NASCAR’s Next Generation: Dalton Sargeant

0 Comments

Dalton Sargeant has 45 minutes to spare and he has to eat lunch at some point.

The 17-year-old driver is between classes at Cardinal Gibbons Catholic High School in Fort Lauderdale, Fla., when he speaks with NASCAR Talk.

He has just left math class and when the bell rings next he will be in government class. His favorite class is geography.

“The teacher is pretty lenient on everybody since we’re all seniors,” Sargeant says.

It was in math class last semester when Sargeant received a call from NASCAR about being part of the NASCAR Next program, which is aimed at spotlighting the sport’s emerging stars.

Without a word, Sargeant looked at a number he didn’t recognize and left the room.

He would discuss the next chapter of an unorthodox racing career that began by racing go-karts in the parking lot at Homestead-Miami Speedway and open-wheel cars in Europe for two years. Now he’s learning the stock-car racing ropes on the K&N Pro Series East circuit for HScott Motorsports with Justin Marks while dabbling in the Camping World Truck Series, making his debut at Bristol Motor Speedway last month and finishing 10th.

This Q&A had been edited and condensed.

 

during a game against the at Globe Life Park in Arlington on August 27, 2015 in Arlington, Texas. The Texas Rangers defeated the Toronto Blue Jays 4-1.
Dalton Sargeant in the K&N Pro Series East

NASCAR TALK: You raced at Bristol a few months before your first Truck race in the K&N Pro Series East. How does Bristol drive differently in those series?

DALTON SARGEANT: One thing with the Truck compared to the K&N car is that the Truck is on radial tires, so it reacts a lot differently. It has a lot more grip, so you’re able to carry a lot more speed through the corners, which is a really cool experience. It’s a really fast track and absolutely a blast. Another great experience about running in the Truck series was I got to race against guys like Ryan Blaney and Kyle Busch, and I got to learn a lot running around those guys and going in there with the trucks I was a lot more prepared than when I had gone there in the K&N car for the first time.

NT: Was it a difficult decision to move to Europe?

DS: It was easy.

NT: What made it easy?

DS: Just a desire to pursue a Formula One career made the decision easy. I desired that career path a lot, really. I didn’t have a problem whatsoever moving there.

NT: You lived in Europe for a little over two years. That’s not the usual route that stock car drivers take. What led to that?

DS: In the stock car industry you have to be living in Charlotte (N.C). It’s the same way in F1, you have to be living over in Europe. So it was really important. I went over there and I lived in Switzerland for two-and-a-half years. I was running karts as well as an open-wheel formula car, single-seaters and learning as much as I could. At the end of the day, I just didn’t have as much fun with it as I thought I was going to have and just didn’t enjoy it. So I decided to make the switch back to the U.S. and go stock-car racing, and I’ve loved it ever since.

NT: How would you compare the racing culture there to that in the Southeastern United States?

DS: It’s honestly a lot different. Everything over there, I’m not saying NASCAR is not advanced, they look at data acquisition a lot more than in the K&N series and Truck series and what we do. At the same time, it seems NASCAR is really advancing in some of that stuff. Another thing that was pretty difficult was the language barrier. I raced for two Italian teams over there, so I did have to pick up the language somewhat as well as them working with me on their English.

It was complicated but it was a good learning experience. It taught me a lot, and I think it was a positive move for me, not just for racing, but my life in general to be able to go over there and live there for a few years.

NT: Where in Switzerland did you live?

DS: I lived in Lugano, it’s a city about an hour north of Milan.

NT: Were you living there by yourself or were you there with family?

DS: I was there with my mother (Madelyn) and my brother (Logan). I attended an American school there in Switzerland for my first two years of high school. We didn’t really race much in Switzerland, we traveled around a lot, back and forth. My father was there somewhat as well. We just traveled around whether it was racing in Italy, England or wherever.

NT: What was your favorite place to visit?

DS: I definitely liked Rome a lot. It was a cool city, always busy. Whenever we had a race around Rome, I would try to swing by and the culture there is really cool.

NT: In Europe what was your favorite track to race?

DS: I would have to say my favorite Formula car track was probably Barcelona (Circuit de Barcelona Catalunya). It’s just really high speed, it was one of the larger tracks I had been on. Just a lot of fast sweeping corners and it was a really cool track. The track itself kind of nurtured a lot of tough competition.

NT: From that style of racing, have you learned anything that has helped you in your return to American racing?

DS: When I moved back from Switzerland and made the transition to stock cars, the passing’s a little different and you have a lot more side-by-side racing on the ovals than what you have on road courses in Formula cars. At the same time, it taught me quite a few unique techniques that some of these stock car drivers don’t know.

NT: Like what?

DS: Some of the techniques while braking as well as in the road course racing you have a lot of different styles of wheel control. You have tight hairpins (turns) as well as fast sweeping corners. Being able to make different transitions on the wheel throughout the race depending on the different lines that you take.

NT: How much of a culture shock was that for you going over there and when you came back, did it feel like you missed a lot?

DS: No, not really. I knew what I was going to be facing when I moved over there. I knew the expectations, and at the same time, when I came back I had almost gotten homesick within the three years, so to be able to come back was kind of a good feeling for myself.

Previous Q&A’s:

 

Harrison Burton looks for progress in second year in Cup

0 Comments

Harrison Burton made the first start of his NASCAR Cup Series partnership with the Wood Brothers in the bright lights of Los Angeles.

Burton and the Woods teamed last season as Burton jumped into full-time Cup racing after two full seasons (and four wins) in the Xfinity Series. Their first race was the Clash at the Coliseum, and it was a good start — Burton qualified for the feature and finished 12th on the lead lap.

Then things headed downhill. Crashes at Daytona and Auto Club Speedway left Burton with finishes of 39th and 33rd, respectively. After the first five races of the year, he had four finishes of 25th or worse.

Now, Season Two, and there are higher expectations. Much higher.

MORE: Drivers to watch in Clash at the Coliseum

“The start of last year was really, really rough,” Burton told NBC Sports. “It kind of put us in a hole. We got into the wreck in the 500 and crashed at Fontana. Things kind of stack up on you, and all of a sudden you’re buried in points and it’s hard to make it back up.

“But, at the end of the year, three of the last four weekends were big for us (three consecutive top-20 finishes). We need to build off that and try to get out of the West Coast swing and have a clean group of those races. That’s really important. We need to get our average finish up in the first four to five races and not put ourselves in a hole we can’t get out of, and then go from there.”

The Wood Brothers team typically brings strong cars to the Daytona 500, the season’s first point race. Trevor Bayne scored the team’s latest win in stock car racing’s biggest event in 2011.

“We ran well in the 500 last year until I was upside down,” Burton said. “We had a fast car and qualified well and finished third in our duel. Then in the second Daytona race we put ourselves in good position late, so we were in contention in both Daytona races. The speed was there, and the cars drove well.”

The team’s primary goal is to make the playoffs, Burton said. “And we want to be a contender,” he said. “Cup races are so hard. First, you have to contend. Having a good average finish is really important. If you average around 17th or 18th all year, you can kind of point your way into the playoffs, and doing that is on our minds for sure.”

MORE: Power Rankings: 10 historic moments in the Clash

Burton looks for a strong start in Sunday’s Clash, which will present teams with a mix of the old and the new. Drivers got the experience of racing inside the Los Angeles Memorial Coliseum last year, and notes from that race will be useful, but the racing surface will be all new again.

“Every repave has a different tendency,” Burton said. “We’ll see how close it is to last time and how different. Obviously, there is experience on that track, but still it’s a completely new surface, so it’s going to be a mixture of old and new. There’s some knowledge we can build off of, but we kind of have to go into the weekend with that knowledge as tentative because we don’t know if the track is going to be different.”

Burton heads for Los Angeles with a win already under his belt this year. He and teammate Zane Smith, last year’s NASCAR Craftsman Truck Series champion, won last Friday’s International Motor Sports Association’s Michelin Pilot Challenge Series race on the Daytona International Speedway road course.

Burton drove the finishing laps in the four-hour race. He was third with about 50 minutes to go but moved in front with 22 minutes left when leader Elliott Skeer parked. Burton outran second-place Spencer Pumpelly by .688 of a second for the win.

“I thought we could run well,” Burton said. “After the test we did, we were really fast, so I was pretty excited. But apparently there is a lot of sandbagging that goes on there, so I wasn’t sure where we were. We had to have some things go right for us, and they did.”

 

 

 

 

Dr. Diandra: Muffling racecars won’t change fan experience

0 Comments

Last week, NASCAR tested the muffler that will be used for Sunday’s Clash at the Coliseum.

“Heresy,” some fans cried. They argued that it is against the laws of man and nature to muffle racecars. That noise is an integral part of the fan experience. That you’re not supposed to be able to have conversations during races.

Relax.

The cars will be plenty loud.

Loud is fast

Engines produce power by combusting fuel and air in their cylinders. Each combustion produces high-pressure gases that push the piston up. The same gases make a loud popping sound when they escape the cylinder and finally the exhaust.

At 8,000 rpm, an eight-cylinder engine performs about 520 combustions every second. The faster an engine runs, the more combustions per second and the higher the frequency of the tailpipe noise.

That’s why NASCAR engines sound like grizzly bears and F1 engines, which run at higher speeds, sound more like angry mosquitoes.

Maximum horsepower requires getting the spent gases out of the cylinder as quickly as possible so the next combustion reaction can start. And that’s the problem with mufflers, from a racing perspective.

Mufflers on street cars bounce sound waves from the engine around a metal can. The waves interfere with each other, which decreases the overall volume coming from the exhaust.

Mufflers can also mitigate noise by directing the exhaust through a sound-absorbing material. Borla, the sole-source supplier for this weekend’s muffler, makes commercial racing mufflers that feature a robust sound-absorbing material superior to the commonly used fiberglass.

Both methods slow the exhaust gases — the first more than the second. The ideal racing muffler diminishes sound with minimal horsepower reduction.

Decibels

Sound-level measurements come in decibels (dB), a unit named after Alexander Graham, not Christopher — and apparently by someone who wasn’t the best speller.

But decibels don’t tell the whole story. Sound intensity decreases with distance, so you need to specify how far away the sound source was.

The easiest way to explain the decibel scale is to relate it to real-world noises, as I’ve done below.

A bar chart showing representative sound levels expressed in decibels.

  • Zero dB is the threshold of human hearing.
  • A whisper you can just barely make out is about 20 dB.
  • Most everyday noises are in the 60 dB to 100 dB range but are sometimes louder.
  • Exposure to 130 dBs can be painful.
  • A 150-dB sound can cause permanent hearing damage in a very short time.

Ringing in your ears the day after a rock concert was a badge of honor in high school. Older me wishes I had been a little smarter.

Hair cells — not to be confused with ear hair — facilitate hearing. Sound bends these hair-shaped cells, and the cells convert sound into electrical signals that the brain interprets. Loud sounds can bend these cells so much that they break.

Unlike animals such as sharks, zebrafish — and even the lowly chicken — humans cannot grow new hair cells. Once your hearing is damaged, you can’t get it back.

How loud are racecars?

A noise mitigation study for the proposed Nashville Fairgrounds track measured a single Next Gen car at COTA generating 112 dB on a straightaway at 100 feet.

A 2008 study measured the sound level inside a Gen-6 car to be an average of 114 dB. The study also compared sound in the stands, the infield and the pits.

Let’s add those numbers to our graph.

A bar chart showing representative sound levels expressed in decibels, including sound measurements from the Gen-6 and Next Gen cars

  • The Next Gen car at 100 feet is about the same loudness as a person screaming at top volume 1 inch from your ear.
  • The Next Gen car at 100 feet is just a bit quieter than sitting inside the Gen-6 car.
  • Bristol reached peak sound levels loud enough to cause permanent hearing damage.

The graph data suggests that inside the Next Gen car should be around 10 times louder than inside the Gen-6. Some drivers made new earmolds to cope with the additional noise in the cockpit.

Because of the way sound works, the numbers don’t add like you’d expect them to. A Next Gen car might be 112 dB, but two Next Gen cars are more like 115 dB. A full field would be only 5-7 dB louder.

The mufflers won’t muffle much

NASCAR expects a six to 10-dB reduction in sound with mufflers. A 10-dB reduction would make the Next Gen car about as loud as the Gen-6 car was.

Another way of looking at it: Good earplugs reduce sound levels by 25 to 30 dB. Wearing earplugs just barely gets you into the range of being able to hold a conversation if you stand very close to each other and you both shout.

You won’t notice the change in sound inside the track.

You also won’t notice a change in speed this weekend, despite a drop of 30-40 horsepower. The Next Gen car takes around 14 seconds to traverse the L.A. Coliseum’s quarter-mile track. That means cars won’t be going much faster than typical expressway speeds.

If you’re headed out to the track this weekend — despite the mufflers — bring earplugs or over-the-ear headsets. This is especially important for children, as their hearing is more easily damaged.

Joe Gibbs Racing adds young racers to Xfinity program

0 Comments

Connor Mosack, 23, and Joe Graf Jr., 24, each will drive select races in the No. 19 Xfinity Series car for Joe Gibbs Racing this season.

Mosack, who has a 20-race Xfinity schedule with Sam Hunt Racing this year, will run three races for JGR: Chicago street course (July 1), Pocono (July 22) and Road America (July 29) while also competing in six ARCA Menards Series races for JGR, including Feb. 18 at Daytona.

Graf, who has a 28-race Xfinity schedule with RSS Racing this year, will run five races in the No. 19 Xfinity car for JGR: Auto Club Speedway (Feb. 25), Las Vegas (March 4), Richmond (April 1), New Hampshire (July 15) and Kansas (Sept. 9).

“I made my Xfinity Series debut with JGR last June at Portland and from the moment I made my first lap in their racecar, I realized why they’ve been so successful,” Mosack said in a statement. “Their equipment was second to none and the resources they had in terms of people and their knowledge was incredible.

“Jason Ratcliff was my crew chief at Portland and he’s got a ton of experience. I was able to learn from him before we even went to the track. Just in our time in the simulator, we made some great changes. So, to be back with him for three Xfinity races is going to be really valuable.

“And when it comes to JGR’s ARCA program, it’s the class of the field. After having to race against JGR cars, I’m really looking forward to racing with a JGR car. No matter what track they were on, they were always up front competing for wins. To have that chance in 2023 is pretty special, and I aim to make the most of it.”

Said Graf in a statement about his opportunity with JGR: “Running five races with JGR is a fantastic opportunity for myself and for my marketing partners. I think I can learn a lot from JGR and showcase my skills I’ve been growing in the series in the past three years. 2023 is shaping up to be a great year and I’m pumped to get started with the No. 19 group.”

Ryan Truex has previously been announced as the driver of the No. 19 Xfinity Series car in six races this season for JGR. The remaining drivers for the car will be announced at a later date.

Mosack didn’t start racing until he was 18 years old. He went on to win five Legends car championships before moving to Late Model stock cars in 2019. He graduated from High Point University in 2021 with a degree in business entrepreneurship. Mosack’s first Xfinity Series race with Sam Hunt Racing this season will be March 11 at Phoenix Raceway.

 

NASCAR weekend schedule for Los Angeles Memorial Coliseum

0 Comments

NASCAR’s winter break ends this weekend as Cup Series drivers return to the track for Sunday’s Clash at the Coliseum in Los Angeles.

The second Clash at the LA Memorial Coliseum has been expanded to 27 (from 23) drivers for the 150-lap main event. Qualifying, heat races and two “last chance” races will set the field.

MORE: Drivers to watch in the Clash

Joey Logano won last year’s Clash, the perfect start to a season that ended with him holding the Cup championship trophy.

Los Angeles Memorial Coliseum (Cup)

Weekend weather

Saturday: Mostly sunny. High of 71.

Sunday: Partly cloudy. High of 66.

Saturday, Feb. 4

(All times Eastern)

Garage open

  • 2 – 11:30 p.m. — Cup Series

Track activity

  • 6 – 8 p.m. — Cup Series practice (FS1, Motor Racing Network, SiriusXM NASCAR Radio)
  • 8:35 – 9:30 p.m. — Cup Series qualifying (FS1, MRN, SiriusXM NASCAR Radio)

Sunday, Feb. 5

Garage open

  • 11 a.m. – 12:30 a.m. Monday — Cup Series

Track activity

  • 5 – 5:45 p.m. — Four Heat races (25 laps; Fox, Motor Racing Network, SiriusXM NASCAR Radio)
  • 6:10 – 6:35 p.m. — Two Last chance qualifying races (50 laps; Fox, MRN, SiriusXM NASCAR Radio)
  • 8 p.m. — Feature race (150 laps; Fox, MRN, SiriusXM NASCAR Radio)