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by Tom Bowles

Since NASCAR’s Chase was introduced in 2004, only three drivers have won a title under its playoff format: Jimmie Johnson, Tony Stewart and Kurt Busch. Not surprisingly, this trio doubles as the only Cup Series drivers to win at least one race every season since 2002. Johnson and Stewart, with eight championships and star power, are names expected to be on that list … but Busch? That might be a bit of a surprise. Typically, younger brother Kyle grabs more of the attention — recently for all the wrong reasons — yet it’s Kurt who occupies this rarified air. Since pairing with Penske Racing in 2006, he’s won a respectable 10 times, captured six poles and gone four-for-six in postseason appearances.

But that success, impressive as it may be, has come at a cost to his current employer, Roger Penske. Indeed, one of the sport’s best drivers of the past decade has acted like a high school dropout when it comes to the school of public relations. The latest incident is perhaps his most vile; a YouTube video going viral shows Busch mouthing off at a 30-year veteran of the racing business, ESPN reporter Dr. Jerry Punch, for simply requesting a post-transmission failure interview. Busch’s transmission was supposedly run over by championship contender Tony Stewart, but when watching the video, you fear Punch is the one about to get run over by Busch.

In response to the incident, Busch issued a brief statement Tuesday, apologizing for his behavior to race fans, Penske Racing, his sponsors and Punch himself. Usually, that’s step one in controlling the damage; the problem is, we’ve read this statement before, to the point those words are meaningful in a boy-who-cried-wolf way. This type of incident, in particular, is the fourth for Busch this year involving a media corps member. His divorce announcement from soon-to-be-ex-wife Eva over Independence Day sparked one; contact with Jimmie Johnson, and the resulting stories written about it by the press corps left him dancing around several others. At Richmond, he nearly came to blows with one reporter over questions surrounding (again) Johnson, and then ripped up the paper another was holding and stormed out of a post-race press conference. Let’s just say Busch’s anger management skills could qualify under the category “needs improvement” — as in improvement through a crisis session with Dr. Phil.

Just ask former crew chief Steve Addington, who endured weekly radio sessions that bordered on outright verbal assault about Busch’s antics. The driver’s feedback arsenal consists of team putdowns, swear words and threatening surrender over the car’s horrific handling — and that’s just in the first 50 laps of this weekly horror film. Amazingly enough, Addington lasted two years under the constant tirades before packing his bags and marching out on Monday. The replacement (if they can find one brave enough) will be Busch’s fifth crew chief since 2006, not exactly the consistency you’d expect with a driver that has skins on the wall that he does.

The truth is Busch has been cantankerous, rude and obnoxious in both private and public over the last few years. That won’t win you friends, although it doesn’t send you to jail either; in fact, in sports where you compete as an individual, rage might fuel success at times. But the difference in the world of family-friendly NASCAR is twofold. First, and most important, is that racing is a team sport. Busch doesn’t go anywhere without crewmen setting up his racecar, then pitting it over a 500-mile event where their focus could mean the difference between fifth and 35th. And why would these people, working for a man who revels in berating them, want to put their best foot forward for him every week?

In hindsight, some of Busch’s late-season issues, with the team being consistently late to pre-race inspection, may have come from crewmembers sending a silent message: “No more.” Even the transmission failure in the season finale, dropping Busch to 11th in points, could have been carelessness caused from people whose motivation has been stripped by being mortified by the driver they’re partnered with.

And that brings us to the second key difference for racers that may soon tip against Busch’s favor: sponsorship. The big companies that pay the big bucks don’t like to see internet postings from fans saying they’ll no longer buy their product. After this latest incident, you could go to every type of racing site and find dozens, if not hundreds, of postings saying “Pennzoil is off the shopping list.” Younger brother Kyle’s behavior may have hurt here — after a one-race parking for bad behavior, Mars/M&M’s responded by pulling its backing for the rest of the year although Kyle’s suspension was never extended – a bitter taste in the mouths of many people who wanted him fired.

Kurt’s rant comes as a case of bad, brotherly timing for those fans tired of this kind of behavior.

Ultimately, in Kyle’s case, Joe Gibbs Racing and the M&M’s brand knew where the bread was buttered. The younger Busch remains the winningest, most marketable driver on JGR’s roster and the long-term choice — as I said a few weeks ago — was not to damage the product. The elder Busch has been able to use that leverage in the past; time and again — as recently as this spring at Richmond — he’s been able to use verbal tirades to make personnel changes and command the type of cars he wants. That’s because for years, Busch was the only successful driver at Penske — whose marketability and overall success ultimately meant more than responding to consistent cases of abuse.

But a sponsor change in 2011, from Miller Lite to Pennzoil, no longer gives Busch that type of security blanket. Owner Penske has his backer involved in several side deals, to the point what driver they have in the car won’t change the millions they’re making outside of NASCAR. More importantly, Busch has some friendly competition within the team for the first time since ’06. Brad Keselowski, who boasts three victories, a fifth-place finish in the final standings and a swear-free record with the media outclassed Busch on the racetrack and in the garage area this season.

Busch, 33, is now six years older than his contemporary, yet finds himself the second-best driver in the two-car Penske shop. His owner, who’s won more Indy 500s than anyone else and is one of the most respected people in the motorsports industry, no longer feels backed into a corner. Sam Hornish Jr., a step below in the Nationwide Series, is winning and thought to be a possible title contender next season. Parker Kligerman, a young prospect, is also just a year or two away from possibly breaking out. Add it all up, and it’s an ugly total threat to Busch: the man whose success had once defined this race team is now easily expendable.

So for Kurt, this offseason needs to be a quick study in learning how to socially interact. Kevin Harvick — once no angel himself — likes to relate what he learned from his own one-race suspension in 2002. When brought into the NASCAR hauler, Harvick said officials made it clear that no matter how successful a driver is, this sport could survive without him. For years, it has. It has survived without many a driver. Even past-champions.

It seems Kurt Busch may feel entitled, but NASCAR Nation knows he’s one step away from ending a career. Let’s see if the driver realizes what everyone else does before it’s too late.
 

Agree with Tom? Disagree? Post a comment below and tell him how you feel. You can also follow Tom on Twitter @NASCARBowles

Photo by ASP, Inc.

by Matt Taliaferro and Nathan Rush

Race: Ford 400
Track: Homestead-Miami Speedway
Location: Homestead, Fla.
When: Sunday, Nov. 20
TV: ESPN (3:00 p.m. EST)

Specs: 1.5-mile oval; Banking/Straightaways: 4°; Banking/Turns: Variable (18°-20°)

2010 Winner: Carl Edwards

2011 Race Length: 400.5 miles/267 laps
Track Qualifying Record: 181.111 mph (Jamie McMurray, 2003)
Race Record: 140.335 mph (Tony Stewart, 1999)

From the Spotter’s Stand
NASCAR takes its traveling road show to South Beach for the last stop on the Cup schedule. And home sweet Homestead is the only race where it’s possible to see two teams celebrate victory.

In 2010, Carl Edwards back-flipped and chilled with the crowd after winning his second straight race of the Chase and earning his second Homestead win in three years. Cousin Carl led 190 laps and gained plenty of positive momentum that has translated into a title run this season.

But the driver who did donuts after the race was the runner-up. Jimmie Johnson led just one lap, but it was enough to finish No. 1 in the standings — 39 points ahead of Denny Hamlin — and clinch a record fifth straight Cup title for Rick Hendrick’s top team.

Make no mistake, this race will be the “Tony and Carl Show,” as the two hit South Florida separated by just three points in the standings. This championship battle could go either way: Edwards gets marks for his performance since Homestead’s reconfiguration and Stewart has been running so well regardless of track that a win is possible on any given weekend.

Crew Chief’s Take
“Long straightaways transition into corners where speed must be maintained — at least partially — to set up a pass in the center (of the corner) off. A car that can pick up the throttle quickly off the corner is one that can pass.

“That track was such a disaster when it opened. They shaped it like Indy, only smaller, but didn’t realize that squared-off corners are just dangerous on a track that’s a mile and half, not two. So they rounded the corners, and then stage three was tapering the banking. It took a bunch of money and revamping, but they got it right.”

Fantasy Stall
Looking at Checkers: Points leader Carl Edwards has two wins and six top 10s in seven starts at HMS.
Pretty Solid Pick: Tony Stewart is going to be on Carl’s bumper all race long. Or maybe in front of it.
Good Sleeper Pick: AJ Allmendinger has yet to win a Cup race, but that may change on Sunday. He’s never finished worse than 11th in Homestead.
Runs on Seven Cylinders: Kyle Busch has typically thrown in the towel by now. This year is probably no exception.
Insider Tip: This one’s for all the marbles. Your lineup needs to include either Edwards or Stewart.

Classic Moments at Homestead-Miami Speedway
The 2004 Ford 400 in Homestead marks the final race of NASCAR’s inaugural Chase for the Championship.

Kurt Busch enters the event 18 points ahead of Jimmie Johnson and 21 up over Jeff Gordon, but on lap 93 the wheels come off. Literally. Busch loses his right front wheel while running second to Greg Biffle, when the hub completely detaches from the car. Luckily, Busch has already ducked to the pit access road, although he nearly hits the pit road wall in the process.

Amazingly, Busch never loses a lap, and wins a game of points-leader leapfrog, finishing fifth while Johnson is second and Gordon third. Eight points separate Busch from Johnson, marking the tightest points finish in NASCAR history.
 

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by Vito Pugliese

Just three points separate Tony Stewart and Carl Edwards as they settle the 2011 Sprint Cup championship at Homestead-Miami Speedway. But is this really the greatest (or even the closest) title fight ever? Athlon Sports contributor Vito Pugliese takes a look back at the greatest last-lap championship finishes in NASCAR’s history.

Much has been and will be made this weekend about the “closest championship battle ever.” Many pundits have bandied about how the 2011 Chase for the Championship is “the greatest championship fight ever,” “the closest title fight ever” or “the best Chase yet.” That might not be true if your name is Kyle Busch — or if you were watching the sport before Jimmie Johnson decided to make a career out of destroying records and invalidating a number of title formats.

This year marks the first time somebody other than Johnson will win the title since before vampire movies were relevant. So let’s reflect back on some of those “other” championship battles that went down to the final race. After all, if this year is supposed to be the greatest and most dramatic championship ever, it would have to be gauged against the following five title bouts.

1973: Benny Parsons vs. Richard Petty vs. Cale Yarborough
It was the early ’70s. Music sucked, the cars were getting slow and everybody wore their hair and dressed like a dirtball or a terrorist. It was also a time when Richard Petty began to build upon the legacy that would earn him the nickname “The King,” having won back-to-back titles in 1971 and ’72.

Going into the final race at Rockingham, Benny Parsons held a 194.5-point lead over Petty. Parsons, driving a Chevrolet for L.G. DeWitt, qualified fifth and was running by his lonesome when a car spun on the backstretch. Parsons clipped it, ripping the entire right side off of the car — including the roll cage. There was only one other car that didn’t qualify for the event and that was still at the track — a car owned by Ralph Moody of legendary Ford-tandem Holman-Moody fame. Moody’s car became a donor for Parsons’ mangled machine.

BP returned to the action 136 laps down, but was able to hold off Cale Yarborough in the championship battle by 67.15 points. It would be the only Cup title for Parsons, whose feat prevented Petty from winning five consecutive championships.

1979: Darrell Waltrip vs. Richard Petty
As the worst decade ever came to a close, a new age in NASCAR dawned. Darrell Waltrip brought a brash attitude and trash-talking to the stock car scene, while The King was not quite ready to abdicate the throne. While DW may have pulled a slide job on Petty to win at Darlington in the Rebel 500, the championship would come down to the final event in Ontario, Calif. — the spiritual sister track to The Brickyard.

Petty trailed Waltrip by two points heading into the final race (a true two-point margin, mind you; Tony Stewart would trail Carl Edwards by 15 points under this same system). On the 38th lap of the event, a car spun in front of Waltrip, who also spun in an effort to avoid hitting what may have been in the cloud of smoke ahead of him. This was before the era of any sort of electronic timing and scoring or transponders, and Waltrip believed he was the leader, having pitted just once to the leaders’ two stops. Later, Waltrip’s crew chief would confirm his greatest fear: he was actually one lap down.

Petty would finish fifth to Waltrip’s eighth that day. It was the seventh and final championship for Petty, and an improbable one at that, as 10 races prior, Petty was 227 points out of the lead. Considering how out to lunch Tony Stewart and the No. 14 team were stumbling into the Chase this season, the final 1979 race in Ontario should provide some inspiration for the owner/driver of Stewart-Haas Racing.

2004: Five-Way Chase Race
There were a lot of naysayers when the term “The Chase” entered the NASCAR lexicon following 19 seasons of sensational championship showdowns. Unfortunately, two of the final four NASCAR seasons were less than thrilling, with Bobby Labonte and Matt Kenseth conspiring to give credence to a new points format — one that the “casual sports fan” would be more accustomed to.

While many bemoaned the very idea of change and cursed the billion-dollar network television deal which spawned this hideous monster, come Homestead in November 2004, there were five drivers with a shot at the first Nextel Cup.

Kurt Busch entered the event with a scant 18-point lead over Jimmie Johnson, with Jeff Gordon, Dale Earnhardt Jr. and Mark Martin mathematically in contention for the crown. As cheesy as it sounds, the wheels of Busch’s championship chase literally did come off of Lap 93, as a loose right front wheel gave way on his car. Busch, sensing something was amiss, ducked to pit road as the wheel separated itself from the machine, and he narrowly missed hitting the pit road barrier. The errant Goodyear Eagle then bounded down the frontstretch, brought out a caution and, as a result, Busch remained on the lead lap.

A late-race, two-lap scramble saw Busch’s teammate, Greg Biffle, win the event, preventing Johnson from gaining a position and leading a lap — and ultimately falling short of a championship. Had Johnson gotten by Biffle, he would have won by two points. As it stands, the first Chase season was the closest ever and, in hindsight, nearly thrust Johnson within but one title of immortality alongside Dale Earnhardt and Richard Petty’s seven Cup titles.

1990: The Blue Oval Brigade vs. Dale Earnhardt
Rusty Wallace and the No. 27 Raymond Beadle-owned team did everything humanly possible to lose the championship in 1989, but somehow outlasted Dale Earnhardt by 12 points. While Wallace jumped up and down on his hood, the Intimidator went and sulked in his tree stand.

The 1990 season was supposed to be all Earnhardt, as he looked to finally win the Daytona 500 and his fourth championship. The 500 ended with the checkered flag in sight for Earnhardt and a piece of Ricky Rudd’s bell housing slicing open his tire. There was also the matter of an upstart Ford team, which a year earlier served notice that a Midwest short-track ace getting his second shot at stardom and a Michigan-based engineer with a road- and drag-race background were going to be sticking around for the foreseeable future in the form of Mark Martin and Jack Roush.

Martin and Earnhardt emerged during the summer months as the two title contenders, with Martin assuming the points lead in June despite a dubious 46-point fine regarding a welded intake spacer that was technically legal after Martin won the third race of the season in Richmond. There used to be a week off prior to the final race in Atlanta, and the Ford teams had one mission: defeat General Motors and deny it a championship. While the No. 6 Roush team had won the August event at Michigan, all of the Ford camps colluded during the week of testing prior to the final race to conjure up the ultimate Thunderbird — the original Roush/Yates collaboration.

What resulted was a good idea gone awry: A car that pushed like an Amish haycart and had air in the brake lines. Earnhardt finished third, Martin sixth, and the Intimidator took his fourth Cup title by 26 points.

1992: The Greatest Championship Battle and Single Race in NASCAR History.
There are certain sports highlights that are ingrained in the minds of fans everywhere. If you’re a baseball fan, it’s Kirk Gibson hobbling around second, fist pumping, after going yard on a bum wheel. If you’re a football fan, it’s Montana to Clark in slow motion. If you’re a NASCAR fan, it’s everything that happened in the 1992 Hooters 500.

We’ve all become accustomed to the pre-race flyover, but it isn’t often that you have AH-64 Apaches pacing the field around the track.

It was Jeff Gordon’s first race and Richard Petty’s fiery finale, replete with on-air demands of safety workers to, “Get the ****in’ fire extinguisher!” (little wonder where Kurt Busch gets it from). Six drivers entered the final race with a shot at the championship: Bill Elliott, Alan Kulwicki, Davey Allison (despite nearly getting killed twice in racing accidents that year), Mark Martin, Kyle Petty and Harry Gant.

Martin dominated the middle stages of the race before succumbing to a burned piston, while Allison was taken out by a swervin’ Ernie Irvan. That left it to Awesome Bill and the Kulwicki’s Underbird. Kulwicki needed to lead one more lap than Elliott to prevent him from leading the most laps — had he not, Elliott would have won the tie-breaker based on wins (five victories to Kulwicki’s two).

If Tony Stewart is in need of any sort of motivation this weekend as he attempts to eclipse Carl Edwards in the Sprint Cup standings, he should pop in a tape of this race. The original stock car engineer, who kept St. Christopher wings under his seat and a comb in his pocket, realized the unlikely dream when he set forth down south from Greenfield, Wisc., six years earlier. Kulwicki finished second to Elliott in the race, but won the big prize by 10 points — ending the greatest championship battle and single race in NASCAR history.