Why Jimmie Johnson’s 12th to first strategy didn’t work in the Sprint All-Star Race

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CONCORD, N.C. – A smile creased Jimmie Johnson’s face as he exited his No. 48 Chevrolet to a simple question about one of the more convoluted races in NASCAR history.

How did the six-time Sprint Cup champion fall from first to 12th in the final segment of the Sprint All-Star Race?

“Tires were a little more important than it appeared it would be,” Johnson said with a chuckle.

That would be the streamlined explanation for an endlessly confusing Saturday night at Charlotte Motor Speedway in which nothing was as it seemed – particularly after the first 50-lap segment ended with a caution flag before Matt Kenseth had made his mandatory pit stop for two tires.

It resulted in a one-lap penalty for Kenseth that precluded an anticipated wavearound and left eight cars one lap down – a scenario that hadn’t been foreseen by NASCAR, according to vice president of competition Scott Miller.

And it ruined the strategy of Johnson and crew chief Chad Knaus, who had game-planned for the race with the intent of finishing the second of three segments in 12th place.

A random draw would ensure either the top nine to 11 cars would have to pit for four tires. Being 12th after the second segment would ensure a team of at least being in the first two rows for the final 13-lap restart – or first in a best-case scenario, which is exactly what unfolded for the No. 48.

In a race featuring 20 cars, it potentially meant enjoying an eight-car buffer over the strongest contenders with 13 laps to freedom.

“We thought that was really going to be it,” Johnson said. “That was the plan. It just didn’t work.”

Virtually every crew chief in the field probably considered those tactics. Todd Gordon, who helmed Joey Logano’s first win in the exhibition race, said he did.

“(With) 20 cars on the lead lap, and you fall back to 11th or 12th, starting on the front row with 15‑lap old tires and having four rows of cars that separate you from (fresh) tires,” Gordon said, “I think you’re probably pretty safe.”

The history was sound. In the three previous three All-Star Races, the winner led every lap of the final 10-lap segment, lending credence to the concept that being out front in clean air was the key to victory lane.

But because there were only 13 cars on the lead lap (a six-car pileup in the second segment exacerbated the situation that started with the late caution in the first segment), Johnson and Kyle Busch were the only lead-lap drivers who weren’t allowed to pit before the final segment.

They restarted first and second … but with no buffer to the next 11 cars on four tires.

When the green flag fell, it took less than a half-lap for the front row to be gobbled up in a four-wide mad scramble that ended with Kyle Larson in the lead.

Starting on the outside, Johnson said it also hurt that he couldn’t pass Busch before the first turn.

“I didn’t quite have him cleared,” Johnson said. “I think he got a push up in there. Then it kind of broke our momentum.

“Then those guys came so fast and came around us. But I felt like the way everything has gone that if I could have got the lead and got a lap or two under my belt and maintained it, I could have kept it. And that was our strategy all along. When they came by us on new tires, they came by in a damn hurry.”

How many cars would he have needed between him and those on fresh tires to have a shot at his fifth All-Star Race win?

Johnson paused before answering.

“It would have been nice to have a lap or two,” he said. “So maybe third row? Fourth row? Something like that would have really been a big help.

“I think I would have had a better chance if I would have cleared Kyle and got down in front of him. We kind of fought for space into Turn 1, and neither of us ran the corner flat. By the time we got to Turn 2, they were on both sides of me just blowing by.”

Some of Johnson’s four previous wins in the All-Star Race had involved sandbagging. After winning in 2003, he admitted to laying back in an event that involved a midrace inversion, and he won the race in ’12 by winning the first segment and then virtually sitting out the next two.

But that still didn’t make it seem any less weird when he allowed Greg Biffle to zoom by into 11th place three laps from the end of the second segment

Was it odd to yield a spot so easily?

“Yeah,” Johnson said. “Many spots. It’s definitely, definitely different.”

But different was the kind of game being played Saturday from every angle.

NASCAR Power Rankings: 10 historic moments in the Clash

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NASCAR’s preseason non-points race, now known as the Busch Light Clash at the Coliseum, was born in 1979 with the idea of testing the sport’s fastest drivers and cars on one of racing’s fastest tracks — Daytona International Speedway.

The concept was driver vs. driver and car vs. car. No pit stops. Twenty laps (50 miles) on the Daytona oval, with speed and drafting skills the only factors in victory.

Originally, the field was made up of pole winners from the previous Cup season. In theory, this put the “fastest” drivers in the Clash field, and it also served as incentive for teams to approach qualifying with a bit more intensity. A spot in the Clash the next season meant extra dollars in the bank.

The race has evolved in crazy directions over the years, and no more so than last year when it was moved from its forever headquarters, the Daytona track, to a purpose-built short track inside the Los Angeles Memorial Coliseum.

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Over the decades, virtually everything about the race changed in one way or another, including the race length, eligibility requirements, format, calendar dates, sponsorship and title. From 1979-2020, the race was held on Daytona’s 2.5-mile oval and served as a sort of preview piece for the Daytona 500, scheduled a week later. In 2021, it moved to Daytona’s road course before departing for the West Coast last season.

Here’s a look at 10 historic moments in the history of the Clash:

NASCAR Power Rankings

1. 2022 — Few races have been as anticipated as last year’s Clash at the Coliseum. After decades in Daytona Beach, NASCAR flipped the script in a big way and with a big gamble, putting its top drivers and cars on a tiny temporary track inside a football stadium. Joey Logano won, but that was almost a secondary fact. The race was a roaring success, opening the door for NASCAR to ponder similar projects.

2. 2008 — How would Dale Earnhardt Jr. handle his move from Dale Earnhardt Inc. to Hendrick Motorsports? The answer came quickly — in his first race. Junior led 46 of the 70 laps in winning what then was called the Budweiser Shootout, his debut for Hendrick. The biggest action occurred prior to the race in practice as Tony Stewart and Kurt Busch tangled on — and off — the track. Both were called to the NASCAR trailer, where the incident reportedly accelerated. Both received six-race probations.

3. 2012 — One of the closest finishes in the history of the Clash occurred in a race that produced a rarity — Jeff Gordon’s car on its roof. Kyle Busch and Gordon made contact in Turn 4 on lap 74, sending Gordon into the wall, into a long slide and onto his roof. A caution sent the 80-lap race into overtime. Tony Stewart had the lead on the final lap, but Kyle Busch passed him as they roared down the trioval, winning the race by .013 of a second.

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4. 1984 — A race that stands out in Ricky Rudd’s career, and not in a fun way. Neil Bonnett won the sixth Clash, but the video highlights from the day center on Rudd’s 15th-lap crash. He lost control of his car in Turn 4 and turned sideways. As Rudd’s car left the track, it lifted off the surface and began a series of flips before landing on its wheels, very badly damaged. Safety crews removed Rudd from the car. He suffered a concussion, and his eyes were swollen such that he had to have them taped open so he could race a few days later in a Daytona 500 qualifier.

5. 1980 — The second Clash was won by Dale Earnhardt, one of Daytona International Speedway’s masters. This time he won in unusual circumstances. An Automobile Racing Club of America race often shared the race day with the Clash, and that was the case in 1980. The ARCA race start was delayed by weather, however, putting NASCAR and track officials in a difficult spot with the featured Clash also on the schedule and daylight running out. Officials made the unusual decision of stopping the ARCA race to allow the Clash to run on national television. After Earnhardt collected the Clash trophy, the ARCA race concluded.

6. 1994 — Twenty-two-year-old Jeff Gordon gave a hint of what was to come in his career by winning the 1994 Clash. Gordon would score his first Cup point win later that year in the Coca-Cola 600 at Charlotte, but he also dazzled in the Clash, making a slick three-wide move off Turn 2 with two laps to go to get by Dale Earnhardt and Ernie Irvan. He held on to win the race.

7. 2006 — Upstart newcomer Denny Hamlin became the first rookie to win the Clash. Tony Stewart, Hamlin’s Joe Gibbs Racing teammate, had the lead with four laps to go, but a caution stacked the field and sent the race into overtime. Hamlin fired past Stewart, who had issues at Daytona throughout his career, on the restart and won the race.

8. 2004 — This one became the duel of the Dales. Dale Jarrett passed Dale Earnhardt on the final lap to win by .157 of a second. It was the only lap Jarrett led in the two-segment, 70-lap race.

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9. 1979 — The first Clash, designed by Anheuser-Busch to promote its Busch beer brand, drew a lot of attention because of its short length (20 laps) and its big payout ($50,000 to the winner). That paycheck looks small compared to the present, but it was a huge sum in 1979 and made the Clash one of the richest per-mile races in the world. Although the Clash field would be expanded in numerous ways over the years, the first race was limited to Cup pole winners from the previous season. Only nine drivers competed. Buddy Baker, almost always fast at Daytona, led 18 of the 20 laps and won by about a car length over Darrell Waltrip. The race took only 15 minutes.

10. 2020 — This seemed to be the Clash that nobody would win. Several huge accidents in the closing miles decimated the field. On the final restart, only six cars were in contention for the victory. Erik Jones, whose car had major front-end damage from his involvement in one of the accidents, won the race with help from Joe Gibbs Racing teammate Denny Hamlin, who was one lap down in another damaged car but drafted behind Jones to push him to the win.

 

 

 

SunnyD to sponsor Kevin Harvick in two races, Riley Herbst in Daytona 500

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Kevin Harvick has picked up a sponsor for the new season, and Riley Herbst has picked up a ride in the Daytona 500.

Stewart-Haas Racing announced Tuesday that orange drink SunnyD will be the primary sponsor for Harvick’s No. 4 Ford at Darlington Raceway (May 14) and Kansas Speedway (Sept. 10).

SunnyD also will be the sponsor for Herbst as he joins the entry list for the Daytona 500 in the No. 15 Rick Ware Racing car. The orange drink also will be an associate sponsor for Herbst in the No. 98 Xfinity car fielded by Stewart-Haas Racing in the Xfinity Series.

The 2023 season will be Harvick’s final year as a full-time Cup driver.

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The Daytona 500 will mark Herbst’s first Cup Series start. The 24-year-old native of Las Vegas has made 109 Xfinity Series starts.

“It’s great to have Riley making his first NASCAR Cup Series start with RWR and be a part of the next step in his career,” said team owner Rick Ware in a statement released by the team.

“As a kid you always dream of being able to race in the Daytona 500, and I’m able to accomplish that with Rick Ware Racing,” Herbst said. “It’s such a big event and for it to be my first Cup start will be a crazy experience.”

 

 

RFK Racing, Trackhouse Racing, Hendrick Motorsports announce sponsors

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RFK Racing, Trackhouse Racing and Hendrick Motorsports each announced primary sponsorship deals Monday.

King’s Hawaiian, which served as a primary sponsor in three races last year, returns to RFK Racing and Brad Keselowski’s No. 6 car this year. King’s Hawaiian will expand its role and be a primary sponsor for nine races. 

The first race with the sponsor will be this weekend’s Busch Light Clash at the Los Angeles Memorial Coliseum. King’s Hawaiian also will be the primary sponsor on Keselowski’s car for Atlanta (March 19), Bristol Dirt (April 9), Kansas (May 7), World Wide Technology Raceway (June 4), Sonoma (June 11), Pocono (July 23), Daytona (Aug. 26) and Martinsville (Oct. 29).

Jockey returns to sponsor the Trackhouse cars of Ross Chastain and Daniel Suarez for three races each this season with its Made in America Collection.

Jockey will be on the No. 99 car for Suarez at this weekend’s Busch Light Clash, the Bristol Dirt Race (April 9) and  Martinsville (Oct. 29).

Chastain’s No. 1 car will have Jockey as the primary sponsor at Richmond (April 2), Dover (April 30) and Michigan (Aug. 6).

Hooters returns to Hendrick Motorsports and will be the primary sponsor on the No. 9 car of Chase Elliott for the Bristol Dirt Race (April 9), the Chicago street course event (July 2) and Homestead-Miami Speedway (Oct. 22).

Toyota has ‘irons in the fire’ for expanding its lineup in NASCAR Cup Series for 2024

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DAYTONA BEACH, Fla. – Toyota Racing Development is making a renewed push to expand its lineup in the NASCAR Cup Series, and president David Wilson is optimistic about adding new teams for 2024.

“We’ve got some good irons in the fire now,” Wilson told NBC Sports last weekend at Daytona International Speedway. “What was once a very effective strategy to amass our resources across fewer cars, with the marginalization of the areas that we have to play in and the flattening out of the playing field, we definitely need some more help.”

When TRD entered NASCAR’s premier series as a fourth manufacturer 16 years ago, the target was fielding roughly a quarter of the 43-car field. But Toyota’s Cup fleet always has remained in the single digits even as NASCAR shrunk to three manufacturers and a 40-car field.

Last year, there were six full-time Camrys in Cup between Joe Gibbs Racing (four) and 23XI Racing (two). Wilson said “nine to 10 cars is probably our sweet spot with this new car.”

Over the past two years, TRD has talked to teams within NASCAR and at least two potential car owners who had yet to enter racing. Wilson declined to say if Toyota now is focused on existing or new teams but did rule out a Chevrolet or Ford anchor team such as Hendrick Motorsports or Team Penske.

“We’re talking to a lot of the incumbents,” Wilson told NBC Sports. “It’s a very dynamic time right now. If you’re a team, you want to have an association with a manufacturer. Again, even in spite of the new car, the flattening of the playing field, there’s still something about having an alliance and partnership. The good news is there’s a lot of interest. The bad news is you don’t have to worry about Penske or Hendrick.

“So what’s interesting from a fan standpoint, what’s going to continue to drive interest in our sport is the trajectory of some of the smaller organizations. The Tier 2 or 3 and how they get better. And that’s good for the sport, because as we saw last year, the number of teams that won, the number of drivers that won was historically unprecedented.”

The Next Gen made its debut in NASCAR last year with the goal of reducing costs through standardization of the chassis and parts supplied by single-source vendors while also reducing development expenses. While primarily intended to introduce a more cost-effective team business model, the Next Gen also delivered a new era of competitiveness in its inaugural season. The 2022 season tied a modern-era record with 19 race winners, and the Championship 4 breakthrough by Trackhouse Racing (with Ross Chastain) was indicative of a new crop of teams able to contend outside of the traditional powerhouses.

Wilson also believes the Next Gen should allow TRD to pursue more teams without breaking the bank.

“My budget doesn’t extrapolate with added cars, so it’s a matter of allocating the same resource across more cars and not taking away from your current effort,” Wilson said. “But again, that’s more doable now because we’re much more constrained with our wind tunnel time as an example. That’s a resource that we pay, a number of dollars per hour, and NASCAR continues to trim that back. It wouldn’t surprise me in a couple of years if there is no wind tunnel other than for body submissions purposes. They’re being very intentional and thoughtful about trying to keep coming back into areas where the team feel they have to spend or OEMs feel they have to spend.”

Manufacturer investment remains important, though, and Wilson takes some solace (while also gritting his teeth) about the impact Toyota has made in NASCAR.

After a rough debut in 2007, TRD added Joe Gibbs Racing in 2008 and also opened a technical center in Salisbury, North Carolina, that helped drive its approach of getting its teams to work closely together.

It’s been an approach adopted by Ford and Chevrolet over the past decade. Ford opened its tech center in Concord several years ago, and General Motors opened a new 130,000-square-foot performance and tech center last year (just down the road from Hendrick Motorsports headquarters) with NASCAR operations overseen by Dr. Eric Warren.

“To suggest that we don’t have areas to work in, all you have to do is look at the monstrosity that General Motors has built in Concord,” Wilson said. “I haven’t been invited to tour it yet, but I have talked to some folks that have been through, and hats off to Eric and the guys there. They’re investing significant resources. Can’t say that I’m not a little envious.

“We cut the ribbon (on the Salisbury facility) in 2008, and it seems like just yesterday. What I love about this world or what I hate about it, if you’re not constantly moving forward, you’re falling behind. I love it that our competitors are re-evaluating how they participate. Not that they’re following our lead, but when we came in the sport, we were the only ones doing it this way. Getting our hands dirty and really participating is material to the return on that investment. I’m glad that there are others doing the same thing, but it does cause us to look forward and look at what we need to do to make sure that we remain competitive.

“It’s competition. It makes all of us better, and I like that side of it. That’s a microcosm of the greater automotive industry. When Toyota came to this country, ultimately we helped the competition indirectly get better because they had something different to compete against. That’s kind of fun.”

Wilson was at Daytona International Speedway last weekend to watch Vasser Sullivan’s No. 14 Lexus finish third in the GTD Pro category of the Rolex 24 at Daytona.