Catching up with Dave Blaney: Champion, Hall of Famer, but most importantly, Ryan’s father

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When it comes to Ryan Blaney, he definitely has followed in his father Dave’s footsteps as a race car driver.

Like father, like son. In fact, you might call Ryan a chip off the old block – engine block, that is.

While Ryan spent his youth growing up watching his father racing first in sprint cars and then in NASCAR, their roles are now reversed. Now it’s Dave who spends much of his time watching his son develop into one of NASCAR Cup’s rising young stars.

“I’m really proud of him, the type of person he is, his attitude and work ethic that has led to success in NASCAR,” Dave Blaney says of his son. “I think that would have led to success in whatever he tried to do in life.

“He’s a good kid, I’m loving it that he got a great chance in NASCAR early, at a young age, and took advantage of the opportunities he’s gotten. He has a chance to have a really good career. You’ve got to keep going and keep pushing and I think he’s up for it.”

While Ryan’s career has been ramping up the last several years, including the last 2 1/2 seasons with Wood Brothers Racing before shifting to Team Penske in 2018, Dave’s own career has shifted to part-time status the last couple of years.

Much of the reason has been by choice, to follow and watch Ryan’s own career develop, such as last season’s first career Cup win at Pocono.

“I’d go to a bunch of Ryan’s races and then race sprint car part-time,” Dave Blaney said.

But Ryan’s success has also served to whet Dave’s own appetite to get back to racing on a more frequent basis in the new year.

So instead of like father, like son, 2018 for Dave Blaney will be like son, like father.

While Ryan turned 24 yesterday (December 31), Dave Blaney is now 55. It’s almost like a role reversal: Ryan spent his youth watching Dave, dreaming of becoming a racer himself, while watching Ryan has prompted Dave to get back on short tracks from Connecticut to California in the new year.

“We’ll go to wherever it kind of fits,” Dave Blaney said. “We’ll go to a World of Outlaws race, All-Star race, an Open race, kind of jump around. But I’m hoping to do a lot more racing this coming summer. You get to the point where to get a little better, you have to do it full-time, just like anything.”

It may even be Dave’s last hurrah, but he’s going to wrap up an illustrious, Sprint Car Hall of Fame career on his terms.

“I don’t have much of a window looking forward. My window is only about a month at a time,” Dave said with a laugh. “I still love it. We ran a little bit last year and near the end of the year we got really competitive.

“I think we can do it (win more races), it’s just a matter of running more. I’ve got a good couple guys here to go work on them and go with me. We just take it a year at a time, but this summer, if we can get it put together, I’d like to go race more and see what happens.

“I’m 55 now, so a 55-year-old driver isn’t ideal but it’s pretty cool that he can still do okay.”

But Dave Blaney is also aware that even with his pedigree and decades of success behind the wheel, if he doesn’t get enough sponsorship for his own effort in 2018, he actually may go from a reinvigoration of his career to retirement in less time than it takes to do a frontstretch burnout.

“It could end up this year that I don’t race any, but I think I’ve got enough help put together to race quite a bit,” Dave said. “If I don’t race any, then I don’t.

“I’m kind of okay with if I need to stop or the circumstances get me stopped, then it’s okay. I’ve raced a long time, have had a lot of fun and made a living at it for a long time, so that’s more than I ever thought might happen. It’s all good.”

FOUR WHEELS: A FAMILY TRADITION

Ryan followed in the family business of being race car drivers. His grandfather, Lou, raced sprint cars in the Midwest and was part-owner of Sharon Speedway in Hartford, Ohio.

Dave followed his father with his own career as one of the best on dirt before moving to the NASCAR world, where he made nearly 475 Cup starts in 17 years. While he never won a Cup race, he had four top-fives and 28 top-10s.

Dave also competed in 121 Xfinity races, earning one win, along with 12 top-fives and 31 top-10s, as well as three Truck Series races.

It’s probably because Ryan grew up watching his father drive stock cars more than sprint cars that Ryan skipped the sprint car world and went straight to stock car racing.

“I think that was all geographic,” Dave said. “If I was still racing dirt cars in Ohio, I’m sure that’s the direction he would have went.

“But I was in North Carolina, running NASCAR, and for a youngster growing up, there was some dirt racing, plenty of go-kart stuff, and we started running quarter-midgets only because a track was put in really close to where we live and we kind of went from there.

“In another step, it was all pavement and we just kept going down that path.”

Father and son have raced against each other a handful of times over the years. Which brings about a couple of great stories from father Blaney, who recalled them with a laugh.

“We did a couple little exhibition things, I remember,” Dave said. “We ran some dirt modifieds one night in New York and I remember him beating me, where he won and I ran second.

“There were probably 8 or 10 NASCAR drivers there. If you want the truth, Ryan started at the front and I started at the back and I still almost beat him. But he’ll tell you he whipped me.”

And then there was the one regular NASCAR race where father and son butted fenders, the inaugural 2013 Mudsummer Classic Truck Series race at Eldora Speedway (owned by former 3-time NASCAR Cup champ Tony Stewart).

Dave started sixth and finished ninth, while Ryan started 23rd and finished 15th.

“We were teammates in the Brad Keselowski trucks,” Dave said. “I’ll always have it over him that I whipped him that night. That was the last time. I quit while I was ahead right there and never did it again”

FATHER TURNS TEACHER, SON IS NO. 1 STUDENT

Dave Blaney took to sprint car and midget car racing like a duck to water. Of course, having his father serve as his defacto in-house tutor didn’t hurt.

Dave learned so much from Lou during his teen years, absorbing information like a sponge. And when Dave decided to give sprint cars a whirl full-time, he proved he learned his father’s lessons well.

He was the 1983 All-Star Sprint Circuit Rookie of the Year at 21 years old. In 1984, he won the USAC Silver Crown Series national touring series championship.

He went on to win a number of the biggest sprint car races there are, including winning a World of Outlaws event at Eldora Speedway in 1987.

There also was his win in the 1993 Chili Bowl Midget Nationals in Tulsa, Oklahoma.

He returned to Eldora to win one of the biggest sprint car races there is, the King’s Royal in 1995, taking home a then-princely sum of $50,000.

But the greatest moment of Blaney’s sprint car career came in 1997, when he not only won the sport’s Gold Cup, he also captured the sport’s biggest race of all, the Knoxville Nationals, in central Iowa.

It was shortly after that when Dave Blaney moved on to his own career in NASCAR.

“Just to go out and race and make a living at it, I thought was just the coolest thing ever,” Dave Blaney said. “It got to where I got to run pretty good, had a chance to win with these guys and that turned into winning some good races. Just getting a chance at doing it was almost as big to me as having success.”

When it came to raising Ryan, Dave followed his father Lou’s example. He didn’t push or force his son into racing.

But at the same time, if son showed any interest, father would do his best to teach him the right way. He didn’t sugarcoat things, but rather showed him the good, bad and ugly of racing.

And if son still wanted to go forward, father would do all he could to help him. It worked that way for Dave from Lou, and then worked that way for Ryan from Dave.

“It seems like pushing them at a young age most times doesn’t work out,” Dave Blaney said. “Ryan was pretty timid, honestly, but the more success he started having, even at nine, 10 or 11, then he would improve a little more with a little more success and get a little more confidence and it kept building.

“I’d say that by the time he was 14 and we stuck him in a Super Late Model on pavement and he ran incredibly good right off the bat. His confidence was real high and even I could see it. I was like, ‘Wow, he’s got a chance to do whatever here.’ By that point, I think he was pretty focused on keeping rolling with it. But it took a little while. It wasn’t from Day 1.

“Ryan grew up learning the basics and fundamentals at a young age and that gave him a head start. Me having a background in racing just helped speed up his learning curve is all that happened.

Ryan Blaney after winning his first career Cup race, last June at Pocono Raceway.

“He still has to have the talent to make this car go fast. He has to have the desire and the drive to want to keep learning and want to work at it, so that’s all on him. The one thing I always regretted when he was young, it got a little rough sometimes because teaching isn’t always the most pleasant thing.

“You can’t always just pat him on the back and say ‘you’re doing great.’ He had to learn, and by learning it, you’re pointing out the things he’s doing wrong or you’re pointing out his bad habits. There’s part of tearing him down and building him back up sort of. It was tough a little bit some times, but he never wavered through any of it, he was really good.

“Ryan ran good in the Trucks and got a good shot, now he’s in the Cup cars and is running good, but he quickly realized, ‘I’m in a really good Cup car here,’ but you can’t just go beat Kevin Harvick and Kyle Busch and all these top guys. It takes experience and he found out that he has to keep learning quickly to keep up with these guys.”

A PROUD PAPA DESTINED TO GET EVEN PROUDER

For a moment, forget about Dave the racer. Instead, think about Dave the father – and the fatherly pride he has that his son has raced for two of the most legendary organizations in motorsports: Wood Brothers Racing and Team Penske.

“It blows me away, believe me,” he said. “I was sitting here for the whole thing, the whole last 10 years and I still don’t know how it happened. He just got some chances and jumped on them. It’s the coolest thing ever.

“I remember the day, I think he was 18, when he signed a contract with Roger Penske. I was just blown away. I was scared to death that it was too much, too much pressure, too much everything.

“But he’s like he didn’t care at all, he was like, ‘Let’s go.’ They don’t know, they’re just ready to go. I was scared it was too much, too soon, but he did a good job.”

Dave and Ryan have always been very close, and even though Ryan is on to building his own career, Dave is always close by or a phone call away.

But Father Dave admits he does like to jokingly rub things in at times to his son, calling him, ‘Hey, big-time Cup driver.’”

What does father Dave Blaney call his son Ryan these days? ‘Hey, big-time Cup driver.’

In a sense, Dave Blaney is like a father who gives his teenager keys to the family car for the first time and trusts the youngster will do the right thing.

In other words, even with his own racing background and success, Dave is not a typical racing father. He leaves Ryan to his own devices and will offer advice when asked, but doesn’t want to interfere with his son’s development and rising star.

“I was probably at more than half his Cup races this year,” Dave said. “I’m just around. I’ve never spotted for him, actually.

“A lot of times, like for practice, he might tell me to go to Turn 1 and watch. Then I might text him what I see, but it’s mainly about what other guys are doing compared to him.

“Or he might tell me to watch from a certain corner for whatever reason. If I see something that sticks out, I might say, ‘Hey, you might think about this.’ But those teaching days are way gone. It’s just supporting and being there if he needs anything.”

But even with all the resources he’s had over the last few years, first at Wood Brothers Racing and now with Team Penske, Ryan still gives his father a thrill when he asks him for advice.

“It’s very cool, actually, that he’ll still ask my opinion, and there’s 100 percent no doubt in his mind I’m going to tell him exactly whether he’s doing it way better than everybody else in that corner, or way worse,” Dave Blaney said. “I’m going to tell him and give him the right information and he can take it from there.”

Where the younger Blaney goes from here with Team Penske is anyone’s guess, but it’s pretty clear the direction will definitely be further upward.

If Ryan was to win the Daytona 500 or the NASCAR Cup championship, it would be the realization of a joint dream held and shared by both father and son. But it also will be verification and vindication that Ryan learned his lessons well and Dave was an excellent teacher.

“It would just be cool to see his reaction, to see how happy he is, for all the work he’s put in it and it pays off,” Dave Blaney said. “That’s the cool part.”

New NASCAR Cup season features several changes

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While NASCAR looks back in celebrating its 75th season, there’s plenty new for the sport heading into the 2023 campaign.

Driver moves and schedule changes and are among some of the big changes this year. Here’s a look at some of the changes this season in Cup:

Drivers

— Two-time Cup champion Kyle Busch has a different look, as he moves from Joe Gibbs Racing to Richard Childress Racing, taking the ride formerly occupied by Tyler Reddick. 

— Tyler Reddick goes from Richard Childress Racing to 23XI Racing, taking the ride formerly occupied by Kurt Busch, who was injured in a crash last summer and has not returned to competition.

Ryan Preece goes from being a test driver and backup at Stewart-Haas Racing to taking over the No. 41 car formerly run by Cole Custer, who moves to the Xfinity Series. 

— Seven-time Cup champion Jimmie Johnson returns to Cup after running the past two seasons in the IndyCar Series. He’s now a part owner of Legacy Motor Club and will run select races for the Cup team. Johnson will seek to make the Daytona 500, driving the No. 84 car.

Ty Gibbs goes from Xfinity Series champion to Cup rookie for Joe Gibbs Racing.

Noah Gragson goes from Xfinity Series title contender to Cup rookie for Legacy Motor Club (and teammate to Jimmie Johnson).

Crew chiefs

— Keith Rodden, who last was a full-time Cup crew chief in 2017 with Kasey Kahne, is back in that role for Austin Dillon at Richard Childress Racing, as Dillon seeks to make back-to-back playoff appearances. Rodden comes to RCR after working with the Motorsports Competition NASCAR strategy group at General Motors.

— Chad Johnston, who has been a crew chief for Tony Stewart, Martin Truex Jr., Kyle Larson and Matt Kenseth, will serve as crew chief for Ryan Preece at Stewart-Haas Racing.

— Blake Harris goes from being Michael McDowell’s crew chief at Front Row Motorsports to joining Hendrick Motorsports to be Alex Bowman’s crew chief. 

— Mike Kelley, who served as Ricky Stenhouse Jr.’s crew chief when Stenhouse won Xfinity titles in 2011 and ’12, returns to the crew chief role with Stenhouse this season at JTG Daugherty Racing. 

Races

— What’s old is new. The All-Star Race moves to North Wilkesboro Speedway in May, marking the first Cup event at that historic track since 1996.

— July 2 marks debut of the street course race in Chicago, marking NASCAR’s first street race for its premier series.

— The spring Atlanta race and playoff Texas race have both been reduced from 500 miles to 400 miles.

Rules

Ross Chastain’s video-game move on the last lap at Martinsville will no longer be allowed, NASCAR announced this week. 

— Stage breaks are gone at the road course events for Cup races. Stage points will be awarded but there will be no caution for the end of the stage.  

— If a wheel comes off a car while on track, it is only a two-race suspension (last year it was four races) for two crew members. The crew chief is no longer suspended for the violation. 

— Cup cars have a new rear section that is intended to absorb more energy in a crash to prevent driver injuries after Kurt Busch and Alex Bowman each missed races last year because of concussion-related symptoms.

— Elton Sawyer is the new vice president of competition for NASCAR. Think of the former driver as the new sheriff in town for the sport.

Achievements 

— With a win this season, Kyle Busch will have at least one Cup victory in 19 consecutive seasons and become the all-time series leader in that category, breaking a tie with Richard Petty.

Denny Hamlin needs two wins to reach 50 career Cup victories. That would tie him with Hall of Famers Ned Jarrett and Junior Johnson for 13th on the all-time list. 

Kevin Harvick, running his final Cup season, is 10 starts away from 800 career series starts. That would make him only the 10th driver in Cup history to reach that mark.

Friday 5: Clash at Coliseum provides a reset for RFK Racing

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Mired in traffic was not where Chris Buescher expected to be. Sure, he knew that racing 22 cars on a quarter-mile track inside a stadium that has hosted the Super Bowl, Olympics and World Series would put him in tight confines, but when the green flag waved for last year’s Busch Light Clash at the Los Angeles Memorial Coliseum, Buescher was in traffic on the freeway.

He was headed to the airport — along with the rest of RFK Racing. 

Both Buescher and team owner Brad Keselowski failed to make last year’s feature, sending them home earlier than expected.

“A punch to the gut,” Buescher told NBC Sports.

NASCAR’s return to the Coliseum for Sunday’s Clash is not a redemption tour for RFK Racing, said Jeremy Thompson, the team’s vice president of race operations. He calls it a reset.

That’s what last year was thought to be with Keselowski leaving Team Penske to become an owner/driver of an organization that had gone more than four years without a points victory before 2022. The Clash was a chance for RFK Racing to show its new direction.

Instead, RFK Racing and Spire Motorsports were the only multi-car teams not to have a car in the feature.

“Yes, it was not a points race, but it just looked bad,” Buescher said. “And it was bad. It hurt our feelings more than anybody else’s, I promise.”

Through that disappointment, lessons were learned.

“We didn’t have a lack of hunger that was holding us back,” Keselowski said of last year’s Clash. “We had a lack of understanding our vehicle dynamics. Understanding was just not good enough on a lot of levels.

“We continue to invest in resources and people to continue to push that forward to where we can go to events like that and feel that we’re a threat to win and we’re not just trying to make the race.

“I don’t think I understood that when I came in, where we were at as a company on the vehicle dynamics side.”

It was clear immediately that Buescher and Keselowski were in trouble. Buescher was 21st on the speed chart in practice; Keselowski was 33rd of 36 cars. 

“The car bounced so bad that I thought we were going to rip the transmission right out,” Buescher said of last year’s Clash weekend. “We spent all of practice trying to make the car just drive in a circle vs. trying to make it faster. We missed … before we ever left (the shop).”

Said Thompson about last year’s Clash: “I felt like our effort going into that was exceptionally high. We left no stone unturned. We just turned over some of the wrong stones.”

Two weeks later, both Keselowski and Buescher won their qualifying races at Daytona, but there was much work to do to overcome flaws with other parts of their program.

“We’re pushing really hard on vision and values of what it takes to be a high performer at this level, whether that is getting all the details right in the shop or on the road,” Keselowski said.

RFK Racing learned from its struggles early in the season, particularly with its short track program. Buescher, who had never placed better than 16th at Phoenix at the time, finished 10th there last March, a little more than a month after the Clash. He called his top 10 that day “a small win.”

Progress continued but it was not quick. Buescher placed third at Richmond last August before winning the Bristol night race in the playoffs. Keselowski was seventh at New Hampshire last July and won the first stage at the Bristol night race in September before a flat tire ruined his chances.

Keselowski acknowledges that turning RFK Racing into a team that can contend weekly for wins will take some time, but he sees progress.

“We’re not everywhere we need to be, but we definitely have a plan to get there,” he said. “Navigating that plan is challenging, but we’re on a path.”

2. Why not more horsepower?

NASCAR will take what it learned in last week’s Phoenix test to the wind tunnel on Feb. 13. If the wind tunnel test of short track enhancements goes well, changes could be implemented before the April 2 race at Richmond.

The changes being tested in the wind tunnel are a smaller spoiler (2 inches) and some adjustments to the underbody of the car. 

Still, one suggestion drivers often make is to give them more horsepower.

“I think there’s a misconception that we could take the existing engines and just throw 200 horsepower in it,” said John Probst, NASCAR’s chief racing development officer, in response to a question from NBC Sports. 

“We do have multiple-race engines today that we have to keep in mind. (More horsepower) is something that we are actively discussing, but, obviously, we don’t do that in a vacuum. We do that with the engine builders.

“But anybody that has been around, we’ve raced high horsepower and low downforce before and ended up at some point in time deciding to go away from that to get more entertaining racing. … I think we’re open to entertaining any horsepower gains that we can get with our current (engine) architecture, but anything beyond that is actually not something that can happen quickly.”

Probst later said that keeping the engines in the current horsepower range could prove helpful for any manufacturer looking to join the sport.

“One of the reasons we landed on the horsepower range we’re in now is to try to land in areas that have existing racing engines designed for them, similar to our current (manufacturers),” Probst said. “We’re not hiding from the fact that we would like to encourage some new (manufacturers) to come in. That is part of the equation for that whole thing. I’m not saying it’s the driving reason, but it is a consideration.”

3. Crossing the line

The quarter-mile oval in the Los Angeles Memorial Coliseum will provide plenty of chances to hit bumpers, doors and other parts of the car Sunday.

But there’s a line between short track racing and racing without respect. 

For Ryan Preece, who is running his first race in the No. 41 for Stewart-Haas Racing this weekend, there is a clear divide.

“There’s certainly a way to go about it in quarter-mile racing where you can pass somebody without hitting them,” said Preece, a veteran of racing modifieds in bullrings. 

So how does he tell what’s crossing the line on a short track?

“If somebody drives into me getting into the center of the corner, they’re in control of their race car at that point,” Preece said. “So that or door slamming somebody, not even trying to make the corner, are two good examples (of not racing with respect).”

Preece relies on a lesson he learned racing modifieds with how to race in close quarters.

“I’ll never forget this, I was at Thompson (Speedway) and I used (seven-time modified champion) Mike Stefanik up pretty well into Turn 2 with probably six or seven laps to go, trying to chase down the leader. It didn’t happen. 

“I said, ‘Oh, hey man, I’m sorry. I had to do what I had to do for my team.’ He looked at me and said ‘Well, what about my team? What about the guys I race with?’ 

“I think that day really helped me understand that side of things. You want to race with as much respect as you possibly can. There’s a way to do it, a way to race somebody hard but not overstep the line.”

4. On the same page

Ty Dillon moves to Spire Motorsports this season as a teammate to Corey LaJoie.

Dillon will drive the No. 77 car, which has never finished in the top 30 in car owner points since its debut in 2019. The best the car placed was 31st in owner points in 2021.

Dillon says he has confidence in building the program based on Spire Motorsports’ approach.

“We aren’t unrealistic about where we are,” Dillon told NBC Sports.

But he also said that management has workable goals.

“We said, ‘Hey, here’s where we stand in the spectrum of the race teams,’ ” Dillon said. “Here’s our goals. Here’s what we believe we can accomplish. The structure of what everybody knows and how we’re all pulling in the same direction is a real confidence (boost).

“We know we’re not going to be the team that competes every single weekend for wins, but we’re going to be the best at who we are. Over time, people are going to say, ‘Damn, Spire has taken a step.’ … We’re long-term focused and everybody’s on the same page as that.

“I’ve been a part of a team that said, ‘Hey, we’re wanting to build something.’ Well, you get 10 races in and they haven’t won a race and they’re throwing everybody out the door.”

Dillon said the “realistic, genuine expectation” at Spire Motorsports makes this situation feel different for him.

“The hope and optimism is knowing that we’re all on the same page,” he said.

5. Rule book changes 

NASCAR announced a series of rule changes this week and stated that it would outlaw the video game move Ross Chastain made on the final lap of last year’s Martinsville race. 

NASCAR also made a number of changes to the rule book this week.

Among those:

— Intentionally damaging another car on pit road could lead a Cup driver to be penalized 25-50 points and/or 25-50 owner points and/or $50,000 – $100,000 fine. Last year, intentionally damaging another car on pit road could lead only to a fine of $25,000 – $50,000.

— Member to member confrontations with physical violence and other violent manifestations could result in a fine and/or indefinite suspension or membership revocation. Last year, such an infraction was listed as incurring a penalty of 25-50 driver and/or team owner points and/or a fine of $50,000 – $100,000. Violations also could result in a race suspension(s), indefinite suspension or termination.

— In the past, if a car could not go when it was time to make a qualifying attempt, it was put on a five-minute clock to do so. That’s changed this year. Now, the clock will be no more than one minute unless it is a safety issue. 

Also, NASCAR listed the length of each Cup race. The inaugural Chicago Street Course Race is scheduled for 100 laps.

Harrison Burton looks for progress in second year in Cup

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Harrison Burton made the first start of his NASCAR Cup Series partnership with the Wood Brothers in the bright lights of Los Angeles.

Burton and the Woods teamed last season as Burton jumped into full-time Cup racing after two full seasons (and four wins) in the Xfinity Series. Their first race was the Clash at the Coliseum, and it was a good start — Burton qualified for the feature and finished 12th on the lead lap.

Then things headed downhill. Crashes at Daytona and Auto Club Speedway left Burton with finishes of 39th and 33rd, respectively. After the first five races of the year, he had four finishes of 25th or worse.

Now, Season Two, and there are higher expectations. Much higher.

MORE: Drivers to watch in Clash at the Coliseum

“The start of last year was really, really rough,” Burton told NBC Sports. “It kind of put us in a hole. We got into the wreck in the 500 and crashed at Fontana. Things kind of stack up on you, and all of a sudden you’re buried in points and it’s hard to make it back up.

“But, at the end of the year, three of the last four weekends were big for us (three consecutive top-20 finishes). We need to build off that and try to get out of the West Coast swing and have a clean group of those races. That’s really important. We need to get our average finish up in the first four to five races and not put ourselves in a hole we can’t get out of, and then go from there.”

The Wood Brothers team typically brings strong cars to the Daytona 500, the season’s first point race. Trevor Bayne scored the team’s latest win in stock car racing’s biggest event in 2011.

“We ran well in the 500 last year until I was upside down,” Burton said. “We had a fast car and qualified well and finished third in our duel. Then in the second Daytona race we put ourselves in good position late, so we were in contention in both Daytona races. The speed was there, and the cars drove well.”

The team’s primary goal is to make the playoffs, Burton said. “And we want to be a contender,” he said. “Cup races are so hard. First, you have to contend. Having a good average finish is really important. If you average around 17th or 18th all year, you can kind of point your way into the playoffs, and doing that is on our minds for sure.”

MORE: Power Rankings: 10 historic moments in the Clash

Burton looks for a strong start in Sunday’s Clash, which will present teams with a mix of the old and the new. Drivers got the experience of racing inside the Los Angeles Memorial Coliseum last year, and notes from that race will be useful, but the racing surface will be all new again.

“Every repave has a different tendency,” Burton said. “We’ll see how close it is to last time and how different. Obviously, there is experience on that track, but still it’s a completely new surface, so it’s going to be a mixture of old and new. There’s some knowledge we can build off of, but we kind of have to go into the weekend with that knowledge as tentative because we don’t know if the track is going to be different.”

Burton heads for Los Angeles with a win already under his belt this year. He and teammate Zane Smith, last year’s NASCAR Craftsman Truck Series champion, won last Friday’s International Motor Sports Association’s Michelin Pilot Challenge Series race on the Daytona International Speedway road course.

Burton drove the finishing laps in the four-hour race. He was third with about 50 minutes to go but moved in front with 22 minutes left when leader Elliott Skeer parked. Burton outran second-place Spencer Pumpelly by .688 of a second for the win.

“I thought we could run well,” Burton said. “After the test we did, we were really fast, so I was pretty excited. But apparently there is a lot of sandbagging that goes on there, so I wasn’t sure where we were. We had to have some things go right for us, and they did.”

 

 

 

 

Dr. Diandra: Muffling racecars won’t change fan experience

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Last week, NASCAR tested the muffler that will be used for Sunday’s Clash at the Coliseum.

“Heresy,” some fans cried. They argued that it is against the laws of man and nature to muffle racecars. That noise is an integral part of the fan experience. That you’re not supposed to be able to have conversations during races.

Relax.

The cars will be plenty loud.

Loud is fast

Engines produce power by combusting fuel and air in their cylinders. Each combustion produces high-pressure gases that push the piston up. The same gases make a loud popping sound when they escape the cylinder and finally the exhaust.

At 8,000 rpm, an eight-cylinder engine performs about 520 combustions every second. The faster an engine runs, the more combustions per second and the higher the frequency of the tailpipe noise.

That’s why NASCAR engines sound like grizzly bears and F1 engines, which run at higher speeds, sound more like angry mosquitoes.

Maximum horsepower requires getting the spent gases out of the cylinder as quickly as possible so the next combustion reaction can start. And that’s the problem with mufflers, from a racing perspective.

Mufflers on street cars bounce sound waves from the engine around a metal can. The waves interfere with each other, which decreases the overall volume coming from the exhaust.

Mufflers can also mitigate noise by directing the exhaust through a sound-absorbing material. Borla, the sole-source supplier for this weekend’s muffler, makes commercial racing mufflers that feature a robust sound-absorbing material superior to the commonly used fiberglass.

Both methods slow the exhaust gases — the first more than the second. The ideal racing muffler diminishes sound with minimal horsepower reduction.

Decibels

Sound-level measurements come in decibels (dB), a unit named after Alexander Graham, not Christopher — and apparently by someone who wasn’t the best speller.

But decibels don’t tell the whole story. Sound intensity decreases with distance, so you need to specify how far away the sound source was.

The easiest way to explain the decibel scale is to relate it to real-world noises, as I’ve done below.

A bar chart showing representative sound levels expressed in decibels.

  • Zero dB is the threshold of human hearing.
  • A whisper you can just barely make out is about 20 dB.
  • Most everyday noises are in the 60 dB to 100 dB range but are sometimes louder.
  • Exposure to 130 dBs can be painful.
  • A 150-dB sound can cause permanent hearing damage in a very short time.

Ringing in your ears the day after a rock concert was a badge of honor in high school. Older me wishes I had been a little smarter.

Hair cells — not to be confused with ear hair — facilitate hearing. Sound bends these hair-shaped cells, and the cells convert sound into electrical signals that the brain interprets. Loud sounds can bend these cells so much that they break.

Unlike animals such as sharks, zebrafish — and even the lowly chicken — humans cannot grow new hair cells. Once your hearing is damaged, you can’t get it back.

How loud are racecars?

A noise mitigation study for the proposed Nashville Fairgrounds track measured a single Next Gen car at COTA generating 112 dB on a straightaway at 100 feet.

A 2008 study measured the sound level inside a Gen-6 car to be an average of 114 dB. The study also compared sound in the stands, the infield and the pits.

Let’s add those numbers to our graph.

A bar chart showing representative sound levels expressed in decibels, including sound measurements from the Gen-6 and Next Gen cars

  • The Next Gen car at 100 feet is about the same loudness as a person screaming at top volume 1 inch from your ear.
  • The Next Gen car at 100 feet is just a bit quieter than sitting inside the Gen-6 car.
  • Bristol reached peak sound levels loud enough to cause permanent hearing damage.

The graph data suggests that inside the Next Gen car should be around 10 times louder than inside the Gen-6. Some drivers made new earmolds to cope with the additional noise in the cockpit.

Because of the way sound works, the numbers don’t add like you’d expect them to. A Next Gen car might be 112 dB, but two Next Gen cars are more like 115 dB. A full field would be only 5-7 dB louder.

The mufflers won’t muffle much

NASCAR expects a six to 10-dB reduction in sound with mufflers. A 10-dB reduction would make the Next Gen car about as loud as the Gen-6 car was.

Another way of looking at it: Good earplugs reduce sound levels by 25 to 30 dB. Wearing earplugs just barely gets you into the range of being able to hold a conversation if you stand very close to each other and you both shout.

You won’t notice the change in sound inside the track.

You also won’t notice a change in speed this weekend, despite a drop of 30-40 horsepower. The Next Gen car takes around 14 seconds to traverse the L.A. Coliseum’s quarter-mile track. That means cars won’t be going much faster than typical expressway speeds.

If you’re headed out to the track this weekend — despite the mufflers — bring earplugs or over-the-ear headsets. This is especially important for children, as their hearing is more easily damaged.