Dr Diandra: Does limited practice limit NASCAR Cup drivers?


The Next Gen era is perhaps the biggest paradigm shift in NASCAR history: A confluence of owners struggling with rising competition costs, a complete re-imagining of the race car, and COVID putting everything from pit stops to practice back on the drawing board.

Eight races into the 2022 season, the car — and the era — remain works in progress. With minimal practice, the “run what you brung” approach means that Denny Hamlin wins at Richmond one week, and then struggles to finish on the lead lap the next week at Martinsville.

The Next Gen car was supposed to put racing back in the drivers’ hands. But is making a driver’s race so highly dependent on arriving at the track with an as-close-to-perfect set-up as possible really doing that?

NASCAR expands as it contracts

NASCAR, like many companies, has consolidated over the years. That’s more than just going from 43 cars per race to 40.

In 2000, 43 different owners ran at least one Cup-level race. By 2021, that number had dropped to 20, with each owner running more cars. Computer simulations of tires, suspensions and aerodynamics became a pre-requisite for winning, and teams hired engineers. When NASCAR started sharing huge amounts of in-car data, race teams hired data scientists.

Manufacturers were in position to see redundant effort within their teams and find ways to centralize their support. Today, manufacturers play a much more pronounced role in NASCAR.

Nowhere is that role more important than in preparing to race without much practice.

Limiting practice

COVID proved that NASCAR could get by with less practice — but not zero practice. Teams need at least a brief run on the track to eliminate any obvious problems.

Cutting practice sessions makes sense. Shortening race weekends cuts costs for everyone, including fans. Less practice time reduces the likelihood a team needs a backup car, thus saving owners money.

But I always enjoyed following a team’s radio during practices. It’s watching a science experiment in real time. The driver explains how the car feels and the crew chief translates that into a softer spring, a higher tire pressure, or more shock rebound.

That’s gone now. At most tracks, teams get around 15-20 minutes of practice. Qualifying follows without so much as a trip to the garage in-between.

“It’s really not a practice session,” Andy Graves, executive competition engineering, technical director for Toyota Racing Development said. “It’s simply a warm-up. It does give you a little bit of an idea and you’re able to walk away from that and do some work overnight.”

But, he explained, even if you can glean information from a short time on track, there isn’t much teams can do with it. Most of the set-up is locked-in at the shop. Make too many changes and you start the race from the back.

“You certainly don’t have as many tuning knobs as you did when we had two and three practice sessions,” Richard Johns, performance engineer at Ford Performance, said.

Not everyone misses those extended practice sessions.

“I love it,” Eric Warren, Chevrolet director of NASCAR programs, said. “I see it as a challenge. It puts a premium on getting your performance right from the start.”

Of course, Chevrolet has won five of the eight races thus far in 2022. They won 19 of 36 races in 2021, when there was even less practice. Chevrolet’s changes, including Warren’s hiring in 2019, were propelled by owners and team members who had developed personal relationships despite being fierce competitors.

A stacked vertical bar graph showing the number of manufacturer wins by year from 2001-2022

The rising role of manufacturers

With Ford and Chevy each running 15 full-time cars, you would expect them to have a huge advantage in figuring out the Next Gen. But more isn’t always better.

“There’s a point where there’s too many teams and you’re dividing attention and resources,” Warren said. On the other hand, “Different people look at data from different angles. We need those other viewpoints.”

The Next Gen car’s sole-source parts facilitate cooperation among teams with the same manufacturer.

“There’s a lot less secretive stuff in the chassis and the body,” Johns said. “The communication is far more open.”

Toyota’s support model has always focused on fewer teams and more concentrated attention. But having only six cars and two teams in Cup means that Toyota faces the same challenge as their competitors, but with one-third the data from each race.

“I think with the old car,” Graves said, “it was more of a benefit for us to have fewer teams. But right now, everyone’s drinking out of a firehose and you’re so desperate for every piece of data you can get.”

“The first half of the year has been character building,” Graves said. “But I don’t really feel like I need any more character.”

Simulated practice

The manufacturers’ most significant contributions to their teams are in areas that are simply too large and expensive for a single team to pursue on their own. First on that list are driver simulators. And that returns us to the question of putting racing back in the drivers’ hands.

Simulators attempt to replicate the feel and response of a specific car set-up at a particular track. A manufacturer’s driver simulator is to a video game as the Mona Lisa is to a stick figure.

Building the physical simulator isn’t that hard. The real power is the ones and zeros driving the machinery.

“It’s gone from a lot less working on hardware,” Graves said, “and it’s become software warfare.”

That ‘warfare’ extends to engineers creating computer models of their ‘soldiers’. Most develop a generic driver model that can be specialized to incorporate each driver’s specific preferences. The data for those virtual drivers comes from the real drivers behind the simulator wheel.

Drivers use the simulator before and after a race. The sessions before prepare the driver to race and help engineers determine optimal setups. The after-race sessions tell the engineers what did and didn’t work so they can modify the simulation software.

“They (the drivers) understand that the more that they can dedicate their time to help us, it will pay off in the long run,” Graves said.

And that is where drivers play an even bigger role than they played back when they were dialing in cars during multiple practice sessions at the track.

“I think that it does put it back in the hands of the drivers,” Johns argues. “It’s just in a little bit different manner.”

Drivers can be even more integral contributors to determining that initial setup. Their work just happens on a simulator instead of at the track.

“Our guys are buying into it as we make our tools better,” Johns said. “The driver really needs to be on top of what they’re feeling and what they need.”

Johns suspects the reason so many younger drivers have won early in the season is that they’re more experienced translating what they feel in the simulator to the real car.

Toyota’s Graves agrees. But he expects the veteran drivers to catch up.

“Maybe some of the younger guys have adapted a little bit faster or quicker,” he said. “I think the second half of the year, you’re gonna see a combination of youth and experience that’s gonna make up the top pack of drivers that start moving away.”

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, on Wednesday. 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.

NASCAR Championship Weekend returns to Phoenix in 2024


Phoenix Raceway will host the championship races for the Cup, Xfinity, Craftsman Truck and ARCA Menards Series in 2024, NASCAR announced Wednesday.

The races will be held Nov. 1-3, 2024. The Cup season finale will be Nov. 3, 2024. The only other Cup race for 2024 that has been announced is the Daytona 500. It will be held Feb. 18, 2024.

Phoenix Raceway has hosted the championship finale for Cup, Xfinity and Trucks since 2020. Chase Elliott won the Cup title there in 2020. Kyle Larson followed in 2021. Joey Logano won the crown there in 2022.

This year’s Cup finale at Phoenix will be Nov. 5 and air on NBC.



Drivers to watch at World Wide Technology Raceway


After the fireworks from the Coca-Cola 600, NASCAR heads to World Wide Technology Raceway, a 1.25-mile speedway just outside of St. Louis. Sunday’s race (3:30 p.m. ET on FS1) marks the second time the Cup Series has raced at this track.

Much is at stake. The race to win the regular season championship has intensified. Tempers are high. The pressure to make the playoffs builds. Ten drivers have wins this season. Twelve races remain in the regular season.


Kyle Larson

  • Points position: 11th
  • Best finish this season: 1st (Richmond, Martinsville)
  • Past at WWTR: 12th last year

While a driver coming off back-to-back finishes of 20th or worse might not seem like a frontrunner, it actually does make Larson one. His topsy-turvy season has seen him place outside the top 10 in back-to-back races four times. In the three previous times he had consecutive finishes outside the top 10, he came back to finish second, first and second. Can he keep that streak going this weekend?

Bubba Wallace

  • Points position: 15th
  • Best finish this season: 4th (Las Vegas I, Kansas I, Coca-Cola 600)
  • Past at WWTR: 26th last year

Wallace has scored three consecutive top-five finishes, his best streak in his Cup career. He has climbed from 21st to 15th in the standings during this run.

William Byron

  • Points position: 3rd
  • Best finish this season: 1st (Las Vegas I, Phoenix I, Darlington I)
  • Past at WWTR: 19th last year

Byron has finished no worse than seventh in the last five races. He’s led nearly 20% of the laps run during that time. Byron has averaged nearly 47 points a race during that streak.


Corey LaJoie

  • Points position: 20th
  • Best finish this season: 4th (Atlanta I)
  • Past at WWTR: 36th last season

NASCAR’s one-race suspension to Chase Elliott gives LaJoie the chance to drive a Hendrick Motorsports car for the first time. This will be the best car LaJoie has driven in his career. Many eyes will be on him to see how he does.

Ross Chastain

Chastain has finished 29th and 22nd in the last two points races. He’s not gone more than three races without a top-10 finish this season. After his struggles last weekend at Charlotte, Chastain saw his lead cut to one point over Coca-Cola 600 winner Ryan Blaney in the standings. Five drivers are within 17 points of Chastain in the season standings.

Aric Almirola

  • Points position: 26th
  • Best finish this season: 6th (Martinsville I)
  • Past at WWTR: 5th last year

Almirola has finished 13th or worse in all but one race this season for Stewart-Haas Racing. In the five races since placing sixth at Martinsville, Almirola has finished an average of 21.0.