Chad Knaus, entering his second season as crew chief on William Byron‘s No. 24 Chevrolet, addressed the new Camaro model Monday on SiriusXM NASCAR Radio’s “The Morning Drive.”
“The unknown is obviously the car. That’s just going to take a little bit of time,” said Knaus, the last crew chief for a Chevrolet team to compete in the Cup Series’ Championship 4, when he and Jimmie Johnson won their seventh title in 2016.
In the Camaro’s first two years, Chevy teams have won 11 races, including four in 2018, while Ford won 29 races and Toyota won 32 races.
Knaus predicted the rollout of the new model will be “significantly different” to the Camaro’s debut in 2018.
“We’re more educated, we’re better prepared,” Knaus said. “What happened when we we brought out the new car is at the exact same time NASCAR changed the way they were inspecting the cars and employing the Hawkeye laser scanner, right? The older car, when it was designed, wasn’t really built for that. We had a little bit more leeway, we could have manipulated it let’s say just a little bit better to get some performance out of it. Well, with the restrictions that NASCAR’s put on us with the surface conformance all the way around the car, we didn’t have that ability.
“So that car was, it came out behind, does that make sense? With those rules, we weren’t able get on top of it. I do feel this car is coming out of the gate stronger. You never know that until you hit the race track, obviously. But I do feel it’s better and we’re going to be able to go out there and race a little bit better, which is great for Axalta and all our sponsors, they’re expecting that.”
The Camaro ZL1 1LE model will see its first track action Feb. 8 when teams practice at Daytona International Speedway for the Feb. 9 Busch Clash and Feb. 9 Daytona 500 qualifying.
Blaise Alexander always beat Johnson across the finish line.
Alexander and Johnson got to be close friends when they raced against each other in what is now the Busch Series. As good of friends as they were, it made them want to beat the other that much more.
Alexander was killed in a crash during an ARCA race Oct. 4, 2001 at Charlotte Motor Speedway. He was 25. Earlier that night, Johnson qualified for his first Cup race.
When Johnson drove his Busch car that weekend, one of his crew members, who was also was friends with Alexander, drew flames and Alexander’s initials on the front left bumper of Johnson’s car. That way Alexander would always cross the finish line before Johnson.
Johnson’s cars have paid homage to Alexander since. For a while, the design was drawn on to each car with a marker. Eventually, a decal was made and affixed in the same spot below the left front headlight sticker. Later, the tail number for the Hendrick plane that crashed and killed 10 was added to Alexander’s tribute.
During Thursday’s press conference, Johnson’s emotions remained steady as he explained the reasons why 2020 will be his final full-time Cup season.
But when asked about Alexander and how next year would mark the final year of the tribute on Johnson’s cars at NASCAR tracks, including Charlotte Motor Speedway, Johnson was taken aback.
He closed his eyes briefly, turned his head and was momentarily silent before saying, “wow” and shook his head.
“He was a very special friend,” Johnson said, taking a deep breath.
In previous years, if a team or manufacturer was behind in one season, they could count on rule changes to possibly give them a better chance the next season. That won’t be the case next year.
So it leads to the question of what is to prevent a repeat of this season with Joe Gibbs Racing winning more than half the Cup races and putting three of its four cars in the championship race and winning the title?
“I would just say it’s all about optimizing all of your testing time and your simulation time to give the drivers the best chance of unloading quick, adjusting quickly and then executing in the race,” said Jim Campbell, U.S. vice president of performance and motorsports for Chevrolet. “I think that’s really what it’s about. There’s limited on-track testing, so it really comes down heavily to simulation, driver loop activity.
“There is some aero testing. We’re limited, so we have to make sure every minute of those aero tests is productive, so that’s what we’ll do as a team. We have three major teams and we have a number of affiliates that we’ll use that to our best advantage. But it’s going to be about execution.”
Mark Rushbrook, global director of Ford Performance Motorsports, said he feels his teams can continue progressing with the package that will be used again next year.
“The rules changes for 2019, it took us a while to get our teams and our own heads around what those changes were and the aerodynamic effects especially, and I think we’ve seen some stronger performance in the latter half of the year, which we hope to continue into 2020,” he said. “I would also say that there are still rule changes for 2020, although the packages aren’t changing, some of the things like reduced wind tunnel time will be in place, and the effectiveness of your tools like aero, computational fluid dynamics will come into play more than wind tunnel testing is today. There’s still going to be, I think, some balance shifts. Maybe we’ll see who has the best aero CFD tool.”
But Greg Stucker, Goodyear’s director of racing, said this week on SiriusXM NASCAR Radio’s “The Morning Drive” that it is not as easy as that. He explained, describing what makes Homestead-Miami Speedway such a good track and why it’s hard to replicate that elsewhere.
“The variable degree banking is a terrific design,” Stucker said on SiriusXM NASCAR Radio. “It creates racing in multiple grooves. The surface itself is pretty worn now, so that’s really what promotes the (tire) falloff that we see at Homestead over the course of a fuel run, about 2 1/2 seconds through the course of those runs.
“You have to be very careful to say that we can go in and design a tire that is going to produce that kind of falloff at any given race track. The falloff you see at Homestead is because of that race track and the worn surface. The same would be true of Darlington. The same would be true at Chicago and Atlanta. Those are worn surfaces that have lost some of their mechanical grip. … You have to be very careful (to) say we want to do that at every race track because at some places it’s just not possible. The surface itself just has enough mechanical grip that it just won’t work.
“We don’t want to artificially influence falloff or tire wear because that leads to not a good situation. You want something that is a natural progression from a wear and a falloff perspective.”
4. Who will be the fourth?
Winston Kelley, executive director of the NASCAR Hall of Fame and moderator for Jimmie Johnson’s news conference Thursday, noted that few would question Johnson’s place on NASCAR’s Mount Rushmore of drivers. Kelley raised the question of who would be the fourth.
It leads to an interesting debate. Presuming NASCAR’s Mount Rushmore features its three seven-time champions — Richard Petty, Dale Earnhardt and Johnson — there could be quite a debate for the fourth spot.
Is it David Pearson? His 105 victories rank second on the all-time list. He rarely ran a full season but he did win three championships. Petty has said that he considers Pearson the sport’s greatest driver.
Or is it Jeff Gordon? His 93 victories are third on the all-time wins list and he has four championships in an era that was arguably more competitive than Pearson’s era.
Or is there a case to be made for Cale Yarborough? While his 83 career wins are one less than Bobby Allison and Darrell Waltrip each, Yarborough won three consecutive championships, a record that seemed unbreakable until Johnson won five in a row from 2006-10.
Or is it someone else?
5. Moving on
Overshadowed by Jimmie Johnson’s news this week was Justin Marks’ announcement Thursday that he was “hanging up the helmet.”
His one win came in the rain at Mid-Ohio in the 2016 Xfinity race there. No one could match him in the downpour there.
After 20 years, 400+ professional starts, 20+ wins, and the experience of a lifetime, I’m hanging up the helmet. Deeply appreciative of the amazing friendships I’ve made. I have not deserved this journey. Onwards and upwards. Time to reinvent. pic.twitter.com/vpTybtt5Pz
Marks has always looked at the sport in a different way with his background in multiple racing series. After finishing second in the inaugural Roval Xfinity race in 2018, Marks lauded the new way Charlotte Motor Speedway was used and said NASCAR could do more, suggesting a street course event.
“I’m a huge believer you have to take your product to the people,” Marks said that day. “In 2012, I went to the Long Beach Grand Prix as a competitor in the Pirelli World Challenge Series and I remember spending the weekend at that race there looking around at 100,000 people and thinking that 90,000 of these people aren’t racing fans. They’re here because it’s a great cultural event.
“I think that the days of people driving 500 miles from their home to spend four days at a race track camping are numbered.”
While he admitted there would be challenges with a Cup street race, he said: “I think it could be a hell of a show if they did it, especially if they went to a market like Detroit or LA or South Florida, or if they managed to pull something off in Nashville or Austin or something like that, great cultural hubs and great markets.”
As NASCAR looks to alter its schedule in the future, Marks’ words could prove prophetic.
HOMESTEAD, Fla. – When NASCAR initially set a 2021 deadline for launching its NextGen car, Toyota Racing Development president David Wilson was skeptical of the timeframe.
Nearly a year later, he believes NASCAR’s overhaul is on track for next season, but he still has reservations about the aggressive rollout of a project that he compares with one of the most ambitious undertakings of the 20th century.
“We need another year, really,” Wilson told NBCSports.com last week about the release of the new car. “Because here’s my concern: We can’t afford to get this wrong. But the analogy is when NASA is doing a moon shot or rocket launch, that’s pretty well thought out, and they’re not afraid to pull the date back. What we’re doing in a relative sense feels like the same thing.
“There’s going to be more change in a year than this sport has seen in the past 60 years combined. Cumulative. It’s a revolutionary change. We as an industry need to get this right.”
Using a Request For Proposal-type process, NASCAR is soliciting bids on suppliers for the various stock elements that the new car will have, principally the chassis (in a structure that will resemble how Dallara supplies IndyCar teams with a standard chassis).
“The car is on schedule,” Phelps said. “I have to give a shoutout to, again, really the entire industry because they’re working collaboratively. NASCAR runs the process, but there are teams that are involved, (manufacturers) that are involved, and that’s how we’re going to be successful moving forward.”
Multiple people familiar with the Next Gen process but who spoke on the condition of anonymity because they weren’t authorized to speak publicly told NBCSports.com that there are at least three companies being considered seriously to build the chassis.
That list includes Joe Gibbs Racing, which is one of multiple Cup teams that inquired about bidding on the chassis.
It isn’t unusual for a Cup team to build chassis for others (such as Hendrick Motorsports, Roush Fenway Racing and JGR) have counted rivals as clients. But it would be new to have a single team that builds chassis for the entire field.
Phelps mostly demurred when asked by NBCSports.com how NASCAR would handle that arrangement.
“With respect to those that are in the RFPs to build the car, I don’t want to get into specifics about where that is,” Phelps said. “There would obviously need to be a separation between that race team and whatever part or the vehicle itself that’s being put together.
“If there is a team that is interested in competing for what that’s going to be, it would have to be kind of removed from what that organization is.”
Wilson said TRD favors Cup teams getting involved in the business of building the new car because of their familiarity with the output.
“It’s kind of polarizing because of the perceived advantage for the team that’s supplying, but the reason I say that it works to our favor is because nobody understands like a team does what it means to make a quality part,” he said.
Goodyear’s move from a 15- to 18-inch wheel with the new car also will need to be factored into the timeline of the rollout. Goodyear’s Greg Stucker said Thursday morning on SiriusXM NASCAR’s The Morning Drive that it’ll be a “significant change,” but that the tire supplier is on schedule with NASCAR and teams.
“It’s a very exciting time for NASCAR,” Rushbrook said. “To see all the technology and architecture changes that are going into Next Gen, it’s had a very successful test already. I think the fans are going to be excited once they see the final versions of the car. And then leading beyond ’21 to further technology with hybrid I think is important for all of us as manufacturers.”
The commonality of the new car should eliminate the assembly lines that many teams have and result in cost savings (in part by trimming staff). That theoretically should lower the barrier of entry to NASCAR for new teams and manufacturers (NASCAR courted a prospective automaker two weeks ago in Phoenix, according to Phelps).
Ed Laukes, group vice president of marketing for Toyota Motor North America, said the cost reductions were “overdue and had to happen, so one way or another there needs to be new blood brought into the sport, new team ownership brought into the sport, and this is the way that it’s going to happen. I think the vision of (NASCAR chairman) Jim France and of NASCAR right now was very, very appropriate.”
The new car also will enhance showroom relevance with the addition of independent rear suspension.
“When you see the proportions of this car, it fits the production vehicle even better, particularly in the rear,” said Jim Campbell, U.S. vice president of performance and motorsports for Chevrolet. “It matches up to where the Camaro is, and we’re really quite excited about that. Finally, we’ve got symmetry between left‑ and right‑hand side. We needed that so it looks more like the street car. We’ll have a wheel that really mirrors a little bit closer to what you see on the production side in terms of size.”
Phelps said NASCAR has another test of the new car in a few weeks, and Toyota had a Next Gen body in a wind tunnel last week for the second time.
“I will say that everything has to go to that schedule. There’s no margin for slipping.”
Wilson also believes there needs to be more than one vendor available for some parts to safeguard against unforeseen emergencies and faulty manufacturing.
“I was talking to Steve O’Donnell and Jim France at Charlotte just kind of cautioning them relative to the slippery slope that you have with a single-source supplier,” Wilson said. “Anecdotally, we used to have one valve-spring supplier, and that bit us in the butt. Now we have two. The issue there is very pragmatic, in case say you have a fire that takes out your factory. But the other side is you have a bad batch of material or something that puts you in a tough spot, and you don’t have a backup.
“So just suggesting that they use some, not common sense per se, but that they think about contingencies relative to the supply of parts and pieces.”
Wilson also believes a backup is needed for keeping the 2020 cars in place just in case NASCAR is unable to hit the 2021 target.
But he added the financial straits that many teams are facing have made the ’21 deadline a necessary reality for the NASCAR industry.
“We all know there are teams on the precipice of failing. So there is a lot of pressure,” Wilson said. “We appreciate and respect that there are parts of our sport that are in trouble.
“The team ownership model is nuts. So it’s not that we shouldn’t be attempting (the Next Gen in ’21). But we just need to get it right. If we can’t — hand on heart — make that target in ’21, we need to be prepared with a contingency plan.”
Joe Gibbs Racing — The organization started the year with a 1-2-3 finish, led by Denny Hamlin, in the Daytona 500. The organization ended the year with a 1-2-3 finish, led by Kyle Busch, in the season finale in Miami. Busch’s victory also gave the organization 19 victories this season, breaking the record for most wins in a season in the modern era (since 1972).
Tyler Reddick and Cole Custer — As Tyler Reddick was on the NBC Sports Peacock Pit Box after winning Saturday’s Xfinity Series championship, runner-up Cole Custer went over and to offer his congratulations. Custer and Reddick then engaged in a conversation about their thrilling battle as if they were standing alone in the garage. The moment gave fans an unfiltered look into their dramatic battle from each driver’s vantage point.
Martin Truex Jr.’s team — To put a right-side tire on the left side and a left-side tire on the right side is inexcusable. For it to happen in the championship race and play a role in costing Truex the title is something that will hang over this team for a very long time.
Chevrolet’s Cup playoff performance — For the third consecutive year, the Cup championship race did not include a Chevrolet team. Chevy’s top finisher in Sunday’s season finale was eighth. Chevy’s Tyler Reddick did win the Xfinity title.
Hendrick Motorsports engines — For the third time in the last four races, a Hendrick motor had an issue. Sunday, Kyle Larson, whose team gets its engines from Hendrick, and William Byron each were eliminated by engine issues. Last month at Martinsville, Chase Elliott had an engine fail early in opening practice, forcing him to start that race at the back of the pack.