Ryan: What we learned about the 2020 schedule, Drivers Council and dirt racing on Daytona 500 Media Day

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DAYTONA BEACH, Fla. – The moods were pleasant. The quotes were incisive. The topics were lively.

On the hypothetical Richter scale that monitors “How is NASCAR doing entering a pivotal 2019 season?”, Daytona 500 Media Day registers barely a tremor for its tenor and ultimate significance.

It’s intriguing to absorb the musings of every driver in the Cup Series on myriad subjects, but the reverberations are inherently limited.

The overarching storylines of Speedweeks 2019 will be determined by the quality of racing over the next four days – and after a lackluster Clash, there is a desperately gaping void in the action at Daytona International Speedway and many questions about whether the swan song for the restrictor-plate package can fill it.

Yet during seven hours of nonstop interviews in the Daytona 500 Club, NASCAR Nation still seemed in a good place Wednesday.

Before the green flag falls on tonight’s qualifying races, here are five takeaways from Daytona 500 Media Day.

–Schedule speculation: Aside from Clint Bowyer’s controversial hot take on the family dynamics of Disney World, one of Wednesday’s biggest social media firestorms emerged from Denny Hamlin’s pointed comments on whether NASCAR should consider shorter races.

Hamlin is one of many drivers willing to discuss it, which says that NASCAR likely is moving down that road as it hashes out the 2020 schedule that is expected to look much different than 2019.

NASCAR president Steve Phelps shed more light on it during a SiriusXM interview Wednesday morning, suggesting the ’21 schedule will have more impact as far as new tracks, but next year will bring some significant changes (namely, that the Daytona 500 might not open the season, which is probably why the proposed elimination of the Clash is being floated more publicly).

“We’re not going to make everyone happy, but we’re looking at what (fans) want,” Phelps said. “We’ve heard from the fans, ‘Hey it would be great to have more short tracks, more road courses.’ Those types of racetracks, they believe they’re seeing the best racing. When we look at ’21 and beyond, those are things we’re taking into consideration. I try to tease this a little bit, but I think we’ll have meaningful changes even in ’20 and then more meaningful changes in ’21.”

NASCAR is limited on switching up venues in ’20 because it marks the end of the five-year sanction agreements with all tracks on the Cup circuit. “So we are going to be running the same places,” Phelps said. “The question is, are we going to have them in the same order? When we start, when we finish the season. Those are all things we’re looking at.”

–A new car: The chatter is growing about the Gen 7 car in recent weeks with manufacturers and NASCAR confident of putting the new model on track by the 2021 season.

That timeline seems ambitious to Kyle Busch, who revealed why with another nugget: The Gen 7 might have an independent rear suspension, which is common to many motorsports series but would mark a radical departure for NASCAR. “That would be a complete overhaul of anything we’ve ever done in our sport,” Busch said. “I’m not sure where all that lands.”

Neither does Brad Keselowski, who has elected to refrain from getting involved even though it seems right up his alley. “It is going to require a lot of creative thinking,” the Team Penske driver said. “When it comes to those things, I can pie-in-the-sky dream about it all I want, but at the end of the day I don’t have the knobs. There is one group holding the controls and it is all up to them at the end of the day which way they want to twist and turn them. I made a concerted effort going forward that I am not going to put that much thought into that stuff and let them figure it out.”

–Is the Drivers Council dead? So if the outspoken Keselowski is pulling back on being opinionated, does that mean stars are willing to acquiesce to the whims of the new Jim France-Phelps regime?

Speedweeks usually marked the annual formation of the Drivers Council since its inception in 2015, but there was no confirmation Wednesday. Instead, there was uncertainty about the panel’s future that had begun last month.

Will the Drivers Council remain, or is it still even necessary?

Opinions were mostly ambivalent, but there seems a sentiment that it has outlived its usefulness. “We had the Drivers Council and we all wanted one thing and they did another,” Martin Truex Jr. said. “I think that’s probably where some of the frustration comes from. For me, it was the things we wanted to do never happened, and it was more out of frustration than anything.”

Much of this undoubtedly stems from a greater comfort with the leadership of Jim France, who has been a garage fixture since becoming CEO last August. After France met with series champions last fall, Kurt Busch said he was inspired to start a ticket giveaway to veterans this year.

“Jim has done a tremendous job of at least being around,” Kyle Busch said. “He’s always carrying a pen. He’s always carrying a notebook. He’s always taking notes. He’s always listening to people, talking to people. He’s down in the trenches.

“He’s figuring it all out and trying to make some moves for the betterment of the sport, and that’s what we all want. We want somebody involved. That’s into this as much as we’re all into this and care about all of this.”

–Things are cool with Kyle: He finished second in the 2017 Daytona 500, but Kyle Larson’s most memorable connection to The Great American Race might be when he said he’d rather win the Chili Bowl.

That viewpoint naturally didn’t sit well with some NASCAR officials (as well as some veteran drivers), who relayed their concerns through Chip Ganassi Racing PR rep Davis Shaefer (“They make Davis the bad guy,” Larson said with a chuckle.”).

But the message being sent now is that Larson’s moonlighting on dirt tracks a couple dozen times annually is approved – and actually encouraged. Phelps made the point again during the SiriusXM interview when asked about how young drivers help promote racing, noting that “there’s not a vehicle (Larson) doesn’t want to climb in and compete, and people love that about him.”

“I’m just glad (NASCAR officials) feel the same way, finally,” Larson said. “I don’t really feel like I felt that from them for a long time, so it’s nice that they support all the extra racing that I do now.

“Do I do it to help grow the sport or all that? I don’t really think about when I’m off at a dirt track or any of that, I’m not thinking about just trying to help motorsports, grow motorsports. I love motorsports. So that’s why I do it. But it is neat that I feel like I do make an impact just a little bit. And it’s not just me. There’s a lot of other guys – Christopher Bell, Tony Stewart, Kasey Kahne, (Ricky) Stenhouse – they have their own teams. I feel like we all do a good job of cross promoting between sprint cars or dirt track racing in NASCAR.”

Just as with the news of their dissatisfaction, NASCAR officials didn’t directly convey the change in their stance. “I’ve never talked to them really about it,” he said. “I’ve just seen articles and heard stuff of what they’ve said. It’s neat that they support it now. Because I didn’t feel like I got the support before. I feel like I was always in trouble for anytime I talked about sprint car racing.”

It was hard to miss the message sent when Chief Racing Development Officer Steve O’Donnell led a delegation of high-ranking competition officials to the 2019 Chili Bowl last month (there was no formal meeting with Larson there, either).

“That was really cool,” Larson said. “Because the Chili Bowl has gotten a lot of exposure the last handful of years, so for them to go there and just experience the event and maybe see why it’s growing and maybe there are some things that they can take from an event like that into NASCAR is cool. They’re just looking at all areas to try to make our sport back to what it used to be — NASCAR, anyway. I’m happy they are getting into it again.”

–Lingering Daytona bitterness: It’s no secret there are several big-name drivers who have yet to win the Daytona 500 (and always have been), starting with best-in-class plate driver Brad Keselowski.

And unsurprisingly, those champions remain irked by their near-misses.

For Keselowski, Daytona “is frustrating as hell … especially when you get wrecked out, and there is nothing you can do about it.” Twice last season at Daytona, the 2012 series champion was caught in wrecks near the front of the pack because of what he felt were “bad, juvenile moves” by others.

“It seems like there are a number of people that get into the top two or three that really just have no clue what they are doing,” he said. “That has been unfortunate, but it is what has been happening lately. … Just people that throw blocks that don’t understand the runs or what is around them. They don’t have full situational or spacial awareness, but they think they do, which is even more dangerous. You can block if you know what you are doing but not every move can be blocked. You have a handful of people that have cars good enough to run up front and think that they can block every move and you can’t.”

For Truex, it’s the 2016 Daytona 500 that he lost to Denny Hamlin by 0.10 seconds in the race’s closest finish ever. “To know we were that close — as close as anyone has ever been without winning it — it’s crazy,” Truex said with a laugh. “That makes me angry.”

Could he have done anything differently to win? Truex says yes. “I would have just ran into Denny and pushed him up the track. Do what everybody does to me!”

For Kyle Busch, there is disappointment but less agony because there are “only been two opportunities that I feel like slipped away: ’08. And ’16. I was fast in ’07. We should have finished third behind Harvick and Martin, but I crashed and destroyed the field coming to the checkered.

“Yeah, I could have won two of them. Not all that many when you look at it. We just keep trying, keep fighting. It definitely sets the motivation to try to get one.”

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

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

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

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

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

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

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

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

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Kyle Busch clearly has a problem with slower cars.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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


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

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

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

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

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

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

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


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

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

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


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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

 

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

 

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NASCAR penalty report after Las Vegas

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

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

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

There were no other penalties assessed.

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