Ryan: The Brickyard’s memorable day left NASCAR with a pleasant dilemma for next season

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Competition executive Steve O’Donnell leaned against a counter in the Indianapolis Motor Speedway media center last Saturday and plainly answered questions about the closest NASCAR finish in track history.

Why wasn’t he more enthused after the Xfinity Series experiment of using aero ducts and restrictor plates to prevent runaway leaders was received as a smashing success?

“I know there’s a race tomorrow,” O’Donnell said with a smile as if he were amused by reading the thought bubbles above the heads of several reporters surrounding him for fresh quotes.

Each of us was thinking, “There is no possible way the main event will match today’s warmup act.”

Indeed, the Brickyard 400 did leave NASCAR in a bit of quandary about race quality – but it wasn’t the dilemma that anyone would have predicted.

Sunday’s Cup show – with legitimate three-wide racing for the lead, scintillating strategy developments and heart-pounding restarts (that led to some wall-pounding impacts) – was the best race of the weekend.

Quite possibly, it was a candidate for best race of the year, a pronouncement that would have seemed laughable in Indy’s typically follow-the-leader confines for stock cars.

The most indelible moment of the 2017 season was eventual winner Kasey Kahne sandwiched between Jimmie Johnson and Brad Keselowski entering the third turn on what should have been the penultimate lap of the race.

If Johnson had managed to hang on to win his record-tying fifth Brickyard with smoke billowing from the expiring engine in his No. 48 Chevrolet, it probably would have been remembered as the defining moment of an illustrious career. Certainly, it would have been the signature highlight of a race whose luster has been maligned by grandstands increasingly vacant since the 2008 tire debacle.

All of this has left NASCAR with a tougher decision than it might have anticipated about the future of the Brickyard.

The overwhelmingly positive reviews Saturday made it seem a foregone conclusion that the same rules would be applied to Cup in 2018.

That still seems the likely course of action (after a confirmation test with the higher-powered Cup cars), but there now is much more to weigh. While cars often were clumped in clusters that were conducive to passing, the Xfinity race didn’t feature the insanity of Sunday’s late restarts (it was more like the slow build of Daytona and Talladega).

Would harnessing the horsepower of the Cup cars diminish the likelihood for such fantastic finishes again?

It’s a critical question because so much hangs in the balance of a race that admittedly faces an uncertain future because of poor attendance and previously lackluster action.

It took 24 editions of the Brickyard 400 to get a finish as memorable as Sunday’s.

And maybe it would take just as long to get another. There were many extenuating circumstances that fostered Sunday’s outcome, namely the two best Toyotas of Kyle Busch and Martin Truex Jr. being eliminated.

While leading 95 of the first 110 laps, Busch and Truex routinely built large gaps on the field. Their simultaneous disappearances turned the final 55 laps into a free-for-all that could have been won by at least a half-dozen drivers.

And then the timing of several caution flags made some strategies suddenly become sublime, putting Trevor Bayne in position to win for the first time in six years (before another yellow) and setting up Kahne to end a 102-race winless streak after two more memorable restart duels with Keselowski (in which the leader lost both times after choosing the outside lane).

The race admittedly could be run another 24 times and fail to produce action as scintillating because of a differing chain of events.

There are some other stats to consider (courtesy of colleague Dustin Long). In the Xfinity race at Indy, six of the 16 lead changes occurred on track under green, and only one was on a restart. In Cup, five of 10 lead changes were on track under green, and three were on restarts.

According to NASCAR loop data, the Xfinity race had a track-record 1,554 green-flag passes, a 66% increase over 2016. There were 29 green-flag passes for the lead (measured between scoring loops and not just the finish line), a massive spike over just two last year.

The optics of switching up the rules in the aftermath of the most memorable Brickyard in more than a decade still will ring a little hollow.

No matter which rules path NASCAR chooses, there’s one overwhelming positive development from the weekend.

The concept of running the road course has been tabled for at least another year (and hopefully for good).

When the circumstances and conditions are right, Sunday reaffirmed the world’s most famous layout should feature only left turns for NASCAR.

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The yellow flag flew roughly 3 to 4 seconds after the last crash in the Brickyard 400 by which time Kasey Kahne and Brad Keselowski had crossed the overtime line.

Some viewed this as an abomination in which NASCAR deliberately waited for an imaginary plane to be broken before declaring a caution.

This partly would be surmising that a delay of 3 to 4 seconds would constitute an interminable delay for a caution flag in the history of NASCAR officiating. This also would be patently untrue.

Anyone remember the 2007 Daytona 500? The final lap of the Nov. 2012 race at Phoenix International Raceway? The last lap at Watkins Glen International earlier that season?

Here’s a helpful refresher video if you had forgotten:

The delay on Sunday’s final caution wouldn’t rank in the top 20 of slowest triggers in NASCAR yellow-flag history. But an arbitrary line distorted that perception and turned a moot point (the threat of darkness ensured that would be the final restart, regardless of whether the overtime line was crossed) into a misguided crusade for officiating “consistency.”

The only real takeaway from Sunday’s ending is that it’s yet another reason why NASCAR’s overtime policy should be eradicated in full next season.

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As far as long waits Sunday, Erik Jones endured one that received far less immediate attention but hopefully received much more scrutiny in retrospect.

After wrecking with 11 laps remaining in the scheduled distance, Jones had enough time to climb out of this battered Toyota, remove his helmet and sit on the SAFER barrier for a few minutes until safety personnel arrived.

Yes, Clint Bowyer and Kurt Busch took wicked hits in the same crash and deserved immediate attention, but Jones’ wreck showed response times remain an area of improvement in the first year of NASCAR’s traveling medical team.

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Team Penske’s expansion with Ryan Blaney next year will be the first time the organization fields a third car in eight years, and it follows much deliberation about how to approach the move.

Penske never won a race with a third full-time car in 2004-05 and ’08-10, posting 14 top 10s in 142 starts while finishing no higher than 28th in the points standings with Brendan Gaughan, Travis Kvapil and Sam Hornish Jr.

There was much debate internally since about how and when the team should approach another addition. At least one school of thought advocated for any expansion including at least two cars, a la the Hendrick Motorsports model, because the third car always had seemed isolated and adrift from the team’s twin anchors.

Much has changed organizationally and structurally since 2010, though, and the success of Ryan Blaney at Wood Brothers Racing in the No. 21 the past two seasons as a de-facto third car for Team Penske quelled any concerns about whether it work in house.

“If you look at the history prior to 2010, as an organization in the Cup Series, we were hit-and-miss,” Team Penske president Tim Cindric said. “I don’t feel like we were a contender every weekend to win races. I think that hurt us when we were trying to bring a driver forward in Sam, where he didn’t really have a lot of stock-car experience.

“I feel like right now it’s an organization where we have things in place, and I think we understand why we win, and I think we understand when we’re not winning why we’re not winning. Before I don’t think we had that in place. We’ve had quite a bit of continuity since then in a lot of places. We’ve grown our crew chiefs all the way through the Xfinity Series into the Cup Series. We’ve grown a lot of our own people, our own processes.

“Nothing is a given, but I think we’re much more well positioned for somebody like Ryan to come in and be successful. I think you see that with the technical partnership we have with the Wood Brothers because we could have never done that and been successful and won a race with a technical partnership back then either.”

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Paul Menard’s move, along with his family’s home improvement chain sponsorship, to Wood Brothers Racing raises some major questions for Richard Childress Racing.

Since 2011, Menards has been a cornerstone of RCR’s budget. As one of the only remaining full-season sponsors in NASCAR’s premier series, its departure leaves an eight-figure hole at RCR that could have major implications for the team’s future. RCR will need to refocus on replacing a major revenue source while shoring up its alliance deals (such as with JTG Daugherty Racing) that also help pay the bills.

Childress’ Wednesday release hinting at plans for a third car is encouraging, but the team’s situation will bear close watching until its 2018 lineup is unveiled.

NASCAR Power Rankings: Racing through the numbers

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Some drivers carry one car number throughout their racing careers. The most famous racers in NASCAR’s 75-year history typically are associated with one number, although some have raced under several.

Victories, championships and driver personalities give life to something as generally mundane as a number. And the most popular produce even bigger numbers, as in sales of T-shirts, caps and other souvenirs.

Here’s a look at 10 of the most iconic NASCAR numbers:

NBC Sports NASCAR Power Rankings

1. 43 — Since Richard Petty’s emergence as a superstar in the 1960s, the number 43 has been NASCAR’s most iconic. Although Lee Petty, Richard’s father, usually drove No. 42, he actually scored the first win by the 43, in 1959. The Petty blue No. 43 carried Richard to a string of championships. He scored 192 of his 200 race wins with the number. It rolls on today with Erik Jones, who took the 43 to the Southern 500 victory lane this season.

2. 3 — The fiercely facing forward No. 3 became ultra-famous while driven by seven-time champion Dale Earnhardt (although Earnhardt won his first title driving the No. 2). Earnhardt’s black Chevrolet carried the number to new heights, but Fireball Roberts, David Pearson, Junior Johnson, Buck Baker, Buddy Baker and Ricky Rudd, among others, also won in the car.

MORE: Where are they now? Buddy Parrott

3. 21 — The list of drivers who have raced Wood Brothers Racing’s famous No. 21, with the familiar gold foil numbers, reads like a history of NASCAR. David Pearson brought the most fame to the number, but Tim Flock, Curtis Turner, team owner Glen Wood, Cale Yarborough, A.J. Foyt, Donnie Allison, Neil Bonnett and Dale Jarrett also have driven the 21.

4. 11 — This number is responsible for more race wins — 228 — than any other. It also has scored eight championships — three each by Darrell Waltrip and Cale Yarborough and two by Ned Jarrett. Other stars in the 11 over the years: Junior Johnson, Bobby Allison, A.J. Foyt, Terry Labonte, Geoffrey Bodine, Bill Elliott and Denny Hamlin. And some guy named Mario Andretti.

5. 48 — This number was largely ignored until the arrival of Jimmie Johnson, who carried it to seven championships, including five in a row.

6. 24 — The number 24 was a lonely number until 1994 when a kid named Jeff Gordon drove it to its first win, in the Coca-Cola 600 at Charlotte Motor Speedway. The brightly colored 24 became a regular visitor to victory lane from that point forward, carrying Gordon to four championships and becoming one of NASCAR’s most decorated numbers.

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7. 18 — Although Dale Jarrett and Bobby Labonte won in the 18, Kyle Busch, draped in the bright colors of sponsor M&Ms, took it into new territory.

8. 22 — NASCAR’s first Cup champion (Red Byron) and its most recent (Joey Logano) rode with the 22. The number has produced 87 wins over the years, including victories by Fireball Roberts, Bobby Allison, Ward Burton, Kurt Busch, Byron and Logano.

9. 2 — Although the 2 carried Dale Earnhardt (1980) and Brad Keselowski (2012) to Cup championships, it is perhaps most identified with Rusty Wallace, whose menacing black No. 2 was powerful at Team Penske. Also successful in the 2: Bill Blair, Kurt Busch and Austin Cindric, this year’s Daytona 500 winner.

10. 9 — The 9 was basically nondescript until Bill Elliott roared out of the north Georgia mountains to turn it into a big winner in the mid-1980s. His son, Chase, continues the trend.

 

 

Truck Series: Rajah Caruth joins GMS Racing

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Rajah Caruth will drive the No. 24 truck full-time for GMS Racing in the NASCAR Craftsman Truck Series in 2023, the team announced Tuesday.

The 20-year-old Caruth ran a full season in the ARCA Menards Series last year, placing third in points. He also made seven Xfinity starts and four Truck starts last year. 

“I am extremely honored, and really excited to join GMS Racing and be in the fold of a professional race team with so much history,” Caruth said in a statement from the team. “I’ve been waiting for an opportunity like this throughout my whole career, and I’m going to do the best in my power to make the most of it.

“First and foremost, I can’t thank everybody at GMS enough for believing in me and believing that I have what it takes to drive one of their trucks. Same goes for everybody at Chevrolet for their support, we truly wouldn’t be able to make this happen without them. 

Caruth joins Grant Enfinger and Daniel Dye as GMS Racing’s full-time Craftsman Truck Series drivers. Chad Walter will be Caruth’s crew chief. Jeff Hensley will be Enfinger’s crew chief. Travis Sharpe will be Dye’s crew chief. 

The primary partner on Caruth’s truck will be the Wendell Scott Foundation. The foundation, named for the first Black driver to win a NASCAR Cup race, seeks to provide resources and services to underprivileged Black youth communities near Scott’s hometown of Danville, Virginia. Since the foundation’s formation in 2011, more than 25 students have been awarded more than $50,000 from the Wendell Scott Legacy Scholarship programs.

“We are excited for Rajah to compete full-time with GMS Racing in the NASCAR Craftsman Truck Series in 2023,” said Dayne Pierantoni, GM Racing Program Manager for the NASCAR Craftsman Truck Series. “Through Chevrolet’s partnership with Rev Racing, we have been impressed with Rajah’s talent both on and off the track. He has proven his ability to compete at the NASCAR national level, and we look forward to seeing his continued success with a series championship winning team.”

The Truck season begins Feb. 17 at Daytona International Speedway. 

In other Truck Series news:

Dean Thompson will drive the No. 5 for TRICON Garage this coming season. The 21-year-old was a rookie in the series this past season. He had a season-best finish of 11th at Las Vegas.

“I am thrilled to start the next chapter of my career with TRICON Garage and Toyota Racing Development,” Thompson said in a statement from the team. “The team and manufacturer have quickly made a statement in the Truck Series as striving to be the best of the best. I’m ready to take on the challenge and live up to the expectations of being a driver for TRICON.”

McAnally Hilgemann Racing announced Tuesday that Christian Eckes and Jake Garcia will drive full-time in the Truck series for the team next season.

Eckes, who will drive the No. 19 truck, moves over from ThorSport Racing. Garcia will drive the No. 35 truck in pursuit of the series Rookie of the Year award.

NAPA AutoCare will continue as a team sponsor.

Garcia is 17 and is scheduled to make his first start March 3 at Las Vegas Motor Speedway. Because of NASCAR’s age restrictions, he will miss the season opener at Daytona International Speedway. The team’s Daytona driver has not been announced.

Sponsor adds more races in 2023 with Josh Berry

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Jarrett Companies will increase the number of races it will sponsor Josh Berry‘s No. 8 JR Motorsports ride in 2023, the Xfinity Series team announced Monday.

Jarrett Companies will sponsor Berry in six races after serving as the primary sponsor in three races in 2022. Those six races will be Phoenix (March 11), Richmond (April 1), Dover (April 29), Atlanta (July 8), Indianapolis (Aug. 12) and Texas (Sept. 23).

The deal gives Berry at least 26 races with sponsorship for next season. Bass Pro Shops will serve as the primary sponsor of Berry’s car in 11 races in 2023. Tire Pros is back with JRM and will sponsor Berry in nine races in the upcoming season.

Berry, who reached the Xfinity title race and finished fourth in the points, will have a new crew chief in 2023. Taylor Moyer will take over that role with Mike Bumgarner serving as JRM’s director of competition.

The 2023 Xfinity season begins Feb. 18 at Daytona International Speedway.

 

Where are they now? Buddy Parrott enjoying down time

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Buddy Parrott played outsized roles in two of the most dramatic races in NASCAR history.

Now 83 years old and retired from the sport since 2001, Parrott looks back on those two days as highlights of a career that began in the early 1970s.

In the 1990 Daytona 500, champion driver Dale Earnhardt seemed on course to end his frustration in NASCAR’s biggest event. He held the lead roaring down the backstretch on the last lap. Suddenly, Earnhardt slowed with a blown tire.

The lead was inherited by Derrike Cope, who charged to the checkered flag to score one of racing’s biggest upsets.

Parrott was Cope’s crew chief.

MORE: NASCAR Power Rankings: Memorable quotes through the years

In 1984, Richard Petty edged Cale Yarborough to win the summer race at Daytona International Speedway. It was Petty’s 200th – and final – win.

Parrott was Petty’s crew chief.

Those victories were high marks in a long pit-road career that saw Parrott’s drivers win dozens of races. He worked with, among others, Darrell Waltrip, Rusty Wallace, Jeff Burton and Petty and for team owners Jack Roush and Roger Penske.

Parrott remains active at 83, although he admits to having moved to a slower gear.

“I haven’t been living on the edge,” Parrott told NBC Sports. “I’ve been taking it really easy. I told my sons when you get to be 80 you can do anything you want because basically you’ve already done it.”

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His strongest current connection to NASCAR is as a voter in the annual Hall of Fame balloting.

After more than 20 years roaming pit roads as a crew chief, Parrott moved into a general manager role at Roush Racing in 1997. He retired four years later and didn’t look back.

“I finally told Jack one day, ‘I don’t have time to ride my motorcycle,’ ” Parrott said. “He looked at me and said, ‘What do you want to do about it?’ I said, ‘I’m ready to retire.’ He told me I could work whatever schedule I wanted, but I decided that was it. I didn’t have a going-away thing or whatever.”

Parrott spent much of the next 15 years traveling with his wife, Judy, who died in 2016, and playing with his grandchildren.

“I had a great time in retirement because Judy was ready and I was ready,” he said. “We had a lot of fun. We’d go to Florida for two and three months at a time. I’m so happy that I didn’t hang on and go to the shop every day and try to find something to do. I spent that time with Judy, and we had 16 years of good retirement.”

Parrott, a native of Gastonia, N.C., lives in Statesville, N.C. His sons, Todd and Brad, also were NASCAR crew chiefs.

MORE: Jody Ridley’s Dover win an upset for the ages

Parrott is perhaps best remembered as crew chief for Rusty Wallace, Team Penske and the No. 2 black cars sponsored by Miller Lite. From 1992-94, they won 19 races and were consistently competitive at the front.

“I still get a lot of cards sent to me to sign from those years,” Parrott said. “I can say that was some of the happiest times I had. Those years with Rusty – and then with Jack Roush – really stand out. And who in the hell could not have fun having a beer sponsor?”