Ryan: Things we learned at Las Vegas regardless of racing

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By any objective or subjective measure, Sunday’s Cup race at Las Vegas Motor Speedway fell short of being a game-changer.

Yes, there were a record number of green-flag lead changes and passes (as well as a record-tying fewest number of cautions, and there is some obvious causality there).

But if you were expecting a show of dazzling side-drafting brilliance and the looming threat of nonstop door-slamming, that’s not what you got.

What you got was a race.

A race that had some entertaining battles for the lead between Kevin Harvick, Joey Logano and Brad Keselowski, a smaller gap from first to second on average and a compelling final lap that briefly felt as if the outcome could be in doubt.

But still a race nonetheless.

That means for more than two and a half hours, roughly three dozen cars turned left for 400 miles in a process identical to a few thousand other races that preceded this one and hopefully thousands more to come.

In many of those prior races, drivers occasionally lose control of their cars while racing for position. That results in wrecks and their many byproducts — emotions spiking, feuds erupting, and fans cheering.

That’s racin’.

What a concept.

So, let’s concede that Sunday in Sin City was no game changer for 1.5-mile tracks – which NASCAR has admitted were the primary target of its lower-horsepower package and aero ducts – nor could or should it be.

But there were some elements with game-changing potential that emerged from the debut of the full 2019 rules package. Here were a few:

New ways to call a race: The biggest takeaways might have come not behind the wheel but from atop the pit boxes, particularly the No. 1 of Kurt Busch and No. 24 of William Byron.

Busch’s crew chief, Matt McCall, essentially sacrificed any stage points by pitting Busch late in the second stage for four tires and then staying on track to assume the lead for the final restart. Busch still had to pit earlier than the rest of the lead-lap cars, but the strategy allowed him to overcome a starting spot of 28th to earn his second consecutive top five.

The tactical call by Chad Knaus on the No. 24 was even more intriguing– a clever splash-and-go call near the end of the second stage that kept Byron on the lead lap and nearly still earned a point (Byron finished 11th in the stage).

There were risks involved with both strategies – an overtime finish could have hurt Busch’s cause and Knaus was betting that his young driver could be patient and his pit crew could execute a swift stop – but they also adapted well to the caution-free flow, the clogged traffic and slower lap speeds.

Those factors (married with stages carrying two predetermined cautions) will create opportunities for strategic innovation.

There are more 1.5-mile tracks ahead that also will feature low tire wear (on recently repaved surfaces). If yellows remain down as they were in Atlanta and Las Vegas, the risks taken by McCall and Knaus will be worthy of more consideration by other teams.

–Just passing through: When third-place finisher Kyle Busch was caught for speeding with just under 130 laps to go, it figured to be an arduous slog to get back on the lead lap, much less the top five. But it took 20 laps to achieve the former and 70 laps for the latter, leaving Busch still in a solid position to win over the final 50 laps.

Though track position still is vital with this package, Busch showed how a strong car and slower speeds make it possible to rebound quickly from an unscheduled trip to the pits under green. His No. 18 Toyota was leading when it sped on entry, and he fell off the lead lap after serving a pass-through penalty – but only because Busch and Byron had yet to stop.

When they did, the lead cycled on lap 150 to race winner Joey Logano, whom Busch had managed to stay in front of after pass-through. When the caution flew for the stage break 10 laps later, Busch was able to pit with the lead-lap cars in a fortuitous turn of events that stemmed from this year’s reduced horsepower.

With lap times down sharply (the pole speed fell more than 10 mph from a year earlier) but pit speeds remaining constant, Busch’s extra trip to the pits cost him a little more than 30 seconds, a duration in the neighborhood of the weekend’s fastest laps.

In 2018, when cars were turning laps 2 seconds quicker, he probably would have emerged on the lap behind Logano and would have had a tougher fight to regain the lead lap (via a wavearound or the free pass). Instead, he gained two spots on his Lap 163 stop and restarted in 16th with perhaps the fastest car and nearly 100 laps to overcome the deficit.

The mistake still cost him the win, but Busch had much more time to try to atone for it.

–But … don’t get penalized: OK, but all that said, getting penalized under green still can destroy a day more easily, as Kyle Larson and Austin Dillon learned the hard way.

Both drivers’ teams were penalized for too many men over the wall during pit stops midway through the first 80-lap stage. They ended the stage a lap down, and neither could fully recover, which put a damper on the promise of final-round qualifying appearances.

“I think we had a top 10 car, just never got the track position we needed,” said Dillon, who started in the top 10 but finished outside the top 15 for the second consecutive week. “We lost it from the beginning, and when you lose it, you can’t ever get it back.”


The surprising lack of yellow flags certainly had a major impact on all the above, too.

The two cautions were the fewest number for a full-distance race at Vegas since the yellow flew only twice in the March 1, 1998 inaugural.

This comes on the heels of an incident-free Atlanta Motor Speedway race that featured five cautions (two for stages, the other three were for competition/tire wear, debris and fluid).

So that means 900 miles have been run in NASCAR’s premier series without a driver so much as spinning on track once under highly competitive conditions.

Maybe it shouldn’t be so surprising, though. These are world-elite drivers, and they’ve been handed an enormous amount of downforce.

Despite all the predictions of mass chaos on “crazy” restarts (side note: Restarts have been inherently “crazy” since they were changed to double file nearly 10 years ago), drivers seemed to get by just fine while going four wide a few laps at a time the past two races.

That seems nettlesome.


No one is rooting for wrecks, but caution flags can help enliven the show (within reason). Look no further than the 12 yellow flags in the previous race at Las Vegas Motor Speedway, which begs an interesting question.

Which was the better show at the 1.5-mile oval: Last year’s playoff opener or Sunday?

The smart money here is on the Sept. 16, 2018 race that was hailed by many as the best kickoff event in 15 years of NASCAR’s 10-race championship structure. With many championship contenders desperately pushing beyond the limits of their cars and tires, there were five restarts in the last 40 laps, and Kyle Larson delivered one of the greatest passes for the lead in 2018.

That race was run less than three weeks before NASCAR unveiled its 2019 rules package.


The two-race sample size is small, but Team Penske’s ability to adapt still should be hailed. The consecutive victories by Keselowski and Logano underscore that when things change in Cup, Penske is as nimble as any organization in addressing the challenge. Look no further than the 2014 move to group qualifying, and how quickly Keselowski and Logano became final-round fixtures.

Auto racing is a sport where rolling with the punches is paramount, and team owner Roger Penske has the longest track record of doing it better than anyone.


The wild qualifying session at Las Vegas reminded Jimmie Johnson of the short-lived experiment with group qualifying on restrictor-plate tracks four years ago.

“I think it was great entertainment, but we were all afraid of how many cars we were going to tear up,” Johnson said. “So far, no cars are torn up (at Las Vegas), but I think that opportunity really exists.”

NASCAR made swift changes back to a single-car format at Daytona and Talladega after Clint Bowyer crashed in the 2015 Daytona 500 qualifying session.

After several near-misses at Vegas, it’ll bear watching when the inevitable crash in speedway qualifying this season eliminates a decent car (or several).


Regardless of what the temperature is among fan councils, social media surveys and satellite radio discussions, there is one given about the 2019 rules: They are here to stay.

There are no quick tweaks to this package. When you dramatically reduce horsepower, it requires some heavy lifting. That’s the reason the package wasn’t implemented for a few races last season after the 2018 All-Star Race; it would have been too much strain on engine builders.

This won’t unfold like the 2015 season when NASCAR quickly detoured into high-drag and low-downforce options because it was dissatisfied with 1.5-mile action

Backing up to the 2018 rules package would require months of work (never mind huge sums of cash) for engine builders who are boxed in by the hardware and logistics driven by meticulously scheduled inventories of V8 engines. It isn’t as simple as pulling out the aero ducts and tuning up the engines.

NASCAR is locked into 550 horsepower for the foreseeable future.

No matter what you thought of Sunday’s race, the reality is that package is here to stay.

Talladega Xfinity results: AJ Allmendinger edges Sam Mayer

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AJ Allmendinger, who had had several close calls in Xfinity Series superspeedway races, finally broke through to Victory Lane Saturday, edging Sam Mayer to win at Talladega Superspeedway.

Allmendinger’s margin of victory was .015 of a second. Mayer finished second by a few feet.

Following in the top five were Landon Cassill (Allmendinger’s Kaulig Racing teammate and his drafting partner at the end), Ryan Sieg and Josh Berry.

Noah Gragson, who had won four straight Xfinity races entering Saturday, was 10th. Austin Hill dominated the race but finished 14th.

MORE: Talladega Xfinity results

MORE: Talladega Xfinity driver points

AJ Allmendinger wins Xfinity race at Talladega Superspeedway

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Veteran driver AJ Allmendinger slipped past youngster Sam Mayer in the final seconds and won Saturday’s NASCAR Xfinity Series playoff race at Talladega Superspeedway.

As drivers in the lead pack scrambled for position approaching the finish line, Allmendinger moved to the outside and, getting a push from Kaulig Racing teammate Landon Cassill, edged Mayer by a few feet. The win ended frustration for Allmendinger on superspeedways.

Following Allmendinger, 40, at the finish were Mayer (who is 19 years old), Cassill, Ryan Sieg and Josh Berry.

Noah Gragson and Allmendinger have qualified for the next playoff round. The other six drivers above the cutline are Ty Gibbs, Austin Hill, Josh Berry, Justin Allgaier, Mayer and Sieg. Below the cutline are Daniel Hemric, Brandon Jones, Riley Herbst and Jeremy Clements.

MORE: Talladega Xfinity results

MORE: Talladega Xfinity driver points

“This is Talladega,” a wildly happy Allmendinger told NBC Sports. “Yes, I hate superspeedway racing, but it’s awesome to win in front of the Talladega crowd.”

Austin Hill dominated the race but dropped out of the lead to 14th place  in the closing five laps as drivers moved up and down the track in search of the best drafting line.

The first half of the race featured two and sometimes three drafting lines with a lot of movement and blocking near the front. In the final stage, the leaders ran lap after lap in single file, with Hill, Allmendinger and Gragson in the top three.

MORE: Safety key topic as drivers meet at Talladega

Hill led 60 laps and won the first two stages but finished 14th.

Gragson was in pursuit of a fifth straight Xfinity Series win. He finished 10th.

Remarkably for a Talladega race, the entire 38-car field finished. The race was the 1,300th in Xfinity history, marking only the third time the entire field had been running at the finish. The other two races were at Michigan in 1998 and Langley Speedway in Virginia in 1988.

Stage 1 winner: Austin Hill

Stage 2 winner: Austin Hill

Who had a good race: AJ Allmendinger got the “can’t win on superspeedways” monkey off his back with a great final lap. … Sam Mayer made all the right moves but was passed in the madness of the final run down the trioval. … Landon Cassill finished a strong third and gave Allmendinger, his teammate, the winning push.

Who had a bad race: The race had to be disappointing for Austin Hill, who ran the show for most of the afternoon, winning two stages and leading 60 laps, more than twice as many as any other driver. While blocking to try to maintain the lead late in the race, he fell to 14th. … Playoff driver Jeremy Clements finished a sour 20th and is 47 points below the cutline.

Next: The Xfinity Series’ next playoff race is scheduled Oct. 8 at 3 p.m. (ET) on the Charlotte Motor Speedway Roval. The race will be broadcast by NBC.

Safety key topic in meeting for drivers at Talladega

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TALLADEGA, Ala. — Cup drivers met Friday with Jeff Burton, director of the Drivers Advisory Council, and discussed safety issues ahead of this weekend’s playoff race, which will be without two drivers due to concussion-like symptoms from crashes.

Alex Bowman and Kurt Busch will not race Sunday at Talladega Superspeedway. 

Busch suffered his head injury in a crash at Pocono in July. Bowman’s injury followed his crash last weekend at Texas Motor Speedway. Both were injured in accidents where the rear of the car hit the SAFER barrier first.

Two drivers injured in less than three months — and the series racing at a track where crashes are likely — raises tension in the Cup garage. 

Denny Hamlin blasted NASCAR on Saturday, saying it was “bad leadership” for not addressing safety concerns drivers had with the car. Hamlin also said that the Next Gen vehicle needs to be redesigned.

Burton, who also is an analyst for NBC Sports, said in an exclusive interview that Friday’s meeting was lengthy because there were several topics to discuss. Burton didn’t go into details on all the topics.

Safety was a key element of that meeting. Burton, whose role with the Drivers Advisory Council is to coordinate the group and communicate with NASCAR, discussed the cooperation level with NASCAR.

“We feel like we have cooperation with NASCAR,” he said. “We know the commitments from NASCAR. They’ve made real commitments to us. We want to see those commitments through. I believe that we will in regards to changes to the car. 

“We want to see that come to conclusion as soon as possible. They have made commitments to us and are showing us what is happening, communicating with us in regard to timing, and we want to see it come to conclusion, as they do. 

“Unfortunately, we weren’t able to get some changes done before last weekend. It just takes a long time to test stuff.”

NASCAR has a crash test scheduled next week on a new rear clip and rear bumper. Even if the test goes well, there’s not enough time for any such changes this season with five races left.

The frustration from drivers — and voiced by Hamlin and Kevin Harvick — has been that NASCAR was informed about issues with a stiffer car for more than a year. Some questions were raised after William Byron crashed in a test in March 2020 at Auto Club Speedway.

“William Byron busted his ass at (Auto Club) Speedway and that should have raised a red flag right off the bat,” Harvick said Saturday.

Hamlin said more drivers needed to speak up about concerns with the car.

“I know a lot of young guys are just happy to be here, but they ain’t going to be happy when their brains are scrambled for the rest of their lives,” Hamlin said.

Byron is looking for changes to be made.

“I want to have a long career, and I don’t want to have a series of concussions that make me either have to step way from the car or have to think about long-term things,” he said.

Chase Elliott also shared his frustrations Saturday.

“You come off a week like we had in Texas and somebody getting injured and then you come into here, where odds are we’re probably all going to hit something at some point (Sunday) and probably not lightly at that,” Elliot said.

So what do drivers do?

“Do you just not show up?” Elliott said. “Do you just not run? I don’t think that’s feasible to ask. There’s always an inherent risk in what we do and it’s always been that way. 

“My frustration is … I just hate that we put ourselves in the box that we’re in right now. It’s just disappointing that we’ve put ourselves here and we had a choice. We did this to ourselves as an industry. 

“That should have just never been the case. We should not have put ourselves in the box that we’re in right now. So my disappointment lies in that that we had years and time and opportunity to make this thing right before we put it on track and we didn’t, and now we’re having to fix it. 

“I just hate that we did that. I think we’re smarter than that. I think there’s just a lot of men and women that work in this garage that know better and we shouldn’t have been here.”

Burton told NBC Sports that drivers did not discuss in Friday’s meeting running single-file in Sunday’s race as a form of protest.

“It wouldn’t be surprising for me to see single-file (racing Sunday) because of what happened at Texas and what could happen next week (at the Charlotte Roval),” Burton said. “Drivers need a period of calmness. 

“There was not a discussion, a collaborated effort or any sort of thing of how you race (Sunday). That conversation did not come up in that meeting.”

Harvick said Saturday that he’ll continue to be vocal about safety issues.

“I’ll do whatever I have to do to make sure these guys are in a good spot,” Harvick said. “Whatever I have to do.”

Harvick later said: “I don’t think any of us want to be in this position. We have to have the safety we deserve to go out and put on a great show and be comfortable with that. 

“Obviously, we all have taken the risks of being race car drivers, but there’s no reason we should be in a worse position than we were last year.”

Harvick said it was a matter of trust.

“The reality of the situation is much different than what they’re looking at,” Harvick said of NASCAR officials. “I think that the trust level is obviously not where it needs to be from getting it fixed. I think they’re going to have to earn the trust level back of reacting quick enough to do the things that it takes. The drivers’ opinion, especially when it comes to safety side of things, has to be more important than the data or more important than the cost. Safety can’t be a budget item.”

Corey LaJoie, who is a member of the Drivers Advisory Council board, said that while challenges remain with the car, he sees the effort being made by NASCAR.

“Nothing happens quick in this deal when you have 38 teams and you have seven cars per team,” LaJoie told NBC Sports. “It has to be a well-thought-out process to implement the changes.

“It’s easy to get up in arms and prickly when we have guys like Alex and Kurt out. You don’t ever want that to happen. Every conversation I’m having is what we, as the Driver Council, is trying to communicate to NASCAR and NASCAR making proactive changes and moving timelines up aggressively to try to implement these changes.”

Matt DiBenedetto wins NASCAR Truck race at Talladega

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Matt DiBenedetto won Saturday’s 250-mile NASCAR Camping World Truck Series race at Talladega Superspeedway on a day pockmarked by numerous accidents, including a major one at the finish.

As the field swept to the finish line in overtime, a multi-car crash developed as Corey Heim lost control of his truck in the trioval. Several trucks crashed approaching the finish as the caution flag flew.

NASCAR officials studied video of the final lap to determine that DiBenedetto was in front when the caution lights were turned on, although Bret Holmes appeared to beat him to the finish line by inches. When caution lights appear, the field is frozen at that point, so any position changes after the caution are irrelevant.

MORE: TalladeTalladega Truck results

MORE: Talladega Truck driver points

The last lap was the only one led by DiBenedetto, who has been racing in NASCAR national series since 2009 but scored his first win.

Following DiBenedetto, a non-playoff driver, at the finish were Ben Rhodes, Holmes, Ryan Preece and Christian Eckes.

With one race remaining in the Round of 8, Ty Majeski has locked in a spot in the final four at Phoenix. Chandler Smith, Zane Smith and Rhodes are above the cutline. Below the line are Stewart Friesen, Eckes, John Hunter Nemechek and Grant Enfinger.

MORE: Denny Hamlin says NASCAR needs leadership changes

A string of accidents left only two playoff drivers — Eckes and Rhodes — in the top 10 with 10 laps remaining.

Carson Hocevar dropped out of the lead group with five laps to go when he lost a tire, prompting a caution flag and pushing the race into overtime.

The race was marred by a fiery crash in the early going as Jordan Anderson‘s truck exploded in flames while running in the top five in a tight draft.

Anderson steered the truck to the inside as flames fired up on both sides of the vehicle. The truck crashed into the inside wall even as Anderson climbed from the driver-side window. He was transported to an area hospital.

On Lap 35, Lawless Alan hit the wall hard after his right front tire blew. He was evaluated and released from the infield medical center.

Another dangerous situation developed on Lap 63 as numerous trucks pitted at the same time under green. As Hailie Deegan attempted to stop in her pit, one of the crew members lost control of a tire, and it rolled into traffic and onto the grass area separating pit road from the track. A Deegan crew member chased down the tire in the grass and later was ejected from the track by NASCAR officials for a safety violation.

On Lap 79, Enfinger’s truck blew a tire and slammed the wall, starting a crash that collected Tanner Gray, Johnny Sauter and Austin Wayne Self.

Stage 1 winner: John Hunter Nemechek

Stage 2 winner: Chandler Smith

Who had a good race: Matt DiBenedetto had been waiting a very long time for this winning moment. … Alabama driver Bret Holmes almost won in front of the home crowd. He finished third.

Who had a bad race: Jordan Anderson had one of the most frightening crashes of the season, bailing out of his flaming truck after it caught fire in the middle of a pack of drafting trucks. … Playoff drivers John Hunter Nemechek (finished 24th) and Grant Enfinger (29th) had rough outings.

Next: The Truck Series is off for three weeks before racing at Homestead-Miami Speedway Oct. 22. The series’ final race is scheduled Nov. 4 at Phoenix Raceway.