Photo by ASP, Inc.

by Vito Pugliese

There’s a reason why Talladega continues to endure and endear itself to NASCAR Nation. Vito Pugliese provides a first-hand account of this past weekend’s racing from the 2.66-mile behemoth.

While some experiments and initiatives in NASCAR have not performed as expected, there are some constants that continue to produce. One of them has been producing for over 40 years: Talladega.

As I have written here and elsewhere quite often, everyone loves nostalgia — going retro is all the rage. From the newest versions of the Chevrolet Camaro, Dodge Challenger and Ford Mustang, to the endless ’70s and ’80s remakes that are cranked out of Hollywood like P-51s during WWII, the past is always in style, and for those who fancy old-school NASCAR, it’s hard to beat Talladega — and last weekend’s Good Sam Club 500 was no exception.

Well, at least for the last 25 laps. Even Tony Stewart suggested cutting it down to 40 if most drivers were just going to cruise for the majority of the afternoon. But I digress.

One of the facets of NASCAR that permeated from the 1950s to the 1970s, was that of manufacturer loyalty among fans and racers alike. That aspect became relevant once again on Sunday, as team (and manufacturer) orders were apparently delivered — both internally and externally.

Ford’s Trevor Bayne was in position to help his childhood hero and racing idol, Chevy’s Jeff Gordon, to the finish in the final laps. Gordon’s teammate and BFF drafter, Mark Martin, got mangled with eight laps to go when Gordon, Martin, Denny Hamlin and Joey Logano stacked up coming off Turn 2. Bayne committed to Gordon over the radio under caution, but then the partnership dissolved halfway down the backstretch, with Bayne betraying his bumpership, and falling in line with the Ford of quasi-teammate Matt Kenseth.

In this era of two-car tandems that have dictated that a driver work with whomever and whatever goes fastest, it is refreshing to see the element of manufacturer loyalty return. That’s not to say that I was happy to see Gordon get smoked on the white flag lap on what more or less was a lie on Bayne’s part (told to Gordon, who went out of his way to help the youngster during Speedweeks in Daytona). But when I first started following NASCAR intently, a Chevrolet driver working with a Ford driver was something just short of heresy.

Back in the heyday of manufacturer involvement, it was the superspeedways at Daytona and Talladega that inspired competition between brands — so much so that Dodge and Ford developed wildly-successful models named after each respective track. In 1969, Dodge released two models specifically to better compete on the fast tracks: the flush-grilled fastback Charger 500, and later the Charger Daytona and Ford’s Torino Talladega.

During the 1990s, the same philosophy was echoed throughout the field. You wouldn’t see Dale Earnhardt drafting with Geoff Bodine in a Ford (OK, bad example), or Bill Elliott’s Ford partnering with Rusty Wallace’s Pontiac. As much cross-pollination as you could expect would be an Oldsmobile or Pontiac working with a Chevy Lumina. The Ford teams were islands unto themselves for the most part — which wasn’t a bad thing a couple of years later when it seemed everyone ran a Ford Thunderbird.

There were also orders of another kind at Talladega, namely Chad Knaus instructing Jimmie Johnson to ding up the rear of his car if he won to avoid any post-race template troubles. Considering the suspensions that were levied to the Michael Waltrip Racing teams for unapproved windshields last weekend, it’s probably for the best that ol’ Five-Time got drilled in the door by Andy Lally late in the going. A bit coincidental, considering the winner was Clint Bowyer, whose title hopes were dashed a year ago after having 150 points docked following a win at New Hampshire for what was alleged to be damage suffered by getting a push from a wrecker that caused his car to be out of tolerance.

One couldn’t help but be reminded of the 1985 Winston, when Darrell Waltrip just happened to blow the engine (some would claim the over-sized engine) in his Junior Johnson-prepared Monte Carlo SS immediately after taking the checkered flag.

The racing itself on Sunday was a bit 1980s-ish, as well. Speeds hovering consistently around 200 mph meant that the track, which was the first to honor the stock-car mark, was once again being used for what it was designed. We saw packs break away and catch up, as well as single-file racing, not unlike the days when cars had to lift through the corner as drivers sawed on the wheel — not so much driving as they were keeping their cars from lifting off and trying to feel where the front tires were pointed. Racing at speeds which most aircraft go wheels-up, that big blade on the back has to be a bit comforting, particularly when getting shot head-on into a wall at these speeds.

Reagan Smith’s impact in his black Chevrolet was both sobering and eerily reminiscent of Dale Earnhardt Sr.’s fatal crash at Daytona in 2001. It was a testament to how far the sport has come safety-wise, as SAFER Barriers, HANS devices and any other acronym that has prevented the unthinkable from happening the last decade is one area where waxing poetic about open-faced helmets, smock dipped in some sort of concoction which was allegedly fire retardant (though most likely just Epsom salt) falls flat on its exposed face. It is nothing but dumb luck or divine intervention that prevented more drivers from dying during the 210-plus mph era of the late ’70s and mid- ’80s.

What is unique about Talladega is that it was conceived during an era when all of the tracks were different; each with its own idiosyncrasies. It’s kind of like NASCAR itself. What other track was said to have been built on a Native American burial ground, is allegedly cursed, had a driver boycott before its first race and, even though cars nearly ended up in the stands twice in virtually the same spot, routinely witnesses fans buying tickets to sit up front, right where said cars tore into fencing?

More than that, the track is as big a part of the racing story as the title bout it was hosting.

The wildcard of the Chase pulled a fast one on the front-runners and their title hopes. Kurt Busch, Kyle Busch, Ryan Newman, Jimmie Johnson and Kevin Harvick all took huge hits, while Dale Earnhardt Jr. and Jeff Gordon all but had their Wonka tickets punched. In the end, it wasn’t about fuel mileage or a 30-car junkyard — it came down to two teammates with no championship implications whatsoever. And no one seemed to care one way or another that no Chasers were contending for the win.

We’ve since grown accustomed to seeing wide swathes of open seating, some tracks going so far as to widen the seats to help fill up the empty spaces where fans used to shoehorn in, or going so far as to remove entire sections of grandstands. Not so in Eastaboga, Alabama.

This go ’round I took to the seats rather than the media center. Sure, I had my Garage Pass in hand but decided to watch the race with the fans. And by “the fans,” I mean fans that still have a rabid appreciation for the sport, as every single seat that was available in the Birmingham Tower was filled.

What economic downturn? Those Occupy Wall Street miscreants couldn’t hold down much more than a wet fart if their lives depended on it in comparison. They’ve got nothing on my people (particularly in the hygiene department).

There were more bodies seated, on time and ready to go than there are at my church on most Sundays. Couple that with a flyover by a pair of F-22 Raptors (including a super slo-mo pass over the backstretch that looked like it was going about 100 mph courtesy of thrust vectoring) and a Kenworth pulling a massive American flag. There was a bit of relief amongst the chaos that is Talladega that at least here, things still make sense.

It’s not often you see and feel what racing was like 15 or 20 years ago — literally. A fat, sweaty stranger mere inches from you is gross, but once the race starts and everybody is standing, there actually is a bit more room. And if you knock back a few pops, your own breath and BAC trumps anyone else’s BO. Sure, those seats might be metal and some are a bit rusty, but every one of them was filled, and it was elbow-to-elbow. And no one seemed to mind. (A side note: Talladega is in the process of redoing the seating, expanding each seat to 22” so feel free to go nuts this holiday season and embrace your inner Adam Richman.)

There is a reason why even in the midst of yet another recession, where people are careful where and how they spend what little discretionary income they have right before Thanksgiving and Christmas, that many still make time for Talladega. With all of the talk of fuel-mileage races dictating a championship and conspiring to ruin racing, Sunday was an old-fashioned superspeedway race, where two of the fastest cars ran up front all day, pulled away from the pack at the end and settled it amongst themselves.

It’s not that hard to see why people keep showing up to Talladega in droves as they always have and why its two dates continue to be the most popular of the year:

Because it just plain works.
 

Jimmie Johnson and Dale Earnhardt Jr. in the draft. (Photo by ASP, Inc.)

by Mike Neff

On Wednesday, SBNation.com’s Jeff Gluck reported that prior to the Good Sam Club 500 at Talladega on Sunday, crew chief Chad Knaus was overheard on NASCAR.com’s RaceBuddy telling Jimmie Johnson that, should he win the race, he needed to inflict some damage on the car’s rear end during his victory celebration. While there wasn’t a post-race celebration for Johnson, this conversation has certainly stirred the pot that always seems to swirl around Knaus and his history of pushing the envelope of NASCAR’s rule book. Johnson’s car passed three different inspections last weekend, so it was certainly within the parameters set by the sanctioning body — but hearing dialogue between crew chief and driver is going to cause people to, once again, point the “cheater finger” at Knaus.

There is definitely a history of Knaus pushing the limits in NASCAR’s infamous gray area (and some of the black and white areas, as well), so it is certainly justified for people to question what might have been going on with the 48 car’s rear end. Remember that Knaus was told to leave the track days before Johnson won the 2006 Daytona 500 thanks to a design on the car that allowed the rear window to be changed when it appeared a wedge adjustment was being made to the car. While it might have appeared to fall within the gray area of the rule book, NASCAR felt it was altering a piece of the car that was not supposed to be touched, thus an expulsion and suspension.

Knaus found himself in hot water at Infineon Raceway shortly after the Car of Tomorrow was introduced in 2007 when his team massaged the fenders of the car between the points where NASCAR’s inspection “claw” touched the body. While the car passed the requirements of touching the template at all of the required points, it was different from other cars in the areas between the points, and therefore, was deemed to provide an unfair advantage. It must be noted that there is room for debate as to whether this instance was actually cheating or simply working within the gray area, but Knaus was fined $100,000 and suspended for six races, an example of NASCAR sending a message to the garage area to be mindful of it’s hard-line CoT specs.

There was also “Shockgate” at Dover in 2005, when the shock absorbers on Johnson’s car actually raised up after use rather than sank, as shocks normally do. The shocks were perfectly legal within the rules as far as parts and compression rates, but the way they were assembled and how that ultimately made them function was not in the spirit of the rules. NASCAR quickly issued a rule change to prevent that from ever happening again, but it was a classic gray-area play by Knaus.

These are but a few examples of Knaus’s ingenuity — he’s had at least seven violations with at least four being technical in nature that have resulted in no less than $190,000 in fines. Interestingly enough, he has not been fined since 2007.

No one but Knaus and his team know if there were any shenanigans going on with the No. 48 last weekend. Knaus explained that his pre-race “request” to Johnson was based on the fact that there is a tremendous amount of bumping that takes place during tandem racing at plate tracks. With the tight tolerances that NASCAR imposes on restrictor plate tracks, it would be very easy for a car to get knocked outside of those measurements simply through the aggressive bump drafting that occurs at 200 mph.

While that certainly seems like a plausible enough explanation, it would seem as though NASCAR’s technical inspectors would take that kind of contact into account and allow for some leeway. Then again, Richard Childress Racing claimed that Clint Bowyer’s car was knocked out of alignment by a tow truck at New Hampshire last season but NASCAR didn’t buy that explanation — so better safe than sorry, right?

Of course, it’s also very possible that Knaus was just trying to cover his bases, reasoning that it would be better, should his car win the race, to make an on-track modification that would prevent any post-race scrutiny rather than have to deal with the inspection nuances over the position of the rear bumper.

It is sad that the current “spec” environment in NASCAR has come to the point that teams will consider damaging their racecars rather than have them probed, measured and dissected so closely after winning a race. Fortunately, that does mean that the playing field is as level as it can possibly be — and that ensures that the racing is as fair as NASCAR can make it.

In the end, even if the No. 48 was legal from tip to tail, it might have been in Knaus’s best interest to keep his mouth shut and let the chips fall where they may. Because as another rule-breaker once said, “Sometimes nothin’ can be a real cool hand.”
 

Photo by ASP, Inc.

by Matt Taliaferro and Nathan Rush

Race: Tums Fast Relief 500
Track: Martinsville Speedway
Location: Martinsville, Va.
When: Sunday, Oct. 30
TV: ESPN (1:30 p.m. EST)

Specs: .526-mile oval; Banking/Turns: 12 degrees

April Winner: Kevin Harvick
2010 Winner: Denny Hamlin won both races.

2011 Race Length: 500 miles/263 laps
Track Qualifying Record: 98.084 mph (Tony Stewart, 2005)
Race Record: 82.223 mph (Jeff Gordon, 1996)

From the Spotter's Stand
Kevin Harvick rained on Junior Nation's parade at Martinsville in April, when he slid by Dale Earnhardt Jr. wqith four laps remaining to earn his first Martinsville Grandfather clock.

Kyle Busch led a race-high 151 laps before Earnhardt brought back images of his legendary father, executing a textbook “bump 'n' run” to get by his arch-rival. However, 17 laps later Harvick made the race-winning pass — his first of two over Earnhardt this year for the win with less than five to go.

Denny Hamlin, Jimmie Johnson and Jeff Gordon have combined to win 14 of the last 17 races at the shortest track on the Cup circuit — with only Kevin Harvick (2011), Tony Stewart (April 2006) and Rusty Wallace (April 2004) breaking the trio’s impressive streak.

Last year, Hamlin was the Mayor of Martinsville, leading 172 laps in March, but needing a late charge on a green-white-checkered restart to beat runner-up Joey Logano and seven-time winner Gordon (92 laps led).

Hamlin won his third straight and fourth in six runs at Martinsville during the return trip in October, edging out runner-up and two-time winner Mark Martin and taking the first of his two checkers in the Chase.

Crew Chief’s Take
“Brakes, brakes, brakes. Being able to get good forward bite off the corner allows for passing and plenty of speed in the straightaways, then braking hard twice a lap at the entrance to Turns 1 and 3 takes its toll. It’s not nearly as fast as Bristol, but we have as much contact at Martinsville as we do at Bristol. There aren’t as many incidents because the pace is slower. The faster you run, the more you’re on the edge of grip. When you lose grip, you make more contact. It’s inevitable, but a driver has to keep cool. The ones who don’t like to be touched don’t do well here.”

Fantasy Stall
Looking at Checkers: Prior to a 12th in April, Denny Hamlin had averaged a 2.4-place finish in his last nine Martinsville starts.
Pretty Solid Pick: Jimmie Johnson and Jeff Gordon are the other two you have to keep an eye on.
Good Sleeper Pick: This is one of Junior’s favorites, made evident by his 12 top 10s in 23 starts.
Runs on Seven Cylinders: Quite a few, led by Greg Biffle and David Reutimann.
Insider Tip: It’s best to stay with the Big Three of Hamlin, Johnson and Gordon.

Classic Moments at Martinsville Speedway
The media in attendance for the 1960 Virginia 500 are treated to a luxury unheard of in the formative years of stock car racing: An air-conditioned press box — a NASCAR first.

It’s another NASCAR first as well, as Richard Petty wins his first of a series-best 15 races at Martinsville Speedway.

Petty leads laps 316 through 333, but relinquishes the lead to Bobby Johns, who takes over for the next 48 laps until he suffers a rear-end failure.

Jimmy Massey assumes the lead but is overtaken by Petty one lap later. The King leads the final 116 circuits to capture his second career Grand National win. Petty wins three races in the 1960 campaign and finishes second in the standings. It is another four years until he breaks through for his first title.
 

"Chad, at this rate I won't need to back into any walls if I win." (Photo by ASP, Inc.)

by Matt Taliaferro

1. Carl Edwards No one driver wins the Chase at Talladega, but many lose it. Edwards did neither, which is a good thing for him. Expect top-10 runs from here on out.

2. Matt Kenseth Edwards’ teammate and the 2003 champ, Kenseth, sits just 14 points back in second. Both are good (Texas, Homestead) and weak (Martinsville) at the same tracks.

3. Kevin Harvick At 26 points out, is Harvick done? Probably not, but his chances are on life support. The car his team is bringing to Martinsville this weekend has two wins in six starts — including at Martinsville in April.

4. Brad Keselowski  Survives big, bad Talladega, notching the best finish (fourth) among all Chase drivers. At 18 points back in the title hunt, you have to like the kid’s chances.

5. Jimmie Johnson  Food for thought: The last time Johnson had two straight finishes outside of the top 20 during the Chase, he won the next three races.

6. Tony Stewart  Has elbowed his way back into title contention with consecutive runs of eighth and seventh. At fourth in the standings and 19 points out, Smoke may be that final driver with a good look at a title.

7. Kyle Busch  Making up 40 points in the standings with four races remaining is unrealistic, and that’s where Kyle and the boys find themselves. Don’t be surprised if the lifted weight propels Busch to a win or two.
 

"Negative Kyle, we can't find that golden horseshoe back here."

8. Clint Bowyer  Four of his six Chase races have resulted in finishes of eighth or better, including, of course, the big win at ’Dega. It may be the last one he sees for a while since MWR isn’t known as a big-win operation.

9. Jeff Gordon  Gordon’s 27th at Talladega and the events that conspired to contribute to it may have been frustrating, but say this about him: He seemed to be the only Hendrick car that wanted to go to the front and race.

10. Kasey Kahne  Kahne’s average finish in the last six races is 7.1, including four straight runs of sixth or better. It’s a shame everything is coming together for this bunch as the season winds down.

11. Denny Hamlin  Back-to-back solid finishes with his favorite stop — Martinsville — up next.

12. Paul Menard  Leads all drivers on the circuit with a 10.2-place average finish on the plate tracks in 2011.

13. Greg Biffle  Winless thus far in 2011. That’s only happened once to the Biff in eight full-time Cup seasons.

14. Dale Earnhardt Jr.  It ain’t getting any prettier, but I get hate mail if he’s not at least ranked in the top 15.

15. Joey Logano  The final results (24th) don’t back up the great run Logano had at ’Dega with a torn up car.

Just off the lead pack: AJ Allmendinger, Jeff Burton, Mark Martin, Ryan Newman, Martin Truex Jr.
 

by Matt Taliaferro

And then, there were five. So it seems. Maybe. The one thing that is beyond debate is Clint Bowyer’s continued strength on NASCAR’s plate tracks. Bowyer made a last-lap pass of teammate Jeff Burton in the Good Sam Club 500 at Talladega Superspeedway on Sunday to earn his first win of the 2011.

by Matt Taliaferro

1. Jimmie Johnson  Haven’t we seen this movie before? Summer turns to fall and the 48 team shifts into another gear that no one else has, and that it seemed to be hiding all along.

2. Carl Edwards  Edwards’ tough-it-out third- and fifth-place finishes the last two weeks are the type of performances that championships are made of. Dare we call them “Johnson-esque?”

Photo by ASP, Inc.

by Matt Taliaferro

For those who have followed Jimmie Johnson’s five-year reign in the NASCAR Sprint Cup Series, his performance in the 2011 Chase for the Sprint Cup is none-too-alarming. A deceptive 10th-place run to start the playoffs, followed by an 18th-place hiccup placed the five-time defending champion in a 29-point hole out of the gate. Were fans, pundits and competitors watching and wondering intently? Of course. Were they writing off Johnson and ace crew chief Chad Knaus as afterthoughts under a new, simplified, points-format. Absolutely not.

Johnson and Knaus proved why they are not to be counted out with so many miles left to go in NASCAR’s grueling 10-race Chase marathon, making statements with second- and first-place showings in the latest two events. The win — a dominating run in Sunday’s Hollywood Casino 400 at Kansas Speedway — landed Team 48 in third place in the Chase standings, a mere four points behind Carl Edwards, who has proven to be the playoffs’ most consistent driver thus far in 2011.

“I don’t spend a lot of time thinking about that stuff,” Johnson said of any naysayers. “If you’re watching and reading all the headlines, you can get caught up in a lot of stuff that just really isn’t important.

“I’ve known in my heart the speed that we’ve had as a race team when we were in Chicago and unfortunately finished 10th because of fuel mileage. I know we were a heck of a lot better than 18th at New Hampshire but the damage to the car put us in 18th; Dover we were strong, and then (the win) here.

“Again, I don’t pay attention to that stuff that’s out there — I live in my little world, and I know what my team is capable of. We showed today what we’re capable of when we’re all performing at the top of our game, and hopefully we can do that for six more weeks.”

The praise Johnson heaped on his team was well deserved. His pit crew — at times the Achilles heel of the operation and Knaus’ target for multiple changes — was spot on throughout the day, maintaining all-important track position.

The event came down to a green-white-checker restart — NASCAR’s version of overtime — when Johnson’s teammate, Jeff Gordon, suffered a blown engine. The field was bunched up for what would be the deciding three laps, and Johnson wasted no time in disposing of second-place (and eventual runner-up) Kasey Kahne, on the restart and cruised to a .548-second win. Brad Keselowski was third, followed by Matt Kenseth and Edwards.

Edwards had an especially eventful day, realizing just two laps into the 272-lap affair that he and crew chief Bob Osborne had missed the setup. His No. 99 team diligently went to work adjusting his Ford, and although they lost a lap at one point, screamed through the field late to record the top-5 finish.

It was the type of effort that wins championships, though Edwards was more apt to shrug it off as good old-fashioned racing luck.

“We’re lucky because we had to have luck go our way,” he said. “We had two cautions that were timed perfectly, so that was a big deal. But we’ve messed up enough in the past that I’m pretty proud of our ability to just kind of take our bad days and just keep plugging along. It’s kind of a little test when you go through something like this to see if somebody melts down or if you can kind of keep going through it, and I’m glad it worked out today, but there was a lot of luck involved, as well.”

Kevin Harvick, who sits second in the point standings, was sixth. Last week’s winner, Kurt Busch, was 13th, now 16 points out of the Chase lead.

Gordon, whose blown engine with three laps remaining brought out the final caution, finished 34th and fell a whopping 47 points back in the standings with six races remaining.
 

Photo by ASP, Inc.

by Matt Taliaferro and Nathan Rush

Race: Hollywood Casino 400
Location: Kansas City, Kan.
TV: ESPN (2:00 p.m. EST)
June Winner: Brad Keselowski

Specs: 1.5-mile tri-oval; Banking/Turns: 15°; Banking/Tri-Oval: 10.4°; Banking/Turns: 15°
Race Length: 400.5 miles/267 laps
Track Qualifying Record: 180.856 mph (Matt Kenseth, 2005)
Race Record: 138.077 mph (Greg Biffle, 2010)

From the Spotter’s Stand
Brian France is doubling down on Kansas Speedway, bringing a second Cup race to the 1.5-mile tri-oval in Kansas City, an annual late September or early October stop since 2001. And with a sparkling new casino, the hope by NASCAR and its track operating wing, International Speedway Corp., is that Kansas will draw in more fans despite its cookie-cutter configuration and penchant for aero-racing.

In June, Bard Keselowski and crew chief Paul Wolfe rolled the dice in a high-stakes game of fuel strategy and hit the jackpot, outlasting Dale Earnhardt Jr. and Denny Hamlin.

Keselowski’s Penske Racing teammate, Kurt Busch, led a race-high 152 laps after starting on the pole. However, the fuel mileage wasn’t as kind to the Las Vegas native, and he slid to ninth at the finish.

Last year, Greg Biffle made winning at Kansas look like easy money, taking the checkers by 7.638 seconds ahead of 2008 winner Jimmie Johnson, Kevin Harvick and two-timer (2006, ’09) Tony Stewart. In his past four stops in K.C., Biffle has two wins and a pair of thirds.

Crew Chief’s Take
“As with many of the circuit’s 1.5- and 2-mile ovals, bump stops on the shocks play an important role at Kansas. A team must find an optimal setting for the bump stops or the car will be negatively affected by being too low — which drags the splitter and affects handling — or too high — which gets air under the car and results in a lack of front-end downforce. Kansas is a simple track, which means there are probably more teams that can win there than at most places.”

Fantasy Stall
Looking at Checkers: Kurt Busch sat on the pole and led 152 laps before fuel mileage bit him to the tune of a ninth-place finish.
Pretty Solid Pick: If Greg Biffle has a win in him this season, this is where he’ll get it.
Good Sleeper Pick: If it comes down to fuel mileage, Dale Earnhardt Jr. isn't a bad pick.
Runs on Seven Cylinders: Not that he’d be on your squad anyway, but Joey Logano averages a 26.8-place finish here.
Insider Tip: Brad Keselowski won the June race here on fuel mileage. It’ll likely come down to that again.

Classic Moments at Kansas
Kansas Speedway has been the site of many oddball finishes, and with its traditional date in the Chase, it’s often had championship ramifications. The 2006 Banquet 400 is no different.

Jimmie Johnson has led 105 laps on the day and leads late when fuel mileage comes into play. Johnson surrenders the lead with four laps remaining to Tony Stewart, who runs out of gas on the backstretch of the final lap. However, with pit stops ongoing, Stewart has a nearly 20-second lead over Casey Mears and coasts the final half-lap to win with an empty fuel cell.

Johnson’s title hopes appear to take a fatal hit when he is caught speeding on pit road while coming in for a splash of gas and two tires. His 14th-place finish finds him 165 points out of the Chase lead. He rebounds, though, averaging a third-place finish over the final six races to win his first Cup.