road course

Turns 3, 4 proves treacherous during Charlotte road course test

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CONCORD, N.C. – A second batch of drivers got to shake down the Charlotte Motor Speedway road course Tuesday, a week after the first open test on the 17-turn, 2.28-mile road course that will host its first Cup race on Sept. 30.

This test was more eventful than the first, with multiple incidents over the course of its eight-hour run.

The session had three incidents in the morning. Alex Bowman spun in Turns 3 and 4 of the infield road course – a sweeping right hander – and hit a tire barrier. His No. 88 Chevrolet received minor damage and the team replaced his splitter.

“It looks fast in a Legend Car but in a Cup car you’re barely on the throttle for most of the infield,” Bowman said. “It’s just different.”

Ryan Blaney went to a backup car after he wrecked in the same turn, damaging his left rear when he hit the tire barrier.

Erik Jones also spun in the same turns, but didn’t hit anything.

Joey Logano described the sequence of turns as “sketchy.”

“It’s an off-camber, downhill entry to Turn 3 and it’s pretty tough,” Logano said. “I was actually here last week doing something for Snap-On and had an old Cobra here running around. I went into Turn 3 and chased it up the race track in that thing. I said, ‘This is pretty loose corner. I wonder if we’re going to fight that in our cars?’ Pretty quickly I realized, ‘Yes, we are going to fight that quite a bit.’ The corner itself, you’re turning right, no banking and you’re going downhill and the car’s super, super loose there.”

Clint Bowyer echoed Logano in calling Turn 3 “sketchy.”

“I think I would use sketchy,” Bowyer told NBC Sports’ Marty Snider. “Scary? I won’t go any further than that. It’s just sketchy. From the time you get on the race track to the time you’re getting off it, you’re just tip-toeing. There’s no room for error at all. The grip level, you get to sliding. Like in (Turn) 3, you get into sliding a little bit getting in there and you’re looking over at them tires and there’s no room.

“If that thing comes out from underneath of you … you’re going to hit hard. It’s not something you’re going to limp away from and finish the race. Your day is done. Game over. It’s the same for everybody. We’re kind of inching on it more and more.  …
“It’s going to wad up a lot of cars. There’s just not a lot of room to get out-of-the-way.”

The biggest wreck of the day came an hour into the afternoon session when William Byron lost brake pressure and plowed into the tire barriers located in Turn 1. Unlike Blaney, Byron did not have a backup car for the test and was done for the day.

The test was briefly stopped in the morning in order to remove a set of rumble strips from Turn 8, which exits from the infield section onto the oval’s Turn 1.

The strip was in place to help define the turn, but drivers ran over them as if there weren’t there, just like last week with the chicane on the backstretch.

“I think those rumble strips probably weren’t doing any favors to the tire, anyway,” Logano said. “Getting those out is probably good. It probably gives Goodyear a margin to work with, which is a good thing. We’re going to run the same line anyway.”

Also part of the test was AJ Allmendinger. The JTG Daugherty Racing driver was the first to experience the Roval in its earliest form in January 2017.

A year-and-a-half later, the former open-wheel and sports car driver said “I have no advantage here” due to every team getting the opportunity to test on the road course.

Allmendinger expects a race filled with contact.

“Through the infield, it’s fairly narrow,” Allmendinger said. “Maybe once you get all the cars here, whether it’s Xfinity, Cup, (it will) kind of clean up both lines through the infield, because right now if you just miss your apex a little bit, you slide all the way through the corners. … But in general, through the infield I think there’s going to be a lot of contact.”

Allmendinger wasn’t the only driver getting a second taste of the road course.

Roush Fenway Racing’s Trevor Bayne took part after being in a test back in March.

“From that test to today they’ve added a lot of high-risk situations to the race track,” Bayne told NASCAR.com. “You’ve got a (tire) barrier back there between the chicane and what’s the oval Turn 3 and 4. That barrier is pretty risky. Used to, when you went through the chicane too fast you kind of just went off the curb, went straight, no big deal and you actually found you could make speed doing that.”

Bayne said the road course “does not provide a lot of opportunity to catch your breath, get your switches right or talk on the radio. Every part of the race track has some kind of a spot that can bite you pretty fast, so you have to be careful.”

TOP TIMES FROM TUESDAY’S TEST

1:16.9 – Kyle Busch

1:17.1 – Joey Logano

1:17.4 – AJ Allmendinger

1:17.4 – Ryan Blaney

1:17.4 – Clint Bowyer

Watch: Daniel Hemric’s 360-degree on-board camera at Charlotte road course test

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Last week four teams took part in the first Goodyear tire test on the road course at Charlotte Motor Speedway.

Among the drivers who experienced the 2.42-mile, 18-turn circuit for the first time was Richard Childress Racing’s Daniel Hemric.

Along for the ride with Hemric during the test was a 360-degree Virtual Reality camera.

Below is the result, a video that captures a few laps around the circuit, which includes the infield road course and most of the 1.5-mile oval.

You can click on the video and drag around the view or click on the directional pad in the top left corner.

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Race distance for Charlotte Motor Speedway road course still TBD

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CONCORD, N.C. — It still might be known as the Bank of America 500, but 500 kilometers might not be the distance of the first road-course race in the NASCAR Cup Series playoffs.

Charlotte Motor Speedway announced Wednesday in the media center during a break in tire testing that next year’s Round of 16 cutoff race would be 500 kilometers or about 130 laps on the 2.42-mile layout. Track officials said it would be the longest road course race on the circuit (roughly 90 miles longer than the events at Sonoma Raceway and Watkins Glen International).

That prompted a raft of buzz on social media about a 500-kilometer race that likely would be pushing at least four hours with two stage breaks and a few cautions (lap times were in the 90-second range during the test).

But in a statement early Wednesday evening, NASCAR wouldn’t confirm 500 kilometers as the distance of the Sept. 30 race.

Here’s the statement:

This week’s test provided valuable data that will be part of the equation in determining the distance for next fall’s race. We will continue working closely with our partners to develop the best event for fans and competitors alike.

Asked about NASCAR’s statement, Charlotte Motor Speedway spokesman Scott Cooper said the track still was planning for a 500-kilometer race.

“We’re learning a tremendous amount about the Roval from this week’s test,” Cooper said in an email to NBCSports.com. “Ultimately, we want the most challenging road course race for the drivers and the very best show for the fans, and we’ll continue to work hard to get there.”

A release from the track near the conclusion of the two-day tire test late Wednesday afternoon referred to next season’s race as the Bank of America 500 but didn’t specify the race’s distance.

Charlotte road course could be Talladega, Part II as Round of 16 cutoff race

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CONCORD, N.C. – There are many unknowns about the Charlotte Motor Speedway road course – passing zones, tire compound, even race distance – but Martin Truex Jr. said Wednesday there is one certainty.

When the new layout makes its debut as the Round of 16 cutoff race next season, playoff drivers will want to be assured of advancing ahead of time.

“I’m going to be hoping I’m going to win one of the first two in that round,” Truex said. “I’m going to put this right in there with Talladega.”

The Furniture Row Racing driver tested tires Tuesday and Wednesday on the 18-turn, 2.42-mile track (which incorporates most of Charlotte’s 1.5-mile oval) with Kurt Busch, Jamie McMurray and Daniel Hemric.

Busch said the layout was similar to the Daytona International Speedway road course but with a much smaller footprint that ratcheted up the intensity.

“There’s no room for taking a break or having a quick, deep breath down the straightaway,” Busch said. “As soon as you’re in high gear off turn 2, you’re in a chicane. Back through the gears, you’re downshifting on the brakes to go to the frontstretch chicane. It’s a very busy track.”

There is a 35-foot change in elevation on the course, which features two chicanes that track officials say are designed to encourage passing and provide an option for rain tires.

The transitions between the high-banked surface and the flatter road course make it tricky to navigate.

“There’s all kinds of craziness going on,” Truex said. “Turns 1 and 2 are pretty wild, narrow with concrete walls on both sides. Intimidating.

“It’s a unique track. I don’t know if I’ve run a road course anything like it because of the elevation changes, the bumps and the humps. Charlotte isn’t smooth to begin with and add in infield that has been around a long time, there’s a lot of swells in it. It definitely is interesting. It’s a unique challenge. I don’t know I’ve raced anything like it.”

The track announced the race distance as 500 kilometers, which would make it the longest road course race on the circuit, but NASCAR didn’t confirm the length of the first playoff race with right turns (saying “it provided valuable data that will be part of the equation in determining the distance for next fall’s race”).

Also in flux is the layout. Truex talked to Speedway Motorsports Inc. CEO Marcus Smith about adding some safety features such as curbing, runoff areas, tire barriers and walls.

Busch also has recommended eliminating Turn 8 to connect the seventh and ninth turn, reducing the number of slow corners on the track. “There are a lot of slow sections with turns 5, 6 and 7,” Busch said. “Those are good rhythmic corners. … (But) a 3,500-pound car going 35 mph too many times isn’t too exciting. We need to speed up the track a bit.”

Truex, who shaved 10 seconds off his lap time on the first day, estimated the top-end speed is about 175 mph and said the ninth turn (before entering the oval in Turn 1) is the slowest.

Where are the best passing zones?

“That’s a great question,” he said. “I can’t tell you that. Single-car runs so far, it’s hard to say. There’s a lot of places you can crash. I’m not sure about the passing yet.”

After starting on the Watkins Glen tire, it’s expected Goodyear could bring a softer tire next year for faster speeds and better grip. Lap times were in the 90-second range, which Busch said was slower than anticipated but illustrated the difficulty of balancing a tire between a high-speed oval and a road course that drove more like the technical Sonoma than the high-speed Watkins Glen.

“The corners are sharp, low grip and we have 800 horsepower, so we’re trying to put the power down and sliding the tires quite a bit,” Busch said. “The process is to work with Goodyear and Charlotte Motor Speedway to find things we can change safety-wise and recommend the shapes of chicane around the back straightaway and even the front straightaway section.”

Busch, who drove the No. 14 Ford in place of Stewart-Haas Racing teammate Clint Bowyer, said he volunteered for the race because of its playoff implications in 2018.

“It’s a cutoff race,” he said. “Teams better get their arms wrapped around it and their heads focused on it because it’s one of the most important races of the year. When it’s a new situation like this, there’s a lot of oddities and variables. Fans will see it.”

Indy President: Indianapolis and NASCAR are ‘about the oval’

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INDIANAPOLIS – Indianapolis Motor Speedway President J. Douglas Boles confirmed to NBC Sports that discussions were had about shifting the Brickyard 400 to the road course before the decision was made to keep the NASCAR Cup Series on the 2.5-mile oval

The track’s NASCAR weekend shifts from late July to Sept. 9 next year. The track will host the final Cup race before the playoffs begin.

Boles said Wednesday that the road course was considered an option but rejected for multiple reasons.

“As fans know and as we know and as NASCAR knows, the Brickyard 400 over the last several years has struggled,” Boles told NBC Sports. “We believe to continue to make it viable and frankly to grow it, we had to look at everything.

“We actually had a conversation about the road course in February in Daytona. Mark (Miles, CEO of Hulman & Co., INDYCAR and IMS parent company) and I met with the folks in NASCAR in New York City. We talked it through.

“Ultimately, the Indianapolis Motor Speedway is about the oval and NASCAR is about the oval. What makes this race special for the drivers is they get to drive on a track that Ray Harroun ran on, Wilbur Shaw won on, and you can recall the names that meant something to this sport.

“We felt committed to making the oval work.”

It was the heat, Boles said, that was the primary factor for the move to the fall. Boles noted the customer feedback from annual surveys and said that more than the racing product on track, heat was an overriding complaint.

“We survey our fans after every year,” Boles said. “The one thing we hear more than anything, the biggest complaint about the Brickyard 400 is the heat in the middle of the summer and you can’t shade this place. You can’t add more shade. The heat is the number one factor. We would make a move to move it out of the heat.

“Now we’ve moved it to an event where they will crown their regular season champion and they will set their 16 drivers for the playoffs. For us, that is another talking point.

“This addresses the number one concern that our customer has. The second or third, depending on the year, is that the race is just a race and doesn’t have real meaning to the rest of the season, so now we’ve also addressed that concern as well.”

One concern that arises from a September date is the potential of going head-to-head with the Indianapolis Colts. The NFL traditionally releases its schedule in April, so NASCAR will know whether the Colts are in town on Sunday, Sept. 9 well in advance.

Boles and IMS are already working toward an amenable solution.

“We completely understand it’s NFL season, and we’re in a city where the Colts are,” he said. “So we have begun those conversations, even ahead of announcing this with the folks at the Colts, so we can do the best we can to limit the weekends we go head to head with the Colts in this market.”