Ryan: Was the story of Martinsville the tame, the typical, or the tires?

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It was a “typical Martinsville race” that also seemed “tame,” according to one driver who knows the track as well as anyone.

Passing was only achievable for the third-place car during the first five laps after a restart … but was much easier after the first five laps for the fifth-place car.

There were the fewest lead changes (three) in more than 51 years at the 0.526-mile oval, yet the battles for first place between Brad Keselowski and Chase Elliott still were compelling.

The STP 500 proved again that the difficulty of evaluating the 2019 rules package is as much about the eye of the beholder as the eye test.

Was Sunday’s race among the greatest held at Martinsville Speedway?

No.

Was it better than last year’s snow-delayed race in which drivers headed for off-week vacations seemed more preoccupied with logging laps than banging fenders?

Yes, from this corner.

But there were, as usual, some firm takeaways, too. So here they are.

–Aerodynamics mattered more than ever at Martinsville: Crew chief Paul Wolfe was “caught off guard” the minute Keselowski’s winning Ford hit the track for practice Saturday morning at Martinsville, a place “you don’t feel like it’s much of an aero track.”

Until this past weekend.

“We weren’t as good as I thought we would be (to start practice),” Wolfe said. “We felt the effects of the aero changes even though this is one of the slower tracks we race at. So, we scrambled a little bit. … We had to work on our setup quite a bit from what had worked for us in the past.  And we knew there would be a little difference, but it was probably more than I expected.”

It was a common refrain throughout two days from Martinsville from drivers who pointed at aerodynamic dependence on a flat track. Denny Hamlin pointed to the turbulent wake from the lead car as the reason “you can’t really run directly behind somebody. Other than that, typical Martinsville race. The spoiler is just so big, it takes so much air off the car behind. You have to run a different line. The bottom is the fastest, so it’s very difficult once you get behind to pass someone (on the outside).”

Kyle Busch said if he didn’t pass a car in the first five laps of a run, it took about 60 more for tire degradation to allow for significant advancement. “There’s so much downforce; we’re going through the corners so fast,” he said. “There’s no way to go around the outside of somebody.”

Keselowski led 445 laps, but even he didn’t believe his No. 2 Ford necessarily was better than Elliott’s No. 9 Chevrolet. After getting passed under green by Elliott on Lap 325, Keselowski figured he’d lost the race until his pit crew gave him back the lead for good with 126 laps remaining.

That underscored the advantage of having a clean track, and it also suggests that aerodynamics will be a larger factor at every oval this season. The next instance in which it’ll be more noticeable than ever likely will be the April 7 race at Bristol Motor Speedway, which is expected to produce lightning-fast laps.

Chase Elliott was the only driver to pass Brad Keselowski under green Sunday (Jared C. Tilton/Getty Images).

“The higher the speeds, the more these aerodynamics take effect and the harder it will be to pass,” Hamlin said. “If any track is where the aero package really isn’t going to matter, it would be (Martinsville). So anywhere that gets a little faster in speed, it’ll be that much harder. The speeds definitely will be high (at Bristol), but you’ll have to make your car work where somebody else’s isn’t. You definitely won’t be able to run directly behind them.”

Said Wolfe: “For sure going to Bristol, I think we’re going to notice the effects of it, and all the short tracks as we move forward. It’s changed things for sure and keeps you on your toes.”

–While tire wear mattered much less, but …: Hardly any teams took advantage on jumping spots with two-tire stops.

That was one of many curious developments in a race that somehow featured all significant pit stops happening under caution. A 500-lap race at Martinsville typically has at least one green-flag pit cycle, yet Sunday’s race had none despite only seven cautions (excluding stage yellows, it would have marked only the third time in 30 years that a Martinsville race had five or fewer cautions).

The dearth of multicar wrecks (Sunday’s race had one) furthered a perplexing 2019 trend that again raises questions of whether the cars are too stuck to the track.

But in the short term, NASCAR hopefully will be leaning on Goodyear to construct a Martinsville tire that has more wear.

“We’ll look at everything, particularly tires and tire wear,” NASCAR senior vice president and chief racing development officer Steve O’Donnell said Monday on SiriusXM’s NASCAR channel. “There didn’t seem to be a lot of that in either (the truck or Cup) race, so we’ve got to go back and look at what’s happening, particularly at Martinsville. That’s a big component of that race and something we need to have going forward.”

Of course, the Oct. 27 race might unfold completely differently (like last year) solely because there will be so much on the line in the playoffs (and even more so in 2020 when it becomes a cutoff race).

“Yeah, it seems like it’s always the fall that everyone goes crazy,” Hamlin said. “It just seemed like a tame race (Sunday). Even when I got to the back, it wasn’t huge log-jam packups like you’ve seen in the past. Everyone just kind of kept it in control, and these cars are really stuck to the ground so much, you really don’t get out of control that much. You’ve got what you’ve got.”

–That’s it, what’s next? In the past five races, the 2019 rules package has been used on ovals with lengths of 1.5 miles, 2 miles, 1 mile and a half-mile. Aside from road courses, it’s now undergone real-world testing at virtually every type of track in NASCAR’s premier series.

It would be fair to begin evaluating its efficacy and considering possible changes – with some parameters.

Any significant alterations to the horsepower and tapered spacer are a virtual nonstarter. Engine builders set their inventories months ahead, and adjustments would take massive effort and money (engines already are being sealed in Cup to reduce on both of those things).

If NASCAR wanted to tweak aero by reducing the height of its enormous spoilers, it would have an impact on reducing corner speeds with the 750-horsepower engines used at smaller tracks such as Martinsville.

But the challenge is that any such moves would need approval from team owners per the charter agreements. There was heavy pressure from teams to contain costs by consolidating the race package into two iterations this season, and any suggestion of in-season changes this year – which immediately would trigger more R&D spending – probably would draw pushback.

The last time NASCAR made major rules changes in season was when it experimented four years ago with the low-downforce and high-drag packages – both of which were the reaction to a lackluster start to 2015 that many blamed on high-corner speeds.

Those changes caused an unexpected seven-figure spike in the budgets for powerhouse teams, who probably would be open to considering tweaks if necessary but understandably wary of what it means for their wallets.


Another compelling reason to hold off on overhauling this year’s model is because it’s short-lived.

With an aggressive target date of the 2021 Daytona 500, there is furious work occurring behind the scenes on the Gen 7 car – its visual stylings, its features and parts (some of which are expected to be common) and its impact on helping keep team budgets in check.

It’s expected that on-track testing for the 2021 model will happen before the end of this season (and many believe it probably should have begun last season), and the goal is a fleet of five to seven cars per team (as opposed to roughly three times as many under the current model) with a budget far south of the $25-30 million that currently is estimated to be spent on championship entries.

Roger Penske recently was outspoken on the need to have the Gen 7 within two years to bring costs in line, and it was fittingly from an interview at the St. Petersburg Grand Prix season opener for IndyCar.

During the most recent episode of the NASCAR on NBC Podcast, Front Row Motorsports general manager Jerry Freeze said Penske and Chip Ganassi have been forthright about the impact of the Dallara in IndyCar (which made the switch to a common chassis seven years ago).

“In team owner council meetings, we talk about areas to race in, and Mr. Penske and Mr. Ganassi are quite outspoken about what they’ve done in IndyCar,” Freeze said. “There’s one place you go to get your chassis. I don’t know all the parts and components very well with IndyCar racing, but I really think that’s the direction that’s being talked about with the Gen 7 car. Dictate the areas that you’re going to race in and areas you aren’t going to race in and try to drive some costs down.

“Listening to (Penske and Ganassi) have firsthand experience with that, it seems to have worked with viable IndyCar teams that are still very competitive, and their racing has been fantastic from the races I’ve watched. They still have a loyal, passionate fan base. We’re all observing how they do it, and I think some of those methods will be replicated across our sport.”

Penske estimated that IndyCar budgets top out at $10 million annually (across a 17-race schedule) for championship-caliber teams, which are limited on the amount that can be spent on research and development.

There are signs that it can work in NASCAR, too. The move to a common pit gun last year helped keep in check teams spending seven figures annually on pit stop equipment. “We don’t want to go to an all-spec series,” Freeze said. “That’s been done before, and I don’t think there’s a lot of enthusiasm for that. That’s the balance now. What areas do we need to not be racing in, and what areas can we race in without breaking the bank? If everybody agrees you can standardize the chassis and don’t have a speedway car vs. road course car.

“We’re taking some steps to refine our package that caused cost increases for us in specializing cars. With the new package, that’s one thing that could be addressed if you just lock it in that this is the chassis or body you’ve got, you shouldn’t need a whole lot of inventory.”

You can hear Freeze’s discussion of the Gen 7 car at around the 30:00 mark of the embedded audio player below, or listen and subscribe to the NASCAR on NBC Podcast via Apple Podcasts, Spotify, Stitcher, Google Play or wherever you get podcasts.


Ford was the first manufacturer to unveil its Gen 6 car, and Brad Keselowski was on record as far back as six months into its first season in 2013 that the hasty rollout was a marketing-driven misstep.

He took agency in ensuring it wouldn’t happen again with the development of the Mustang for its debut this season. The 2012 champion made several wind tunnel visits and peppered engineers with questions about the new model’s on-track viability.

Though he always is outspoken about the potential disparity between manufacturers, Keselowski also is well known within Ford’s NASCAR program for being a highly inquisitive driver who probes the R&D of his race cars with the exacting will of a world champion.

Keselowski provided a window into his hands-on style Sunday when asked about whether he was worried his team was peaking too early in the year.

“I think about that every day,” he said. “Every day I wake up in the morning and say, ‘Am I better today than I was yesterday?’ And if I’m not, and if we’re not, we’re going to lose. That’s the simple matter of this. The sport is very dynamic. Technology is changing every day.  Somewhere out there right now someone is working on the next advancement that’s going to be critical to winning the playoffs, and we don’t know about it. Might be another team, might be someone in our own group. If we stay stagnant, it’s guaranteed we will fall.

“So, I think about it every day. The only thing I know to do is just be super annoying.  That’s really all I know.  All I know is to go in and sit in on meetings and ask questions that make people squirm and watch them squirm and watch their face, and when they squirm, are they squirming because they should be squirming, or are they squirming because they just don’t want to work?

“And that’s all I know. I wish I was smarter than that.  I wish I was better than that.  But all I know how to do is read their body language and see if they’ve got more than I think they’ve got or if this is all we’ve got and push those people.”


Nearly as eye-opening as his sublime drive Sunday were Keselowski’s candid comments about getting more active in finding funding for Team Penske.

Opening his postrace interview in the media center by noting “we’re fighting so hard to keep sponsors,” Keselowski disclosed he has taken on more responsibility for ensuring his No. 2 Ford as a championship-caliber budget for 2020 (this season is set).

That certainly casts some doubt on the future of Miller Lite, which was the full-season primary sponsor of the No. 2 as recently as 2013. Amid branding and ownership changes at its parent company, the beer company has scaled back in recent seasons.

This was the second consecutive season Miller Lite wasn’t the primary hood sponsor for the Daytona 500, and it has yet to be the primary in any of Keselowski’s races this season.

Last year, Team Penske said Miller Lite was the sponsor of 11 races. According to the team after a Nov. 3, 2017 news release, Miller Lite’s deal was for “2018 and beyond.”


Roughly 24 hours before his first finish outside the top 20 at Martinsville in five years and only his fourth in 35 starts at the 0.526-mile oval, Jimmie Johnson struck a positive tone while also already seeming to reckon with what might lie ahead.

“History helps the week coming into the race, but as soon as timing and scoring starts on Friday or Saturday, reality is reality,” the nine-time winner at Martinsville said Saturday after qualifying 11th – the highlight of a dismal weekend at a normally illustrious track for the seven-time champion. “We’ve had a good car, so I still think we’re missing a little bit. I think we’re in a decent spot. Hopefully a top five will be on the books for us.”

William Byron passes Hendrick Motorsports teammate Jimmie Johnson at Martinsville (Jared C. Tilton/Getty Images).

It wasn’t. Johnson finished two laps down in 24th solely because his No. 48 Camaro was just that slow. There were no pit penalties or accidents that hampered the superstar once dubbed “Mr. Martinsville” by Jeff Gordon.

Johnson’s struggle was a jarring juxtaposition with his Hendrick teammates.

Elliott challenged Keselowski with the verve that Johnson once showed in dethroning Gordon as the best driver at Martinsville. Alex Bowman was a solid top-15 driver for 500 laps, and even William Byron finished two spots ahead of Johnson despite starting from the back and overcoming a half-spin.

It was a sobering reality for Johnson, who is 15th in points through six races with new crew chief Kevin Meendering. That relationship still is developing, and there have been small victories such as making the final round of qualifying in four of the past five races.

“We’re getting practice sessions sorted out,” Johnson said. “We’re qualifying better. We’re having some good first halves of races. We’ve had a couple of good full races. But that consistency from first practice session through the end of the race is what we’re trying to hit on now.”

They will need to hit on it soon or the possibility of Johnson missing the playoffs for the first time in his 18 seasons will become disturbingly real.


There’s been no official confirmation of its demise, but NASCAR’s decision on group qualifying further underscored the Drivers Council is gone and likely for good.

Before announcing a new penalty Monday for failure to make a timed lap during any round of qualifying, drivers’ opinions hardly were solicited, according to those surveyed at Martinsville. The door to the NASCAR hauler remains open – Jimmie Johnson said he made a visit after Fontana quals – and there were several conversations between officials and drivers about group qualifying dating to last October’s 2018 announcement.

But as far as a formal gathering between NASCAR and drivers to discuss big-picture issues – which had been a regular occurrence since the Drivers Council’s inception in 2015 – there has been none this year or any scheduled in the future.

“I wouldn’t read too far into there not being a Driver Council,” Johnson said. “We had quarterly meetings at best, and depending on the timing of when those meetings took place, we could have a say in whatever was going on. The door is always open at the transporter. That’s still the way communication takes place.”

Martin Truex Jr., who recommended removing Lexan from spoilers to eliminate rear visibility, said he wasn’t approached by NASCAR for his opinion about group qualifying. The 2017 series champion said the Drivers Council largely isn’t missed.

“In a situation like (group changes qualifying), it’s probably a void,” Truex said about the lack of a formal channel. “But in most situations, it’s probably not a void because it was just one of those things that honestly became a waste of time for us.”

Surveying key race dates for the 2023 Cup season

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NASCAR Cup Series cars will fire up again Feb. 5 as the 2023 season begins with the Busch Light Clash at the Coliseum in Los Angeles.

Two weeks later, the regular season opens with the Feb. 19 Daytona 500, for decades the curtain-raiser for the Cup Series’ 10-month cross-country marathon.

With only a single week break in mid-June, the Cup schedule visits familiar stops like Darlington, Bristol, Martinsville, Talladega and Dover but adds two new locations that should be highlights of the year — North Wilkesboro and Chicago.

Here’s a look at key races for each month of the season:

February — With all due respect to the unique posture of the Clash at the Coliseum (Feb. 5) and the apparent final race on the 2-mile track at Auto Club Speedway (Feb. 26) before it’s converted to a half-mile track, the Daytona 500 won’t be surpassed as a February highlight. Since the winter of 1959, the best stock car racers in the land have gathered on the Atlantic shore to brighten the winter, and the results often are memorable. Richard Petty, Dale Earnhardt, David Pearson, Cale Yarborough, Jeff Gordon and so many others have starred on Daytona’s high ground, and sometimes even rookies shine (see Austin Cindric’s victory last year).

MORE: Friday 5: Legacy aiming for breakout season

March — The newly reconfigured Atlanta Motor Speedway saw its racing radically changed last year with higher banks and straights that are tighter. The track now is considered more in the Daytona/Talladega superspeedway “family” than an intermediate speedway, generating a bit of the unknown for close pack racing. William Byron and Chase Elliott won at AMS last year.

April — Ah, the return to Martinsville (April 16). Despite the rumors, Ross Chastain’s wild last-lap charge in last October’s Martinsville race did not destroy the speedway. Will somebody try to duplicate Chastain’s move this time? Not likely, but no one expected what he did, either.

May — North Wilkesboro Speedway is back. Abandoned by NASCAR in 1996, the track’s revival reaches its peak May 21 when the Cup All-Star Race comes to town, putting Cup cars on one of stock car racing’s oldest tracks for the first time in a quarter century.

June — The June 11 Sonoma road course race will end 17 consecutive weeks of racing for the Cup Series. The schedule’s only break is the following weekend, with racing resuming June 25 at Nashville Superspeedway. Sonoma last year opened the door for the first Cup win by Daniel Suarez.

July — The July holiday weekend will offer one of the biggest experiments in the history of NASCAR. For the first time, Cup cars will race through the streets of a major city, in this case Chicago on July 2. If the race is a success, similar events could follow on future schedules.

August — The Aug. 26 race at Daytona is the final chance for drivers to qualify for the playoffs, ratcheting up the tension of the late-summer race considerably.

September — The Cup playoffs open with the Southern 500, making Darlington Raceway a key element in determining which drivers have easier roads in advancing to the next round.

October — The Oct. 29 Martinsville race is the last chance to earn a spot in the Championship Four with a race victory. Christopher Bell did it last year in a zany finish.

November — Phoenix. The desert. Four drivers, four cars and four teams for the championship.

 

Trackhouse Racing picks up additional sponsorship from Kubota

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Trackhouse Racing announced Friday that it has picked up additional sponsorship for drivers Ross Chastain and Daniel Suarez from Kubota Tractor Corp. for the 2023 season.

Kubota sponsored Chastain’s No. 1 Chevrolet last October at Homestead-Miami Speedway. It is expanding its sponsorship to six races for the new season.

Chastain will race with Kubota sponsorship at Auto Club Speedway, Phoenix Raceway, New Hampshire Motor Speedway, Kansas Speedway and Homestead-Miami. Suarez’s Chevrolet will carry Kubota livery at Texas Motor Speedway.

MORE: Friday 5: Legacy seeks breakout year in 2023

The team also announced that a $10,000 donation will be made to Farmer Veteran Coalition for each Kubota-sponsored race in which Chastain finishes in the top 10. The FVC assists military veterans and current armed services members who have an interest in farming.

“The sponsorship from Kubota is especially meaningful to me because it allows me to use my platform to shine a bright light on agriculture and on the men and women who work so hard to feed all of us,” said Chastain, whose family owns a Florida watermelon farm.

 

Friday 5: Legacy MC seeks to stand out as Trackhouse did in ’22

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While the celebration continued after Erik Jones’ Southern 500 victory last September, executives of what is now Legacy MC already were looking ahead.

“(September) and October, decisions we make on people are going to affect how we race next (February), March and April,” Mike Beam, team president, told NBC Sports that night.

Noah Gragson had been announced as the team’s second driver for 2023 less than a month before Jones’ win. 

But bigger news was to come. 

The team announced Nov. 4 that Jimmie Johnson would become a co-owner, lifting the profile of a team that carries Richard Petty’s No. 43 on Jones’ cars.

As February approaches and racing resumes, a question this season is how far can Legacy MC climb. Can this team mimic the breakout season Trackhouse Racing had last year?

“I think everybody looks for Trackhouse for … maybe the way of doing things a bit different,” Jones told NBC Sports. “Obviously, starting with the name. We’ve kind of gone that same direction with Legacy MC and then on down from there, kind of how a program can be built and run in a short amount of time.

“There’s some growth in the back end that we still have to do to probably be totally to that level, but our goal is definitely to be on that same trajectory that Trackhouse was over the last two seasons.”

Trackhouse Racing debuted in 2021 with Daniel Suarez. He finished 25th in the points. The organization added Ross Chastain and several team members from Chip Ganassi Racing to form a two-car team last year. Chastain won two races and finished second in the points, while Suarez won once and was 10th in the standings. 

Legacy MC co-owner Maury Gallagher purchased a majority interest in Richard Petty Motorsports in December 2021 and merged the two teams. Jones won one race and placed 18th in points last year. Ty Dillon was winless, finishing 29th in points and was replaced by Gragson after the season. 

“Legitimately, we were a pretty new team last year coming in,” Jones said. “There were a handful of Richard Petty Motorsports guys who came over, but, for the most part, it was a brand new team.

“I think what we built in one year and done is similar to Trackhouse in their first year. I think maybe even we were a step ahead of where they were in their first year.”

Legacy MC looks for more with Jones, Gragson and Johnson, who will run a limited schedule this year. Johnson will seek to make the Daytona 500 field.

Jones said Johnson has infused the team with energy. Gragson has been trying to soak up as much as he can from Johnson.

Gragson told NBC Sports that having Johnson as a teammate is “going to be an incredible opportunity for a young guy like myself, first year in the Cup series, a rookie, to be able to lean on a seven-time champion.

“Incredible person, friend, mentor that Jimmie has become for myself. He’s probably going to be pretty over me by the time we get to the Daytona 500 because I just keep wearing him out with questions and trying … pick his brain.”

2. Kyle Busch’s impact

Car owner Richard Childress says that Kyle Busch already is making an impact at RCR.

Busch joins the organization after having spent the past 15 seasons driving for Joe Gibbs Racing. Busch will pilot the No. 8 Chevrolet for RCR this year.

He took part in a World Racing League endurance race at Circuit of the Americas in December with Austin Dillon and Sheldon Creed. The trio won one of those races.

“I was down there for that, just watching how (Busch) gets in there and works with everybody,” Childress said. “He’s a racer. He wants to win. That’s what I love about him.”

Childress sees the influence Busch can have on an organization that has won six Cup titles — but none since Dale Earnhardt’s last crown in 1994 — and 113 series races.

“He brings a lot of experience and knowledge,” Childress said of Busch. “I think he’ll help Austin a lot in his career. I think he can help our whole organization from a standpoint of what do we need … to go faster.

Dillon told NBC Sports that the team has changed some things it does in its meetings based on feedback from Busch. Dillon also said that he and Busch have similar driving styles — more similar than Dillon has had with past teammates. 

“I think as we go throughout the year and he gets to drive our race cars, he’ll have some new thoughts that he’ll bring,” Dillon said of Busch. “I think we’re already bringing some new thoughts to him, too.”

3. New role for Kevin Harvick

Kevin Harvick, entering his final Cup season, has joined the Drivers Advisory Council, a move Joey Logano said is important for the group.

“Kevin is necessary to the sport, even post-driving career,” Logano told NBC Sports. “He’s necessary for our sport’s success. Kevin sees it and does something about it. 

“He’s always been vocal, right? He’s always been very brash, and like, boom in your face. That’s what people love about Kevin Harvick. Something I like about him as well is that you know where you stand. You know where the weaknesses are. 

“He’s going to push until something happens. That’s great. There’s nothing wrong with that. Having him on the Advisory Council now for the drivers, his experience, but also his willingness to push, is important.”

Jeff Burton again will lead the group as Director of the Council. The Board of Directors is: Harvick, Logano, Kyle Petty, Austin Dillon, Daniel Suarez, Corey LaJoie, Kurt Busch and Tom Buis.

Logano, Petty, Dillon, Suarez, LaJoie and Busch all return. Buis, a board member of Growth Energy after having previously been the company’s CEO, joins the drivers group and provides a business background. 

4. Finding one’s voice

Chase Briscoe’s contract extension with Stewart-Haas Racing means he could be the longest tenured driver there in the near future.

The 28-year Briscoe enters his third Cup season at SHR, but the landscape is changing. This will be Kevin Harvick’s final season in Cup. Ryan Preece is in his first season driving in Cup for the team. Aric Almirola was supposed to have retired last year but came back. How long he remains is to be determined.

Those changes could soon leave Briscoe as the team’s senior driver.

“It’s a role that is crazy, truthfully, to think about because that could be me in the next year or two, being I wouldn’t say that flagship guy, but being a leader as far as the drivers go in an organization,” Briscoe said.

“Truthfully, I feel like that’s something I want to be. I’ve always enjoyed that kind of leader, team building type of stuff. So, yeah, if that role is kind of placed on me naturally, then that’s one that I would love to have and try to do it to the best of my ability. I feel like that’s a role that you don’t choose, it kind of chooses you.”

Briscoe, who won the spring Phoenix race and made the playoffs last year, said that he’s becoming more comfortable speaking up in team meetings. 

“I look back, especially on my rookie year, we’d go into our competition meeting on Tuesday and, truthfully, I wouldn’t really talk much,” he said. “I would say kind of what we thought for the weekend, but outside of that I would just kind of sit there and listen.  

“This past year, I definitely talked a lot more, and I’d bring up ideas and kind of say things I wanted to get off my chest, where in the past I wouldn’t have done that. I feel like as I’ve gotten more confident in myself and my position, I’ve gotten to the point where I speak my mind a little bit more and, I guess, be a little bit more of a leader.”

5. Busch Clash field

NASCAR released the preliminary entry list for the Feb. 5 Busch Clash. No surprise, the entry list features only the 36 charter teams. Those teams are required to be entered.

With 27 cars in the feature — which is expanded by four cars from last year’s race — there’s no guarantee a non-charter car could make the field. That’s a lot of money to go across country and face the chance of missing the main event.

The Daytona 500 field has four spots for non-charter cars. With that race’s payoff significantly more, it will attract at least five cars for those spots: Jimmie Johnson (Legacy MC), Zane Smith (Front Row Motorsports), Chandler Smith (Kaulig Racing), Austin Hill (Beard Motorsports) and Travis Pastrana (23XI Racing). Helio Castroneves confirmed Thursday that he will not enter the 500. He had been in talks with the team co-owned by boxer Floyd Mayweather.

Helio Castroneves rules out Daytona 500

Helio Castroneves Daytona 500
Robert Scheer/Indy Star/USA TODAY NETWORK
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DAYTONA BEACH, Fla. – Helio Castroneves might be at the 2023 Daytona 500, but the four-time Indy 500 winner won’t be in a race car.

During a news conference Thursday at Daytona International Speedway, Castroneves confirmed in response to a question from NBC Sports that he essentially has ruled out attempting to make his NASCAR Cup Series debut in the Feb. 19 season opener.

As recently as last Thursday at Rolex 24 Media Day, Castroneves, 47, said he still was working on trying to piece together a deal.

The Brazilian had been negotiating with the Cup team co-owned by boxer Floyd Mayweather and would have been in an “open” entry that lacked guaranteed entry to the Great American Race. That potentially would leave him in the precarious position of needing to make the race on qualifying speed or a qualifying race finish (as action sports star Travis Pastrana likely might need in his Cup debut).

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“Unfortunately for me, lack of experience, no testing,” Castroneves said. “A lot of things. I believe it would be a little bit tough throwing myself in such a short notice, and to go in a place that you’ve got to race yourself into it. So as of right now, yes, it’s not going to happen.

“But we did have an opportunity. We just got to elaborate a little bit more to give me a little more experience on that. So there is more things to come ahead of us, but as of right now, I want to focus on the IndyCar program as well and (the Rolex 24 at Daytona).”

Castroneves, who has a residence in Key Biscayne, said he still might attend the Daytona 500

“I might just come and see and watch it and continue to take a look and see what’s going to be in the future,” he said.

Castroneves enters Saturday’s Rolex 24 at Daytona having won the event the past two years. He made his signature fence-climb after winning last year with Meyer Shank Racing, which he will be driving for full time in the NTT IndyCar Series this year. He became the fourth four-time Indy 500 winner in history in his 2021 debut with Meyer Shank Racing.

The 2020 IMSA WeatherTech SportsCar champion also has indicated an interest in Trackhouse Racing’s Project 91 car that aims to place international drivers in a Cup ride (such as Kimi Raikkonen at Watkins Glen International last year). Team co-owner Justin Marks recently tweeted Trackhouse wouldn’t field the Project 91 car at the Daytona 500.

After winning the 2022 Superstar Racing Experience opener, SRX CEO Don Hawk had promised he would help secure a Daytona 500 ride for Castroneves.

Castroneves has been angling for a NASCAR ride for years, dating to when he drove for Team Penske from 2000-20. After winning the Rolex 24 last year, he said he had been lobbying Ray Evernham and Tony Stewart for help with getting in a Cup car.

Though Castroneves is out, Sports Business Journal’s Adam Stern reported that Mayweather’s The Money Team Racing still is considering IndyCar driver Conor Daly for its seat.