Ryan: Chip Ganassi perfectly suited for shepherding Kyle Larson’s career, and the Michigan win showed why

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Owning a NASCAR team is a stressful business, which was best exemplified by Chip Ganassi’s celebration of Kyle Larson’s victory Sunday at Michigan International Speedway.

As he pounded on the shoulders, faces and backs of crew chief, driver, engineer and anyone who happened to be clad in a red-and-white uniform within arm’s length of his hammering fists, Ganassi engaged in the most demonstrative paroxysm of nationally televised stress relief in NASCAR history.

The moment was pure Ganassi, whose gruff and hard-boiled exterior belies the fact that he delicately and deftly is juggling the oversight of enough racing teams to qualify for lifetime FIA membership.

So what might be on the mind lately of the owner of entries in Cup, Xfinity, IMSA, IndyCar and the World Endurance Championship?

Oh, not much.

–After already contractually guaranteeing Larson the right to run 25 races annually on dirt — but never the night before a Cup race — Ganassi lifted a restriction and allowed his franchise driver another shot to race a vehicle whose accepted occupational hazards include a propensity for violently flipping end over end.

–Ganassi acquiesced to that request (after constant fan goading on social media) while still hunting for a primary sponsor to replace the eight-figure void being left by Target next year on Larson’s No. 42 Chevrolet.

–Meanwhile, Ganassi’s IndyCar team has managed to win only one of the first 13 races of the season, and reliable championship contender Scott Dixon just fell out of the points lead (for the first time in two months) with four races remaining.

That would seem a lot of stress, but it goes with the territory for Ganassi, whose public persona sometimes is a rough-around-the-edges and sometimes combative forcefulness that has carried his teams through sponsor departures and disappointing seasons.

On the morning of last month’s Brickyard 400, he berated a reporter who wrote Larson’s team had been “tainted” by multiple run-ins with NASCAR officials earlier this summer. It isn’t the first time Ganassi, who voraciously consumes the auto racing media’s coverage (which doesn’t go unappreciated by those of us who talk or write about the sport), has taken umbrage at how a reporter has characterized one of his teams.

This is another thing to know about Ganassi’s working relationships: As fiercely as he celebrates with them, he also stands up for his guys.

Most importantly, he stands up for Larson, who is a critical key to the future of American auto racing.

Other NASCAR team owners covet him, but there is no better caretaker than Ganassi – and not just because he dipped into his own cash reserves (which don’t run as deep as those belonging to Roger Penske or Rick Hendrick and their billion-dollar automotive empires) to get Larson’s signature on an iron-clad (but lucrative) contract for several years.

The bond between driver and owner started six years ago when Ganassi saw enough of the generational talent in Larson to invest in a path to Cup without the benefit of sponsor money when no one else would. It was a shrewd move (just as it was to accelerate Larson into Cup after a season in Xfinity) that might fall short of ever receiving proper credit because its ramifications could be so far-reaching.

Larson, 25, is a linchpin to the NASCAR youth movement, which will be punctuated when he wins his first championship (and he might be the 2017 title favorite if he reaches the final round given his sterling record and affinity for Homestead-Miami Speedway).

But he is nearly as important to the growth and progress of racing in this country. He currently is the most rock-solid bridge between big-league auto racing and grass-roots short tracks. When Larson runs the Indianapolis 500 (and Ganassi’s capitulation on the Knoxville Nationals last week shows it’s only a matter of time), he will cement his reputation as his generation’s answer to Foyt or Andretti, the legends who can win in any vehicle they choose to wheel.

The last two restarts at Michigan reaffirmed that Larson’s talent is undeniable, but it also has needed proper nurturing for an emerging star who didn’t come from a racing family steeped in the connections and knowledge to secure the necessary breaks to break through in modern-day NASCAR. Larson probably could have been successful with any team, but it’s hard to envision his development in stock cars going more seamlessly than with Ganassi.

It’s taken the unwavering belief and support of a team owner (with the mentality of a former driver) who must be mindful of balancing Larson’s personal happiness with his vested interests in the good of Chip Ganassi Racing, along with the greater good of spreading the racing gospel.

That’s a lot of pressure to shoulder for Ganassi, who spent the past couple seasons tailoring his Cup organization to maximize the prodigious ability of Larson.

Chip deserves a slap on the back.

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While the primary motivation for permitting moonlighting in sprint cars is Larson’s contentment, there might be ancillary advantages for Ganassi’s Cup teams – namely, Larson’s performance on restarts.

When Tony Stewart won the 2011 championship, his memorable late-season surge of five victories in 10 races was made on the strength of some impressive restarts (notably his race-winning move on Jimmie Johnson at Martinsville Speedway). The three-time champion (and some of his crew chiefs) credited his side trips to dirt tracks (which are filled with shorter feature races and many opportunities for timing a flag) with helping sharpen his anticipation for pounding the accelerator. The opportunity to race on dirt at his leisure was a major reason he became a driver-owner at Stewart-Haas Racing (he was restricted at Joe Gibbs Racing).

It’s worth asking if the extracurricular dirt racing has made a similar impact on Larson, whose Michigan win excised the memory of some disappointing restarts that cost him wins in races bookending the 2016 and ’17 seasons. Though the start of Sunday’s race might have been among the most disappointing of his career, he was on his game when it mattered.

Beyond the track, Ganassi’s decision to allow Larson to run Knoxville was a social media hit, both in the unveiling via dual videos by Ganassi and Larson to the traction from the #LetKyleRace hashtag. That can’t hurt a team searching for a sponsor.

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Seemingly all of the focus for how Larson won Michigan was on the final restart, but as Steve Letarte explained on NASCAR America this week, it was the previous restart and crew chief Chad Johnston’s strategy that positioned him for the win.

But while waiting to pit for four tires was critical, the team also caught a break with the final caution – after Larson went from eighth to fourth in five laps on four tires, culminating in the critical pass of Chase Elliott that put him in fourth and in the preferred outside lane for last green flag

As Motorsports Analytics’ David Smith noted (and Larson took some issue with), Sunday also was another example of the No. 42 having good fortune on restarts – though Larson certainly has seized the opportunities.

Michigan definitely was in the top five for greatest restarts in 2017 … but the final two restarts at Indianapolis (where Kasey Kahne and Brad Keselowski both made passes for the lead) also deserve consideration for the season’s best.

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On the flip side, the most jaw-dropping turn of events at Michigan happened before the final restart. Brad Keselowski led a race-high 105 of 202 laps and seemed destined for the first victory at his home track until a cascading set of calls left his No. 2 Ford in 17th.

After Keselowski dominated the first half, crew chief Paul Wolfe devoted his strategy in the second half to chasing Martin Truex Jr. and crew chief Cole Pearn. It started when Truex won the second stage by (unintentionally?) short-pitting and leap-frogging from fifth to first (ostensibly, the stop was for a tire problem but was just a few laps ahead of the rest of the contenders).

Keselowski never regained his mojo after that point despite a few gambits by Wolfe. The first was pitting under caution on Lap 140 and re-emerging in 10th as the first car on four tires – but it hardly worked in gaining the necessary ground. When Truex pitted from the lead on Lap 160, Keselowski hadn’t built enough of a cushion to put him a lap down.

So Keselowski pitted again on Lap 162 but for only two tires – and yet still lost the lead to Truex, who had taken four. That left Keselowski obligated to pit for two tires again when the yellow flew on Lap 188 — thus making three pit stops to Truex’s one in the final 60 laps despite having a faster car for most of the race.

At least it seemed much faster until Truex won the second stage and somehow managed to dictate the rhythm of the race despite taking his first lead on Lap 114. Keselowski explained “he didn’t really have enough” to run with Truex so, “we tried a little strategy to kind of get something out of it, but the way it all played out I ended up getting the bottom lane on the restarts and getting absolutely swallowed. We tried. We put in as much effort as we could.”

It was reminiscent of what has been Wolfe and Keselowski’s modus operandi whenever they’ve been at peak operating levels – get the competition off their games. Five years ago at Michigan, they outwitted Jimmie Johnson and Chad Knaus with pit strategy, a precursor to Keselowski’s maverick charge to the 2012 championship.

It was the first sign that the bewitching spell Johnson and Knaus held over NASCAR for several years seemed to be waning … just as it eventually did for their Hendrick Motorsports forebears Ray Evernham and Jeff Gordon after their “Refuse to Lose” heyday.

Truex and Pearn now seem to be the sublime combination of crew chief and driver whose strategy plays and flawless execution have rivals spun out. Though the speed of their No. 78 Toyota has been undisputed, it’s not the only reason the Furniture Row Racing duo has become the weekly focus of the Cup garage.

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If Danica Patrick seems happier lately (despite an uncertain future in racing), it’s because she is.

In the latest episode of the NASCAR on NBC podcast, the Stewart-Haas Racing driver discussed how she transformed her outlook on life.

“I just don’t feel the weight of anything anymore,” Patrick said. “I don’t feel angry about anything. It’s just gone. There’s plenty of things I look back and I’m like, ‘That sucked, but whatever. I’m going to go on.’ And the things that make you happiest are free.”

You can listen to the podcast by clicking on the AudioBoom embed below or download and subscribe to the podcast on Apple Podcasts by clicking here.

It also is available on Stitcher by clicking here and also can be found on Google Play, Spotify or wherever you get your podcasts.

The free subscriptions will provide automatic downloads of new episodes to your smartphone.

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?”