las vegas motor speedway

Rotating the championship race to new tracks? Contenders have ideas

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MIAMI BEACH, Fla. – Sunday’s Ford 400 will end an 18-year run for Homestead-Miami Speedway as the championship finale, which will move to ISM Raceway in 2020.

Should it stay there?

That became an open discussion among the championship round contenders Thursday at Championship Media Day.

Kevin Harvick, who has advocated rotating the finale for the past few years, suggested it again (without prompting) after the title-eligible drivers were asked for their feelings on leaving Miami.

In all honesty, it shouldn’t be in Phoenix (in 2021),” Harvick said. “I think having that championship race is important to new markets, new fans, exposing people to our sport.  It’s important. I think when you look at going to Phoenix, the things that it will bring to that facility, the new fans it will bring to that facility, they’re thriving on that exposure now even before the championship race is there. They will thrive on that notoriety, the things that happen for that championship race next year.”

After a Round of 8 finale at ISM Raceway that was criticized for a lack of passing (as many tracks 1 mile and shorter have been with the 2019 rules package), there were questions raised about the long-term viability of the Phoenix area oval playing host to the championship-deciding race.

But Harvick said the quality of racing shouldn’t be considered among the criteria.

“To me what happens in the race is irrelevant,” the 2014 champion said. “It’s great that we’re going to crown a champion. We all love Homestead. The event and the market and the notoriety, the new things that come to a new market that help carry that racetrack for a number of years to come are important.

“We have to use our championship event to rebuild enthusiasm in markets. I think that will be the first step to doing that.”

The Phoenix market has proved worthy with two consecutive grandstand sellouts, and it also has undergone a $178 million renovation that has been viewed as a major positive.

“Certainly, Phoenix has earned that opportunity with what they’ve done there and the fan support out there has been incredible,” Martin Truex Jr. said. “I think the plus about here at Homestead, we only come here once a year. Completely different racetrack than anywhere we go. No other track like it. No other mile‑and‑a‑half true oval. Long straightaways.  A lot of things are different about Homestead. We don’t race here in the spring. I like that fact.

“I don’t know that we should race for a championship somewhere where we raced already in the season, you know? You’re going to have an idea who is going to be good. This weekend is a total crapshoot because we haven’t been here in a year, it’s a new car, new tire, everything is different. You have no idea what to expect. That’s a good thing for the championship.”

Though there have been discussions about shortening the calendar length of the schedule, NASCAR would be limited on its venue options if the finale is kept in the mid-November timeframe it’s occupied for a couple of decades.

Besides Phoenix and Miami, the only other viable choices would seem to be Fontana (near Los Angeles), Las Vegas, Sonoma and Daytona (and the last two would seem unlikely anyway because of their road course and superspeedway designations).

Denny Hamlin vowed that the championship round eventually will return to Homestead-Miami Speedway.

“I think the facilities could use updating, which I think they will,” Hamlin said. “This is not the last time the finale will be in Homestead. You can mark that down.”

“Phoenix now gets their time. They spent money on the facility. It’s obviously a huge sports town. They got nearly every professional sport there in that city. It’s just a good market for us. Why not continue to feed that momentum?”

Harvick said he had no overt preference on a location for the 2021 championship other than “it would not go back to Phoenix.That’s just really not the point of moving the championship race around to have it in the same spot consecutive years.

“So you’ve got (Fontana) in that mix. Vegas. Both of those racetracks would be great places to end the schedule.”

ThorSport Racing requests NASCAR reinstate its teams to Truck playoffs

Photo: Dustin Long
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CONCORD, N.C. — ThorSport Racing sent a letter Friday to NASCAR requesting that series officials reinstate its two teams eliminated from the Gander Outdoors Truck Series playoffs because of engine issues that the manufacturer claimed responsibility for.

ThorSports Racing teammates Grant Enfinger, the regular-season champion, and Johnny Sauter were eliminated in the first round Sept. 13 at Las Vegas Motor Speedway after their engine issues. Teammate Matt Crafton’s engine also failed but he advanced to the second round, which begins Oct. 12 at Talladega Superspeedway.

ThorSport Racing made the request for reinstatement in a one-page letter to NASCAR.

“We feel the right thing for us is we were never allowed to race at Vegas for the playoff positions,” David Pepper, general manager of ThorSport Racing, told NBC Sports. “We’re not asking to reset Vegas. We’ll take our last-place finishes. We’re just asking to move the cutoff date to Phoenix, eliminate four of us instead of two (after Vegas) and two (after Phoenix.)

“Allow it to be settled on the race track and not by an outside source that has openly said, ‘Hey, we made a mistake.’ I don’t want to beat on them. They made a mistake, but we shouldn’t be the victims of the mistake.”

NASCAR and Ilmor Engineering, which provides engines to nearly every Truck team, each issued statements Thursday about the multiple engine failures at Las Vegas, the cutoff race in the opening round of the Truck playoffs.

Ilmor Engineering stated that “we deeply regret the impact that the engines issues created for our NASCAR Gander Outdoors Truck Series partners.” Illmor cited “high engine load condition combined with the extreme weather conditions in Las Vegas resulted in some engines suffering severe detonation.”

Asked about ThorSport Racing’s request to have its teams reinstated in the playoffs, NASCAR issued a statement Friday to NBC Sports: “NASCAR’s focus remains on this weekend’s races at Charlotte Motor Speedway.”

Pepper notes that while the rule book doesn’t contain anything about reinstating playoff teams, it would follow under section Section 1.6 of the Truck Series rule book.

Section 1.6.b states that “On occasion, circumstances will be presented that are either unforeseen or are otherwise extraordinary, in which strict application of the NASCAR Rules may not achieve this goal. In such rare circumstances, the NASCAR Officials, as a practical matter, may make a determination regarding the conduct of an Event, the eligibility of a Competitor, or similar matters that are not contemplated by or are inconsistent with the NASCAR Rules, in order to achieve this goal.”

Illmor Engineering’s NT1 engine is used almost by nearly every Truck team. It was introduced before the 2018 season as a cost-savings move for teams.

Pepper said action should be taken for ThorSport even though nearly every team uses the same engine and was at risk of the same issue at Las Vegas.

“People keep bringing up that we choose to run them,” Pepper said of the NT1 engine. “Well, not exactly. That’s not entirely accurate. We are presented the NASCAR Ilmor motor and it is the motor of preference because the rules have been changed several times to impede the built motor.

“You cannot be competitive and win with that built motor (from a source other than Ilmor). They’ve cut RPM. We’ve changed the gear rule. I want to make sure that everybody understands there are reasons why we are forced into running that. It’s not by coincidence that everyone ran the Ilmor but one or two trucks (at Vegas).”

Pepper said if the NT1 and one built by another manufacturer were more even, the team could have the choice of which engine to use.

“If we chose one and it blew up, then that is on us because we’re controlling our own destiny,” Pepper said. “We want to be able to control our own destiny. Our outcome of our season and our races should be a product of what we choose to run, not what we have to run because of just the way things are.”

Cause of multiple engine failures in Las Vegas Truck race revealed

Photo: Dustin Long
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NASCAR and Ilmor Engineering announced Thursday the results of their investigation into multiple engine failures at the Sept. 13 Gander Outdoors Truck Series playoff race at Las Vegas Motor Speedway.

Five trucks – including three from ThorSport Racing – suffered engine failures during the race. ThorSport drivers Grant Enfinger, the regular-season champion, and Johnny Sauter were both eliminated from the playoffs after their engine failures. ThorSport teammate Matt Crafton also had engine failure but managed to advance to the second round of the playoffs, which begin October 12 at Talladega Superspeedway.

Ilmor’s NTI engine was introduced to the Truck Series before the 2018 as a cost-effective alternative to engines developed by teams and manufacturers. It is used by most teams.

Here are statements from both Ilmor Engineering President Paul Ray, as well as NASCAR:

Paul Ray: Ilmor Engineering is committed to our partnership with NASCAR and to the long-term development of the NT1 engine. To that end, following the issues experienced by a number of different teams and competitors during the Sept. 13 race at Las Vegas Motor Speedway, engines were returned to the NASCAR R&D Center for technical inspection and data review. The combination of the high engine load condition combined with the extreme weather conditions in Las Vegas resulted in some engines suffering severe detonation. Ilmor is taking new measures in engine calibration to ensure to this situation is corrected for all future races.

We deeply regret the impact that the engine issues created for our NASCAR Gander Outdoors Truck Series partners. We have requested every engine that raced at the Las Vegas event be returned to our technical facility in Plymouth, Michigan. All the engines will be disassembled and inspected by our highly experienced team. Any damage as a result of the Las Vegas event will be corrected and the engine returned to the race teams as soon as required.”

NASCAR: We commend Ilmor Engineering for their thorough review and the forthright way they’ve claimed ownership of the engine issues suffered by teams during the Sept. 13 race at Las Vegas Motor Speedway. The NT1 engine has played a vital role in the health of the NASCAR Gander Outdoors Truck Series and that’s been evident in the tremendous competition we’ve seen all season. We’re confident that will continue in the years ahead.”

Following the Las Vegas race, Enfinger told FS1, “It’s just a shame our season hopes come down to quality control on a spec part that we had nothing to do with. I definitely share our owner’s frustration with the parts.”

Sauter’s team tried to repair the issue and got him back on track, but he didn’t complete a full lap before the engine let go for good, ending his night.

Just inferior engines, I guess, I’m not sure,” Sauter told FS1. “It’s just disappointing that our season comes down to that. This is a fresh engine, obviously something’s wrong with it. … It’s just a shame … but if something happens and it’s out of your control, what are you going to do?”

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Ryan: Can Kyle Busch find his happy place with less horsepower?

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Kyle Busch clearly has a problem with slower cars.

We don’t mean those that got in his way Sunday night at Las Vegas Motor Speedway, where the Joe Gibbs Racing driver angrily challenged and questioned the racing acumen and credentials of Garrett Smithley and Joey Gase.

No, it’s the speed in his own No. 18 Toyota that seems to have left Busch miffed many times during a season of too much discontent for the mercurial superstar.

It’s been almost a year since the die was cast on perhaps the most controversial competition decision during Busch’s 15 seasons of racing on NASCAR’s premier circuit.

The move in 2019 to a lower horsepower, higher downforce package (i.e., slower and more stable cars with 550 hp on big speedways and 750 on shorter tracks) – a sudden reversal after years of heading mostly in the opposite direction – initially wasn’t met well within the ranks, and Busch was among many big-name drivers who voiced staunch opposition.

A case can be made that a reason behind the dissolution of the Drivers Council was its inefficacy in blunting the momentum for adopting a rules configuration that inherently affects harnessing a 3,400-pound stock through first-class hand-eye coordination and throttle control.

But the public grumbling gradually has subsided this season. Many stopped swimming against the strong tide, choosing to focus on their teams’ results or simply swallow their pride and accept the new rules.

The most notable resistance remained from Busch, the driver who arguably has had the most success with the 2019 rules package as anyone.

It’s somewhat remarkable that Busch, the regular-season champion who entered the playoffs with four wins and a 45-point cushion that likely will carry him to the title round at Homestead-Miami Speedway for the fifth consecutive year, would be the most high-profile remaining holdout on the package, which mostly was aimed at producing closer racing at 1.5-mile tracks such as Vegas (and at least seems to achieve that on restarts, more on that below).

But his pushback also is perfectly understandable in the context of Busch wanting to maximize a skillset tailored to outdrive anyone when the challenge is taming stock cars that aren’t glued to the pavement as much as they are in 2019.

When Busch pouts (as he did after Vegas) that it’s impossible to pass at any track anymore (mostly because of aerodynamic turbulence for a trailing car), he is both wrong (in that winning teammate Martin Truex Jr. proved Sunday that you still can gain positions) and right (in that Busch can’t advance through the field using the same manhandling style he once did).

That makes it doubly frustrating for an already emotionally charged personality who can fly off the handle even faster than he drives.

“Kyle is just plain and simple unhappy,” analyst Jeff Burton said in the NASCAR on NBC Splash & Go weekly feature Tuesday (video above). “He wants to race a certain way, and that’s not the way we’re racing. He’s going to have to find a way to get above it. He’s going to have to find a way to focus on performance and championships and do the things that he is so good at.

“I think Kyle has convinced himself that the things he’s so good at he can no longer do, but I’ve watched from the best seat in the house every week, and people do pass and people do find a way to make things happen, but they do it differently than two years ago. I feel bad for him because he is a hell of a race car driver. He wants to drive the thing a certain way, but that’s just not how it’s going to be. He’s going to have to find a way to embrace it, but it’s obviously hard for him to do.”

This is immaterial, by the way, to how Busch carried himself with his infamous truculence as he faced a barrage of questions (mostly fair and well-stated, by the way) after Sunday’s race.

Like Tony Stewart and A.J. Foyt before him (and Smoke’s unhappiness in 2004, when he clashed often with officials and peers, is reminiscent of the current situation for Rowdy), churlishness is a byproduct of Busch’s greatness.

For some fans, it’s also part of his appeal.

Even if he were completely happy with the racing, there always will be regrettable moments in the media bullpen after a race that breaks badly for Busch.

It’s his essence, and it’s unfair to ask him to be someone else, especially when the biggest casualties of his combativeness are reporters’ feelings.

On the scale of bad behavior across professional sports, Busch has been a relative choirboy.

Should he be more cognizant that postrace interviews are as much about serving fans as the media (which often is the conduit to Rowdy Nation)?

Perhaps, but if he wants to be that way and can live with potential consequences (whether the ire of series officials or sponsors), he shouldn’t be asked to change by NASCAR and a fan base that wants its drivers candid and colorful.

Busch meets those standards better than any current star. In the right mood, his interviews are articulate, insightful and steeped in history. His issues with the package aren’t about his personality or how it’s been impacted.

The much bigger concern is how the dissatisfaction with 550 horsepower affects his performance behind the wheel. From when he hit the wall in the opening laps while apparently pushing the envelope after starting 20th, Busch was the weak link in the No. 18 team at Las Vegas (as Steve Letarte said on the latest NASCAR on NBC Podcast).

That rarely happens with Busch, an elite talent who probably could have become a champion in any series he chose to race anywhere in the world.

But it has been true too many times this season as the 2015 series champion has seemed a victim of distracted driving on a semi-regular basis.

He hit the wall with the fastest car at New Hampshire Motor Speedway two months ago and also seemed way off his game at Watkins Glen International with errors in the Xfinity and Cup races. On Monday’s NASCAR America, analysts Kyle Petty and Letarte said Busch’s problems with the lapped cars at Vegas were self-induced.

Drivers make mistakes, but these have been uncharacteristic for Busch, who is 13 races and more than three months removed from his most recent win.

There’s a NASCAR saying that drivers sometimes need to slow down in order to go faster.

But asking Kyle Busch to celebrate driving at medium instead of maximum power seems sacrilege.

It’s no wonder he’s struggling with it.


Chase Elliott’s move to slow down and help Hendrick Motorsports teammate William Byron under caution on Lap 181 was legal, but it came some risk and raises some interesting questions, as NASCAR on NBC analysts Letarte and Jeff Burton (above) explained.

After spinning in Turn 4, Byron was able to enter the pits immediately to change his flat left-side tires. But he stayed on the lead lap only because Elliott eased off the accelerator while leading and allowed the No. 24 Chevrolet to exit the pits ahead of the No. 9.

Though slowing to at least 200 feet behind the pace car, Elliott hadn’t been picked up yet as the leader under the yellow flag. Joey Logano, running second, actually accelerated past Elliot just past the finish line.

Though Burton advocated Logano speeding up even earlier to put greater pressure on NASCAR to make a call on whether Elliott was maintaining reasonable speed as the leader, NASCAR officials later relayed to Burton that Elliott would have remained in first even if Logano had made a more demonstrable challenge (because Elliott would have been ruled to be using a “cautious pace” to catch up to the pace car).

Still, NASCAR has penalized leaders for failure to maintain reasonable speed under yellow (notably Marcos Ambrose stalling on a hill at Sonoma Raceway in June 2010). And if Byron hadn’t been a teammate, or if it had been later in the playoffs, Elliott might have been on the pace car’s rear bumper to ensure trapping him a lap down.

“Chase Elliott has the ability to set that cautious pace,” Letarte said on the new playoff edition of the NASCAR on NBC Podcast. “Did he set it to save William Byron a lap? Absolutely.

“I see a teammate playing nicer earlier in the playoff than perhaps we would have seen. If Hendrick Motorsports was dominant with 15 or 18 wins, I think Chase doesn’t care about (Byron) and tries to pin him because he sees him as (a threat). It shows perhaps Hendrick in their struggles, their relationship has been galvanized where they’re looking out for one another.”


Daniel, we hardly knew yet, but it’s fairly obvious what was coming next.

Ever since team owner Richard Childress essentially volunteered that Tyler Reddick was destined for a Cup ride during a July 30 interview, it was clear that Daniel Hemric was in trouble during a disappointing rookie season at Richard Childress Racing. Asked a few days later about Childress’ comments, Hemric seemed less than certain about his future at the team.

It also isn’t clear if the Kannapolis, North Carolina, native will remain in Cup, though there are a few lesser rides that could come open.

Hemric is unlikely to be considered for a potential top-flight opening next season, and the only vacancy likely would be at Stewart-Haas Racing, which has yet to confirm Clint Bowyer or Daniel Suarez as returning and probably would move in Cole Custer if either leaves. Things seem to be trending well for Bowyer, who won his first pole position in 12 years after making the playoffs and was ebullient in Vegas until his 25th place finish.

Suarez also ran well before finishing 20th after contact with Joey Logano, qualifying second and leading 29 laps. But he said he had no timeframe for learning if he would return to SHR for a second year. The past two seasons, the team has waited until the offseason to hire its No. 41 Ford driver.

“We’ll still working on a couple of things,” Suarez said of 2020. “We have some good opportunities sponsorship-wise. There are some good things coming, but you never know. This sport is extremely unpredictable. We’ll just have to take one day at a time.”

Though making the playoffs would have helped, Suarez believes he can make up for it with a  victory: “The past is the past. We can’t change that. What we can change is we have 10 more weeks to keep improving. We have nothing in our heads but to get wins. If we are able to make it to victory lane this year, I won’t even think about the playoffs. Who cares about the playoffs if we can make it to victory lane? If we win one of the next 10, believe me, nobody will remember that we didn’t make the playoffs.”


Also unsure of his status for next year is Ross Chastain, who is focused on trying to win a truck championship with team owner Al Niece.

“I got nothing” for next year, Chastain said last week. “No one is calling now to put me in a fast Cup car. I doubt that’s going to happen anytime soon. I’m racing my butt off trying to be the best I can be. I’ve got so much opportunity now.  I’ve got more races on the Xfinity side to compete and run up front. That’s what gets me out of bed in the morning. I’m making my living, paying my bills by driving race cars as fast as I can. And I’m driving for multiple people, and they all want me to drive.”

Chastain has maintained a working relationship at Chip Ganassi Racing despite losing an Xfinity ride with the team because of an offseason sponsor pullout. He said his job for now in Cup when he races for underfunded Premium Motorsports is “to not make the news or crash the car. Even if I don’t crash, getting in someone’s way or being in the leader’s way coming down to the end or hitting someone on pit road. All that stuff you think it’s easy, but it’s so hard to be a slow car. It’s hard. I learned a lot in doing it, and it helps when I get in something that’s fast.”


When the first NASCAR Playoff Media Day without Jimmie Johnson happened, the seven-time series champion took steps to ensure he avoided it.

Johnson shifted the days of a mountain bike trip to Bentonville, Arkansas, to try to forget being sidelined from championship contention with 10 races remaining for the first time in his 18 Cup seasons. Though hitting the trails helped, he couldn’t avoid seeing glimpses of the 16 playoff drivers making the rounds in Las Vegas when he opened social media last Thursday.

“Not being there, it stung,” Johnson said. “It’s probably good that it stung. It’s been a nice gut check for me. I should be part of that. I want to be part of that. All those things are there. In a weird way, I was glad to see the 16 drivers and all that went along with that.”

The goal the rest of the season for Johnson, who turned 44 Tuesday two days after an 11th at Vegas, is to end a two-year winless drought.

“We just have to put a stake in the ground that we’ve got to win,” he said. “We just need to see progress at a rapid pace in the right direction. We were making progress, but the sport evolves, the team evolves, and we need to take big chunks out of that gap. That’s ultimately what we need to do. If we continue to take chunks out of the gap as we have, we’ll ultimately be back in victory lane.

“It hurts not being in the playoffs. It really bothers me, but at the end of the day, it’s good to have that effect on me. I didn’t enjoy it. I’m mad I’m not in the playoffs. I’m going to use that as fuel to push us through and get us back to where we need to be.”


For this observer, Las Vegas offered the chance to watch the 550 horsepower package from a fresh vantage point. Here were a few modest observations from the 1.5-mile speedway’s frontstretch press box near the start-finish line:

–The term “Insane Restarts” (or crazy, or even psychotic, if you prefer) gets tossed around so much it probably should be trademarked, but the first few laps after every green flag are breathtaking – better than a classic restrictor-plate race at Daytona or Talladega, really.

–Five laps or so after the restart, though, the racing looked like it has for the bulk of 1.5-mile tracks for the last 25 years.

–If you’re looking, you can find passing throughout the field … just not necessarily at the point.

When Las Vegas Motor Speedway made its Cup debut on March 1, 1998 (a race also covered by this writer), it was met with mixed reviews before a sellout crowd of more than 120,000 that had been promised “insane” five-wide racing for three hours. Instead, the fans saw largely a snoozefest won by Mark Martin in which Fords took 13 of the top 15 spots and the yellow flew only twice (both for single-car spins).

Sunday’s race was much better and memorable than the debut 21 years ago, but when viewed through the prism of NASCAR’s incessant tinkering to enhance 1.5-mile racing, it loses luster. Witness the recent ranking in journalist Jeff Gluck’s poll.

Las Vegas was a crucial marker in the development of the 550 hp package because of a January test that produced spectacularly tight racing and raised hopes that this season’s races might replicate it for two to three hours at a time.

It hasn’t and probably for myriad reasons. Tests rarely simulate real-world conditions with the necessary accuracy, and teams have spent so much time developing car builds since then (and through the different routes of gaining downforce or lessening drag), that there’s likely much more disparity between drivers.

As discussed on the new NASCAR on NBC Podcast, though, the conclusion here is that three straight hours of “Insane Restarts” probably would be too much of a good thing anyway.

Short of adding more mandatory cautions to guarantee re-racking the field (that’s not a suggestion, by the way), there probably is little more that can be done to enhance racing at the ubiquitous multipurpose speedways that began littering the Cup schedule in the mid to late 1990s.

If NASCAR wants more slam-bang tight racing that is true to its roots, the solution is much simpler: Run more short tracks instead of trying to retrofit 1.5-mile ovals that always will produce a brand of racing regardless of what is done to the cars.


After qualifying Morgan Shepherd’s car in ninth with a lap for the “Qualifying Hall of Fame” (according to NASCAR on NBC broadcaster Dale Earnhardt Jr.), will Landon Cassill start more Xfinity races for Shepherd, who seems to be winding down his driving career?

“I’ll let him dictate that,” Cassill said of Shepherd, who turns 78 next month. “I talk to him a lot, and he’s very mindful of his future and what he wants to build. I think me driving and having some speed in his car has been a part of it. He could see himself as a car owner someday probably.”

Cassill, who made 20 laps at Vegas and finished 36th for Shepherd, also posted top-20 qualifying efforts in the No. 89 Chevrolet at Charlotte (13th) and Michigan (16th). The relationship with Shepherd began when Cassill qualified the car 24th in the 2018 season finale after it lacked speed to make the race in practice.

“He called me the hour before qualifying and asked me to hop in,” said Cassill, who was introduced to Shepherd by Xfinity team owner Johnny Davis. “Ever since then, built a relationship and a lot of trust in each other, and he’s asked me to drive it whenever I’m available.

“It definitely makes me feel good to run that well. The experience really helps me a lot and running both (Cup and Xfinity) helps a lot. The speed in his car for Morgan is encouraging. He’s trying to envision what he’s doing for the future. I think having that speed in his car can draw attention to sponsors and putting forth a full-time effort.”


Next season, Las Vegas Motor Speedway will move from opening the playoffs the past two years to opening the second round.

Though the Sept. 27 race will be nearly two weeks later and likely in cooler weather, it’s expected the track will keep the 7 p.m. ET starting time. Out of the oppressive early afternoon heat, the grandstands seemed less empty than then 2018 race, which started shortly at 3 p.m. ET.

Joey Gase joins Garrett Smithley to defend self from Kyle Busch criticism

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Joey Gase on Tuesday joined Garrett Smithley to basically tell Kyle Busch to double-check his facts before pointing fingers.

Busch criticized Smithley and Gase for their driving – having made contact with Smithley and was impeded by Gase – late in Sunday’s Cup playoff opener at Las Vegas, leaving Busch with an eventual 19th-place finish.

Busch said in an interview on NBCSN: “We’re the top echelon of motorsports, and we’ve got guys that have never won Late Model races running on the racetrack. It’s pathetic, they don’t know where to go. What else do you do?”

Gase stood up for himself in an extended tweet Tuesday.

Here’s a transcript of that post:

Well someone implied (Sunday) night that I have never won a late model race before. As you can see in the pics below I have won a few in my day and just wanted to share my story a little bit and thank the people who have helped me get to where I am today.

My dad raced before I did at the local short track level and that’s how I fell in love with racing. When I was 4 years old my dad got me my first yard kart and would turn hundreds of laps on the driveway everyday. When I turned 14 my dad retired from racing and I started to race his old open wheel modified and won that year up in Oktoberfest in Lacrosse, WI which anyone in the Midwest knows how big of a weekend that is.

When I was 16 I was the youngest ever to win the track championship in the Late Model division at Hawkeye Downs Speedway racing against some of the best in the Midwest like Johnny Spaw, Tim Plummer, Griffen McGrath, Doughly Fleck, Brad Osborn and the list goes on and this is when my career took off.

This was only made possible because a family friend believed in me and bought my first two late models and the motors to go with it. Our crew consisted of my dad, my uncle, grandpa, and I. My parents were not rich, my dad worked in a coal power plant for 20 plus years and my mom was a hair stylist. It took the effort of my whole family and a lot of people who believed in me to get to where I am today and I can’t thank them enough.

We have accomplished a lot of cool things over the years, my top memories being winning my first race back after my mom’s passing, finishing fifth with Jimmy Means Racing at Talladega after almost missing the race and making my first start in the Daytona 500 and being the highest finishing rookie (23rd).

I have to give HUGE thanks to Jimmy Means for giving me a big chance and making it possible for myself to get established in NASCAR with nearly no funding when we first started and Carl Long for picking me back up after my big sponsor from last year did not stand by their commitments and letting me know in the middle of December.

We have to work for every sponsor we get and I am proud to say I have 30 different sponsors this year and would not be here without them. Also have to thank all of my fans for always standing by me.”

Gase’s tweet follows Smithley’s rebuke of Busch late Monday afternoon, giving his side of the contact with the former Cup champ.

On Monday’s NASCAR America, analysts Steve Letarte, Kyle Petty and Nate Ryan discussed if Busch was wrong in his criticism.

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