Ryan: The secret to Martin Truex Jr.’s success? It might be location, location, location

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In a nondescript section of northeast Denver dotted by low-slung office buildings, industrial parks and warehouses, the best team in NASCAR’s premier series was toiling away again today.

And possibly vacillating on whether it was on the verge of implosion.

Battling the inherent challenges of being two time zones and roughly 1,600 miles removed from the epicenter of NASCAR, Furniture Row Racing is making its transition from underdog to powerhouse seem a lot easier than it apparently is.

“I feel like a lot of times we’re hanging on by a thread, but it’s just the way it is,” crew chief Cole Pearn said Saturday night at Kentucky Speedway after Martin Truex Jr.’s latest dominant Cup victory.

It’s tough in Colorado. We’ve got to load a day early most weeks, so we work closely with (Joe Gibbs Racing) and obviously they’ve got a day ahead of us, so our Monday and Tuesdays are pretty much hair on fire most weeks, so it’s amazing sometimes I feel like we make it to the racetrack, but when we do, we’re generally good.”

So good, it might be time to ask if team owner Barney Visser has stumbled upon the secret to success simply by wanting to keep his team’s shop close enough to walk through from his Colorado home whenever he pleased.

Ignore the logistical problems that might create (such as team members arriving at the crack of dawn to keep with an Eastern Time-driven industry schedule).

Not only is Furniture Row Racing doing things unlike any other team in NASCAR, it’s succeeding unlike any other, too.

Truex has 13 stage wins – more than three times as many as second-ranked Kyle Busch (four) — and 28 playoff points (12 more than Jimmie Johnson). He is one point behind Kyle Larson for top spot in the regular-season standings, which is significant because the regular-season championship is worth 15 playoff points (second through 10 in the regular-season standings also award playoff points, starting from 10 for runner-up down to one for 10th).

With a few more wins and stage victories, it’s conceivable that Truex could enter the playoffs with at least 60 points – the maximum available in a race with two stages – to carry through the first three rounds of the playoffs. That would be hefty insurance against a poor finish or engine failure (which eliminated Truex at Talladega Superspeedway last year) even in the third round.

Barring a total collapse in the final 10 races, Truex would be close to a cinch to reach the championship round at Miami if his No. 78 Toyota averaged decent finishes even without winning (at least one slot among the final four drivers will be claimed on points, and Kyle Busch advanced last year by a six-point margin).

Though he hailed Saturday’s car as “probably the best I’ve had in my career,” Truex, the native of the Jersey Shore who speaks with a North Carolina Piedmont twang, also deserves credit.

“I think he’s peaking right now, and for the last year I’ve thought he was as good as anyone in the garage,” Visser said. “Now I think he’s better than anyone in the garage.  You saw what he did on that last restart, putting it down in Turn 1.  He’s just that good.

“Whatever it is, I think he was always better than people thought he was, and he’s not driving for money, he’s driving for fun.  That’s his game.”

Visser, 68, mostly seems to be in this for the competitive fun, too, resorting to team ownership after a brief career as a Late Model and Modified driver.

Though the team’s 2015-17 results surely have brought widespread exposure for his furniture chain (“You can’t find a more fun way to spend your advertising dollars,” he said in a 2008 USA TODAY interview shortly after starting the team), Visser has spent his millions on the team because he is a car enthusiast with a passion for manufacturing (his Visser Precision company machines state-of-the-art materials with aerospace and military applications).

A bluntly spoken Vietnam War veteran who shies from doing interviews, Visser’s independent streak is the foundation of the team. Its soul seems to rest mostly within Pearn, the unassuming Canadian whose judicious but acutely timed and worded tweets often are loaded with iconoclastic subtext and humor.

Usually clad in a black T-shirt with white lettering (unlike fellow crew chiefs typically clad in colorful collared shirts loaded with sponsor logos), the simple wardrobe embodies Pearn’s disarmingly loose but outspoken nature.

Pearn’s unthreatening style helped ensure a seamless move to Toyota Racing Development last year, because he immediately established the trust of Joe Gibbs Racing (which builds FRR’s chassis and shares information as a partner team).

Pearn enjoys tweeting victory selfies of the team, which one insider playfully described as having a “pirate vibe” because it’s a bunch of guys who wear black and sport scruffy looks – and who also have hijacked the series’ new wrinkle of incentivized racing.

Yes, Truex’s commanding lead in stage wins might be simply a byproduct of having the fastest car in the majority of races, but there are signs that it’s also by design. He has a habit of taking the lead late in stages (at Kentucky, it was with 12 laps left in Stage 1).

It’s enough to wonder whether it’s an overlooked positive of working far away from the pervasive groupthink among the teams based in the Charlotte area – where trade secrets get swapped over breakfast and lunch between employees who frequently migrate between teams located in close proximity.

That doesn’t happen in Furniture Row’s Denver outpost.

“We’ve got a group out there that we’ve been together for a while, and we’ve been through the lows and we’ve sucked, and we’ve had those moments where it’s tested all of us,” said Pearn, who was the team’s engineer during Truex’ 24th-place finish in the 2014 points.

“But when you stick together and you’re all out there, you’re not worrying about somebody running down the street to go to a different place for a better deal. It just breeds a lot of chemistry.  It breeds family, actually.”

That was manifested in Truex’s first season when Visser told him to take a few weeks off after girlfriend Sherry Pollex was diagnosed with ovarian cancer (she recently had a recurrence that kept her from attending Saturday’s win).

“(Visser) said, ‘We’re here for you, this is your team.  You’re going to drive this car,’” Truex said. “That meant a lot to me, and not long after that, we got things turned around. I’m sure that was part of it, just that belief that he had in me. This is a really awesome guy. I’m really lucky to be working for him, and I’m going to make sure I do all I can to get this team going in the right direction.

“He gives our guys all they need, all the tools, all the things they need to make these cars fast, and he gives them a great work environment in Denver.”

Truex rarely visits the shop but hears about its frenetic pace often during daily communication via phone calls and texts with Pearn.

“He tells me when things are kind of crazy and when things are going crazy,” Truex said. “But we have a great bunch. I can’t tell you how good our guys are at just making sure they do all the things right. They’re perfectionists, really.

“I think sometimes Cole makes them burn a little midnight oil to get the cars where he wants them, to get things the way he likes it, and sometimes they work a little more than they expected to, but they all do a great job, and they’re willing to put in the hours, and right now it’s showing up.

“It’s pretty awesome to see, and it’s definitely cool doing it in Denver out there all by ourselves.”

XXX

Brad Keselowski’s Saturday night rant about the need to redesign the Gen 6 was jarring when juxtaposed with the debut of the low downforce rules two years earlier at Kentucky Speedway. It resulted in perhaps the most uniformly positive driver reviews of a race in NASCAR history.

But Keselowski now seems eerily prescient with two tweets posted immediately in that race’s afterglow.

It certainly seems the Team Penske driver foresaw some of his own criticism Saturday night, and it’s worth reconsidering the primary point he made: Teams had little time to prepare for the downforce package announced just a few weeks ahead of that July 2015 race in Kentucky.

Changing the rules every week isn’t advisable or feasible. But if there were a way to keep the brainpower in check at the shop (where computer simulations run abated to build the most highly engineered stock cars in history) while allowing some unharnessed ingenuity in race weekends, the results might be favorable.

The downforce stripped from chopping the spoiler to 2.3 inches this season is regained as teams apply mammoth engineering manpower to optimizing the underbody, undermining the good intentions of the low downforce initiative.

The July 2015 race at Kentucky put NASCAR firmly on a course of low downforce. The 2016 rules mimicked the package from that race, and this year’s rules were intended to go even further.

But as NASCAR senior vice president and chief racing development officer Steve O’Donnell noted on last week’s NASCAR on NBC podcast, it’s brought mixed reviews behind the wheel. In their annual meeting with the sanctioning body at Daytona, the consensus among drivers was that the lower downforce last year made a big difference, but the feedback has been less positive this year.

It’s because even when the fastest cars reach the top five, they stall out trying to break through the imperceptible aerodynamic “bubble” that buffers the path of trailing cars.

While making the cars more difficult to drive put the stars’ fates back in their own hands, solving the aerodynamic quandary remains the greatest challenge. As NASCAR begins meetings in earnest this month to formulate a technologically enhanced Gen 7 car that hopefully could make its debut by 2020, this must be the primary goal.

XXX

It wasn’t on the level of Conor McGregor declaring he would chomp on an opponent’s flesh while his “little gazelle friends” watched, but it was refreshing to hear Truex’s brusque answer when asked about Keselowski’s comments.

“He was probably just mad because he got wrecked,” Truex said in the most curt answer of his postrace interviews.

This isn’t to intimate there is some sort of feud brewing between Keselowski and Truex, but this is a small example of the swagger that subtly could go a long way to rebuilding rivalries. It shouldn’t be striking when a driver so plainly (and rather innocuously) calls out a rival, but it unfortunately is in the overly collegial world of Cup (an issue raised by NASCAR on NBC analyst Steve Letarte earlier this year).

There’s no need for MMA-style blustering in orchestrated news conferences, but Truex’s dig was a reminder there’s little harm in clashing with a competitor.

XXX

Darrell Wallace Jr. came up one spot short of a steady four-race progression into the top 10 for Richard Petty Motorsports. After a 26th at Pocono, 19th at Michigan and 15th at Daytona, an 11th at Kentucky still was impressive.

“I damn sure wanted a top 10 today to keep the momentum going,” he said. “Hopefully, I made a name for myself.”

As the first African-American driver to race in Cup in more than a decade, there was inherent national exposure surrounding his replacing Aric Almirola in the No. 43 Ford. But the best part of his stint with Richard Petty Motorsports is that virtually all of the focus has been on his impressive acclimation to Cup.

“The biggest thing we need is if sponsors are watching, and they see, ‘Hey this kid can do it,’” Wallace said. “That’s the hard thing. I think everyone in the garage can back me up on that.”

He clearly won over his peers with the response to his tweet Monday morning, and Ford Performance unquestionably would like to see him continue racing.

But Wallace’s future is hazy with Roush Fenway Racing having shuttered his Xfinity team. When Almirola returns from a fractured back — possibly as early as this weekend at New Hampshire Motor Speedway – Wallace will be headed to the sidelines for an indeterminate timeframe.

“I’ve got a lot of people in my corner,” Wallace said. “It’s just a matter of what comes at us at the right time. The best opportunity will present itself when the time is right.”

Even if it’s a hiatus that lasts months, there still could be hope. If Almirola leaves the No. 43 next season, RPM already might have found its replacement.

XXX

The announcement of the Quaker State title sponsorship of Kentucky’s race being extended through 2022 was another example of business-to-business deals being the best stabilizer for racing sponsorships.

Through its Quaker State and Pennzoil brands, Shell now has title sponsorships at Kentucky and Las Vegas Motor Speedway through 2022, and it announced an extension of its sponsorship of Joey Logano’s No. 22 Ford earlier this year through 2023.

While there’s an R&D component to its business relationships with Ferrari and Team Penske, these are sponsorships that essentially pay for themselves.

The sponsorship of Penske ensures Shell’s engine lubricants are used in more than 200,000 trucks of Penske Truck Leasing and the 300 dealerships of Penske Automotive Group (which annually sells a few hundred thousand cars). That brings in major revenue of millions of gallons sold.

The deals with the Speedway Motorsports Inc. tracks of Kentucky and Las Vegas help generate a similar return on investment, said Heidi Massey-Bong, a senior business advisor at Shell, because it helps foster relationships with Sonic Automotive, the automotive dealer that shares a founder (O. Bruton Smith) with SMI. While there aren’t guarantees of Sonic buying Shell products, “it opens the door” to sales, Massey-Bong said.

“We find significant (return on investment), mostly from the business to business from these organizations,” she said. “R&D is the heart and soul of what we do in racing, but when we are able to connect that with key customers, and SMI and Penske being two of those, where we can sell our product, that’s an absolute home run.”

Though the business helps justify the sponsorships, the brands also have benefited from greater recognition. “We have jumped feet first into this,” she said. “It’s a validation of the attendance we see at races. We know media ratings are down, and we’re as concerned as others, but it’s still a good spend. We know that the core of the people watching and putting that much investment into it are true enthusiasts who care about what motor oil goes in their cars. That’s our audience.”

XXX

With Matt Kenseth apparently forced out at Joe Gibbs Racing because of sponsorship (per teammate Kyle Busch in a SiriusXM interview Friday), the questions are what options remain for the 2003 champion. Kenseth, 45, is in peak physical condition since taking up bike riding over the past couple of years, and he doesn’t want to end his career with possibly his worst season in 10 years.

But Kenseth won’t take a middling ride to stay in Cup. There is at least one opening at Hendrick Motorsports, and Dale Earnhardt Jr. offered a general endorsement of his good friend’s ability. But if there’s no room there, it is difficult to foresee a high-caliber landing spot for Kenseth.

Just as with former teammate Greg Biffle this season, the possibility looms that Kenseth won’t exit on his own terms, barring a remarkable turnaround for the No. 20 Toyota.

XXX

In nine races since having his Richmond victory essentially voided for a postrace violation, Joey Logano has two top 10s, and both were because of well-executed strategy and racecraft. In the first nine races of the season, he had seven top 10s (including five top fives).

The speed has been lacking in the No. 22. Yet drawing a line directly to the Richmond penalty might be reductive. While the punishment was major, garage insiders say it wasn’t necessarily a game-changing element.

Maybe the slump instead could be traced to Kansas Speedway, where Logano qualified second and was running well before a brake rotor failure triggered a fiery crash that also collected Almirola and Danica Patrick. He hasn’t seemed as fast since then.

Friday 5: NASCAR President says ‘We care’ about driver safety

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NASCAR President Steve Phelps says that he will tell drivers this weekend that “we care” about them and safety.

Phelps and other series officials are scheduled to meet with drivers Saturday morning to discuss safety measures with the Next Gen car.

Three drivers will miss Sunday’s Cup playoff race at the Charlotte Roval because of crash-related injuries. 

It is believed to be the first time in more than 20 years that three full-time Cup drivers will sit out the same race because of injuries suffered in on-track accidents.

Kurt Busch will miss his 12th consecutive race Sunday. Concussion-like symptoms have sidelined him since a July 23 crash in qualifying at Pocono Raceway. He said recently that he is “hopeful” of returning but didn’t have a timeline. Five races remain in the season.

Alex Bowman will miss his second consecutive race because of continued concussion symptoms after his Sept. 25 crash at Texas Motor Speedway.

Cody Ware is sitting out Sunday’s race while he recovers from an impaction fracture to his right ankle suffered in a Sept. 25 crash at Texas. Ware stated this week on social media that given the “extensive footwork required for a road course event, I don’t feel I’m able to give 100% effort to my team, my sponsors or to Ford.” He plans to be back in the the car the following week at Las Vegas.

Drivers says that the impacts they are feeling this year are harder with the Next Gen car. Busch and Bowman were injured in rear-end impacts.

The car was strengthened to help protect drivers in severe crashes, such as Ryan Newman’s 2020 Daytona 500 crash and Joey Logano’s 2021 Talladega accident. In making the car safer for those types of crashes, it’s made the impacts feel harder in more common crashes. 

Kevin Harvick and Denny Hamlin have been the most outspoken among drivers about NASCAR’s safety efforts. 

Hamlin questioned NASCAR’s leadership and called for the car to be redesigned last weekend at Talladega. Phelps met with Hamlin a day later.

“Denny and I have a good relationship,” Phelps told NBC Sports and The Associated Press on Wednesday. “We do. He says things that sometimes I disagree with. I’m sure there’s things I say that he disagrees with. 

“I probably would have gone with a different approach, understanding kind of what he knows what’s going on in the process. I’m certainly glad we had a discussion. I gave him my opinion. He gave me his. I thought there was a healthy discussion.”

More drivers began raising concerns last week about safety concerns with the car, including Chase Elliott.

“We need to make sure that we are doing everything we can to make our drivers feel safe in the vehicles and have them understand that we certainly care about their safety because we do,” Phelps said. 

“We’re working on things with our own people internally, our race teams, (manufacturers) and drivers to make sure that we have a plan in place moving forward so that — I don’t know that it’s gaining the trust — but doing better. 

“Our goal is to be the safest motorsports on the planet … that’s what we’re aspiring to do.”

NASCAR conducted a crash test of a rear clip and rear bumper structure at an Ohio facility this week. Series officials are also examining elements with the headrest foam and working with Wake Forest University to test mouthpiece sensors that track a driver’s head movements in a crash. 

Jeff Burton, director of the Drivers Advisory Council and an analyst for NBC Sports, says he’s had regular communication with NASCAR on behalf of the drivers.

“We feel like we have cooperation with NASCAR,” Burton said last week at Talladega in regards to safety issues. “We know the commitments from NASCAR. They’ve made real commitments to us. We want to see those commitments through. I believe that we will in regards to changes to the car.”

As for his message to drivers in Saturday’s meeting, Phelps said he would tell them: “We’re going to do our best to make sure that when you strap in that car, you feel safe.”

2. “Ridiculous statement”

NASCAR suspended crew chief Rodney Childers four races and penalized Kevin Harvick 100 points for modifications to a deck lid this week.

The penalties were discovered at NASCAR’s R&D Center. Series officials typically take a couple of cars back from most events to the R&D Center. More complete inspections can be done there than at the track.

NASCAR took the cars of Harvick and Martin Truex Jr. after last weekend’s race at Talladega. Truex’s car had no issues.

There are some who would suggest that NASCAR was getting back at Harvick for recent critical comments of NASCAR’s safety efforts. 

NASCAR President Steve Phelps’ response to that notion?

“I would say it’s ridiculous,” he said. “No one has a vendetta against Kevin Harvick or Rodney Childers at all. Or Stewart-Haas Racing. That’s a ridiculous statement.”

As for the inspection process, Phelps said: “Our (officials) are going to look at it, look at it again, look at it a third time to make sure that if there is a penalty given, that penalty is right. If the No. 4 team thinks that is not right, they will file an appeal and we’ll go through the appeal process.”

Stewart-Haas Racing announced Friday morning that it is appealing the penalty to Harvick and his team. However, Childers will sit out this weekend’s race at the Charlotte Roval. That way, regardless of the outcome, he will be able to return for the season finale at Phoenix. 

3. Report card

During a panel discussion at the Women in Motorsports seminar this week at Charlotte Motor Speedway, NASCAR President Steve Phelps said that The Institute for Diversity and Ethics in Sport provided a racial and gender report card for NASCAR, its teams and the industry for the first time. 

The NBA, NFL, WNBA, Major League Baseball and Major League Soccer also have had reports done on their leagues and had the results made public. 

The report looks at the race and gender of athletes and front office personnel in those sports. Some reports examine the race and gender of officials and even broadcasters.

Phelps said that he would not disclose the results for NASCAR.

“We are doing some terrific work,” Phelps said during the panel discussion.

Phelps noted that the grades “are not going to be what they should be, but you need to face it. … We’re going to do better. One thing I will say is that the programs that we have put in place over the last few years have gotten an A.”

Asked by NBC Sports about the report, Phelps said: “It validated where I thought we were, which is why I want to keep it quiet. We’re actually doing really good work. … Hiring people of color, hiring women, promoting people of color, promoting women.

“I don’t want to lose that momentum to where our Diversity Industry Council is like, ‘Wait, wait, you said you’re doing all these things but it’s not working.’ 

“It’s going to take time. It’s not a snap your fingers (and it’s all done). Proud of the programs we’re doing.”

Thursday, NASCAR announced that 13 drivers have been invited to the Drive for Diversity combine. The program was created in 2004 to develop and train ethnically diverse and female drivers both on and off the track.

4. Change of strategy  

An appeal panel rescinding the 25-point penalty to William Byron moves him back into a transfer spot heading into Sunday’s elimination race at the Charlotte Roval (2 p.m. ET on NBC).

Chase Briscoe drops out of the final transfer spot and is tied with Austin Cindric, 12 points behind the cutline. Daniel Suarez holds the final transfer spot.

Cindric said Thursday — before Byron’s penalty was amended — that what happened to Byron would impact how he races.

“It completely changes how our race looks this weekend, how our race strategy looks, what our priorities are,” Cindric said on if Byron got his points back.

“Even if (the points) get returned, we’re still in a reasonably good spot to think we could still point our way in. It’s not a must-win for us either way, but I think it definitely changes the race strategy for us.”

Cindric explained how the strategy could change with Byron moving back into a transfer spot.

“You probably have to take higher risk to get points … or take a higher risk to just go after the race win,” he said. 

5. Appeal Panel’s changes 

William Byron’s penalty marked the fourth time this year the National Motorsports Appeals Panel or Final Appeals Officer has amended or rescinded a penalty by NASCAR.

In January, the Final Appeals Officer rescinded a $50,000 fine and six-week suspension to Ryan Bell, crew chief for Mike Harmon Racing. The team and Bell had been penalized when Harmon used one of his team’s Xfinity cars for a charity event at Rockingham Speedway. 

Roger Werner, the National Motorsports Final Appeals Officer, wrote in his decision that “the decision of the National Motorsports Appeals Panel, upholding the original penalty that was issued by NASCAR, was incorrect in light of the NASCAR rulebook modification made on January 24, 2022.”

In May, the National Motorsports Appeals Panel overturned a disqualification to Matt Crafton following his fifth-place finish in the Camping World Truck Series race at Darlington.

Crafton’s truck was disqualified after NASCAR deemed the vehicle was too low in the front. The panel determined “the Appellants did not violate the Rule(s) set forth in the Penalty Notice.”

Crafton’s fifth-place finish was reinstated. No other reason from the panel was given. The panel consisted of Dixon Johnston, Tom DeLoach and Hunter Nickell. 

In September, NASCAR penalized Jeremy Clements for an intake manifold violation after his win at Daytona. NASCAR’s penalty did not allow the win to count toward playoff eligibility. 

Clements and his team took the engine to the NASCAR R&D Center to be inspected but left the intake manifold on, which was not required to be a part of the inspection. 

Clements and his team noted to the panel that they shouldn’t have been penalized for a part that was not inspected on other engines. The panel agreed and rescinded the penalty, allowing the win to count toward playoff eligibility. The panel consisted of Richard Gore, DeLoach and Johnston. 

Then came Thursday’s decision by the National Motorsports Appeals Panel to rescind the 25-point penalty to Byron for spinning Denny Hamlin at Texas. 

The panel did not state why it eliminated the point penalty but increased Byron’s fine from $50,000 to $100,000. The panel consisted of Dale Pinilis, Kevin Whitaker and Nickell.

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.