I know we’re all getting sick of the Front Row Motorsports penalty discussion, but I wanted to give it one last word.
A lot of the discussion this week has centered around NASCAR penalizing yet another team who can’t afford it. Lest I start a discussion, Carl Long’s name has been brought up. How could NASCAR penalize another team that likely didn’t gain an advantage (or necessarily mean to do it), but still broke a rule? No matter your feelings on the Carl Long situation (and please let’s not start a discussion of it here), I’ll tell you the situation Front Row finds itself in was completely earned.
Team owner Bob Jenkins and team GM Jerry Freeze have been quoted quite extensively defending their team and the team’s actions (before you ask if I was surprised, of course I wasn’t). Freeze says he doesn’t know where the caps came from, and went on to say:
“We’d be the most inept crooks to do this with rain coming down and the car sitting under a car cover for an hour-and-a-half,” Freeze said. “Certainly there was no intent to do it. Somehow, these valve caps got in our system.”
While I certainly can’t disagree with some of the statement, I can tell you where the caps came from. They came from the toolbox of the #38 team (or #34?).
I know it’s hard to conceive a crew chief putting his team in a position like this. And I’m willing to concede this may have even been a mistake, as Freeze and Jenkins have said it was. The fact remains though that someone grabbed those bleeder valves out of the #38’s toolbox (probably the new – that weekend – tire specialist), which means someone put those very illegal bleeder valves in that toolbox.
It may have been a mistake, but the bleeder valves should have never been there in the first place. And forgive me, but I don’t buy the line that the #38 team came across these caps accidentally. I do however understand the politics of the situation.
In the end, this wasn’t a conspiracy, or anything of the like. It was an honest, stupid mistake (whether purposeful or unintentional). The team got caught this time.
I think through this whole thing though Front Row came out in a pretty good position. They’ll have to have one team qualify on time, but their points deficit isn’t necessarily insurmountable (especially with Robby Gordon in a precarious money situation, and the #71 team starting and parking), and thankfully the monetary fine doesn’t look like it’s going to put them out of business.
What the #38 team did was against the rules. They unfortunately deserved the penalty that was sent their way. Still, I’m rooting for this little team that could – I just hope, for their sake (and the sake of the two other teams, and dozens of employees), they can overcome this big setback.
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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!
The teams have a short trip this weekend, as the Truck and Cup Series head to Martinsville, VA. The teams are also spending the week getting some spoiler testing done at Charlotte Motor Speedway. And while they work, we’ve got another round of 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 Lee:
It is my understanding that Goodyear brings the tires that will be used for that race to the track. Do the teams get the tires from Goodyear at the track, then take them and mount and balance them on their own? Or do they bring their rims to Goodyear, and they mount and balance the tires for the team?
A company called Champion Tire & Wheel hauls all the wheels to the track. Once there, Goodyear takes them and mounts and balances all the tires for the teams. After the race, all the tires are returned to Goodyear. They are then broken down and loaded back up. Champion checks the wheels for damage, cleans them, and hauls them to the next race. – T.C.
2. From Ric:
Do crew members and drivers travel together or separate? I know it various from team to team, race to race. Just looking for in general.
Generally crew members travel together. Of course most teams have A team and B team guys that come into the race track different times during the weekend, but those groups do travel together. Drivers generally come in to the race track by themselves, but that’s not always the case; especially for the ones who don’t have private planes, or access to a private plane. – Journo
3. From Eddie:
With the 12 Hrs at Sebring this weekend, is it possible in the future for a NASCAR driver to race that event and still race the Sprint Cup event on Sunday? Also have any NASCAR drivers raced in the ALMS series before?
Probably not. The reason I say that is because the weekends don’t really work well together. Running in the 12 hours would screw up practice and qualifying on the Cup side, which would require teams to find someone to fill in. This is something a team owner wouldn’t be too keen to do. The 24 Hours of Daytona works because it’s out of season and Indy and the 600 were able to work because of how spread out things were. I don’t see this working though. To your second question the answer is yes. IMSA (the current sanctioning body of the ALMS which was formed in 1999) ran the 24 Hours of Daytona for many years until the creation of Grand Am. I can’t think of anybody driving in it recently, but Roger Penske had an ALMS team until 2008 (they ran Grand-Am in 2009). – Journo
4. From Ray in NJ:
Hey TC, I have a question regarding the spoiler change for Martinsville etc. If I remember correctly when the COT was first created the drivers were complaining about not enough downforce on the car and handling extremely poor…remember Kyle Busch complaining each time he won…..as a result NASCAR decided to add the wing and then during testing the drivers commented it was much better…..now people are saying the wing is causing or enticing the car to go airborne when turned around…so it makes me think we are going to keep the car on the track…but handling and downforce could be a problem again…what do you think?
During some of the initial COT testing, the car had a spoiler. But the COT was never actually raced in competition with a spoiler. It always had the wing. So saying the car is going to revert back to how it handled in the beginning isn’t necessarily accurate. The teams are definitely going to have to relearn how to set these cars up, but I don’t foresee huge problems with handling and downforce. – T.C.
5. From Michele:
Hi T.C. and Journo! Hearing lots about the Legend race @ Bristol running “faster more dangerous” cars than current Sprint & N’wide drivers. Is there anything to that or just ‘Hot Air’? Thanks for a great column!
I believe that the Legends race at Bristol had the drivers just running crate motor late models. The cars don’t have as much horsepower and are lighter then a Cup or Nationwide car, but their setup makes them easier to drive. I believe that is why we saw lap times that were as fast or faster then the other series. On a short track they are fast, but I don’t know if we can call them more dangerous. The incident with Pearson and Glotzbach was just an unfortunate accident I believe. - T.C.
Remember too this race wasn’t sanctioned by NASCAR. The race was put on by BMS. – Journo
6. From Mike:
How does the payout system work? I see at Bristol that Truex finished 12th with 500 laps earning $89,475 whereas Kahne finished 34th with 432 laps earning $123,390. Neither driver led a lap.
The reason some drivers make more then others depends on what contingency programs a team is involved in, and in what payout plan a team is in. I believe NASCAR has four different plans setup, and each team fits into one of those plans. I don’t know specific details, but the plans award prize money based on not only where you finish, but also past performance and longevity. – T.C.
7. From djones:
Hi TC & Journo, Two questions if OK. Regarding tire tests. If Goodyear brings tire ABC to test , why do they bring tire XYZ to run the race at the track they tested at? I am referring to comments made by Regan Smith at Bristol. Also, why use an Indy tire (flat track) at Bristol (high banked)? Why don’t the tire changers where some kind of dust mask? Doesn’t that brake dust cause health problems? Thanks guys. Read you every week.
Goodyear uses tire tests to try different compounds and combinations. Their data from the test will tell them what they need to know to select a tire. They may bring ABC to the test, but realize later that XYZ will be better for the race. And just because a tire is used at Indy doesn’t mean it won’t work for Bristol. Goodyear decided that the conditions the Indy tire was built for would also work at Bristol. There are a ton of factors that go into selecting a tire. And I don’t really know why changers don’t wear dust masks. You will see some front changers wearing full face helmets because of the brake dust. I’m sure inhaling the dust isn’t good for you, but I’ve never heard of specific health problems caused by it. – T.C.
The season has all but arrived, and so has another edition of Ask The Insiders Wednesday. 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:
Does every tire have it’s own unique tracking number or is it only done in batches?
Yes, each tire has it’s own number and subsequent barcode. Goodyear has handhelds they use to scan each tire into their system and they are tracked from mounting all the way back to dismounting. – T.C.
2. From Doug:
Last week you had a question about Kyle Busch’s salary. My question goes a bit further. What kinds of things are in a driver contract? Does it govern races outside of the primary cup team, either mandating them or barring them? Does it incorporate manufacturer conditions, such as Danica Patrick not being able to test a NASCAR ride because of a clause in her Honda contract? Does it mandate a minimum/maximum number of sponsor appearances? What other things – other than money – might be part of the negotiation process?
Honestly contracts can and do have any number of things in them. Certainly sponsor appearances (the amount of time they spend at an appearance and how many a sponsor gets, though these are more likely to be in the sponsor’s contract) and sponsor conflict clauses exist in many drivers’ contracts. Other things? Drivers usually get a car (if you work for a bigger, manufacturer supported team). I can’t really think of too many other things. The money part is of course the most important part. – Journo
3. From Teresa:
Who could I inquire to about collectors cards? Dale Earnhardt Sr had a promotion in the 1980s with Sundrop where you collected all 3 cards which were enclosed in 12 packs of Sundrop and since he has passed I wonder who I could talk about these. Thank you for any information you can provide.
The only thing I can suggest is to check out eBay. There are always some great collectors items that can be found there, and prices are about as fair as it gets. – T.C.
4. From Jon:
I’ve been watching a little of the Toyota All-Star race and was wondering what the major differences are between Nationwide cars, NASCAR Elite regional cars and ARCA cars. Thanks.
ARCA Series cars are very similar to Nationwide Series cars. The NNS requires cars to have a 105″ wheelbase, whereas ARCA allows cars that are either 105″ or 110″ (110″ wheelbase cars are what the old style Cup cars were). The major difference is the engines. I don’t know exactly what the engine rules are for ARCA, but I’m sure they have less horsepower then a NNS car. The East and West Series cars are also 105″ and 110″ wheelbase cars, with less horsepower then a NNS car. Many East/West and ARCA cars are old NNS and Cup cars purchased from teams. The Elite Regional Series cars are a latemodel car with a composite body, smaller wheelbase, and usually run rack and pinion steering, versus a steering box for the bigger NNS cars. They will also have less horsepower, along with some other mechanical differences. – T.C.
5. From Mike:
How is Jim Hunter doing? Any Updates? Can cards be sent?
As far as I know he’s still doing OK. I’m sure if you wanted to send a card to the NASCAR address (1801 W. International Speed Blvd, Daytona Beach, FL, 32114) they would pass it on to him. – Journo
The last race of the season is upon us. Come Sunday night, the 2009 season will be over. But what won’t end, is Ask The Insiders Wednesday. We’ve got our 50th batch of questions and answers for you. If you don’t know what this post is, until further notice, we will be answering 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 Nick:
The last time I was @ Hendrik Motorsports, Jeff Gordon’s “T-Rex” car wasn’t there. Do you know where they moved it?
I have absolutely no idea. Was it in the museum? I’m sure they try to rotate the cars in the museum to keep things fresh. Too, the museum was redone earlier this year, so they might have changed some things out. – Journo
2. From Big Mike:
I don’t understand how an experienced winner in all three series of ARCA, Trucks, and Nationwide, Rookie of the Year, 3 Cup Poles, can be overlooked for any job in any series. I’m speaking of Scott Riggs. Scott’s a great driver who doesn’t go around with a swelled head. He’s a clean driver 99% of the time and would do a great job for any team. Do you think the fact that he was man enough to stand up and admit on the air that Tommy Baldwin asked him to start and park has hurt his chances to secure another ride? Let’s face it the last 5-6 cars every week who squeeze in and have no chance of winning are there to rip off the gate. So what is your take on Scott’s future?
I haven’t heard a thing about Scott Riggs and as far as I know he isn’t really very visible around the garage. The problem is there are a glut of drivers and not enough rides. Unless you’re bringing with you money or proven talent (and money) it’s going to be hard to find a ride. I don’t think there were any hard feelings over the TBR deal. Tommy just realized he couldn’t afford to keep running the full races and starting and parking wasn’t something Scott wanted to do. As far as Scott goes though I haven’t heard anything about him for 2010. He may be working on something, he may not. – Journo
3. From Savannah:
Here is a what if question. Since Dale Jr has struggled this year, do you think that Rick Hendrick considered moving a successful crew chief, ala Chad Knaus, to the 88 team for next year? Even with the recent crew chief change, Dale Earnhardt has not improved as quickly as some fans hoped. Just curious if you think that this option was considered.
If it was considered I would think it was for only a fleeting moment. Rick Hendrick is not the type to kill a successful pairing like Chad Knaus and Jimmie Johnson. Was it thought about? I’m sure every scenario was considered, but I doubt this was a likely solution. – Journo
4. From Dave:
When NASCAR takes a team’s car to Concord for further inspection, how does it get there? Does NASCAR take it on one of their haulers or does the team? Once there how does the team get it back if NASCAR releases it? Y’all have done a great job all year and I hope this continues after the season ends.
NASCAR has transporters they use to take the cars from the track to Concord. After they’ve finished inspecting the car you get to come get it yourself (doesn’t seem fair right?). And thank you! – Journo
5. From Ric:
On the #48 team, what is the garage feelings about them. Do they mirror the fans? Is their dominance hurting NASCAR?
I’m not sure I can speak for everyone in the garage, but I don’t personally feel the way some of the fans do about Jimmie. Yeah, I wish the competition was closer, but I respect what amazing things they have been able to accomplish. I certainly don’t dislike Jimmie or the #48 guys because of their run. I wish that on some level, people could step back from their allegiances and see just how great this team has been. – T.C.
6. From Ric:
About how long does it take the winning driver / team to make it thru all the pictures and interviews after a race? What is the longest you have heard of?
The drivers take a lot longer then the rest of the team. After the main celebration and hat dance is over, the crew can take off to start loading the hauler and tearing down pit road. The driver has to stay longer for more pictures. Usually the bigger the race, the longer it takes. The Daytona 500 victory lane activities can go on for a while. I’m not sure I could tell you an exact time though, as I don’t normally hang around for the driver part. – T.C.
7. From Ric:
Who supplies (pays for) the champagne in the winners circle? What is on the bottles, looks like the Sprint Cup Logo? About how many bottles do they go thru after a race?
I’m not 100% sure who pays for it, but I would assume it’s supplied by the marketing company that handles Sprint’s NASCAR efforts (which I believe is Octagon). As far as how many bottles they go through, upwards of half a dozen maybe. – Journo
8. From Roger from Colorado:
Last week I was on a hunting trip traveling on I-20 towards Dallas from Colorado. It was Monday and I noticed quite a number of Cup and Nationwide haulers going west towards Phoenix for the weekend race there. I saw the 48 hauler and wondered what they had inside after the big wreck. I got to thinking about what all of them had on the trip to Phoenix. I assume that a different car is used at Phoenix (a smaller flat track vs the big, banked Texas track). Does another hauler meet them at Dallas and switch equipment and cars for the different style track? There were a bunch of busted up cars after the Texas race that were junk. Sure too far to return to NC and then come back out to Phoenix with more equipment.
Actually most teams have somebody meet them in Texas with the equipment they need for Phoenix. They’ll trade out everything that needs to be traded out and then head their separate ways. At Texas these guys were actually waiting in a lot outside the track ready to make the switch. – Journo
9. From Scott:
Hey Guys, after Johnson’s win this past weekend its going to be tough for Mark Martin to win the championship, but as we know anything can happen. I think we all know the fans are divided between frustration, hatred and awe of what the number 48 has done (again) this year. My question is how do your peers feel about in the garage? Do they feel the same as the fans? What about the drivers? And just to add some fuel to the black helicopters out there, is there any driver out there that could hold Johnson up or make his day difficult enough to give Mark Martin a run at this thing? Ok, I’m caught! I’m a big Martin fan and it saddens me to see him be a bridesmaid again. Not to take away what he’s accomplished this but jeez! Thanks again guys.
Like I said above, I can’t speak for everyone, but I do wish the competition was closer. You never want to see one driver or team dominate a sport. But there really isn’t the hate and discontent in the garage area for Jimmie that you will find among some fans. Unless it’s a freak deal, I think you will see most drivers steer clear of Jimmie during the race. Nobody wants to be that guy. – T.C.
10. From Ric:
Let’s say you have a car that just won a race, it stayed out of all the wrecks, the driver wants to race it later in the year. What needs to be done to the car to get it ready for that next race? What is (or not) changed / replaced / redone?
After a race, cars are completely torn down. Everything from the engine to the suspension is taken out and off. The cars are checked over and then placed back into rotation to be set up again for the next race in which it will be used. – T.C.
11. From Tommy:
I know NASCAR takes the top two cars and others for post race inspections. What do they look for in the engine? Is it just they meet certain specs like cylinder size? Do they put it on a dyno and determine how much horsepower it has? Rick Hendrick admitted his engines may vary from 5 – 15 horsepower. I wonder if Jimmie has more horsepower than the other 42 drivers?
I don’t believe that NASCAR puts engines on the dyno in the course of their normal post race inspections. What they usually check the engines for is that they meet all the specs in the rule book; compression, displacement, etc. And while Hendrick’s engines are certainly a part of their success, a few horsepower over other competitors isn’t why Jimmie has won three straight championships. – T.C.
12. From Tom Gulf Coast
If NASCAR chooses to go with a larger tire, what else would have to be changed with the car? Do you know if its a larger wheel or just a taller tire? I think the 15 inch wheel is about the only thing that has always been the same over the past 50+ years.
From what I understand, the tire is wider and would require a change to 17 inch wheels. A larger wheel and wider tire would require teams to make some big changes to the current cars. Bodies would need to be different, as the wheel openings would need to be larger. Also, I would imagine that both front and rear suspension geometry would change because of the larger combo. Also, fender wells and crush panels would need to be different. – T.C.
All three series have one more trip out West for the year. While the haulers make the long trek to Phoenix, we’ve got another question and answer post for you. If you don’t know what this post is, until further notice, we will be answering 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 Savannah:
Hey Guys, does the COT become airborne in accidents more than the old style car? In several wrecks, the cars seem to be flipping more than the older car. Does the wing on the back of the car cause it to loose the downforce and then the flipping starts? I am just curious. I apologize if you have already responded to this type of question in the past.
I’ll be honest with you, I can’t really give you a great explanation of this. Diandra over at Stock Car Science though does have a good explanation of why this is occurring with seemingly more frequency. By the way Stock Car Science is a great blog; the woman who writes it, wrote The Physics of NASCAR. – Journo
2. From Doug in CA:
I was reading about tire testing at Daytona. How much tire testing goes on? Do Cup drivers participate in most? Very little? It seems to me that there are plenty of drivers out there who don’t have rides (Blaney, Riggs, Raines etc.) who would appreciate picking up a few bucks for running laps for Goodyear. Why do busy guys like Johnson or Busch do this job?
It happens a few times a year. Goodyear will pick certain tracks they need to work on, and go from there. Tire testing happens for the Cup cars the most, but it does happen for the other series too. The thing to remember about driver participation, is that Goodyear doesn’t supply the cars. Teams show up with all of their own equipment, So out of work guys wouldn’t really do Goodyear any good. Guys like Jimmie and Kyle will do it because it allows them to learn, and to help their teams learn. Especially now with the testing ban, any extra track time is a huge positive for a team and driver. – T.C.
3. From Blair:
Sitting here watching the race and though I’m a little tickled at the fact that Jimmie Johnson is stuck in the garage it has made me wonder. As far as the car goes, what all can be changed during the race as far as engine pieces and all that? Obviously you can’t change the original chassis but what all can you change? Or maybe the easier list would be what can’t you change? Thanks guys! Love reading your blogs!
Outside of replacing the car (chassis) and engine, everything is pretty much fair game. Rear ends, suspension, body, really anything else is okay to work on. – T.C.
4. From Scott:
Hey Guys, following Jimmy Johnson’s big wreck on Sunday his crew really pulled together and did great work to get his car back out there. Clearly this shows part of the reason that he is in position to win another championship and highlights the team aspect of NASCAR, which I don’t think gets enough coverage. However, with all the parts being changed I was wondering about a couple of things. I heard during the race that you can change just about everything except the motor and NASCAR lets you back on the track for your attempt to get back up to speed. What I’m wondering is this, what allowances does NASCAR provide for how the car measures up in post race testing? While its doubtful that after that type of crash a car would havea competitive downforce advantage is this something NASCAR checks? As always, great website, great columns and commentaries, love Ask Wednesdays, keep up the great work!
Post race inspection usually only happens to the top five (I think) and a random. So unless NASCAR decided to be ridiculous, a team in a situation like Jimmie’s won’t have to go through tech after the race. There is no point in checking a team for cheating when they were a few seconds off the pace, 120 laps down. – T.C.
5. From windowlicker:
Hey guys. During the Busch race at Texas, a car (I think it was Justin Allgaier) came out after a wreck with no front end. NASCAR black flagged him for not maintaining minimum speed. He went back in they did something & he came back out & finished the race. I thought once you got black flagged for not maintaining speed, NASCAR parked you. You didn’t get a second chance.
I think that was his one chance. The car comes out of the garage, NASCAR sees it doesn’t make minimum speed, then you are allowed one chance to make it right. That is how I always understood it. When a car is wrecked and comes out of the garage, the team doesn’t really know what it has to work with. If the rule is as I understand it, NASCAR gives the driver and team one chance to feel it out and make the car better. – T.C.
6. From J and D:
After seeing some of the recent wrecks in NASCAR races, we got to wondering: when a car is torn up badly but still able to finish a race, how on Earth do they pass post-race inspection? We’ve seen some cars with no front ends, jacked-up rears and much more. What’s left to measure?
Like I said above, unless a wrecked car finishes top five, they won’t be inspected after the race. Once a car is wrecked and goes many laps down, there really is no point in inspecting them. – T.C.
7. From Red Kneck:
Why does Marcos Ambrose’s 47 car have yellow rookie stripes but is not listed in the Rookie of the Year Standings?
It’s because he ran too many races last season to run for the Rookie of the Year Award (11 in 2008), but he is still considered a rookie (hence the rookie stripe). – Journo
8. From Michael:
I know racing in general money is money no matter the funding entity. However, do guys like Conway, Nemechek (Extenze) & Martin (when he was sponsored by Viagra) face much ribbing in the garage area?
Yes, absolutely. I would say the crew guys are the ones that face the majority of the ribbing though. Can you imagine walking around the garage with Extenze or Viagra on your chest? I’m just glad it’s not me. – Journo
9. From Christopher:
During the Texas Sprint Cup race, we all saw the shots from the hour or so the 48 team was re-building Johnson’s car. It seemed that Jimmy stayed in the car the entire time. Is this normal? Is there any reason- knowing it was going to take awhile- that Jimmy wouldn’t have gotten out? Maybe to help- or at least take a stretch?
In this situation I think Jimmie was trying to make a point that he was committed to going back out. Likewise he was still very much in that zone, so I think he wanted to avoid distractions like the media. Generally, I would say whether or not a driver stays in the car depends on the driver and the situation. -Journo
We’ve got a short list of questions this week before the Cup and Nationwide Series head to California. If you don’t know what this post is, until further notice, we will be answering 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 Ed:
What do you think of this idea: no pits stops during caution periods. Some of the advantages I see are as follows. Save money,teams will not be putting on tires at every caution even if not needed. Safety,not as many cars on pit road. Less caution flag laps,get the beer can off the track and go. No waiting for the lap cars to pit. Teams not getting screwed because a caution comes after they pit on green. It would be interesting to watch how crew chiefs would manage the race.
Not to insult your plan, but I’m not a fan of it. I don’t really see how that saves money, but even if it does I like free reign pit stops. Part of what I like about NASCAR is all the strategy that goes into it. As much as it’s about the driver, in order to win races and perform well it’s about your entire crew. Limiting pit stops would limit the competition in my eyes and I don’t like that. – Journo
2. From Safemike1:
So how come Carl Long got a suspension and fine for having an engine displacement of 358.15 instead of 358, and Jimmy Johnson;s car is .006 out of line and no fine or suspension? Pretty much any car that is out of tolerances has been fined by NASCAR and given points loss or even probation. Isn’t it time that NASCAR enforce the rules the same all across the board?
Listen I don’t want to speak for NASCAR’s decision making on issues like this (I wasn’t there), but NASCAR doesn’t do itself any favors when this stuff happens. And there are definitely a lot of folks in the garage who weren’t pleased with this. In NASCAR’s defense Carl Long was fined so heavily because he was found with an oversized engine. Jimmie Johnson and Mark Martin were pushing it with their bodies and arguably within the tolerance. At the end of the day this is an area that everybody screws with. I’m not saying NASCAR was right or wrong with their decision, but I agree with you that when stuff like this happens it looks bad. – Journo
3. From Tom:
How are teams selected to test tires for Goodyear? Sorry if this was asked before, I missed it..Thanks
Goodyear usually selects one representative from two to three manufacturers to participate in tests. They try and do it on a rotating basis. – T.C.
4. From Kenny:
How much performance difference do you get from 4 fresh tires instead of 2? If you had two identical cars starting from the same position on the track, about how long would it take for the car with 4 fresh Goodyears to overtake the one which had only fresh right-sides? The 14 took 2 on his last stop and still pulled away from the field at the end of the race at Kansas. If you don’t get that much more from 4, why not take 2 every other pit stop just to gain position? Take lefts only often enough to make sure you don’t get blow-outs. I’m also wondering about sticker tires. I see all the side to side steering to warm up the tires after a round of pit stops during cautions and at the beginning of a race, so I wonder if you lose performance when you make a green-flag stop. Would NASCAR permit a back-marker team running laps for position to scuff sticker tires for other teams?
The effect of four tires versus two really depends on the track. At a track like Darlington that is very hard on tires, you almost never see a team only take two. There is no formula for how quickly a car with four fresh tires would overtake a car with two fresh tires. Tony Stewart was able to stay out front on two tires at Kansas because of that infamous “clean air.” Being mired back in traffic negates some of the benefits of four tires. In regards to new tires after green flag stops, drivers know that it will take a few laps at speed for the temps to come up and for the tires to be at their best. This really happens after all pit stops, not just green flag stops. – T.C.
5. From Rain:
During Sunday’s race, Brad K was told by NASCAR to drive less aggressively around the chasers. It sort of angered me. Isn’t that his job??? To win a race?
I’m going to straddle the fence on this one. I understand where NASCAR is coming from because you don’t want Brad K. to wreck one of the Chasers and that to impact the championship. On the other side of things he’s out there to race hard and win. That is his job. I don’t think I personally have a good way to look at this situation, but I think you’re justified in being irritated, whatever that’s worth. Here’s a good back and forth about the incident on NASCAR.com. – Journo
6. From Karen:
What are pit officials looking for when tires are changed? In other words, I can see that they could easily tell if a lugnut was dropped, but how do they know from a distance that one is loose? Do they look different? How can they tell something like that? Is it an exact science or is it subjective? (p.s. I bet you can guess why I’m asking that question. I hate to see a good run – finally! – ruined by something like that, and I really don’t want to hear that it’s one of those judgement calls but I’m betting it is! LOL)
The officials are looking to see if all the lugnuts are on the studs. The rule specifically says “all lugnuts must be installed before the car leaves the assigned pit box.” I’m guessing you are referring to Dale Jr’s pit stop at Kansas, and it is my understanding that a lugnut was missing, not loose. I’ve never heard of a team being penalized by NASCAR for a loose lugnut, because there is really no way for an official to tell if a lugnut is loose or tight. – T.C.
Filed under: Jeff Gordon, Indianapolis Motor Speedway, NASCAR Testing, Sprint Cup
Jeff Gordon Guarantees Goodyear Got It Right at Indy originally appeared on Motorsports FanHouse on Tue, 16 Jun 2009 15:30:00 EST . Please see our terms for use of feeds.
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Filed under: Indianapolis Motor Speedway, NASCAR Testing, Sprint Cup
Goodyear Gets Passing Grade at Indy originally appeared on Motorsports FanHouse on Fri, 05 Jun 2009 18:00:00 EST . Please see our terms for use of feeds.
Filed under: Chase for the Sprint Cup, Nationwide Series, Camping World Truck Series, Speed TV
Tired Act by Goodyear originally appeared on Motorsports FanHouse on Thu, 04 Jun 2009 12:18:00 EST . Please see our terms for use of feeds.