Two weeks later, Blaney took Wood Brothers Racing to victory lane for just the third time since the turn of the century.
But the current trend of first-time winners began in Pocono last year on August 1. Chris Buescher, then driving for Front Row Motorsports, was in the lead under caution when rain and fog forced the race to be called on Lap 138. Unlike the other recent first timers, Buescher’s win came in just his 27th Cup start.
Three races later, Kyle Larson began to establish himself in the Cup Series by winning at Michigan International Speedway. The victory came in Larson’s third full-time season in the Cup Series.
Before their wins, the Cup circuit experienced a relatively long drought of first-time visitors to victory lane.
Before Buescher, the last first-timer was AJ Allmendinger at Watkins Glen International in August 2014, a stretch of 70 races between first-time winners.
A month before that, Aric Almirola was the winner of the rain-shortened Coke Zero 400 at Daytona.
And before Almirola, the Cup series went two full seasons without a first-time winner. That drought was after five drivers broke through in 2011.
“Ryan took that (first win) crown from us,” Jones said Sunday after finishing third. “It is great for the sport, honestly. I’m usually not very happy to see other people win, but I was happy to see Ryan win. It was really cool for him, and just really cool to see him get the win. I know how excited he probably is right now, and it really makes the other young guys, me, Chase, Daniel (Suarez), all feel like we do have a shot to go up and do it.”
Two of the drivers in the nine-car accident at the end of last weekend’s NASCAR Cup race at Dover say that they weren’t aware there was as much oil dry on the backstretch.
Ty Dillon was running fourth with Ryan Newman below him in fifth when Dillon lost control after hitting the oil dry, which absorbs fluids on the track.
The oil dry was used after David Ragan brought out the caution on Lap 398 when he popped a right front tire and hit the wall.
“There was a big pile of sand there still from Speedi Dri, and as soon as I hit that, there was no saving it, it was like hitting ice,’’ Dillon said Friday at Pocono Raceway. “We tore up half the field and didn’t really get a good finish to the race. It was unfortunate that that kind of had to happen.’’
Dillon, who led 27 laps, finished 14th.
Said Newman of the oil dry: “There was more there than I thought there was. And I think if was a matter of that we all couldn’t see it. White on white (concrete surface) is still white. You couldn’t see it. And then when (Jimmie Johnson) blew it up and (Kyle Larson) blew it up and (Martin Truex Jr.) and then Ty hit it, and I was underneath Ty, it was craziness. I think there was way more there than we ever realized.”
Newman finished fourth.
The nine-car crash came in overtime. The caution lights illuminated after Johnson crossed the overtime line on the backstretch, meaning NASCAR would not attempt to finish the race under green. Johnson, who was leading, won under caution to collect his 83rd career Cup victory and 11th career win at Dover.
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.
“I never thought I would end up here in NASCAR as a kid racing out in the dirt out in Southern California,” Johnson told Fox Sports 1. “To be here to tie him at 83 wins … Cale, you’re the man. Thank you for all that you’ve done for the sport. … This is an amazing day.”
Johnson finished his Victory Lane interview by donning a vintage Cale Yarborough racing hat.
The win comes after Johnson had to start the day in last for a gear change.
“The conditions were really tough today,” Johnson said. “I think everybody struggled with balance, corner entry was very uncomfortable for the cars. Mine was decent. Once I got to the top two or three I just couldn’t charge the corner hard enough to catch anybody and put a competitive pass on them. I got the restart of my life there at the end. I was able to just beat the (Larson) through (Turns) 1 and 2 and I guess make it to that line on the back straightaway before the yellow came out.”
Johnson started second on the overtime restart and had completed the pass of Kyle Larson by Turn 1. Johnson had crossed the overtime line when the nine-car wreck began halfway down the backstretch.
WHO HAD A GOOD RACE: Rookie Ty Dillon led 27 laps late in the race after beating Johnson and Ryan Newman out of the pits in the middle of the final stage. He placed 14th … Danica Patrick finished 10th for her best result this year and her first top 10 since the April 2015 race at Bristol … A week after his Coke 600 win, Austin Dillon finished 12th … Dale Earnhardt Jr. finished 11th for his third best result of the year … Chase Elliott’s finish in fifth is his best result in five races. He placed 24th or worse in four straight races.
WHO HAD A BAD DAY: Pole-sitter Kyle Busch lost a tire on his first pit stop and restarted from the rear from the field. After driving back to the top five, a loose tire forced him to pit. He finished 16th … Right-front tires: the loss of this tire caused accidents or problems for Ricky Stenhouse Jr., Joey Logano, Landon Cassill, Regan Smith, David Ragan and Erik Jones … Ryan Blaney finished 32nd after he broke an axle during his pit stop at the end of Stage 2. That’s the second time it’s happened to Blaney this season … Brad Keselowski wrecked out for his third DNF of year and second in a row … Kurt Busch wrecked out with his first DNF since Martinsville.
NOTABLE: Kyle Larson has finished second five times this year. He has three top fives and five top 10s in seven Dover starts … Johnson joins Richard Petty (four tracks) and Darrell Waltrip (two tracks) as the third driver to win more than 10 times on a single track.
QUOTE OF THE DAY: “He did a good job. He’s a seven-time champion for a reason. He’s got a golden horseshoe somewhere; and he’s really good at executing. So, I’ve just got to get better at that.” – Kyle Larson after finishing second to Jimmie Johnson.
WHAT’S NEXT: Axalta Presents the Pocono 400 at Pocono Raceway, 3 p.m. ET on June 11 on Fox Sports 1.