Ryan: What was overlooked about Rodney Childers and Kevin Harvick after Sonoma win

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There was as much focus on what was said after Kevin Harvick’s victory Sunday at Sonoma Raceway as on how he won for the first time this season.

Crew chief Rodney Childers’ spicy shot at Martin Truex Jr. naturally drew the headlines (and as seen on Monday’s NASCAR America in the video below, it was grounded in some degree of reality, though Truex’s target is debatable), but it detracted from another takeaway.

It’s not only what Childers and Harvick were saying after Sunday’s victory at Sonoma Raceway. It’s how they were saying it.

Just like the three-time series champion they drive for, you typically don’t have to guess where this championship pair stands on something.

Whether it was Childers playfully throwing shade at a rival, or an unusually light-hearted Harvick tossing off jokes between every other answer of his postrace news conference, there was a decided sense of relief about a win that helped ameliorate months of anxiety stemming from the move to Ford this season.

“I can say this now, but I had mixed emotions about how the year was going to go just because of the fact that we had a lot on our plate to switch over,” Harvick said. “And I think as we started the year, we had good performance, and we went through a little bit of a spell where it wasn’t as good as the first three or four weeks, and then the last month and a half has been really good.

“So it’s just a big undertaking, and one day I think when we get done with this year, I think everybody will actually learn all the details of all the things that it took to get to this particular point, but it’s a huge undertaking.”

There actually were many hints since nearly a year ago at New Hampshire Motor Speedway, where Childers said Harvick’s postrace anger was because of lackluster preparation stemming from an in-season overhaul as Stewart-Haas Racing began building its chassis. The Ford move “panics all of us out a little bit,” Childers said with the characteristic honesty that he shares with his driver.

When Childers is distressed with a rival, NASCAR or even his own team, he lets the world know in his blunt but understated style. When Harvick is angry, the message is more demonstrative but no less candid.

But they also like to deflect the attention away from their team through their outspokenness, lest the scrutiny finds them the way it did during the 2015 season when the defending series champion’s No. 4 had a weekly reserved parking space in the NASCAR R&D Center’s inspection bay.

During an episode of the NASCAR on NBC podcast, Childers said he intentionally backed off on Harvick’s speed during practices last season and diverted from the team’s ambitiously simple goal.

For a duo whose partnership is built on a relentless quest for perfection, it was a mistake, and they vowed to return to the basics this season. Despite the transition to a new manufacturer, the renewed dedication to winning every lap on the track seemed to be working at the outset of 2017. Harvick led the most laps in each of the season’s first two races and would have won at Atlanta Motor Speedway without an ill-timed speeding penalty.

It was followed by a four-race slump that resoundingly ended with a pole position at Texas Motor Speedway. Harvick since has posted top fives in six of 10 races as he and Childers methodically recaptured their mojo with a meticulous dedication toward improving.

It’s another facet of their working relationship that gets overlooked when controversy (which Harvick admittedly relishes) sometimes gets in the way as it did at Sonoma, but Harvick’s win was a testament to their preparation. Eschewing stage points after agonizing over strategy for days, Childers gave his driver a chance to win by pitting out of sequence, and Harvick took care of the rest once primary threat Martin Truex Jr. was eliminated by an engine failure.

“We were able to manage the car really after (Truex) fell out,” Harvick said. “I felt like he was the guy that we were going to have to race all the way to the end.  He had a great car, and once he fell out, I felt like we were 100 percent in control of the race.”

And now, it feels as if he and Childers have re-asserted control of their fortunes after a bumpy year

“There’s still a lot of room for growth,” Harvick said. “There’s still a lot of things we don’t know about our cars that we learn on a weekly basis, and that’s the fun part is to know the upside potential to this whole deal.

“Once we get it all ironed out and how great everybody has been from not only Stewart‑Haas Racing but Ford in putting all this together, I feel like we have way more room to grow than most any team in the garage because there’s so many new things for us and new people and still trying to work all the details out.”

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Five months before his 20th birthday, William Byron has eight wins and 15 top-five finishes in 38 starts in NASCAR’s top three national series.

Are those numbers worthy of promotion to a Cup ride with Hendrick Motorsports, which has the JR Motorsports driver under contract and at least one vacancy currently available for 2018?

Until a 2018 replacement is named for Dale Earnhardt Jr. in the No. 88 Chevrolet, Byron’s future is sure to generate debate. The conservative option would be keeping the Charlotte, N.C., native in the Xfinity Series for another season. An online racing prodigy who has competed in real-world conditions for roughly five years, Byron has far less experience with full-bodied cars than the competition.

Which is all the more reason to move him to Cup now.

Byron’s prodigious talent is allowing him to acclimate as quickly as other drivers who have been fast-tracked to Cup with roughly the same training (he should have just under 60 starts in Xfinity and Truck combined by the end of the season).

Kyle Larson, who had limited time in stock cars before coming to NASCAR, had three victories and 10 top fives in 43 starts across Cup, Xfinity and truck before moving full time to the premier series in 2014. Jimmie Johnson had one win and four top fives in 75 starts before his 2002 rookie season. Chase Elliott had five wins and 32 top fives in 80 starts before entering Cup last year.

The comparison trotted out most often as a cautionary tale is Joey Logano, who had one win and five top fives in 23 starts in NASCAR national series before entering Cup full time in 2009 with Joe Gibbs Racing. As exhibited in five seasons at Team Penske, Logano has all-world talent, but there were mitigating factors that spoiled his initial jump to Cup with Gibbs.

Asking an 18-year-old to supplant Tony Stewart, a Hall of Famer who wears his blue-collar roots on his sleeve, as the spokesman for a national home improvement chain was fraught with downsides from the outset. It didn’t help that Stewart remained in NASCAR as the driver-owner of Stewart-Haas Racing, adding an unfair measuring stick.

The expectations wouldn’t be as crushing on Byron, who will have the full support from the retiring Earnhardt and automatically will be a better fit with whatever big-ticket sponsor is chosen.

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Also overshadowed in Harvick’s victory was that the addition of a third road-course race next season (at Charlotte Motor Speedway in the playoffs) already is having an impact.

Childers and Harvick decided to add the K&N race at Sonoma to the driver’s schedule just to shore up his skill set for turning left and right. Harvick’s twin victories last weekend might prompt an influx of Cup entrants in the K&N race next year.

“It all started when they talked about putting a road race in the (playoffs),” Harvick said. “You’ve got to have it right.”

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Adding stages (that were shorter than a fuel run) to a road-course race added another twist – namely, that it allowed some slower teams to gamble on amassing more stage points (or a stage win in the case of 13th-place finisher Jimmie Johnson) while stronger cars such as Harvick’s sacrificed stage results to be well-position for an overall victory.

Of the 110 available stage points, 63 were awarded to drivers who finished the race outside the top 10. Harvick and fourth-place finisher Kyle Busch compiled no stage points.

“I think some stage points here and there are great, but we felt like today we had a car that was capable of winning the race and we needed to put ourselves in position to try to win,” Harvick said.

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What was happening on Martin Truex Jr.’s pit stops that caused such trouble in removing the front wheel? It didn’t seem to be the result of a damaged fender, prompting speculation that it might have been the result of the way the shocks and springs were set up on a road course.

NASCAR on NBC analyst Parker Kligerman also posited some interesting theories about indexing on this week’s Monday Morning Donuts podcast (around the 21:30 mark), as well as something interesting he recently noticed with how Team Penske is aligning wheels on pit stops.

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It wasn’t the first time AJ Allmendinger has been hampered by a mechanical problem on a road course, but Sunday’s 35th at Sonoma Raceway marked the No. 47 Chevrolet’s 10th consecutive finish outside the top 15 – continuing a plunge in its first season with a second car.

Allmendinger is ranked nine spots behind his ranking (18th) in the 2016 points standings through 16 races, and teammate Chris Buescher’s best finish is 11th. While the drivers are getting along well, the team hasn’t realized the short-term benefits of expansion yet. The struggles might be coincidental (as Allmendinger has said), but it’s been a reminder that going faster isn’t correlated with merely adding staff.

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After another star-crossed race marred by multiple crashes (which, again, weren’t entirely her fault), Danica Patrick appeared in AdWeek, penning a column about how her personal passions will drive her post-racing career.

The timing was incidental – magazine pieces such as these are planned months in advance – but given the many hits Patrick has taken this year and the uncertainty of her NASCAR future, it was a firm reminder of what could lie ahead as early as next year.

NASCAR America: Kligerman takes to simulator to show how to get around Michigan

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What’s the best way to get around the two-mile, high-banked oval at Michigan International Speedway?

There’s several ways, particularly since MIS has become the fastest track in NASCAR Cup.

On Thursday’s edition of NASCAR America, Parker Kligerman jumped into the iRacing simulator to show us the high speeds of Michigan, as well as the art of blocking.

Check out the video above.

Kligerman: The perfect racing event happens to be the biggest with the Indianapolis 500

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Growing up a motorsports fan in the Northeast in the early 2000s was as antisocial as it comes.

In attending two elementary schools, I met only “racing fans,” and both were fans because of their dads. They both grew out of it by eighth grade.  Girls.

Racing is a niche sport — always has been, always will be. It’s not the first BBQ, water cooler or social gathering topic. It doesn’t cause fan riots that shut down cities as a result. It’s far more insulated.

That is why it’s so astonishing that the largest single-day sporting event in the world occurs in the Midwestern United States and is a race  —  the Indianapolis 500.

The day of the Indy 500 starts early — really early. Some working at the fabled Indianapolis Motor Speedway and IndyCar actually will sleep at the track the night before the race. The teams will arrive bleary eyed and full of butterflies, around 4-6 a.m. And the fans will start emerging, either from a night of debauchery or a simple Midwestern chain restaurant dinner, from 6-11 a.m.

We (my girlfriend and I) arrived at the track for the 101st running of “The Greatest Spectacle in Racing around 8:30 a.m. And do know it is the greatest.

As you step off the plane at Indianapolis International Airport, you are reminded many times it is “The Greatest.” Walking out of the terminal, you are told that you are “The Greatest Fans in Racing.” I was waiting to run into “The Greatest Urinal in Racing.”

After a seemingly short Uber ride from a hotel in downtown Indianapolis, we hit dead-stop traffic 2 1/2 miles from the speedway. We only could listen to our Uber driver drone on so long, talking about how only an hour earlier there was no traffic.

So we ditched the car and started walking. We weren’t alone. At this hour, it was a march of the early and dedicated.

People were in the usual patriotic attire celebrating Memorial Day and their societal-imposed idea of how to dress for a race: Sleeveless T-shirts, jean shorts, cowboy boots, flip-flops and (my personal favorite) shirtless.

As we arrived to get our credentials, we experienced the first signs that the speedway has done this 101 times. There was no line. And not in the context that you would expect a line at an event of this magnitude, but that there simply was none.

Multiple times, I used bathrooms that were completely empty. I’ve been to events with 100 people that seemed more overrun.

We headed into the infield and the garage. But in doing so we walked amongst the general admission, the Snake Pit and grandstand ticket holders.

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What is the Snake Pit?

Well, in a move that blurs the line of genius and lunacy, the speedway has decided to legitimize the college and youthful overindulgence that the infield has harbored for years.

Welcome to the Snake Pit. (Photo by Michael Hickey/Getty Images)

The Snake Pit is now a full-on, all-day EDM festival inside Turn 3. Starting at 7 a.m. and coming to a fireworks-exploding, bass-booming conclusion just before the race ends at 3:30 in the afternoon.

It is the truest example of an old joke about big races: “It’s a party where a race broke out”

Inside the Snake Pit, you can’t even hear the race cars. This is an attempt at introducing young people to the race, which would have you believe it would be easy to separate the Snake Pit attendee from the race fan.

The problem is aside from an obsession with a girl named “Molly,” Snake Pit attendees and race fans coexist impossibly well among the crazy attire and obvious signs of intoxication.

Which brings me to the race fans.

What first strikes you as you look at the fans or “attendees” as we should call them? They are in normal clothes. No team jerseys, favorite driver hats or sponsor-laden attire. This is unlike a NASCAR race, which is full of shirts signifying allegiances to a driver or team.

These attendees are not IndyCar fans. They don’t even know many of the drivers’ names. They are Indy 500 fans. This will be the only race they attend, and they will not watch another on TV for the rest of the IndyCar season.

But come May 2018, they once again will walk through the gates of this hallowed ground amidst hundreds of thousands. To sit, sweat and watch their favorite race.

To put this in perspective, the IndyCar series’ second race of 2017 occurred at the much-vaunted street course in Long Beach, California. Only 321,000 people watched on NBCSN. There was an estimated 300,000 in attendance for the 2017 Indy 500.

After a short walk in a dispersed crowd, our gracious passes allowed us to join the famous, the elite, the Hall of Famers and the fat wallets of the race grid. Much like being invited onto the red carpet of the Oscars, it’s a who’s who of the Indy 500.

The cars sit guarded by team members as they are engulfed by sponsors, family members and a famous actor or two. This year, it was Jake Gyllenhaal, who at one point was 10 feet from me. We never made eye-contact or acknowledged each other’s presence. He looked like he does in the movies.

It was about an hour from the ceremonial “Drivers, Start Your Engines!” Slowly, the grandstands were filling until suddenly, I looked and all I could see were people.

Here come the drivers!

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I was very curious to hear who would get the largest cheer during driver introductions as I failed to see a single fan representing any of them.

I was convinced it would be the man of the month, two-time Formula One world champion Fernando Alonso, or maybe an American such as Ryan Hunter-Reay.

But the loudest roar occurred when a muscularly compact, one-time winner of the Indy 500 stepped up. Brazilian Tony Kanaan had a level of cheers I have heard only at a Drake concert.

Soon, the Memorial Day prerace patriotism started.

The view on the frontstretch grandstands. (Photo by Jared C. Tilton/Getty Images)

I stood at the back of the grid where there was a tunnel running under the track for fans to reach the infield, and many were obvious Snake Pit attendees. But as the national anthem started, many came to a stop and stood hand over heart. A young man in a Donald Trump sleeveless tank top stood beside an African-American and his lady friend, side by side.

The patriotic displays were not an American eagle gripping a machine gun-patriotism but a more respectful American flag off the front of a colonial house, golden retriever with a Stars and Stripes collar-patriotism.

On a grid full of nationalities, my girlfriend would remark at the incredible amount of different accents and languages being spoken amongst the crowd.

Soon, we were being ushered off the grid by the famously obstinate “yellow shirt” Indianapolis security with a stark reminder “We can’t start this race if you’re still standing here.”

Thanks for clarifying that.

I got one last up-close look into the grandstands to notice the predominant demographic in the crowd.

It was the 35-year-old-and-older male and his family.

On the weekdays he wears the badly fitting, never-tailored suit and is a regional salesman with a Starbucks card. A white collar in a blue-collar pay grade and upbringing. His order request each weekday morning is “The usual” with an anxiety-filled laugh.

This is his off-weekend, a chance to ditch formalities and experience the unplanned and unpredictable, sans Excel sheets. He has been coming for more than 20 years, and it is tradition. The Indy 500 is the Coachella of the Midwestern worker. One of his kids joins him in the stands; the other is in the Snake Pit.

That’s not to say the crowd is homogeneous. As we reached the suite we were provided, I was continually amazed at the diversity in the stands.

It’s not full Brooklyn diversity of pink hair, funny socks, skinny jeans and half-shaved heads. But it’s 9 to 5 Middle America diversity. It’s inclusive as they come, young to old, black or white, natural born or immigrant.

There is a place for you in this event. There is a driver for you to root for.

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If the Daytona 500 is the The Great American Race, the Indy 500 is the race for America.

And the thing is, you get the sense the Indy 500 is trying to impress you. Not in the gaudy intent of a rich kid pulling up to a nightclub, but in the endearing pose of a child trying to show his or her parents a new trick or skill. From the pomp and circumstance to the constant reminders you are at “The Greatest Spectacle In Racing.”

Add in the tons of activities that have nothing to do with the race, and you feel it’s an event that so badly wants you — the attendees and the first-timers — to enjoy themselves. And to return.

Even the drivers know this is their opportunity.

The iron is in the fire on a stage bigger than the rest of the year combined. If they impress, it could mean millions in winnings and thousands in new fans, renown and career stability.

Takuma Sato takes the checkered flag. (Photo by Chris Graythen/Getty Images)

They race like it, too. Nothing is held back, no move is calculated twice. It’s go hard, make moves and hope it all comes out straight and shiny side up.

Because of this, the race itself is perfect. A balance of skill and death-defying speeds, mixed with an aerodynamic draft that allows almost 30 cars a chance to win the race. Its unpredictable nature along with thrilling speed makes each crowd reaction a feeling of intensity you can’t experience anywhere else.

And as the winner crossed the finish line, it didn’t matter that it was a driver whom few knew. Everyone rose to their feet in applause because it is tradition to do so.

Which is why more than 250,000 have attended this race for so long: tradition.

As we were walking out a mere two and half hours after the race, the track was shockingly empty. And as an evening shower engulfed the track, we were under the tunnel in between turns 1 and 2, where a random man helped us find our way to the Uber pickup zone.

He was shirtless, with a rolling cooler behind him, very sunburnt and alone. It seemed as if a coherent word would have been a struggle, but he spoke with the eloquence of a college professor.

His phone had died, his Apple watch had died, and he was walking home.  I asked him, “How long have you been coming here?”

“Fifteen years. All of my friends make a big weekend of it. It has become our tradition.”

Which is exactly what makes it the perfect racing event.

It’s the Indy 500’s tradition to impress you and make you want to keep coming back for more.

Kligerman: Racing’s top series should smoke ’em if they got ’em

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If you’re trying to quit smoking, the best place you possibly could go is Las Vegas. Because of its nonexistent rules on indoor smoking, innocent bystanders partaking or walking through a casino floor will get the nicotine fix they need — secondhand

After a night out in Vegas, you’ll wake up with the same gravelly voice, dry throat, wheezing cough — signs you’re headed for an increased chance of the big “C.” But free of the self- and societal-imposed guilt from actually partaking in the indecent action of sucking nicotine into your lungs in smoke form.

You get all the benefits of nicotine without your partner being able to cash in on the inevitable bet you made with them to quit.

And it doesn’t get much better as you travel around Vegas throwing around “fun coupons” in the form of $100 bills. Because it doesn’t feel like real money, as it goes so fast, and the place unashamedly will find a vice or trick to take it.

As you lose your hundreds, you eventually will decide to change locations, so you’ll walk out of your casino-hotel and into what you hope is fresh air and gratuitous expanse. But what you really enter is a carefully designed maze that guides you along a path to the next establishment to take your hard-earned rubles.

The reason is the casinos know.

If they constantly keep you in the throes of gambling, if they encourage their customers to infect their fellow patrons with nicotine and cheers, even the  most stubborn will break down and eventually gamble or buy their high-priced cigarettes with a “courtesy fee” of $1 trillion.

It’s all carefully designed to break down your morals. It gets to the core of the human psyche. If everyone’s doing it, or you’re doing it without noticing, it’s only a matter of time before you’re inclined to give it a try.

Which brings me to auto racing.

Each weekend, the sport constantly vies for a piece of a shrinking attention span pie. And we don’t do ourselves any favors. We schedule races from two of the world’s top series on the same day and time — acting as if the other series doesn’t exist and a fan of one series couldn’t possibly be a fan of another.

For example, Oct. 23, 2016. The most well-known racing series in the world ran its only race in the United States on a Sunday afternoon directly in conflict with NASCAR at Talladega Superspeedway.

Making it almost impossible to watch both at the same time.

Sure, there are people who will say “it’s completely different fan bases” or “the schedules are bound to clash.” Which are valid points.

But the thing is, NASCAR and Formula One are the two biggest series in the world, and I am sure – at least, I hope — there was someone in either series saying, “Well, this was a mistake.”

Why?

Because Talladega is NASCAR’s best form of natural marketing. Forty cars inches apart at more than 200 MPH. It’s the kind of riveting, made-for-TV intensity that a marketing executive dreams of between meetings of words such as “synergy” and “engagement.”

Meanwhile, Formula One has only one chance each year to market itself to the world’s largest single economy.

And who would be the easiest targets? Certainly not Julia Sue watching Kardashian reruns hungover on her couch.

No, it would be the very people who will tune into Talladega. The same people who already are fans of a motorsport, or at least intrigued enough to watch a motorsport (and most likely hungover on their couches as well).

This year, the two series will clash again. This time, though, not against such a marquee event for NASCAR as Talladega. But it still will clash. And it’s a crying shame.

The thing is, there is an exception  —  Memorial Day weekend and specifically race day Sunday. Each year, three of the biggest races on the planet are scheduled perfectly apart. And I am sure it happened completely by chance, but like the tables in Vegas, even stark odds can prove to be a valuable learning experience.

As any ardent motorsports fan will tell you, the last Sunday in May, isn’t Christmas come early. It’s the last day of school, beginning of summer and infinite possibilities wrapped into one single day of entertainment.

For the seriously early Sunday riser, you can awake to watch Formula 2 from Monaco, before the prerace for the full-on Monaco Grand Prix, and eventually the full Monte Carlo bash itself.

And as the postrace champagne is drying and the yachts are full of sunburned billionaires, the telecast will come to a close. But no worries, as you immediately can shift to an entirely different form of open-wheel entertainment.

It comes in the form of the largest single-day sporting event in the world, the Indianapolis 500. Where 33 drivers will vie in-front of more than 250,000 in the grandstands and infield for the one of the biggest motorsports prizes in the world.

As the leftover mustard on your lunch plate dries to an almost brown color, and the winner of “The Greatest Spectacle In Racing” has the smell of sweat and milk on their overalls, the Indy 500 telecast will come to a close.

But no worries, as the Coca-Cola 600 will be up and running only a couple hours later. Where NASCAR’s finest will duke it out and test their physical and mental fitness in the longest race in NASCAR.

And just like that, with hardly anyone noticing, three of the biggest races in the world will have worked together just like the casinos in Vegas: Funneling you from one form of motorsport to the next.

So it makes me wonder, what if we did this more often?

Like the casinos that don’t let you escape the nicotine fix, we worked together to keep viewers watching burning rubber instead of making a choice.

Because as the casinos have learned. If there is no choice, you can’t help but do what they want.

Red Horse Racing suspends operations

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Red Horse Racing, which has competed in the NASCAR Camping World Truck Series since 2005, has suspended operations.

The organization, which reached the championship race last year with Timothy Peters, had 16 career victories. The team laid off 30 employees along with Peters and driver Brett Moffitt, a team official told NBC Sports. The team has kept a core group of employees as it seeks funding to resume operations.

Peters finished fifth in Friday night’s race at Charlotte Motor Speedway. Moffitt placed 18th. Peters is sixth in the points and Moffitt is 10th. Neither truck has had a primary sponsor listed in all five races this season. 

Peters won at least one race for the organization from 2009-15. In 2012, the organization finished second in the owner points with four drivers scoring wins: Peters (two wins), Todd Bodine (one), John King (one) and Parker Kligerman (one).

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