NASCAR ensures star-studded ‘Logan Lucky’ stays grounded in racing reality

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CONCORD, N.C. – As crew members hustled through the Sprint Cup garage last weekend at Charlotte Motor Speedway, there was one team that might have stood out.

Its car, equipment and uniforms were standard and blended in with the rest of the field furiously preparing for the Bank of America 500.

But closer scrutiny at those working on the car – while being recorded by a phalanx of cameras – would have revealed more to the story.

Or in this case, a script.

Logan Lucky spent a few days on location at Charlotte for a fully immersed shoot in the world of NASCAR. The Steven Soderbergh-directed movie, which is slated for release in the second half of 2017, is constructed around an elaborate heist during the Coca-Cola 600 and has a star-studded cast that includes Channing Tatum, Daniel Craig, Hilary Swank, Adam Driver, Seth MacFarlane and Katie Holmes.

The elevator pitch for the movie is Ocean’s Eleven (another Soderbergh vehicle project) set in NASCAR with Charlotte’s 1.5-mile track as the stand-in for Las Vegas’ Bellagio.

“It is a sort of different world,” producer Mark Johnson said. “Steven is obviously so good at doing heist movies, so the idea of doing this one in a NASCAR world is very similar. It’s the same philosophy, just different characters and different worlds. In the Ocean’s movies, you’ve got George Clooney and Brad Pitt in tuxedos. I haven’t seen a lot of tuxedos here at the racetrack.”

A scene shot last Sunday highlighted the unfamiliarity for Johnson, who is well accomplished in movies (part of the Academy Award-winning Rain Man in 1988) and TV (Emmys for outstanding drama with Breaking Bad in 2013-14) but wasn’t as well-suited for stand-in work as an extra playing a NASCAR official.

“I was the only one who didn’t know what he was doing,” Johnson said with a laugh, showing off a pair of gray inspector pants. “So I just walked around the car. I was counting the tires. Yep, there are four of them. OK!”

Johnson said screenwriter Rebecca Blunt set the film at a NASCAR track because it seemed “very exotic. The idea of having a heist take place while there’s a major race going on, just seemed like too delicious a concept to ignore.”

But the producers needed help with fleshing out story concepts and critical details, such as whether a Sprint Cup car would be equipped with a rearview mirror.

A team of NASCAR and track officials was happy to assist, particularly given the film crew’s attention to detail and nuance.

“We work on a bunch of different projects — TV and some film stuff — and we’re usually fighting to make sure that things are authentic,” NASCAR vice president of entertainment marketing and content development Zane Stoddard said. “These guys want it to be embedded, which is harder to do, so the scene is being shot that it feels like we’re there at a race. AJ Allmendinger’s car was literally right next to the car that was in the movie, and you wouldn’t have known the difference aside from the army of cameras.”

As the movie crew filmed a scene involving an ornery car owner (“a bit of a horse’s ass who has a driver that he beats up without mercy – not that there’d be anyone in NASCAR like that”), Johnson said Allmendinger’s crew wasn’t distracted.

“As long as we stayed out of their way, that was fine; they had a job to do,” Johnson said. “It was good for us in that it gives a great verisimilitude to the whole world because it is real. We’re shooting a silly scene, and yet all of this reality is happening behind us that has this great context.”

Shooting, which was scheduled to wrap this week, also took place at Atlanta Motor Speedway, but the crew took great pains to ensure the exteriors (all the way down to the colors of the concession stands) still resembled Charlotte “so the NASCAR fan would be able to see the movie and not be taken out of the, ‘Wait a minute, that’s not Charlotte. That’s not how races go or what a car looks like,’” Johnson said. It was very important to get it right.”

Stoddard, who also worked with movies crews while he was a marketing executive at the NBA, said NASCAR might be the “most difficult sport to make sure you get right because it’s not about a general audience. It’s about the guy who actually knows what’s going on inside our sport.”

The Logan Lucky production consulted with the NASCAR competition department for realism, but Stoddard said the crews didn’t need much correcting.

“These guys are real, real pros,” he said. “We’ve had a hard time finding flaws in things they’ve done.”

logan-lucky-ryan-blaneyThe film also will have some nods (or “Easter eggs,” as Stoddard calls them) to eagle-eyed NASCAR fans, too, in the form of several driver cameos. Kyle Busch and Carl Edwards are playing West Virginia state troopers; Brad Keselowski and Joey Logano are security guards; Ryan Blaney is cast as a delivery boy, and Kyle Larson will drive a limo.

But Johnson said he hopes the movie mostly wins over NASCAR fans with its realism.

“The NASCAR fan is rabid in his or her sense of the sport, its history and the meticulous of it where a lot of NBA and MLB people love the sports, but aren’t that specific,” he said. “We felt a real responsibility to get it right, even though the movie is taking place in a world that doesn’t – and really can’t — exist. It’s hopefully like all the movies and TV shows we do, you want to have respect for the audience. We’d love every NASCAR fan to see this movie. We want to make sure they feel the sport has been respected.”

The grassroots support will help an independently financed movie that is planning a wide release despite the lack of major studio support. Johnson said the movie plans to advertise through racetrack signage and ad buys on NASCAR broadcasts.

Stoddard said NASCAR will support the film through its digital and social channels.

“It’s in our best interests to make sure we’re leveraging everything we can to make NASCAR fans aware of this and engaged in it,” he said. “We’ve started to kick around some ideas. I know the film has the intent, just like with distribution, of being nonconforming, if you will. As we get past production and post-production, we’ll start to look at figure out what are some creative things we can do together to help drive the release.”

Appeal panel gives William Byron his 25 points back

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William Byron is back in a transfer spot after the National Motorsports Appeals Panel rescinded his 25-point penalty Thursday for spinning Denny Hamlin at Texas.

By getting those 25 points back, Byron enters Sunday’s elimination playoff race at the Charlotte Roval (2 p.m. ET on NBC) 14 points above the cutline.

Daniel Suarez is now in the final transfer spot to the Round of 8. He is 12 points ahead of Chase Briscoe and Austin Cindric. Christopher Bell is 45 points behind Suarez. Alex Bowman will not race this week as he continues to recover from concussion symptoms and has been eliminated from Cup title contention.

NASCAR did not penalize Byron after his incident with Hamlin because series officials did not see the contact. Two days later, NASCAR penalized Byron 25 points and fined him $50,000 for intentionally wrecking Hamlin.

The National Motorsports Appeals Panel stated that Byron violated the rule but amended the penalty to no loss of driver and owner points while increasing the fine to $100,000.

The panel did not give a reason for its decision. NASCAR cannot appeal the panel’s decision.

The panel consisted of Hunter Nickell, a former TV executive, Dale Pinilis, track operator of Bowman Gray Stadium and Kevin Whitaker, owner of Greenville-Pickens Speedway.

Here is the updated standings heading into Sunday’s race at the Roval:

Byron’s actions took place after the caution waved at Lap 269 for Martin Truex Jr.’s crash. As Hamlin slowed, Byron closed and hit him in the rear. 

Byron admitted after the race that the contact was intentional, although he didn’t mean to wreck Hamlin. Byron was upset with how Hamlin raced him on Lap 262. Byron felt Hamlin forced him into the wall as they exited Turn 2 side-by-side. Byron expressed his displeasure during the caution.

“I felt like he ran me out of race track off of (Turn) 2 and had really hard contact with the wall,” Byron said. “Felt like the toe link was definitely bent, luckily not fully broken. We were able to continue.

“A lot of times that kind of damage is going to ruin your race, especially that hard. I totally understand running somebody close and making a little bit of contact, but that was pretty massive.”

On the retaliatory hit, Byron said: “I didn’t mean to spin him out. That definitely wasn’t what I intended to do. I meant to bump him a little bit and show my displeasure and unfortunately, it happened the way it did. Obviously, when he was spinning out, I was like ‘I didn’t mean to do this,’ but I was definitely frustrated.”

Drivers for Drive for Diversity combine revealed

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The 13 drivers who will participate in the Advance Auto Part Drive for Diversity Combine were revealed Thursday and range in age from 13-19.

The NASCAR Drive for Diversity Development Program was created in 2004 to develop and train ethnically diverse and female drivers both on and off the track. Cup drivers Bubba Wallace, Daniel Suarez and Kyle Larson came through the program.

The 2020 and 2021 combines were canceled due to the impact of COVID-19.

“We are thrilled that we are in a position to return to an in-person evaluation for this year’s Advance Auto Parts Drive for Diversity Combine,” Rev Racing CEO Max Seigel said in a statement. “We are energized by the high-level of participating athletes and look forward to building the best driver class for 2023. As an organization, we have never been more positioned for success and future growth.”

The youngest drivers are Quinn Davis and Nathan Lyons, who are both 13 years old.

The group includes 17-year-old Andrés Pérez de Lara, who finished seventh in his ARCA Menards Series debut in the Sept. 15 race at Bristol Motor Speedway.

Also among those invited to the combine is 15-year old Katie Hettinger, who will make her ARCA Menards Series West debut Oct.. 14 at the Las Vegas Bullring. She’s also scheduled to compete in the ARCA West season finale Nov. 4 at Phoenix Raceway.

 

 

Name

Age Hometown
Justin Campbell 17 Griffin, Georgia
Quinn Davis 13 Sparta, Tennessee
Eloy Sebastián

López Falcón

17 Mexico City, Mexico
Katie Hettinger 15 Dryden, MI
Caleb Johnson 15 Denver, CO
Nathan Lyons 13 Concord, NC
Andrés Pérez de Lara 17 Mexico City, Mexico
Jaiden Reyna 16 Cornelius, NC
Jordon Riddick 17 Sellersburg, IN
Paige Rogers 19 New Haven, IN
Lavar Scott 19 Carney’s Point, NJ
Regina Sirvent 19 Mexico City, Mexico
Lucas Vera 15 Charlotte, NC

 

Dr. Diandra: Crashes: Causes and complications

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Two drivers have missed races this year after hard rear-end crashes. Kurt Busch has been out since an incident in qualifying at Pocono in July. Alex Bowman backed hard into a wall at Texas and will miss Sunday’s race at the Charlotte Roval (2 p.m. ET, NBC).

Other drivers have noted that the hits they’ve taken in the Next Gen car are among the hardest they’ve felt in a Cup car.

“When I crashed it (at Auto Club Speedway in practice), I thought the car was destroyed, and it barely backed the bumper off. It just felt like somebody hit you with a hammer,” Kevin Harvick told NBC Sports.

The three most crucial parameters in determining the severity of a crash are:

  • How much kinetic energy the car carries
  • How long the collision takes
  • The angle at which the car hits

Angle

The last of these factors requires trigonometry to explain properly. You can probably intuit, however, that a shallower hit is preferable to a head-on — or rear-on — hit.

A graphic show shallower (low-angle) hits and deeper (high-angle) hits
Click for a larger view

When the angle between the car and the wall is small, most of the driver’s momentum starts and remains in the direction parallel to the wall. The car experiences a small change in velocity.

The larger the angle, the larger the change in perpendicular speed and the more force experienced. NASCAR has noted that more crashes this season have had greater angles than in the past.

Busch and Bowman both had pretty large-angle hits, so we’ll skip the trig.

Energy — in pounds of TNT

A car’s kinetic energy depends on how much it weighs and how fast it’s going. But the relationship between kinetic energy and speed is not linear: It’s quadratic. That means going twice as fast gives you four times more kinetic energy.

The graph shows the kinetic energies of different kinds of race cars at different speeds. To give you an idea of how much energy we’re talking about, I expressed the kinetic energy in terms of equivalent pounds of TNT.

A vertical bar graph showing kinetic energies for different types of racecars and their energies

  • A Next Gen car going 180 mph has the same kinetic energy as is stored in almost three pounds of TNT.
  • Because IndyCars are about half the weight of NASCAR’s Next Gen car, an IndyCar has about half the kinetic energy of a Next Gen car when both travel at the same speed.
  • At 330 mph, Top Fuel drag racers carry the equivalent of six pounds of TNT in kinetic energy.

All of a car’s kinetic energy must be transformed to other types of energy when the car slows or stops. NASCAR states that more crashes are occurring at higher closing speeds, which means more kinetic energy.

Longer collisions > shorter collisions

That seems counterintuitive, doesn’t it? Who wants to be in a crash any longer than necessary?

But the longer a collision takes, the more time there is to transform kinetic energy.

A pitting car starts slowing down well below it reaches its pit box. The car’s kinetic energy is transformed into heat energy (brakes and rotors warming), light energy (glowing rotors), and even sound energy (tires squealing).

The same amount of kinetic energy must be transformed in a collision — but much faster. In addition to heat, light and sound, energy is transformed via the car spinning and parts deforming or breaking. (This video about Michael McDowell’s 2008 Texas qualifying crash goes into more detail.)

The force a collision produces depends on how long the car takes to stop. Compare the force from your seat belt when you slow down at a stop sign to what you feel if you have to suddenly slam on the brakes.

To give you an idea of how fast collisions can be, the initial wall impact in the crash that killed Dale Earnhardt Sr. lasted only eight-hundredths (0.08) of a second.

SAFER barriers use a car’s kinetic energy to move a heavy steel wall and crush pieces of energy-absorbing foam. That extracts energy from the car, plus the barrier extends the collision time.

The disadvantage is that a car with lower kinetic energy won’t move the barrier. Then it’s just like running into a solid wall.

That’s the same problem the Next Gen car seems to have.

Chassis stiffness: A Goldilocks problem

The Next Gen chassis is a five-piece, bolt-together car skeleton, as shown below.

A graphic showing the five parts of the Next Gen chassis.
Graphic courtesy of NASCAR. Click to enlarge.
The foam surrounding the outside of the rear bumper
The purple is energy-absorbing foam. Graphic courtesy of NASCAR. Click for a larger view.

That graphic doesn’t show another important safety feature: the energy absorbing foam that covers the outside of the bumpers. It’s purple in the next diagram.

All cars are designed so that the strongest part of the car surrounds the occupants. Race cars are no different.

The center section of the Next Gen chassis is made from stout steel tubing and sheet metal. Components become progressively weaker as you move away from the cockpit. The bumper, for example, is made of aluminum alloy rather than steel. The goal is transforming all the kinetic energy before it reaches the driver.

Because the Next Gen car issues are with rear impacts, I’ve expanded and highlighted the last two pieces of the chassis.

The rear clip and bumper, with the fuel cell and struts shaded

The bumper and the rear clip don’t break easily enough. The rear ends of Gen-6 cars were much more damaged than the Next Gen car after similar impacts.

If your initial thought is “Just weaken the struts,” you’ve got good instincts. However, there are two challenges.

I highlighted the first one in red: the fuel cell. About the only thing worse than a hard collision is a hard collision and a fire.

The other challenge is that a chassis is a holistic structure: It’s not like each piece does one thing independent of all the other pieces. Changing one element to help soften rear collisions might make other types of collisions harder.

Chassis are so complex that engineers must use finite-element-analysis computer programs to predict their behavior. These programs are analogous to (and just as complicated as) the computational fluid dynamics programs aerodynamicists use.

Progress takes time

An under-discussed complication was noted by John Patalak, managing director of safety engineering for NASCAR. He told NBC Sports’ Dustin Long in July that he was surprised by the rear-end crash stiffness.

The Next Gen car’s crash data looked similar to that from the Gen-6 car, but the data didn’t match the drivers’ experiences. Before addressing the car, his team had to understand the disparity in the two sets of data.

They performed a real-world crash test on a new configuration Wednesday. These tests are complex and expensive: You don’t do them until you’re pretty confident what you’ve changed will make a significant difference.

But even if the test goes exactly as predicted, they aren’t done.

Safety is a moving target.

And always will be.

NASCAR weekend schedule for Charlotte Motor Speedway Roval

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NASCAR Cup Series drivers race on the road for the final time this season Sunday, as the Charlotte Motor Speedway Roval course ends the playoffs’ Round of 12.

The 17-turn, 2.28-mile course incorporating the CMS oval and infield will determine the eight drivers who will advance to the next round of the playoffs. Chase Elliott won last Sunday at Talladega Superspeedway and is the only driver who has qualified for a spot in the Round of 8.

Entering Sunday’s race, Austin Cindric, William Byron, Christopher Bell and Alex Bowman are below the playoff cutline. Bowman will not qualify for the next round because he is sidelined by concussion-like symptoms.

The race (2 p.m ET) will be broadcast by NBC.

Charlotte Motor Speedway Roval (Cup and Xfinity)

Weekend weather

Friday: Sunny. High of 81 with a 6% chance of rain.

Saturday: Mixed clouds and sun. High of 67 with a 3% chance of rain.

Sunday: Sunny. High of 68 with a 3% chance of rain.

Friday, Oct. 7

(All times Eastern)

Garage open

  • 12 – 5 p.m. — Xfinity Series

Saturday, Oct. 8

Garage open

  • 7 a.m. – 2:30 p.m. — Cup Series
  • 8:30 a.m. — Xfinity Series

Track activity

  • 10 – 10:30 a.m. — Xfinity practice (NBC Sports App)
  • 10:30 – 11:30 a.m. — Xfinity qualifying (NBC Sports App)
  • 12 – 1 p.m. — Cup practice (NBC Sports App, USA Network coverage begins at 12:30 p.m.)
  • 1 – 2 p.m. — Cup qualifying (USA Network, NBC Sports App)
  • 3 p.m. — Xfinity race (67 laps, 155.44 miles; NBC, Peacock, Performance Racing Network, SiriusXM NASCAR Radio)

Sunday, Oct. 9

Garage open

  • 11 a.m. — Cup Series

Track activity

  • 2 p.m. — Cup race (109 laps, 252.88 miles; NBC, Performance Racing Network, SiriusXM NASCAR Radio)