Ryan: Can Kyle Busch find his 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 harnessing a 3,400-pound stock through 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 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 his pushback also is 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.

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 been 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 was 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.

Talladega Truck starting lineup: John Hunter Nemechek wins pole

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TALLADEGA, Ala. — John Hunter Nemechek will start on the pole for Saturday’s Camping World Truck Series race.

Nemechek earned the pole with a lap of 178.767 mph.

Nemechek is one of four playoff drivers starting in the top six: Chandler Smith (second, 177.732 mph), Zane Smith (fourth, 177.061) and Ty Majeski (sixth, 176.744). Majeski clinched a spot in next month’s championship race at Phoenix with his Bristol win.

MORE: Talladega Truck starting lineup

Also qualifying in the top five were Carson Hocevar (177.068) in third and Matt Crafton (176.960) in fifth.

Failing to qualify are Tim Viens, Spencer Boyd, Jason White and Natalie Decker.

Saturday Talladega Xfinity race: Start time, TV info, weather

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The second race of the opening round of the Xfinity playoffs takes drivers to Talladega Superspeedway.

Noah Gragson secured his spot in the next round by winning last weekend at Texas. Ryan Sieg holds the final transfer spot. Riley Herbst is the first driver below the cutline, one point behind Sieg. Also below the cutline are reigning series champion Daniel Hemric (-8 points), Brandon Jones (-12) and Jeremy Clements (-28).

Details for Saturday’s Xfinity race at Talladega Superspeedway

(All times Eastern)

START: The command to start engines will be given at 4:09 p.m. … Green flag is scheduled to wave at 4:21 p.m.

PRERACE: Xfinity garage opens at 1 p.m. … Driver introductions are at 3:30 p.m. … The invocation will be given at 4 p.m. … The Brookwood High School choir will perform the anthem at 4:02 p.m.

DISTANCE: The race is 113 laps (300.58 miles) on the 2.66-mile speedway.

STAGES: Stage 1 ends at Lap 25. Stage 2 ends at Lap 50.

TV/RADIO: USA Network will broadcast the race at 4 p.m. Countdown to Green begins at 3:30 p.m. on USA Network. … Motor Racing Network coverage begins at 3:30 p.m. and also will stream at mrn.com. SiriusXM NASCAR Radio will carry the MRN broadcast.

STREAMING: NBCsports.com

FORECAST: Weather Underground — Sunny with a high of 78 degrees and no chance of rain at the start of the race.

LAST TIME: Noah Gragson won and was followed by Jeffrey Earnhardt and AJ Allmendinger.

 

Could Talladega open door for a record 20th winner?

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Talladega Superspeedway is known for fast speeds, huge drafting packs, sensational wrecks and tight finishes.

On Sunday (2 p.m. ET on NBC), it could be the site of an unexpected record.

Nineteen different drivers have won Cup races this season, tying a record. If a new winner shows up in Talladega victory lane Sunday, it will mark the first time in the sport’s history that 20 drivers have won races in a single season.

One of the remarkable things about that possibility is that the driver who has far and away the best record at Talladega among active drivers is among the group still looking for a win in 2022. That’s Brad Keselowski, who has won six times at NASCAR’s biggest track. No other active driver has more than three. (Keselowski is tied for second on the all-time Talladega win list with Dale Earnhardt Jr. and Jeff Gordon. Dale Earnhardt tops that list with 10).

Talladega and Daytona tend to reject repeat winners. The past nine races at the two tracks have been won by nine different drivers.

Other seasonal non-winners who could break through at Talladega:

Ryan BlaneyBlaney’s only win this year is in the All-Star Race, so he’s still looking for his first points win while continuing to chase the championship. He won at Talladega in 2019 and 2020.

Martin Truex Jr. — Superspeedways have been a pox on Truex’s career. In 70 races at Talladega and Daytona, he has failed to win.

Aric Almirola — In what has been a disappointing season, Almirola’s best finish is a fifth — twice. He won at Talladega in 2018 but hasn’t had a top 10 in his last four runs there.

Michael McDowell — McDowell’s best finish at Talladega is a third, but he is usually very competitive in the Talladega and Daytona drafts, winning the 2021 Daytona 500.

Ricky Stenhouse Jr. — Stenhouse won at Talladega in 2017 and usually is a factor in the draft.

Harrison Burton — Burton has had a tough rookie season, but the peculiarities of the Talladega draft should play in his favor. The No. 21 team’s next win will be its 100th.

Justin Haley — Haley has no top-10 runs in five Talladega starts, but he showed potential last week with a third-place finish at Texas.

Corey LaJoie — LaJoie has started nine Cup races at Talladega and has led exactly one lap. His best finish is a seventh.

Noah Gragson — Gragson, the star of this Xfinity season, is in the No. 48 for Hendrick Motorsports with Alex Bowman out because of concussion-like symptoms. In the Talladega draft he could be a threat.

 

 

Friday 5: Will fan access to in-car cameras lead to calls for penalties?

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Did NASCAR make the right decision to penalize William Byron 25 points and $50,000 for spinning Denny Hamlin under caution two days after the incident happened?

It’s a question that will be answered in Hendrick Motorsports’ appeal. 

But this reaches a broader issue. With fans having more access to video elements of the sport, how much influence could or should they have in exposing potential penalties moving forward?

Scott Miller, NASCAR senior vice president of competition, admitted after last weekend’s race at Texas that series officials did not see Byron hit Hamlin.

MORE: Alex Bowman to miss Talladega race 

While video from the USA broadcast suggested that Byron spun Hamlin, an official could question if Hamlin brake-checked Byron and initiated the contact as opposed to Byron running into him.

That question was cleared up three minutes after green-flag racing resumed when NASCAR’s Twitter account posted video from Byron’s in-car camera that showed him running into the back of Hamlin’s car. 

After the race, Byron admitted he ran into Hamlin, although Byron said he did not mean to spin Hamlin. Byron was upset with how Hamlin had raced him a few laps earlier, causing Byron to hit the wall.

“I didn’t mean to spin him out,” Byron said after the race. “That definitely wasn’t what I intended to do. I meant to bump him a little bit and show my displeasure and unfortunately, it happened the way it did.”

The in-car camera video from Byron’s car was a view that fans can have as part of a program that began with the start of the playoffs. Fans can watch in-car camera views from every car in the race through the NASCAR Mobile App and on NASCAR Drive on NASCAR.com. 

The TV broadcast did not have access to those in-car views. Miller noted that the officials also did not have access. That likely will change.

In this case, it was NASCAR’s social media account that made people aware of what Byron did. Moving forward, what if it is a fan that spots something that officials don’t catch and TV doesn’t show? What if that fan posts a video clip of an incident from a particular in-car camera? Should that lead to a penalty either during the event or days later?

Golf faced a similar issue within the last decade before stating that effective Jan. 1, 2018, the game’s major professional tours would no longer accept calls or emails from fans who think they had spotted a rules violation. Instead, the PGA Tour, LPGA, PGA of America, among others, stated they would assign at least one official to monitor all tournament telecasts and resolve any rules issues.

“It’s a tricky deal,” Ryan Blaney said. “Especially with the rise of social media and all the accessibility that the internet can give with all these live feeds from every single car, which I think is a good idea, but there could be some controversy in certain situations.”

Those watching last weekend’s Cup race posted video of a violation. NASCAR didn’t penalize Ty Gibbs after door-slammed Ty Dillon on pit road during the race. Video clips of the incident quickly showed up on social media shortly after the incident. 

Series officials typically review the races on Tuesday and that’s an opportunity for them to assess penalties on incidents they’ve gathered more information on.

NASCAR docked Gibbs 25 points and fined him $75,000 for the incident Tuesday. It marked his second penalty this year for contact on pit road. Gibbs was fined $15,000 for hitting Sam Mayer’s car on pit road after the Xfinity race at Martinsville.

Another key is issue with officiating in any sport is if it is better to be right, even if it comes a couple of days after an event, or if is something is missed during the event, then so be it?

Section 4.4.C of the Cup Rule Book states that drivers can be docked 25-50 points (driver and team owner points), fined $50,000 – $100,000 and/or suspended a race, indefinitely or terminated for a series of events, including “Intentional wrecking another vehicle, whether or not that vehicle is removed from competition as a result.”

So, even if NASCAR had penalized Byron during the event, officials could have further penalized him on Tuesday. It’s not a situation where there is either a penalty during the race or after. It can be both. 

Ryan Blaney says he would prefer a decision made in the moment and if not, let it go.

“I don’t want to have to wonder if something is going to happen days later,” he said. “I think you’ve got to take a little bit more time and try to get things right in the moment because a lot of these things can be game-changing outcomes.”

Byron’s penalty is an example. He left Texas third in the playoff standings, 17 points above the cutline. With the penalty, he’s eight points below the cutline. 

2. Race for stage points

One of the questions going into Sunday’s Cup race at Talladega Superspeedway (2 p.m. ET on NBC) is what should playoff drivers do. Should they ride at the back to help their chances of making it to the finish to score big points? Or should they run at the front and go for stage points while also being at greater risk of being collected in a crash?

Kyle Larson, who is 23 points above the cutline in third place, said he doesn’t see playoff drivers riding in the back.

“There’s so many stage points on the line, and if you can get those stage points, then even if you do wreck, you’ll have a decent points day out of it,” he said. “I foresee everybody racing pretty hard.”

Should any driver ride in the back early in a stage, they’ll likely need to be in the top 10 with 10 laps in the stage to have a good chance at stage points. 

In the spring Talladega race, 75% of the drivers in a top 10 spot with 10 laps to go in either of the first two stages finished in the top 10 and scored points.

Larson scored 17 stage points at Talladega. Add that to his fourth-place finish and he left there with 50 points. Only three other drivers scored more than 40 points that race: Martin Truex Jr. (45), Chase Elliott (44) and winner Ross Chastain (42).

All four of those drivers also were in the top 10 with 10 laps to go in the race. Chastain ran no lower than fourth in those final laps before taking the lead on the final lap. 

Chastain won that race after overcoming a pit road speeding penalty in the first stage. He did not score points in the first stage.  He got his lap back at the caution for the stage break and steadily worked his way up in the second stage, finishing ninth. 

As for his plan Sunday?

“We’re still talking through them,” Chastain said. “It’s not race day yet … we don’t have to have our plan yet. It would be bad if we already had our marching orders written down and we knew what we we were doing because it needs to be a more fluid experience. We’ll see how the race starts.”

3. RCR Turnaround

In the 14 races since NBC/USA took over broadcasting the Cup season, Hendrick Motorsports and Richard Childress Racing have each won a series-high four races. 

RCR’s wins have been by Tyler Reddick at Road America, Reddick at the Indianapolis road course, Austin Dillon at Daytona and Reddick last weekend at Texas. 

That’s four wins in a 13-race stretch for RCR. It took the organization 192 races to win its last four races before this recent stretch.

“The new car did level playing field,” said Andy Petree, competition director at RCR. “That was one of the things. What happened over the years is that some of these mega-teams have been able to build an advantage into their equipment.”

It’s more than that. The four wins by Reddick and Dillon double what the organization had the previous fours seasons. They’ve combined for 13 top-three finishes, including a 1-2 run at Daytona in the regular-season finale in August. 

In comparison, Kyle Larson and Chase Elliott — the past two Cup champions — have combined for six wins and 12 top-three finishes this season.

Reddick and Dillon also have combined 14 top-five finishes. That equals the number of top fives the organization had the previous four seasons combined. Reddick’s 439 laps led is more than the organization’s combined total (410) the past four seasons. 

“Obviously the drivers are more important now because everything is so close,” Petree said. “The drivers can make a big difference. Our pit crews have stepped it up this year. There are a lot of reasons why we have been as successful as we’ve been.”

4. Number crunching

A few things to ponder:

RFK Racing has led 309 laps in the last two races with Brad Keselowski and Chris Buescher. That’s more than the organization had led in the previous 105 races combined. RFK Racing’s 417 laps led this season is the organization’s most since 2013.

The driver leading at the white flag finished fifth or worse in each of the last four Talladega races that went the full distance. Erik Jones led at the white flag in the spring race. He finished sixth.

The driver winning the Talladega Cup playoff race has never gone on to win the championship that season.

Kyle Busch is the only driver to finish in the top 10 in all three races at Daytona and Talladega this season. He placed sixth in the Daytona 500. He was third at Talladega in the spring. He was 10th at Daytona in August.

A stage winner has not gone on to win the event in the last 11 races.

The 19 different winners this season is tied for the most in a season all-time with 1956, ’58, ’61 and 2001.

5. 600th race

Sunday will mark the 600th career Cup race for Rodney Childers as a Cup crew chief. He becomes the 15th crew chief in series history with at least 600 starts.

He and Kevin Harvick have been together since 2014. Their 313 races together is the longest streak among active driver/crew chief combinations. 

Harvick and Childers have combined to win 37 races, including two this season, and the 2014 championship in that stretch.