Podcast: Impact of limiting Cup drivers on smaller Xfinity teams

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Wednesday’s NASCAR America saw Dale Earnhardt Jr. and Dale Jarrett discuss whether further limits should be imposed on Cup drivers competing in the Xfinity Series.

The conversation carried over to the latest NASCAR America Debrief podcast, with Earnhardt further examining the issue.

Earnhardt, who owns JR Motorsports in the Xfinity Series, said the issue will eventually “funnel all the way down to the fan’s opinion” of what they want to watch.

But Earnhardt expressed a desire to know what mid-pack teams, those unaffiliated to a Cup organization like JD Motorsports and Jeremy Clements Racing, feel about Cup drivers in the series.

“I haven’t heard a good, solid idea of where those teams are, the teams that are vested in that series … What do they think about the Cup drivers coming in there and knowing that knocks them down a few pegs?” Earnhardt said. “What do they think about the Cup drivers coming in there and knowing that knocks them down a few pegs? What does that matter to them as far as their bottom dollar over the course of a season and does it help them that they’re or not? To hear their opinion doesn’t really change the whole argument because it’s always going to come down to what the fan thinks. I think it would help to understand if it’s hurting. If it’s not hurting them, that’s good to know. But if it does hurt them, if it does make it more challenging for them financially, then that’s also important information to know.”

Earnhardt returned to the idea he visited on NASCAR America about changing the narrative from “limiting” Cup drivers to “inviting” them to compete in big race, like Daytona, Charlotte, Darlington and Indianapolis.

“That way the fans know what they’re getting,” Earnhardt said. “‘Man, when I go to this race there’ll be Cup guys there. When I go to this race, there won’t be any Cup guys there.’ It’s cut and dry.”

Earnhardt added: “I don’t like saying, ‘You can’t do this’ or ‘You’re not allowed’ is never going to win, is never going to be a good look for anybody. To turn it around maybe and make it more of an invitational kind of thing. … I think that’s a better direction to appease everyone.”

The discussion then moved to whether the Xfinity Series should return to smaller tracks, like Lucas Oil Raceway, the short track in Indianapolis the Xfinity Series raced at before moving to Indianapolis Motor Speedway in 2012.

Earnhardt would “love” to take his four cars to compete at the short track, but it would be a “step backwards” for his company’s business plan.

“When we go to the big track at Indy … we’re going to get a bigger number in our partnership with our sponsors than if we raced at (Lucas Oil Raceway),” Earnhardt said. “Because Indy’s a big track and we’re racing with the Cup teams, it’s bigger exposure because of the history of the track. It’s harder to sell this race to a sponsor at (Raceway Park). Even though I think the majority of everyone that you might poll might say they’d rather watch that race! It’s strange because it’s a bit of (between) a rock and a hard place. I would love to take my cars and race at (Raceway Park). As an owner, I’d love to go over there and race there instead than the big Indy track.

“But I know for our business and our business model it’s better for us to be at the big track.”

Earnhardt does believe smaller teams like JD Motorsports could “survive a change” like a move back to smaller tracks.

“It would be more difficult for the bigger teams who are budgeted at a bigger number to take that hit,” Earnhardt said. “These smaller teams are resilient. They are creative. They make so little work and go so far for them they’d be able to make that adjustment more confidently than I would as an owner.”

You can listen to the full podcast below and watch the NASCAR America segment on the subject above.

Ryan: Kyle Busch, Kevin Harvick could be turning playoff race into mad scramble

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Halfway to the playoffs, and two stories are emerging in NASCAR’s premier series with one common theme: Points.

There are the playoff points that Kyle Busch and Kevin Harvick are accumulating at a rate quick enough that half of this year’s championship field might be sewed up by September.

And then there are the “regular” points that will become even more of a scramble over the next 13 races to snatch whatever berths remain in the 16-driver playoff field.

There have been six winners through the first 13 races, mostly because of Busch (four victories) and Harvick (five). If the two hottest drivers in NASCAR’s premier series can maintain their torrid pace, and if some combination of Martin Truex Jr., Joey Logano, Clint Bowyer and Austin Dillon also can repeat (which seems likely), there probably will be more spots available on points than ever in the five seasons the playoffs were reconfigured in 2014.

The playoff lineup is filled first by winners, and if there are fewer than 16, the remaining slots are awarded on points. The record for most points-eligible qualifiers was five in 2015 (Jamie McMurray, Jeff Gordon, Ryan Newman, Paul Menard and Bowyer), and there seems a good chance for at least as many or more this year.

As NASCAR grinds through the grueling summer stretch with slick racetracks and oppressive heat, the tension could ratchet up against the backdrop of a points race – particularly with a fresh 2018 schedule that includes another 1.5-mile track (Chicagoland) and a new cutoff race.

In the regular-season finale Sept. 9 at Indianapolis Motor Speedway, NASCAR seems to be learning toward using the All-Star Race rules package that mixes restrictor plates and aero ducts to bunch the field.

The current championship standings should make it a no-brainer, given there is virtually no chance of having 16 playoff berths for 16 winners.

If there is a points battle of, say, more than a dozen drivers vying for the last six or seven playoff berths, it could turn the Brickyard into the free-for-all that the 2.5-mile track desperately needs to help reinvigorate dwindling crowds.

Though last year’s race was among the most memorable because of the three-wide battles for the lead at the front, it could be even more captivating to watch several drivers duel for positions within the pack in the waning laps if the racing resembles the action produced in the All-Star Race.

Thus, Busch and Harvick inadvertently could make the Brickyard a must-watch event this season – while simultaneously turning the playoffs into a frenzied scrum of 14 drivers for two spots in Miami.

While it isn’t a foregone conclusion that they will be in the championship finale, Busch (25 playoff points) and Harvick (24) are tracking ahead of where defending series champion Truex was last season (16 after 13 races). At this rate, both will claim mega-bonuses from their regular-season standings and would enter the playoffs as co-favorites.


Kyle Busch has won at Charlotte Motor Speedway, which means he has won at every track on the Cup circuit.

This STILL will be true Sept. 30 when the first race is run on Charlotte’s road course. Yes, the track will carry a “Charlotte Motor Speedway Roval” designation on the schedule, and its debut will mean that he won’t have won at every Cup layout.

But Busch still will have won at every track for several reasons.

Start with the fact that the “Roval” course will use all but 400 feet of the 1.5-mile oval that Busch finally conquered Sunday night in the Coca-Cola 600.

And let’s remember that many famous ovals also have road courses that hold races, and there is little distinction made in designating them.

Jeff Gordon and Michael Schumacher are both five-time winners at Indianapolis Motor Speedway. Will Power became a first-time winner of the Indianapolis 500 but is a four-time winner at IMS. Mario Andretti, A.J. Foyt and Jamie McMurray have multiple signature victories at Daytona International Speedway – in the Daytona 500 and Rolex 24.

NASCAR apparently will be recognizing the Charlotte Motor Speedway Roval as a “new” track, which opens a Pandora’s box of questions about retrofitting its record books.

Tracks rarely are given such reclassifications after repaves or reconfigurations that change the complexions of their races. The Roval layout might be on a different level, but so is Richmond Raceway’s 65-year evolution.

It started as a half-mile dirt track before being paved in 1968. Two decades later, it was torn down and rebuilt as the current 0.75-mile track.

None of this is abundantly obvious (unless you have an eagle eye for varying distances) on Racing-Reference.info, the deservedly respected bible of NASCAR historical information. Richard Petty has 13 wins at Richmond – not 10 on pavement and three on dirt (which should count as much as a “new” track as turning a 1.5-mile oval into a road course).

Busch apparently was told less than an hour after becoming the first driver of the modern era to win at every track that (because NASCAR is counting the Charlotte roval as a “new” track) the record would last for four months .

How about letting him enjoy it for much longer than that? As in, until the next time a new track actually is added to the schedule?


There’s always annual talk about which NASCAR driver might be the next to attempt the Indianapolis 500-Coca-Cola 600 doubleheader.

But how about IndyCar drivers coming the other direction?

Power’s Indy 500 win, coupled with his 2014 championship, should allow him to write his own ticket with team owner Roger Penske, who has IndyCar and NASCAR teams under the same roof in Mooresville, North Carolina. Power has expressed a desire to race a stock car, as have teammates Simon Pagenaud and Josesf Newgarden (who also have IndyCar titles).

“Hell, yes,” Newgarden said last week. “I love NASCAR. I think it’s awesome. Open wheel cars captured me as a kid. That doesn’t mean I don’t like stock cars. But I also like this resurgence of drivers who say they want to do everything. I think there’s a lot of guys who do want to do everything and always have.

Joked Pagenaud: “I’m very French but could do it. I can drink coffee while I drive, no problem. I can do it.”

Newgarden is frustrated by how segmented racing has become for drivers in the 21st century. “You have to have a side,” he said. “You have to choose one. I think it’s so stupid. I like it all. I watch everything. I watch NASCAR stuff. We all do. We all follow that stuff. We’d all love to try it.

“When you drive for Roger, you have to first focus on what you’re hired for, and you’re hired to win the Indianapolis 500 and the championship, and if you do a great job at that, maybe one day you’ll get an opportunity to try a stock car. I hope that happens.”

The growth of road courses in both the Xfinity (Road America is a longtime IndyCar venue) and Cup series also could offer more opportunities. James Hinchcliffe is among the IndyCar drivers who reportedly has been exploring one-off road-course rides in NASCAR.

And based how he handled single-file restarts Sunday in Indy, we wouldn’t mind seeing Alexander Rossi getting a shot, too.


For the second time this season, four Chevrolet drivers (Jimmie Johnson, Jamie McMurray, Kyle Larson and Alex Bowman) finished in the top 10 at Charlotte. It also happened at Bristol Motor Speedway, but accomplishing the feat at a 1.5-mile track is an encouraging sign for a new Camaro that has seemed to lack the aerodynamic advantage of Ford and Toyota.

The impact of NASCAR’s new Optical Scanning Station certainly seems to have helped Ford drivers, who have been hinting since the preseason that the new inspection system would benefit their Fusions with more rear downforce.

But the OSS also might have had an opposite effect on the Camaro, whose design and development was initiated before teams saw the system in action for the first time last fall (in demonstration mode during the playoffs).

Hendrick Motorsports recently acquired an OSS for its shop, joining several powerhouse teams that purchased theirs before the season. NASCAR managing director of competition and innovation John Probst said as many as 10 teams have OSS systems.

That isn’t unusual given that teams would have their own sets of templates when NASCAR used the metal silhouettes for measurements, but Probst said the efficiency and accuracy of the OSS (which relies on two dozen high-definition cameras and projectors) makes it a more attractive option for teams.

Though NASCAR offers an OSS for teams’ use at its R&D Center in Concord, North Carolina, many rely on OSS in their shops because they take measurements throughout the car-building process.

“I think we anticipated teams would buy this,” Probst said on last week’s episode of the NASCAR on NBC Podcast. “Teams measuring (cars) multiple times as it goes throughout the shop, that’s a very reasonable thing to do.

“There are a lot of reasons to buy the technology. It’s relatively simple, the results are fairly quick and accurate. It’s relatively cheaper compared to many other solutions. It’s a more efficient system in general.”

Listen to Probst on the podcast via the embed below or on Apple Podcasts, Stitcher, Spotify or Google Play.


Erik Jones had a miserable night in the pits with a magnificent car Sunday at Charlotte, and it was the pit stop between Stages 3 and 4 that really had to hurt.

Jones’ No. 20 Toyota entered in second place but left in 19th because of a stop that went several seconds longer because his front tire changer switched to a backup pit gun.

The reason? Kasey Kahne ran over the primary gun’s hose while entering his stall just ahead, ripping it from changer Houston Stamper’s hands.

It would seem unfair to suffer because of the actions of a rival driver who faces no repercussions at all. But there are two important rules of thumb to consider.

–A driver entering his stall has every right to enter as sharply and swiftly as desired (without intentionally and blatantly violating the boundaries of another car’s pit box).

–Each pit crew is responsible for keeping its equipment out of harm’s way.

The only feasible way that NASCAR could have penalized Kahne would be if he’d gone out of his way to affect Jones’ stop.


In two of the past three seasons, the Coca-Cola 600 has been a runaway in which the winner has led at least 94 percent of the laps.

The record for highest percentage of laps led in the previous 55 years of NASCAR’s longest race was 83 percent (Jim Paschal in 1967).

How is this dominance possible in a race that historically has demanded constant adjustments to keep up with a temperature-sensitive surface that can vary wildly over the course of four hours in the transition from blazing hot sun to a cool evening?

The simplest explanation might be that the Charlotte reigns of Truex in 2016 and Busch this year underscore the importance of being in clean air on an aerodynamic superspeedway.

Crew chiefs Cole Pearn and Adam Stevens can tune the car better with their championship-caliber stars able to provide the best feedback in static conditions. And with teams running high-fidelity simulations nonstop, there is more information on making strong setup calls than ever.


Sunday’s race sadly marked the third time in four years that a fan has climbed a catchfence during a Cup race. While it thankfully didn’t necessitate a race stoppage at Charlotte (unlike an infamous incident at Richmond and similar to one at Dover last year) because it was defused so quickly, it still begs the question: Why is this still happening?

We’ve written this before, but having a fan fall onto a hot track on national TV would be a really bad thing, not just for the event but racing in general. Whatever tracks have to spend to rectify this so that fans stay off the chain link in the future, it’s worth it.

Podcast: Denny Hamlin on his sitdown with Joe Gibbs about speeding penalties

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Denny Hamlin’s penchant for pushing the accelerator too much in the pits recently earned “a sitdown with the boss.”

On the NASCAR on NBC Podcast, Hamlin said team owner Joe Gibbs recently admonished him for accumulating four speeding penalties through the first 10 races of the season.

“I think he’s offended a little bit when they kind of make jokes on TV about it,” Hamlin said with a laugh about the meeting with Gibbs. “He’s like, ‘This is not a joking matter. This is costing you finishes.’

“It’s amazing we’ve had the finishes we’ve had with the penalties we’ve had. I think if we can just tighten things up a little bit. Honestly, we have not had many mistake-free races this year. I think once I have a race where there’s nothing going on that doesn’t set me to the back of the pack, middle of the race, results are going to show a lot better.”

Hamlin was caught for speeding at Las Vegas Motor Speedway, Texas Motor Speedway and twice at Talladega Superspeedway. Each penalty occurred on entry to the pits.

The No. 11 Toyota driver said that’s been a consistency in his long history of getting caught for speeding.

“Most of our penalties has been entering the pits,” Hamlin said. “There’s so much data out there, I’m learning from it and trying to get better at it.”

One method for improvement is trying to understand how much reward and risk there is within the system used by drivers to stay under the limit. Cars don’t have speedometers, so a system of lights helps indicate when they are near the limit.

“Being more informed of that extra light, what does that amount to in feet,” Hamlin said. “Tell me is it a car length? Two feet? That will help manage my risk as well.”

To listen to the podcast, click here for Apple Podcasts, here for Spotifyhere for Stitcher, here for Google Play or play the Art19 embed below:

Podcast: Denny Hamlin on his business career past, present and future

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PONTE VEDRA BEACH, Fla., — If life as a full-time NASCAR driver hadn’t worked out, Denny Hamlin probably would be selling trailer hitches.

But his family’s business instead sustained the Chesterfield, Virginia, native’s Late Model career, helping secure the breaks to get hired by Joe Gibbs Racing.

Hamlin, 37, has 31 victories through 12-plus seasons in NASCAR’s premier series, and though he plans to race for several more years, he eventually will retire.

What will he be doing then?

Maybe selling trailer hitches.

“I really want to run a day-to-day business,” Hamlin said on the 138th episode of the NASCAR on NBC Podcast about his post-NASCAR career. “I don’t want to be there at 6 a.m. and open the doors, but I want to be there 9 to 3, checking on things, running things, making sure everyone’s happy.

“I just don’t know what kind it is. It might be a trailer shop. I loved going to work at the trailer shop with my dad when I was 17 years old. I knew everything about the business, I knew how to sell trailers. I knew how to build them. I knew how to install the hitches, do all the wiring. I knew how to do everything in that business. Maybe that’s something I go back to when I’m done.”

Hamlin, who had a brief run as the owner of a Charlotte nightclub, said he will open a new hamburger joint (a Little Big Burger franchise) soon near his home in Cornelius, North Carolina.

From left, Billy Horschel, Shannon Miller, Rosa Santos, Mary Lynn Schroeder and Denny Hamlin after Santos was selected by the panel as the winner of a Junior Business Challenge qualifier (Associated Press).

That made him a qualified candidate to help as a judge last week in sponsor FedEx’s Junior Business Challenge (with Junior Achievement Worldwide). The program, which runs in conjunction with PGA Tour events, relies on a high-profile panel to judge business concepts from a group of JA students with entrepreneurial aspirations. In an event before last weekend’s Players Championship, Hamlin judged entries along with Olympic medal gymnast and PGA golfer Billy Horschel (who joined Hamlin on the podcast).

In his evaluation, the 2016 Daytona 500 winner probably applied some lessons from his teenage years working for his father.

“I’d always complain to him that our business says we close at 5 o’clock, and yet if someone pulls in at 5:02 and needs something fixed on their trailer, if we’re here, we’re working,” he said. “The hours on the door were theoretical. He was all about making the customer happy. I don’t care how long it takes, we’re going to stay here and finish the job.

“If we told someone we get it done on this day, then it’s done. Whatever it takes. People really came back to our business a lot because of my dad and his mentality that they knew we’ll do the job and fix it no matter what the hours were. That hard work was infectious and reminded me that if I ever got back into running a business it would be that type of feeling of going to your buddy’s place to get your stuff fixed, not a business.”

But Hamlin, who signed a multiyear contract extension with JGR before last season, said he doesn’t have a timeline for when he’ll return to regular hours.

“The current contract goes quite a ways, and I probably want to do one more after that,” he said. “As long as I can win races, be competitive and be up front, I don’t know how long I’ll race.

“But I want to be busy outside racing. I’ll be stir crazy. I can only play golf so much. Basketball, my body will only go so long.”

In the podcast, Hamlin also discusses:

–His 2018 season, in which decent speed has been muted by a lack of execution (such as speeding penalties);

–How the professional rhythm of a golfer differs from a race car driver (with Horschel also offering his perspective);

–The return of Matt Kenseth and how JGR has adapted without him;

–What Denny would shoot at TPC Sawgrass.

To listen to the podcast, click here for Apple Podcasts, here for Spotifyhere for Stitcher, here for Google Play or play the Art19 embed below:

Ryan: Putting the ‘fun’ back in the rulebook? Spoiler alert: Here’s how

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Remember when talking about NASCAR rules was fun?

No, really fun. Hours of endless debates and discussions about driver rivalries, team animosity and manufacturer intrigue.

Fun. You can’t beat that.

In the 1990s, Camp NASCAR might not have been a fun place to live (or officiate), but it was a beguiling place to observe.

Much of that was the megawatt personalities of the drivers, but some of it was attributable to the constant wars over how many inches of spoiler help Ford or Chevrolet was lobbying for and often getting.

This was an era in which the bodies were more distinct, and the rulebook was much smaller. It was undoubtedly a weekly headache to administer with the long line of agitated drivers and owners raising holy hell at the NASCAR hauler after every race.

Two decades later, that delightful complaining has been replaced by impenetrable complication.

Talking about rules isn’t fun in today’s heavily legislated and officiated world of big-league stock-car racing.

It’s no longer a debate about the famous and iconic brands (Chevy, Ford, Toyota) that pour a few hundred million dollars annually into NASCAR.

It’s become the domain of pinion shims and window support braces. The in-the-weeds stuff. There is room for that in NASCAR to showcase its technical appeal and technological ingenuity.

There’s no room for that in SiriusXM NASCAR Radio banter, though. Or in the other national media platforms that primarily drive the narratives that make NASCAR a mainstream sporting entity. Those should revolve around the stars and cars of the Cup Series and their most relatable backstories – not the intricate parts and pieces that propel them to victory lane.

For example, a 46-year-old former champion returns after an unwanted 11-race layoff to start the 2018 season. And he re-enters NASCAR’s premier series precisely as his longtime contemporaries are crowing about regularly drubbing the band of ballyhooed Millennials that threaten to oust them from their rides in the same way.

That sounds like a good story, no?

Unfortunately, Matt Kenseth’s intriguing comeback at Kansas Speedway this weekend has been muted because of Wednesday’s latest avalanche of midweek postrace penalties from Dover that sucked all the oxygen from competing topics with the subtlety and pleasure of a 2X4 to the forehead.

Eradicating midweek penalties has been suggested ad nauseam the past few years, and it’s well documented why they still are happening (the level of necessary inspection scrutiny is available only at the NASCAR R&D Center in Concord).

Kevin Harvick made an impassioned case for why this wasn’t such a hot idea (among many issues he raised about the penalty after his Las Vegas victory). Even NASCAR officials have shown a desire to get out of the business of issuing points deductions and crewmember suspensions three days after a race.

It doesn’t matter how this gets addressed. It’s a situation that needs to be fixed, stat.

So how about going back to the future: Find a way to shrink the rulebook and open up the manufacturer competition again.

Refocus any competition discussions on spoiler heights and driver styles (“who is best suited for this type of handling package?”) instead of obtuse conversation stoppers like planar mating surfaces and flat splitters.

Like everything in racing, this is easier said than done. It certainly will be harder for NASCAR, whose officials would return to the ear-splitting days of listening to nonstop lobbying (i.e., whining) for more parity among makes.

But it might be worth the effort, money and time spent if it results in keeping the attention most prominently on the stars and the cars they drive.

That sounds fun.


NASCAR found itself in an unwinnable situation at Dover International Speedway near the end of the first stage Sunday.

With a dozen cars close to running out of fuel and only about four wreckers to help push them back to the pits (how would you like to make that decision on which drivers benefit from NASCAR’s largesse?), vice president of competition Scott Miller explained Monday why the pits were opened almost immediately after the stage instead of waiting for a commercial break per normal.

It was the right call given the alternative – if several cars had run out of gas, the furor would have been much greater and the implications are more unfair. But this is something that must be done extremely sparingly.

It burned Denny Hamlin’s team, which pitted the No. 11 Toyota instead of limping to the pits (as it could have) because it rightfully expected the pits would open much later.

“I didn’t know they were going to open the pits early,” Hamlin said on an episode of the NASCAR on NBC Podcast that will be released next week. “I would have ran another lap. That’s a little frustrating. The crew chief was telling me I could make it to the checkered but not the pit open.”

But it turned out if Hamlin had waited a lap, he would have had enough fuel (and an extra five stage points from keeping his spot).

“I had some talks with Miller and (Steve) O’Donnell about it,” Hamlin said. “If I would have known you’d open the pits, I wouldn’t have pitted early, and I think a lot of people based their strategy off that.

“But I also see their point of what happens if there are six cars out of fuel on the apron? Who gets the tow truck and push first while you have someone sitting on the apron for three laps, and then they’re pissed off? I kind of see where (NASCAR) is going there. But at some point, teams will make decisions on where to pit, and it’s kind of on them.”

There always are circumstances similar to these during a race – for example, NASCAR often must choose between a red flag or running out many laps under yellow in the event of a wreck that requires a long cleanup – so it’s unavoidable. The key is managing it in a way that doesn’t disrupt the natural flow of a race.


As Dustin Long detailed exhaustively in last week’s Friday 5 feature, the time to question the lagging results of the new Camaro has arrived. Chevrolet’s new model hasn’t shown much potential for pure speed, aside from the performance of Kyle Larson.

The Chip Ganassi Racing driver is sort of this year’s version of 2017 series champion Martin Truex Jr., who was far ahead of Joe Gibbs Racing’s Toyotas last year in the rollout of the 2018 Camry. But that’s where the apples to apples comparison ends.

Nearly a third of the way into last season, it was obvious the new Camry had speed. Though Toyota won only twice in the first 11 races, its drivers led the most laps six times. The lack of victories was because of JGR’s circumstances instead of a lack of performance.

This is less true with the Camaro, which has a last-lap win in the Daytona 500 and has led the most laps only once (Larson at Bristol Motor Speedway). At Dover, the highest finisher was Jimmie Johnson in ninth, and Alex Bowman drove the only Camaro to lead laps (26 of 400).

It might be a case where the struggles are less about the new model and more about the teams running it. Aside from Chase Elliott, lead Chevy team Hendrick Motorsports struggled in 2017, and the four-car team still seems to be finding its footing this year with a less experienced lineup.

The departure of Stewart-Haas Racing, which is side by side with Team Penske for top Ford team, also might be hurting Chevrolet more than a year later.


A sidelight to the Chevrolet struggles is that it also has hampered the development of the 2018 youth brigade with Elliott, Larson, William Byron, Alex Bowman, Bubba Wallace and Austin Dillon (who made his feelings known Sunday night) trying to excel in the Camaro.

On Wednesday’s NASCAR America, analyst Dale Jarrett made that point (along with evaluating whether Ryan Blaney has reached “success” yet) and also noted that the hype around the marketing of the young drivers (editor’s note: plead guilty) would have been better balanced with a focus on the older set.

That’s good advice for the future and also good context for Kevin Harvick’s incessantly delightful jabs at the next generation.


One positive of this week’s midweek penalties?

Well, it did steer the discussion away from a topic that no one in Charlotte or Daytona Beach wanted to highlight.

That said, Harvick’s comments Tuesday night about a potential NASCAR sale were notable, and it will be interesting to see what else is said this weekend at Kansas Speedway.