If you were watching the race on TV Saturday night, it looked like Texas Motor Speedway had a really great crowd. In fact, the Speedway reported a crowd of 168,400. That’s nearly one and a half times the capacity of Cowboys Stadium. A heck of crowd – if it stood up to scrutiny.
The grandstands at Texas can hold 122,377. Total infield capacity is 53,000. So if the grandstands were completely full (which they weren’t) that means there would have had to have been 46,023 in the infield (which there wasn’t).
I think we all can agree that 168,400 is a little unbelievable and that Eddie Gossage and to be fair, most tracks, have a knack for fiction when it comes to attendance figures. Still I have to hand it to the track, to SMI, and even to ISC because they have been doing a fantastic job this season distributing crowds throughout the grandstands – whether on purpose or accidental.
Take this weekend – on TV the main and backstretch grandstands looked nearly full from end to end. The reality is, on the frontstretch there were holes here and there, especially down low, at the ends and up high under the suites. And the backstretch was spotty. The same was true at California and to a lesser extent at Martinsville.
A recent innovation for the tracks has been finding unutilized grandstands and covering them with sponsor signage – a new addition at California this year. Charlotte Motor Speedway used to have seating that extended up under the suites in the turn two grandstand – no more.
The truth is, I don’t think any of this is bad (other than the exaggeration of attendance numbers). Most of the tracks on the Cup circuit were ridiculously overbuilt – and tracks throughout have been tearing down grandstands in recent years. Even with smaller than capacity crowds, these tracks have attendance that far exceed their nearest sporting competitor on any given week.
The crowds have been better this season, and these moves lesson the story and issue of attendance. I think anything that gets people more focused on the racing and less focused on the periphery issues is an OK thing.
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I’ve been a big advocate through the years of removing California’s (or should I say Auto Club’s) second date. I’m just not a fan of the track. So I of course thought it was nothing short of a brilliant move last season when ISC took that second date and gave it to Kansas. As we’ve all seen through the years, the racing at California has been, well, sub-par. I was pleasantly surprised though on Sunday to find a race that wasn’t as spread out as usual and didn’t have a run away winner.
Through the first 75 laps of the race, the chatter on twitter was noticeably in favor of a caution, somewhere. And finally on lap 76 debris (somewhere) brought out the first caution of the race. From there, there were three more cautions through the remaining 121 laps. That meant closer fields and tougher racing situations.
Through the shortened 200 lap race (last season it was a 250 laps, though the fall race was the same) we saw 18 lead changes and 10 different leaders. Oh and did you see that finish?
With just nine laps to go, Kevin Harvick, who hasn’t had a spectacular season thus far, managed to make up four spots on four teams that had been running very well all day. Out of the last turn on the last lap it was Harvick who came up victorious – as they say, if you’re only going to lead one lap, that was the lap to lead.
He silenced all the RCR doubters, and showed he’s still here this season. Welcome back Kevin. And who would have thought we would see that at California? I certainly didn’t.
Harvick’s win made him the fifth different winner in five races – that’s a pretty solid start to the season if you ask me. California hasn’t produced solid races of late, but like everything this season, the race left me more than satisfied.
What did you think about the race? Did you like what you saw? Are you sad there’s just one race at California this season? Feel free to use this as your California open post!
An Owner’s Points Update
We’re five races in, so you know that means – our top-35 finally resets for this year. With competitive and full fields, that guaranteed spot is as important as ever.
Updating TC’s post from the other day, here are the five above and below that ever important top-35 mark.
30 Teresa Earnhardt 1 +30 31 Joe Gibbs 20 +26 32 Barney Visser 78 +25 33 Frank Stoddard Jr. 32 +10 34 Robby Gordon 7 +2 35 Bob Germain 13 0 36 Richard Petty 71 -6 37 Tommy Baldwin 36 -9 38 Brad Jenkins 37 -9 39 Bob Jenkins 38 -12 40 Roger Penske 77 -13
Filed under: Clint Bowyer, Tony Stewart, NASCAR Fans, NASCAR Tracks, NASCAR
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The NASCAR teams have a home game this week, as both the Nationwide and Cup Series will take to Charlotte this weekend. As the teams look forward to sleeping in their own beds this week, we’ve got the 96th round of reader questions and answers. If you don’t know what this post is, we answer any and all reader questions every Wednesday, right here. So if you’ve got one, click on the ”Ask the Insiders” tab at the top of the page and send one to us. On to the questions…
1. From Dan:
Great web site and lots of inside information a must every day. The question that I have is the following. Why on the TV broadcast after the race I notice that the teams are removing the new shark fin spoilers from the roof, rear window and trunk lid. Why remove these items at the track and before loading the cars into the haulers? I have seen it several times?
To be honest, I’m not 100% sure on this answer, but I believe it’s because the shark fin is too tall for the trailers. The fin on the rear window sticks up above the roof line, and the cars just barely fit into the trailers as they are. – T.C.
2. From Rowan:
Hi guys, great site, love it. Do you think Kenny Francis will stay with the number 9 team @ RPM next season? In Australia we have series called the Masters for cars that raced back in sixties and seventies. Do you think NASCAR would introduce a series similiar where we could see those old Dodges, Plymouths, Torino s and Chevys back on the track again in battle? And last question Owen Kelly drove the Road America race is he still racing in the U.S.?
Thanks Rowan! It was all but announced this weekend Kenny Francis would go to Red Bull with Kasey Kahne (you probably already saw that). How exactly that’s going to work beyond next season remains to be seen. To your second question, I don’t think so. It would be entertaining for sure, but I’m not sure where they would get equipment. There are actually people who have classic race cars and race them in exhibition races – it’s not sanctioned by NASCAR though. As far as Owen Kelly, he drove for Baker Curb Racing at Road America, but I’m not sure if he’s done any other racing in the US since then. Maybe someone else knows? – Journo
3. From Steve:
I know you’ve said that all drivers at the Sprint Cup level have talent. But in your view, which drivers have the talent to get more out of their car than a so-called average driver? And which drivers seem to get less out of their car than would seem right given their equipment, support, etc.?
I think it’s a two fold thing: what can a driver get out of their car, and what they can communicate about their car. Kyle Busch is very good at both of these things. And look at Kasey Kahne and Kenny Francis as a team that is good at both of these things (given their situation). In my opinion, Martin Truex is a guy who struggles to communicate and get everything out of his car (in comparison to his peers). – Journo
4. From Kim:
I don’t know what a crew chief makes, but seeing fines of $150000 takes my breath away. When a crew chief is fined for an infraction, do they have to pay it in one lump sum?. Do they pay it personally? Does the team pay it? Does it have to be paid before they come to the track for the next race?
Those fines are generally paid by the teams. NASCAR does allow for payment plans to be set up though should a team not be willing (or able) to pay a fine. As far as when fines have to be paid, as I understand it (section 12-3 in the rulebook) fines are to be paid promptly, but if that’s not possible they must be paid before NASCAR will approve the following year’s license for the person who received the fine. – Journo
5. From Thenewme:
Is ESPN TV trying to create the feeling that we are live at NASCAR races? They are doing a good job because we cannot hear the announcers. The mix of track noise is killing the commentary. We just turn the sound off.
Among the issues in an ESPN broadcast I’ve noticed that too. It’s called ‘nat sound’ – and I agree it is often too loud. It is kind of like you’re at a race though, you can’t hear the PA announcer over the cars – you can’t hear the broadcasters over the race. – Journo
6. From Mike:
Do you have a real idea how the 6 man over the wall crew is going to work next season? Have you talked to any of the truck guys about it? Does the fuel can act differently? Who is making the adjustments now?
It won’t be drastically different than what we have now. Stop times may slow down some early on, partially through inexperience and partially because the new cans don’t dump as quickly. But give the teams some time with it, and improvements will be made. You will still have five guys changing the tires, and adjustments will be made by the rear tire carrier. – T.C.
7. From dwiltone:
Something I have thought of a few times before. Is there at any time, short of loading and unloading, any reason for anyone other than the drivers to actually drive the race car? How about an older car? I mean. Ya’ll do what you do because of your love of racing. Ever have two seats in the car just to give the guys a spin so to speak? Thanks you 2.
There are times when cars will be driven around the shop complexes, but usually not at the race track. When cars are moved at the track, they are always just pushed around by the teams. For those guys who really want to experience a race car, most just go out and race. There is pretty good percentage of guys who either raced previously or still race, whether it be latemodels, go carts, or something similar. – T.C.
8. From Gabriella:
A newbie question: I’ve figured out that there’s a sub-race off pit road, but what I don’t understand is how those drivers flying out of pit road merge? E.g., what if the leader at the caution is the mighty Jimmie Johnson, who decides NOT to pit: where does he fit in the restart? Thanks!
They don’t really have to merge. At the end of pit road is a line, and the cars are put in order by who gets to the line first, second, third, etc. And if there are cars that are on the lead lap, but don’t pit, they stay behind the pace car and any cars that pitted line up behind them. So if JJ is running 5th, but he stays out and everyone else pits, JJ is the leader. – T.C.
9. From Denny:
I know every year we have all of these great rumors throughout the season. I was wondering if you are hearing any rumors of a major Cup/Cup Lite team making a manufacture-swap for 2011? Also been meaning to ask this question and this goes back to Chicago’s Cup Race. I am sure I heard one of the announcers mention either during or after the race that winner, David Reutimann’s #00 was running a new, improved intake manifold from TRD. Wouldn’t this take a long approval process from NASCAR? What was the deal with this?
The only team in either the Cup or Nationwide Series that I am fairly certain will switch manufacturers is the new Turner Motorsports. From what we’ve heard, the team will switch all the old Braun Toyotas over to Chevrolets. Other than that, I believe all the other teams are sticking with what they’ve got. To your second question, I didn’t hear anything about Reutimann using a new intake, but it’s certainly possible. Any new engine part would definitely have to go through an approval process by NASCAR, but I doubt it would be overly lengthy. - T.C.
10. From Fireball:
Are you aware of any team trying a four or three stud wheel. This would seem to speed up pit stops, but obviously less redundancy if a nut were missed?
I’ve never heard of a team trying a wheel with less studs. It’s certainly against NASCAR’s rules to use something like that, and I highly doubt NASCAR would ever approve something like that for competition. Outside of faster pit stops, I don’t really think there is an advantage to using a four or three stud wheel. – T.C.
11. From Mike:
Two questions: 1. What do you think are the chances we’ll see NASCAR at the new F1 track in Austin? 2. Have you heard anything about the future of Robby Gordon Motorsports or Robby’s career in NASCAR?
I would say probably not too likely (if they do actually get it built). It would require ISC, SMI, Dovor Motorsports, the Mattiolis, or Indianapolis to give up a date. I don’t see any of that happening. I’ve heard (I don’t know how good the info is) Robby is close on a sponsorship deal for all of his racing endeavors, but nothing is done. We’ll see. – Journo
12. From markh:
I noticed at Fontana the 18 team working on Kyle’s car under a canopy next to the hauler. What’s up with that? I’ve seen that on the Nationwide side before, but never on the Cup side.
They do that with a few of the Cup teams on their side of the garage, and I’m not really sure why. According to the Auto Club Speedway website, they have 100 garage stalls, so you’d think they could fit them all. For whatever reason though, the way they have the Cup garage area set up, that’s just what they have to do to to fit everyone in. -T.C.
And that brings yet another “Ask The Insiders Wednesday” to a close. Thanks to everyone who sent in questions. And remember, if you’d like to be a part of next week, click on the ”Ask the Insiders” tab at the top of the page and send your question in!
Filed under: Tony Stewart, NASCAR Tracks, Sprint Cup, FanHouse Exclusive, NASCAR
NASCAR is always one call away from controversy. This is a lesson that has been glaringly apparent over the last couple of weeks. One penalty gets them into trouble, and another doesn’t. Why that is, is really a matter of perspective.
Take today for instance. Clint Bowyer, fresh off his own controversy with NASCAR, was in the lead in the final 20 laps. Somewhere around lap 17 NASCAR threw a caution for debris on the backstretch. Bowyer was understandably not happy. He complained that the debris had been on the track for most of the the run.
Now exactly why NASCAR threw the caution at that moment is something I can’t answer, but the fact is, it didn’t help Clint Bowyer’s cause. Still it’s hard to argue the caution shouldn’t have been thrown. What if, for instance, that debris had gotten blown out onto the racing surface and Tony Stewart (or some other driver in contention) ran it over. It could have cut his tire down (it wouldn’t have been the first time a driver had his tire cut down by debris) and ended his day – and his shot at the championship.
For years drivers have enjoyed screaming about the ‘phantom caution’ or the ‘competition caution’ when it hurt them, while decrying NASCAR for not throwing a caution when they had their day ended because of debris.
From where I sat, the debris on Sunday looked worthy of a caution. Certainly it looked bad given who the leader was, and it’s probable that the piece of debris was on the track for most of that run. That doesn’t mean though that caution shouldn’t have been thrown.
I write this not to say I think NASCAR is right in every situation. I think there are definitely cautions that have been thrown in the not too distant past that are up for debate, but often NASCAR is left with a situation where they’re damned if they do and damned if they don’t.
As the sanctioning body of this sport NASCAR is often forced to make discretionary decisions. They won’t be perfect every time. And in the case of debris what one perceives as bad enough to throw a caution for is in the eye of the beholder.
Filed under: NASCAR Tracks, Sprint Cup, Joey Logano, NASCAR
Filed under: Jimmie Johnson, Kevin Harvick, Sprint Cup
Filed under: Juan Pablo Montoya, Sprint Cup
It was announced Wednesday that effective immediately, Todd Parrott would be replacing Drew Blickensderfer as crew chief for Matt Kenseth. The Crown Royal team finished eighth at Daytona, and I think the move has surprised some fans and maybe even some media folks. But with what happened last season, and what it took the 17 team to finish eighth at Daytona, the move might not be so shocking.
It’s been well documented that Kenseth and Blickensderfer got off to one hell of a start in 2009. In their first two races together, the duo scored two wins; Daytona and California. After those first two though, the team struggled for most of the rest of the season and failed to make the Chase. It was the first time in the Chase era that Kenseth wasn’t a part of NASCAR’s playoffs.
Fast forward to the 2010 season and this weekend’s Daytona 500. In the race he’d won just one year earlier, Kenseth struggled mightily with the handling of his car. He did however manage to bring home a top ten finish with the aid of a few green-white-checkered restarts and some good pit crew work. But, as they say, it was no picnic.
Over the course of the race, the 17 team made a number of changes to the car to help the handling including wedge adjustments, air pressure, track bar, a shim change, spring rubbers, and finally, a shock change! Not exactly how you hope one of these races goes.
In the Cup Series, especially for a team that expects to contend for the Championship every year, the setup of the car has got to be pretty close when the green flag drops. To make that many changes during the race, including two new front shocks is not good. By the time Sunday rolls around, the setup should only require small tweaks to keep up with the changing conditions during the race. Wholesale changes, like those that it took to get the Crown Royal Ford competitive, make Blickensderfer look incompetent.
I believe last year’s performances, together with how the Daytona 500 played out for Kenseth & Co. spelled the end for Blickensderfer. It was the proverbial “straw that broke the camel’s back.” Something tells me the meeting with Mr. Roush this week was not so pleasant. And crew chief changes after a situation like this are not necessarily something new for “The Cat in the Hat.”
The whole thing really is a shame too, because as bad as it looks for Blickensderfer, he is not an incompetent crew chief. You don’t win in the Nationwide Series and the Cup Series for Jack Roush if you don’t know what you’re doing. But obviously something just wasn’t clicking between driver and crew chief and it was time to make a change.
This weekend at California Speedway While this weekend’s stop in Fontana, CA is usually not an anticipated one for fans and the teams (see California Doesn’t Deserve A Cup Date), I think this Sunday’s Cup race will be an intriguing one to watch.
The Daytona 500 is always a bit of a crap shoot, and often, teams that might not be contenders can find a way to run well. You can thank the restrictor plates for that.
But this race should be a fairly good litmus test for who might really be strong this year. Plenty of teams think they’ve made the necessary changes to compete again (see RCR, RFR) and this weekend will be their first opportunity show it.
California will be the first of many speedway races that will be run this season, and it’s tracks like this that will make or break a driver’s season. If you can’t run well at places like this, you can’t expect to finish well in the points.
Is Dale Jr. actually on the rise? Will the down teams from last year come back? Will Jimmie run away with a fifth straight Cup? Sunday’s Auto Club 500 will be our first opportunity to start piecing together the puzzle that is the 2010 season.