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Happy Friday!
Today In Nascar History
05/11/1958-Bob Welborn wins at Greensboro, win #3 of the season, and #4 of his career.
05/11/1963-Joe Weatherly wins at Darlington, win #2 of the season, and #24 of his career.
05/11/1968-David Pearson wins at Darlington, win #5 of the season, and #35 of his career.
05/11/1974-Richard Petty wins at Nashville, win #4 of the season, and #158 of his career.
Today In Nascar History
05/11/1958-Bob Welborn wins at Greensboro, win #3 of the season, and #4 of his career.
05/11/1963-Joe Weatherly wins at Darlington, win #2 of the season, and #24 of his career.
05/11/1968-David Pearson wins at Darlington, win #5 of the season, and #35 of his career.
05/11/1974-Richard Petty wins at Nashville, win #4 of the season, and #158 of his career.
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What to do with a NASCAR-obsessed Mom on Mother’s Day?
by Cheryl Walker
The flower shops are busily creating arrangements of pink and yellow posies, the candy shops are wrapping their boxes of delicious confections in pink cellophane, and restaurants everywhere are gearing up for one of their busiest days of the year.
Yes, it is time for Mother’s Day again, the annual day of homage to Moms everywhere. Children across the country are scratching their heads and wondering how to best honor the lady that has brought them into the world, and loved them like no other will. Millions of Dads are being asked, ‘Geez, Dad. What can we get Mom for Mother’s Day?’
Sometimes men make the mistake of buying things for their wives or mothers that are what they need, instead of what they want. Please be sure that when you are standing in front of something such as a vacuum cleaner, you say to yourself, ‘Is this item I am considering buying something that will bring her pleasure in the days to come? Does it represent my love to her in the appropriate way?’ Then move along from the vacuums and waffle irons and try a little harder.
If you are lucky enough to have a mom who is a NASCAR fan, then your purchasing choices have just become plentiful, and all of them will definitely fall into the ‘something that she wants’ category.
There is much more beyond a favorite driver’s T-shirt or jacket. Clocks and watches, computer mouse pads, pajamas, and coffee mugs are just a few of the items that, when opened, will make your NASCAR-loving Mom smile wide.
Beyond the gifts that you can wrap, you can be creative in other ways as well. How about a NASCAR-themed dinner? Fly her favorite driver’s flag outside, hang his posters inside, and decorate the table with a black-and-white checkered tablecloth. Serve ‘Rushville Rocket Rigatoni’ or ‘Mark Martin Meatloaf’, with perhaps a freshly tossed ‘Reed-y Sorenson Salad’ on the side. Follow things up with ‘Ned Jarrett’s How About a Piece of Apple Pie?’ or a ‘Carl Long Shortcake’ and you’ve got yourself a fanciful, much-appreciated meal that will be remembered for a long time.
The important thing is to make those Moms happy on their special day. And nothing makes a NASCAR-minded mother happier than being bestowed with gifts that are mementos of the sport she loves so much. Heaven knows she will need consoled, as it’s a Sunday without a race.
Happy Mother’s Day to all of the moms out there.
The flower shops are busily creating arrangements of pink and yellow posies, the candy shops are wrapping their boxes of delicious confections in pink cellophane, and restaurants everywhere are gearing up for one of their busiest days of the year.
Yes, it is time for Mother’s Day again, the annual day of homage to Moms everywhere. Children across the country are scratching their heads and wondering how to best honor the lady that has brought them into the world, and loved them like no other will. Millions of Dads are being asked, ‘Geez, Dad. What can we get Mom for Mother’s Day?’
Sometimes men make the mistake of buying things for their wives or mothers that are what they need, instead of what they want. Please be sure that when you are standing in front of something such as a vacuum cleaner, you say to yourself, ‘Is this item I am considering buying something that will bring her pleasure in the days to come? Does it represent my love to her in the appropriate way?’ Then move along from the vacuums and waffle irons and try a little harder.
If you are lucky enough to have a mom who is a NASCAR fan, then your purchasing choices have just become plentiful, and all of them will definitely fall into the ‘something that she wants’ category.
There is much more beyond a favorite driver’s T-shirt or jacket. Clocks and watches, computer mouse pads, pajamas, and coffee mugs are just a few of the items that, when opened, will make your NASCAR-loving Mom smile wide.
Beyond the gifts that you can wrap, you can be creative in other ways as well. How about a NASCAR-themed dinner? Fly her favorite driver’s flag outside, hang his posters inside, and decorate the table with a black-and-white checkered tablecloth. Serve ‘Rushville Rocket Rigatoni’ or ‘Mark Martin Meatloaf’, with perhaps a freshly tossed ‘Reed-y Sorenson Salad’ on the side. Follow things up with ‘Ned Jarrett’s How About a Piece of Apple Pie?’ or a ‘Carl Long Shortcake’ and you’ve got yourself a fanciful, much-appreciated meal that will be remembered for a long time.
The important thing is to make those Moms happy on their special day. And nothing makes a NASCAR-minded mother happier than being bestowed with gifts that are mementos of the sport she loves so much. Heaven knows she will need consoled, as it’s a Sunday without a race.
Happy Mother’s Day to all of the moms out there.
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Quote of the Day
"With these gas prices I got smart. I'm driving the new Patrick Kennedy hybrid car. Have you seen this thing? It runs on sleeping pills and when you get on the highway it runs on alcohol."
--Jay Leno
News gathered from multiple sources, including but not limited to: Jayski.com, Cup Scene Daily, Thatsracin.com, catchfence.com, nascar.com, yahoo!, espn.com and others.
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Bits and Pieces
"American Stock: The Golden Era of NASCAR 1936 - 1971" - U.S. Senator and Son Collaborate on DVD Series that Retraces NASCAR's Untold, Colorful Past: With a fan base exceeding 75 million people nationwide, NASCAR fever is at an all-time high. But the appeal of the DVD series "American Stock: The Golden Era of NASCAR 1936 - 1971" is its ability to transcend NASCAR enthusiasts to include history buffs and anyone else who has ever dreamed of racing the family car right out of the garage -- which is how this unique American sport got its start more than 70 years ago. Created by filmmaker and former professional racecar driver John W. Warner IV, the collectible four-volume, 4 1/2 hour DVD series on the history of stock car racing and the rise of NASCAR is the only authentic view of the sport's early history on film today. Warner weaves personal narrative, including exclusive interviews with more than 50 NASCAR legends and other colorful people from the sport's golden era, with never-before-seen photos and film footage. He captures the stories of how ordinary men and women raced their "real" Detroit model cars to found what would become one of the most popular organized sports in the country.
"American Stock: The Golden Era of NASCAR 1936 - 1971" - U.S. Senator and Son Collaborate on DVD Series that Retraces NASCAR's Untold, Colorful Past: With a fan base exceeding 75 million people nationwide, NASCAR fever is at an all-time high. But the appeal of the DVD series "American Stock: The Golden Era of NASCAR 1936 - 1971" is its ability to transcend NASCAR enthusiasts to include history buffs and anyone else who has ever dreamed of racing the family car right out of the garage -- which is how this unique American sport got its start more than 70 years ago. Created by filmmaker and former professional racecar driver John W. Warner IV, the collectible four-volume, 4 1/2 hour DVD series on the history of stock car racing and the rise of NASCAR is the only authentic view of the sport's early history on film today. Warner weaves personal narrative, including exclusive interviews with more than 50 NASCAR legends and other colorful people from the sport's golden era, with never-before-seen photos and film footage. He captures the stories of how ordinary men and women raced their "real" Detroit model cars to found what would become one of the most popular organized sports in the country.
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USO's Edward Powell Jr. Named Grand Marshal for Coca-Cola 600; West Virginia Governor Joe Manchin to Serve as Honorary Starter: Edward Powell Jr., president and chief executive officer of United Service Organizations (USO), has been named grand marshal for the May 28 Coca-Cola 600 NASCAR NEXTEL Cup Series event at Lowe's Motor Speedway. Coca-Cola officials also announced that West Virginia Governor Joe Manchin III will serve as the honorary starter and will wave the green flag to send the 43 drivers on their 600-mile journey. In his role as grand marshal, Powell will preside over pre-race ceremonies and give the command, "gentlemen, start your engines." Powell has led the USO since January 2002, carrying out the mission of the international, non-profit organization to enhance the quality of life of U.S. armed forces and their families worldwide. With over 25 years of experience in the public and private sectors, Powell oversees fundraising activities vital to the USO's role in carrying out both peacetime and wartime missions. Under his leadership, the USO has experienced substantial increases in individual and corporate donations to support the organization's various morale-boosting programs and services. Manchin served in the West Virginia legislature and was secretary of state before being elected governor in 2004. During his time in the legislature, Manchin earned a reputation for standing up for West Virginians as he worked to improve schools, protect veterans and senior citizens and create jobs. As governor, Manchin is spearheading the effort to improve the state's economic climate. He is also committed to making affordable and accessible health care available to all citizens and is working to provide a seamless education system, prescription drug assistance for seniors and a better support structure for veterans. - Lowe's Motor Speedway Press Release ~~~~~~~~~~~~~~~~~~
Kevin Harvick Inc. partnering with Cystic Fibrosis FoundationKevin Harvick Inc. has partnered with the Cystic Fibrosis Foundation to raise awareness and funds to support vital research and care programs. The companies have joined forces to sponsor "Fast Lane to a Cure," a dinner to be held on May 16 featuring silent and live auctions, entertainment and a guest speaker.
Three drivers from the KHI family will be in attendance at the event, including Burney Lamar, Ron Hornaday and Kevin Harvick. The dinner will benefit the Cystic Fibrosis Foundation.
Later that week, two-time NASCAR Truck Series champion, Ron Hornaday, will carry the Cystic Fibrosis Foundation logo on his KHI Chevrolet under the lights of the Quaker Steak & Lube 200 race on May 19 at Lowe's Motor Speedway in Concord, N.C.
Fans will have the opportunity to do their part to help the Cystic Fibrosis Foundation through an on-line raffle to be conducted on KHI's Web site, www.kevinharvickinc.com, as well as Harvick's personal Web site, www.kevinharvick.com.
Through May 20 fans can purchase raffle tickets to earn a chance to win the race helmet that will be worn by Hornaday in the Quaker Steak & Lube 200. The helmet bears an exclusive design by Jason Beam created for the race. The helmet will be signed by Hornaday as well as team owners Kevin and DeLana Harvick.
Additionally, a pledge drive will take place during the race in which fans can donate money based on Hornaday's performance. (For example, fans can donate $1.00 per lap completed.)
Every penny of the proceeds from these raffles will be donated to the Cystic Fibrosis Foundation. The mission of the Cystic Fibrosis Foundation—a donor-supported, nonprofit organization—is to assure the development of the means to cure and control cystic fibrosis (CF) and to improve the quality of life for those with the disease.
Call (800) FIGHT CF (800-344-4823) or visit cff.org to see how you can help.
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Sherman leaves full time Nextel Cup competition
Brent Sherman announced that he has left the BAM Racing team in the Nextel Cup Series to start his own operation.
According to a report in the St. Paul Pioneer Press, BAM Racing spokesman Melanie Hamilton confirmed Thursday that Sherman no longer was with the organization but said team officials had no further comment.
“Our new team will be called Sherman Racing, and we'll spend the rest of the 2006 season running on the ARCA RE/MAX Series circuit,” Sherman told Pioneer Press sports reporter Tad Reeve. “Plus we'll try to qualify for a couple of Nextel Cup races — in the Chicago area on July 9 and probably the race near Phoenix on Nov. 12.”
Although his plans aren’t finalized, Sherman indicated that a Nextel Cup team has approached him to run the Nextel All-Star Challenge May 20 and the Coca-Cola 600 May 28 in Charlotte.
“At this point, I don't know that anything will come of it, though,” Sherman said. “If that doesn't happen, then the Sherman Racing team will make its ARCA debut next week, at the May 21 race in Toledo, Ohio.”
Serta mattress, which was the primary sponsor for BAM will be following Sherman. Sherman’s father Bob Sherman is president of Serta.
Sherman seemed to feel that BAM Racing and him weren’t on the same page.
“It just didn't work out with BAM Racing,” Sherman said. “My idea of running well is different from theirs. I didn't think they had my best interest at heart.
And the way things ended between us kind of says it all. I went down to Charlotte for a couple of days of testing at Lowe's Motor Speedway. They made a change to the car that I wasn't sure about. Then I get in the car, pull out of the pits and right off the bat it won't turn. So I go crashing into the wall in turn 3 at 100 mph. It was a fitting end to the story.
Ideally, we'd like to take our new team and run on the Nextel Cup next year. All it takes is the right people. If you hire the right people, there's no reason you can't be successful — and definitely more successful that I was this year. You have to try to do as bad as we did this year. I really didn't enjoy running around at the back of the pack every week.
Thursday according to a published report, the Bam Racing said that Kevin Lepage would drive the No. 49 Dodge with sponsorship from Freightliner for Saturday's Dodge Charger 500 at Darlington Raceway.
Sherman can now only look forward to his future in racing.
“I know I can compete at the top level,” he said. “BAM Racing didn't give me the opportunity to succeed. I think that can change with us running our own team.
Brent Sherman announced that he has left the BAM Racing team in the Nextel Cup Series to start his own operation.
According to a report in the St. Paul Pioneer Press, BAM Racing spokesman Melanie Hamilton confirmed Thursday that Sherman no longer was with the organization but said team officials had no further comment.
“Our new team will be called Sherman Racing, and we'll spend the rest of the 2006 season running on the ARCA RE/MAX Series circuit,” Sherman told Pioneer Press sports reporter Tad Reeve. “Plus we'll try to qualify for a couple of Nextel Cup races — in the Chicago area on July 9 and probably the race near Phoenix on Nov. 12.”
Although his plans aren’t finalized, Sherman indicated that a Nextel Cup team has approached him to run the Nextel All-Star Challenge May 20 and the Coca-Cola 600 May 28 in Charlotte.
“At this point, I don't know that anything will come of it, though,” Sherman said. “If that doesn't happen, then the Sherman Racing team will make its ARCA debut next week, at the May 21 race in Toledo, Ohio.”
Serta mattress, which was the primary sponsor for BAM will be following Sherman. Sherman’s father Bob Sherman is president of Serta.
Sherman seemed to feel that BAM Racing and him weren’t on the same page.
“It just didn't work out with BAM Racing,” Sherman said. “My idea of running well is different from theirs. I didn't think they had my best interest at heart.
And the way things ended between us kind of says it all. I went down to Charlotte for a couple of days of testing at Lowe's Motor Speedway. They made a change to the car that I wasn't sure about. Then I get in the car, pull out of the pits and right off the bat it won't turn. So I go crashing into the wall in turn 3 at 100 mph. It was a fitting end to the story.
Ideally, we'd like to take our new team and run on the Nextel Cup next year. All it takes is the right people. If you hire the right people, there's no reason you can't be successful — and definitely more successful that I was this year. You have to try to do as bad as we did this year. I really didn't enjoy running around at the back of the pack every week.
Thursday according to a published report, the Bam Racing said that Kevin Lepage would drive the No. 49 Dodge with sponsorship from Freightliner for Saturday's Dodge Charger 500 at Darlington Raceway.
Sherman can now only look forward to his future in racing.
“I know I can compete at the top level,” he said. “BAM Racing didn't give me the opportunity to succeed. I think that can change with us running our own team.
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Jarrett announcement this weekend? hearing that #88-Dale Jarrett could make his announcement going to Toyota/Michael Waltrip Racing as soon as this weekend at Darlington Raceway. Waltrip is scheduled to make a live announcement on Speed Channel's NASCAR Live, Saturday, May 13th at 12:30pm/et...maybe....
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NASCAR's oldest superspeedway finds new niche with image makeover
By PETE IACOBELLI
The Associated Press
DARLINGTON, S.C. – The words from NASCAR moms, "Sons and gentlemen, start your engines," have put new sparkle into "The Lady In Black."
Since Darlington Raceway was warned about underperforming by then NASCAR chief Bill France Jr., track officials have made over the image of a crumbling layout that didn't have a future in the super-sized sport.
This weekend's Dodge Charger 500 will be the second consecutive Nextel Cup event under the lights at NASCAR's oldest superspeedway. The track will also debut its new, 6,300-seat Brasington Tower in turn 1, a $6 million investment in the 57-year-old raceway. And as if to answer the question of Darlington's appeal, the track this year had the earliest sellout on record.
Darlington Raceway president Chris Browning knew he was in a fight for survival two years ago when he moved from North Carolina Speedway in Rockingham, N.C., a track that did disappear from NASCAR's schedule after nearly 40 years of racing.
Soon enough, Darlington had the whiff of similar closure when it lost its signature crown jewel, the Southern 500, to California Speedway. And perhaps worst of all, Darlington was given a dog of a day for its lone race, the long dark and barely promotable, Mother's Day weekend.
"I knew it would be hard," Browning said.
But Browning went to work creating new touchstones for the historic track. He and his staff plunged into Mother's Day, inviting moms of Nextel Cup drivers to shout the race's opening phrase. "We want to make that our new tradition as long as we have this race," he said.
Browning knew if he could change the perception, he might preserve Darlington's place in NASCAR. The sellout, the second straight for the Saturday night race, is proof that so far, Browning's tactics have worked.
NASCAR drivers for years have coveted Darlington victories because of its odd, egg-shape and because it has a reputation of where the circuit's best racers succeed.
"I mean, you want to win at every track, but winning at a place like Darlington is just special," said Jeff Green, who won a Busch race there in 2001. "It's icing on the cake."
Points leader Jimmie Johnson swept both Darlington races in 2004, the last year the track had two events. He says the switch to night racing gives the old track a bit more grip than during Labor Day's scorching heat. "That takes away a little bit of the challenge at Darlington, but I love going to that track regardless," Johnson said. "It's one of my favorite tracks on the circuit."
Greg Biffle, who won last year's Dodge Charger 500, felt the goose bumps of that victory when he returned to Darlington last month to cut the ribbon on its new grandstand. "I keep replaying it in my mind," said Biffle, currently 20th in points.
Researchers at the University of South Carolina found Darlington generates around $30 million to the region and state when the Nextel Cup holds up. Tom Regan of the university says the track benefited from a schedule shakeout in the Carolinas that has seen at least five NASCAR weekends – two at The Rock, two at North Wilkesboro (N.C.) Speedway and one at Darlington – disappear over the past decade.
Browning says Darlington's lasting appeal is seen when the green flag drops. "In today's world, we're always talking about brands and building brand awareness," he said. "Darlington is the real deal. Our name is well known across the country for all the right reasons and all the real reasons. There's nothing fake about Darlington.
"Our fans," Browning says, "are smart enough to realize that."
By PETE IACOBELLI
The Associated Press
DARLINGTON, S.C. – The words from NASCAR moms, "Sons and gentlemen, start your engines," have put new sparkle into "The Lady In Black."
Since Darlington Raceway was warned about underperforming by then NASCAR chief Bill France Jr., track officials have made over the image of a crumbling layout that didn't have a future in the super-sized sport.
This weekend's Dodge Charger 500 will be the second consecutive Nextel Cup event under the lights at NASCAR's oldest superspeedway. The track will also debut its new, 6,300-seat Brasington Tower in turn 1, a $6 million investment in the 57-year-old raceway. And as if to answer the question of Darlington's appeal, the track this year had the earliest sellout on record.
Darlington Raceway president Chris Browning knew he was in a fight for survival two years ago when he moved from North Carolina Speedway in Rockingham, N.C., a track that did disappear from NASCAR's schedule after nearly 40 years of racing.
Soon enough, Darlington had the whiff of similar closure when it lost its signature crown jewel, the Southern 500, to California Speedway. And perhaps worst of all, Darlington was given a dog of a day for its lone race, the long dark and barely promotable, Mother's Day weekend.
"I knew it would be hard," Browning said.
But Browning went to work creating new touchstones for the historic track. He and his staff plunged into Mother's Day, inviting moms of Nextel Cup drivers to shout the race's opening phrase. "We want to make that our new tradition as long as we have this race," he said.
Browning knew if he could change the perception, he might preserve Darlington's place in NASCAR. The sellout, the second straight for the Saturday night race, is proof that so far, Browning's tactics have worked.
NASCAR drivers for years have coveted Darlington victories because of its odd, egg-shape and because it has a reputation of where the circuit's best racers succeed.
"I mean, you want to win at every track, but winning at a place like Darlington is just special," said Jeff Green, who won a Busch race there in 2001. "It's icing on the cake."
Points leader Jimmie Johnson swept both Darlington races in 2004, the last year the track had two events. He says the switch to night racing gives the old track a bit more grip than during Labor Day's scorching heat. "That takes away a little bit of the challenge at Darlington, but I love going to that track regardless," Johnson said. "It's one of my favorite tracks on the circuit."
Greg Biffle, who won last year's Dodge Charger 500, felt the goose bumps of that victory when he returned to Darlington last month to cut the ribbon on its new grandstand. "I keep replaying it in my mind," said Biffle, currently 20th in points.
Researchers at the University of South Carolina found Darlington generates around $30 million to the region and state when the Nextel Cup holds up. Tom Regan of the university says the track benefited from a schedule shakeout in the Carolinas that has seen at least five NASCAR weekends – two at The Rock, two at North Wilkesboro (N.C.) Speedway and one at Darlington – disappear over the past decade.
Browning says Darlington's lasting appeal is seen when the green flag drops. "In today's world, we're always talking about brands and building brand awareness," he said. "Darlington is the real deal. Our name is well known across the country for all the right reasons and all the real reasons. There's nothing fake about Darlington.
"Our fans," Browning says, "are smart enough to realize that."
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The truth about the Darlington Stripe
by Monte Dutton
Gazette Sports Writer
When a stock car slaps the wall at Darlington Raceway, it’s almost inevitable that someone — driver, crew chief, owner, reporter, broadcaster — will refer to “the Darlington Stripe.”
That’s a modern incarnation of an ancient term, and its present meaning has nothing to do with the original. If Buck Baker or Fireball Roberts were alive today to take a look at black marks down the right side of a stock car and flattened-out sheet metal, then hear a driver call it a Darlington Stripe, they’d say he didn’t know what he was talking about.
The Stripe used to be intentional.
And when modern observers refer to this hallowed ground as having been reconfigured, they’re talking about 1997, when the straights were flip-flopped. In that year, what had been the back straight became the front straight. What had been turn one became turn three. The move was made because there was no room for expansion on the old front straight. Harry Byrd Highway runs right behind the grandstands. Placing the start-finish line on the opposite side facilitated the construction of new, high-rise grandstands, the latest of which has been added since last year’s race. The shape of the track didn’t change. The banking in the turns didn’t change.
That happened, though, in the late 1960s and, apparently, several changes occurred even before that. Darlington is vastly different from what it was when it opened in 1950.
by Monte Dutton
Gazette Sports Writer
When a stock car slaps the wall at Darlington Raceway, it’s almost inevitable that someone — driver, crew chief, owner, reporter, broadcaster — will refer to “the Darlington Stripe.”
That’s a modern incarnation of an ancient term, and its present meaning has nothing to do with the original. If Buck Baker or Fireball Roberts were alive today to take a look at black marks down the right side of a stock car and flattened-out sheet metal, then hear a driver call it a Darlington Stripe, they’d say he didn’t know what he was talking about.
The Stripe used to be intentional.
And when modern observers refer to this hallowed ground as having been reconfigured, they’re talking about 1997, when the straights were flip-flopped. In that year, what had been the back straight became the front straight. What had been turn one became turn three. The move was made because there was no room for expansion on the old front straight. Harry Byrd Highway runs right behind the grandstands. Placing the start-finish line on the opposite side facilitated the construction of new, high-rise grandstands, the latest of which has been added since last year’s race. The shape of the track didn’t change. The banking in the turns didn’t change.
That happened, though, in the late 1960s and, apparently, several changes occurred even before that. Darlington is vastly different from what it was when it opened in 1950.
The Stripe probably changed in increments, as well. It went from being a slick maneuver to being a mistake. It went from “ah-hah!” to “oops.”
Once upon a time, the third and fourth turns (now the first and second) at Darlington were almost flat and, as a practical matter, narrower even than today. They were bordered on the outside by a guardrail, not a wall. The drivers of the 1950s and ‘60s learned that the fastest way to through those turns was to intentionally pin the right-rear bumpers of the cars against the guardrail, gun the engine off turn four (now two) and shoot down the straight. The original stripe was on the right rear of the car.
The only reason I know this is that I attended races at Darlington as a boy and remember vaguely when the change was made. Before the turns on the wide side of the egg-shaped track were banked higher, passing was nearly impossible in those turns.
It seems incredible to me that there is no notation of this in Darlington’s – or NASCAR’s — records. The length of the track was officially changed from 1.375 (a mile and three eighths) to its present 1.366 between the two races run in 1970, but I don’t think that’s when the change occurred. I think that’s when the track was remeasured.
Between the 1968 and 1969 seasons, the pole speed went up from 144.830 mph to 152.293 mph. It’s my guess that a dramatic change must have occurred during the offseason between the Southern 500 of 1968 and the Rebel 400 of 1969. I wish I could be more precise, but I’ve checked two histories of the track, “Googled,” “Yahooed” and gone to Ask.com without finding any definitive notation.
According to Cotton Owens — who raced there as a driver, mechanic and car owner — the track had also been changed earlier. Until 1958, both sides were flatter than they are now. After a phone conversation with Owens, I went back to my library and started perusing old photographs. It appears that one side of the track always had more banking than the other, but neither had the banking – 25 degrees in the present turns one and two, 23 in three and four — of today. Originally, the narrow side of the egg had more banking; today it’s the wide side that is slightly steeper.
“The Track Too Tough to Tame” has always lived up to its nickname, but its unique perils have changed and evolved over the years.
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Lady in Black deserves Labor (Day) of love
Stretch of Bristol, Darlington, Richmond should lead into Chase
By Ryan Smithson, NASCAR.COM
Come on, NASCAR. Time to throw Darlington a bone.
The folks who work there sold out the race. They didn't even complain all that loudly when you took one of their dates away. They knew it was coming. They were just happy they avoided the hangman's noose.
Ask the folks at Rockingham if they'd like to have a single date.
Even though Darlington still has one Cup date, it does not seem right that this track, all 1.366 miles of it, lies at NASCAR's front and center for a mere 48 hours out of the year.
It just doesn't seem right that the track should sit idle the rest of the time. The track doesn't even have its annual Truck Series race anymore, which was taken away in 2005, without much fanfare.
With another schedule change looming in 2007, NASCAR has a golden opportunity to score a major public relations boon by switching Darlington's date back to Labor Day.
NASCAR is famously attempting to go global with its product, but such a move would be lauded from Aiken to York.
The Mother's Day date is nice because it gives teams an extra day at home before the all-star weekend, which is already one of the lower-key weekends of the year. It's a welcomed thing, sure.
It is just not the same.
Yeah, I know. Labor Day was hotter than Hades, but the track solved the problem by putting in lights.
Even if the race was run in the daytime 95-degree heat, I doubt it would hurt attendance all that much.
The track recently added 3,000 seats and sold every one of them in advance, and they could easily could shoot for a capacity of 80,000. With a Labor Day date, all would be sold.
If any track should have a three-day show, it is Darlington.
At the very least, it would be fitting for NASCAR to have Bristol, Darlington and Richmond -- three of its crown jewel events -- as the three races predicating the Chase for the Nextel Cup.
Having the second Fontana event as one of the events leading up to the final 10-race stretch is a little too predictable for my tastes.
It would also be good to spread out the markets by moving Darlington back to September.
NASCAR has essentially scheduled three races in row (Darlington, All-Star weekend, Coca-Cola 600) that serve the Charlotte, N.C. market. Can a fan living in Columbia, S.C. afford to go to three straight events? Probably not.
It is perfectly understandable that Darlington is saddled with just one date. With tracks like Chicagoland and Kansas City that carry heavy mortgages, it is normal for a large company like ISC to have to answer to stockholders.
But Darlington shouldn't have to deal with a red-headed Nextel Cup date.
The opinions expressed are solely those of the writer.
Lady in Black deserves Labor (Day) of love
Stretch of Bristol, Darlington, Richmond should lead into Chase
By Ryan Smithson, NASCAR.COM
Come on, NASCAR. Time to throw Darlington a bone.
The folks who work there sold out the race. They didn't even complain all that loudly when you took one of their dates away. They knew it was coming. They were just happy they avoided the hangman's noose.
Ask the folks at Rockingham if they'd like to have a single date.
Even though Darlington still has one Cup date, it does not seem right that this track, all 1.366 miles of it, lies at NASCAR's front and center for a mere 48 hours out of the year.
It just doesn't seem right that the track should sit idle the rest of the time. The track doesn't even have its annual Truck Series race anymore, which was taken away in 2005, without much fanfare.
With another schedule change looming in 2007, NASCAR has a golden opportunity to score a major public relations boon by switching Darlington's date back to Labor Day.
NASCAR is famously attempting to go global with its product, but such a move would be lauded from Aiken to York.
The Mother's Day date is nice because it gives teams an extra day at home before the all-star weekend, which is already one of the lower-key weekends of the year. It's a welcomed thing, sure.
It is just not the same.
Yeah, I know. Labor Day was hotter than Hades, but the track solved the problem by putting in lights.
Even if the race was run in the daytime 95-degree heat, I doubt it would hurt attendance all that much.
The track recently added 3,000 seats and sold every one of them in advance, and they could easily could shoot for a capacity of 80,000. With a Labor Day date, all would be sold.
If any track should have a three-day show, it is Darlington.
At the very least, it would be fitting for NASCAR to have Bristol, Darlington and Richmond -- three of its crown jewel events -- as the three races predicating the Chase for the Nextel Cup.
Having the second Fontana event as one of the events leading up to the final 10-race stretch is a little too predictable for my tastes.
It would also be good to spread out the markets by moving Darlington back to September.
NASCAR has essentially scheduled three races in row (Darlington, All-Star weekend, Coca-Cola 600) that serve the Charlotte, N.C. market. Can a fan living in Columbia, S.C. afford to go to three straight events? Probably not.
It is perfectly understandable that Darlington is saddled with just one date. With tracks like Chicagoland and Kansas City that carry heavy mortgages, it is normal for a large company like ISC to have to answer to stockholders.
But Darlington shouldn't have to deal with a red-headed Nextel Cup date.
The opinions expressed are solely those of the writer.
~~~~~~~~~~~~~~~~~~~~~~~
Moving On Up:Earnhardt hopes to keep the upward swing going at Darlington
Greg Engel
Cup Scene Daily
Last Saturday nights win at Richmond was a shot in the arm for a team and a driver that have been ailing lately.
But will that first win put the team and arguably NASCAR’s most popular driver, back on the road to recovery?
Before Richmond Saturday night, Dale Earnhardt Junior’s last visit to victory lane was in Chicagoland in 2005, 27 races prior. That unlikely win, at a track he wasn’t favored at, was sandwiched in the midst of a miserable season after the Dale Earnhardt Incorporated organization decided to swap crews and equipment with former DEI driver Michael Waltrip. That decision didn’t exactly turn out like the teams hoped and the sports most popular driver struggled to a 19th place finish in the 2005-point standings.
But after being reunited with his cousin and crew chief Tony Eury Jr., Earnhardt has been a threat to win nearly every week in 2006. The team arrived at Richmond as one of the favorites having won twice there and Earnhardt was finally able to seal the deal.
“Anytime you win it’s special, and each win has its own special significance, at least it does to me, “Earnhardt said, “Like, last year the Chicago win was more of a statement that even in bad times we could be competitive and win a race. But Saturday night kind of proved we’re regaining our old form.
This was my first win since having (crew chief and cousin) Tony Eury Jr. back, so that was pretty cool. It was a lot of fun celebrating in Victory Lane with the team. Tony Jr. has done a great job putting together a team that will get us back in the Chase.
I’ve felt all along that we’re heading in the right direction, and I’ve been saying it all year. But to be taken seriously, we needed to win, and we did that Saturday night.”
To be taken seriously, the DEI team and its driver have to start looking at the big picture of the points standings. Dale Earnhardt Junior now sits sixth in the championship standings and as the season grinds on there are 16 points paying races until the series returns to Richmond in September. That return trip will carry even more significance because it will be the final race before the 2006 version of Chase for the Nextel Cup kicks off.
The top ten in points when the checkered flag waves at the fall Richmond event and anyone lucky enough to be within 400 points of the leader, will contend for the championship over the last ten races of the season. Early in the season championship standings can swing wildly as the positions are close enough to be affected by a small amount of points. But as the season wears on the points become larger and the pendulum swings less and less. As the spring transitions into summer, its time for teams to get even more serious about the points and their place in the standings.
And so it goes for Dale Earnhardt Junior and his DEI team. The team is becoming more aware of the big picture and Dale Jr. admits that he keeps a close eye on the standings and his sixth place position.
“I look at it every week,” he said of the point standings. “We’re right in the middle of the pack in terms of teams eligible for the chase right now.”
Earnhardt is quick to caution though that one win isn’t going to turnaround his season nor guarantee his place in the final ten.
“It’s still way too early to get comfortable,” he said. “You have to keep your eye on some of these guys behind you, because they are very capable of being in the top-10 and in fact probably should be in the top-10. You know guys like Greg Biffle and Elliott Sadler are going to make serious runs before this thing winds down.
But I’m confident we’ll keep up what we’ve been doing. If we start to slip through the standings I got confidence in Tony Jr. to make the right decisions within the walls of the shop, within the components of that race car to do what it takes to put us in position to win to get to where we need to be.”
The confidence that Earnhardt Junior carries from his win at Richmond is tempered with cautious optimism though as the series heads to its next stop Darlington Raceway.
Earnhardt has never won at NASCAR’s oldest track. In 11 races at Darlington, he has just four top-10 finishes, but he has been in the top 15 in his last three races there. His best Darlington finish, fourth, was in March 2002. He finished eighth in this race one year ago.
“It’s difficult to look forward to it,” Earnhardt said. “It’s been a tough track for me, and it’s really hard to race on due to the way it wears the tires out. It’s a good thing they started running it at night. That’s a little bit easier on the tires, and it does add a little more grip to the surface, because that’s what everybody is always looking for.”
As Earnhardt Junior and his team head to Darlington, the driver of the No. 8 Chevy hopes to continue to gain speed on their road to recovery with another Saturday night victory.
It’d be great to get us a win there,” Earnhardt said. “Because any time you win at Darlington, you’ve really put in a good hard day’s work. Every time I go back, I feel like I’m a little bit closer to that opportunity to win there.”
Greg Engel
Cup Scene Daily
Last Saturday nights win at Richmond was a shot in the arm for a team and a driver that have been ailing lately.
But will that first win put the team and arguably NASCAR’s most popular driver, back on the road to recovery?
Before Richmond Saturday night, Dale Earnhardt Junior’s last visit to victory lane was in Chicagoland in 2005, 27 races prior. That unlikely win, at a track he wasn’t favored at, was sandwiched in the midst of a miserable season after the Dale Earnhardt Incorporated organization decided to swap crews and equipment with former DEI driver Michael Waltrip. That decision didn’t exactly turn out like the teams hoped and the sports most popular driver struggled to a 19th place finish in the 2005-point standings.
But after being reunited with his cousin and crew chief Tony Eury Jr., Earnhardt has been a threat to win nearly every week in 2006. The team arrived at Richmond as one of the favorites having won twice there and Earnhardt was finally able to seal the deal.
“Anytime you win it’s special, and each win has its own special significance, at least it does to me, “Earnhardt said, “Like, last year the Chicago win was more of a statement that even in bad times we could be competitive and win a race. But Saturday night kind of proved we’re regaining our old form.
This was my first win since having (crew chief and cousin) Tony Eury Jr. back, so that was pretty cool. It was a lot of fun celebrating in Victory Lane with the team. Tony Jr. has done a great job putting together a team that will get us back in the Chase.
I’ve felt all along that we’re heading in the right direction, and I’ve been saying it all year. But to be taken seriously, we needed to win, and we did that Saturday night.”
To be taken seriously, the DEI team and its driver have to start looking at the big picture of the points standings. Dale Earnhardt Junior now sits sixth in the championship standings and as the season grinds on there are 16 points paying races until the series returns to Richmond in September. That return trip will carry even more significance because it will be the final race before the 2006 version of Chase for the Nextel Cup kicks off.
The top ten in points when the checkered flag waves at the fall Richmond event and anyone lucky enough to be within 400 points of the leader, will contend for the championship over the last ten races of the season. Early in the season championship standings can swing wildly as the positions are close enough to be affected by a small amount of points. But as the season wears on the points become larger and the pendulum swings less and less. As the spring transitions into summer, its time for teams to get even more serious about the points and their place in the standings.
And so it goes for Dale Earnhardt Junior and his DEI team. The team is becoming more aware of the big picture and Dale Jr. admits that he keeps a close eye on the standings and his sixth place position.
“I look at it every week,” he said of the point standings. “We’re right in the middle of the pack in terms of teams eligible for the chase right now.”
Earnhardt is quick to caution though that one win isn’t going to turnaround his season nor guarantee his place in the final ten.
“It’s still way too early to get comfortable,” he said. “You have to keep your eye on some of these guys behind you, because they are very capable of being in the top-10 and in fact probably should be in the top-10. You know guys like Greg Biffle and Elliott Sadler are going to make serious runs before this thing winds down.
But I’m confident we’ll keep up what we’ve been doing. If we start to slip through the standings I got confidence in Tony Jr. to make the right decisions within the walls of the shop, within the components of that race car to do what it takes to put us in position to win to get to where we need to be.”
The confidence that Earnhardt Junior carries from his win at Richmond is tempered with cautious optimism though as the series heads to its next stop Darlington Raceway.
Earnhardt has never won at NASCAR’s oldest track. In 11 races at Darlington, he has just four top-10 finishes, but he has been in the top 15 in his last three races there. His best Darlington finish, fourth, was in March 2002. He finished eighth in this race one year ago.
“It’s difficult to look forward to it,” Earnhardt said. “It’s been a tough track for me, and it’s really hard to race on due to the way it wears the tires out. It’s a good thing they started running it at night. That’s a little bit easier on the tires, and it does add a little more grip to the surface, because that’s what everybody is always looking for.”
As Earnhardt Junior and his team head to Darlington, the driver of the No. 8 Chevy hopes to continue to gain speed on their road to recovery with another Saturday night victory.
It’d be great to get us a win there,” Earnhardt said. “Because any time you win at Darlington, you’ve really put in a good hard day’s work. Every time I go back, I feel like I’m a little bit closer to that opportunity to win there.”
~~~~~~~~~~~~~~~~~~~~~
By the Numbers
Darlington Raceway
Darlington Raceway
By B. Duane Cross, NASCAR.COM
By Josh Pate, NASCAR.COM
Darlington may be the Lady in Black, but Rick Hendrick has put an awful lot of bright colors up front recently.
The owner of Hendrick Motorsports has made the South Carolina racetrack his own personal sandbox, wracking up 11 wins, 29 top-fives and 51 top-10s since he put his first car on the track in 1984. Two years into Hendrick's ownership, Tim Richmond got the team's first victory at Darlington.
And recently it's been a little lopsided in favor of Hendrick cars.
Jimmie Johnson swept the races in 2004. Terry Labonte got a victory in 2003. And Jeff Gordon, well, he's won more races there than anybody who'll start Saturday.
As we all know, there's only one way to get to Victory Lane.
What you didn't know
14 -- Consecutive Darlington races a Hendrick Motorsports car has led a lap. The last time a Hendrick Chevy did not lead in a race at Darlington was the spring race in 1998, when Dale Jarrett won -- and Jeff Gordon finished second.
Driver Rating: Dodge Charger 500
144.4 -- Greg Biffle, No. 16 Roush Racing Ford. Biffle won last year's Dodge Charger 500 after leading a race-high 176 laps and then passing Ryan Newman with one lap to go.
NASCAR's driver rating combines the following categories: wins, finishes, top-15s, average lead-lap running position, average speed under green, fastest lap, led most laps and lead-lap finish. Statistics based on current and past year at track. Maximum rating: 150 points.
Numerology
Saturday night's Dodge Charger 500 (6:30 p.m. ET, FOX) will be the 103rd race held at Darlington Raceway but just the second under the lights. The Lady in Black is NASCAR's second-oldest active track and was the first superspeedway.
In its 56-year history, Darlington hasn't discriminated as far as manufacturers go. Ten different manufacturers have wins, with Chevrolet's 36 victories being the most. And in last year's race, a Ford, Chevy and Dodge finished 1-2-3.
~~~~~~~~~~~~~~~~~~~By Josh Pate, NASCAR.COM
Darlington may be the Lady in Black, but Rick Hendrick has put an awful lot of bright colors up front recently.
The owner of Hendrick Motorsports has made the South Carolina racetrack his own personal sandbox, wracking up 11 wins, 29 top-fives and 51 top-10s since he put his first car on the track in 1984. Two years into Hendrick's ownership, Tim Richmond got the team's first victory at Darlington.
And recently it's been a little lopsided in favor of Hendrick cars.
Jimmie Johnson swept the races in 2004. Terry Labonte got a victory in 2003. And Jeff Gordon, well, he's won more races there than anybody who'll start Saturday.
As we all know, there's only one way to get to Victory Lane.
What you didn't know
14 -- Consecutive Darlington races a Hendrick Motorsports car has led a lap. The last time a Hendrick Chevy did not lead in a race at Darlington was the spring race in 1998, when Dale Jarrett won -- and Jeff Gordon finished second.
Driver Rating: Dodge Charger 500
144.4 -- Greg Biffle, No. 16 Roush Racing Ford. Biffle won last year's Dodge Charger 500 after leading a race-high 176 laps and then passing Ryan Newman with one lap to go.
NASCAR's driver rating combines the following categories: wins, finishes, top-15s, average lead-lap running position, average speed under green, fastest lap, led most laps and lead-lap finish. Statistics based on current and past year at track. Maximum rating: 150 points.
Numerology
Saturday night's Dodge Charger 500 (6:30 p.m. ET, FOX) will be the 103rd race held at Darlington Raceway but just the second under the lights. The Lady in Black is NASCAR's second-oldest active track and was the first superspeedway.
In its 56-year history, Darlington hasn't discriminated as far as manufacturers go. Ten different manufacturers have wins, with Chevrolet's 36 victories being the most. And in last year's race, a Ford, Chevy and Dodge finished 1-2-3.
- 1 -- Race this season in which the winner also led the most laps. Tony Stewart led a race-high 288 laps and won at Martinsville.
- 1 -- Darlington race in which Jimmie Johnson did not have a top-10 finish (27th, spring 2003). Johnson has two victories and three top-fives. He has four consecutive top-10s with an average finish of 7.7.
- 2 -- Drivers who ran inside the top 10 the entire race last year at Darlington: Kasey Kahne and Ryan Newman.
- 3 -- Drivers who have been ranked in the top 10 at this point in the season for the past five years: Jimmie Johnson, Dale Earnhardt Jr. and Jeff Gordon.
- 4 -- Laps by Greg Biffle in last year's race that were among the five fastest. Biffle's fastest lap was 165.557 mph on Lap 370.
- 6 -- Drivers with an average running position inside the top 10 last year at Darlington: Greg Biffle (2.581), Kasey Kahne (3.103), Ryan Newman (4.265), Jeff Gordon (5.503), Jimmie Johnson (6.070) and Carl Edwards (8.195).
- 6 -- Victories by Jeff Gordon at Darlington, more than any full-time driver. He won five in a seven-race stretch between 1995 and 1998. His sixth victory was in 2002.
- 6.21 -- Average starting position for Darlington winners, with 19 drivers having won from the pole position. The worst starting position by a winner is 43rd (Johnny Mantz, 1950).
- 7.0 -- Average finishing position for Kasey Kahne in three races at Darlington. Kahne has two poles and his worst finish is 13th, his first race there.
- 8.381 -- Average running position of Tony Stewart this season, the only driver to have an average inside the top 10.
- 9 -- Former Darlington winners entered in Saturday night's race: Greg Biffle, Jeff Burton, Jeff Gordon, Dale Jarrett, Jimmie Johnson, Bobby Labonte, Terry Labonte, Sterling Marlin and Mark Martin.
- 9 -- Top-five finishes for Dale Jarrett in the last 17 races at Darlington, although he hasn't had a top-10 in the last five races there.
- 15.029 -- Average finish of the pole winner at Darlington. The last driver to win from the pole was Dale Jarrett in 1997.
- 18 -- Positions Kevin Harvick has improved in the points over the last six races, from 23rd to fifth.
- 36.49 -- Percent of passes made on the frontstretch of last year's race, the most popular place to pass. Turn 1 was the most difficult place to pass, as 13.39 percent of passes were made there.
- 53 -- Career starts for Terry Labonte at Darlington. Labonte will attempt to make his 54th and final start at the track on Saturday.
- 61 -- Number of times Greg Biffle recorded the fastest lap during last year's Dodge Charger 500, more than any other driver.
- 67 -- Passes made last year by Kevin Harvick, with 40.30 percent coming on the frontstretch. Harvick finished 14th.
- 89 -- Winners in the 102 Darlington races who had a top-10 starting spot. Six of the last 12 winners have started outside of the top 10.
- 321 -- Laps led by Jeremy Mayfield, the most by a driver who is winless at Darlington.
- 1,553 -- Laps led by Jeff Gordon, more than twice the amount of Jeff Burton, who is second among full-time drivers with 786 laps led.
- 1950 -- First year a NASCAR race was run at Darlington, marking the first Cup race to be held on a paved surface. There were 75 starters in the race with Johnny Mantz leading 351 laps and getting his only career victory.
What would it mean if a manufacturer leaves?
Despite rumors, no manufacturer showing signs of backing out
By Marty Smith, NASCAR.COM
Recent scenario witnessed on Interstate 95, somewhere south of Richmond, Va.:
A Jeep Cherokee, packed floorboard-to-sunroof with infant playthings, is easing down the highway toward Charlotte, N.C., amid a cold spring drizzle, when alongside pulls a silver Chevrolet Monte Carlo, black trim, snazzy red pinstripes.
In the lower right portion of the rear window, a palm-sized sticker of the No. 29 proclaims devotion to Nextel Cup Series driver Kevin Harvick. Across the way, on the left, a silhouette of comic strip menace Calvin relieves himself on the number 97, Kurt Busch's digits at Roush Racing before this year's migration to Penske's No. 2.
Breaking the monotonous pitter-patter a passenger utters, "Good thing for them Harvick re-signed with Childress. Buying a new Camry would suck."
Obviously, this machine was purchased for the sole purpose of supporting a NASCAR driver. Harvick drives a silver Chevrolet Monte Carlo, black trim, snazzy red pinstripes. He doesn't like Kurt Busch.
This vehicle lends credence to the old "Win on Sunday, sell on Monday" adage.
But does that truly apply in today's economy, in a sport where only the slightest cosmetic factors distinguish one make from the next, with a car on the horizon that will accentuate those differences even less?
"I think so," said Dodge team owner Ray Evernham. "When you have 70 million people watching [NASCAR], they get excited about it. You look at all the surveys and people say they consciously purchase NASCAR-sponsor products. I'm sure they do the same thing with automobiles."
General Motors Racing director Mark Kent echoed Evernham's opinion; took it a step further, even. From a GM perspective, he said, "Win on Sunday, sell on Monday" applies now more than ever, due largely to better integration between at-track marketing and fan experience, on-track performance and, ultimately, dealerships.
"Because of that we're now selling on Friday, Saturday, Sunday and Monday," Kent said.
At Phoenix last month, GM offered a unique incentive to customers that test drove Chevy Impala SS sedans at local dealerships. Kent said GM gave some 900 hot laps around Phoenix International Raceway, as well as tickets to a race, to those customers. Programs like that, he said, have proven successful.
"If you look at the demographics of NASCAR, there are 75 million fans worldwide," Kent said. "Seven million of those went to races live last year. And of those NASCAR fans, over 40 percent own GM products. So it's a great marketing opportunity for us."
Former head of GM Racing Doug Duchardt, now vice president of development for Hendrick Motorsports, isn't certain the "Win on Sunday, sell on Monday" equation is so finite.
"That's probably too simplistic," Duchardt said. "It's participate on Sunday and leverage it. And if you win, leverage that even more. I think, certainly, though, manufacturers [race] to move iron."
John Fernandez, Dodge Motorsports' operations director, said the return on investment the manufacturer seeks has changed.
"It certainly has changed for us just in the few years we've been into it," Fernandez said. "Our initial reason for getting back into NASCAR was the 75 million fans.
"We felt it was a tremendous way to get exposure for our Dodge brand and promote the message of what the Dodge brand is about -- the performance and capable design of our vehicles. I think we've been able to project that message through NASCAR."
Four years later, though, Fernandez said Dodge is looking beyond that, to determine an intangible next step. Duchardt feels his pain.
"It's sometimes hard to say, 'We race and [because of it] we sell this many more cars,'" Duchardt said. "Sometimes you should ask, 'If we didn't race, what would happen to our sales?' Would they stay flat or would they go down? Those are tough questions."
That particular question is easily answered, from Kent's perspective.
"NASCAR fans are five times more likely to buy from manufacturers that participate in auto racing," Kent said.
What if we didn't race?
A recent Internet report suggested that one of the three manufacturers currently represented in Nextel Cup racing -- Ford, Chevrolet or Dodge -- wishes to discontinue its NASCAR presence.
The initial thought was Chevrolet, due largely to the recent financial decline of its parent company, General Motors, which reportedly lost $10.6 billion in 2005 and $323 million in the first quarter of 2006.
More recently, though, garage sources continually mention Dodge.
Officials from both manufacturers, as well as those from Ford, vehemently deny any intention of leaving.
"We've commented several times over the last year that General Motors and Chevrolet are committed to competing in NASCAR in the long haul," Kent said. "We weren't taken aback at all [by the report]. We know rumors get started every week, and we weren't concerned because we knew it didn't pertain to General Motors."
That doesn't mean they didn't proactively respond, however.
"Every manufacturer personally has had people come in and visit with us to tell us that they're totally happy and totally committed to NASCAR in all of our three series," said NASCAR vice president of competition Robin Pemberton. "So that article got everybody stirred up.
"They were pretty upset with that article, the manufacturers were. It had no basis. To a man, or woman, everybody that came by wanted to emphasize it wasn't them. It took about seven or eight days before they all had an opportunity, but they all made a point to get there."
NASCAR wasn't the only stop made in response to the rumor. Manufacturers contacted and/or visited their respective teams, as well.
"They've been very up front about their commitment to the sport and being involved in the sport," said Jeff Burton, driver of the No. 31 Chevrolet. "Their heritage goes back through racing. I have no inkling of concern that Chevrolet is going anywhere."
Duchardt said GM officials consider NASCAR part of the fabric that makes up the bowtie.
"I've been away for a little over a year now, but when I was at General Motors, the racing programs were ones that gave really good value for the marketing dollar," Duchardt said.
"Chevy's had a long commitment to NASCAR, probably more so than any other manufacturer, and a lot of success, so it's hard to fathom that would be a potential place where they would cut completely out."
But what about narrowing the breadth of its team support? Some 19 full-time Cup Series teams currently run Chevrolets. Is that too many?
"We continually look at how many teams we can support, and with Toyota coming in next year I would anticipate there will be a redistribution of teams," Kent said. "We may lose some by their choice and not ours. Every year we look at what we spend and make sure we're spending our motorsports budget properly."
Kent said GM has been given no indication that any of its teams are contemplating a switch to another manufacturer for 2007.
Duchardt says Chevy's depth is an advantage.
"I always felt when I was in that job that the key to success in this sport is, first you have to have good partners, and second you have to have good technology, and if you have those two you'd probably be successful," Duchardt said.
"It gets down to how many horses you want to have in the race. So they have to make a decision on that. Part of Chevy's success, though, is they've had four very successful organizations running their cars with RCR, DEI, Gibbs and Hendrick.
"Stuff's going to happen in races, so when you have that much depth it allows you to be more successful, and I think that's shown over the years."
If Chevy was to remove teams from its umbrella, smaller team owners would likely suffer. But Cal Wells, a single-car owner that runs Chevrolets, has been given no indication Chevrolet isn't behind his effort.
"Quite the opposite," Wells said. "They have taken the time to explain to me how important of a sales tool NASCAR is for them. They are in the sport forever."
Ditto for Dodge and Ford.
"They've not wavered one little bit since day one," Evernham said. "They have long-term contracts with several of the teams. They have plans out into the double-digits in the 2000s, so I'm pretty confident that whatever rumors are out there about this, it's not Dodge."
"Racing is part of our DNA at Ford going back to our founder, Henry Ford, who was a racer himself," said Ford Racing director Greg Specht. "We take that technical ability and competitiveness and develop that spirit among our employees.
"Plus, it's a terrific marketing program, and builds our brand image for the race fan and casual consumer. It affects how they view Ford."
What would it signal?
Opinions vary greatly on what a manufacturer departure would signal, if anything.
"It would signal many things -- mostly it would test the loyalty of many fans who pull for said manufacturer," Dale Earnhardt Jr. said. "NASCAR would come out the other end OK, though.
"I think there will be times, as in the past, where manufacturers weigh the upsides and downsides to being in the sport, and over years and years they will come and go.
"It's been done before, so it wouldn't mean much at this point to most people. Owners would miss the factory support, but there are always other makes to choose from."
That factory support is nothing to scoff at.
"At the highest level, sponsorships are $20-$25 million. Then you have manufacturers that have factory teams," Fernandez explained. "They're all a little different, and all looking for something a little different.
"Some want more financial backing and some want more technical expertise, like wind-tunnel time that they don't have to pay for."
All said, according to Fernandez manufacturers can spend between $3 million to $10 million per organization in monetary and resource backing. Toyota's entrance will greatly escalate that, one driver that wished to remain anonymous said.
Ford Racing director Greg Specht said he is contractually prohibited from disclosing information regarding who gets what, but did say Ford Motor Company strives to take factory support to the highest level.
"It entails financial support, which we think is kind of secondary because teams can get money from many sources," Specht explained. "Our technical expertise and business acumen and the resources that Ford Motor Company has as a manufacturer are things teams can't get from other sources.
"I believe we have the best technical support of all the manufacturers. We do more to help our teams be competitive on track, and work hard at doing what we do best, and letting the teams do what they do best."
Which is?
"Well, take the Car of Tomorrow," Specht continued. "In the development of the Car of Tomorrow, we as a manufacturer have been working with NASCAR for a year and a half on the aerodynamic model. We've done considerable testing with them in the wind tunnel, had brainstorming sessions, gone to their on-track tests.
"So rather than each team having to do that and spend time and focus on that, we do that. We have that capability. So we relieve the teams of having to do that, and when the time comes to build the Car of Tomorrow we'll cascade that information to teams to get ahead."
Ford's R&D effort on the Car of Tomorrow enables its teams to focus on the race of today.
No wonder Robert Yates isn't concerned with building a COT model.
Like Earnhardt, others were quite nonchalant about the ramifications of a potential departure. Others say it would merely be the residual effect from a sluggish domestic automobile market.
"I don't know if it would signal anything about NASCAR as much as it would signal what's going on with the economy and the American car market," Evernham said.
"American manufacturers are losing the market share to foreign companies every quarter. So I don't think it's a matter of NASCAR. NASCAR is still the biggest factor to bump marketing, it's just a matter of how many marketing dollars you have.
"So if a company's in financial trouble they don't really have a lot of marketing dollars so they look at the budget they're spending in NASCAR and pull that back."
Wells knows a thing or two about manufacturer support. He's run two of the three currently in NASCAR, and ran the Pontiac Grand Prix before GM discontinued Pontiac's NASCAR presence following the 2003 season. Again, the marketing dollar is crucial.
"I think if you look at the three manufacturers currently competing, they all have some kind of drama going on within their organizations that go well beyond the sport of NASCAR," Wells said.
"I think if marketing initiatives change, it would affect more than just NASCAR. I think you would see a change in ad buys for the Super Bowl, for example, along with other initiatives. They would all take some kind of hit."
"Any sponsor, you're measuring your investment, and sometimes you try to put objective measures to it and it's difficult," Duchardt said. "Take the highest level of racing, Formula One. How do you justify $300 million investment, and divide that by the number of cars you build?
"Pretty soon it just becomes a fiber of the company. That's the intangible with racing, especially with auto manufacturers -- fact that you build cars and naturally want to compete racing cars.
"We did it when we were kids. The first time you got mom and dad's car you go find your buddy and find out what it could do, right? That's just natural. Pretty soon when you compete in the showroom and on the track, and it just becomes part of the fiber of who you are."
Roush Racing president Geoff Smith said a manufacturer would depart if it felt it could no longer compete.
"I think if a manufacturer left it would not affect the fundamental relationship of fans and drivers in the sport," Smith said. "I think if a manufacturer left it would signal more that they no longer believe the playing field was level enough for them to stay.
"It could also signal they don't have enough money. I don't believe it's a signal that NASCAR racing, in any way, doesn't work in their North American market places, because there's just too much data to show how strong the sport is to all the manufacturers' customers.
"So my take is more that it's a symptom that the economic balance of the sport tipped in a way they didn't think they could compete."
Camry of Tomorrow
Is Toyota's pending entrance one such tipping point?
"I don't think so," Fernandez said. "There's a lot of talk about Toyota coming in. They've come into Truck and are doing very well. But they've put a good solid effort into their program. They'll be in Cup next year, and I know we look at them as very committed.
"But GM and Ford are committed, too. We're the low guy on the totem pole right now, and we're battling to get on a level with GM and Ford. [Toyota] will come in and struggle like they did in Truck for a few years trying to get on par."
Harvick agrees.
"I think the impact [of Toyota] is not going to be what it was in the Truck Series," Harvick said Friday following the announcement that he had re-signed at RCR for the next three years.
"This is not Truck racing, and it's going to be a little bit different than what it is in the Trucks."
Toyota's impact is already evident, though, long before it ever hit the racetrack. Dale Jarrett is headed to Michael Waltrip Racing. That gives Toyota a guaranteed spot via Jarrett's champion's provisional. And the manufacturer isn't done. It's dangling big money in front of other marquee drivers, as well.
Many folks felt that the Roush/Yates Engine program was a direct result of Toyota's past business model. Pool resources. Specht said no.
"It didn't have anything to do with Toyota," Specht said. "We just looked at how we were operating and said it wasn't best way to operate. We had people working with the Roush package to make it the best it could be, and we had people working with the Yates package to get it the best it could be.
"We weren't maximizing the total package. So we went to Jack [Roush] and Robert [Yates] and said, 'Hey guys, we need one engine program.' Obviously it's worked well."
And what about the aforementioned Car of Tomorrow? Might that effect manufacturer stability and integration?
"It wouldn't be any different than what we have now. The cars already look very similar," Earnhardt said. "I think that won't have an impact at all, but I'm sure you can find someone with some good points on how it will."
Wells made a run at it.
"NASCAR is in a complex position because it is trying to provide parity and product identification -- two things the manufacturers want but are very difficult to attain," he said. "They are not mutually exclusive."
In other words, 10 years ago when Chevrolet, Ford and Pontiac were cosmetically different, manufacturers were constantly bickering about who had what advantages. NASCAR heard constant complaints. The "common-template" alleviates many of those arguments, but sacrifices obvious brand identity.
And the COT takes that to yet another level.
"The challenge obviously [with the COT], is getting the cars to resemble products the manufacturers sell," Wells said. "Unfortunately, like every other type of racing, other than SCCA, without very complex and expensive equivalency formulas, NASCAR is doing the best job of making the cars the same."
Despite rumors, no manufacturer showing signs of backing out
By Marty Smith, NASCAR.COM
Recent scenario witnessed on Interstate 95, somewhere south of Richmond, Va.:
A Jeep Cherokee, packed floorboard-to-sunroof with infant playthings, is easing down the highway toward Charlotte, N.C., amid a cold spring drizzle, when alongside pulls a silver Chevrolet Monte Carlo, black trim, snazzy red pinstripes.
In the lower right portion of the rear window, a palm-sized sticker of the No. 29 proclaims devotion to Nextel Cup Series driver Kevin Harvick. Across the way, on the left, a silhouette of comic strip menace Calvin relieves himself on the number 97, Kurt Busch's digits at Roush Racing before this year's migration to Penske's No. 2.
Breaking the monotonous pitter-patter a passenger utters, "Good thing for them Harvick re-signed with Childress. Buying a new Camry would suck."
Obviously, this machine was purchased for the sole purpose of supporting a NASCAR driver. Harvick drives a silver Chevrolet Monte Carlo, black trim, snazzy red pinstripes. He doesn't like Kurt Busch.
This vehicle lends credence to the old "Win on Sunday, sell on Monday" adage.
But does that truly apply in today's economy, in a sport where only the slightest cosmetic factors distinguish one make from the next, with a car on the horizon that will accentuate those differences even less?
"I think so," said Dodge team owner Ray Evernham. "When you have 70 million people watching [NASCAR], they get excited about it. You look at all the surveys and people say they consciously purchase NASCAR-sponsor products. I'm sure they do the same thing with automobiles."
General Motors Racing director Mark Kent echoed Evernham's opinion; took it a step further, even. From a GM perspective, he said, "Win on Sunday, sell on Monday" applies now more than ever, due largely to better integration between at-track marketing and fan experience, on-track performance and, ultimately, dealerships.
"Because of that we're now selling on Friday, Saturday, Sunday and Monday," Kent said.
At Phoenix last month, GM offered a unique incentive to customers that test drove Chevy Impala SS sedans at local dealerships. Kent said GM gave some 900 hot laps around Phoenix International Raceway, as well as tickets to a race, to those customers. Programs like that, he said, have proven successful.
"If you look at the demographics of NASCAR, there are 75 million fans worldwide," Kent said. "Seven million of those went to races live last year. And of those NASCAR fans, over 40 percent own GM products. So it's a great marketing opportunity for us."
Former head of GM Racing Doug Duchardt, now vice president of development for Hendrick Motorsports, isn't certain the "Win on Sunday, sell on Monday" equation is so finite.
"That's probably too simplistic," Duchardt said. "It's participate on Sunday and leverage it. And if you win, leverage that even more. I think, certainly, though, manufacturers [race] to move iron."
John Fernandez, Dodge Motorsports' operations director, said the return on investment the manufacturer seeks has changed.
"It certainly has changed for us just in the few years we've been into it," Fernandez said. "Our initial reason for getting back into NASCAR was the 75 million fans.
"We felt it was a tremendous way to get exposure for our Dodge brand and promote the message of what the Dodge brand is about -- the performance and capable design of our vehicles. I think we've been able to project that message through NASCAR."
Four years later, though, Fernandez said Dodge is looking beyond that, to determine an intangible next step. Duchardt feels his pain.
"It's sometimes hard to say, 'We race and [because of it] we sell this many more cars,'" Duchardt said. "Sometimes you should ask, 'If we didn't race, what would happen to our sales?' Would they stay flat or would they go down? Those are tough questions."
That particular question is easily answered, from Kent's perspective.
"NASCAR fans are five times more likely to buy from manufacturers that participate in auto racing," Kent said.
What if we didn't race?
A recent Internet report suggested that one of the three manufacturers currently represented in Nextel Cup racing -- Ford, Chevrolet or Dodge -- wishes to discontinue its NASCAR presence.
The initial thought was Chevrolet, due largely to the recent financial decline of its parent company, General Motors, which reportedly lost $10.6 billion in 2005 and $323 million in the first quarter of 2006.
More recently, though, garage sources continually mention Dodge.
Officials from both manufacturers, as well as those from Ford, vehemently deny any intention of leaving.
"We've commented several times over the last year that General Motors and Chevrolet are committed to competing in NASCAR in the long haul," Kent said. "We weren't taken aback at all [by the report]. We know rumors get started every week, and we weren't concerned because we knew it didn't pertain to General Motors."
That doesn't mean they didn't proactively respond, however.
"Every manufacturer personally has had people come in and visit with us to tell us that they're totally happy and totally committed to NASCAR in all of our three series," said NASCAR vice president of competition Robin Pemberton. "So that article got everybody stirred up.
"They were pretty upset with that article, the manufacturers were. It had no basis. To a man, or woman, everybody that came by wanted to emphasize it wasn't them. It took about seven or eight days before they all had an opportunity, but they all made a point to get there."
NASCAR wasn't the only stop made in response to the rumor. Manufacturers contacted and/or visited their respective teams, as well.
"They've been very up front about their commitment to the sport and being involved in the sport," said Jeff Burton, driver of the No. 31 Chevrolet. "Their heritage goes back through racing. I have no inkling of concern that Chevrolet is going anywhere."
Duchardt said GM officials consider NASCAR part of the fabric that makes up the bowtie.
"I've been away for a little over a year now, but when I was at General Motors, the racing programs were ones that gave really good value for the marketing dollar," Duchardt said.
"Chevy's had a long commitment to NASCAR, probably more so than any other manufacturer, and a lot of success, so it's hard to fathom that would be a potential place where they would cut completely out."
But what about narrowing the breadth of its team support? Some 19 full-time Cup Series teams currently run Chevrolets. Is that too many?
"We continually look at how many teams we can support, and with Toyota coming in next year I would anticipate there will be a redistribution of teams," Kent said. "We may lose some by their choice and not ours. Every year we look at what we spend and make sure we're spending our motorsports budget properly."
Kent said GM has been given no indication that any of its teams are contemplating a switch to another manufacturer for 2007.
Duchardt says Chevy's depth is an advantage.
"I always felt when I was in that job that the key to success in this sport is, first you have to have good partners, and second you have to have good technology, and if you have those two you'd probably be successful," Duchardt said.
"It gets down to how many horses you want to have in the race. So they have to make a decision on that. Part of Chevy's success, though, is they've had four very successful organizations running their cars with RCR, DEI, Gibbs and Hendrick.
"Stuff's going to happen in races, so when you have that much depth it allows you to be more successful, and I think that's shown over the years."
If Chevy was to remove teams from its umbrella, smaller team owners would likely suffer. But Cal Wells, a single-car owner that runs Chevrolets, has been given no indication Chevrolet isn't behind his effort.
"Quite the opposite," Wells said. "They have taken the time to explain to me how important of a sales tool NASCAR is for them. They are in the sport forever."
Ditto for Dodge and Ford.
"They've not wavered one little bit since day one," Evernham said. "They have long-term contracts with several of the teams. They have plans out into the double-digits in the 2000s, so I'm pretty confident that whatever rumors are out there about this, it's not Dodge."
"Racing is part of our DNA at Ford going back to our founder, Henry Ford, who was a racer himself," said Ford Racing director Greg Specht. "We take that technical ability and competitiveness and develop that spirit among our employees.
"Plus, it's a terrific marketing program, and builds our brand image for the race fan and casual consumer. It affects how they view Ford."
What would it signal?
Opinions vary greatly on what a manufacturer departure would signal, if anything.
"It would signal many things -- mostly it would test the loyalty of many fans who pull for said manufacturer," Dale Earnhardt Jr. said. "NASCAR would come out the other end OK, though.
"I think there will be times, as in the past, where manufacturers weigh the upsides and downsides to being in the sport, and over years and years they will come and go.
"It's been done before, so it wouldn't mean much at this point to most people. Owners would miss the factory support, but there are always other makes to choose from."
That factory support is nothing to scoff at.
"At the highest level, sponsorships are $20-$25 million. Then you have manufacturers that have factory teams," Fernandez explained. "They're all a little different, and all looking for something a little different.
"Some want more financial backing and some want more technical expertise, like wind-tunnel time that they don't have to pay for."
All said, according to Fernandez manufacturers can spend between $3 million to $10 million per organization in monetary and resource backing. Toyota's entrance will greatly escalate that, one driver that wished to remain anonymous said.
Ford Racing director Greg Specht said he is contractually prohibited from disclosing information regarding who gets what, but did say Ford Motor Company strives to take factory support to the highest level.
"It entails financial support, which we think is kind of secondary because teams can get money from many sources," Specht explained. "Our technical expertise and business acumen and the resources that Ford Motor Company has as a manufacturer are things teams can't get from other sources.
"I believe we have the best technical support of all the manufacturers. We do more to help our teams be competitive on track, and work hard at doing what we do best, and letting the teams do what they do best."
Which is?
"Well, take the Car of Tomorrow," Specht continued. "In the development of the Car of Tomorrow, we as a manufacturer have been working with NASCAR for a year and a half on the aerodynamic model. We've done considerable testing with them in the wind tunnel, had brainstorming sessions, gone to their on-track tests.
"So rather than each team having to do that and spend time and focus on that, we do that. We have that capability. So we relieve the teams of having to do that, and when the time comes to build the Car of Tomorrow we'll cascade that information to teams to get ahead."
Ford's R&D effort on the Car of Tomorrow enables its teams to focus on the race of today.
No wonder Robert Yates isn't concerned with building a COT model.
Like Earnhardt, others were quite nonchalant about the ramifications of a potential departure. Others say it would merely be the residual effect from a sluggish domestic automobile market.
"I don't know if it would signal anything about NASCAR as much as it would signal what's going on with the economy and the American car market," Evernham said.
"American manufacturers are losing the market share to foreign companies every quarter. So I don't think it's a matter of NASCAR. NASCAR is still the biggest factor to bump marketing, it's just a matter of how many marketing dollars you have.
"So if a company's in financial trouble they don't really have a lot of marketing dollars so they look at the budget they're spending in NASCAR and pull that back."
Wells knows a thing or two about manufacturer support. He's run two of the three currently in NASCAR, and ran the Pontiac Grand Prix before GM discontinued Pontiac's NASCAR presence following the 2003 season. Again, the marketing dollar is crucial.
"I think if you look at the three manufacturers currently competing, they all have some kind of drama going on within their organizations that go well beyond the sport of NASCAR," Wells said.
"I think if marketing initiatives change, it would affect more than just NASCAR. I think you would see a change in ad buys for the Super Bowl, for example, along with other initiatives. They would all take some kind of hit."
"Any sponsor, you're measuring your investment, and sometimes you try to put objective measures to it and it's difficult," Duchardt said. "Take the highest level of racing, Formula One. How do you justify $300 million investment, and divide that by the number of cars you build?
"Pretty soon it just becomes a fiber of the company. That's the intangible with racing, especially with auto manufacturers -- fact that you build cars and naturally want to compete racing cars.
"We did it when we were kids. The first time you got mom and dad's car you go find your buddy and find out what it could do, right? That's just natural. Pretty soon when you compete in the showroom and on the track, and it just becomes part of the fiber of who you are."
Roush Racing president Geoff Smith said a manufacturer would depart if it felt it could no longer compete.
"I think if a manufacturer left it would not affect the fundamental relationship of fans and drivers in the sport," Smith said. "I think if a manufacturer left it would signal more that they no longer believe the playing field was level enough for them to stay.
"It could also signal they don't have enough money. I don't believe it's a signal that NASCAR racing, in any way, doesn't work in their North American market places, because there's just too much data to show how strong the sport is to all the manufacturers' customers.
"So my take is more that it's a symptom that the economic balance of the sport tipped in a way they didn't think they could compete."
Camry of Tomorrow
Is Toyota's pending entrance one such tipping point?
"I don't think so," Fernandez said. "There's a lot of talk about Toyota coming in. They've come into Truck and are doing very well. But they've put a good solid effort into their program. They'll be in Cup next year, and I know we look at them as very committed.
"But GM and Ford are committed, too. We're the low guy on the totem pole right now, and we're battling to get on a level with GM and Ford. [Toyota] will come in and struggle like they did in Truck for a few years trying to get on par."
Harvick agrees.
"I think the impact [of Toyota] is not going to be what it was in the Truck Series," Harvick said Friday following the announcement that he had re-signed at RCR for the next three years.
"This is not Truck racing, and it's going to be a little bit different than what it is in the Trucks."
Toyota's impact is already evident, though, long before it ever hit the racetrack. Dale Jarrett is headed to Michael Waltrip Racing. That gives Toyota a guaranteed spot via Jarrett's champion's provisional. And the manufacturer isn't done. It's dangling big money in front of other marquee drivers, as well.
Many folks felt that the Roush/Yates Engine program was a direct result of Toyota's past business model. Pool resources. Specht said no.
"It didn't have anything to do with Toyota," Specht said. "We just looked at how we were operating and said it wasn't best way to operate. We had people working with the Roush package to make it the best it could be, and we had people working with the Yates package to get it the best it could be.
"We weren't maximizing the total package. So we went to Jack [Roush] and Robert [Yates] and said, 'Hey guys, we need one engine program.' Obviously it's worked well."
And what about the aforementioned Car of Tomorrow? Might that effect manufacturer stability and integration?
"It wouldn't be any different than what we have now. The cars already look very similar," Earnhardt said. "I think that won't have an impact at all, but I'm sure you can find someone with some good points on how it will."
Wells made a run at it.
"NASCAR is in a complex position because it is trying to provide parity and product identification -- two things the manufacturers want but are very difficult to attain," he said. "They are not mutually exclusive."
In other words, 10 years ago when Chevrolet, Ford and Pontiac were cosmetically different, manufacturers were constantly bickering about who had what advantages. NASCAR heard constant complaints. The "common-template" alleviates many of those arguments, but sacrifices obvious brand identity.
And the COT takes that to yet another level.
"The challenge obviously [with the COT], is getting the cars to resemble products the manufacturers sell," Wells said. "Unfortunately, like every other type of racing, other than SCCA, without very complex and expensive equivalency formulas, NASCAR is doing the best job of making the cars the same."
~~~~~~~~~~~~~~~~~~~~~~~
"Championships have always driven me to win races. That 3 car pulling into the track would cause people to look around and wonder what we were doing, to see how to beat us."
-Dale Earnhardt
-Dale Earnhardt
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
NASCAR ON TV THIS WEEK
Qualifying: Nextel Cup Dodge Charger 500 Friday, May 12 3:30 p.m. Speed
Qualifying: Busch Series Diamond Hill Plywood 250 Friday, May 12 5 p.m. Speed
Final practice: Nextel Cup Series Dodge Charger 500 Friday, May 12 6:30 p.m. Speed
Busch Series Diamond Hill Plywood 250 Friday, May 12 8 p.m. FX
Nextel Cup Dodge Charger 500 Saturday, May 13 6:30 p.m. Fox
All time Eastern. Times and station subject to change.
Qualifying: Nextel Cup Dodge Charger 500 Friday, May 12 3:30 p.m. Speed
Qualifying: Busch Series Diamond Hill Plywood 250 Friday, May 12 5 p.m. Speed
Final practice: Nextel Cup Series Dodge Charger 500 Friday, May 12 6:30 p.m. Speed
Busch Series Diamond Hill Plywood 250 Friday, May 12 8 p.m. FX
Nextel Cup Dodge Charger 500 Saturday, May 13 6:30 p.m. Fox
All time Eastern. Times and station subject to change.
~~~~~~~~~~~~~~~~~~~
Well, that's all for today. Until the next time, I remain,
Your
Momma
Life should NOT be a journey to the grave with the intention of arriving safely in an attractive and well preserved body, but rather to skid in sideways, chocolate in one hand, wine in the other, body thoroughly used up, totally worn out and screaming "WOO HOO what a ride!"
"Don't come here and grumble about going too fast. Get the hell out of the race car if you've got feathers on your legs or butt. Put a kerosene rag around your ankles so the ants wins't climb up there and eat that candy ass." - Dale Earnhardt – 1998
Your
Life should NOT be a journey to the grave with the intention of arriving safely in an attractive and well preserved body, but rather to skid in sideways, chocolate in one hand, wine in the other, body thoroughly used up, totally worn out and screaming "WOO HOO what a ride!"
"Don't come here and grumble about going too fast. Get the hell out of the race car if you've got feathers on your legs or butt. Put a kerosene rag around your ankles so the ants wins't climb up there and eat that candy ass." - Dale Earnhardt – 1998
"It's nothin' personal, it's just racin'
-Dale Earnhardt Sr.
This list is authored by:
Sandra Monacelli
221 W. 57th Street 18B
Loveland, CO 80538
970/663-6967
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