Edwards survives green-white-checker finish in Subway Fresh Fit 500
Carl Edwards celebrates in Victory Lane in Phoenix. (ASP, Inc.)
A new season brings new hope. And no one in the NASCAR Sprint Cup Series is in more need of hope than Carl Edwards.
On the outside looking in at last season’s Chase for the Championship, Edwards has been mired in a winless skid that dates back to March 6, 2011. And his 2013 season got off to a dubious start in Daytona during Speedweeks, where he was involved in four wrecks (and a fifth in a test session in January), ultimately finishing 33rd in the Daytona 500.
Factor in a new contract that he signed in 2011 with Roush Fenway Racing that made the 33-year-old Ford Racing’s figurehead, as well as being given RFR’s ace crew chief in Jimmy Fennig, and it’s easy to understand how the pressure has mounted on Edwards to perform.
Consider the weight lifted.
Edwards led the final 78 laps in the Subway Fresh Fit 500 on Sunday, holding off Jimmie Johnson in a green-white-checker finish en route to the win at Phoenix International Raceway.
“It’s tough to go that long without winning, “Edwards said. “And then you come into the season with Jimmy (Fennig) who did so well last year (three wins with Matt Kenseth) … and everybody did so well. We’ve got the fastest pit crew on pit road — and I thought ‘We’ve got to go win some races.’”
Edwards seemingly had the scheduled 312-lap race in hand, cruising nearly a half-second in front of Johnson as the laps wound down. However, a caution for Ken Schrader’s blown tire with three circuits remaining forced the event into NASCAR’s version of an overtime finish. And with fuel an issue, many were unsure if they had enough in the tank to survive the caution laps and a three-lap shootout on Phoenix’s one-mile layout.
The leaders — Edwards, Johnson, Brad Keselowski, Denny Hamlin and Dale Earnhardt Jr. — had plenty in reserve, though. When the green waved, Keselowski pushed Edwards, on the inside lane, by Johnson and the driver of the No. 99 did the rest. In clean air, the Missouri native easily held off the pack, winning his 20th career Cup race.
“I was trying to suspend my emotions after that last caution.” Edwards said. “There was two laps to go and I’m saying, ‘Were going to win this race.’ And Brad pushed me — that sealed it right there. I knew that if we were the first ones down into the corner (Turn 1), we’d win this thing.”
Meanwhile, Johnson, Keselowski and Hamlin engaged in a thrilling battle for second. With Johnson and Keselowski door-to-door exiting Turn 2 on the final lap, Hamlin cut across the apron of the track in the dogleg, blocking Keselwoski and pulling even with Johnson. The two came to the finish line trading paint, with Johnson edging out Hamlin. Keselowski was fourth, Earnhardt Jr. fifth.
Johnson, though, was none-too-happy with the deciding restart.
“The leader is not supposed to slow down before he takes off (coming to the green),” Johnson said. “And he (Edwards) did that twice. It put me in a bad position with the 2 (Keselowski) inside of me … and off we went.”
“I was going for anything,” Hamlin said of the finish. “I didn’t have much all day. The pit crew and Darian (Grubb, crew chief) really carried us today getting track position. (It was) just so hard to pass. You’re going to hear it a lot this week that we’ve got a lot of work to do this week to get these cars to pass each other.”
Johnson, with finishes of first and second is off to a hot start this season, but Sunday was about Edwards, his new crew chief, a re-tooled team in only their second race together and NASCAR’s Gen-6 car, which seems to like clean air as much as its predecessor.
Is Phoenix an indication of what lies ahead for the 99 team? Will Edwards be a driver to deal with throughout the season as he was in 2011, or will he fade into obscurity like 2012?
“I think we are (back),” said Edwards. “But next week I think is going to be the true test (for the car) — at the mile-and-a-half (track in Las Vegas).”
NASCAR: Five Things to Watch at Phoenix International Raceway
Jimmie Johnson must re-focus. (ASP, Inc.)
1. Gen-6 downforce track debut
NASCAR's two weeks of warm sunshine in Daytona Beach provided the first on-track action of the much-acclaimed new car in the Sprint Cup Series. It proved to be amicable, handing drivers more input in restrictor plate-style car setup. In the race, it proved to be just a little too dominant as a lead car.
But for all that teams now know about how these cars race with the throttle essentially taped to the floor, none of that matters when the track opens for practice Friday at Phoenix International Raceway.
Fortunate or unfortunate as that may be depending how Daytona went for specific drivers, Phoenix invites a weekend where the Gen-6 platform will reveal quite a bit more about its racing ability and character. The proverbial NASCAR onion is destined to expose several more layers.
"This weekend will be one of the most difficult and challenging ever," said Alan Gustafson, crew chief on Jeff Gordon's No. 24. "Our new Chevy SS has significantly more downforce than last year's car. With the new Gen-6 car, the new rules, a new tire compound and new inspection process, we don't really have anything that we can base this weekend off of."
In the Toyota camp, Martin Truex Jr. predicts a weekend with "a lot of things that come up that we didn't expect" while his teammate is ready to take a swing at NASCAR's qualifying record books thanks to increased downforce from the old car.
“I think when we get in these cars at Phoenix they are going to stick like glue," Mark Martin said. "These new Gen-6 cars are going to break a lot of track records in 2013 and I think that could start as soon as Friday in Phoenix."
Daytona 500 winner Jimmie Johnson, however, thinks the biggest leap for the new piece is still a week away. Viva, Las Vegas, he says.
"I feel when we get to Vegas, we will have a downforce track under our belts," said Johnson, "We'll have a chance to see an amazing race at Vegas — great side-by-racing that everybody will want to see."
2. Can Johnson re-focus after a taxing week?
Johnson may also be looking ahead to Las Vegas because of what a week's worth of responsibilities as winner of the Daytona 500 has done to him. His public relations representative Kristine Curley tweeted Wednesday night that Johnson will have made stops in eight cities for interviews, events, media appearances and more since popping the champagne corks in Daytona's Victory Lane.
"It's going to be hard to re-focus," Johnson said. "There's such a high that comes from winning the 500 — and then the type of racing that starts now is so different than what we just had. It will be a challenge."
Johnson’s first Daytona 500 win in 2006 didn’t hamper his efforts a week later, however. He finished second to Matt Kenseth at Auto Club Speedway. Still, this week Johnson is putting a bit more on the shoulders of crew chief Chad Knaus.
“I know Chad's been buttoned up and the guys have been back at the shop all week, but from my side I've been very detached from my normal routine in preparing for the race,” Johnson said, detailing how he’s missed a debrief with Knaus and the entire Hendrick team. “I'll have to play catch-up as the week goes on and we get in to the weekend.”
It shouldn’t be terribly tough for the five-time champion: Johnson has four wins at Phoenix and also owns the best average running position of any current driver at the track. He’ll also have extra seat time this weekend as he’s racing the Nationwide Series event — the first oval event in that series he’s raced since 2008.
Tony Stewart looks to rebound. (ASP, Inc.)
3. Looking for a rebound
Forty-two other drivers haven’t been celebrating this week, dismayed from not winning NASCAR’s crown jewel. A select group, though, is looking for a staunch rebound from crashes and failures that dropped them from even having a shot at Johnson’s place in Victory Lane last week.
“If I told you I wasn’t heartbroken, I’d be lying to you,” Tony Stewart said after being caught up in Daytona’s first crash that collected nine cars and zapped contenders like Stewart, Kevin Harvick and Kasey Kahne from a shot at a win.
Kahne, of course, has to be wondering if 2013 is starting with a bad case of déjà vu. A crash wiped him out of last year’s Daytona 500, too, and set him on a trajectory that left him without a top 10 until the season’s seventh race at Texas.
The mood is similar in Carl Edwards’s Roush-Fenway Racing camp. Last year’s Daytona polesitter couldn’t have left Daytona any worse after catching damage in five crashes during Speedweeks.
“I haven’t wrecked a car for a couple of days, so I hope our luck has changed,” Edwards said this week before Phoenix. Edwards will be looking for a solid finish using chassis RK-802, one used in Phoenix last fall by Matt Kenseth.
The timing of the Phoenix return should be good for Kevin Harvick. He’s the most recent winner in the desert, taking the checkers the very weekend that reports first leaked of his now-confirmed departure from Richard Childress Racing when 2013 wraps up.
One driver who won't be finding that redemption from Daytona in the Sprint Cup Series is Trevor Bayne. The Wood Brothers' No. 21 will be back on track in a week at Las Vegas.
4. Redemption for Kyle Busch?
Kyle Busch may be the driver raining on the parades of those looking to take a win after a Daytona defeat. He’s coming off his own bitter disappointment after his engine failed while running second in the 500.
Last year, though, Kyle Busch was marvelous around the Phoenix one-mile. He led 46 percent of the laps contested in the two Sprint Cup visits to the desert in 2012, but watched wins fall away from his grasp.
“I ran really well at Phoenix in both races last year, but I chose the wrong lane on the restart last November and ended up third,” Busch said. “It was devastating to be that dominant and not come home with the trophy.”
His teammate, Denny Hamlin, snared the victory in the spring race last year.
“The best way to get over the disappointment of the Daytona 500 is to get back in the car and have another chance at winning the next one,” Busch said.
5. Getting a grip
Along with the new car, Goodyear is bringing a new tire once again to PIR. The tire supplier tested at Phoenix last October with the early editions of NASCAR's Gen-6 race car to develop the best compound for a track surface heading for just its third Sprint Cup race weekend.
Goodyear will bring tire compounds for both left and right side tires that have never been used in competition before and that are designed to give cars more grip.
Phoenix has been a bit tricky for the tire manufacturer thanks to the increased speed and new pavement not providing ideal passing situations. However, the 2013 car test last year featured a heavier driver rotation than usual with Brad Keselowski, Denny Hamlin, Tony Stewart, Paul Menard, Regan Smith and Carl Edwards representing each of the sport's major teams.
Tire tests, of course, don't provide a team with free range on setup testing and other R&D but they can provide a baseline for setting up a new car. Those drivers who tested should have somewhat of a leg up this weekend — especially if Goodyear's chosen compound is similar to what was tested.
"We were fortunate to take the Miller Lite Ford to Phoenix for a Goodyear tire test last year and I came away feeling positive about how it will race," said Keselowski. "On top of that, Phoenix has had a couple years to cure so we should see the groove widen out a bit. I’m expecting a good race.
“I think we’re all anxious to see how the car performs this weekend when we all get on the track together. It’s our first true test.”
After a Daytona 500 that catered to the more intelligent teams in the NASCAR Sprint Cup Series garage — track position and strategy reigned supreme — one of the two duels this season in the Arizona desert greets America’s best drivers on Sunday.
There are a lot of unknowns with the Gen-6 car taking to a surface and configuration at Phoenix International Raceway that is just three races old. What we do know, and what we could anticipate, is revealed in the numbers.
78.8% Following his win in the Daytona 500, Jimmie Johnson currently has a 78.8 percent chance of making the Chase, the highest percentage in the series through one race.
And that’s a conservative figure based on past averages. If Johnson and the No. 48 team out-performs their past selves at a few tracks during the 26-race “regular season,” then they are even more of a lock to clinch a playoff berth for the 10th time in 10 years. One such track is Phoenix, where, when we last saw Johnson, he crashed in the penultimate race of last year’s Chase that served as the first blow of the self inflicted 1-2 punch that knocked him out of contention for the championship. He is followed by Brad Keselowski (68.7 percent) and Greg Biffle (53.1 percent) in the current race to the Chase.
7.500 According to PEER (Production in Equal Equipment Rating), Denny Hamlin, the winner of last year’s race, is the most productive driver at Phoenix, heading into the weekend with a 7.500.
Hamlin and crew chief Darian Grubb scored a win in their second race together as a driver-crew chief combination, leading the last 59 laps en route to the win in 2012. Additionally, he finished second there last fall after leading 46 laps and averaging a third-place running position.
Kevin Harvick (Photo by ASP, Inc.)
3.21 In the March Phoenix race last year, Kevin Harvick finished second but had the race’s best average running position, 3.21.
Ironically, it was the fall race, in which he averaged an eighth-place running spot, that Harvick won. It’s pretty clear that, in the brief time we’ve seen this iteration of the Phoenix layout, Harvick has figured out something to his liking about this one-mile racetrack.
1,658 There were 1,658 green-flag passes in the most recent Cup Series race at Phoenix, which included eight passes for the lead.
This is actually a drop from the prior two races on the current surface. In the first race (fall 2011), there were 1,680 total green-flag passes, including 10 for the lead. In this race last season, the green-flag pass total increased to 1,995 with 26 passes for the lead.
+30 Brad Keselowski passed 30 more times than he was passed in last fall’s Phoenix race.
That plus-30 pass differential was as good as gold in a race in which, by comparison to preceding events, passing came at a premium. Keselowski and the No. 2 team endured six pit stops — Kyle Busch, Denny Hamlin, Ryan Newman and Kasey Kahne only pitted four times — so his ability to move forward on a track that rejected such a thing was a life saver, helping him earn a sixth-place finish.
3.78 Through three races on the new Phoenix surface, Mark Martin has the smallest finish deviation among the track’s top 10 drivers in PEER.
What does this mean? Martin has been a reliably high finisher in the last three races, with scores of 16th, ninth and 10th, so it’s a good bet that he’ll find his way into the top 10 of the final running order at the end of Sunday’s race. If he’s not able, then it might serve as indictment on Michael Waltrip Racing’s Gen-6 mile-track program.
289 Kyle Busch led 289 laps (of 631) across two Phoenix races last year.
After blowing an engine in 2011’s race, the Joe Gibbs Racing driver was a force with which to be reckoned in 2012, leading 52 laps in the February event, eventually finishing sixth. He finished third last fall after leading a race-best 237 laps and averaging a running position of 1.56. Busch’s 289 laps-led tally is far and away the best of the series in the last three races; Tony Stewart has the next-best mark with 169.
1.167 A serviceable producer according to his 1.167 PEER in three races on the new PIR surface, Bobby Labonte could fare well for himself if all is good with his ride.
Labonte’s finishes there have increased from 21st to 16th to 15th dating back to the fall 2011 race. If JTG-Daugherty Racing brings a drivable setup and a fast Gen-6 to the desert, the 2000 champion is a candidate to secure a decent finish. This is a possibility; over the offseason JTG-Daugherty quintupled its roster of engineers (going from one to five) and focused on enhancing its relationship with Toyota. We’ll soon find out whether this investment for improvement pays immediate dividends.
Through the Gears: Five things we learned in the Daytona 500
Lined up single file at Daytona. (ASP, Inc.)
The Great American Race, for the first 180 laps, looked more like the Great American Parade. Cars ran single-file for much of the Daytona 500, content to ride in packs for fear that pulling out for a pass would leave them slower than the street cars the new Gen-6 models are supposed to resemble.
Just don’t expect Jimmie Johnson to complain. “Five-Time” saved his best for last, when the field bunched up inside the last 20 laps and the racing finally resembled some semblance of Sprint Cup competition. Out in front on the white-flag lap, he slammed on the gas pedal when cars wrecked behind him, easily outlasting teammate Dale Earnhardt Jr. to win the second Daytona 500 of his one-day Hall of Fame career.
This day, however, will never come close to those lofty standards, a disappointment for NASCAR during a time where plenty of extra eyes were paying attention. Their missed opportunity leads off this week’s “Through The Gears,” bringing you up to speed on the storylines that simmer following the 55th running of the Daytona 500.
First Gear: The Gen-6 needs work at Daytona. Serious, serious work
Daytona is NASCAR’s Super Bowl; but Sunday, the challenge for fans was nothing more than staying awake. That’s problematic. NASCAR’s Gen-6 model, while expected to improve the competition on intermediate tracks, sterilized it on a plate track. Strategy and track position — the latter an ugly word that’s castrated competition elsewhere — made its way into the restrictor plate world most thought it could never touch again. Whether or not NASCAR should be using the plates as a form of parity is a separate discussion. The fact this package caused cars to run single-file, repeatedly, with only 19 lead changes in the first 172 laps (mostly during cautions, restarts and green-flag stops) is a fact not easily ignored.
Some of that, whether NASCAR likes it or not, can be attributed to the plate package it built for the Gen-6 chassis. Brad Keselowski and Denny Hamlin tweeted the single-file racing was “frustrating,” attributed to the weakness of the inside line. Meanwhile, winner Johnson had another take – that the drivers themselves, sick of wrecking out of so many Russian Roulette, keep-the-pack-together-like superglue races had grown tired of actually trying to compete until the end.
“When we’re running single-file, we’re just trying to get to the finish,” Johnson said. “We’ve all crashed so many times and have torn up so much stuff … I feel for NASCAR, they’re trying to create a very competitive car.”
There’s a point to be made here, along with Saturday’s carnage that left 28 fans injured and many drivers clearly shaken. After 25 years, no matter the rules, these drivers know the name of the game. Did you know there has not been a plate race without a yellow (or several) within the last 20 laps since Daytona’s July 2004 Pepsi 400? Some of the drivers today hadn’t earned their high school diploma when that happened. That means the same type of pattern has been repeated, over and over; no matter what you do, no matter where you are on the track, as long as you stay on the lead lap a caution will bunch up the field with 20 to go (or less). After that … the real racing starts.
Competitors are smart and they adapt. So NASCAR needs to come up with a way where there’s a clear reason to race hard, from start to finish even in the sport’s Super Bowl, otherwise, drivers will just do it when it counts. NASCAR also needs to take a hard look at Johnson’s other point, how side-drafting permanently disabled the inside line Sunday. By all accounts, drivers pulled out of line and got railroaded because the Gen-6 car is so sensitive to that method of manipulation. Perhaps adjusting the spoiler will help? If NASCAR does that, it’s believed some form of tandem drafting would be the result. But as the Nationwide race showed us — before all hell broke loose — some hybrid version of that format isn’t all bad.
What NASCAR can’t have, whether the drivers like it or not, is a parade the likes of which was seen on Sunday — especially when the fan base is used to the heart attack that is Daytona’s last 20 laps. They say people are enthused about a style of racing that closely matches the early 1990s? Check the ratings: 1990 and ’91 were the two lowest-rated 500s since the race received full-time coverage in 1979.
Second Gear: Danica is the real deal … sort of
OK, raise your hand if you thought Danica would be a flop. She wasn’t. In truth, Patrick’s day surpassed most peoples’ expectations, becoming the first woman to lead a lap in the Great American Race and following it up with the best ever finish (eighth).
More importantly, Patrick remained consistent, running in the top 10 for the duration in a performance that she described perfectly: “steady.” If not for making a rookie mistake, in failing to follow Earnhardt with one lap left, she may have been on the podium.
“I definitely was a little uncertain how I was going to be able to do it pass for the win),” she said. “I think Dale did a nice job and I think he taught me something.”
What she needs to learn — much quicker — is how to get off pit road. At tracks where she won’t make track position back, like the intermediates, those mistakes could destroy a solid run. I do expect more Danica-mania to develop now, as the momentum train heads to Phoenix, where she was in position for a top-15 performance last November before a late wreck.
Third Gear: Johnson sets another milestone … to the detriment of Earnhardt Jr.
Johnson, taking advantage of track position opportunities, ran a smart, clean race. That’s expected when crew chief Chad Knaus can take center stage. He successfully kept the No. 48 out of drafting practice, gambling that this race was about who could stay in line, use pit strategy to stay up front and then make a calculated move when it counted.
The victory gives Johnson a victory in his 400th career start. In a weird quirk, five others have accomplished the feat, including Hall of Famers Lee Petty, Richard Petty, David Pearson and Dale Earnhardt. As if Johnson needing another notch on a resume that may see him reach 100 career wins (he’s at 61 now) before his career is complete.
You can’t say the same for Earnhardt, runner-up in this race for the third time in the last four years. It’s a huge win for Hendrick Motorsports, which runs the 48 and 88 out of the same shop. But you’ve got to wonder if the restrictor plate drought, now at eight-plus years, has Earnhardt wondering when it’ll finally be his turn again.
“Running second over and over is great and all for our team,” Earnhardt said. “But it’s been too long. I would love (to win), even having to go through all that (media) hassle that Jimmie is about to go through this week. It’s worth it.”
It was a tough Speedweeks for Edwards (ASP, Inc.)
Fourth Gear: Ford is behind the curve
Fusion? “Fusing” is a better descriptor of the week ahead for Blue Oval teams after Ford’s fleet left Daytona filled with enough busted pieces to fill a local junkyard. To say the Speedweeks has been disastrous for its main star is an understatement. Carl Edwards, from January testing through Sunday, wrecked a total of five times, although an innocent victim in each one, and was a complete non-factor in the 500.
Penske Racing, while fourth with Brad Keselowski, saw new hire Joey Logano stub his toe to the tune of 19th. Both drivers limped home with race cars Bondo’d together. In all, the beefed-up Ford fleet — with 15 Daytona entries, its largest number since 2002 — posted just three inside the top 10 while leading for just 17 laps.
But where you’ve really got to feel for this crowd is the bottom tier. Front Row Motorsports, which barely has money to compete, wiped out all three primary cars in the 500. The Wood Brothers, running a part-time schedule, wiped out two with Trevor Bayne over the course of Speedweeks. The parts shortage is bad enough for the big teams, for the small ones, it’s critical.
Fans hurt in ugly Nationwide Series wreck in Daytona
Photo by ASP, Inc.
DAYTONA BEACH, FL — A violent ending to Saturday’s NASCAR Nationwide Series DRIVE4COPD 300 at Daytona International Speedway marred an exciting race and left numerous fans injured and a sport shaken.
As a pack of cars sprinted to the start-finish line on the event’s final lap, a massive crash broke out when Regan Smith attempted to block Brad Keselowski while racing for the lead. Smith’s car clipped the nose of Keselowski in the tri-oval and impacted the wall head-on. Keselowski also spun, and chaos ensued when drivers took evasive action to miss the accident.
The car of Kyle Larson became entangled with Keselowski and others, spinning into the wall, then catapulting into a crossover gate built into the speedway’s protective catchfencing.
Photo by ASP, Inc.
While Larson’s car was deflected back onto the track, the engine lodged in the fencing and car parts — shrapnel and a wheel and hub assembly — were launched into the crowded grandstand. Over a dozen cars were involved in the accident. Tony Stewart was flagged the winner.
Attention immediately turned to the grandstand, where fans waved wildly for emergency personnel to assist injured spectators. A video taken in the stands that made its way to YouTube showed a tire lodged into a seat some 10 rows up.
Emergency workers were dispatched to the Campbell Grandstand in a section just shy of the start-finish line. Uninjured fans were ushered from the scene into the concourse while stretchers carried the injured to waiting ambulances.
Fourteen fans were transported to local hospitals while 14 others were treated at the speedway’s care center. USA Today reports that two people are in critical condition. One suffered head trauma, the other is a minor.
“As we responded to the incident, we transported immediately those patients that needed critical assistance,” Daytona International Speedway president Joie Chitwood said. “We’ll review (the incident) ourselves, in terms of where the debris flew and what we need to do with that.”
NASCAR Senior Vice President Steve O’Donnell told the assembled media that the Daytona 500 will go on as scheduled on Sunday and that the affected area of the grandstand will be open for seating.
Chitwood said no changes in safety procedures will be made for the 500, although the crossover gate will not be operational, replaced by fencing. Repairs to the catchfence were already underway.
“After every event we review our property from an asphalt perspective and a fencing perspective, so we did that after the Duels and after the Truck race,” Chitwood said. “We’ll do the same thing to make sure that we’re ready for tomorrow.”
Kevin Harvick and Tony Stewart lead a star-studded field
Kevin Harvick (ASP, Inc.)
A week of pomp and circumstance is nearly over in Daytona. On the eve of NASCAR’s most prestigious race, the Daytona 500, Cup cars roar around the historic 2.5-mile superspeedway in the final practice session of the week — known as Happy Hour — looking for that last little bit of speed. Or handling. Or integrity. Or answers of some sort.
Kevin Harvick has been the week’s big winner thus far, posting wins in the Sprint Unlimited exhibition race last Saturday and his qualifying Duel 150 on Thursday. But he hasn’t been the week’s big story. Danica Patrick cornered the publicity market on Sunday, when she won the pole for the 500 and became the talk of American motorsports — or more accurately, the face that NASCAR’s marketing machine has been all-too-happy to advertise to the public.
“Can I win? Yeah, absolutely,” Patrick proclaimed. “I feel comfortable in this kind of race situation; I feel comfortable in the draft; speeds are not a problem.”
A bold statement indeed, if not a bit naïve.
Danica was not just a big story for nearly five days, she was the story, as rash claims and inflated tails of hope ran amok, the sport bathing itself in Danica-mania.
That said, it was only after Patrick was assured of the point that FOX sold out its commercial space for the 500, so from a financial standpoint at least, the hype is warranted.
The adoration tempered a bit on Thursday, when the Budweiser Duels set the field for Sunday’s race. Actual cars on the track, actual competition, and actual winners gave all a much-needed change of focus.
Meanwhile, traditional heavy-hitters have skirted under the radar, seemingly content to let a hungry media focus on the week’s trendy topic while they go about the business of figuring out a new car. Dale Earnhardt Jr. has been as invisible as Dale Earnhardt Jr. can be. Jimmie Johnson, Jeff Gordon, Denny Hamlin … nary a word. It took Brad Keselowski giving what NASCAR deemed a “we need to talk, son” interview with USA Today to get the defending champ some serious pub.
With that in mind, it’s well past time to seriously examine which drivers have a realistic shot at winning stock car racing’s most celebrated race. When the engines fire at 1:19 pm EST on Sunday, the media-run of the prior week, the pomp and circumstance of a marketing-driven sport, will fall prey to the reality of performance.
The aforementioned Harvick has a sterling record thus far in 2013, though points aren’t paid until Sunday. Harvick has been the pied piper of the low groove that most have been unwilling (or unable) to utilize. He has dexterously maneuvered through the field on two occasions, finding the point and holding off all comers.
“I think it's a matter of how you came down here with the balance of your race car,” Harvick said after his Duel triumph. “Gil (Martin, crew chief) and I talked about what we thought we needed coming down here after the (January) test, went a particular direction. It's worked out for us.”
Don’t be misled — Harvick’s deftness in the draft has worked to his advantage, as well. And should again on Sunday. However, no driver has come to Daytona and pulled the trifecta — winning the Unlimited, a Duel and the 500 in the same season. But this team seems primed.
“You're going to have multiple pit stops and you're going to have to change fours tires at some particular point,” Harvick says. “You're going to see the field get mixed up because people are going to be on varying strategies.
Despite Harvick’s excellence, no driver is a more popular pick for Sunday than Tony Stewart.
Confident to the point that he sat out Happy Hour on Saturday, Stewart has displayed a calm swagger throughout Speedweeks even though he has yet to finish among the top 3 in … well, anything.
Still, his Stewart-Haas Racing team appear ahead of the curve with the new car, showing impressive speed. And apparently he’s found the feel.
“I’m really happy with my car,” Stewart said after Saturday’s second practice session. “I got out and looked at Steve Addington (crew chief) and he’s like, ‘I’m content if you are.’ And I’m like, ‘I don’t know what else to ask for with the car.’
“It’s a good scenario — there’s not a scratch on it and it’s ready to race. It’s a position that I don’t know we’ve ever been in — I think we’ve always run final practice.”
Shut out in 14 attempts in the Daytona 500, Stewart hasn’t quite reached a Dale Earnhardt-esque frustration level, but at the moment, this race tops his career bucketlist.
The pieces are in place for a win, but the 500 is wrought with pitfalls.
Kenseth makes any list of favorites on his 2012 plate brilliance alone. The winner of two of the last four 500s, Joe Gibbs Racing’s heir to the coveted No. 20 averaged a 2.0-place finish on the plate tracks last season.
The Wisconsin native was racy in the Unlimited, leading 26 laps, and was running second late in his Duel before being shuffled to fifth at the finish. Kenseth’s big problem throughout Speedweeks hasn’t been speed or handling, but a lack of dancing partners. One would think with Denny Hamlin and Kyle Busch serving as teammates, he’d have plenty of help. But more often than not, he’s been the man overtaken with a lack of help than the driver doing the passing when the money’s been on the line.
Like Stewart, Kenseth passed on Happy Hour, which speaks to the strength and confidence of his bunch. Ever the silent assassin, this is the guy who could very well spoil Harvick’s and Stewart’s fun.
Kasey Kahne (ASP, Inc.)
Hendrick’s 5/24 Shop
Jeff Gordon and Kasey Kahne have been the stronger of the two shops on the Hendrick campus during Speedweeks.
Gordon and crew chief Alan Gustafson have been working on speed and drivability throughout the week, and for as strong as they’ve been, aren’t 100 percent sure what to expect on Sunday. Still, they elected to skip Happy Hour — most likely because they wanted to dodge any potential bullets.
“How is your car leading, how is your car on the top; in the back? That’s what you have to work on,” Gustafson said. “We feel fairly comfortable but you can’t get it completely worked out until you get in the race.”
But have they found that “it”?
“We’re close,” said Gustafson. “It’s going to be a moving target — you still don’t know the weather conditions tomorrow or what situation you’ll be put in (on the track). But we have a very good opportunity to succeed.”
Kahne has been equally fast, and played the role of Gordon’s wingman well in the Duel. When Gordon was penalized for speeding, Kahne did the work himself, powering by a strong Kenseth to finish second.
“Our car has been pretty fast, but we’ve run in smaller packs in practice to not tear it up,” Kahne’s crew chief, Kenny Francis, said. “It’s harder to tell what you’ve got in those packs, but we’re happy with the way it ran in the 150, so we’re basing everything off that.”
Don’t let Gustafson or Francis fool you. The 24 is as strong at Daytona this season as it’s been in some time, and Kahne may have as much pure power as anyone.
Busch is a charger, which can work both to his advantage and his detriment on a plate track. And he just may have learned a thing or two by competing in the Truck Series race on Friday, in relation to putting runs together on the top and bottom lanes.
As for the car, crew chief Dave Rogers says, “Kyle’s really happy with his 500 car. We didn’t go out in Happy Hour because there was no reason to — not because we’re worried about tearing something up.”
Always the wild card, it is assured Busch will make his presence felt. Can he control the aggression that trips up so many at Daytona? If so, he’s in the conversation.
The inaugural Daytona 500 was one of the strangest. Lee Petty ended up winning in a literal photo finish — but the decision wasn’t made until three days later. Johnny Beauchamp was originally flagged the winner, but Petty protested the outcome and after a review of fan photographs, press pics and grainy black and white video that made the Zapruder film look like Avatar, Bill France Sr. gave the win to the patriarch of NASCAR’s most famous racing family. Petty and Beauchamp didn’t fare so well a couple of years later at Daytona. In the qualifying races for the 1961 event, both were involved in an accident that launched their cars out of the track in Turn 4 and seriously injuring Petty. While he entered only six more races, his win in the first 500 held at Daytona International Speedway was fitting.
by Vito Pugliese
9. 1988 — The Alabama Gang Takes Center Stage
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In the 1980s, there were a number of second- and third-generation drivers coming along, destined to follow in their fathers’ footsteps. Larry Pearson, Kyle Petty and Dale Jarrett were all making an effort to live up to the family name. One stood above the rest, though, evident that he would be something special – Davey Allison, son of Hall of Famer Bobby. Davey won two races in his rookie season of 1987 — something that just wasn’t done by rookies in those days. In ’88, his Robert Yates-powered Havoline Thunderbird hung tight with his father’s Miller High Life Buick in the 500, but didn’t quite have enough to challenge him at the end. It was Bobby’s third 500 win, but his final victory in what would be an abbreviated season, as he nearly lost his life in a crash at Pocono just four months later. Sadly, due to the accident, Bobby has no memory of one of the most endearing finishes in NASCAR history.
by Vito Pugliese
8. 1990 —Seagulls, Shrapnel … and who is Derrike Cope?
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Is it still paranoia if they really are out to get you? Dale Earnhardt had to be thinking that as he ran over a piece of Ricky Rudd’s shattered bell housing entering Turn 3 while leading the final lap of the Daytona 500. Having just missed the 1989 Winston Cup by 12 points to Rusty Wallace, Earnhardt had the Harley J. Earle Trophy locked up, despite having nailed a seagull at 195 mph on the backstretch early in the race, which was captured and replayed throughout the afternoon. PETA is still probably pissed about that one. Earnhardt, though, would have to wait eight years until the bad luck would cease to claim the one prize that had eluded him. Derrike Cope, in Bob Whitcomb’s No. 10 Purolator Chevy, kept himself in a position to win and did just that after Earnhardt blew a right rear tire on the final lap. This finish even catches the smooth-as-silk Ned Jarrett a little off guard, as he gets a little tongue-tied calling the pass for win.
by Vito Pugliese
7. 1964 — All Hail the HEMI!
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There are three names that Mopar freaks hold in high regard: Richard Petty, Dick Landy and Tom Hoover. Hoover is known as the Grandfather of the 426 Hemi, which made its NASCAR debut in 1964 at the Daytona 500. To say they had the field covered was a bit of an understatement. Paul Goldsmith won the pole at a speed of 174.91mph — on tires carved from granite. Richard Petty started alongside on the front row and dominated the action in his Plymouth Belvedere. There were only six lead changes between Petty, Goldsmith, A.J. Foyt and Bobby Isaac, with Petty leading from lap 52 to the finish. Petty by a lap over runner-up Jimmy Pardue and two laps over Goldsmith, but all three drove ’64 Plymouths powered by the new elephant motor. NASCAR would ban the engine for ’65, leading Petty to sit out for a season. Imagine the win and title total had he not.
by Vito Pugliese
6. 1981 – The King Wins on Strategy
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You could draw some similarities between the 1981 and 2013 NASCAR seasons. The former year witnessed a new, downsized body … and no one really knew what to expect from it. The Daytona 500 was actually the second race of the year at this time (the now-defunct Riverside road course hosted the first event of the year). Bobby Allison dominated the 500, leading 117 of the 200 laps, while briefly exchanging the lead with Ricky Rudd and Neil Bonnett. Richard Petty wasn’t even a factor – until it counted. Coming onto pit road with 27 laps remaining, Petty’s cousin, Hall of Fame crew chief Dale Inman, made the audible call for two tires. It got Petty out far enough in front that he and his STP Buick led the final 26 circuits — the only laps he’d lead all day — and cruised to Victory Lane for his seventh and final Daytona 500 victory.
by Vito Pugliese
5. 2007 — You Can Race Back to the Yellow … Starting Now
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Back around the mid-late 2000’s, NASCAR attendance and ratings started to decline. It seemed the rules were constantly changing to fit the current circumstance, phantom yellows run amok, and a new points system was being rolled out every season. During the 2003 season, it was determined that there would no longer be racing back to the yellow flag when a caution came out. The field would be frozen and timing and scoring determined the winner. In his 23rd start, and first outside of the No. 6 Roush Ford since 1988, Mark Martin had things sewn up. He just had to make it through a Green White Checker restart, and he’d have quite the consolation prize for not having won a title in 20 years of trying. As the wreck starts, Martin has the lead over Harvick. He pulls down to avoid the side draft of Harvick, anticipating the yellow flag that never flew – despite cars being upside down, on fire, and flipping through the grass.
4. 1998 – “The Intimidator” Breaks Through
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“After 20 years of trying, 20 years of frustration, Dale Earnhardt will come to the caution flag to win the Daytona 500!” A simply great call by Mike Joy in what he deemed, “the most anticipated moment in racing.” That sentiment was verified as every crewman from every team lined pit road to congratulate Earnhardt upon taking checkers. In watching the replay, Bobby Labonte started to make it a little more close than I remember, and if he had another lap, could have made things really interesting. All through Speedweeks, the parallels were drawn between John Elway, who finally won his first Super Bowl nearly a month earlier after so many devastating – and lopsided – loses, and Earnhardt, who was still looking for that elusive 500 win. A year removed from ending up on his lid on the last lap, but getting back in to finish the race, Earnhardt showed up at Daytona with a renewed determination and a new crew chief, having lured Larry McReynolds away from Robert Yates Racing and Ford. The ’98 version of the Daytona 500 was one of those races where everything just came together, nothing bad happened, and the guy you expected to win actually did.
by Vito Pugliese
3. 1976– Pearson Outfoxes Petty
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It the mid- to late- '70s, the superspeedway races at Daytona and Talladega were barnburners. You could count on one hand who was going to be factory: Richard Petty, David Pearson, Buddy Baker, Donnie Allison, Cale Yarborough. The 1976 edition of the 500 was about as good as it gets, with Pearson and Petty sandbagging and sling-shotting during the final laps. The Silver Fox pulled a monster slide job going into Turn 3, but The King side-drafted through 4 and powered by on exit. Almost. As the two titans of the sport made contact and spun out of control, Pearson managed to kick in the clutch to keep the powerplant alive, while Petty’s went kaput. Pearson’s take? “The bitch wrecked me!” Note the wee Scott, three-time Formula One world champion Jackie Stewart commentating. Perhaps Michael Schumacher would care to drop by the booth this weekend and offer his thoughts on the drivers “giving a maximum effort.”
by Vito Pugliese
2. 2001 – NASCAR’s Darkest Hour
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The 2001 Daytona 500 should have been the greatest ever. It marked the first race of NASCAR’s new multi-billion dollar TV package, while the roof-wicker aero-package was about the best NASCAR had put together — and a seven-time champ was back in form after a few lean years, having pulled off the greatest come-from-behind win in series history at the fall Talladega race in 2000. Headed into the final lap, Dale Earnhardt was watching the two cars he owned – those of Michael Waltrip, his longtime friend who was determined he reach his potential, and his son, Dale Earnhardt Jr. We all know how it ends — the significance of Waltrip’s first Cup win in 462 starts, the tears and concern of a brother, friend and former rival in the broadcast booth — so we’ll not belabor the point. But if there is one saving grace from this event, it has been the constant focus and improvement on safety within the sport.
by Vito Pugliese
1. 1979 – “The Great American Race” is Born
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“There’s a fight between Cale Yarborough and Donnie Allison! The tempers over-flowing, they’re angry, they know they have lost…” No surprise here, as the 1979 installment tops any and all Daytona 500 lists. Those immortal words from Ken Squier cemented the key event in the history of NASCAR, thrusting it from underground regional spectacle into full-blown national consciousness. Amazing how one man and three cameras can cover a race better than the army of aerial drones and three different studios can today. Aided by a blizzard in the Northeast, a post-race fight and Richard Petty breaking through (ending a winless drought from injuries and the disaster that was the Dodge Magnum), the ’79 race put the Daytona 500 on the map as a major sporting event and, as Petty has said many times, “took us from the Sports page to the front page.” Looks like a certain brunette from Roscoe, Ill., did the same, once again, this past weekend.
The theme of NASCAR Speedweeks in Daytona thus far?
New cars that do not line up square and are volatile in the draft; a supposed lack of quality body parts back at the team shops in North Carolina; valued information gleaned on specific cars that crew chiefs don’t want sacrificed.
For these reasons — and possibly because there’s no need to show one’s hand just yet — the action has been relatively staid at Daytona International Speedway.
In Thursday’s Budweiser Duel No. 1 — historically the crazier of the two — the much-ballyhooed No. 10 car of Danica Patrick led the field to green and, with teammate Tony Stewart, promptly drifted to the rear of the pack — part strategy play, part over-adjusted car.
Trevor Bayne inherited the lead and the field largely ran in formation in the high groove until lap 32 of 60, when Kevin Harvick led a train on the inside that propelled him to the lead with 14 laps to go. Like Saturday night’s Sprint Unlimited, when Harvick grabbed the point with 13 laps remaining en route to the win, it was a lead he would not relinquish.
He was forced to fight for it, though.
On lap 52, Denny Hamlin’s Toyota abruptly broke loose off of Turn 2 and collected Bayne, Carl Edwards and Regan Smith, setting up a four-lap dash when the green flag waved.
But with Jimmie Johnson planted on his bumper, Harvick held the lead, again utilizing the high groove after the restart. Greg Biffle and Juan Pablo Montoya tried in vain to mount separate assaults, but as in Saturday’s event, the No. 29 Chevy was too strong out front.
“Today, both lines were side-by-side and you were able to kind of feed each line a little bit of air (while leading) and try to keep ’em even,” Harvick said. “That's the best way to keep them at bay is keep them side-by-side.
“If we can get to that point and be able to dictate whether you need to block, move up, move down, side draft … you have options as the leader. That's the position I want to be in.”
Harvick, for certain, looks strong. In his final year with Richard Childress Racing, he’s started the year off by leading 40 of 75 laps in the Unlimited and 23 on Thursday, making him a favorite entering Sunday’s Daytona 500. He’ll do his best to downplay it, though, knowing the unpredictable nature of restrictor plate racing.
“We've been fortunate to win the first two races of Speedweeks," Harvick said. "We just got to keep a level head on our shoulders, not get too high over what we've done, just do the same things that we've done. If it's meant to be, it's meant to be. I think we definitely have the car and team to be in contention to do that.”
Kyle Busch celebrates Duel No. 2 win. (ASP, Inc.)
Duel No. 2 provided an even more docile 60-lapper. Jeff Gordon started on the pole and led the first 38 laps as the field, once again, largely flew in single-file formation.
However, a wacky round of pit stops on lap 39 shuffled the deck, as Gordon was penalized for speeding on pit road. It was a mistake from which he would not recover.
And that was when Kyle Busch took over.
Antsy running fourth prior to the stops and with no partner willing to work to make something happen, Busch’s crew chief obliged, making a call for no tires and a splash of fuel. That brief stint on pit road allowed the No. 18 Toyota to emerge second. When Gordon ducked to pit road to serve his penalty, the lead was handed to Busch — and that was that.
Busch led the final 19 laps, holding off a charging Kasey Kahne as teammate Matt Kenseth ran cover in the waning laps to capture the fourth starting spot for the 500.
“Our original plan was two tires, but he (crew chief Dave Rogers) called it,” Busch said. “They were just harping on me to make sure, don’t slide your tires. Because you don’t want to slide a left front (tire) and then have to take four.
“So, I felt like I got a really good pit road entry. I felt like I ran good pit road speed all of the way down pit road and getting into my box was great. The guys just filled the tank for five seconds. It’s all we needed and we ended up back here. We got out front where it mattered most and got teamed up with a couple of Toyota’s which was great."
So have the Unlimited or the Duels given any insight as to what Sunday’s 500-miler may provide? Possibly. Passing is at a premium, but it seems that if the race runs unimpeded for any number of laps, the giant packs of four-wide racing may not be as prominent. Drivers are complaining — quietly — that the Gen-6 cars are frightfully unstable in the draft and have them weary of taking unnecessary risks.
Therefore, the high groove acts as a cruising line of sorts, where drivers can click off laps. And with that in mind, the first half of the 500 may resemble Thursday’s Duels, as teams play it conservatively to be assured of simply seeing the finish.
Alternately, the low lane is a power groove to be utilized when it’s time to make a move. Harvick and Tony Stewart have demonstrated that a strong car can pull two or three others along if the drivers are willing to work together. If the Great American Race is to get crazy in the final laps, this is where the challenge will come.
And lastly, who are the favorites now that an exhibition race, pole day and two qualifying races are in the books? Harvick, obviously, has made the biggest statement with two wins in two races. And Biffle, with two runner-up showings in two starts, can’t be overlooked.
Neither can Stewart, whose name has been on most everyone’s lips in the garage since the Unlimited. And then there’s Busch, Gordon and Kenseth, who have all shown strength at one point or another.
All that said, an unknown rookie won the 500 in 2011 and another rookie is on the pole now. And with as many questions that remain concerning the behavior of the cars, the unexpected is almost assured.
Running the facts, figures and numbers on the Daytona 500
Photo by ASP, Inc.
The Daytona 500 is an event that transcends its own sport, much the same as the Super Bowl, the World Series or the Masters. Over the last 54 years, a lot of history has been made just off the beach (and just on it) on Daytona International Speedway's 2.5-miles of asphalt. The following is a look at the numbers, facts and figures of NASCAR's biggest race.
NASCAR’s Super Bowl Explosion Winner’s Share In The First Daytona 500 (1959): $19,050 (Lee Petty) Winner’s Share In Last Year’s Daytona 500 (2012): $1,588,887 (Matt Kenseth) Full Purse, first Daytona 500 (59 starters): $67,760 Full Purse, 54th Daytona 500 (43 starters): $17,277,409 Last-place share in 1959: Ken Marriott, 59th place, $100 Last-place share in 2012: David Ragan 43rd place, $267,637 Average income, Middle-Class American: $41,560 per year (Source: http://bber.unm.edu/econ/us-pci.htm) -- U.S. Dept. Of Commerce)
This 500 … Brought to You by the Number Six
The big buzzword you’ve hear throughout Speedweeks sounds more like an education initiative than a race car. But “Gen-6” is NASCAR’s biggest change this decade, a new chassis type rolling out in 2013 designed to win back fans through a sleeker, “stock” look that make the Ford Fusions, Chevy SS models, and Toyota Camrys more like what you’d see on the street.
“The collaborative efforts between the manufacturers, teams, and NASCAR has been unparalleled in my 34 years in the sport,” crowed Robin Pemberton last month on the Gen-6’s pending Daytona debut.
Translation? NASCAR learned from the dreadful Car of Tomorrow communication debacle, where even CEO Brian France admitted recently “we made some errors” in a model that was highly criticized. This time, they’ve kept everyone from your low-level crewman, to tire specialist, to car owner, to their top R&D engineers on the same page in developing a car they believe will come out competitive.
Tandem Drafting No More
It’s the Valentine Day’s breakup even Cupid is privately cheering. In January testing, “Gen-6” hated being paired up, with even the slightest two-car bumpdraft causing instability to the point it just won’t happen in the 500. Even plate expert Dale Earnhardt Jr. started a 12-car wreck in testing by trying to lightly push Marcos Ambrose in the turns. The Sprint Unlimited witnessed the same thing, as a six-car wreck decimated the field just 15 laps into the event.
“I’m anticipating handling is going to be a little bit more of a premium than what we’ve had in the past,” says Jeff Gordon, pointing to less downforce in the rear of the car. Others claim the new drafting package is similar to what NASCAR had a decade ago, where drivers laid back to “set up” their slingshot moves inside a large pack.
A Guaranteed Photo Finish?
Say what you will about restrictor plates, first bolted onto the cars in 1988 at Daytona as a safety measure to keep fans and drivers safe. But one thing you can’t argue is that horsepower-sucking piece of metal virtually guarantees “close” finishes. 24 of the last 25 Daytona 500s, since the inception of this “plate” era have produced a margin of victory equaling roughly two car lengths or less. Only Darrell Waltrip’s fuel-mileage gamble, in 1989, was the exception to the rule (Waltrip won by a “comfortable” 7.64 seconds over Ken Schrader). No other sports’ premier event has such a track record of razor-close endings.
Can Kyle Busch break through for Toyota? (ASP, Inc.)
Daytona: Toyota’s Achilles’ Heel
As the first foreign automaker to win in NASCAR’s Cup level since Jaguar in 1954, the Toyota Camry has been competitive at NASCAR’s top level. But when it comes to the Triple Crown of success on which each car is judged — drivers’ championship, manufacturers’ title and the Daytona 500 — Toyota has fallen short. The Great American Race, in particular, has been a Great American Debacle for the Toyota camp.
In its first year on the circuit, two-time 500 winner Michael Waltrip’s team was nearly expelled from the track for attempting to put jet fuel inside the engine of his NAPA Toyota. While Toyota has improved dramatically since, even winning the summer race here with Kyle Busch in 2008, it’s done no better than third in February.
The “Intimidator” Curse: From Zero To Hero?
Even casual sports fans remember Dale Earnhardt’s “reverse of the curse,” winning the 1998 Daytona 500 after 20 years’ worth of black cats, broken mirrors, cut tires and virtually every type of hard-luck story imaginable. In the 15 years since, no superstar has quite matched Big E’s legendary levels of frustration but there are plenty of drivers looking to break an “0-for” in the sport’s biggest race. Here’s a look:
Mark Martin 500 Record: 0-for-28 The Lowdown: 40 career wins, 55 poles, over 12,700 laps led. At 54 years old and a freee agent at season’s end, could this be Martin’s last great shot? Best 500 Finish: 2nd, 2007 Best Shot Thus Far: The sport’s best supporting actor with five runner-up finishes in the point standings had a similar “oh so close” moment at Daytona six years ago. Leading 26 laps in a Herculean effort with an organization that would go broke six months later, he was leading entering the final lap. But as a melee broke out behind him off Turn 4, Martin slowed ever so slightly, anticipating a caution that never came. Kevin Harvick slid by for the victory in the closest finish in Daytona 500 history and left Martin’s beach dreams adrift in the tide. The veteran has been no better than 10th since.
500 Record: 0-for-14 The Lowdown: 47 wins in exactly 500 series starts, three Cup titles and wins at all but two tracks currently on the circuit (Darlington and Kentucky). Best 500 Finish: 2nd, 2004 Best Shot Thus Far: With nearly 300 laps led in the 500, no modern driver in NASCAR matches more with Earnhardt’s tales of woe. The lowest of the low came in 2007-08. The first year, Stewart was arguably the fastest car until being caught up in a wreck with rival Kurt Busch while cruising in formation well ahead of the field. Then, he had the trophy in sight entering the last lap in ’08, only for he and Toyota teammate Kyle Busch to get drafted past by Ryan Newman and (again) Busch.
500 Record: 0-for-19 The Lowdown: 21 Cup wins, four top-5 points finishes Bes 500 Finish: 2nd, 2000 Best Shot Thus Far: Burton, who didn’t even lead a lap in the big race until his ninth start (2002) has finished 24th or worse in the 500 nine times. But if there’s a darkhorse for the race, he could be it: both of Burton’s top-5 finishes in 2012 came at Daytona and teammate Kevin Harvick showed the muscled to win last weekend’s Sprint Unlimited.
Other Notables Seeking Redemption: Bobby Labonte (0-for-20), Kurt Busch (0-for-12), Greg Biffle (0-for-10), Kasey Kahne (0-for-9), Carl Edwards (0-for-8, won last year’s 500 pole), Kyle Busch (0-for-8), Denny Hamlin (0-for-7), Clint Bowyer (0-for-7).
Crash And Burn? Daytona’s “Big One” Looms
With plate racing keeping most cars locked together in close quarters, the question of a major wreck in the 500 is not a case of “if” but “when.” Here’s a look at the multi-car incidents that have most affected the race:
1992: Leaders Bill Elliott, Sterling Marlin and Ernie Irvan go three-wide before Irvan pushes it a bit too far. The 14-car wreck that ensues takes out almost all contenders, as well as Richard Petty in his last 500. Only five cars end the race on the lead lap.
1999: A 12-car wreck, started between teammates Kenny Irwin Jr. and Dale Jarrett wipes out the two-time 500 champ along with Sterling Marlin and Mark Martin.
2001: Overshadowed by Dale Earnhardt’s tragic death 25 laps later, a 19-car wreck saw Tony Stewart’s No. 20 flip wildly in what was almost another tragedy. Thankfully, no one came out hurt.
2002: An 18-car Demolition Derby incident on Lap 150 takes out Ken Schrader, who had led 46 laps at that point and considerably thins the field.
2009: As a lapped car, Dale Earnhardt Jr. tangles with Brian Vickers to start a 10-car melee that takes out a dominant Kyle Busch, who had led 88 of the first 123 laps of the race.
2011: Just 29 laps into the event, Michael Waltrip’s ill-timed bumpdraft wipes out 14 vehicles, including five-time defending Cup champ Jimmie Johnson.
Opposites Attract: Inside the List of 500 Champs Youngest: Trevor Bayne, 20 years, one day (2011) Oldest: Bobby Allison, 50 years, two months, 11 days (1988) Fastest Average Speed: 177.602 mph (Buddy Baker, 1980) Slowest Average Speed: 124.740 mph (Junior Johnson, 1960) Best Starting Position: Pole, nine times (Fireball Roberts, 1962; Richard Petty, 1966; Cale Yarborough, 1968; Buddy Baker, 1980; Cale Yarborough, 1984; Bill Elliott, 1985 & ’87, Jeff Gordon, 1999; Dale Jarrett, 2000) Worst Starting Position: 39th (Matt Kenseth, 2009)
Doubles and Triples Three-Consecutive 500 Winners
1973-74: Richard Petty
1983-84: Cale Yarborough
1994-95: Sterling Marlin
Owners Chip Ganassi and Roger Penske have also accomplished the “double dip” feat, with Ganassi pulling an unprecedented Triple Crown: he captured Daytona, the Indy 500, and NASCAR’s Indy race (the Brickyard 400) all in the same 2010 season.
"There have been other tracks that have separated the men from the boys. This is the track that will separate the brave from the weak after the boys are gone." – Driver Jimmy Thompson on the first Daytona 500
Daytona: By the Numbers
Husband/wife driver combinations to compete in the 500. Of course, we only mention this because of that little Danica Patrick/Ricky Stenhouse Jr. relationship. Could we be seeing the pair change that in a couple years? Yeah, probably not.
Jet dryer explosion in 53 years of the race (Juan Pablo Montoya, 2012 – luckily no one was hurt.)
Father/son duos to win the 500 in just 53 events: Lee & Richard Petty, Bobby & Davey Allison, and the Earnhardts (Dale Sr. & Jr.)
The number of different manufacturers to win the 500: Chevy, Oldsmobile, Pontiac, Ford, Plymouth, Mercury, Dodge and Buick.
The average number of laps led by the last six Daytona 500 winners, proving in this age of NASCAR parity the only lap that matters is the last one.
The number of Daytona 500 wins for Chevrolet, the most of any manufacturer. Ford, however, has won three of the last four (they’re second with 13 wins overall).
The highest number of Daytona 500 starts without a victory, held by Wisconsin’s Dave Marcis. The independent driver, famous for wearing his wingtip shoes in the cockpit, made 32 consecutive appearances from 1968-99, then retired after the 2002 Daytona race but never led more than three laps in any of them. (Best finish: 6th twice – 1975 & ’78)
Most Cup wins of any driver, all-time, without a Daytona 500 on their resume (Rusty Wallace). The 1989 Cup Series champ and a short track specialist, Wallace was never better than third in the big race. (Tony Stewart holds the record amongst active drivers, with 47.)
The record number of cars that started the 1960 Daytona 500; 39 finished the race. NASCAR adopted the current max of 43 cars in 1998.
The fastest pole speed, in miles per hour, recorded for the 500. Accomplished by Bill Elliott in 1987, the advent of the plates a year later have made attaining those speeds impossible. Experts estimate without the slowdown, NASCAR vehicles today could soar over 230 mph heading into Daytona’s high-banked turns.
The fewest miles run by any Daytona 500 winner in history. Michael Waltrip won the 2003 version of the race with just 109 of 200 laps complete after a drenching rainstorm cut the finish short.
Starts by Michael Waltrip before earning his first NASCAR Cup victory: the 2001 Daytona 500. It’s the longest anyone has raced in the sport’s top division before hitting Victory Lane.
It's unlike any other race. As is its qualifying procedure.
Setting the starting lineup for the Daytona 500 can be a trial of confusion for those that choose not to read the syllabus. And let’s be honest, that’s why you’re reading this, right? You want the CliffsNotes.
Fair enough. So allow me to explain this as painlessly as possible.