Cup drivers say more changes are needed to improve short-track racing


Sunday’s Cup race at Martinsville Speedway left questions about what NASCAR could do to change the racing and how soon it could happen.

Some drivers again called for NASCAR to give them more horsepower to make passing less challenging. But it came on a day when, according to NASCAR’s statistics, there were more green flag passes than in either of last season’s two Martinsville races combined.

Still, there was evidence of how tough it was to pass.

Joey Logano finished second despite having an average running position of 21.0 — the worst average running position for a runner-up finisher in a Cup race since at least 2008, according to Racing Insights.

Logano, the reigning series champion, started at the back of the field because of an unapproved adjustment before the race. He was lapped in the first stage and got his lap back at the stage break. Logano was lapped again at Lap 275 and didn’t climb into the top 15 until a green-flag pit cycle on Lap 292 of the 400-lap event as others ahead of him pitted.

“You got 30-something cars out there that run within a tenth (of a second),” Logano told NBC Sports after the race. “I was racing cars that I didn’t think I’d be racing, cars that in the past you would pass with ease. I couldn’t do that. … There’s just not enough speed difference in the cars.

“They’re almost the same. There’s not much fall-off. We need more fall-off, and we need a lot more horsepower.”

Denny Hamlin also lobbied for more horsepower after finishing fourth.

“We’re in a box with these engines, and NASCAR’s leadership wants us (with these) engines, they keep lowering horsepower, which makes us have to shift,” Hamlin told NBC Sports after the race.

“So I don’t know if we’re ever going to fix this until we put more horsepower on the cars or build a tire that somehow falls off. We have to try something different because we can’t just have follow-the-leader racing. Man, you want to see passes for the lead and we’re just not really seeing any of that right now.”

There were 10 lead changes in Sunday’s race but only three happened on the track. Of those three, only one came with the top two drivers on the same tire strategy — when Hamlin passed Chase Briscoe for the lead on Lap 257.

For as much as drivers want to increase horsepower, that doesn’t appear to be a likely option for the near future, based off what Hendrick Motorsports President and General Manager Jeff Andrews said after the race. Andrews used to oversee the Hendrick engine program.

Asked by NBC Sports about increasing horsepower, Andrews said: “When you start to make changes to that, it requires changes to a lot of parts and pieces. And some of those would be as much as a year to possibly 18 months lead time to get that work done and get parts ordered.

“So it’s a complicated question. I personally do not disagree with you that more power would be something to take a look at some day. It’s a long-term decision for the engine companies to do that.”

If there was still a chance for horsepower changes for 2024, Andrews said: “That decision needs to be made now. Yeah, very soon. Because depending on the parts and pieces, some things, as I said, are easily six months to a year out from a planning perspective.

“One thing that you need to realize is that all these engine companies have ordered parts and pieces for really the remainder of 2023, and to start to change that architecture around, it gets very, very complicated very quickly. That’s a long-term decision for sure.”

So, if not engines, then what?

Tire fall-off.

Hamlin looked to Friday’s Truck race as an example of how tire wear could be achievable. NASCAR started the trucks on wet weather tires, marking the first time wet weather tires had been used on an oval for a national series race. Those tires were on for about 30 laps and in that period, lap times slowed significantly through the run.

“They put a … rain tire on the trucks that fell off 1.5 seconds in 25 laps,” Hamlin said. “We got these Cup cars that somehow don’t fall off a half a second in 80 laps. Until we get lap-time variation, I’m going to keep harping and keeping saying it over and over and over. We’re going to have track position racing, single-file, follow-the-leader, nobody can pass.”

Ryan Preece started on the pole and led the first 135 laps until a pit road speeding penalty put him at the back of the field and he never recovered, finishing 15th. He is among those who want changes to the tires.

“If somebody was asking for my opinion and was willing to let me come to a short track and test the tire, I’d tell them it’s not always about softer tires,” Preece told NBC Sports.

“It’s about being able to lean on that outside of the tire and not have it slip like it’s on ice. To be more aggressive and how I want to drive and maneuver the car … you need to be able to go high and go low and really abuse the tire and the tire take it. Right now, if you try to pivot or make the core do something you want it to do, it just can’t take it.”

Ross Chastain kept Preece from lapping him for 20 laps early in the race and then held the lead for 31 laps despite much older tires than the rest of the field. Chastain also looks at the tire as a key to impact the racing.

“I think we’re in the middle of an evolution of the tire,” Chastain told NBC Sports. “I can’t wait for the next one to evolve as they continue to evolve with this new car. I think they’ll have a tire that will better suit what we’re trying to do.”

Chastain took the lead on Lap 136 by staying out when the rest of the field pitted. He tires had been on for 50 more laps than the field.

“I was racing in the 20s and we stayed out,” Chastain said. “With a little bit of them moving each other for second, I was able to get away (from the field) and I never thought I’d be able to do that. I was super happy when that happened and just as surprised as probably everybody.”

Chastain’s lead showed the challenge in passing.

There’s a couple of ways to look at how challenging passing was. Racing Insights, which supplies statistics to NBC Sports, keeps track of positions changed per lap. Only position changes that take place at the start/finish line are counted.

Sunday’s race had 1,305 positions change in 350 laps of green flag racing (out of 400 total laps). That’s twice as many positions that changed than last fall’s race at Martinsville. That race had 634 position changes in 97 more green flag laps of racing than Sunday’s event.

Since Sunday’s race had 400 laps and most Martinsville races have 500 laps, another way to compare races is to look at the average number of position changes per lap. Sunday’s race had an average of 3.7 positions changing per green flag lap.

The April 2021 Martinsville race had an average of 4.5 positions changing per green flag lap. The November 2020 race had 4.6 such changes per green flag lap. Go back further and the contrast is more stark. The November 2015 Martinsville race had an average of 5.7 positions change per green flag lap. The March 2015 Martinsville race had an average of 7.1 positions change per green flag lap.

That is a 47.9% decrease in positions gained per green flag lap from that March 2015 race to Sunday’s race.

NASCAR measures things differently. It notes green flag passes. That’s any time a car gets ahead of another car on the track — whether the car being passed is on the same lap. Also, such passes can be recorded at any of the scoring loops on the track as opposed to only the start/finish line. There are eight scoring loops at Martinsville Speedway.

NASCAR recorded 2,206 green flag passes over 350 green flag laps Sunday for an average of 5.8 passes per green flag lap. The two Martinsville races last year combined had 1,907 such passes — 1,233 in the spring race and 674 in last fall’s playoff race.

The March 2015 Cup race at Martinsville had 2,688 green flag passes in 388 green flag laps for an average of 6.9 passes per lap. That is a 15.9% decrease in green flag passes from that March 2015 race to Sunday’s race.

“The more you lower horsepower, the more you lower the gear, the less the tires will wear,” Hamlin said. “What comes first? The chicken or the egg?

“I think that maybe you could build a tire that would be better, but I think this kind of starts with the engine. I don’t know that the France family really wants us running big horsepower anymore. If that’s the case and this is the engine that we’ve got, we have to work with Goodyear on coming up with some sort of a tire that is better than what we’ve got.”

Corey LaJoie learning in his week with Chase Elliott’s team


Spending this week with Hendrick Motorsports has proved eye-opening for Corey LaJoie.

He will pilot Chase Elliott’s No. 9 car today at World Wide Technology Raceway after NASCAR suspended Elliott one race for wrecking Denny Hamlin during last week’s Coca-Cola 600. This gives LaJoie the chance to drive in the best equipment of his career.

MORE: Corey LaJoie not giving up on his dream 

MORE: Details for Sunday’s Cup race

Working with Elliott’s team also has given LaJoie an inside look as to what makes Hendrick Motorsports so successful.

“I thought that I knew what we didn’t have at Spire Motorsports, but I had no idea,” said LaJoie, who starts 30th after tagging the wall during his qualifying lap. “There’s tools that those guys have, intellectual properties specific to Hendrick Motorsports, that even some of the other teams don’t have.

“But the biggest thing that I noticed was just the people and the attitude of the pursuit of perfection. All the key partner teams across all the (manufacturers) all have the same data, but (Hendrick Motorsports has) an unbelievable way of delegating, taking, compacting and making it just digestible – whether it’s for a driver, an engineer, a crew chief.

“I think the fact that they have four incredibly strong teams individually raises the tide for those guys because when you’re sitting in the simulator and William Byron ran a 33.20 (seconds for a lap) … if you’re running a 33.35 with the same setup, you know you have a tenth-and-a-half under your butt and you have to go find it. And then when I go run a 33.20, William next time is going to want to run a 33.19.

“There’s always a consistently raised watermark on the driver’s end. There’s always a consistently raised watermark on the crew chiefs in trying to build the best setups, and the engineers trying to find the best strategies.

“The inner-team competition is one of the biggest things, and I think there are several teams that have that … the healthy ones are certainly evident. But it’s just the overall structure. We have a Hawkeye (camera-based inspection stations used by NASCAR at the track) … all the things that do the same stuff that Hendrick Motorsports has, but the depth of people, collective focus of the goal and the mission is noticeable and evident. It’s a different world.”

It would be easy for LaJoie to be overwhelmed in this situation. His career has been marked with underfunded rides and trying to make the most of his equipment. He’s having his best season in Cup this year. LaJoie ranks 19th in points heading into today’s race.

LaJoie acknowledges the opportunity he has, but he also can’t let it alter his focus.

“It’s been a wild week,” he said. “I can get all sentimental … (about) my dad subbing in for Ricky Craven in 1998 (for Hendrick Motorsports) and all that sort of stuff. But at the end of the day, when I sit in that thing, I don’t know that NAPA is on it, or the No. 9 is on it.

“I’m going to drive it like I have been driving the No. 7 Chevy and putting that thing 19th in points. It’s been a super fun, successful year so far, and we have a lot of work left to do and things to accomplish over there.”

When he returns to his Spire Motorsports ride after today’s race, LaJoie admits this weekend’s experience with Elliott’s team will help him with his own team.

“How I prepare, how I’m going to engage with my team at Spire Motorsports going forward is going to change,” LaJoie said. “I think I’m going to be able to come in there and just apply and share some of the things I’ve learned over the course of the week with (crew chief Ryan) Sparks and the No. 77 team, as well, and I think we’re all going to be stronger for it.”

Dr. Diandra: Is 2023 the season for a Ricky Stenhouse Jr. redemption?


Coming into 2022, Ricky Stenhouse Jr. had two career Cup Series wins in 364 starts. But both wins — and his career-high 13th-place season finish — happened back in 2017.

Stenhouse was unceremoniously dropped by Roush Fenway Racing in 2020 and landed with JTG Daugherty Racing. He made the news every now and then at a superspeedway but could be counted upon to head up season-ending lists of drivers involved in the most accidents. In the years Stenhouse hasn’t been at the top of the list, he’s been near the top.

DNFs and accidents have plagued Stenhouse throughout his NASCAR career. Jack Roush went so far as to park the Mississippi native in his early days in the Xfinity Series because he tore up so much equipment.

Stenhouse redeemed himself, going on to win two Xfinity championships.

From the way his 2023 season has started, it looks as though Stenhouse might be on a similar mission of redemption this year in the Cup Series.

Finishing races

Stenhouse started the 2023 season in the best possible way – winning the Daytona 500. But drivers from less-funded teams who win early superspeedway races usually settle to the bottom of the rankings by now.

Stenhouse hasn’t. He ranks 13th heading into Sunday’s race at World Wide Technology Raceway.

Standings aren’t as good a ruler this year as they usually are because of drivers missing races and teams incurring penalties. But Stenhouse’s statistics back up his ranking.

Stenhouse has finished every race this year on track, as opposed to in the garage or on the hook. Only Ryan Blaney and Corey LaJoie have achieved the same distinction.

In 11 of those 14 races, Stenhouse finished on the lead lap. That’s the same number of lead-lap finishes as William Byron. Denny Hamlin and Martin Truex Jr. are tied for most races finished on the lead lap with 13 each.

This time last year, Stenhouse had already racked up seven of the series-leading 18 caution-causing incidents he would be involved in for the season. Runner-up Chase Elliott had 15 incidents.

Going into Gateway this year, Stenhouse has been involved in only two accidents (Talladega and Charlotte) and had a tire go out at Darlington.

Approaching his career best

I compare three years in Stenhouse’s career in the table below: the 2017 season — his best to date — along with last year and the 14 races run so far this year.

A table comparing loop data stats for Ricky Stenhouse Jr. showing his path to redemption

Stenhouse’s current average finishing position of 13.5 ties with Christopher Bell for sixth best in the Cup Series. That’s 9.3 positions better than Stenhouse’s 2022 average. He’s even beating his 2017 average by 3.6 positions.

Qualifying results are down a bit from 2017 — but remember that those numbers are from the days when NASCAR allowed multiple practice sessions. Stenhouse is only two positions worse relative to 2017, but 7.6 positions better than last year when it comes to establishing his spot on the starting grid.

Stenhouse’s average running position is comparable to 2017 and 2.8 positions better than 2022. He ranks 20th among full-time Cup Series drivers in average running position. Although it’s an improvement, it’s still more than double William Byron’s series-leading 9.1 average running position this year.

More interesting is the difference between Stenhouse’s average running position his average finishing position. Some drivers run better than they finish. Stenhouse is doing the opposite.

In 2017, Stenhouse finished about 1.4 positions better than he ran. This year, he’s gaining an average of about five positions from where he runs.

One might argue this gain results from the plethora of late-race incidents this year that have removed drivers in the front of the field from contention. But Stenhouse deserves credit for putting himself in a position to benefit from those events.

Stenhouse’s green-flag speed rank is 11th among full-time Cup Series drivers. His 15.3 average, however, is 1.7 positions worse than 10th-place Kyle Busch. Still, it’s impressive that JTG Daugherty is right there in the mix with much better-funded teams. William Byron again has the best average green-flag speed rank at 7.9.

Consistently strong finishes

It’s not uncommon for a mid-pack driver to win a superspeedway race. But Stenhouse’s Daytona 500 win appears to be something more. The table below summarizes his wins and finishes for the same three years.

A table comparing finishes for 2017, 2022 and 2023 showing Ricky Stenhouse Jr's redemption attemptsThe difference between last year and this year is striking.

In 2022, Stenhouse finished in the top 20 in 12 of 36 races. He’s already matched that mark this year. He earns top-20 finishes 85.7% of the time in 2023 compared to 33.3% last year. Top-20 finishes aren’t the same as contending for a championship. But they’re a first step.

Stenhouse finished 2017 with nine top-10 races. With about 60% of the season remaining, he’s already earned five top-10 finishes this year.

What’s changed? The Next Gen car is one factor, but it didn’t make much difference for Stenhouse last year. I would point instead to Stenhouse’s reunion with Mike Kelley as his crew chief.

Kelley co-piloted both of Stenhouse’s Xfinity championships in 2011 and ’12. Although Kelley worked with Stenhouse and previous crew chief Brian Pattie since 2020, this is the first year Kelley is back up on the pit box.

Together, they’re basically halfway to matching Stenhouse’s best year.

And another step closer to redemption.

Portland Xfinity race results, driver points


Cole Custer went from fourth to first on the overtime restart when the top three cars made contact and went on to win Saturday’s Xfinity Series race at Portland International Raceway. Custer is the 10th different winner in 13 races this season.

MORE: Portland Xfinity race results

MORE: Driver points after Portland Xfinity race

JR Motorsports took the next three spots: Justin Allgaier placed second, Sam Mayer was third and Josh Berry was fourth. Austin Hill completed the top five.

John Hunter Nemechek remains the points leader after 13 races. He has a 14-point lead on Hill. Nemechek leads Allgaier by 44 points.

Cole Custer wins Xfinity race at Portland in overtime


Cole Custer held off Justin Allgaier at the finish to win Saturday’s Xfinity Series race in overtime at Portland International Raceway. It is Custer’s first victory of the season.

JR Motorsports placed second, third and fourth with Allgaier, Sam Mayer and Josh Berry. Austin Hill finished fifth.

MORE: Race results, driver points

Custer went from fourth to first on the overtime restart when Parker Kligerman, who restarted third, attempted to pass Allgaier, who was leading. Sheldon Creed was on the outside of Allgaier. All three cars made contact entering Turn 1, allowing Custer to slip by. Creed finished seventh. Kligerman placed 14th.

Custer won the second stage when John Hunter Nemechek made contact with Creed’s car while racing for the lead on the final lap of the stage. The contact spun Creed and Custer inched by Nemechek at the line.

Early in the final stage, Creed gained revenge with contact that spun Nemechek, who went on to finish 10th. A few laps later, Nemechek and Joe Gibbs Racing teammate Sammy Smith had issues. Smith spun Nemechek. After getting back around, Nemechek quickly caught Smith and turned into Smith’s car, damaging it.

STAGE 1 WINNER: Sheldon Creed

STAGE 2 WINNER: Cole Custer

WHO HAD A GOOD RACE: Despite the contact on the overtime restart, runner-up Justin Allgaier managed to score his fourth consecutive top-three finish. … Sam Mayer’s third-place finish is his best on a road course. … Austin Hill’s fifth-place finish gives him four consecutive top-five results.

WHO HAD A BAD RACE: Daniel Hemric finished 33rd after a fire in his car. … Riley Herbst placed 32nd after an engine issue. After opening the season with six top 10s in a row, Herbst has gone seven races in a row without a top 10.

NEXT: The series competes June 10 at Sonoma Raceway (8 p.m. ET on FS1).