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Friday 5: Key storylines entering Daytona Speedweeks

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Eighty-three days after Kyle Busch celebrated his second Cup championship, the garage opens today at Daytona International Speedway.

And with it will be the sense of renewal and unbridled optimism that often pervades during the offseason and Daytona Speedweeks.

Such feelings are evident in drivers who think this is their year to win the Daytona 500 and with smaller teams that count on the race’s big payday to help fund their operations for the coming weeks. Hope also will be strong with those among the many driver and crew chief changes made since last year.

With all the good feelings entering Daytona Speedweeks, here are five storylines to watch:

1. When will Kyle Busch’s Daytona 500 drought end?

While Kyle Busch has won a summer Cup race at Daytona, three qualifying races, a Busch Clash, a summer Xfinity race, a Truck race, and an ARCA race, he’s never won the Daytona 500 in 14 previous attempts.

The closest Busch has come to winning the season-opening race was last year when he placed second to Denny Hamlin as part of a 1-2-3 finish for Joe Gibbs Racing that included Erik Jones finishing third.

David Pearson celebrates winning the 1976 Daytona 500 after a last-lap crash with Richard Petty.(Photo by ISC Archives/CQ-Roll Call Group via Getty Images)

If it is any solace for Busch and his fans, Hall of Famer David Pearson didn’t win his lone Daytona 500 until his 15th attempt.

Others who needed more years before winning their first Daytona 500 were: Kurt Busch (in his 16th start), Darrell Waltrip (17th start), Buddy Baker (18th start) and Dale Earnhardt (20th start).

Of course, some Hall of Fame drivers never won a Daytona 500. Mark Martin failed to win the race in 29 starts. Rusty Wallace didn’t win in 23 starts. Tony Stewart, inducted into the Hall of Fame last weekend in a class that included Baker, did not win the Daytona 500 in 17 starts.

With Toyota the presumptive favorite again this season — based on few rule changes and Toyota’s 19 wins in 36 points races last year — will this be the year that Busch wins the Daytona 500?

2. Putting the puzzle together

Car owner Roger Penske shocked many by jumbling his driver/crew chief lineup after his organization won six races and placed all three drivers in the top eight in points.

But as Brad Keselowski recently said: “We want to be great. We want to win championships. You’ve got to recognize that winning races is still a significant accomplishment in this sport. It’s great competition week in and week out, so winning is good but also emphasize that greatness is the championship. We didn’t win it. It means we’ve got work to do.”

Todd Gordon (left) will serve as Ryan Blaney‘s crew chief this season. (Photo by Jared C. Tilton/Getty Images)

Daytona marks the debut of the new combinations. Keselowski is paired with crew chief Jeremy Bullins. Joey Logano is teamed with crew chief Paul Wolfe, who led Keselowski to a championship in 2012. Ryan Blaney is working with Todd Gordon, who guided Logano to the Cup title in 2018.

Other new pairings to watch include Martin Truex Jr. and James Small, who takes over with Cole Pearn leaving the sport, and Chris Buescher and Luke Lambert, who both come to Roush Fenway Racing from other teams.

Crew chief strategy often is limited at Daytona because of the need for cars within the same manufacturer to work together (i.e. pit at the same time), but Speedweeks can be valuable for new driver/crew chief pairings with communication. After Daytona, Cup teams race seven consecutive weekends before the Easter break in April. If the communication falters, the results may not be as good.

3. Will the chaos continue?

Last year’s Daytona 500 saw 36 of the 40 cars involved in a crash, according to NASCAR’s race report (Racing Insights, which supplies statistics to NBC Sports, had 37 cars involved in accidents).

“It’s incredible to me how many times we were able to crash in the last 10 laps,” Jamie McMurray said after last year’s race, his final Cup start.

“Brains come unglued,” Kyle Busch said after last year’s race. “That’s all it is.”

Just a portion of the chaos in last year’s Daytona 500. (Photo by Brian Lawdermilk/Getty Images)

There were three cautions, including two red flags totaling nearly 40 minutes, in the last 17 laps. Those incidents collected 29 cars and forced the race to go seven laps beyond the scheduled distance.

Such destruction has become a trend. The past three Daytona 500s have seen an average of 32 cars involved in accidents. 

Last year’s Daytona Speedweeks was especially tough on Cup car owners. A total of 60 cars were involved in accidents in practices, qualifying races, the Busch Clash and the Daytona 500. That was an increase of 16.7% from the previous Daytona Speedweeks.

As another Speedweeks begins, key questions are how many cars will be damaged, how will that impact teams and who can emerge from the chaos to win?

4. Who steps up in this pivotal contract year?

Kyle Larson, Ryan Blaney and Brad Keselowski are among the drivers in the final year of their contract this season.

Who will drive this car in 2021? (Photo by Robert Laberge/Getty Images)

What better way to have some leverage at the bargaining table then to be the reigning Daytona 500 champ?

Silly season could be frenzied with several drivers, including Erik Jones, Alex Bowman and Clint Bowyer, among those in the last year of their contracts. A strong start could build momentum over the next several weeks and help drivers remain in their current spot or find a tantalizing ride elsewhere.

One thing is for certain, the No. 48 is open next year with Jimmie Johnson set to step away from full-time Cup racing after this season. 

5. Hailie Deegan’s Daytona debut

The 18-year-old makes her debut on Daytona International Speedway’s oval with today’s ARCA practice sessions. Of course, she was on track a couple of weeks ago in the IMSA Michelin Pilot Challenge race.

Hailie Deegan will compete in her first race on Daytona’s oval this weekend. (Photo by David Rosenblum/Icon Sportswire via Getty Images)

Deegan left Toyota’s development program for Ford in the offseason and will drive full-time in the ARCA Series for DGR-Crosley. She won three races in what was called K&N Pro Series West over the past two years.

Deegan’s move to ARCA will be watched closely at Daytona and throughout the season. She has the best funding and resources among any female drivers in NASCAR.

Some may view her as the next Danica Patrick but Deegan and her family are wanting to take a more measured approach to moving up the NASCAR ladder.

Deegan understands what’s at stake. She said last month during sports car testing at Daytona that “this is the year that’s very important and crucial to my career because it decides contracts for years out with sponsors getting behind you for the higher levels.”

It all starts this weekend for her.

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Matt DiBenedetto: Indy road course ‘everything we could ask for’

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After a morning spent testing on the Indianapolis Motor Speedway road course, Matt DiBenedetto admits the circuit is “tougher than I thought,” but that its 14- and 12-turn formats have “everything we could ask for” competitively.

The Wood Brothers Racing driver piloted a No. 22 Team Penske car around the road course for the only scheduled test ahead of the Xfinity Series’ debut on the circuit July 4 (1:30 p.m. ET on NBC).

“The part that I like the most about this course is that it actually does have multiple passing opportunities, and that was one of the things we wanted to evaluate is how it’s going to race, how technical it is in the passing zone,” DiBenedetto said during a press conference between test sessions.

“So the cool thing is what we love as road racers is heavy braking zones. Clearly, the end of the front straightaway here, you have a very heavy braking zone. You also have another long back straightaway getting into Turn 7, which is a heavy braking zone. And then on the 14-turn course, you have another braking zone coming into (Turns) 12, 13, and 14. When you come up onto the short chute, get on the brakes, get on there.

“There’s high-speed stuff. There’s low-speed stuff. So it’s pretty much everything we could ask for from a competitor’s standpoint for raceability. Also, the little chicane back there coming on the back straightaway is really technical. I’m still figuring out my approach to that. There’s a lot of different elements to the racetrack that makes it exciting.”

DiBenedetto described how the Indy track compares to other road courses that NASCAR series compete on.

“Coming off of that chicane, exiting it, I’ve made comparisons to Sonoma already,” DiBendetto said. “Then some of the low-speed stuff, where you’re in either first or second gear, I’ve compared to Mid-Ohio, which is also a really neat course.

“And then I guess you could compare it to maybe a Watkins Glen or something, where you’re flying down the front straightaway and then you have a real heavy braking zone, which is perfect, which allows the opportunity to pull out and try and pass people and outbrake and all those different things.”

DiBenedetto said there is “no doubt” there will be physical racing come July.

“There’s a lot of areas not only to try and outbrake and pass, but actually set up in the prior corner, to set up for those passing zones and things like that,” DiBenedetto said. “There’s some low-speed stuff where people might just use their bumper and knock them out of the way, whatever. So there’s opportunities for all of that.”

The main goals of the test were to gather data that will help NASCAR determine which road course format to use, how long the race will be, evaluate safety concerns and to gather info for Goodyear.

Wayne Auton, Xfinity Series managing director, said Goodyear brought tire setups from the Xfinity Series races at Road America and Mid-Ohio, as well as the Charlotte Roval. The morning session had DiBenedetto using the Roval tires.

“Goodyear is getting a lot of data with Matt’s feel inside the race car,” Auton said during the press conference. “And going down into this long straightaway and into that real slow Turn 1 area … Matt’s done us a great job, and we’re getting a lot of input. We’ll do some maybe 10-lap runs here this afternoon and see what we find out from that and take that back, and then we’ll decide on which course we’re going to run.”

Auton said that video from a GoPro camera placed in DiBenedetto’s car will be shared with drivers who will compete in the July 4 race (DiBenedetto will not be eligible to compete due to conducting the test) and that some data collected by Team Penske would be shared with competitors.

The main difference between the 12- and 14-turn layout is the final section of the circuit, which empties from the infield road course onto what is Turn 1 of the oval. In the 12-turn format, cars drive completely through Turn 1 (Turn 12) heading the opposite way Cup cars will drive when they race on the oval for the July 5 Brickyard 400 (3:30 p.m. ET, NBC)

On the 14-turn layout, after returning to the oval from the infield portion of the road course in the short chute between Oval Turn 1 and 2, there is sharp right-hander (Turn 12) toward the infield, followed by a left-hander (Turn 13) which leads back to the frontstretch (Turn 14). It is the same portion of the track IndyCar uses for its race on that circuit two weeks before the Indianapolis 500.

DiBenedetto said both the 12- or 14-turn format “would put on great racing.”

“The 14-turn course, you’re coming up on that short chute, and it’s right on edge, and you get to brake right next to the wall there (in the short chute between oval Turns 1 and 2), which is pretty cool, and it’s just really unique. I can’t compare that to anything actually. So that’s a cool technical passing zone opportunity.

“Then on the 12-turn course, it spiked the old heart rate pretty good coming through backwards through oval Turn 1 … That was very weird.”

 

Friday 5: Rule change is chance for drivers to go back in time

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Jeff Gordon marveled as he watched Brad Keselowski and Kyle Busch run nose-to-tail or side-by-side lap after lap for the lead late in the 2017 spring Cup race at Martinsville Speedway.

“These are the two of the most equal race cars and one of the best races for the lead I’ve seen here at Martinsville in a very long time,” said Gordon, a nine-time Martinsville winner, on the FS1 broadcast.

Keselowski and Busch rarely seemed apart for a spell within the final 100 laps, whether it was Keselowski pressuring Busch or Busch doing the same thing by closing on Keselowski’s rear bumper.

It is the type of racing NASCAR hopes will return with the announcement this week of a short track package, which includes a smaller spoiler, that shares similarities to what was run in 2017-18.

What makes that 2017 spring Martinsville race stand out is how close Keselowski and Busch ran to each other before Keselowski won.

It contrasts the 2019 spring race, which featured a larger spoiler as part of the high downforce package used at all tracks. Keselowski led 446 of 500 laps that day. Runner-up Chase Elliott could not run close to Keselowski for long. 

Brad Keselowski celebrates his 2017 Martinsville win after a duel with Kyle Busch. (Photo by Sean Gardner/Getty Images)

Keselowski explained to NBC Sports the differences in those packages and why the cars could run closer together in the 2017 race than the 2019 race.

“You’re able to brake differently, the cars were harder to stop, they had a smaller spoiler, so you had to really use a lot of finesse to work them down into the corner,” Keselowski said of the package used in 2017-18. “You didn’t lose the nose as quickly because you weren’t using aero as such an assist in the middle of the corner.

“If you had asked me earlier in my career if I thought aero would come into play at Martinsville, I would have said you were crazy. Same thing I would have said if you had told me that the cars would make almost 4,000 pounds of downforce. Those two conversations go hand in hand.

“The 2019 car, the easiest way I know how to explain this … at full speed at the tracks that we ran at, if the race track would have been inverted, the car would have stayed on the racetrack. That’s downforce. … It’s to a point where it could be a Hot Wheels track and we could run upside down. That tells you how much assistance the cars were getting from the air.”

The short track package will be used at all ovals 1 mile or less and the three road course events for a total of 14 races this year. Eight of the season’s final 15 races, including five in the playoffs, will be run with this package. The championship race at Phoenix will use this short track setup.

“Making this change is certainly a step in the direction of putting the racing back in the drivers’ hands and out of aerodynamics’ control,” Keselowski said. “More times than not, but not always, the result is better for the fans. I think it’s a win as a whole.”

2. Tire change with short track package

One of the complaints drivers and teams had last year was the lack of tire wear during events. Without such wear and tire falloff, drivers found it more challenging to pass, particularly at short tracks. 

With the lower downforce package at short tracks this year, Goodyear will construct a tire intended to wear more, said Greg Stucker, Goodyear’s director of racing.

“We are going to make some changes,” Stucker told NBC Sports about the tire that will be used with the short track setup.

“From a traction, from a grip-level perspective, I go back to what we learned at the Martinsville test that we had there in July, what we learned at our Richmond test back in October. Granted that was in the Next Gen car, but we were able to evaluate some things and learn some things about Richmond and the same thing with Phoenix because we evaluated several different compounds. We got different reference points at those two tests along with stuff we’ve done in the past at those two race tracks testing-wise. We were able to formulate a plan to go a little softer than what we have been.

“Even understanding that the downforce is coming off, on top of that, we’re going to go ahead and take a step in trying to increase the grip level mechanically, which will also result in higher tread wear that, hopefully, will fall off.”

With a new short track package and a tire intended to wear more, will NASCAR need to use the traction compound (darker portion of the track) at Phoenix again this year? (Photo by Matt Sullivan/Getty Images)

Goodyear will not do any testing before the first race with the short track package — Phoenix on March 8 — because there isn’t enough time.

NASCAR met with drivers, teams, Goodyear and others in Nashville before the December awards banquet to devise a course of action for the short tracks. That followed NASCAR President Steve Phelps saying before the season finale in Miami that “our promise to our fans … is that we are going to provide the best racing we can at our short tracks.”

One issue that has not been determined is if the traction compound applied in the corners at Phoenix Raceway last year will be reapplied for the March race. With a new short track package and a new tire, the traction compound might not be needed.

“Our opinion, and I think everybody’s is … (the traction compound) is to enhance the multiple racing lines, it is enable multiple grooves to come in at a particular track,” Stucker said. “We’re not in favor of just applying traction compound on a racetrack just to go faster. That’s not the goal.”

3. Decisions, decisions

Among the challenges for some teams with the short track package is determining how much wind tunnel time to devote to that setup and to the higher downforce package used at the bigger tracks.

NASCAR announced in October that organizations would be limited to 150 hours of wind tunnel time in 2020.

While the short track package shares similarities to what was run in 2017 and ’18, it’s not the same. Jimmy Makar, senior vice president of racing operations for Joe Gibbs Racing, said that wind tunnel time will be important for the short track setup.

Makar told NBC Sports that it will be a “challenge” to properly divide the wind tunnel time between the low downforce and high downforce packages.

Even with simulation programs playing a greater role for teams, Makar says wind tunnel testing is still vital.

Kyle Busch scored his second Cup title in five years in 2019 for Joe Gibbs Racing. (Photo by Sean Gardner/Getty Images)

“You can learn a lot of basic things in (simulation) and kind of get your preliminary ideas and thoughts together and then apply them in the wind tunnel to get your final decision on how that change worked,” Makar said. “The wind tunnel, I think, probably is still your closest thing to the racetrack.”

Other key decisions for teams will come as the year progresses.

Teams will have to decide how to allocate resources in preparing high downforce cars, low downforce cars and also the Next Gen car that debuts in 2021.

“It does create a bit of a different challenge because it is that much different,” Makar said of the Next Gen car. “It’s completely, uniquely new to us. Just looking at the car and how things bolt together, it’s a big learning curve for all the teams. It’s not like over the years when you had a body change or an aero package change, it’s still the same car.”

Makar said one thing that will help is that with NASCAR putting a freeze on teams developing new parts, those crew members can focus on the Next Gen car.

Another key issue will be for any organization that has multiple teams in the playoffs — and even multiple teams in the final eight or the championship race. Go all in on a championship or work on the Next Gen car to begin next year strong?

“In my view, the obvious thing is (this year’s) championship is the first and foremost goal,” Makar said. “That’s what we have to focus on. That’s the next thing in line.”

4. His turn

The recent shuffling of drivers and crew chiefs at Team Penske could have some fans of Brad Keselowski feeling down.

Car owner Roger Penske split Keselowski and crew chief Paul Wolfe, sending Wolfe to work with Joey Logano. Penske also moved Logano’s crew chief, Todd Gordon, over to be with Ryan Blaney. That left Jeremy Bullins, who had been Blaney’s crew chief, to join Keselowski.

So what would Keselowski tell his fans about now being paired with Bullins?

Jeremy Bullins moves over from Ryan Blaney’s team to be Brad Keselowski’s crew chief in 2020. (Photo by Jeffrey Vest/Icon Sportswire via Getty Images)

“First thing I’d tell my fans is that Jeremy is the only Cup crew chief at Penske of the three that hasn’t won the championship,” Keselowski said. “The way I see it, he’s the next one to win one.”

Keselowski is focused on this season but he did tell NBC Sports that “I’m super proud of everything we were able to do as a team with Paul as crew chief and everyone else that was on the team at that time. I haven’t really spent much time looking out the rear window because I can’t change anything. So I’m looking out the front windshield.”

With a new crew chief will come new demands.

“I’m sure that Jeremy and the team are going to challenge me to be better,” Keselowski said. “I think that’s healthy. I’m going to do the same with them. I guess I view it as a complete blank slate. Our goal is to be the best and win the championship in 2020.

“What’s great is that we all have enough experience for that to be a realistic opportunity. If you combine that with our willingness to try new things, I think it could be a lethal combination.”

5. A name to remember

Cannon McIntosh’s assignment last fall was to write an essay about himself as if the high school junior was preparing a college application.

He felt good about what he wrote.

Until he got his grade.

A zero.

McIntosh’s instructor thought what McIntosh wrote was not true, that it had been plagiarized. No way, the teacher assumed, this student was a race car driver.

Cannon McIntosh (right) with Jay Drake, team manager of Keith Kunz Motorsports.
(Photo by Swikar Patel/TRD)

The situation was quickly rectified. Soon more than McIntosh’s teachers will know who he is.

The 17-year-old has been making a name in midget racing the past year and earned a ride with Keith Kunz Motorsports for this week’s Chili Bowl as a Toyota Racing Development driver. Keith Kunz Motorsports has won the past five Chili Bowl titles, including the past three with Christopher Bell.

McIntosh, who grew up in the Tulsa, Oklahoma suburbs and has to only make a short drive to the site of the Chili Bowl, won his preliminary feature Monday night to earn his first berth in the Chili Bowl Nationals A main.

He can’t wait until Saturday night’s feature race.

“I’ve raced pretty much all the guys that are going to be in that feature,” McIntosh told NBC Sports. “I know what to expect, and I know what I’m going to have to bring to the table, racing against those guys.

“(Kyle) Larson and Bell are definitely going to be the ones to beat coming Saturday. I’ve raced them before and I know what to expect. I’m going to have to be on my game. No matter what happens, we did well, we made the feature. I’m just hoping we can put on a good show, let them know we were there to fight.”

Xfinity Series to race on Indy’s road course

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The Xfinity Series will race on Indianapolis Motor Speedway’s road course this year, track officials announced Wednesday.

The July 4 race, sponsored by Pennzoil, will take place at 1:30 p.m. ET and air on NBC. The Cup race on July 5 also will be on NBC at 3:30 p.m. ET.

“As all the Xfinity drivers are looking into this weekend, I think we’re all going to be excited to be (in) the first NASCAR road race at Indy,” Justin Allgaier said during Wednesday’s press conference. “We’re all going to want to win that first race. I remember the first time coming here and racing in the Xfinity Series how exciting that was.”

Matt DiBenedetto will test different configurations for the road course on Jan. 22, Ben Kennedy, NASCAR managing director, racing operations and international development, said Wednesday. Kennedy said DiBenedetto will not be eligible to compete in the Xfinity race in July.

Moving the Xfinity race from the oval to the road course is the first major move made at the track since Roger Penske’s company purchased the speedway. One of Penske’s priorities has been putting more emphasis on the track’s NASCAR weekend, which has suffered significant attendance declines for more than a decade.

“We look at the (Indianapolis) 500 and the success we have and this race, we had many, many fans here as we started and then we had the issue with tires (in the 2008 race that led to NASCAR issuing an apology) and other things,” Penske said about why the focus on the NASCAR weekend. “We really have not had the ability to fill the stands the way we want. I think it’s a challenge for us. It’s something we want to work on. So it became a priority for us.”

Penske Corporation’s purchase of Indianapolis Motor Speedway, the NTT IndyCar Series and IMS Productions became official Jan. 6. The sale to Roger Penske’s company was announced Nov. 4.

Penske discussed his plans for the track Jan. 9 on SiriusXM NASCAR Radio, saying: “I guess my first grade card is how we do in the first year in making a difference at the track in 2020. We’re completely focused on that. We’re going to make several millions of dollars of investments before the month of May. It’s not to create more revenue or profit bottom-line, it’s entirely what can we do to make the guest and fan experience better.”

This will be the fifth road course event on the 33-race schedule for the Xfinity Series this season.

The other road course races will be May 30 at Mid-Ohio Sports Car Course, Aug. 8 at Road America, Aug. 15 at Watkins Glen and Oct. 10 at the Charlotte Motor Speedway Roval.

The Xfinity Series has raced at Indianapolis Motor Speedway since 2012. Kyle Busch has won four of those races. Other winners have been Allgaier (2018), William Byron (2017), Ty Dillon (2014) and Brad Keselowski (2012).

The plan is that track officials will need about 90 minutes to convert the track back to the oval configuration after the Xfinity race on July 4 before Cup teams will be able to practice. The first practice is tentatively scheduled for 5:05 – 5:55 p.m. ET and final practice is scheduled for 6:35 – 7:25 p.m. ET. Cup teams will qualify the morning of the July 5 race at the tentative time of 11:05 a.m. ET.

Other announcements about the Indy weekend are that Florida Georgia Line will hold a concert on July 4, a fireworks show and new infield camping.

While there could be a tire test at some point, there are no plans at this time for any additional testing other than the test with DiBenedetto next week. Penske said the focus of the test with DiBenedetto will be primarily to look at run-off areas.

“We will not be running at any speeds here next week, just with the weather,” Penske said. “If someone thinks we picked him to run this. This was a car that could be available.”

Roger Penske likes direction NASCAR, his organization are going

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The Captain likes what he sees in the waters ahead of him.

Roger Penske made a special guest appearance Thursday on SiriusXM NASCAR Radio’s “Trading Paint” and is bullish on what’s ahead for NASCAR as the series begins to implement a number of changes over the next few years.

Those include the change from one series entitlement sponsor as in past seasons in favor of four premier partners this season, as well as a revised schedule (with the potential of more schedule alterations in 2021 and beyond).

There’s also the highly anticipated Next Gen car slated for 2021, a push to attract additional car manufacturers and an industry-wide focus on cost cutting.

“One of the main things NASCAR is trying to do is take costs out,” Penske told co-hosts John Roberts and Chocolate Myers. “People say speed costs money, how fast do you want to go? But I think we’re at a limit where we have to go the other way.

“To me, the cost is key. The schedule is going to be different, I understand, but its also going to give other teams the ability to raise sponsorships and if the costs are cut by 30 or 40 percent, it’s going to allow new people to join the sport, which I feel is very, very important as we go forward.

“We need new owners, more new drivers that want to come in with maybe a new team, some of the new things they’ve announced on pit stops, and there’s a lot of discussions going on with NASCAR.”

Another area that Penske, who turns 83 next month, is also very bullish is even closer to home: the shakeup of shifting all three NASCAR Cup crew chiefs in his organization earlier this week:

“You have to look at the talent you have both on and off the track and people have been together a number of years,” Penske told SiriusXM NASCAR Radio. “It’s like any person in any job, people like a change and it motivates them.

“We felt we had three great guys and great drivers and we said, ‘Let’s change it up this year and let’s see what happens.’ This isn’t because anybody asked for it or not. … We sat down and said what can we do differently than to have a bigger spoiler or engine that can motivate our guys going forward. It was pretty much made before Christmas … and the guys are off and running.

“I think it’s good. You see people moving crew chiefs and drivers moving around, but this is part of our business plan and part of the way we run our business.”

To further illustrate Team Penske’s one-for-all and all-for-one mantra, the organization’s patriarch said there were no objections among the three crew chiefs that were shifted, nor their drivers.

“I don’t know who spun out or didn’t because they wouldn’t tell me, but everybody reported to work so that’s the only true test I can have,” Penske said with a laugh, before drawing serious again. “Everybody was on it and wanted to go forward.

“So let’s see what the result is. It’s going to be interesting. When you start working with someone new, there’s new ideas and it’s not the same old, same old. This business is moving so fast, we have to be better as a whole team, not just crew chiefs and drivers.

“We had a good season, it wasn’t a bad season, but it wasn’t a championship season and we’re in the business of winning championships. … Sometimes it makes sense to give someone another opportunity in another job and that’s what we did.”

Penske also addressed the acquisition of Indianapolis Motor Speedway and the IndyCar Series; the sale from Hulman & Co. officially closed this past Monday.

“I looked at it as an opportunity,” Penske said. “And to me, if the legacy can go down that we can take this track, none of us can say whether we did a better job than they did after 74 years.

“I guess my first grade card is how we do in the first year in making a difference at the track in 2020. We’re completely focused on that. We’re going to make several millions of dollars of investments before the month of May. It’s not to create more revenue or profit bottom-line, it’s entirely what can we do to make the guest and fan experience better.

“That’s what we want to do. We have a number of things on our mind and we’re going to announce a lot of those things on 100 days out. We’ll have some announcements that will be exciting and hopefully the experience will be what we expect to provide to the guests that come to the track.”

The voice of the normally stoic Penske cracked slightly when asked what he thought when the sale was complete and the pride of 16th and Georgetown in Indianapolis was his after 74 years of ownership by the Hulman-George family.

“I did one thing,” he said, as his voice slightly quivered. “I looked up in the sky and said to my dad, ‘thanks’ because he took me there (for the first time) when I was 14 years old.”

Penske then continued about the significance of the track where his teams have captured a record 18 Indianapolis 500s.

“I’ve been there every year since that day in ’51,” Penske said. “It’s amazing what it brings to us. It’s an amazing place and certainly from our family, my son Greg who was very important in building California Speedway.

“I was fortunate here on the (January) 7th after we completed the transaction to be invited by the governor to go downtown and go to the (Indiana state) Senate along with Tony (George), Mark Miles, my son Greg and I and have the Senate read and approve a declaration of the day and many of the senators got up and spoke about the history of the Speedway and their families, and then we did the same thing at the (Indiana state) House. It was just amazing.

“Understand that this is the Holy Grail of the state of Indiana. They told stories about being in the state of Alaska in 1981 when Bobby Unser won the race and then they took it away because they looked at TV and said he passed when he blended — and they were arguing about it in Alaska.

“You just think about the reach of this place. Our responsibility is it’s a treasure, it’s iconic and something from my perspective, it’s just exactly what built our brand. … Certainly winning there 18 years, finally winning the Brickyard, winning on the road course, you can’t just say it happens. It takes so many great people that have given us the opportunities to be winners, so I just have to thank them. And I thank my dad … and here we are.”

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