Anything but that

Kyle Busch has achieved what no other driver in the upper tier of NASCAR has done--that is to win two races in the same day. He didn't just win them, he dominated, leading ninety-five of 100 laps in the Camping World Truck Series (CWTS) race, and most of the laps in the Nationwide Series race as well, leading all but seven of the 150 laps around the 2 mile long "D"-oval.

The Nationwide race featured plenty of racing behind the leader, so there was some action in racing for position. The only threat to Busch's lead, however came at the restart with sixteen laps to go. Carl Edwards had beaten Kyle Busch out of the pits, and restarted in the lead. Busch, however had the faster car, and before the lap was over, he had given Edwards a sound of his chrome horn and retaken the lead. It was bye bye Busch after that, and Carl, fell all the way back to sixth place. As Kyle extended his lead, Kevin Harvick took second, and Carl Edwards made his way back to fourth. That is as far as he got. Joey Logano was running in third, and wasn't about to give that spot up. That race for third was one of the most exciting battles of the race, with Edwards making a move, and Logano countering it like a professional with many more years of experience than he has. Logano was soon able to put Edwards behind him and focus his sights on Harvick, providing us with even more racing excitement. Kevin Harvick held his spot, though, as Kyle Busch crossed the finish line nearly four seconds ahead of the combatants.

The truck race, earlier in the day did not have much to offer as far as excitement. Kyle Busch took a huge lead from the start and never lost it. Driving a truck that was set up so perfectly that Gabi DeCarlo--competing in her first truck race--could have won in it, the race was a Sunday drive for Busch, while the field became strung out so far that nobody was challenged for position by anyone.

Which brings us to our rant. If NASCAR has to make changes in the series that usually features the most exciting racing among the top three divisions, why do they want to change it to make it less exciting. The tapered spacers that have been required in all trucks in all races since last year, may make the racing safer and save fuel, but on long tracks like the Auto Club (California) Speedway, it limits what drivers can do during the race. To make matters worse, the rear end gear required by NASCAR for the race was high enough to hamper the ability of the trucks to close on other trucks and be able to race them properly. Racing should be about racing, not how long the trucks can go around the track without crashing.

The effect of the spacer is hardly noticeable in short track races, but not good at all on a long track like California. It is hard enough for the Sprint Cup cars to keep up with each other, so making the trucks so that they can't race is a very bad idea.

One suggestion would be to not have the trucks race at Auto Club. Nobody was there to watch the race, anyway, so why not move it to a smaller venue, nearby. Perhaps nearby Irwindale would be an idea date for the trucks for the second race of the year. After all, the series got its start on the short tracks, and the series seems to race best on short tracks. It may even be easier to sell tickets to the smaller venue, while the truck series as it should be promoted.

Another suggestion would be to allow lower gearing while switching to a smaller engine, without the spacers. The speeds would be below the danger limit for the trucks, as NASCAR sees it, and they would have a better ability to close on each other, and thus, race each other. The problem with this would be that none of the manufacturers want to admit to having a smaller engine that would be appropriate for NASCAR style racing, and the switch could mean added expenses for some teams.

But why has NASCAR turned away from competition in the truck series? With the economic downturn of late, the organization is worried that the field of entrants would be too small, because of expenses, so, they decided to forget about competition, forget about promoting the series as "racing the way it ought to be," and try to "help" the teams to better afford the costs of racing.

One way they saw fit to do so was to limit the number of over-the-wall pit crew members to five, and to limit each pit stop to be for either tires or fuel, but not both. In practice, as seen during the Stater Brothers 200 truck race, Saturday, it is hard to see how this saves teams much money at all. In fact, as we have seen in many of NASCAR's money saving schemes, it may end up costing the teams more money.

When faced with a "tires or fuel" situation at a point in the race where position is crucial, most teams will go with fuel only. The tires could be worn, and ready to blow, but it is better to take that chance, in the mind of the competitive racer, than to run out of fuel while leading the second-to-last lap. We could easily see an increase in late race accidents, thus creating added costs to the teams in repairing wrecked equipment.

The pit rule also creates a situation in which added opportunities for pit road accidents occur. We saw this during Saturday's race, as three trucks got tangled up on the second stop of a caution period. To increase the number of pit stops for each team during a single caution increases the risks of having pit road incidents.

In response to the announcement of the new rules, veteran truck racer/team principal Rick Crawford had this to say, "If it doesn't save me $250,000 there is no point to the rule."

He is right, there is no point to the new pit stop rule. The teams are already limited to three sets of tires--including practice, qualifying, and the race--per event. That was a money saving scheme. Furthermore, the amount of fuel a team uses during each event is going to remain the same, even if the number of fuel pit stops are limited. Although there may be some fans who would find a gigantic crash near the end of the race due to bad tires exciting, it really doesn't mean that the racing would be better.

What NASCAR does need to do is promote the Truck Series as a unique series featuring the best in short track racing. They should limit the venues to tracks that are 1.25 miles or less in length, with the exception, perhaps, of Darlington. A way could be found to bring in more fans, and thus, more revenue. They could also bring in some more sponsors for a higher purse--admittedly difficult in these times, but possible--to make the race more attractive to more participants. They could do anything but what they have done to make the racing less exciting. It would probably be better for the teams in the long run.

What's up in California?

It seems to be human nature to pick things. We pick flowers, pick friends, pick partners, girlfriends, boyfriends, fruits, vegetables, noses and ears. We racing fans like to pick our drivers, teams, manufacturers and sponsors. Especially, before the drop of the green flag, we like to pick who we think will win the upcoming race.
We really want to pick our favorite driver to win, to go with our hearts, justifying that he can win, of course, because he is one of the best. However, a look at track records, team performance, and driving style often shows that going with the heart isn't always the wisest way to go.
Daytona's season-opening restricter-plate race, and all the pageantry and celebration that goes with it, is behind us now, and all the cars will be running at full horsepower at California Speedway, near Fontana, California.
Herein lies one of the problems in picking a winner for Sunday's AutoClub 500. With practice and qualifying both rained out this weekend, we have only last month's testing to tell us anything about how the cars might run in full racing configeration. The new spec car, which I call the Formula N car, has yet to run one lap of competition on an intermediate track, that is, a track with moderate banking and 1.5 to 2 miles long in circumference. Testing earlier this month gave us little to go on, except that teams were still finding ways to make the car racier.
Therefore, technically, everybody is a rookie starting Sunday's race. Setups discovered during testing may not translate well to competition, and there still may be tire issues. Rear-end gearing also comes into play as far as engine performance and stamina, and that is something else that can't be fathomed until after the race. The inexperience with this car on this track is what I think is going to make the race fun, as well as the heightened level of competition that has resulted from Jimmie Johnson's amazing run to the Championship last year.
The heart can therefore utilize the mind when making picks for the top five, and visa versa, because there is so much uncertainty involved. Since, unlike the Daytona 500, racing is in the hands of individual drivers. And since it is in the hands of the individual drivers, the crew chiefs and pit crews are even more important now. So we go for the teams that have the best record in the pits and in driver ability on this particular track.
Based on that, five drivers immediately come to mind. Jimmie Johnson, Matt Kenseth, and Jeff Gordon all have multiple wins at the California Speedway. Greg Biffle and Kyle Busch also have recent wins there, it being the site of the Schrub's first win.
There are other factors we need to throw in here to offset the unknowns of the spec car. Even though testing didn't tell us, the fans, a lot about how the car will be in competition, we did see some display of horsepower. When we are talking horsepower, Toyota comes to mind, although the Dodge teams claim, and actually showed last week, that they dynoed at nearly the same horsepower as the Toyotas. We can't, therefore, in making our picks, overlook the Dodges, especially the Penske teams that seem to have some momentum going for them. We could see both Kurt Busch and Ryan Newman in the top five, and maybe even a few other drivers from Everham and Ganassi in the top ten. However, California features wide open racing, and teaming up as these cars did at Daytona offers little, if any advantage.
The experts like Carl Edwards, who tested very well at the beginning of the month, and who has come close to victory before, so we must mention him when we talk about probable winners. Greg Biffle is also upwardly mobile, and the Fords traditionally have a good record at Fontana, so don't count him out, either.
As the reader may have noticed by now, I am trying to talk myself into a way of picking my favorite driver as the winner. California Speedway is one of only three venues at which Smoke has yet to win a race. Since this is a track that features open racing and a widely spread out field, it is closer to what we would call pure racing, pitting the driver against track conditions as well as against other drivers. In spite of his record at California, and the similarily configured Michigan International Speedway, this is the kind of racing for which Tony Stewart thrives. He is goal driven, and his goal here is to win at a venue where he has yet to do so.
I like to believe he can do it.
With qualifying rained out, he will start seventh on the grid, and from that position we have to believe he will quickly take the lead, as is his habit. There will be some exciting moments early in the race, as we get to watch Smoke race with the HMS Juggernaut of Jimmie Johnson and Jeff Gordon, but for the main part, drivers will be trying to hold their positions while preserving tires and engines. If practice is rained out this afternoon, or if NASCAR officials decide that the cars need an opportunity to check tire wear and work on setup, there will probably be a competition caution on lap 20, and after that will be a new start to the race. This will tighten up the field once more, and we will see some more position jockeying.
It should be a joy to watch these guys run against each other, as they are all top quality drivers. The owners points starting position will give us a great opportunity to see some of the absolute best compete against each other.
Although a spread out field looks boring to some fans, the movement up through the field of Dale Earnhardt, Jr, and Kyle Busch, each a car control specialist in his own right and special way, should be enough to hold attention.
I still say, it's going to be a great season, and this should be a great race, as long as it isn't delayed by weather once it gets started. So pick yourself a good seat at the track or in your home, and enjoy the weekend!

Facing the facts

After losing hope that my favorite driver would win the Pep Boys 500 at AMS, I remained hopeful that one of my next favorites, Matt Kenseth might take the checkers. When hope faded for that possibility, I had to accept that a driver whom I have no feelings for or against, Jimmie Johnson, would win the race. And, I have to admit, I found that I was happy that he won.
Johnson had pledged, along with the other Hendrick drivers, he would donate his winnings to the Red Cross, in relief of the wildfire victims in California. Not only that, but AMS track owner Bruton Smith pledged to match the donation of the winner, making a contribution totalling over one million dollars to the relief effort.
With that in mind I celebrate Johnson's victory, and praise him for his generosity. That still doesn't mean he has become one of my second favorite drivers, but I do respect him for making the pledge.
That being said, I have to concede that Tony Stewart probably won't be the 2007 Nextel Cup Champion. Though is is mathematically still in the Chase, it seems that Fate has decided that this wouldn't be his year. That's okay, because that means he can have fun now, which means he can probably win a race or two before the season is up. At any rate, it would be safe to say that the pressure is off, for this season, at least.
With three races to go, it is now a three way contest for the championship. Only four points separate Johnson from the Chase leader, Jeff Gordon. Clint Bowyer is still in contention, though his chances of winning the championship Chase are contingent on the two leaders having some bad luck, which, in turn, seems less likely to happen with every race.
When I watch a race, I watch it as a fan of racing. Being a Tony Stewart fan is secondary to being a racing fan. We can expect some stiff competition between the three viable Championship contenders, while seeing some excellent competitiveness among all the other drivers. And now, I don't have to worry about who is going to be the champion. Racing is good.

Catching Up

Getting to my websites has still been pretty difficult for me, but I'm figuring things out. I'll catch up a little here.
Bristol--The CTS race was excellent, and there was some very exciting three wide racing and some good drama--well, good drama is nothing new in the Truck Series. I was pretty impressed by the new configuration.
The Busch Series race also lived up to the anticipation of the new configuration and just the plain old excitement of Bristol. Now, many fans were disappointed in the Formula NASCAR race on Saturday night. Bristol means beatin' and bangin', and we saw very little of that. Compared to the number of cautions we traditionally see, there were hardly any. This was due partly to the new configuration--when you can go three wide you don't have to bump'n'run--and partly to the new cars--when the Formula N cars do make contact, they are harder to spin. Personally speaking, it was thrill enough to see 43 cars averaging over 120 mph on a half-mile track and going three wide at that! I guess I'm pretty adaptable, for as long as I have been a fan, because I find the new configuration at Bristol, and the Formula N car, acceptable, at the very least. Beatin' and bangin' still exists at the other short tracks, and at 'Dega and Daytona. The ol' timer in me misses the Bristol Violence, but the ever earnest race fan in me enjoyed the race no matter what.
The ol' timer in me seriously hates the fact that PPIR is no more--I will never get over it 'cause I don't want to--and I hate that the Labor Day weekend race is at Fontana instead of Darlington. If it isn't boring, the race is anticlimatic after Bristol, no matter what the configuration. Bring back Darlington, or maybe move the Labor day race to IRP (ORP e-i-e-i-o)--that would be interesting, running the NHRA US Nationals and the Formula N Labor Day race simultaneously--or even to Milwaukee or Gateway. Any choice like that would be better than California, wouldn't it? One race at Fontana, and one race at Michigan a year is enough for the 2 mile tracks for one year. There, I said it. There is still a lot of old timer in me.

California Commentary

AP Photo/Matt Sayles

First of all, a conciliatory note to the Mark Martin fans. Mark is not in any points race in Cup or Craftsman Truck Series. He is racing for fun this season, and he will win races. Don’t worry about him, he’ll be fine.
The big letdown is that we have to wait two weeks until the next Cup race. It happens every season. We get fired up after the first two races, then have to wait two weeks before we can get back into it.
The Auto Club 500 started out with a bang, literally, but then fizzled for a long time. There was plenty of good racing going on, though, even if it wasn’t shown on the television broadcast. There is a good reason for AM radio. Again I am grateful for Motorsports Racing Network for doing a great play by play broadcast, while Fox was taking care of its financial obligations.
Matt Kenseth proved, once again that he is worth his salt. This was his first Cup win in a car that was not painted yellow and black, but was his second consecutive Auto Club 500 win, after winning the Busch race Saturday. He won as a true champion--the all-important Crew Chief, Robby Reiser, was absent due to sanctions placed upon the team due to rules infractions during Daytona Speedweeks, but this proved to be no handicap for the #17 team. I am not surprised that he won, and I like the paint job.
I barely got the taste of crow out of my mouth, concerning rookie David Ragan, before I realized that I had underestimated Brian Vickers. Not that I lack confidence in Vickers as a driver, I believe that he is very talented and capable, but I didn’t think, or know that Toyota had an engine package capable of a top ten finish at a wide open 500 mile race on a two mile track. California is tough on engines, as several drivers, including Dale Earnhardt, Jr. and Dave Blaney saw. But I did predict that Vickers would do well once he qualified, and he should be able to perform well the rest of the season.
Neither the Craftsman Truck race, nor the Busch Series race ran with a full field. If the much hated Buschwhackers had not been in the race, Saturday, there would have barely been a race. In preparing to become the premier racing series featuring what we think of as “stock cars” in racing, beginning in 2008, the costs of fielding a team in every race have become prohibitive. Sponsors are difficult to find for the full season, and teams are strapped for cash. It is a matter of marketing, and it is time that NASCAR begin marketing the Busch Series the same way it does the Cup series. ESPN is helping, but NASCAR gets the money, not the teams. Something needs to be done soon to make sure that there is a sponsor for the series, as this is the last year Busch will be involved in the series. We know that NASCAR can do it, because they have done it before. Unfortunately for us race fans, who would rather see racing as a true sport than as entertainment a la WWE, it is all about the money.
There are also those who feel that Ron Hornaday robbed Mark Martin out of another win when he got into the back of the Sentimental Favorite’s truck near the end of Friday night’s CTS race. I’m no different from many other fans--I like Mark Martin and I really want to see him win, but he did brake check the restart, and Hornaday had the choice of running into the back of Martin, or braking hard and letting the rest of the field run into the back of him, causing a much bigger wreck. It was a case of “damned if you do, damned if you don’t,” and he chose the lesser of two evils, as unpopular as it was.
Now, there is a two-week lull in the Cup action, but, for those fortunate to have cable or satellite service, the road race in Mexico City is on for next Saturday. This has proven to be a very interesting and exciting race in its first two years of existence. If you can watch the race, watch it, if you don’t get ESPN2, find a local radio station that carries MRN and listen to it. It will help curb the withdrawal symptoms from Cup racing for a week.