Aric Almirola ended third longest drought between first, second Cup wins

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Despite being just over four years ago, July 6, 2014 feels like it was in another lifetime.

Now imagine how Aric Almirola felt prior to his win Sunday in the Cup race at Talladega.

It had been 149 races since Almirola first visited Victory Lane in the Cup Series. He won the rain-shortened Coke Zero 400 at Daytona in 2014 driving Richard Petty Motorsports’ No. 43 Ford.

When Almirola passed Kurt Busch coming to the checkered flag Sunday, it snapped the third-longest streak of starts between wins No. 1 and No. 2 in the Cup Series.

Here are the top five longest streaks.

1. Martin Truex Jr.  – 218 starts between wins

Truex’s first win came on June 4, 2007 at Dover International Speedway while driving Dale Earnhardt Inc.’s No. 1 Chevrolet.

He would have to wait until June 23, 2013 at Sonoma Raceway to get win No. 2, this time coming in Michael Waltrip Racing’s No. 56 Toyota

2. Jamie McMurray – 165 starts between wins

McMurray famously earned his first Cup win in his second career start. Subbing for an injured Sterling Marlin in Chip Ganassi’s No. 40 Dodge, McMurray won on Oct. 13, 2002 at Charlotte Motor Speedway.

Win No. 2 did not present itself until July 7, 2007 at Daytona. Driving the No. 26 Ford for Roush Fenway Racing, McMurray beat Kyle Busch by five-thousandths of a second to return to Victory Lane.

3. Aric Almirola  – 149 starts between wins

4. Ward Burton – 131 starts between wins

Burton won his first Cup race in his sophomore season, driving the No. 22 Pontiac for Bill Davis Racing. He won on Oct. 22, 1995 at Rockingham Motor Speedway.

Five years later and still driving the No. 22 for Davis, Burton returned to Victory Lane on March 19, 2000 at Darlington Raceway.

5. Morgan Shepherd – 115 starts between wins

After making eight Cup starts from 1970 – 1978, Shepherd finally ran a majority of the schedule in 1981, running all but the first two races. His first win came relatively quickly in race No. 9 on April 26 at Martinsville Speedway.

The second victory came on March 16, 1986 at Atlanta Motor Speedway. Of Shepherd’s four career wins, three came at Atlanta.

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Friday 5: Furniture Row Racing’s demise is a fate others know too well

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SPEEDWAY, Ind. — The names have changed but the stories haven’t when it comes to the tale of Furniture Row Racing and all the teams before it that faded away.

The concern about costs, the dependence on sponsorship and the volatility of it all is not something that is new to NASCAR (or even motorsports). That those issues contributed to Furniture Row Racing announcing this week that it would cease operations after this season only added that team to a long list. That Furniture Row Racing won the Cup championship last year only makes the story more powerful.

But not unique.

Go back in time and look at what other car owners were saying and how their concerns were repeated.

In 1999, Ricky Rudd closed his race shop and sold his cars and equipment at auction because he was unable to find a sponsor to continue a team that had won six races in six seasons, including the 1997 Brickyard 400.

Rudd told motorsport.com the day of the auction: “I’ll probably get a little sad when I see those race cars loaded up on trucks and rolled away. That’ll bother me a little. The hardest day was the day before I signed with (Robert) Yates. I walked into the shop and told the guys that the sponsorship deal wasn’t working out, and that I was sorry but I was gonna do something else next year.”

In 2007, Ginn Racing and Dale Earnhardt Inc. merged during the season because Ginn needed help after it was unable to find funding for two of its three cars. Car owner Bobby Ginn explained to The Associated Press that had he not merged: “We would have had to continue to cut costs, and that is disgraceful to me. I am proud of the merger. I would not have been proud of putting a car out there that couldn’t compete.”

Ginn went on to say: “Even if the sponsors had come in, we probably would be talking about something like this anyway. This is just going to be the way teams operate going forward, and we needed to be invited to the party before it was too late.”

In 2009, Bill Davis Racing — a team that won the 2002 Daytona 500 with Ward Burton — was sold after what The Associated Press described as a “fruitless search for sponsorship.”

In 2013, car owner James Finch sold Phoenix Racing to HScott Racing. Finch told NASCAR.com at the time: “I’ll come to races and all. I just wasn’t going to go broke doing it. Sponsorships are really tough to come by and stuff like that.” HScott Racing announced in December 2016 that it would not field a team, citing lack of sponsorship as a reason.

In 2015, Michael Waltrip Racing announced it would cease operations after the season. Clint Bowyer was a playoff team for that organization that year.

The organization was a three-car team in 2013 but then lost sponsor NAPA after the season in response to the Richmond scandal that year when NASCAR penalized MWR for team orders in the final regular-season race of the year and removed Truex from the playoffs.

Last month, a bankruptcy judge approved the sale of BK Racing to Front Row Motorsports. Court documents showed that BK Racing, which struggled to find sponsorship, lost $29.5 million from 2014-16. The team also owed a bank more than $9 million in unpaid loans and the IRS more than $2.5 million.

“It’s a tough business,” Devine said in February at Daytona when asked why he never aligned with another team to help defray costs. “I think it’s an expensive learning curve. I also think … you’ve got to decide where you are taking the company and I took it down a very independent route, which probably wasn’t the smartest (thing).”

Just in recent years, the sport has seen Richard Childress Racing contract from three to two teams and Roush Fenway Racing, which had five full-time teams in 2009 downsize to four teams in 2010, three teams in 2012 and two teams in 2017.

Furniture Row Racing cut from two teams to one this season and then suffered a fatal blow when 5-hour Energy announced in July it would not remain in the sport after this year. It is to serve as a co-primary sponsor for 30 races this year. Forget that the 2019 Daytona 500 is 164 days away, the need to have sponsorship secured for next year had already passed for Furniture Row Racing.

Although their lifespan may be recalled more often by fans, its demise falls in line with what has happened to many teams through the years.

2. Similar refrain

This is becoming too familiar for Martin Truex Jr.

For the second time in his career, an organization shut down with him as a driver. Two other times, an organization Truex drove for merged to remain in the sport.

In 2007, Truex was with Dale Earnhardt Inc. when it merged with Ginn Racing, creating a four-car operation. Then that organization later merged with Chip Ganassi Racing.

Truex then left for Michael Waltrip Racing only to see his ride disappear after the 2013 season when NAPA left the team. The fallout was from the Richmond team orders scandal NASCAR penalized MWR. Now, Truex will be heading elsewhere after Furniture Row Racing closes shop after this season.

3. What’s next?

One of the things to watch for with Furniture Row Racing is who buys its charter.

The value of a charter, just like anything, is based on what someone is willing to pay. If there’s only one interested party, the price won’t be as high. If there are more, that can raise the price.

Don’t take what the BK Racing charter (and team) sold for in bankruptcy court last month as an indicator. The team, including the charter, sold for $2 million last month. After a minimum price was set for the charter and team, there was only one bid, leading to a sale that many in the court called disappointing.

One thing that should make Furniture Row’s charter is its recent performance. There’s a historical element to charters that have weighted payments based on the performance of the team that held that charter. With Furniture Row Racing’s championship last year, this charter will have a larger payment to the next owner.

4. Unique attraction

The NASCAR weekend at Indianapolis Motor Speedway began with a USAC National Midget race on Thursday night.

A quarter-mile dirt track was built inside Turn 3 and more than 100 USAC midgets entered the event.

Holding races leading up to a NASCAR weekend is not a new thing but showing this dirt track series is. With a push toward grassroots racing, such options could be good tie-ins with race weekends — as long as fans show up. If fans don’t attend, they won’t happen.

The grandstand was full for the midget race, which was won by Brady Bacon and saw Christopher Bell finish fifth and Ricky Stenhouse Jr. place 11th.

Many fans were already looking forward to this event returning next year.

5. Special promotion

You might have missed it but Pocono Raceway announced this week that children 12 and under will receive free gate admission while accompanied by an adult to its two Cup races and its IndyCar race in 2019.

Children 12 and under already could attend NASCAR Camping World Truck Series and Xfinity races for free but this is a step up for the sport.

It provides another avenue to reach out to a younger generation with the hope that those in that group become life-long NASCAR fans.

Admittedly, it’s not something that can be done everywhere. Watkins Glen sold out its grandstands again this year. Darlington Raceway did not announce a sellout for last weekend’s Southern 500 but the stands were close to capacity.

At other tracks where there are open seats, it might be something to consider in the future even if only on a year-to-year basis.

Could be the start of something for Cup races.

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For better racing, survival of teams, Michael Waltrip sees answer in spec parts

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Michael Waltrip used to be an owner of a multi-car NASCAR Cup Series team.

“Used to” is the key part of that sentence.

The two-time Daytona 500 winner owned Michael Waltrip Racing from 2002-2015, fielding cars in 783 starts and earning seven wins.

Then the sponsorship money dried up.

It’s similar to the situation that found Furniture Row Racing announcing Tuesday it would be shutting it doors following the 2018 season, a year after it was atop the NASCAR world as the Cup champion.

“I have an intimate knowledge of spending more money than you got coming from sponsorship,” Waltrip said Wednesday on SiriusXM NASCAR Radio’s “Tradin’ Paint.” “It was the reason our team doesn’t exist anymore.”

Waltrip, now an analyst for Fox Sports, said a closer look needs to be taken at NASCAR’s business model to “try to figure out a way to make it more viable to have more owners that want to participate. The more that want to play, the better it is.”

For his part, Waltrip championed the further exploration of using spec parts. In the Truck Series, many teams have gone to the spec Ilmor engine. In the Cup Series, spec pit guns are now used by teams. The Xfinity Series has transitioned to a composite body for its cars.

“You have to be competitive for the sponsors you have, whatever it costs to be competitive is what owners will spend,” Waltrip said. “That being said, sometimes you gotta save competitive people from themselves. … We need a spec chassis. A chassis that maybe Richard Childress Racing produces it and supplies to the industry or … maybe there’s a couple of suppliers. (We need a) chassis that we’re not spending millions of dollars developing … right after you just completed a new chassis.”

Waltrip then pointed to the differences between Brad Keselowski‘s No. 2 Ford that he won Sunday’s Southern 500 with and the car it was made to resemble, Rusty Wallace’s No. 27 Pontiac from 1990.

“You just look at a picture of them, you see basically the same thing,” Waltrip said. “But what’s going on underneath that car? There’s some crazy stuff happening with some exotic metals and things that move around and then when you stop they’re back to where they’re supposed to be and all of that is unnecessary. A race fan can’t see that. A race fan just wants to see their favorite guy outrun the rest and we’re spending a lot of money on moving parts and pieces and I just don’t think it’s necessary.”

Waltrip added: “I just feel like there’s a way for us to find common parts and pieces on the car where the crew chief and engineers can still adjust on those cars, but it comes down more to just a driver racing another.”

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Friday 5: Silly season, charter sales and track news

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Not since 2009 have two former Cup champions switched teams — but might that take place for next season?

With 12 races left this year, former champions and free agents Martin Truex Jr. and Kurt Busch have not stated where they will race in 2019.

Truex has won 20 percent of the Cup races since last season, finished in the top five 56.7 percent of the time and scored a top 10 in more than two-thirds of those races.

It would seem natural that the 38-year-old reigning Cup champion will stay with Furniture Row Racing, but everything changed when 5-hour Energy announced July 18 it would end its involvement in NASCAR after this season. 5-hour Energy became a co-primary sponsor for 30 Cup races this season on the No. 78 team with Bass Pro Shops/Tracker Boats.

Two weeks ago at Bristol, Truex couldn’t give a number when asked to estimate a percentage of remaining with the team after this season.

“Right now, we need sponsorship,” Truex said then. “That’s as simple as it gets.”

Busch, 40, signed a one-year extension with Stewart-Haas Racing in December, after Monster Energy decided to return as a team sponsor. Busch, the 2004 Cup champ, has said he’s talked to multiple teams about a ride for next year.

Busch won two weeks ago at Bristol to assure a playoff spot. He has four top-five finishes and 15 top-10 results this season — nearly bettering what he did last season for SHR.

The last time two drivers with Cup championships switched teams for the same season was 2009 when Tony Stewart and Bobby Labonte changed teams.

Stewart, a two-time champion at the time, went from Joe Gibbs Racing to Haas CNC Racing, which was renamed Stewart-Haas Racing. He won his third title in 2011 for that organization. Labonte, who won the 2000 crown, moved from Petty Enterprises to Hall of Fame Racing in 2009.

2. Boom or Bust?

When a bankruptcy judge approved the sale of BK Racing — and its charter — to Front Row Motorsports last week, it marked the ninth time that a charter has been sold since the system was created before the start of the 2016 season.

One charter has been sold twice in that period, meaning eight separate charters (22.2 percent) have been sold in less than three years. Many more have been leased. Teams can lease a charter once in five years.

The charter system debuted in February 2016 after about 18 months of discussions between NASCAR and team owners. NASCAR announced there would be 36 charters, guaranteeing each holder a starting spot in each race. The charter system also guarantees a set amount of income that isn’t solely based on a team’s finishing position in a race. Performance the past three years, a fixed amount per race and year-end point fund money also are factored.

The point was that teams could better budget what they would receive during the season and have a better idea of how much sponsorship they needed.

Also, the charter system was billed as a way to provide greater value to teams and led to the creation of a Team Owners Council, similar to what Cup drivers have. The Team Owners Council since has played a key role in the discussion of rule changes.

The money paid for charters has been kept quiet. Court documents from BK Racing’s bankruptcy case state that BK Racing sold a charter to Front Row Motorsports for $2 million in December 2016.

The bankruptcy court approved Front Row Motorsports’ purchase of BK Racing for $2.08 million. That included the charter, cars, equipment and other assets, meaning the charter sold for less than the one BK Racing sold in December 2016.

The bankruptcy court approved the bidding process for the BK Racing sale. A price of $1.8 million from Mike Beam, president of GMS Racing, was set as the minimum bid for the charter and certain assets. At the auction, Front Row Motorsports was the only bidder and topped Beam’s total.

Less than three years into the charter system, the movement of charters shows the difficulties with owning a team. The hope was that it would lead to a way for new investors to join the sport — and it could happen in the future.

But it takes more than a charter. There is all the equipment that must be purchased, personnel hired and the need for an alliance to have any hope of being competitive. Then there’s the sponsorship that a team needs to secure. That’s even a big jump for an Xfinity team to make if it wants to move to Cup.

With all that, it’s not surprising at this point that the charters have been passed among those that already own teams.

Here are the charters that have been sold since the charter system was created:

2016 season — Michael Waltrip Racing sold a charter to Stewart-Haas Racing for the No. 41 car.

2016 — Michael Waltrip Racing sold a charter to Joe Gibbs Racing for the No. 19 car.

2017 season — Premium Motorsports sold a charter to Furniture Row Racing for the No. 77 car.

2017 — BK Racing sold a charter to Front Row Motorsports for $2 million, according to court documents.

2017 — HScott Motorsports sold a charter to Premium Motorsports for the No. 15 car.

2017 — Tommy Baldwin Racing sold a charter to Leavine Family Racing for the No. 95 car.

2018 season — Furniture Row Racing sold the No. 77 car’s charter to JTG Daugherty for the No. 37 car.

2018 — Roush Fenway Racing sold a charter to Team Penske for the No. 12 car.

2018 — BK Racing charter sold in bankruptcy court to Front Row Motorsports for $2.08 million, including various assets.

3. Track News – Rockingham

The Richmond County Daily Journal reported that Rockingham Properties, LLC was expected to finalize paperwork Thursday on the purchase of Rockingham Speedway.

The paper did not list a price but stated that county tax administrator Vagas Jackson said the property was valued at $2,993,324. The paper reported that Dan Lovenheim, who owns restaurants and bars in and around Raleigh, North Carolina, is the majority owner of Rockingham Properties LLC.

Lovenheim did not provide the paper with plans for the track only to say they are “remarkably encompassing.”

4. Track News – Lucas Oil Raceway

The Indianapolis Star reported Thursday that Lucas Oil Raceway, which includes the drag strip that will host the upcoming U.S. Nationals, a road course and an oval track where the NASCAR Xfinity and Camping World Truck Series used to race, is in the midst of a multimillion-dollar renovation.

The first phase is focused on the drag strip.

Future plans call for improvements to the 0.686-mile oval so that it can host more stock car races.

“I think it’s no secret that we’d like to see other forms of stock car racing, be it different forms of NASCAR racing that come back out here,” Kasey Coler, the track’s general manager, told the newspaper. “That’s long term what we’d like to see.”

5. Did you know …

Darlington Raceway is Ryan Newman’s best track based on average finish. He has an average finish of 11.68 there. His next best track is Rockingham. He had an average finish of 12.4 there.

Since 2009, Newman and Denny Hamlin have the most top-10 finishes at Darlington Raceway with seven each. Next are Kevin Harvick, Kyle Busch, Matt Kenseth and Martin Truex Jr. with six each.

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Ryan: Disband the Drivers Council? Here’s why the timing seems right

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BROOKLYN, Mich. – The new boss from the old guard, a central figure in one of the season’s biggest stories, was there.

The proposed 2019 rules, a persistent flashpoint for stoking controversy and debate this year, were on the agenda.

The forum was set for an open dialogue about the myriad challenges facing NASCAR and how to address them.

But when the 10 members of the Drivers Council met at Michigan International Speedway last Friday, there was an extremely notable absence.

After winning Sunday at the 2-mile oval, Kevin Harvick copped to watching football and playing video games with his son, Keelan, two nights earlier while critical discussions on instrumental issues were taking place a few hundred yards away.

“I had no interest,” said Harvick, who attributed it to there being “so many politics and things happening” in NASCAR now.

Here’s a weighty topic that maybe would pique his interest.

Should the Drivers Council be disbanded?

If one of the most strongly opinionated and outspoken veterans of the Cup Series sees so little usefulness and utility in meeting with NASCAR brass and his peers to hammer out the hard choices shaping the industry’s direction, how can the group be taken seriously?

If attendance isn’t compulsory for perhaps the most important meeting of the season, particularly with new interim CEO Jim France in attendance, how can anyone say with a straight face that these meetings aren’t a waste of everyone’s time?

After being created three years ago amid the hoopla of new rules packages and a collective approach to “fixing” the racing, the Drivers Council feels to be an idea whose time has run its course, particularly with last week’s change in the sanctioning body’s leadership.

Though he has a much more low-key style than his older brother and father did when they ran NASCAR from 1948-2003, Jim France will bring more of their method of governance. When he stepped into a similar role nearly 20 years ago (for a few months while Bill France Jr. battled cancer), his consigliere was Mike Helton, who also was at France’s side this past weekend at Michigan.

Helton wields enormous respect within NASCAR because he is the most tangible and visible link to the iron-fisted rule of Bill France Jr., who likely would have scoffed at the attempts of embracing consensus-building over the past three years with drivers, tracks and teams.

That era of widespread “collaboration,” a well-intentioned concept with earnest objectives but flawed execution, needs to mercifully end.

Dumping the Drivers Council would be an effectively symbolic way of conveying that message while also ending the charade of its efficacy.

This also goes for similar gatherings between racetrack leadership and NASCAR. At least one high-profile track president skips those meetings on the regular, too, for the same reason as Harvick – a lack of discernible productivity.

A fair point can be made that Harvick’s truancy Friday has much to do with his style. When the 2014 champion goes into title-contending mode, he mostly shuts off the outside world a la LeBron James’ abstention from social media during the NBA playoffs.

But being put off by “politics” – which Harvick clarified at Ford’s Mustang unveiling last Thursday was related to the debate over the 2019 rules – reinforces that star drivers hardly possess the dispositions for navigating the inherent messiness of plotting long-range courses for rules and strategy. Those “politics” will be pervasive in any meeting about such big-picture topics in NASCAR.

Racing demands that drivers are wired selfishly – and justifiably so.

There is no incentive for worrying about the greater good when trying to beat a few dozen other highly competitive opponents every Sunday. And drivers’ views understandably will forever be compromised in evaluating rules that could help or hinder their performances depending on wide-ranging circumstances.

According to those who attended Friday’s Drivers Council meeting, there was a predictably discordant tone about next season (revolving around proposals of whether to use the “drafting package” from the All-Star Race in anywhere from a handful of 2019 races to more than a dozen). Every piece of drivers’ feedback will be tainted to some degree by the vested interests in their own results.

This isn’t to suggest they should be dissuaded from having opinions or expressing them.

Harvick has his own forums – notably, his weekly SiriusXM Satellite Radio show in which he regularly leverages a national platform to champion his ideas for change whether it’s overhauling stages on road courses or building a better schedule. He has been deliberate weighing in on major topics there every Tuesday.

He undoubtedly believes his public voice carries as much or more weight than behind the closed doors of the Drivers Council.

There’s nothing much more that needs to be said there.


Michigan’s results again underscored the importance of having an in-house Optical Scanning Station to mimic NASCAR’s inspection process at the track, and how some teams greatly benefited from preseason decisions to make six-figure investments in the elaborate systems of high-definition cameras and computer scans (it’s been estimated the cost of an OSS is at least $300,000).

Among the first teams to have an OSS were Stewart-Haas Racing, Joe Gibbs Racing and Furniture Row Racing, which accordingly have accounted for 19 of 23 wins this season.

“I don’t see how you can race without it, to be honest with you,” crew chief Rodney Childers said about the OSS after his team’s series-leading seventh victory.

NASCAR allows teams to access an OSS at its R&D Center in Concord, North Carolina, but the logistics and time required of schlepping cars there precludes it as an efficient option. An OSS is needed to help optimize cars at multiple junctures during the building process, making it a necessity for more than just powerhouse teams. During a NASCAR on NBC Podcast episode in April, Front Row Motorsports general manager Jerry Freeze said his team was considering an OSS for next season.

Hendrick Motorsports took delivery on its OSS in May, and its results notably have improved over the past month – enough to catch the eye of Kyle Larson, whose Chip Ganassi Racing team still lacks its own OSS.

“(Hendrick has) finally been able to learn where they can push the limits on things,” Larson said. “So, it sounds like maybe we have (an OSS) coming, so I’m really excited about that. Hopefully we can get it up and running before the playoffs start.”

With no top fives or laps led in the last six races for Larson (who started and finished 17th at Michigan), it can’t come soon enough.


Larson’s fade since finishing second at Chicagoland Speedway has cast serious doubt on which Chevrolet team (if any) has the best chance of emerging as a playoff threat.

After winning at Watkins Glen International with Chase Elliott and posting career-best finishes by Alex Bowman and William Byron at Pocono Raceway, Hendrick seemed to experience a backslide at Michigan, where only Elliott (ninth) finished in the top 15.

Meanwhile, Richard Childress Racing had two of the top three finishing Chevys in Austin Dillon (who finished fourth after running second to Harvick for much of the final 50 laps) and Ryan Newman (13th despite a spin after starting sixth).

It would be reductive to proclaim RCR as the lead Chevy team off one race. But Elliott said Friday he viewed Michigan “as kind of a gauge where we stack up” for the playoff opener at Las Vegas Motor Speedway and the other 1.5-mile tracks (Kansas Speedway in the second round and Texas Motor Speedway in the third) that are coming up.


Larson’s admission he was keeping his mouth shut about moonlighting in the Knoxville Nationals was a reminder that his family’s love of dirt racing rubs some the wrong way. In January, he said the Chili Bowl was bigger than the Daytona 500, and his father, Mike, made a similar comparison about Knoxville last week.

Larson and his family shouldn’t have to apologize for embracing their roots, particularly at a time when NASCAR is emphasizing the importance of short-track racing at regional tracks. As the self-proclaimed “last true racer,” Larson admirably has tried to build a bridge between NASCAR and dirt racing. It’s unlikely to bring many crossover fans to NASCAR, but good relationships certainly help more than poisonous sniping between series.

There’s some hope that resistance could diminish under new management. Jim France has a known fondness for sports cars (helping guide IMSA’s current structure) and motorcycle racing. He presumably understands that racing’s biggest challenge is relevance across the board, and it helps if everyone is pulling the rope in the same direction.


If sports cars and the 24 Hours of Le Mans really are in the long-term future for Kurt Busch, then either his current home of Stewart-Haas Racing or Chip Ganassi Racing would make sensible options as the 2004 champion mulls his future.

Busch has emphasized (particularly in this NASCAR on NBC Podcast episode) that his Ford ties are critical in pursuing sports cars. Stewart-Haas Racing has been Ford’s lead team this season in NASCAR. Ganassi fields Chevrolets in the Cup Series but races Fords in IMSA’s GT class (two years ago, the team delivered Ford’s first win in 50 years in the 24 Hours of Le Mans).

If the aim is the best NASCAR fit for Busch, though, it’s Richard Childress Racing that would seem the most logical. RCR has made a run at the 2004 series champion before, and Busch often has said he has worked best with old-school crew chiefs – whose philosophies are embodied by RCR (starting at the top).

If Gene Haas is to be believed that 2019 likely will be Busch’s last season in Cup, it would be a good fit for the team, too. RCR could use a driver with Busch’s talent to benchmark its cars, and if the plan is for Ty Dillon eventually to join his older brother at RCR, Busch would be a first-class stopgap.


While Joe Gibbs Racing-affiliated drivers Ryan Preece and Christopher Bell deservedly are popping up in conversations about future Cup rides, there’s another Toyota driver who should be on radar screens – the 2015 Cup Series rookie of the year Brett Moffitt.

Moffitt just turned 26, and his four victories in the Camping World Truck Series with underfunded Hattori Racing have proved he deserves another shot at NASCAR’s premier series. The Grimes, Iowa, native made 45 Cup starts between 2014-17 and had a best finish of eighth with Michael Waltrip Racing in March 2015 at Atlanta Motor Speedway.