Germain Racing announced Tuesday that veteran NASCAR Cup crew chief Robert “Bootie” Barker will finish the season with the team in that position, “but will not be with Germain Racing in 2018.”
Barker, 46, has been crew chief at Germain Racing, primarily for the No. 13 car, since 2010. Ty Dillon replaced Casey Mears as driver of the No. 13 Chevrolet this season. Dillon has struggled; his best finish in his first full Cup season has been 11th at Talladega four weeks ago.
In 479 Cup races as a crew chief, Barker has no wins, three top-five and 17 top-10 finishes. In 94 Xfinity Series races, he has four wins, 20 top fives and 39 top 10s. He also served as a crew chief in the Truck series for three races.
UPDATE: The team announced Wednesday that, like Barker, technical director Chris Andrews and engineer Scott Whitehead will complete the current season but will not return in 2018.
Long time coming: Eight years after then-record fine, Carl Long returns to Cup
STATESVILLE, N.C. — It is 8:15 p.m. Monday, 14 hours after George Church and Ken Kotlowski arrived at the tiny warehouse where race cars, pit carts, tool boxes, fuel cans and old tires are scattered along with hopes and dreams.
There is a problem.
Less than three days before they will load what will be a green-and-yellow No. 66 Cup car for a trip to Kansas Speedway, Church stands in the doorway of Carl Long’s cramped office, cluttered with a rear axle housing on the floor, and gives Long the news.
“There is no way those headers are going to work,’’ Church said.
The car’s oil pan is not clear of the headers. If left unchecked, the headers will “boil the oil’’ Long says.
They need new headers.
Compared to what Long has experienced in his racing career, it is a minor inconvenience, another sign of the roadblocks the 49-year-old endures to compete in NASCAR.
For nearly eight years, Long was barred from the Cup garage, prohibited to own a car in that series and forbidden to race there because of an unpaid $200,000 fine for an oversized engine.
Long lost both appeals and was stuck with the burdensome fine he could not afford. In one appeal, the panel noted his “strong love of racing’’ and that his testimony “came across as genuine and heartfelt’’ but that the penalty, although extreme for the low-budget team, was warranted.
Exiled to the Xfintiy and Truck Series, Long toiled until his sentence was commuted by NASCAR before this season. Long only says that he and the sanctioning body reached an “agreement” on the matter.
Friday morning at Kansas Speedway, Long will walk into the Cup garage for the first time since 2009.
TRYING TO DO A LOT WITH A LITTLE
Although he also oversees the operation, Carl Long isn’t noted as the team owner. He lists his 72-year-old father, Horace, in that role.
“I told him, now it’s going to be Roger Penske and Rick Hendrick and you’re going to be right in the middle of them,’’ Long says with a laugh.
Long laughs a lot. It’s therapeutic.
Without self-deprecating humor, he would be miserable over the challenges he’s stomached to race. He once climbed into a trash bin at another team’s shop to take scrap pieces for his car years ago. He’s accepted used tires from teams, watched his savings account wither and winced at how human error before Xfinity qualifying at Daytona this year cost his team nearly $100,000 all told.
Yet, here he is in a 4,750-square foot structure — 50 times smaller than the space occupied by Team Penske’s NASCAR teams in its shop — to compete against the sport’s elites. There is no engineering department, no fab shop, no set-up plates, no engine shop, no R&D department and no training room. The most sophisticated piece of equipment in the shop might be each person’s cell phone.
There’s also not enough room.
Some cars are kept in storage containers nearby, others are kept in the haulers until it is time to switch them out and head to the next race. Another car is pushed outside the warehouse and placed on a grass patch by the street corner, as if it is a sign telling people where the race shop is located but fans don’t flock here.
If this was the 1960s, this might be one of the best shops in the sport. Instead, it’s a place for Long to work and try to survive in a sport he’s invested nearly 35 years of his life.
“Racing is an addiction,’’ Long says, leaning back in a black office chair, arms crossed. “There’s some people that get over an addiction real quick when they’re broke. But when you start off broke and somehow seem to manage it and it gets in your blood, it’s hard to just walk away.’’
He’ll do whatever it takes to race.
That includes driving the team’s hauler to Kansas Speedway.
BACK IN TIME
Carl Long and wife Dee Dee looked over paint schemes for the car that will mark his return to NASCAR’s premier series. He showed the options to his eight full-time employees who help him field a two-car Xfinity operation and now a Cup entry.
They all told him to go with the green-and-yellow scheme that his car had at the 2009 Sprint Showdown — the last time he competed in a Cup race.
“There’s no better way to go back then the way you left,’’ said Jason Houghtaling, who joined Long’s operation in January.
The only difference will be that the number on the green roof will be yellow instead of red as it was in 2009. Long thinks the number will stand out more that way. Instead of No. 46, it will be No. 66, a tribute to Mark Thompson, a friend who has raced Long’s Xfinity cars in the past, including last weekend at Talladega. The 65-year-old Thompson finished 25th after an engine failure in that race.
Maybe a new number can provide Long with better fortune. His Cup career is best remembered by long-time NASCAR fans more for bad times than good.
He qualified for the 2000 Coca-Cola 600 only to see his car ownersell the ride so Darrell Waltrip, who had failed to qualify, could compete in that race in his final season. Long has never again qualified for the 600.
His $200,000 fine in 2009 remained the largest NASCAR had issued until fining Michael Waltrip Racing $300,000 in 2013 for its team’s actions at Richmond.
While Long reached his dream of racing in the Cup series, he was tormented by lack of success. He’s competed in 23 Cup races but failed to qualify for 75 from 1999-2009. He never finished better than 29th in a Cup race.
It is one thing to dream but what happens when those dreams don’t pan out as hoped? Does one feel fortunate to have climbed so far or cursed at never getting the chance to excel?
“I won’t consider it a curse,’’ Long says. “I think I figured out early how to survive without cashflow. Because I built my cars and set up my cars and drove the haulers and did all that other stuff, it made it easier for me for someone who had a limited budget to work with.
“The issue with cars, everybody has their own opinion on what they could do if they had Kyle Busch’s car. I don’t think I would beat Kyle Busch, but I would be way better than I am now.’’
CUP HOPES RETURN
As they prepared the primer grey car for this weekend, the team had wiring issues and sent the car to the engine provider for help.
The car returned to the shop shortly before 10 p.m. Wednesday, 10 hours before the hauler had to leave for Kansas.
Long purchased the car in December from HScott Motorsports and intended to convert it to the Xfinity Series, but he remained hopeful that NASCAR would permit a return to Cup.
It wasn’t until shortly before the Daytona 500 that he found out NASCAR would do so. It was too late to get the car ready for the 500. With the Xfinity Series off until May 27, this break gave Long and his team time to work on the car for this weekend. He also plans to race it in the Monster Energy Open at Charlotte next weekend provided the car isn’t damaged at Kansas.
Should he return for the Open, it will complete the circle from when his Car career stalled in 2009.
NASCAR discovered that his engine for what was called the Sprint Showdown measured 358.197 cubic inches. The maximum allowed was 358.0 cubic inches. NASCAR fined Long’s crew chief, Charles Swing $200,000, suspended Long and his wife, who was listed as the car owner, 12 races each and docked both 200 driver and car owner points.
Long appealed. He didn’t contest that the engine was oversized but argued that the engine came from a third-party vendor, Ernie Elliott, and that the discrepancy may have been due to an error on the supplier’s behalf or expansion due to overheating or to general wear and tear. The National Stock Car Racing Commission didn’t agree.
“The Commission reaffirms that the race team is ultimately responsible for all components on the race car, including any supplied by third-party vendors.
“While it is tempting to consider penalties that this driver and team can more-readily bear, the sport would not be well served by having a sliding scale of penalties calibrated to a given team or member’s resources. Penalties of this magnitude for this type of infraction are warranted in the NASCAR Sprint Cup Series.’’
While a final appeal reduced the suspensions to eight races, the fine remained, effectively barring Long from the Cup series for nearly a decade.
When Carl Long was 25, he set a goal of becoming a full-time Cup driver by the time he was 35 years old.
Four months shy of his 50th birthday Long, the 1990 street stock champion at Orange County Speedway, is still trying to meet that goal.
He admits that “the best talent today in racing is the ability to write a check. If you can write a check and keep writing them, you can get the best equipment there is.’’
Long knows his driving days are nearing an end. That doesn’t mean he’ll leave the sport. With a savings account that has about $1,500, his retirement plan is to keep working. His goal is to build his team to where more drivers are willing to pay to drive his cars.
“I’m very, very jealous of the people that I started racing with who can retire,’’ Long says with a laugh. “I remember when Dale (Earnhardt) Jr. come asked me for advice when we were running some Late Model races. I grew up racing with Scott Riggs, Hermie and Elliott Sadler.
“I never figured I was any better than any of the rest of those guys, but I had beat them and they had beat me, so I figured if they could do it, I could do it. I think the biggest problem I had was I never capitalized on good opportunities. I would follow them up and not be prepared. I’d prepare for a month or two months to go to Charlotte, go test, do what we needed to do, make the race, look good, everybody goes, ‘OK, this is good.’
“Next week, I’d go to Dover and didn’t have a clue where I was going, didn’t have the car set up, just took that same car and turned it around and go up there and wind up in the fence somewhere or another because I wasn’t prepared. I’d go from a hero to a zero.’’
Starting this weekend, he has another chance. It just took eight years to arrive.
Matt Borland will assume crew chief duties of the No. 27 Sprint Cup Series team at Richard Childress Racing at the conclusion of the 2016 season the organization announced Wednesday.
Borland will replace Danny Stockman, who has been the interim crew chief for Paul Menard since Pocono Raceway in July. Stockman will return to the Xfinity Series program.
“Matt’s experience as an engineer in both NASCAR and Formula 1 will be critically important to the growth of RCR’s Sprint Cup Series program,” team owner Richard Childress said in a team release. “He has an impressive background and will be a great resource to our racing operations.”
Menard is 25th in points entering this weekend’s Sprint Cup race at Texas Motor Speedway with two top-10 finishes in 33 starts. The team also has six DNF’s.
“We thank Danny (Stockman) for his time as interim crew chief of the No. 27 team and look forward to having him back next season as a crew chief in our Xfinity Series program,” Childress said. “Danny has played an integral role in our Xfinity Series success and we’ll have a forthcoming announcement on his new responsibility.”
Borland’s most recent role was vice president of technology at Stewart-Haas Racing, overseeing the organization’s NASCAR and Formula 1 programs. He also served in other roles at SHR from 2009-16, including vice president of competition and crew chief.
In 243 starts as a Cup crew chief, working with drivers Ryan Newman, Dale Jarrett, Max Papis, Scott Riggs, and Boris Said, Borland has 13 career wins. The wins came with Newman, who drives the No. 31 car at RCR.
“Richard Childress Racing is one of NASCAR’s most prestigious race teams with a storied history, and I’m thrilled to be a part of this organization,” Borland said in the team release. “I’m looking forward to working closely with Dr. Eric Warren and the staff of talented engineers and employees. I’m confident my experience in various forms of motorsports will contribute to RCR’s continued success on track.”
Unsure about his organization’s future, team owner Tommy Baldwin met with his employees Monday “so I can give them the options if they needed to go find a job.’’
Baldwin told NBC Sports in an exclusive interview Tuesday that “I’m exploring all my opportunities right now. I’m trying to figure everything out.’’
He hopes to have his plans solidified by some point in December. Among the options, there is one thing Baldwin said he won’t do.
“I would never shut down,’’ said Baldwin, whose team debuted in the Cup series in 2009. “Don’t use that word. The options are keep going or sell. That’s the only two options we have.’’
Baldwin admits he’s given his employees a similar message “in six out of the eight years” of the team and always made it to the next season.
But Baldwin concedes that it is becoming more difficult for a small team like Tommy Baldwin Racing.
“The technology has just increased,’’ Baldwin said. “Everyone has just become smarter. The race teams, with Michael Waltrip Racing shutting down (after the 2015 season) and some other things, it put a lot good people, dispersed a lot of good people to different teams. Everyone had to spend a lot more money to keep up with the Gibbs and Hendrick programs.
“It’s funny to me how everyone thinks our racing is not good. This is the most competitive that NASCAR has ever been.’’
Baldwin admits it has been a struggle at times for the team and driver Regan Smith.
“I think we’ve been competitive at times,’’ Baldwin said. “I think we’ve been really bad at times. It’s been a competitive roller coaster. This year is probably one of the best race teams that we’ve assembled, it’s been a great group of guys that have worked for TBR. There’s a lot of pluses that we have going on, but again, it’s the almighty dollar that is talking.
“If you don’t have the money to keep up with the Joneses, you’re going to be left behind. If you told me eight years ago when I first started this team I would be pretty much in the same spot as when I started, I would have told you that you were crazy. This sport has taken off so much here as far as how smart we’ve all gotten. It’s not that we don’t know how to do it, it’s just that we don’t have the money to apply the proper resources to do it.’’
Baldwin has one of the 36 charters granted to Sprint Cup teams at the beginning of this season. That adds value to his organization, ensuring that his team — or whoever purchases the charter, if that happens — would be in every Cup points race.
Baldwin’s car is 32nd in the car owner point standings, ahead of five other teams that have charters (another team below Baldwin’s leased its charter for this season).
Smith is 33rd in the driver standings. He finished a season-best third at Pocono in August. His only other top-10 finish this year has been an eighth-place result in the Daytona 500.
The organization continued to use a variety of drivers in 2010 before Dave Blaney ran 34 races in 2011. Blaney was with the team through 2013.
Tommy Baldwin Racing expanded to two full-time cars in 2012. Danica Patrick, in partnership with Stewart-Haas Racing, ran 10 races where Baldwin was listed as the car owner. Tommy Baldwin Racing ran two cars through 2014 before selling the assets of the second car (the No. 36 team) to Premium Motorsports.
Before becoming a team owner, Baldwin was a crew chief. He won five Cup races as a crew chief, including the 2001 Southern 500 and 2002 Daytona 500 with Ward Burton.
Just based on his record in NASCAR, Ray Evernham could become the fifth first-ballot inductee for the NASCAR Hall of Fame since the inaugural class.
When the Hall of Fame voting committee meets Wednesday afternoon in Charlotte to elect the seventh five-man class, they will be considering the career of the greatest crew chief of all time, according to a 2006 poll of the news media. Overseeing Jeff Gordon’s No. 24 Chevrolet from 1993-99, Evernham’s team compiled three championships, 47 victories and 30 pole positions in 213 starts.
But the case for Evernham’s candidacy is as much about his statistics as the springboard he created.
Much like the vaunted NFL coaching tree of football legend Bill Walsh, Evernham, 57, helped plant roots that branch throughout NASCAR more than 15 years after he retired as a crew chief.
The past two Sprint Cup championships were won by crew chiefs mentored by Evernham. Long before guiding Jimmie Johnson to six championships, Chad Knaus was a crew member of the No. 24 team. Rodney Childers, who led Kevin Harvick to his first title in NASCAR’s premier series last year, was given his start as a crew chief with Scott Riggs a decade ago at Evernham Motorsports.
Other past and current crew chiefs such as Steve Letarte, Tommy Baldwin Jr., Mike Ford, Kenny Francis, Tony Gibson, Keith Rodden and Slugger Labbe also worked for Evernham, who just wanted to return the favor after receiving tutelage from many of the sport’s biggest names.
“A lot of people took me under their wing,” Evernham told NBC Sports. “Randy Dorton (the late Hendrick engine builder) was very, very good to me, and obviously Mr. Hendrick himself. So you try and become part of that and share that knowledge and information. I was fortunate enough to work with a lot of guys like me who are just so passionate about the cars and the racing that they can’t get enough of it.
“I can’t sit here and go, ‘Oh yeah, I had a plan of creating this tree.’ I was just trying to pay back some of what people were good enough to teach me. I’ve been really, really fortunate to be around some really great racers. I really feel a responsibility to pay that stuff forward; that knowledge that’s been handed to us. They wanted to see me do good because I really loved racing. That’s where I’m at with my guys. You help people who really love the sport.”
Evernham’s education started as a 14-year-old wrenching on cars at short tracks around New Jersey and continued when he worked on the prototype of the Camaro used in the 1984 IROC Series. He lived for a month at the Asheville, N.C., home of NASCAR team owner and car builder Banjo Matthews, who introduced Evernham to Hall of Fame driver and car owner Junior Johnson and mechanic Herb Nab. Evernham also worked with crew chiefs Smokey Yunick, Harry Hyde and Waddell Wilson.
Hall of Famer Leonard Wood imparted much wisdom to Evernham, who said many of the lessons were common sense.
“You’ve got to understand how something works, then you’ve really got to understand you don’t skip the basics,” he said. “From Banjo and Leonard Wood, I’ve learned from them like I’d learn football from (Vince) Lombardi. You’ve got to do blocking and tackling first before you can run the trick plays. I learned that blocking and tackling from those guys. The basic foundation of how a NASCAR-type race car works and what affects what. The whole theory of how to run a race isn’t just about a fast car.”
In assembling his teams both as a crew chief and owner (his cars scored 13 victories in eight seasons after he spearheaded Dodge’s 2001 re-entry into NASCAR), Evernham sought employees who were cut from the same mold. Many of the initial employees for Gordon’s No. 24 team came from other forms of racing or auto dealership jobs because Evernham preferred intangibles over NASCAR experience.
“There are people who just want to do a job and do it well, and that’s OK, but there are people who do the job, do it well and look to take on more,” he said. “Chad slept in his car. You find someone who puts in that extra (effort), and they put in that drive consistently. They’re the people you want. A lot of people have the desire, but they won’t make the commitment. You make a commitment, and that means you’re sacrificing many other things in your life. You couple that with a person who has an ability to learn, you can do anything with them.”
The most famous graduate of Evernham’s system is Knaus, who also might be the closest facsimile having drawn the nickname “Little Ray” while at Hendrick.
“I think Chad took the things that I showed him and other people showed him and made it better,” Evernham said. “Chad and I have strong personalities. He crew chiefs like I would crew chief. If I had a much older son, would it be Chad? Probably. Would I be proud if I was Chad’s father? Unbelievably proud. I’m proud to know him because he’s dedicated and committed just about every step of his life and career from the time he was 16 to get where he is. He told me he wanted to do it, and he has stayed that course. I’m super proud of him.
“His management style is a lot like mine. He cares about his people, but he’s not afraid to work them hard. In the end, it’s about winning. Who says you can’t win them all? Somebody’s going to win them all. Might as well be you. Some people would say that’s an unrealistic thought process, but literally why can’t you?”
At Hendrick, Knaus worked side by side for several seasons with Letarte, who was a teenager in high school when he began working with Evernham on the No. 24. He became Gordon’s crew chief in 2005 and won 10 races with the four-time series champion before moving to Dale Earnhardt Jr. He guided NASCAR’s most popular driver to five wins (four last year) before becoming an NBC Sports analyst this season.
“Steve was a hard-working guy but with a different mentality and thought process than Chad,” Evernham said. “He had a different management style and was real smooth. But even as a kid, Steve was just brilliant with a high level of intelligence. He could figure things out and was a really, really good problem-solver. Probably the best tire guy I ever had because he was so good with numbers.
“He had the ability to keep people happy in the shop. Steve would be a great politician. But in the back of his mind, he could be running the numbers to make the car go faster, too. Steve is one of those guys that you think, ‘Man, how is that guy doing all this?’ because he gets a lot done without breaking a sweat.”
Having returned last year as a member of Hendrick Motorsports’ executive management team, Evernham takes pride in the team still using some of the processes and procedures he developed, as well as former No. 24 crew members Brian Whitesell and Michael Landis in key management roles.
Many executives with other teams (such as Sammy Johns at Richard Petty Motorsports, Eric Warren at Richard Childress Racing and Mark McArdle at Roush Fenway Racing) also have worked under Evernham.
“Those guys probably taught me as much as I taught them, and it’s neat to see them get a shot at being their own person rather than being under me,” he said.
“The world and the sport changes so fast anymore all I can do is look at these guys and talk about my past experiences. What’s really cool now is to say I’ve sat in all those chairs. I’ve been a crew chief. I’ve been a chief mechanic. I’ve been an owner, a fabricator, and I’ve had a little experience as a track owner. The older you get, you look back and it means a lot more to think ‘OK, man, I think I helped with a little bit of that.’ ”
Evernham, whose wife, Erin, is expecting a girl July 21, has no plans to return atop the pit box but does have an idea of the challenges that crew chiefs will face in the future.
“The biggest thing different now is they’ve got so much more information,” he said. “They’re gathering so much more information faster than they can’t handle it. I think they’re going to have to have more people, processes and software to go through the data so they can make better decisions. Ultimately, the crew chiefs still have to be the guys on the box leading all that. You’re not the guy that’s putting springs in and out, but you are going to be the voice on the radio.
“The main core still is understanding the car. It’s still going to respond to the laws of physics. It’s horsepower, aero, handling. You’ve got a driver, a team, a pit crew and strategy to manage. You just need more people to help you process that information faster to make better decisions, and the tools today are so much more exact. All the little things that are measured today are making a difference. So the amount of data that comes at you in the time, I think the crew chiefs are going to have to figure out ways to process that data faster to get an advantage.”