Ryan: The secret to success for NASCAR’s smartest man? It’s simple

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The smartest man in NASCAR doesn’t care if you think he’s clever.

Actually, he’d probably prefer you think he’s a moron.

“Yeah, we’re not that smart,” Cole Pearn replied in that wonderfully dry wit when asked if he and Martin Truex Jr. communicated in code on the duplicitous pit stop that carried their victory Sunday at Sonoma Raceway. “We probably would screw it up.”

MORE: The story of how Cole Pearn got that large gash on his forehead

The self-deprecating answer playfully obfuscated the obvious: Pearn won by brilliantly fooling rival crew chief Rodney Childers into bringing Kevin Harvick from the lead into the pits earlier than planned.

The No. 78’s only path to victory lane was by virtue of getting off-sequence from the fastest car in the race, which means the defending series champion won by staying true to the core belief underpinning the team’s run of wild success the past three years.

Do what the other guy isn’t doing.

Furniture Row Racing adheres to that philosophy in spades.

It’s the only Cup team based in Denver, Colorado, a few thousand miles from a 100-mile radius in North Carolina that contains (and some might say sometimes constrains) the rest of the field.

–It’s a one-car powerhouse in a series where bigger always has been regarded as being better.

–It’s a strong-willed group that embraces the anti-establishment; outcasts who didn’t fit in at other outfits because they exist outside the norm.

Do what the other guy isn’t doing.

It’s a simple approach but yet also sophisticated – a dichotomy that makes perfect sense when viewed through the prism of meshing high-tech engineering principles that put cars in front and the gut-busting instincts that determine if they stay there.

The Cup garage is a breeding ground for groupthink. Haulers are parked inches apart on endless swaths of pavement, encouraging everyone to cheat off each other’s work. Even in a championship structure that rewards gambling for victories, the tendency of staying between the lines seems more prevalent than ever.

At Richmond, more than a dozen cars had an opportunity to gamble on a golden ticket to the playoffs, and yet none did.

At Michigan, only the winner even went slightly outside the norm despite literal storm clouds that hung over the notion of playing it safe (which had some crew chiefs tellingly blaming their weather apps).

There is logical grounding for this trend. More data is being crunched with algorithms and simulations to determine courses of action than ever. And if you step outside the lines and get risky with your strategy, you still can be punished.

All of which makes what Pearn did Sunday at Sonoma even more impressive: He didn’t just do something unconventional, he did it by forcing the competition off its game with a mind trick (“This is not the pit strategy you are looking for”) that would have left Obi-Wan blushing.

It’s how the No. 78 Toyota team turned the series on its ear and won a title last season: By constantly staying a step ahead of where its rivals wanted to go.

In 2018, the results haven’t been as bountiful, but the team’s spirit remains strong – underscored by something as amusing as a massive power saw. When your gadgetry is still being banned by NASCAR, it’s a sign of how effective you are in outmaneuvering the opposition – particularly at the tracks where being tactical is critical.

Truex now has led the most laps in three consecutive road-course races, the longest streak since Tony Stewart in 2004-05. His win was the first on three stops by a Sonoma winner since Carl Edwards in 2014.

Do what the other guy isn’t doing.

And use a dash of humility and understated bravado to help undersell it.

“It’s tough,” Pearn said. “Everybody is so good in this, it sometimes takes something different to mix it up to pull one out.”

Pearn’s right. It does take something different.

It takes boldness and brains.

He has both – and is using them to a degree currently unmatched by any crew chief in the Cup Series.


Kevin Harvick is a smart guy, too. But he sometimes disguises that intelligence, particularly when he intentionally tries to cover for his team.

This happened Sunday when he was asked about Pearn snookering his team with the final pit stop.

“It didn’t affect our day at all,” Harvick told reporters with a straight face in his postrace media center interview. “I don’t think it would have been any different of an outcome.”

As a star who has been taken his share of criticism for assailing many of his past teams’ pit stops and tactics throughout his career, give Harvick credit for abstaining from any further piling on of Childers and company.

But his assessment of Truex’s strategy was spurious at best. Childers told Harvick on the team radio that he was outwitted by Pearn. If the No. 4 Ford had pitted within a lap or two of Truex, Harvick easily had the long-run speed to win Sonoma for the second consecutive year.

Since 2014, no one has been better than Childers and Harvick at consistently fielding fast cars in Cup, but it’s been well documented that they also have left some wins on the table.

The sting of Sonoma will linger, but the No. 4 team has learned to shrug off the disappointments, in part because Harvick is willing to go to bat for his team and its leader in a way he didn’t as often before joining SHR.


The Big Three – Truex, Harvick and Kyle Busch – have been established for a while as the triple threat to win the championship in NASCAR’s premier series. At least two of those three have finished in the top five of the past six races.

But it’s time to add Clint Bowyer’s name and rebrand the title favorites as a foursome. The Stewart-Haas Racing driver’s third at Sonoma marked his first back-to-back top fives in a year, and it’s more than just Bowyer’s numbers that are turning heads.

He’s comfortable at SHR, has learned to trust crew chief Mike Bugarewicz and has rediscovered a tenacity that’s been lacking since his best season in 2012.

NBCSN analyst Jeff Burton recently picked Bowyer as the driver most likely to join Truex, Harvick and Busch in the championship finale. This was on a NASCAR America episode before Bowyer’s breakthrough at Michigan two weeks ago.

Burton also was way ahead of the curve in predicting Bowyer would emerge as a championship contender. Two days before Bowyer’s inaugural win Sept. 16, 2007 at New Hampshire Motor Speedway, Burton said his Richard Childress Racing teammate (then in his second year in Cup) was “the future of our sport.”

Nearly 11 years later, and after five winless seasons mostly wandering in the Cup wilderness, the future seems to have returned.


A curious moment occurred when the yellow flag flew with four laps remaining in the second stage Saturday night during the Camping World Truck Series race at Gateway Motorsports Park – and stayed there.

The caution that began on Lap 67 was for the slowing truck of Matt Crafton, whose Ford apparently had a mechanical problem. It stopped at the entrance of the pits but was rolling again with more than two laps left in the stage, which ended after Lap 70. A NASCAR spokesman said the stage wasn’t restarted because the pits couldn’t be opened.

Of course, opening the pits didn’t matter two weeks ago at Michigan International Speedway, where NASCAR kept the pits closed during a two-lap yellow and instead opted for a one-lap restart. Cup Series director Richard Buck told reporters that NASCAR’s policy was to make every attempt at ending stages under green.

Yet for some reason, there was no such alacrity at Gateway despite a caution that required no discernible cleanup. The second and final stages were bridged by a nine-lap caution that was the race’s second-longest (and longer than three cautions involving multicar crashes).

While it’s admirable to attempt to end stages under green, the policy should be consistent. If opening the pits wasn’t necessary at Michigan, it shouldn’t have been at Gateway.


Bid the drafting package goodbye until 2019 (and maybe forever – out of sight, out of mind is a racing truism, and there’ll be limited Cup lobbying of it for months), let’s lament again what its absence means for Indianapolis Motor Speedway.

The 2017 edition of the Brickyard 400 was among the best in history, in large part because the two best cars were eliminated when Kyle Busch and Martin Truex Jr. crashed on a restart while racing for the lead.

NASCAR has been racing at Indy for a quarter-century, and last year’s finish was easily the most memorable. But it felt more circumstantial than a trend, and the success of last year’s Xfinity race with the aero ducts and plates demanded trying it in Cup (as did the overwhelmingly positive reviews of the All-Star Race).

It’s understandable why the package won’t be used elsewhere, but IMS is the most important racetrack in the world, and NASCAR needs to put on a show that rivals the Indy 500.

The fact that the race will make its debut as the regular-season finale should have only heightened the case for using the drafting package at Indy. With so many playoff points positions potentially up for grabs, a repeat of the quasi-pack racing in the All-Star Race would have been a welcome sight in enhancing the dramatics.

There are only two years left in NASCAR’s sanctioning deal with Indy, and the decision to punt on the aero package reduces the chances of the Sept. 9 race delivering the needed narrative change that would help in securing a long-term future.


A few other stray musings from a Sonoma race whose 10.5-second margin of victory belied the fact that it still felt thrilling (a caution flag in the last 20 laps would have turned Pearn’s strategy upside down, after all):

–Finishing eight spots behind Ricky Stenhouse Jr. wasn’t ideal, but Trevor Bayne made a mostly respectable return to the No. 6 Ford after a five-race absence (he was the highest qualifier for Roush Fenway Racing last weekend). Bayne almost certainly isn’t returning to Roush next year, but he still has much to play for, especially if he can shop the AdvoCare sponsorship to his next employer (whether it’s the Cup or Xfinity series).

–So much has been made of the deficiencies of Chevrolet teams and the new Camaro, competitive developments involving the Ford lineup have gone overlooked. Sonoma’s finishing order reaffirmed a clear hierarchy for the Blue Oval: It’s Stewart-Haas Racing first in class, then Team Penske and Roush.

Good on him taking heat for missing a shift, but AJ Allmendinger didn’t deserve all the blame after his team inexplicably pitted off sequence from the fastest cars, playing for stage points instead of the playoffs (a win is the No. 47 Chevrolet’s only option, and Sonoma is one of two tracks Allmendinger is most likely to get it). If he made an uncharacteristic mistake while trying to scramble toward the front, it was understandable under the circumstances.

The number of winners through 16 races indicate there seemingly is less parity in NASCAR’s premier series than at any point in 40 years, and there’s nothing wrong with that. Familiar faces at the front don’t diminish plotlines so long as some measure of equality is retained among contenders. Sonoma proved that … and if an underdog sneaks into the picture, it just makes it that much more compelling of a story.

Friday 5: Clash at Coliseum provides a reset for RFK Racing

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Mired in traffic was not where Chris Buescher expected to be. Sure, he knew that racing 22 cars on a quarter-mile track inside a stadium that has hosted the Super Bowl, Olympics and World Series would put him in tight confines, but when the green flag waved for last year’s Busch Light Clash at the Los Angeles Memorial Coliseum, Buescher was in traffic on the freeway.

He was headed to the airport — along with the rest of RFK Racing. 

Both Buescher and team owner Brad Keselowski failed to make last year’s feature, sending them home earlier than expected.

“A punch to the gut,” Buescher told NBC Sports.

NASCAR’s return to the Coliseum for Sunday’s Clash is not a redemption tour for RFK Racing, said Jeremy Thompson, the team’s vice president of race operations. He calls it a reset.

That’s what last year was thought to be with Keselowski leaving Team Penske to become an owner/driver of an organization that had gone more than four years without a points victory before 2022. The Clash was a chance for RFK Racing to show its new direction.

Instead, RFK Racing and Spire Motorsports were the only multi-car teams not to have a car in the feature.

“Yes, it was not a points race, but it just looked bad,” Buescher said. “And it was bad. It hurt our feelings more than anybody else’s, I promise.”

Through that disappointment, lessons were learned.

“We didn’t have a lack of hunger that was holding us back,” Keselowski said of last year’s Clash. “We had a lack of understanding our vehicle dynamics. Understanding was just not good enough on a lot of levels.

“We continue to invest in resources and people to continue to push that forward to where we can go to events like that and feel that we’re a threat to win and we’re not just trying to make the race.

“I don’t think I understood that when I came in, where we were at as a company on the vehicle dynamics side.”

It was clear immediately that Buescher and Keselowski were in trouble. Buescher was 21st on the speed chart in practice; Keselowski was 33rd of 36 cars. 

“The car bounced so bad that I thought we were going to rip the transmission right out,” Buescher said of last year’s Clash weekend. “We spent all of practice trying to make the car just drive in a circle vs. trying to make it faster. We missed … before we ever left (the shop).”

Said Thompson about last year’s Clash: “I felt like our effort going into that was exceptionally high. We left no stone unturned. We just turned over some of the wrong stones.”

Two weeks later, both Keselowski and Buescher won their qualifying races at Daytona, but there was much work to do to overcome flaws with other parts of their program.

“We’re pushing really hard on vision and values of what it takes to be a high performer at this level, whether that is getting all the details right in the shop or on the road,” Keselowski said.

RFK Racing learned from its struggles early in the season, particularly with its short track program. Buescher, who had never placed better than 16th at Phoenix at the time, finished 10th there last March, a little more than a month after the Clash. He called his top 10 that day “a small win.”

Progress continued but it was not quick. Buescher placed third at Richmond last August before winning the Bristol night race in the playoffs. Keselowski was seventh at New Hampshire last July and won the first stage at the Bristol night race in September before a flat tire ruined his chances.

Keselowski acknowledges that turning RFK Racing into a team that can contend weekly for wins will take some time, but he sees progress.

“We’re not everywhere we need to be, but we definitely have a plan to get there,” he said. “Navigating that plan is challenging, but we’re on a path.”

2. Why not more horsepower?

NASCAR will take what it learned in last week’s Phoenix test to the wind tunnel on Feb. 13. If the wind tunnel test of short track enhancements goes well, changes could be implemented before the April 2 race at Richmond.

The changes being tested in the wind tunnel are a smaller spoiler (2 inches) and some adjustments to the underbody of the car. 

Still, one suggestion drivers often make is to give them more horsepower.

“I think there’s a misconception that we could take the existing engines and just throw 200 horsepower in it,” said John Probst, NASCAR’s chief racing development officer, in response to a question from NBC Sports. 

“We do have multiple-race engines today that we have to keep in mind. (More horsepower) is something that we are actively discussing, but, obviously, we don’t do that in a vacuum. We do that with the engine builders.

“But anybody that has been around, we’ve raced high horsepower and low downforce before and ended up at some point in time deciding to go away from that to get more entertaining racing. … I think we’re open to entertaining any horsepower gains that we can get with our current (engine) architecture, but anything beyond that is actually not something that can happen quickly.”

Probst later said that keeping the engines in the current horsepower range could prove helpful for any manufacturer looking to join the sport.

“One of the reasons we landed on the horsepower range we’re in now is to try to land in areas that have existing racing engines designed for them, similar to our current (manufacturers),” Probst said. “We’re not hiding from the fact that we would like to encourage some new (manufacturers) to come in. That is part of the equation for that whole thing. I’m not saying it’s the driving reason, but it is a consideration.”

3. Crossing the line

The quarter-mile oval in the Los Angeles Memorial Coliseum will provide plenty of chances to hit bumpers, doors and other parts of the car Sunday.

But there’s a line between short track racing and racing without respect. 

For Ryan Preece, who is running his first race in the No. 41 for Stewart-Haas Racing this weekend, there is a clear divide.

“There’s certainly a way to go about it in quarter-mile racing where you can pass somebody without hitting them,” said Preece, a veteran of racing modifieds in bullrings. 

So how does he tell what’s crossing the line on a short track?

“If somebody drives into me getting into the center of the corner, they’re in control of their race car at that point,” Preece said. “So that or door slamming somebody, not even trying to make the corner, are two good examples (of not racing with respect).”

Preece relies on a lesson he learned racing modifieds with how to race in close quarters.

“I’ll never forget this, I was at Thompson (Speedway) and I used (seven-time modified champion) Mike Stefanik up pretty well into Turn 2 with probably six or seven laps to go, trying to chase down the leader. It didn’t happen. 

“I said, ‘Oh, hey man, I’m sorry. I had to do what I had to do for my team.’ He looked at me and said ‘Well, what about my team? What about the guys I race with?’ 

“I think that day really helped me understand that side of things. You want to race with as much respect as you possibly can. There’s a way to do it, a way to race somebody hard but not overstep the line.”

4. On the same page

Ty Dillon moves to Spire Motorsports this season as a teammate to Corey LaJoie.

Dillon will drive the No. 77 car, which has never finished in the top 30 in car owner points since its debut in 2019. The best the car placed was 31st in owner points in 2021.

Dillon says he has confidence in building the program based on Spire Motorsports’ approach.

“We aren’t unrealistic about where we are,” Dillon told NBC Sports.

But he also said that management has workable goals.

“We said, ‘Hey, here’s where we stand in the spectrum of the race teams,’ ” Dillon said. “Here’s our goals. Here’s what we believe we can accomplish. The structure of what everybody knows and how we’re all pulling in the same direction is a real confidence (boost).

“We know we’re not going to be the team that competes every single weekend for wins, but we’re going to be the best at who we are. Over time, people are going to say, ‘Damn, Spire has taken a step.’ … We’re long-term focused and everybody’s on the same page as that.

“I’ve been a part of a team that said, ‘Hey, we’re wanting to build something.’ Well, you get 10 races in and they haven’t won a race and they’re throwing everybody out the door.”

Dillon said the “realistic, genuine expectation” at Spire Motorsports makes this situation feel different for him.

“The hope and optimism is knowing that we’re all on the same page,” he said.

5. Rule book changes 

NASCAR announced a series of rule changes this week and stated that it would outlaw the video game move Ross Chastain made on the final lap of last year’s Martinsville race. 

NASCAR also made a number of changes to the rule book this week.

Among those:

— Intentionally damaging another car on pit road could lead a Cup driver to be penalized 25-50 points and/or 25-50 owner points and/or $50,000 – $100,000 fine. Last year, intentionally damaging another car on pit road could lead only to a fine of $25,000 – $50,000.

— Member to member confrontations with physical violence and other violent manifestations could result in a fine and/or indefinite suspension or membership revocation. Last year, such an infraction was listed as incurring a penalty of 25-50 driver and/or team owner points and/or a fine of $50,000 – $100,000. Violations also could result in a race suspension(s), indefinite suspension or termination.

— In the past, if a car could not go when it was time to make a qualifying attempt, it was put on a five-minute clock to do so. That’s changed this year. Now, the clock will be no more than one minute unless it is a safety issue. 

Also, NASCAR listed the length of each Cup race. The inaugural Chicago Street Course Race is scheduled for 100 laps.

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.