The Gloves Are Off, The Playoffs Are On: "On The Rebound" In New Hampshire

(Originally posted on WordPress in September 2017)

This week's edition of the Monster Energy Nascar Cup Series Playoffs is brought to you by the letter "R" for "rebound."

Just when it appeared that points leader Martin Truex Jr.'s position in the championship standings may have been in jeopardy following a multi-car crash on the final lap of stage two, his day and standing atop the points would ultimately be saved by a fifth place finish that could be described as nothing less than phenomenal. And while his day would ultimately end four positions shy of capturing the checkered flag, his incredible comeback from potential disaster would be enough to put his closest competitors on notice that he and his team would "not" be counted out of the picture.

Equally impressive in terms of rebound this past week was race winner Kyle Busch. Coming off a disappointing 15th place finish in the post-season opener at Chicagoland and needing to make up some ground in his quest for a second Cup Series title, the Rowdy One would demonstrate incredible finesse in avoiding the stage two melee that ended the hopes of several fellow contenders, en route to winning said stage and ultimately, the race itself, when all was said and done.

While race winners Truex and Busch have now secured their advancement into the second playoff round, two other drivers can now breathe easy as their transfers are guaranteed based on their accumulated stage points: Kyle Larson and Brad Keselowski. Eight spots now remain to be filled at the completion of this weekend's Apache Warrior 400 at Dover International Speedway, spelling the elimination of four hopefuls when the checkered flag falls on the final lap. Bearing the pressure of elimination in mind, the contenders now standing in greatest need of the ultimate rebound are Ricky Stenhouse Jr. and Austin Dillon (tied with 2044 points), Ryan Newman (sitting in 14th with 2043 points), Kurt Busch (13th with 2027 points) and Kasey Kahne (16th with 2023 points). Bottom line, it's a "win or go home" scenario--the ultimate "rebound." A quick look at the finishing stats for each of the four drivers in question would give the best chance, albeit a most unlikely possibility, to Kahne whose average Dover finish of 8.6 over a total of five races since 2015 is the highest among the bottom four (source: DriverAverages.com).

FINAL THOUGHT FOR THE WEEK
As the first round of eliminations is looming on the horizon and the field of 16 contenders will soon narrow to 12, the championship picture for 2017 is slowly coming into focus. What if any surprises will be in store for the remaining competitors in the picture? Will a longshot driver sneak through with a desperately needed win and advance to Round Two, mathematically ending the chances for a more likely favorite? Or will Sunday's scenario remain consistent with all that has transpired during the season to date? Will we see more aggressive driving by those who know the outcome could be their last shot at advancement? Will the four drivers currently locked into the picture opt to race more conservatively, knowing that they are securely positioned to continue into the next three-race phase? What about the mid-level competitors? And what should we expect to see from those drivers going for a first shot at the glory versus those with several years of playoff experience? What effect will the sheer determination of seven-time champion Jimmie Johnson to shoot for an unprecedented eighth title have upon the post-season outcome when all is said and done? Will a victory from a non-contender sneak in and shake things up? Or will we see a long-anticipated first time win from a contender of the caliber of Chase Elliott, thus propelling him into the next round of competition?

Legitimate questions. Numerous possibilities. Sunday at Dover will mark the first step in search of the answers.

Stay tuned. Things are about to get real.

–Lisa Ballantyne, Totally Nascar Talk
All views herein are my own. Readers’ comments are always welcome.

The Gloves Are Off, The Playoffs Are On: First Stop--Chicagoland

(Originally posted on WordPress, September 2017)

This week's edition of the Monster Energy Nascar Cup Series playoffs is brought to you by the letter "E" for "encumbered."

Just when it appeared that Chase Elliott's stage two win and ultimate runner-up finish at Chicagoland Speedway were going to propel him one step closer to advancement in the championship standings, "BOOM!" The dreaded removal of tape from the spoiler of his #24 NAPA Auto Parts Chevrolet was caught on camera, and down fell the golden hammer. The result? His second-place finish was declared encumbered, costing him the playoff point that he earned for winning stage two, along with hefty fines and suspensions levied on both his car chief and crew chief, and a subsequent relegation to eight place in the postseason point standings. Looking ahead to the coming weekend at Loudon, he and the team now have some serious ground to make up if his hopes for advancement to the next stage are to remain intact. Moral of the story? The rules are the rules, and the watchful eyes of Nascar "will" catch and deal with cheating in any form.

Just call it valuable experience. Which brings to mind the question: How much should a driver be held responsible for poor and irresponsible decision-making on the part of his or her crew? After all, it could legitimately be argued that it was a crew member and not Chase himself who was ultimately responsible for putting that piece of tape on the spoiler--either prior to the start of the race (where it should have been promptly discovered during the pre-race inspection process) or during the course of a pit stop. I have personally sought the answer to this question many times in the past, but in the end that answer has always been the same: Behind every finish, be it successful or unsuccessful, lies a full team effort involving both crew members and drivers, with everyone sharing the responsibility for all decisions and subsequent actions duly affecting the outcome. Whether or not the drivers are consulted via in-race communication with regard to these actions, is yet to be proven, but Nascar, in all fairness, is ultimately faced with the responsibility of assuming that such "pit strategies" were indeed discussed and approved, and thus to act in accordance with such assumptions. Fair? That's questionable depending on the individual circumstances and conditions, but the bottom line is that the rules are the rules, and when they are broken, either with or without the knowledge of the drivers themselves, the violations must be dealt with, and in the aftermath of everything, all that a driver can do is simply chalk the disappointment up as a learning experience, and find within the negatives something positive that will be of benefit in future situations.

So just what effect will this unfortunate turn of events have upon the remaining two races before driver eliminations come into play? In all honesty, probably not very much. The sad fact of the matter is that cheating in some form or another has always been prevalent in the sport, and is not likely to go away simply because of the degree of severity with which Nascar has chosen to handle individual rule book violations. In the now famous words of Jimmie Johnson's crew chief Chad Knaus, who could arguably be nicknamed the King Of Rulebook Modifications, "It's our job to cheat. It's Nascar's job to catch us." And much as your writer hates to admit it, Mr. Knaus has a valid point. Teams are always looking for ways by which a driver stands to gain an advantage during the ultimate pursuit of a victory, and the practice is not likely to stop just because one team's "experimentation" for lack of a better word, has been discovered. Except, of course, when the "discovery" involves their particular team. To that end, one can ultimately hope that the next serious infraction to make news within the sport, will be one committed by another competitor, thus giving "the other guys" something to think about before making poor strategy decisions of their own in future races.

Lesson learned? We can only hope.

On to New Hampshire.
–Lisa Ballantyne, Totally Nascar Talk
All views herein are my own. Readers' comments are always welcome.

The Gloves Are Off, The Playoffs Are On: 2017 Postseason Preview

(Originally posted on WordPress, September 2017)

It's hard to believe, but another "regular" season of Nascar racing is in the history books, and the post-season playoffs for determining year's championship are about to get underway. As the points are reset to reflect the number of victories and bonus points from the previous weeks of competition (and thus, the standings with which each eligible driver enters the next phase of competition), here is a look at how things stack up, how each driver got there and this writer's predictions for what could be in store for 2017's final races.

Getting There Is Half The Fun: How It All Began
In 16th position with 2003 points: Jamie McMurray (Chip Ganassi Racing) enters the postseason with two top five finishes, 13 top tens, and three playoff points in 26 starts.

In 15th position with 2005 points: Matt Kenseth (Joe Gibbs Racing) enters the postseason with seven top five finishes, 12 top tens, three stage wins and five playoff points in 26 starts.

In 14th position with 2005 points: Austin Dillon (Richard Childress Racing) enters the postseason with one win, three top five finishes, four top tens and five playoff points in 26 starts.

In 13th position with 2005 points: Kasey Kahne (Hendrick Motorsports) enters the postseason with one win, three top five finishes, four top tens and five playoff points in 26 starts.

In 12th position with 2005 points: Kurt Busch (Stewart-Haas Racing) enters the postseason with one win, five top five finishes, 13 top tens and five playoff points in 26 starts.

In 11th position with 2005 points: Ryan Newman (Richard Childress Racing) enters the postseason with one win, six top five finishes, 11 top tens and five playoff points in 26 starts.

In 10th position with 2006 points: Chase Elliott (Hendrick Motorsports) enters the postseason with six top five finishes, 14 top tens, two stage wins and six playoff points in 26 starts.

In 9th position with 2008 points: Ryan Blaney (Wood Brothers Racing) enters the postseason with one win, three top five finishes, nine top tens, three stage wins and eight playoff points in 26 starts.

In 8th position with 2010 points: Ricky Stenhouse Jr. (Roush-Fenway Racing) enters the postseason with two wins, four top five finishes, seven top tens, and 10 playoff points in 26 starts.

In 7th position with 2013 points: Denny Hamlin (Joe Gibbs Racing) enters the postseason with two wins, 11 top five finishes, 15 top tens, two stage wins and 13 playoff points in 26 starts.

In 6th position with 2015 points: Kevin Harvick (Stewart-Haas Racing) enters the postseason with one win, eight top five finishes, 16 top tens, three stage wins and 15 playoff points in 26 starts.

In 5th position with 2017 points: Jimmie Johnson (Hendrick Motorsports) enters the postseason with three wins, three top five finishes, eight top tens, one stage win and 17 playoff points in 26 starts.

In 4th position with 2019 points: Brad Keselowski (Penske Racing) enters the postseason with two wins, 11 top five finishes, 14 top 10 finishes, four stage wins and 19 playoff points in 26 starts.

In 3rd position with 2029 points: Kyle Busch (Joe Gibbs Racing) enters the postseason with two wins, 10 top five finishes, 16 top 10 finishes, 11 stage wins and 29 playoff points in 26 starts.

In 2nd position with 2033 points: Kyle Larson (Chip Ganassi Racing) enters the postseason with four wins, 11 top five finishes, 15 top ten finishes, three stage wins and 33 playoff points in 26 starts.

In 1st position with 2053 points: Martin Truex Jr. (Furniture Row Racing) enters the postseason with four wins, 10 top five finishes, 17 top ten finishes, 18 stage wins and 53 playoff points in 26 starts.


The Overall Picture: How Important Is A Win?
Never has the age-old adage that "winning isn't everything; it's the only thing" held more truth than we have seen over the last couple of seasons. For years, fans have been screaming for victories to carry more weight toward championship eligibility, and it appears that Nascar's Powers That Be have finally listened to the majority. And in turn, it appears that the drivers are now more motivated than ever to do anything it takes to assure themselves of being first to reach the checkered flag on the final lap, as the simple "win and you're in" mentality now guarantees drivers an automatic transfer into the playoffs. And whether it be the result of well-calculated strategy or simply a little good luck in the end (take for instance, Kurt Busch's Daytona 500 victory, secured by leading the only lap that mattered), the winning driver is the winning driver, and that's the bottom line.

Entering Chicagoland: Picks And Pans
Looking objectively at the most recent loop data for Chicagoland Speedway*, first glance gives a bit of advantage to the two sophomore drivers making the show: Chase Elliott and Ryan Blaney with average finishes of 3.0 and 4.0 respectively. However, one must bear in mind that these impressive numbers merely reflect having competed in a single race at the venue, in comparison with the more experienced veteran drivers in the field. A closer examination of the full picture would give both Kyle Larson and Brad Keselowski a solid advantage based on past history, with former champions Jimmie Johnson, Kyle Busch and Matt Kenseth following closely behind. Your writer's bottom line for this weekend, however, having taken into consideration both "numbers" and "a little luck," remains in line with the two competitors who have shown the greatest amount of consistency to date: Martin Truex Jr. and Kyle Larson, with further impressive finishes predicted for Jimmie Johnson (determination is the name of the game and he is hungry for title #8), Brad Keselowski and Kevin Harvick.  Having made the show by virtue of points despite a bizarre accident involving an ambulance at Richmond, and with his future in the sport in serious question at this point in time, my "determined to win" vote goes to a former series champion with a little something to prove: Matt Kenseth, with a similar pick based on the same factor going to Kasey Kahne who despite making the field based on a single victory, now finds himself in search of a ride for 2018.
With respect to those who, despite making the final cut, could use some good mojo this weekend, my first vote goes to Kurt Busch. Driver #41 secured his spot when he won the season-opening Daytona 500 by virtue of leading only a single lap, but seemed to disappear from the spotlight for much of the remainder of the regular season. Ryan Blaney, Austin Dillon and Ricky Stenhouse Jr., all first-time winners in 2017, have youth and a new sense of confidence on their side, which should make their respective first appearances in the sport's postseason interesting to watch.  Denny Hamlin, Ryan Newman and Jamie McMurray, all past playoff competitors, should not be counted out at this point. Despite having entered the regular season finale coming off an encumbered victory at Darlington Raceway, Denny Hamlin knows from experience what it takes to be a contender; Ryan Newman entered the 2017 season as 2016's biggest postseason surprise, and Jamie McMurray, who many may consider a dark horse, is making his third playoff appearance--and almost everyone is familiar with the saying "Third time's a charm."


Final Thought
As Nascar's 2017 playoff field is now set in stone, the question on every fan's mind is, Who will hoist the ultimate hardware when the checkers fall at Homestead in November? Will we see a newcomer bring home a first title, a repeat winner from a previous season, a surprise longshot, or a record-breaking eighth title for the reigning champion? While it is too early to tell at this point in time, one thing is for certain: the final 10 races on the schedule promise to be filled with lots of action and excitement for drivers and fans alike.

Who is ready for Chicagoland?

Good luck to all the drivers and teams! Let the thrills begin!

–Lisa Ballantyne, Totally Nascar Talk
All views herein are my own. Readers' comments are always welcome.
*Loop Data Source: MRN

From Hello To Goodbye: A Fan's Heartfelt Thank You To Nascar's "Backflipper"

(As Originally Posted On WordPress, 6.27.17):

They say all good things must come to an end. Sometimes the endings are expected and give us time to prepare, and at other times they come out of nowhere and take us by complete surprise. Such was the case when Carl Edwards, arguably one of the most beloved and personable individuals in all of Nascar, abruptly announced his immediate departure from racing in January, barely a month before Daytona Speedweeks would kick off the 2017 season in February.

To say that his loyal fan following (which, ever since his phenomenal 2005 rookie season, has included your writer) found themselves completely floored by the news, would be the understatement of the year. And to further state that the enigmatic tone of his official news conference left us with more questions than answers, would certainly be putting things mildly. But taking into consideration the fact that one's reasons for certain personal choices are ultimately his own, it is not up to us to question why, but rather to support and respect the individual's right to make said decisions. Bearing that in mind, this dedicated fan chooses instead to move past the shock of the sudden farewell and focus, instead, on the many qualities that made Carl so special and so adored in the eyes of those who faithfully followed his career through the years.

Ask any fan fortunate enough to have met him on any occasion, to share a first or most memorable impression, and you are likely to hear several reasons, first and foremost among them being his friendly demeanor and easy approachability. Over the years he gained quite the reputation for greeting fans with arguably one of the best smiles in all of Nascar, and not to mention the many signature hugs with which he was so generous. And though your writer has never known the privilege of meeting him face to face and being the lucky recipient of such, I've known more than a few who have, and no doubt the memories of their up close and personal encounters are now counted among their most treasured.

But Carl's outgoing persona and friendly demeanor in the presence of fans only serve to scratch the surface of why he was so beloved. No doubt his fellow drivers would attest to his amazing displays of sportsmanship in the aftermath of disappointing finishes, sometimes even coupled with a touch of humor. Who could possibly forget his near-win at Talladega in 2009, dominating those final laps only to be sent into the fence and on a last lap nosedive courtesy of a tap in the rear from the driver who scored a first series victory at his expense? Yet it wasn't so much the crash itself that was notable, so much as was his determination to finish the race even if he had to sprint across the start-finish line on foot after exiting his damaged car. The Ricky Bobby-inspired move may have been of little consolation to him or to his heartbroken fans at the moment, but looking at it in retrospect reminds one of the importance of graciously accepting life's disappointments, learning from them and moving forward. And in what no one would ever have suspected to be the final lap of his racing career, Carl would demonstrate the importance of sportsmanlike conduct when it appeared that his first Cup series title was just around the next turn, only to be marred by another heartbreaking crash. In the aftermath of the unexpected, he immediately approached competitor Joey Logano, encouraging him to finish the race and win that first title--though the big prize would end up going instead to race winner Jimmie Johnson, sealing his place in the sport's history as its third seven-time champion.

His 2016 quest for the title, however, will not be the most remembered achievement of his distinguished career. Without question, that honor ultimately belongs to the closest-ever championship battle between two equally deserving contenders: Carl and Tony Stewart. Fans of both drivers watched with great anticipation as the 2011 title came down to a single-point tiebreaker which would ultimately award the top honor not to Carl but instead to his esteemed competitor. In one respect, disappointing, yet from an objective perspective, one of the most enjoyable culminations to a season in the history of the sport, and certainly a tough act to follow come 2012.

Your writer could go on and on about Carl's many redeeming qualities, including but not limited to the numerous giveaways of his racing trophies to his fans--many of whom were disabled or otherwise disadvantaged; or the time that he soldiered on and drove one particular race to completion despite the "slight inconvenience" of a broken foot (courtesy, if my memory serves me correctly, of a missed landing while catching a frisbee), driving that particular race with specially-approved modifications to his car to accommodate the temporary physical limitations; or those rare times (to the best of my recollection, only two of them) when fans weren't treated to his signature victory celebration--a backflip off the side of his race car--out of respect for a national tragedy or at one point, when he felt that he earned the win by unintentionally taking out a fellow driver.

On a personal level, I think I'm going to miss the backflips most of all--though on a few occasions I admittedly cringed at the thought of a missed landing potentially resulting in a career-ending injury. Thankfully that scenario never came to be, but there were a couple of times when he cut things just a bit too closely for this fan's comfort.

So it all boils down to this: After 12 years of watching his races, cheering his victories, sharing his heartbreaks, and forming lasting friendships with so many of his fans, the time has now come to accept his decision to step out of the spotlight, though I and his fan following may never know (nor, in all reality, do we really "need" to know) the true reason behind his sudden departure. Whatever that reason may be, a true fan will dry the tears, remember the good times, and wish him well in his future endeavors.

So be it. Carl Michael Edwards II, as you move into your next chapter and the sport continues moving forward, I wish you well. Thanks for the memories.

Boy, what a ride it was!

FLASHBACK: The Fiasco 400 At The Brickyard: Laying To Rest The Mess That Was Indy

Over the course of time since the birth of auto racing as a spectator sport, many unforgettable events have carved their niches in its annals of history, and certain tracks have risen to the status of legendary in their own right.  Among those "living legends," one track stands alone in terms of historical significance and prestige:  Indianapolis Motor Speedway, otherwise known as "The Brickyard."

Racing fans have watched numerous memorable events take place there over the years, but one in particular is about to go down in the history books for all the wrong reasons: this year's disastrous spectacle that was billed as the Nascar Sprint Cup series Allstate 400.  And if the ensuing fiasco-fest and the public's subesequent reaction thereto are any indication of things to come, NASCAR may find itself looking at an otherwise unthinkable wave of the future: the money-back guarantee.  Falling short of unhapy fans actually demanding such an extreme, however, one must remember the age-old adage which states: "There are two sides to every story."  This writer is taking that premise one step further in an attempt to explore "three" sides: those of NASCAR, Goodyear and the fans themselves...and in doing so, hopefully lay this "dead horse" to rest once and for all.

NASCAR'S SIDE OF THE STORY

In defense of what happened vs. what could have been and what was ultimately expected, NASCAR is acknowledging that the COT, or "New Car," is still presenting a challenge in terms of a higher transfer of weight which is resulting in additional stress on the right side tires.  According to Robin Pemberton, NASCAR's Vice President Of Competition, in the 15 times that the Cup series has raced at the Indianapolis track, there have been no significant issues with the tires other than the need for a slight additional regulation of the low pressures.  He emphasized that everyone involved knew the potential for problems, and further that everyone on all sides of the issue worked together in the best manner possible under the circumstances to put on a good show for the fans.  However, for a mere "one time out of fifteen," it "just didn't happen."

GOODYEAR'S SIDE OF THE STORY

To summarize Goodyear's side of the story from their position as longtime tire supplier for NASCAR: The basis of their argument appears focused on the combined issues of the Brickyard's unique track surfacing and NASCAR's "new car."  As a result of the three-team tire-testing performed at the track in April, the supplier has remained firm in its position that the results of the said testing were sufficient and that no "open" testing would be necessary due to concerns about tire grip.  They further hold to the belief that the competition cautions, though annoyingly numerous in the actual running of the event, were a preferable alternative to risking potential blowouts at full speed.  Further still, the same tire compound used at the previous year's race was utilized this year: a compound which saw steady improvement with the progression of the race, and thus they based their assumptions on existing data.  The long and the short of it: when all was said and done, the tires simply failed to live up to expectations, and Goodyear has expressed a firm commitment to work closely wiht NASCAR and Brickyard officials and personnel to ensure that a satisfactory solution is reached and that a repeat performance of this year's disappointment will not become a reality.

AND FINALLY, THE FANS' PERSPECTIVE

Shifting gears from the business and technical sides of the story, to whom does NASCAR ultimately carry the responsibility to "deliver?"  It is us, the fans.  And judging from the numerous post-race reactions to which this writer has become privvy from various and sundry reliable sources, last weekend's much-anticipated event failed all of us in that respect.  A 400-mile race run in 10-lap segments?  One might be so bold as to characterize such a travesty on wheels as an extended practice- or test-session, because what we were subjected to last Sunday certainly did not satisfy the common-sense conception of a legitimate "race."  And carrying that assumption a step further, one may even demand that NASCAR adopt the college-course practice of "dropping the lowest grade" with respect to whether or not a legitimate "race" was in actuality what transpired.  Further still, should NASCAR and Brickyard personnel actually follow the suggestion discussed in several online forums, and offer refunds to the many disgruntled fans who were treated to anything "except" for the "race" which they spent their money to see?  Extreme measure?  Perhaps so, but then again, what transpired or failed to transpire last weekend was equally extreme in the form of disappointment and displeasure.

As for laying the "blame" for what happened on one side or the other, or both: the actual type of racing for which this particular track was originally constructed and introduced must be taken into proper consideration.  While Indy has hosted Nascar events over the past several years, and while they have always been enjoyable to this particular point, the actual type of racing (and racecar) that the track was designed to handle was not Nascar racing, but rather the open-wheel series events, consisting of totally different designs of racecar and an equally different style and size of racing tire.  The majority consensus points to the fact that NASCAR should have paid better attention to the issues that surfaced during the earlier-mentioned three-team testing, from which Dale Earnhardt Jr. indicated that his tires were blowing "every five laps" as opposed to the nine or ten that they lasted during the actual event.  In the humble opinion of "this" fan, who was NASCAR listening to at that point, and why was nothing done?  In the opinion of Indianapolis track chairman Tony George, NASCAR in this respect carries the brunt of the responsibility for finding the right combination of car and tire, and even more so considering the fact that the "new" car had not previously raced on an Indy-type surface.  Should this not have been indicative that more testing, perhaps "open" testing, was necessary prior to any actual "racing?"

Looking at the situation from another angle, one may further argue the issue in terms of questioning why Goodyear is recognized as the "sole" supplier of tires for all NASCAR events.  Acknowledging the controversy that ensued during the infamous "Goodyear vs Hoosier" tire wars that transpired several seasons ago, to this fan it still appears feasible that under certain conditions, just what is stopping a second tire company such as Firestone from supplying a compound of tire which has already been proven to sufficiently withstand the unique surfacing of a track originally constructed for open-wheel style racing?  Has NASCAR stopped to consider this alternative?  If not, last weekend's events should be a wakeup call to them in this respect, and it is this writer's further opinion that they certainly "should" consider such an option.

IN CONCLUSION

Whether one's personal conclusion is that the "fault" for last weekend's debacle lies with NASCAR, Goodyear, track preparation and surfacing, an insufficient amount of testing or simply the type of "ill fate" that can cast a shadow over "any" race without notice or anticipation, one thing is for certain: what happened, or rather what "didn't'" happen this past weekend should serve as an eye-opener to both NASCAR and Goodyear before future races are run in the conditions unique to a track such as The Brickyard.  One anonymous NASCAR source has been quoted as stating it thusly: "At the end of the day, NASCAR is the sanctioning body.  The buck stops here.  Rest assured we'll fix the situation."

And having duly cited those words, I now declare the "Indy Horse" officially dead, and in doing so, leave the responsibility of making certain that something of that sort doesn't happen again, in the capable and more qualified hands of the higher powers at both NASCAR and Goodyear.

It's time to move on.  I'm ready for Pocono.

FLASHBACK TO 2009: Nas"karma": A History Of Racing Rivalries And Vigilante Justice

"What goes around comes back around, and sometimes smacks the wall."

These words were penned several years back by a very dear friend of mine who passed away soon afterward, well before his time to go. And I can only imagine what our post-race conversation would have been like had he lived to see his humorously-intentioned quote come to a frightening full-circle fruition during the final laps of the 2010 Kobalt Tools 500 when driver Carl Edwards executed a near-deadly form of vigilante justice against longtime nemesis Brad Keselowski in response to an early-race crash that sent him to the garage for just shy of 200 laps.

By now just about everyone--whether or not they are fans of Nascar--has either seen exhaustive news coverage or online video of the accident in question, or otherwise been subjected to major speculation on the part of both the sport's loyal fan following and the mass media, in regards to who should ultimately receive blame for what happened, to what degree at all that Nascar shoudl have dealt with the situation, and even to the question of whether or not Nascar, relative to their recent "Have at it!" philosophy, is in part to blame for the extreme to which an angry and frustrated Edwards chose to issue a near-deadly dose of "get even."

Your writer stops here to state for the record that yes, I am an Edwards fan and have been so since his phenomenal 2005 rookie season, which coincided simultaneously with my longtime favorite, Rusty Wallace, racing his "Rusty's Last Call" farewell tour--and alongside of that, my subsequent search for a new driver unto whom I would pledge my support as a fan. Allow me also to state for the record that my "shared" Nascar loyalties (thanks to 16 years of supporting Rusty) also include Roger Penske's organization for which Brad Keselowski is presently under contract. From the sole perspective of a "Nascar fan," I admit to having a somewhat skewed opinion on the issue, naturally jumping to the defense of Mr. Edwards, but as a writer with many years of journalism training under my belt, I fully and completely understand the importance of examining the history of the "paybacks" with the utmost of journalistic objectivity.

That point having been duly clarified, I move on.

RACING AND RIVALRIES: THERE'S MORE TO THE STORY
In order to fully understand the events that took place between Edwards and Keselowski in Atlanta, it is important to examine them relative to the history of racing rivalries in general. And in doing so, it must be clearly understood that such rivalries, pure and simple, have been part and parcel to the sport of auto racing ever since its inception. And furthermore, it is in large portion the "rivalry"--the "bad blood," if you will--between Driver X and Driver Y, that drives (pun intended here) fans of all ages and organizational loyalties to glue themselves to their television sets or to their paid seats at the respective tracks for the duration of three-to-four hours' time, watching with unmatched excitement as their favorites "go at it" for four-, five-, or in one instance, six-hundred miles of hard-charging, heart-stopping quest for that coveted checkered flag and ultimately, a series championship title.

In all reality, what would the sport of auto racing be without its share of "bad boys?" And who "hasn't" seen the classic video of the post-Daytona 500 fistfight incident between Cale Yarborough, brothers Donnie and Bobby Allison and their respective team members? For that matter, can anyone even recall which driver actually "won" the race in question? (Just an "aside" for any new, "modern era" Nascar fans--it was Richard Petty.)

Let's face it--fussin', fightin' and feudin', while not exactly a "gentleman's" means of settling a score with a fellow driver, are nonetheless always present and accounted for in greatness of degree, whether in the form of public displays on the race track, behind the scenes in the garage area or in the most extreme cases, "the hauler," or Nascar's version of "the principal's office." And while we the loyal fans of the sport have a natural tendency to elevate the drivers to the highest of pedestals while picturing all of Nascar as "one big happy family," the reality is that in more instances than we would care to openly acknowledge, nothing could be farther from the truth--and in a few select cases, the "teammate camaraderie" that is so readily played out in front of the cameras, is practically non-existent behind the scenes.

Consider the following examples:

KURT BUSCH vs JIMMY SPENCER
Flashing back to the late summer of 2003, a case of "pit road retaliation" between Jimmy Spencer and Kurt Busch culminated with Jimmy jumping out of his car and punching Kurt in the face, resulting in a one-race suspension for Spencer, in addition to his doing "jail time" on an assault charge. Ironically, it was Busch, the victim, who was subsequently subjected to jeers and boos form Spencer's supporters during the night race at Bristol on the Saturday immediately following the incident in question. As a personal aside, your writer was present at said race and vividly recalls the number of fans bearing "Free Jimmy!" protest signs, in addition to the loud choruses of further protest when Kurt ended up winning the race, which ultimately led me to wonder--"Excuse me, but just which driver was the assault victim in the first place???"

GREG BIFFLE vs KEVIN HARVICK
This one is a modern-era classic which saw its inception several years ago within the ranks of what was then the Nascar Busch Series. A bump here, a tap there, a few spinouts and a couple of very visible "in your face" confrontations--and suffice it to say that these two boys are not the most likely candidates to sit together peacefully at a Thanksgiving dinner. And while Harvick has become known for his aggressiveness with a number of other drivers--among them the late Bobby Hamilton Sr., truck series driver Coy Gibbs (a confrontation subsequently netting him a one-race suspension), and most recently a name-calling incident involving Carl Edwards (which resulted in the much-publicized "choke-hold" leveled by an angry Edwards in the garage area of Charlotte Motor Speedway), it is by far his repeated scuffles with Biffle which have earned the most notoriety.

TODD BODINE vs--WELL, YOU NAME THE DRIVER
To put a new twist on an old phrase, for an extended time period in modern-day Nascar racing, it frequently appeared that "where there was a wreck, there was a Bodine"--more specifically, "Baby Brother" Todd, Instead of attempting to name all the drivers who have suffered disappointing finishes at his hand, it would be much simpler to compile a list of those who were fortunate enough "not" to be included on his weekly "hit list." Perhaps most notable among those with a score to settle with Todd woudl be his former teammate, Jimmy Spencer, who managed during their joint tenure to endure more than his share of on-track scuffs and scrapes courtesy of the youngest Bodine.

BODINE vs BODINE--OR, "FAMILY FEUD: NASCAR STYLE"And now, for Bodine brothers Geoffrey and Brett, and the much over-publicized revelations which surfaced during the running of the inaugural Brickyard 400. In this particular instance, middle brother Brett unintentionally sent older brother Geoffrey into a spin, then went on to score his best-ever Cup series finish: a second-place. In the post-crash interview that followed, the elder brother would then openly reveal a history of family issues between the two of them, followed by the not-to-be-forgotten quote:"He's my brother and I love him, but he spun me out." In the end, it would appear that these shocking revelations, not the fact that Indiana's own Jeffrey Michael Gordon earned the distinction of "victor" in the historic inaugural, would become the single outstanding focus of what should have rightfully been Gordon's moment of glory.

RUSTY WALLACE vs JEFF GORDON
Die-hard Nascar fans can tag this one a true Bristol Motor Speedway tradition, as more than a few times these two gentlemen tangled in a last-lap dance to the finish. each time with Mr. Gordon edging out Roger Penske's well-seasoned veteran to take the checkered flag, leaving the Gordon camp celebrating and the Wallace entourage fuming in disgust and displeasure. And while Rusty continued to maintain a more-than-professional public demeanor regarding each "incident" ("Rubbin' is racin'", one could only be left to speculate regarding the 1989 Cup champion's honest thoughts on the issue.

RUSTY WALLACE vs RYAN NEWMAN
A classic example of "trouble in Nascar paradise," personal issues between Rusty Wallace and former teammate Ryan Newman surfaced following the running of the October 2004 event at Martinsville Speedway, a track where Wallace had earned himself quite a reputation for emerging as "the victor." And the issues which emerged front-and-center following their very visible on-track altercation were not exactly to be settled in a gentlemanly manner. In Rusty's final stage appearance at the 2005 awards banquet, his farewell speech attempt to praise Ryan as a teammate included the admission that he may have "roughed him up a little bit," and was met by a bored, almost sleepy look from Newman when the camera panned its way to his seat in the audience. Proof in the pudding that the mere act of "working together" does not necessarily make the best of friends out of two drivers with opposing personalities.

And as a further example of the same, consider--

CARL EDWARDS vs MATT KENSETH
What fan of modern-day Nascar has "not" seen the footage of a poised-for-a-fight Carl Edwards approaching his Roush-Fenway teammate Matt Kenseth while the latter was being interviewed live, following the October 2007 Martinsville event? Thus surfaced revelations similar to the aforementioned from the Penske camp, that "all was not well" in the Jack Roush garage. And while for all intents and purposes the two rivers are presently projecting the image of "civil teammates," the serious Nascar fan still tends to wonder if indeed all is now well behind the scenes.

TYING IT ALL TOGETHER
So what is the point, you might ask, in consideration of the relevance of these past and present feuds and altercations with consideration to Nascar's newest philosophy of allowing the drivers to "police themselves?" And furthermore, does "past history" justify incidents such as the Edwards-Keselowski confrontations and the potentially life-threatening consequences of the same?

In essence, while "responsibility and sensibility" should, in your writer's humble opinion, ultimately rule the game when all is said and done, the sport's loyal fans have long been "crying out" for more excitement during the races. Both track attendance and broadcast viewership have suffered due to the "boredom factor," and when Nascar subsequently responded by announcing the freedom for drivers to "police themselves," incidents such as the Edwards-Keselowski tangles, while not "acceptable" in some fan circles, were nonetheless to be expected. Stated bluntly: the fans wanted more excitement, Nascar responded, and in the first instance of a driver saying "enough is enough," a great majority of the very same fans were crying foul and crucifying Mr. Edwards. Which leads one to ask, what is it that the fans "really" want to see? And from whence should come the dividing point where Nascar must ultimately step in and put an end to the very confrontations which the fans find "thrilling?" And at what point is a driver such as Edwards finally allowed to say, "It's time to take care of this issue!"? And had Keselowski's car not gone airborne, would there even be a discussion of the event in question?

The answers to the above questions are likely to be the subject of debate within the sport's various and sundry fan circles for some time to come, but one thing is certain: whatever one's personal definition of "excitement" in racing--whether it be the thrill of the speed, the risks and the rewards, or simply the personal satisfaction of supporting a certain driver or organization of choice come what may--the sport is here to stay.

So jump in, sit down, shut up, start your engines, and enjoy one hell of a ride.

DEDICATED TO THE LOVING MEMORY OF MY SCHOOLMATE, FRIEND AND NASCAR BUDDY, KEVIN RICHARD ROWLEY, WHO COINED THE OPENING SAYING. I MISS YOU KEV!

Nascar And Tradition: Maintaining The Familiar In The Face Of Changing Times

Longstanding traditions have been part and parcel of the American way of life for as long as all of us can remember, and certain customs within the realm of professional sports are no exception.

Consider, for instance, what professional baseball would be without the ceremonial first pitch or seventh inning stretch, or a resounding chorus of "Take Me Out To The Ballgame" spontaneously ringing throughout the stadium. Consider further, what professional football season would be without the annual "Thanksgiving Classic" or the extravagant Super Bowl halftime production, or what the absence of "March Madness" would mean to the world of college basketball. And just how much excitement and enjoyment would hockey season be without its share of broken teeth, bloody noses and bruised egos that are just as much a part of the quest for the coveted Stanley Cup as are the games themselves?

In one word: boring.

In essence, tradition is just as much a part of any sport as is the competition itself. It provides both fans and participants with a sense of consistency and continuity--a comfort zone, if you will--that keeps the loyalists coming back for more, in eager anticipation of those "little things" that they have al come to expect and embrace over the passage of time.

Nascar racing is certainly no exception to the rule when it comes to many of those endeared customs that have placed a signature stamp upon the sport over the 60-plus years since its inception. What follows is a look (in no particular order of importance) at a mere sampling of the traditions that have served over the sport's history to shape, mold and define it into what it has become--arguably the most popular spectator sport in the United States today.

SPEEDWEEKS AND THE DAYTONA 500

While other professional sports have always adhered to the practice of reserving "crowning glory" for their respective season finales, Nascar by longstanding tradition practices the exact opposite. Each February, the teams end their three-month off-season sabbatical by heading to the very birthplace of their sport--Daytona Beach, Florida--for their season-kickoff spectacular known as "Speedweeks." This grand opening event is actually a series of "several" events taking place over an 11-day time span and culminating in what has come to be known as "The Great American Race" or "The Super Bowl Of Nascar," the Daytona 500. Customarily, he who triumphs in this most prestigious event is known not as the Daytona 500 "winner" but rather as the race "champion," and furthermore his winning car is subsequently "confiscated" by Nascar for the honor of being placed on public display at "Daytona USA" for the period of one year, until a subsequent "champion" is duly crowned. Also worthy of mention is the fact that to this day, the Daytona 500 is the only race on the circuit whose title is not preceded by the name of a corporate sponsor, leaving it to stand alone in the place of honor to which it alone is rightfully due.

THE CHECKERED FLAG
Although its actual origin is unclear, it is most likely believed that the tradition of waving the checkered flag in recognition of a driver's victory began in the early days of racing dirt tracks, where women placed in charge of drivers' lunch breaks would signal them to stop by waving a checkered table cloth. Another widely accepted theory of origin states that the flag was first used to signal the end of bicycle races in 19th century France. The earliest actual photograph of a checkered flag's use at the end of a race is traced to New York during the inaugural Vanderbilt Cup race. Though the date of said race is uncertain, the best estimate of such time is somewhere between 1906 and 1908. (SOURCE: CheckeredFlag.com)

"SIGNATURE" VICTORY CELEBRATIONS

Modern-day post-race celebrations have long since moved well beyond the customary "victory lap" to allow the individual drivers to "seal" their hard-fought triumphs with pieces of their own respective personalities, thus making each celebration truly "one's own." Among those "personal touches" that fans have come to recognize and love over the years are the backward ("Polish") victory lap, credited to the late Alan Kulwicki for the purpose of ending each race "facing and thanking the fans"; the "fence climb" (Tony Stewart); the "snow angel" (Kurt Busch, in response to his Bristol victory the day after a massive snowfall pounded the track); the backflip (Carl Edwards); Kyle Busch's "victory bow"; and "the kissing of the bricks," initiated by Dale Jarrett's crew following DJ's 1996 triumph in the Brickyard 400 at Indianapolis.

However, there is perhaps no victory tradition more popular amogst both drivers and fans than the celebratory "burnout." Although its origin within the realm of Nascar is debatable, the practice actually took root in the CART series, where in 1997 driver Alex Zanardi "lost [self] control" after emerging from last place and a lap down to win the Cleveland Grand Prix, without the benefit of a caution flag. The story is told that he was so excited that instead of heading to Victory Lane, he drove his car directly "to the front straightaway, put his foot on the brakes, turned the wheel and pushed the gas pedal to the floor" (David Newton, ESPN.com). Credit for the first actual burnout on the Nascar circuit has been attributed to several drivers, among them Dale Earnhardt Sr. (the 1998 Daytona 500); Ron Hornaday Jr. (Nascar Craftsman/now Camping World Truck Series); Mike Skinner (Suzuka , Japan--1998); and Kevin Harvick (Atlanta 2001, two races following the death of Dale Earnhardt Sr.). But irrespective of its actual beginnings on the Nascar circuit, the burnout remains the most widely recognized and beloved celebration of victory within present-day Nascar.

Whomever the driver, whatever the race, there is no doubt that the fans love watching the drivers place their own marks of individuality upon their moments of glory, and there is no doubt in your writer's mind that as time passes and new victors emerge from the shadows, the list of beloved victory celebrations will increase both in number and the creativity factor.

DARLINGTON: THE LADY IN BLACK, "TOO TOUGH TO TAME"

Without a doubt, Darlington Raceway, the first of Nascar's "super speedway" tracks (by original classification), is also among its most beloved, despite its dubious distinction as the track "too tough to tame." As your writer has been known to state (botched grammar and all) with each visit that the drivers make to this historic track, "The Lady In Black ain't nobody's lady!" This 1.366 mile raceway, by today's measurements re-classified as an intermediate track, is perhaps most widely revered as both the birthplace of the "Southern 500" and for its trademark battle scar appropriately known as the "Darlington Stripe." It has been stated in the past on numerous occasions that a driver has not "properly" raced Darlington until he has been the unwilling recipient of his own "stripe," and further, as an outward "honor" to "The Lady," the retaining walls remain, for the most part, untouched by paint, leaving the bold "black" in place on said wall as a silent reminder that this particular track is "one tough old broad" and he who remains standing in conquest when all is said and done is truly worthy of the respect of his competitors and an entire nation of fans.

TALLADEGA SUPERSPEEDWAY AND "THE BIG ONE"

With each visit to Talladega Superspeedway, it is never a question of "WILL" there be a major wreck, but rather one of "When?", "Who will trigger the highly-anticipated 'disaster'?, and "How many cars will be involved?" Over your writer's 20-plus years as a Nascar fan, I have been witness to more than "anyone's" share, fair or unfair, of such "horror stories" at the 2.66 mile facility--two "spectacles in particular involving my drivers of personal choice: Rusty Wallace in the spring of 1993 and Carl Edwards in the spring of 2009. But despite the dangers traditionally associated with the speedway (attributed, realistically speaking, to the practice of "restrictor plate racing" due to the size and configuration of the track), Talladega's two yearly events continue to draw in some of the largest crowds of the season, a significant testament to its place of honor in the hearts of race fans everywhere.

BACK-TO-BACK EXCITEMENT AT CHARLOTTE MOTOR SPEEDWAY
For those race fans seeking "that little added extra" in terms of the excitement factor, the last two weeks in the month of May are guaranteed to provide just that, as the teams head to Charlotte, North Carolina for two highly anticipated weeks of thrills, chills and spills. The first event on the calendar is Nascar's All-Star Challenge, a non-points, "show me the money" event where almost anything goes. Although subjected to certain tweaks and changes each year, the basics surrounding the "all for fun, all for the money" event are the same: the eligible participants consist of winning drivers from the present and previous seasons, past Cup series champions, two drivers who "race" their way in during a mini-opener event and one driver who, on the basis of fan popularity voting, is "elected" into the field. The race is run under the lights in multiple segments, and though a "victor" is recognized for each segment, the actual winner of the overall event is not determined until the checkered flag falls at the end of the "final" segment.

By tradition, the Coca-Cola 600, in terms of distance the longest event of the Nascar season, takes place in Charlotte over the Memorial Day weekend. The 600 is unique to Nascar in terms of distance, and until 2010's addition of 75 miles to the spring race at Phoenix, this race also held the distinction of being Nascar's only "daylight-into-nighttime" event. Also noteworthy regarding the 600: it takes place on the same date as the prestigious Indianapolis 500, and over a period of several years in Nascar's recent history, a few drivers attempted what has become known as the 1,100 mile "Double Dip,"an attempt to run both the Indianapolis and Charlotte events in whole or in part, over the course of a single day. Two drivers noteworthy in that respect are Tony Stewart and John Andretti.

THE ALL-STAR PIT CREW PRE-RACE SPECTACULAR

While all of the pre-race attention during the regular "points races" is focused on driver introductions, there is one night a year set aside for the pit crew members to bask in "their" respective moments in the spotlight: the All-Star Challenge pre-race festivities. With a touch of nighttime glimmer, glitz and pageantry near-equal to a Hollywood-fashioned extravaganza, each participating driver's crew excitedly emerges onto a stage-setting and subsequently rushes into the crowd amidst an exuberant display of hand-slapping, high-fiving displays of unity and team spirit, all in rhythm to a background of upbeat, celebratory music. To say the least, this traditional team-and-crowd motivator is hailed by the fans as "near-equal" to the racing itself in terms of the excitement factor.

TRIUMPHS AND TROPHIES

It goes without saying that any and every race victory is unique and special in its own respect. However, there are a few select facilities where the "special" is accompanied by the "sweet," in the form of certain coveted trophies unique to those specific tracks. Notable among such are Martinsville Speedway's special-crafted grandfather clocks; Nashville Speedway's signature Gibson guitars (specially handcrafted by Sam Bass, before the track held its final event last season); "Miles," Dover International Speedway's concrete "Monster;" the Memphis "Statue Of Elvis"; and arguably the most unusual and outrageous of them all: Texas Motor Speedway's 12-gauge Beretta shotgun--and it's for real, folks! Such displays of originality leave your writer wondering just what someone else's brand of creative genius is going to craft next and for which race track. May I personally suggest a mini-statuette of a battle-scarred race car. fully upright and mimicking the ultimate gymnastic "headstand," to be gifted twice yearly to Talladega's "Survival Of The Fittest"?

All jokes aside, no one can deny the important place that certain traditions occupy within the sports (plural) that all of us enjoy watching during any given season of the year. While "change is good" in terms of flowing with the times, your writer holds fast to the belief that the familiar is so much better in terms of providing a stable sense of where things now stand relative to their humble (or not-so-humble) beginnings--a lesson in history worthy of passing down to later generations of fans in order that they, too, may learn to appreciate those time-honored elements that well-seasoned fans will continue to hold dear for generations to come.

Winning Isn't Everything, It's The "Only" Thing--Or Not???

NOTE: I brought this piece out of hiding for the benefit of some of my Nascar friends on Facebook. It was written before Jimmie won "#5."

An old familiar adage states "To the victor belongs the spoils." But in the case of modern day Nascar, the saying could be paraphrased to state that "too many wins spoil the victor." And there is probably no single driver on the scene more aware of this bitter truth than four-time Sprint Cup series champion Jimmie Johnson.

Johnson, whose accomplishments within the sport of auto racing stand alone in a class all to themselves, has amassed to date a total of 49 career victories, a single checkered flag shy of joining the elite group of drivers claiming 50 or more trips to victory lane over the course of their careers--and he is not finished yet. Add into this mix his precedent-setting four consecutive series titles, and the sum of the equation in the eyes of the sport's millions of fans is simply this: predictability and boredom.

Enough already.

While no one will readily argue that fans of Nascar or any other sport simply love to back a proven winner, there comes a point in time when one has to stop and ask the question, "is winning 'really' the only crowning achievement, or is there something more?" And from a driver's perspective, a catch-22 quickly emerges into the picture. If he indeed truly possesses the necessary talent, experience and determination to succeed irrespective of any and all obstacles that may stand in his way, what then should be his ultimate goal? Succeeding at what he does best, or simply appeasing the fans who repeatedly express (arguably) justifiable disdain at the fact that he appears virtually unstoppable in his continued quest to remain at the top of his game? In essence, what is truly most important--a successful career, or popularity among the fans? And just what, if any, is the "mysterious secret" behind Jimmie's unbridled success?

Past and present speculations have pointed to the most obvious possibility: plain and simple, old-fashioned "cheating." After all, it is no secret that Johnson's crew chief, Chad Knaus (nicknamed "Cheatin' Chad" in various and sundry circles), has been busted and even suspended countless times after post-race inspections have pointed to something "sinister." But if suspected cheating on the part of the crew chief were solely responsible, then how does one explain the team's going on to post a Daytona 500 victory with an interim chief at the helm, during the course of a six-week suspension once issued by Nascar to Mr. Knaus? Pure luck? Mere coincidence? Or is it just that Johnson is "that good?"

And while Driver 48 may simply be the one currently occupying the "hot seat" amongst bored and displeased fans, bear in mind that Johnson is not the only one who has found himself, at one point or another, the recipient of a non-harmonious chorus of jeers and boos with each and every trip to Victory Lane. There appears to be a consistent trend within the sport, whereby fans naturally tend to express seasonal "hatred" (if you will pardon the harsh term) for virtually "any" driver who exhibits a clear-cut dominance of his game within the course of any given season. Take as the ultimate example, Richard Petty's unsurpassed season consisting of 27 victories--those occurring well before the sport's sanctioning body expanded its year to consist of 36 events. Your writer can only imagine at this point that even Mr. Petty's most loyal fan following found itself bored after watching "The King" make those victory laps week in and week out. Does anyone even recall from that era, which "other" drivers actually won a single race during Petty's "banner" year as a driver and champion? When all the attention is focused on a single driver or organization, then is it really so unreasonable to wonder just "what is left" for the fans to get excited about and actually glue them to their seats each week for the course of three to four hours of a single broadcast?

Not convinced? Need a further examples of modern-day fan displeasure? For starters: Driver 18, Kyle Busch, and in the same breath (your writer pauses here to shudder at her own thoughts), Driver 99, Carl Edwards. Looking back upon the 2008 season, Busch (who scored eight victories) and Edwards (whose celebratory "victory backflips" totaled nine and placed him in the runner-up position for the championship--which by the way, ultimately went to, uhm, Jimmie Johnson) managed over the course of a single season to amass a combined total of 17 checkered flags, a mere fraction shy of equaling "half" the number of scheduled events for the entire duration of the season. Exciting for their respective fan followings, yes, but for those supporting the remaining drivers on the circuit, simply a great big, loud yawn and a chorus of "here we go again." And consider further, the vintage years of Rusty Wallace's dominance in terms of victories. Once more, your writer shudders to admit, Wallace's predictability in terms of number of wins within a single season didn't accomplish a great deal in terms of boosting his popularity. In fact, when Rusty's "impressive" victories were added to an equally "unimpressive" total of blown engines and other miscellaneous DNF's, Driver 2 subsequently earned the nickname "Mr. Inconsistency" amongst a few broadcasters and commentators within Nascar's inner circle.

So now emerges the ultimate and eternal question: what should be a driver's truly most important career achievement? Victories and titles which either showcase his talent or make the fan masses speculate regarding sinister secrets to his success, or simply going out there and driving the car, doing his best and letting the checkers fall where they may--all the while projecting a squeaky-clean Mr. Nice Guy image simply to gain and maintain a consistent, large fan following?

Perhaps someday a driver will emerge from the shadows and strike that seemingly impossible perfect balance. But in the meantime, as long as certain organizations continue to dominate, the fans will in turn continue to speculate on what secrets may lie hidden behind the scenes.

It's all part and parcel of the onward and upward progress of the sport--and like it, love it or hate it, rest assured that "the cycle shall continue."

Nascar Under The Influence: The "High Price" Of "High Times"

NOTE: In response to the recent suspensions of certain team members found in violation of Nascar's substance abuse policy, and the outcries of displeasure from fans and others who feel that such behavior casts a black eye on the sport, I am publishing a "reprisal" of a piece I wrote in 2010 in response to Nascar's adoption of the policy currently in place. All information contained herein was correct as of the original writing, and no attempt is made to defame or dishonor the personal character of any individuals named.



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Nascar has made its position on the issue of substance abuse within its ranks abundantly clear: enough is enough--you play, you pay, and they aren't backing down. And the adoption of their widely publicized substance abuse policy (effective beginning with the 2009 season) served to unmistakably cement their side of the issue into the annals of the sport's history. But while the official implementation of said policy may have been recent, the problems necessitating such are nothing new.

In fact, far from it.

While the most widely publicized and media-scrutinized violation was that involving Sprint Cup owner/driver Jeremy Mayfield (early 2009 for alleged use of methamphetamines), Mayfield's case merely served through the amount of coverage extended by the mass media, as the sport's first "real" wakeup call relative to the issue of drug abuse within Nascar's rank and file. Your writer’s research has uncovered numerous instances across the board of each of its three major racing series, dating as far back as 2002 to driver Sammy Potashnick of both the Nationwide (then Busch) and Camping World (then Craftsman) Truck Series; to Truck Series driver Brian Rose in 2003, to multiple suspensions for Nationwide drivers Shane Hmiel (now banned for life) and Kevin Grubb (deceased in 2009), the 2007 suspension and subsequent reinstatement of Truck Series driver Tyler Walker and the 2007 incident involving Truck Series driver Aaron Fike (who tested positive for use of heroin on race day.) Among the more current listings of those found to be “in violation” are crew members Matthew Huffstetler, William Keith, William Hileman, Kenneth Luna and William Wheeler, with probably the most shocking individual to test positive being J.C. France, grandson of Nascar founder Bill France, Sr.
And these occurrences serve only to scratch the surface of an issue that goes much deeper--leading one to ponder the most obvious questions:

What took them so long? And why, in the wake of the increasing number of drug busts within the sport's rank and file, are drivers and team members alike continuing to ignore the warnings that the sport's governing body means business--and in so doing, place both their own and their organizations' reputations and credibility on the line? And delving even further, what does Nascar specifically consider "over the line" in terms of substance abuse, what drugs meet the criteria for mandatory testing, and what responsibilities fall personally upon the shoulders of the drivers, team members and other personnel respective to compliance with a policy considered “too broad” or “otherwise intrusive” by a vast majority of the sport’s “inner circle”?

NASCAR AND DRUG TESTING: THE “WHO, WHAT AND WHY”
It isn’t solely the drivers who fall under the watchful umbrella of Nascar’s new drug testing policy. Quite to the contrary, it extends “across the board” to encompass the entire crew, including “over-the-wall” members, crew chiefs, car chiefs, tire, fuel and pit crew members, spotters and race-day support personnel consisting of engineers, engine tuners, shock specialists, chassis specialists and tire specialists. Specific substance lists and categories exist for these persons, including seven classes of amphetamines, three classes of ephedrines, ten specific benzodiazepines and barbiturates, marijuana, cocaine, zolopidem, chromates and any substance proven to increase “specific gravity.” No such list, it should be noted, was adopted for the drivers themselves at the time of the policy’s implementation. (SOURCE: JAYSKI’S SILLY SEASON SITE)

In specific regard to the drivers, the policy specifies that all competitors are asked to take a drug test should there be “reasonable suspicion” of use and/or abuse, and further, that any person obtaining a Nascar license of any sort is required to sign an authorization for testing and release waiver each season. Once suspicion of drug use has been sufficiently established, Nascar reserves the right to request samples of urine, blood, saliva, hair or breath in order to confirm or deny said suspicions. The right is also reserved to suspend competitors based upon driving/operating a passenger vehicle while under the influence of alcohol or drugs, and further, competitors and officials are prohibited from consuming alcohol prior to or during the course of a race. If an individual fails a drug test, he still has the right to resume racing provided that he is willing to submit to “spot testing” as requested by Nascar and paid for at his own expense. Once an individual is reinstated, the right to randomly retest that individual is left in the hands of Nascar. And while no specific rehabilitation programs are recommended or otherwise endorsed by the sport’s governing body, self-help and participation in voluntary treatment programs are strongly encouraged for individuals determined to have a serious problem. (SOURCE: JAYSKI’S SILLY SEASON SITE)

"SETTING THE EXAMPLE"
In the most widely publicized and longest drawn-out case (last season’s alleged use of methamphetamines by owner/driver Jeremy Mayfield, about which the driver continues to maintain his innocence), the argument was that no specific list of substances existed for the drivers in the same manner as one was clearly spelled out for the crews and other team members, and further, Mayfield continually insisted that his positive result was due to a combination of doctor-prescribed Adderall and over-the-counter Claritin, despite several documentations to the contrary, including three positive tests for methamphetamines in his system. It should be noted at this point that only “after” Mayfield’s suspension did Nascar compile a list of banned substances applicable to the drivers. However, in response to arguments to that effect by Mayfield and his attorneys, Nascar spokesman Ramsey Poston stated the following: “The policy remains the same. The misuse or abuse of any drug is a violation. That remains today. That’s still the policy. What we sent to the teams was a sample of what those substances are.” (SOURCE: ESPN, 1-22-10) 
 
Within a week of Mr. Poston’s remarks, Nascar made the addition of an extensive and “non-exhaustive” list of banned substances into its official rule book, to include specific stimulants, narcotic analgesics, ephedrine, benzodiazepines, barbiturates, performance enhancing drugs such as steroids, muscle relaxers, sleep aids, beta blockers, alcohol, certain dietary supplements and any specific agents known to “mask” the presence of the above substances for the purpose of “cheating” a test. And one further note of interest: there are a number of Nascar officials and other personnel specifically trained to take, seal and further analyze any and all test samples submitted by a driver or other team member, and “whistle-blowing” among fellow competitors has also been encouraged in order to help the sport enforce and further police the policy as deemed necessary. (SOURCE: JAYSKI’S SILLY SEASON SITE)

So--Nascar’s governing body has clearly spoken and the lines of battle have therein been drawn, leaving one to wonder in the aftermath of it all, just why the list of those found in violation appears to be on the rise rather than the decline. In this regard, one is left only to speculate, but it is the opinion of your writer that it is at such a point that the issues of personal choice and invasion of privacy come into play. What, some may wonder, is wrong with a driver who, on his own time away from all things racing, wishes to innocently enjoy “a few beers with the guys?” Or in an instance such as that of truck series driver Ron Hornaday, who suffers from Graves Disease and legitimately requires physician-subscribed steroids as a means of controlling the devastating effects of his condition, was Nascar right to “exempt” him from any penalties and/or sanctions relative to the circumstances surrounding his medical need? What about certain drugs, both over-the-counter and prescription, which carry with them the potential to produce a false-positive for a “banned” substance--such being the background for the numerous lawsuits and arguments for reinstatement in the “signature case” involving Jeremy Mayfield? And viewing Mayfield’s case from another perspective, was Nascar too quick to assume guilt and therefore use his circumstances to “send a message“ to the entire field, considering that his situation was the first real “test” of their newly-adopted policy?

While no clear answers are readily evident for the continued ignorance of certain individuals with regard to compliance with the policy and the recognition of the potential dangers of “driving under the influence,” and while Nascar may find it necessary from time to time to step back and take a fresh look at their policy, potentially redefining its specifics and clarifying the ambiguities, your writer is of the opinion that the mere “adoption” of such is nonetheless a step in the right direction, placing Nascar on the same or at least a comparable playing field with that of other professional sports. And it is my further opinion that the “privacy” line ceases to exist, if not fully and completely, at least at “some point,” when an individual or group of individuals is thrust into the public eye and thus placed on a pedestal by fans and foes alike.

In short, fair or unfair, it’s called taking responsibility for one’s personal choices, and it’s all part and parcel of the price of fame.

Nascar 2013: The Year Of The Golden Hammer?

If there's any truth to the age-old cheater's proverb that says "It's only illegal if you get caught," the 2013 Nascar field certainly appears to be testing that premise to its very outer limits. And Nascar, in response, is sending out a stern message of its own: They're mad as hell, and they're not going to take it anymore. And if the severity of recent penalties assessed against some of the sport's highest-profile teams is any indication of things yet to come, cheaters beware: 

Your days are numbered, you "will" be caught, and you "will" pay the price.

The hammer has thusly fallen. And in its aftermath, we, the sport's loyal fans, suddenly find ourselves wondering what has taken Nascar so long to exercise the very degree of authority with which they have all along been entrusted, but which has either been altogether missing or, at the very least, highly inconsistent. And we are further left to wonder why, relative to Nascar's sudden and rather blatant display of power, so many teams nonetheless continue in their daring pursuits to "beat the system."

Just call it "pushing the envelope." Following the adage that "if you ain't cheatin', you ain't tryin'," or in the words of five-time championship crew chief Chad Knaus (well known for at least ten major rule violations and three lengthy suspensions): "It's our job to cheat. It's Nascar's job to catch us," and "It would be frustrating to give up trying to make our car better," one is left to wonder just how much farther the teams will be allowed to go before the sport and its governing body ultimately lose total credibility.

To Nascar's credit, they certainly appear to be trying to rectify the situation, but the attempt is long overdue in the eyes of the sport's loyal fan following. After all, much ado has been made in recent past over the blatant absence on their part, of the very quality by which they ultimately award championships: consistency. And furthermore, fan allegations of demonstrations of clear-cut favoritism toward the sport's more popular personalities or its more affluent team owners have given a huge black eye to the trustworthiness of those in positions of authority. And yet by the same token, many teams continue to boldly test the system in hopes that their manipulations, however bold or slight in nature, will somehow escape the watchful eyes of inspectors and officials alike. And while not exactly humorous at the time of commission, a look back at some of the biggest cheating scandals in the sport will certainly yield a few modern day laughs when weighed against the infractions of the sport's present field of drivers. Consider the following: 

1. Smokey Yunick, the mechanic known in his day for taking the sport's already complicated rule book a bit "too literally." Yunick, arguably one of the most gifted mechanical engineers of his day, lived by the philosophy that "it isn't cheating if the rules don't say that it can't be done." Case in point: he once passed inspection with a fuel "tank" that conformed to all the required specifications, while manipulating the size of the fuel "line" to hold more gas, and further cheating the gas allowance by secretly placing an inflated basketball in the tank, and deflating it once Nascar cleared the tank's capacity during inspection.

2. Tim Flock found himself disqualified from a 1952 Nascar Modified event when it was discovered that his roll bars were made of painted wood. Further examples of blatant weight manipulations include drivers sneaking items made of lead or other heavy metal into the cars; for instance, Darrell Waltrip once filled his frame rolls with bb's that would spill out of a trap door when the car entered the backstretch during the race; and Rusty Wallace was once issued a hefty fine when an inspection determined that his roof flaps consisted of titanium.

3. Michael Waltrip marred Toyota's Nascar debut when his inspection uncovered a fuel additive similar to rocket fuel, resulting in massive fines and disqualification from the season opener. Mikey's response? "If you don't cheat, you look like an idiot." Really, Mikey? And what does it look like when you "do" cheat?

With respect to these "classic" episodes of cheating, alongside the modern era violations currently under investigation by Nascar or under subsequent appeal on the part of the teams involved, one is left to question whether there is a single ounce of integrity remaining in the sport, and why teams continue to test the waters when it has become unquestioningly clear that little or nothing escapes the all-seeing eyes of Nascar's inspection process. The answer? We may never know, but one thing is for certain: Nascar's appeals process is presently being put to the test like never before, and subsequent rulings now stand to set future precedents for identical or similar situations brought before the sport's sanctioning body. Will these decisions open the door for positive changes beneficial to the racing that we know and love, or will they serve to further alienate an already dwindling fan population, fed up with the alleged inconsistency and favoritism that have come to plague the modern era of the sport in ways never before imagined?

Only time will tell. In the meantime, Nascar, the ball is in your court. Play it wisely. Millions are watching.

Finding Unity In The Midst Of Tragedy: A Sport (And A Nation) Carry On

As the Nascar Sprint Cup Series drivers prepare to tackle 400 miles of racing terrain at Kansas Speedway this weekend, everyone's thoughts, prayers and hearts lie much farther away from the featured race track of the week. For a few moments frozen in time, the single most important issue at hand is not "who's cheatin' who," who sits on top of the points board, who received suspensions for violations founded or unfounded, or what penalties should or shouldn't have been handed down by the sanctioning body of the sport. The "driver feud of the week" will suddenly find itself taking a backseat to the unity of a nation, as together we mourn a senseless act of terrorism directed toward our people, and the unforgivable resulting loss of human lives.

We saw it happen in 2001 when the Twin Towers of the World Trade Center and a portion of the Pentagon building were hit without warning, and prior to that when the Oklahoma City bombing and resulting deaths stunned the nation. And yet in none of these instances did the United States of America allow itself to bow to terrorists, nor will we ever. For it is in the midst of those very moments intended for our weakness, that our greatest strengths instead emerge from the ashes and send a message, loud and clear, to those who dare take unfounded aim at our freedoms:

We will not back down!

Though our hearts grieve for those in Boston whose lives were lost in the Marathon bombing, though we are shocked and stunned that our personal safety and liberties have once again come under fire, and though we continue to seek out the answers as to "WHY?", one thing remains certain: the American people will not turn our backs and readily forgive those who wish to destroy everything that this nation was founded upon and continues to stand for! We have proven so, many times in the past, and will continue to demonstrate the same unity and fighting spirit in the days ahead, without respect to those who continually--and mistakenly--believe it is "their job" to intimidate us through such desperate and despicable acts as those of the past week.

Indeed, while we may be tempted when faced with the unthinkable, to "halt" the very things in life which we have come to enjoy (including but not limited to our favorite sporting events), it is in the midst of those very times that we instead find our most tremendous strength in the simple act of "carrying on" with life as usual, and in doing so, returning some semblance of normalcy to the otherwise unfortunate circumstances intended to threaten or intimidate us. And it is in such spirit that the Nascar teams and drivers venture to Kansas Speedway this weekend--many of them paying tribute to the lives lost and to the emerging heroes on their respective race cars--echoing the common sentiment of every proud American citizen who stands in support of a "wounded" but not "broken" people:

Today, we are all "Bostonians."

Sponsorship: The Money, The Message Or Does It Really Matter?

Throughout each and every event of any given racing season, they are out there: those familiar logos with which every Nascar fan in existence has grown accustomed to seeing--the names of those products, services, organizations and "worthy causes of the week" without which, in essence, the sport as we have come to know and love it simply could not exist.

Sponsors.

They make their presence known at various levels, from the stickers plastered in mandatory locations on the side panels of the cars, to the slightly larger lettering on the rear panels, to the strategically-placed messages viewable from the in-car cameras, to the primary logos visible from the hoods and door panels, and even to the paid "naming rights" for certain tracks, the races themselves and the sport's major series. In short, the characterization of racing as a "200 mph billboard on wheels" (give or take, depending on the length of the individual races) could certainly be considered a rather accurate portrayal, one in which sponsors pay big bucks for the privilege of putting their names out there; where in return, those "big bucks" translate into the teams' and drivers' paychecks; and following those final laps, one in which the drivers very graciously and professionally return those endorsements to the sponsors by means of all those carefully orchestrated "thank-you-laced" interviews.

Let's face it: for as much as we, the fans, love the sport and lend our undying loyalties to our drivers and teams of personal choice, to what extent do we "really" pay attention to the messages behind the respective sponsorships? Has their presence, along with their generous corporate contributions, become so routine as to be taken for granted as mere part and parcel of the overall picture, or do people really take their generosity that deeply to heart? I am speaking, more specifically, of the underlying controversy behind the National Rifle Association's sponsorship of this weekend's Sprint Cup Series race at Texas Motor Speedway.

From the moment that this particular sponsorship was announced, opinions were divided based on the national attention aimed toward the gun control debate--an issue that has waged for ages but also one which, in the wake of the recent Sandy Hook Elementary School tragedy, has assumed an entirely new meaning. Which leaves one to wonder what is really important in the grand scheme of things: the money to fund a single Nascar event in the state of Texas, when it is no secret that our nation's economy--and relative to said economic crisis, the overall economy of the sport--has been struggling for quite some time, or the underlying "message" of protecting our right to bear arms under the Second Amendment of the U.S. Constitution. Or does it "really" matter in the end, when all is said and done, the checkers drop, the winner is declared and everyone goes home? How much "weight" at that particular point, does the name, logo or issue "truly" carry?

Consider this, relative to the question at hand: In spite of past controversy stemming from the issues of underage drinking and smoking, or the well-known and proven harmful effects of such habits on "kids" and "responsible adults" alike, were the longtime signature sponsorships from Winston cigarettes and Busch beer subjected to similar disdain? I dare say not, considering the fact that many of the sport's well-seasoned faithfuls "still" catch themselves, to this very day, referring to the Sprint Cup series as "Winston Cup" or to the Nationwide series as the "Busch" series. And in spite of these primary sponsors' withdrawals from Nascar, it is pretty safe to say that in the same sense that smokers continue to smoke and drinkers continue to drink, those who stand on one side or the other of the gun control debate are just as likely to hold steadfast to their personal opinions, irrespective of one particular organization's sponsorship--a "paid" sponsorship, in a very expensive endeavor, mind you--of a single event on the Nascar calendar.

In the final analysis, all that the fans really need to concern themselves with is the survival of their favorite sport during trying times. Don't agree with a "message?" That's fine, because life is all about making choices for ourselves, and in the end, the only thing that should really matter is the true, pure and simple enjoyment of the sport that unites all of us under one common umbrella:

We are "Nascar fans."

Nascar's Baddest Of The Bad: Who They Are, And Why Fans Love Them

Whether we want to admit it or not, there's something mysteriously appealing about a "bad boy."  The allure has grabbed our attention since the days that James Dean introduced us to the image of the cigarette-smoking, leather-clad rebel boy with the slick hair, sexy eyes and irresistably magnetic smile.  The boy that every girl's mama warned them to stay away from, yet the boy whom none of us could resist.  The one who introduced us to the realm of the forbidden, the one whose irresistable nature quickly captured our hearts, the one whom we secretly dreamed would sweep us off our feet and carry us away, yet who represented at the same time, the complete polar opposite of every value that we were taught since childhood to hold sacred.  The baddest of the bad.  We encounter them in every walk of life.  Nowhere is immune to their presence, least of all the world of professional sports, and specifically in this instance, NASCAR racing.

A bump here, a tap there; a spin here, a flip there; a punch here, a shove there; a tossed helmet here, the eyes of an official "there;" a subsequent "invitation" to the "hauler," and there we have it:

This is how rivalries are born.  And make no mistake about it: the fans love it.

The concept of "feudalism" within racing is nothing new. Fans were introduced to the birth of the "bad boys" as early as the first televised broadcast of the Daytona 500, when more eyes were focused on the Yarborough/Allison Brothers fistfight at the checkers than they were on the race victor, Richard Petty.  And the tradition has not diminished itself with the passing of time.

Who can forget the inaugural running of the Brickyard 400 at Indianapolis Motor Speedway, and the now-famous words of Geoffrey Bodine after he fell victim to a "love tap" from younger brother Brett?  "He's my brother and I love him, but he spun me out."  Those of us who watched the event as it unfolded "may" recall that while Geoffrey was spun out of contention by his own flesh and blood, "Brother Brett" went on to finish "runner-up" to race winner Jeff Gordon.  I state again, "may" recall, because whether we want to acknowledge the fact or not, Geoffrey's revelations of a "Bodine family feud" behind the scenes ultimately stole the spotlight, when all the attention should duly have been focused on the race victor who claimed Pittsboro Indiana as home.

And speaking of Jeff Gordon: this four-time Cup Series champion has himself been labeled one of the modern-era's "bad boys" by those who have witnessed his many infamous "bump and run" victories at the expense of several of NASCAR's notables, perhaps the most memorable being his last-lap Bristol tangles with nine-time BMS winner Rusty Wallace, eliciting cheers of exuberance from the Gordon entourage and simultaneously, "beer cans and boos" from the many Wallace loyalists.  Yet when all was said and done, it was Rusty who ultimately laid the issue to rest with the now famous words "Rubbin' is racin'."  And once again, whether we care to acknowledge or deny the fact, the fans love "rubbin' and racin' " and couldn't agree more.  Just ask the longtime loyal supporters of the late, great "Intimidator," Dale Earnhardt, Sr.

Without a doubt, no one was better at executing the "bump and run" than "The Man In Black."  And he proved that fact again and again at the expense of many of his notable competitors, perhaps the most memorable of them being Darrell Waltrip, Rusty Wallace and Terry Labonte.  No doubt the Bristol image of Terry crossing the finish line and taking the checkers sideways, courtesy of "Driver 3," will remain forever ingrained in the minds of everyone who witnessed the race in question: the very same race which found many other of his fellow drivers victims of the "Wrath Of Earnhardt" in the course of a single night, and the very same event where his first "victim," Rusty Wallace, reportedly returned the favor by pelting the "Senior Earnhardt" (in reality, one of his closest friends) in the head with a water bottle in the garage area at the end of a very long night.  The Earnhardt fans cheered, the Wallace fans jeered, the Labonte fans gasped in happy disbelief...and the "bad boys" of their day chalked up another unforgettable race.

Fast-forward: In addition to the aforementioned "classics," the more modern era of racing has introduced its own share of noteworthy personalities that the fans "love to hate," among them Kevin Harvick, about whom the late Bobby Hamilton once stated, "Just because he's driving Dale Earnhardt's car, he thinks he 'is' Dale Earnhardt," and to whom fans once found themselves witness to a longstanding feud with driver Greg Biffle; two-time champion Tony Stewart whose reported "physical encounters" with reporters, photographers and even fans have left him with more negative publicity than his three championships have given him positive exposure; and one of NASCAR Sprint Cup's "latest and greatest," Kyle "Rowdy" Busch and Carl "Flipper" Edwards.  And speaking of "The Flipper," how about the "Talladega Classic" from a couple seasons back, showcasing Carl's last-lap flight into the fence, courtesy of Brad Keselowski (who went on to win the race) or the equally-famous teammate scuffle between Carl and fellow Roush-Fenway driver Matt Kenseth?  And how many of us hardliners also recall 2004's behind the scenes "Battle Of The Teammates," Penske Racing's (now retired) Rusty Wallace and his in-house nemesis Ryan Newman? The combination of scuffles and words between those two most certainly made Rusty's "Last Call" farewell tour in the season to follow, one to be remembered for more than a former champion's well-earned "goodbye."

Yes indeed, the battles are many, whether on or off the track, and while the surrounding publicity more often encompasses the negative rather than the positive, the bottom line is simple: without a little something "extra" to keep the fans glued to their seats, the sport would quickly become stale and boring.  Let's face it: racing was meant to be aggressive, designed to thrill and excite its audiences everywhere with the "edge of the seats" anticipation of "what's next?"  If the myth of "43 best friends playing nice on a Sunday afternoon" were truly allowed to perpetuate itself, where in all reality would the "excitement" ultimately lie?

Personally, this writer would much rather find herself defending those drivers I have grown to love since my introduction to the sport in 1989, against their harshest of critics both in the media and among my closest personal friends, than to sit in front of the television set for 36 weekends a year, watching courteous gentlemen drive in neat little circles for 4-, 5- or 600 mile durations and subsequently celebrate in Victory Lane with milk (exception, Indy 500 of course...it's their tradition!), Oreo cookies and a toast to the driver who allowed them to pass for the win because the driver's manual and their mamas told them it was "the nice thing to do."  Ultimately, who could really call that sort of thing "racing?"  Certainly not me!

NASCAR's "bad boys," in essence, provide the sport with the level of excitement that it needs in order to keep its fans tuned in, glued and ultimately "addicted."  They are here to stay, and this writer and longtime fan couldn't be any happier.