General Motors announced Thursday plans to open a new technical center dedicated to performance and racing in Concord, North Carolina.
With the Charlotte Technical Center, GM will join Toyota and Ford, NASCAR’s other two manufacturers in having a tech center in the Charlotte area.
Toyota’s facility is in Salisbury and Ford’s is in Concord. Chevrolet does have a simulator facility located in Huntersville.
GM’s 75,000-square-foot facility is expected to open in the middle of this year.
According to a press release, GM’s facility will focus on “transferring knowledge and resources from the racing programs to core vehicle engineering” and will eventually “house future technology and engineering development capabilities.”
“We’re thrilled to expand GM’s U.S. footprint by establishing a greater presence in Charlotte, a community that has become a racing and engineering mecca,” Jim Campbell, Chevrolet’s U.S. vice president of performance and motorsports, said in the press release. “The new facility will be close to a number of key Chevrolet and Cadillac racing partners, teams and suppliers. This will allow for improved collaboration as well as access to some of the industry’s best talent.”
The facility will feature Driver-in-the-Loop simulators, vehicle simulation, aero development and other practices designed to advance racing and production capabilities.
In another area of development for Chevrolet, the 2020 class of the Drivers Edge Development program has been announced.
The program consists of driver who compete for GMS Racing and JR Motorsports.
Creed, Ankrum and Smith will race full-time. Mayer, 16, will compete part-time. He made three starts last year while running in the ARCA Menards Series East where he won the championship.
This will be Sheldon Creed’s second full-time truck season with GMS Racing.
Ankrum, the 2019 rookie of the year, drove for DGR-Crosley last year when it was under the Toyota banner.
Smith competed part-time for JR Motorsports in the Xfinity Series last year driving the No. 8 Chevrolet.
Gragson returns for a second full-time Xfinity season driving JRM’s No. 9 Chevrolet.
Mosack, 18, will race for JRM in a late model. In 2019, Mosack raced late models at Hickory Motor Speedway, finishing third in points and took top rookie honors. He earned seven top five and 25 top-10 finishes in 27 starts at the venue.
Friday 5: Jimmie Johnson’s final Cup season also marks final tribute to friend
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.”
Chevrolet changing Camaro model for Cup Series in 2020
Chevrolet will field a different Camaro model in the Cup Series in 2020.
The manufacturer announced Thursday it will switch from the Camaro ZL1 model to the Camaro ZL1 1LE.
The Camaro ZL1 1LE is based on the fastest, most track-capable production Camaro model.
“The ZL1 1LE is the highest performer within the Camaro production-car lineup,” Jim Campbell, Chevy’s U.S. vice president of Performance and Motorsports, said in a press release. “We took lessons from the production car and applied them to the new 2020 Cup car.”
According to the press release, Chevrolet engineers optimized aerodynamic performance by employing computational fluid dynamics (CFD), simulation, and reduced-scale and full-scale wind-tunnel testing.
The current production Camaro ZL1 1LE – with lighter wheels and dampers, thinner rear glass and a fixed-back rear seat – sheds more than a 50-pounds than a standard ZL1 Coupe and is powered by a 650-horsepower, supercharged LT4 engine.
The Camaro was introduced to the Cup Series in 2018. The Camaro ZL1 1LE joins the Camaro SS, which has been Chevrolet’s entry in the Xfinity Series since 2013.
Friday 5: Manufacturer teamwork at ‘Dega fraught with questions
Toyota devised the blueprint. Ford enhanced it. And Chevrolet took lessons from both to win the past two races at Talladega and Daytona by having its teams work together.
“I feel like Chevy has kind of taken that to the next level recently to where we all have to figure out a way to beat that,” Joey Logano said.
For fans who long for the good ol’ days of manufacturer battles, Sunday’s Cup race at Talladega Superspeedway (2 p.m. ET on NBC) will provide that type of action. But it does create some thorny issues with this being a playoff race. Such as:
How long should drivers within the same manufacturer work together?
What if a non-playoff driver is racing a playoff driver from the same manufacturer for the win?
How can Toyota, which has fewer cars than Chevrolet and Ford, compete?
Alex Bowman is seventh in the standings 17 points ahead of Logano, who is the first driver outside a transfer spot. William Byron holds that final transfer spot via a tiebreaker with Logano. Chase Elliott, who won at Talladega in May, is seven points behind Byron.
Toyota started the trend of teams within a manufacturer working together in 2016, leading to Denny Hamlin’s Daytona 500 win and a 1-2-3 Toyota finish. Ford used its strengths in numbers and won seven consecutive races at Daytona and Talladega before Austin Dillon’s Daytona 500 win in 2018.
The more cars working together, the more that group can dictate the race.
“The benefit of working together is too great versus the penalty of not working together,” Jim Campbell, Chevrolet’s U.S. Vice President of Performance Vehicles and Motorsports, told NBC Sports in April.
Chevrolet drivers followed orders, running nose-to-tail with near-military precision throughout the Talladega race this season. It didn’t matter if it was the bottom lane or top lane, many Chevrolets ran together. When it came time to pit, many stopped together.
The results were impressive.
Chevrolet drivers won both stages, the race and took five of the top six spots at Talladega. Chevrolet drivers won the second stage, the race and took the top four spots at Daytona in July.
Elliott said that Sunday’s race is “going to look real similar to what it did at Talladega in the spring and Daytona in the summer. We made a pretty conscious effort with our manufacturer of Chevrolet to try and do a better job of working together. It worked at Talladega. A lot of us crashed, but at least a Chevrolet still won the summer race at Daytona. Hopefully it works out.
“That’s the thing, we can put as much effort as we want or as little effort as we want, but it’s never going to guarantee that you aren’t going to crash or have a bad day there. I expect we’ll do our part on our end to try and make as good of a day as we can out of it, but no guarantees.”
2. How long should drivers work together?
This is the one of the biggest issues. When can a driver make a move that is best for them even if it hurts a teammate in the same manufacturer camp?
Joey Logano was not pleased that fellow Ford driver Michael McDowell chose to push Kyle Busch’s Toyota on the last lap of this year’s Daytona 500 instead of Logano’s Ford.
It’s an issue all drivers running at the finish will have to ponder.
“You are kind of almost in a box because sometimes what is good for the group is not the best for yourself and you feel like you are compromising sometimes,” said Ryan Blaney, who enters this weekend last among the 12 remaining playoff drivers. “It might not help you out. That part makes it a little bit tough. At the end of the day, Chevy made it work at the first Talladega so hopefully we can make it work. It is hard to plan and orchestrate stuff like that when everything in the race is going. It has turned into that though.
“You can’t blame the manufacturer for wanting to do that. They put a lot of support behind the teams and they find those spots to say that if we have strength in numbers that we should be able to win the race.”
Until strategies change.
“I feel like we see that a lot at the plate tracks,” Brad Keselowski said of changing strategies. “It goes through evolutions every three or four years, and this is the next evolution.”
3. What if a non-playoff driver is racing for the win?
With all the teamwork within a manufacturer, there could be an issue if non-playoff drivers are among those racing at the front late.
Six of the top 10 finishers at Talladega in May were drivers who are not in the playoffs entering this weekend. Ryan Preece finished third in that race, placing behind Chase Elliott and Alex Bowman.
So how does a non-playoff driver handle racing playoff drivers?
“I think early on in the race, it’s still the same racing that we’ve done all year,” Ty Dillon said. “I think when you get to the end of the race, you have … to be aware that it’s hard to help someone that’s fighting for a championship. Sometimes at places like Talladega and Daytona, if you try to help somebody, you might end up causing the crash letting somebody in or something like that. I think that’s truly known throughout the series as drivers.
“Everywhere else, I race with the mentality that during the first half of the race, we’re all racing together. If you get down to the end of the race and one of those guys is on your tail and you’re holding them up, I would expect to give those guys a little bit of a leeway. They are racing for something bigger right now and it’s with the hopes that the respect will be returned one day in your favor.
“I expect to be racing for championships at some point in my career. I would like that kind of respect back. For me, I’m racing for 22nd or 23rd in points. It doesn’t make a whole lot of difference, but those guys have a lot more on the line for one position. … I think you’ve got to be smart. You don’t want to be the guy that screws up the guy going for the (championship) because you want to be in that position where somebody gives you the benefit of a doubt when you need it.”
4. What about Toyota teams?
Toyotas are at a disadvantage with having the fewest cars in the field. It’s why Joe Gibbs Racing partnered with Hendrick Motorsports for the Daytona 500. Seven of the 40 cars entered this weekend are Toyotas. Ford has 15 entries and Chevrolet has 18.
“It’s going to be a challenge,” Denny Hamlin said. “We are outnumbered, We know that. Ultimately they can’t decide what line you choose to run in. So, from my standpoint … if I’m around a bunch of Fords and they’re staying in line, I’m staying in line. It doesn’t matter what manufacturer I’m with, I’m just going to do whatever is best for me. I think that has been the thing that has made us successful over the years is having that mentality.
“You look at the teamwork from the Fords and Chevys at the last few years. In the end, you still have a bunch of guys in there that haven’t won a race. They still have to be selfish even with their own teammates. That’s when you try to take advantage.”
Another key issue with the Toyotas having fewer entries is if Martin Truex Jr., Hamlin, Kyle Busch – the top three in points – would be better off running at the back for at least part of the race. Truex can’t fall out of the top eight in points regardless of how poor he finishes Sunday. Hamlin and Busch are each 48 points ahead of Logano in the standings.
Asked on Wednesday’s edition of NASCAR America MotorMouths if his strategy would be to run up front, run at the back or just go for the win. Busch said: “Yes. All three.
“I’m sure at some point we’re going to be running at the back at somewhere or another, we might even qualify there. Past that … you want to get up within the top 10 to get those stage points.”
Busch ultimately said: “I think you just have to go out there and race and race as hard as you can.”
He had not missed a race this season until the surgery, which was originally planned for in the spring but moved to August.
Smith joined Haas-CNC Racing in 2004 and worked his way on to the pit crew. He remained with the team when it was renamed Stewart-Haas Racing and was a pit crew member on Tony Stewart’s 2011 championship team. Smith and his teammates were moved to Kevin Harvick’s team shortly before the 2014 postseason and helped Harvick win the title.