Kenseth and Bayne will share the No. 6 Ford with Kenseth making his 2018 debut May 12 at Kansas Speedway. What’s in store for them both beyond this season is unknown.
When Kenseth talked with NASCAR America’s Marty Snider after the announcement, he had yet to talk with Bayne about their new situation.
“I’ve known Trevor for a long time,” Kenseth said. “Trevor is a great, great guy. Nobody likes being in the spot he’s in necessarily right now. But I think after he thinks about it for a few days and what he really desires and what he wants out of it, knowing Trevor, I think he’s going to come in and work even harder and try to be better. So I’m looking forward to having that conversation.”
Bayne’s prospects going forward were discussed on the latest NASCAR America Debrief podcast episode with Dale Earnhardt Jr. and Steve Letarte.
Both agreed the 2011 Daytona 500 winner will need to work to “rebuild his reputation” as a driver, with Letarte comparing Bayne’s potential future to the career of JR Motorsports’ Elliott Sadler and Earnhardt likening it to Justin Allgaier‘s.
“Trevor Bayne’s in a position much like Justin Allgaier was in years ago where he’s got a partner that believes in him in AdvoCare,” Earnhardt said. “If I’m him, I’m on the phone with them right now and talking to them, ‘Do you want to work with me in the future, we can go over here and look at this opportunity or look at this opportunity in Xfinity or the Truck Series,’ wherever it is. I would be trying to make sure I have a very strong relationship with them because that’s going to be the key to making any move to continue his driving career.
“He’s unlikely to get an opportunity that’s rewarding without some financial support.”
Earnhardt added: “He has to rebuild his reputation as a race car driver and that’s the only way to do it, is to go win races and run well.”
Letarte said he believes the situation between Kenseth, Bayne and Roush Fenway is “past awkward” given Bayne’s results. He has run in the top 15 in 10.5 percent of the laps run this season. Bayne’s average finish is 23.9 — compared to 19.5 last year — and he ranks 25th in the series in average running position (23.0).
“I think if anybody finds this awkward, then shame on them,” Letarte said. “Let’s just be honest. Stats tell a pretty accurate story. Comparing your teammates, comparing the field, there’s a hundred different ways you can do this. If at any point Trevor Bayne is shocked or anything like that, then shame on his own management team and Roush Fenway for leading him down this path of disbelief that everything was going to be OK.
“Should he be upset? Sure. Emotion comes into it. Is it going to be awkward the first time they meet? Yes. But I think Trevor Bayne should be and I will say is smart enough to realize, ‘the more awkward this is, the worse it probably is for me.’ ”
Letarte also assessed how he viewed Kenseth’s return for the future health of Roush Fenway despite the lack of detail about how long the deal is with the 2003 series champion.
“I love the fact that they didn’t try to put structure around everything,” Letarte said. “Not every road trip can be planned, A -to-B, every stop. Sometimes you have to say, ‘Hey man, it’s cold here, we’re heading south, we’re going to get on 85 and see where we go.’ And that’s what I heard from Roush Fenway. ‘Where we’re at is no good. We’ve been to the right and it’s no good, so we’re going to go to the left and that involves Matt Kenseth.”
Earnhardt believes Kenseth will return to Roush next season as the full-time driver of the No. 6.
“That’s my hope if I’m an owner of the car, that this change brings performance,” he said. “I think that’s what Matt wants. And Matt said that he doesn’t think he’s a long-term solution for the 6 car. He sees an opportunity to try to improve the team and help the team on all fronts.
“He comes in there and does really well in the car, fires up some partners, sparks some interest from Corporate America to get involved in the team, and then they can move on to the next season with Matt as the full-time driver. I don’t believe you keep Matt and Bayne together as a part-time deal. That doesn’t happen.”
Twice this year Kyle Busch has been denied a chance at victory thanks to a pit road penalty (speeding in the Cup race at Las Vegas, tire violation in the Xfinity race at Auto Club Speedway)
But a speeding penalty in Sunday’s Cup race at Auto Club Speedway wasn’t enough to keep Busch from Victory Lane and 200 national NASCAR series wins.
The speeding penalty on Lap 123 and how Busch and his team responded to it is this week’s “Turning Point” on NASCAR America.
Steve Letarte, Jeff Burton and Dale Jarrett discussed how Busch navigated the rest of the race after restarting 18th.
Letarte said the tone for the final stretch of the race was set by crew chief Adam Stevens’ counseling of Busch before the green flag and throughout the rest of the race.
Stevens told Busch, “We’ll get back up here in the top 10 in a handful of laps, get a couple of cautions and get right back in it.”
Said Jarrett: “(Stevens) knew how much he beat himself up after Las Vegas for the mistake he made there. But look at the moves (Busch) made here (on the restart). This doesn’t look like to me a driver who listened to any of that.”
As the final stage played out, Busch went from 10th to fifth in 23 laps, while the gap between him and race leader Brad Keselowski grew.
“Now he has a choice,” Letarte said. “You can try to short pit Brad Keselowski, I feel that would be futile. Brad knows who he’s racing, he’d short pit on top of you. Instead he runs long and he lets Brad come to pit road first.”
But Stevens was right. A caution would wave on Lap 165 for debris during the green flag stops and while Busch was leading.
After he pit under caution, Busch restarted second with 30 laps to and took the lead five laps later.
Watch the above video for the full segment.
Ryan: Which teams have mountains to climb after West Coast Swing?
As NASCAR leaves the land of Hollywood, hopefully it also will be shaking its “Being John Malkovich”-esque meta feedback loop that has been on repeat for two race weekends with a dizzying relentlessness.
Maybe there are other things happening in NASCAR that are worthy of further examination with the completion of the fourth annual Nevada-Arizona-California hopscotch?
Running through a few of them:
–This is the first time in 19 years that Hendrick Motorsports has yet to record a top five through the first five races (and that 2000 team had one fewer car).
After a mediocre start to 2018 in the Camaro’s debut, the team somehow seems in the same straits with the model this season while adapting to the 2019 configuration of lower horsepower and higher downforce.
Because of the hurdles in running three consecutive races more than 2,000 miles from the industry’s Charlotte hub, it was expected that course-correcting any car deficiencies would be more difficult than it already is.
Never mind the expense of changing on the fly, it’s logistically impossible to make significant updates to cars while trying to ship them to the other side of the country amid a carefully coordinated and highly regimented plan of hauler swaps and highway gymnastics.
The March 31 race at Texas Motor Speedway will be the first 1.5-mile race in which teams have been able to digest everything learned in real-world conditions and apply them to their cars.
If Chase Elliott, Alex Bowman, William Byron and Jimmie Johnson leave Texas without a top five, it won’t be the end of the world for Rick Hendrick’s squad. Last year, it took until August for Elliott to earn the first of three victories for the team, and Hendrick has an Optical Scanning Station in house (it didn’t a year ago), along with a better grasp on its personnel restructuring that occurred before the 2018 season.
All four drivers have run well at times this season, too, and Phoenix was a major rebound in qualifying.
But a collective one top 10 across 12 starts at Atlanta, Las Vegas and Fontana is troubling and indicative that much work remains to be done for a storied organization that takes great pride in its 12 Cup championships.
–Stewart-Haas Racing didn’t miss the boat as much with its new Mustangs, but its lead driver also was chalking some of his recent success up to being a veteran.
“I don’t think as a group we feel like our cars are where they need to be but that experience has led to decent finishes so we can change the things we want to when we get home,” Kevin Harvick said two days before his third top five and fourth consecutive top 10 this year. “Experience is always going to matter.”
So is money and sponsorship, which is why Stewart-Haas, Hendrick and other high-budget teams will be well positioned to retrofit their cars (or perhaps rebuild them entirely). Harvick estimated there could as many as a half-dozen combination of car styles that will need to be developed and require “an extreme amount of work” for the armies of engineers employed by teams.
“I think we are seeing some of the unintended consequences of this package,” he said. “It isn’t what everybody expected from the testing with the drafting and low drag and things you are prepared for. I feel like we have had top five, top three cars (at Atlanta, Vegas and ISM Raceway). They are just not quite winning cars.
“It is really just a survival game at this point trying to keep up with the schedule. We are learning at such a rapid pace right now that the changes to the car will be extreme by the time you get to Texas. … One of the things that caught a lot of people off guard are the differences you will have to have from race track to race track with the things you do to the car and how they work. The workload is going to be absolutely extreme on the race teams this year.”
–According to one crew chief whose team has figured out the 2019 package as well as anyone, body construction and rear ride heights are the keys to hitting the right combination of downforce and balance.
Paul Wolfe, whose No. 2 Ford posted a first, second and third with driver Brad Keselowski on the big ovals since Daytona, said his team still is finding the handle on this season’s setup, but those areas have been the most impact.
“There is a window there where you can change your rear ride height to change your drag, but that also changes the overall balance of your car,” Wolfe said after Saturday practice at Auto Club Speedway. “So then, your mechanical balance to go with the aero balance could be different. Some guys may have gone down the path of really trimming their cars out with their body build and then when you get (to Fontana), you just can’t put downforce back in it enough to be good at the tracks where you need to start to lift (off the throttle) because of tire fall off.
“There are a lot of options and lots of different things to do. It is about trying to understand not only being fast by yourself but how these cars seem to get extremely tight or they could get loose in the dirty air.”
“It didn’t work in trucks, it didn’t work in Xfinity, and I don’t know why anybody thought it was going to work in the Cup Series,” analyst Jeff Burton said Monday on NASCAR America.
If the strategy for having it work this time was “let’s hope that drivers and teams will do the right thing and choose the path that will benefit the greater good of fan entertainment instead of stubbornly sticking to their selfish performance interests,” well … that’s hopeless.
OK, we give in: here’s ONE note on Kyle Busch (for Rowdy Nation and all its lovers/haters).
For the second consecutive week, Busch joked about the possibility of driving for a Formula One team as the last undiscovered country of his racing career (well, aside from if he ever gets around to the Indianapolis 500).
It seems an unlikely prospect because “nobody from F1 is calling.
“They’re going to have to spend a lot of money to buy me out of Joe Gibbs Racing, that’s for sure,” said Busch, who recently signed a multi-year extension that probably takes him through at least 2022 in the No. 18 Toyota. “I don’t know if it’s worth their investment. … I’d love to be able to give it a shot and kind of see. I don’t foresee the opportunity really blossoming.”
“It’s definitely something I wouldn’t shoot down,” Busch said in 2009. “If I could win a championship (in NASCAR) in the next two or three years then I wouldn’t mind going doing (F1) for a few years and coming back. I think I’d still be young enough that if I could win a championship by 25, go run Formula 1 for a few years and be back (in NASCAR) by 28.”
That window has closed for Busch, who turns 34 in May.
But he doesn’t sound as if someone who has completely closed the door on considering the possibility again. So in the unlikely event an F1 team wanted to take a chance on a NASCAR champion in his late 30s …
Typically, such arrangements don’t happen with drivers crossing manufacturer lines. But the time and travel constraints of the Fontana race made Custer (a native of nearby Orange County who had lingered after his Ford won Saturday’s Xfinity race) the easiest choice.
In the “corporate teammates” era in which automaker hardball on brand loyalty often is a barrier to drivers moonlighting as often as yesteryear, it was refreshing to confirm it doesn’t preclude a common-sense decision such as this.
Fontana again stirred some passionate debate about the efficacy of the 2019 rules package, which virtually has guaranteed wild restarts but also has produced a surprising amount of green-flag racing (there’s been one crash that could be considered “multicar” – and even that was a stretch – over 1,300 miles at Atlanta, Las Vegas and Fontana).
Two more points seem relevant:
–Kyle Busch’s 2.354-second margin of victory was a fraction of Martin Truex Jr.’s 11.685-second thumping at the same 2-mile oval last year.
–If you are advocating dumping the tapered spacers that limit horsepower to 550 at tracks such as Fontana, here’s your friendly reminder that restoring last year’s horsepower numbers would take a herculean effort by engine manufacturers who have already mapped out months of inventory at the current parameters. Reverting to 2018 probably would require months of hardware and logistical challenges.
Today’s episode of NASCAR America airs from 5-6 p.m. ET on NBCSN and will recap all the action from the weekend’s racing at Auto Club Speedway.
Steve Letarte is joined by Jeff Burton and Dale Jarrett.
The trio will dissect the turning point of the race and discuss what happened Friday in qualifying.
If you can’t catch today’s show on TV, watch it 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.