Ryan: NASCAR and Danica Patrick parted on faint and familiar terms

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The secret to unlocking the most candid and insightful sides of Danica Patrick in an interview was always simple but somewhat counterintuitive.

Stay away from the racing questions.

If you wanted to get her comfortable, the conversation was best steered toward the topics of lifestyle and pop culture (for which Patrick always has had a soft spot). The jokes quickly would follow about Mercury being in retrograde, the Millennials who shopped for Lululemon yoga pants on the Magnificent Mile and the appeal of a raglan sleeve.

When talk shifted on track, the guard usually went up, and justifiably: Few drivers have had their demeanors and performances scrutinized as closely, so every word was chosen carefully and, in some ways, clinically.

This isn’t implying she lacked passion for racing.

For anyone who has met the steel-cable grip of her handshake, there is no mistaking Patrick always is determined, serious and unwavering about excelling in whatever has her focus.

Stock cars just happened to become the vessel for her competitive fire and zeal.

It was almost incidental that Patrick landed in NASCAR, and now’s the moment to reflect on how and why the fit always felt less than perfect.

For the first time in five years and 181 races, the green flag will drop on NASCAR’s premier series Sunday at Atlanta Motor Speedway without Patrick in the field.

She will be missed by a circuit that was greatly impacted by her transcendent appeal, but Patrick probably won’t be missing much about NASCAR (at least not immediately).

In in-depth sitdowns with Brant James and Jenna Fryer, two reporters who built a long rapport and trust with Patrick and know how to channel her honesty, the most successful woman in racing revealed a mix of ambivalence and relief about stepping off the Cup merry-go-round and away from racing in general. She told Fryer she didn’t plan to watch many races nor mentor young women drivers and wouldn’t be selling gear at track, dedicating herself to her fitness books, winery and clothing line.

Yet though she could have done without the 10-month travel schedule and the tunnel-vision vibe of an insular garage, her departure wasn’t exactly dripping with disdain for NASCAR.

There is some notable indifference, but it shouldn’t be confused with a lack of spirit to conquer whatever athletic pursuit in which she chooses to commit.

Breaking a glass ceiling that stands for decades takes a certain “damn the torpedoes” swagger that Patrick has. During a 2013 interview that branched into her love of fitness and cardio, her eyes once turned black as coal when it was suggested a marathon might be out of reach.

“I’m pretty sure I wouldn’t have to train,” she said. “I don’t think there’d be much difference in going from 7 miles to 17 miles.”

What about 26.2?

“I feel I could just do it,” she said. “I want to do one. But I’m so competitive, I don’t know if I can go into it blind.”

“Blind” would be a fair description of how she arrived in NASCAR, which she felt offered more challenge, exposure and money than the limits she’d reached in IndyCar after seven seasons. She made no bones knowing little about stock cars in her early days.

When crew chief Tony Eury Jr. talked about “yaw” in handling, she thought he was saying, “Y’all.” After an Xfinity qualifying lap at Dover International Speedway in 2010, she embarrassingly got lost on the way back to the pit lane. And she struggled to grasp NASCAR’s peculiar lexicon.

“I don’t know if I could have studied more,” she said after her first partial season in 2010. “At first I probably jumped in a little too deep, and I wanted to see setup sheets and tried to do it like IndyCar. It’s just damn gibberish to me. Especially talking about truck arms. On a car?”

This isn’t restricted to Patrick. Many drivers wheel vehicles they don’t fully understand. In an episode of Racing Roots last year, Kyle Larson playfully was exposed for knowing little mechanically when starting out in the sprint cars he dearly loves.

For every Mark Martin and Jeff Burton who remember the weight and size of every shock and spring they ever ran, there are multi-time Cup champions who couldn’t explain the setup under their cars even if you spotted them a small army of ASE-certified mechanics.

Yet stock cars never seemed to strike Patrick’s fancy the way that IndyCar did (she told James that an Indianapolis 500 victory naturally would rank ahead of Daytona). Undoubtedly, that stems mostly from an exclusively open-wheel career path that began in go-karts and took her to Europe before returning for Indy.

But it was more than just an unfamiliar environment. Patrick has hinted a few times recently — notably in the 2017 documentary, Danica — that she believes her Stewart-Haas Racing crews sometimes didn’t believe in her (Tony Stewart refuted that, telling ESPN.com’s Bob Pockrass at Daytona that her team was overhauled on her demand). Undoubtedly, there are traces of bitterness and resentment from a career chapter that probably feels more transactional than sentimental.

So as NASCAR moves on without her this weekend, it’s understandable that Patrick is moving on, too. Her new life is marked by a blueprint for major branding but apparently few race cars after the 2018 Indianapolis 500.

And though she didn’t win or contend regularly in NASCAR (while enduring some wicked crashes, particularly in her last season), she leaves with the respect of its stars, some of whom once openly questioned her credentials. During Daytona 500 Media Day, several credited her for an attendance surge of young girls (usually identifiable because they were clad in “Danica” T-shirts).

Seven-time champion Jimmie Johnson spoke eloquently about what Patrick meant to his two girls, 7 and 4. He tweeted a photo of Patrick holding his youngest, Lydia, who ran through the pits with her older sister, Genevieve, to greet Patrick before her last start.

“Danica has been someone for my daughters to look up to,” Johnson said. “That’s top of mind for me.  The impact she’s had in sports, (for) women in sports.”

That impact is an indisputable part of her resonance beyond NASCAR.

For Patrick, it always has been about more than just racing.

Just ask her.

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.

Joe Gibbs Racing adds young racers to Xfinity program

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Connor Mosack, 23, and Joe Graf Jr., 24, each will drive select races in the No. 19 Xfinity Series car for Joe Gibbs Racing this season.

Mosack, who has a 20-race Xfinity schedule with Sam Hunt Racing this year, will run three races for JGR: Chicago street course (July 1), Pocono (July 22) and Road America (July 29) while also competing in six ARCA Menards Series races for JGR, including Feb. 18 at Daytona.

Graf, who has a 28-race Xfinity schedule with RSS Racing this year, will run five races in the No. 19 Xfinity car for JGR: Auto Club Speedway (Feb. 25), Las Vegas (March 4), Richmond (April 1), New Hampshire (July 15) and Kansas (Sept. 9).

“I made my Xfinity Series debut with JGR last June at Portland and from the moment I made my first lap in their racecar, I realized why they’ve been so successful,” Mosack said in a statement. “Their equipment was second to none and the resources they had in terms of people and their knowledge was incredible.

“Jason Ratcliff was my crew chief at Portland and he’s got a ton of experience. I was able to learn from him before we even went to the track. Just in our time in the simulator, we made some great changes. So, to be back with him for three Xfinity races is going to be really valuable.

“And when it comes to JGR’s ARCA program, it’s the class of the field. After having to race against JGR cars, I’m really looking forward to racing with a JGR car. No matter what track they were on, they were always up front competing for wins. To have that chance in 2023 is pretty special, and I aim to make the most of it.”

Said Graf in a statement about his opportunity with JGR: “Running five races with JGR is a fantastic opportunity for myself and for my marketing partners. I think I can learn a lot from JGR and showcase my skills I’ve been growing in the series in the past three years. 2023 is shaping up to be a great year and I’m pumped to get started with the No. 19 group.”

Ryan Truex has previously been announced as the driver of the No. 19 Xfinity Series car in six races this season for JGR. The remaining drivers for the car will be announced at a later date.

Mosack didn’t start racing until he was 18 years old. He went on to win five Legends car championships before moving to Late Model stock cars in 2019. He graduated from High Point University in 2021 with a degree in business entrepreneurship. Mosack’s first Xfinity Series race with Sam Hunt Racing this season will be March 11 at Phoenix Raceway.

 

NASCAR weekend schedule for Los Angeles Memorial Coliseum

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NASCAR’s winter break ends this weekend as Cup Series drivers return to the track for Sunday’s Clash at the Coliseum in Los Angeles.

The second Clash at the LA Memorial Coliseum has been expanded to 27 (from 23) drivers for the 150-lap main event. Qualifying, heat races and two “last chance” races will set the field.

MORE: Drivers to watch in the Clash

Joey Logano won last year’s Clash, the perfect start to a season that ended with him holding the Cup championship trophy.

Los Angeles Memorial Coliseum (Cup)

Weekend weather

Saturday: Mostly sunny. High of 71.

Sunday: Partly cloudy. High of 66.

Saturday, Feb. 4

(All times Eastern)

Garage open

  • 2 – 11:30 p.m. — Cup Series

Track activity

  • 6 – 8 p.m. — Cup Series practice (FS1, Motor Racing Network, SiriusXM NASCAR Radio)
  • 8:35 – 9:30 p.m. — Cup Series qualifying (FS1, MRN, SiriusXM NASCAR Radio)

Sunday, Feb. 5

Garage open

  • 11 a.m. – 12:30 a.m. Monday — Cup Series

Track activity

  • 5 – 5:45 p.m. — Four Heat races (25 laps; Fox, Motor Racing Network, SiriusXM NASCAR Radio)
  • 6:10 – 6:35 p.m. — Two Last chance qualifying races (50 laps; Fox, MRN, SiriusXM NASCAR Radio)
  • 8 p.m. — Feature race (150 laps; Fox, MRN, SiriusXM NASCAR Radio)