Ryan: The signs of Kevin Harvick’s hot start were there for months

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So where did Kevin Harvick come from to start the 2018 season?

The same direction he was headed when 2017 ended.

Forward (with a nod backward to where his career renaissance started in 2014).

Let’s demystify the conventional wisdom, regardless of Ford’s sudden resurgence after some dire predictions, that Harvick’s re-emergence on top is somehow a surprise.

For as much discussion as the Stewart-Haas Racing driver’s hot start in NASCAR’s premier series has generated, what has been somewhat overlooked is how eminently predictable it was in many ways.

Yes, Martin Truex Jr. is the defending series champion, but you can make a strong case that the fastest driver in Cup since the start of last year’s playoffs is Harvick.

According to Racing Insights, his Ford has turned more fastest laps (380) over the past 10 unrestricted races than any driver (easily outpacing 2017 title runner-up Kyle Busch’s 279 and Truex’s 239), and his average running position in that span ranks second only to Truex.

And the speed has been most noticeable at the critical 1.5-mile layouts such as Atlanta Motor Speedway and Las Vegas Motor Speedway, where Harvick has dominated in winning the past two races.

Of the five 1.5-mile ovals that made up half of last year’s 10-race title run, Harvick was at the front in all of them except the season finale, leading 283 laps across Chicagoland Speedway, Charlotte Motor Speedway, Kansas Speedway and Texas Motor Speedway (where he ended Truex’s 1.5-mile win streak at five).

Mesh that momentum with a stress-free offseason minus a manufacturer switch, and it’s easy to see why Harvick could win a third consecutive race for the first time in his career.

“Coming into this year, we didn’t have to do all the things we had to do last year switching to Ford,” he told NBCSN’s Kelli Stavast in victory lane at Las Vegas. “This year, it was nothing but the car and the bodies and getting the setups fine-tuned from things we did at the end of last year. As we got in the playoffs and on 1.5-milers, our program really picked up. That has carried over into this year.”

While two unrestricted races is an admittedly small sample size, it also should be noted that Harvick and crew chief Rodney Childers rarely leave the competition guessing about their intentions – whether it’s in practices, qualifying, or races, they always are trying to be first. They tried sandbagging once after their dominant 2014-15 seasons resulted in countless trips to the NASCAR R&D Center, and Childers explained on the NASCAR on NBC Podcast why it was a mistake.

After a two-season dip in which they lacked the weekly world-beating speed the No. 4 had in their first two years together, Harvick and Childers seem to have regained the magic again in their fifth year.

Leading more than 2,000 laps as they did in ’14 and ’15 suddenly seems a real possibility again — but with a distinct twist that should leave rivals concerned.

Across those two seasons, Harvick had eight victories but an astonishing 19 runner-up finishes. His nickname is “The Closer,” but that moniker belies the fact that Harvick led the most laps without winning 20 times over the past four seasons – or roughly once out of every seven races.

In that lack of execution, Atlanta (where Harvick led the most laps for four straight years but hadn’t won since 2001) had been the most glaringly consistent example. His Feb. 25 victory bucking that trend might point toward the beginning of a career year.

Having led 49.4 percent of the laps in ‘18, it isn’t too early to ponder if Harvick might realize the unrealized potential from his first season with Childers when they should have posted a double-digit win total.

“This feels a lot like 2014, but this is a lot different team than 2014,” Harvick told Stavast (video of the interview above). “We made a lot of mistakes and could have won a bunch more races in 2014 if it wasn’t for mistakes, broken parts and all the new team blues we went through. This is a team that’s got that same speed in the cars with a lot of experience now together. Hopefully, it keeps rolling.”

He likely will keep rolling over the competition if it does.


Since January, Ford drivers privately had been predicting the new Optical Scanning Station inspection process would help shrink their gap to other manufacturers. The results at Las Vegas (six of the top 10 were Fusions) indicated their instincts were right, and the new common splitter also has been singled out as another reason for the seeming increase in parity.

Those changes didn’t happen as a direct result of Brad Keselowski’s lobbying NASCAR last year. But even without obvious cause and effect, the Team Penske driver has shown there can be benefits to thrusting a thorny topic into the public sphere (and absorbing the subsequent heat on social media and elsewhere).

Just as when he put Hendrick Motorsports on blast for its rear skew suspension advancements midway through his 2012 championship season, Keselowski’s goal wasn’t just getting NASCAR’s attention. In ’12, he made a “dual play” in subtly motivating his team to build the cars that won him the championship while also putting Hendrick in NASCAR’s crosshairs.

The optical scanning and common splitter almost certainly were happening independent of Keselowski’s blasts last year, but it didn’t hurt for him to keep the spotlight on Ford’s deficit, keeping it top of mind for NASCAR, Penske and other teams.

The manufacturer wars of the 1990s weren’t pleasant for NASCAR to officiate (they played a major role in driving the ill-conceived “common template” era), but it’s a juicy storyline that’s entertaining for fans and the news media to follow if there are participants willing to face the accompanying criticism and scrutiny that often accompanies speaking one’s mind with an opinion guaranteed to be unpopular in some quarters.

Keselowski’s willingness to put himself in the barrel pays off, and it’s good for NASCAR as well.


NASCAR is right in surmising that malfunctioning pit guns isn’t a good storyline, nor is it necessarily new, but it would be incorrect to suggest it isn’t newsworthy.

The technological advancement of pit guns has become a headline in recent years. When Hendrick Motorsports added one of Kyle Busch’s longtime tire changers in the 2015 playoffs, the focus was on the proprietary knowledge it would bring the team as much as his swiftness on pit stops.

The millions that began pouring into R&D to optimize pit guns was a factor in why NASCAR and the Team Owners Council collaborated on implementing a standardized version this season – and that’s changed the game on why the guns – and any problems associated with them – demand more attention now.

When a failure happens to equipment constructed by teams, it inherently will be less of a story because the reliability is incumbent upon them, and there are ways in which the risks could be mitigated.

That isn’t the case with the Paoli-manufactured pit guns. The responsibility ultimately will fall on NASCAR, which is why it’s imperative the problems get solved before they begin costing drivers points that might make the difference in the playoffs.


When was the last time Jimmie Johnson’s No. 48 team rebounded as well from in-race adversity as in Sunday’s 12th at Las Vegas? Probably the Oct. 21, 2012 race at Kansas Speedway, where the seven-time champion placed ninth after crumpling the rear of his Chevrolet with a Turn 4 crash midrace.

Much of the team personnel has been overturned since then (including longtime car chief Ron Malec, who left the road this year), but Vegas reminded that as long as Johnson and crew chief Chad Knaus remain the nucleus, it’s foolish to count them out even when facing the slimmest of odds.

But it isn’t Johnson’s spirit that should be questioned as whether he can adjust to settling for a finish subpar to his standards of excellence.

“At the end of last year and even in Atlanta I was trying too hard,” Johnson said after Vegas. “Just giving 100 percent and driving the car where it’s at and bringing it home is what I need to start doing. I have been trying to carry it and I’ve crashed more cars in the last six months than I have really in any six-month stretch or whole-year stretch.”

This was a point that NBC analyst Jeff Burton made on NASCAR America last week: Accepting a top 15 actually can be tougher than striving to keep a top five.

“How does a seven-time champion get that mentality? That’s a very difficult place to be,” Burton said (in the video below). “I’ve been where I expected to go win races and couldn’t finish on the lead lap. I had to take a step back and say we have to just finish 12th. That’s very difficult thing for someone as accomplished as Hendrick Motorsports.”

This is a tricky situation for Johnson, 42. He likely has only a few years left as a viable contender for a record eighth championship, but he also is trying to exhibit patience for three teammates who are at least 18 years younger and represent Hendrick’s future. The short-term suffering might feed the team’s long-term growth, but it also could preclude Johnson putting a championship capper on one of NASCAR’s greatest careers.


Johnson’s role as a mentor was name-checked by Harvick after his win at Atlanta. Harvick said he wanted to help groom the next generation of stars (“with so many of the young guys coming up through the ranks, and there’s so much to learn, but we have to teach them about it”), and he proved it on track when he let Hendrick rookie William Byron back on the lead lap near the end of the 30-lap run to the first caution at Atlanta.

Byron, whose No. 24 Chevrolet was perilously close to destroying his rear tires, said it was “a big favor” that he appreciated but also noted that he and Harvick had developed a good relationship.

“Yeah, it did catch me off guard,” Byron said of Harvick’s help. “I’ve known Kevin for a little bit and try to use him as a resource and talk to him sometimes.  I always find he is so logical, and he is so direct with what he feels and what he does. I think that is something all the young guys could learn from.”

It seems they have a willing teacher.


The CEO of one of Byron’s main sponsors, Axalta, caused a minor stir Monday when he suggested to the Sports Business Journal that NASCAR should consider shortening its races to a window of three hours because it works well in Formula One.

While the comparison wasn’t perfect (the imagery of a steak dinner on a yacht in Monte Carlo harbor rings hollow when juxtaposed against the merits of 500 rough-and-tumble laps at Martinsville), it again reminded why the argument for shorter races isn’t going away.

If that chorus grows from the decision-makers at companies with eight-figure annual investments in NASCAR, it’ll become that much harder for track promoters and presidents to argue that the interests of anywhere from 50-100,000 paying customers supersede those of various constituencies (from TV audiences to sponsors to NASCAR executives who acknowledge an increasingly shorter societal attention span).


Two crashes in three races weren’t how Kurt Busch envisioned a start to a season that is critical to his NASCAR future. He signed a one-year deal for 2018 late in the offseason with an understanding the next contract could be predicated on the first few months of the year.

“That’s what ultimately, in my mind, writes the signature on contracts is performance,” he said in an episode of the NASCAR on NBC Podcast that was taped in January. “If we come out of the box strong and win Daytona or are cranking out top fives, 2019 (and) 2020 should come together quicker.

“If we come out of the box stumbling and tripping, that’s going to create the question of what should be done in the future.”

Sunday’s crash at Las Vegas was uncharacteristic for a 2004 champion with impeccable car control, but Busch also said on the podcast that he welcomed the pressure.

“That’s what I like when your back is up against the wall and future isn’t guaranteed, you’ve got to go hard,” he said.

Long: NASCAR needs to quickly correct officiating issue from Texas

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NASCAR’s admission that it did not see William Byron spin Denny Hamlin under caution during Sunday’s Cup playoff race is troubling.

With video evidence of impropriety and Hamlin’s team vigorously arguing for relief, there were enough reasons for series officials to take a closer look at putting Hamlin back to second before the race returned to green-flag conditions. Or some other remedy even after the race resumed. 

Add the lack of access series officials had to Byron’s in-car camera— something fans could readily see at NASCAR.com and the NASCAR Mobile App — and changes need to be made before this weekend’s playoff race at Talladega Superspeedway.

While NASCAR should make every effort to judge matters between drivers regardless of their playoff status, that it was two playoff drivers involved in an incident demanded greater attention. With three races per round, one misstep can mean the difference between advancing or being eliminated. 

Just as more is expected from drivers and teams in the playoffs, the same should be expected of officials.

“If we had seen that (contact) good enough to react to it in real time, which we should have, like no excuse there, there would probably have been two courses of action,” said Scott Miller, NASCAR senior vice president of competition Sunday night. “One would have been to put Hamlin back where he was, or the other would be to have made William start in the back.”

Here is how the incident played out:

The caution waved at Lap 269 for Martin Truex Jr.’s crash at 8:19 p.m. ET.

As Hamlin slowed, Byron closed and hit him in the rear. 

Byron admitted after the race 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.

About 90 seconds after the caution lights illuminated, the USA broadcast showed a replay from a low angle of Byron directly behind Hamlin’s car and apparent contact. 

Contact can happen in multiple ways. It can come from the lead car hitting the brakes and forcing the car behind to hit them, or it can come from the trailing car ramming into the car ahead. The first video replay did not make it clear what caused the contact, making it difficult for any official to rule one way or the other based solely on that.

This also is a time when NASCAR officials were monitoring safety vehicles on track, checking the lineup and making sure pit road was ready to be open. It’s something NASCAR does effortlessly much of the time. Just not this time. 

A different replay aired on USA 11 minutes, 16 seconds after the caution that showed Byron and Hamlin’s car together. That replay aired about a minute before the green flag waved at 8:31 p.m. ET. Throughout the caution, Hamlin’s crew chief, Chris Gabehart argued that Hamlin should have restarted second.

But once the race resumed, the matter was over for NASCAR. Or so it seemed.

Three minutes after the green flag waved, the NASCAR Twitter account posted in-car video that showed Byron running into the back of Hamlin’s car while the caution was out. Such action is typically a penalty — often parking a driver for the rest of the race. Instead, Byron was allowed to continue and nothing was done during the rest of the event. 

After the race, Miller told reporters that series officials didn’t see the contact from Byron. 

“The cameras and the monitors that we’ve got, we dedicate them mostly to officiating and seeing our safety vehicles and how to dispatch them,” Miller said. “By the time we put all those cameras up (on the monitor in the control tower), we don’t have room for all of the in-car cameras to be monitored.

“If we would have had immediate access to (Byron)’s in-car camera, that would have helped us a lot, being able to find that quickly. That’s definitely one of the things we’re looking at.”

But it didn’t happen that way.

”By the time we got a replay that showed the incident well enough to do anything to it, we had gone back to green,” Miller said.

NASCAR didn’t act. By that time maybe it was too late to do so. But that’s also an issue. Shouldn’t the infraction be addressed immediately if it is clear what happened instead of days later? Shouldn’t officials have been provided with access to the in-car cameras so they could have seen Byron’s actions earlier and meted the proper punishment? Instead, Miller hinted at a possible penalty to Byron this week.

Miller didn’t reveal details but it wouldn’t be surprising to drop Byron in the field, costing him points. He’s 24 points from the cutline, so a penalty that drops him from seventh to 30th (the position ahead of Truex) could be logical and that would cost Byron 23 points, putting him near the cutline. 

Texas winner Tyler Reddick said something should have been done. He knows. He was parked in a 2014 Truck race at Pocono for wrecking German Quiroga in retaliation for an earlier incident.

“In William’s situation, whether he ran him over on accident or on purpose, there should be some sort of penalty for him on that side because he’s completely screwed someone’s race up, whether it was on purpose or not,” Reddick said. “I feel like there should be something done there.

“I’m sure (NASCAR will) make some sort of a decision. I’m sure there will be something they’ll address this week, updates, on NASCAR’s side. I’ll be curious to see what that is. We can’t really have this where you dump someone under caution, they go to the back and you don’t. That could potentially be an interesting situation in the future.”

Texas shuffles NASCAR Cup playoff standings

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Texas marked the fourth consecutive playoff race that the winner didn’t advance to the next round.

All three races in the first round were won by drivers not in the playoffs. Tyler Reddick won Sunday at Texas, a week after he failed to advance from the Round of 16 and was eliminated from title contention.

Texas did shake up the playoff standings. Chase Elliott entered as the points leader but a blown tire while leading sent his car into the wall, ending his race. He falls to the No. 8 spot, the final transfer position with two races left in this round. He’s tied with Daniel Suarez, but Suarez has the tiebreaker with a better finish this round.

Chase Briscoe, who scored only his second top 10 in the last 22 races, is the first driver outside a transfer spot. He’s four points behind Elliott and Suarez. Austin Cindric is 11 points out of the transfer spot. Christopher Bell is 29 points out of a transfer position. Alex Bowman is 30 points from the transfer line.

The series races Sunday at Talladega (2 p.m. ET on NBC).

 

XFINITY SERIES

Noah Gragson’s win at Texas moved him on to the next round. The win was his fourth in a row.

Ryan Sieg and Sam Mayer are tied for the final two transfer spots to the next round. Riley Herbst is one point behind them. Daniel Hemric is eight points from the final transfer spot. Brandon Jones is 13 points from the last transfer spot. Jeremy Clements is 29 points shy of the final transfer position.

The series races Saturday at Talladega (4 p.m. ET on USA Network).

 

 

CAMPING WORLD TRUCK SERIES

The series was off this past weekend but returns to the track Saturday at Talladega. Ty Majeski has advanced to the championship race at Phoenix with his Bristol win.

 

Winners and losers at Texas Motor Speedway

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A look at the winners and losers from Sunday’s marathon race at Texas Motor Speedway:

WINNERS

Tyler Reddick – Reddick isn’t acting like a lame duck. Headed for 23XI Racing in 2024 (if not sooner), Reddick now owns three wins with Richard Childress Racing, the team he’ll be leaving.

Justin Haley – Haley, who has shown flashes of excellence this season for Kaulig Racing, matched his season-high with a third-place run.

Chase Briscoe — Briscoe wrestled with major problems in the early part of the race but rebounded to finish fifth. It’s his second top-10 finish in the last 22 races.

LOSERS

NASCAR Officials – Scott Miller, NASCAR senior vice president of competition, admitted that series officials missed William Byron spinning Denny Hamlin under caution after Martin Truex Jr.‘s crash. Such a situation could have major playoff implications, although Miller hinted that series officials may still act this week.

Christopher Bell – Bell met the wall twice after blown tires and finished a sour 34th, damaging his playoff run in a race that he said was critical in the playoffs.

Kevin Harvick and Martin Truex Jr. – Harvick (finished 19th) and Truex (31st) were late-race victims of the day’s tire dilemma. Both crashed while leading.

Track workers  Somebody had to clean up all that tire debris.

Chase Elliott – Elliott remains a power in the playoffs, but he left Sunday’s race in a fiery exit after a blown tire while leading and finished 32nd. He holds the final transfer spot to the next round heading into Talladega.

 

 

Blown tires end race early for several Texas contenders

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FORT WORTH, Texas — A Goodyear official said that air pressures that teams were using contributed to some drivers blowing tires in Sunday’s Cup playoff race at Texas Motor Speedway.

Chase Elliott, Kevin Harvick and Martin Truex Jr. all crashed while leading after blowing a tire. Among the others who had tire issues were Alex Bowman, Chris Buescher Cole Custer and Christopher Bell twice. 

“We’re gaining as much information as we can from the teams, trying to understand where they are with regard to their settings, air pressures, cambers, suspicions,” said Greg Stucker, Goodyear’s director of racing Sunday. “For sure I can say without a doubt air pressure is playing into it. We know where a lot of the guys are. Some were more aggressive than others. We know that plays a part.

MORE: NASCAR says it missed William Byron spinning Denny Hamlin under caution 

“I’m not saying that’s the only thing, but it’s certainly a factor, so we’re just trying to understand everything else that is going on with regard to specific teams. We know a lot of guys have not had issues. We’ve had guys put full fuel runs on tires, but, obviously, other guys have had issues. We’ll be working with them to try to sort through that is.”

Eight of the 16 cautions were related to tire failures that caused drivers to spin or crash.

“It’s not a good look, that’s for sure,” Ryan Blaney said of the tire issues others had. “How many leaders blew tires tonight? Three or four?

“You just don’t understand what is making these things do that. From last week to this week, it’s really unfortunate. It’s just luck now.

“You never know if you’re going to blow one. You go into (Turn) 3 almost every lap with 40 laps on your stuff and I don’t know if one is going to blow out or not. That’s not safe. That’s for sure. Running (180) into (Turn) 3 and the thing blows out and you have no time to react to it. It’s unfortunate. I hope we can figure that out.”

Blaney said he was confused that the tires were blowing partly into a run instead of much earlier.

“It was weird because those tires didn’t blow right away,” he said. “Like the pressures were low. They blew like after a cycle or two on them, which is the weird thing.”

Asked how he handles that uncertainty, Blaney said: “Nothing I can do about it. Just hope and pray.”

After his crash, Elliott was diplomatic toward Goodyear’s situation:

“I’m not sure that Goodyear is at fault,” he said. “Goodyear always takes the black eye, but they’re put in a really tough position by NASCAR to build a tire that can survive these types of racetracks with this car. I wouldn’t blame Goodyear.”

Tyler Reddick, who won Sunday’s race at Texas, said his team made adjustments to the air pressure settings after Saturday’s practice.

“We ran enough laps, were able to see that we had been too aggressive on our right front tire,” he said. “So we made some adjustments going into the race, thankfully.”

This same time was used at Kansas and will be used again at Las Vegas next month in the playoffs. 

Reddick is hopeful of a change but also knows it might take time.

“I just think to a degree, potentially, as these cars have gotten faster and we’re getting more speed out of them, maybe, hypothetically speaking, we’re putting the cars through more load and more stress on the tire than they ever really thought we would be,” he said. 

“I know Goodyear will fix it. That’s what they do. It’s going to be a process. I know they’re going to be on top of it. Hey, they don’t want to see those failures. We don’t want to see them either. They’re going to be working on looking through and trying to find out exactly what is going on. We’ll all learn from it.

“It’s a brand-new car. It’s the first time in the history of our sport we’ve gone to an 18-inch wheel and independent rear suspension. All these things are way different, diffuser. All these things, way different. We’re all learning together. Unfortunately, just the nature of it, we’re having tire failures.”