‘The Sims:’ How virtual reality is changing motorsports

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CONCORD, N.C. — A man leans his head into the window of Rajah Caruth’s race car. Caruth does not know him.

The man bows his head and prays, just as he’s done with the other drivers.

Shortly afterward, Caruth cranks the 125-horsepower engine and guides his white No. 13 Legends car from the staging area to pit road. Rain earlier rid this June night of humidity. The heat that baked drivers during the day is bearable as the sun sets behind the Charlotte Motor Speedway grandstands.

While Caruth and 18 competitors wait for the first semi pro feature of this year’s Bojangles’ Summer Shootout, an official walks between the rows of cars fist-bumping each driver.

Rajah Caruth prepares to run his first Legends car feature race. Photo: Dustin Long

“For those folks to come up and say ‘you got this’ or ‘good luck,’ that was pretty cool,” Caruth later said.

Clad in a plain black uniform and helmet, Caruth focuses on staying calm inside his car before he takes a monumental step in his racing journey.

Then comes the order to start engines. Each car, a 5/8-scale version of the NASCAR modifieds that ran in the sport’s early days, fires off with the buzz of bees on to the quarter-mile track.

As Caruth weaves his car from side to side to warm the tires, a thought strikes him.

“OK, we’re in it.”

Just what it is, Caruth doesn’t know.

He’s seen what’s about to happen for years but never from this viewpoint. His previous racing experience came on a computer with a reset button. There is no such button here.

Days shy of his 17th birthday, Caruth is about to start his first race.

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A first-generation NASCAR fan who traces his interest in the sport to the 2006 animated film “Cars” that included characters voiced by Richard Petty and Darrell Waltrip, Caruth wanted to be a driver. He wore a Jimmie Johnson uniform for Halloween in the second grade. But with no tracks near his Washington, D.C. home and the prohibitive costs to enter the sport, even for his two-income family, Caruth settled for racing on a computer, hoping to follow the path William Byron took to NASCAR’s premier series.

While many of NASCAR’s top drivers were racing by the time they were 8 years old, Byron did not begin until he was 14, gaining his experience with an iRacing simulator. When Byron hit the track, he quickly succeeded. He won the K&N Pro Series East title at age 17, a Truck series rookie record seven races at 18, the Xfinity championship at 19 and Cup rookie of the year honors at 20 last season for Hendrick Motorsports.

Byron notes that others can follow his unusual path.

“It’s still based on the interest that you have and the will to kind of make it happen,” he said. “If they are expecting to just decide they want to go race at age 14 … it’s going to be difficult for them to make it work. But for me, I had studied it for years and watched it.

Rajah Caruth on the track in a Legends car. Photo: Dustin Long

“Once I was 14, I was well ahead of my time even though I hadn’t been in something. I think there are a lot of kids out there that have a lot of potential that I’ve seen on iRacing and just racing against them, that would do very well in a situation if they could get there.”

Caruth’s quest does not take place in a vacuum. He is a part of the NASCAR Drive for Diversity Youth Driver Development program and is the only one of the four who came from iRacing. The other three have actual racing experience. While there are various avenues to NASCAR, Caruth’s path will become a gateway, says a Toyota Racing Development executive who oversees the company’s driver development program.

“In the long run … I’m thinking three to five years, the simulation investment and the time and effort to find new top-level talent, it will come from simulator racing,” said Jack Irving, senior manager, commercial director for Toyota Racing Development, whose duties include TRD’s driver development program.

Three to five years is too far away for Caruth. Now is his chance, piloting a car similar to what former Cup champions Kyle Busch, Kurt Busch and Joey Logano once drove.

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Five days before Austin Dillon wins the 2018 Daytona 500, Caruth prepares to race. On foot. It is the day of the District of Columbia State Athletic Association indoor track meet. He will compete in the 800-meter run.

A seventh-place finish is not the day’s most significant event for Caruth.

Instead it is the conversation he has with his father, Roger.

Roger Caruth and son Rajah. Photo: Dustin Long

As others compete, Caruth and his father discuss Caruth’s racing future. The previous summer Caruth drove go-karts in a league at an indoor facility located between Washington, D.C. and Baltimore. He had not raced in the winter.

“I was a little stressed just because of trying to figure out what I could do,” Caruth said.

He presents various options to his father. One is for the family to purchase a Legends car or something comparable. The costs, though, are too much. Another option is to find sponsorship, rent a car, and run whatever races they can afford. iRacing also is debated. 

iRacing is viewed as the best option. Caruth will upgrade his setup. He buys a steering wheel and eventually purchases a new computer, spending more than $1,000 combined on those items, but it is still much cheaper than buying a car or renting one for multiple races.

Instead of going to a track, Caruth will race from home.

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As simulator technology and racing games improve, they provide a way to train and evaluate drivers. Still, there are limits to racing solely on a computer.

“The actual models are becoming so good,” said Toyota’s Irving. “What hasn’t been mastered yet — and will be — is the feel of the car in your home systems. … To get a full immersion simulator, it’s still almost the cost of a race car.”

Irving acknowledges that there remain challenges even with the simulators Toyota, Ford and Chevrolet have for their drivers in NASCAR, IndyCar and other series.

“You only get so much out of that,” Martin Truex Jr. said of using a simulator to prepare for last weekend’s Cup race at Sonoma Raceway, which he won for a second consecutive year. “All the visual cues are there, but you don’t have the feel, the sensation of speed, the G-forces, the rises and the falls, all of that.”

Even without that, Irving says iRacing can reveal talent, particularly a driver who succeeds in different types of racing on it. 

“You need to be able to race in multiple disciplines,” he said. “I think a simulation racer that we’re going to be able to engage with is going to have to be really, really good on dirt, really, really good on the rally race, really, really good on the road course, just absolutely exceptional on multiple modalities because their adoption of being able to learn. That is going to be important, no different than the great drivers (that) can typically get in anything and race.

Kyle Busch: “Everybody has their own different paths” to NASCAR. (Photo by Jonathan Ferrey/Getty Images)

“If Kyle Busch decided to run (a midget car) in the Chili Bowl, I think he would do quite well just because he’s a gifted race car driver. No different than Kurt Busch at the (Indianapolis) 500 and that kind of stuff.”

Kyle Busch credits his success to understanding his car. That goes back to when he started racing. 

“My vehicle understanding and the reasons why I’m somewhat successful at what I’ve done is a huge credit to my dad,” Busch said. “Growing up in the shop, working on the cars, building the cars, understanding what springs were and meant and how to rate them and what corner to put them in, shocks, cambers, casters – all of that sort of stuff, I learned.

“I built my cars from the ground up with my dad. I tore my Legends car apart one off-season when we were done racing for the year. I ripped it all the way down to the ground because I thought if I strip it, he will be OK if I wanted to paint it, to repaint the chassis and kind of go through everything. I stripped it all the way down and was like, ‘Alright, I’m ready, let’s take it to the paint shop.’ He was like, ‘Nope, I’ll buy you a can of spray paint and you can put it all back together by yourself.’ 

Everybody has their own different paths of how they grow up and how they understand things and what they understand.”

Caruth seeks to gain such knowledge as he also learns to race.

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The green flag waves.

Caruth starts the 25-lap race at the back of the 19-car field since this his first start.

He passes three cars on the first lap.

He passes another car on the second lap.

On the third lap, a car makes contact with Caruth’s, sending it into the SAFER barrier. Caruth falls to last.

He fights the car’s handling and goes a lap down 10 laps into the race.

Rajah Caruth hopes to follow William Byron from iRacing to Cup. Photo: Dustin Long

Eight minutes after Caruth took the green flag, the race is over. He finishes 17th. The contact with the wall bent the right front ball joint, control arm and spindle, making the car hard to turn.

To understand the challenge Caruth faces, look at his competition. Jason Alder, who turned 16 a couple of days after winning this race, began competing at age 6. Alder started in go-karts, moved to Banderlos and is in his third season in Legends car. This was his first win in a Legends car at Charlotte. For as challenging as it has been to reach this point, he knows the difficulties Caruth may experience.

“Racing is really about the passion behind it,” said Alder, who is nearly a year to the day younger than Caruth. “If you have the passion and the determination to continue in the darkest of times, you’re always going to look to the bright side even when you’re learning.”

Caruth is not dejected with his result.

He’s determined.

“I cannot wait until tomorrow,” he said.

It’s another chance to race.

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Caruth is not alone in his quest. There are those who can relate to his journey.

Max Brady and his brother Kenny both didn’t start racing until four years ago. Max was 15 and Kenny 13. Before then, their racing experience consisted of racing video games on their Xbox. They’ve since moved to iRacing. 

Max and Kenny understand that a racing simulator or game can help a driver but also know it can’t prepare a driver for everything they’ll feel once they are strapped into their vehicle.

That’s not an excuse to fail. Max recently won his first Legends car race at Atlanta Motor Speedway. Kenny won numerous Banderlo races in three years there before driving a Legends car this year.

Still, Kenny faced challenges with the move to Legends cars. He finished 21st in his first race. The next race, which Max won, Kenny finished eighth. 

While Max and Kenny don’t have as much experience as some of their competitors, they have more than Caruth.

Rajah Caruth receives guidance from Gander Outdoors Truck Series driver Stefan Parsons. Photo: Dustin Long

“Being so new to it, it’s going to take some time to learn race strategy and how to keep the car clean, racing around others, being consistent, knowing how to make moves, when to make the moves,” Kenny Brady said. “He’s going to learn as he goes.

“When I started out, I thought if I just got in the car and I was fast, I was going to win right off the bat. It’s so different.”

Kenny is confident Caruth will excel as he gains experience. Kenny has been friends with Caruth for a couple of years. He and Max helped Caruth transition to iRacing last year so Caruth could have better results.

Kenny also has seen Caruth’s ability in a go-kart. Caruth and his dad went to Georgia in late May and Caruth raced with Kenny at an indoor karting facility.

“I was impressed,” Kenny said. “Rajah was on my tail. I beat him twice. He beat me twice. I was very surprised at how well he did, how smooth he was.”

Those traits were evident at the combine to select the Drive for Diversity youth development drivers earlier this year.

“We wanted him to build speed,” said Matt Bucher, director of competition for Rev Racing, which operates the Drive for Diversity program. “I think we got him within three- or four-tenths of where the fast guys were.”

Caruth showed enough talent, despite his lack of experience, to earn a spot in the program.

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Although Rajah Caruth’s racing uniform contains no sponsors, no website address and no stripes or other designs, it’s what is inside that matters this night to him.

He wears a Bubba Wallace T-shirt he got when he and his family attended last year’s Cup playoff race at Richmond Raceway.

Wallace is competing this evening in a different division, a night after he ran the rain-delayed Cup race at Michigan International Speedway.

Caruth wants to talk to Wallace but doesn’t want to appear starstruck. Instead, Wallace approaches.

Caruth, coming off his first career race the night before, and the 25-year-old Wallace, who is in his second full season in Cup and has been racing for nearly two-thirds of his life, talk mechanics. Caruth is trying to get his braking down and maximize his car’s speed in the center of the corner. Wallace offers a few tips.

“Getting it from him just helps me understand it a little bit more,” Caruth said.

Chase Cabre also is here this night helping the Drive for Diversity drivers. Cabre is coming off his first career K&N Pro Series East victory June 1 at Memphis International Raceway.

Cabre knows that it will take time for Caruth.

“The difference between here and what’s he used to … everything happens very fast,” Cabre said. “Once he learns the speed factor, the feel, the smells and it all slows down for him, he’ll start to get one thing after another.”

Rajah Caruth’s car after the oil leak was fixed. Photo: Dustin Long

Caruth’s night has its challenges. In qualifying, debris causes an oil leak but Caruth doesn’t recognize the issue. He stays on track, fighting the steering wheel. The back of the car acts as if it wants to slide, a result of the oil getting on the tires. The problem is found and fixed in the garage in time for the semi feature. He finishes third in that race. In the feature, he starts 17th among 21 cars.

On the schedule, Caruth’s race is to take place after the school bus race among local principals and before the “Chicken Dance” contest. A bus oils down the track, delaying Caruth’s race, so the chicken dance proceeds. After it ends, the track is still not ready so the “Hokey Pokey” is played on the track’s speakers to keep fans entertained.

When Caruth gets on track, he notices an issue with his shifter and comes to the pits before the green flag. He loses a lap before the issue is resolved.

Even though he’s not on the lead lap, he battles another car in the final circuits. The duel goes through the final corners. Caruth is passed just before at the finish line. He finishes 17th.

It is in this race that Caruth gets his first taste of being hit from behind.

“That was a pretty cool experience getting moved, honestly, to feel it physically what it feels like so I know moving forward if I’m getting pushed or it’s a good shot,” Caruth said. “He was getting me square except for the last time he got me. He got me a little squirrelly. It was fine.”

That’s what they call “just racin.”

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Caruth’s first two nights have had their ups and downs but he’s staying true to a philosophy he picked up from Hailie Deegan, whose personality and K&N Pro Series West success — two wins this year, one point out of the series lead — has increased her popularity

“I have little goals, kind of like what Hailie Deegan did this last year,” Caruth said. “Little goals week by week and they ended up adding to her race wins.”

Caruth’s progression of goals are to run a clean race, finish in the top 15, finish in the top 12, score a top 10, finish in the top seven, score a top five and eventually win. They are listed in his phone.

He is ready for his third chance to score a top-15 finish. Caruth starts 20th.

Lacy Kuehl salutes Rajah Caruth after he finished 12th in his feature race. Photo: Dustin Long

He charges to 15th in two laps.

He climbs to 14th.

A couple of laps later Caruth is 13th.

He moves to 12th.

Coming through the second turn, Caruth deftly bumps the car ahead of him, moving it up a lane. Caruth zips by to take 11th with the veteran move.

Caruth goes on to finish 12th. Another goal met.

But after the race, he’s unsure of what to do next. He looks for the car he bumped out of the way to talk to the driver.

“I don’t know if I should apologize or what,” Caruth later said. “I didn’t do it right. I got him up out of the groove but my right front caught their left rear so it knocked the wheel slightly out of my hand. I just held it.

“I was full intent trying to move him. I wasn’t trying to hit him hard. It was to the point where I could tell he was already free. If I hit him too hard, he would have spun out and I would have (been penalized) and gone to the rear. In iRacing, I hate hitting people.

“Today kind of helped me realize that OK, I’ve got to get physical.”

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Hurry up and wait.

Tuesday night marks Caruth’s fourth race of the season and it’s his longest night. His class will run the final race of the evening, one slowed by multiple red flags in other divisions.

Rajah Caruth scored his first top-10 finish in his fourth race. Photo: Dustin Long

When it comes time to race, Caruth is ready. As he makes progress, the handling on his car becomes more difficult. The car wants to break free.

Oil is overflowing on to his tires. He spins in Turn 1. Caruth keeps his foot in the gas to turn the car but sees it headed for the curb and stops the car. The caution is out. Caruth heads to the pits. The hood is opened and engine checked. He’s sent back out.

It’s a caution-filled race and Caruth moves up as others have problems.

When the checkered flag waves, he is 10th. He will be scored ninth when the winning car fails inspection.

In less than three weeks, Caruth has gone from a teen who raced solely on a computer to going on track and scoring a top-10 finish in a 20-car field.

This is a night to celebrate. He and his father head to Friday’s so Caruth can get some chicken fingers and watch the video of his race from the GoPro camera mounted on his car. There’s much to savor but also much to learn.

“It’s been a crazy first leg of the journey,” Caruth said, “but I’ve got still go more to go.”

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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.