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Did You Know
The most races Dale Earnhardt won in a single season was 11, which happened in 1987. He won his third championship that year.
2
Number of laps Tony Stewart completed in the 2002 Daytona 500. He still earned $199,949 for finishing 43rd.
This is from an article I had posted awhile back on handicapped parking and the idiots who use them without good cause.
from Denise
My mom had a stroke & had gotten a handicapped sticker. Whenever
I went to visit her & we went to the store or out to eat somewhere
I would take her to the door & let her out, then I would go park out
in the parking lot somewhere. She kept telling me to just park in the handicapped
spot but I told her I was capable of walking & someone else needed
it worse than me. I would have felt guilty to park there then get out &
walk to the door. That’s one reason I would take my mom & let her out
at the door so I wouldn't have to park there. I think anyone who parks
there & doesn’t need too should get a ticket if not worse. They should
be ashamed of themselves for taking that spot from someone who really needs
it. This is one of my biggest pet peeves. Thank you for bringing this up.
Denise
TOYOTA ANNOUNCEMENT THIS WEEK?
Toyota officials may announce as early as this week their entry into
NASCAR's Craftsman Truck Series next season, the Winston-Salem (N.C.) Journal
reports. The paper says it's basing its story on Detroit executives who
have been following Toyota's planning and speculates that the announcement
could come in conjunction with the series' season-opening race Friday.
NASCAR Chairman Bill France Jr. said Monday that he expects an announcement
soon about a new manufacturer in one of the sanctioning body's top three
series, according to the Orlando (Fla.) Sentinel. NASCAR prohibits foreign-made
cars, but France pointed out that Toyota manufactures some of its cars
in the United States, the paper says.
BY JENNA FRYER
Associated Press
DAYTONA BEACH, Fla. (AP)— Car owner Ray Evernham was subpoenaed in Jeff Gordon's divorce case Tuesday, accepting the papers from a sheriff's deputy outside Daytona International Speedway.
Brooke Gordon's lawyers want to look at the contracts NASCAR car owners have with their drivers and sponsors to determine what Gordon is worth as a car owner. The four-time Winston Cup champion owns a stake of Hendrick Motorsports.
The car owners fought original subpoenas they received over the past month at their home offices, but the lawyers have been trying to serve them during preparations for Sunday's season-opening Daytona 500 to get them to appear in a Florida court.
NASCAR turned away a process server attempting to get into the track last week, and Evernham said officials from the sanctioning body asked him to go outside of the track on Tuesday to accept the papers.
"NASCAR asked me to do it and to not make a scene about it," Evernham said. "So I did it because I care about this sport, unlike Mrs. Gordon, who is trying to make a circus of the Daytona 500."
Evernham, who won three Winston Cup titles as Gordon's crew chief, was the best man at the Gordons' wedding.
The subpoena orders Evernham to appear in court this Friday, but he said he would not be showing up.
"I have 150 employees to worry about and two race cars to get ready for the biggest event of the year," he said. "I'm not stopping to go to court."
Car owner Chip Ganassi said he was not served before he left Daytona on Monday to return to his home in Pittsburgh, but was told a deputy had been looking for him where he had been staying when he first arrived for the race.
Roush Racing general manager Geoff Smith said his organization had not received an order to appear in a Florida court. One thing I gotta say, in all the NASCAR news I've been watching, not one second is wasted on this bullshit. Brooke needs to go find that rock she crawled out from under and stick it where the sun don't shine. I can NOT believe that gold-digging psycho bitch.
Speedway Motorsports Inc. today reported fourth-quarter net income of nearly $8.5 million, or 20 cents per share, a drop of about 20 percent from $10.6 million, or 25 cents per diluted share, earned in the fourth quarter of 2001. Revenue fell to $72.9 million from $80.7 million in the fourth quarter of 2001. SMI officials, however, say the results are not directly comparable because of a one-time gain in the fourth quarter of 2001, changes in racing schedules and a new food and beverage agreement whose profits are now reported as other operating revenue. The announcement met analysts' consensus estimates. For the year just ended, Speedway had net income of $56.2 million, or $1.32 per diluted share, on revenue of nearly $376 million. In 2001, the company had earnings of $57.6 million, or $1.34 per diluted share, on revenue of $375.2 million. The company, which operates Lowe's Motor Speedway, Atlanta Motor Speedway and other tracks, says it expects to earn between $66 mil lion and $70 million this year, with earnings per share ranging from $1.55 to $1.65.
California Motor Speedway says the Automobile Club of Southern California has signed a multiyear agreement to be the title sponsor for the track's Winston Cup race, which will now be known as the Auto Club 500. The sponsorship takes effect with this year's race, which is scheduled for April 27. The Auto Club replaces NAPA as the title sponsor. Financial terms of the deal were not disclosed.
Roush Racing driver Jeff Burton will join Bob Jenkins and Scott Goodyear in the announcers' booth for the 2003 IROC Race Series. Burton, who made his broadcasting debut with the series last year, will return to help call the 27th season of the series, which is to be aired on ESPN.
By JIM UTTER
ThatsRacin.com Writer
DAYTONA
BEACH, Fla. – Jason Leffler was back on track Tuesday.
Picking up where he left off last season as the top qualifier in the NASCAR Truck series, Leffler ripped off another blistering lap to claim the pole for Friday's Florida Dodge Dealers 250 at Daytona International Speedway (1 p.m. Eastern, Speed).
Leffler, who won eight poles in 2002 but failed to win a race, turned a lap at 182.994 mph to claim the top starting position. He was almost a mile-an-hour faster than runner-up and fellow Dodge driver Robert Pressley (181.973 mph).
Leffler's Ultra Motorsports teammate Ted Musgrave was third, Ed Berrier fourth and Terry Cook rounded out the top five.
By DAVID POOLE
The Charlotte Observer
Robert "Bootie" Barker, crew chief for the No. 77 Fords driven by Dave Blaney, was seen in the Busch Series garage Tuesday afternoon looking to borrow "legal" gas cans for his team to use on pit stops in Thursday's Gatorade 125s and Sunday's Daytona 500.
Barker wasn't the only crew chief scrambling after NASCAR inspectors began checking closely cans the teams use to shuttle gas from the fuel pumps to their pit stalls. The maximum they're supposed to hold is 11 gallons each.
With 13.5-gallon fuel cells in the cars at Daytona, however, teams were getting creative in making one can hold enough gas to fill up a car in an effort to save time on pit stops.
"There are ways to very cleverly allow a drop can to hold 13.5 or 14 gallons," Winston Cup series director John Darby said. "In appearance, there is not enough change in the can to notice a difference. So we're inspecting and sealing all cans that will be used."
Darby said several cans had been sent back to various teams for "repair for various infractions." He said some teams are being forced to have different cans shipped to Daytona from their shops in time for Thursday's 125-mile qualifying races.
By John Sturbin
Star-Telegram Staff Writer
DAYTONA BEACH, Fla. - Texas Motor Speedway owner Bruton Smith may be in a buying mood for racetracks in the NASCAR Winston Cup Series. But Smith can forget about purchasing any facilities owned by corporate rival International Speedway Corp., to add to his Speedway Motorsports Inc. empire.
Bill France Jr., chairman of the family-owned ISC and NASCAR, has flatly dismissed the idea of selling any ISC tracks and their Winston Cup race dates to Smith.
"You know better than that," France said during an impromptu news conference at the Daytona International Speedway on Monday afternoon.
Reminded that Smith said during a Media Day visit to TMS in Fort Worth two weeks ago that he was in a "buying mood" for racetracks -- including those owned by ISC -- France replied, "Bruton, sometimes when he opens his mouth, he sounds constipated."
Joking that he had walked into the media center only to get out of the sun, France also touched on the following topics:
• There is no hard deadline to implement NASCAR's proposed realignment plan for swapping Winston Cup race dates beginning in 2004, after a cool reception from series track operators/promoters.
“We've put a word behind that, called 'beyond' ... 2004 and beyond," France said.
• The proposed schedule realignment is being undertaken, in part, to accommodate the wishes of NASCAR's network TV partners.
"For the amount of revenue they're [the networks] putting into the sport, we've got to pay attention to 'em," France said.
• A proposal made by Smith to split NASCAR into two divisions to create more race dates has been deemed unworkable by the sanctioning body and likely would be rejected by its TV partners.
• A major foreign manufacturer, rumored to be Toyota, is expected to announce its intention of joining the NASCAR Craftsman Truck Series this week.
• At age 69, France is in good health after a protracted battle with cancer, as well as recovering from a triple bypass and surgery for a broken leg last year.
“I feel pretty good. I still kind of walk a little wobbly, like I've had a few drinks," France said.
"It's like you put your feet in a deep freeze and your head in a microwave oven. On average, you feel pretty good."
Monday's salvo by France was the third exchange with Smith since mid-January, when France -- speaking as NASCAR chairman -- suggested that the North Carolina businessman could satisfy his desire for a second Winston Cup race at TMS by moving one of two dates from either his Atlanta Motor Speedway or Lowe's Motor Speedway to Texas. France presented that date swap as part of a proposed realignment of the schedule that could take effect as early as 2004.
Smith rejected the date-swap offer, and disclosed a week later that he had begun "minor discussions" about purchasing any available ISC property. However, Smith said that even if he were successful in purchasing another racetrack and its Cup date(s), he would ask NASCAR to assign the date as a second race at his Las Vegas Motor Speedway.
Smith and Eddie Gossage, the executive vice president and general manager of TMS, contend NASCAR still owes SMI a second race in Texas, a "promise" made when Smith purchased 50 percent of North Wilkesboro Speedway in 1996. NASCAR allowed Smith to move one Cup date to Fort Worth. The promise of a second date is the basis of a federal lawsuit filed in Texas by SMI shareholder Francis Ferko of Plano.
In the meantime, NASCAR offered its realignment plan last month to get a second date to Texas, which has sold out each of its Winston Cup races since 1997.
"We'd be happy to look at moving a race from Atlanta to Texas," France said. "The rationale behind all that is it's going to be the same company. We're willing to go to Texas a second time from that standpoint."
France also admitted that not all of his dealings with Smith, the chairman of SMI, are adversarial.
"He's a hard worker," France said of Smith. "I'll give him credit for that. He does work hard. He's not dumb by any stretch of the imagination. I said 'not dumb.' Don't turn that around. And he builds nice racetracks."
Elliott Sadler's heavily damaged No. 38 Ford. Credit: Autostock
Sadler frustrated by late practice pileup
By Marty Smith, Turner Sports Interactive
DAYTONA BEACH, Fla. -- Elliott Sadler slouched beside his mangled M&Ms Ford Tuesday afternoon, arms folded across his chest and a look of fury in his eyes.
Minutes earlier, Sadler was screaming down the frontstretch in a large pack of cars, driving what he felt was the best racecar of his Winston Cup Series career. LOL on this comment....every time he gets wrecked, he says "It was my favorite car" or "That was the best car I've ever driven." Don't get me wrong....I feel for the guy, but he just cracks me up!
He had led the pack for several laps; but with some five minutes remaining in practice, he drifted to the rear to gauge how his car would react in turbulence. He would later regret that choice terribly.
As he followed Mike Skinner into Turn 1, Jack Sprague bobbled a bit in the No. 0 Pontiac and washed up the track into Steve Park's Chevrolet, then bounced off into Mike Skinner's Pontiac.
The resulting multi-car accident collected Skinner and sent Jeff Burton and Sadler to backup cars. 2001 Daytona 500 champion Michael Waltrip missed the melee by some six inches.
"This is very, very frustrating," Sadler said. "This was by far the best car I've ever had. This thing was a rocket. (Skinner) was blending in and I guess (Sprague) didn't see him and just absolutely ran in the side of him.
"We're all professionals here and everybody should know how to give people room. I mean we're practicing for God's sake."
That raises the question if competitors are driving too hard in practice.
"That's the first practice of the year," Burton said. "That's not what
we're looking for.
The drivers have to take responsibility, however the only way for the driver
to find out what your car will do is to put it in the spots to find out
what it will do. You have to hold your line. And you know what? If you
get passed, whoopty (do)."
Skinner tested extremely well here in January and posted the sixth-fastest time of the day prior to the accident, so he was none too pleased, either.
"This was our first race practice, so I'd say it was a little premature," he said. "When I was a rookie, I'll make some mistakes, too, and I'll probably make some more. But it was uncalled for."
Sprague agreed that the competition was too tight for the weekend's first practice, but didn't feel as if he was to blame for the accident.
"Just three-wide, you know. I ain't seen the TV, but I'm pretty sure I didn't move," Sprague said as he exited the car. "I was in the middle and Skinner was on the bottom there on the yellow line trying to catch the draft and there was plenty of room.
"Steve (Park) come off the wall and got me in the right front, turned me a little bit and I got Skinner in the right rear. Three-wide, you've got to know you're three-side and stay against the wall. It's not Skinner's fault. There was plenty of room, I think the 1 car just ran us out of room."
Regardless of who is at fault, several teams have suffered a major setback. After Tuesday's accident, teams only had one hour left before the Winston Cup Series garage closed for the day.
"That's a lot of hours, a lot of time (put in)," said two-time Daytona 500 champion Jeff Gordon. "They come down here and test, go to the wind tunnel and build a car they think can win the Daytona 500 -- it's a big setback, man."
Sadler is confident in his backup, but it doesn't ease the pain much.
"This puts you behind the 8-ball, man," Sadler said. "It's so early in the week and you know that this was a really great car. The backup's a good car, but nowhere near what this one is. This is very discouraging."
By Ed Hinton
Staff Writer
DAYTONA BEACH -- There's one legacy Dale Earnhardt Jr. doesn't want from his late father. He grew up with the specter, and privately the thought of it nags him in his own right.
"You're d--- right it does," he said softly the other night. "It was no fun. It hurt."
Maestro of Daytona that Dale Earnhardt was in every other race here, it took him 20 tries to win the Daytona 500 itself.
Junior doesn't want to inherit the agonizing question: Will Earnhardt ever win the big one?
The son also has risen to dominance in restrictor-plate racing, here and at Talladega, Ala., the latest example being his convincing win of the Bud Shootout on Saturday. But he is 0 for 3 in the Daytona 500.
That would be a minor flaw, virtually no indication of his future here, except for the black hole that expanded with every year that Junior grew older.
"I think it bothered me just as bad as it bothered him," Little E said. "That time he cut the tire down, that was the worst thing in the world."
That was 1990, when Junior was 15. Big E would take the memory of that day to his grave: "It ain't the Daytona 499," he would say, time and again.
The man in black dominated that day for 499 miles, in arguably the nearest thing to a perfect car that ever touched tires to the asphalt of Daytona International Speedway. But coming off Turn 2 on the final lap, he ran over a piece of metal debris. Down the backstretch, the tire began to shred.
Entering Turn 3, almost exactly one mile from the checkered flag, the tire blew. He did a masterful job of avoiding a wreck, but the drafting line that had been trailing him flew past. And dark horse Derrike Cope went on to win the race.
That was the race that turned what had been a festering question into a gaping wound that would not be closed until Big E finally won the 500 in 1998. It would be the only time. He would die in this race in 2001.
Junior has no bitterness toward or fear of Daytona. He loves it, hallows it, often calls it his favorite track.
"When you come here, you can't get here fast enough," he said. "And then when you leave, you drive out real slow, [taking in] every last little bit you can. ..."
Even though the tunnel through which he leaves runs just beneath Turn 4, where his father was killed.
"There are other tracks that are cornerstones to NASCAR. But this place is a pillar," Junior said. "This place really represents everything I like about the sport."
His showing Saturday night made him the early favorite to win next Sunday's 500. At just the thought of getting it done, getting that first Daytona 500 win out of the way early in his career, Junior burst out laughing.
"That," he said, beaming, head bowed and slowly shaking, "would be awesome."
The nearest he's come to winning the 500 was when he finished second to Dale Earnhardt Inc. teammate Michael Waltrip on that awful Feb. 18, 2001, taking the checkered flag as his father's fatal crash occurred virtually in his rear-view mirror.
Last year Junior had the strongest car on the track but was plagued by two entanglements in other drivers' wrecks. The first one ripped open his Chevrolet's right-front fender, and yet with this enormous aerodynamic handicap he came flying back up through the field, threatening anew to win, until the second accident ruined his chances.
He and his crew bosses, old family friends Tony Eury Sr. and Tony Eury Jr., had feared their edge of recent years on the two restrictor-plate tracks would vanish with this year's new body styles, which left them with a sort of aerodynamic blank sheet of paper.
"I was nervous, somewhat skeptical, over the offseason," Junior said, "about what the new body was going to give us when we came here for testing [in January]. But we have a talented group of individuals over at the fabrication shop at Dale Earnhardt Inc. ... Tony Jr. and Tony Sr. have a track record that speaks for itself."
What are the tricks? The secrets?
"Our success comes from hard work, that's exactly where it comes from," said Eury Sr. "We worked a lot of long days and long nights to get this new body style where we want it, and try to get back to where we were when we left Talladega [with a third straight win there] in October."
And there's the edge they have that no aerodynamics engineering rules can take away -- restrictor-plate engines that are clearly head and shoulders above the rest of the field in sheer horsepower.
"The motors are as much [a reason for his strength here] as the bodies
are," Junior said. "You've got to have that power range and that torque
range, and everything positioned just perfectly with the gear, to where
the car runs when it needs to run when you get those [aerodynamic] pushes"
from trailing cars, so necessary to
passing in plate racing.
How is that accomplished? Little E smiled slightly. He wasn't telling.
"There's ways to kind of tweak things and make things happen to where when you get a push from somebody in the draft, your car will hold it."
He has the aerodynamically optimal car. His engine has the field covered, blatantly, on horsepower. Now, Little E, at 28 the same age Big E was upon his arrival here as a rookie in 1979, could be touted as a virtual lock to win the 45th Daytona 500.
But that's precisely the position his father was in, February after February, going into 19 heartbreaking runnings of this race, before the breakthrough of '98.
Always the favorite ... but then there was always something.
That's the only thing that haunts Dale Earnhardt Jr. about Daytona.
Ed Hinton can be reached at ehinton@....
Credit: Autostock
Conversation: Kevin Harvick
By Marty Smith, Turner Sports Interactive
CONCORD, N.C. -- For those who know him best, Kevin Harvick's silence in 2002 was as deafening as a sonic boom.
An early-season run-in with the powers that be in Central Florida rendered Harvick speechless -- literally -- for the remainder of his sophomore campaign. From that moment on the swagger was gone, the magic of a fairytale freshman year replaced by the nightmarish reality that he'd far overstepped his bounds.
His hands -- and his tongue -- were tied in a double knot.
But rest assured, with the new year comes renewed vigor. Kevin Harvick is back, swagger and all. He took a few moments recently to prove that statement to NASCAR.com's Marty Smith, offering a brutally honest outlook on where he's been, where he's going and exactly how he plans to get there.
Two thousand two was obviously a difficult year for you professionally. Will we see a new Kevin Harvick in 2003?
Harvick: The main reason I put myself in a box last year because every time I turned around I was having to look over my shoulder and point people by. I couldn't talk to anybody. That's not my style. I can go back to racing this year. I put myself in a position last year with NASCAR and I can't blame anybody about that but myself.
I couldn't race anybody. My dang hands were tied and there was nothing I could do about it but just accept it. I had to watch it twice as much when I drove my truck, had to be twice as cautious when I drove the Busch car and in the Winston Cup car, I just kind of did what I had to do to make it through the year. So we had a lot of bad luck and we weren't prepared as a race team going into the season. And I was still worn out from the year before.
They've beat up on us once, and they may beat up on us again, I don't know, but I can promise you one thing -- as a person, as a race team it's embarrassing the way we ran last year and, while I can't promise you it won't happen again, we've done everything in our power to make it better.
You just touched on this a bit right there, but when you look back at what happened in the early season last year, it certainly changed your driving style. When you look back at last year, does it just make you mad?
It's terrible. They can say whatever they want -- that I could do whatever I wanted to. But that wasn't how I felt. I was just crippled. Like I say, I put myself in that position and I wasn't as focused as I needed to be. The year before (2001) it was 100 percent racing. This year we're going back to 100 percent racing.
We're going to race the Winston Cup car, we're going to race 16 Busch
races, 10
Truck races and IROC cars. That's me. Right there. I'm a racer. That's
what my fans like and that's what they want to see, so that's what we're
going to do. Everybody says, "Well, what if you get hurt?" And I say, "Well,
I can get hurt riding my four-wheelers around the yard. I can get hurt
walking across the street, too." The hell with it. I got here by racing
and that's what I'm gonna do.
So it seems like you've gone back to that gung-ho attitude. That's Kevin Harvick.
That's what got me to where I am. I kind of let the "you're acting like Earnhardt" and the "you want to be like Earnhardt" get to me. Well you know what? I got here by being myself, and people can complain and compare me to whoever they want, and if they think I'm acting like Dale Earnhardt, tell them to go root for somebody else because that's why I got hired -- the way I drive and the things I do in a racecar.
And if that happens to be like Earnhardt, and people want to get nitpicky and say I'm trying to be Earnhardt, well, I'm not trying to be nothing. I'm trying to be myself, and that's what I'm going to go out and do because the only people I have to please are myself, my wife and Richard Childress. That's what they want me to do and that's what I'm going to do.
Well hell yeah. You were discussing working out and your preparation tactics for this season. How did last year's struggles help you prepare for this year in a more suitable manner?
I think the best way to compare it is to compare it to other sports. You can compare it to the New England Patriots, the Los Angeles Lakers, you can look at the St. Louis Rams.
What happens is, you go into a year and you win everything in the world and everybody wants a piece of you - media, sponsors, and everything requires time. Well, all the sudden you lose focus on the things that got you where you're at.
And it's happened to all those teams. It happened to us, not only myself but my race team. We weren't content, we went forward with doing things, but we got behind as a race team with our racecars.
Then, the rules were going to be one way and the next thing you know we're going to Rockingham and they say "nope, can't do it that way." So we're cutting our cars up the week before Rockingham and the next thing you know, you're way the hell behind.
And when you're behind as a race team or person, it's hard to get caught back up in Winston Cup racing. This is serious (stuff). You've got to take it serious and I've been in the gym six days a week for the past two months.
We have Monday morning meetings with all our drivers, all our crew chiefs, all our managers. Like I say, we've done everything in our power and they may still kick our butts. But as far as we're concerned we're working as hard as we possibly can to mentally prepare ourselves with the right people, right equipment and do them as right as we know how. That's all we can do.
If they kick our butts this year, we can honestly say, you know what,
we tried as
hard as we could and did everything within our power. Richard has given
us everything. So we either need to find a new approach or figure out what
we're doing wrong. We'll just have to wait and see. I really believe racing
more will help me more than anything.
So you don't see 18th, 20th and 22nd next year out of RCR?
No. I don't think Jeff and Robby are proud of where they finished, either. But once you get past 10th, it just doesn't matter. Out of the three race teams, we still had the best stats -- and they weren't all that impressive.
That's not right. The main thing is, is that I understand where NASCAR's coming from, understand what they want and need out of me, understand the field they're working in. And they understand that I have to go out and drive that racecar the way I have to drive it. If it pisses people off, oh well.
What does NASCAR want out of Kevin Harvick?
The main thing is, you know, they just want to be treated like civil people, and at some points I wasn't treating them like civil people. That was probably the biggest reason I got in trouble. It wasn't for the way I drove on the racetrack. It was for the things I did and said behind the doors.
Just childish (things). On the racetrack I can be myself and say what I want, but say it in a professional manner. I can still tell somebody to stick it up their ass, but tell 'em without trying to rip their heads off.
Back to the gym a minute. How are you training? Weights and cardiovascular workouts?
Actually, I've hired a personal trainer for myself and DeLana, so that when I get to the middle of the season and start shedding weight, I'll be back to my natural weight. I've probably put on eight to 10 pounds, and it's been the hardest thing I've ever had to do.
I wrestled for four years in high school, but that was all about lean. This is the other way. I'm trying to get to a body weight that I can afford to lose some weight, and as much racing as I'm going to do -- it's going to be like 2001. Actually, it's going to be more racing than 2001. It's something I felt I needed to do.
You were discussing how you guys got behind early last year. This year, with you guys being the pioneering arm for the new Monte Carlo, you should probably be pretty far ahead, right?
Well, you'd like to think of it that way. But you know, the Dodges basically didn't change a whole lot, so they should be at the forefront. As far as the Chevrolet, I mean, everybody's done a lot of testing, but it's still going to take some time to completely understand how to make the racecar balanced how I like it and what it takes to get it that way.
So we're still going to have a little bit of a learning curve. I think half the field's going to have a learning curve. But it's a much better racecar than what we had and it's probably going to take some problems and magnify them and take a lot of problems and take them away. So, you know, like I say if they kick our butts this year it won't be because we didn't try.
Not that we didn't try last year, but we've focused and have really tried to take everything and streamline it as much as we can and keep everybody involved and knowing what's going on. In my four years at RCR, this is the most everyone's ever been on the same page -- from the motor shop to the body shop to the drivers.
I know it's the most involved I've ever been, with Richard. Ever since Martinsville, he and I have become a lot closer on a friendship level and as people. I understand where he wants me to help and what he wants me to do more than I ever have.
Like I say, I'm not telling you that we're going out to win championships or win 10 races or win one race, for that matter. I'm telling you that we're prepared as best as we know how to be from each person.
Your
Momma
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