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Ryan: Which teams have mountains to climb after West Coast Swing?

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Kyle, Kyle, Kyle.

Kyle. Kyle.

Kyle.

As NASCAR leaves the land of Hollywood, hopefully it also will be shaking its “Being John Malkovich”-esque meta feedback loop that has been on repeat for two race weekends with a dizzying relentlessness.

Let’s wrap this up quickly!

Yes, Kyle Busch’s 200 national series victories are a laudable achievement worthy of his already Hall of Fame career.

No, it isn’t comparable to Richard Petty’s 200 Cup wins, which happened in another century (mostly with completely different tracks and circumstances) and stand on their own merits.

Maybe there are other things happening in NASCAR that are worthy of further examination with the completion of the fourth annual Nevada-Arizona-California hopscotch?

Running through a few of them:

–This is the first time in 19 years that Hendrick Motorsports has yet to record a top five through the first five races (and that 2000 team had one fewer car).

After a mediocre start to 2018 in the Camaro’s debut, the team somehow seems in the same straits with the model this season while adapting to the 2019 configuration of lower horsepower and higher downforce.

Because of the hurdles in running three consecutive races more than 2,000 miles from the industry’s Charlotte hub, it was expected that course-correcting any car deficiencies would be more difficult than it already is.

Never mind the expense of changing on the fly, it’s logistically impossible to make significant updates to cars while trying to ship them to the other side of the country amid a carefully coordinated and highly regimented plan of hauler swaps and highway gymnastics.

The March 31 race at Texas Motor Speedway will be the first 1.5-mile race in which teams have been able to digest everything learned in real-world conditions and apply them to their cars.

Alex Bowman finished 21st at Fontana and still is seeking his first top 10 in 2019 for Hendrick Motorsports (Photo by Jared C. Tilton/Getty Images).

If Chase Elliott, Alex Bowman, William Byron and Jimmie Johnson leave Texas without a top five, it won’t be the end of the world for Rick Hendrick’s squad. Last year, it took until August for Elliott to earn the first of three victories for the team, and Hendrick has an Optical Scanning Station in house (it didn’t a year ago), along with a better grasp on its personnel restructuring that occurred before the 2018 season.

All four drivers have run well at times this season, too, and Phoenix was a major rebound in qualifying.

But a collective one top 10 across 12 starts at Atlanta, Las Vegas and Fontana is troubling and indicative that much work remains to be done for a storied organization that takes great pride in its 12 Cup championships.

–Stewart-Haas Racing didn’t miss the boat as much with its new Mustangs, but its lead driver also was chalking some of his recent success up to being a veteran.

After a fourth at Fontana, Kevin Harvick said his team made ‘a lot out of not very much.’ (Photo by Jared C. Tilton/Getty Images)

“I don’t think as a group we feel like our cars are where they need to be but that experience has led to decent finishes so we can change the things we want to when we get home,” Kevin Harvick said two days before his third top five and fourth consecutive top 10 this year. “Experience is always going to matter.”

So is money and sponsorship, which is why Stewart-Haas, Hendrick and other high-budget teams will be well positioned to retrofit their cars (or perhaps rebuild them entirely). Harvick estimated there could as many as a half-dozen combination of car styles that will need to be developed and require “an extreme amount of work” for the armies of engineers employed by teams.

“I think we are seeing some of the unintended consequences of this package,” he said. “It isn’t what everybody expected from the testing with the drafting and low drag and things you are prepared for. I feel like we have had top five, top three cars (at Atlanta, Vegas and ISM Raceway). They are just not quite winning cars.

“It is really just a survival game at this point trying to keep up with the schedule. We are learning at such a rapid pace right now that the changes to the car will be extreme by the time you get to Texas. … One of the things that caught a lot of people off guard are the differences you will have to have from race track to race track with the things you do to the car and how they work. The workload is going to be absolutely extreme on the race teams this year.”

–According to one crew chief whose team has figured out the 2019 package as well as anyone, body construction and rear ride heights are the keys to hitting the right combination of downforce and balance.

Paul Wolfe, whose No. 2 Ford posted a first, second and third with driver Brad Keselowski on the big ovals since Daytona, said his team still is finding the handle on this season’s setup, but those areas have been the most impact.

“There is a window there where you can change your rear ride height to change your drag, but that also changes the overall balance of your car,” Wolfe said after Saturday practice at Auto Club Speedway. “So then, your mechanical balance to go with the aero balance could be different. Some guys may have gone down the path of really trimming their cars out with their body build and then when you get (to Fontana), you just can’t put downforce back in it enough to be good at the tracks where you need to start to lift (off the throttle) because of tire fall off.

“There are a lot of options and lots of different things to do. It is about trying to understand not only being fast by yourself but how these cars seem to get extremely tight or they could get loose in the dirty air.”


During the throes of crisis after Dale Earnhardt’s death in 2001, NASCAR executives angry about media coverage were counseled by a wise man (in a story recounted in this episode of the NASCAR on NBC Podcast) that “being pissed off is not a PR strategy” .

Hope isn’t a strategy, either, but that seems to be what NASCAR has clung to in hoping that group qualifying can remain viable in the era of drafting.

The most disconcerting part of last Friday’s self-proclaimed “mockery” at Auto Club Speedway is how eminently predictable the debacle was. If teams aren’t incentivized to be on the track first, then they justifiably will stay put until someone else does.

Of course, that was a terrible look at Fontana for NASCAR, and of course, the teams bear responsibility.

As do officials who blithely declared, “We’re in show business” when asked legitimate questions about why they were trying to implement procedures that have a dubious track record.

Group qualifying with a draft doesn’t work in the truck series, which reverts to a single-vehicle format. It also has failed in previous attempts at Daytona International Speedway and Talladega Superspeedway (and was overhauled after some controversial wrecks in 2015).

“It didn’t work in trucks, it didn’t work in Xfinity, and I don’t know why anybody thought it was going to work in the Cup Series,” analyst Jeff Burton said Monday on NASCAR America.

If the strategy for having it work this time was “let’s hope that drivers and teams will do the right thing and choose the path that will benefit the greater good of fan entertainment instead of stubbornly sticking to their selfish performance interests,” well … that’s hopeless.


OK, we give in: here’s ONE note on Kyle Busch (for Rowdy Nation and all its lovers/haters).

For the second consecutive week, Busch joked about the possibility of driving for a Formula One team as the last undiscovered country of his racing career (well, aside from if he ever gets around to the Indianapolis 500).

It seems an unlikely prospect because “nobody from F1 is calling.

“They’re going to have to spend a lot of money to buy me out of Joe Gibbs Racing, that’s for sure,” said Busch, who recently signed a multi-year extension that probably takes him through at least 2022 in the No. 18 Toyota. “I don’t know if it’s worth their investment. … I’d love to be able to give it a shot and kind of see. I don’t foresee the opportunity really blossoming.”

Ahh, but it once could have!

When the ill-fated USF1 team was planning a 2010 entry into Formula One (that unfortunately never happened), Busch was high on their radar screen – enough that USA TODAY reported that sporting director Peter Windsor had a cursory meeting with Busch’s business team.

“It’s definitely something I wouldn’t shoot down,” Busch said in 2009. “If I could win a championship (in NASCAR) in the next two or three years then I wouldn’t mind going doing (F1) for a few years and coming back. I think I’d still be young enough that if I could win a championship by 25, go run Formula 1 for a few years and be back (in NASCAR) by 28.”

That window has closed for Busch, who turns 34 in May.

But he doesn’t sound as if someone who has completely closed the door on considering the possibility again. So in the unlikely event an F1 team wanted to take a chance on a NASCAR champion in his late 30s …


Dustin Long’s report was intriguing on Cole Custer being the first choice as the replacement driver Sunday if an ailing Austin Dillon fell out of the No. 3 Chevrolet – and not just because Custer was consuming a “jumbo platter” when he got the call.

Typically, such arrangements don’t happen with drivers crossing manufacturer lines. But the time and travel constraints of the Fontana race made Custer (a native of nearby Orange County who had lingered after his Ford won Saturday’s Xfinity race) the easiest choice.

In the “corporate teammates” era in which automaker hardball on brand loyalty often is a barrier to drivers moonlighting as often as yesteryear, it was refreshing to confirm it doesn’t preclude a common-sense decision such as this.


Fontana again stirred some passionate debate about the efficacy of the 2019 rules package, which virtually has guaranteed wild restarts but also has produced a surprising amount of green-flag racing (there’s been one crash that could be considered “multicar” – and even that was a stretch – over 1,300 miles at Atlanta, Las Vegas and Fontana).

Two more points seem relevant:

–Kyle Busch’s 2.354-second margin of victory was a fraction of Martin Truex Jr.’s 11.685-second thumping at the same 2-mile oval last year.

–If you are advocating dumping the tapered spacers that limit horsepower to 550 at tracks such as Fontana, here’s your friendly reminder that restoring last year’s horsepower numbers would take a herculean effort by engine manufacturers who have already mapped out months of inventory at the current parameters. Reverting to 2018 probably would require months of hardware and logistical challenges.


NASCAR President Steve Phelps told the Arizona Republic that April 1 is the goal for releasing the 2020 schedule.

While next year’s slate likely won’t be unveiled this week, there is momentum within NASCAR for targeting the week between races at Martinsville Speedway and Texas Motor Speedway.

It still is expected to feature a fresh approach to the calendar, but any venue changes won’t happen until 2021, as Phelps said last month.

Ryan: Hey, if Kyle Busch wants to stick around, how about everybody?

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Kyle Busch is right: The top three finishers after every Cup race should make mandatory visits to the media center.

But don’t stop there. Bring every finisher to an Olympics-style “mixed zone” accessible to media after the race, and let’s curtail the pointless exercise of madly scrambling out of the track and to the airport to beget the social media transmissions that often serve as a crude deconstruction of what exactly happened over the past three hours.

It would be much more productive for everyone (and enlightening for fans starved to gobble up every salient morsel of analysis and explanation) if the checkered flag finally fell on the “race after the race,” which essentially precludes much of the news gathering opportunities inherent to other pro sports.

The media corps has been culpable in glorifying this dash, which is exclusive to NASCAR in a way that seems odd when framed in context.

In the NFL, Major League Baseball, the NBA and the NHL, locker rooms for both teams open after a cooling-off period that ranges anywhere from a few to 15 minutes. The key is that when the games end, the coaches talk, and then every player ostensibly is fair game for interviews (though it can take patience to wait out the superstars).

That’s difficult in the chaos after a Cup race, where there is less of a guarantee of information being disseminated efficiently. There is no cooling-off period — a selling point because interviews often are emotional with drivers exiting cockpits after three hours of intense pressure and sometimes insane temperatures.

But it’s tricky to pin down interviews with three dozen cars parked in close proximity and a few hundred people zipping between them packing up tools or making beelines for the infield tunnel.

Everyone is in a hurry to go somewhere because … why?

There is the pride of winning the “race” out of the track that hardly anyone cares about beyond the participants (depending on traffic flow at nearby airports, the reward can be sitting on a tarmac and idling away jet fuel worth thousands while awaiting departure).

And yes, there is the joy of getting home in time to catch loved ones before bed.

But neither scenario necessarily is threatened by waiting an extra 20 to 30 minutes. And the work at the shop still starts at the same time Monday.

This trend began in the early 1990s when many drivers began buying or leasing their own planes (and some had pilot’s licenses). But it really took flight in the mid-‘90s when teams assembled private air forces to ferry hundreds of crew members around the country in what has become a well-oiled marvel of travel logistics.

In the span of a few years, road trips went from four wheels to two wings, and it radically changed postrace dynamics that weren’t all that dissimilar from a locker room in some instances. A few decades ago after the Southern 500, the Darlington Raceway showers were where many reporters found drivers. Richard Petty would be accessible for hours while signing autographs.

What if drivers now were asked to hang around a little while for interviews? And in some designated media bullpen (once upon time, it was known as the Unocal gas pumps)?

There is a successful setup employed in Formula 1, whose drivers must traverse a mandatory TV media area with affiliates from around the world (the top three also attend a news conference, and some hold open availability at team hospitality).

There is sure to be pushback in NASCAR against this idea, likely from those who will trot out the tired argument that it’s another example of news media “laziness.”

This is in the same vein of those who decry lobbying for shortening races and blame-shift it to “a NASCAR industry that wants to work less.”  (Psst, the length of a race, whether it’s two hours or three and a half hours, has little impact on the hours worked afterward … feasibly, reporters will be working much longer after a short race that’s eventful than a three hour-plus snoozer).

At least with longer races, a case is made for incremental value by those who demand more laps.

What is gained by getting to the airport 20 minutes earlier? A head start on angry tweeting on the ride home?

Take a cue from Kyle, fellas, and stay a while. Your stories need to be told!


After relatively smooth inspections at Atlanta Motor Speedway and Las Vegas Motor Speedway, what changed to prevent 13 cars from making a qualifying lap at Auto Club Speedway?

It doesn’t seem to have been track-specific because if teams were trying to navigate the backstretch bumps on the 2-mile oval, there likely would have been work done around the fenders. But the offending areas seemed mainly concentrated in area around the rear window and deck lids.

Perhaps teams (particularly those whose advantages with customized splitters were eradicated by rules changes this season) were conservative with the new Optical Scanning Station through the first few races? Once comfort was achieved, the teams tried to take more, and many found the limit at Fontana.

It also might have been illuminating for teams without OSS machines in their shops. Though NASCAR offers the option of using the scanner at its R&D Center in Concord, North Carolina, ensuring a car meets the rigors of the new inspection apparently is a process requiring multiple scans during the course of car-building – putting a premium on having an OSS handy.


NASCAR’s move to conduct inspections only after qualifying at Martinsville Speedway (essentially treating it as an impound-style race) has prompted an interesting question within the industry: Will the teams be held to looser or tighter tolerances?

Generally, it makes sense to allow more leeway in inspection post-qualifying than prerace, but in this case, those inspections are one in the same.

NASCAR will be using post-qualifying tolerances at Martinsville — which presumably would mean less potential for inspection problems.


After weathering last Wednesday’s impending departure of primary sponsor Lowe’s, Jimmie Johnson’s week has gotten off to a much better start with a season-best ninth Sunday and a ranking among the top five dominant athletes of the past 20 years.

There are still some major questions to answer about the future of the No. 48 Chevrolet and crew chief Chad Knaus (whose contract runs through this season), and a long way to secure the competitiveness and consistency to win an eighth championship. But Johnson has made a career of proving anything is possible, and it would be foolish to bet against him.


On the flip side at Hendrick Motorsports: It might be just a blip, but Chase Elliott’s 16th at Fontana in the wake of a penalty last week will bear watching.

After committing the same infraction in a victory at Richmond, Joey Logano’s 2017 season came off the rails. The Team Penske driver had eight top 10s in the first nine races. After the Richmond penalty (which disqualified his win for playoff eligibility), Logano had nine top 10s in 27 races and missed the playoffs.

Elliott could pick up where he nearly left off last October at Martinsville Speedway and win Sunday, but if the No. 9 Chevrolet driver continues to struggle, it’s sure to raise the specter of Logano’s results last year.


There were wildly varying assessments of the crowd at Fontana, ranging from near capacity to perhaps far less. Depending on the camera angles of the grandstands (overhead shots vs. from the pits), it’s easy to understand the confusion.

NASCAR discontinued releasing attendance estimates more than five years ago. Being fans of transparency in this corner, it would be encouraging if tracks could eliminate arguments such as the above by releasing official figures (the party line has been that it’s against the policies of the publicly traded companies that own nearly all the tracks that host Cup races).


There also were social media discussions Sunday night about whether there was an unfair media-driven focus on NASCAR crowds vs. the NCAA tournament and other pro sports, which unquestionably have suffered attendance declines, too.

But this isn’t about being relative to other sports leagues, it’s about teams’ revenue streams. By NASCAR’s admission, race attendance is among the most critical factors used by sponsors to evaluate the return on their investment in stock-car racing.

With teams dependent on corporate sponsorship to make their budgets, there always will be greater scrutiny on audience metrics in auto racing – regardless of the media coverage.