DISCOVER NASCAR

NASCAR WILL RELEASE FINES INFO WHEN IMPOSED

2012-01-25T21:28:00.000-05:00

1/25/2012
NASCAR released the following statement Wednesday on how fines will be disclosed to the public beginning this season:

NASCAR will no longer issue fines that are undisclosed. We looked at this issue from every angle and gathered feedback from the industry. While there are always sensitivities related to sponsor relationships and other leagues may continue issuing disclosed and undisclosed fines, NASCAR has decided that all fines moving forward will be made public after the competitor or organization that has been penalized has been informed.

FOUR CAR TEAM CAP

2012-01-14T14:25:00.000-05:00

NASCAR President Mike Helton confirmed Friday 1/13/12 at Daytona International Speedway, saying that if a driver owns a team but drives for another organization, then the total number of cars for both organizations counts toward the four-team cap.

NASCAR makes more rule changes

2012-01-12T21:36:00.000-05:00

NASCAR makes more rule changes: If NASCAR's objective was to eliminate tandem drafting at restrictor-plate racetracks, it remains a work in progress, based on Thursday's first Preseason Thunder test session at Daytona International Speedway. Accordingly, in a meeting with crew chiefs at approximately 5:30 p.m. Thursday, NASCAR announced additional modifications to a restrictor-plate competition package that already had undergone major changes in the offseason. Even though Kyle Busch topped the speed chart in Thursday afternoon's Preseason Thunder test session at Daytona International Speedway at 202.402 mph-in a tandem draft with Joe Gibbs Racing teammate Joey Logano-NASCAR will make the cars faster, less stable and more prone to overheating on Friday. The sanctioning body increased the diameter of restrictor-plate openings 1/32nd of an inch to 15/16ths inches, adding an estimated 26 horsepower to the engines. In addition, NASCAR has lowered the pressure relief valve settings from 30 pounds per square inch to 25 psi and narrowed the grille openings of the cars, thereby decreasing airflow to the engine. Both measures are designed to decrease the number of laps one car can push another without overheating.(NASCAR Wire Service)(1-12-2012)

Drivers prohibited from communicating with each other over radio

2012-01-12T16:35:00.002-05:00

Drivers prohibited from communicating with each other over radio: NASCAR has mandated that drivers and spotters will not be allowed to communicate with other drivers over their in-car radios in an ongoing effort to eliminate tandem racing at restrictor plate tracks. The decision was confirmed Thursday as teams prepared for the first of a three-day test at Daytona International Speedway, a tune-up for the Feb. 26 Daytona 500. Over the past few years, as teams have refined their ability to team up with other cars to create more speed, drivers and spotters have had the ability to talk to multiple teams over their radios. They used it to coordinate which cars would pair up and to help drivers switch from pusher to pushee. By eliminating such communication, NASCAR hopes teams will have a more difficult time making deals and remaining in pairs. The driver pushing especially needs this communication because he has little to no visibility. It was so refined that one spotter would communicate for both drivers even if one of the drivers wasn't with his organization. This is racing's latest rule change to address the two-car tandem that surveys indicate fans would like to see eliminated.(ESPN)(1-12-2012)

Instant Replay System for NASCAR

2011-12-13T09:16:00.000-05:00

Telestream Builds High Definition Instant Replay System for NASCAR Race Officials

December 12, 2011

Pipeline video capture and new Replay multichannel video player enable instant race analysis

Nevada City, Calif., December 12, 2011 – Telestream®, a leading provider of video transcoding and workflow automation systems, today announced that it has created a new High Definition (HD) instant replay system for NASCAR race control officials. Developed for the start of 2012 racing season, Telestream’s new Replay™ multichannel video player combines with its Pipeline™ HD video capture system to provide instant capture and display of 18 high definition 720p camera feeds. This allows race officials to instantly see detailed information to make rapid decisions about on-track aspects of the race.

"The NASCAR race environment presented the perfect challenge for Telestream to provide high-quality video capture and instant synchronous playback in a time-critical situation," said Barbara DeHart, Vice President of Marketing at Telestream. "Together, Pipeline and Replay provide NASCAR or any sports organization with a cost-effective, easy-to-use system for instant event review and analysis."

"The instant replay system that Telestream will be providing NASCAR next season will enable our officials to perform their jobs in an even more efficient and time-sensitive manner," said Robin Pemberton, NASCAR Vice President of Competition. "Having instant access to that many camera angles featuring such high quality video will be a terrific addition to our race weekends."

Telestream’s Pipeline HD video capture system simultaneously acquires multiple camera feeds in high-quality Apple ProRes 720p as well as other HD and SD formats. Video feeds are delivered to shared storage where they are available for immediate playback, editing during capture, or transcoding to other file formats.

Telestream’s Replay multichannel video player provides instant, synchronous multichannel playback of multiple HD camera feeds for simultaneous review and analysis of incidents from different camera angles. The player also allows officials to easily locate any camera and scrub forward or backward through any portion of the event video.

Highlights of the Pipeline video capture and Replay system developed for NASCAR include:

• Simultaneous capture of 18 HD 720p camera feeds in Apple Pro Res format

• Ability for officials to view on-track incidents through synchronized multiple camera angle displays, including time-stamped track status metadata – in real time or on-demand

• Ability to seamlessly scrub video forward or backward for instant analysis

• Ability to jump between past and current sequential camera angle clips

• Ability to create tabbed pages such as Start/Finish, Pits, Turn 1, etc. to view video

• Ability to instantly go full-screen on one or more selected camera angles

• A timeline which displays event information over the entire duration of the event

Telestream is demonstrating Pipeline and the new instant Replay system at Sports Video Group’s League Technology Summit in New York City this week. For more information about Telestream and its products, visit: http://www.telestream.net.

INTERNATIONAL SPEEDWAY CORPORATION TRACKS

2011-10-29T21:05:00.001-04:00

NASCAR has banned the use of power tools when teams are transferring fuel.

2011-10-28T15:03:00.002-04:00

NASCAR has banned the use of power tools when teams are transferring fuel. The decision Thursday is in response to a fuel fire next to Regan Smith's hauler at Talladega Superspeedway. The fire broke out as spouts from gas cans were being removed so excess fuel could be poured into storage.
A spark from a power tool apparently ignited gas inside one can. No one was hurt in the fire, which sent thick clouds of black smoke through the garage.
There was no previous rule as to how the spouts could be removed. This is the first year these cans have been used.
The ban was issued by NASCAR Vice President Robin Pemberton and applies to all NASCAR series 10/28/11

Shift to fuel injection a quantum leap for NASCAR

2011-10-17T21:24:00.000-04:00

Shift to fuel injection a quantum leap for NASCAR

(October 17, 2011)

CONCORD, N.C.—After Sprint Cup cars transition to electronic fuel injection next season, fans in the grandstands won’t be able to discern a difference in way the cars perform—or in the way they sound.

Nevertheless, the move from traditional carbureted engines to fuel injection is one of the most important technical changes in the history of the sport.

First, all the auto manufacturers are behind it, even though fuel injection will add to the cost of building each engine for the series. Offsetting the cost, however, is the benefit of bringing the cars on the racetrack closer to those that are sold in the showroom. In switching to fuel injection, NASCAR is embracing a technology that is common to every street car on the market.

Sprint Cup drivers continued the process of testing and refining EFI on Monday at Charlotte Motor Speedway. NASCAR plans to roll out the new system for competition in time for the Feb. 26 Daytona 500.

In place of a carburetor, EFI engines feature a throttle body that controls air flow. Where a carburetor mixes air and fuel, an EFI system injects fuel to each cylinder as needed, resulting in a more efficient fuel flow.

The fuel injection system is run by an electronic control unit (ECU) that adds a level of sophistication previously unavailable to NASCAR teams. After practice or competition, NASCAR and teams can download data from the ECU that has the potential to provide after-the-fact lap-by-lap telemetry for analysis.

As has been NASCAR’s custom in the past, teams will have no access to real-time telemetry, nor will they be able to change the tuning of the engines during competition.

Driver Jeff Burton said he felt little difference in the performance of the fuel injection car and the carbureted car he drove in Saturday night’s Bank of America 500 at Charlotte.

“It’s a minuscule change,” Burton said. “To leave the racetrack Saturday night and then come over here on Monday is really interesting, because you rarely get to do that when you’re testing major changes,” Burton said. “I drove into Turn 1 just like I did on Saturday night, throttled up just like I did on Saturday night, and nothing really felt all that different.

“And I think that’s a good thing.”

The first EFI test on a restrictor-plate track is scheduled for Thursday at Talladega. Burton is well aware that NASCAR and the teams have much to learn and many procedural decisions to make before Daytona.

“When you have a major component change—and this is a big deal—when you do something like this, there’s a lot of things that will change between now and then,” Burton said. “The hard thing about it is, ‘What’s too much?’

“This does open the box a bit to make (things) more complicated. What (NASCAR’s) struggle is going to be is, ‘Can a lower-funded team operate equally with a top-funded team as it relates to EFI?’ With a carburetor today, it’s a lot easier to do that, and that’s going to be the balance they’re going to have to strike.”

By Reid Spencer
Sporting News NASCAR Wire Service

NASCAR tightening up technical rules

2011-08-30T20:25:00.002-04:00

NASCAR tightening up technical rules: A new NASCAR rule, or rather a stricter interpretation of the rules, was just issued to Sprint Cup teams. And reaction is mixed among crew chiefs, who worry the new rule - in part designed as a cost-limiting rule -- might further inhibit technological innovation on the stock car racing trail. The new rule requires teams to submit not only all car parts for pre-race week inspection at the sport's Concord, N.C., R&D center but also to submit all 'tweaks' in designs. The rule is in part a response to:
• the oil-pan issues the Joe Gibbs teams had in June at Michigan, where all three teams showed up Friday with a new oil pan design which NASCAR officials didn't like.
• the Clint Bowyer/2010 playoff controversy over the chassis design of his Loudon, N.H. race car.
• and three, the possibility that a team could slip into the chase with a good run at Richmond (the last race of the regular season) by using a car with unapproved modifications not discovered until well after the race.
The new rule further tightens the technological 'box' that Cup teams must work within these days. And teams have long complained about how tight that box already is. NASCAR Cup director John Darby says "It's just a better way to do business - before a car owner has to invest a lot of money in a part, we can approve it, because they make the big investment.(8-27-2011)

New HANS device approved

2011-08-13T21:29:00.002-04:00

New HANS device approved: NASCAR officials have approved the Sport II HANS device for competition in all NASCAR series. The new device features a lower rounded collar and is lighter, making for an easier fit for drivers. "No matter what type of car, what kind of track, drag strip or off-road event, a head and neck restraint should be included in any driver's safety equipment," said Gary Milgrom, vice president of HANS Performance Products.8-13-2011

Pit Road Rule Adjustment

2011-08-12T20:08:00.000-04:00

Pit Road Rule Adjustment

The following rule change is effective August 11, 2011 for all three NASCAR national series:

9-15 Pit Procedures During Race -

M. The fuel handler must be in control of the fuel can at all times when fuel is being added to the car. The fuel handler will not be permitted to perform any adjustments or other pit stop procedures while the fuel can coupler is engaged with the car-mounted adapter.

"In an ongoing effort to keep pit road safer, we have made this adjustment to the duties of the fuel handler. If the fueler's only responsibility is to fuel the car, he will do a better job and make fewer mistakes on pit road." - NASCAR Sprint Cup Series Director John Darby

NASCAR Convertible division

2011-07-18T15:05:00.000-04:00

Results from the NASCAR Convertible division. This list is believed to include all stand-alone convertible wins from 1956-1959. Several races were also ran as "Sweepstakes" events where both Convertibles and hardtop Grand National cars were eligible to enter. Winners for these races, when known as such, will be indicated only when a convertible driver won the event. The Darlington races from 1960 through 1962 were part of the Grand National division, although all entries for those races were convertibles.

NASCAR retroactively included the results from the SAFE convertible races in 1955 after purchasing the series. Winners of these races are not currently known.

1956 race winners (Bob Welborn champion) :
2/25/1956 Daytona Beach, FL Curtis Turner (1)
3/18/1956 Charlotte, NC Curtis Turner (2)
3/25/1956 Hillsboro, NC Curtis Turner (3)
4/8/1956 Fayetteville, NC Bob Welborn (1)
4/12/1956 Atlanta, GA Fonty Flock (1)
4/15/1956 Montgomery, AL Marvin Panch (1)
4/22/1956 Hickory, NC Bob Welborn (2)
4/28/1956 Lancaster, SC Larry Odo (1)
4/29/1956 Greensboro, NC Bob Welborn (3)
/6/1956 Old Bridge, NJ Frank Mundy (1)
5/12/1956 Raleigh, NC Frank Mundy (2)
5/20/1956 Langhorne, PA Danny Letner (1)
5/25/1956 Roanoke, VA Curtis Turner (4)
5/26/1956 Columbia, SC Jimmy Massey (1)
5/30/1956 Kansas City, KS Frank Mundy (3)
6/2/1956 Tulsa, OK Frank Mundy (4)
6/8/1956 Oklahoma City, OK Allen Adkins (1)
6/10/1956 Hutchinson, KS Frank Mundy (5)
6/17/1956 Sedalia, MO Frank Mundy (6)
6/22/1956 Norfolk, VA Curtis Turner (5)
6/24/1956 Wilson, NC Curtis Turner (6)
6/30/1956 Chicago, IL Tom Pistone (1)
7/1/1956 Flat Rock, MI Curtis Turner (7)
7/4/1956 Syracuse, NY Curtis Turner (8)
7/6/1956 Toronto, ON Don Oldenberg (1)
7/7/1956 Buffalo, NY Joe Weatherly (1)
7/14/1956 Belmar, NJ Curtis Turner (9)
7/21/1956 Abbottstown, PA Curtis Turner (10)
7/28/1956 Ft.Wayne, IN Curtis Turner (11)
8/3/1956 Winston-Salem, NC Curtis Turner (12)
8/4/1956 Columbia, SC Curtis Turner (13)
8/5/1956 Hickory, NC Gwyn Staley (1)
8/10/1956 Charlotte, NC Jimmy Massey (2)
8/12/1956 Flat Rock, MI Allen Adkins (2)
8/17/1956 Rochester, NY Joe Weatherly (2)
8/19/1956 Heidelberg, PA Joe Weatherly (3)
8/25/1956 Raleigh, NC Curtis Turner (14)
8/31/1956 Greenville, SC Curtis Turner (15)
9/2/1956 Atlanta, GA Joe Weatherly (4)
9/5/1956 Asheville, NC Curtis Turner (16)
9/9/1956 Chicago, IL Curtis Turner (17)
9/16/1956 LeHi, AR Curtis Turner (18)
/18/1956 Shelby, NC Curtis Turner (19)
9/23/1956 Martinsville, VA Jimmy Massey (3)
9/29/1956 Spartanburg, SC Curtis Turner (20)
9/30/1956 Weaverville, NC Curtis Turner (21)
10/14/1956 Hillsboro, NC Curtis Turner (22)
10/26/1956 Martinsville VA SWEEPSTAKES

1957 race winners (Bob Welborn champion) :
11/11/1956 Jacksonville, NC Joe Weatherly (5)
/16/1957 Daytona Beach, FL Tim Flock (1)
3/10/1957 Fayetteville, NC Glen Wood (1)
3/17/1957 Greensboro, NC Curtis Turner (23)
3/24/1957 Manassas, VA Joe Weatherly (6)
3/31/1957 Hillsboro, NC Joe Weatherly (7)
4/7/1957 Richmond, VA Glen Wood (2)
4/13/1957 Greenville, SC Curtis Turner (24)
4/14/1957 Wilson, NC Joe Weatherly (8)
4/20/1957 Hickory, NC Curtis Turner (25)
4/22/1957 Winston-Salem, NC Curtis Turner (26)
5/5/1957 Langhorne, PA Curtis Turner (28)
5/12/1957 Darlington, SC Fireball Roberts (1)
5/17/1957 Charlotte, NC Curtis Turner (29)
5/18/1957 Asheville, NC Curtis Turner (30)
5/25/1957 Spartanburg, SC Curtis Turner (31)
5/30/1957 Syracuse, NY Possum Jones (1)
5/31/1957 Old Bridge, NJ Bob Welborn (4)
6/2/1957 Weaverville, NC Bob Welborn (5)
6/7/1957 Atlanta, GA Bob Welborn (6)
6/14/1957 Rochester, NY Bob Welborn (7)
/22/1957 Winston-Salem, NC Bob Welborn (8)
6/23/1957 Concord, NC Curtis Turner (32)
6/26/1957 Philadelphia, PA Bob Welborn (9)
6/29/1957 Chicago, IL Glen Wood (3)
7/4/1957 Raleigh NC SWEEPSTAKES
7/19/1957 Columbia, SC Curtis Turner (33)
8/2/1957 Raleigh, NC Bill Amick (1)
8/6/1957 Virginia Beach, VA Bill Amick (2)
8/11/1957 Martinsville, VA Bill Amick (3)
8/17/1957 Fayetteville, NC Possum Jones (2)
8/23/1957 Charlotte, NC Glen Wood (4)
9/15/1957 Langhorne PA SWEEPSTAKES Gwyn Staley (1)
9/22/1957 North Wilkesboro, NC Paul Goldsmith (1)
10/6/1957 Martinsville VA SWEEPSTAKES Bob Welborn (10)
10/13/1957 Virginia Beach, VA Gwyn Staley (2)
10/30/1957 Wilson, NC Billy Myers (1)
10/31/1957 Columbia, SC Joe Weatherly (9)

1958 race winners (Bob Welborn champion) :
2/22/1958 Daytona Beach, FL Curtis Turner (34)
3/16/1958 N. Wilkesboro, NC Billy Myers (2)
3/23/1958 Richmond, VA Joe Weatherly (10)
4/7/1958 Winston-Salem, NC Bob Welborn (11)
4/13/1958 Weaverville, NC Bob Welborn (12)
4/26/1958 Hickory, NC Bob Welborn (13)
5/2/1958 Columbia, SC Billy Carden (1)
5/4/1958 Wilson, NC Curtis Turner (35)
5/10/1958 Darlington, SC Curtis Turner (36)
5/16/1958 Charlotte, NC Lee Petty (1)
5/18/1958 Atlanta, GA Fireball Roberts (2)
6/8/1958 Martinsville, VA Fireball Roberts (3)
6/22/1958 Birmingham, AL Curtis Turner (37)
7/12/1958 Columbia, SC Bob Welborn (14)
7/19/1958 Greenville, SC Bob Welborn (15)
7/27/1958 Myrtle Beach, SC Bob Welborn (16)
8/8/1958 Charlotte, NC Ken Rush (1)
8/22/1958 Winston Salem NC SWEEPSTAKES
9/7/1958 Wilson, NC Bob Welborn (17)
9/14/1958 Salisbury, NC Bob Welborn (18)

1959 race winners (Joe Lee Johnson champion) :
2/20/1959 Daytona Beach, FL Shorty Rollins (1)
2/22/1959 Daytona Beach FL SWEEPSTAKES
3/8/1959 Fayetteville, NC Joe Lee Johnson (1)
3/15/1959 Richmond, VA Joe Lee Johnson (2)
3/22/1959 Hickory, NC Curtis Turner (38)
4/5/1959 Marlboro, MD Rex White (1)
4/24/1959 Charlotte, NC Joe Weatherly (11)
4/26/1959 Hillsboro, NC Joe Weatherly (12)
5/9/1959 Darlington, SC Fireball Roberts (4)
5/16/1959 Columbia, SC Bob Welborn (19)
5/17/1959 Weaverville, NC Bob Welborn (20)
5/23/1959 Winston-Salem, NC Glen Wood (5)
6/7/1959 Martinsville, VA Tom Pistone (2)
6/14/1959 Atlanta GA SWEEPSTAKES
7/4/1959 Daytona Beach FL SWEEPSTAKES
7/18/1959 Columbia, SC Richard Petty (1)
7/31/1959 Greenville, SC Lee Petty (2)
8/9/1959 Nashville TN SWEEPSTAKES
8/16/1959 Weaverville NC SWEEPSTAKES Bob Welborn (21)
8/23/1959 Charlotte, NC Ned Jarrett (1)
9/27/1959 Martinsville VA SWEEPSTAKES
5/14/1960 Darlington SC Joe Weatherly (13)
5/6/1961 Darlington SC Fred Lorenzen (1)
5/12/1962 Darlington SC Nelson Stacy (1)

NASCAR changing Cup qualifying procedures

2011-06-03T17:09:00.000-04:00

6/03/11

NASCAR changing Cup qualifying procedures: NASCAR is changing its NASCAR Sprint Cup qualifying rules effective next week at Pocono Raceway .... qualifying order will be determined by the driver's fastest lap in first practice. The times on the speed sheet will be inverted with the slowest cars attempting their qualifying runs first. The go-or-go-home cars will now qualify among the 35 teams locked in on owner points and not be separated by the field. The NASCAR Sprint Cup director does reserve the right to change a driver's qualifying order or allow "adjustments or repairs" to cars after the car has taken the green flag at the start/finish line. And all cars must qualify with a full fuel cell. According to the NASCAR bulletin: "Qualifying consists of two consecutive timed laps (EIRI). The fastest lap determines qualifying position. NASCAR reserves the right to have more than one car engage in qualifying runs at the same time. Cars will be released in selected increments until all cars have had an opportunity to attempt qualifying." EIRI stands for "except in rare instances." In case of a rain-out of practice, a random drawing will be held for cars set up in the garage area to determine qualifying. If qualifying is rained out, the order of the field will be set according to Section 9-5 of the 2011 NASCAR Sprint Cup rule book. According to the rule book "all available starting positions will first be assigned to those car owners who have entered in the event prior to the drawing deadline. All available starting positions will be assigned including those starting positions previously designated as provisional starting positions on the Official Entry Blank. NASCAR Sprint Cup Series Championship points for the event will be assigned to those non-qualifier car owners provided they have entered in the event prior to the entry deadline

The New Qualifying Procedures for the NASCAR Sprint Cup Series, starting at Phoenix in Feb 2011

2011-04-16T10:29:00.000-04:00

The New Qualifying Procedures for the NASCAR Sprint Cup Series, starting at Phoenix in Feb 2011:

Qualifying order set by LAST practice speeds, slowest to fastest.
Non-Top 35 drivers grouped together at end of session.
Starting grid set by practice speeds if qualifying canceled.
Starting lineup set by owners points of all practices and qualifying are canceled.

New Qualifying Procedure in 2011 – The qualifying order will be set based upon slowest to fastest practice speeds. Inclement Weather Qualifying – If bad weather cancels qualifying, the final starting lineup will be determined by practice speeds. The same rule book procedures will be used to determine eligibility to start a race. If weather cancels practice sessions, then the starting lineup will be set by points, per the rule book.(1-26-2011)
What happens if qualifying gets rained out? [rules book]
If it is the first five races of the season, the previous season OWNERS points are used:
#1) - Previous season Owner Points [position 1-35][top 35 teams do NOT need to attempt ALL the races]
#2) - Race winners from the previous and current season not already in the field
#3) - ALL Past Cup Champions not in by 1 or 2
#4) - Current season Owner Points [Top 35][not in by rules 1-3]
#5) - Current season race attempts ties broken by current owners points standings [not in by rules 1-4]

After the 5th race of the season, the current season OWNERS points are used:
#1) - First 35 by current Owner Points [position 1-35][top 35 teams do NOT need to attempt ALL the races]
#2) - Last Years Cup Champ or the Event Champion if not already in the field
#3) - Car Owners whose team has won in the previous and current season not already in the field
#4) - Drivers who have won in the previous and current season not already in the field
#5) - ALL Past Cup Champions not in by 1 thru 4 [is NOT charged against the 6 past champ provisionals]
#6) - Most Qualifying Attempts [not starts] with Owners points as the tie breaker
#7) - Qualifying Order Position
(all above apply as long as the team was entered by the entry deadline - usually 7-13 days before the race)

WHY DONT NASCAR TIRES HAVE TREAD

2011-03-04T11:57:00.000-05:00

The reason NASCAR tires don’t have tread is simple: grip. The tires you find on street cars have tread to provide grip in wet conditions. The tread channels water away from the tire’s contact patch. In fact, NASCAR indeed has a rain tire that is used for the Nationwide Series. If our dry-weather tires (also known as “slicks”) were to have tread it would remove rubber that could otherwise be making contact with the asphalt and provide more grip. Some racing series, such as short-track divisions and Formula 1 purposefully add tread or grooves to their tires to slow cars down in the turns.

If it didn’t rain, your tires wouldn’t have grip either. That’s why it’s very important to keep an eye on the tread-depths and tire wear on your street-car. If you were to hit a wet patch with no tread it could spell disaster

Post race inspection rules change

2011-03-03T09:01:00.000-05:00

2/2011
Post race inspection rules change a tad: In 2011, NASCAR will have two random teams selected for post-race inspection, John Darby, Cup series director explained. Last year, NASCAR took the first car out as a random for post-race inspection. That's why you saw cars go to the garage early and go back out at different times in the race to not be the first car out. Darby said that NASCAR is changing how that random will be selected. "There will still be a random inspection from the cars outside the top 35 (in car owner points), but we're going to make it more random,'' Darby said. "We're going to do it very similar to the way we do the (random) for the big group of the cars at the end of the race, drawing a number kind of situation so nobody really knows who that random will be.'' What will happen is that the crew chief of the first car out of the race will be asked by NASCAR to select two numbers. One will represent a car not in the top 35 in car owner points to be selected for post-race inspection. Another number will represent a car in the top 35 in car owner points for post-race inspection

NASCAR 2011 CHANGES

2011-01-27T10:16:00.000-05:00

(Jan. 26, 2011) — NASCAR announced Wednesday that it has added a wild card element to setting the Chase for the NASCAR Sprint Cup field and it has simplified its points system for 2011, making it easier for fans, competitors and the industry to understand.

While the 12-driver Chase field remains intact, the final two spots will be determined by the number of wins during the first 26 races.

The top 10 in points following Race No. 26 – the “cutoff” race – continue to earn Chase berths.

Positions 11 and 12 are “wild card” qualifiers and will go to non-top-10-ranked drivers with the most wins, as long as they’re ranked in the top 20 in points. The top-10 Chase drivers will continue to be seeded based on wins during the first 26 races, with each win worth three bonus points. The wild card drivers will not receive bonus points for wins and will be seeded 11th and 12th, respectively. It’s a move aimed towards rewarding winning and consistency during the regular season.

Brian France, NASCAR Chairman and Chief Executive Officer, made the announcements at the NASCAR Hall of Fame during NASCAR’s annual media event as part of the NASCAR Sprint Media Tour.

The fans tell us that winning matters the most with them, so we’re combining the tradition of consistency in our sport with the excitement that comes along with winning,” said France. “This makes every race count leading into the 26th race of the season at Richmond, when we set the field for the Chase for the NASCAR Sprint Cup.”

The new points system – which applies to all NASCAR national series – will award points in one-point increments. As an example, in the NASCAR Sprint Cup Series, race winners will earn 43 points, plus three bonus points for the win. Winners also can earn an extra point for leading a lap and leading the most laps, bringing their total to a possible maximum of 48 points.

All other drivers in a finishing order will be separated by one-point increments. A second-place finisher will earn 42 points, a third-place driver 41 points, and so on. A last-place finisher – 43rd place – earns one point. In the NASCAR Camping World Truck Series, the last-place finisher receives eight points, to account for that series’ 36-driver race field.

“Many of our most loyal fans don’t fully understand the points system we have used to date,” said France, referencing the system that has been in use since 1975. “So, we are simplifying the points system to one that is much easier to understand. Conceptually, it is comparable to our previous system, but it is easier to follow.”

During his remarks Wednesday night, France reflected on the outstanding competition the sport enjoyed in 2010 and expected to see that high-caliber of racing to continue once the green flag drops for the 53rd running of the Daytona 500 Feb. 20.

“NASCAR enters 2011 with positive momentum and a great sense of excitement and optimism,” said France. “We’re extremely excited for the launch of the season. Leading the season off with Daytona, Phoenix and Las Vegas, we believe our fans are in store for some of the best racing the sport has to offer.”

2011 NASCAR RULE CHANGES

2011-01-27T10:11:00.000-05:00

Pick a Series – Drivers in all three national series now must select the series where they’ll compete for a driver championship. Drivers still may compete in multiple series and help their teams win owner titles in series where they’re not competing for a driver title. The move helps spotlight young talent in the NASCAR Nationwide and NASCAR Camping World Truck Series.
New Qualifying Procedure – The qualifying order will be set based upon slowest to fastest practice speeds.

Inclement Weather Qualifying – If bad weather cancels qualifying, the final starting lineup will be determined by practice speeds. The same rule book procedures will be used to determine eligibility to start a race. If weather cancels practice sessions, then the starting lineup will be set by points, per the rule book.

Tire Rules Revision – NASCAR Sprint Cup Series teams now are allowed five sets of tires for practice and qualifying instead of six. They must return four of those sets to Goodyear in order to receive their race allotment, and may keep one set of practice/qualifying tires. Tire allotments for race weekends will vary according to historical performance data.

Closed Loop Fueling System – Introduced in the NASCAR Camping World Truck Series, this goes into effect for all three national series in 2011.
It combines a more efficient fueling system with the elimination of the catch-can man, considered the most “vulnerable” pit-crew member. Teams now will use six, rather than seven, over-the-wall pit-crew members.

Evolution Of NASCAR Sprint Cup Series Car – NASCAR continues to work with the manufacturers and teams to enhance the look of the NASCAR Sprint Cup Series car. The cars have new fronts this season and the body makeover will continue to help appeal to fans and aid manufacturer identity.

How NASCAR Freezes the Field

2010-12-07T16:54:00.000-05:00

How NASCAR Freezes the Field

Timing & Scores Loops (A - H)
Freezing The Field
In an effort to further ensure the competitors' safety, NASCAR announced in September of 2003 that racing back to the caution would no longer be permitted in the NASCAR Sprint Cup Series, NASCAR nationwide Series and NASCAR Craftsman Truck Series. That led NASCAR to institute a new procedure in which the field is "frozen" on the race track once the caution flag is issued.
The cars' positions are determined by the previous timing-and-scoring line they passed on the race track. Example: Cars Nos. 1 through 3 are scored by their running order when the passed timing and scoring line E; cars Nos. 4 and 5 are scored by their positions when they passed timing and scoring line D; cars 6 and 7 are scored by their positions when they they passed timing and scoring line
While the positions of the competitors on the race track will be "frozen," the pit lane, however, will remain active at this time with pit-road speed in effect.
The cars that are pitted from pit-road entrance to the start/finish line - cars 11, 12, 14 and 14 - must reach the start/finish scoring line that extends across pit road before the race leader (No. 1 red car approaching scoring line A) reaches the same line on the race track. Should any of these cars on pit road reach that point first, they will not lose a lap to the leader.
Should the leader reach the scoring line A before cars 11 - 14, they would lose a lap to the leader. Those cars that are pitted from the start/finish line to the pit-road exit - cars 8, 9 and 10 - must reach the pit-road exit scoring line before the leader (No, 1 red car approaching scoring line B) to avoid going a lap down.
Example: car 8 would not go a lap down, while cars 9 and 10 would. Should a driver attempt to speed in pit lane to avoid going down a lap to the leader, that driver will lose a lap in addition to being moved to the tail end of the longest line.
Should the race leader not slow immediately for the caution in an effort to put the pitted cars a lap down, the leader will be penalized by being sent to the tail end of the longest line and all pitted cars will retain their lap positions.
Adapted from information by NASCAR Media

HANS DEVICE

2010-11-16T17:06:00.000-05:00

HISTORIC TRIO

2010-10-19T11:50:00.000-04:00

10/2010
GANASSI’S HISTORIC TRIO

Few races in motorsports have the esteem of NASCAR’s Daytona 500 and Brickyard 400, and Indy Racing League’s Indianapolis 500. An owner winning all three of these races was unheard of until 2010. In February, McMurray, driving for Earnhardt Ganassi Racing with Felix Sabates, won the Daytona 500. On July 25, 2010, he drove the No. 1 Bass Pro Shops Chevrolet Impala to victory at Indianapolis Motor Speedway in the Brickyard 400, making him only the third driver to win both events in the same season. Dario Franchitti won the Indianapolis 500 in one of Ganassi’s cars, making Ganassi the first team owner to win all three legendary auto races in the same season.

After winning the Brickyard 400, McMurray celebrated with a smoky, tire-spinning burnout. The celebration was so enthusiastic that McMurray’s right-rear tire exploded, damaging the right-rear quarter panel. McMurray took the lead with 11 laps to go and won the race by 1.4 seconds. The win gave Ganassi owner victories in America’s three most prestigious automobile races: the Daytona 500, the Brickyard 400 and the Indianapolis 500—an unprecedented accomplishment

NASCAR QUALIFYING:BACK TO REAR RULE

2010-10-08T17:05:00.000-04:00

What are the reasons for a driver or team to have to start the race at the rear of the field:

ENGINE CHANGE - anytime during the race weekend [except the Daytona 500, teams can change once after the Gatorade Duel 150's]

BACKUP CAR - after qualifying, if a team/driver goes to a backup car, they start at the rear of the field; if before qualifying and the backup car and engine are presented for inspection, the driver starts where they qualify.

TRANSMISSION CHANGE - anytime during the race weekend [except the road courses, new in 2009]

DRIVER CHANGE - once the car is qualified, if the driver changes, then the driver/car will start at the end of the field before the green flag

TRACK BANKING

2010-10-08T17:04:00.000-04:00

What are the differences between flat, steep and progressively banked NASCAR Series tracks?
Most oval NASCAR tracks are banked at various degrees to create greater momentum and velocity through the turns. Banking on the 23 tracks that host NASCAR Sprint Cup Series races range from a relatively steep 36° at Talladega Superspeedway, to a somewhat flat 12° at Martinsville Speedway.
"Progressively banked" oval tracks, such as Bristol Motor Speedway, feature a racing surface that gradually increases in degrees of banking - 24° to 30° - as the track gets closer to the outside retaining wall. This permits cars in the longer outside lanes to maintain higher speeds through the corners than those in the shorter inside lanes, resulting in more competitive racing.
Our list of similar NASCAR tracks groups and compares the degree of banking at each NASCAR track.

Adapted from information by NASCAR Media

About the NASCAR Car of Tomorrow

2010-10-08T13:36:00.001-04:00

About the NASCAR Car of Tomorrow

The NASCAR Car of Tomorrow aka 'CoT'. Or, the Car of Right Now aka 'CoRN'.
However you refer to it, it's here for the 2007 NASCAR season.
Just what are the differences from the previous NASCAR stock car?
Here is the scoop on the Car of Tomorrow.
Why make the Car of Tomorrow?
The Car of Tomorrow has been in the works by NASCAR's Research and Development Center for 7-years. The number one reason for developing the Car of Tomorrow is driver safety. All the changes that we see in the body (rear wing, front splitter, etc.) are really a result of the changes that NASCAR R&D made to the chassis.
Bigger is Better
Prior to the 1980 season, NASCAR cars were much bigger than what has evolved into the cars NASCAR is currently racing.
The bigger Monte Carlo's and Oldsmobile's were wider. NASCAR research determined that these cars were safer because they were bigger.
Specific Chassis Changes to Increase Driver Safety
A big change is that there is now a Larger Cockpit. The Car of Tomorrow is 2-1/2" taller and 4" wider than the current NASCAR car. The driver is also located closer to the center of the car.
Additionally, the CoT has a Double Frame Rail with Steel Plating on the driver's side with steel plating covering the door bars to help prevent anything coming through in a side-impact crash.
An Energy Absorbing Material (much like the Safer Barrier) is used around the side roll cage to absorb the impact of a crash.
The side rails of the roll cage used to run horizontally to one another. Now the side rails are stepped inward to also help absorb the impact of a side crash.
Changes to Fuel Cell
The CoT has a Smaller Fuel Cell which holds about 18 gallons. This fuel cell is raised slightly from last year and has a strengthened bladder, thicker container and safer check valve.
The Rear Protection Bars at the rear bumper of the car are bigger & stronger than previous NASCAR cars. This protects the fuel cell and driver in case of a rear impact crash.There is also an Aluminum Energy Absorbing Honeycomb material surrounding the fuel cell. In the past, the teams used wood.
Another safety enhancement is the Enclosed Drive Shaft Area. It is completely enclosed in a metal tunnel to prevent it from coming through the floor into the driver area.
Adjutable Rear Wing
The rear wing of the Car of Tomorrow is an adjustable aerodyamic feature that replaces the rear spoiler.
Teams used to twist the car body to suit a drivers driving style. Now, since all bodies are the same, the wing is what will be adjusted to suit the driver.
When a team gets to the track, they will have the rear mounting brackets already in place. The size and location of the brackets will already be dictated by NASCAR.
The teams are then issued a carbon fiber rear wing.
Teams can 'tune' the angle of the rear-wing from 0° to 16°. This is how the teams affect the drag and rear downforce of the car.
In addition to the angle of the rear wing, the teams have 2 end-plates to choose from to install on the side of the wing. These end-plates generate side force. There are flat end-plates and curved end-plates.
The teams can use both flat or curved or a combination of the two to get the right feel for the driver.
Adjustable Front Splitter
The adjustable front splitter is how the teams will 'tune' the front downforce of the car to suit the driversdriving style.
The flat part of the splitter must be level with the ground and no more than 4 1/2" off the ground. The splitter lip can't be further in than flush with the front bumper. Nor, can it be further out than 2". The amount of 'in and out' distance can vary across the width of the bumper though. So, in this sense the teams can still 'fine tune' the front bumper for downforce.
The Car of Tomorrow's front bumper is much higher than the current NASCAR car.
The reason for this is so that when a car goes underneath a car in front of it, it won't be able to get to the fuel cell, lift the rear wheels off the ground and spin the car out.
Are the Cars Too Much AlikeAlthough the bodies are the same. The front end and rear end remain unique to the manufacturer.
In addition to the adjustments that can be made to the front splitter and the rear wing, there are many other ways a team can continue to adjust the cars.
The Upper & Lower Control Arms are adjustable up and down. The Sway Bar is still adjustable. The Drag Link configuration is still adjustable.
These are major adjustments that the teams still have control over ot affect the handling of their cars.
Manufacturer Identity
Among other complaints is that the manufacturers will lose their identity with NASCAR's Car of Tomorrow.
While the body of the cars are the same. Chevrolet, Ford, Dodge and Toyota brands will all have different front and rear templates. The Car of Tomorrow will actually more closely resemble each manufacturers production model of the car. NASCAR feels that the Car of Tomorrow will have an increased branding impact for the car manufacturers.

Anatomy of a NASCAR Racecar

2010-10-08T13:30:00.000-04:00

Anatomy of a NASCAR Racecar

Ever wonder what NASCAR fans and broadcasters are talking about when mentioning different sections, pieces and parts of a NASCAR Sprint Cup Series car?

Front Splitter: Allows teams to tune the front downforce to individual drivers and tracks.

Brake Air Intake: Directs outside air to brake discs and rotors for additional cooling.

Radiator Air Intake: Directs outside air into the radiator to cool engine fluids.

Body Panels: Fabricated from 24-guage/0.0247-inch (minimum) cold-rolled sheet metal.

Hood Pins: Four, quick-release metal pins with wire tethers that keep the hood closed.

Cowl Induction: Housing for the air cleaner that connects the air intake at the base of the winshield to the carburetor.

Jack Post: Area where the jackman places the jack to lift the car during pit stops.

Roll Cage: A cage of steel tubing inside the car that protects the driver during impacts and rollovers.

Windshield Clips: Allow for easy removal of the windshield should a driver need to be extricated from the car.

Double Frame Rail and Energy Absorbing Material: A combination of steel plating and energy absorbing materials installed in between the roll cage door bars and door panels that attenuate upon impact.

Window Net: Safety device located in the driver-side window that keeps the driver's head and arms inside the car during an accident.

TV Camera: Allows NASCAR fans to view the racing from the driver's perspective.

Roof Strips: Two half-inch-tall aluminum strips which run lengthwise on the roof to help prevent the car from flipping when turned sideways during a spin or accident.

Alternate Exit: Also known as a "roof hatch," it allows drivers to exit the car in the event of an emergency situation.

Roof Flaps: Help prevent the car from becoming airborne when it is turned sideways or backwards during a spin or accident.

Cooling Vents: Help remove warm air from the cockpit.

Goodyear Eagle Racing Tires: Treadless radial tires designed specifically for racing.

Jacking Bolt: Area where the crew uses a tool to adjust the handling of the car by altering the pressure of the rear springs.

Adjustable Rear Wing: Directs air flowing over the rear of the car, providing better balance and control in traffic.

Dry Break Fuel Cell: Holds 17.75 gallons of Sunoco racing fuel inside a protective, puncture-resistant bladder.

Adapted from information by NASCAR Media

NASCAR Pit Stop

2010-10-08T12:57:00.000-04:00

NASCAR Pit Stop

NASCAR teams take about 14-seconds to complete a full pit stop. But what are all the things they do during a normal pit stop?

Anatomy of a Pit Stop

Seven crew members are routinely allowed over the wall during pit stops per NASCAR rules. At times, NASCAR will inform teams that an eighth crew member will be allowed over the wall for a pit stop with the responsibility of cleaning the windshield.

An average efficient pit stop that consists of the changing of all four tires and a full tank of fuel can take anywhere between 13 and 15 seconds. The amount of pit stops during a race vary due to numerous factors:

Race Length

Caution Flags

Fuel Mileage

Tire Wear

Pit Strategy

Below is a look at the pit crew and thier responsibilities during a routine stop during a race.

Rear Tire Carrier: Assists the rear tire changer by handing him a new right-side tire he has carried from behind the pit wall. May also adjust the rear jack bolt to change the car's handling.

Jackman: Operates a 20-pound hydraulic jack that is used to raise the car for tire changes. After new tires are bolted on to the right side of the car, he drops the car to the ground and repeats the process on the left side.

Rear Tire Changer: First removes and replaces right rear tire using an air-powered impact wrench to loosen and tighten five lug nuts holding the tire rim in place. He then moves to the opposite side of the car to change the left rear tire.

Front Tire Carrier: Assist the front tire changer by handing him a new, right-side tire that he has carried from behind the pit wall. He repeats the process on the left side of the car with a tire rolled to him by another crew member from behind the pit wall.

Front Tire Changer: First removes and replaces right front tire using an air-powered impact wrench to loosen and tighten five lug nuts holding the tire rim in place. He then moves to the opposite side of the car to change the left front tire.

Gas Man: Empties two 12-gallon (81 pounds each) dump cans of fuel into the car's 17.75-gallon fuel cell.

Catch Can Man: Holds a can that collects overflow from the fuel cell as it is being filled. He also signals the rest of the team that the refueling process is finished by raising his hand.

Support Crew: Assists the "over the wall" crew by rolling them tires, handing them fuel, and retrieving air hoses and wrenches. According to NASCAR rules, support crew members must remain behind the pit wall during all stops.

Extra Man: On occasion, and at the discretion of NASCAR officials, an eighth or "extra man" is allowed over the wall to cleand the windshield and assist the driver if neccessary.

NASCAR Official: Watches for rules violations and helps maintain pit lane safety.

Adapted from information by NASCAR Media

NASCAR DOUBLE FILE RESTARTS

2010-10-07T19:45:00.001-04:00

NASCAR Announces “Double-File Restarts – Shootout Style”: NASCAR announced a change to its race format with the addition of “Double-File Restarts – Shootout Style” throughout each race. Beginning with this weekend at Pocono Raceway, the first- and second-place drivers will line up side-by-side as the green flag flies for each restart. “We’ve heard the fans loud and clear: ‘double-file restarts – shootout style’ are coming to the NASCAR Sprint Cup Series,” said NASCAR Chairman and CEO Brian France. “This addition to the race format is good for competition and good for the fans.”

NASCAR recently used the “double-file” format for its non-points NASCAR Sprint All-Star Race, which produced an unpredictable finish. The format will be adapted for the NASCAR Nationwide Series and NASCAR Camping World Truck Series in the near future. Under the previous format, cars on the lead lap would restart in a single-file line while cars that had been lapped would start in a line next to them. Under the new format, the race leader will have the option to restart on the inside or outside lane. The second-place driver would then restart next to the leader. Regardless of where the leader starts, drivers in odd number positions (3rd, 5th, 7th places, etc.) will restart on the inside lane, while drivers in even number positions (4th, 6th, 8th places, etc.) will restart on the outside. All restarts will use the same format regardless of the number of laps remaining in the race.

The first-place driver will continue to control the timing of restarts in a designated zone on the track. Likewise, cars are to stay in line until they reach the start/finish line. The first eligible car a lap or more down will continue to earn one lap back following a caution, which is known as the “free pass.” However, a new element beginning this week will be that the “free pass” will remain in effect the entire race [before it was all race until 10 or less laps to go, then none was awarded]. Lapped cars choosing to remain on the track will be “waved around” the caution car and will restart the race in respective track position, thus picking up a lap to the leader provided the leader also pits. This will also remove lapped cars from behind the pace car, allowing the leaders to take the green without interference [so the leader will not restart in the middle of the pack].

NASCAR RESTART RULES

2010-10-06T19:44:00.002-04:00

NASCAR’s Robin Pemberton explains new restart rules: NASCAR Vice President of Competition Robin Pemberton gave an explanation Friday of the new double-file restart rules. Here are excerpts of the conversation with the media and his answers to some questions ask.

SD: What is the procedure for double-file restarts?

Pemberton: “When the caution comes out, the field will be frozen as it is today. The free-pass car will be identified as it is today and it will be the same format. As the cars are gathered behind the pace car, the pit road is opened for leaders, the second time by it will be open for the lap-down cars, and that is how it is today. And when we come to the one [lap]-to-go [until the green drops], the cars that have elected not to pit that are lap-down cars that will be in front of the lead-lap cars that have pitted, will be waved around to join the field at the tail end. The lineup will be on the double-file restart, lead-lap cars to the front, lap-down cars, … then it will be the free-pass car, then it will be the cars that have been waved around and then it will be the penalty cars.

SD: If a guy on the lead lap opts not to pit, he’s the leader?

Pemberton: Correct. Still P1 [the leader].

SD: Is there an option for the lead car to select which lane?

Pemberton: When we give the 1-to-go, the leader throughout the entire race will get lane choice, high or low. He has to make that choice when we come to the 1-to-go at the stripe. One other thing we have added is the free pass will take place from start to finish throughout the entire race.

SD: If a car on the lead lap pits a second time with the lap-down cars, does he restart with the lap-down cars?

Pemberton: He will start in his respective track position how he came off of pit road. If you have a lead-lap car who makes multiple pit stops to work on his car, he is not in that lead-lap group that pitted that first-time by. He’ll be scored where he comes off pit road [with lapped cars]

SD: The lap-down cars that don’t pit and the get the wave around the leader, do they get to come all the way around to rear of the field?

Pemberton: That’s correct but they will not be able to hit pit road for tires and fuel. Pit road won’t be closed but they will forfeit their wave-around status if they hit pit road for tires and fuel.

SD: At tracks like Martinsville and Bristol and you’re waiting for the 1-to-go, are you anticipating that the wave around could be hard to be completed?

Pemberton: There could be issues. Every track has its different set of challenges. We’ll have to address those when we get to them. The whole field will be double file so they won’t be as strung out.

SD: If multiple lead-lap cars stay out, do the lap-down cars that don’t pit still get waved around?

Pemberton: The only way you can be waved around is if you are between the leader and the pace car. As pit stops take place, you need to be in front of the lead-lap cars. You get waved around regardless if you’re one or two or three laps down [or more].

SD: Are you going to use double-file restarts throughout the race for every race?

Pemberton: Yes.

SD: It was said that Trucks and Nationwide will use it later this year? Any timetable?

Pemberton: It’s just later. We need to work through some of these details here. We’ve got three races in three different states [this weekend]. We want to make sure we concentrate on this [in Cup] and get everything as right as we can.

NASCAR Wave-Around Rule

2010-10-05T19:41:00.001-04:00

NASCAR tweaks wave-around rule for Cup, Nationwide: NASCAR has tweaked its rule on wave-around cars under caution. The new rule now dictates that cars under penalty at the time of the caution are ineligible for the wave around. The change began last week with the Sprint Cup race at Kansas Speedway after a situation came up in the Nationwide Series race that was new to the double-file restart system instituted in June. In the Nationwide race, Roush Fenway Racing's Carl Edwards was penalized for speeding under green, and then the caution came out. He stayed out and didn't pit and then was among those cars on the end of the lead lap. He then got the "wave around" the caution car (along with the rest of the cars that had stayed out and were on the end of the lead lap) to get to the rear of the line of lead-lap cars. Edwards then went to the end of the line to serve his penalty. That move would not be allowed anymore. The driver would not get the wave around and would start a lap down at the rear of the field on the restart, the penalty for a driver who had a speeding penalty under green but never served it before the caution came out. The new rule in general is any driver under penalty is no longer eligible for the wave around.

NASCAR RESTART ZONE

2010-10-04T19:47:00.001-04:00

NASCAR creates formula for setting restart zone: NASCAR has established a formula for determining the length of the restart zone on the track. officials will take the pit-road speed limit, double that figure and then set that as the distance in feet of the restart zone. At the start of this season, NASCAR created a zone where the leader must restart the race instead of giving the leader discretion from a certain area coming out of Turn 4 up to the starting line to restart the race. The rule is designed to create a more consistent restart at each track. Pit-road speeds typically range from 30 to 55 mph, depending on the length of the track. That means the restart zone will vary from 60-110 feet, depending on the track. "It will be twice the pit-road speed," Pemberton said. "It's a means to get variable lengths in there for the race track itself. It's something the garage area asked us to do.

Restart Line changes again: NASCAR is still experimenting with new distances for the restart zone. This weekend at Las Vegas Motor Speedway, it’s 90 feet. The zone two weeks ago was 50 feet at Daytona. Last week, it was 110 feet at Auto Club Speedway in California. NASCAR has created the restart zone to limit the area where the leader may restart the event.

NASCAR GREEN-WHITE CHECKERED

2010-10-03T19:50:00.001-04:00

Green-White-Checker OFFICIAL and: A “green-white-checkered” finish format will be used for the NASCAR SprintcupSeries and NASCARNationwide Series . “The green-white-checkered format is an attempt to achieve everyone’s goals – a green-flag finish,” NASCAR President Mike Helton said. “This change hopefully will provide competitive finishes in the relatively rare occasions it is warranted. This format has been successful in the NASCAR Craftsman Truck Series, and considering the tight competition week in and week out in the other two national series, we feel the time is right to use the same procedure in all three national series.”

The new procedure will consist of a restart of two laps – green flag for the first lap of the restart and the white flag signaling the final lap leading to the checkered flag. All additional laps will be counted and scored. The new format will not guarantee a green-flag finish. Only 3 restart under the “green-white-checkered” format will be attempted. If a caution comes out during that period, the race will be complete. This procedure will eliminate the need for a red flag in the final laps to immediately stop the race in an attempt to finish under green-flag conditions. The announcement expands the single attempt “green-white-checkered” format to all three of NASCAR’s national series,

NASCAR AGE REQUIREMENT

2010-10-02T19:43:00.001-04:00

NASCAR lowers age for some series: NASCAR announced it was implementing a Learner’s Permit License for its NASCAR Whelen All-American Series tracks beginning in 2010. The license will lower the age-limit for NASCAR-sanctioned tracks’ entry-level division from 16-years-old to 14. The change provides an intermediate step for young drivers looking to make the move from non-NASCAR beginner-level racing series to running at their NASCAR home track. The NASCAR Whelen All-American Series is NASCAR’s national championship program for its more than 55 sanctioned short tracks across North America. More than 10,000 drivers compete in the series annually.(NASCAR

NASCAR PENALTY / APPEAL PROCESS

2010-09-30T22:08:00.000-04:00

APPEALS - results 1999 to current
133 total appeals
89 upheld
32 reduced
10 overturned
2 increased

(NASCAR)(thru last appeal 9-29-2010)

What happens to the money from the penalties?
Starting in 2008 all money collected from fines issued to drivers go to the NASCAR Foundation for its charitable initiatives, before the money collected from driver/crew member penalties are generally placed into the Drivers Points Fund awarded at the end of the season.

NASCAR's appeal process
1. A written request for an appeal must be made to the National Stock Car Racing Chief Appellate Officer within 10 calendar days of the notice of the penalty.
2. The National Stock Car Racing Chief Appellate Officer will set a date and location.
3. From the pool of commission members, the chairman will be joined by a minimum of two to constitute a quorum. Commission members are selected based on their knowledge and experience. They include men and women from a variety of motorsports backgrounds, some active in the sport and some retired. They include promoters, industry leaders, and dignitaries from other forms of professional motorsports.
4. Appeal would be heard; decision handed down.
5. If the team is not satisfied with the decision, they could make a final appeal to the National Stock Car Racing Chief Appellate Officer. All decisions are final.

2010 National Stock Car Racing Chief Appellate Officer
National Stock Car Racing Chief Appellate Officer: John Middlebrook, retired GM Executive

Commission Members for 2010
Member Title
Mark Arute Stafford Motor Speedway chief operating officer and general manager
Buddy Baker Retired driver
Lee Baumgarten Phoenix International Raceway director of operations
John Bishop Founder, IMSA
Clay Campbell Martinsville Speedway president
John Capels USAC chairman
John Cooper Former president of Daytona International Speedway and Indianapolis Motor Speedway
Barbara Cromarty Riverhead Raceway (N.Y.) owner
Doug Fritz Richmond International Raceway president
John Gall
Harry Gant Retired driver
Richard Gore Old Dominion Speedway (Va.) owner
Janet Guthrie Retired driver
Russell Hackett Carraway Speedway (N.C.) owner
David Hall Former co-founder and president of TNN/CMT
Jack Housby President, Housby Trucking
Spencer Lueders Deputy Appellate Administrator
Grant Lynch Talladega Superspeedway president
Denis McGlynn Dover International Speedway president and CEO
Leo Mehl Former director of Goodyear racing, former executive director of the Indy Racing League
Bud Moore Retired car owner
Steve Page Infineon Raceway president
Dale Pinilis Bowman-Gray Stadium (N.C.) operator
Cathy Rice South Boston Speedway (Va.) general manager
Les Richter Ex-NFL linebacker, former president Riverside Raceway, former NASCAR director of competition
Doug Rollins
George Silbermann (Chairman) Appellate Administrator
Lyn St. James Retired driver
Mike Straubel
H.A. "Humpy" Wheeler Jr. former Lowe's Motor Speedway president
Kevin Whitaker Greenville Pickens Speedway (S.C.) operator
Jim Williams Irwindale Speedway (Calif.) president
Jo DeWitt Wilson Former president of North Carolina Speedway
Wadell Wilson Former crew chief/engine builder
Robert Yates Retired car owner
--------------------------------------------------------------------------------
SOME LARGEST PENALTIES
Team, Date, Track, Violation, Crew chief Fine-Team/points, Suspension
#46-Carl Long, May 2009, Lowe's Motor Speedway/Sprint Showdown, Oversized Engine, Charles Swing, $200,000/200, 12 race suspension
#33-Clint Bowyer, Sept. 2010, New Hampshire, Car Body Modification, Shane Wilson, $150,000/150, 6 races
#55-Michael Waltrip Racing, Feb. 2007, Daytona, Fuel/Additive, David Hyder $100,000/100 Indefinite Suspension
#24-Jeff Gordon/Hendrick Motorsports, July 2007, Sonoma, Front Fender Manipulation, Steve Letarte, $100,000/100, 6 races
#48-Jimmie Johnson/Hendrick Motorsports, July 2007, Sonoma, Front Fender Manipulation, Chad Knaus, $100,000/100, 6 races
#2-Kurt Busch/Penske Racing, June 2007, Dover, Endangering crew member, Drivers $100,000, Team/Driver 100 pts
#8-Dale Earnhardt Inc. May 2007, Darlington, Rear Wing Brackets, Tony Eury Jr. $100,000/100, 6 events
#24-Hendrick Motorsports May 1995, suspension parts, Ray Evernham $60,000/none None
the list got too long to maintain and the differences over the years in terms of money and points penalzied has changed dramatically

PAST PENALTIES NEWS
Last Time a win was stripped for an post-race inspection violation? The last time NASCAR [Cup Series] disqualified a winner for failing a post-race inspection was in 1955, according to an official in NASCAR's statistical services. Fireball Roberts won the Daytona Beach race, but had the win taken away for an engine modification. NASCAR gave Tim Flock the win. Since then, drivers have kept wins regardless of the infractions. NASCAR stripped Rudd of a victory at the Sears Point (now Infineon) road course in 1991 for rough driving. Rudd made contact with leader Davey Allison before the final lap and caused Allison to spin. Rudd crossed the finish line first but was not given the checkered flag. That waved as Allison passed.(News and Record). No Petty was not stripped in 1983, no Mayfield was not stripped in 2000, Skinner and Jarrett had Busch wins stripped NOT Cup.

EVOLUTION OF THE PIT STOP: Today’s Crews Filled With Athletes

2010-08-27T22:21:00.000-04:00

EVOLUTION OF THE PIT STOP: Today’s Crews Filled With Athletes

(This is the fourth and final story in the four-part series dealing with how the pit stop has evolved in stock car racing over the past 60 years. Presented by TUMS, the number one antacid in America, award-winning motorsports writer Ben White chronicles the changes that have made a pit stop an art form and the people responsible for that transformation.).

In today’s intense motorsports world known as NASCAR Sprint Cup Series racing, starting grids are comprised of 43 drivers competing in 36 points-paying events on 22 short tracks, road courses and superspeedways across the country. The level of competition is closer in 2010 than at any other time in NASCAR’s 62-year history.
NASCAR drivers are considered some of the most talented. They put their skills to the test lap after lap in hopes of gaining an edge on the race track. So equal are the Toyotas, Chevrolets, Fords and Dodges in Sprint Cup racing that in many cases, a team’s best way of gaining positions comes down to seconds gained from precision stops on pit road.
From where do these special individuals who perform those incredible 12-second stops come? Mostly from family backgrounds that span generations, college degrees in mechanical engineering, professional sports, and past careers as short-track drivers and crewmen. Through those doors entered the people that hold jobs in NASCAR’s most coveted arena of racing.
Unlike stock car racing's previous eras, today's crew members are highly specialized at their jobs. The No. 00 Michael Waltrip Racing crew showed their best work recently when they helped David Reutimann score a victory July 11 in the TUMS Toyota at Chicagoland Speedway.
In NASCAR, the crew chief is the leader of the pit crew and viewed as a head coach of sorts, as all decisions pertaining to car construction, chassis set-ups and race strategy is his responsibility. He also is in contact with the team's pit crew coach regarding the pit stops, the crew members' nutrition and their workout programs.
The car chief is in charge of scheduling day-to-day car preparations at the shop prior to the race weekend. He also makes certain the car being used on any given weekend meets all of NASCAR’s inspection requirements and oversees changes to the car requested by the crew chief or team engineer.
The jackman slides the jack under each side of the car to lift it high enough so tires can be replaced. He also pulls off the old right-rear tire after the rear tire changer loosens the lug nuts. When the stop is complete, he drops the jack to signal the driver to leave the pit.
The two tire carriers bring new tires over the pit wall and guide each wheel onto the studs on the hub. They must stay in contact with the old tires as they are being taken to the wall. The front-tire carrier is usually responsible for pulling the front fenders away from the tire if necessary. He may also be responsible for cleaning the car's grille and adding or removing tape from it during a pit stop in order to adjust the car's front end for more down force or to help lower engine temperature.
The rear-tire carrier may also make changes to the rear track bar and/or wedge unless done by the catch can man.
Don Marvel, the rear-tire carrier for the No. 00 TUMS team, has his eyes constantly moving during a stop, because there’s a lot to do in a very short amount of time.
“I run out with the rear tire, put the right rear on the car, take off the right rear that’s already on the car and bring it back to pit wall,” Marvel says. “Then I go to the left side and put the left rear tire on. I also take care of chassis adjustments with a wedge wrench. I might also serve the driver water or an ice pack if it’s a hot day.”
The front- and rear-tire changers remove the lug nuts and the old tires and tighten the new tires' five lug nuts to hold the wheels in place.
Eric Maycroft, the team's rear-tire changer, prepares for race day long before the green flag waves.
“The main preparation for actually changing tires comes during the week,” Maycroft explains. “We practice four times per week and we look at film on Mondays and work out on Tuesdays, Wednesdays and Thursdays. That’s when we get the bulk of our workout. Ten or 15 minutes before the race, we have a (stationary) hub (mounted to the pit wagon) that we hit (for practice).
“Track position is everything. If you get behind one or two guys, that’s one or two spots you can pick up on pit road. That just gets us that much closer to the front. Seeing spots gained on pit road gives you the best feeling. That keeps the driver’s confidence up and keeps the team pumped up.”
NASCAR champion Dale Jarrett always enjoyed great pit stops when he was driving.
“If you can pick up one or two spots, you can conquer the world,” Jarrett says. “You show a different side driving and the crew gets excited. So that makes the next stop better. It's such a huge boost to your confidence and mental attitude if you come in fifth and you can hold that spot or gain one. So it's kind of like a revolving door where you can continue to improve and move forward.
“On the other side of that, if you work your tail off on the race track and maybe you’ve worked hard to get to fifth and you go back out 10th, you realize how close the competition is. In that situation, you’re going to use up your car getting back to where you were. So it can go both ways.”
Rounding out the pit stop, the gasman fills the car with 18 gallons of fuel; while the catch can man catches any fuel overflow in a small container. He also holds the empty can while the gasman secures and fills the car with the second gas can while the left-side tires are being changed. When the catch can starts to fill, the catch can man signals the jackman there’s enough fuel in the car.
“It’s very rewarding when you have a really good pit stop,” says Jeff Seaberg, catch can man for the No. 00 TUMS team. “When the car leaves the box, you know right away if it was a good stop or not. You’re sort of depending on everyone else on the team. We all count on each other to get at the right spot at the right time. We know who is where and what we’re doing. We sort of have a playbook.
“The thrill of going over the wall is just the accomplishments of pulling off the perfect play. If the driver behind us goes long, I would be the guy to get hit because I’m standing between the two race cars. But that’s the last thing on your mind when you’re out there because you’re concentrating on the stop. I catch access fuel, but I also make physical adjustments to the race car. I’m also worried about being positioned so I can turn rounds on the track bar or doing wedge adjustments left or right depending on what we need. For me, my surroundings are pretty much irrelevant. Once you go over the wall, you do your job. We train and run through this so much; your internal clock tells you where you’re at.”
Finally, NASCAR regulations dictate that only seven individuals can go over the wall to service a race car during a pit stop. Crews are allowed only two impact wrenches, one jack, and two cans of gasoline on pit road. Other tools may be used if needed, but in the event major work is needed, the car must be repaired in the garage.
NASCAR occasionally allows an eighth man over the wall to help with special circumstances pertaining to the driver, but he may not make any other adjustments on the car.
Ray Evernham, former crew chief for Hendrick Motorsports and former Sprint Cup team owner, has seen pit stops evolve into the art form that exist today.
“The Wood Brothers sort of had the patent on making a fast pit stop,” Evernham says. “Those guys really came up with the idea. What we did at Hendrick Motorsports was improve on that and take it to the next level. What the teams have done in 2010 is take it to the next level again.
“Now they’ve taken that idea well into the future. Everyone has a trainer. Everyone has someone in sports medicine. They watch all kinds of film. They’ve got computer layovers. They can count the number of steps with people and they have back-up teams. Now the technology and the tools and the development of the human body just keep making those pit stops get faster and faster. And it's way more critical now because the cars are so closely matched and so closely competitive.”

EVOLUTION OF THE PIT STOP: ERA OF THE RAINBOW WARRIORS

2010-08-26T17:29:00.000-04:00

EVOLUTION OF THE PIT STOP: ERA OF THE RAINBOW WARRIORS

(This is the third in a series of four stories about how the pit stop has evolved in stock car racing over the past 60 years. Presented by TUMS, the number one antacid in America, award-winning motorsports writer Ben White chronicles the changes that have made a pit stop an art form and the people responsible for that transformation.).

When Jeff Gordon tried his hand with the heavier NASCAR machines, the California native and Indiana transplant knew an opportunity to race stock cars would open up a new world of possibilities.
In 1991, Gordon moved south to drive for Bill Davis Racing in NASCAR's Busch Series [now Nationwide]. Driving cars for Ford Motor Co., Gordon would gain experience in the Busch Series, and then he and the team would move up to the Cup series together.
It was Speedweeks 1992, however, when a fateful meeting between Gordon and Ray Evernham would change everything and eventually turn into one of the most successful unions in NASCAR history. Evernham, a smart out-of-the-box thinker was a former Modified driver. He'd met NASCAR driver Alan Kulwicki while working as a mechanic with the International Race of Champions. Kulwicki wanted Evernham to work with him and finally the New Jersey native relented and moved to North Carolina. However, when the two reached Daytona in February 1992, a heated disagreement between the pair resulted in Evernham leaving the team. Evernham walked out of the garage and was headed home when he encountered Ford's NASCAR representative, Preston Miller, who guided Evernham to Bill Davis Racing and introduced him to Gordon who was 21 at the time.
Gordon’s ability to adapt to stock cars and his tremendous talent quickly fueled his name as NASCAR's next hot commodity. Midway through his freshman season in the Busch Series, team owner Rick Hendrick discovered Gordon wasn’t under contract. He quickly signed him and as part of the package brought Evernham into the fold. Hendrick realized he had a driver-crew chief combination that was as close to perfect as a racer could get.
Also, a primary sponsorship from DuPont Automotive paints and a blue paint scheme accented by rainbow colors on its quarter panels would lead to the “Rainbow Warriors” moniker that stuck among media members and fans alike.
Gordon and Evernham became fast friends, something that’s not always the case between drivers and crew chiefs.
“We hit it off right from the beginning,” Gordon said in the 2004 book, Twenty Years of Hendrick Motorsports. “I could tell right away he was a sharp guy. He was excellent on a chassis and is a former race car driver himself, so when I said, ‘Oh, it's doing this or that,’ he knew what I was talking about. He was somebody I could relate to. He was someone who knew quite a bit about a race car.”
Over the next decade, Gordon and Evernham won 52 races and three of Gordon’s four NASCAR championships in Hendrick’s Chevrolets. The first title came in 1995, his third full season of competition. With Evernham at his side, he also claimed titles in 1997 and 1998.
Evernham was always thinking, always looking for the advantage in the rules by studying the obvious, but seeing what other drivers, team owners and crew chiefs didn’t see. He had found something that proved to be the key for building a lightning-fast pit crew: Capitalize on the mental and physical strength the crew members bring to the team. He also developed specialized positions.
“When we decided to start the team, we decided to look at it like it was its own little separate sports team,” Evernham says. “I couldn’t let them concentrate on being a good mechanic or good fabricator during the day and still be able to concentrate on being a good athlete on pit road. When the crew guys were initially assembled, they knew everything they were going to do was going to be different.”
At the start of Gordon‘s rookie season in 1993, Evernham called upon Andy Papathanassiou, a former football player from Stanford University who had spent many years training for and playing various positions on the football field. His job was to put an athletic way of thinking into the minds of car guys who would rather watch a football game than train as if they would play in one.
Evernham knew he had his work cut out for him.
“We went about the whole thing differently,” Evernham explains. “At that time, we didn’t have a lot of money to pay people and the pit crew guys. They weren’t making six figure salaries, but these guys were good. They sacrificed and wanted to do it. I think they knew they were doing something that was unique and being rewarded for their efforts. They got to be a part of Hendrick Motorsports and a part of the No. 24 team. We had a great driver and a great team. It was a good, close-knit team.”
Just as a running back is fast on the field and a lineman blocks for his quarterback, Evernham wanted people in positions that fit them according to their size and ability.
“What made them fast was the fact we did look at it like a sports franchise,” Evernham continued. “We worked on physical conditioning, worked on flexibility. We picked people by size and by physical stature per position, whether that was a tire changer or jackman or whatever the position was. We also worked on speed drills, vertical leaps and things like that as part of the training program. We event had special hand-and-eye coordination drills. We measured body fat and got well into the pit crew conditioning before many of the other Sprint Cup teams did. We reviewed videos of pit stops and we were one of the first to do that, too. The guys worked and acted like a team.
“We weren’t the first ones to go into the physical fitness angle and expand on that because there were other teams doing it. We just took it to a more organized level. It wasn’t fragmented. It was part of the daily regime for those guys.”
Evernham smiles when he thinks back to all of the races during that eight-year span where the Rainbow Warriors pulled off race-winning miracles in the pits.
“I can’t pick one race where those guys came through in the end because to be truthful, they did for Jeff Gordon and for myself so many times,” Evernham says. “When the pressure was on, they would really step up. We could make calls that other people just couldn’t make. We could count on our guys. We just knew we were going to gain on pit road and not lose.
"They might not agree, but I think they had their best, yet toughest day when we won the Southern 500 at Darlington [S.C.] Raceway (on Aug. 31, 1997); the day Jeff won the first of three career Winston Million bonuses."
That day, Gordon had to fight a poor handling race car due to some chassis set-up miscues that resulted in numerous pit stops to fix the problems. There was little hope of winning until the Rainbow Warriors put him in position to take the checkered flag.
“Jeff drove his butt off that day,” Evernham said. “We pitted like 16 times trying to fix that thing. We had spring rubbers going in, spring rubbers going out, sway bar hooked up, sway bar unhooked. They held their own on pit road and kept us in position to win that race.”
Gordon knew first hand just how smoothly the Rainbow Warriors performed on pit road. He directly benefited from every move they made and on many occasions, the end result was champagne and confetti showers in victory lane.
“That was something that Ray and Hendrick Motorsports really did a lot with,” Gordon says. “By tuning up our pit crew, those guys became known as the best. (Other teams) feared them.
“I would come down pit road and I knew they were either going to get me out first or they were going to pick up two, three or four spots on pit road every time.
“I think the Rainbow Warriors is why the sport has come so far. Back then, you could look at an area and focus on that area and see a dramatic increase in performance. These days, everyone is so focused in all areas it's so hard to make any big gains or find an edge.”
In 2001, Gordon won his fourth NASCAR championship with crew chief Robbie Loomis. Evernham had left Hendrick Motorsports in late 1999 to form his own Sprint Cup team with Dodge. Now, he is a television analyst with ESPN, but he feels the union he shared with Gordon and the Rainbow Warriors was a very important piece of NASCAR’s storied history.
“That was just an incredible, incredible time,” Evernham said. “I honestly can’t count the times when it came down to the money stop that they got us right out and in position to win. There were a lot of those. Whether it was great coaching by Andy Papa or just that the team jelled. Those guys had a ton of confidence and they got it done for us. The Rainbow Warriors put me and Jeff in position to win a lot of races.”

EVOLUTION OF THE PIT STOP: THE BEST IN THE ‘80S

2010-08-26T11:50:00.002-04:00

EVOLUTION OF THE PIT STOP: THE BEST IN THE ‘80S

(This is the second in a series of four stories about how the pit stop has evolved in stock car racing over the past 60 years. Presented by TUMS, the number one antacid in America, award-winning motorsports writer Ben White chronicles the changes that have made a pit stop an art form and the people responsible for that transformation).

The best pit crew of the 1980s emerged among a half dozen crewmen within Richard Childress Racing. Built by driver-turned-team-owner Richard Childress, the team won four consecutive Unocal Pit Crew championships from 1985 to 1988. The annual competition was held at the one-mile superspeedway in Rockingham, N.C., and open to the teams that had qualified for that weekend's NASCAR Cup race. Year after year, the RCR team excelled with its fast times and flawless performances. The few who drew a full-time paycheck from RCR had one common bond: They were diehard racers with a passion to win. It was all they knew and what truly defined their lives. That mentality was and continues to be evident in Childress, a Winston Salem, N.C., native. He grew up in the sport, working the grandstands at famed Bowman-Gray Stadium selling peanuts to fans watching the local short-track stars, as well as NASCAR Grand National legends such as Richard Petty, Curtis Turner and Rex White, on a bi-annual basis. Childress began his own driving career at the track in the early 1960s, enjoying countless victories and a strong fan following. In 1969, he transformed his team into a very modest Sprint Cup operation, collecting an impressive six top-5s and 76 top-10s in 285 starts, but no victories. Still, his cars were strong - enabling him to mix it up regularly with NASCAR’s top drivers and teams. When Dale Earnhardt, an up-and-coming superstar suddenly became available with 11 races remaining in the 1981 Sprint Cup season, Childress jumped at the chance to get him and left the driver’s seat to make room for the young, aggressive driver. Earnhardt didn’t win at first, but was competitive. He left Childress on good terms to wheel Ford Thunderbirds for veteran team owner Bud Moore in 1982-83, but returned to the small but promising one-car organization in 1984, picking up where they had left off. Little did anyone know at the time a dynasty had been born. The team produced 67 of Earnhardt’s 76-career wins and six of his seven championships in 17 seasons. Success enjoyed during that magical time came from Earnhardt’s incredible driving talent, Childress’ seemingly bullet-proof cars and engines, and a crew that turned wrenches on the team’s Chevrolets during the week and then produced precision pit stops on race day. So good were they at getting Earnhardt off pit road that the six-man crew was dubbed “The Flying Aces.” Horace Simpson carried tires to crew chief Kirk Shelmerdine and Will Lind, the front and rear tire changers, respectively. David Smith handled the jack duties, while Barney Boyd fueled the car with Rick Slaydon working the catch can. Eventually, Danny “Chocolate” Myers was added as the gasman with Bobby Moody handling catch can duties.

“We thought we were pretty good,” Shelmerdine says. “We had pretty good results most of the time. There were a lot of great pit crews on pit road back then, but hardly any of them beat us out very often. There was a certain standard you had to keep up to compete and we did that and then some.

“The pit crew was just another piece of that winning combination. Very few names changed in the line-up for a lot of those years and that was key. When one guy zigged, we all knew when to zag and perform as one unit.” Lind believes the fact their lives came together at a specific time in a specific place was meant to produce something great. “I’d like to say there was some great plan, but I think it was just one of those deals where you put five or six people together who were more opposites than what they had in common,” he said. “We just really meshed very well together. That’s half the battle with chemistry anyway. I think it happens by itself more times than when people try to make it happen. But it was just a group of guys who believed in each other. We were pretty much a band of brothers who spent more time with each other than we did our own families and somehow it all worked.” Lind also remembers how the over-the-wall pit crew was chosen. It usually came through a very short conversation, such as, “You're changing tires next Sunday.” “There really wasn’t any great science to it back then,” Lind recalls. “I got my opportunity to change tires when Larry Pollard left and went to work with what was then known as Petty Enterprises with Richard and Kyle Petty. I was just the next guy in line. It wasn’t like I was any kind of trained specialist to fill the position. I was there and I was a mechanic and the tire guy on the road crew. I got thrown into the mix. My first time doing it, I believe, was in 1983 when we went to Riverside, Calif., and won the thing with Ricky Rudd driving.”

In that era, the mechanics of a pit stop were quite different than what’s performed today. For instance, drivers brought their cars to a complete stop in the pit box before crews were allowed to go over the wall. Second, tire carriers handed tires off to changers and didn’t place them on the spindles. Finally, a third air gun was put into play, allowing work to be performed on both sides of the car at the same time. Even so, a time of 22 to 23 seconds was considered a good stop.

“Things were different then," Lind said. “You couldn’t leave the wall until the car was in the pit box. You couldn’t go out slightly ahead of the car like they do today. The times weren’t even relative.

“We had three air guns back then, too. We had a left-side guy who jumped over and loosened the left-side lugs while we were on the right side. All the teams did that before NASCAR outlawed the third gun. Still, we won the pit crew championship four years in a row and no other team has ever won four, much less four straight.”

Myers, a longtime RCR employee, recalls how everyone on the team had a variety of responsibilities. “We had no specialists whatsoever like what makes up teams today,” Myers recalls. “A pit crew member was the same guy who worked on the brakes, the same guy who worked on the motor and swept the floor. Everybody did everything.” Smith worked extremely hard to perfect his role as jackman, as the entire stop started with his ability to get the car in the air faster than anyone else. He worked with jack developer George Brunnhoelzl to perfect a jack that was lighter and faster for pit road. “I was the first to use a one-pump jack,” Smith says. “We started with a three-quarter pump in the jack that needed was five or six pumps to get the car in the air. Then, we went to a seven-eighths pump that needed only three or four pumps. Then we went to a one-inch pump. It was a bear to get pumped but I could do it in one pump. That cut off several seconds in the pits. We put a longer handle on it for better leverage. And over time, we also made the jacks lighter. “Having Dale Earnhardt as our driver was a big plus, but we did our part to beat other cars off pit road. We did that consistently. When Earnhardt came down pit road in third or fourth, we would most times have him coming out first or second. We all worked well together and just knew what the other guy was doing. We just made it happen.” Smith, a one-time crew chief for Earnhardt, was one of the first to recognize the need to train pit crews. He initially developed and perfected the basic program that all Sprint Cup teams use today.

“There are a lot more trained athletes out there now,” Smith continued. “As I got older, I started working out on my own and I felt stronger and more in shape. I knew to compete with the younger guys, I was going to have to. The guys today train hard and work hard. I spent a lot of time watching race tapes to make me a better jackman. [Teams now film their stops.] I also watched the tire carriers and tire changers because when I retired as a jackman, I was also Dale’s crew chief. From 1999 until 2005 when I left RCR, I was the pit crew manager and trainer. So I was working on the routines for those guys. I hired a regular trainer so those guys would be fit, eat right and not be tired out during races.”

“The Flying Aces set the standard for a lot of the other pit crews,” said Danny Lawrence, chief engine builder for RCR in the 1980s. “It was kind of like watching Tiger Woods play golf when they pitted a car. He doesn’t ever look like he’s in a hurry and they never did, either. Today, they use lighter aluminum jacks and better air sockets, etc. Then, it was just the ability of the guys to get the job done. Earnhardt was really good at getting in on pit road, but there was no pit road speed in those days. But we never seemed to have loose wheels because the boys didn’t make mistakes. Those guys had a lot invested in the race because they also worked on the cars. They didn’t fly guys in to change tires back then. They were the guys over the wall.”

Myers adds there was one important piece of the equation that glued the team together. “We were best of friends then and we’re still the best of friends today,” Myers says. “It wasn’t that we just liked each other, we loved each other. “I think what made the team so good was Richard Childress and Dale Earnhardt. They didn’t hesitate for one minute to give us what we needed to win. Richard was right there with us when we got there in the morning and when we left to go home at night. Sometimes, he was there longer than us and Dale was the same way. Those were two guys who never gave up whatsoever. Because of those guys, we just gave it all we had.”

EVOLUTION OF THE PIT STOP: THE EARLY YEARS

2010-08-24T21:45:00.000-04:00

8/24/10
EVOLUTION OF THE PIT STOP: THE EARLY YEARS

(This is the first in a series of four stories about how the pit stop has evolved in stock car racing over the past 60 years. Presented by TUMS, the number one antacid in America, award-winning motorsports writer Ben White chronicles the changes that have made a pit stop an art form and the people responsible for that transformation. The NASCAR Hall of Fame hosted the “Evolution of the Pit Stop” press conference on Tuesday, August 24 at 2 p.m.).

On the Sunday afternoon of June 19, 1949, NASCAR’s first ever Strictly Stock race was held on a small, dirt track just off Wilkerson Boulevard in Charlotte, N.C. Since that fateful day, pit crews have serviced cars during races on a variety of track configurations throughout the nation. In more than six decades of racing, it has become a science and an art form.
Pit stops have become an important part of the sport, just as baseball games feature home runs and football has its 100-yard fields. Initially, however, pit stops weren't that important when stock car racing first came to prominence in America following World War II. At that time, moonshiners in the North Carolina, Georgia and Tennessee mountains raced cars more for bragging rights than for money in hastily organized events on vacant cow pastures and open farmland.
Rules, if there were any, varied greatly from region to region and often were open for interpretation with many gray areas. Mechanics and those who owned the cars struggled to define them, often causing confusion and anger after races had been completed.
Race promoters would, at times, organize events and announced a purse to be paid, only to scurry off the premises with gate proceeds before the race was completed.
After seeing his fair share of dirty dealings and unfair actions on and off the track, race promoter and eventual NASCAR president Bill France, Sr., called a meeting of drivers, owners, promoters and mechanics in December 1947 and asked for their ideas to build stock car racing into a respected and legitimate professional sport. Once the National Association for Stock Car Auto Racing – NASCAR – was incorporated the following February in Daytona Beach, Fla., a structured point system emerged, a uniform set of rules were established and drivers could depend on the purse being paid.
In NASCAR’s fledgling years, many races were 100 miles or less in length on dirt tracks carved by the Hudsons, Desotos, Fords and Mercurys that were driven on them. The so-called race cars of the 1950s came straight out of home garages, put into service after stops at local corner gas stations for fuel, water, tape over headlights, and a leather belt to keep the doors from flying open. The last touch was door and roof-top numbers applied via the use of white shoe polish.
Putting cars designed for highway use to the test through higher speeds and sharper turns meant service had to be ready at a moment’s notice. That resulted in friends and family often being called upon to help turn wrenches when engines broke, when tires went flat and radiators steamed hot.
Dubbed “pit crews” for the deep work pits used in old-fashioned garages, they quickly became an important part of the race-day dynamic. They discovered in NASCAR's early days that positions lost on the track could be gained back with fast stops on pit road.
“In the beginning, pit stops were rather chaotic,” says Buz McKim, historian for the newly opened NASCAR Hall of Fame in Charlotte, N.C. “It was pretty much done by neighbors of the driver or team owner looking for a way to get into the race for free. Pit stops weren't choreographed with any degree of real organization until the 1960s. Over time, crew members became quite a bit more specialized as far as their duties on race day, such as changing tires, carrying tires, filling cars with fuel and cleaning windshields. But in the beginning, there was very little polish during a pit stop in NASCAR.”
Crew chiefs or chief mechanics, as they were initially known, answered the mechanical needs on race day the best way they knew how by using merger tools that were very primitive by today’s pit crew standards.
Leonard Wood, chief mechanic for the famous Fords fielded by the Wood Brothers, was a huge part of the team’s 96-career victories dating back to 1953 when the organization was formed.
Over time, drivers and crews discovered quick work in the pits was vital for making up positions lost in the race. Along with his ability for building strong race-winning engines, Wood is considered someone who first recognized and developed fast stops on pit road. His ideas pioneered the astounding 12-second stop often seen today.
“Back in those days, we had a four-lug wrench for taking off lug nuts,” Wood says. “There was a lot of emphasis on making sure it was balanced so the lugs would spin on and off nicely. We continued working where you could do it with one hand. It would spin on real fast and off real fast. But if that wrench was wobbling or not balanced, it wouldn’t spin off very fast and you’d lose time. There was a lot of emphasis put into it, but without that, you just couldn’t get the job done. You could sense this was something the crew could gain time with, so we just kept working with it until we got the process as fast.
“From the four-prong lug nut wrenches, we went to power guns. Once we had changing tires worked out to where we thought we had it as fast as you could get it, then we’d ask ourselves, ‘What’s holding us up?’ Then we’d look at the jack and what could be done to speed the jack up in getting the car in the air. Then we’d have the jack worked out to our liking, so you’d say, ‘OK, what else is holding us up?’ Then it might be how fast the fuel goes in. So we streamline the fuel system. We would just work at what we thought was the weakest link and concentrate on that and improve that. But throughout that process, you want pit crew members who really had quick reflexes.
By the early 1960s the Wood Brothers were already enjoying stardom, having won many races including the 1963 Daytona 500 with Tiny Lund at the controls of the No. 21 Ford. They were already known as one of the fastest pit crews in NASCAR when Ford Motor Co. asked them to step out of their element and serve as Jimmy Clark's pit crew in the 1965 Indianapolis 500.
Both Clark and rear-engine Lotus designer Colin Chapman were delighted to have men from the Virginia mountains giving them lightning-fast pit stops that year. Thanks to their flawless pit work and common sense ingenuity, Clark started from the second position and breezed to victory, just under two minutes ahead of second-place Parnelli Jones.
“From say 1961 to 1963, we already had the pit stops worked out pretty well,” Wood says. “Pitting Jimmy Clark in the Indianapolis 500 was a much different situation for us, but we still took the same techniques. We got there and found we had an all British crew that we were working with. Being a foreign crew, we weren’t sure how that was going to work out because we weren’t sure they were going to accept us. Butwe walked in and they welcomed us with open arms. So that made all the difference. It wouldn’t have worked if they hadn’t wanted us to be there.”
The first pit stop of the day set the stage for Clark’s runaway victory.
“We just started working with the car and preparing for the stop. I remember we were going through inspection and this was the first year they had a gravity-feed fuel flow; it previously was under pressure. Ours (fuel tank) was different, but completely legal.
“The official said, ‘I’ll bet you $1,000 you can’t pour 20 gallons a minute out of that thing.' Of course, we didn’t bet with him. We did a dry run and put in 58 gallons in 15 seconds. So we knew each stop was going to be under 20 seconds. That kind of caught everybody off guard. It just got everyone to thinking. You go along doing the same thing over and over, but then you reach a point where you think of how time can be gained here or there.”
One of the greatest chief mechanics in NASCAR history is Dale Inman, the man who built and turned wrenches on the Plymouths, Dodges and Fords driven by seven-time NASCAR champion Richard Petty. Even though very modest about his accomplishments, Inman orchestrated 198 of Petty’s 200-career victories.
Like Wood, Inman was on the scene when tools used on pit road consisted of not much more than a lug wrench, a pit board, a few tires and a small box of tools.
“Lord have mercy, we might have had a floor jack, but may have even had aregular bumper jack that came with the car some of the time. I’m serious,” Inman says. “There would be times back then with some of the shorter races that we might only change one tire at a time and did it with a four-way lug wrench. I don’t remember the exact time we started using air wrenches on pit road, but that may have been in the late 1950s. It’s hard to describe what this sport has come from to what it is now.”
Today’s specialist-filled NASCAR garage features crewmen dressed in vibrant sponsor-colored uniforms. In the early days, there was very little specialization among crew members. Volunteers were a major part of Sprint Cup, then Grand National, pit crews during the first two decades of NASCAR’s existence.
“We had what we called pick-up pit crews way on up into the mid 1970s,” Inman says. “We used to share pit crews with (veteran crew chief) Harry Hyde’s team at some 100-mile races. We would pit together. If he had three or four people and we had three or four people, we would pit whichever car was out front of the other at the time first.
“It’s all come a long way, but the equipment is what has made the biggest difference. We started modifying our sockets, such as putting springs in them. It was the same thing with jacks. We never had one that worked with one pump, but we did try to make them lighter. At one time, we were changing four tires using two jacks. One would go up on the right side and someone whom didn’t go over the wall would start jacking the left side jack when the right one fell and the tire guys were coming around the car. Over time, NASCAR outlawed thatand made us use only one jack.”
Through thousands of NASCAR events dating back to the sanctioning body's inaugural one, safety on pit road has evolved just as it has with all aspects of stock car racing. Many innovations have come throughout NASCAR’s storied history.
“Fireball Roberts got burned badly at Charlotte in 1964 and we still had gas tanks then,” Inman says. “That brought on the rubber bladders [fuel cells] inside the gas tank. For years, we used a regular gas can and a regular snout to put itinto the car. They now use a dry break system (which lets the gas can spout fit snug into the car to prevent fires). Eventually, the man who catches access fuel out the vent opening will be eliminated. That’s a guy standing with his back to oncoming cars coming down pit road and the guy who is pitting right behind him.” I was there the day Don Miller [retired president of Penske Racing South] got hurt on pit road in 1974. And I don’t remember the exact year, but some people got hurt on pit road the same way at Raleigh [N.C.] Speedway when we were still fueling the cars from the center of the rear bumper. That was a long time ago.”

CARBURETOR RESTRICTOR PLATES

2010-06-22T12:50:00.002-04:00

NASCAR has announced that NASCAR Sprint Cup Series teams will use carburetor restrictor-plate openings of 1 1/32 inches for the July 3 event at Daytona International Speedway. The previous plate at Daytona last February was 63/64-inch.

Monday’s announcement pertains only to next month’s Coke Zero 400 Powered by Coca-Cola – the last NASCAR Sprint Cup Series event on the current Daytona asphalt. The 2.5-mile, high-banked superspeedway will be repaved prior to the 2011 Daytona 500.

Each restrictor plate contains four openings which restrict air flow to the engine, thus slowing cars. Larger openings mean more air, and more speed.

"We think this will be a needed boost due to the additional drag we've picked up since switching from a rear wing to a rear spoiler," said NASCAR Vice President of Competition Robin Pemberton.

Rule changes, announced Jan. 21, mandated switching from a wing mounted on the rear deck lid of NASCAR’s new car, back to a more traditional stock-car spoiler. The March event at Martinsville Speedway marked the first race for the new spoiler.

Carburetor restrictor plates are used only at Daytona and 2.66-mile Talladega Superspeedway. Events at those tracks are famous for their close competition.

The 1 1/32-inch size openings will be the largest since the one-inch mandate in 1988, the first year the horsepower-reducing plates were mandated for yearly use in NASCAR Sprint Cup competition at Daytona.

Teams used openings of 15/16-inch for this season’s spring race (April 25) at Talladega. That size was determined following a March 16 test at Talladega that helped answer several mechanical questions, among them, spoiler height and the restrictor-plate openings.

Records Fall at 2010 Daytona 500

2010-02-17T20:40:00.000-05:00

Records Fall at 2010 Daytona 500

A number of records and race bests were recording in Sunday’s Daytona 500. For instance:

- There was a Daytona record 21 different leaders.

- There were 52 lead changes, which is third-most ever at Daytona.

- There were 170 green flag passes for the lead, by FAR the most ever at Daytona since the inception of the Loop Data statistic in 2005. Here's a breakdown, race-by-race in the Daytona 500:

02/14/10 170
02/15/09 34
02/17/08 77
02/18/07 45
02/19/06 82
02/20/05 29

- There were 9,450 green flag passes, the most since the inception of Loop Data in 2005.

How To Make The Daytona 500 Field 2/6/10

2010-02-06T22:36:00.000-05:00

How To Make The Daytona 500 Field

Qualifying for the Daytona 500 is unlike any other qualifying procedure in auto racing. Drivers have two chances to qualify for the season-opening race, as opposed to the one qualifying session format used at other races.
The first chance: Daytona 500 Qualifying, which will be held Saturday, Feb. 6.
The second chance: The Gatorade Duel at Daytona, two 150-mile qualifying races held on Thursday, Feb. 11.
Below is a breakdown of the Daytona 500 qualifying procedure:

Daytona 500 Qualifying Day
• Each team may run two laps with the fast lap counting as a qualifying time. The two fastest qualifiers are “locked into” the front row for the Daytona 500. Those are the race’s only guaranteed positions coming out of qualifying day.
• The Gatorade Duel at Daytona, two 150-mile qualifying races, determine starting positions for the Daytona 500 beyond the front row. In the event of cancellation, the field will be set according to the NASCAR Sprint Cup Series Rule Book.

Gatorade Duel

• The highest-ranked 35 teams in final 2009 car owner points will be assigned to Gatorade Duel races based on those points. Teams with odd-numbered owner points positions will compete in the first Gatorade Duel race; even-numbered owners will compete in the second.
• The only exception is that the fastest qualifier from Daytona 500 qualifying will start on the pole in the firstGatorade Duel race and the second fastest qualifier will start on the pole in the second, regardless of 2009 car owner points.
• Teams who failed to finish in the top 35 of the 2009 owner points will be assigned to a Gatorade Duel race based on qualifying times. The fastest qualifying team goes to the first Duel; the second-fastest next to the second, etc., alternating through the remaining entries.
• Starting positions for the Gatorade Duel races are based on qualifying times.

Daytona 500 Lineup
• The two fastest qualifiers are locked into the front row.
• Finishing positions in the Gatorade Duel races will determine the other starting positions in the Daytona500.
• The top two “non-top 35” teams in each Duel race will earn a spot in the Daytona 500.
• Based on their finish in the first Duel race, the highest-ranked 35 in 2009 car owner points plus the two highest finishing non-top 35 teams will be lined up on the inside row (odd-number starting positions).
• Based on their finish in the second Duel race, the eligible highest ranked 35 plus the two highest finishing non-top 35 teams will be lined up on the outside row (even-number starting positions).
• The remaining positions will be filled based on qualifying.
-If one or both teams on the front row are not top-35 teams, the number of teams that get in based on time are reduced accordingly.
• The 43rd starting position will be assigned to any owner who has the most recent eligible past NASCAR Sprint Cup champion who did not make the race by any other method providing the driver competed in the 2009 NASCAR Sprint Cup season. If the 43rd position remains unused it will be assigned to the next highest qualifying time.

The bottom line, regarding who gets locked in the Daytona 500 field:
– The top two qualifiers from Sunday.
– The remaining top 35 guaranteed starters.
– Four drivers from the Gatorade Duel at Daytona (two non-top 35s from each race)
– Remaining drivers not in through the above methods can fall back on Sunday’s qualifying times or being past champion.

Nascar Update Drug Policy 1/2010

2010-01-31T21:26:00.001-05:00

NASCAR has an extensive list of banned substances in its 2010 rule book, which also states that the list is “non-exhaustive.”

One of the criticisms of the NASCAR random drug-testing policy implemented in 2009 was that there was no definitive list. NASCAR sent a list to the teams in December 2008 to use as a guideline in testing crewmen, but the policy itself had no definitive list. Not having a list is one of the reasons suspended driver Jeremy Mayfield claims he should be reinstated in a lawsuit against the sanctioning body and policy administrator Aegis Sciences Corporation.

The drug-testing policy is now part of the NASCAR rule book, while before it was a document signed by the driver, who acknowledged understanding the policy, when getting a NASCAR license.

“Prohibited substances are those substances that, in Aegis’s determination in consultation with NASCAR, may adversely affect the safety and well-being of the Competitors, Officials, and/or spectators, or the performance of a Competitor or Official in or at a NASCAR Event, including without limitation illegal drugs,” the rule book states. “Aegis, in consultation with NASCAR, may make this determination with respect to a particular substance at any time, including and without limitation at the time of discovery of the substance following a drug test.”
The rule states that competitors and officials are prohibited from using, possessing, purchasing, selling or participating in the distribution of any illegal drug, regardless of the amount. Illegal possession and distribution of prescription or over-the-counter medication is also prohibited.

The rule book lists banned drugs that might not fall under that category. It also notes that derivatives of the prohibited drugs are not allowed and that the list is not exhaustive.

Among the drugs listed:

• Stimulants, such as amphetamine, methamphetamine, Ecstasy (MDMA), Eve (MDEA) and Phentermine.
• Narcotic analgesics, such as hydromorphone, methadone, morphine, oxycodone, oxymorphone, heroin, codeine and hydrocodone.
• Ephedrine, such as pseudoephedrine and phenylpropanolamine if used in a manner inconsistent with the instructions provided by the drug manufacturer or in a manner or amount that risks the health, safety or impairs a driver.
• Benzodiazepines, such as lorazepam (Ativan), oxazapam (Serax), temazepam (Restoril), Alpha-hydroxyalprazolam (Xanax) and Nordiazepam (Valium).
• Barbituates, such as amobarbital (Amytal) and secobarbital (Seconal).
• Performance enhancing drugs, such as Human Growth Hormone (hGH), as well as anabolic androgenic steroids (AAS), including testosterone.
• Muscle relaxers, such as carisoprodol (Soma), meprobamate (Miltown, Meprospan).
• Sleep aids, such as zolpidem (Ambien)
• Beta blockers, such as alpernolol and carteolol.
• Alcohol: A competitor is prohibited from consuming any alcohol 12 hours prior to or during on-track activity. A driver is considered unfit if the blood-alcohol level is above 20 milligrams per 100 milliliters (0.02 percent).
• Dietary supplements with a warning advising non-use if the purchaser is subject to a drug-testing program even though available without a prescription.
• Masking agents designed to avoid detection, including Aromatase inhibitors that may be used to biologically manipulate the testosterone/epitestosterone ratio, and/or using epitestosterone to artificially alter the testosterone/epitestosterone ratio.

Nascar 2010: Spoiler specifications

2010-01-20T13:22:00.000-05:00

Spoiler Specs Announced: Specifications for the new spoiler and quarterpanels on Sprint Cup cars were sent in a memo Monday to teams by series director John Darby. According to the memo the spoiler that will replace the current wing will sit 4 inches atop the deck lid when measured from the centerline. The spoiler will be level across the top with a ground clearance of 43.52 inches from the top of the spoiler to the ground with the chassis on 6- and 8-inch blocks. The spoiler will be 64½-inches wide and one piece from right to left. It will be fabricated from 3/16-inch thick aluminum and fixed at 70 degrees. The fuel filler hole must be relocated forward of the left lower tip of the spoiler. Also, right and left quarterpanel extensions will be added to all cars. The extensions will be 4 inches long toward the ground at the rear wheel opening. The modifications, according to the memo, are not to be used in competition until all wind tunnel and on-track tests are completed. An open test [at Charlotte] is scheduled for all teams in March. The changes are being made in hopes of improving downforce and improving the quality of racing. They are not expected to be used for the Daytona 500 that kicks off the season on Feb. 14. The Bristol race in March is a more likely target

NASCAR:FLAGS 101

2010-01-18T12:42:00.002-05:00

Long before two-way radios were installed in cars to allow drivers and crews to talk with each other, the only way for racing officials to communicate with drivers during noisy racing action was with the use of colored signal flags.

Nearly every racing series in the United States uses the same combination of flag colors, usually waved by a flagman on a platform at the start-finish line, so drivers know immediately what's happening during the race.
Just like the green, yellow and red signal lights at a traffic intersection, some of the flags communicate racing conditions.
GREEN: The track is clear and cars may proceed at speed. This flag is used to signal the beginning of the race and any restarts.
YELLOW (CAUTION): The track is not clear, slow down and hold your position behind the pace car. This flag is used to signal an accident, debris caused by contact or mechanical failure, or weather-related issues. NASCAR rules allow cars to bunch up behind the leader. In most cases, lead-lap cars restart in the outside lane, while any lapped cars restart to the inside. In addition, a yellow flag during a practice session means cars should go to pits immediately.
RED: The track is unsafe and there is a situation that requires immediate attention. Cars must go to a designated location and stop. This flag is usually waved in cases of heavy precipitation, an accident which requires immediate medical assistance or if the track is blocked. In addition, NASCAR reserves the right to throw a red flag in the closing laps of a race to make sure the event ends under green conditions.
WHITE: There is one lap remaining in the scheduled distance.
CHECKERED: The event has reached its scheduled distance and is complete.
In addition, there are flags that communicate information.
BLACK: Come into the pits immediately for consultation. Normally, this flag is waved at an individual car, either because it has a mechanical problem or has broken a rule. Waved in combination with a red flag signals the end of a practice session.
BLACK WITH WHITE CROSS: Cars that refuse to acknowledge the black flag are shown this flag, which means NASCAR will no longer score them until they come into the pits for consultation.
BLUE WITH YELLOW STRIPE: Pay attention to your mirrors, because a faster car is approaching from behind. Contrary to popular opinion, this flag does not make it mandatory that slower cars must move over for the leader of the race. This flag gets a workout at tracks like Bristol and Martinsville, where traffic becomes a major factor.
YELLOW WITH RED VERTICAL STRIPES: Used only on road courses by corner workers, held or waved to signify debris or slippery conditions ahead.

SOME OF THE EXPENSE FOR TRACKS

2009-11-14T18:53:00.000-05:00

Example : 2009 Dover
First, the numbers. Dover has to pay NASCAR a $6.055 million fee for its May race and $5.429 million for the September one. However, the track also gets $12.645 million in broadcast coin for its spring race and $10.473 for the fall one. The track has to contribute about 28 percent of that total to race purses. Dover has previously reported that about 70 percent of its revenues derive from its two Sprint Cup races.

As part of the filing, Dover disclosed the 2010 NASCAR Sprint Cup sanctioning agreements. Here are a few of the choice items, according to Scene:
• The track must carry $50 million in liability insurance and $1 million in medical malpractice liability insurance. NASCAR must be listed among the insured. NASCAR must require the TV partner to carry $2 million in general liability insurance ($1 million limit per occurrence) that includes the promoter in that policy.
• A track cannot alter the racing surface by painting, sealing or resurfacing without prior written consent of NASCAR.
• NASCAR can postpone or cancel an event if the promoter does not fix any unsatisfactory racing surface, barriers, fencing, retaining systems, SAFER barrier systems, garage area, pit area, race control area, timing and scoring areas or structures used for broadcast of the event.
• NASCAR gets 225 reserved choice grandstand tickets for the race and 200 for qualifying.
• The track must provide 325 parking passes/permits adjacent to or near the garage area for NASCAR and 50 in close proximity to the NASCAR track suite.
• The track must provide two pace vehicles. It also must provide 150 chairs in an enclosed, climate-controlled area for the drivers meeting. It must provide a control tower with air conditioning, heat, 14 chairs (with cushions), phone line and television monitors.
• The track must provide a television booth for at least five people, air-conditioned to 68 degrees. The TV partner also gets 300 tickets plus one luxury track suite. The track also must use "reasonable efforts to cause the title sponsor of the event to buy advertising in the telecasts." NASCAR requires its broadcast partner to say the name of the race at least once during the opening segment of the telecast and thereafter at least once during each hour of the telecast.

NASCAR Points System

2009-11-04T16:14:00.003-05:00

NASCAR Points System
By Paul Denton
2007-05-26 16:32:08
Finish Points
1 185
2 170
3 165
4 160
5 155
6 150
7 146
8 142
9 138
10 134
11 130 ** 11 to 43 have a 3 point spread betwwen each
A NASCAR POINTS SYSTEM PRIMER
The premise of the NASCAR points system is accumulating more points throughout the race season than the other drivers. Whoever has the most points at the end of the race season is the winner.

At it's essence, it is a pretty simple formula.
A twist was added to this simple points system after the 2003 NASCAR race season. The 'Chase for the Nextel Cup' is a unique spin on the race season and how points are accumulated. At the start of the 2007 NASCAR Season the points system was tweaked again. This article includes those changes.

NASCAR SEASON LENGTH
A good starting point in understanding the NASCAR points system is knowing how long the race season runs.
The NASCAR Nextel Cup race schedule generally starts around the second week of February and goes to about the third week of November.
Most races are run on Sunday afternoon. A handful of races are run 'under the lights' on Saturday night. With its stretch of 36 NASCAR sanctioned races at race track facilities from the east to west coast, the NASCAR season is arguably the longest and most grueling sports season in the United States.

HOW POINTS ARE AWARDED
A NASCAR race is comprised of 43 drivers. Each participating driver is awarded points based on his (or her) finish position in the race. The range of points earned is from 34 to 185. The table shows the corresponding points to race finish position.
You'll note that:
Positions 1st and 2nd have a 15-point spread between them
Positions 2nd - 6th have a 5-point spread between them
Positions 6th - 11th have a 4-point spread
Positions 11th - 43rd have a 3-point spread

Bumping up the points awarded to the winner (from 180 to 185) was done so that more emphasis would be placed on winning. It's still argued that there should be more points awarded to the winner, and no points awarded below 30th.

BONUS POINTS
In addition to the points a driver can earn for his finish position, extra (bonus) points are awarded for leading a lap during the race.
An extra 5-points is tacked onto the drivers race points earned from his finish position for leading at least one lap in the race. Even more, the driver who leads the most laps, gets twice the bonus points as the other lap leading drivers. He gets a total of 10 points. In the event of a tie for laps lead, the driver with the finish position closest to 1st gets the 10-points.
At best, a driver can score 195 points in one race. That's 185 points for 1st place and 10 bonus points for leading the most laps. In theory, if the winner of the race also leads the most laps, he could earn 161 more points than the driver finishing 43rd and leading no laps.

195 (185 + 10) [1st place + most laps led] - 34 [last place with no laps led] = 161

BIRTH OF THE CHASE FOR THE NEXTEL CUP
This method seemed 'good enough' until the 2004 NASCAR season.
With the rising popularity of NASCAR racing, Brian France (the grandson of Bill France, the founder of NASCAR), devised an alternative to the method of crowning the NASCAR Champion.
I believe it was for three reasons.
Wins. The 2003 season champion, Matt Kenseth, won the NASCAR Championship having only won 1 race. Jimmie Johnson finished the year 2nd having won 3 races. Ryan Newman finished the year 6th having won 8 races. Matt Kenseth's consistent top-10 finishes won him the Championship, not his wins. Some argued that wins not consistency should determine the Championship.
Excitement. Recent NASCAR seasons Championships were runaway victories many races before the last race was run.
Jeff Gordon, the 2002 NASCAR Winston Cup Champion scored 349 points more than 2nd place Tony Stewart.
Bobby Labonte, the 2000 NASCAR Winston Cup Champion scored 265 more points than 2nd place Dale Earnhardt.
Dale Jarrett, the 1999 NASCAR Winston Cup Champion scored 201 more points than 2nd place Bobby Labonte.
Jeff Gordon, the 1998 NASCAR Winston Cup Champion score 364 more points than 2nd place Mark Martin.
Because of these lopsided victories, there was no excitement over who would win the NASCAR Championship come seasons end.

TIGHT OR LOOSE/BANKING

2009-11-04T16:08:00.000-05:00

Drivers must adapt their driving styles to the behavior of their racecar, which can often change as a race progresses, becoming either "tighter" or "looser."

• Tight -- When a car is tight, it's hard to turn. To get the car to steer more easily, the driver has to lift off the accelerator while turning -- slowing down the car. This condition can be overcome during a race by adjusting factors like tire pressure, spring stiffness and chassis weight distribution.

• Loose -- When a car is loose, it turns too easily --so the car tends to fishtail. Again, the driver has to slow down to keep control of the car, slowing lap times. Tire, spring and chassis adjustments can be made to overcome a loose condition during a race.

Factors like track temperature and tire wear can play a part in how the car responds to the driver during a race -- even the amount of tape over the car's grill can have a profound impact on its handling. Juggling all these factors, the best drivers and crew chiefs are masters at adjusting the car during the course of a race.
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Most oval NASCAR tracks are banked at various degrees to create momentum and velocity. Banking can range from very steep -- more than 30 degrees at tracks like Talladega and Daytona -- to very flat, with virtually no banking on road courses.

Tracks that are progressively banked feature gradually increasing degrees of banking as they get closer to the track wall. This allows for cars to gain and maintain higher speeds in the outer lanes, allowing them to race more competitively with cars in the inside lanes.

DRAFTING

2009-11-04T16:07:00.000-05:00

NASCAR racecars are very dependent on aerodynamics, especially on superspeedways. When two or more cars run one after the other at high speeds, they divide the amount of wind resistance (drag) between them -- and less resistance means more speed. That's why it's so common to see cars running bumper-to-bumper on superspeedways. This technique is called drafting, and it's a crucial art to master if a driver wants to win a superspeedway race

NASCAR:BOB LATFORD -POINTS SYSTEM

2009-10-22T15:04:00.001-04:00

By : Mark Aumann Nascar.com
There are benchmarks in the history of NASCAR, stories that seem to have grown more important with the passage of time, almost mythological in a sense. Consider the following:

• Bill France calling a meeting at the Streamline Hotel in Daytona Beach in 1948.
• Lee Petty demolishing a borrowed car in the first Strictly Stock race at Charlotte in 1949.
• The photo finish in the inaugural Daytona 500 in 1959.
• The last-lap crash between Richard Petty and David Pearson coming out of Turn 4 in 1976.
• The post-race fistfight between Cale Yarborough and the Allison brothers in 1979.
And like Moses receiving the Ten Commandments on a trip up Mount Sinai or Archimedes discovering the method of measuring the volume of an irregular object while taking a bath, NASCAR's current point system reportedly came to Bob Latford in a stroke of genius one winter evening at a Daytona Beach bar.
What?
You don't think that somewhere under 24-hour lock and key, there is an actual bar napkin from the Boot Hill Saloon, covered in pencil scribbles -- the Holy Grail of NASCAR's points system? That's not likely.
Boot Hill Saloon ... today“
We tossed around some ideas. What are we trying to do? We were trying to determine the champion of the entire circuit, not just selected races. We talked about what we wanted to do and how we needed to get there.
BOB LATFORDHowever, there is always a kernel of truth at the core of every myth, and according to Phil Holmer -- who worked for NASCAR's public relations office at the time, and was co-owner of the Boot Hill Saloon -- that's the case with the Latford/point system story as well. Some of it actually occurred, but in this case, the myth doesn't necessarily fit all the facts.
"Bob pretty much had the points structure worked out in his mind before he ever got down to Daytona that winter," said Holmer, who retired last year as marketing manager for Goodyear's racing operations. "But it does make for a good story."
In order to realize the actual importance of Latford's breakthrough, one must first understand the evolution of NASCAR's points system up to that point. In an effort to determine a champion, NASCAR officials tried a series of systems, usually with a scale and adding some sort of multiplier. In most cases, it had to do with purse money. Later on, NASCAR added different bonuses for track length, laps completed and races started, which made for incredibly complex calculations.
For instance, the 1949 points system awarded points to the top 10 finishers in each race -- 10 for first, 9 for second, 8 for third, and so on -- multiplied by a percentage of the race purse. So for Charlotte, winner Jim Roper received 250 points (10 x ($5,000 x .005)). In 1952, the basis was expanded to the top 25 finishers and the multiplier altered. That system stayed in place until 1968, when the basis jumped to 50 points and the multiplier used race distances instead of purses.
In 1972, points were doubled and laps completed were added to the equation. And two years later, the points were based on total money winnings multiplied by starts divided by 1,000. So series champion Richard Petty accumulated 5,037.75 points in 30 races, while third-place David Pearson wound up with 2,389.25, despite running 11 fewer events.
To say that everyone -- from the competitors to the fans -- was confused would be an understatement.
In that era, many of the top teams towed only to races that would provide the biggest purses and points, leaving smaller venues with perilously low car counts. And to make matters worse, manufacturers in Detroit began to threaten to pull their support for the series, mainly as a result of the 1973 oil crisis and resulting recession.
"Back then, individual races were more important than the overall championship," Holmer said. "What NASCAR needed was a way to make the championship more important, and still keep the track owners happy."
RacingOneRichard Petty won the 1975 title, the first under the new points system.In the summer of 1974, Bill France realized he had to do something. New series sponsor R.J. Reynolds wanted more exposure, and a points system that would create more late-season suspense was paramount to their marketing plans. So France turned to Latford, a long-time public relations official and Daytona Beach native who went to school with France's son.
According to an article by Godwin Kelly written some time before Latford's death in 2003, Latford described in detail how he was summoned to Daytona Beach for a meeting with France.
"I thought something bad was going to happen to me," Latford said. "But Bill said, 'You've always been interested in numbers and math. Would you be interested in a project to give us a better points system? The one we have is confusing. Heck, the competitors have a hard time understanding it. If the competitors can't figure out the system, the fans certainly can't.'"
According to Holmer, Latford went back to his office and started thinking about how to create a simple but elegant points system that took into consideration several key elements: a sliding scale based solely on finishing order, something that would reward consistency and make it imperative for teams to run the entire schedule, and keep the scale narrow enough to provide for late-season championship battles.
Latford was the perfect man for the job.
"Bob loved numbers and was always calculating statistics for writers in the press box and his press releases," Holmer said. "So it wasn't a surprise that he was the one to come up with this."
With a framework for the new points in his head, Latford returned to Daytona that winter and called on two of his friends: Holmer and Joe Whitlock, who handled public relations for Daytona International Speedway. He explained the basic principle of his idea, and Holmer suggested they go over to the Boot Hill and discuss it further.
The Boot Hill Saloon is now one of Daytona's pre-eminent biker bars. But back in 1974, it was -- to put it nicely -- a tiny watering hole. Holmer remembered it having less than two dozen barstools.
"There was only one table in the place," Holmer said. "And we took it over."
Latford explained to the other two how he felt the points system should work, settling on 175 points for the race winner and using what Holmer referred to as "an accordion" effect to distribute points to each succeeding position. Latford suggested a difference of five points between the top five finishing positions, four points between positions sixth through 10th, and then three points thereafter.
RacingOneAlan Kulwicki's 1992 title was won by 10 points, the closest margin before the Chase."We tossed around some ideas," Latford said. "What are we trying to do? We were trying to determine the champion of the entire circuit, not just selected races. We talked about what we wanted to do and how we needed to get there."
According to Holmer, the three spent several evenings going over Latford's figures. And yes, some of the whole "written on a bar napkin" myth was based in fact, but it was more mathematics than a "Eureka" moment.
"We made a lot of pencil marks on a lot of napkins," Holmer said. "You've got to remember, that was back in the days before personal calculators. We were doing a lot of figuring, trying to come up with different scenarios and see how that would affect the totals. Basically, we were trying to make sure there weren't any major flaws in his idea."
Holmer said he was the one who suggested Latford add a five-point bonus for leading a lap, which then got the three thinking about an additional bonus for most laps led. They also discussed point bonuses for qualifying, but Holmer said they decided against adding anything that didn't have to do with the specific event.
"We decided that somewhere in this system we needed to have a reward for the guys who would get up there and run hard," Latford said. "So that's where we came up with a five-point bonus for leading a lap and five more for leading the most laps."
At some point after that, Latford returned to Atlanta and typed up a formal presentation for France and the folks at RJR. It was immediately put into place for the 1975 season, and even though Petty routed the competition with 13 wins that year, was considered a success by all involved. And it only grew in reputation in following seasons when Petty beat Darrell Waltrip by 12 points in 1979, Dale Earnhardt edged Cale Yarborough by 19 points the following season, Bill Elliott topped Rusty Wallace by 24 points in 1988, and three drivers came to the season finale in 1992 with a mathematical chance at the title.
"Yeah, there were years when it was sort of one-sided," Holmer said. "But there were a lot of times when it came down to the final race."
It might be a little presumptuous to say that Bob Latford "saved" NASCAR with the implementation of his points system in 1975, but his contribution led both directly and indirectly to NASCAR's unparalleled growth in later years.
"It did what it set out to do," Holmer said. "It kept the manufacturers happy. It kept the track owners happy. It made R.J. Reynolds happy, because the best teams showed up to run all the races. It must have been a pretty good idea, because it's still being used today."

POINTS

2009-10-22T10:48:00.000-04:00

A NASCAR POINTS SYSTEM PRIMER
The premise of the NASCAR points system is accumulating more points throughout the race season than the other drivers. Whoever has the most points at the end of the race season is the winner.
At it's essence, it is a pretty simple formula.
A twist was added to this simple points system after the 2003 NASCAR race season. The 'Chase for the Nextel Cup' is a unique spin on the race season and how points are accumulated. At the start of the 2007 NASCAR Season the points system was tweaked again. This article includes those changes.
NASCAR SEASON LENGTH
A good starting point in understanding the NASCAR points system is knowing how long the race season runs.
The NASCAR Nextel Cup race schedule generally starts around the second week of February and goes to about the third week of November.
Most races are run on Sunday afternoon. A handful of races are run 'under the lights' on Saturday night. With its stretch of 36 NASCAR sanctioned races at race track facilities from the east to west coast, the NASCAR season is arguably the longest and most grueling sports season in the United States.
HOW POINTS ARE AWARDED
A NASCAR race is comprised of 43 drivers. Each participating driver is awarded points based on his (or her) finish position in the race. The range of points earned is from 34 to 185. The table shows the corresponding points to race finish position.
You'll note that:
Positions 1st and 2nd have a 15-point spread between them
Positions 2nd - 6th have a 5-point spread between them
Positions 6th - 11th have a 4-point spread
Positions 11th - 43rd have a 3-point spread
Bumping up the points awarded to the winner (from 180 to 185) was done so that more emphasis would be placed on winning. It's still argued that there should be more points awarded to the winner, and no points awarded below 30th.
BONUS POINTS
In addition to the points a driver can earn for his finish position, extra (bonus) points are awarded for leading a lap during the race.
An extra 5-points is tacked onto the drivers race points earned from his finish position for leading at least one lap in the race. Even more, the driver who leads the most laps, gets twice the bonus points as the other lap leading drivers. He gets a total of 10 points. In the event of a tie for laps lead, the driver with the finish position closest to 1st gets the 10-points.
At best, a driver can score 195 points in one race. That's 185 points for 1st place and 10 bonus points for leading the most laps. In theory, if the winner of the race also leads the most laps, he could earn 161 more points than the driver finishing 43rd and leading no laps.
195 (185 + 10) [1st place + most laps led] - 34 [last place with no laps led] = 161
BIRTH OF THE CHASE FOR THE NEXTEL CUP
This method seemed 'good enough' until the 2004 NASCAR season.
With the rising popularity of NASCAR racing, Brian France (the grandson of Bill France, the founder of NASCAR), devised an alternative to the method of crowning the NASCAR Champion.
I believe it was for three reasons.
Wins. The 2003 season champion, Matt Kenseth, won the NASCAR Championship having only won 1 race. Jimmie Johnson finished the year 2nd having won 3 races. Ryan Newman finished the year 6th having won 8 races. Matt Kenseth's consistent top-10 finishes won him the Championship, not his wins. Some argued that wins not consistency should determine the Championship.
Excitement. Recent NASCAR seasons Championships were runaway victories many races before the last race was run.
Jeff Gordon, the 2002 NASCAR Winston Cup Champion scored 349 points more than 2nd place Tony Stewart.
Bobby Labonte, the 2000 NASCAR Winston Cup Champion scored 265 more points than 2nd place Dale Earnhardt.
Dale Jarrett, the 1999 NASCAR Winston Cup Champion scored 201 more points than 2nd place Bobby Labonte.
Jeff Gordon, the 1998 NASCAR Winston Cup Champion score 364 more points than 2nd place Mark Martin.Because of these lopsided victories, there was no excitement over who would win the NASCAR Championship come seasons end.
Money. NASCAR's popularity has been on the rise over the last several years. For this trend to continue it was important to have the race season end with a climactic finish. Competition for television ratings and advertising dollars are tougher in the fall due to the start of the NFL season. NASCAR needed a way to lure race fans to stay loyal to the NASCAR race broadcast over the football game.
HOW THE CHASE FOR THE NEXTEL CUP WORKS
NASCAR's Chase For The Nextel Cup actually breaks the race season into two segments. The first begins at the first race of the year and continues through the 26th race. This segment has been dubbed the 'Race to the Chase'.
During the 'Race to the Chase' (the first 26 races), all the standard rules for race points and lead lap bonus points apply. The goal of every driver is to be in the top 12 in race points. This makes them eligible to participate in the 'Chase for the Nextel Cup' and ultimately, the Nextel Cup Championship.
Each driver will have their points adjusted to 5,000. Additionally, each driver will be awarded 10 points for each race win during the previous 26 races.
For example, if you are in the top 12 and have won 3 races during the first 26 races, your points total is 5030.
SEASON ENDING CLIMAX
In view of the three reasons I listed above the NASCAR points system change to the 'Chase for the Nextel Cup' format has been a tremendous success. The last 3 Championship season have proven it out.
Kurt Busch, the 2004 Nextel Cup Champion, won 3 races and beat out 2nd place Jimmie Johnson by 8 points.
Tony Stewart, the 2005 Nextel Cup Champion, won 5 races and beat out 2nd place Greg Biffle (and 3rd place Carl Edwards) by 35 points.
Jimmie Johnson, the 2006 Nextel Cup Champion, won 5 races and beat out 2nd place Matt Kenseth by 56 points.

RACING "SLICKS"

2009-10-22T10:44:00.000-04:00

Racing "slicks" are very different than your treaded car tires.

On a typical race weekend, a Cup Series team will use between nine and 14 sets of tires depending upon the length of the race and type of track. By comparison, an average set of street tires gets replaced approximately every three years.

Racing tire specifications also differ from race to race depending upon the degree of track banking and type of racing surface (asphalt, concrete, or mixture of both).

Goodyear uses about 18 different types of tires to cover the needs of teams during the course of a racing season.

RACE TIRE SAFETY

Like a "tire-within-a-tire," the Goodyear Lifeguard Inner Liner Safety Spare allows the car to return to the pits in the event of a flat.

TIRES IN NASCAR

Few factors play a more critical role in a NASCAR race than tires.

Inflation pressures, tire wear and tire balance can all have a tremendous effect on a car's performance

TRANSPORTER

2009-10-22T10:32:00.003-04:00

Transporter carries the team's two cars (one primary and one backup) for the race weekend, as well as enough parts and tools to repair an entire car, if necessary. It also provides a place for the team to relax and meet before and after the race.

INSIDE THE COCKPIT

2009-10-08T10:39:00.000-04:00

1 Main Switch Panel -- Contains switches for starter, ignition and cooling fans.

2 Tachometer -- Monitors revolutions per minute (RPMs) of engine, assisting driver in selecting gears and monitoring engine power.
3 Engine Gauge Cluster -- Monitors engine oil pressure, water temperature, oil temperature, voltage and fuel pressure.
4 Auxiliary Switches -- Can serve a number of purposes, including turning on the backup ignition system, ventilating fans, or helmet cooling system.
5 Master Switch -- Shuts down electrical system in emergency situations.
6 Ignition Kill Switch -- Shuts off engine in emergency situations.
7 Radio Button -- Controls communication to pits and race spotter.
8 Gearshift -- Controls four-speed manual transmission.
9 Safety Seat -- Provides extra support and protection for head, shoulders, ribs and lower extremities.
10 Head and Neck Restraint -- NASCAR mandates the use of a head-and-neck restraint system to prevent injury during an incident.
11 Window Net -- Safety device located on the driver's side window that helps keep head and arms inside the car during an incident.
12 Rear-View Mirror
13 Fresh Air Vent -- Directs outside air into the driving compartment.
14 Main Rear-View Mirror
15 Fire Extinguisher -- Automatically engages in the event of fire.
16 Seat Belt Harness -- Keeps the driver strapped securely in his seat in the event of an incident.
17 Fire Extinguisher Switch -- Discharges fire-suppressing chemicals into the driving compartment in case of fire.
18 Fire Extinguisher Discharge Nozzle -- Directs fire suppressant in the event of a fire.
19 Helmet Hook -- Provides a place for the driver to keep his helmet when outside the car.
20 Ignition System -- Placed on the passenger-side dash, this box is programmed to help the engine achieve the most precise timing possible, for maximum power.

NASCAR :BILL FRANCE THE BEGINNING

2009-09-28T11:47:00.000-04:00

NASCAR History "The Beginning"

Bill France Sr. was born in Washington, D.C. and lived there until his early 20s. His father was a teller at Park Savings Bank in Washington, and his son might have followed in his footsteps with the exception that he had a fascination with the automobile and how it performed. As a teenager, Bill Sr. would often skip school and take the family car to a nearby track and run laps until he had enough time to get the car, a Model-T Ford, back home before his father got home. He held several hands-on jobs until he eventually owned his own service station. He made a name for himself and built a customer base by getting up early in the wintry mornings and going out to crank the cars for white collar bureaucrats.
In 1934 the Frances loaded up their car and headed for the south with a total of $25. Where they were headed has never been clearly established but some say Tampa and others say Miami Beach. Two days later they arrived in Daytona Beach. Rumors say that they were broke and had to settle there while some say his wife had a sister in nearby New Smyrna Beach and still others say that their car broke down and they had no choice but to settle in and stay there. However years later Bill Jr. stated that his mother did not have a sister living in New Smyrna Beach and that a broken down car would never stop his father from getting where he wanted because he was an experienced mechanic.
The hard packed sand between Daytona Beach and its northern neighbor Ormond Beach was the site of the world-record automobile speed trials. They started in 1902 and picked up speed right up to the '30s. By then the speeds were approaching 300 miles per hour along the firm and smooth inviting sand. In the spring of 1935 Sir Malcolm Campbell was taking his Bluebird rocket car to Daytona Beach in hopes of running at 300 miles per hour for yet another land-speed-record. Along with this and the weather and the smaller hospitable and more affordable area maybe this is the reason behind the Frances staying in Daytona Beach.
Campbell never did get his record of 300 mph at Daytona, instead his best he could do was 276.82mph and on March 7, 1935 Campbell announced that he was moving the speed trials to Bonneville Salt Flats in Utah. It was the shifting winds and changing tides that made Campbell realize that he would not reach his goal of 300mph if he kept working out of Daytona Beach. Campbell did beat the 300mph speed at Bonneville in late 1935.
Daytona Beach area officials were determined to bring in speed-related events after Campbell left and this was how Bill France Sr. got his start in race promotions in late 1935. City officials asked championship dirt track racer and local resident Sig Haugdahl to organize and promote an automobile race along a 3.2 mile course which included Highway A1A southbound from Daytona Beach and the same beach that had been used for the land speed record runs. The 78-lap, 250 mile event for street-legal family sedans was sanctioned but the American Automobile Association for cars built in 1935 and 1936. Daytona Beach posted a $5,000.00 purse, with $1,700.00 for the winner. The biggest problem was that people arrived there earlier than the ticket-takers and established their spots on the beach. The turns at each end very virtually impassable, leading to stuck and stalled cars which created scoring disputes and technical protests. Then the race was called after 75 laps with Milt Marion declared the winner. France finished fifth behind Marion, Shaw, Elmore, and Sam Purvis. Ben Shaw and Tommy Elmore both protested the race but their appeals were squashed. That was the first and last race the City of Daytona Beach ever promoted. Well how would you feel if your City lost $22,000.00 from one race promotion.
Haugdahl and France had become very good friends and were not about to give up. Together they talked the Daytona Beach Elks Club into helping promote a race over Labor Day weekend of 1937. Despite a paltry $100.00 purse and improved management, promotion, and track conditions the Elks lost money too. They also like the city lost their interest in motor sports promotion. With that Haugdahl decided that he too had enough and he bowed out of the motor sport promoting as well. This left France all to himself to try and get the area interested since he could still see a future for stock car racing, however he was a struggling filling-station operator and didn't have enough cash to cover a purse, advertise and promote the race plus pay the city to set up the course.
France was finally able to convince local restaurateur Charlie Reese, rich and well known, to post a $1,000.00 purse and let France recruit drivers and spread the word. Danny Murphy beat France in the 150-miler that generated just enough profit to convince the co-promoter to do it again. They managed another successful stock car promotion on Labor Day weekend of 1938. France beat Lloyd Moody and Pig Ridings in that race and then organized and promoted three more races in March, July, and September of 1939. They did it again in March , July 4, and September of 1940 France fared well in those three races of 1940 finishing fourth in March, first in July, and sixth in September. France was able to promote two races in March, one each in July and August of 1941 prior to the war breaking out. The war brought a stop to motor sport racing and France went to work for the Daytona Boat Works while his wife handled the family filling station.

Shortly after the war ended and things started returning to normal Bill France left the boat works. France was obsessed with the idea that a single, firmly governed sanctioning body was necessary if stock car was to be a success. He was well aware, as a driver and promoter, that the minor-league sanctioning bodies reeked of inconsistency. France wanted an organization that would sanction and promote races, bring uniformity to race procedures plus technical rules. He wanted an association that would oversee a membership benefit and insurance fund, and one that would promise to pay postseason awards, and crown a single national champion using a clearly defined points system.
At that time there were several organizations who claimed to sanction national championship races. One was the American Automobile Association (AAA), but they were more concerned with open-wheel, open-cockpit, champ car racing. The A.A.A eventually became known as the USAC/CART league (Indy-car racing). The other groups were the United Stock Car Racing Association, National Auto Racing league, and American Stock Car Racing Association. The Georgia based National Stock Car Racing Association was only interested with-in the state and so they didn't crown a national champion. The Daytona Beach Racing Association only promoted within the city so they made no claim to a national champion either. France was so devoted to creating a racing association that would adhere to the rules mentioned above. With that in 1947 he retired from racing so he could concentrate all his time and attention to organize that body.
The first meeting of the National Association for Stock Car Automobile Racing was held on December 12, 1947 at the Streamline Inn Motel in Daytona Beach, Florida. The organization named Bill France Sr. as its first president. William Henry Getty France, aka, Big Bill France, gathered together a group of racing promoters, drivers, and mechanics with the dream of establishing an organization to set a standard set of rules and regulations to help promote stock car racing.
Incorporated on February 21, 1948, the organization hired Erwin "Cannonball" Baker to be the first Commissioner of Racing. The new organization sanctioned its first race on the Daytona Beach road/beach course in February of 1948, several days before it was legally incorporated. More than 14,000 fans watched that first event, a 150-miler that Red Byron won ahead of Teague, Raymond Parks, Buddy Shuman, and Wayne Pritchett.
France's original plan was for NASCAR to oversee three separate and distinct classes of cars: Strictly Stock Cars, Modified Stock Cars, and Roadsters. Perhaps surprisingly, the Modified and Roadster classes were seen as more attractive to fans than Strictly Stock. As things turned out, though, the audience NASCAR attracted wanted nothing to do with Roadsters, a "Yankee" series more popular in the Midwest and Northeast. It didn't take long for France to recognize that he didn't need the Roadster.
After the war was over the big automakers had to switch production from Tanks and Jeeps back to their makes of cars. This got France to thinking that the fans would want to purchase cars when they see them winning at the races and he knew that productions were going to be slow for a while. He decided that NASCAR would run pre '40s Fords and Chevrolets plus a handful of new Buick's were allowed. The 1948 NASCAR schedule covered 52 dirt-track races for modified's and Red Byron was the national champion that year.
In February of 1949 France staged a 20 mile exhibition race near Miami for his Strictly Stock division. Fearing he would lose out to a promoter in North Carolina, France decided to stage a Strictly Stock points race. This race took place in June and was scheduled as a 200-lap, 150 mile race around a 3/4-mile dirt track in Charlotte, North Carolina. It carried a purse of $5,000. for 33 street-legal family sedans that had been built since 1946. Pole sitter Bob Flock led the first five laps in a 46 Hudson, Bill Blair led laps 6 thru 150 in a 1949 Lincoln, and Glen Dunnaway led the remaining laps in a 1947 Ford. After the race Dunnaway's car was inspected and failed because he had altered the rear springs. He was disqualified and moved to the back of the field and stripped him of the win and money. This moved Roper to the first place spot followed by Fonty Flock in second, Byron in third, Sam Rice in fourth, and Tim Flock finished out the top five. Hubert Westmoreland owner of Dunnaway's car sued the new sanctioning body for $10,000. however a North Carolina Judge ruled that the officials had the right to make and enforce their rules without outside interference and dismissed the suit.
That mid-summer race attracted 13,000 plus fans, far more than was expected. NASCAR promoted seven more Strictly Stock races that year: two each in North Carolina and Pennsylvania, one each in Florida, New York, and Virginia. Byron won the Strictly Stock class that year in what was to become the Grand Nationals and Winston Cup series. Lee Petty finished second in points followed by Bob Flock, Curtis Turner, and Jack Smith. Fifty drivers raced in at least one race each that year and between 16 and 45 drivers showed up for each race.
France wondered what was missing from his Strictly Stock division. He had to come up with a blockbuster event to draw more attention to his Strictly Stock cars. The USAC champ car circuit had the Indy 500, and NASCAR Modified and Sportsman division had their annual beach/road races in February at Daytona Beach. In 1950 Harold Brasington built a 1.25 mile, high-banked, egg shaped speedway just west of his hometown of Darlington. He stunned the racing world by paving it and saying that he wanted to someday host a 500-mile stock car race. Brasington himself a retired racer had known France from their old racing days at Daytona and other dirt tracks throughout the Southeast and Midwest. He was aware that France's new organization wanted to expand their image and he figured a 500-mile race would be the answer.
In the fall of 1949 Brasington bought a 70 acre farm from Sherman Ramsey and he began carving a superspeedway out of what had been a cotton and peanut field. Instead of developing his track into a true oval, he was forced to create an egg-shaped facility with one end tighter, more steeply-banked and narrower than the other end. You see he promised Ramsey when he purchased the land that the track wouldn't disturb the minnow pond on the property's western fringe. So that meant that Barrington could make the eastern end as wide, sweeping, and flat as he wanted but the western end had to be just the opposite because of the minnow pond.
It took almost a year to build and pave the new track. In the summer of 1950 as Sam Nunis spoke of promoting a 500-mile NASCAR race at Lakewood Speedway in Atlanta, Barrington and France were making the final arrangements to run a 500-miler at Darlington on Labor-day. The inaugural Southern 500 carried a stock-car record purse of $25,000. and was co-sanctioned by NASCAR and the rival Central States Racing Association. Over 80 cars showed up and it took two weeks to get them all qualified. The race started with a 75 car field aligned in 25 rows and three abreast.
After filling all 9,000 seats fans were directed to the infield where a sea of over 6,000 people watched the race. It took Johnny Mantz more than six hours to cover the full 500 miles. He drove a 1950 Plymouth owned by France, Westmoreland, and a couple more guys. Fireball Roberts finished second, Red Byron was third, and Bill Rexford was fourth. The Southern 500 was NASCAR's only paved track event in 1950. There were only four paved events in 1951 and they were two at Dayton, Ohio and one each at Darlington, and Thompson, Connecticut. Paved tracks didn't begin to gain acceptance until the late '50s. Darlington and the half-miler at Dayton each had two races in 1952. In 1953 Darlington and the new 1-mile asphalt track at Raleigh, North Carolina each had a Grand National race. In 1954 Darlington, Raleigh, and the paved road course at Linden, New Jersey Airport had a race each. In 1955 Martinsville, Virginia had one race, Darlington one race, and Raleigh had two races.
NASCAR's future began to come in focus in 1956. NASCAR sanctioned 11 paved-track races among 56 events. They had 14 out of 53 venues in 1957, and 24 out of 51 venues in 1958. Not only were they racing on oval tracks France also scheduled road course races at Watkins Glen, New York, Elkhart Lake, Wisconsin, and Bridgehampton, New York. Suddenly, almost overnight, it seemed NASCAR racing was becoming a national series rather than a regional series, Bill France's dream was heading toward the future. NASCAR history tells the real story.

EVOLUTION 3

2009-09-23T08:42:00.000-04:00

While a "superspeedway boom" occurred from 1959 to the early 1960s -- with no less than four major speedways being built in Daytona Beach, Fla.; Hanford, Calif.; Concord, N.C.; and Hampton, Ga. -- the automobile manufacturers gradually realized that to sell new cars it certainly helped to win races. Despite accruing the knowledge of what it took to win Grand National races, the period was interesting in that both engine and body configurations went through several "generations" and radical changes as race cars, by and large, matched what was pushed in the showrooms by the manufacturers.

One of the most interesting occurrences in 1959 came when the Ford Motor Company abandoned its top of the line Galaxy model to use its Thunderbird as the race car of choice.

The Galaxy was a fairly bulky car that year, so Holman & Moody, Ford's acknowledged racing arm, built a fleet of T-Birds to compete in Grand National racing, the forerunner of the Cup Series. The T-Bird was lower and sleeker than the Galaxy but it still fell within the dimensional parameters set in the NASCAR rules ... even though the car had been created as a sports car that was designed to compete with Chevrolet's Corvette.
Although the T-Bird continued to compete, Ford returned to its premier Galaxy Starliner model in 1960. Conventional, full frame cars were still the norm as purpose-built tube frame race cars were still out on the Grand National horizon. Stories of race teams -- as Ray Fox's did in 1960 to win the Daytona 500 -- picking up cars from showrooms only days before races and converting them to race cars were commonplace. In the General Motors' camp, teams had figured out the coil spring rear suspension setup that was introduced in 1958 and virtually everyone was running the 1959 Chevrolet on the big tracks, where it was particularly effective.
This "light bulb" effect certainly led some to believe that the racers must have gotten some suspension geometry help from Detroit, but the manufacturers were still laying pretty low due to the Automobile Manufacturers Association agreement that had disassociated them from the sport. Through this period, of course, innovation often was the answer to necessity, and with many races still conducted on dirt tracks and with pavement tracks sometimes coming apart, screens, grillwork and other protective devices were often de rigeur.
The early days found race teams not necessarily locked-into a particular manufacturer's model or even make. They were able to do some amazing things with cars that looked particularly unwieldy to the naked eye. Witness the monstrous Oldsmobile with which Lee Petty won the inaugural Daytona 500, which was a somewhat tank-like ride.
Petty jumped back and forth between Chrysler and Oldsmobile in that time, depending on which car was more suited to the task at hand. As the superspeedway boom era continued, manufacturers began to pay more attention to aerodynamics.
The 1963 Ford Fastback Galaxy was used in the manufacturer's literature and was advertised as a race car. The 1960-61 Starliner had what was actually an effectively aerodynamic roofline. In fact, with the 1962 car a pretty boxy proposition, Fred Lorenzen ran a 1962 Galaxy with a 1961 Ford roof in a one-shot deal for the Atlanta 500 -- and won the race in the car's only appearance. General Motors had a grip on the Grand National championship in the early 1960s, with Rex White and Ned Jarrett winning titles in 1960-1961 in Chevrolets and Joe Weatherly copping the titles in 1962-1963 primarily in Pontiacs. In the 1961-1962 season Pontiac won more races than any manufacturer in the history of the Grand National Division in consecutive years (52).
Mercury added a twist to the manufacturers' battle when it entered racing in a bigger way in 1963 with its Marauder model. Bill Stroppe, the West Coast's answer to Holman & Moody, handled the Mercury competition program with a similar assembly line approach. Unknown newcomer Billy Wade swept four consecutive races in 1964 driving a Mercury. Mercury prompted the switch of legendary car owner Bud Moore to the Ford Motor Co. camp when Moore -- in the absence of significant support from General Motors -- switched from Pontiac to Mercury. Weatherly took the 1963 championship but had to pick-up rides for most of the year. Ford scored another coup when it grabbed Fireball Roberts, who won his first race for Ford in 1963 at Bristol. The swapping of personnel is one part of stock-car evolution that has been around since the beginning. Shock development, which today is acknowledged as critical to race car performance, also experienced more emphasis in the early 1960s. The popular "Air Lift" shocks were being phased out and Monroe and Gabriel became heavily involved in shock development for racing applications. Tire development also continued. Firestone was the dominant tire company, but Goodyear was involved to a limited degree. Increasing speeds made these developments important. Another significant advance during this period occurred as roll cage structures began to become a more integral part of the car and as such, were used to stiffen the chassis and improve a car's handling as well as serving as vital protection. A variety of triangulated bars, from front to back, across the mid-section of the car and also in the doors were as much to stiffen and strengthen the cars as they were to serve as protection.

There was a tremendous amount of flex inherent in the "x-frame" cars used in the 1958-60 period. Smokey Yunick was one of the first car builders to use the roll cage as an integral part of the car's chassis. Ford had unleashed the flow of relatively open factory support when it repudiated the AMA agreement in 1962. While General Motors remained mostly silent, within a few weeks Chrysler announced it would develop high performance parts for stock-car racing. Another big issue of this period was in the engine compartment.

Noted mechanic Fox was the mastermind behind Chevrolet's so-called "mystery engine," a 427-cubic inch "high lift" high performance piece that would replace the 409-cubic inch engine that was often referred to as a "boat anchor" because of its weight. Yunick, the other half of the legendary mechanical pair that lived in Daytona Beach, was also involved in the development of that engine. While much of the mystique of this engine was as much hype as it was fact, at the time Ford claimed it spent $1 million chasing the development curve on Chevy's powerplant. Junior Johnson, driving Fox's 1963 Chevrolet, sat on a lot of front rows with the combination, but as had often been the case with other potent mixes, in most cases the car was either a top-five finisher or it broke. Among the team's accomplishments in 1963 was sweeping the front row for the Firecracker 400 at Daytona, with Johnson and G.C. Spencer doing the honors.
The engine wars reached a peak when in 1964 Richard Petty brought a Plymouth hemispherical combustion chamber engine, or "hemi," and cleaned house at Daytona, including winning the first of seven Daytona 500s. The Plymouth and Dodge body styles had been streamlined. The hemis -- Plymouth's Super-Commando and Dodge's Hemi-Charger -- now had an appropriate platform in which to sit. The engine had first been produced in the early 1950s, but had been shelved with the AMA ban in 1956. Chrysler engineers also came up with a double rocker arm system used in conjunction with the hemi heads. This combination, which created a free-breathing combustion chamber, produced a good bit of top end horsepower, particularly on high-speed facilities.
Ford came back with its tunnel port 427-cubic inch engine. And Ford had a well-handling race car. Following the Daytona 500, the fourth points race of the season, Ford won 11 out of the next 15 races -- 13 of which were on short tracks. Plymouth and Dodge won two races apiece in that stretch. As was the case in many other aspects of racing, NASCAR kept a close eye on these developments and took action, as it became necessary.

EVOLUTION 2

2009-09-11T22:16:00.000-04:00

The variety of race tracks in use and the intensity of the competition level necessitated various modifications to the "strictly stock" cars. While many of these changes were instituted in the interest of safety, manufacturers found that there were ways to integrate high performance parts and pieces into their mainstream production line, thereby making these "hot" parts eligible for use in Grand National racing, the forerunner of the Cup Series.
One of the first items produced specifically for stock-car racing was a racing tire manufactured and distributed by the Pure Oil Company in 1952. Prior to that time, street tires were all that were available for racing applications. Not everything that was developed through this period was an integral part of the cars themselves. Two-way radios were first used in a NASCAR race at the 1952 Modified-Sportsman race on the beach/road course at Daytona Beach, Fla.
Their use developed until they became an indispensable piece of equipment on a Grand National race car. In the early 1950s roll cages also made more of a widespread appearance. Tim Flock won the 1952 Modified-Sportsman race in Daytona Beach, but was disqualified due to his roll cage being made of wood. Although some novel uses of bed frames and other iron devices were created for roll bars, their use stiffened the chassis and improved the cars' performance. One of the first major changes in race car development came in 1953, when the Oldsmobile, Lincoln and Hudson car companies introduced "severe usage" kits, primarily composed of suspension parts, in response to an alarming spate of failures to spindles, hubs, axles and other suspension pieces. The manufacturers also were discovering that they could introduce high performance options in their street cars that would make them eligible for the race track.
Hudson's Twin-H carburetor setup was one such tweak that Hudson drivers used to win 22 of 37 races in 1953. In 1955, Chevrolet and Ford, mirroring their intense spirit of competition that's still displayed today, also had factory-backed programs. But it was Chevrolet's introduction of the 355-cubic inch small-block V8 engine that was one of the most significant developments in the history of stock-car racing. That engine, with very minor changes, is still in use by General Motors race teams across the country in most racing series.
Through this period, Marshall Teague of Daytona Beach, one of racing's true innovators who was largely credited with bringing the Hudson Motor Car Company and Pure Oil into racing, pioneered the use of Chevrolet truck spindles and suspension parts when he was competing in AAA stock-car racing. The giveaway that a car was running the heavier axles and beefier suspension components was a six-lugged wheel, not the typical five-lugged version.
Buick unveiled a major coup in 1957 when it had finned aluminum brake drums on its Roadmaster. The car, made famous by Fireball Roberts, used a braking system that dissipated heat more efficiently due to the use of aluminum and the finned design. As the decade of the 1950s began to come to close and the superspeedway era was about to dawn GM made a major change to the frame design of its cars in 1958. It debuted an X-frame design with a coil spring rear suspension, departing from the box frame with leaf spring rear suspension that was more popular and better understood by the racers. Consequently, very few 1958 Chevrolets were used, particularly early in the season, as the racers chose to go with what they were familiar with. However, innovative mechanic Henry "Smokey" Yunick had the system figured out and driver Paul Goldsmith won the final beach/road course race, using a 1958 Pontiac with the new design. The newer setup would prove to be the hot tip on the big tracks that would begin to open with the advent of Daytona International Speedway in 1959. It was the next step in the ongoing evolution of the stock car. •

NASCAR THE EVOLUTION PART 1

2009-09-02T21:34:00.000-04:00

Throughout the history of NASCAR, its race cars have been transformed from road-going, lumbering true "stock" cars into the sleek, technologically advanced machines that we see today on ultra-modern speedways. In tracing the evolution of the cars that we know today as the Cup Series, it's necessary to go back to the beginnings of NASCAR and its "Strictly Stock Division.

" It all started with races on the famed Daytona beach and road course in the late 1940s.

When NASCAR was formed in 1948 there was a definite shortage of new cars in the post-war era. The feeling was that race fans wouldn't stand for new cars being beat up on a race track while they were driving a rattletrap pre-war automobile, so "Modified" cars were the early staple of NASCAR racing. However, in 1949, NASCAR founder Bill France Sr. re-visited the idea of racing the cars that people actually drove on the street -- late model family sedans.

Since no other racing organization had seized the idea, France figured it might take root and create added interest. The success of the modern Cup Series proves he was correct. From the racers' perspective, putting a race car together was not a high-dollar deal. If a brand-new Buick sold for about $4,000, due to the lack of modification that could be done to it, the car could be raced for very little more of an investment. In some instances, rental cars were actually used as race cars by point-chasing drivers who had no locked-in ride for an event.

Cars typically were either driven to the track or towed behind pick-ups and family sedans. Other than tweaking and tuning of the engine, nothing could be done to these early Strictly Stock cars. The window glass -- front, back and sides -- was intact. Ropes and aircraft harnesses were used as seat belts. Roll bars -- which were mandated in 1952 -- were neither required nor often installed. One thing the strictly-stock designation encouraged was a great diversity of manufacturers on the track.

The first official Strictly Stock Division race had nine makes come to the line: Buick, Cadillac, Chrysler, Ford, Hudson, Kaiser, Lincoln, Mercury and Oldsmobile. Some of the biggest problems were tires; wheel and suspension failures brought on by stresses that were atypical of normal road use. These concerns brought about novel solutions such as one detailed by two-time Grand National (forerunner of Cup Series) champion Tim Flock, who described a trap door in the floorboard of his race car that he could open with a chain to check right-front tire wear. "When the white cord was showing, we had about one or two laps left before the tire would blow," Flock said. Due to the rough-surfaced dirt tracks that were predominant in the early days of the sport, the only modification that was allowed was a reinforcing steel plate on the right front wheel to prevent lug nuts from pulling through the rims on conventional wheels. Otherwise, racing stock cars in the early days of the sport was very much a seat-of-the-pants endeavor.

But it was one that spawned innumerable legends of drivers who created them, literally, with their own hands, feet and indomitable wills and courage.

MAKING THE NASCAR CHASE

2009-08-24T14:16:00.000-04:00

Making the NASCAR Chase

How NASCAR Drivers Make the Chase
Is your driver good enough to make the Chase? In January the answer is almost always "yes". Fans, teams, writers and announcers label almost any driver as a Chase prospect. Obviously only 12 will actually make it, so what does it take? . It's time to look at the factors that really apply to a driver with Chase dreams and see if there are some basic requirements for a driver.
Top 12 the last four years
The first thing I did was look at the top 12 drivers' results in each year since 2004. The key was to compare their numbers through the first 26 races, since all we are looking for is how to get in the Chase. Also, because the current rules call for 12 drivers to make the playoffs, I included 12 for each year.
After calculating the average number of wins, top 5's and top 10's, I realized that the top drivers are people like Jimmie Johnson, Jeff Gordon, Tony Stewart and Matt Kenseth that have outstanding seasons and are rarely in danger of missing the Chase. They have much better numbers than the bottom of the list. Realizing they were safely in the Chase, I excluded the top 5 drivers in the Chase to avoid skewing the numbers. This study was about finding how to make the Chase, and the top 5 drivers typically run well every week.
Average's positions six through twelve
So the next step was taking drivers 6-12 from each of the last 4 years and averaging their numbers. It works out to an average of 1.1 wins, 6.2 top 5's and 11.8 top 10's. That's all it takes to make the Chase. Simple right? Not quite.
A hidden Chase factor?
There are two ingredients that go into the Chase recipe. The obvious one is getting as many good finishes as possible, but it's also key to minimize bad finishes. 12 top 10's through 26 races is nice, but the other 14 races count too. Minimizing DNF's and maximizing the bad runs are just as important. Think about this: A top 5 finish is worth about 150 points (depending on laps led) while a DNF resulting in a bottom five finish is 50 points or less.
The bottom half of the Chasers averaged 123.7 points per race, which rounds out to finishing 13th in every race. Obviously running 13th every week won't happen, but if the highs smooth out the lows, then it can lead to a successful season. One extreme example of smoothing out the lows was Jeremy Mayfield's 2005 campaign. Mayfield only had 7 top tens in 2005, but countered mediocre equipment by avoiding trouble. He had one DNF and only four races worse than 20th. While the Dodge teams struggled with the new Charger, Mayfield made the most of the situation. Meanwhile Jeff Gordon won 3 races with 5 top 5's, but he also had 9 sub-30 finishes. Mayfield made the Chase while Gordon and Dale Earnhardt Jr (8 sub-30's) both missed the Chase. With the CoT and its unknown personality, the Mayfield approach could come in to play this year. Some teams simply won't be able to run up front, but will have to adjust their aim and avoid trouble to rack up points.
Are wins necessary?
One more thing to note. It's not necessary to win a race, but it sure helps. Only 6 drivers have made the Chase without a win. Four of those winless drivers did however win a race during the Chase. That shows again how important it is to run up front.
So, returning to the original question. Can your favorite driver make the Chase? You need to ask a few more questions before deciding if a driver is Chaseworthy. Can this driver win a race? Does he run up front enough to score 6 top 5's? Does he have enough strong tracks to bank on a top ten finish 50% of the time? Does he avoid trouble enough to finish races on the lead lap? Now see how many "yes" answers a driver returns.

TIGHT VS LOOSE

2009-08-17T15:01:00.000-04:00

Drivers must adapt their driving styles to the behavior of their racecar, which can often change as a race progresses, becoming either "tighter" or "looser." •

Tight -- When a car is tight, it's hard to turn. To get the car to steer more easily, the driver has to lift off the accelerator while turning -- slowing down the car. This condition can be overcome during a race by adjusting factors like tire pressure, spring stiffness and chassis weight distribution.

• Loose -- When a car is loose, it turns too easily --so the car tends to fishtail. Again, the driver has to slow down to keep control of the car, slowing lap times. Tire, spring and chassis adjustments can be made to overcome a loose condition during a race.

Factors like track temperature and tire wear can play a part in how the car responds to the driver during a race -- even the amount of tape over the car's grill can have a profound impact on its handling. Juggling all these factors, the best drivers and crew chiefs are masters at adjusting the car during the course of a race.

NASCAR RESTART RULE 2009

2009-08-16T16:43:00.000-04:00

NASCAR has established a formula for determining the length of the restart zone on the track.
Robin Pemberton, NASCAR's vice president of competition, said Friday at Atlanta Motor Speedway that officials will take the pit-road speed limit, double that figure and then set that as the distance in feet of the restart zone. At the start of this season, NASCAR created a zone where the leader must restart the race instead of giving the leader discretion from a certain area coming out of Turn 4 up to the starting line to restart the race. The rule is designed to create a more consistent restart at each track.
Pit-road speeds typically range from 30 to 55 mph, depending on the length of the track. That means the restart zone will vary from 60-110 feet, depending on the track.
"It will be twice the pit-road speed," Pemberton said. "It's a means to get variable lengths in there for the race track itself. It's something the garage area asked us to do. Is it perfect; maybe, maybe not. But, it's a start."

HOW TO CALCULATE TRACK SPEEDS

2009-08-02T13:14:00.000-04:00

How to Calculate Track Speeds
: use the formula Speed = Distance divided by Time.
Distance is Track Length, and Lap Time into Hours.
Once hour is 3600 seconds, so the calculation for a 48 second lap at Daytona(2.5 miles) would be: Speed = 2.5 x (3600/48), = 2.5 x 75 = 187.500mph.
For a 19 second lap at Bristol(.533 miles): Speed = .533 x (3600/19), = .533 x 189.474 = a speed of 100.990mph

THE PIT STOP

2009-07-14T11:09:00.001-04:00

[CLICKON PIC TO ZOOMIN]

NASCAR Pit Stop
NASCAR teams take about 14-seconds to complete a full pit stop. But what are all the things they do during a normal pit stop?
Anatomy of a Pit Stop
Seven crew members are routinely allowed over the wall during pit stops per NASCAR rules. At times, NASCAR will inform teams that an eighth crew member will be allowed over the wall for a pit stop with the responsibility of cleaning the windshield.
An average efficient pit stop that consists of the changing of all four tires and a full tank of fuel can take anywhere between 13 and 15 seconds. The amount of pit stops during a race vary due to numerous factors:
Race Length
Caution Flags
Fuel Mileage
Tire Wear
Pit Strategy
Below is a look at the pit crew and thier responsibilities during a routine stop during a race.
Rear Tire Carrier: Assists the rear tire changer by handing him a new right-side tire he has carried from behind the pit wall. May also adjust the rear jack bolt to change the car's handling.
Jackman: Operates a 20-pound hydraulic jack that is used to raise the car for tire changes. After new tires are bolted on to the right side of the car, he drops the car to the ground and repeats the process on the left side.
Rear Tire Changer: First removes and replaces right rear tire using an air-powered impact wrench to loosen and tighten five lug nuts holding the tire rim in place. He then moves to the opposite side of the car to change the left rear tire.
Front Tire Carrier: Assist the front tire changer by handing him a new, right-side tire that he has carried from behind the pit wall. He repeats the process on the left side of the car with a tire rolled to him by another crew member from behind the pit wall.
Front Tire Changer: First removes and replaces right front tire using an air-powered impact wrench to loosen and tighten five lug nuts holding the tire rim in place. He then moves to the opposite side of the car to change the left front tire.
Gas Man: Empties two 12-gallon (81 pounds each) dump cans of fuel into the car's 17.75-gallon fuel cell.
Catch Can Man: Holds a can that collects overflow from the fuel cell as it is being filled. He also signals the rest of the team that the refueling process is finished by raising his hand.
Support Crew: Assists the "over the wall" crew by rolling them tires, handing them fuel, and retrieving air hoses and wrenches. According to NASCAR rules, support crew members must remain behind the pit wall during all stops.
Extra Man: On occasion, and at the discretion of NASCAR officials, an eighth or "extra man" is allowed over the wall to cleand the windshield and assist the driver if neccessary.
NASCAR Official: Watches for rules violations and helps maintain pit lane safety.
Adapted from information by NASCAR

TIRES AND RACING

2009-06-25T14:59:00.005-04:00

Racing "slicks" are very different than your treaded car tires. On a typical race weekend, a Cup Series team will use between nine and 14 sets of tires depending upon the length of the race and type of track. By comparison, an average set of street tires gets replaced approximately every three years. Racing tire specifications also differ from race to race depending upon the degree of track banking and type of racing surface (asphalt, concrete, or mixture of both). Goodyear uses about 18 different types of tires to cover the needs of teams during the course of a racing season. RACE TIRE SAFETY Like a "tire-within-a-tire," the Goodyear Lifeguard Inner Liner Safety Spare allows the car to return to the pits in the event of a flat.

TIRES IN NASCAR Few factors play a more critical role in a NASCAR race than tires. Inflation pressures, tire wear and tire balance can all have a tremendous effect on a car's performance.
Racing "slicks" are very different than your treaded car tires.

NASCAR SUBSTANCE ABUSE POLICY

2009-06-07T21:28:00.002-04:00

NASCAR Substance Abuse News and RulesAmong the substances NASCAR crews must be tested for are:- Seven different amphetamines, including methamphetamine and PMA, a synthetic psychostimulant and hallucinogen.- Three drugs classified under ephedrine.- 13 different narcotics, including codeine and morphine.- Ten different benzodiazepines and barbituates.- Marijuana, cocaine, zolpidem, nitrites, chromates and drugs that can increase specific gravity.(the crews include - pit crew members, including "over-the-wall" crew members, the crew chief, car chief, team members responsible for tires, fuel and pit crew operation, spotters and race-day support personnel that includes engineers, engine tuners, shock specialists, chassis specialists and tire specialists). No such list exists for the driversNASCAR Substance Abuse PolicyCompetitors are asked to take a drug test if there is "reasonable suspicion."Anyone who obtains any kind of NASCAR license must sign an "authorization for testing and release" waiver each season.NASCAR can ask for samples of urine, blood, saliva, hair or breath tests if "reasonable suspicion" of drug use has been established.A number of NASCAR officials are trained to take and seal samples for testing, and all are versed in detecting signs of impairment.NASCAR encourages "whistle blowing" among its competitors to help police its substance abuse policy.NASCAR reserves the right to suspend a competitor based on a conviction for driving a passenger vehicle while under the influence of alcohol or drugs, or a drug-related conviction.Competitors and officials are prohibited from consuming alcohol prior to or during a race.If a person fails a drug test and wants to return to racing, he or she must submit to a series of spot testing. The person being tested must pay for the examinations.If an individual is reinstated, NASCAR reserves the right to randomly test that individual.NASCAR does not recommend specific rehabilitation programs but strongly encourages self-help and treatment for those afflicted with a drug problem or alcohol abuse.

IMPOUND RULES WHEN IN FORCE

2009-06-06T16:21:00.004-04:00

Following qualifying for the NASCAR NEXTEL Cup Series event, the cars will be escorted to their respective garage stalls by a NASCAR Official (with the exception of the top five cars, which will be placed in a designated area for post-qualifying inspection). Once the car is pushed to the garage stall, only two crew members will be allowed to remain in the garage. The following work list will be allowed:
Shut off electrical switches and master power switch;
Remove radio;
Check air pressure in tires;
Cover the car; and,
Crewmembers exit garage and garage doors close.
Pit road selection will be immediately after the last car has qualified.
Procedure for race day for NASCAR NEXTEL Cup Series teams:
Garage StallA maximum of two (2) crew members per car, accompanied by a NASCAR Official, will be allowed in the garage stall. Below are the procedures that will be completed in the garage stall:
Teams May:
Plug in oil heater (if teams use a generator, it must remain outside the garage);
Open hood;
Prime oil system;
Back car out of garage to start;
Turn master switch on;
Open oil cooler bypass valve (optional);
Start engine;
Close hood;
Set tire pressure;
Torque wheels;
Install radio and water bottle;
Remove or repair tape on front of car (i.e. grille, valance, brake ducts.); and
If applicable, BST or Pi Research may replace equipment batteries under NASCAR supervision.
Teams May NOT:
Enter the garage without a NASCAR Official present;
Jack up any part of the car;
Add water or pressurize the cooling system;
Climb inside the car;
Adjust wedge bolts, shocks or sway bars;
Add fuel, oil or brake fluid;
Remove air box; or
Adjust fenders, spoiler or any body components.
Fuel PumpsA maximum of three (3) crewmembers per car at anytime, escorted by NASCAR Officials, may go to the fuel pumps.
For Tracks 1 mile and under, a maximum of two gallons of fuel will be added. For Tracks 1 1/2 miles, a maximum of three gallons of fuel will be added. For Tracks above 1 1/2 miles, a maximum of four gallons of fuel will be added.
Height PlatformA maximum of three (3) crewmembers per car at anytime, accompanied by NASCAR Officials, may escort the respective car to the height platform.
You May:
Adjust front and rear wedge bolts:
A maximum of one (1) turn for front bolts.
A maximum of 1 1/2 turn for rear bolts.
Adjust track bar at frame end adjuster.
No maximum on track bar adjustment.
Adjust external shock bleeds.
You May NOT:
Change any components.
Add spring inserts.
ScalesA maximum of three (3) crewmembers per car at anytime, accompanied by NASCAR Officials, may escort the respective car to the scales.
Any car that does not meet required weight specifications may be subject to penalty. After completion, the generator will be reconnected to the car and pushed to pit road. Generators will be permitted out on pit road with the car.

NASCAR SUBSTANCE ABUSE POLICY

2009-06-03T11:46:00.005-04:00

NASCAR Substance Abuse News and Rules
Among the substances NASCAR crews must be tested for are:- Seven different amphetamines, including methamphetamine and PMA, a synthetic psychostimulant and hallucinogen.- Three drugs classified under ephedrine.- 13 different narcotics, including codeine and morphine.- Ten different benzodiazepines and barbituates.- Marijuana, cocaine, zolpidem, nitrites, chromates and drugs that can increase specific gravity.(the crews include - pit crew members, including "over-the-wall" crew members, the crew chief, car chief, team members responsible for tires, fuel and pit crew operation, spotters and race-day support personnel that includes engineers, engine tuners, shock specialists, chassis specialists and tire specialists). No such list exists for the driversNASCAR Substance Abuse Policy
Competitors are asked to take a drug test if there is "reasonable suspicion."
Anyone who obtains any kind of NASCAR license must sign an "authorization for testing and release" waiver each season.
NASCAR can ask for samples of urine, blood, saliva, hair or breath tests if "reasonable suspicion" of drug use has been established.
A number of NASCAR officials are trained to take and seal samples for testing, and all are versed in detecting signs of impairment.
NASCAR encourages "whistle blowing" among its competitors to help police its substance abuse policy.
NASCAR reserves the right to suspend a competitor based on a conviction for driving a passenger vehicle while under the influence of alcohol or drugs, or a drug-related conviction.
Competitors and officials are prohibited from consuming alcohol prior to or during a race.
If a person fails a drug test and wants to return to racing, he or she must submit to a series of spot testing. The person being tested must pay for the examinations.
If an individual is reinstated, NASCAR reserves the right to randomly test that individual.
NASCAR does not recommend specific rehabilitation programs but strongly encourages self-help and treatment for those afflicted with a drug problem or alcohol abuse.

HOW NASCAR FREEZES THE FIELD

2009-05-09T21:31:00.005-04:00

How NASCAR Freezes the Field
Freezing The Field
In an effort to further ensure the competitors' safety, NASCAR announced in September of 2003 that racing back to the caution would no longer be permitted in the NASCAR Sprint Cup Series, NASCAR nationwide Series and NASCAR Craftsman Truck Series. That led NASCAR to institute a new procedure in which the field is "frozen" on the race track once the caution flag is issued.
The cars' positions are determined by the previous timing-and-scoring line they passed on the race track. Example: Cars Nos. 1 through 3 are scored by their running order when the passed timing and scoring line E; cars Nos. 4 and 5 are scored by their positions when they passed timing and scoring line D; cars 6 and 7 are scored by their positions when they they passed timing and scoring line C.
While the positions of the competitors on the race track will be "frozen," the pit lane, however, will remain active at this time with pit-road speed in effect.
The cars that are pitted from pit-road entrance to the start/finish line - cars 11, 12, 14 and 14 - must reach the start/finish scoring line that extends across pit road before the race leader (No. 1 red car approaching scoring line A) reaches the same line on the race track. Should any of these cars on pit road reach that point first, they will not lose a lap to the leader.
Should the leader reach the scoring line A before cars 11 - 14, they would lose a lap to the leader. Those cars that are pitted from the start/finish line to the pit-road exit - cars 8, 9 and 10 - must reach the pit-road exit scoring line before the leader (No, 1 red car approaching scoring line B) to avoid going a lap down.
Example: car 8 would not go a lap down, while cars 9 and 10 would. Should a driver attempt to speed in pit lane to avoid going down a lap to the leader, that driver will lose a lap in addition to being moved to the tail end of the longest line.
Should the race leader not slow immediately for the caution in an effort to put the pitted cars a lap down, the leader will be penalized by being sent to the tail end of the longest line and all pitted cars will retain their lap positions.
Adapted from information by NASCAR
SEE RESTART RULES 2009 FOR UPDATE