Ryan: Four drivers had a Daytona 500 win in reach. Here’s how it got away

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DAYTONA BEACH, Florida – There’s only one winner of the Great American Race, and technically up to 39 losers annually.

But the number of drivers who lose with legitimate shots at a Daytona 500 victory — but watch them get squandered, snatched away or simply vanish in the capricious draft — varies every season.

Sunday’s race seemed one of the longest list of “woulda coulda shouldas” in recent memory.

No fewer than four drivers in the final 10 laps made decisions while leading that they desperately would have wanted back.

A few flicks of the wheel in other directions, and the course of history instantaneously could have resulted in someone other than Austin Dillon hoisting the Harley J. Earl trophy.

This has been a theme lately in the Daytona 500. Sunday marked three straight last-lap passes for wins, and the 2016 finish might have been the cruelest of all for Matt Kenseth.

Nearly a year after his bid at third Daytona 500 victory vanished in the final corner with a split-second call to block an outside charge (if he stayed put, he probably wins),  Kenseth still wasn’t over the agony entering last season. “All I can remember is losing one,” he told NBC Sports a year ago.

How many times will this year’s class of the heartbroken say the same after rewinding the video and replaying the memories of the moves they didn’t make?

Here’s what could haunt them until at least their next shot at Daytona – and possibly long afterward.

Aric Almirola: In his first start at Stewart-Haas Racing, he seemed to be lamenting the finish the most among the contenders – and it wasn’t only because he had the lead until being moved by Dillon entering the third turn on the last lap. Almirola was “devastated” by the knowledge of what was left on the table – “a career changing race.”

It’s difficult to second-guess many of the maneuvers by the No. 10 Ford in crunch time: Almirola did well just to position himself for the win. But he probably would rerun the last lap, when he had Denny Hamlin behind him on the inside while Dillon was on the outside with a heavy push from Bubba Wallace.

The situation was similar to Kenseth’s – instinctually, it’s difficult for a driver to stay calm and in the inside lane when a competitor is coming with a full head of steam on the high lane.

But the trend Sunday was the outside was faster on the straightaways while the inside was quickest in the turns. If Almirola stays put, does Dillon’s momentum stall in the last two corners? The outcome probably is the same because he had little help, but that might have been what kept Almirola up Sunday night.

Denny Hamlin: With Hamlin in the lead on an overtime restart and only seven winning-caliber cars on the lead lap behind him, this certainly seemed the Joe Gibbs Racing driver’s race to lose.

The 2016 Daytona 500 winner is regarded as one of the two or three best restrictor-plate drivers by his peers, and he certainly was the most adept and experienced contender left in the field.

But the lack of a Toyota drafting partner (JGR’s other three cars were long out of the running) ultimately took the decision out of Hamlin’s hands. He had to choose to restart ahead of Buescher or Dillon, both in Chevrolets, and after a debate on his team radio, he went with Buescher – but not because of the JTG Daugherty Racing driver.

Hamlin had his eye on Paul Menard’s Ford in fifth, which he felt was better than Bubba Wallace’s Chevy in sixth. “Obviously, I’ve been doing this long enough that I know that it’s made or break by the fifth‑ and sixth‑place drivers,” he said. “It’s not really who’s directly behind you, and I felt like (Menard) was probably going to be one of the best pushers. I saw how strong his car was.  So we tried to get on the radio and get (Buescher) behind us, (Menard) to try to buy in on whatever line gets organized the most is going to win the race. Those are the cars that’s going to battle it out for the victory.”

Buescher committed, but Menard didn’t, blunting the momentum of the inside and leaving Hamlin in the wake of Almirola, Wallace and Dillon. “So just a 50/50-coin flip and chose the wrong lane,” he said. “Honestly feel like there was nothing else I could have done (other than) just made a different decision there on lane choice.”

One other call Hamlin might be reconsidering? The decision to make the last green-flag pit a lap later than the lead pack (for a clean entry and exit, perhaps after Hamlin nearly lost two laps on a penalty for sliding through his box on the first stop). Hamlin dropped from third to eighth after a stop that he said was “almost too good” because he rejoined the track too far ahead and got gobbled up by the draft of the cars that pitted together. “They took us out of control of the race,” he said.

Ryan Blaney: He led a race-high 118 laps in another example of plate-racing excellence in his short Cup career, but Sunday showed the Team Penske driver still lacks experience. His No. 12 Ford seemed in control with the lead and Kurt Busch’s Ford behind him on a restart with seven laps left, but Hamlin just snookered him from fifth on the inside lane.

Blaney made an impressive recovery to lead the next lap briefly over Busch but lost the lead again. When Busch made a mistake going low two laps later, Blaney took the lead again but dropped from first the next lap when Hamlin went by with Busch in tow. A third shot at redemption for Blaney was eliminated by a multicar crash triggered by a block from Busch.

The main takeaway for Blaney, who had the strongest car in the second half, is learning how to be more strategic and less emphatic with his blocking.

Kurt Busch: He had a couple of shots at becoming the first winner of consecutive Daytona 500s in more than 20 years. But he landed in what he described as a “Bermuda Triangle” on the move in which he apparently delivered an inadvertent push that propelled Hamlin’s Toyota past Blaney’s Ford (Busch has been emphasizing his ties to the Blue Oval, which might present a landing spot in sports cars when his NASCAR career ends).

The Stewart-Haas Racing driver seemed to be second-guessing whether he should have used Dillon’s winning strategy – drill Hamlin and hope he could drive past him without crashing.

“It seemed like when Hamlin blocked us, I hit him pretty hard, and that killed a lot of my momentum,” he said. “Maybe I should have just flung the 11, but you have to treat guys with respect and you’ve also got to throw your elbows out, and you have to hold the hits when you get hit. We were close to going back-to-back in the Daytona 500, but I don’t have anything to show for it.”

Dillon’s victory came on the 17th anniversary of the last-lap Daytona 500 wreck that killed Dale Earnhardt, the most recent NASCAR fatality at Daytona International Speedway.

It’s easy to forget that Dillon also cheated death at the 2.5-mile oval after an airborne crash in the July 5, 2015 race that ripped a 60-foot swath of the catchfence and left Dillon sitting helpless in a stationary, mangled shell of his No. 3 when it was hit at speed

Sunday he admitted that, despite his Lane Frost impression after exiting the car with no injuries, the wreck stayed with him 30 months later and admittedly still makes him nervous.

“When it happened, I didn’t know how big it was, and then you see videos of it, and you’re like, ‘How did I like walk out of that like with nothing?’” he asked. “I get nervous coming here.  I think everybody does.  Especially like the first race in the Clash, I remember before the race, I was like, ‘Man, there’s something about this place that just makes you nervous.’

“But once you get in the race car and you settle in, the belts are tight, you’re like, all right, it’s time to go racing.  It’s fun again.  This place is just cool because of that.  If it didn’t make you nervous, something would be wrong, I think.”

Close your eyes and ignore the Piedmont accent, and it would be easy to pretend you were hearing that being said in May at Indianapolis Motor Speedway.

Chase Elliott’s wicked head-on collision was cringeworthy to witness on such a fateful day in NASCAR history, but it was another reminder that Earnhardt’s greatest legacy remains that it sparked a safety revolution that is the longest period without a fatality in NASCAR national series history.

Yet it still is jarring to hear Joe Nemechek say after last Friday’s truck series race that “it’s pretty tough to get hurt in these cars anymore with all the safety innovations that have come through, soft walls, the carbon seats.”

Nemechek is a veteran who speaks from painful experience – his brother, John, died in a 1997 truck crash at Homestead-Miami Speedway. And he was giving a candid answer to what it’s like to watch his son, John Hunter (named for Joe’s late brother), involved in a caution.

But it feels like whistling past the graveyard to imply that Earnhardt’s death might be NASCAR’s last. History shows it won’t be, and with blocking becoming part and parcel to plate racing, the brutal wrecks Sunday at Daytona probably will become more of the norm.

It’s possible for NASCAR to legislate blocking through wholesale rule changes, but it was striking that seemingly no one was lobbying for limits during and after 500 miles of incessant aggression.

Contrast that with Speedweeks in 2006 when Tony Stewart sternly warned someone would die if measures to restrict slam-drafting weren’t taken, or the 2002 Talladega race that prompted a virtual revolt among veterans.

Not anymore. A mix of acceptance and resignation about blocking as an accepted part of doing business colored the words of many drivers Sunday. It was particularly true in interviews with Almirola, who didn’t seem the slightest bit miffed about being punted by Dillon (conceding he would have done the same). Almirola’s boss, the guy nicknamed “Smoke” who once bragged of meting out retribution for any young turks daring to impede his progress, might have had a different opinion.

To hear more of his discussion, this was a topic on Monday’s post-Daytona episode of the NASCAR on NBC podcast, which is available on Apple Podcasts, Stitcher, Spotify, Google Play and elsewhere.

Wallace and Hamlin exchanged some barbs in postrace interviews, but they also had a heated exchange of words in the garage after Hamlin left the media center and Wallace was headed there.

It apparently was caught on camera by the crew that is following Wallace’s rookie season for a Facebook Watch documentary. That might be worth watching for over the final two episodes airing this week.

Though it was another tantalizing example of youth vs. establishment, it’s hard to see things lingering between Wallace, 24, and Hamlin, 37, who often play golf and basketball together.

Counting Dillon, the top three finishers at Daytona are members of Hamlin’s “Hoop Group”, where the trash talking might get a little fiercer.

While NASCAR still is waiting to hear if Monster Energy will pick up a two-year option of its title sponsorship beyond 2018, there was another sign the beverage company has made some headway on getting its requests met. The branding on the flag stand made Daytona International Speedway the latest track to more prominently display Monster logos (which were more visible at several tracks last fall).

Because its deal with NASCAR was signed so late before beginning last season, Monster still has been ironing out details with tracks on guarantees of exposure. It’s hard to predict which way its extension could go, but branding similar to Daytona only can help improve NASCAR’s chances.

The first true test will come this weekend at Atlanta Motor Speedway, but it’s rare that a NASCAR initiative such as the optical scanning system is as well received as the new inspection process was at Daytona.

If a full complement of cars is on the grid as early for qualifying and the race at Atlanta, NASCAR really might be on to something.

Also, credit to NASCAR for announcing penalties on team members during the course of last weekend rather than waiting until midweek. NASCAR executive vice president and chief racing development officer Steve O’Donnell explained in his weekly SiriusXM spot Monday that this is part of a laudable effort to get out of the game of announcing midweek penalties.

That hopefully goes for postrace inspection, too, eventually, though it’s unclear where NASCAR will land on that (and there were no inspection problems after the Cup and Xfinity races at Daytona).

The author of this column headline will concede it might have been taken the wrong way (though the text below it was intended as elucidation).

While the Duels are becoming antiquated creatures in the charter system, the concept of hosting warmup races for the biggest race of the season is more important than ever. This is an opportunity to reimagine Speedweeks in a throwback way.

Teams will complain about putting too many cars at risk. Even some fans will protest having “too much” racing.

Ultimately, the complaints should be weighed against reality, which is that racing cars is the most surefire way to ensure a buildup of compelling storylines for the biggest race of the season. Even if they are just 20-lap dashes a la The Clash of yesteryear.

If NASCAR removes the “open” classification holding four slots for non-charter cars every week, that would free up some extra cash to post, too, for bonus events.

It’s understandable that the Duels, which have been run in some form since the track’s 1959 opening, would be viewed as sacred cows. There also has been much discussion about giving NASCAR fans too much “change” to digest. This has been true when the “change” isn’t necessarily warranted but is intended more as a leap of faith toward something better.

That is not the case in this instance. Under the current economic, purse and team structure, the Duels (nee Twins) aren’t going to look the way they did in the halcyon days. It’s something that will need to be addressed by necessity.

Tune into NASCAR America presents MotorMouths at 5 p.m. ET on NBCSN

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Today’s episode of NASCAR America presents MotorMouths airs from 5-6 p.m. ET on NBCSN.

Rutledge Wood will be joined by Kyle Petty and AJ Allmendinger.

In addition to discussing this weekend’s second race of the playoffs at Richmond Raceway, the guys will be taking your calls at 844-NASCAR-NBC or reach out on Twitter via #LetMeSayThis.

If you can’t catch today’s show on TV, watch online at http:/nascarstream.nbcsports.com. If you plan to stream the show on your laptop or portable device, be sure to have your username and password from your cable/satellite/telco provider handy so your subscription can be verified.

Once you enter that information, you’ll have access to the stream.

Click here at 5 p.m. ET to watch live via the stream.

Ryan: Can Kyle Busch find a happy place with less horsepower?

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Kyle Busch clearly has a problem with slower cars.

We don’t mean those that got in his way Sunday night at Las Vegas Motor Speedway, where the Joe Gibbs Racing driver angrily challenged and questioned the racing acumen and credentials of Garrett Smithley and Joey Gase.

No, it’s the speed in his own No. 18 Toyota that seems to have left Busch miffed many times during a season of too much discontent for the mercurial superstar.

It’s been almost a year since the die was cast on perhaps the most controversial competition decision during Busch’s 15 seasons of racing on NASCAR’s premier circuit.

The move in 2019 to a lower horsepower, higher downforce package (i.e., slower and more stable cars with 550 hp on big speedways and 750 on shorter tracks) – a sudden reversal after years of heading mostly in the opposite direction – initially wasn’t met well within the ranks, and Busch was among many big-name drivers who voiced staunch opposition.

A case can be made that a reason behind the dissolution of the Drivers Council was its inefficacy in blunting the momentum for adopting a rules configuration that inherently affects the ability to harness a 3,400-pound stock with first-class hand-eye coordination and throttle control.

But the public grumbling gradually has subsided this season. Many stopped swimming against the strong tide, choosing to focus on their teams’ results or simply swallow their pride and accept the new rules.

The most notable resistance remained from Busch, the driver who arguably has had the most success with the 2019 rules package as anyone.

It’s somewhat remarkable that Busch, the regular-season champion who entered the playoffs with four wins and a 45-point cushion that likely will carry him to the title round at Homestead-Miami Speedway for the fifth consecutive year, would be the most high-profile remaining holdout on buying into the package, which mostly was aimed at producing closer racing at 1.5-mile tracks such as Vegas (and at least seems to achieve that on restarts, more on that below).

But it’s also perfectly understandable in the context of Busch wanting to maximize a skillset tailored to outdrive anyone when the challenge is taming stock cars that aren’t glued to the pavement as much as they are in 2019.

When Busch pouts (as he did after Vegas) that it’s impossible to pass at any track anymore (mostly because of aerodynamic turbulence for a trailing car), he is both wrong (in that winning teammate Martin Truex Jr. proved Sunday that you still can gain positions) and right (in that Busch can’t advance through the field using the same manhandling style he once did).

That makes it doubly frustrating for an already emotionally charged personality who can fly off the handle even faster than he drives.

“Kyle is just plain and simple unhappy,” analyst Jeff Burton said in the NASCAR on NBC Splash & Go weekly feature Tuesday (video above). “He wants to race a certain way, and that’s not the way we’re racing. He’s going to have to find a way to get above it. He’s going to have to find a way to focus on performance and championships and do the things that he is so good at.

“I think Kyle has convinced himself that the things he’s so good at he can no longer do, but I’ve watched from the best seat in the house every week, and people do pass and people do find a way to make things happen, but they do it differently than two years ago. I feel bad for him because he is a hell of a race car driver. He wants to drive the thing a certain way, but that’s just not how it’s going to be. He’s going to have to find a way to embrace it, but it’s obviously hard for him to do.”

This is immaterial, by the way, to how Busch carried himself with his infamous truculence as he faced a barrage of questions (mostly fair and well-stated, by the way) after Sunday’s race.

Like Tony Stewart and A.J. Foyt before him (and Smoke’s unhappiness in 2004, when he clashed often with officials and peers, is reminiscent of the current situation for Rowdy), churlishness is a byproduct of Busch’s greatness … and for some fans, it’s also part of his appeal. Even if he were completely happy with the racing, there always will be regrettable moments in the media bullpen after a race that breaks badly for Busch.

It’s his essence, and it’s unfair to ask him to be someone else, especially when the biggest casualties of his combativeness are reporters’ feelings.

On the scale of bad behavior across professional sports, Busch has been a relative choirboy.

Should he be more cognizant that postrace interviews are as much about serving fans as the media (which often is the conduit to Rowdy Nation)?

Perhaps, but if he wants to be that way and can live with potential consequences (whether the ire of series officials or sponsors), he shouldn’t be asked to change by NASCAR and a fan base that wants its drivers candid and colorful.

Busch meets those standards better than any current star (in the right mood, his interviews are articulate, insightful and steeped in history). His issues with the package aren’t about his personality or how it’s impacted.

The much bigger concern is how the dissatisfaction with 550 horsepower affects his performance behind the wheel. From when he hit the wall in the opening laps while apparently pushing the envelope after starting 20th, Busch was the weak link in the No. 18 team at Las Vegas (as Steve Letarte said on the latest NASCAR on NBC Podcast).

That rarely happens with Busch, an elite talent who probably could have become a champion in any series he chose to race anywhere in the world.

But it has been true too many times this season as the 2015 series champion has seemed a victim of distracted driving on a semi-regular basis. He hit the wall with the fastest car at New Hampshire Motor Speedway two months ago and also seemed way off his game at Watkins Glen International with errors in the Xfinity and Cup races. On Monday’s NASCAR America, analysts Kyle Petty and Letarte said Busch’s problems with the lapped cars at Vegas were self-induced.

Drivers make mistakes, but these have been uncharacteristic for Busch, who is 13 races and more than three months removed from his most recent win.

There’s a NASCAR saying that drivers sometimes need to slow down in order to go faster.

But asking Kyle Busch to celebrate driving at medium instead of maximum power seems sacrilege.

It’s no wonder he’s struggling with it.


Chase Elliott’s move to slow down and help Hendrick Motorsports teammate William Byron under caution on Lap 181 was legal, but it came some risk and raises some interesting questions, as NASCAR on NBC analysts Letarte and Jeff Burton (above) explained.

After spinning in Turn 4, Byron was able to enter the pits immediately to change his flat left-side tires. But he stayed on the lead lap only because Elliott eased off the accelerator while leading and allowed the No. 24 Chevrolet to exit the pits ahead of the No. 9.

Though slowing to at least 200 feet behind the pace car, Elliott hadn’t been picked up yet as the leader under the yellow flag. Joey Logano, running second, actually accelerated past Elliot just past the finish line.

Though Burton advocated Logano speeding up even earlier to put greater pressure on NASCAR to make a call on whether Elliott was maintaining reasonable speed as the leader, NASCAR officials later relayed to Burton that Elliott would have remained in first even if Logano had made a more demonstrable challenge (because Elliott would have been ruled to be using a “cautious pace” to catch up to the pace car.

Still, NASCAR has penalized leaders for failure to maintain reasonable speed under yellow (notably Marcos Ambrose stalling on a hill at Sonoma Raceway in June 2010). And if Byron hadn’t been a teammate, or if it had been later in the playoffs, Elliott might have been on the pace car’s rear bumper to ensure trapping him a lap down.

“Chase Elliott has the ability to set that cautious pace,” Letarte said on the new playoff edition of the NASCAR on NBC Podcast. “Did he set it to save William Byron a lap? Absolutely.

“I see a teammate playing nicer earlier in the playoff than perhaps we would have seen. If Hendrick Motorsports was dominant with 15 or 18 wins, I think Chase doesn’t care about (Byron) and tries to pin him because he sees him as (a threat). It shows perhaps Hendrick in their struggles, their relationship has been galvanized where they’re looking out for one another.”


Daniel, we hardly knew yet, but it’s fairly obvious what is coming next.

Ever since team owner Richard Childress essentially volunteered that Tyler Reddick was destined for a Cup ride during a July 30 interview, it was clear that Daniel Hemric was in trouble during a disappointing rookie season at Richard Childress Racing. Asked a few days later about Childress’ comments, Hemric seemed less than certain about his future at the team.

It also isn’t clear if the Kannapolis, North Carolina, native will remain in Cup, though there are a few lesser rides that could come open.

Hemric is unlikely to be considered for a potential top-flight opening next season, and the only vacancy likely would be at Stewart-Haas Racing, which has yet to confirm Clint Bowyer or Daniel Suarez as returning and probably would move in Cole Custer if either leaves. Things seem to be trending well for Bowyer, who won his first pole position in 12 years after making the playoffs and was ebullient in Vegas until his 25th place finish.

Suarez also ran well before finishing 20th after contact with Joey Logano, qualifying second and leading 29 laps. But he said he had no timeframe for learning if he would return to SHR for a second year. The past two seasons, the team has waited until the offseason to hire its No. 41 Ford driver.

“We’ll still working on a couple of things,” Suarez said of 2020. “We have some good opportunities sponsorship-wise. There are some good things coming, but you never know. This sport is extremely unpredictable. We’ll just have to take one day at a time.”

Though making the playoffs would have helped, Suarez believes he can make up for it with a  victory: “The past is the past. We can’t change that. What we can change is we have 10 more weeks to keep improving. We have nothing in our heads but to get wins. If we are able to make it to victory lane this year, I won’t even think about the playoffs. Who cares about the playoffs if we can make it to victory lane? If we win one of the next 10, believe me, nobody will remember that we didn’t make the playoffs.”


Also unsure of his status for next year is Ross Chastain, who is focused on trying to win a truck championship with team owner Al Niece.

“I got nothing” for next year, Chastain said last week. “No one is calling now to put me in a fast Cup car. I doubt that’s going to happen anytime soon. I’m racing my butt off trying to be the best I can be. I’ve got so much opportunity now.  I’ve got more races on the Xfinity side to compete and run up front. That’s what gets me out of bed in the morning. I’m making my living, paying my bills by driving race cars as fast as I can. And I’m driving for multiple people, and they all want me to drive.”

Chastain has maintained a working relationship at Chip Ganassi Racing despite losing an Xfinity ride with the team because of an offseason sponsor pullout. He said his job for now in Cup when he races for underfunded Premium Motorsports is “to not make the news or crash the car. Even if I don’t crash, getting in someone’s way or being in the leader’s way coming down to the end or hitting someone on pit road. All that stuff you think it’s easy, but it’s so hard to be a slow car. It’s hard. I learned a lot in doing it, and it helps when I get in something that’s fast.”


When the first NASCAR Playoff Media Day without Jimmie Johnson happened, the seven-time series champion took steps to ensure he avoided it.

Johnson shifted the days of a mountain bike trip to Bentonville, Arkansas, to try to forget being sidelined from championship contention with 10 races remaining for the first time in his 18 Cup seasons. Though hitting the trails helped, he couldn’t avoid seeing glimpses of the 16 playoff drivers making the rounds in Las Vegas when he opened social media last Thursday.

“Not being there, it stung,” Johnson said. “It’s probably good that it stung. It’s been a nice gut check for me. I should be part of that. I want to be part of that. All those things are there. In a weird way, I was glad to see the 16 drivers and all that went along with that.”

The goal the rest of the season for Johnson, who turned 44 Tuesday two days after an 11th at Vegas, is to end a two-year winless drought.

“We just have to put a stake in the ground that we’ve got to win,” he said. “We just need to see progress at a rapid pace in the right direction. We were making progress, but the sport evolves, the team evolves, and we need to take big chunks out of that gap. That’s ultimately what we need to do. If we continue to take chunks out of the gap as we have, we’ll ultimately be back in victory lane.

“It hurts not being in the playoffs. It really bothers me, but at the end of the day, it’s good to have that effect on me. I didn’t enjoy it. I’m mad I’m not in the playoffs. I’m going to use that as fuel to push us through and get us back to where we need to be.”


For this observer, Las Vegas offered the chance to watch the 550 horsepower package from a fresh vantage point. Here were a few modest observations from the 1.5-mile speedway’s frontstretch press box near the start-finish line:

–The term “Insane Restarts” (or crazy, or even psychotic, if you prefer) gets tossed around so much it probably should be trademarked, but the first few laps after every green flag are breathtaking – better than a classic restrictor-plate race at Daytona or Talladega, really.

–Five laps or so after the restart, though, the racing looked like it has for the bulk of 1.5-mile tracks for the last 25 years.

–If you’re looking, you can find passing throughout the field … just not necessarily at the point.

When Las Vegas Motor Speedway made its Cup debut on March 1, 1998 (a race also covered by this writer), it was met with mixed reviews before a sellout crowd of more than 120,000 that had been promised “insane” five-wide racing for three hours. Instead, the fans saw largely a snoozefest won by Mark Martin in which Fords took 13 of the top 15 spots and the yellow flew only twice (both for single-car spins).

Sunday’s race was much better and memorable than the debut 21 years ago, but when viewed through the prism of NASCAR’s incessant tinkering to enhance 1.5-mile racing, it loses luster. Witness the recent ranking in journalist Jeff Gluck’s poll.

Las Vegas was a crucial marker in the development of the 550 hp package because of a January test that produced spectacularly tight racing and raised hopes that this season’s races might replicate it for two to three hours at a time.

It hasn’t and probably for myriad reasons. Tests rarely simulate real-world conditions with the necessary accuracy, and teams have spent so much time developing car builds since then (and through the different routes of gaining downforce or lessening drag), that there’s likely much more disparity between drivers.

As discussed on the new NASCAR on NBC Podcast, though, the conclusion here is that three straight hours of “Insane Restarts” probably would be too much of a good thing anyway.

Short of adding more mandatory cautions to guarantee re-racking the field (that’s not a suggestion, by the way), there probably is little more that can be done to enhance racing at the ubiquitous multipurpose speedways that began littering the Cup schedule in the mid to late 1990s.

If NASCAR wants more slam-bang tight racing that is true to its roots, the solution is much simpler: Run more short tracks instead of trying to retrofit 1.5-mile ovals that always will produce a brand of racing regardless of what is done to the cars.


After qualifying Morgan Shepherd’s car in ninth with a lap for the “Qualifying Hall of Fame” (according to NASCAR on NBC broadcaster Dale Earnhardt Jr.), will Landon Cassill start more Xfinity races for Shepherd, who seems to be winding down his driving career?

“I’ll let him dictate that,” Cassill said of Shepherd, who turns 78 next month. “I talk to him a lot, and he’s very mindful of his future and what he wants to build. I think me driving and having some speed in his car has been a part of it. He could see himself as a car owner someday probably.”

Cassill, who made 20 laps at Vegas and finished 36th for Shepherd, also posted top-20 qualifying efforts in the No. 89 Chevrolet at Charlotte (13th) and Michigan (16th). The relationship with Shepherd began when Cassill qualified the car 24th in the 2018 season finale after it lacked speed to make the race in practice.

“He called me the hour before qualifying and asked me to hop in,” said Cassill, who was introduced to Shepherd by Xfinity team owner Johnny Davis. “Ever since then, built a relationship and a lot of trust in each other, and he’s asked me to drive it whenever I’m available.

“It definitely makes me feel good to run that well. The experience really helps me a lot and running both (Cup and Xfinity) helps a lot. The speed in his car for Morgan is encouraging. He’s trying to envision what he’s doing for the future. I think having that speed in his car can draw attention to sponsors and putting forth a full-time effort.”


Next season, Las Vegas Motor Speedway will move from opening the playoffs the past two years to opening the second round.

Though the Sept. 27 race will be nearly two weeks later and likely in cooler weather, it’s expected the track will keep the 7 p.m. ET starting time. Out of the oppressive early afternoon heat, the grandstands seemed less empty than then 2018 race, which started shortly at 3 p.m. ET.

Richard Childress to drive car Dale Earnhardt won last race in at ‘Dega

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Richard Childress will once again climb behind the wheel of a race car – but it won’t be just any race car and it won’t be at just any race track.

Childress announced Wednesday that he will pace the field prior to the start of the Oct. 13 Cup playoff race at Talladega Superspeedway, driving one of the most renowned cars in the sport: the same No. 3 GM Goodwrench Chevrolet Monte Carlo that the late Dale Earnhardt drove to the 76th and final win of his Cup career nearly 19 years earlier in the Winston 500 at Talladega on Oct. 15, 2000.

Dale Earnhardt celebrates his 76th and final Cup win at Talladega in 2000. Photo: Getty Images.

Earnhardt’s roar to the checkered flag is one of the more memorable moments in NASCAR history, going from 18th to first place in the final four laps, beating Kenny Wallace to the finish line by .119 of a second for a Talladega track record 10th career Cup win.

“Dale is a part of the history of this place,” Childress said. “He loved Talladega because it was so wide, you could move around, and I’ve seen him do things here with a race car that you don’t even think about … fitting in some of the holes. And if there wasn’t room, he would kind of make a hole.”

Talladega president Grant Lynch initially reached out to Childress, who this year is celebrating the 50th anniversary of Richard Childress Racing, to want to do something special to commemorate the special day.

Grant Lynch called me and says, ‘What do you think about bringing Dale’s car down here that he won the race with in 2000?’” Childress said during a press conference at the track. “I said, ‘I don’t know.’ But how do you say no to your best friend on something like this. So I said, ‘alright, I’ll do it.’

We’re going to be running that car leading the field, which is going to be a great honor. That car hasn’t been out of our museum since we opened the doors of it, so this will be the first time we took it down, put it on the shop floor, got it all fixed, got the engine running – same engine that he had in the car that day. It’s the exact car just like the day when it left the winner’s circle here. That’s going to be the coolest thing. It gives me cold chills just thinking about it.”

Childress then joked, “I asked my guys could I run it 200 mph.”

Talladega was where Childress made his first career Cup start as a race car driver on Sept. 14, 1969. He finished 23rd in a 36-driver field. He would go on to make 285 career starts between 1969 and 1981, collecting zero wins, six top-five and 76 top-10 finishes.

 

Lynch surprised Childress with the old CRC Chemicals helmet that Childress used to wear during his own racing days before becoming solely a full-time team owner.

 

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NASCAR penalty report after Las Vegas

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NASCAR on Wednesday issued five penalties to crew chiefs in the Cup or Xfinity series following this past weekend’s racing action at Las Vegas Motor Speedway.

In the Cup Series, crew chiefs Greg Ives (No. 88 driven by Alex Bowman), Adam Stevens (No. 18 driven by Kyle Busch) and John Klausmeier (No. 10 driven by Aric Almirola) were each fined $10,000 apiece for lug nut(s) not properly installed, found during post-race inspection.

In the Xfinity Series, crew chiefs David Elenz (No. 9 driven by Noah Gragson) and Jeff Meendering (No. 19 driven by Brandon Jones) were each fined $5,000 apiece for lug nut(s) not properly installed, found during post-race inspection.

There were no other penalties assessed.

In addition, driver Bayley Currey was reinstated after completing NASCAR’s Road To Recovery substance abuse program.