NASCAR confiscates the #66 car: watching start-and-parkers? When Dave Blaney headed to the garage in his #66 Prism Motorsports Toyota after 43 laps [at Auto Club Speedway], NASCAR officials were waiting. Three laps earlier, #55-Michael McDowell drove the other Prism Motorsports car to the garage. The final race report concluded that both cars had engine failures. So why did the sanctioning body confiscate the #66 car? "Because they can," said Bill Henderson, crew chief of the #66 team and general manager for Prism Motorsports.
Henderson, who has just two cars for the team, was told the car will not be returned until next Saturday long after qualifying is over. However, the primary car has the basics of racing swaybar, shocks and springs that the team simply can't afford to duplicate on the backup car. Without those necessities, Henderson will not be able to race. Sprint Cup Series director John Darby said he hopes to perform the inspection at Las Vegas in order to return the car to the team in a timely fashion, but that's hardly a guarantee.
Which begs the question: Is NASCAR attempting to send the message to "start and park" teams those that enter a race primarily to collect a check and don't always try to finish not to stink up their show? Prism Motorsports wasn't the only team that ended their day prematurely Sunday at Fontana.
Joe Nemechek initially parked his car on Lap 27 then mysteriously returned to the track a short time later and ran an additional 27 laps before a "rear gear" failed. Boris Said also went into the garage early, came back out, and then disappeared. Even Aric Almirola, who was driving the #09 Phoenix Racing entry that won at Talladega last year, ended up in the garage after 34 laps with an engine failure.
"It's one thing to try to race each week," said the manager of a team that generally finishes among the 40-somethings who spoke on the condition of anonymity. "But I think doing two (teams) to get a check isn't going to sit very well with NASCAR." Prism Motorsports pocketed $160,070 for Sunday's combined effort of 83 laps. #17-Matt Kenseth, who finished seventh, ran the full 500 miles and earned a $161,696 pay day.
Darby said choosing the #66 Toyota as "the random" car was part of "the normal inspection procedure. That particular car stood out given that Blaney qualified fifth and led three laps. "The 'randomness' of inspection covers everyone in the field," Darby said. "The 66 was a car that was very competitive. Yes, he was outside of the top 35, but he was the fastest of the group. He was fifth overall qualifying and he led the race today. We've got to make sure that as we fulfill our responsibility to our competitors to make sure that everyone is playing with the same rulebook and adhering to the same rules and that means everybody. That car deserves a look at to make sure it's up to start." Darby said the sanctioning body cannot try to "outguess the teams" to determine who the start-and-park cars are every weekend.(FoxSports)(2-22-2010)
NASCAR
NASCAR
CLICKON PICTURE
Monday, February 22, 2010
Monday, February 15, 2010
Pavement woes turn Daytona 500 into marathon
Notebook: Pavement woes turn Daytona 500 into marathon
By Reid Spencer
Sporting News NASCAR Wire Service
(February 14, 2010)
DAYTONA BEACH, Fla.—Talk about a momentum breaker.
Two long delays, necessitated by attempts to repair holes in the pavement at Daytona International Speedway, extended Sunday’s Daytona 500 to more than six hours and threatened to kill the buzz that had been building toward NASCAR’s Sprint Cup season opener.
But Jamie McMurray’s dramatic, emotional victory in the Great American Race shoved frustration with the delays into the background. Nevertheless, the fact remains that potential problems with the racing surface must be addressed before the series returns to Daytona in July.
After the race reached the midpoint, a succession of drivers complained about a hole in the asphalt near the transition between Turns 1 and 2. Under caution for John Andretti’s accident on Lap 117, NASCAR red-flagged the race for 1 hour, 40 minutes to patch the hole.
The epoxy, however, didn’t hold, and on Lap 161, NASCAR halted the race for close to 45 minutes for additional repairs.
“As we do for every event, we inspected this track this morning and there were no concerns,” track president Robin Braig said. “We are always prepared for these types of issues. We had the proper materials and worked diligently to repair it.
“The delay in the repairs was caused by the unusually cold ambient temperature. After this event, we will evaluate these effects from the weather and will make the necessary adjustments.”
Daytona 500 runner-up Dale Earnhardt Jr. feels the problem should have been addressed long ago.
“They should have repaved it several years ago,” Earnhardt said. “We’d have it all weathered and ready to go right now. It would be in good shape. But it will get there again one day. It wasn’t paved—hasn’t been paved since 1978. It’s due, I would say.”
Braig, however, countered that Earnhardt’s point of view doesn’t represent a consensus.
“Dale Jr. has not liked our pavement for many years,” Braig said of the notoriously bumpy surface. “I think you can look that record up. We listen to our sanctioning body and Goodyear. We take the drivers’ and the crew chiefs’ concerns. We mix that in with a lot of decision makers.
“But we don’t think it’s time to repave, unless we find out something different after we evaluate it this week. We’ve got engineers all over this. You know how many people are waiting in line to get out there and see that in the morning.”
Close call for Biffle
Greg Biffle, the third-place finisher in the Daytona 500, was less than a mile from winning the race, had NASCAR not called a caution for a wreck in Turn 3 behind him.
Biffle was rounding Turn 4 on Lap 199 when the yellow flew for a crash involving Bill Elliott, Joey Logano and Boris Said. Had he taken the white flag under green, Biffle would have won the race.
At the drivers’ meeting before Thursday’s Gatorade Duels, NASCAR announced a rule change that would require as many as three attempts at a green-white-checkered-flag finish before a race could end. If NASCAR calls a caution before the leader takes the white flag and starts the final lap under green, another attempt at a green-white-checkered is required—up to three times.
“I was thinking, ‘Why do I have to be the first casualty of the rule change, to be the guy who didn’t get the win?’ ” Biffle said.
Actually, that wasn’t the case, because Biffle’s winning chances came within the scheduled 200 laps, and under the same circumstances, NASCAR would have gone to a green-white-checkered under the old rule as well as the new.
It was actually Kevin Harvick, who was leading when caution flew on Lap 203—three laps into overtime—who suffered from the amendment. The subsequent green-white-checkered restart gave Jamie McMurray the chance he needed to win the race.
Short strokes
Jimmie Johnson and crew chief Chad Knaus are human after all. Because of a succession of tire problems, the No. 48 team began defense of its fourth straight Cup championship with a 35th-place finish, his worst start since posting a 39th-place result in the 2007 Daytona 500 and the second-worst start of his career. … The extraordinary length of the race took its toll on Kurt Busch, whose No. 2 Dodge was set up to run in daylight. Nevertheless, it was a four-tire call late in the race that really hurt, dropping him to 23rd at the finish. … Late in the race, Scott Speed led 12 laps on old tires, holding off a line of drivers who had pitted for fresh rubber. In 40 previous races, Speed had led a total of 21 laps.
By Reid Spencer
Sporting News NASCAR Wire Service
(February 14, 2010)
DAYTONA BEACH, Fla.—Talk about a momentum breaker.
Two long delays, necessitated by attempts to repair holes in the pavement at Daytona International Speedway, extended Sunday’s Daytona 500 to more than six hours and threatened to kill the buzz that had been building toward NASCAR’s Sprint Cup season opener.
But Jamie McMurray’s dramatic, emotional victory in the Great American Race shoved frustration with the delays into the background. Nevertheless, the fact remains that potential problems with the racing surface must be addressed before the series returns to Daytona in July.
After the race reached the midpoint, a succession of drivers complained about a hole in the asphalt near the transition between Turns 1 and 2. Under caution for John Andretti’s accident on Lap 117, NASCAR red-flagged the race for 1 hour, 40 minutes to patch the hole.
The epoxy, however, didn’t hold, and on Lap 161, NASCAR halted the race for close to 45 minutes for additional repairs.
“As we do for every event, we inspected this track this morning and there were no concerns,” track president Robin Braig said. “We are always prepared for these types of issues. We had the proper materials and worked diligently to repair it.
“The delay in the repairs was caused by the unusually cold ambient temperature. After this event, we will evaluate these effects from the weather and will make the necessary adjustments.”
Daytona 500 runner-up Dale Earnhardt Jr. feels the problem should have been addressed long ago.
“They should have repaved it several years ago,” Earnhardt said. “We’d have it all weathered and ready to go right now. It would be in good shape. But it will get there again one day. It wasn’t paved—hasn’t been paved since 1978. It’s due, I would say.”
Braig, however, countered that Earnhardt’s point of view doesn’t represent a consensus.
“Dale Jr. has not liked our pavement for many years,” Braig said of the notoriously bumpy surface. “I think you can look that record up. We listen to our sanctioning body and Goodyear. We take the drivers’ and the crew chiefs’ concerns. We mix that in with a lot of decision makers.
“But we don’t think it’s time to repave, unless we find out something different after we evaluate it this week. We’ve got engineers all over this. You know how many people are waiting in line to get out there and see that in the morning.”
Close call for Biffle
Greg Biffle, the third-place finisher in the Daytona 500, was less than a mile from winning the race, had NASCAR not called a caution for a wreck in Turn 3 behind him.
Biffle was rounding Turn 4 on Lap 199 when the yellow flew for a crash involving Bill Elliott, Joey Logano and Boris Said. Had he taken the white flag under green, Biffle would have won the race.
At the drivers’ meeting before Thursday’s Gatorade Duels, NASCAR announced a rule change that would require as many as three attempts at a green-white-checkered-flag finish before a race could end. If NASCAR calls a caution before the leader takes the white flag and starts the final lap under green, another attempt at a green-white-checkered is required—up to three times.
“I was thinking, ‘Why do I have to be the first casualty of the rule change, to be the guy who didn’t get the win?’ ” Biffle said.
Actually, that wasn’t the case, because Biffle’s winning chances came within the scheduled 200 laps, and under the same circumstances, NASCAR would have gone to a green-white-checkered under the old rule as well as the new.
It was actually Kevin Harvick, who was leading when caution flew on Lap 203—three laps into overtime—who suffered from the amendment. The subsequent green-white-checkered restart gave Jamie McMurray the chance he needed to win the race.
Short strokes
Jimmie Johnson and crew chief Chad Knaus are human after all. Because of a succession of tire problems, the No. 48 team began defense of its fourth straight Cup championship with a 35th-place finish, his worst start since posting a 39th-place result in the 2007 Daytona 500 and the second-worst start of his career. … The extraordinary length of the race took its toll on Kurt Busch, whose No. 2 Dodge was set up to run in daylight. Nevertheless, it was a four-tire call late in the race that really hurt, dropping him to 23rd at the finish. … Late in the race, Scott Speed led 12 laps on old tires, holding off a line of drivers who had pitted for fresh rubber. In 40 previous races, Speed had led a total of 21 laps.
Saturday, February 13, 2010
BONUS FOR EARLY WITHDRAWAL : THE BUYING OF NASCAR
By Paul Denton
When you read the story below think of a boxer being paid to throw a fight ,A football player faking a injury in the play offs,A basketballl player being told to miss a free throw There's not any difference in that and what happened here:
BONUS FOR EARLY WITHDRAWAL
Paul Menard, slated to run full schedules in both the Nationwide and Sprint Cup Series, will race in Saturday's DRIVE4COPD 300 -- thanks to the sudden withdrawal of five cars that would have made the field ahead of him under NASCAR's rainout rules.
When rain cancels qualifying for the season-opening race, the top 30 in 2009 Nationwide owner points, along with race winners from the previous year and all past champions who participated in the series last year are exempt into the field.
The remainder of the field is set according to qualifying draw, and Menard (who would have been the 48th driver to take make a qualifying run) wasn't promoted into 43rd starting spot until Jeff Fuller, Donnie Neuenberger, Dennis Setzer, Mark Green and rookie Parker Kligerman -- all of whom were ahead of Menard in the qualifying draw -- withdrew from the event.
Menard's father, John Menard, is one of the wealthiest men in the garage, and word has it that those who pulled out of the race left the track with bulging wallets.
When you read the story below think of a boxer being paid to throw a fight ,A football player faking a injury in the play offs,A basketballl player being told to miss a free throw There's not any difference in that and what happened here:
BONUS FOR EARLY WITHDRAWAL
Paul Menard, slated to run full schedules in both the Nationwide and Sprint Cup Series, will race in Saturday's DRIVE4COPD 300 -- thanks to the sudden withdrawal of five cars that would have made the field ahead of him under NASCAR's rainout rules.
When rain cancels qualifying for the season-opening race, the top 30 in 2009 Nationwide owner points, along with race winners from the previous year and all past champions who participated in the series last year are exempt into the field.
The remainder of the field is set according to qualifying draw, and Menard (who would have been the 48th driver to take make a qualifying run) wasn't promoted into 43rd starting spot until Jeff Fuller, Donnie Neuenberger, Dennis Setzer, Mark Green and rookie Parker Kligerman -- all of whom were ahead of Menard in the qualifying draw -- withdrew from the event.
Menard's father, John Menard, is one of the wealthiest men in the garage, and word has it that those who pulled out of the race left the track with bulging wallets.
Complex Problem Fix of Airborne Race Cars:Shark Fins
DAYTONA BEACH, Fla. -- The new "shark fins" on the back of the Sprint Cup cars at Daytona International Speedway this season have nothing to do with the nearby Atlantic Ocean, or as a tribute to the cars that ran here in NASCAR's early years.
Instead, they're a deceptively simple solution to an increasingly complex problem: how to keep the current chassis from getting airborne in a crash, like Ryan Newman's wild flight at Talladega last fall.
NASCAR's new managing director of competition, John Darby, said finding a solution to that problem was the primary focus of off-season wind tunnel testing, starting with the 2 1/2-inch tall rear window strip, already mandated at restrictor-plate tracks.
As the car starts to spin and the strip now sees the air pressure, it does two things. It slows the rotation of the car down, and as the air comes across it, it packs air on top of the trunk lid.
JOHN DARBY "It came from a couple of days in the wind tunnel, looking at different options, different ideas that we had had, ... trying to do a better job of keeping the cars on the ground," Darby said. "Part of that was going back and looking through all of our old notes and things that we had tested. The strip that has been on the rear window for quite some time, and going back through the history of things we've added to the cars, it was pretty attractive. So it was a matter of 'if that worked pretty good, then maybe, is a little bigger better?' "
According to the initial tests, it was. But NASCAR's engineering staff began to think about taking it one additional step.
"The first step we made was to add an extra inch to the rear window strip," Darby said. "And we saw some gains. It wasn't huge. It wasn't enough to make us stop testing or anything like it.
"But through that process, we started understanding what that strip does, and that's to slow the rotation of the cars as well as pack some more air on that rear window. Our engineers said, 'What would happen if we continued this strip down the trunk lid?' It not only had the same effects but the two enhanced each other and we made some pretty substantial gains by adding that strip."
So how exactly does the new trunk fin work?
"If you ride down the highway and you put your hand out the window and you hold your hand in the direction the car is traveling, there's not a lot of resistance," Darby said. "But turn your hand sidewise and it'll come back and slap you in the forehead. It's a very similar effect."
"If you picture the strip on the car, and you're going down the straightaway, it really doesn't have that much effect. But as the car starts to spin and the strip now sees the air pressure, it does two things. It slows the rotation of the car down, and as the air comes across it, it packs air on top of the trunk lid to help push the car back to the ground before it lifts."
And the reason why the trunk fin is on the left side of the window is also inherently logical.
"It's actually lined up with the left edge of the left roof flap," Darby said. "Because as the air hits that fin, part of what happens is that the airflow travels up to the flap. There's a misconception about the flap. A lot of people think that air pressure blows them open. It's quite the contrary.
"The flaps are contoured on the top and it works much like an airplane wing to where the airspeed that travels over the flap actually pulls it open. If we can put more air to the flap and accelerate where it goes across it, then it's going to open faster and stay up stronger. So part of the air helps deploy the flap and the rest of the air -- because the trunk lid is wide and you have more surface area to come across -- helps hold the car back down on the ground."
Even though the trunk fin seems to be the best solution for Daytona and Talladega at this point, Darby said the process is always evolving -- and more improvements may come from additional wind tunnel testing.
"We spent a lot of time in the wind tunnel over the offseason," Darby said. "In preparation for going to the wind tunnel, we had two pages of things that we wanted to try and look at. That was one of the selections that we had. Some of the things we tried didn't do anything. Some made gains. We still have a few more pieces that show potential with refinement, so we'll be going back to the tunnel again to even do more testing."
Darby said even though there hasn't been an accident that tests the capability of the trunk fin, that doesn't mean it hasn't already been successful. He said one benefit of the trunk fin -- and curved end plates on the wings, mandated for the first time at Daytona this winter -- is increased side force, which can assist drivers in correcting spins.
"Arguably, or subjectively, you can point out many instances where that's happened, both in practice and even in race conditions where they got labeled as 'miraculous saves,' " Darby said. "Could there have been some extra effect from the deck fin? Absolutely. Would I ever try to take some of the drivers' talents away or not give them the credit? Heck, no! Because they were the ones who were saving the car."
All in all, Darby's very pleased with how the refinements to the aerodynamic package have performed to this point.
"So far this week, the entire package -- the bigger plate, the shorter wicker, the new shocks, the deck fins, the curved end plates -- everything we've put on these things, is paying great dividends," Darby said. "I'm still a race fan, and I know I've liked what I've been watching."
Instead, they're a deceptively simple solution to an increasingly complex problem: how to keep the current chassis from getting airborne in a crash, like Ryan Newman's wild flight at Talladega last fall.
NASCAR's new managing director of competition, John Darby, said finding a solution to that problem was the primary focus of off-season wind tunnel testing, starting with the 2 1/2-inch tall rear window strip, already mandated at restrictor-plate tracks.
As the car starts to spin and the strip now sees the air pressure, it does two things. It slows the rotation of the car down, and as the air comes across it, it packs air on top of the trunk lid.
JOHN DARBY "It came from a couple of days in the wind tunnel, looking at different options, different ideas that we had had, ... trying to do a better job of keeping the cars on the ground," Darby said. "Part of that was going back and looking through all of our old notes and things that we had tested. The strip that has been on the rear window for quite some time, and going back through the history of things we've added to the cars, it was pretty attractive. So it was a matter of 'if that worked pretty good, then maybe, is a little bigger better?' "
According to the initial tests, it was. But NASCAR's engineering staff began to think about taking it one additional step.
"The first step we made was to add an extra inch to the rear window strip," Darby said. "And we saw some gains. It wasn't huge. It wasn't enough to make us stop testing or anything like it.
"But through that process, we started understanding what that strip does, and that's to slow the rotation of the cars as well as pack some more air on that rear window. Our engineers said, 'What would happen if we continued this strip down the trunk lid?' It not only had the same effects but the two enhanced each other and we made some pretty substantial gains by adding that strip."
So how exactly does the new trunk fin work?
"If you ride down the highway and you put your hand out the window and you hold your hand in the direction the car is traveling, there's not a lot of resistance," Darby said. "But turn your hand sidewise and it'll come back and slap you in the forehead. It's a very similar effect."
"If you picture the strip on the car, and you're going down the straightaway, it really doesn't have that much effect. But as the car starts to spin and the strip now sees the air pressure, it does two things. It slows the rotation of the car down, and as the air comes across it, it packs air on top of the trunk lid to help push the car back to the ground before it lifts."
And the reason why the trunk fin is on the left side of the window is also inherently logical.
"It's actually lined up with the left edge of the left roof flap," Darby said. "Because as the air hits that fin, part of what happens is that the airflow travels up to the flap. There's a misconception about the flap. A lot of people think that air pressure blows them open. It's quite the contrary.
"The flaps are contoured on the top and it works much like an airplane wing to where the airspeed that travels over the flap actually pulls it open. If we can put more air to the flap and accelerate where it goes across it, then it's going to open faster and stay up stronger. So part of the air helps deploy the flap and the rest of the air -- because the trunk lid is wide and you have more surface area to come across -- helps hold the car back down on the ground."
Even though the trunk fin seems to be the best solution for Daytona and Talladega at this point, Darby said the process is always evolving -- and more improvements may come from additional wind tunnel testing.
"We spent a lot of time in the wind tunnel over the offseason," Darby said. "In preparation for going to the wind tunnel, we had two pages of things that we wanted to try and look at. That was one of the selections that we had. Some of the things we tried didn't do anything. Some made gains. We still have a few more pieces that show potential with refinement, so we'll be going back to the tunnel again to even do more testing."
Darby said even though there hasn't been an accident that tests the capability of the trunk fin, that doesn't mean it hasn't already been successful. He said one benefit of the trunk fin -- and curved end plates on the wings, mandated for the first time at Daytona this winter -- is increased side force, which can assist drivers in correcting spins.
"Arguably, or subjectively, you can point out many instances where that's happened, both in practice and even in race conditions where they got labeled as 'miraculous saves,' " Darby said. "Could there have been some extra effect from the deck fin? Absolutely. Would I ever try to take some of the drivers' talents away or not give them the credit? Heck, no! Because they were the ones who were saving the car."
All in all, Darby's very pleased with how the refinements to the aerodynamic package have performed to this point.
"So far this week, the entire package -- the bigger plate, the shorter wicker, the new shocks, the deck fins, the curved end plates -- everything we've put on these things, is paying great dividends," Darby said. "I'm still a race fan, and I know I've liked what I've been watching."
Thursday, February 11, 2010
NASCAR: GREEN WHITE CHECKERED RULE CHANGE
OFFICIAL 2/11/10
Revision Allows Additional Attempts Prior To The White Flag
DAYTONA BEACH, Fla. (Feb. 11, 2010) – The National Association for Stock Car Auto Racing (NASCAR) today announced a revision to one of its race procedures, allowing a maximum of three restart attempts prior to the White Flag under NASCAR’s Green-White-Checkered flag finish. If the leader has taken the White Flag and the caution flag is displayed, the field is frozen and the race will not be restarted. Previously, there was only one restart attempt.
The new procedure will be implemented beginning with today’s running of the NASCAR Sprint Cup Series’ Gatorade Duel at Daytona and will apply to all three national series.
NASCAR officials met with drivers and teams Wednesday at Daytona International Speedway to discuss the change and get their input. The announcement was made during the NASCAR Sprint Cup Series’ drivers and crew chiefs meeting Thursday morning.
“We want to do all we can to finish our races under green flag conditions – the fans want to see that and so do the competitors,” said Robin Pemberton, NASCAR vice president of competition. “We felt that putting a cap at three attempts to finish the race under green is the way to go. It gives the fans what they want and it also gives the teams a better opportunity to prepare for their end of race strategy.”
The change amends procedure 9-14C of the 2010 NASCAR rulebook.
Revision Allows Additional Attempts Prior To The White Flag
DAYTONA BEACH, Fla. (Feb. 11, 2010) – The National Association for Stock Car Auto Racing (NASCAR) today announced a revision to one of its race procedures, allowing a maximum of three restart attempts prior to the White Flag under NASCAR’s Green-White-Checkered flag finish. If the leader has taken the White Flag and the caution flag is displayed, the field is frozen and the race will not be restarted. Previously, there was only one restart attempt.
The new procedure will be implemented beginning with today’s running of the NASCAR Sprint Cup Series’ Gatorade Duel at Daytona and will apply to all three national series.
NASCAR officials met with drivers and teams Wednesday at Daytona International Speedway to discuss the change and get their input. The announcement was made during the NASCAR Sprint Cup Series’ drivers and crew chiefs meeting Thursday morning.
“We want to do all we can to finish our races under green flag conditions – the fans want to see that and so do the competitors,” said Robin Pemberton, NASCAR vice president of competition. “We felt that putting a cap at three attempts to finish the race under green is the way to go. It gives the fans what they want and it also gives the teams a better opportunity to prepare for their end of race strategy.”
The change amends procedure 9-14C of the 2010 NASCAR rulebook.
Wednesday, February 10, 2010
NASCAR: GREEN WHITE CHECKERED RULE CHANGE
2/1-/10
DAYTONA BEACH, Fla. – NASCAR is looking at tweaking its green-white-checkered rule so that drivers will have to take the white flag under green conditions, NASCAR Vice President of Competition Robin Pemberton said Wednesday morning.
The rule could be implemented for the Gatorade Duel qualifying races Thursday that set the field for the Daytona 500 and would be in affect for the Daytona 500, Pemberton said.
There would be no limit to the number of laps the race could be extended or how many times it needs to be restarted, Pemberton said. Each restart would be a two-lap dash to the finish with the green flag restarting the race, then the white flag waving after one lap and the checkered after two.
Under the rule being considered, virtually every race would be decided under green, because on the last lap after the field takes the white flag, NASCAR could typically wait and throw the caution - if needed - after the leaders cross the finish line, as long as the accident is behind them.
“What we’re looking at is you have to take the white flag under green conditions,” Pemberton said. “We looked at it and at least if something were to happen after they take the white, people will understand you’re coming to the checkered flag.
“There’s a reasonable chance [to let the race finish under green]. If they wreck over there [in Turn 2] coming to the checkered, we’re good to go.”
The current rule states that if the race goes beyond the scheduled distance, NASCAR makes one attempt at a two-lap dash to the finish. If the yellow comes out, the field is frozen and as long as drivers maintain reasonable speed, the race ends after those two laps. That occurred on the first lap of green during the Budweiser Shootout.
“We’ve been talking about it and the other night just didn’t help our situation,” Pemberton said. “That was not good to see that race run a lap and a half under yellow and be done.”
In that same situation, there would be another two-lap dash (commonly known as a green-white-checkered finish) – and as many as necessary – until the drivers complete a full lap under green and take the white flag.
The theory behind doing only one green-white-checkered finish was because teams often gauge fuel mileage depending on the advertised distance of the race.
DAYTONA BEACH, Fla. – NASCAR is looking at tweaking its green-white-checkered rule so that drivers will have to take the white flag under green conditions, NASCAR Vice President of Competition Robin Pemberton said Wednesday morning.
The rule could be implemented for the Gatorade Duel qualifying races Thursday that set the field for the Daytona 500 and would be in affect for the Daytona 500, Pemberton said.
There would be no limit to the number of laps the race could be extended or how many times it needs to be restarted, Pemberton said. Each restart would be a two-lap dash to the finish with the green flag restarting the race, then the white flag waving after one lap and the checkered after two.
Under the rule being considered, virtually every race would be decided under green, because on the last lap after the field takes the white flag, NASCAR could typically wait and throw the caution - if needed - after the leaders cross the finish line, as long as the accident is behind them.
“What we’re looking at is you have to take the white flag under green conditions,” Pemberton said. “We looked at it and at least if something were to happen after they take the white, people will understand you’re coming to the checkered flag.
“There’s a reasonable chance [to let the race finish under green]. If they wreck over there [in Turn 2] coming to the checkered, we’re good to go.”
The current rule states that if the race goes beyond the scheduled distance, NASCAR makes one attempt at a two-lap dash to the finish. If the yellow comes out, the field is frozen and as long as drivers maintain reasonable speed, the race ends after those two laps. That occurred on the first lap of green during the Budweiser Shootout.
“We’ve been talking about it and the other night just didn’t help our situation,” Pemberton said. “That was not good to see that race run a lap and a half under yellow and be done.”
In that same situation, there would be another two-lap dash (commonly known as a green-white-checkered finish) – and as many as necessary – until the drivers complete a full lap under green and take the white flag.
The theory behind doing only one green-white-checkered finish was because teams often gauge fuel mileage depending on the advertised distance of the race.
Friday, February 5, 2010
How To Make The Daytona 500 Field
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 first Gatorade 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 Daytona 500.
• 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.
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 first Gatorade 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 Daytona 500.
• 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.
Junior Johnson : 500 Grand Marshall
DAYTONA BEACH, Fla. – To mark the 50th anniversary of his 1960 Daytona 500 triumph, NASCAR legend Junior Johnson will serve as the Grand Marshal for the 52nd running of NASCAR’s most prestigious race – the Daytona 500 – on Sunday Feb. 14.
As Grand Marshal, Johnson will deliver the four most famous words in motorsports – “Gentlemen, start your engines.”
“Junior Johnson is an icon in NASCAR racing,” Daytona International Speedway President Robin Braig said. “His accomplishments are remarkable and we’re proud to celebrate the 50th anniversary of his 1960 Daytona 500 win by having him preside as Grand Marshal of NASCAR’s most storied event.”
Johnson, who was the first driver to use drafting on the superspeedways, was recently selected in 2009 as one of the five inductees for the inaugural class for the NASCAR Hall of Fame.
Inducted into the International Motorsports Hall of Fame in 1990 and named one of NASCAR’s 50 greatest drivers in 1998, Johnson claimed his only Daytona 500 win in 1960 driving for crew chief Ray Fox and owner John Masoni in a last-minute deal.
Retiring from driving in 1966, Johnson moved into ownership earning 139 victories and six championships.
As Grand Marshal, Johnson will deliver the four most famous words in motorsports – “Gentlemen, start your engines.”
“Junior Johnson is an icon in NASCAR racing,” Daytona International Speedway President Robin Braig said. “His accomplishments are remarkable and we’re proud to celebrate the 50th anniversary of his 1960 Daytona 500 win by having him preside as Grand Marshal of NASCAR’s most storied event.”
Johnson, who was the first driver to use drafting on the superspeedways, was recently selected in 2009 as one of the five inductees for the inaugural class for the NASCAR Hall of Fame.
Inducted into the International Motorsports Hall of Fame in 1990 and named one of NASCAR’s 50 greatest drivers in 1998, Johnson claimed his only Daytona 500 win in 1960 driving for crew chief Ray Fox and owner John Masoni in a last-minute deal.
Retiring from driving in 1966, Johnson moved into ownership earning 139 victories and six championships.
Monday, February 1, 2010
Camping World :Revision Of Starting Position Guarantees
By Official ReleaseFebruary 1, 2010
Beginning with the season opener at Daytona International Speedway on Feb. 12, the "lock-in" will be reduced to the top 25 eligible owners who have entered the event based upon 2009 owners' points.
The reduction in guaranteed starting positions brings the series in line, percentage-wise, with the Nationwide Series.The 36th and final position continues to be reserved for a past champion not otherwise qualified for the race. If no past champion is eligible, the position is filled by the next fastest qualifier.
Under the procedure implemented in 2005, the top 30 eligible owners' trucks were locked into the starting lineup and guaranteed a spot among the top 35 positions in the 36-truck field.
The reduction in guaranteed starting positions brings the series in line, percentage-wise, with the Nationwide Series, which guarantees a top 30 eligible owner's car a position among 42 of 43 starting spots.
Twenty-five teams competed in all 25 races in 2009 and are thus eligible for guaranteed starting positions for the season's first four races. Eligibility for the lock-in is set by 2010 owners' points for the remainder of the season.
"All owners who would have been locked in under the previous procedure will have guaranteed starting positions at Daytona and for three additional races," Truck Series director Wayne Auton said. "Teams which saw limited competition in 2009 or are new to the series will have greater opportunity to qualify for races than they might have had in the past -- especially at short tracks such as Martinsville Speedway -- where drivers who may not have a great deal of experience at the national series level are attempting to further their careers
Red Horse Racing owner Tom DeLoach praised the move. DeLoach has a pair of teams locked into the field and the possibility of another with a rookie driver with zero points and no NASCAR experience.
"This is the thing to do," said DeLoach. "If I'm starting a team moving from five [open positions] to 10 you've doubled my chances. It's absolutely the right thing to do. Let's get out there and race.
"It strengthens the field and it should work well for the fans and the teams."
The revised procedure does not affect races in which qualifying is canceled. Starting fields in such instances are based upon a separate procedure dictated by the series' rule book.
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