As we get ready to head to Talladega this weekend, pit crew coaches across the sport will spend the week preaching to their crews about the importance of not making mistakes. Even if it means pit stops take a few extra seconds than normal, it’s more important to get things right, than it is to have quick stops. Why? Because pit stops in the new era of superspeedway racing really don’t matter.
In a world where races often have multiple leaders per lap, the importance of track position has been lowered. Cars can go from the back to the front, or front to the back, very quickly. Having blazing fast pit stops and picking up spots on pit road is really not worth the risk of possibly having dropped lugnuts, loose wheels, and other mistakes. Obviously crew chiefs don’t want slow stops, but there is less of a focus on being quick, and more of a focus on being mistake free.
Besides the nature of the racing, another reason why pit stops mean less has to do with the tires. Now that both Daytona and Talladega have new surfaces, tire wear over the course of a race has become a non-issue. Some even said that it may have been possible to run the entire Daytona 500 on one set of tires! In any case, crew chiefs want to spend the least amount of time on pit road possible, and if they don’t need to take tires, they won’t. At Daytona in February, this led to a lot of fuel only and two tire pit stops.
Something else to keep in mind when watching pit stops this weekend, is that some teams will set the cars up to maximize speed on track, and in turn sacrifice speed on pit road. What I am referring to specifically is the shock package that some teams use. We’ve seen in the past that the front tire changers and carriers will struggle with the right front. When the car is jacked up, the shock won’t bleed down and it causes the right front tire to stay up in the fender. It makes it very difficult for the changers to get the old tire off, and for the carriers to get the new tire in. Not every team has this problem, but it can significantly slow down pit stops for the teams that do.
Like I’ve said here before, races can’t necessarily be won on pit road, but they can certainly be lost there. This weekend, crews will be doing everything possible to ensure the race is decided on the track and not on pit road.
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Caught beneath all the hustle and bustle of last week’s Sprint Media Tour was a very interesting bit about Hendrick Motorsports and their pit crew situation for 2011 (see articles here and here). Specifically, that Chad Knaus and his shop mate Steve Letarte had yet to really solidify their starting pit crew lineups for the season. In an attempt to build depth for their over-the-wall crews, no doubt in response to last season’s debacle at Texas, Knaus and Letarte have put together the equivalent of three full crews. Supposedly this will allow them to have capable guys available at the track in the event of injuries or performance issues. Does this sound like trouble to anyone else?
Having backup pit crew guys is not a new phenomenon. I actually wrote about it early last year (see post here). There is too much at stake during these races to not have some sort of a contingency plan. But it appears to me that Knaus and Letarte may have taken this too far.
What I see here, is two race teams with three pit crews. And you have Knaus saying he has yet to settle on a lineup (let me remind you that the Budweiser Shootout is 11 days away). With all the changes coming to the Cup Series this season in regards to the new fuel cans and procedures, these guys need all the time they can get to work through the difficulties of the new system. The fact that Knaus can’t point to six guys and say “yup, that’s my pit crew” should worry 48 fans.
I also question whether having a third pit crew looking over your shoulder at all times is really good for morale. I’m all for competition and having to earn your spot, but having another starting lineup hanging around will screw with your head. Doing what we do can be a big head game as it is, without adding the extra pressure.
It’s also important to note that the really good pit crews are those that have had continuity, and have had ample time to work together and get to know each other. I don’t know how you build any of that when you are constantly plugging in guys and facing the possibility of a different six every week.
I realize that I probably shouldn’t question the guy who’s been the man in charge of the team that’s won the last five straight championships. Don’t get me wrong, I think Knaus is a really smart guy. You don’t get to where he is unless you know a thing or two about people and race cars. I just wonder if maybe he has over thought this situation because of his team’s issues last season.
Only time will tell if Knaus’ plan will pay dividends, but on initial inspection, I’m not sold.
After two weeks at home in Charlotte, teams once again hit the road this week. The Truck Series is in the Lone Star State to take on Texas Motor Speedway, the Nationwide cars make their second trip to Nashville Superspeedway, and the Cup cars are in Pennsylvania to take on the Tricky Triangle of Pocono. Before the weekend arrives, we’ve got the 77th edition of ATIW. 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 Bob:
With last weeks question about shops, cars and tracks it got me thinking. Furniture Row is based in Denver, Colorado. Do they do all their work there or do they have a facility close to Charlotte? I know they have an alliance with Childress for engines. It seems like they would be at a significant disadvantage with distances between Colorado and most tracks. I do love the fact that they are the only Western based team!
Furniture Row actually gets just chassis from Childress. Their engines come from Hendrick Motorsports. I know in the past they used a little bit of space at an existing race shop to help with logistics, but I don’t believe they do that anymore. Between their own trucks, and the trucks used for the furniture stores, they are able to get everything they need out to Denver. – T.C.
2. From Steve:
On double file restarts, given how much drivers complain about being stuck in the bad line, any chance that NASCAR would adopt a policy of letting the cars pick where they wanted to line up? For example, the leader would pick his lane, the second driver would have the choice of lining up next to the leader or behind the leader, the next driver would have the choice of lining up behind the 2nd place driver or in the open spot next to the leader and so on. It would introduce another element of strategy – how far back do you start in the good line v starting further up in the so-called bad line? it would also allow crews to better adjust their car if they knew they were going to start inside or outside. Dreaming on my part?
I’m sorry to say I think you’re dreaming. It would certainly set up more opportunities for strategy (in regards to where you start), but it wouldn’t allow for a change in adjustments – teams make adjustments to make the car run as fast as possible, not to run the high or low side. I think ultimately it would make things a little too complicated on restarts. – Journo
3. From Christopher:
I’ve noticed some strange things at the bottom of the qualifiers in the final lineup. Take the Coca Cola 600. Greg Biffle did terrible and had to get in on owners points. JJ Yeley was the last person to qualify on time and did better than Biffle. Yet, Yeley’s 46 car was placed behind Biffle. Actually, Yeley was placed behind a few people he qualified better than. (I don’t mean dropping to the back because of a car change, etc. I mean it was listed this way right after qualifying and is the official starting order) What gives?
NASCAR determines the starting field through the 42nd starting position. It’s a combination of the top-35, where they qualify, and the top seven go-or-go-home drivers. The 43rd starting spot is reserved for the past champion, and if there is no need for the past champion to use it then it goes to the eighth fastest go-or-go-home driver, which in this case was JJ Yeley. – Journo
4. From Michael:
Just wondering why Charlotte Motor Speedway didn’t have any racing action (practice / qualifying) this past Friday. Seemed a little strange, but I’m sure there’s a reason. Thanks.
I’m not sure if this is the exact reason for it, but the Speedway hosts the World of Outlaw Sprint Cars at the Dirt Track across the street that night. I would imagine they are trying to minimize the amount of traffic, but have the maximum number of events. It could also be a case of that’s what they’ve always done. Sorry I don’t have a better answer. – Journo
5. From Steve T:
Is there any particular reason the fuel pickup can’t be moved to the left side of the tank ? Seems like it could make life a bit easier on restarts when everyone is low on fuel.
The pickup in the fuel cell is on the right side because of the centripetal force on the fuel while the car is on track. High speed and constant turning forces the fuel to the right side of the cell. If the pickup were on the left side, when the car went into the corner, the engine would stall because of lack of fuel. That’s why when a car is low on fuel under caution on a high banked track, the driver will bring the car to the apron of the track. That helps to keep the fuel from running to the left side, away from the pickup. – T.C.
6. From Kyle:
Do you guys have any inside info on Prism Motorsports? We all know its owned (partially) by Phil Parson (who formerly owned MSRP in Nationwide which now appears to be Humphrey-D’Hondt) and we also know they have ties to Michael Waltrip Racing, but what is their goal in NASCAR? It doesn’t appear as if they are trying to find sponsorship. They dont have even have a website, and they do absolutely no press at the track. What exactly does Michael Waltrip get out of this relationship (besides occasionally driving the 55)? Is there something we dont know about? They do occasionally steal a top 5 in qualifying. But supposedly their cars couldn’t possibly run the whole race based on how they are set up. How does NASCAR feel about one of their broadcasters starting and parking 2 cars in their premier series? Do people in the garage have a problem with this?
It’s very well known and understood through the garage that Phil Parsons and Randy Humphrey are at the track to make money. They’re there to win prize money. They aren’t actively looking for sponsors, because they neither want nor need them. I can’t say beyond sketchy rumors what Michael Waltrip gets out of the relationship, but I can say what you’ve probably read online is what I’ve heard. As far as NASCAR goes, it certainly sets up an uncomfortable situation for them, but they’ve maintained an atmosphere that allows this practice to continue. They don’t like it, but they don’t seem willing to make any serious offensive against it. – Journo
7. From Allen:
How is Biffle’s crew member doing after being whacked by Stewart’s car? Only heard he was taken to a hospital, no updates on injuries if any.
Heard today that Kevin McDowell does not have any broken bones, but has quite a bit of swelling. His availability for this weekend at Pocono is a big question mark for the team. We’ve also heard that Tony Stewart and Greg Biffle’s crew chief Greg Erwin may have had a bit of a confrontation after the race about McDowell getting hit. – T.C.
8. From Steve:
In the post-race comments, Kurt Busch and Addington made references to taking tires from the 77 because they ‘matched’. Please elaborate on what they are talking about. Aren’t tires from Goodyear tires from Goodyear?
They were probably referring to the tires’ stagger. Stagger refers to the difference in circumference between the right side and left side tires. Even though tires are all manufactured the same, there will be differences. Teams will measure all of their tires and then place them in sets based on the staggers. If the #2 team was getting tires from the #77 team, I’m guessing it’s because the #77 had tires that would give their sets the stagger numbers they were looking for. – T.C.
9. From bb:
In you recent post about Red Bull, you refer to the teams’ “extravagance”. Could you please elaborate? It would seem that things in a team that is essentially its own sponsor could be a fair bit different than the others. Thanks, and please continue your very interesting and informative posts!
Certainly. Red Bull is one of the better paying employers in the sport – in some cases by quite a bit. They employ several full-time pit crew members, something that is unheard of at any other team, and they pay them well. They have PR people who don’t really do any writing (there are people back in Mooresville who do that), and they have a motorhome that travels to races just for PR people and team executives. They also have a very fashionable crew, all of which are required to be decked out in Red Bull logos (down to their shoes and belts) while at the track. Now I’m sure they get a good bit of the apparel for free, but I’d bet not all of it is. Those are some things off the top of my head. – Journo
10. From Dan:
How many gas cans are allowed by NASCAR in the pit stalls at one time? Are there always 2 full ones ready and waiting at all times?
I can’t find a specific rule in the rulebook pertaining to a limit on gas cans, but most teams have 3-4 cans in their stall during the race. That allows for two cans to be available while the others are being refilled after a stop. – 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!
When you watch a race on TV, or see one in person, certain people get the spotlight. The drivers of course, are at the top of this list. Everyone knows them. Team personnel are next, with crew chiefs and a few select crew members getting most of the notoriety. You will also probably notice the presence of the NASCAR officials, whether you know their names or not. There are a few groups however, that get little if any air time, and frankly, go on busting their butts anyway.
In order to have a race that goes longer then about 75 miles, two important supplies are necessary: fuel and tires.
At every race, Goodyear Racing brings an army of guys who’s sole job is to do nothing but handle every race tire used. Truck loads of tires are brought in, along with the teams’ wheels, and these guys work their tails off all weekend mounting and dismounting tires. Each tire must be unloaded, scanned into their system, paired with a wheel, mounted, balanced, and organized. Once it has served it’s purpose, a tire must be rescanned, drilled (to avoid any future use), dismounted, and loaded back up to be recycled.
Goodyear does all this through their small network of regional tire distributors and the aid of Champion Tire and Wheel. Champion’s trucks haul all of the used tires, plus they handle all of the teams’ wheels (with their own small army).
During the race weekend, while workers are handling all the tires, Goodyear also has a team of engineers that work very closely with the teams to ensure proper usage and to monitor any problems.
Besides tires, no race would get very far without race fuel. Sunoco, being the official fuel of NASCAR, is tasked with providing the teams with enough race gas to practice, qualify, and race. While their team of people is much smaller than that of Goodyear, their function is no less important. On the busiest of weekends, enough fuel must be brought in to supply upwards of 150 race teams.
Besides being on hand to fill up the tanks during practice sessions and qualifying, Sunoco has a team of guys that fill every gas can during the race. Once a pit stop ends, fuel runners for each team will take any emptied cans by cart to the Sunoco pumps. There, Sunoco’s guys refill the cans so they can be used during the next stop. Once the race is over, teams then must return any unneeded fuel to Sunoco to be reclaimed.
There are two other groups that I also wanted to point out that serve very important functions.
First, two companies handle the majority of at track radio communications for NASCAR and the teams. Racing Radios and Racing Electronics have people on hand at every race to help support the teams. Their teams can supply and repair any of the radios or components needed by race teams so they can be in constant communication during the practices and the race. While the races are going on, both companies have techs that do nothing but wander up and down pit road, ready to fix any problems.
The last group I wanted to recognize are the TV production folks. In order for NASCAR to appear on FOX, ESPN, TNT, and SPEED, a large corps of producers, audio techs, camera people, production assistants, editors, and more must be at every race. Besides the networks themselves, companies like Game Creek Video, NEP Broadcasting, Broadcast Sports, and others have people and equipment that aid in bringing racing into your home. During the races, we are shoulder to shoulder with camera people, the assistants, and the pit road reporters who bring you all the latest information.
The next time you get to attend a race in person, on any level, be sure to take a moment to look around. There are more then just race teams at work bringing you the show.
I was amazed tonight to look up and realize this is our 70th edition of “Ask The Insiders Wednesday.” It’s crazy to think we’ve done this many all ready! 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 Ric:
We received some lug nuts (from BMS Fire/Rescue) that were painted yellow, but the tips had different colors on them, was told they came from different drivers. We later were discussing why the lug nuts are painted yellow. The reasons that were thrown out (Starting with darn sure): Easy to spot for the tire changer, the yellow sticks out on pit floor to make sure you cleaned them all after a pit stop, there is a special coating on/in the paint to help with putting on / taking off the lugs.
The paint is strictly to make the lugnuts easier to see for the tire changers. Lugs from the manufacturers are usually yellow, but you will often see them painted pink, white, or other bright colors. Each tire changer has his own preferences. – T.C.
2. From djones:
I am totally fascinated how the haulers are parked in the infield, most recently at Martinsville. Is there a certain order in which they are parked? Is it first come first serve? And the big question is, how do they park them in there so perfectly? Thank you TC & Journo.
The haulers are parked based off owners points. As far as them being parked perfectly it’s a combination of skill and help. These guys are all, for the most part, very skilled and experienced truck drivers so parking in tight quarters is not a problem. They also help each other out when things are particularly tight. – Journo
3. From Dale:
When do the Mustangs debut?
They’ll make their debut with all the other Nationwide COT’s at Daytona in July. – Journo
4. From Walt:
Who pays for Sunoco gas? Also what do the teams do after practice back at the hotels without getting anybody in trouble.
As part of Sunoco’s deal with NASCAR, the fuel is provided at no charge to the teams for race weekends. As for the crew’s activities away from the track, there really is no end to what teams do. Some guys get the chance to get out and attend other sporting events, while some just hang out at the hotels. And knowing that NASCAR has a strict substance abuse policy, along with the fear of losing one’s job goes a long way in making sure guys don’t get too crazy on the road. We aren’t on vacation on the weekends, we go to the track to work. – T.C.
5. From Sue:
The 14 car went backwards yet again at Phoenix. What’s going on?
At Phoenix a lot of teams struggled with the changing conditions throughout the day – Tony was among them. He led 15 laps early on, but they just couldn’t find the magic late in the race. Sometimes this happens and you have to deal with it . Fortunately the team is having a pretty good season and Tony is ninth in the points right now. I would expect him to continue to be competitive as the season progresses – wins will come if that’s what you’re wondering. – Journo
6. From Pat:
When Denny Hamlin got out of the car this weekend he talked about how there is more braking at Phoenix than most tracks due to running a gear that doesn’t slow the car down as much. Are they running a high gear or a low gear? What other tracks gear like Phoenix? Which tracks are the cars geared to slow without as much brake?
They are running a higher gear then some other tracks. Gearing is all about getting the maximum amount of power and torque out of the engine for the conditions. At short tracks, you use a lower gear gear for better acceleration off the corners. Lower gears allow for better torque, but mean lower top speeds. Lower top speeds don’t matter at a track like Martinsville, because the track isn’t big enough to run really fast. At big tracks, like Daytona, teams use a very high gear. The cars have less acceleration, but much higher top speeds. Since the drivers don’t get off the throttle and brake in the corners, acceleration isn’t as important. That’s why it takes almost two laps to get the cars to full speed. – T.C.