chances to beat Truex. It was strategy again Sunday, but this time it was more self-inflicted (as noted by Steve Letarte and Dale Earnhardt Jr. in Monday’s NASCAR America) with a curious decision to wait on pitting under green and then a botched stop.

“Had a couple guys pit a little bit before us,” Busch said. “I don’t think that hurt us too bad, but the jack dropping certainly did. We lost the race on pit road today. There’s been races where I’ve won it on pit road, too. We’ll just have to go into next week and see what we can do there. “

Crew chief Adam Stevens prepares championship-caliber cars, and Busch brings all-world talent. But the persistent struggle at closing out wins (evidenced by how long it took for a breakthrough to happen last season) has to be eating at the team at some level.

Danica Patrick hopes to go out a winner in final Indy 500 before next chapter of her life

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The 102nd running of the Indianapolis 500 will be the final start of Danica Patrick‘s 26-year racing career. But make no mistake about it, Patrick — who turns 36 on March 25 — isn’t going to Indy just to simply run laps, maybe sell a few souvenirs and collect a paycheck.

On the contrary. Patrick’s goal for the May 27th race is straight-forward: she’s in it to win it.

Just over 2 1/2 months away, the Greatest Spectacle In Racing will be Patrick’s final race in any series, piloting the Chevy-powered No. 13 for Ed Carpenter Racing, with backing from long-time sponsor GoDaddy. She’s already competed in her final NASCAR Cup race, last month’s Daytona 500. Now it’s on to the second part of the so-called “Danica Double.”

“I love how everything is coming full circle,” Patrick said. “I’m going to close out my racing career at Indianapolis Motor Speedway, the place where so many amazing things have happened for me. I’m back in GoDaddy green and joining a great team. Ed Carpenter Racing is consistently competitive at Indy. I can’t think of a better way to finish out my racing career than at the Indianapolis 500 with this team and GoDaddy.”

Even though she last raced at Indianapolis in an IndyCar in 2011, Patrick’s history at the fabled Brickyard has been significant. In her rookie season of 2005, she became the first female to lead laps in the 500. And in seven overall starts there, she earned six top-10 finishes, qualified on the second row in 2008, and in 2009 she finished third, scoring the highest finish ever for a woman in the biggest race in the world.

After the 500, Patrick will move on to a new career that will focus on several of her businesses that focus on fitness, lifestyle, cooking and luxury.

In a phone interview with MST on Wednesday, Patrick talked about racing in her final Indy 500 as well as what the future holds in her post-racing career:

MST: You’re kind of at the same point as you were after Homestead: about 2 ½ months until your last race – first it was NASCAR, and now IndyCar. How much are you thinking about your last race and what are you thinking about it?

Patrick: “I’m thinking about the last race in the capacity of winning it. I’m not thinking of the last race in the capacity of it being the last race. I’m really not. I’m just getting jacked up and excited about and focused on what I want to do, which is win. I’m just trying to think about it as much as possible and manifest the reality I want. I’m thinking about the last race in the capacity of winning it.”

MST: Will you be at St. Petersburg this weekend for the IndyCar season-opening race, and what kind of testing will you do prior to the Indy 500?

Patrick: “No (she won’t be at St. Pete). I don’t plan on going to any IndyCar races. I’m going to be in Indy at the beginning of next week to do my seat fitting, and then I’m testing at Indy at the end of March for a day (March 29).”

MST: Will that be the only test you have before the 500?

Patrick: “Yes.”

MST: Have you talked to some of your former competitors in IndyCar about the new car, how things have changed since you last raced in an IndyCar, etc.?

Patrick: “I’ve talked to people about it like engineers and people I know, like Ed (Carpenter) and Matt Barnes, my old engineer who works now as head of engineering for Ed’s team (Ed Carpenter Racing), which was another reason why I really wanted to drive for him. We’ve talked about that kind of stuff, I’ve asked questions for sure, but there’s nothing like feeling it out for yourself. From what I understand, it should be maybe more downforce than from when I raced (previously in IndyCar from 2005-2011), but less than what they had last year. I’m just hoping it’s like riding a bicycle.”

MST: How much do you think you’ll miss racing in general after the Indy 500?

PATRICK: “I don’t miss it right now. It’s only been a couple weeks (since her last NASCAR race), but I’m good. It’s not like I came to the conclusion to be done racing after Daytona and Indy this year overnight. It was all year last year, from the point where I had the very unique situation of a sponsor (Nature’s Bakery) leaving, to coming to the realization that I was really excited to pursue all these other businesses, and they brought me a lot of joy. Not only was it so fantastic that GoDaddy came into the picture to be my final sponsor, but also because they’re helping me with that stuff. That’s what they do. I’m excited about all those. I’m also not afraid of change. I think a lot of people are afraid of change. It’s not that I’m not afraid at all, it’s just that I get nervous but then I get more excited about what could be than worried about what was. And so, I’m excited.”

MST: Do you think you’ll ever see yourself involved in motorsports in any capacity going forward, and if an opportunity comes along that’s so good, would you be tempted to come back and race again?

Patrick: “Actually, the answer probably goes the same for both. I never thought I’d do the Indy 500 again – I really, really didn’t. And here I am. So that’s my ongoing lesson of never say never – unless you put it before the word never. I don’t plan on any of that, I don’t plan on coming back, I don’t plan on being involved with a team or anything like that. All my other businesses are quite different, they’re fitness, lifestyle, cooking and luxury. They’re very different and I very much enjoy them, so I’m excited about them. No, I don’t see that (racing again), but then again life surprises me in ways every couple years that I wouldn’t expect, so I’m always open.”

MST: You’ve become such an inspiration and role model in your racing career. That’s a big responsibility, but you’ve handled it so well. What do you hope you’ve imparted upon aspiring female racers, both on and off the racetrack?

Patrick: “Thank you. I have to say that’s something that kept me going for quite a while at the end. While sometimes it wasn’t fun, I felt like I had a job and I was given a very unique gift and I was supposed to use it to inspire. Even when I felt my day wasn’t going so well, I still was doing things that other people were dreaming about and I stayed attached to that thought. One of the things that was sad about leaving racing was the potentially smaller platform to inspire wasn’t so unique or so big. Again, that’s all in my head. I feel I have the power to do even more beyond racing now that I’m entering into it. But I do hope to continue to inspire. That’s the one thing that I don’t want to go away just because I’m leaving racing and what I grew up doing. I want to continue doing that through my other businesses, whether it be through charitable organizations, attachments through my companies to charity, or messaging through my businesses, through branding that create empowerment, through the books I would like to write that will open people’s minds up and start to develop this healthy relationship with yourself, food, exercise and your thoughts, to create a mind-body connection and look within in instead of out. These are all the things I hope to do. I just don’t want the inspire part to go away because it’s still powerful and I want to do it. I’m not one of those athletes that ever said, ‘I didn’t ask for this.’ I didn’t, but I’m lucky to be able to do it.”

MST: One of the hallmarks of your career is there has never been fear in you, you’ve always met things head-on. I’m asking this in a light tone, but you’re going to be racing in the No. 13 (in the Indy 500). How did that all come about?

Patrick: “Lucky No. 13. It’s also been 13 years since my first Indy 500. So actually, my race shoes are going to have 2005 on one and 2018 on the other shoe to signify my first and last Indy 500. And green is supposed to be unlucky in racing, as well, but obviously we’re GoDaddy green. Whenever anybody has asked me about superstitions, which has been many times over the years, my reply is always, ‘they’re only real if you believe them.’ So, I don’t believe they’re real and I believe green and 13 are going to be lucky.”

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