“Opportunities like this are things I’ll never forget for the rest of my life,” DiBendetto said during a break in the test. “I’ll be able to say forever, ‘Hey, I got asked by Mr. (Roger) Penske himself, that whole team, by NASCAR, folks at IMS, everyone, to come and be the first ever to run the road course (in a Team Penske Xfinity car).”
The day after the Indy test, DiBenedetto said moving from Leavine Family Racing over to Wood Brothers Racing has been “hard to process.”
“It’s crazy,” DiBenedetto said Thursday on SiriusXM NASCAR Radio’s “The Morning Drive.” “I was talking to Kyle Petty and he said it even better than I could. He said, ‘Matt, you will never driver for a better group of people the rest of your life. You will be part of that family for the rest of your entire life. You’ll be driving for them and a part of history.'”
Petty, an analyst for NBC Sports, drove for the Wood Brothers from 1985-88, winning his first two Cup races in that time.
“It was just amazing some of the things that he said and how amazing a family that they are,” DiBenedetto said. “The opportunity, as everyone knows, is unreal. It’s hard for me to put into words. My wife (Taylor) was crying endlessly when I got that opportunity. Her family has been huge fans of them for so many years. There’s so much history there.
“On top of that, what’s so amazing is if anyone hasn’t been to Stuart, (Virginia) and gone to the Wood Brothers Racing museum, they should. It’s worth the trip to go up there. What’s so cool to see is the amount of pride that they have. On top of all the history, them telling all the stories and how much pride they have for their race team and NASCAR is so unbelievable. Then to have a shot at going and chasing that 100th win this year is going to be such an honor.”
That 100th Cup win for the Wood Brothers would come with just one victory by DiBenedetto this season. It would also be his first Cup Series win.
Five of Wood Brothers Racing’s last seven wins, dating back to Petty at Richmond in 1986, have been via first-time winners in Cup: Dale Jarrett (Michigan, 1991), Elliott Sadler (Bristol, 2001), Trevor Bayne (2011 Daytona 500) and Ryan Blaney (Pocono, 2017).
DiBenedetto will pursue that trip to victory lane with crew chief Greg Erwin.
Erwin worked on the No. 21 the last two seasons with Menard, but has been a crew chief with Team Penske since 2013 in the Xfinity Series.
“We’ve put a lot of time into … spending a ton of time together, me, Greg and then also going to lunch, splitting up into groups and going to lunch with all the different guys on our race team,” DiBenedetto. “These guys are your family. I’m going to spend more time with my race team on the road than I will with my own wife this season. These guys are your family and you’re going to go to war with each other 38 weekends a year. … I’ve put a lot of emphasis on that and getting to know Greg, which we’ve meshed really well together.”
DiBenedetto’s process includes diligently inputing questions into his phone to ask Erwin later.
“It’ll be nine at night and I’ll be sitting on the couch and … I’ll put in my notes, ‘Oh, I want to ask him about this or this situation or if we’re this far into a run or if there’s a big split decision pit call, how would we communicate something, me or my spotter Doug Campbell,” DiBenedetto told SiriusXM. “It’s just more so going through all those questions so that when you do go to the race track you’re as prepared as possible and ready for how I communicate and how he communicates so we can all mesh as quick as possible and get out of the gates strong and go compete for those wins.”
Even after Wednesday’s test, DiBenedetto is “a little overly eager” to get back to the track.
“(His wife) realizes I’m getting extremely bored,” DiBenedetto said. “She’s like ‘You need to go to the dang race track, good lord you’re getting on my nerves.'”
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 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.”
Due to DiBenedetto taking part in the test, he will not be eligible to compete in the race.
While there could be a tire test at some point, there are no plans at this time for any additional testing other than DiBenedetto’s. New track owner Roger 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 during the announcement. “If someone thinks we picked (DiBenedetto) to run this. This was a car that could be available.”
The high for Wednesday in Speedway, Indiana, is not expected to top 40 degrees.
The July 4 race will be the fifth road course event on the 33-race schedule for the Xfinity Series this season.
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.
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.
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.”
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.
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.
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.
“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.”
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?
“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.
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.
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.”
Paul Wolfe thinking about little things after move to Joey Logano’s car
“Doesn’t seem like a very big change because we’re all in the same company,” Wolfe said Monday on SiriusXM NASCAR Radio’s “Tradin’ Paint.” “There’s so many little details and things that go along with the change. It’s (made what would) typically (be) a calm January for us without any testing, it’s left us with plenty to do and plenty to think about.”
Before the shakeup, Wolfe and Keselowski were the longest active driver-crew chief pairing in the Cup Series, dating back to 2011. Before that they had one season together in the Xfinity Series.
Now Wolfe holds the role Todd Gordon had on the No. 22 team starting in 2012 before Logano took over the ride in 2013. Jeremy Bullins moves into Wolfe’s spot, while Gordon is paired with Ryan Blaney on the No. 12.
“(I’m) just trying to keep track of which hauler I’m supposed to walk into now,” Wolfe said. “When you walk into the 2 (hauler) for 10 years and the Miller colors. Now being on the 22, there’s been plenty of confusion when guys are talking about cars and car numbers. We’ll have to get all that sorted out.”
Added Wolfe: “The short time Joey and I have been together here, it’s only been just a week, it really gets you thinking about things that just kind of became natural for you when you’ve been with someone, with a team for 10 years, just the way you go about business everyday and how you look at things and your approach into a race weekend.”
Wolfe said he and Keselowski were “fortunate enough” to have a decade run that saw them win the 2012 Cup title (Team Penske’s first) and 29 Cup races, including the 2018 Brickyard 400 (Team Penske’s first win in the race) and the Southern 500 (the team’s first Cup win at Darlington since 1975).
Wolfe cited Penske when he referred to how differently he, Gordon and Bullins approach their job.
“Roger always says we all have the same cars … and everyone’s got the same equipment,” Wolfe said. “I don’t play golf, but he makes a reference to everyone holds their seven iron a little bit different. I think that’s kind of the same way with the drivers and the crew chiefs. We all have the same tools and things to work with, but there’s different thoughts and ideas and theories on how to make it all work and how to use all those things.
“Trying to understand where Joey’s at on some of those things. Brad and Joey are both winning, championship drivers. But with that being said, they have different styles and techniques and ways they see the race play out. Trying to really understand and get the communication part down.”
Wolfe and Logano won’t be in a garage together until Feb. 8 for the Cup Series’ first practice sessions at Daytona International Speedway. In the meantime, the new duo is figuring each other out with the help of simulators.
“(You) try to understand Joey’s level when he’s telling us a car is a one or a two or a three loose,” Wolfe said. “You try to understand, ‘OK, how much of an adjustment is that for Joey or what do we need to do to fix that complaint?’ Now we have simulators and that’s the next closest thing we’re going to do to getting on the race track.
“The simulators have come a long ways and they still could be better and we’re working with them to try and make them better. But there’s definitely one thing that it is good for and it’s just that communication piece and making changes and trying things and just talking on the radio to understand a little bit of the lingo.”