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.”

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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.

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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.

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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.

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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.”

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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.

Sunday’s Cup race at Bristol: Start time, forecast and more

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After four races on tracks more than 1 mile in length, NASCAR heads to Bristol Motor Speedway for Sunday afternoon’s race.

NASCAR’s first short track race of the season concludes a two-week period where the Cup Series will have run five times.

Kevin Harvick won the first race in this stretch May 17 at Darlington Raceway. Denny Hamlin won the May 20 Darlington race. Brad Keselowski won last weekend’s Coca-Cola 600 at Charlotte. Chase Elliott won at Charlotte on Thursday night.

Here are the details for Sunday’s race:

(All times are Eastern)

START: Tennessee Gov. Bill Lee will give the command to start engines at 3:43 p.m. The green flag is scheduled to wave at 3:53 p.m.

PRERACE: Garage access health screening begins at 7:30 a.m. (teams are assigned specific times). Engine prime and final adjustments at 1:30 p.m. Drivers report to their cars at 3:20 p.m. The invocation will be given at 3:35 p.m. by Mike Rife, pastor of Vansant Church of Christ in Vansant, Virginia. The national anthem will be performed at 3:36 p.m. by Edwin McCain. There will be a flyover at 3:37 p.m.

DISTANCE: The race is 500 laps (266.5 miles) around the 0.533-mile oval.

STAGES: Stage 1 ends on Lap 125. Stage 2 ends on Lap 250.

TV/RADIO: FS1 will televise the race. Its coverage begins at 3 p.m. Performance Racing Network will broadcast the race. Its broadcast begins at 2:30 p.m. and also can be heard at goprn.com and SiriusXM NASCAR Radio.

FORECAST: The wunderground.com forecast calls for sunny conditions with a high of 70 degrees and a zero percent chance of rain at the race’s start.

LAST RACE: Chase Elliott took the lead from Kevin Harvick with 28 laps to go and went on to win Thursday night’s Cup race at Charlotte Motor Speedway. Denny Hamlin finished second. Ryan Blaney placed third.

LAST RACE AT BRISTOL: Denny Hamlin passed Matt DiBenedetto with 12 laps to go to take the lead and went on to win last year’s night race. DiBenedetto finished second. Brad Keselowski placed third.

STARTING LINEUP: Click here for the starting lineup.

CATCHING UP TO SPEED WITH NBC SPORTS COVERAGE:

Matt DiBenedetto: “No margin for error” at Bristol Motor Speedway

Can Adam Stevens, Kyle Busch “get mojo back” at Bristol?

Ricky Stenhouse Jr.: Forget practice, qualifying, “I just like to race”

Chase Elliott’s “Sent it, for Judd” in Charlotte Cup Series win

When fans can return, how many will be allowed at tracks?

Where are they now? Catching up with Casey Mears

 

Matt DiBenedetto: ‘No margin for error’ at Bristol Motor Speedway

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It will be a weird feeling for Matt DiBenedetto on Sunday.

He and the rest of the Cup Series will embark on a 500-mile race at Bristol Motor Speedway for the first true short-track race of the season.

It will be DiBenedetto’s first trip back to the hall-mile track since last August, when he came within 12 laps of earning his first Cup Series win. Instead, he finished second to Denny Hamlin in his best career finish. For DiBenedetto, Bristol represents the site of “probably one of the most defeating and toughest days of my life” and one of the “most rewarding.”

“It was a tough week on us, so there was a lot of not really feeling how to feel,” DiBenedetto said Friday in a Zoom press conference. “But ultimately it led to being a big factor in me getting this opportunity to drive the 21 car this year, so it was a big day and everything was meant to be.”

DiBenedetto enters his ninth race as the driver for Wood Brothers Racing.  But he’s not revisiting last year’s night race in his preparation for Sunday’s race (3:30 p.m. ET on FS1).

“It’s still that painful that I’ve never watched (it),” DiBenedetto said. “I can’t remember what lap, but I cut it off and I can’t even watch it.  It would be too much.

“But as far as what I’m gonna try to learn for this Sunday, I’m actually gonna go back and probably watch mostly 2018 stuff because, thank goodness, we have the low downforce back for Bristol, which will make the racing way, way better, so I’m excited about that.”

As with the first four races back amid the COVID-19 pandemic, Cup teams will get no practice before taking the green flag in “Thunder Valley.”

DiBenedetto said it has been “amazing” how cars have been able to fire off without any preparation, thanks to simulations and notes from previous races.

“The heights (on the car) and everything are usually pretty close, just because they have so much information to work (with),” DiBenedetto said.  “Really, it’s not too big of a deal.

“Actually, it’s even better than I thought just firing straight off in the race. The (competition) yellow and things like that help so you have a little time to adjust on your car and work on it, so they’ve done a good job with that.”

But Bristol is a different animal. DiBenedetto said the race will be “nerve-racking” without on-track preparation.

“Bristol, there’s just no margin for error.,” he said. “It’s really, really fast.  It’s an insanely fast short track.  You’re on edge already even when you have your car dialed in. … It’ll work out fine, for sure, but you just really are out and out praying that your car is dialed in right because it’s very sensitive.

“If you’re off just a little bit at Bristol, it can affect you worse than these tracks where it’s a big race track – a mile-and-a-half – and you don’t have to worry about going a lap down if you miss it or things like that, so this one will be a little bit more treacherous.”

DiBenedetto will be hoping to capture some of his Bristol magic from last year. Since finishing second at Las Vegas in February, DiBenedetto has finished better than 13th just once in the following six races, placing ninth in the second Darlington race.

After starting fourth Thursday night at Charlotte, he led 10 of the first 11 laps before ending the first stage in third, but finished 15th.

“Car speed is there and great and we’ve shown if we hit it or we’re close we can be up front at any of these races,” DiBenedetto said. “I’d say we’re not in our rhythm yet, but we will be. I have no doubt about that, but we’re still learning each other and making little mistakes figuring out each other’s communication.

“(Crew chief) Greg Erwin and I are figuring out working together and we still have a lot of room for improvement, which is a good thing because I know we can run up front and can contend for wins quite often. We have a lot of room for improvement on the execution side as far as putting our race together perfect from start to finish.”

Where Are They Now? Catching up with Casey Mears

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There are certain days most people never forget: their anniversaries, their children’s birthdays and for race car drivers, their first win.

These days Casey Mears may live 2,100 miles away from Charlotte Motor Speedway, but he was there in spirit for last weekend’s Coca-Cola 600.

Mears won NASCAR’s longest race in 2007. He was in the right place at the right time, taking the lead from Denny Hamlin late in the race and hanging on for the final six laps – the only laps he led all day – for the win.

Casey Mears celebrates after winning the 2007 Coca-Cola 600. (Photo by Kevin C. Cox/Getty Images)

“It was definitely the high point of my career, for sure,” Mears told NBC Sports. “I remember everything about that night.

“The one thing – and it’s not a regret – but it’s unfortunate that it ended up being a fuel-mileage race because we had a very fast car that night and ran inside the top 10 and top five the majority of the night.

“We probably weren’t going to win it, but we had a good shot at a top five and were going to be in the hunt. (Crew chief Darian Grubb) made a great call and we won the race, which was amazing for several different reasons.

“I mean, obviously winning in Charlotte, the 600 is the longest race, winning on Memorial Day weekend, which is a huge week for my family and then also being sponsored by the National Guard at that time. It was just a big night.”

While the 600 was his only Cup win, Mears also recalls several other key moments of his career, including runner-up finishes in 2006 at the Daytona 500 and later that year at Kansas.

“That night at Charlotte was a huge part of my career but some of the stuff that I feel like we earned on speed which was really cool were, we sat on the pole at Indy, did well at places like Chicago, Pocono and Michigan, being competitive and leading laps at places like Atlanta and Homestead, going back and forth with Tony Stewart at Atlanta one year.

“Some of those big moments in my career weren’t necessarily the only parts that stand out. The moments I remember the most were when we had competitive race cars and when we were on the verge of getting those wins and getting real close.”

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Mears lives in the Phoenix area with his family. It’s also where he met his wife, Trisha.

“We always said that when the NASCAR things slowed down, we’d like to be back out this way,” Mears told NBC Sports. “So we picked up and moved the kids and came out to Phoenix. We’re loving it, and I’m really enjoying spending a lot of time with them. I’ve also been fortunate to reconnect with some of my off-road racing buddies since I’ve been out here.”

This is the off-road truck Casey Mears co-drove in last year’s NORRA Mexican Baja 1000. (Photo courtesy Casey Mears)

Mears may be gone from NASCAR, but he’s still taking part in other forms of racing part-time, including off-road competition like the NORRA Mexican Baja 1000 last year with Lynn Chenoweth. Casey’s father Roger drove for Chenoweth back in the 1960s and 1970s, and also is part of Robby Gordon’s Stadium Super Trucks Series.

“I also hang out with (NBC IndyCar analyst and former racer Paul Tracy) and drive his Lamborghini sports car, just taking it on the track and sliding around, just having fun,” Mears said. “If opportunities come around, I’d love to race some more.

“I really, really enjoyed racing out in the desert, doing off road stuff. I’d also love to get involved in some sports car stuff as well if there’s an opportunity.

“I love what I’m being able to do right now, just dabble. Playing in Robby’s series, that’s been a blast and picking up random off road, desert opportunities. But racing’s racing, it always boils down to the dollars and cents and sponsors or finding some guy that just wants to go racing and spend some money and have fun. It’s few and far between these days.”

Even though Mears has moved on from NASCAR, he admits he misses it.

“I was fortunate to get to do it for about 15 years,” Mears said. “I lived that life and it really becomes almost the opposite. Your family and friends end up being all the people on the road and people at home become extended friends and family, you’re on the road so much.

“For sure I miss a lot of the people that you saw week in and week out. I definitely miss the competition. I don’t think I’ll ever not miss being in a race car because, like so many others in the sport, I didn’t really get to go out on my own terms.

“For so many people, the sport decides it for you before you’re ready to decide not to do it. I think I’ll always have that desire to want to get in a car again.

“But the one thing that helped me make this decision to move to Phoenix is that I didn’t want to be one of those guys that lingered in the sport either. I didn’t want to be with a back marker program and not be able to be competitive and that’s kind of probably what would have happened. I would have stuck around and would have gotten into something I probably really didn’t need to be in.”

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Mears made 489 career Cup starts, his last full-time season being in 2016. He came back for a start last year for Germain Racing in the season-opening Daytona 500. He started 40th and finished 40th, involved in a crash just past the halfway point.

Mears also made 107 Xfinity Series starts, earning his lone series win in 2016 at Chicagoland Speedway.

He still keeps his hand in NASCAR somewhat, just not on a steering wheel. He does promotional work for Phoenix Raceway and visits his former chums each time NASCAR comes to town.

Casey Mears, right, remains good friends with a number of his former teammates, including seven-time Cup champion Jimmie Johnson. (Photo by Robert Laberge/Getty Images)

He also keeps in regular contact with close friends and former teammates and bosses including Jimmie Johnson, Jeff Gordon, Chip Ganassi, Rick Hendrick, Bob Germain and Doug Barnette.

But moving on from being a race car driver, pretty much the only thing he had known for more than 30 years since being a kid growing up in Bakersfield, California, gave Mears pause.

“This move really forced me to figure out what’s next in life,” he said. “I’m 42 years old and although I’ve done well and been very fortunate, but I need to do something.”

He’s looking at a variety of business opportunities in the Phoenix area, primarily in the automotive industry.

“I feel very fortunate to have the career that I’ve had in the sport,” Mears said. “I drove for a lot of real good teams and programs and learned a lot from a lot of people.

“The people I got to race with and learn from just from the business standpoint is going to help me later in my career with whatever’s next. I had some great opportunities and will always miss it, but at the same time, I’m looking forward to the future and what’s next.”

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Starting lineup for Monday night’s Xfinity race at Bristol

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Joe Gibbs Racing teammates Harrison Burton and Brandon Jones will start on the front row for Monday night’s Xfinity Series race at Bristol Motor Speedway after a random draw.

Burton will start on the pole and Jones will be second. Austin Cindric will start third, Justin Haley starts fourth and Ryan Sieg starts fifth.

There are 37 cars in the field. NASCAR on NBC analyst AJ Allmendinger will start 27th in his season debut in the series.

Monday’s race is scheduled to begin at 7 p.m. ET on FS1.

The starting lineup was determined through a random draw of the following groups:

  • Positions 1-12: The first 12 NXS Teams based on the Adverse Conditions Line Up Eligibility will be assigned starting positions 1st – 12th using a random draw.
  • Positions 13-24: The next 12 NXS Teams based on the Adverse Conditions Line Up eligibility will be assigned starting positions 12th- 24th using a random draw.
  • Starting positions 25-36:The next 12 NXS Teams based on the Adverse Conditions Line Up eligibility will be assigned starting positions 25th -36th using a random draw.
  • Any vehicles that are eligible for the Event in position 37th – 40th will be assigned starting positions based on their order of eligibility.

Click here for starting lineup

 

NASCAR Xfinity Series at Bristol

Race Time: 7 p.m. ET Monday

Track: Bristol Motor Speedway; Bristol, Tennessee (0.533-mile oval)

Length: 300 laps, 159.9 miles

Stages: Stage 1 ends on Lap 85. Stage 2 ends on Lap 170.

TV coverage: FS1

Radio: Performance Racing Network (also SiriusXM NASCAR Radio)

Streaming: Fox Sports app (subscription required); goprn.com and SiriusXM for audio (subscription required)

Next Cup race: May 31 at Bristol (500 laps, 266.5 miles), 3:30 p.m. ET on FS1

Next Truck Series race: June 6 at Atlanta (130 laps, 200.02 miles), 1 p.m. ET on FS1