Bob Leavine

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

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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.

NASCAR official responds to criticism about Dover race package

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A NASCAR executive countered criticism that it was hard to pass in Monday’s Cup race at Dover and rebuked a team owner’s complaints on social media.

Steve O’Donnell, NASCAR executive vice president and chief racing development officer, responded to Kyle Busch’s criticism of the package at Dover by saying Tuesday on SiriusXM NASCAR Radio that “these are the best drivers in the world, and it’s going to be hard to pass.”

O’Donnell had his sharpest rebuke for Bob Leavine, owner of Leavine Family Racing. Leavine stated on Twitter that he seconded Busch’s comments that “this package sucks.” Leavine also responded to questions about the racing on Twitter after the race and Tuesday morning.

O’Donnell told “The Morning Drive” that Levine could have voiced his displeasure another way.

“We certainly talk to everybody,” O’Donnell said. “It’s unfortunate, especially when a team owner does social media, I don’t think that’s the right way to do it at all. It’s a choice that was made. We’re available every race. We go out there and talk to every constituent we have. Jim France is at every race, which is phenomenal. The ability to say that you don’t have a chance to talk to us about your feedback is a bit questionable.”

Questions were raised throughout the weekend with speeds up at Dover because of higher downforce. Kevin Harvick tweeted during the weekend that he went 17 mph faster in the center of the corner with this package than last year.

Busch raised safety concerns Friday about the speeds. Other drivers raised questions about what the racing might be like with the faster speeds. Despite coming from the back of the field at the start to win, Martin Truex Jr. said it was “definitely really hard to pass” Monday.

Busch was again outspoken after the race, calling the race package “terrible” according to Frontstretch.com reporter Davey Segal.

Asked about Busch’s comments, O’Donnell told SiriusXM NASCAR Radio:

“I would probably start with, didn’t have the race he wanted and not surprised at what he said. What’s unfortunate, he actually tied a record (for most top-10 finishes to start a season) and the question I’m asked is about his comments postrace. His teammate was able to win and pass every car in the field, and he chose to make the comments he did.

“If you look at the package, no matter what we’ve put out there, drivers always say it’s hard to pass, and our comment back to that has always been that these are the best drivers in the world and it’s going to be hard to pass.

“I’ve brought it up before, this is one of our most challenging tracks. Typically we see some challenges in passing at Dover. Talked about the last stage, I think we would have liked to have seen a little bit closer racing certainly in the last stage but also don’t want to take anything away from Truex and what his team was able to do.

“It’s important to remind everyone that when we talk about his package, it wasn’t done in a vacuum. The entire industry said we wanted a consistent package for every racetrack. Dover we knew going in was going to be a challenging track. All in all, I think the first two stages presented some really good races. I would choose to go back and look … you always ask me how the overall season been, we’ve seen some really good racing, we’ve seen some stats that are up from passing, green-flag passes for the lead are up 46 percent. That’s an important stat for the industry, and that’s one we’re going to continue to focus on, and we’re going to go to Kansas and focus on putting on good races. That’s how I would address Kyle.”

Asked how NASCAR balances criticism of the racing package, O’Donnell said:

“Our job is to balance all that input and then make a decision on what we think will put on the best race, the most competitive race that will allow as many as cars to win as possible, but we still want the best cars and best drivers to win. Anytime you see it’s challenging to pass, that’s something we look at. We said we would do that. … When you look at the body of the work so far this year, it’s hard to say the racing has not been better than last year. I think it has been. What I go back to are the facts and the facts prove it out.”

Erik Jones ‘working through an extension’ with Joe Gibbs Racing

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Erik Jones told NBC Sports on Thursday that he and Joe Gibbs Racing are “working through an extension” for him to remain with the team and that he has “no plans to leave JGR.”

“I don’t think there’s any plans to change anything,” Jones said. “It’s just a matter of both sides agreeing to an agreement, which takes time. I imagine here soon we’ll have something ironed out.

“I think both sides are pretty set on staying on the path we got.”

The 22-year-old is in his third year in the Cup Series and his second at JGR after moving over from Furniture Row in 2017.

JGR did not respond to a request for comment on if 2019 was the last year on Jones’ contract.

Jones earned his first Cup win last July at Daytona, but hasn’t found victory lane this season. He’s coming off a fourth-place finish at Texas where he led 33 laps, his most since leading 64 laps in the same race last year.

“We’ve been pretty happy with the growth over the last couple of years, from my side and from the team’s side and what we’ve done and where we’re heading,” Jones said prior to the unveiling of his Craftsman ”Racing for a Miracle” car for this weekend at Bristol Motor Speedway.

“I think we’re so close to breaking that little wall down of winning many races. We’re just right there, it seems, of making that big step to be consistent race winners. I feel like we’re right there. We’re close. Hopefully, here pretty soon it will be set in stone.”

The potential of a Jones’ extension raises questions about Xfinity Series driver Christopher Bell‘s future in the Cup Series after his second Xfinity season with JGR.

The organization recently announced Kyle Busch had agreed to a multi-year contract extension with the team and sponsor Mars Inc.

Martin Truex Jr. is only in his first year with JGR after coming over from the defunct Furniture Row Racing.

Denny Hamlin, who has two wins through seven races including his second Daytona 500, announced a contract extension in early 2017. He said last year on the Dale Jr. Download that 2018 was the first year on “a good long-term contract” and “that goes for a while.”

Bell, who won a Xfinity Series rookie-record seven races in 2018, said last year he felt he was ready for Cup. 

In Cup, Toyota gives full support to just JGR and the one-car team of Leavine Family Racing, which replaced Furniture Row Racing when it closed.

But Leavine Family Racing felt it was prudent to go with veteran Matt DiBenedetto in the No. 95 in its first year with Toyota.

Team owner Bob Leavine said last year he planned to ask Toyota for an engine to be able to run Bell occasionally.

“That’s for them to decide,” Leavine said. “We’re just going to be available if they want to do it to put it all together and make it all work.”

David Wilson, president of Toyota Racing Development, told NBC Sports last weekend at Texas Motor Speedway, that “for the moment there is no plan, there’s no consideration to put Christopher in one of those (Cup) cars (this year).”

Wilson cited the extra work needed to put a car together for Bell this season but also added that “you never say never.”

Friday 5: Why Christopher Bell won’t have a full-time Cup ride in 2019

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CHARLOTTE, N.C. — Leavine Family Racing’s announcement Wednesday that it will align with Toyota and have Matt DiBenedetto drive the No. 95 car next season was not a surprise.

But it’s understandable to ask why Christopher Bell isn’t in that car next year.

Bell has been dominant in Xfinity for Joe Gibbs Racing this season and said in August he feels ready for Cup. He has finished in the top five in nearly 60 percent of his starts this year and set a series rookie record with his sixth Xfinity win last weekend at Dover International Speedway. This is after he won the Camping World Truck Series title last year for Toyota at Kyle Busch Motorsports.

So why wasn’t Bell introduced as the driver of the No. 95 car?

“Between ourselves and Joe Gibbs Racing, we’ve been very intentional about Christopher’s development,” David Wilson, president of Toyota Racing Development, told NBC Sports. “Was there some conversation? Absolutely. But we collectively decided to stay the course and genuinely believe it will serve Christopher to invest another year (in Xfinity). It’s not going to hurt him.

“One of the challenges of this new alliance is next year we’re … starting from some respects from ground zero (with a new partner in Leavine Family Racing). I don’t think it’s fair to put a rookie driver in the midst of that. This is why Matt will be a good fit. His experience will lend itself to building this alliance and building the level of competitiveness.”

Leavine Family Racing owner Bob Leavine watches the action during the Southern 500. (Photo: Dustin Long)

Leavine Family Racing replaces Furniture Row Racing, which will cease operations at the end of this season, in the Toyota camp. But the two teams are very different. Leavine Family Racing is behind where Furniture Row Racing was when it joined Toyota in 2016. Furniture Row Racing had already won in Cup. Leavine Family Racing has not. Even though both are single-car teams this year, car owner Bob Leavine said his team has 35 employees, about half the number that work at Furniture Row Racing. Leavine also said he doesn’t have the budget Furniture Row Racing has.

Wilson’s focus of building Leavine Family Racing is understandable.

Wilson confirmed that Toyota Racing Development will support five Cup teams next year — the four Joe Gibbs Racing teams and Leavine Family Racing — and no more.

But there’s still a way for Bell to run some Cup races next year. Leavine said he planned to ask Wilson about Toyota Racing Development providing an extra engine to run Bell from time to time.

“That’s for them to decide,” Leavine said. “We’re just going to be available if they want to do it to put it all together and make it all work.”

Joe Gibbs Racing, which will provide the cars to Leavine Family Racing, also would have to be able to build cars for those extra races.

Wilson is open to the idea of a second Leavine Family Racing car running at times if it makes sense.

“We’ve not made any definitive plans along those lines but certainly it gives us some options,’’ he said. “The challenge in doing that is making sure that you do it in a manner, not that you expect to win per say, (but) you can risk spreading your resources too thin.

“Next year will be our first year with LFR and the priority needs to be building their capabilities and building their success, so if we have the opportunity to do something creative like that without compromising our primary mission, then we might take a look at that.”

2. What’s next for Toyota’s youngsters?

Even with Noah Gragson leaving the Toyota lineup after this season to drive in the Xfinity Series for JR Motorsports, Toyota still has a bounty of young talent.

Among those who have yet to reach the Truck Series are Hailie Deegan and Logan Seavey.

Deegan returns to the track this weekend for the first time since her K&N Pro Series West win two weeks ago in Meridian, Idaho.

The 17-year-old is fifth in the points in her first season in the series. Is her win and two runner-up finishes this season enough to have her run a Toyota Truck at Martinsville or Phoenix later this season?

“There’s no plans right now to put her anywhere this year,” David Wilson, president of Toyota Racing Development, told NBC Sports. “We’re still working very closely with Hailie and the family about the right steps, the next steps. I don’t think we’ve made any definitive decisions at this point.”

So what about a Truck next year?

“There’s not a plan,” Wilson said. “You need to put her experience in perspective. She’s literally only run 20-something races on pavement and is 17 years old. She just need mores races, more laps, more seat time. There’s not a burning urgency of we’ve got to get her in a truck.”

A possibility for her could be to move to the K&N Pro Series East next year and run the full season there.

Another Toyota driver looking to move up the development ladder is Seavey, who leads the USAC National Midget standings and seeks to become the third rookie to win that championship.

The 21-year-old Seavey, whose background is on dirt tracks, made his Camping World Truck Series debut in July at Eldora Speedway and finished eighth after leading 53 laps.

So what’s next for Seavey?

“We have a lot of faith and belief in Logan,” Wilson said. “What we’ll see with Logan is just more pavement time. We’ve got some great relationships across the Super Late Model ranks and I would expect next year that we give him some more opportunities with (those) races and maybe some K&N and ARCA. He’s definitely on the right track and we’re excited about his potential.”

3. Right from the start

Kyle Busch and wife Samantha have been open about their struggles to have children and that they had to go through in vitro fertilization to have son Brexton in May 2015.

Since their son’s birth, they’ve created the Bundle of Joy Fund that gives grants to couples who need such treatments to have children. Those treatments can cost $15,000 or more and insurance doesn’t cover it.

Kyle and Samantha Busch pose with son Brexton and many of the families that have had children through grants from the Bundle of Joy Fund. (Photo: Dustin Long)

The Bundle of Joy Fund has led to the birth of more than a dozen children. Many of those families gathered in August for a play date and to all be together for the first time.

Kyle and Samantha both recently announced that they are wanting to give Brexton a baby sister and said they planned to share all the ups and downs they go through during this process publicly.

“If we only showed the good times, and we only showed when it was a success and went well, that’s not fair to all the women that have (not had stories that have gone like that),” Samantha Busch told NBC Sports.

“We don’t know what’s going to happen, and it is a little scary to know that things may come up down the road that may not be as easy as last time, but for all those couples out there that need to go through this or have gone through this and need to know that they’re not alone and need to understand that this can happen to anybody, I think it’s important to start from the beginning this time.’’

Samantha said she has begun taking a shot a night to prepare her body for the process and will be scheduled to have additional shots before the in vitro fertilization takes place.

4. No to the Roval theory

The notion that the end of the Charlotte Roval race was the final straw that led to Jimmie Johnson and Chad Knaus splitting after this season is not true, they say.

“Not even close,” Johnson said.

“I think it was already done” by then, Knaus said of the decision.

Johnson was second and in a position to advance to this round of the playoffs but challenged Martin Truex Jr. for the win and spun in the final chicane. The result was that Johnson lost enough spots and Kyle Larson gained a spot on the last lap to forge a three-way tie among Johnson, Larson and Aric Almirola for the final two transfer spots. Larson and Almirola advanced based on their best finish in the first round was better than Johnson’s best.

Chad Knaus and Jimmie Johnson discuss their plans to split after this year. (Photo: Dustin Long)

That was … heartbreaking,” Knaus said Thursday of the Roval finish, (but) that was not part of it. I wanted to win that race just as bad as he did. 

“I beat myself up more than I probably ever blamed Jimmie for what happened there. I could have probably come on the radio and said one or two things and he probably would have maybe thought and checked up a little bit, but my last words to him was ‘go get his ass.’”

Said Johnson: “I was crossing the start/finish line watching the white flag wave when he said that… yeah, that is what we do, we are there to win.”

5. New frontier 

With Jimmie Johnson and Chad Knaus splitting after this season, Knaus will become William Byron’s crew chief.

Byron is excited about the opportunity to work with the seven-time champion crew chief and knows it will push him to be better.

I think Chad is going to be brutally honest with me, and I’m okay with that,” Byron said Thursday. “I want to succeed in this sport. That’s my number one goal, and I’ll do whatever it takes to do that.”

Although Knaus is 47 and Byron is 20, Byron says he sees similarities with Knaus.

Probably attention to detail,” Byron said. “Type A personality. I don’t like excuses so that will fit well.”

Knaus said he’s “so geeked up” to be working next year with Byron and the No. 24 team, a team Knaus worked for when he started at Hendrick Motorsports in 1993.

Jimmie Johnson said he thinks the pairing of Knaus and Byron will be good.

“I am really excited for William,” Johnson said. “We have chatted quite a bit about it, and I feel that William is a lot like me. He likes to be coached along. I think there are some personalities that liked to be coached and others that don’t thrive or succeed in that environment. William is a lot like me in that he likes to be coached and with Chad’s wisdom and years and experience his intensity and desire to win, I think it could do a lot of good for him.”

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