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David Ragan honoring David Pearson with Southern 500 scheme

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David Ragan‘s car for this year’s Southern 500 (Sept. 1 on NBCSN) will have a paint scheme honoring three-time Cup champion David Pearson.

Ragan’s No. 38 Ford will be based on the No. 17 Ford Torino that Pearson won his last championship with in 1969. That year Pearson won 11 Cup races. Ten of Pearson’s 105 Cup wins came at Darlington.

MORE: The announced paint schemes for the 2019 Southern 500

Ragan’s car, which was unveiled at the NASCAR Hall of Fame, will be sponsored by the Shriners Hospitals for Children network.

Pearson, who passed away in November at 83, was a member of the Shriners, as is Ragan.

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NBC Sports Power Rankings rate Cup organizations

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With NASCAR off this weekend for Easter, we’re altering our weekly Power Rankings to focus on the best performing organizations in Cup through the first nine races of the season.

Here’s our picks:

1. Joe Gibbs Racing (40 points): Has won six of the first nine races, including the Daytona 500. Plus, they have the series-leading driver (Kyle Busch, three wins). If JGR continues to have the same success in the next nine races, it could make for a very, very long season for many other organizations.

2. Team Penske (36 points): The only other Cup organization to win a race (two by Brad Keselowski and one by Joey Logano). Organization has been competitive in almost every other race it hasn’t won. The only driver lacking is Ryan Blaney, who has yet to reach victory lane, but whose performance has also picked up in recent races.

3. Stewart-Haas Racing (32 points): Team that is best of the rest behind JGR and Penske. All four drivers have had strong performances at times, but inconsistency and pit road incidents have kept SHR from breaking through with its first win of the season. Could that winless streak finally end at Talladega?

4. Chip Ganassi Racing (26 points): The top Chevrolet team but still well behind the top organizations. If it wasn’t for Kurt Busch and his strong performance (three top fives and six top 10s) in his first season at CGR, this organization would be ranked significantly lower. And what has happened to Kyle Larson? He’s off to one of the worst starts of his career.

5. Hendrick Motorsports (23 points): What’s happened to the once titans of NASCAR? It almost seems like the same struggle virus that has infected Jimmie Johnson has spread to his teammates. Has shown signs of progress but plenty of work still remains.

6. Roush Fenway Racing (22 points): Ryan Newman is starting to hit his stride with his new team, including a pair of season-best ninth-place finishes at Bristol and Richmond, plus four other top-15 showings. But what about teammate Ricky Stenhouse Jr.? He’s shown promise at times, but with just one top 10, how does the second quarter of the season bode for him?

7. Richard Childress Racing (17 points): Has shown speed at times but results haven’t always followed. Austin Dillon has the team’s only two top-10 finishes. Daniel Hemric has struggled in his rookie season, with a best finish so far of 18th.

8. JTG Daugherty Racing (9 points): Has shown improvement from last year. Chris Buescher has made some positive gains and Ryan Preece has looked good at times in his first season with the organization. But inconsistency continues to be a problem. What’s the answer?

(tie) 9. Wood Brothers Racing (6 points): Things are starting to come into their own for the single-car team (with an affiliation with Team Penske). Paul Menard has back-to-back top 10 finishes in his two most recent races (Bristol and Richmond) and is up to 16th in the Cup standings. If playoffs started today, Menard would be in.

(tie) 9. Germain Racing (6 points): Ty Dillon has had some solid performances for this one-car team, including a sixth-place finish at Daytona and three other top-15 finishes. But like JTG Daugherty, inconsistency remains an issue that needs to be addressed.

Other organizations receiving votes: Front Row Motorsports (5 points), Richard Petty Motorsports (2 points), Leavine Family Racing (1 point).

Bump & Run: What should NASCAR do about inspection violations before race?

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Eight of 37 cars failed inspection before the Richmond Cup race and lost their starting spot. Is there a better way for NASCAR to handle such infractions to limit talk before a race being about penalties?

Nate Ryan: There has to be a solution, and whatever it is, NASCAR needs to implement it quickly. Switching from headlines about woes in postrace inspection to woes in prerace inspection is an improvement, but the preferred solution should be no headlines about inspection at all. 

Dustin Long: Until NASCAR figures out a way to do things differently, inspection failures will dominate talk before a race, especially if it involves more than 20% of the field as it did at Richmond.

Daniel McFadin: Unless you change the penalties for failing inspection (again), the cars will fail regardless of if you hold qualifying inspection right after qualifying or on race day. Only real solution I can think of is to have inspection before qualifying and for that to be the only inspection until after the race. That would just continue the endless cycle we seem to be in on the issue.

Jerry Bonkowski: It’s just the nature of the beast, particularly when you have such a large number of cars that failed pre-race inspection. The larger the number of cars penalized, the greater the attention that is placed upon the situation by the media. Perhaps more attention should be focused on what NASCAR could do to improve and streamline the overall inspection process. And if it has to swing the pendulum even further, increase penalties to keep crew chiefs from playing games with their cars. Kick out the crew chief from the race, or perhaps hold the car for the first five laps of the race. That will change things in a hurry.

NASCAR tried another format for Cup qualifying at Richmond, limiting each round to five minutes. Should this be the format at most tracks the rest of the season?

Nate Ryan: Makes no difference here as long as the focus is on qualifying results and whoever won the pole position, not on the process for getting there. 

Dustin Long: Whatever it does, NASCAR needs to get out of this rabbit hole soon.

Daniel McFadin: I’m 50/50 on this. I’d prefer the first round being 10 minutes at anything larger than 1 mile, which allows teams to make more than one run – but that’s based on the premise drivers won’t wait until the final minute to make their first.

Jerry Bonkowski: Five minutes works fine on short tracks. Not so much on longer tracks of 1.5 miles and greater. That’s why I believe open qualifying should be replaced by having two to four cars (depending on the size of the racetrack) go out at a time for two or three qualifying laps. This creates attention and a kind of race-within-qualifying excitement among fans to see which driver can “beat” the other drivers, so to speak.

There’s been a lot of talk about what Joe Gibbs Racing will do with its Cup lineup for next year with Christopher Bell’s continued success in Xfinity, but Cole Custer has won twice for Stewart-Haas Racing in Xfinity. What kind of dilemma could SHR face with its driver lineup for 2020?

Nate Ryan: With no disrespect to Cole Custer, he has yet to show he is in Christopher Bell’s league, nor is there the external pressure of a huge investment in his development to avoid letting a coveted prospect escape (as is the case with the millions Toyota Racing Development has spent on grooming Bell). Because Custer is related to the SHR executive Joe Custer and effectively sponsored by team owner Gene Haas, the dynamics are incomparable. If Custer shows enough promise for promotion, the team probably could make room in Cup next season, but there is no sense of urgency as exists with Bell.

Dustin Long: Gene Haas said last year that Cole Custer needed to win more often. If Custer continues to do so, it will make him a more inviting driver for a team, whether that is SHR or another Ford operation.

Daniel McFadin: Cole Custer is already in his third full-time Xfinity season, which makes him middle-aged in Xfinity driver years. While we’re not privy to driver contract lengths, Kevin Harvick is locked in to at least 2021, Daniel Suarez is in his first and Aric Almirola continues to be strong in his second year. Clint Bowyer probably has the biggest question mark being in his third year with the team. Gene Haas will have to decide who’s a better long-term investment: A 39-year-old Bowyer or a 21-year-old Custer. Bowyer grabbing some wins this year could complicate that.

Jerry Bonkowski: One potential option could be embedding Bell with another Toyota team such as Leavine Family Racing in 2020, like when Erik Jones was with Furniture Row Racing in 2017. I think you’ll see a similar embed of Custer with another Ford team, perhaps Front Row Motorsports. Or, because Custer’s father, Joe, is a top executive at SHR, it would not surprise me to see Daniel Suarez shifted to another Ford team to make way for the younger Custer at SHR.

The IndyCar race at Long Beach ended with series officials penalizing Graham Rahal one spot for blocking Scott Dixon on the last lap. Should blocking be a penalty in NASCAR?

Nate Ryan: No. Different series, different cars, different tracks.

Dustin Long: Nooooooooooooooooooooooooooooooooo. Don’t need any more judgment calls for NASCAR to make.

Daniel McFadin: Heck no. As much as Tony Stewart may have despised it, blocking is a racing maneuver. If a driver doesn’t like it, just show your displeasure with a love tap to the rear bumper.

Jerry Bonkowski: Yes, particularly if it puts the driver being blocked and other trailing drivers at risk of crashing. I’ve long felt that egregious blocking should be penalized. But if that were to happen, it could open a Pandora’s Box of additional issues, such as bump-and-run moving an opponent out of the way. How would NASCAR draw the line between egregious blocking/bumping and legitimate blocking/bumping?

Jimmie Johnson ran in Monday’s Boston Marathon. What is another event you’d like to see a NASCAR driver attempt to take part in someday?

Nate Ryan: Denny Hamlin in a PGA Tour event and paired with Michael Jordan.

Dustin Long: Kyle Larson as a bobsled driver. Also, Denny Hamlin in a PGA Tour event.

Daniel McFadin: Since Ryan Newman is sponsored by Oscar Mayer, he should enter the Nathan’s Hot Dog Eating Contest on July 4.

Jerry Bonkowski: The Baja 1000 is the first one that comes to mind. That, to me, is the most grueling combination of man and machine. I’d also like to see more NASCAR drivers try their luck in the Indianapolis 500 and, conversely, do “the double” by racing later that same day in the Coca-Cola 600 in Charlotte. Lastly, although it would be difficult due to the Cup schedule, I’d also like to see some of the best golfers among Cup drivers try their luck at The Masters.

Penalty report from Martinsville Speedway

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NASCAR on Monday penalized three Cup teams and one Gander Outdoors Truck Series team for loose or missing lug nut violations in races this past weekend at Martinsville Speedway.

In the Cup Series:

* The No. 3 Richard Childress Racing Chevrolet, driven by Austin Dillon. Crew chief Danny Stockman Jr. was fined $10,000.

* The No. 36 Front Row Motorsports Ford, driven by Matt Tifft. Crew chief Michael Kelley was fined $10,000.

* The No. 47 JTG-Daugherty Racing Chevrolet, driven by Ryan Preece. Crew chief Tristan Smith was fined $10,000.

In the Truck Series:

* The No. 51 Kyle Busch Motorsports Toyota, driven by Kyle Busch. Crew chief Rudy Fugle was fined $2,500.

There were no other penalties assessed.

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Long: What NASCAR does with qualifying isn’t the biggest question

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FONTANA, Calif. — So what next?

What is NASCAR to do to fix a “mockery” of qualifying – a series executive’s comment — after all 12 Cup drivers in the final round waited too long to get on track Friday and failed to complete a lap before time expired?

The suggestions flow. Go back to single-car qualifying. Heat races. Make cars that don’t complete a lap in the final round start at the rear. Have group qualifying for two rounds but make the final round single-car qualifying. Send cars out at timed intervals.

Before NASCAR can set a course, other questions must be asked.

The first question is what’s more important for NASCAR? Is this about entertainment or competition?

Entertainment is critical to a sport that seeks to rebuild its fan base. Close racing, drama and excitement can energize a fans attract new ones.

The past three weeks of Cup qualifying has been appointment viewing. There was the unknown of what would happen at Las Vegas with the rules package, the fight between Daniel Suarez and Michael McDowell at ISM Raceway and then what would happen Friday at Auto Club Speedway. When is the last time there has been so much interest in qualifying for three consecutive races?

But is that interest based on too many gimmicks?

When NASCAR announced its rule changes in early February, Steve O’Donnell, NASCAR’s chief racing development officer told the media: “Our core goal in everything we do is to deliver the best possible racing for our fans.”

O’Donnell also said that day that “the stars of NASCAR have always been the drivers and the cars. We want to make sure that is the emphasis in any rules package we put forth.”

But there appears to be a limit. In discussing the group qualifying model in that same meeting, Scott Miller, NASCAR’s senior vice president of competition, said: “One thing that we realize and everybody in this room realizes is that we’re in show business.”

After Friday’s episode in the last round of qualifying, Miller said that while changes will be made to the format, “we really don’t want to go back to single-car qualifying. There may not be another way. We want to exhaust every possibility before we do that because that’s not as fun, not as intriguing of a show as the group situation.”

Drivers and teams are frustrated. They feel they have less control in the group qualifying format. Some would suggest that there’s too much randomness to how the starting lineup is set. It’s more about getting the right draft at tracks 1.5 miles and larger than having a car with the most speed on its own.

“I told you all back in Vegas that I am still a big fan of single-car qualifying,” Ryan Newman, told NBC Sports after being among those who failed to complete a lap in the final round Friday. “That is all I need to say, really. That is the way qualifying should be.”

Said Adam Stevens, crew chief for Kyle Busch: “The last car has the biggest advantage and you’re a buffoon to go out and be the first car.”

Beyond the entertainment/competition question, other questions must be asked: What is the role of the sanctioning body? Should it be about penalizing infractions or creating opportunities for competitors to excel?

At Las Vegas, David Ragan started sixth for Front Row Motorsports. The organization had two top-10 starts last year (Bristol and Daytona) but none at a 1.5-mile track. The group qualifying format helped created an opportunity for that organization to attain a strong starting spot.

Without such chances might that team have qualified as high? Is it fair to do away with such opportunities for that and other teams?

“It’s hard to control every single thing in our sport,” Ragan told NBC Sports. “There needs to be a little bit of randomness. That makes things creative.”

But Ragan also noted that “we need to keep the integrity of the sport.”

So should NASCAR create a rule — another rule to anger those who say the rule book has too many entries — that penalizes teams for not completing a lap in the final round and make them start at the back? Or is there another way to deal with this situation before teams arrive in Texas in two weeks?

Those are among the questions NASCAR must answer before deciding what changes to make to qualifying.

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