Ryan: Five things you might have missed on the NASCAR Media Tour

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CHARLOTTE — Generational driver schism EXPOSED!

Top-secret EFI data REVEALED!

NASCAR chairman’s absence CALLED OUT!

If screaming headlines are your thing, NASCAR’s 2018 Media Tour delivered the goods with all the subtlety of a two-by-four to the forehead.

The annual preseason event provided its share of conversation starters (even if some topics seemed played out, or at least very familiar). The rift between the emerging class of budding stars and the establishment was notable, and a more widespread dissemination of acceleration, braking and turning information could have an impact on competition this season.

If you prefer nuance, however, you might have been left wanting for deeper analysis after this annual paean to pack journalism (in which the subject matter is limited to what is disclosed by a limited group of subjects – in this case, exclusively drivers with often limited agendas). And beyond the sexiest of storylines, there were other clues as to what might bear watching this season.

Here are five things you might have missed from last week’s Media Tour, particularly if you were following the updates in 280-character dispatches:

1. For Ford teams, it’s in Hawkeye we trust: It’s rare to find consensus among such a bull-headed constituency as race car drivers. But when asked how they will keep up with the newer Camry and Camaro, virtually every man behind the wheel of a Fusion cited NASCAR’s new inspection process as the saving grace. The system being implemented in 2018 will rely on cameras and computer scanning technology for more scrutiny.

Publicly, this was hailed as a win by Ford drivers who spoke mostly in generalities about the why. Privately, many were saying the new system will neutralize body advantages gained by the more recent models of Chevrolet and Toyota. Theoretically, it will eliminate precious wiggle room under the previous laser inspection and template processes.

As NASCAR has adjusted its rules to strip downforce in recent seasons, Ford’s older model seemed to lack the adjustability needed to regain rear downforce. This partly accounts for why Brad Keselowski has been lobbying for help since last season, warning ominously after the 2017 season finale that Ford could be headed for “a drubbing.”

The Hawkeye system seems to have ameliorated some of those concerns. It probably will be at least two months until its impact can be fully evaluated. But based on their confidence at the Media Tour, the Blue Oval brigade clearly has bought into the idea that the inspection changes will offer a fighting chance – at least until Ford rolls out a redesigned body (likely the Mustang) next season.

2. Teams have made big offseason changes … : After essentially operating as two two-car teams (competing out of adjacent buildings) for more than a decade, Hendrick Motorsports’ reorganization into a more universal approach is indicative of the teams’ struggles last season but also of the engineering-driven assembly line mentality that has taken root in Cup.

Traditionally, crew chiefs have stood as the king of the mountain at Hendrick, but its latest organization chart suggests that decision-making will become more diffuse. That could be an adjustment (and perhaps a welcome one) for Chad Knaus, who has enjoyed unprecedented success while leading Jimmie Johnson’s No. 48 Chevrolet for the past 16 seasons. After arguably the most underperforming season of Johnson’s career, it seems an acknowledgment that the teams’ cars and setups would benefit from more input and “a think-tanking of ideas,” as Johnson alluded (while also hinting that shrinking sponsorship also makes standardization an easier choice over customization).

On a lesser scale, internal moves by smaller teams such as JTG Daugherty Racing and Richard Petty Motorsports seem aimed at enhancing the efficiency and leverage afforded by forming alliances with large teams. The blueprint is last year’s championship campaign of Furniture Row Racing, which outran Toyota ally and chassis supplier Joe Gibbs Racing with a much smaller budget and staff.

3. … and so have some drivers: After living much of the past two seasons in Aspen, Colorado, Johnson indicated he will be spending more time in Charlotte this year, aiding his team’s transition to a new structure with younger drivers. Roush Fenway Racing’s Trevor Bayne is headed in the other direction, relocating to his hometown of Knoxville, Tennessee (though he will make frequent trips to the shop).

Kasey Kahne outlined his plans for running a couple dozen sprint car races with his teams now that his contractual shackles have been loosened. While the moonlighting surely will keep him loose, it was telling that Kahne recalled his 2011 with Red Bull Racing was “awesome” and more enjoyable than any of his six seasons at Hendrick.

Though he did score a win at Phoenix (in Red Bull’s penultimate race in NASCAR) and a respectable 14th in points (better than his final four years at Hendrick), it wasn’t the results that made him happy at Red Bull – it was the less constrained atmosphere of a smaller team. Kahne probably won’t have the same caliber of cars at Leavine Family Racing, but he will have less pressure, and that might make a difference.

4. Kyle Busch’s drive: The runner-up in last year’s championship race hasn’t rewatched the Homestead-Miami Speedway finale, and he probably won’t have another screening until November when Kyle Busch hopes to be advance to the championship round for the fourth consecutive season.

While he concedes that Martin Truex Jr. was deserving of the title because of his season-long excellence, Busch and his team believed they were as good or better than the No. 78 at Miami. That compounded the sting from Busch feeling as if he should have repeated as champion in 2016. “It’s tough when you feel like you should have won it three years in a row,” Busch said on the NASCAR on NBC podcast. “You’re obviously feeling like a failure and a letdown and not just for yourself but your team and organization and everyone around you.”

Busch had five wins last year but easily could have had twice as many, and those misses linger with him as much as the triumphs. His cutthroat determination makes him a star as much as his singular ability, and his edge already is evident this year. With the growing pains that slowed the Camry at the start of 2017 long gone, Busch seems primed to open 2018 the way he did a decade ago (when he won eight of the first 22 races in his first season with Joe Gibbs Racing) and don’t forget that the Daytona 500 remains a glaring omission on his resume.

5. Kyle Larson (literally): The Chip Ganassi Racing driver was missing from the Media Tour because of an illness. But Larson was present at a sponsor announcement the previous week and provided some interesting reflections on last year’s finale and this season’s outlook.

He also reaffirmed his desire to have more Cup drivers run in grassroots series such as the Chili Bowl, laughing at Keselowski’s suggestion of being too tall to succeed (“He would barely be above average height in a Midget”). But he also empathized with those who worry about the reputation risks of parachuting into the Chili Bowl.

“I’ve thought about running a big dirt late model race, but I can’t even get the courage to go do it because I don’t want to embarrass myself not having practiced or raced it before,” Larson said. “So it would be really tough for a NASCAR guy to have high expectations or anything like that. I’m sure a lot of fans would have expectations of some sort for them, so it would be tough, but I’d love to see everyone give it a try because it’s a huge event and they’re amazing cars to drive. I think they would all be amazed at the power they have compared to what they’re used to, so it would be cool for sure to see them run.”

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)