Bob Leavine

Friday 5: Cup drivers prepare to deal with anxiety, chaos at Roval

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It is not hyperbole to say that the final lap of last year’s Cup playoff race at the Charlotte Motor Speedway Roval might be among the most exciting laps in NASCAR’s history.

The leaders crashing within sight of the finish line. The car running third suddenly wins. A mangled car bouncing off the wall and puttering toward the checkered flag needing to pass a car stalled less than 100 yards from the finish line for 25th place to advance in the playoffs. And a three-way tie for the final two spots to advance to the next round.

The Roval was great for fans and stressful for competitors.

A year ago, Aric Almirola entered the Roval sixth in points. He had a 23-point lead on the first driver outside a transfer spot and six drivers between them. While not safe, it wasn’t an awful place to be.

And yet …

“Going into the Roval last year was really nerve-racking for me,” Almirola said. “It’s hard because you go into that position and you want so badly to advance to the next round and you feel like you’re holding on so tight. You almost race with don’t lose (mentality) than with that mentality of go get it, and that’s a hard way to race. I don’t like racing that way. I like racing on offense, but I don’t want to be on the other side of the cutline, either.

“I think I learned a lot last year. I had never really been in that experience before, going into the last cutoff race (of a round) of the playoffs. In 2014, when I was with Pettys, we blew up in the very first race and we were never really in it. So going (into) this year, I gained a lot of valuable experience of being in that position. I’ll feel better about it this year and just kind of knowing more and being more relaxed and having a better understanding of what to expect.”

Expect chaos.

Almirola survived a day last year that saw him involved in three incidents before he finished 19th, tying Kyle Larson and Jimmie Johnson for the final two playoffs spots. Almirola and Larson both advanced on the tiebreaker of better finishes in the opening round.

Almirola enters Sunday’s elimination race (2:30 p.m. ET on NBC) in a worse position than he was last year. He is 11th in the standings, three points ahead of Alex Bowman, the first driver outside a transfer spot in 13th place.

Bowman understands the pressure after experiencing it last year. He went into the Roval 11th in the standings a year ago, five points ahead of the first driver outside a playoff spot.

“That was a really stressful situation, a lot of anxiousness and nervousness,” said Bowman, who advanced to the second round last year. “Going into that race, I didn’t think that was going to be a good day for us, not being super confident in my road course skills. The day went well for us and it worked out. Just stressful.”

Last year’s Roval showed anything was possible.

“It’s a crapshoot,” Almirola said, “but it’s a crapshoot for everybody.”

2. Don’t just watch the battle to avoid elimination

Martin Truex Jr.’s dominance in the opening two playoff races has allowed him to score 12 of 14 playoff points and that is likely creating concern among his competitors.

While playoff points may matter in the next round, they likely will be critical in the third round, which will determine the four drivers who will race for the championship Nov. 17 in Miami.

At least one of the four drivers in the championship race will advance from the third round via points. The difference could be playoff points.

That’s why each stage win is important and each victory is critical for the playoff points. And why the race at the front of the field could be as meaningful as the race for the final transfer spot Sunday.

Here are the drivers with the most playoff points this season:

46 — Kyle Busch

41 — Martin Truex Jr.

30 — Denny Hamlin

29 — Joey Logano

28 — Kevin Harvick

24 — Brad Keselowski

18 — Chase Elliott

Strategy on road courses often dictates giving up a chance for stage points to be in a better position to win.

Last year’s Roval race saw Truex, the points leader entering the event, not pit in the first stage when some other playoff drivers did, in hopes of winning the stage. He finished fourth in the stage.

Truex pitted in the middle of stage 2 to set himself for a final pit stop under caution with just under 40 laps to go in the final stage. It would have led to the winning strategy and five playoff points had Jimmie Johnson’s spinning car not hit Truex in the final chicane on the last lap.

3. A better trip the second time?

Even though teams tested at the Roval last summer and had three practices, some drivers struggled around the course a year ago.

Eleven drivers either spun or crashed during practice or qualifying last year. Bubba Wallace had the roughest time, spinning four different times and crashing into the tire barrier on the backstretch chicane (which was redesigned this summer).

Wallace was one of four drivers who went to backup cars for the race after incidents in practice or qualifying last year. The others were: Brad Keselowski, Denny Hamlin and Erik Jones.

Practice should be interesting Friday and Saturday.

MORE: Weekend schedule for Cup, Xfinity teams at Charlotte Roval

4. Don’t overlook those deep in the standings

In four of the previous five years of the elimination style playoff format, a driver ranked 10th or worse after the second playoff race went on to the championship race. It could be a sign for those drivers 10th or worse this year.

In 2014, Ryan Newman was 11th in points heading into the first elimination race. He made it to the title race and finished second. Also that year, Denny Hamlin was 13th in points heading into that elimination race. Hamlin also made it to Miami, finishing third in the points.

In 2015, Kyle Busch was 13th in points heading into the first elimination race. He went on to win the crown that year. Kevin Harvick was 15th in points heading into the elimination race — which he had to win to advance and did — and went on to make the title race, placing second in the championship. Jeff Gordon was 10th in the points going into that first elimination race and made it to the title event, placing third in the championship.

In 2016, Carl Edwards was 10th in points before the first round elimination race. He made it to Miami and finished fourth in the championship.

In 2017, Kevin Harvick was 10th in points before the last race of the opening round. He advanced to Miami and placed third in the championship.

Last year, Joey Logano was the lowest ranked driver after two playoff races among those who would compete in the championship race. Logano was fifth in the points at the time.

5. New deal, similar plan

Christopher Bell’s ascension to Cup next year in the No. 95 car for Leavine Family Racing won’t end his ability to race sprint cars. But Bell concedes that he won’t race those cars as much next year.

“There’s not a plan for him to stop that,” car owner Bob Leavine said this week. “I know he will be prudent in races he goes to because he understands the commitment that we’re going to ask of him in the Cup Series.

“It’s had to tell somebody that does that as a ‘hobby’ not to do it. We’re excited that he still wants to and excited to see him win there. I think it’ll be contagious with his confidence level.”

Said Bell: “I understand that my dirt racing is going to have to slow down a little bit. With the Cup Series, the schedule is a lot more, it’s a little bit bigger than what the Xfinity cars are and it’s going to be a huge learning curve moving into the Cup Series. …  I’m going to be allowed some races, but I understand that the schedule won’t be near what it has been the last several years.”

 

Leavine Family Racing to have enhanced alliance with Joe Gibbs Racing

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The President of Toyota Racing Development said Tuesday that the enhanced alliance next season between Leavine Family Racing, Joe Gibbs Racing and TRD will be “akin to what we had between TRD, Joe Gibbs Racing and Furniture Row Racing a couple of years ago.”

Furniture Row Racing won the 2017 NASCAR Cup championship with Martin Truex Jr.

David Wilson, president of Toyota Racing Development, made the comment on a conference call with reporters after news that Christopher Bell will move to Cup in 2020 and drive for Leavine Family Racing. Bell will replace Matt DiBenedetto.

As for what will be done in the expanded relationship, Wilson said: “Enhanced hardware, enhanced communication, sharing of information, the tools that TRD provides will be further enhanced, time available on our sim (simulator) and everything that TRD brings to the table is going to be the same as what it has been with Joe Gibbs Racing.”

Wilson said the move to strengthen the alliance between the two teams is because of Bell.

“It is a huge priority for us to make sure Christopher has what he needs to succeed,” Wilson said. “This is a complete package. It is not being done piecemeal, and you can tell that by the names, having (crew chief Jason Ratcliff) follow Christopher over., etc. All those things are designed to give him the best opportunity to succeed and continue to meet and exceed our expectations.”

Toyota has invested heavily in Bell’s development since signing the dirt racer to a development contract in 2013.

Bell rewarded Toyota by winning the Truck title in 2017 and making the Xfinity playoffs each of the past two years. He has won 22.1% of his Xfinity starts (15 of 68) and his victory last week at Richmond moved him into the second round of the Xfinity playoffs.

The improved alliance should elevate Leavine Family Racing to a top-tier program in Cup. That is a reward to car owner Bob Leavine for his persistence. His single-car team made its Cup debut in 2011, did not run a full season until 2016 and had to buy a charter since it did not qualify for one.

I can remember Jeremy (Lange, president of LFR) and I coming out of a meeting (about charters) and wondering how in the world we were going to continue to race,” Leavine said. “We didn’t, we weren’t given a charter. It’s been a long haul and a difficult one.

“Our biggest step and our biggest improvement was going to Toyota (beginning with this season) and the relationship base from David, Tyler (Gibbs) and Jack (Irving) and all the people at Toyota and TRD and then Coach (Joe Gibbs) and JGR and all of the support over there, that really was a breath of fresh air because it really was getting difficult to compete and try to get better.”

Levine Family Racing has an alliance with Joe Gibbs Racing this season but it is not to the level that Furniture Row Racing had with JGR because Leavine Family Racing could not afford to pay for that type of support this year.

Along with the alliance, the team will benefit from additional sponsorship. Rheem will join Bell at Levine Family Racing and be a primary sponsor, along with Procore, which already with the team. Leavine said that his organization is further ahead on sponsorship for next season than it started this year.

 

It’s official: Christopher Bell to drive No. 95 Cup car in 2020

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Leavine Family Racing made the long-awaited news official Tuesday: Christopher Bell will move to Cup and drive the team’s No. 95 Toyota next season.

The 24-year-old Bell, who has moved through Toyota’s development ranks, will take over the car for Matt DiBenedetto in 2020. Bell’s crew chief in the Xfinity Series, Jason Ratcliff, will join him in the move to the No. 95 team. Current crew chief, Mike Wheeler, will remain as the team’s competition director. Michael Leavine moves from that role to become vice president of racing operations. 

Leavine Family Racing also announced an enhanced technical alliance with Joe Gibbs Racing and Toyota Racing Development. TRD will continue to build the team’s engines and provide technology, data and technical assistance. Enhancements to the technical alliance between JGR and LFR, which began with the 2019 MENCS season, will continue to build into the 2020 season.

“I’ve said from the start, I want this team to be competitive,” said Bob Leavine, LFR team founding owner, in a statement. “Christopher is one of the most talented drivers we’ve seen come up through NASCAR’s ranks and together, with JGR and Toyota’s support, I’m confident our team will continue to grow, just as it has this past year. We’re certainly happy to continue to progress our relationship with both JGR and TRD as the technical partnership takes the next step forward.”

Said Bell in a statement: “Since I was young, I wanted to make a career out of racing. To take this next step and race in the NASCAR Cup Series with the support of LFR, JGR and Toyota is just a dream come true. It also means a lot to me to have Rheem make the move to Cup racing with me. I wouldn’t be in the position I am today without their support and I’m also excited to have the opportunity to represent Procore now.”

Bell will make his Cup debut in the 2020 Daytona 500, the team stated.

“TRD and Toyota have worked with Bell since his early dirt track career and we’ve been proud to see him work his way to NASCAR’s highest level,” said David Wilson, president of TRD, in a statement. “Christopher is a special talent and we’re happy to have him winning races and championships in a Toyota.

“We look forward to seeing his continued growth and success at Leavine Family Racing in 2020. We’re also pleased with how the relationship between JGR and LFR has progressed during their first season working together. We’re confident this enhanced alliance for 2020 will continue to make them a threat for race wins week in and week out.”

Bell is in his second full season in the Xfinity Series for Joe Gibbs Racing. He is coming off a win in last week’s playoff opener at Richmond that sends him to the second round. The Richmond victory was Bell’s seventh of the season and his 15th in 68 Xfinity career races — a 22.1% winning percentage.

Bell seeks his first Xfinity title. He won the Truck Series championship in 2017.

“There’s been nobody that has won all three championships,” Bell said last weekend at Richmond when asked what is there for him in the final races of the year with his 2020 future in place. “That’s been one of my goals ever since I was kid, I wanted to set records, break records. I love getting track records whenever we qualify. To be able to be the first driver to have … championships (in each series), that would be a pretty cool record to have.”

Ryan: NASCAR listening to Cup drivers more without council?

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LONG POND, Pa. – With the de-facto dissolution of its Drivers Council this year, NASCAR might have taken a step forward by adhering to an axiom well known in Corporate America.

Scheduling fewer meetings often can result in more effective and productive communication.

Last week underscored several examples of NASCAR implementing concepts, competitive elements and rule modifications after its stars petitioned for changes in a looser and less structured environment than the past four years.

–For the second consecutive race, drivers were heavily consulted on the application and placement of PJ1 traction compound (which made its debut at Pocono Raceway and at least offered an option of outside passes).

–Vice president of competition Scott Miller said it was a “prominent” driver who originally championed the idea of inverting the field to start the second half of a Pocono twin bill in 2020.

–The tweaking of what constitutes an uncontrolled tire (which seemed to have an impact on at least one Kyle Busch pit stop Sunday) after lobbying from Denny Hamlin and others.

–On Saturday morning at Pocono Raceway, defending series champion Joey Logano met with series officials to discuss restart gamesmanship – which NASCAR then addressed in drivers meetings the next two days (and penalized Daniel Suarez for laying back Sunday).

Logano believes the cause-effect relationship suggests the demise of the Drivers Council was timely.

“The council is maybe not as existent, but the old-school way of going into the trailer and talking to leadership of the sport seems to be effective,” Logano said. “It used to not be. That’s why we needed a council.

“Now we don’t need a council because a lot of us feel more comfortable with the relationships, and we see things change after things are brought up. We should be proud to have a sanctioning body with open ears that are willing to listen to the drivers. Now they might not always do what the drivers want, because sometimes what the drivers want is wrong for the sport. But there’s certain times it really is the right thing that only a driver would know that’s inside the car.”

In that vein, NASCAR still is holding formal meetings with drivers a few times this year, but the invite list won’t be limited to the 10 or so drivers who were selected annually via a regimented election process that ensured equal representation for experience and manufacturers.

Spearheaded by Hamlin, the council was formed in 2015 to great fanfare, but it often seemed to be bogged down in minutiae and paralyzed from a lack of consensus. By a year ago, it had become so superfluous that Kevin Harvick openly admitted he was skipping meetings in part because of frustration with the panel’s efficacy.

Over the offseason, the council quietly lapsed as other channels of communication have grown. Since replacing Brian France (who attended roughly a dozen races annually), NASCAR CEO Jim France has become an omnipresent presence at the track along with his executive team (president Steve Phelps and vice chairman Mike Helton were at his side last weekend at Pocono).

A few dozen Cup drivers are on a text chain with NASCAR chief racing development officer Steve O’Donnell, who provides updates and explanations on hot-button issues (such as why NASCAR elected to call the Daytona race early).

“I would say I have more communication and more talks with NASCAR now” than in the Driver Council era, Hamlin said. “I’m constantly in contact with the testing team on applying the PJ1 at all these racetracks.”

Said Harvick: “Denny has kind of spearheaded a lot of the PJ1 evolution from the driver’s side. It becomes easier when there are one or two guys, and he’s really the guy that is communicating to get things moving forward. You can just throw out your two cents in the group chat, and he can compile all the information because everybody looks at it differently.”

The discourse also has improved likely just because there is no topic that touches a third rail in NASCAR as much as when the 2019 rules still were in flux last year.

Now it’s settled law. Though some still harbor reservations about the lower horsepower, high-downforce combination, it’s pointless to have contentious debates about an overhauled package that Phelps recently called “the path forward” in Cup.

The resistance to more full-throttle racing from some big names might have brought more compromise in other areas from NASCAR, which has been welcoming feedback the past decade after largely iron-fisted rule through its first 60 years.

“They deserve a lot of credit in the last 10 years for listening more than they ever have in the history of the sport,” Jimmie Johnson said. “I think we’ve overreacted on both sides where we had to have committees and so many people on committees.”

Johnson said a problem was that the structure invariably included some drivers who would “drop a grenade and walk away” during meetings vs. those who were “very diligent to help drive the sport forward.

“I think we’ve narrowed it down now to a core group of guys who really do care and are willing to see it through,” he said.

Ryan Blaney, another former council member, likes that the information is free-flowing even for those who are less engaged. Various text chains also allow “always having open discussions on ideas.

“Whether they apply that or not, they’re always asking for our feedback,” he said. “From NASCAR, the tracks, the drivers, teams, I think we work pretty well together. Sometimes you’d like to see things a little bit differently. But at the end of the day it’s their call.”


Pocono’s Cup races on consecutive days next season was well vetted among drivers, who gave it mostly rave reviews as a showcase during a 2020 schedule already hailed for its revamping.

“I like mixing things up,” Brad Keselowski said. “I think it’ll be one of the events as a driver and fan that you’ll circle and say, ‘I can’t wait to see how this works out and what it looks like.’ I think it’s a bit of the spice of life having a few changes in the NASCAR season for us.”

Said Clint Bowyer: “It’s time to shake a lot of things up in this sport. You can’t continue to do the same thing over and over and over; you have to reinvent yourself every single time for a fan. That goes for any event. Whether it’s a country music festival, a football game or a race. We’re all up against having to reinvent ourselves over and over and over to stay appealing and relevant to a fan that’s looking for something new. They expect to see something different or something they didn’t see the last time.

“How do you entice them in and bring them year after year? I’m a big advocate of you better fill their day up with content. These are race fans, they want cars on the track and people putting on a show, and certainly they’re going to have that with that schedule.”

There are a few lingering questions, namely how the inversion of the starting lineup for the second race might encourage sandbagging in the final 50 miles of Race 1.

Why not aim for the end of the lead lap for a better starting spot — and a stage points grab — in Race II? (Blaney suggests having the winner of the first race draw a pill in victory lane to determine how many cars are inverted.)

There also are many details to be nailed down, namely the length of Saturday’s Cup race, which is tentatively 350 miles. The issue is a rigid six-hour TV window, which needs to incorporate the Cup race preceded by a 200-mile truck race (which would be the series’ longest yet at Pocono; the track would prefer to keep that distance but could consider shortening).

And let’s not even consider what might happen if it rains (which tends to happen now and then in the Pennsylvania mountains). If there’s a spate of inclement weather Saturday and Sunday, rescheduling four races across three series on a Monday seems nigh impossible.

But if the Pocono experiment is deemed successful, it almost certainly would be considered elsewhere.

“Certainly, there are some tracks that would be great candidates for it,” Hamlin said. ‘Off the top of my head, Dover and tracks that are one-off and really, really different. If it’s a possibility, I’d vote for it. Our season is very very long and very very saturated. If you can condense but still give the same amount of races, I think it’s a good thing.”

One idea absolutely to consider, whether by Pocono or a NASCAR sponsor: Paying a bounty for a sweep of the races, as suggested by Kyle Busch (particularly if he’s willing to accommodate a bargain rate for his services).


There wasn’t total consensus on Pocono’s revamped 2020 format.

“Eh,” Bubba Wallace said when asked about the makeover at the track where he made his Cup debut in 2017 and escaped serious injury in a vicious crash last year. “I’d like to see no races here honestly. What do we do around here? Nothing. We sit here and do absolutely nothing all weekend. … I don’t know if it puts on the best show.”

The Richard Petty Motorsports driver believes Indianapolis Motor Speedway is less deserving of a date on the schedule than Pocono but also believes the latter’s rural locale is a detriment.

“We’re 45 minutes from any city,” he said. “There ain’t nothing to do.

“I’m looking at it for the fans, and if fans aren’t in the seats … I haven’t paid attention to the crowd here, but it’s way too big of a track for us. I feel like the racing isn’t that great.”

Wallace concedes his dream schedule “would piss off everybody. Probably a ton of short tracks and no road courses.”

And no Pocono (a point reinforced by his Tuesday tweet evaluating Sunday’s race).


Despite higher downforce, a thick swath of “sticky stuff” for extra adhesion and cars that are “easier” to drive, there were seven backup cars in the past two races because of practice crashes at New Hampshire Motor Speedway and Pocono Raceway.

“I don’t think it’s coincidence,” Brad Keselowski said.

There are a few theories, but it essentially boils down to the cars being “edgier” as drivers and teams try to find the limits of their setups.

“You’d think they make a lot of downforce and a lot of grip, and they’d be easier to drive, but with that downforce and grip and load on the car, the tire had to get harder, so the tires become a little difficult to chase in certain situations,” said Alex Bowman, who wrecked at New Hampshire. “And the (traction compound) is like a layer of slime once you get out of the groove. It’s just like a lot of circumstances are playing into it.

“Everybody talks about how this package isn’t hard to drive. Well, it’s really hard to drive right now. For whatever reason. You make a 6-inch mistake, and you’re backward in the fence before you can even catch it.”

GoFas Racing’s Corey LaJoie said even with lower downforce, last year’s cars were more forgiving.

“You were more out of control generally, but when you had a moment, it was like a long lazy moment, and you’d (recover),” LaJoie said. “Now as soon as you slip a tire, you lose all of it. The cars are evil when they get out of shape now. You’re still going to see guys get out of shape because they’re going to figure out how to make the car less stuck to the racetrack. The less stuck, the faster it goes.”


NASCAR has critical meetings with its Cup manufacturers over the next month about the course of its Gen 7 rollout amid concerns the car might not hit an aggressive 2021 target date.

There remains much to hammer out on the parameters of the car, and a prototype probably needs to ready by early fall for a legitimate shot at a 2021 debut (that at least one team owner has said is mandatory). Testing began earlier for the Car of Tomorrow (which was on track more than 18 months ahead of its staggered rollout in 2007) and the Gen 6 (which underwent three years of planning and R&D before its 2013 debut).

Multiple sources (who asked for anonymity because they weren’t authorized to speak publicly) told NBCSports.com that switching over fleets to the Gen 7 would incur a one-time cost that averaged about $4-5 million, according to independent studies commissioned by Cup teams.

NASCAR president Steve Phelps told reporters earlier this month that “the majority of the garage is on board with the 2021 start. Are there some that ’22 might work better for? There might be. We have to figure out how we get full alignment on what that’s going to be, and that’s what we’re working on.

“Everyone has their own ideas, and it gets to self-interest pretty quickly, about the timing of different things and how they’d like these things happening. We’ll continue to work with our teams and OEMs to make sure everyone is aligned on what is the correct date to do that. The positive thing is we’re not just going to plow forward with a decision without getting everyone on board.”


Matt DiBenedetto has yet to be guaranteed a 2020 return to Leavine Family Racing’s No. 95 Toyota. Here’s the full context of what he said Saturday when asked if he needed to begin looking around to protect himself for having a ride next year.

“I’ve had to fight and claw so hard, now that I’m in a good, quality ride with a great team that I love, I’m just 100% focused on performing,” DiBenedetto said. “That’s what we’ve been doing. That’s the awesome part. These top fives, top 10s. I know that anyone, not to sound arrogant, but they’d have to have their heads examined if they get rid of me. Because nobody will do a better job in my car than myself.”

Closing with a lighthearted chuckle, he also spoke firmly and with no animosity, which is why DiBenedetto shouldn’t have felt the need to backpedal Monday. Yes, the words might come across strongly when read in the absence of inflection, but they aren’t out of context. He bluntly expressed faith in his ability to drive in Cup and detailed the mental toughness that earned him the ride.

No apology necessary from DiBenedetto, who also said he had “not a single conversation at all” about whether LFR would pick up his option for 2020.

Team owner Bob Leavine also confirmed DiBenedetto’s uncertain status Monday. With LFR as the only current Toyota option for potentially resolving Joe Gibbs Racing’s dilemma of fielding Cup rides for Erik Jones and Christopher Bell next year, DiBenedetto’s fate likely will depend on the actions of others and not necessarily on where he finishes – though results probably should be the determining factor.

There was nothing wrong with sharply pointing that out.

Joe Gibbs Racing picks up option on Christopher Bell’s contract

Photo by Brian Lawdermilk/Getty Images
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JOLIET, Ill. — Joe Gibbs Racing has picked up the option on Christopher Bell‘s contract for the 2020 season, but Bell admits that he doesn’t know where he’ll be racing next year.

“I’m good for another year,” Bell said Friday at Chicagoland Speedway. “I don’t know what I’m going to be racing, but I will be somewhere.”

Bell has won a series-high four Xfinity races this season and is second in the points to Tyler Reddick going into Saturday’s race (3:30 p.m., NBCSN).

Bell won the most recent Xfinity race, two weeks ago at Iowa Speedway. His other victories this season have been at Atlanta, Bristol and Dover.

His success has led to questions about where he’ll race next season. This is his second full season in the Xfinity Series. He’s won 12 of 55 career series starts (21.8%).

With a limit of four cars per team, Joe Gibbs Racing could face a quandary on where Bell will race next year.

This is Martin Truex Jr.‘s first year with the team. Joe Gibbs Racing announced a contract extension with Kyle Busch in February. Denny Hamlin signed a contract extension in 2017. Erik Jones said last month that he was “pretty close” to a contract extension with JGR.

Leavine Family Racing has an alliance with Joe Gibbs Racing and has Matt DiBenedetto in the No. 95 car. Team owner Bob Leavine has expressed an interest in having a two-car team but needs sponsorship to make that happen.