March 16, 2006
By C.C. Bell
For the past two years, NASCAR has started its season with the usual ceremonial blast out of the gate spectacle at Daytona. Then the ad gurus go into hyper drive promoting the race at California Speedway as the “real start to the season,” only to come to what feels like a screeching halt as the “real start of the season” becomes “Naptime at Fontana.”
Meanwhile as Fontana grinds to a finish, the racecar haulers for the Busch Series are crisscrossing the country to convene at Laredo, Texas for the long, nose to tail, heavily armed drive down to Mexico City. Then it’s back to the good ‘ol U. S. of A., literally retracing their steps for the culture shock of Glitter Gulch and only the third Cup race and fourth Busch race of the year at Las Vegas.
By this time, the only people who probably feel horrendously overworked are those that handle logistics for this circus and of course, the truck drivers responsible for getting where they need to be. Most everyone else has traveled in relative luxury by air to their destinations and the comfort of their motor homes away from home. The fans are just wondering whose brilliant idea it was to start the season this way.
I don’t believe I’ve ever heard the median salary for these amazing masters of the highway, but if it isn’t at least in line with one of their company’s executives, then they are certainly underpaid.
So here we are, technically four weeks into the season and what’s dominating the news? Same old stuff and it’s beginning to show it’s age. Well, there was the “NASCAR Hall of Fame” announcement and while I fully concur that it belongs in Charlotte, the entire process was a bit wearing on those involved. As to ill feelings on Atlanta’s part, this certainly wasn’t their first time at NASCAR’s rodeo and they certainly knew not only what they were getting into, but the probable outcome as well.
Other than that, it’s still Knaus, Johnson, Stewart and Busch. Only real difference is the Busch involved is Kyle rather than Kurt. Throw in the never-ending issue of tires and the now common green-white-checker finishes and for all intense and purpose we’re back to last season.
Chad Knaus is still serving his suspension after violating the rules at Daytona and will continue to do so until Bristol. So called “interim crew chief” Darian Grubb has managed to lead the now intensely unpopular and closely watched #48 Lowe’s Chevrolet team to two wins and a second place finish with little or no controversy. Naturally, several have suggested that perhaps the team should consider continuing on with Grubb in light of the team’s steady success. This may not be a bad suggestion as Darian Grubb brings a much needed and calming influence to what otherwise seems to be an almost chaotic environment. But it ain’t gonna happen unless Chad Knaus is once again caught breaking that now infamous “spirit of the rule.” So my money is on Darian Grubb. I just don’t think Knaus can help himself.
Meanwhile the war of the sophomore Kyle Busch and veteran Tony Stewart continues with the Tony usually taking the brunt of the press. For the most part, it seems that the only reason Stewart is portrayed as the villain is due to his previous history even though when interviewed, most drivers agree that Busch needs to incorporate more self-control while on the racetrack. From Kyle’s point of view, “Mark Martin and I raced just fine today. Matt Kenseth and I raced just fine today, Jimmie Johnson, Kasey Kahne, everybody that I was ever around. For some reason, with 40 laps to go, I’m digging in deep, getting on top of my steering wheel and not letting Tony Stewart pass me, and for some reason I’ve got a problem. So, I don’t know.” So just for argument sake, let me throw out my idea on Kyle’s comments.
Granted there is an entire field of excellent competitors who use various strategies during each and every race. Therefore, there is the possibility that it’s simply easier for those who find themselves anywhere near Kyle Busch to just let him go on by at that point hoping to be able to challenge him at a later time or take their chances on attrition raising it’s ugly head. I suppose Tony Stewart could choose this path if he wanted to, but it really goes against his basic nature, and after all, given his amazing control over a racecar why should he? Why should anyone?
Kyle Busch, while an amazing talent driving a fast racecar, still possesses that young, immature rookie attitude. Given his on track history this year, and his on going differences with Stewart, I wonder if it ever occurred to him to do as others have done to him and give ground to Stewart. Surely he must trust his own ability enough to know that if he’s as good as he thinks he is, he can regain whatever position he gave up. Just like all those other drivers who he claims raced him “just fine.”
Two potentially dangerous tire failures at Las Vegas this past Sunday, have yet again brought attention to an old problem. Reed Sorenson and Ryan Newman both lost right front tires that effectively shot their cars straight into the outside wall. The initial determination from Goodyear was that the bead on those tires had melted. I’m assuming they are referring to that inside rubber “cording” that every tire has that molds to the actual wheel and essentially forms a seal if you will when the tire is inflated. According to Goodyear, that “bead” rarely if ever fails on a track the size of Vegas but is more vulnerable at short tracks such as Bristol and Martinsville where brakes are in constant use. Therefore, melting the “bead” on a tire is more common due to heat from the brakes.
But it got me to thinking of the current tire-leasing program that was put into effect the start of this year. And what a program it is.
Geoff Smith of Roush Racing, who enjoyed a long-standing policy of receiving free sets of tires based on their performance, stated that the new lease program “right out of the box,” cost them 1.1 million dollars. New startup teams of course, had to actually pay for their tires and this program, requested of Goodyear by NASCAR, was another way of “leveling the playing field.” Now I’m no math whiz, and I’m only using Roush Racing as an example, but this is the way I figured it out based on figures laid out in a column on CircletrackPlus.com last February.
Each team is issued ten sets of tires, mounted and including inner liners where necessary for each race at the cost of $407 each. Forty tires per team would then cost $16,280. For the five Roush teams this equates to $81,400 for each race. For the entire thirty-six point races, the total comes to $2,930,400 per year. However, for each unused tire, Goodyear issues a credit of $125 each. Of course, there probably aren’t very many unused tires at the end of each race, but I suppose it’s the thought that counts And at the end of the year, Goodyear issues a $20 per tire rebate as a thank you of sorts for displaying their decals on the cars and driver uniforms, which in Roush’s case would amount to $144,000 per season. This brings their base cost of tires down to $2,786,400. For a one-car team such as Hall of Fame Racing, should they make all thirty-six point races, their initial cost for tires based on the above formula is $586,080. Now here’s the kicker.
To be sure that every tire issued at a race returns to Goodyear at the end of each race, each tire is imbedded with a tracking device. All tires returned unused at the end of the race and credited with the $125 credit are then resold to Busch and Truck series teams for $259 each.
My question now is, what happens in case those pesky “bad” or defective tires make their way onto someone’s car? Is there a system in place that’s compensates for that possibility? And who is required to provide proof of the fact that the tire was defective?
Things were far simpler under the old system. Just like NASCAR used to be lot more simple as well.
Last but not least, is the shocking revelation that Bruton Smith is actively seeking a way to see to it that Las Vegas acquires a second date on the schedule, especially after investing a ton of money to renovate the infield and garage area, add condominiums and redesign the track. In my January 19, 2006 column entitled, “Bravo Bruton! It’s About Time,” I applauded SMI’s decision to add banking to the racetrack in an effort to improve the action. It was a subject that had come up a year or two before, but seemingly was put on hold due to the negotiations that resulted in the loss of Rockingham. Smith took Rockingham’s date and gave it to Texas Motor Speedway.
From the initial reports that SMI was once again in the market to buy a racetrack, at least it’s comforting to know that Mr. Smith finally realizes he will once again have to buy a date. This at least avoids that annoying argument about whether NASCAR will simply award a date to a track because that track actually deserves one. On the contrary, history has shown that quality racing isn’t high on the list of race scheduling versus appeasing imaginary market or television shares. And that brings us yet again, to the most ominous question of all.
Which track will we lose next? Darlington or Martinsville? I’m afraid I know the answer to this one, and it makes me ill even to think about it.
Discuss this and other racing matters in the Prodigys@Speed Forum
You can contact C.C. Bell at.. Insider Racing News
You Can Read Other Articles By C.C. Bell
The thoughts and ideas expressed by this writer or any other writer on Insider Racing News, are not necessarily the views of the staff and/or management of IRN. Although we may not always agree with what is said, we do feel it's our duty to give a voice to those who have something relevant to say about the sport of auto racing.
Let me tell you, this lady tells it as she sees it, and agree or disagree, she can take it as well as speak it!
By C.C. Bell
For the past two years, NASCAR has started its season with the usual ceremonial blast out of the gate spectacle at Daytona. Then the ad gurus go into hyper drive promoting the race at California Speedway as the “real start to the season,” only to come to what feels like a screeching halt as the “real start of the season” becomes “Naptime at Fontana.”
Meanwhile as Fontana grinds to a finish, the racecar haulers for the Busch Series are crisscrossing the country to convene at Laredo, Texas for the long, nose to tail, heavily armed drive down to Mexico City. Then it’s back to the good ‘ol U. S. of A., literally retracing their steps for the culture shock of Glitter Gulch and only the third Cup race and fourth Busch race of the year at Las Vegas.
By this time, the only people who probably feel horrendously overworked are those that handle logistics for this circus and of course, the truck drivers responsible for getting where they need to be. Most everyone else has traveled in relative luxury by air to their destinations and the comfort of their motor homes away from home. The fans are just wondering whose brilliant idea it was to start the season this way.
I don’t believe I’ve ever heard the median salary for these amazing masters of the highway, but if it isn’t at least in line with one of their company’s executives, then they are certainly underpaid.
So here we are, technically four weeks into the season and what’s dominating the news? Same old stuff and it’s beginning to show it’s age. Well, there was the “NASCAR Hall of Fame” announcement and while I fully concur that it belongs in Charlotte, the entire process was a bit wearing on those involved. As to ill feelings on Atlanta’s part, this certainly wasn’t their first time at NASCAR’s rodeo and they certainly knew not only what they were getting into, but the probable outcome as well.
Other than that, it’s still Knaus, Johnson, Stewart and Busch. Only real difference is the Busch involved is Kyle rather than Kurt. Throw in the never-ending issue of tires and the now common green-white-checker finishes and for all intense and purpose we’re back to last season.
Chad Knaus is still serving his suspension after violating the rules at Daytona and will continue to do so until Bristol. So called “interim crew chief” Darian Grubb has managed to lead the now intensely unpopular and closely watched #48 Lowe’s Chevrolet team to two wins and a second place finish with little or no controversy. Naturally, several have suggested that perhaps the team should consider continuing on with Grubb in light of the team’s steady success. This may not be a bad suggestion as Darian Grubb brings a much needed and calming influence to what otherwise seems to be an almost chaotic environment. But it ain’t gonna happen unless Chad Knaus is once again caught breaking that now infamous “spirit of the rule.” So my money is on Darian Grubb. I just don’t think Knaus can help himself.
Meanwhile the war of the sophomore Kyle Busch and veteran Tony Stewart continues with the Tony usually taking the brunt of the press. For the most part, it seems that the only reason Stewart is portrayed as the villain is due to his previous history even though when interviewed, most drivers agree that Busch needs to incorporate more self-control while on the racetrack. From Kyle’s point of view, “Mark Martin and I raced just fine today. Matt Kenseth and I raced just fine today, Jimmie Johnson, Kasey Kahne, everybody that I was ever around. For some reason, with 40 laps to go, I’m digging in deep, getting on top of my steering wheel and not letting Tony Stewart pass me, and for some reason I’ve got a problem. So, I don’t know.” So just for argument sake, let me throw out my idea on Kyle’s comments.
Granted there is an entire field of excellent competitors who use various strategies during each and every race. Therefore, there is the possibility that it’s simply easier for those who find themselves anywhere near Kyle Busch to just let him go on by at that point hoping to be able to challenge him at a later time or take their chances on attrition raising it’s ugly head. I suppose Tony Stewart could choose this path if he wanted to, but it really goes against his basic nature, and after all, given his amazing control over a racecar why should he? Why should anyone?
Kyle Busch, while an amazing talent driving a fast racecar, still possesses that young, immature rookie attitude. Given his on track history this year, and his on going differences with Stewart, I wonder if it ever occurred to him to do as others have done to him and give ground to Stewart. Surely he must trust his own ability enough to know that if he’s as good as he thinks he is, he can regain whatever position he gave up. Just like all those other drivers who he claims raced him “just fine.”
Two potentially dangerous tire failures at Las Vegas this past Sunday, have yet again brought attention to an old problem. Reed Sorenson and Ryan Newman both lost right front tires that effectively shot their cars straight into the outside wall. The initial determination from Goodyear was that the bead on those tires had melted. I’m assuming they are referring to that inside rubber “cording” that every tire has that molds to the actual wheel and essentially forms a seal if you will when the tire is inflated. According to Goodyear, that “bead” rarely if ever fails on a track the size of Vegas but is more vulnerable at short tracks such as Bristol and Martinsville where brakes are in constant use. Therefore, melting the “bead” on a tire is more common due to heat from the brakes.
But it got me to thinking of the current tire-leasing program that was put into effect the start of this year. And what a program it is.
Geoff Smith of Roush Racing, who enjoyed a long-standing policy of receiving free sets of tires based on their performance, stated that the new lease program “right out of the box,” cost them 1.1 million dollars. New startup teams of course, had to actually pay for their tires and this program, requested of Goodyear by NASCAR, was another way of “leveling the playing field.” Now I’m no math whiz, and I’m only using Roush Racing as an example, but this is the way I figured it out based on figures laid out in a column on CircletrackPlus.com last February.
Each team is issued ten sets of tires, mounted and including inner liners where necessary for each race at the cost of $407 each. Forty tires per team would then cost $16,280. For the five Roush teams this equates to $81,400 for each race. For the entire thirty-six point races, the total comes to $2,930,400 per year. However, for each unused tire, Goodyear issues a credit of $125 each. Of course, there probably aren’t very many unused tires at the end of each race, but I suppose it’s the thought that counts And at the end of the year, Goodyear issues a $20 per tire rebate as a thank you of sorts for displaying their decals on the cars and driver uniforms, which in Roush’s case would amount to $144,000 per season. This brings their base cost of tires down to $2,786,400. For a one-car team such as Hall of Fame Racing, should they make all thirty-six point races, their initial cost for tires based on the above formula is $586,080. Now here’s the kicker.
To be sure that every tire issued at a race returns to Goodyear at the end of each race, each tire is imbedded with a tracking device. All tires returned unused at the end of the race and credited with the $125 credit are then resold to Busch and Truck series teams for $259 each.
My question now is, what happens in case those pesky “bad” or defective tires make their way onto someone’s car? Is there a system in place that’s compensates for that possibility? And who is required to provide proof of the fact that the tire was defective?
Things were far simpler under the old system. Just like NASCAR used to be lot more simple as well.
Last but not least, is the shocking revelation that Bruton Smith is actively seeking a way to see to it that Las Vegas acquires a second date on the schedule, especially after investing a ton of money to renovate the infield and garage area, add condominiums and redesign the track. In my January 19, 2006 column entitled, “Bravo Bruton! It’s About Time,” I applauded SMI’s decision to add banking to the racetrack in an effort to improve the action. It was a subject that had come up a year or two before, but seemingly was put on hold due to the negotiations that resulted in the loss of Rockingham. Smith took Rockingham’s date and gave it to Texas Motor Speedway.
From the initial reports that SMI was once again in the market to buy a racetrack, at least it’s comforting to know that Mr. Smith finally realizes he will once again have to buy a date. This at least avoids that annoying argument about whether NASCAR will simply award a date to a track because that track actually deserves one. On the contrary, history has shown that quality racing isn’t high on the list of race scheduling versus appeasing imaginary market or television shares. And that brings us yet again, to the most ominous question of all.
Which track will we lose next? Darlington or Martinsville? I’m afraid I know the answer to this one, and it makes me ill even to think about it.
Discuss this and other racing matters in the Prodigys@Speed Forum
You can contact C.C. Bell at.. Insider Racing News
You Can Read Other Articles By C.C. Bell
The thoughts and ideas expressed by this writer or any other writer on Insider Racing News, are not necessarily the views of the staff and/or management of IRN. Although we may not always agree with what is said, we do feel it's our duty to give a voice to those who have something relevant to say about the sport of auto racing.
Let me tell you, this lady tells it as she sees it, and agree or disagree, she can take it as well as speak it!
