Pocono Raceway

Pocono reveals race lengths for 2020 Cup doubleheader

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Pocono Raceway announced Tuesday the lengths for its NASCAR Cup doubleheader weekend in June.

The June 27 Cup race will be a 325 miles/130 laps.

The June 28 Cup race will be 350 miles/140 laps.

The Cup races will be shown by NBC Sports.

This marks the first time in NASCAR history that the Cup Series has held back-to-back races at the same track and on the same weekend. Prior to the change for next year, the 2.5-mile track had held Cup races on two different weekends in the same year from 1982-2019.

Also taking part in the weekend will be the ARCA Series, the NASCAR Xfinity Series and NASCAR Gander Outdoors Truck Series.

Here’s the weekend schedule:

Thursday, June 25

ARCA Menards Series practice and qualifying (times TBA)

ARCA General Tire #AnywhereIsPossible 200 race (80 laps / 200 miles) – at 4:15 p.m. ET

Friday, June 26

Gander Outdoors Truck Series practice and qualifying (times TBA)

Two NASCAR Cup practices (times TBA)

Saturday, June 27

Xfinity Series practice (time TBA)

NASCAR Cup qualifying (time TBA)

NASCAR Gander Outdoors Truck Series race (60 laps / 150 miles) – 12 p.m. ET.

NASCAR Cup Series Race No. 1 (130 laps / 325 miles) – 3 p.m. ET.

– NASCAR Gander Outdoors Truck Series Race (60 Laps / 150 Miles)

Sunday, June 28

Xfinity Series qualifying (time TBA)

Pocono Green 225 Xfinity Series race (90 laps / 225 miles) – 12 p.m. ET.

NASCAR Cup 350-mile race No. 2 (140 laps / 350 miles – there will be no qualifying; the starting lineup will be set by inverting the lead-lap finishers from Saturday’s Cup race) – 3:30 p.m. ET.

Ryan: NASCAR listening to Cup drivers more without council?

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LONG POND, Pa. – With the de-facto dissolution of its Drivers Council this year, NASCAR might have taken a step forward by adhering to an axiom well known in Corporate America.

Scheduling fewer meetings often can result in more effective and productive communication.

Last week underscored several examples of NASCAR implementing concepts, competitive elements and rule modifications after its stars petitioned for changes in a looser and less structured environment than the past four years.

–For the second consecutive race, drivers were heavily consulted on the application and placement of PJ1 traction compound (which made its debut at Pocono Raceway and at least offered an option of outside passes).

–Vice president of competition Scott Miller said it was a “prominent” driver who originally championed the idea of inverting the field to start the second half of a Pocono twin bill in 2020.

–The tweaking of what constitutes an uncontrolled tire (which seemed to have an impact on at least one Kyle Busch pit stop Sunday) after lobbying from Denny Hamlin and others.

–On Saturday morning at Pocono Raceway, defending series champion Joey Logano met with series officials to discuss restart gamesmanship – which NASCAR then addressed in drivers meetings the next two days (and penalized Daniel Suarez for laying back Sunday).

Logano believes the cause-effect relationship suggests the demise of the Drivers Council was timely.

“The council is maybe not as existent, but the old-school way of going into the trailer and talking to leadership of the sport seems to be effective,” Logano said. “It used to not be. That’s why we needed a council.

“Now we don’t need a council because a lot of us feel more comfortable with the relationships, and we see things change after things are brought up. We should be proud to have a sanctioning body with open ears that are willing to listen to the drivers. Now they might not always do what the drivers want, because sometimes what the drivers want is wrong for the sport. But there’s certain times it really is the right thing that only a driver would know that’s inside the car.”

In that vein, NASCAR still is holding formal meetings with drivers a few times this year, but the invite list won’t be limited to the 10 or so drivers who were selected annually via a regimented election process that ensured equal representation for experience and manufacturers.

Spearheaded by Hamlin, the council was formed in 2015 to great fanfare, but it often seemed to be bogged down in minutiae and paralyzed from a lack of consensus. By a year ago, it had become so superfluous that Kevin Harvick openly admitted he was skipping meetings in part because of frustration with the panel’s efficacy.

Over the offseason, the council quietly lapsed as other channels of communication have grown. Since replacing Brian France (who attended roughly a dozen races annually), NASCAR CEO Jim France has become an omnipresent presence at the track along with his executive team (president Steve Phelps and vice chairman Mike Helton were at his side last weekend at Pocono).

A few dozen Cup drivers are on a text chain with NASCAR chief racing development officer Steve O’Donnell, who provides updates and explanations on hot-button issues (such as why NASCAR elected to call the Daytona race early).

“I would say I have more communication and more talks with NASCAR now” than in the Driver Council era, Hamlin said. “I’m constantly in contact with the testing team on applying the PJ1 at all these racetracks.”

Said Harvick: “Denny has kind of spearheaded a lot of the PJ1 evolution from the driver’s side. It becomes easier when there are one or two guys, and he’s really the guy that is communicating to get things moving forward. You can just throw out your two cents in the group chat, and he can compile all the information because everybody looks at it differently.”

The discourse also has improved likely just because there is no topic that touches a third rail in NASCAR as much as when the 2019 rules still were in flux last year.

Now it’s settled law. Though some still harbor reservations about the lower horsepower, high-downforce combination, it’s pointless to have contentious debates about an overhauled package that Phelps recently called “the path forward” in Cup.

The resistance to more full-throttle racing from some big names might have brought more compromise in other areas from NASCAR, which has been welcoming feedback the past decade after largely iron-fisted rule through its first 60 years.

“They deserve a lot of credit in the last 10 years for listening more than they ever have in the history of the sport,” Jimmie Johnson said. “I think we’ve overreacted on both sides where we had to have committees and so many people on committees.”

Johnson said a problem was that the structure invariably included some drivers who would “drop a grenade and walk away” during meetings vs. those who were “very diligent to help drive the sport forward.

“I think we’ve narrowed it down now to a core group of guys who really do care and are willing to see it through,” he said.

Ryan Blaney, another former council member, likes that the information is free-flowing even for those who are less engaged. Various text chains also allow “always having open discussions on ideas.

“Whether they apply that or not, they’re always asking for our feedback,” he said. “From NASCAR, the tracks, the drivers, teams, I think we work pretty well together. Sometimes you’d like to see things a little bit differently. But at the end of the day it’s their call.”


Pocono’s Cup races on consecutive days next season was well vetted among drivers, who gave it mostly rave reviews as a showcase during a 2020 schedule already hailed for its revamping.

“I like mixing things up,” Brad Keselowski said. “I think it’ll be one of the events as a driver and fan that you’ll circle and say, ‘I can’t wait to see how this works out and what it looks like.’ I think it’s a bit of the spice of life having a few changes in the NASCAR season for us.”

Said Clint Bowyer: “It’s time to shake a lot of things up in this sport. You can’t continue to do the same thing over and over and over; you have to reinvent yourself every single time for a fan. That goes for any event. Whether it’s a country music festival, a football game or a race. We’re all up against having to reinvent ourselves over and over and over to stay appealing and relevant to a fan that’s looking for something new. They expect to see something different or something they didn’t see the last time.

“How do you entice them in and bring them year after year? I’m a big advocate of you better fill their day up with content. These are race fans, they want cars on the track and people putting on a show, and certainly they’re going to have that with that schedule.”

There are a few lingering questions, namely how the inversion of the starting lineup for the second race might encourage sandbagging in the final 50 miles of Race 1.

Why not aim for the end of the lead lap for a better starting spot — and a stage points grab — in Race II? (Blaney suggests having the winner of the first race draw a pill in victory lane to determine how many cars are inverted.)

There also are many details to be nailed down, namely the length of Saturday’s Cup race, which is tentatively 350 miles. The issue is a rigid six-hour TV window, which needs to incorporate the Cup race preceded by a 200-mile truck race (which would be the series’ longest yet at Pocono; the track would prefer to keep that distance but could consider shortening).

And let’s not even consider what might happen if it rains (which tends to happen now and then in the Pennsylvania mountains). If there’s a spate of inclement weather Saturday and Sunday, rescheduling four races across three series on a Monday seems nigh impossible.

But if the Pocono experiment is deemed successful, it almost certainly would be considered elsewhere.

“Certainly, there are some tracks that would be great candidates for it,” Hamlin said. ‘Off the top of my head, Dover and tracks that are one-off and really, really different. If it’s a possibility, I’d vote for it. Our season is very very long and very very saturated. If you can condense but still give the same amount of races, I think it’s a good thing.”

One idea absolutely to consider, whether by Pocono or a NASCAR sponsor: Paying a bounty for a sweep of the races, as suggested by Kyle Busch (particularly if he’s willing to accommodate a bargain rate for his services).


There wasn’t total consensus on Pocono’s revamped 2020 format.

“Eh,” Bubba Wallace said when asked about the makeover at the track where he made his Cup debut in 2017 and escaped serious injury in a vicious crash last year. “I’d like to see no races here honestly. What do we do around here? Nothing. We sit here and do absolutely nothing all weekend. … I don’t know if it puts on the best show.”

The Richard Petty Motorsports driver believes Indianapolis Motor Speedway is less deserving of a date on the schedule than Pocono but also believes the latter’s rural locale is a detriment.

“We’re 45 minutes from any city,” he said. “There ain’t nothing to do.

“I’m looking at it for the fans, and if fans aren’t in the seats … I haven’t paid attention to the crowd here, but it’s way too big of a track for us. I feel like the racing isn’t that great.”

Wallace concedes his dream schedule “would piss off everybody. Probably a ton of short tracks and no road courses.”

And no Pocono (a point reinforced by his Tuesday tweet evaluating Sunday’s race).


Despite higher downforce, a thick swath of “sticky stuff” for extra adhesion and cars that are “easier” to drive, there were seven backup cars in the past two races because of practice crashes at New Hampshire Motor Speedway and Pocono Raceway.

“I don’t think it’s coincidence,” Brad Keselowski said.

There are a few theories, but it essentially boils down to the cars being “edgier” as drivers and teams try to find the limits of their setups.

“You’d think they make a lot of downforce and a lot of grip, and they’d be easier to drive, but with that downforce and grip and load on the car, the tire had to get harder, so the tires become a little difficult to chase in certain situations,” said Alex Bowman, who wrecked at New Hampshire. “And the (traction compound) is like a layer of slime once you get out of the groove. It’s just like a lot of circumstances are playing into it.

“Everybody talks about how this package isn’t hard to drive. Well, it’s really hard to drive right now. For whatever reason. You make a 6-inch mistake, and you’re backward in the fence before you can even catch it.”

GoFas Racing’s Corey LaJoie said even with lower downforce, last year’s cars were more forgiving.

“You were more out of control generally, but when you had a moment, it was like a long lazy moment, and you’d (recover),” LaJoie said. “Now as soon as you slip a tire, you lose all of it. The cars are evil when they get out of shape now. You’re still going to see guys get out of shape because they’re going to figure out how to make the car less stuck to the racetrack. The less stuck, the faster it goes.”


NASCAR has critical meetings with its Cup manufacturers over the next month about the course of its Gen 7 rollout amid concerns the car might not hit an aggressive 2021 target date.

There remains much to hammer out on the parameters of the car, and a prototype probably needs to ready by early fall for a legitimate shot at a 2021 debut (that at least one team owner has said is mandatory). Testing began earlier for the Car of Tomorrow (which was on track more than 18 months ahead of its staggered rollout in 2007) and the Gen 6 (which underwent three years of planning and R&D before its 2013 debut).

Multiple sources (who asked for anonymity because they weren’t authorized to speak publicly) told NBCSports.com that switching over fleets to the Gen 7 would incur a one-time cost that averaged about $4-5 million, according to independent studies commissioned by Cup teams.

NASCAR president Steve Phelps told reporters earlier this month that “the majority of the garage is on board with the 2021 start. Are there some that ’22 might work better for? There might be. We have to figure out how we get full alignment on what that’s going to be, and that’s what we’re working on.

“Everyone has their own ideas, and it gets to self-interest pretty quickly, about the timing of different things and how they’d like these things happening. We’ll continue to work with our teams and OEMs to make sure everyone is aligned on what is the correct date to do that. The positive thing is we’re not just going to plow forward with a decision without getting everyone on board.”


Matt DiBenedetto has yet to be guaranteed a 2020 return to Leavine Family Racing’s No. 95 Toyota. Here’s the full context of what he said Saturday when asked if he needed to begin looking around to protect himself for having a ride next year.

“I’ve had to fight and claw so hard, now that I’m in a good, quality ride with a great team that I love, I’m just 100% focused on performing,” DiBenedetto said. “That’s what we’ve been doing. That’s the awesome part. These top fives, top 10s. I know that anyone, not to sound arrogant, but they’d have to have their heads examined if they get rid of me. Because nobody will do a better job in my car than myself.”

Closing with a lighthearted chuckle, he also spoke firmly and with no animosity, which is why DiBenedetto shouldn’t have felt the need to backpedal Monday. Yes, the words might come across strongly when read in the absence of inflection, but they aren’t out of context. He bluntly expressed faith in his ability to drive in Cup and detailed the mental toughness that earned him the ride.

No apology necessary from DiBenedetto, who also said he had “not a single conversation at all” about whether LFR would pick up his option for 2020.

Team owner Bob Leavine also confirmed DiBenedetto’s uncertain status Monday. With LFR as the only current Toyota option for potentially resolving Joe Gibbs Racing’s dilemma of fielding Cup rides for Erik Jones and Christopher Bell next year, DiBenedetto’s fate likely will depend on the actions of others and not necessarily on where he finishes – though results probably should be the determining factor.

There was nothing wrong with sharply pointing that out.

Drivers continue Pocono beefs on social media; Bubba eyes cage match

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You can typically expect hot tempers and maybe even some pushing and shoving — both on- and off-track — at places like Bristol or Martinsville.

But Pocono?

Yep, the 2.5-mile Tricky Triangle played out like a short track, particularly late in Sunday’s Gander RV 400, prompting quite a bit of jawing between several drivers involved in incidents.

Among the cast of characters were Kurt Busch and Ricky Stenhouse Jr., as well as Bubba Wallace and Daniel Suarez.

And even though the race is over, several of those involved still continued to seek to have the final word:

Busch seemed to take the higher ground after twice being run into late in the race by Stenhouse, leading Busch to spin and collect Michael McDowell as well.

After a night’s sleep to ponder the situation, the elder Busch brother took to Twitter on Monday, still lamenting what happened.

 

But Stenhouse didn’t seem to be having any of Busch’s philosophy or tongue-in-cheek observation.

Neutral but interested observers Matt DiBenedetto and Corey LaJoie also contributed their own comments.

 

And then there was the animated verbal confrontation on pit road after the race between Wallace and Suarez.

* Later Monday, Wallace had a great suggestion:

Suarez said his ire was due more about Wallace’s use of his middle finger late in the race than actual contact between them.

 

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Erik Jones, Martin Truex Jr. complete Joe Gibbs Racing sweep at Pocono

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For Erik Jones, “all there’s left to do” for him in 2019 is to finally win a race.

“We’ve done everything we can but win a race here the last month,” Jones said Sunday after his second-place finish at Pocono Raceway.

Jones finished between Joe Gibbs Racing teammates Denny Hamlin and Martin Truex Jr., earning his third consecutive finish in the top three. It is the second time JGR has finished 1-2-3 this year, the first coming in the Daytona 500.

What kept Jones from visiting victory lane for the first time this season?

The decision by the No. 20 team to save as much fuel as possible while Jones led, which resulted in him losing the lead to Hamlin with 17 laps to go in the scheduled distance.

“When it was still green, I was hoping they would all run out (of gas), that was my only opportunity with having to save as much as I was,” Jones said. “The caution came out (with eight laps to go), looking back on it, man, I wish we would have just ran hard. Because if we ran hard we wouldn’t have given up the lead and we would have been in the lead on the restart and probably wouldn’t have given up the lead there.”

Playing a factor in the decision to conserve fuel was Jones’ position in the points (14th entering Pocono) and how well he’s run recently.

“If we have a day where we run out of fuel because we were trying to push and get a win and we don’t make it, that’s a pretty bad day if we finish 25th coming down to get fuel and lose all these points we’ve gained here in the last month,” Jones said. “We’re in a spot now where we’re almost a race up on the cutoff line, which is a good feeling. It took a long time to get there and we don’t really want to give it up all at once.”

The runner-up result is Jones’ best finish of the year. He has eight top 10s in the last 11 races.

“Man, it’s a bummer,” Jones said. “We’re close every week.  … We’re right there.

“We’re doing great building points, but it would be great to knock a win out. We’re just so close, it stings a little bit more when you get close to it.”

Meanwhile, Truex lost his opportunity at a win thanks to a bout of indecision and lapped traffic.

The indecision came when Truex was running second to Jones with Hamlin right behind him.

“I mean, had I been able to keep him behind me, (Jones) was starting to back up and save more,” Truex told NBCSN, adding he kept asking himself “Should I pass him yet? Should I pass him yet?”

But he never got the chance.

A lapped car slowed Truex on the frontstretch, allowing Hamlin to overtake him. Truex said the lapped car was a “game changer.”

“Once the caution came out, (Hamlin) had the restart on the outside,” Truex said. “You can’t do anything about it. Inside on the front row is just sitting ducks.”

Truex’s third-place finish is his first top five since he won at Sonoma on June 23rd and follows a sixth-place finish at New Hampshire.

What Drivers Said after Pocono

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Denny Hamlin – winner: “(Crew chief Chris Gabehart said Hamlin was good on fuel) to the checkered, but not the green-white checkered, so he said we were going to have to have a different conversation if it went into overtime. But I knew with all those caution laps with about six or seven to go, it helped us out. I knew that I did everything I could to save fuel there once I got out front. If it was going to be not enough, it was going to be not enough. I’m so proud of the whole team for putting me on a great strategy there, pit stops, everything. This was a perfect team effort this weekend. We really identified our weaknesses from the first race and we went to work as a driver and a team and I think we’re better for it. … (Talk about the last restart) “It was nerve wracking. I had Kyle (Larson) pushing me. Kyle is great friend, so I put a lot of faith in him that he was going to push me there into Turn 1, but I knew he was in a backup car there wanting to win really, really bad. Luckily I was just able to clear those guys and coming off of Turn 1, they were side by side and I was able to stretch it out.”

Erik Jones – finished second: It was fun. It was hard racing there in the end. The right restarts make for exciting finishes. Today was no exception. Wish we could have gotten up there and challenged Denny (Hamlin). Martin (Truex Jr.) gave us a great push on the final restart. The bottom just doesn’t have what the top does here on restarts, so we did all we could. The Reser’s Camry overcame a lot. We were pretty far off at the start of the race. We got it way better and had a chance to win had things worked out a little differently. We are close every week. So, it’s going to turn our way one of these times. It’s always a challenge. Probably my least favorite part of racing at times is just having to save fuel. Our opportunity to win when we were going green was to make it to the end. It would have been really tight. Those guys kind of gave up saving there. We were hoping it was going to stay green. Had a couple good opportunities on the restarts. The Reser’s Camry was there all day, second half of the day, we had problems at the start. Man, it’s a bummer. We’re close every week. Third, third, second (in the last three races). We’re right there. We’re doing great building points, but it would be great to knock a win out. We’re just so close, it stings a little bit more when you get close to it. Honestly, we started the race so far off today, I wasn’t sure how we were going to run. We were able to turn it around halfway, get back in contention. There at the end I wasn’t sure how it was all going to play out. It was nice to get some good restarts. Martin (Truex Jr.) gave me a great push at the end. We were there for second, then the top got rolling. I couldn’t really do anything. Good to get another top-three run. We just got to break through. Once we get that first one, I think we can click a few off here.”

Martin Truex Jr. – finished third: It was a good day overall for our Bass Pro Shops/Tracker ATVs Boats Camry. I was trying to save fuel there in that long run. We were running second to the 20 (Erik Jones), and we thought we were in better shape than him on fuel. He started saving more, and I started saving more. I thought, ‘Man, I probably ought to try to pass him here. Then we got in lap traffic and the 11 (Denny Hamlin) got around me. Then I got by the 20, and then the 11 had the control of the race after that. When the caution came out, he got to lead the restart. I was on the bottom. You can’t do anything from the front row on the bottom. We were kind of in a sucker hole there, and a little bit lucky to come back to third. … (Between restarts and strategy, how tough was it today?) It’s probably easier dealing with that kind of stuff when your crew chief is calling race strategy, has you on the right side of everything, than it is just to have to try to pass guys, maybe your car not be as good as you want. It wasn’t a tough day. Our car was pretty good. Thanks to Bass Pro, Tracker, everybody back at TRD. Thanks, guys. We’ll get after them in Michigan.”

William Byron — finished fourth: “It was a struggle. I felt like the guys did a good job with strategy, and being able to maximize on restarts. We got fortunate on a couple of things. We go on from it and move onto Watkins Glen. … It was a tough day. We didn’t really have a lot going our way. In the first stage and even the second stage, we were just kind of hanging on. We just found a way to kind of make it work. We had good strategy and just found a way to kind of settle in there in a decent spot, and save the right amount of fuel. We ran out of fuel coming across the line, so that was great. We saved the right amount of fuel and that was about it.”

Kyle Larson — finished fifth: “(Did you hit the wall near the end of the race?) I didn’t hit the wall, but I got close. I knew I was going to be close to the wall, so I bailed out of the throttle to keep myself from hitting the wall and lost momentum. I felt bad, but it was better than ending up torn up like the last time I was aggressive on a restart. It was a good day. It was a lot better car than I thought I was going to have, so it just goes to show how good our team is right now and how good our cars are. Last week, I felt like we had one of the fastest cars and we didn’t get to show it. Today, I felt like we were one of the fastest cars. If I could just race a primary car, who knows what we could do. I just have to clean up a little bit of what I’m doing in practice and the races, and hopefully we can get a win. This just goes to show how good our cars are right now. Any time you have a good run in a backup car, it’s satisfying. The past two weeks in a row I feel like we’ve had good speed in our backup cars, so I’ve been really happy with that. I don’t want to race backup cars, so I just have to stop crashing.”

Kevin Harvick – finished sixth: “It was a good day. They had the right strategy and I just didn’t time those last two restarts right and our car struggled a little bit on the first lap or two to get the front to turn, but they had everything right where it needed to be. If the caution doesn’t come out, I think we were in good shape, but that’s the way it goes, especially at this place. You have to have the cautions fall your way and you have to have everything go right. We just had a few little things here and there that didn’t go our way and wound up sixth.”

Daniel Hemric — finished seventh: “Hard work pays off, and the seventh-place finish we had today at Pocono Raceway is proof of that. The No. 8 Caterpillar Chevy started off with great balance in the beginning of Stage 1, but as the laps went by, it started to tighten up a lot. Even though I had a tight Chevy, it was fast enough to gain valuable track position. The scheduled pit stop on lap 36 gave me fresh right-side tires, fuel and a chassis adjustment to free me up a bit. This proved to be helpful and we finished the stage 11th. During the stage break, we took left-side tires and took a round out of the left rear. Unfortunately, this freed me up way too much and I had to battle a loose Caterpillar Chevy for a majority of Stage 2. The pit stop before the stage break solved some of those issues, and we finished the second stage 13th. In the final stage, we started 20th but quickly made up ground. Crew chief Luke Lambert dialed in our Caterpillar Chevy for the latter part of the stage and we ran a good chunk of that time in the top 10. With about 40 laps remaining, it became clear that we needed to save fuel; so that’s what we did for the remainder of the race. A caution with eight laps to go allowed us to go full-tilt until the end. I’m extremely proud of the grit and fight this No. 8 team showed today to power us to a top-10 finish. I can’t wait to take this momentum into Watkins Glen next week.

Brad Keselowski – finished eighth: “There were some really rough parts. I made a huge mistake the first two or three laps there. I was running hard behind the 41 and I slid up and tagged the wall, but I was able to get it onto pit road and get it fixed and claw our way out and get into a position at the end where I thought we were gonna win the race. Then whoever that car was just stopped on the race track and cost us a shot at the race. We weren’t gonna win it honest, but we put ourselves in position at the end, so I’m really disappointed on that. All in all, we came away with eighth and recovered from our struggles, but gave up a win because of somebody else. That’s just part of the deal. … We had a shot at winning there at the end if one of those cars five laps down didn’t decide to stop on the race track, which is really frustrating but part of it.”

Ryan Blaney — finished 10th: “It was looking real bad for awhile just from not being fast at all.  I’m kind of disappointed.  I thought in practice we were pretty good.  I had to start at the back and we just didn’t go anywhere.  We went nowhere and we weren’t really handling good.  I thought at first it was dirty air, but a couple cars drove up through there and even when we got a little bit of clean air I still wasn’t very good, so that was frustrating.  And then I thought we were gonna get some track position on equal tires on that restart and the 41 ran into us in the tunnel.  They did a good job of fixing what they could and just got a good last restart.  I think we started eighth and ran 10th, so we salvaged something there.  It was kind of a long day, a frustrating day, and we just need to be better. … (Was the incident with Suarez just racing?) Yeah, it’s just racing.  I was the top of three, he was the bottom of three and the middle guy backed out and he didn’t have any angle into the corner.  He drove off in there probably the hardest out of all of us and when you get no angle into the corner your car goes straight, so that’s what he did.  He had plenty of room.  As soon as he dove off in there you know what’s coming, but at that point there’s nothing you can do about it.  It’s just racing.”

Clint Bowyer — finished 11th: “That was a long hard day. We were up and down. It was so tough to pass, so everything boiled down to fuel and tire strategy. I’m glad we got the No. 14 Toco Warranty/Haas Automation Ford up there for an 11th-place finish at the end.”

Austin Dillon — finished 19th: “I’m so proud of this team. We had a major setback today after having to start at the rear of the field.  However, these guys didn’t let that dampen our spirits or prevent us from working on a plan to get the No. 3 Freightliner Chevrolet Camaro ZL1 up front. For a little while, it looked like fuel mileage was going to work in our favor, until the caution came out and leveled the playing field. There were a couple of restarts at the end of the race that simply shuffled us out of the top 10. The outside line was definitely preferred, but we just couldn’t catch a break to be positioned up there for those last restarts. This is still a huge improvement over some of the misfortune we’ve had the last several weeks. We have a few opportunities to earn a win and punch our ticket to the Monster Energy NASCAR Cup Series Playoffs, and we’re going to do all we can to get us to that point.”

Ricky Stenhouse Jr. — finished 21st: “I think if it would have stayed green there, we would have gotten lucky and probably got a top-10 finish due to having more fuel than the leaders,” Stenhouse said. “It was disappointing to get caught up in an accident with less than five laps but everyone is racing really hard trying to get all they can get.”

Daniel Suarez — finished 24th: “We worked on the Haas Automation Ford Mustang all day and ended up in a really good position in the top-10 for the last restart. We were told we had a penalty and had to restart in the back, which really hurt us because it was just so hard to pass today. It was disappointing to not get a good finish, but we’re usually pretty good at Watkins Glen, so we’ll try to make up for it there.”

Ty Dillon — finished 29th: “Today was not the day that we had hoped for in Pocono. We were excited to get here and put all of our notes from June to good use, but I just couldn’t get comfortable with the handling of our GEICO Military Camaro ZL1. We took some big swings at it on pit road with adding bar load on a couple of stops, and that made it a little better. But, sometimes weekends just don’t go your way in racing, and this was one of those times.”

David Ragan — finished 36th: “The 21 just slipped up and spun me out in my left-rear quarter panel.  I’m sure Paul just slipped out of the groove and lost control for a second and we happened to be there.  That’s very unfortunate.  I felt like we had a top 20 car today.  We raced around the top 20 most of the day.  Mike Kelley and our new group of guys called a good race and we had a pretty good weekend.  When you’re racing hard like that sometimes things happen and things have seemed to happen to us a lot lately.  We’ve been in a slump and had some bad luck and it takes a couple of races and we’ll get out of it, but it certainly is a tough ending to what could have been a good day.”

Ryan Preece — finished 37th: “I blew a tire going into Turn 1. It was a pretty hard hit, but I’m good.”

Chase Elliott — finished 38th: “(Did you run over anything?) I don’t think so. It just popped, so I guess it wasn’t happy with something. It’s just unfortunate. It’s been a rough month, little over a month now. It’s just an unfortunate rough patch. Hopefully we can get past it. The good news is that we are still in the summer months, so the stuff that really matters is still ahead. I just hate to come to these places and not be able to learn something from it. I felt like our day was finally turning around for our NAPA team. We were finally moving forward. I think we were running in the top-10 there when we crashed. I feel like we were finally getting our car going. Obviously, we crashed yesterday so this car was taking some time to get adjusted. I thought we were doing a good job of it. I don’t really know what to do about that, but just move on.”

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