Ryan: Help thy enemy? Why it was the best strategy on Kansas restarts

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KANSAS CITY, Kan. – With all the talk this year about the lack of autonomy afforded drivers because of rules that rob the accelerator of authority, restarts would seem the great equalizer.

If the low-horsepower, high-downforce combination makes you feel a little too stuck to the asphalt, let’s bunch them up and wave the green for 2019’s most consistently dependable spectacle on speeedways.

Five wide! Endless lane selections! Side-drafting in every corner!

It often seems as if drivers could treat restarts as they would reading a Choose Your Own Adventure story with limitless options.

In reality, restarts offer less opportunity for independence in certain situations.

The most critical restarts Sunday at Kansas Speedway were firm reminders of how nothing is as it seems when strange bedfellows emerge while getting back to full speed.

The first moment came on a restart with two laps remaining in Stage 1 (video above). Joey Logano restarted third by skipping a pit stop under yellow, and he charged around Clint Bowyer and Ryan Blaney to the high lane and the lead.

Behind him went Chase Elliott, who was on four fresh tires and also entered the race trailing Logano by 22 points for the last playoff transfer spot.

As traffic fanned out five wide, Elliott elected to tuck in directly behind Logano — pushing his chief rival to 10 stage points and a playoff point.

Wut?

“What else was he going to do?” Logano countered a reporter who asked him if he was surprised by the help. “He didn’t have another option. He was three wide and pinned in behind me. His only thing was to push me and to help himself. He didn’t do it to be a nice guy, I promise you that. He did it because it was going to help him. That’s what got him to second.”

Indeed, Elliott picked up nine points that helped make the difference in his advancement to the Round of 8 (over Brad Keselowski by three points).

But couldn’t he have picked another lane and made Logano’s life that much harder?

“The top is where you want to be on the restart,” Logano shrugged. “Obviously he got to second, so that was the only move for him. It was the smartest one. That’s why I went (to the high lane).”

Elliott gave Logano credit for forcing him into a decision that essentially left his No. 9 powerless to avoid aiding the No. 22.

“At that point, I was going to do what was best for me,” Elliott said. “Unfortunately, it helped him. At the point in time, it was the best thing I could do for myself and in those situations, you have to be as selfish as you can. Unfortunately, it was the best option and he happened to be the guy in front of me. It wasn’t by dumb luck. He put himself in a good position. He’s pretty sharp on that.”

Elliott was in the mix of two more crucial restarts that determined the race’s outcome and his playoff fate while underscoring how alliances can shift. The final two times the green flag waved Sunday, the top four consisted of Elliott and the Joe Gibbs Racing trio of Denny Hamlin, Kyle Busch and Erik Jones.

If it seemed like a recipe for the Gibbs Toyotas ganging up for a 1-2-3 finish, but Elliott managed to get second place and had some unexpected help from Jones when starting on the outside of the front row on the penultimate restart

“I was a little surprised that (Jones) gave me as good a shove as he did on that restart so appreciate that,” Elliott said. “At the end of the day, those guys moving their lane forward is going to help them. It might not look right at first, but you never know what is going to happen on the backstretch or down into Turn 3 that could give that guy behind you a shot to win. You’re just trying to do whatever you can to put yourself in a better position.”

Jones, who finished fourth, said working with his JGR teammates “was never talked about” on his team radio, but he did try to reduce Elliott’s momentum by pulling out of line briefly into Turn 1

“You want a team car to win,” Jones said. “But I wanted to win if our team car is going to win, so I would push (Elliott) on the restart, tried to split him on the top. It didn’t work. I was trying to get myself in a position to get to second to duke it out for the win with whoever it may be, whether a teammate or Chase. So there wasn’t really anything crazy teammate-wise we were trying to do.”

There was no expectation of tactical teammate precision from Hamlin and crew chief Chris Gabehart, who said there is communication between Gibbs crew chiefs without a delineated strategy to help each other. “Everybody is pretty smart about playing chess at that point,” he said. “It’s about he who executes best. My guy did it.”

Said Hamlin: “There’s no guarantees at all. You just hope, from my standpoint, that the person that’s behind you gives you a push.”

The most important shove for the race winner came from the No. 18 Toyota of Busch, who stayed committed to the slower bottom lane to ensure Hamlin kept the lead into Turn 1.

“There was one that was really crucial,” Hamlin said. “If he dips out and takes us three‑wide, one way or another, our lane is dead, and the whole outside line just freight trains right by us all.”

Busch, who slipped from second to third on the final restart, said the move “proved that point” about being a team player.

His sense of resignation also might have revealed another reason he has been among the biggest detractors of the rules package.

Even when it seems you have options … sometimes, you really don’t.

“If you’re not in control of the last restart, then you don’t have a chance to win,” Busch said. “So oh well.”


Lapped cars were a hot topic this past weekend with Garrett Smithley essentially causing Chase Briscoe and Christopher Bell to wreck while racing for the lead late in Saturday’s Xfinity race.

That sparked an avalanche of outrage from NASCAR Twitter, which had thoughts on Smithley making contact with a faster car for the second time in six weeks (Kyle Busch took umbrage at Smithley’s lapped car in the opener at Las Vegas Motor Speedway). One of the amusing and (naturally) blunt tweets came from Kyle Larson, who had an encounter Sunday with the lapped car of Joey Gase.

Larson spun Gase when he impeded his progress through the outside lane in Turn 4.

“There were a lot of us, and I was trying to get a big run up top,” Larson said. “I was hoping to get a lane and didn’t get one, and I was so slow. I was already to his back bumper, so …  yeah.”

Was a message being sent?

“It wasn’t really a message,” Larson said. “More it was just I was in a hurry, and he was doing his best to get out of the way of the guys below, and more so just impatience on my part. Yeah, I mean I just had to go.”

That’s the right assessment of the situation. As long as NASCAR races have a few dozen cars in the field and a few hundred miles to race to the checkered flag, there always will be lapped cars that potentially can affect the lead group.

There isn’t much that can – or should – be done aside from changing the parameters that govern how slower cars are allowed on track and then stay there.

“There’s just a few cars that are way off the pace, and it just is what it is,” Larson told NBC Sports. “Selfishly, I’d love to say make the minimum speed higher, but I know they have a formula for how that works.”

As Bill France Jr. once famously said: You always need slower cars for the faster cars to pass.


It seems only a matter of time before the best remaining open ride for 2020 is filled, and it seems likely Daniel Suarez will remain in the No. 41 Ford at Stewart-Haas Racing.

Suarez said meetings with sponsors have gone well the past two weeks as his management team helps shore up the funding for the car and with Arris. The telecommunications company, which has sponsored Suarez in NASCAR since 2015, recently underwent management changes with new ownership.

Encouraged that Stewart-Haas Racing now can focus on his deal after re-signing Clint Bowyer and Aric Almirola, Suarez said “good progress” was made on having his car sponsored after meeting the new Arris executives.

“There are a lot of things moving internally with Arris as a company, and overall that slowed things down a little bit, but everything is looking pretty good,” he said. “You make a relationship with somebody, and all of a sudden, they’re not making the decisions anymore. It’s like starting over again. There’s a lot of things in the middle helping. You have to do more than put a sticker on the car. Working on different scenarios to try to make racing make sense for everyone.”

There also seems to be building sentiment at SHR of delaying the elevation of Cole Custer to Cup until 2021 when the debut of the Next Gen car is expected. Custer is an Xfinity championship contender for the second consecutive year along with Christopher Bell and Tyler Reddick, both of whom are headed to Cup in 2020.

Suarez said he hasn’t felt pressure from Custer’s success, though.

“If you look at it, there are three drivers winning a lot in Xfinity,” said Suarez, the series’ 2016 champion. “Eventually, they’ll all be in Cup. Have to remember as well that in today’s world, it’s way easier to win races in the Xfinity Series because there is not Cup drivers there anymore, compared to two years ago.

“At same time, all three drivers are strong, eventually they’ll make it to Cup because they have everything it takes to be there. But honestly, I’m not worried. I know what I can do. I know what I bring to the table on the track and off the track. That’s very important. We just have to be patient and make sure the timing is right.”


In a revealing interview about his professional future, Jimmie Johnson told Jeff Burton last week that he expects to win this season.

New crew chief Cliff Daniels believes his driver can end a two-year winless skid over the next four races (“I think we can win any of them. With good execution, great restarts and pit stops, any day could be our day”), and a victory positively would influence the decision Johnson is facing about driving beyond the 2020 season.

“I think it would, and I think it would add years (to Johnson’s career),” Daniels told NBC Sports. “I think if he wins this year, he’s going to be fired up just to keep going. That’s just my take on it. To see his hunger and his drive right now, it’s still 100 percent committed, which is pretty cool to see.”

Daniels, who took over the team at Watkins Glen International in August, said he and Johnson have had some conversations on the future. Daniels is confident the team won’t get distracted while Johnson mulls a career timeline (the seven-time series champion expects to inform team owner Rick Hendrick within four to six months).

“I think whatever level he’s going to want support or encouragement or advice, he’s going to ask for that,” Daniels said. “But as far as the team goes, I think everyone is aware, and we would be blinding ourselves needlessly to not be aware, and that doesn’t bother anybody, and that’s fantastic because the team knows that he still is operating at a really high level and performing at a really high level as a driver. With the way he approaches the weekend, the way he still stays good with his fitness, we’re here to give him our 110 percent, no matter what’s going on, to give.

“If he decided to hang it up at the end of this year or in three years, it’s going to change nothing about our approach. We are fully committed to building us back to where we need to be and then continuing that. And then once we get there, we have to sustain it. So again, whether it’s six months or three years, our approach doesn’t change.”


After three races of uncharacteristic blunders – some inexplicably occurring prerace – there were undoubtedly some uncomfortable conversations this week in the conference rooms at Team Penske headquarters in Mooresville, N.C. There were two loose wheels on consecutive days at Kansas for Austin Cindric and Joey Logano, and the latter nearly precluded the defending series champion from having another shot to reach the title round at Homestead-Miami Speedway.

Mistakes during championship runs aren’t totally unfamiliar to Penske – there was a period in the late 2000s when a comedy of late-season errors negated an IndyCar championship seemingly annually – but the “blocking and tackling” mistakes (as NASCAR on NBC analyst Steve Letarte calls them) are more egregious than just pit-stop miscues. While each has been a separate issue (e.g., Logano’s axle and Ryan Blaney’s hub failures at Dover; Brad Keselowski’s fuel pickup at Talladega), the rash of problems make it harder to write off as freak incidents and more indicative of a lack in quality control.

“We have to smooth out our days,” Logano said. “That’s the first thing and most controllable thing to work on is getting through the races with nothing happening. We shouldn’t have loose wheels when the race starts. We have to clean that stuff up. I’ve got to be smoother on the track and make sure I get the most out of it from there. We have to clean up pit stops and be faster there.

“We just got to look at every department and be a little better. We’re definitely not exactly where we need to be. I think we can close the gap. Don’t take that as I’m saying we can’t win this thing. We just have some work to do, and I know we’ll do it.”

2022 spotlights: The Clash, the King and Martinsville Mania

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The 2022 NASCAR Cup Series season brought something new (a race inside Los Angeles Memorial Coliseum!) and something old (a win by the No. 43!) and a lot in-between.

In many ways, it was one of NASCAR’s best seasons. There were new winners, the Next Gen car kicked up competition a bit and there was a race finish (see the Ross Chastain file) like none other in the history of the sport.

MORE: NASCAR Power Rankings: The name game

There were downsides, too: The safety of the new car came under fire (figuratively and literally, as wheel-well flames ended more than a few rides), drivers’ seasons were interrupted or ended because of hard wrecks and some races were less than stellar.

Looking back over the February-to-November marathon, some races stand out:

Rocking the City of Angels – Despite the naysayers, the Clash at the Los Angeles Memorial Coliseum was a roaring success. A platter of questions, including whether the purpose-built track inside the stadium would hold up under heavy stock cars and generate good racing, awaited as teams rolled into LA. The racing wasn’t sensational, but it was good, and there were no problems with the track. A huge crowd showed up, and NASCAR left town with many ideas, having proven that it could run a race on a temporary track inside a large stadium. It has escaped no one’s notice that there are many other large stadiums in the country – and, by the way, outside it.

Wiggling at Watkins Glen – The venerable New York road course produced another hot finish as teammates Kyle Larson and Chase Elliott battled for the win. Larson forced Elliott out of the main groove and took the lead for good with five laps remaining. “I’m not proud of it, but I knew it’s what I had to do to get the win,” Larson said. Elliott didn’t publicly criticize Larson, but it was clear he wasn’t pleased with Larson’s move.

MORE: Fighting knights and pie in the sky

Six hundred miles, and then some – The long history of Charlotte Motor Speedway’s 600-mile race has produced some great competition – and some races that prompted long naps. This year’s was one of the craziest and, by the way, the longest. The race went to two overtimes, finally ending after 413 laps and 619.5 miles, making it the longest race in NASCAR’s 75 years. The winner – perhaps most accurately described as the survivor – was Denny Hamlin, who outran teammate Kyle Busch over the final two laps.

The King is back…but where is he? – The Cup playoffs opened at Darlington Raceway with the storied Southern 500, but the playoffs took a back seat to other storylines. Erik Jones scored an upset win in Richard Petty’s No. 43, marking the iconic car’s first victory since 2014. Petty, however, missed the Victory Lane festivities. He and Dale Inman, the No. 43’s former crew chief, left the race early for the drive home to North Carolina. The long night held several incidents, including one involving Kevin Harvick, who criticized NASCAR after his car caught fire, uttering his now-infamous diatribe about what he called “crappy-ass parts.”

No watermelon, but a lotta juiceThe finish of the Oct. 29 playoff race at Martinsville Speedway generated international interest. Christopher Bell won in a must-win situation to advance in the playoffs, but the post-race spotlight was on Ross Chastain, who rode the outside wall through the final two turns at speeds rarely seen on the short track and finished fourth, good enough to stay in the championship hunt. Chastain’s remarkable move drew comment from observers outside NASCAR, including Formula 1 drivers.

 

 

 

 

 

 

Friday 5: Memorable images from 2022 NASCAR season

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The end of the season provides a chance to look back and each year I go through the photos on my phone and find those that show the highs and lows of a sport that goes from February to November. 

Here are some of the photos that stood out for me:

1. Daytona 500 

Although the time spent in Daytona Beach, Florida, has shrunk in recent years with a more compact track schedule, the intensity remains. As do the emotions. 

Cup rookie Austin Cindric accomplished “a racer’s dream” in winning the Daytona 500, accomplishing something in his second attempt that took Darrell Waltrip 17 times and Dale Earnhardt 20 times to accomplish.

Cindric blocked teammate Ryan Blaney coming to the finish line and beat Bubba Wallace by half a car length. 

It was the second time Bubba Wallace had finished runner-up in this race. Unlike 2018, when Wallace was excited with finishing second, Wallace felt no such emotion this time. 

“2018 was awesome,” Wallace said of his runner-up result in the Daytona 500. “2022 was not awesome.

“I didn’t have a fighting chance the first time in 2018. This one being that close, it’s like a gut punch.”

The photos that stand out to me are of the picture of Cindric’s car covered in red, white and blue confetti before going through post-race inspection and the disappointment Wallace wore on pit road after the race.

Austin Cindric‘s car after winning the 2022 Daytona 500. (Photo: Dustin Long)

 

A dejected Bubba Wallace after finishing second in the 2022 Daytona 500. (Photo: Dustin Long)

2. Road America 

The Cup Series is not returning to the Wisconsin road course after two years there. Instead, this race will be replaced by the Chicago street course event in 2023.

This past season’s race was memorable. Tyler Reddick scored his first career Cup win on July 3. Nine days later came the announcement that he was leaving Richard Childress Racing for 23XI Racing in 2024 (That timetable moved up to 2023 after RCR signed Kyle Busch to replace Reddick in the No. 8.).

Among the special moments from the Road America race was Austin Cindric walking the length of pit road to victory lane to congratulate Reddick.

Austin Cindric hugs Tyler Reddick in victory lane at Road America on July 3, 2022. (Photo: Dustin Long)

Walking with Cindric, I asked him why he was making the trip to see Reddick.

“I think of anyone in the field, he probably deserves that win more than anybody else,” Cindric told me. “I think he’s put himself in position. He’s a really likable guy, and I feel like you can see how hard he works. 

“I’ve seen him mature as a driver and a person and as a friend and a father. It’s cool to see somebody you’re close to go through that.”

When Cindric arrived in victory lane, he walked up to Reddick and gave his friend a bearhug, lifting Reddick well off the ground.

In all the excitement, Reddick’s son, Beau, was not impressed. He was sound asleep in victory lane.

Tyler Reddick’s son Beau sleeps in victory lane after his father’s first Cup win in July 2022 at Road America. (Photo: Dustin Long)

3. Special moments

One never knows what you’ll come across in a season that stretches so long through the calendar. 

These are a few such moments that proved special for one reason or the other.

As storm clouds gathered over Daytona International Speedway in February, the sun was settling, creating a sky both ominous and spectacular. The photo captures that scene as Cole Custer walks through the garage. After this season, Stewart-Haas Racing announced it was replacing Custer with Ryan Preece in the No. 41 Cup car and that Custer would run in the Xfinity Series for the team.

Cole Custer walks under an ominous sky at Daytona in February 2022. (Photo: Dustin Long)

Another photo that stands out to me comes from the Clash at the Coliseum. There were so many questions about the exhibition race inside the Los Angeles Memorial Coliseum, such as if the specially built track would withstand the rigors of cars, what would the debut of the Next Gen car be like and would fans really be interested in such an event.

The track held up. So did most of the cars and the fans came. While not a sellout, more than 50,000 people attended the event and NASCAR noted that many had not purchased tickets to a NASCAR event before. The event was a success.

What stood out to me was the lines of people waiting to buy souvenirs the day of the race. In some places, lines stretched well away from the merchandise trailers. 

Fans stand in line for merchandise at the Clash at the Coliseum in Feb. 2022. (Photo: Dustin Long)

Sometimes you never know what you’ll see at at event. At an event at the NASCAR Hall of Fame, Hall of Famers Richard Petty, Dale Inman and Ray Evernham all stood together. That is 18 Cup championships (eight by Inman, seven by Petty and three by Evernham).

NASCAR Hall of Famers Ray Evernham, Richard Petty and Dale Inman at the NASCAR Hall in April 2022. (Photo: Dustin Long)

4. New winners 

This season saw five first-time Cup winners: Austin Cindric (Daytona 500 in February), Chase Briscoe (Phoenix in March), Ross Chastain (Circuit of the Americas in April), Daniel Suarez (Sonoma in June) and Tyler Reddick (Road America in July).

I caught this scene of Suarez alone in his thoughts in the garage at Nashville Superspeedway in his first race since that Sonoma victory.

Daniel Suarez at Nashville Superspeedway in June 2022. (Photo: Dustin Long)

5. Martinsville

Ross Chastain’s video game move on the last lap of the playoff race was stunning. Needing two positions to advance to the championship race, Chastain put his car into fifth gear, planted his car against the wall in Turn 3, took his hands off the wheel and let the wall guide his Chevrolet around the final two turns while he floored the throttle.

Amazingly, it worked. He passed five cars and earned a spot in the championship. Although he didn’t win the Cup title, Chastain provided one of the most memorable moments of the 2022 season.

As I was leaving the infield late that Sunday night. I stopped to take a picture of the wall and the marks Chastain’s car had left on its remarkable charge.

Turn 4 wall after Ross Chastain’s video game move on the last lap of the October 2022 race. (Photo: Dustin Long)

Dr. Diandra: 2022 accidents steady, spins up 200%

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Cautions were up in 2022 despite fewer stage-end and competition cautions of any year since stage racing began. The third installment of 2022 by the numbers focuses on the causes (and causers) of cautions.

Cautions

I divide cautions into those that are planned — like competition and stage-end breaks — and so-called ‘natural’ cautions. Natural cautions include accidents, spins, stalled cars, debris or liquid on track and weather.

My first graph shows that this year’s 302 cautions are the most total cautions since 2014. That’s despite only 73 planned cautions, the fewest since stage racing started.

A stacked bar chart showing the planned and natural cautions from 2013 to 2022

The 2022 season had 43 more total cautions relative to 2021, and 57 more natural cautions than last year. That’s the most natural cautions since 2016.

Causes

Caution classification is subjective. Obviously, a car spinning is a spin and cars colliding is an accident. But if a car spins and then hits another car, is it a spin or an accident? If an accident happens at a stage break, do you record the caution as an accident or a stage break?

This year presented an even thornier problem.

The 2022 season had more blown tires and wheels coming off cars than any season I can remember. NASCAR classified some incidents arising from blown tires as debris cautions, others as accidents.

To me, a blown tire seems fundamentally different from a stray car part on the track.

The myriad tire and wheel problems prompted me to review all 302 cautions. I added three additional caution categories: wheel issues, fire and tire issues.

Tire issues were so labeled only if a blown tire preceded a crash or spin. Tires that blow because of contact with the wall or flat spotting aren’t included. If I couldn’t tell for sure that the blown tire came first, I left the caution in its original category.

My re-categorization complicates comparing cautions by category to previous years. That concern is offset by the need to set a benchmark against which to measure next year’s data.

The table below compares my breakdown of cautions with NASCAR’s for the 2022 season. I admit that I’m not totally objective, either. But I believe my categorization better reflects the overall nature of the 2022 season.

A table comparing breakdowns of cautions

The most surprising statistic is the extraordinarily large number of spins. Cup Series drivers spun between 20 and 27 times per season between 2016 and 2021. Drivers in 2022 spun 60 times.

There haven’t been that many spins since 2007, when the series recorded 66 spins. That was the first year of the Gen-5 car; however, the number of spins this year is similar to the numbers for the Gen-4 car. Fans wanted a car that was harder to drive. The spin statistics are a good argument that they’ve gotten their wish.

Drivers in accidents, spins and stalls

I treat accidents, spins, and stalls as a single category because of the questions about differentiating between them. ‘Incidents’ combines all the spins, all the accidents and all the stalls.

And remember: being involved in an incident doesn’t imply that driver caused the incident.

The graph below shows all drivers with 12 or more incidents during the 2022 season.

A stacked bar graph showing the drivers involved in the most accidents, spins and/or stalls

Remember also that this count doesn’t include wheel or tire issues. A driver crashing because a tire blew is fundamentally different from an accident or spin.

Ricky Stenhouse Jr. and Ross Chastain were involved in the most incidents in 2022. Both drivers had 15 accidents. Stenhouse also had two spins and a stall, while Chastain had three spins. Stenhouse led in caution-causing incidents in 2021 with 17 accidents.

Kyle Busch comes in third in total incidents, and first in spins with seven. For comparison, no other driver had more than four spins.

No full-time driver evaded incidents entirely. Justin Haley was involved in the fewest: four. William Byron tallied six while Aric Almirola and Michael McDowell came in at eight each.

Cautions by race

The Coca-Cola 600 was the longest Cup Series race in history in terms of mileage. Its 18 cautions helped make it long in terms of time, too.

But longer races offer more opportunities to crash. A better metric is the number of crashes per 100 miles of racing. I removed stage and competition cautions because planned cautions don’t depend on race length.

The Bristol dirt race’s 14 cautions were the third highest total after the Coca-Cola 600 and Texas’s 16 cautions. But the dirt race was the shortest race of the season at 133.25 miles.

A vertical bar graph showing the races with the most cautions per 100 miles of racing

That gives the Bristol dirt race a whopping 9.0 natural cautions per 100 miles of racing. Last year, the Bristol dirt race was also at the top of the list with 7.4 total cautions per 100 miles of racing.

Bristol’s asphalt race had the second-most cautions per 100 miles at 3.4  The two Bristol races are followed by COTA (3.0) and Texas (2.8).

What about superspeedways?

The only superspeedway race in the top-10 cautions-per-100-miles graph is the second Atlanta race. The fall Talladega race had the fewest cautions per 100 miles this year of any oval at 0.80.

But superspeedways claim more cars per accident. The summer Daytona race featured 46 cars involved in five accidents for an average of 9.2 cars per accident. Some cars were involved in multiple accidents, which is why the total number of cars in accidents is larger than the number of cars racing.

The fall Talladega race comes in second in terms of wreckage per accident with an average of 8.0 cars. The spring Talladega race ties with the Bristol asphalt race. Both had an average of 7.0 cars per accident.

Road America had the fewest cautions of any race in 2022. With only two stage-break cautions, Road America had 0.0 natural cautions per 100 miles. Sonoma had 0.72 natural cautions per 100 miles and the Charlotte Roval 0.78.

We normally use cautions as a proxy to count accidents and spins. The problem is that not every incident causes a caution — especially at road courses. There were seven cautions for wheels coming off cars, some wheels came off on pit road. Some drivers limped their cars back to the pits after losing wheels.

And there were a lot more spins that didn’t bring out cautions.

Next week, I’ll tell you all about those.

Front Row Motorsports Cup teams to have new crew chiefs in 2023

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Both Front Row Motorsports Cup teams will have new crew chiefs in 2023, the team announced Wednesay.

Travis Peterson will be the crew chief for the No. 34 car that has been driven by Michael McDowell. Peterson replaces Blake Harris, who will be the crew chief for Alex Bowman in 2023 at Hendrick Motorsports.

Peterson, 31, has been a race engineer. He spent the past five seasons at Roush Fenway Keselowski Racing. He worked with drivers Chris Buescher, Ryan Newman and Matt Kenseth during that time. Peterson previously served as a race engineer at Hendrick Motorsports for Dale Earnhardt Jr. and also at JR Motorsports.

“I think there are a lot of people in the NASCAR garage who are noticing what Front Row Motorsports has accomplished with the new car and their truck program,” Peterson said in a statement from the team.

“This is an opportunity to come into a winning and championship organization and help take that next step of getting more wins in the Cup Series and be in the playoffs. I’m ready to get to work. I’ve always had the goal of becoming a crew chief, and now I’m ready to take advantage of the opportunity.”

Front Row Motorsports also announced Wednesday that Seth Barbour, who had been the crew chief for the No. 38 driven by Todd Gilliland, has been named as the organization’s technical director. Barbour will oversee all track engineering and car preparation processes for the Front Row Motorsports Cup cars.

A new crew chief for the No. 38 team will be announced later.

Also, Ryan Bergenty, car chief for the No. 34 team, has been promoted to performance director and will oversee all body and chassis assembly for all Front Row Motorsports entries.

“The past two seasons Front Row Motorsports has seen success and we’re taking the next steps forward,” said Jerry Freeze, general manager of Front Row Motorsports, in a statement.

“We know that Travis is a person that can immediately come in, take the baton, and continue to move the No. 34 team to the front. We also made several changes internally to help with car preparation and engineering for all our race cars and trucks. Our final piece is finding a new leader for the No. 38 team. We’re confident that with these changes that we’ll be even better next season.”

Front Row Motorsports has not announced its driver lineup for next season. Both McDowell and Gilliland have said they plan to be back with the organization.