Catching up with Rusty Wallace: From Blue Deuce days to today

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When he retired from the rigors of more than a quarter century of NASCAR Cup racing at the end of 2005, Rusty Wallace envisioned a slower pace of life, less work, more time with his family and the ability to enjoy the fruits of his labors.

Instead, Wallace is busier these days than he ever has been – and he’s loving every minute of it.

An average week is anything but average for the 2013 NASCAR Hall of Fame inductee. He might start Monday in Daytona performing board of director duties for the NASCAR Foundation.

The next day, Wallace, who has been in the car dealership business for the last 27 years, might be in Eastern Tennessee, checking on his seven auto dealerships that are on track to sell as many as 14,000 cars in 2017.

The following day, he could be on the West Coast, giving a speech, or checking in with the Rusty Wallace Racing Experience (RaceWithRusty.com). Thursday, he may be back home in his native Missouri, checking out a short tr

ack race. And Friday, he may make an appearance as an official ambassador for International Speedway Corporation then head back in his adopted home state of North Carolina.

Then, during the racing season, he’s likely to spend Saturday and Sunday at most ISC racetracks, serving as an analyst on Motor Racing Network broadcasts of NASCAR Cup races.

Heck, given all the things he’s doing, maybe Wallace should go back to racing to get some relaxation time.

Oh wait, he already is.

“I still feel like I can get in a car and run and give good feedback and be competitive at the age of 61,” Wallace told NBC Sports in a recent interview. “One of the most fun things I did was last year when I was asked to compete in the Ferrari Finali Mondiali, which is the big Ferrari race, for the first time at Daytona International Speedway.

“There were 123 cars show up and I finished 10th. I was pretty proud of that. The other fun thing I did was driving for Robby Gordon in the X Games. I literally got my ass kicked and had it handed to me. I ended up flipping the truck in the race, but I had so much damn fun that it was unreal. But I really learned to respect guys like Ken Block, Robby Gordon, some of those big names.”

WHAT LIFE IS LIKE TODAY

Wallace used to think he was living the good life when he was competing in NASCAR Cup, a career that saw him make 706 career starts, earn 55 wins, 202 top fives and 349 top 10s, earning nearly $50 million in winnings and capturing the 1989 Cup championship, the only time he ever did that.

But since stepping out of the legendary Blue Deuce after the 2005 season, Wallace’s plate keeps getting fuller and fuller. Yet he wouldn’t want it any other way.

“I love doing all that,” he said. “I stay super busy and I’m real super happy. My personal life is better than it’s ever been. My wife Patty and I are having the greatest time.

“I was talking to Roger Penske the other day and I said ‘Everything is going great.’ He looked at his team guys and asked, ‘Why aren’t we doing great.’ That was pretty funny.

“I’ve found life after racing and I’ve got to meet a lot of real cool people and I’m having a great time.”

https://www.youtube.com/watch?v=ZUZ0flw3BNc

SO MANY MEMORIES, SO MANY STORIES

Wallace wasn’t only a great race car driver and fan favorite, he also is one of the sport’s most prolific storytellers. His memory is crystal clear, recalling things from 40 or more years ago when he was just starting to get into racing.

When asked what is his favorite story in racing, Wallace goes way back – nearly 35 years – to his pre-NASCAR days.

“I probably wouldn’t be here if it wasn’t for all the help from the late Dick Trickle that got me into this sport,” Wallace said. “He taught me a ton about the car and never lied to me. He was an open book.

“Any time I learned about my ASA car on the short tracks, the bullrings of America, I always shared it with Dick.

“In 1983, I decided I was so fed up with what I was doing, I didn’t feel like I was building any credentials. My name was out there, everybody knew about it, ‘Rusty’s done this or done that, but Rusty never had a major title.’ I felt like I needed that major title.

The immortal Blue Deuce brought Wallace great success, including the final win of his Cup career in 2004 at Martinsville Speedway.

“I shared that with Trickle and said, ‘I want to get out there and kick ass.’ He said, ‘You’ll have to get past me first, but kid, I’ll help you.’ So in 1983, my mentor and teacher was going for the championship and I’m also going for it.

“When it was all said and done, he never lied to me one time. He told me every setup he had, and I told him every setup I had. And when it came down to it, I won the 1983 ASA championship, he finished second and I think I beat him like 10 points. It was one of the tightest margins around. He gave me a big, old hug and congratulated and said he never lied to me. Two weeks later, the phone rings and it was Cliff Stewart, wanting to give me a Cup ride (Wallace began his first full season in Cup racing in the No. 88 Gatorade Pontiac in 1984).

“That’s how it started. It all started with the late Dick Trickle taking me under his wings and winning that championship. He respected it, he actually loved it. He and I were pretty tight and he was a great guy, a man who won over 1,000 races. Just unbelievable.”

WALLACE’S LOVE-HATE RELATIONSHIP WITH DALE EARNHARDT SR.

When asked who was his favorite and least favorite competitor in his NASCAR career, Wallace responded with somewhat of a curve ball – but one that is definitely entertaining.

“Is it possible to have the same guy for both?” Wallace said with a laugh. “My favorite competitor was the late Dale Sr., because if you beat him, you were recognized around the world that you have really done something, because he was always known as being the best.

“My least favorite competitor was Dale Sr., as well. When I looked in my rearview mirror and I’d say to myself, ‘Ah crap, I’m going to have to deal with this guy again. Here we go. It was like wrestling a bull. I never have, but it felt that way. I’ve had him all over me, trying to intimidate me. So, he was my favorite and my least favorite.”

For all the times Wallace and Earnhardt tangled at places like Daytona, Talladega, Bristol, Atlanta and Richmond, it was North Wilkesboro that the good friends wound up being anything but in one of the most memorable confrontations they had.

Rusty Wallace and Dale Earnhardt back in 1996.

“The race was going on and I was coming off Turn 2, I was leading the race and he got close to me and kept hitting me, kept hitting me, trying to rattle me,” Wallace recalled. “So as we got to the back straightaway, I said to myself, ‘You know what, I’m pissed. I don’t give a (expletive) if I win this race or not.’

“He was right on my ass, so I just locked the brakes down and brake-checked him. He hit me so hard that he actually tore the grill off his car, the front fenders were all torn to hell.

“So after the race, he comes up to me and says, ‘What in the hell did you do?’ I told him, ‘Dude, I’m sick of you beating my ass and if you keep doing that stuff, I’m going to do it again. I don’t think I won the race, and obviously, he didn’t.

“Then, the late Bill France Jr., came up to me and said, ‘What in the hell were you doing out there?’ Right before the race, Bill Jr., came up to me and Earnhardt and me and we were talking about how much the fans were liking our new-designed T-shirts and how popular they were.

“So Bill Jr., asks me again, ‘What in the hell were you doing out there, Wallace?’ And I looked at him and said, ‘Just selling T-shirts, sir.’ It was funny as all get out. We had a great time and it was a really neat deal.”

BETTER FRIENDS OFF-TRACK THAN ON-TRACK

Even though they could be bitter foes on the racetrack at times, Wallace and Earnhardt had mutual respect for each other. Earnhardt could be hard for some drivers to get along with both on and off the track, but Wallace wound up being one of his closer friends.

That extended to vacations and time away from the sport, where the two drivers and their families would oftentimes hang out with each other.

“We used to go to the Bahamas a lot, rent some boats and hang out a little,” Wallace said of Earnhardt. “As his wife and friends would tell you, one of his most favorite things was being on the water and his fishing boats.

“Back around the end of 2000, he ordered and still didn’t get his new ‘Sunday Monday,’ his new 100-foot Hatteras motor yacht. He was so looking forward to that, and then he passed away and didn’t get to enjoy it.

“We’d spend a lot of time together on our boats and Mr. France is the one who started us on all that. He was neat. Off the track, we had a fun time. He was the kind of guy I always looked up to.”

BACK BEHIND THE MICROPHONE

Shortly after retirement as a driver, Wallace joined ESPN as an analyst and remained in that role for several years until it lost its share of the NASCAR broadcast rights to NBC.

Even though he’d do occasional interviews after his ESPN days, Wallace missed being on the air regularly. An opportunity arose earlier this year when he was approached by MRN to reprise what he did on TV and convert it to the radio.

NASCAR Hall of Famers, left to right, Rusty Wallace, Bill Elliott and Bobby Allison

“It’s one of my favorite things right now, I love doing that,” Wallace said of his work with MRN. “I had the opportunity to go to work for MRN and that kept my name in the sport and kept me involved in the sport and it’s been fantastic. They treat me like a million bucks and we get along fantastically. I do almost all the ISC Cup races. You won’t hear me on a Truck race or an Xfinity race, but you’ll hear me on all ISC Cup races. There’s three or four I may not do, but I’ll be doing about 21 races for MRN.”

One thing Wallace won’t do now and likely never is get into owning a team again, particularly a NASCAR Cup team (he still maintains Rusty Wallace Racing that competes in Super Late Models and occasional ARCA races).

“No, that’s a real technical area and honestly I don’t think I’m real good at the management role of it,” he said. “There’s a lot more smarter people that have a lot more patience than I do. … When I’m promoting this sport or talking on the radio or owning car dealerships with the right partners, I feel comfortable. I don’t think I would be the same way if I got into team ownership.”

WHERE DID THE TIME GO?

Time has flown for Wallace since retiring as a Cup driver. It seems almost like yesterday, but his firesuit has been collecting dust for the last 11-plus years.

“It’s crazy how long it’s been, 11 years, but it doesn’t feel like that,” Wallace said. “I feel like just the other day, I was in Daytona in Brad Keselowski’s car, testing it for the Daytona 500 and like it just happened. I know I’m 61, but I sure as hell don’t feel it.”

Even though Wallace never won NASCAR’s Most Popular Driver Award – which was monopolized during much of his Cup career by either Bill Elliott or Dale Earnhardt Jr. – he still was one of the sport’s most popular and recognizable drivers.

And he remains that way today. Be it on an airplane, in a store or at a restaurant, Wallace can’t seem to go very far without being recognized and engaged by race fans, particularly those who used to follow him in his racing days.

“It’s amazing when you get older how they treat you different, and also when you get in the Hall of Fame and the way they treat you different,” Wallace said. “In the past, they’d see you walking by and it usually was, ‘Hey man, what’s going on?’ Now, it’s always, ‘Hello, Mr. Wallace. How are you?’ Everybody now calls me Mr. Wallace, not ‘hey, man’ or ‘hey, Rusty’ or ‘what’s kicking?’ I’ll be on an airplane with a lot of crew guys and they’ll come down the aisle and say, ‘Hello, sir. Hello, Mr. Wallace.’”

Then, he added with a laugh, “They make me feel so much older!

Fans have loved Rusty Wallace for more than three decades.

“I really appreciate (how fans still show their appreciation of him). The sport is so competitive. It used to be people would walk by and think, ‘I hope that jerk dies. I can’t wait to kick his ass on Sunday. I hate it that he knocked my driver out of the way.’ Now, I don’t get any competitive comments anywhere. They’re just nice people.

“And I love it when people come up to me and ask questions. I love to educate them on the sport of NASCAR. We have a great time.”

REGRETS, HE’S HAD A FEW …

When asked if he has any regrets from his career, Wallace answered candidly.

“In 1988, I lost the championship by 24 points to Bill Elliott, and then I won in 1989,” Wallace said. “I was so close to winning in 1988 and then in 1993, I finished second to Earnhardt (by 80 points). That was the year I had the big crash at Talladega.

“I could easily be sitting here today with three championships, losing two by minuscule points. I think about that a lot and it bothers me. The other day, I was telling the story and wished I could say I was a three-time champion. But, I’m glad I was able to at least win one (championship).”

NASCAR’S FUTURE

In all his years in NASCAR, Wallace has seen countless young drivers come and go. Some have gone on to become champions, like Jeff Gordon, Tony Stewart, Kevin Harvick, Martin Truex Jr. and others.

When asked his thoughts about the current crop of young drivers that are increasingly taking the place of former stars – guys like Chase Elliott (who Wallace believes will be the sport’s next Most Popular Driver), Erik Jones, Ryan Blaney, Kyle Larson and others – Wallace said he’s a big fan of the young guns.

“I just think this sport is going to keep going, we never quit,” Wallace said. “Even though I’ve retired, Dale’s (Sr.) gone and Gordon and those guys are not around anymore, the sport’s got to keep going on.

“There’s going to be more Rusty Wallace’s among these young guys. The way a guy like Kyle Larson runs, it just blows me away how fast he is. And who would have thought that Chase Elliott would be the class of the field at Hendrick Motorsports this year? And I never thought I’d see the Ryan Blaney kid running this good, either, but they are.

“Gosh darn it, these young kids are really looking great there. So I’m proud of them and hope they get real aggressive and help build the sport like some the other guys over the years helped build this sport.”

RUSTY TO YOUNG DRIVERS: NEVER FORGET THE GIFT YOU’VE BEEN GIVEN

But Wallace also hopes the young up-and-coming drivers appreciate the sport in the same old school way he and many of his peers did over the course of their careers.

“I care for this sport and still want to see it grow and how I love trying to build it and educate people on it,” he said. “I just hope the young people do that, too.

“I hope they don’t just show up at the track, drive the car and just can’t wait to get out of there and go home.

“I hope every day they wake up and go, ‘Man, I am blessed, I can’t believe I got this opportunity, can’t believe I’m making the money I’m making, I can’t believe what I’m doing, I’m having fun and by God, I’m going to do everything I can to build this sport.’ That’s the approach I had, and I hope they do and that they continue to do that.”

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NASCAR Power Rankings: 10 historic moments in the Clash

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NASCAR’s preseason non-points race, now known as the Busch Light Clash at the Coliseum, was born in 1979 with the idea of testing the sport’s fastest drivers and cars on one of racing’s fastest tracks — Daytona International Speedway.

The concept was driver vs. driver and car vs. car. No pit stops. Twenty laps (50 miles) on the Daytona oval, with speed and drafting skills the only factors in victory.

Originally, the field was made up of pole winners from the previous Cup season. In theory, this put the “fastest” drivers in the Clash field, and it also served as incentive for teams to approach qualifying with a bit more intensity. A spot in the Clash the next season meant extra dollars in the bank.

The race has evolved in crazy directions over the years, and no more so than last year when it was moved from its forever headquarters, the Daytona track, to a purpose-built short track inside the Los Angeles Memorial Coliseum.

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Over the decades, virtually everything about the race changed in one way or another, including the race length, eligibility requirements, format, calendar dates, sponsorship and title. From 1979-2020, the race was held on Daytona’s 2.5-mile oval and served as a sort of preview piece for the Daytona 500, scheduled a week later. In 2021, it moved to Daytona’s road course before departing for the West Coast last season.

Here’s a look at 10 historic moments in the history of the Clash:

NASCAR Power Rankings

1. 2022 — Few races have been as anticipated as last year’s Clash at the Coliseum. After decades in Daytona Beach, NASCAR flipped the script in a big way and with a big gamble, putting its top drivers and cars on a tiny temporary track inside a football stadium. Joey Logano won, but that was almost a secondary fact. The race was a roaring success, opening the door for NASCAR to ponder similar projects.

2. 2008 — How would Dale Earnhardt Jr. handle his move from Dale Earnhardt Inc. to Hendrick Motorsports? The answer came quickly — in his first race. Junior led 46 of the 70 laps in winning what then was called the Budweiser Shootout, his debut for Hendrick. The biggest action occurred prior to the race in practice as Tony Stewart and Kurt Busch tangled on — and off — the track. Both were called to the NASCAR trailer, where the incident reportedly accelerated. Both received six-race probations.

3. 2012 — One of the closest finishes in the history of the Clash occurred in a race that produced a rarity — Jeff Gordon’s car on its roof. Kyle Busch and Gordon made contact in Turn 4 on lap 74, sending Gordon into the wall, into a long slide and onto his roof. A caution sent the 80-lap race into overtime. Tony Stewart had the lead on the final lap, but Kyle Busch passed him as they roared down the trioval, winning the race by .013 of a second.

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4. 1984 — A race that stands out in Ricky Rudd’s career, and not in a fun way. Neil Bonnett won the sixth Clash, but the video highlights from the day center on Rudd’s 15th-lap crash. He lost control of his car in Turn 4 and turned sideways. As Rudd’s car left the track, it lifted off the surface and began a series of flips before landing on its wheels, very badly damaged. Safety crews removed Rudd from the car. He suffered a concussion, and his eyes were swollen such that he had to have them taped open so he could race a few days later in a Daytona 500 qualifier.

5. 1980 — The second Clash was won by Dale Earnhardt, one of Daytona International Speedway’s masters. This time he won in unusual circumstances. An Automobile Racing Club of America race often shared the race day with the Clash, and that was the case in 1980. The ARCA race start was delayed by weather, however, putting NASCAR and track officials in a difficult spot with the featured Clash also on the schedule and daylight running out. Officials made the unusual decision of stopping the ARCA race to allow the Clash to run on national television. After Earnhardt collected the Clash trophy, the ARCA race concluded.

6. 1994 — Twenty-two-year-old Jeff Gordon gave a hint of what was to come in his career by winning the 1994 Clash. Gordon would score his first Cup point win later that year in the Coca-Cola 600 at Charlotte, but he also dazzled in the Clash, making a slick three-wide move off Turn 2 with two laps to go to get by Dale Earnhardt and Ernie Irvan. He held on to win the race.

7. 2006 — Upstart newcomer Denny Hamlin became the first rookie to win the Clash. Tony Stewart, Hamlin’s Joe Gibbs Racing teammate, had the lead with four laps to go, but a caution stacked the field and sent the race into overtime. Hamlin fired past Stewart, who had issues at Daytona throughout his career, on the restart and won the race.

8. 2004 — This one became the duel of the Dales. Dale Jarrett passed Dale Earnhardt on the final lap to win by .157 of a second. It was the only lap Jarrett led in the two-segment, 70-lap race.

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9. 1979 — The first Clash, designed by Anheuser-Busch to promote its Busch beer brand, drew a lot of attention because of its short length (20 laps) and its big payout ($50,000 to the winner). That paycheck looks small compared to the present, but it was a huge sum in 1979 and made the Clash one of the richest per-mile races in the world. Although the Clash field would be expanded in numerous ways over the years, the first race was limited to Cup pole winners from the previous season. Only nine drivers competed. Buddy Baker, almost always fast at Daytona, led 18 of the 20 laps and won by about a car length over Darrell Waltrip. The race took only 15 minutes.

10. 2020 — This seemed to be the Clash that nobody would win. Several huge accidents in the closing miles decimated the field. On the final restart, only six cars were in contention for the victory. Erik Jones, whose car had major front-end damage from his involvement in one of the accidents, won the race with help from Joe Gibbs Racing teammate Denny Hamlin, who was one lap down in another damaged car but drafted behind Jones to push him to the win.

 

 

 

SunnyD to sponsor Kevin Harvick in two races, Riley Herbst in Daytona 500

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Kevin Harvick has picked up a sponsor for the new season, and Riley Herbst has picked up a ride in the Daytona 500.

Stewart-Haas Racing announced Tuesday that orange drink SunnyD will be the primary sponsor for Harvick’s No. 4 Ford at Darlington Raceway (May 14) and Kansas Speedway (Sept. 10).

SunnyD also will be the sponsor for Herbst as he joins the entry list for the Daytona 500 in the No. 15 Rick Ware Racing car. The orange drink also will be an associate sponsor for Herbst in the No. 98 Xfinity car fielded by Stewart-Haas Racing in the Xfinity Series.

The 2023 season will be Harvick’s final year as a full-time Cup driver.

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The Daytona 500 will mark Herbst’s first Cup Series start. The 24-year-old native of Las Vegas has made 109 Xfinity Series starts.

“It’s great to have Riley making his first NASCAR Cup Series start with RWR and be a part of the next step in his career,” said team owner Rick Ware in a statement released by the team.

“As a kid you always dream of being able to race in the Daytona 500, and I’m able to accomplish that with Rick Ware Racing,” Herbst said. “It’s such a big event and for it to be my first Cup start will be a crazy experience.”

 

 

RFK Racing, Trackhouse Racing, Hendrick Motorsports announce sponsors

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RFK Racing, Trackhouse Racing and Hendrick Motorsports each announced primary sponsorship deals Monday.

King’s Hawaiian, which served as a primary sponsor in three races last year, returns to RFK Racing and Brad Keselowski’s No. 6 car this year. King’s Hawaiian will expand its role and be a primary sponsor for nine races. 

The first race with the sponsor will be this weekend’s Busch Light Clash at the Los Angeles Memorial Coliseum. King’s Hawaiian also will be the primary sponsor on Keselowski’s car for Atlanta (March 19), Bristol Dirt (April 9), Kansas (May 7), World Wide Technology Raceway (June 4), Sonoma (June 11), Pocono (July 23), Daytona (Aug. 26) and Martinsville (Oct. 29).

Jockey returns to sponsor the Trackhouse cars of Ross Chastain and Daniel Suarez for three races each this season with its Made in America Collection.

Jockey will be on the No. 99 car for Suarez at this weekend’s Busch Light Clash, the Bristol Dirt Race (April 9) and  Martinsville (Oct. 29).

Chastain’s No. 1 car will have Jockey as the primary sponsor at Richmond (April 2), Dover (April 30) and Michigan (Aug. 6).

Hooters returns to Hendrick Motorsports and will be the primary sponsor on the No. 9 car of Chase Elliott for the Bristol Dirt Race (April 9), the Chicago street course event (July 2) and Homestead-Miami Speedway (Oct. 22).

Toyota has ‘irons in the fire’ for expanding its lineup in NASCAR Cup Series for 2024

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DAYTONA BEACH, Fla. – Toyota Racing Development is making a renewed push to expand its lineup in the NASCAR Cup Series, and president David Wilson is optimistic about adding new teams for 2024.

“We’ve got some good irons in the fire now,” Wilson told NBC Sports last weekend at Daytona International Speedway. “What was once a very effective strategy to amass our resources across fewer cars, with the marginalization of the areas that we have to play in and the flattening out of the playing field, we definitely need some more help.”

When TRD entered NASCAR’s premier series as a fourth manufacturer 16 years ago, the target was fielding roughly a quarter of the 43-car field. But Toyota’s Cup fleet always has remained in the single digits even as NASCAR shrunk to three manufacturers and a 40-car field.

Last year, there were six full-time Camrys in Cup between Joe Gibbs Racing (four) and 23XI Racing (two). Wilson said “nine to 10 cars is probably our sweet spot with this new car.”

Over the past two years, TRD has talked to teams within NASCAR and at least two potential car owners who had yet to enter racing. Wilson declined to say if Toyota now is focused on existing or new teams but did rule out a Chevrolet or Ford anchor team such as Hendrick Motorsports or Team Penske.

“We’re talking to a lot of the incumbents,” Wilson told NBC Sports. “It’s a very dynamic time right now. If you’re a team, you want to have an association with a manufacturer. Again, even in spite of the new car, the flattening of the playing field, there’s still something about having an alliance and partnership. The good news is there’s a lot of interest. The bad news is you don’t have to worry about Penske or Hendrick.

“So what’s interesting from a fan standpoint, what’s going to continue to drive interest in our sport is the trajectory of some of the smaller organizations. The Tier 2 or 3 and how they get better. And that’s good for the sport, because as we saw last year, the number of teams that won, the number of drivers that won was historically unprecedented.”

The Next Gen made its debut in NASCAR last year with the goal of reducing costs through standardization of the chassis and parts supplied by single-source vendors while also reducing development expenses. While primarily intended to introduce a more cost-effective team business model, the Next Gen also delivered a new era of competitiveness in its inaugural season. The 2022 season tied a modern-era record with 19 race winners, and the Championship 4 breakthrough by Trackhouse Racing (with Ross Chastain) was indicative of a new crop of teams able to contend outside of the traditional powerhouses.

Wilson also believes the Next Gen should allow TRD to pursue more teams without breaking the bank.

“My budget doesn’t extrapolate with added cars, so it’s a matter of allocating the same resource across more cars and not taking away from your current effort,” Wilson said. “But again, that’s more doable now because we’re much more constrained with our wind tunnel time as an example. That’s a resource that we pay, a number of dollars per hour, and NASCAR continues to trim that back. It wouldn’t surprise me in a couple of years if there is no wind tunnel other than for body submissions purposes. They’re being very intentional and thoughtful about trying to keep coming back into areas where the team feel they have to spend or OEMs feel they have to spend.”

Manufacturer investment remains important, though, and Wilson takes some solace (while also gritting his teeth) about the impact Toyota has made in NASCAR.

After a rough debut in 2007, TRD added Joe Gibbs Racing in 2008 and also opened a technical center in Salisbury, North Carolina, that helped drive its approach of getting its teams to work closely together.

It’s been an approach adopted by Ford and Chevrolet over the past decade. Ford opened its tech center in Concord several years ago, and General Motors opened a new 130,000-square-foot performance and tech center last year (just down the road from Hendrick Motorsports headquarters) with NASCAR operations overseen by Dr. Eric Warren.

“To suggest that we don’t have areas to work in, all you have to do is look at the monstrosity that General Motors has built in Concord,” Wilson said. “I haven’t been invited to tour it yet, but I have talked to some folks that have been through, and hats off to Eric and the guys there. They’re investing significant resources. Can’t say that I’m not a little envious.

“We cut the ribbon (on the Salisbury facility) in 2008, and it seems like just yesterday. What I love about this world or what I hate about it, if you’re not constantly moving forward, you’re falling behind. I love it that our competitors are re-evaluating how they participate. Not that they’re following our lead, but when we came in the sport, we were the only ones doing it this way. Getting our hands dirty and really participating is material to the return on that investment. I’m glad that there are others doing the same thing, but it does cause us to look forward and look at what we need to do to make sure that we remain competitive.

“It’s competition. It makes all of us better, and I like that side of it. That’s a microcosm of the greater automotive industry. When Toyota came to this country, ultimately we helped the competition indirectly get better because they had something different to compete against. That’s kind of fun.”

Wilson was at Daytona International Speedway last weekend to watch Vasser Sullivan’s No. 14 Lexus finish third in the GTD Pro category of the Rolex 24 at Daytona.