Daniel Hemric’s journey to Xfinity Series aided by loyal mechanic

Photo: Daniel McFadin
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WELCOME, North Carolina — Three months ago, Daniel Hemric competed in the Xfinity Series championship race, driving Richard Childress Racing’s No. 21 Chevrolet.

Hemric’s shot at a NASCAR title in his rookie season might not have been possible if not for a 1999 Ford Mustang GT.

The car became his saving grace in early 2006, but it didn’t belong to Hemric, who was weeks away from turning 15 years old.

The owner of the light Atlantic blue car was Tim Ladyga, then a rear tire changer on Jimmie Johnson’s No. 48 car in the Cup Series.

At the time, Hemric was racing Bandoleros, but his career had hit a wall when it came to the financial support of his mother and stepfather, who worked as service writers at a car dealership in the Charlotte, North Carolina, area.

“That was really all we were going to be able to do,” Hemric, now 27, told NBC Sports.

That’s where Ladyga came in.

He had been friends with Hemric’s stepfather, Stephen Christopher Woods, when they raced pro stocks in the Northeast in the 1990s at tracks like Connecticut’s Thompson and Stafford Speedways.

When Ladyga moved to North Carolina in 1997, Woods invited him to Concord Speedway to watch a 6-year-old Hemric compete in a go-kart race.

Ladyga thought what he saw was “pretty cool.”

“It just got bigger, bigger and bigger,” says Ladyga. “We watched more and more and more.”

After a while, the family’s interactions trailed off. A few years went by without any contact between them.

Then one night at Millbridge Speedway, a dirt track in Salisbury, North Carolina, they crossed paths again at a go-kart race.

Ladyga spotted someone familiar competing.

“Whose that kid?’” Ladyga asked his wife, Cheryl.

“That’s Christi and Woody’s son, Daniel.”

“The kid in the go-kart back at Concord?” Ladyga responded. “God almighty, look at him.”

Ladyga described Hemric as “winning everything he drove that night.”

His interest in Hemric’s racing career rejuvenated, Ladyga began helping the family on its go-kart and Bandolero endeavors. Eventually, Woods asked him to supervise Hemric at the track one weekend when work got in the way.

“I think he kind of saw what I was doing with what I had,” Hemric says. “I was never going to get the chance to do anything else.”

The duo had a rough go at it their first weekend alone.

“I think something broke every time we went on the race track,” Hemric recalls. “He was miserable, I was miserable. When he left that race, he was like, ‘I’m going to figure out a way to get you a race car.’ At the time, the next step was Legend cars.”

Ladyga brought up the matter to Cheryl.

“We need to buy this kid a Legend car. He’s good,” Ladyga said.

“We ain’t got money for that,” Cheryl responded.

Daniel Hemric celebrates a 2014 Legend win at Charlotte Motor Speedway in a car owned by Tim Ladyga. (Charlotte Motor Speedway)

Fueling the Habit

For Ladyga, auto racing is a “drug.”

“Once you get hooked on it, you can’t get out. It’s so, so intense and it’s just something you want to do. Either you do it or you don’t. It’s one or the other. Most people stay and do it. The ones that just get burned out of it never come back, you know.”

Ladyga developed his love of racing from living in a family where an uncle raced stock cars from the 1960s to early ’80s and his dad drag raced near his hometown of Norwich, Connecticut.

Eventually, Ladyga gave racing a shot. He bought a super late model for his uncle to race.

“My uncle drove it for a few races and I was like, ‘Why am I spending all this money for him to race for? Why can’t I race it?’” says Ladyga. “So I raced it. We were probably better off putting somebody else in. I tore it up more than I did good.”

When not racing, Ladyga worked at a tire company, changing tires on tractor trailers and heavy equipment. Eventually, his passion led him in 1995 to go from Connecticut to North Carolina every other weekend to help build and work on his brother’s late model.

Two years later, right after marrying his wife, the couple took two weeks of vacation in Daytona and North Carolina. Their return to Connecticut didn’t last long.

Ladyga informed his bosses he was moving of North Carolina. Four days later, the Ladygas packed a U-Haul and their cars and headed south.

Once in North Carolina, Ladyga set out to get on a national series team.

“In the beginning it’s hard and you just keep beating on doors, beating on doors, beating on doors trying to get a job,” says Ladyga. “I was working with a late model team at first. We off-road raced back with my brother in the ’80s with Walker Evans and Jimmie Johnson and Ivan Stewart and them guys. … We wound up meeting Walker down here and that’s how I got my foot in the door, working for his Truck team.”

By the time Ladyga became involved in Hemric’s racing fortunes a decade later, he had finished his first season with the No. 48 team in the Cup Series after a stint with the No. 31 car at RCR.

Even that wasn’t enough to satisfy his racing addiction.

It led to Ladyga one day arriving in front of Hemric’s house in Kannapolis, North Carolina, with a trailer.

In it was a used Legend car he bought with the money from selling his Mustang GT.

“The guy told me it was good, good car,” says Ladyga. “I didn’t know nothing about Legend cars, you know?”

Legend cars are spec vehicles built by U.S. Legend Cars International, based out of Concord, North Carolina. The cars are 5/8-scale fiberglass versions of old NASCAR modifieds.

The car Ladyga rolled out had an engine. It lacked a seat.

“Think you can drive this?” Ladyga asked.

Hemric jumped in the car and took off down the street.

GETTING THE GANG BACK TOGETHER

A decade later, Richard Childress had an important question for Daniel Hemric.

Hemric had been announced as joining RCR in September 2016 after two full-time seasons in the Camping World Truck Series.

Childress asked Hemric who he wanted as his crew chief during his rookie year.

“Right off the top of my head I knew Danny Stockman was my guy,” Hemric said. “Growing up with Austin and Ty (Dillon), I got to know Danny through Austin’s Truck (series) deal …

“As Stockman and I started working together, we knew he was going to be the leader and crew chief of our team. He already knew Ladyga and I’s relationship. He knew where we stood with each other and is as passionate about racing in general.”

At the time, Ladyga had returned to RCR to work as an underneath mechanic on its Cup operation after a tenure at Hendrick that included four straight championships with the No. 48 team.

When Hemric told Ladyga he was coming to RCR, Ladyga didn’t hesitate. He went to the team’s management and told them he wanted to work on Hemric’s car.

“Most guys, if it was their choice, once they get to the Cup level, that’s where they stay,” says Hemric. “Once they get out of that, that’s their retirement, so to say. He was willing and sacrificed everything that entails with taking a step of a tier back to make sure he was a part of our deal.”

Daniel Hemric drives his No. 21 Chevrolet during Championship weekend last November at Miami. (Photo by Sarah Crabill/Getty Images)

SIDELINED

In more than 20 years in auto racing, Ladyga had never been seriously injured on the job. He had never missed a race he was supposed to work.

That changed last August.

Around 4:30 p.m. the Friday before the Xfinity race at Road America, Ladyga was driving a zero-turn lawn mower into the back of a truck at home.

While going up aluminum ramps, the deck of the mower hit the tailgate.

The mower turned sideways and flipped off the back of the truck. Ladyga jumped off and landed in the rock filled driveway. The impact broke the femur in his right leg, fractured his hip in six spots and tore his knee up.

Ladyga later told a paramedic they needed to hurry. He had a race to fly to in Wisconsin.

“I don’t think that’s going to happen,” the paramedic responded.

When a nurse entered Ladyga’s hospital room the next morning, they found him in tears.

The nurse asked what was wrong.

“This is the first time in 20 years I’ve missed a race,” Ladyga said.

A rod was placed in his leg. Doctors told him full recovery from his injuries would take six months to a year.

Without Ladyga working on the No. 21, Hemric made his march to the Championship race. As the finale neared, Hemric also lost Stockman, his car chief and an engineer to a four-race suspension for an infraction in the playoffs.

As Hemric progressed in the playoffs, Ladyga was adamant that he wanted to attend the final three races of the season.

His doctors repeatedly nixed the idea.

But three months after his accident, Ladyga made it to Homestead.

“For myself, that was huge to see him,” says Hemric, who finished fourth in the standings after mechanical problems in the race. “I think it was a great motivator for him to get back because he saw how strong we were becoming. To know that having him is just kind of the missing link to kick off 2018 all back as one group, that’s big for me. I’ve been with this guy through just about everything.”

The trip to Florida took a bit out of Ladyga.

“The old leg felt like it was ready to fall off,” he says. “But I made it through the weekend.”

The mechanic exceeded his doctor’s expectations on when he’d be back at work.

With a limp, Ladyga walked back into the RCR shop on Dec. 5.

YEAR TWO

The two sit at a conference table at RCR’s Welcome, North Carolina, campus two weeks before the start of Hemric’s sophomore Xfinity season.

Having his former Legends owner help put together his Xfinity car every week is “everything” for Hemric.

“I know I have a guy that’s willing and capable of doing anything that needs to be done,” Hemric says. “Ladyga is known, not only through my eyes, but everybody here, to be the first one here and one of the last ones to leave. Capable of doing anything on the race car that needs to be done at any given time. That’s a huge asset, not only from a race team standpoint, but from a personal standpoint. If I need something done, if I’m out of town, no matter what’s happening, he’ll figure out a way to get it done for me.”

As his racing career progressed over the last decade, Hemric says he tried emulating the work ethic and “resilience” Ladyga displays.

“He thrashed and did whatever he could, no matter what it was to provide the best for me or his wife or his race team, whoever he’s working for,” Hemric says. “He constantly gave everything he had.”

Including his car.

“Timmy’s heard me say this for 15 years, is that everything happens for a reason and you just got to have faith that it’ll work out the way it’s supposed to,” Hemric says. “I know that very moment has someway or somehow trickled down to me being here … and I’m thankful for that.”

As for the Mustang? Getting rid of the hot rod doesn’t nag at Ladyga.

“I bought it back a few years ago.”

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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)