Ryan: Richmond never delivered the cutoff drama that it did the first time

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The final regular-season cutoff race at Richmond Raceway ended just the way most of the previous 13 had gone: A relatively muted finish with less than scintillating action and more than a regrettable mite of self-induced controversy.

The incongruous sight of an ambulance blocking pit entry – and nearly adversely affecting the championship chances of Matt Kenseth — will be the indelible image from Richmond’s finale as the finale for setting the championship field every season since NASCAR reordered its title structure in 2004.

It’s striking in the context of a Cup Series race … but much less so when viewed through the prism of the track whose once cleverly marketed rhyme (“One last race to make the Chase!”) was much more memorable than the racing in its showcase event.

With all due respect to the quaint River City and its many charms, it’ll be easy to say good riddance to Richmond as the gateway to the most important stretch of the season in NASCAR’s premier circuit.

Though the 0.75-mile oval – often described as the short track that races like a superspeedway and has been beloved by drivers since its 1988 reconfiguration by original owner Paul Sawyer – always seemed the perfect location for a regular-season crescendo, it rarely delivered on the promise of punctuating the season’s first 26 races with big moments.

In 14 cutoff races at Richmond, only five drivers raced their way into the playoff field, and only once – the first time when Jeremy Mayfield emphatically snatched the final playoff spot with a stunning victory – was it truly memorable.

The most notable instance in which drivers made the playoffs because of events at Richmond was in 2013 when Ryan Newman and Jeff Gordon were added because of penalties to Michael Waltrip Racing for race manipulation and the extraordinary measure of expanding the field in light of tainted radio chatter.

That it had nothing to do with on-track racing and also was one of the most materially damaging chapters in NASCAR history puts it squarely on the through line of forgettable incidents at Richmond.

Whether an ambulance parked in the most obvious of “no unloading” zones, the itch that apparently got scratched with the most suspicious spin in the annals of NASCAR or the fan who thought the top of the Turn 4 catchfence offered a better vantage point than his seat, there is a pattern of infamous episodes that largely overshadowed mostly nondescript racing.

In 2018, the cutoff race will shift to a Sunday afternoon at Indianapolis Motor Speedway. There has been much debate over whether the 2.5-mile track – whose heavy demands on handling and horsepower ensure that typically only powerhouse teams contend up front — will enhance the “drama” that determines the playoff field because it seemingly lessens the chance of a driver carrying his car to victory lane.

But in the absence of virtually any such examples at Richmond since Mayfield, the Brickyard might be the better table-setter for the championship run through the appeal of Indianapolis with prestige substituting for pressure.

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Though NASCAR has employed a traveling medical crew for the first time this season, it’s worth noting Saturday night’s ambulance in question was staffed by local track crew (which apparently disregarded repeated commands) – just as the safety truck was that inexplicably impeded the progress of drivers pitting at Richmond in the April 30 race (and causing a commitment line violation by Martin Truex Jr.).

Between those incidents and the 2014 fence-climber (who caused a caution in addition to drawing criminal charges), that’s a curious run of Richmond staff being involved in some awkward instances that had unfortunate impacts on races.

NASCAR chief racing development officer Steve O’Donnell (admirably) alluded to holding the scoring tower accountable for Saturday night’s blunders. But the track obviously bears some of the brunt for the ambulance incident, too, and absolutely should be called to task being in tune with NASCAR officials in the future.

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While it was commendable for O’Donnell to stand up and accept the blame Monday on SiriusXM Satellite Radio, it might have helped to have the message with the same level of candor and contrition Saturday night from NASCAR. Scott Miller deserves credit for taking questions then, but the senior vice president of competition doesn’t hold the necessary clout to speak as authoritatively as O’Donnell or a board-level executive.

It was reminiscent of the debacle at the 2008 Brickyard 400 when competition VP Robin Pemberton was marched in to face a hostile media center immediately after enduring three hours of nonstop triage in the pits, where tires were exploding with unnerving reliability. It predictably didn’t go well, and it wasn’t until two days later when late spokesman Jim Hunter took an extremely contrite stance on SiriusXM that the damage control finally began.

Richmond won’t have the same repercussions as Indianapolis, and O’Donnell struck a stronger message of remorse and transparency even earlier this time, but the lesson is the same. When there are embarrassing images from a significant event on national TV, the sooner the better that someone of great import at NASCAR addresses the matter with clarity, compunction and resolve.

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As it moves back to hosting two annual races under the lights next year and begins a $30 million infield renovation, Richmond still has some big questions to answer about its future. Though Saturday night’s race again proved that racing in sunshine seems to be the preferable alternative for on-track quality, the grandstands noticeably were more crowded than Sunday in April. It’s difficult to quibble with that move.

However, it isn’t unfair to ask questions about the track and its surface, which hasn’t seemed the same since a 2004 repave that came two years after the abandonment of a sealer that previous owner Paul Sawyer used to treat the asphalt since its 1988 opening.

Is it worth returning to a coal tar emulsion or maybe using the newly popular traction compound employed at many tracks this year?

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There were many reasons for Martin Truex Jr. to be angry Saturday night, but some seeds of rage already had been planted nearly a month earlier.

Lest we forget, the Furniture Row Racing driver also wasn’t happy with NASCAR for throwing a caution that cost him the win in the Aug. 13 race at Michigan International Speedway.

With NASCAR debris cautions at a 17-year low through 26 races, it’s understandable why Truex would be even more agitated about feeling disproportionately affected by judgment calls.

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The decision to wait on crowning Truex until Richmond as the regular-season champion – after he already had clinched at Darlington Raceway – seems suspect in retrospect.

Of course, if the yellow hadn’t flown, the timing would have been ideal – punctuating a Richmond win with a celebration of one of the greatest regular seasons in recent memory.

Instead, it was a seething Truex staring blankly (it surely isn’t easy projecting radiance when you just emerged from the care center) while accepting the award from NASCAR president Brent Dewar. After trumpeting the importance of rewarding drivers for the season (which inextricably is linked with the advent of stage racing), this wasn’t the way NASCAR wanted to mark the quasi-historic occasion.

Yes, if the award had been given to Truex a week earlier, the ceremony still would have happened with him reeling after a late crash and a win snatched away. But he also made a media center appearance after the Southern 500 and took every question with grace, so the trophy presentation still would have gone more smoothly (as Truex alluded in the interview with Marty Snider).

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The significance of Saturday night’s 10-point swing isn’t that Truex lost five points (barring a total collapse, the No. 78 Toyota is a lock to reach the third round and nearly a given for the finale). It’s that Larson gained five points by winning the race and moving into second in the playoff standings.

Truex remains the favorite to be among the four championship finalists, but the equation changes if Larson is title eligible at Homestead-Miami Speedway, the 1.5-mile oval that is his favorite on the circuit partly because its high line suits his style so well.

Truex’s chances of racing for a championship weren’t diminished Saturday, but his odds of winning the playoffs were lessened because the chances increased that he will be facing Larson at Miami.

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Redux from last week’s column asking about the line between bending the rules and breaking them to the point of “cheating”: A Twitter follower noted one of the best examples of celebrating the way teams push the boundaries aired earlier this year with the “Refuse to Lose” documentary that marked the 20-year anniversary of Jeff Gordon’s first Daytona 500 win.

In a well-received episode of the NASCAR on NBC podcast in March, crew chief Ray Evernham recounted many of those memories and the games that he played with NASCAR inspectors.

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The news that Richard Petty Motorsports could be facing sponsorship woes for the 2018 season, raises questions about how NASCAR might handle its charter system with the current team economic climate (RPM still has two charters, including one that was leased this season).

Brent Dewar, who was named the fourth president in NASCAR history two months ago, was among the architects of the charter system, and he discussed what the future might hold as the guest on the 99th episode of the NASCAR on NBC podcast.

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.

Appeal panel gives William Byron his 25 points back

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

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

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

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

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

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

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

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

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

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

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

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

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

Drivers for Drive for Diversity combine revealed

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

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

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

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

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

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

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

 

 

Name

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

López Falcón

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

 

Dr. Diandra: Crashes: Causes and complications

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

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

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

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

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

Angle

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

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

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

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

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

Energy — in pounds of TNT

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

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

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

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

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

Longer collisions > shorter collisions

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

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

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

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

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

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

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

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

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

Chassis stiffness: A Goldilocks problem

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

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

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

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

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

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

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

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

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

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

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

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

Progress takes time

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

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

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

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

Safety is a moving target.

And always will be.

NASCAR weekend schedule for Charlotte Motor Speedway Roval

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

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

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

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

Charlotte Motor Speedway Roval (Cup and Xfinity)

Weekend weather

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

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

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

Friday, Oct. 7

(All times Eastern)

Garage open

  • 12 – 5 p.m. — Xfinity Series

Saturday, Oct. 8

Garage open

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

Track activity

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

Sunday, Oct. 9

Garage open

  • 11 a.m. — Cup Series

Track activity

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