Column: Earnhardt’s Daytona Experiences Are a Microcosm of His Career

Tonight, Dale Earnhardt Jr. will lead the field to green in the Coke Zero 400, starting a race at Daytona for (maybe) the final time.

But while it’s easy to foresee a future one-off run in a Daytona race at some point–his pole for tonight’s race does qualify him for next year’s Clash after all–tonight marks the final time that the 14-time defending Most Popular Driver will for sure fasten his belts in a Cup Series race at the World Center of Racing.

If this is, in fact, Dale’s Daytona denouement, what a roller-coaster ride it’s been.

The ride at the two-and-a-half mile superspeedway has been mostly good, and on some occasions it’s been great.

Earnhardt Jr. grew up coming to Daytona with his father, Dale Earnhardt Sr., who himself had plenty of success on Daytona’s high banks, but took 20 years to win the Daytona 500 after numerous heartbreaks.

Once he himself could drive, Earnhardt Jr. quickly became as proficient as his father at restrictor-plate racing at Daytona.  Earnhardt Jr. won the 2004 Daytona 500 driving for family-owned Dale Earnhardt Inc., then after a move to Hendrick Motorsports and a mid-career slump, won the Great American Race again in 2014.

But Daytona has also been the site of the darkest moment for Earnhardt Jr., not just his career but his life.  It was here in 2001 when Dale Earnhardt Sr. was killed on the final lap of the Daytona 500, battling to protect third while Earnhardt Jr. and teammate Michael Waltrip fought for the victory, which Waltrip won.

Coming back to Daytona that July wasn’t easy.  A week before the 2001 Coke Zero 400, Earnhardt Jr. drove to the fourth turn to meditate, to “make peace,” as he later put it, and to bring closure before returning to drive the track that claimed his father’s life.

Yet that Saturday night when the checkered flag fell, it was Earnhardt Jr. who claimed the victory, with Waltrip second, a reverse of their 1-2 finish in February that was never celebrated due to Earnhardt Sr.’s death.

The defining image of Earnhardt Jr.’s career has to be the celebration, on top of his white and red #8 Chevrolet in the Daytona infield, giving a bear hug to Waltrip who joined him for the liberating moment.

I can count on one hand the number of times I could hear the roar of the crowd over the roar of the engines in a race I watched on television.  The moment Dale Earnhardt Jr. won the Coke Zero 400 in 2001 is not only one of these moments, but is the most pronounced–in other instances the roar of the engines was still obviously discernible, but here the crowd was so loud the engines were, unfathomably, drowned out to little more than a faint hum.

If he can win tonight in possibly his final Daytona start, the reaction of the over 100,000 fans in attendance may be just as remarkable.

Earnhardt Jr. also won the 2015 Coke Zero 400, making him one of 11 drivers to win the event twice.  He is also one of 11 drivers to win the Daytona 500 twice, and one of only six to win both the Daytona 500 and the Coke Zero 400 twice (Richard Petty, Cale Yarborough, Jeff Gordon, Bobby Allison, Bill Elliott).  In total, he has 17 wins at Daytona, including two wins in the Clash, five in Duels (Daytona 500 qualifying races), and six in the Xfinity Series.

Earnhardt Jr.’s Daytona career is a microcosm of his life–he’s had big shoes to fill in the shadow of his father, and while he hasn’t statistically had as much success as his father, he’s certainly become something that Dale Earnhardt Sr. would be proud of, both on and off the racetrack.

 

Go Time for Several Star Drivers

Earnhardt Jr. is in a must-win situation over the next 10 races, as he tries to qualify for NASCAR’s playoffs, but he’s not the only star who finds themselves in a tight spot entering the regular season’s stretch run.

There are 16 spots in the playoffs, with race winners getting first priority.  10 drivers have earned a playoff spot through a race win so far this season, leaving just six spots for everyone else with 10 races left before the regular-season finale Sept. 9 at Richmond.  With a strong chance of additional drivers winning over the next 10 races, that bubble could get even tighter.

Established stars searching for their first win of 2017 include Kyle Busch, Jamie McMurray, Denny Hamlin, Clint Bowyer and Matt Kenseth, and all have been knocking on the door of victory lane in recent weeks.

Chase Elliott, Erik Jones and Daniel Suarez have also been close, as they each seek their first career win.  Joey Logano won at Richmond on April 30, but the win doesn’t count for playoff qualification due to his car failing post-race inspection (illegal rear suspension).

While race winners are in the playoffs (provided that they stay in the top 30 in points, which shouldn’t be a problem for any current winner), everyone else is fighting for wins to lock themselves in and not have to worry about squeezing themselves inside the increasingly tight points bubble.

 

The King Turns 80

Richard Petty, “The King” of stock-car racing, turns 80 on Sunday.

Petty won 200 races and seven championships over his 35-year Cup Series career, but that’s not even the biggest reason he’s arguably the most popular NASCAR driver of all-time.

If there was ever a competitor who wanted Petty’s advice, or a fan who wanted a handshake or Petty’s iconic autograph, they have never left the track disappointed.

Even 25 years after his career ended, the model of what a NASCAR driver should be on and off the track is still very much what Petty was:  drive fast, and after you’ve won thank and sponsors the fans any way you can, whether it’s through autographs or promotional appearances.

I’ve never met Richard Petty face-to-face, but I am one of the thousands (if not hundreds of thousands) of fans who has his signature.  After I wrote a set of interview questions for Petty in a third grade class assignment, a family friend who volunteered at Victory Junction Gang, a camp for chronically ill children in Randleman, N.C. founded by Richard’s son Kyle in memory of Kyle’s late son Adam, passed along the questions to The King.

A few weeks later, I got a package from Richard Petty Motorsports, with Petty’s autograph and the typed answers to my interview questions.

To this day, Petty is by far the most famous person I’ve ever “interviewed.”

Petty will celebrate his 80th birthday as he’s celebrated many of the previous 79:  at the racetrack.

Petty has been present for every Daytona 500, driving the first 34 of them before attending the most recent 25 as a car owner, and was even present at the first Cup Series race in 1949.  He worked on his father’s pit crew before driving, started 1,184 Cup Series races, and has hung around the racetrack in the years since his 1992 “Fan Appreciation Tour.”

Tonight is the 2,515th race in Monster Energy NASCAR Cup Series history; I’d be willing to bet The King has missed less than 100 of them.

The company colors (still Petty blue) will be carried by Darrell Wallace Jr. in the #43 Smithfield Ford, starting 28th in tonight’s Coke Zero 400 at Daytona.  While Dale Earnhardt Jr. is certainly the sentimental favorite, wouldn’t it be fitting for The King’s milestone to be celebrated with a trip to victory lane?

Happy birthday, King Richard.  And thank you.

 

 

 

2017 Coke Zero 400
Lineup

Row 1:  Dale Earnhardt Jr., Chase Elliott
Row 2:  Brad Keselowski, Kasey Kahne
Row 3:  Kevin Harvick, Ricky Stenhouse Jr.
Row 4:  Joey Logano, Jamie McMurray
Row 5:  Ryan Blaney, Danica Patrick
Row 6:  Clint Bowyer, Jimmie Johnson
Row 7:  Matt Kenseth, Trevor Bayne
Row 8:  Kurt Busch, Kyle Busch
Row 9:  Erik Jones, Denny Hamlin
Row 10:  Austin Dillon, Daniel Suarez
Row 11:  Kyle Larson, Ryan Newman
Row 12:  Michael McDowell, Paul Menard
Row 13:  Martin Truex Jr., Landon Cassill
Row 14:  A.J. Allmendinger, Matt DiBenedetto
Row 15:  Chris Buescher, David Ragan
Row 16:  Darrell Wallace Jr., Brendan Gaughan
Row 17:  Elliott Sadler, Ty Dillon
Row 18:  Cole Whitt, Corey Lajoie
Row 19:  Reed Sorenson, Ryan Sieg
Row 20:  Jeffrey Earnhardt, D.J. Kennington

Coke Zero 400 Winners
1959 Fireball Roberts
1960 Jack Smith
1961 David Pearson
1962 Fireball Roberts
1963 Fireball Roberts
1964 A.J. Foyt
1965 A.J. Foyt
1966 Sam McQuagg
1967 Cale Yarborough
1968 Cale Yarborough
1969 LeeRoy Yarbrough
1970 Donnie Allison
1971 Bobby Isaac
1972 David Pearson
1973 David Pearson
1974 David Pearson
1975 Richard Petty
1976 Cale Yarborough
1977 Richard Petty
1978 David Pearson
1979 Neil Bonnett
1980 Bobby Allison
1981 Cale Yarborough
1982 Bobby Allison
1983 Buddy Baker
1984 Richard Petty
1985 Greg Sacks
1986 Tim Richmond
1987 Bobby Allison
1988 Bill Elliott
1989 Davey Allison
1990 Dale Earnhardt 
1991 Bill Elliott
1992 Ernie Irvan
1993 Dale Earnhardt
1994 Jimmy Spencer
1995 Jeff Gordon
1996 Sterling Marlin
1997 John Andretti
1998 Jeff Gordon
1999 Dale Jarrett
2000 Jeff Burton
2001 Dale Earnhardt Jr.
2002 Michael Waltrip
2003 Greg Biffle
2004 Jeff Gordon
2005 Tony Stewart
2006 Tony Stewart
2007 Jamie McMurray
2008 Kyle Busch
2009 Tony Stewart
2010 Kevin Harvick
2011 David Ragan
2012 Tony Stewart
2013 Jimmie Johnson
2014 Aric Almirola
2015 Dale Earnhardt Jr.
2016 Brad Keselowski

Column: Why Road Course Racing Is Good for NASCAR

Sunday marks the first road course race of the 2017 Monster Energy NASCAR Cup Series season, as the series takes on the 1.99-mile Sonoma Raceway in the Toyota/Save Mart 350 today at 3 p.m. eastern.

While some fans like road course races and others can’t stand them, the novelty of racing on a non-oval makes road course racing good for NASCAR.

The Cup Series schedule has featured just two road course races since 1988, and never more than three in the modern era (since 1972).  Watkins Glen has hosted the Cup Series since 1986, and Sonoma, the site of today’s event, has since 1989.  This year’s XFinity Series schedule features road course races at Watkins Glen, Mid-Ohio and Road America, while the Camping World Truck Series will run one road course, at Canadian Tire Motorsports Park.

Road course racing offers a change of pace from typical NASCAR events which are often criticized as cars going in circles and making hundreds of consecutive left turns.

The road course events get new competitors involved in NASCAR, as road course specialists known as “road ringers” often run at Sonoma and Watkins Glen.  While no road ringer has won a Cup Series race since Dan Gurney in 1973 and none have even contended for a win in the last decade, any time new drivers get involved, it can’t be a bad thing for the sport, especially when most of these ringers are regulars in other racing series and can provide cross-promotional benefits to both NASCAR and the other series.

The lack of success of the road ringers in recent years is because many NASCAR stars have put more effort into road course preparation in recent years, taking lessons from road racing experts or logging hundreds of laps in simulators in the days and weeks leading up to each road course event.  Road course races have also been won on several occasions by full-time Cup Series drivers with road racing in their background:  Juan Pablo Montoya, A.J. Allmendinger, Marcos Ambrose and Robby Gordon.

Another reason road course racing is good for the sports is because the best drivers, and not just the fastest cars, are the ones who tend to run up front.  More skill is involved in turning both right and left for over ten unique turns per lap than at the typical NASCAR event on a wide, sweeping track with identical turns on each end.

Beyond the driving skill needed to be successful in road course racing, these races have multiple layers of added strategy, which will be even more pronounced in NASCAR’s new “stage racing” format.  Cars can pit without losing a lap, so each team will try to pick the most optimal times for them to pit to give them the best track position at the end of the race.  Oval-track races often see everyone on the same pit cycle and strategy, but the 38 cars in today’s race could easily use at least a half-dozen different strategies during the race.

The Cup Series schedule will add a third road course race in 2018, as the fall race at Charlotte Motor Speedway will be run on a “roval” combination of the oval and the infield road course.  This will add a road course race to NASCAR’s playoffs (formerly “The Chase”), adding a new element to the 10-race sequence that determines the season champion as a potential “wild card” in the third and final race of the playoffs’ first round.

But we don’t have to wait until 2018 for a thrilling road course event–that will come today, as every time NASCAR turns left and right, the skill and strategy it takes to win and the uniqueness of the venue creates excitement for the fans.

 

 

Toyota/Save Mart 350
Sunday, 3 p.m. ET, FOX Sports 1
Lineup:
Row 1:  Kyle Larson, Jamie McMurray
Row 2:  Martin Truex Jr., Kyle Busch

Row 3:  A.J. Allmendinger, Danica Patrick
Row 4:  Ryan Blaney, Chase Elliott
Row 5:  Chris Buescher, Dale Earnhardt Jr.
Row 6:  Daniel Suarez, Kevin Harvick
Row 7:  Clint Bowyer, Denny Hamlin
Row 8:  Paul Menard, Michael McDowell
Row 9:  Kurt Busch, Joey Logano
Row 10:  Austin Dillon, Ryan Newman
Row 11:  Kasey Kahne, Ricky Stenhouse Jr.
Row 12:  Brad Keselowski, Jimmie Johnson
Row 13:  Trevor Bayne, Billy Johnson
Row 14:  Matt DiBenedetto, David Ragan
Row 15:  Cole Whitt, Erik Jones
Row 16:  Landon Cassill, Alon Day
Row 17:  Josh Bilicki, Boris Said
Row 18:  Ty Dillon, Kevin O’Connell
Row 19:  Tommy Regan, Matt Kenseth

 

Toyota/Save Mart 350 Winners
1989 Ricky Rudd

1990 Rusty Wallace
1991 Davey Allison
1992 Ernie Irvan
1993 Geoffrey Bodine
1994 Ernie Irvan
1995 Dale Earnhardt
1996 Rusty Wallace
1997 Mark Martin
1998 Jeff Gordon
1999 Jeff Gordon
2000 Jeff Gordon
2001 Tony Stewart
2002 Ricky Rudd
2003 Robby Gordon
2004 Jeff Gordon
2005 Tony Stewart
2006 Jeff Gordon
2007 Juan Pablo Montoya
2008 Kyle Busch
2009 Kasey Kahne
2010 Jimmie Johnson
2011 Kurt Busch
2012 Clint Bowyer
2013 Martin Truex Jr.
2014 Carl Edwards
2015 Kyle Busch
2016 Tony Stewart

Column: Why Earnhardt Jr.’s Retirement Isn’t Surprising

Many in the racing world were stunned on Tuesday morning when Dale Earnhardt Jr. announced his retirement at the end of the 2017 season.

But while NASCAR’s biggest star walking away is certainly a big story for the sport, his retirement is not exactly a huge surprise, at least to me, considering the circumstances.

The 42-year old Earnhardt is in a contract year, coming off a 2016 season in which he missed 18 races with a concussion, the fourth concussion he had suffered in a racing accident.

As Earnhardt came back from his injury, he opted to wait to sign a contract extension, and see how he felt about racing and his future after his return to the track.  Now, eight races into the 2017 season, Earnhardt has decided this will be his final season.

The decision was actually made by Earnhardt in March, saying at Tuesday’s press conference he met with car owner Rick Hendrick on March 29 to inform Hendrick of his decision.

Given all he faced in 2016 and his desire to stay healthy, particularly after his recent marriage to wife Amy, Earnhardt’s decision to step away is understandable, and relatively unsurprising.

Earnhardt didn’t go into great detail about his decision on Tuesday, but said he wants to make his own decision to retire instead of potentially being told by doctors he couldn’t race again in the event of an additional concussion or other injuries.

“You’re wondering why I reached this decision–it’s really simple. I just wanted the opportunity to go out on my own terms,” Earnhardt said.  “I’m at peace with the decision.  I’m very comfortable with it.”

Earnhardt, the son of the legendary Dale Earnhardt Sr. and 14-time defending winner of NASCAR’s Most Popular Driver Award, has faced more pressure in his career than any other driver in NASCAR–and arguably as much as any athlete–as he tried to live up to the Earnhardt name and give his colossal fanbase something to cheer about.

While Earnhardt has won 26 races over his career and finished as high as third in points, that pressure has continued through many ups and downs throughout his career, from winning two Daytona 500s to losing his father at Daytona to winning the first race at Daytona after his father’s death to leaving family-owned Dale Earnhardt Inc. and struggling in his early years at Hendrick Motorsports.

As for what’s next for Earnhardt, the immediate focus is his final season, which is not off to a good start.  Earnhardt has just one top 10 through eight races and sits 24th in the current standings, 50 points outside a playoff spot.

After this season, Earnhardt will remain active in the sport, continuing to work as an XFinity Series team owner with JR Motorsports, a Hendrick Motorsports satellite team which has helped Hendrick with driver development in recent years.  Earnhardt will also honor his prior commitment to run two XFinity Series races with JR Motorsports in 2018.

As for Hendrick Motorsports, the #88 seat will become vacant for the first time in 10 years, and the Hall of Fame owner has a variety of options to fill the vacancy.

Alex Bowman, who filled in for Earnhardt in 2016 with some moderate success, should be one of the frontrunners.  JR Motorsports has some strong young talent, particularly including William Byron, although a couple more seasons in the XFinity Series are probably the more likely option for him.

Outside the Hendrick organization, impending free agents at season’s end include Kyle Larson, Matt Kenseth, Brad Keselowski and others.  Hendrick could also get an XFinity Series or Truck Series driver from another organization, something they’ve done in the past to sign both Jeff Gordon and Jimmie Johnson.

Looking at the big picture, NASCAR also has to figure out what’s next as it loses its most popular driver.  The sport will have lost Jeff Gordon, Tony Stewart, Carl Edwards and Dale Earnhardt Jr. to retirement in the span of three seasons, a void that would be difficult for any sport to fill.  It will be up to the sport’s young talent, including Kyle Larson, the current points leader, and Chase Elliott, who like Earnhardt is the son of a legend, to become the next generation of superstars in NASCAR, although being as genuine and classy as Earnhardt won’t be easy.

There are 28 races left in the career of NASCAR’s biggest star.  As the sun sets on Earnhardt’s career, and for all intents and purposes the era of Earnhardt family relevance in NASCAR dating back to the 1960s, the plot continues to thicken in an already intriguing NASCAR season.

 

 

 

Dale Earnhardt Jr. Career Statistics (Cup Series unless otherwise noted):
603 starts
26 wins
149 top fives
253 top 10’s
13 poles
1998 & 1999 XFinity Series champion
24 XFinity Series wins

A Trip to the Beach

Each February, an entire industry makes a trip to the beach.  But this trip has no resemblance to vacation or leisure.

This is a business trip; a pilgrimage for NASCAR’s competitors and its fans that marks the rebirth of a sport in a new season, and a quest for the sport’s greatest triumph.

Forty drivers and teams have not come to the beach to relax, but to race, trying to reach the sport’s pinnacle and earn its greatest reward, the title of Daytona 500 champion.

The beach has been a haven of speed for over a century.  Speed was sought on the smooth sand, practically from the invention of the automobile.  Organized races began eight decades ago, leading to Bill France sanctioning a sport in 1948.

When NASCAR outgrew the beach in just a decade, France built a new mecca five miles inland, establishing a venue that is The World Center of Racing, and the spectacle that is The Great American Race.

As NASCAR’s elite make this expedition for the 59th time, they will reminisce on the epic events of yesteryear that coax their return.

1976. 1979. 1990. 1998. 2007. Photo finishes in both the first and most recent installments.

The annals here are filled with speed, prestige, triumph, and even tragedy.  This annual occasion has seen it all, yet still gives us something new each February.

A race that has been won in fortuitous upsets by some has been notoriously hard to win for others.  Some call it a crapshoot, while others embrace the element of chance and luck the race presents.

This beach, this week, is not quiet with the peaceful rolling of waves, but features the roar of throngs of followers, exceeded only by the roar of 40 engines, racing door-to-door for the coveted checkered flag.

For all, it’s a memorable trip to the beach.  For one, it will be a monumental trip to victory lane.

 

 

Daytona 500 Champions
1959 Lee Petty
1960 Junior Johnson
1961 Marvin Panch
1962 Fireball Roberts
1963 Tiny Lund
1964 Richard Petty
1965 Fred Lorenzen
1966 Richard Petty (2)
1967 Mario Andretti
1968 Cale Yarborough
1969 Lee Roy Yarbrough
1970 Pete Hamilton
1971 Richard Petty (3)
1972 A.J. Foyt
1973 Richard Petty (4)
1974 Richard Petty (5)
1975 Benny Parsons
1976 David Pearson
1977 Cale Yarborough (2)
1978 Bobby Allison
1979 Richard Petty (6)
1980 Buddy Baker
1981 Richard Petty (7)
1982 Bobby Allison (2)
1983 Cale Yarborough (3)
1984 Cale Yarborough (4)
1985 Bill Elliott
1986 Geoffrey Bodine
1987 Bill Elliott (2)
1988 Bobby Allison (3)
1989 Darrell Waltrip
1990 Derrike Cope
1991 Ernie Irvan
1992 Davey Allison
1993 Dale Jarrett
1994 Sterling Marlin
1995 Sterling Marlin (2)
1996 Dale Jarrett (2)
1997 Jeff Gordon
1998 Dale Earnhardt
1999 Jeff Gordon (2)
2000 Dale Jarrett (3)
2001 Michael Waltrip
2002 Ward Burton
2003 Michael Waltrip (2)
2004 Dale Earnhardt Jr.
2005 Jeff Gordon (3)
2006 Jimmie Johnson
2007 Kevin Harvick
2008 Ryan Newman
2009 Matt Kenseth
2010 Jamie McMurray
2011 Trevor Bayne
2012 Matt Kenseth (2)
2013 Jimmie Johnson (2)
2014 Dale Earnhardt Jr. (2)
2015 Joey Logano
2016 Denny Hamlin

Elliott, Hamlin Notch Duel Victories

In Thursday night’s Can-Am Duels at Daytona, Chase Elliott and Denny Hamlin each earned historic wins in the events which set the field for Sunday’s 59th running of the Daytona 500.

Duel 1

Chase Elliott, who won the Daytona 500 pole on Sunday, won his first Monster Energy NASCAR Cup Series race, albeit an unofficial one, in the first Duel, leading 25 of the race’s 60 laps.

Elliott joins some elite company with the win, as he became the first Daytona 500 pole sitter to win a Duel since Dale Earnhardt Sr. in 1996.  He is the first driver since Jeff Gordon in 1993 to make a Duel win his first win in a Cup Series car.

And while the win is unofficial, the Duels did award championship points for the first time since 1971, with the top 10 earning points (10 for first, nine for second, etc.).  The last drivers before Elliott (and Hamlin in Duel 2) to earn points for a Duel victory were David Pearson and Pete Hamilton.

As a result, Elliott and Hamlin will enter the Daytona 500 as co-points leaders.  The last time anyone led the standings before the Daytona 500 was in 1981, in the era when a race was run at Riverside, Calif. in January, was Bobby Allison.

Winning the Daytona 500 pole and a Duel will give Elliott an opportunity to win the rare “Daytona triple crown” of the pole, a Duel, and the Daytona 500.  If he can win Sunday, Elliott would be the first to accomplish the feat since… his father, Bill Elliott, in 1985.  Fireball Roberts in 1962 and Cale Yarborough in 1984 are the only others to pull off the rare triple.

Elliott earned the win by outdueling a star-studded top seven–every driver in the top six (Jamie McMurray finished second, Kevin Harvick third, Brad Keselowski fourth, Matt Kenseth fifth, and Trevor Bayne sixth) has either won the Daytona 500 or the series championship, and seventh-place Martin Truex Jr. finished second in the Daytona 500 last year.

Duel 2

Denny Hamlin, the 2016 Daytona 500 champion, passed Dale Earnhardt Jr. with two laps to go en route to his third career Duel win.

Hamlin won the race with very little help, as his three Joe Gibbs Racing teammates were in the first Duel, and only three fellow Toyotas were in the field, with none finishing higher than 15th.

Hamlin also bested the Stewart-Haas Racing Fords of Clint Bowyer, Kurt Busch and Danica Patrick, who finished second, third and sixth, as well as four cars in the top 10 from Richard Childress Racing and their allied teams, led by A.J. Allmendinger and Austin Dillon in fourth and fifth.

Earnhardt Jr., who had won Duels the last two years and led 53 of the 60 laps in his first competition since July, was unable to block Hamlin’s run entering turn three on the penultimate lap, and faded to a sixth place finish, though he will start second in the Daytona 500 after earning that spot in pole qualifying.

Hamlin becomes the 10th driver to win a Duel as the defending Daytona 500 champion, and seven of the previous nine have each won multiple Daytona 500s (and one of the other two is Dale Earnhardt):  Pete Hamilton (1971), Cale Yarborough (1984, 1985), Bill Elliott (1986), Sterling Marlin (1995), Dale Jarrett (1997), Dale Earnhardt Sr. (1999), Michael Waltrip (2002), Jeff Gordon (2006), and Dale Earnhardt Jr. (2015).

News and Notes

Corey LaJoie (Duel 1) and D.J. Kennington (Duel 2) each raced their way into their first Daytona 500 in Thursday’s Duels.  LaJoie is the son of former NASCAR XFinity Series champion Randy LaJoie, while Kennington is the first Canadian to make the Daytona 500 field since Trevor Boys in 1988.  Kennington will start 28th and LaJoie will start 31st, while Timmy Hill and Reed Sorenson failed to qualify.

Another feel-good story from the Duels is Cole Whitt, who drove to a 10th-place finish in Duel 1, and will start 17th on Sunday.  Whitt, driving a #72 TriStar Motorsports Ford that resembles Benny Parsons’ cars from the 1970s, earned one championship point, and sits tied for 19th in the standings entering the Daytona 500 (he was briefly 10th in points before Duel 2).  The 25-year-old Whitt, who has run the Cup Series full-time since 2014, has never finished higher than 31st in the season standings, although he did finish 11th in the Coke Zero 400 last July at Daytona.

     UPDATE:  With Martin Truex Jr. and A.J. Allmendinger failing post-race inspection (see below), Whitt is tied for 17th in points.

Michael Waltrip finished 17th in the 21-car field of Duel 2, and will start 3oth on Sunday.  The FOX Sports analyst and two-time Daytona 500 winner (2001, 2003) has announced he will retire from NASCAR after Sunday’s race, when he will run an “Aaron’s Dream Machine” with the car number 15, the number he drove in his pair of 500 victories.

None of the strong rookie class of Daniel Suarez, Ty Dillon and Erik Jones will start the Daytona 500 near the front.  Suarez, the 2015 XFinity Series champion, finished 11th in Duel 1 and will start 19th.  Dillon finished 10th in Duel 2, and will start 18th, while Jones picked up damage in Duel 2 and finished 19th, and will start 34th on Sunday.

Martin Truex Jr., A.J. Allmendinger and Chris Buescher each failed post-race inspection after their respective duels.  All three will start at the rear in the Daytona 500, while Truex and Allmendinger will lose the points they earned in their Duels.

Jimmie Johnson, Ryan Blaney and Paul Menard will race backup cars in the Daytona 500 after damage sustained in the Duels, and will start at the rear of the field.

 

 

 

Daytona 500 Starting Lineup
Row 1:  Chase Elliott, Dale Earnhardt Jr.
Row 2:  Jamie McMurray, Denny Hamlin
Row 3:  Kevin Harvick, Clint Bowyer
Row 4:  Brad Keselowski, Kurt Busch
Row 5:  Matt Kenseth, Austin Dillon
Row 6:  Trevor Bayne, Danica Patrick
Row 7:  Aric Almirola, Ryan Newman
Row 8:  Joey Logano, Kyle Larson
Row 9:  Cole Whitt, Ty Dillon
Row 10:  Daniel Suarez, David Ragan
Row 11:  Kyle Busch, Michael McDowell
Row 12:  Ricky Stenhouse Jr., Jimmie Johnson
Row 13:  Matt DiBenedetto, Kasey Kahne
Row 14:  Landon Cassill, D.J. Kennington
Row 15:  Joey Gase, Michael Waltrip
Row 16:  Corey LaJoie, Jeffrey Earnhardt
Row 17:  Paul Menard, Erik Jones
Row 18:  Martin Truex Jr., Ryan Blaney
Row 19:  Chris Buescher, A.J. Allmendinger
Row 20:  Brendan Gaughan, Elliott Sadler
Failed to qualify:  Timmy Hill, Reed Sorenson

Column: NASCAR May Be Digging Its Own Grave

Just weeks ahead of the 2017 season, NASCAR is, yet again, changing its race format, continuing to move further away from the simple rules the sport was built on.

As NASCAR continuously makes their product more complicated, their popularity continues to statistically decline, begging the question of how strong a correlation may exist between NASCAR’s format changes and its falling ratings and attendance.

The Changes

The “enhancements,” as NASCAR has branded them, concern dividing races up into segments, something NASCAR hopes will create more exciting racing throughout the entire distance, alleviating the so-called “mid-race lull.”  The enhancements are the end result of a lengthy collaboration between NASCAR executives, teams, drivers, and racetracks in an effort to fix some of the complaints that have been heard within the industry.

Each race will now be divided into three “stages.”  After the first two stages, the top 10 are awarded points (10 for 1st, nine for 2nd, and so on).  Points will continue to be awarded to the full field (1st through 40th) at race’s end.  Points will no longer be awarded for leading a lap, or for leading the most laps.

Stage wins will earn a driver one bonus point for the “playoffs”–no longer called “The Chase”–and race winners will earn five bonus points.

The playoff format is mostly the same (four rounds of 16, 12, eight, and four drivers), with one exception:  the bonus points acquired through the season will be added to each driver’s total at the beginning of each round of the playoffs (previously, bonus points only applied to the first round).  The playoffs remain a “win and you’re in” format, and the finale at Homestead remains a four-man battle with the highest finisher winning the series championship.

Bonus points will also be awarded in the playoffs for each driver’s placement in the final regular season standings:  15 for 1st place, 10 for 2nd, eight for 3rd, seven for 4th, and so on down to one for 10th.

Pros and Cons

The cons of this system are obvious:  fans are going to be confused trying to figure out what in the world is going on.

But like anything else, this system has multiple pros and cons.

Positives include an intermission-like caution period after each stage that will allow competitors and fans alike to catch their breath, while broadcast networks can air more commercials during the break instead of during green-flag racing.

Also, there is now more incentive for drivers who know they are in the playoffs to win more races or stages, since those bonus points now carry over all the way until the Round of Eight in the playoffs.  Consistency will be better rewarded, even while a strong emphasis is still on winning races.

Besides the confusing nature of the changes, another major con is that a race winner could hypothetically only earn 40 points (finishing 11th or worse in the first two stages then winning the race), while a driver who wins the first two stages and then finishes second would earn 55 (10 points for Stages 1-2, 35 for second place).

“Wait Until You See It On The Racetrack”

Everyone on stage at Monday’s announcement, naturally, praised the changes as something that would make NASCAR exponentially better.

“Wait until you see it on the racetrack,” said 2012 Cup Series champion Brad Keselowski. “If you are watching right now, please trust us. When you see this on the racetrack, this is going to be the best racing you’ve ever seen.”

And, yes, the media member in me is moderately eager to see the changes in action, as they should theoretically create more exciting moments within each race (i.e. there are now three “finishes” instead of one).  But as a lifelong fan, I’m not sold.

Keselowski is probably right about more excitement throughout the entirety of the race, but the complex nature of the format will likely be a problem for a sport that is already in decline.

NASCAR’s Struggles

NASCAR’s popularity, as judged by television ratings and attendance figures, has been in decline since its peak in the mid-2000s.  Television ratings, which consistently rose from the 1980’s until the mid-2000s, have consistently dropped gradually since.  In 2016, the majority of the races on the schedule either hit all-time ratings lows or their lowest marks in 15-plus years.

Attendance has also plummeted over the last decade, with the International Speedway Corporation (which runs 12 NASCAR tracks) reporting a 49 percent drop from in attendance revenue from its peak in 2007, and Speedway Motorsports, Inc. (which runs eight tracks) dropping 46 percent from its 2008 peak.

While both marks were at their peak just before the economic recession of 2008 and dropped like numbers in most other industries when the recession hit, they have continued to fall ever since.

This Won’t Fix NASCAR’s Problems

While the country slowly recovered from the recession, NASCAR has tried to appeal to a younger demographic with continuous rules and format changes.  The changes have resulted in many old-school fans giving up on the sport, and have not drawn enough young fans to the sport to offset the departures.

It’s no secret that NASCAR’s existing fanbase leans conservative, and as a result often resists change.

I’ve met fans over time that aren’t particularly keen on changes like The Chase, green-white-checkered finishes, eliminating the “race back to the caution” (although that one was wholly necessary for safety reasons), and even restrictor-plate racing (though most find it exciting).  Some of these have tolerated the changes and continued to watch, while others have left the sport.

Before now, these changes haven’t been overly complicated.  The “Chase Grid” format, which eliminates four drivers each round until a four-man winner-take-all finale, was the most complex change before yesterday’s announcement.

But this edition of rules changes is taking complicated to another level.  And remember, while I do know some very intelligent people who are diehard NASCAR fans, this isn’t exactly a fanbase known for an abundance of doctors and lawyers.

When fans turn on the Daytona 500 in just one month, many will likely not understand the new format.  Some will be patient and try to understand the changes.  But others will get frustrated, not recognizing the sport in which they used to watch their heroes like Richard Petty and Dale Earnhardt Sr. compete, and turn the race off.

And while these changes are aimed at the casual fan (with the thinking generic sports fans would better understand an event divided into periods, like football/basketball/hockey, and the term “playoffs” instead of “Chase”), I wouldn’t think they would have any more patience than the diehard fans when they turn on a race and get confused.  In fact, they may have less patience and change the channel even faster.

If people stop watching the races, it doesn’t matter how exciting the races are, because the sport will fizzle out.  NASCAR’s thinking is that more exciting racing is the answer, as it would potentially attract new fans and start to grow the sport once again.

But, at least from my perspective, the racing has always been exciting.  Some at Monday’s announcement talked about creating more “moments,” spread out over the three-plus hours of a race, but that has never been necessary in other sports, and isn’t in NASCAR either.  The main draw is to see who wins the race, at the end of 500 miles, not who makes it to the one-third mark first.

Furthermore, whether the Falcons or Patriots lead the Super Bowl after a quarter, they will have no advantage (besides the lead with 45 minutes of football left) as far as winning the game.

NASCAR was at its most popular when it was without all the bells and whistles that they will now execute in the running of each race.

Now, with the gimmicks continuing to add up, I’m afraid the number of fans who bid farewell will add up too.

While the “NASCAR as we know it” from the past ceased to exist yesterday, I fear it will result in “NASCAR as we know it” for the future ceasing to exist as well.