Kurt Busch — His contract expires after this season. Car owner Chip Ganassi has suggested in media reports that a deal will be done. Busch declined to discuss much about his contract status before the Sept. 29 race at the Charlotte Motor Speedway Roval, stating: “We haven’t really started talks. I felt like it was good to get the playoffs underway and go as far as we could comfortably. Man, there’s a lot going on and we’ll see how things play out. Again, it’s all about all the stars lining up with Chevrolet, Monster Energy, myself, Chip. For me, I feel like things haven’t progressed because of the focus on the playoffs.”
Daniel Suarez — He has said that both he and the team have an option on his contract for next year. He has remained confident that he will return to Stewart-Haas Racing to drive the No. 41 car and noted upcoming meeting should solidify his situation.
It’s the bedrock upon which superspeedway racing happily has rested for three decades in the interest of entertainment (and, ostensibly, safety in ensuring speeds are manageable enough to prevent cars from sailing over catchfences with disturbing regularity at Daytona and Talladega).
After an off-year in 2018, NASCAR found its sweet spot in Sweet Home Alabama this season.
The most arbitrary form of racing delivered by NASCAR’s premier series again felt as predictably unpredictable as it ever had since the restrictor-plate era began in 1988. There were colossal crashes, double-crossing duplicity and razor-tight finishes.
That was great for fans. It wasn’t necessarily good for Cup drivers.
Of course, it rarely is in the finicky and violent environs of Dega, which was unusually tame last year with only two wrecks of at least a half-dozen cars across 1,013 miles (this year, there were three times as many).
The knock on plate racing in 2018 was the lack of driveability. It’s hard to make passes when cars aren’t stable at 200 mph-plus in the draft.
NASCAR addressed this by raising spoilers to 9 inches with the advent of the spacers. That didn’t do much for handling, but it did punch a bigger hole in the air that caused massive acceleration in the draft and eradicated the “aero bubble” barrier that drivers said made it difficult for trailing cars to pass last year.
So the ability to catch the leader improved … even though handling didn’t nearly as much (look no further than Joey Logano’s in-car camera, which was a furious blur of hands manhandling the steering wheel on every shot).
That was a recipe for the return of the huge wrecks that felt like Dega of yesteryear. Holes in the draft vanished much more quickly, and blocking became futile as drivers scrambled (and often failed) to adapt to the higher closing rates.
As analyst Dale Earnhardt Jr. noted in the NBC broadcast, though the bumpers don’t line up as well with the Gen 6 as in the previous iteration (which spawned the nefarious tandem drafting), the bump-drafting has become even more aggressive in the era of stage points and playoff berths tied to wins.
With bigger runs coming from every direction, an increased susceptibility to being passed and cars just as unstable when in a pack, the lead no longer was the place to be at Talladega.
There were more lead changes Sunday-Monday (46, up from 38 in the April 28 race) than the combined total (40) for both 2018 races. There were 22,214 green-flag passes (59 per lap) at Talladega in 2019, up from 13,294 last year (35 per lap).
A NASCAR without restrictor plates?
Talladega still served up the action for fans — on a silver platter strewn with twisted sheet metal, of course.
The situations weren’t entirely analogous, but NASCAR’s non-call on the final lap Monday was reminiscent of its controversial non-call on Dale Earnhardt Jr.’s winning pass of Matt Kenseth in the April 6, 2003 race at Talladega. In both instances, officials claimed the spirit of the yellow-line rule wasn’t violated even though the letter clearly was.
Here’s how the rule was presented in the drivers meeting at Talladega: “Drivers, this is your warning. Race above the double-yellow line. If in NASCAR’s judgment, you go below the double-yellow line to improve your position, you will be black-flagged. If in NASCAR’s judgment, you force someone below the double-yellow line in an effort to stop someone from passing you, you may be black-flagged.”
It’s indisputable that, just like Earnhardt did in passing Kenseth 16 years ago, Ryan Blaney went below the yellow line before taking the lead for good Monday from Ryan Newman. It’s possible that contact with Newman caused Blaney to dip below the boundary, and that seems to be NASCAR’s explanation in why no call was made.
But it also seems like the rule demands that (as it did in 2003) a penalty should have been called on either Blaney or Newman. NASCAR can rule that “in its judgment,” Blaney didn’t intentionally go below the yellow-line to improve his position … but if that’s the case, it means he had to have been forced there, right?
As many have noted, manufacturer alliances at Daytona and Talladega were invented long before the 21st century. In the 1990s, Chevrolet and Ford drivers regularly worked together – when possible — to try to ensure their makes won the race.
Chevrolet’s decision to call an in-race meeting at Garage Suite 3 in full public view was ill-advised, at best. The references afterward to shilling Corvettes and watching PowerPoints were too clever by a factor of maybe 100, and they also were indicative of why the optics were problematic.
Chevy’s extremely disciplined approach felt too corporate, and it seemed micromanaged to the point of making Michael Scott blush. Chastising drivers for racing three wide instead of single file while still in Stage 1 is hardly palatable to anyone in NASCAR, which has an appealing undercurrent of cutthroat intensity (especially at Daytona and Talladega).
The focus on manufacturer alliances wasn’t all bad, though.
It forced some good discussions on awkward topics into the open, and it raised important issues about how much influence manufacturers and teams should have in effectively determining race winners. If younger drivers for midpack teams essentially are told to subjugate themselves for the greater good (or risk being stripped of perks), is that a just sacrifice at a track that might offer their best opportunity at winning all year?
That conversation got shoved to the forefront by the weekend’s manufacturer debate. And it was nice that none of it actually mattered at the conclusion of a race that featured a passel of unheralded underdogs vying for the checkered flag.
It also could be indirectly good for NASCAR while continuing to court new manufacturers to enter with its next generation engine (which probably won’t happen until 2023). With the overall decline in the corporate sponsorship spend over the past decade, there are few entities investing as much in stock-car racing as the automakers.
At least they got good bang for their bucks at Talladega, particularly if you ascribe to the idea that there is no such thing as bad publicity.
Ryan Blaney still isn’t a favorite to reach the Championship 4 this season, but Monday might be remembered as a turning point if the No. 12 driver eventually wins a Cup title.
There is enormous pressure on the 25-year-old to perform at Team Penske, which has been enjoying a worldwide results bonanza well beyond NASCAR that is impressive even for this storied organization. Never mind championship teammates Brad Keselowski and Joey Logano, Blaney also is competing against winners of the Indianapolis 500, Bathurst 1000 and Rolex 24. If he makes the playoffs but still goes winless this year, it gets noticed more than it would at a less successful team.
The confidence-booster of making every right move over the final two laps (including the bold decision to choose the outside for the lead on the final restart) should go a long way toward making Blaney feel his place is secure at one of racing’s greatest teams.
Joey Logano, William Byron among drivers in wreck with 24 laps left at Talladega
One of the first things Kyle Larson said after winning last weekend at Dover was that “everybody in this playoff field is going to be stressing at Talladega … except me.”
Talladega is here and it’s time for many drivers to stress. Except Larson, of course.
The playoff standings could be jumbled by the time the 500-mile journey at Talladega Superspeedway ends. Who will be collected in a crash? Who will get through the carnage and contend for the win?
Here is all the info for today’s race:
(All times are Eastern)
START:Edward Graham, assistant VP of Operation Christmas Child for Samaritan’s Purse, will give the command to start engines at 1:48 p.m. The green flag is scheduled to wave at 2:03 p.m.
PRERACE: The Cup garage opens at 10 a.m. Driver/crew chief meeting is at noon. Driver introductions are at 1:15 p.m. The invocation will be given at 1:41 p.m. by Dr. Robert Jeffress, senior pastor of First Baptist Church of Dallas. The National Anthem will be performed at 1:42 p.m. by the 313th United States Army Band out of Birmingham, Alabama.
DISTANCE: The race is 188 laps (500.08 miles) around the 2.66-mile track.
STAGES: Stage 1 ends on Lap 55. Stage 2 ends on Lap 110.
TV/RADIO: NBC will televise the race at 2 p.m. Coverage begins with NASCAR America at 1 p.m. on NBC. Countdown to Green follows at 1:30 p.m. on NBC, leading into race coverage. Motor Racing Network’s radio broadcast begins at 1 p.m. and also can be heard on mrn.com. SiriusXM NASCAR Radio will carry MRN’s broadcast.