If you’ve been a TNI reader for a while, you know that both Journo and myself are big fans of the yearly Pit Crew Challenge. Each year, during the All Star race week, the best 24 pit crews do battle at Charlotte’s Time Warner Cable Arena for bragging rights and some serious cash. The event gives fans the opportunity to see up close what the pit crews do, and it gives faces to the normally helmeted and anonymous crew guys. At only $15 a ticket, it’s also probably one of the best event values in NASCAR. And besides the action, there are always a ton of drivers, crew chiefs, and other NASCAR personalities in attendance.
The format for this season’s competition is the same as it’s been in previous years, with the jackman, front guys, rear guys, and gas man all doing their jobs on individual cars. Once their job is complete, the teams then must race to push their team’s car across the finish line. Penalties are issued for things like loose or missing lugnuts and incomplete gas fills.
To be eligible for the challenge, teams must meet these requirements:
All teams currently qualified for the 2011 NASCAR Sprint All-Star Race, which includes NASCAR Sprint Cup race winners from 2010 and 2011, NASCAR Sprint All-Star Race winners of the past 10 years and NASCAR Sprint Cup Series champions of the past 10 years who are active drivers and have competed in at least one Series event during the 2010 or 2011 season. Also eligible is the 2010 NSPCC winner. If there are no new event winners, the remaining unfilled positions will become available to the car owners ranked highest in the 2011 NASCAR Sprint Cup Series Championship Owner point standings as of May 18, 2011, who are not otherwise eligible for this event.
Currently locked into the field are the pit crews for David Reutimann, Jamie McMurray, Kasey Kahne, Mark Martin, Denny Hamlin, Tony Stewart, Greg Biffle, Matt Kenseth, Kyle Busch, Trevor Bayne, Kurt Busch, Jeff Gordon, Kevin Harvick, Clint Bowyer, Ryan Newman, Juan Pablo Montoya, Jimmie Johnson, Regan Smith, and Carl Edwards.
With one race to go before the rest of the field is officially set, there are currently five open slots to be filled. They go to the highest teams in the owners standings not already eligible, which would add the crews of Dale Earnhardt Jr., A.J. Allmendinger, Paul Menard, David Ragan, and Martin Truex Jr. to the mix. Things could certainly change though, as a win by a driver not currently locked in would drop the open slots to four. And the 27, 6, and 56 all have a slim margin over those on the outside looking in.
Starting today (Monday as I’m writing this post) and running through Wednesday, teams will spend time practicing for the challenge on the actual setup that will be used for the event. With some nice prize money at stake, you can be sure the teams will well prepared come next Thursday night.
For more information on the 2011 Sprint Pit Crew Challenge and to buy tickets, visit www.pitcrewchallenge.com.
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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.
So far this season, we’ve seen everything from tire carriers becoming catch can guys, to second gas men, and tire changers and jackmen hanging tires. This new fueling system has the teams trying absolutely anything to figure out a way to make pit stops faster. At this point however, the only thing the teams are really sure about is that these new style gas cans require serious precision.
We saw our first real victim of the problems that can arise with the new cans on Sunday at Las Vegas. While running third part way through the Kobalt Tools 400, Greg Biffle’s #16 Ford ran out of fuel. The culprit? A mistake by the team’s gas man on the previous pit stop led to a less than full fuel cell. And if you were watching the race, you saw the result. The mistake ruined Biffle’s day, and relegated him to a 28th place finish.
The way the new dry break systems are designed, gas men must be near perfect when they make their “sticks.” Anything less than that will result in air in the lines and in the can, and an incomplete fill. Because of this, you can be sure Biffle won’t be the last victim.
Besides the potential problems, you’ve been able to see now just how much slower these new cans cause pit stops to be. Both Phoenix and Las Vegas gave us accurate views, as the races put the teams in situations where they needed tires and full loads of fuel. And trust me, the drivers and crew chiefs are not happy about the now slower stops. There has been no shortage of whining and butt chewings by both groups.
As the season progresses, teams will start to get some of the kinks worked out of the new system, and you’ll see less and less errors. But for now, expect there to be more victims, and more upset drivers. You can also be sure that pit crew coaches won’t be getting much sleep.
Want some more information about the new fueling system? Check out the system’s builder Schultz Products.
I didn’t have one idea that I wanted to focus on with my last blog post before the 2011 season gets under way this week, so instead I’ve got a bunch of mini topics to touch on. Feel free to comment on any or all of them.
New Points System I’ve been asked by a few people what my opinion is of the new points system NASCAR has instituted for this season, and I’ve got to say, I don’t really care. It seems on initial inspection that it isn’t a ton different then the old system, and I really don’t believe it will change the way teams race. Teams will still try like hell to win races, and when they can’t, they will do whatever is necessary to get the best possible finish they can. You will also still see teams try and get their race cars back on track after a wreck in order to ride around and get as many points as they can. The mindset won’t change. So I guess if the new system makes things easier for the fans, cool, but other than that, I don’t care.
Final Pit Procedure Thoughts We’ve talked quite a bit around here about the new pit road procedures with the elimination of the catch can position, but I just wanted to offer a few final points. I encourage you to really pay attention to pit stops at Daytona, because you will definitely see some differing techniques among the teams. I also wouldn’t be surprised if it appears as though one or two teams use a system that works better than the others, and for the other teams to follow suit shortly. It will be kind of a “monkey see, monkey do” situation once the teams get a chance to scout each other. These changes will also have a significant impact on pit strategy and what adjustments will get made. It’s a whole new ball game for crew chiefs and engineers now, and I think there is a much larger emphasis now on the decisions they make during the races. You will see a lot more races decided based on pit strategies – at least in the short run.
Important Season For Many Drivers, Teams, and Sponsors There are quite a few drivers and sponsors this season that have contracts that will be expiring after Homestead in November. Lee Spencer from FoxSports.com recently had a bit up about all the Cup drivers who are in the final year of their contracts in 2011 (see it here). This really could be a year that we look back on and say that this was the year that made or broke driver X or team Y. There will be a lot of pressure on those drivers and teams to put in solid performances every week in order to help secure their futures. With the economy continuing to a be a big factor with sponsorships, these teams don’t want to give these companies any reason to either switch to another race team, or pull out completely. It will certainly be an interesting story line to watch.
Nationwide Series Changes I’m really curious to see how the 2011 season unfolds for the Nationwide Series after the championship eligibility changes were made. Will it really help bring the series back to being a developmental series, or will the Cup drivers continue to dominate regardless? We haven’t had a solid Cup rookie class in a couple of years, and the deterioration of the Nationwide Series has certainly played a part in that. In order to keep the talent coffers full of new young drivers, it’s vital that the NNS get back to being a place where these kids can learn how to race.
Championship Predictions We don’t normally do a ton of predictions around here, because they are mostly useless, and it’s pretty much impossible to get them right. But with that said, I’m going to give you my picks on who I think will win each of the top three championships. In the Truck Series, I believe the addition of Jeff Hensley to KHI will pay off big and Ron H0rnaday will return to dominance. Hornaday ran really well last season, but just had a lot of bad luck. Expect that to change for 2011. For the Nationwide Series, I think the pick has to be Elliott Sadler. The Joe Gibbs Toyotas are pretty much unstoppable, but since neither Joey Logano nor Kyle Busch can win the championship, the balance shifts towards KHI. Sadler has the talent and will have the equipment to be a contender every week, and I don’t see any of the younger drivers putting it together for 34 races. And finally, the 2011 Cup Series champion will be Denny Hamlin. The bitter taste of being the runner up to Jimmie Johnson in 2010 will be serious motivation for this team to take the next step, and with Hamlin being 100% healthy this season, he will put it together and unseat the 48 bunch.
The off season has ended, and teams will head to Daytona this week. The next time you hear from me, we’ll have our first race winner (even if it is an exhibition race), and the front row will be set for the Daytona 500. Welcome to 2011!
Beginning in Daytona, for the first time in recent memory, there won’t be seven guys stepping off the wall to perform a pit stop. The time has finally come to bid farewell to the most forgettable, and apparently most replaceable, member of the pit crew, the catch can man.
As we told you first early last year, NASCAR is removing the catch can in favor of a self-venting gas can (aka closed loop fueling system). The new can has been in place in the Truck Series for the last year.
This move of course represents a big game changer for the sport’s top series. While it’s been implemented elsewhere, Cup crews are still working hard to figure out the best way to perform stops.
The catch can position was much more than what the name suggested. In addition to being in place to catch fuel overflow, the position was also responsible for making adjustments, holding the first can of fuel, and on occasion pulling tires. Those roles are now falling to the six guys who remain.
This move also means pit stops are going to be slower. The new can doesn’t drain as quickly as the old ones – that’s good news for the guys that now have a lot more to do.
From the get go, NASCAR has billed this as a safety advancement and a cost saving measure. On paper those things sound good and look good. Most catch can guys throughout the sport got paid for what they did. It also took 43 people off pit road. Surely an advancement for safety.
Then again, behind the wall, teams now need two people to hand/catch the fuel cans (before one was enough). And a lot of the pit support guys get paid for their work on pit road. Add on top of that the cost of switching over cans and the time and resources that are being spent to make this way of doing things work and the cost savings are not so much – especially in the short run.
How about safety? Well you certainly have fewer people on pit road now. But this new self venting can is much more difficult to plug. That means more spilled fuel and more potential for fire. How would you like to be the rear tire changer who gets drenched in racing fuel?
This move really never made a whole lot of sense, and it’s not that the cans don’t work, it’s that the reasons for doing this really worked better in theory than in practice. It is what it is though.
Personally, it saddens me to see the end of seven man pit crews – it’s the end of an era. Rest in peace catch can position. I know I’ll miss you.
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.
With Christmas now behind us and New Years coming this week, the 2011 season will quickly be up on us. Only eight weeks stand between us and the 2011 Daytona 500. And teams know the clock is ticking.
This week between Christmas and the New Year is traditionally an off week for the teams. While some will still have employees working, many shut their shops down almost completely. It gives the crews and shop guys the chance to recharge and spend time with family and friends before preparations begin in earnest. This week is literally the calm before the storm.
Starting on Monday, Jan. 3, the race is on. From there, teams will have about six weeks until the haulers are due to pull into the Daytona infield for Speedweeks. Many will be working long hours to prepare everything from race cars and haulers, to pit boxes and tool boxes for the long season ahead. Teams will be running out of time to finish any remaining business deals, hire the last few needed employees, and do things like get firesuits and hero cards made. This time is also used by many sponsors to film commercials and create their NASCAR centric ad campaigns for the season.
These next six weeks will also be the return to a normal training schedule for the pit crews. As I’ve mentioned before, some teams have already begun getting their crews ready for the new style stops, but a regular schedule including practice and plenty of gym time will commence. With many cold days still ahead of us, you can be sure the crews that practice outside will be ready for warmer climates come February.
For myself, I’m going to spend this quiet week relaxing and getting ready to have some fun with friends for New Years. Come Monday however, it’s game on. Daytona will be here before we know it and there is a lot to do.
If there is one thing that is for certain once the season ends, it’s that you won’t find half as much information about the sport to consume. The media/blog/social media coverage of the sport slows way down, which one would expect. Just as an example, over the last few weeks our NASCAR-Media list on Twitter has been home to more tweets about football and partying in Las Vegas then it has about anything regarding racing. But just because the media slows down, doesn’t mean the teams do. While the fans count the days until Daytona, the teams are hard at work.
It will certainly be a bit of a busy off season for Nationwide and Cup teams, as they are dealing with new car configurations. The Cup teams must replace all the noises on their race cars to the new splitter-less piece. This means extra time for body and paint guys, and extra time for engineers working in wind tunnels and with simulations. For the NNS teams, they now must focus 100% of their attention towards turning their entire fleets over to their version of the COT. The new car will be used at all NNS races in 2011.
Besides building and improving on their race vehicles, teams will also take this time to clean and prepare pit boxes, tool boxes, and transporters for next season. Anything that is broken will be prepared, and new and improved systems of organization will be implemented.
Changes to the race cars aren’t the only challenges for teams to work on this off season. With the elimination of the catch can, pit crews in both the NNS and Cup Series will spend their down time learning how to make these new style pit stops as fast as possible. A little time to rest up and maybe heal will precede countless hours in the gym and in the practice areas.
The little bit of team business you have probably heard about over the last week or so involves employee layoffs. Three teams of note who’ve had sizeable layoffs this season are Richard Petty Motorsports, Roush Fenway Racing, and Penske Racing. And while those teams may have made the biggest cuts, other teams have laid employees off as well. This is both a symptom of the economy and of the reality of racing. Teams have always used the off season to make changes to their staffs because of cost cutting, or making room for new hires. One way in which teams can improve is to bring in better or more qualified people, and sometimes that means others will need to be let go. That goes for both the business and competition sides of the sport.
On the flip side, displaced crew members have the next two months to work the phones and use their connections to try and land with a new team for next season. Some will be successful, and others will find homes in other industries.
For teams and drivers that haven’t secured plans for the 2011 season by now, the next two months will be used to try and put deals together. There are always plenty of drivers looking for a ride, and many teams, especially those at the lower levels, are looking to track down sponsors and funding for the future. For many, frustrating days and sleepless nights are ahead.
With very few off weeks during the season, the time between Homestead and Daytona also affords many race team employees the opportunity to finally take vacations. Whether for the holidays to see friends and family, or to just unwind, now is the time for people to get away. In no time, we’ll be back to the grind again.
As the winter days seem to slowly pass, know that the teams are hard at work during this “off season.” There is a lot to do, and the clock is ticking.
After several bad pit stops during the Texas race led to Chad Knaus replacing his own pit crew with that of the 24, Hendrick Motorsports announced today that the switch is now permanent. The seven over-the-wall guys for the 24 will pit the 48 for Phoenix and Homestead, and vice versa.
Now, being a tire changer myself, I have to say that I feel for guys when they get the boot. In my own career I’ve not only had bad races, but I also know what it feels like to be replaced. And trust me, it really sucks. What we always have to remember though, is that at the end of the day, this is a business, and sometimes changes are warranted.
In the case of the 48, pit stops have often been a weakness this season. And with a championship on the line, these teams must pull out all the stops. It certainly isn’t the first time we’ve seen an entire crew replaced (see Kevin Harvick), but it is definitely the first time we’ve seen one replaced mid-race. It also isn’t uncommon for teams to change one piece, say a changer or carrier, but again, it usually doesn’t happen mid-race.
Opportunities to score valuable points are running out, and in defense of Knaus and Johnson, they needed better than they were getting. The 24 bunch was available because of the wreck with Burton, so the swap was made. I do want to point out though, that if Gordon doesn’t get wrecked, this change probably never happens. It would be extremely disruptive to both teams to try and swap while the race was going on. And especially if Jeff Gordon was in contention for the win, there is no way Steve Letarte or Gordon sign off on such a change. That isn’t to say that it wouldn’t have happened on Monday anyway, but definitely not during the race.
Once the change was made, it was only a matter of time before HMS announced the swap was permanent. I’m not sure those seven guys could have come back to the 48 and been able to do the job after being replaced, and the powers that be at Hendrick seem to understand that.
While I do believe the 24 crew to be a bit stronger then the 48, let’s not get too down on that bunch. Gordon’s chances at winning a race are certainly not in jeopardy now because he has the 48 crew. Let’s remember that this is pretty much the same pit crew that Johnson was able to win championships with in both 2008 and 2009. They must be doing something right.
At the end of the day, NASCAR is a performance based business. If those of us who are in these positions come to a point where our performance just isn’t up to par, we can be sure that changes will be made. There is just too much at stake. I don’t know for certain what the future holds for the pit crews at Hendrick Motorsports, but don’t be surprised if we see some big changes and new faces for 2011.
Filed under: Jeff Gordon, Jimmie Johnson, Chase for the Sprint Cup, Pit Crews, Hendrick Motorsports, NASCAR
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