From low point, Ty Dillon moves forward with new purpose


Once a regular in NASCAR’s premier division, times have changed for Ty Dillon.

Since the shutdown of Cup Series organization Germain Racing last fall, Dillon has had to transition to a part-time career inside the Toyota Racing camp.

He’s made two Cup starts this season with the small Gaunt Brothers Racing team. And on Saturday at Talladega Superspeedway, he’ll make his fourth Xfinity start in the No. 54 Joe Gibbs Racing Toyota.

Instead of excelling in top-tier JGR equipment, Dillon has been hit with setbacks.

At Daytona, he salvaged a 14th-place finish after being swept up in a 14-car crash while racing for second with 16 laps to go. Then at Miami, a hole in the radiator put him out of the race after 102 laps.

His third race at Las Vegas on March 6 didn’t go much better, as he was involved in two wrecks before finishing 31st.

Two days later, he revealed on his podcast just how much his career uncertainty was taking a toll on him.

He talked about the difficulty of watching a Cup race from home. He talked about the stress from making the most of limited opportunities. He talked about how it all finally made him break down in the kitchen that day with his wife, Haley.

But in his hurt, he also realized that it was okay to release and share his emotions instead of holding them in.

He titled the episode “I Quit Today.” Not as in quitting his career, but as acknowledging being in a place we can all find ourselves – waking up one day and just wanting to leave everything behind.

In a sport that runs on imagery of American pride, strength and determination, it was a striking display of vulnerability.

During a Friday media teleconference, Dillon was asked why he chose to be honest about his struggles.

He wanted to use his situation to help others who are troubled, and felt that sharing the reality of it was the best way to do so.

“We live in such a world of putting out your best picture is what you’re supposed to be and that is what your life is supposed to be,” he said. “I certainly have an amazing life and I post pictures of my amazing kids and wife, but I think it’s also nice to have a little bit of reality of ‘I’m having a hard time, I want people to know that, but in my hard time, I believe that there is going to be good things.’

“I think sharing life and sharing community and what you are going through is the only way to make it through, and not be so stressful and anxious. All of that seems to come through comparison of other people’s lives.

“You think that other people’s lives are better than yours and that’s not always the truth and we can always help people whatever situation we are in, whether if we are on the mountain or if we are in a little bit of a valley. There is always opportunity to help others around you.”

He also carries that belief when it comes to working with his teammates in the Joe Gibbs Racing Xfinity stable, particularly his younger counterparts: Harrison Burton (who also makes his debut Cup start at Talladega), Brandon Jones and Ty Gibbs.

While he hesitates to call himself a coach, Dillon has shared his experience with the group and even brought them together for “team building” on the go-kart track in the first weeks of the season.

“I think I provide value in that,” he said. “I want to provide value behind the wheel, but I have a lot of experience from when I was born in this sport and knowledge.

“I’ve seen a lot of things go on and I’m still young enough to be able to relate to the young guys, so that is something that I enjoy doing.”

Jones said the help is appreciated.

“I actually learned a lot from Ty Dillon when he came to run the superspeedway – the opening race at Daytona,” Jones said.

“Typically, we all have a meeting beforehand with drivers, crew chiefs, spotters. We will go over dos and don’ts. Let’s try to stay with the teammates, but they also brought up a lot of good points in the meetings on side drafting, and how to do so. … Ty has brought a decent amount to my program and I really truly believe that is why I won that first stage in Daytona, is the advice that was given in Daytona.”

As much as Dillon enjoys it though, he still wants to win and get closer to his goal of returning to Cup full-time.

During his Cup career, Dillon has been traditionally steady at Talladega with a 12th-place average finish. Last October, he stayed just ahead of the crashes on a wild final lap to finish third, his best Cup result.

Saturday’s Xfinity race at ‘Dega is his final scheduled start with JGR. But Dillon believes he put too much pressure on himself to succeed in his first three races. He won’t make the same mistake again.

Instead, he has peace of mind in knowing that while he may not control the outcome or what the future may hold, he can control his effort.

“As long as I do everything to the best of my ability, I’ve got to know in my heart that’s the best that I had this weekend, and I will move on to the next opportunity – and I certainly hope it’s a win,” Dillon said.  “I’m going to have a car capable of it. I believe I can do it.

“There’s never been a time that I’ve gotten in a race car that I didn’t think I could win the race, so I think for me, having that perspective is easier and makes me a more free and better driver.”

Dr. Diandra: How level is the playing field after 50 Next Gen races?


Last weekend’s Coca-Cola 600 marks 50 Next Gen races. The 2022 season produced 19 different winners, including a few first-career wins. Let’s see what the data say about how level the playing field is now.

I’m comparing the first 50 Next Gen races (the 2022 season plus the first 14 races of 2023) to the 2020 season and the first 14 races of 2021. I selected those two sets of races to produce roughly the same types of tracks. I focus on top-10 finishes as a metric for performance. Below, I show the top-10 finishes for the 13 drivers who ran for the same team over the periods in question.

A table comparing top-10 rates for drivers in the Gen-6 and Next Gen cars, limited to drivers who ran for the same team the entire time.

Because some drivers missed races, I compare top-10 rates: the number of top-10 finishes divided by the number of races run. The graph below shows changes in top-10 rates for the drivers who fared the worst with the Next Gen car.

A graph showing drivers who have done better in the next-gen car than the Gen-6 car.

Six drivers had double-digit losses in their top-10 rates. Kevin Harvick had the largest drop, with 74% top-10 finishes in the Gen-6 sample but only 46% top-10 finishes in the first 50 Next Gen races.

Kyle Larson didn’t qualify for the graph because he ran only four races in 2020. I thought it notable, however, that despite moving from the now-defunct Chip Ganassi NASCAR team to Hendrick Motorsports, Larson’s top-10 rate fell from 66.7% to 48.0%.

The next graph shows the corresponding data for drivers who improved their finishes in the Next Gen car. This graph again includes only drivers who stayed with the same team.

A graph showing the drivers who have fewer top-10 finishes in the Next Gen car than the Gen-6 car

Alex Bowman had a marginal gain, but he missed six races this year. Therefore, his percent change value is less robust than other drivers’ numbers.

Expanding the field

I added drivers who changed teams to the dataset and highlighted them in gray.

A table comparing top-10 rates for drivers in the Gen-6 and Next Gen cars

A couple notes on the new additions:

  • Brad Keselowski had the largest loss in top-10 rate of any driver, but that may be more attributable to his move from Team Penske to RFK Motorsports rather than to the Next Gen car.
  • Christopher Bell moved from Leavine Family Racing to Joe Gibbs Racing in 2021. His improvement is likely overestimated due to equipment quality differences.
  • Erik Jones stayed even, but that’s after moving from JGR (13 top-10 finishes in 2020) to Richard Petty Motorsports (six top 10s in 2021.) I view that change as a net positive.

At the end of last season, I presented the tentative hypothesis that older drivers had a harder time adapting to the Next Gen car. Less practice time mitigated their experience dialing in a car so that it was to their liking given specific track conditions.

But something else leaps out from this analysis.

Is the playing field tilting again?

Michael McDowell is not Harvick-level old, but he will turn 39 this year. Ricky Stenhouse Jr. is 35. Both have improved with the Next Gen Car. Chase Elliott (27 years old) and William Byron (25) aren’t old, either, but their top-10 rates have gone down.

Drivers running for the best-funded teams earned fewer top-10 finishes while drivers from less-funded teams (mostly) gained those finishes.

Trackhouse Racing and 23XI — two of the newest teams — account for much of the gains in top-10 finishes. Ross Chastain isn’t listed in the table because he didn’t have full-time Cup Series rides in 2020 or 2021. His 9.1% top-10 rate in that period is with lower-level equipment. He earned 27 top-10 finishes in the first 50 races (54%) with the Next Gen car.

This analysis suggests that age isn’t the only relevant variable. One interpretation of the data thus far is that the Next Gen (and its associated rules changes) eliminated the advantage well-funded teams built up over years of racing the Gen-5 and Gen-6 cars.

The question now is whether that leveling effect is wearing off. Even though parts are the same, more money means being able to hire the best people and buying more expensive computers for engineering simulations.

Compare the first 14 races of 2022 to the first 14 of 2023.

  • Last year at this time, 23XI and Trackhouse Racing had each won two races. This year, they combine for one win.
  • It took Byron eight races to win his second race of the year in 2022. This year, he won the third and fourth races of the year. Plus, he’s already won his third race this year.
  • Aside from Stenhouse’s Daytona 500 win, this year’s surprise winners — Martin Truex Jr. and Ryan Blaney — are both from major teams.

We’re only 14 races into the 2023 season. There’s not enough data to determine the relative importance of age versus building a notebook for predicting success in the Next Gen car.

But this is perhaps the most important question. The Next Gen car leveled the playing field last year.

Will it stay level?

NASCAR weekend schedule at World Wide Technology Raceway, Portland


NASCAR’s top three series are racing this weekend in two different locations. Cup and Craftsman Truck teams will compete at World Wide Technology Raceway at Gateway, and the Xfinity Series will compete at Portland International Raceway.

World Wide Technology Raceway at Gateway (Cup and Trucks)

Weekend weather

Friday: Partly cloudy with a high of 87 degrees during Truck qualifying.

Saturday: Sunny. Temperatures will be around 80 degrees for the start of Cup practice and climb to 88 degrees by the end of Cup qualifying. Forecast calls for sunny skies and a high of 93 degrees around the start of the Truck race.

Sunday: Mostly sunny with a high of 92 degrees and no chance of rain at the start of the Cup race.

Friday, June 2

(All times Eastern)

Garage open

  • 1 – 8 p.m. Craftsman Truck Series
  • 4 – 9 p.m. Cup Series

Track activity

  • 6 – 6:30 p.m. — Truck practice (FS1)
  • 6:30 – 7:30 p.m. — Truck qualifying (FS1)

Saturday, June 3

Garage open

  • 8 a.m. – 12:30 p.m.  — Cup Series
  • 12:30 p.m. — Truck Series

Track activity

  • 10 – 10:45 a.m. — Cup practice (FS1, Motor Racing Network, SiriusXM NASCAR Radio)
  • 10:45 a.m. – 12 p.m. — Cup qualifying  (FS1, MRN, SiriusXM NASCAR Radio)
  • 1:30 p.m. — Truck race (160 laps, 200 miles; FS1, MRN, SiriusXM NASCAR Radio)

Sunday, June 4

Garage open

  • 12:30 p.m. — Cup Series

Track activity

  • 3:30 p.m. — Cup race (240 laps, 300 miles; FS1, MRN, SiriusXM NASCAR Radio)


Portland International Raceway (Xfinity Series)

Weekend weather

Friday: Mostly sunny with a high of 77 degrees.

Saturday: Mostly sunny with a high of 73 degrees and no chance of rain around the start of the Xfinity race.

Friday, June 2

(All times Eastern)

Garage open

  • 6-11 p.m. Xfinity Series

Saturday, June 3

Garage open

  • 10 a.m.  — Xfinity Series

Track activity

  • 11:30 a.m. – 12 p.m. — Xfinity practice (No TV)
  • 12 – 1 p.m. — Xfinity qualifying (FS1)
  • 4:30 p.m. — Xfinity race (75 laps, 147.75 miles; FS1, Motor Racing Network, SiriusXM NASCAR Radio)

NASCAR Cup playoff standings after Coca-Cola 600


The severe penalty to Chase Briscoe and his Stewart-Haas Racing team Wednesday for a counterfeit part dropped Briscoe from 17th to 31st in the season standings. Briscoe now must win a race to have a chance at the playoffs.

The penalty came a day after NASCAR suspended Chase Elliott one race for his retaliation in wrecking Denny Hamlin in Monday’s Coca-Cola 600. Elliott is 28th in the points. The 2020 Cup champion also needs to win to have a chance to make the playoffs.

Ten drivers have won races, including Coca-Cola 600 winner Ryan Blaney. That leaves six playoff spots to be determined by points at this time. With 12 races left in the regular season, including unpredictable superspeedway races at Atlanta (July 9) and Daytona (Aug. 26), the playoff standings will change during the summer.

Among those without a win this season are points leader Ross Chastain and former champions Kevin Harvick, Brad Keselowski and Elliott.

Here’s a look at the Cup playoff standings heading into Sunday’s Cup race at World Wide Technology Raceway in Madison, Illinois. Drivers in yellow have won a race and are in a playoff position. Those below the red line after 16th place are outside a playoff spot in the graphic below.

NASCAR issues major penalties to Chase Briscoe team for Charlotte infraction


NASCAR fined crew chief John Klausmeier $250,000 and suspended him six races, along with penalizing Chase Briscoe and the No. 14 Stewart-Haas Racing team 120 points and 25 playoff points each for a counterfeit part on the car.

The issue was a counterfeit engine NACA duct, said Elton Sawyer, NASCAR senior vice president of competition. That is a single-source part.

MORE: Updated Cup playoff standings

The team stated that it accepts the L3 penalty.

“We had a quality control lapse and a part that never should’ve been on a car going to the racetrack ended up on the No. 14 car at Charlotte,” said Greg Zipadelli in a statement from the team. “We accept NASCAR’s decision and will not appeal.”

Asked how then piece could have aided performance, Sawyer said Wednesday: “Knowing the race team mentality, they don’t do things that would not be a benefit to them in some way, shape or form from a performance advantage.”

The penalty drops Briscoe from 17th in the season standings to 31st in the standings. Briscoe goes from having 292 points to having 172 points. He’ll have to win to make the playoffs. Briscoe has no playoff points at this time, so the penalty puts him at -25 playoff points should he make it.

Briscoe’s car was one of two taken to the R&D Center after Monday’s Coca-Cola 600 for additional tear down by series officials.

The penalty comes a day after NASCAR suspended Chase Elliott one race for wrecking Denny Hamlin in last weekend’s race at Charlotte Motor Speedway.