Foul mouth and fiery temper conspire to extinguish Busch's NASCAR career
Photo by ASP, Inc.
The last five days have become the most memorable of Kurt Busch’s 12-year tenure in NASCAR. The next five may ultimately determine the rest of his career.
Following a terse exchange with long-time NASCAR reporter Bob Pockrass following Saturday’s Nationwide race at Dover, Busch was suspended by NASCAR until June 13 for showing disrespect towards a media member. Since, Busch’s car owner, James Finch, has been less than supportive of his driver, making cryptic comments regarding his future with the No. 51 Phoenix Racing team. Absent is the fatherly concern and support that Joe Gibbs showed brother Kyle following his dust-up at Texas Motor Speedway last fall with Ron Hornaday Jr. in a Truck Series race. Instead, Tuesday’s comments on Sirius XM NASCAR were those of an old-school racer, legitimate tough guy, and an owner who finds himself at the same Busch-induced crossroads as Jack Roush and Roger Penske before him.
“It’s going to be race-by-race. It’s not going to be probation with us,” Finch said. “Here’s the deal: Quit wrecking the cars, get a good finish, be nice to people. That’s not real hard to do.”
Finch also says that if further tirades ensue, he will permit a member of the crew to, “go upside (Busch’s) head with a crescent wrench.”
So how have things gone so wrong so quick for Busch? Two weeks ago I wrote a column declaring that he was the right driver to take over the reins of the Joe Gibbs Racing No. 20 Home Depot machine. Following Saturday’s incident, JGR president J.D. Gibbs said that Busch is, “no longer on our radar.”
The stage for the Axl Rose of auto racing’s downward spiral into obscurity has been built over the course of a number of run-ins throughout the years.
Busch made his first career Cup start at Dover (coincidentally) in Sept. 2000, closing out the year by replacing Chad Little in the No. 97 Roush Ford. In just his fourth race at Rockingham, Busch raised the ire of Dale Earnhardt Jr., who harassed Busch for a few laps to where NASCAR issued a warning to Junior, instructing him to back off. The incident was Busch’s first interaction with the media, and even then in his young career, he gave a typically articulate, well-reasoned response about trading paint with a name of racing royalty.
It also set a long-standing precedent that Busch would not back down to anyone in the sport — be it another driver, opposing crew, or even his own team owner.
In 2001, Busch began his first full season in Cup, and in October at Phoenix his now-legendary tiff with Jimmy Spencer began. Feelings between the two escalated through the ’02 season —particularly after a bump ‘n’ run at Bristol — and at the Brickyard 400, Busch found himself in the wall early in the event – and then slapping his backside and pointing to the rear of the field as Spencer drove by. What followed was Busch’s now-epic line, referring to Spencer as a “decrepit old has-been”. The feud culminated in the Aug. 2003 Michigan race when Busch was popped in the nose by Mr. Excitement following a tirade that was picked up by Busch’s in-car audio and camera.
Spencer isn’t the only driver to have taken a swing at Busch. Tony Stewart allegedly punched him following a practice incident at Daytona in 2008. He would be docked 100 points later that year when, at Dover (naturally), he drove his car alongside Stewart’s on pit road in disgust, nearly hitting a crewman in the process.
In ’04, Busch won the inaugural Chase for the Sprint Cup, which until last year’s tie, was the narrowest championship margin in history (eight points). In late ’05, Busch jumped ship at Roush Racing to take over the iconic Blue Deuce for the retiring Rusty Wallace at Penske Racing. With just two races remaining in the season, Busch was pulled over during race weekend in Phoenix, and was arrested for suspicion of driving under the influence. Busch was less than cordial with the officers, accusing one of being a Jeff Gordon fan while asking the one question anyone who is anyone should not: “Don’t you know who I am?”
Busch was suspended by Roush for the final two races of the season, the team issuing a release that stated they were, “done being Kurt Busch’s apologists.”
Since then it’s been a steady diet of water bottle chucking, press release ripping, going after reporters, and team radio rants that sounds more like excerpts from Full Metal Jacket than Days of Thunder. His radio tirades, in particular, have become the thing of legend, abusing his crew, crew chiefs, the sanctioning body, and team owner. From wishing he could drive his ill-handling car head-on into the wall to knock himself out, to addressing team owner Roger Penske as “dude,” Busch has been able to maintain rides based on his talent and ability, not through timely charm or faux sincerity.
Things reached a crescendo in 2011 when at New Hampshire (strangely, not Dover) his car failed pre-race inspection in the second Chase race. He had a bit of a meltdown during driver introductions, and snapped at ESPN’s Jamie Little en route to the grid. After falling out of the race at Homestead eight weeks later he was less-than-enthused about waiting for a TV interview with ESPN reporter and longtime NASCAR personality Dr. Jerry Punch. The ensuing tirade was caught on a fans’ smartphone, uploaded to YouTube, and led to his ouster from Penske Racing — making him a driver without a job just two months before the season was to begin.
That aside, the reason for Busch’s Pocono suspension is a bit muddy. Busch was asked by Pockrass, a reporter well-respected among his peers and a long-time member of the media corps that covers the sport weekly, if he was forced to race Justin Allgaier differently, since he was on probation. Allgaier was making aggressive moves toward Busch during the race after some incidental contact on the first lap. His reply was classic Kurt, but as things have turned out, not in a good way:
“It refrains me from not beating the s*** out of you right now, because you ask me stupid questions. But since I’m on probation that’s probably improper to say as well.”
Mind you, Busch essentially confirmed the same question when interviewed by Punch just a few moments earlier. Perhaps more telling was Busch’s follow-up comment of, “you’re in this just to start stuff, it’s all you’re out here for.”
In my mind, the comment to a member of the media did not warrant the suspension. Had there not been a camera present to record Busch’s comments, I doubt we’d even be having this discussion. The totality of his history the past two years of being less-than-polite with media members factored into the decision — particularly during a time when the sport is working hard to rebuild it popularity following a decline in viewership and attendance. This appears to be one guy having a lingering beef with another, which now stands to jeopardize his career.
Not to get all paternal and go the “this hurts me more than it hurts you” route, but perhaps this is what Busch requires to, as Finch says, “get his head right.” The cracks have begun to show the last few weeks, from a palatably tense exchange with reporters outside of his team hauler at Charlotte, to discussing a controversial pit road incident with Ryan Newman at Darlington which saw the 13th of 14 damaged Phoenix Racing machines in 2012. Busch is auditioning for a ride this year and has been working harder to get more out of the equipment than it’s capable of providing.
Busch was knocking on the door of a top-5 run at Darlington when he got into the wall causing a flat tire. He was in contention for a win at Talladega until he was inadvertently turned by former teammate Brad Keselowski late in the going. During qualifying for the Coca-Cola 600 he lost it in qualifying and nosed the car into the backstretch wall. Combine those with his short fuse, a will to win and get back into a top-tier ride, and you’re mixing nitro and glycerin in a 9,000 rpm tumbler.
Also working against Busch in his dealings with Finch, in that he leads the Sprint Cup Series in wrecks this year with five – both uncharacteristic for the driver and unsustainable for a small, independent team. The tiny Phoenix Racing group of 18 is short on resources and sponsorship. Typically, when you paint your car like Ricky Bobby’s “ME” car from Talladega Nights, things can’t be on solid financial footing. No word yet if Clyde Torkle’s “Chicken Pit Special” will on the car for Atlanta in September.
Before everybody goes piling on and kicking a man when he’s down (which is America’s second national pastime), not all of the wrecked cars have been Busch’s fault. As well, despite the owner’s frustration with the situation, Busch maintains the support and admiration of his current crew chief, Nick Harrison.
“The whole deal has been blown out of proportion,” Harrison said on Tuesday. “Kurt’s under the microscope right now and I just wish people would leave him alone and let him do his job. Yes, Kurt has a strong personality, but when he’s out of the car, he’s just one of the guys. He’s one of us. That’s hard to find in the garage these days.”
Even Finch relented that not all of Busch’s undoing has been of his own doing:
“I think the media needs to back off a little bit. They need to stop agitating him. I mean, what can I do? Put a muzzle on him when he gets out of the car? Hide him in a box? He’s got the most talent out there right now. But he’s been over-driving the car and he needs to settle down, win a race or two and let things settle down.”
What has resulted is the worst of both worlds: a championship-winning driver working hard to rebuild his reputation, driving a largely unsponsored car for a small team in an economy that cannot support a massive sponsorship campaign. Combine that with a hot-tempered driver who is frustrated with his current situation and a fickle audience who demands to see real, live, raw emotion (but then acts offended when a driver doesn’t rattle off the canned 30-second sponsor-laden drivel) and you have the crossroads that Kurt Busch finds himself at today.
If Busch does not say exactly what Finch is demanding to hear on Tuesday, then he is essentially out of Cup racing for 2012 — and potentially beyond. His only fall back at this time is the part-time Nationwide Series arrangement with brother Kyle’s No. 54 Monster Energy team. It would be a further set back professionally, but might be required for him to heal personally.
While the radio outbursts and snarky comments are entertaining and admittedly funny — calling Jimmie Johnson “five-time chump” in mid-spin is pretty witty — it has led to his demise and marketability in a sport that now demands drivers to be minivan-mom friendly. Busch would have landed at Richard Petty Motorsports last offseason, but sponsors refused to back him, despite comments from then-CEO Robbie Loomis that “I’d mortgage my own house if it meant hiring Kurt Busch.”
It is the same situation that Finch now finds himself in following the suspension of his driver.
“If I can't get a sponsor, I can't keep running without a sponsor,” Finch says. “That's a slow death. I don't want to do that.”
Personally, I sincerely hope that Busch manages to turn things around and can find a way to contain the inner green rage monster. In an era where one year drivers are told to, “have at it boys” and the next to “don’t says s***,” it’s both bad timing and bad form to shut down a championship-caliber driver for being short with a media member upon exiting a racecar.
While it does not excuse the pattern of behavior and decade of disrespect, the majority of those in the sport feel the same way. Typically, these type of situations are reserved for athletes in other sports that have substance abuse problems. In this case, it’s one driver who’s high on shooting his mouth off.
Sadly, simply expressing his frustration with a question may end up silencing his career.
As if starting out the 2012 NASCAR season by getting turned mid-pack on the second lap of the Daytona 500, it was announced Wednesday that Chad Knaus, crew chief for the No. 48 Hendrick Motorsports Chevrolet, will be suspended for six races and fined $100,000 for tinkering with the C-posts of the car prior to qualifying for Daytona. Also on involuntary leave will be car chief Ron Malec, another key cog to the five straight championships Jimmie Johnson and team won from 2006-10.
Should the suspensions hold up — team owner Rick Hendrick has stated they will appeal the penalties — Hendrick Motorsports doesn’t exactly hurt for a talent pool from which to pull. It is rumored that a potential replacement atop the pit box could be No. 48 lead engineer Greg Ives, or Mike Baumgartner, former car chief on the No. 24 team of Jeff Gordon.
“Our organization respects NASCAR and the way the sanctioning body governs our sport. In this case, though, the system broke down, and we will voice our concerns through the appeal process,” Hendrick said in a statement following the announcement of the penalties.
Chief among Hendrick’s concerns (as well as mine): If what NASCAR found was repaired before the car went onto the racetrack, why are suspension being handed down? That’s akin to slapping a radar detector on the windshield, but never actually pulling onto the highway at 90 mph.
The C-post sheet metal on a Cup car is a manufactured and stamped piece that is produced for the teams, and in NASCAR terms, not something they encourage be modified and fiddled with — even though there were some cars during Speedweeks in Daytona that had similar modifications, though not to the same degree as the No. 48.
The way the infraction was discovered seems a bit obtuse, as well. While there wasn’t a stated specific rule against what was used, the first statement regarding the piece was that NASCAR “didn’t like how it looked.” Further explanation from competition director John Darby that NASCAR, “did some additional inspections with gauges and stuff,” which resulted in the pieces being cut off, replaced, and more in line with what NASCAR wanted to see on that area of the Lowe’s Chevrolet.
Which brings me back to my original point of contention, as well as that of Hendrick and many in the garage: If the part was never used in competition, was identified and remedied during inspection for the biggest race of the year, where really is the justification for such a staunch set of penalties?
Adding further fuel for confusion is the track history this particular car had established over the last year, having won a race (Talladega) and competed in three others. The car had also been taken to the NASCAR R&D Center for evaluation, where apparently nothing egregious or objectionable was discovered. There was not a statement from NASCAR that the car was ordered to never come back to the racetrack, nor was it confiscated and held for evaluation like the tail section of the stealth helicopter used by SEAL Team Six in the Bin Laden raid and as one of Tony Stewart’s JGR Chevrolets was several years ago when NASCAR didn’t like what it saw.
Knaus is a bit of an anomaly in NASCAR. Name one other crew chief that is given the credit (or even recognized) for the success of a driver and race team as much as he has been since 2002. It’s usually the driver who gets the credit and the crew chief who shoulders the blame if things go wrong when a pilot is unable to produce. Not until Johnson won his fifth straight title did the driver start to receive due credit for actually winning these things; most attributed it to Knaus building a better mouse trap than his competitors — including the rest of his Hendrick Motorsports (and Stewart-Haas Racing) stablemates.
While improved safety was the initial focus when NASCAR’s Car of Tomorrow was rolled out in 2007, it was also engineered to prevent the mangled and twisted bodies of the previous generation of NASCAR racecar. The Bizzaro World smeared and bent bodies were constructed to develop maximum downforce and sideforce while in the corners did not remotely resemble anything on a car dealership lot. These machines also required a substantial amount of time and dollars spent in the wind tunnel, money that has been long in coming since the economic downturn of 2008.
With the dawn of the second iteration of the CoT, the 2013 machines legitimately do look like their street-going counterparts, and in the interest of cost control and maintaining aesthetic integrity, further body massaging on NASCAR racecars will continue to be discouraged more than close contact at a high school dance.
Part of the allure and lore of NASCAR, that has been missing in recent years, has long centered on the trick cars and pieces that have actually been on the track in competition — and won. From Junior Johnson’s “Flying Banana,” to Bill Elliott’s 9/10-scale Thunderbird that dominated the super speedways of the mid ’80s, to Smokey Yunick driving his car away after NASCAR had removed the gas tank as a result of questions about its fuel mileage, it used to be the individuals who prepared the cars were recognized as much as those who wheeled them into Victory Lane.
That Knaus is routinely singled out for trying to exploit the rules and simply build a better car — some of which never even make it into competition — flies in the face of NASCAR’s efforts the last few years of returning to its roots, and getting back to the formula that worked so well in the past. He also seems to be singled out for simply doing a better job than his competition, which is to build faster racecars that win races and championships. If there isn’t a specific rule against it, how is it illegal? And if something is out of tolerance during pre-race inspection (key word: “pre”), and is then brought up to code, what is the justification for suspending the guy for a month and a half?
While fines and suspensions are bad enough, even more damaging is the 25-point docking in both driver and owner points, levied, putting Johnson in the awkward position of having -23 points going into the second race of the season. It has been a rough start to 2012 for HMS, with virtually every affiliated car suffering damage or falling out of the Daytona 500 (the exception, of course, being Dale Earnhardt Jr.).
So what does this mean for the No. 48 team at Phoenix? Is the season over before it even really started? Knaus and Malec will still be allowed to show up and compete until the appeal process runs its course. The potential for distraction is clearly evident, though, as these types of penalties for a championship-caliber team will likely overshadow anything revolving around Danica Patrick or Matt Kenseth’s second Daytona 500 victory.
It might also provide some foreshadowing as to the future of Knaus within the walls of HMS.
As the stress and friction of the 2011 season took its toll, Knaus took a rare vacation and extended time away from the shop prior to the start of the 2012 campaign, going on an African safari. Knaus’ time, effort and expectations of his team are legendary (and borderline obsessive compulsive). With as much success as he has had overseeing operations on the No. 48, might he want to pull back off the road and move into a leadership role within Hendrick Motorsports as a whole?
While a $100,00 fine is nothing to sneeze at — relative to sponsorship dollars, race winnings, exposure and championships that have been generated since Knaus and Johnson were united in 2002 — it is a pittance compared to what has been generated since then. But is Knaus going to tire of the constant hen pecking, suspension, fines and bad press that come whenever he tugs on a fender or is in the lab of his little shop of horrors trying to put together the missing piece for “The Fix for Six”?
In the end, should the suspension hold up and Knaus is sent home for six weeks, NASCAR might just have woken a sleeping giant. If he’s not at the racetrack, that simply leaves him more time to cook up new ideas of Lex Luthor-like diabolical proportions.