Bleacher Report - Articles by Adam Amick

'Splain This: Why Did the Stars Fire Tippett?

Adam Amick — Thu, 11 Jun 2009 13:04:05 -0400

Article originally published to www.1033espn.com on 6/11/09 by Adam Amick.

There’s no denying the Dallas Stars had problems in 2008-2009, but was Head Coach Dave Tippett the problem?

I don’t think so, Tim.

Former Stanley Cup winning Colorado Avalanche coach Marc Crawford has been hired to replace Tippett at the helm of the Stars. I was happy to hear that Joe Nieuwendyk had been signed as the new General Manager of the team, but I have to question the wisdom of this first move.

Tippett, second-most successful coach in franchise history (after our hero Ken Hitchcock, who led the team to two Stanley Cup Finals appearances and the ’99 Cup win) has been outstanding behind the bench. During his six-year tenure the team was 271-156-59 with two Pacific Division titles. That’s a 56-percent win average and points in 68% of games.

Riddle me this, Batman: If the Stars were good enough to overachieve in 2007-2008 and make it to the Western Conference Finals, only to lose to eventual Cup winners Detroit, then who gets the credit for that?

Because if you’re going to toss Tippett after the failure of this past season, you have to ask who was responsible for the success just one year prior.

This isn’t rocket science, even though I am a rocket scientist. So for those of you whom hockey only shows up on your radar around April, and you see a vacant seat on the Stars’ bandwagon, let me break it down for you.

Man-Games lost to injury: In 2007-2008 five players were on the ice for all 82 regular-season games (Mike Modano, Brendan Morrow, Stephane Robidas, Niklas Hagman, and Trevor Daley). There were 29 names that played at least two games with the team during the campaign.

2008-2009 only two players made it through the whole season unscathed (Mike Ribeiro, Loui Eriksson). 35 skaters played in at least three games for the team.

Goaltending: In ‘07-‘08 Marty Turco started in the net for 62 games, going 32 and 21 with a 2.31 Goals-Against Average. He was backed up by Mike Smith, who was 12 and 9 in 21 appearances, but traded to Tampa Bay as part of the deal for Brad Richards.

But in ‘08-‘09 Turco was in goal for 74 of the 82 games, with a record of 33 and 31 and a 2.81 GAA. Tippett had no confidence in backup Tobias Stephan, and rightly so.

Experience on the blue line: In 2007-2008 The Stars defensive corps started five veterans, with Trevor Daley still developing and Matt Niskanen being the youngster.

Yet in ‘08-‘09 the D-corps started three veterans Stephane Robidas, Sergei Zubov, and Phillipe Boucher (Boucher traded to Pittsburgh after 15 games for Daryl Sydor, who played 65 games for the Stars). The other three players had seven years of playing time between them (Trevor Daley 4, Matt Niskanen 2, Nick Grossman 1).

Leadership on defense and power play: 07-08 Sergei Zubov, the “Minister of Defense” in Dallas plays 46 games, with 35 points scored.

08-09 Zubov was sidelined after only 10 games, and wasn’t at 100% for those contributing only 4 assists.

Avery: Need I mention the Sean Avery debacle? Yes, because locker room chemistry is critical, and his presence (which was a huge mistake by former Co-GM Brett Hull – Nick Hagman should have been retained in the summer for the same money) was something you could tell made a palpable difference in the room.

This was evident in the mood, and what wasn’t being said, after Avery’s departure in December.

Timeliness of injuries: After the struggles of the late fall, and the absence of Avery, the team came together, started to get healthy, and was showing in January what they were really capable of. But losing Brad Richards in February resulted in a dive that the team was unable to recover from.

Conclusions, Dr. Holmes?

When your hockey team loses its captain and strongest offensive weapon for the majority of the season, and other critical offensive components (Modano, Lehtinen, Richards, Steve Ott) for extended and often overlapping periods, you are going to struggle to score.

When your hockey team’s defense is a revolving door anchored around one or two veterans and three guys with seven years in the league between them, your team is going to struggle to protect the net.

When your hockey team doesn’t have a backup goalie and you overwork Marty Turco, and your D-corps struggles, as do the forwards, in helping him, your team is going to suffer in the goals-against category.

The result of these three factors? It doesn’t matter who your coach is; your team is going to struggle mightily, as the Stars did in ’08-’09. Chemistry is so important in hockey, and no where is that more evident than here in Dallas.

Yet Coach Dave Tippett, who did the best he could with the cards he was dealt, including the amazing ‘07-‘08 playoff run, was shown the door…

Somebody please ‘splain that to me.

Dallas Stars: Resilience Is Key to Victory

Adam Amick — Mon, 16 Mar 2009 03:19:58 -0400

The Dallas Stars’ playoff hopes hang in the balance and are in their own hands–exactly where they want them to be.

Saturday night was a “playoff” game against the Minnesota Wild. Dallas had broken a record-tying six-game home losing streak two days earlier against Carolina, and was clinging to the eighth and final playoff seed in the west by the slimmest of margins.

The Wild were one point behind the Stars in ninth, but the teams had the same number of wins on the season, which is the first tie-break. The stage was set in the (latest) battle for eighth.

A Dallas win, and they’re three points up and move into seventh past Edmonton, but the Oilers have a game in hand.

A Minnesota win or overtime loss, and Minnesota would take the slot from the Stars with one more or even points, and have an additional win to break the tie.

So the fans came out in sellout fashion to watch a Saturday night battle royale (no cheese) between the franchises with a shared history. There were quite a few folks sporting Wild sweaters in the house, and a couple of old Minnesota North Stars jerseys.

I had to wonder who those people were rooting for.

Dallaswould jump on the board only two minutes in as Steve Ott tipped home a smart pass from Loui Eriksson on the back door of Wild goalie Nick Backstrom. Dallas clearly outplayed the visitors in the opening period.

The second frame would start even faster for Dallas, but was almost a carbon-copy of the first-period goal. This time Mike Ribiero would draw the crowd, and feed a cross-slot pass to a waiting Steve Ott who somehow got behind the Minnesota defense again for a clean tip into the empty net. Dallas was up two-oh with 38 seconds gone.

Then a double-minor penalty to the Wild put Dallas in the favorable position of having a clean sheet of ice and four minutes of power-play time. They moved the puck well, but apparently didn’t get the memo that you have to take shots on goal in order to score.

Four minutes later the winds shifted, and the tide started to turn against the home team.

Minnesota would out-play Dallas through the balance of the second, and knot the game with two goals in less than two minutes. The Wild would continue to press the attack and have the Stars on their heels through 40 minutes of play.

The Stars would bend, but they didn’t break–And that’s where the resilience comes into play.

Dallas had been in a similar situation 48 hours earlier when facing the Hurricanes. They gave up a shorthanded goal in the first, and trailed after 20 minutes. But they stuck together, fought through, and battled to a 3-2 win over Carolina, breaking that home slide I mentioned earlier.

This is a club depleted of top talent. I overheard a team official Thursday going off about the lack of having a full NHL roster of forwards. Four front-line players are out, and have been for extended periods of time this year. Jere Lehtinen is day-to-day, while Brad Richards is ahead of schedule as he rehabs a broken wrist. Their return is welcomed but brings with it the challenge of moving people around.

So with an ever-changing roster of veterans and young call-ups, Coach Dave Tippett has been trying to win games and keep his team in the playoff hunt. It makes for different line-mates game-in and game-out, creating a lack of chemistry that is vital to success in hockey.

But it also makes for unsung heroes. Two nights prior it was new Stars Brendan Morrison and Steve Begin, who netted their first tallies with the team, and stopped the bleeding at home.

Saturday night that hero was Nick Grossman, who scored the game-winning goal in overtime to give the Stars the 3-2 victory, a two-point margin over Minnesota, and a vital win in the tiebreak.

This is what Coach Tippett is looking for from his lineup of weary warriors. With an aging Mike Modano valiantly trying to fill a role more suited of years past, Dallas needs everyone’s contribution to the war effort if success is to be had.

After a six-game home losing streak that put their playoff hopes in jeopardy, the Stars have started showing the resiliency to bounce back from adversity and fight for the chance at Lord Stanley’s Chalice.

Sprint Cup 2009: What Have We Learned So Far?

Adam Amick — Tue, 03 Mar 2009 13:28:51 -0500

The 2009 Sprint Cup season may only be three races in, but there are trends appearing that are positive for some, expected for others, and a few that are head-scratchers.

Let’s take a look through the field after three events on the calendar, and see where people are, and where they should be.

Positives

Jeff Gordon leading the points

Yes, I’m a fan of the 24 car. But if you were to tell me, or anybody, that after three races this year Jeff would be doing this well, then I’d think you slept through last season.

After getting through the crap-shoot that is Daytona fairly unscathed, he was in a position to win at Fontana, and lost the race on pit road.

This past weekend at Vegas he had that same car, and as expected, it was fast. Once again a questionable call by crew chief Steve Letarte of having Jeff pit with the 48 car caused a problem, he overshot pit road, and blew out the left front tire. Mind you the car was so good that with minimal repairs he still finished sixth—oh, and also surpassed 20,000 laps led in his career.

Oh yeah—and he surpassed the $100,000,000 in career winnings mark. Cha-ching!

Clint Bowyer leading the RCR Brigade

With the signing of Casey Mears, Bowyer found himself bumped from his familiar digs of the 07 Jack Daniels machine to the newly-formed No. 33 car with Betty Crocker on board…I just don’t think the sponsors fit the personalities...(a la Kasey Kahne and Budweiser.)

Regardless, Clint has been steady and consistent in his new ride, and is running a solid second in points, with two top-fives to date.

What’s ironic about this deal? Bobby Ginn is listed as owner of the car. Recall that just two years ago he had a race team that was going to be something big and it folded—first merged into DEI and then RCR.

Now who’s smiling?

Michael Waltrip Racing

One word: Wow! I dare anyone out there to show me that you put money on a bet saying that Michael Waltrip would be in the top-12 after three races (which isn’t unfathomable, after all, Daytona is what Daytona is) and that David Reutimann would be fifth in points—I’d be calling you for some lottery numbers.

Aside from some brushes with the wall, Mikey has been showing that he can still compete. More importantly his cars are up to speed. Reuti shouldn’t have any problem with Aaron’s sponsoring that car for the rest of the season if he keeps this up.

Hall of Fame Racing/Bobby Labonte

Yes, HoF made the switch from Toyota to Ford and into the Yates Racing partnership in the off-season. This gave veteran Labonte the confidence to sign with the team—though I wonder what he’d be doing in a Richard Petty Motorsports car at this point, since they haven’t been slouches this year either.

Labonte is tenth in the points—unfamiliar territory for HoF, which struggled since it’s inception under owners Troy Aikman and Roger Staubach. But the switch has done him good and the team as well, as they are out-performing the other Yates Racing machines. It’s good to see Bobby up front, and even contending for wins.

Marcos Ambrose

He’s technically part of the MWR squad, with the alliance between them and his team of JTG Daugherty Racing, but it says something when the “Tasmanian Devil” is running 20th in points, and a number of much more experienced drivers are in his rear-view mirror. I don’t know if he’ll maintain this position, but he’s a nice guy, and I hope he does well.

Regan Smith / Furniture Row Racing

For a team that’s running a “limited schedule” you sure wouldn’t know it from the performance to date. Last years’ Rookie Of the Year was left without a ride after the debacle at DEI, and now he’s in the top-35 in points, after running in only two of the three races!

This team sports Hendrick equipment, which is good and all, but he’s ahead of three guys running the full schedule (Scott Speed, Aric Almirola, and Paul Menard) and is breathing down the neck of some big names (Mark Martin, Ryan Newman, Joey Logano).

If I’m running the show at FRR, I don’t care what it costs, I’m getting this kid and the car to the track every week, because why would you cut back a schedule when you’re locked into the field? Two to go and we’ll see where they stand.

Expected

Roush-Fenway Racing

Two wins, by Matt Kenseth at least, weren’t expected, but having three of the five team cars in the top-10 in points shouldn’t turn anybody’s head. Kenseth’s rebound this year can be credited to new crew chief Drew Blickensderfer. Greg Biffle is usually consistent and up front, and Carl Edwards is…Carl Edwards. What else would you expect?

Jamie McMurrary being in the mid-20s in points is no surprise. He’s got to get past bad luck and get up front with the rest of the team. His car obviously has the speed.

David Ragan, on the other hand, needs to get it together. Mind you he was a victim of engine failure that similarly ended Kenseth’s bid for three-in-a-row to start the year. But expectations are high on the young man who just missed the Chase last year.

Tony Stewart

Tony being strongly in the top-10 is no surprise to me. He’s running Hendrick engines and chassis, and these are some of the best on the track. It looks like he’s molding nicely into the ownership role, and enjoying racing a bowtie again. That in and of itself was a boost for the newly formed No.14 team. We’ll talk about his teammate later.

Joey Logano

For all the weight on this kid’s shoulders, I have to believe that’s what’s slowed him down a little. But he’s improving week on week, and that’s all one could ask for. He still needs as much seat time he can get, and honestly could have used another year to prepare for the Cup series. Yet once he walked through the door of opportunity he cannot look back.

A strong 13th place finish at Vegas was a real confidence-booster for Joey, and if he can follow that up with a good run at Atlanta it will cool critics, and help move him farther from that precarious 30-35 points position.

Richard Petty Motorsports

Here’s the big “if only” of the bunch. “If only” the race at Daytona had ended a lap earlier, Elliott Sadler would have won. Mind you, three cars in the top 10 was one thing, but all three were leading the pack just a few laps earlier.

Realistically I don’t expect much more from Kasey Kahne and Sadler. At times they have looked good individually, and other times they look like guys who run in the second-10 in points. I don’t have much in the way of expectations from either A.J. Allmendinger (but he sure looked good at Daytona) and Reed Sorenson, who has yet to live up to anyone’s expectations in the Cup series.

I do hope Allmendinger gets funding for the full schedule and I would like to think one of the four will make the Chase, but there are bigger and better names still climbing the ladder after a bad start to the year.

David Gilliland / The Racers Group

Shout out to these guys. Gilliland, who was given release from Yates Racing to pursue other opportunities, finds himself flirting with the top-35 in points after running two of the three events so far. Another good run or two, and some bad luck for others and he will find himself locked into the field each week.

Houston, We Have a Problem:

Dale Earnhardt, Jr. and Mark Martin: I lump two of NASCAR’s favorite drivers into one bucket because they are in the same mess, and work out of the same shop. Junior hasn’t been able to get out of his own way so far this year, with a 26th at Daytona, 39th at Fontana, and finally rebounding from issues to finish 10th at Vegas.

Martin, on the other hand, has become consistent in a way nobody wants, or expected. After a strong 16th in the season opener, he’s finished 40th in the last two races due to engine failure. The issue at Auto Club was bad valves for both the 88 and the 5 team, but I think he may have tripped the car out of gear at Vegas.

One thing is for certain, these two better hope they leave their bad luck in Sin City and get climbing the ladder at Atlanta, or else.

Casey Mears

After taking up residence at Richard Childress Racing and slotting into the warm No. 07 seat, I (and, raise your hand, because you do as well) expect way more out of this kid. Should he remain mired down in the lower-20s in points for long, serious doubts about his ability are going to start being more than a whisper.

He had a shot in good equipment at Ganassi, and didn’t do anything. He won one race at Hendrick (should we throw the fuel-mileage asterisk on that 2007 Coca-Cola 600?) and didn’t do anything else. Now he’s at RCR, and in a ride that’s consistently in the top 10.

No more excuses, Casey, it’s time to “‘Git ‘er done!”

Scott Speed

Another rookie whose expectations are high, but tempered by the reality of coming into NASCAR from Formula 1. He has shown the ability to run fast, and even finish well. Now it’s a matter of time and patience. He needs to get himself locked into the top-35 in points this week at Atlanta. You can’t have guys running fewer races ahead of you on that list.

All that being said, Speed has been a victim of circumstance. He was caught up in the “Big One” at Daytona, and then lost engines at both Auto Club Speedway and Vegas. TRD has identified a flaw in the motor program, and Speed needs them to get it right, less he be out of contention for Rookie Of the Year and the top-35.

Ryan Newman

I have to wonder if he knows what good luck is. Newman has been subject to similar failures that the No. 5 and 88 cars have suffered, but otherwise just hasn’t been up to speed like his owner/teammate Stewart has. I would like to think the 39 U.S. Army car will recover and run better, but for as good as the equipment is, Newman just hasn’t been able to hustle it around the track.

That engineering degree from Purdue should be good for something, shouldn’t it? The “Rocketman” really needs a break and a couple of solid top-20 runs in the next two races to get him away from the precipice.

Earnhardt-Ganassi Racing

Who? Talk about hero to zero. The only upside to this merger was it got Ganassi drivers out of Dodges and into Chevys. Only Juan Pablo Montoya has been worth his paycheck so far this season, and could still contend for a Chase position. As for the others…Uh, who’s on this team?

Well, agree or disagree with my assessment, there have been a number of surprises so far to start 2009. We’ll see how things shake out after Atlanta. Feel free to leave your thoughts in the comment section.

Texas Motor Speedway: Media Day Review

Adam Amick — Thu, 26 Feb 2009 15:20:58 -0500

Wednesday the 25th of February marked the annual Media Day at Texas Motor Speedway, and, as expected, it didn’t disappoint.

Eddie Gossage, President and General Manager of the track and his staff at TMS are top-notch. The media are very well attended to, as Mr. Gossage understands the importance of a good relationship with those who wield the pen or pixel in your favor, or against it.

Needless to say the lunch was fantastic. Levy Restaurants is the caterer for events out at the track, and they always provide a great meal.

The menu included; tomato basil soup and some outstanding meaty chili (I need to get that recipe!); steak, chicken, and portabello sandwiches on ciabatta bread; and a variety of salads. Afterward there was a desert table with cookies and my favorite, chocolate chunk brownies.

Eddie opened the program on time at noon, speaking to the state of the sport. He made the observation that, “Motor racing is energized by chaos.”

He then read from a “Doom and gloom” piece that very much describes today’s economy and effects it is having on auto racing–except it was an article in a 1974 edition of Sports Illustrated.

I think we were told back then about an impending ice age too, weren’t we?

It was also announced that ticket convenience fees for Internet and Ticketmaster transactions were being suspended, in order to offer further incentive to fans and save them money. This is on top of TMS offering its lowest prices ever for Sprint Cup race tickets at $20 for backstretch seats.

The drivers in attendance were local dirt-track racer Troy Taylor, who will be competing in this weekend’s Texas World Dirt Track Championship at TMS. Taylor won the IMCA Lone Star Nationals in the fall of 2007 at the track.

Colin Braun (pronounced “Brown”–it’s a German thing), who is once again racing the full NASCAR Camping World Truck Series schedule for 2009 in the No. 6 Con-Way Freight Ford for Roush-Fenway Racing was present. He is a native of Ovalo, Texas, a small town south of Abilene.

Ryan Newman and Tony Stewart of Stewart-Haas Racing were also on hand, taking part in radio and television interviews with media as well as answering questions from attendees and those posed by visitors to the newly-redesigned TMS website.

Following Mr. Gossage’s statement we were joined via satellite by IndyCar drivers Danica Patrick, Dario Franchitti, and defending champion Scott Dixon. The IndyCar teams are participating in pre-season testing at Homestead Speedway near Miami, Florida.

Danica has been in the news lately–primarily for her second appearance in the Sports Illustrated Swimsuit Issue. But her name has also come up as a possible driver for the newly-announced U.S. Formula 1 team. She moves to the No. 7 car for Andretti-Green Racing this year, has a new race engineer, and will have team principal Michael Andretti on the pit box calling the race for her.

When asked about making a run at the championship, Patrick responded, “That’s definitely the goal. We all didn’t run up front as much as we wanted to last year. So we’re definitely looking to win more races as a team and for me individually.”

Dario Franchitti returns to IndyCar after a less-than-successful season in NASCAR. Franchitti lost sponsorship for his Sprint Cup ride with Ganassi, and then suffered a broken ankle in a bizarre crash at Talladega in the fall. Now recovered, he has taken over the No. 10 Target car from Dan Wheldon, who has moved over to Panther Racing.

The 2007 series champion talked about 2008, “It was a character-building year, but there were definitely some high points. I was starting to run more competitively. The Sprint Cup was really satisfying to me towards the end unfortunately for a bunch of reasons we didn’t get the results we were probably looking at.”

Needless to say Dario is happy to be back in open-wheels, “I watched the cars going round on the street course in Detroit and at that point I realized that I have been missing driving these things a lot. The chance to get into the Target car in a unified series–all those things stacked up and we did the deal.”

Scott Dixon looks to repeat as champion and spoke of the reception from his countrymen.

“It was lovely, you know, we’ve always had a ton of support from New Zealand but to see like the ‘Lamb for life’, which I think there was a bit of a joke made about that because I thought it was ‘Land for life’ with a ‘D’ which I was pretty proud of that until they told me it was ‘Lamb’.”

“Obviously the Helberg Awards (where Dixon received the New Zealand Sportsman of the Year) was fantastic and then more amazingly was the (postage) stamp.”

Colin Braun addressed the question of his bright future in NASCAR. “It’s a challenge, really, to map out the plan with any amount of certainty. You know it really depends on what happens with sponsors, what happens with NASCAR and the related teams, and what Jack (Roush) decides to do with all his teams he has and all the drivers he has.”

Braun is in the stable of a great owner with time to hone his skills in the Truck and Nationwide Series, but is looking up at a situation where five Cup teams will have to be pared down to four at the end of 2009. Time is on his side, and for now he’s focused on the Camping World Truck Series Championship.

“Rocketman” Ryan Newman took to the stage next and I asked the question about his transition to the new team, with new people, and a new manufacturer.

“The biggest thing, in respect to both the Dodge versus Chevrolet, and the Penske versus Stewart-Haas, is people. And that’s one of the things I talked to Tony (Stewart) about, way before we ever got to the point of signing any kind of paperwork was, ‘Tell me about the people. What’s your plan for the people?’ And then you have to actually follow through with it. And I feel that Tony has done a great job with all the people at Stewart-Haas to get the right people in the right places and the right capacities.”

His owner Tony Stewart, joined Newman and Gossage for the final segment of the group questioning session. Stewart seems more than pleased with the results of the first two races, and finding himself in fourth in the point standings. I asked him if he feels more confident that he’s got the support of Hendrick Motorsports engines and chassis and that’s one less thing he has to worry about.

“It’s not that we expect anything out of the box, it’s not that we expect to do well, but we feel like we have a great opportunity to run well right out of the box and that’s because of exactly what you mentioned. We know that the Hendrick engines are proven, we know the Hendrick chassis are proven–having somebody like Darien Grubb that’s very familiar with their system because he was in the middle of it last year, on our side helps.”

“We feel like that all those pieces are in place. It’s like Ryan mentioned, just getting the right people and getting the right core group of people together was the biggest part of the equation to try to make it all work.”

So Media Day 2009 is done and the countdown clock is running short for the staff at Texas Motor Speedway to prepare for NASCAR weekend in just over a month. They are a hard-working bunch and do an outstanding job of not only taking care of the media, but the competitors and fans as well.

A special thanks to Eddie Gossage for his hospitality, and the media staff of Mike Zizzo, Dawn Gardin, and Louis Mora, plus all the others, who made Media Day a great time, and bring truth to the moniker “The Great American Speedway!"

Texas Motor Speedway Media Day Webcast Open to Fans

Adam Amick — Tue, 24 Feb 2009 16:35:43 -0500

Wednesday I'll be spending the midday hours at Media Day for Texas Motor Speedway. Since most of you won't be able to enjoy the hospitality of Eddie Gossage and the great staff he has at the track, there is something I can share with you (prior to actually writing about the interviews).

The track has a redesigned Web site, and fans are welcome to watch the live webcast of the event. Please see the press release below, and let me know if there's anything (reasonable) you'd like me to ask any of the participants.

Dear media members and PR representatives,

We announced Friday that Texas Motor Speedway will officially christen its redesigned website www.texasmotorspeedway.com on Wednesday by offering a free live webcast of the speedway’s annual Media Day.

Texas Motor Speedway Media Day will feature Tony Stewart, Ryan Newman, and Colin Braun of NASCAR along with Danica Patrick, Scott Dixon, and Dario Franchitti of the IndyCar Series for the annual media kick-off luncheon in The Speedway Club’s Texas Grand Ballroom.

The webcast will begin at approximately 12:05 p.m. Central Time and the 90-minute segment will feature TMS President Eddie Gossage’s state-of-the-sport address, Patrick, Dixon, and Franchitti via satellite from an IndyCar test session in Homestead, Fla., and an on-stage Q&A session with Stewart, Newman, and Braun, and Fort Worth’s own dirt track star Troy Taylor.

I wanted to make sure you were aware that the invitation to view the webcast was open to all of you in addition to our race fans. You do NOT have to sign up or create a profile for the Web site to gain access that day to the webcast. We hope you can join us for the event.

Auto Club 500: When Second Isn't Good Enough

Adam Amick — Mon, 23 Feb 2009 16:27:22 -0500

I quote the famous response of Gen. Anthony McAuliffe of the 101^st Airborne Division at Bastogne during the Battle of the Bulge in World War II. Pressed to surrender by the German commander who had the town surrounded and under siege, McAuliffe simply answered, “Nuts!”

That’s what I think about Sunday’s Auto Club 500 at Fontana.

Nuts.

Jeff Gordon had this one. The DuPont Chevy was the car to beat, and he was able to drive up, around, and away from any and all contenders.

Until his pit crew screwed him on the last stop.

Or maybe it was just that Matt Kenseth’s team was a little better.

Either way, I say, “Nuts!”

It has been a long and frustrating wait since Gordon visited victory lane at Charlotte in fall of 2007. After going winless last season it has become a question of “When” will the team take a checkered flag in a points-paying race (Jeff won the first of the two Gatorade “Duel” qualifying races at Daytona, but that doesn’t count), and “If” Steve Letarte will remain on the pit box for the No. 24 should it not happen by mid-season this year.

Call holding for Rick Hendrick, Ray Evernham on line 1.

I had no doubt that Gordon would be able to drive up to and pass Kenseth in the waning laps of the race, and he did the former, but failed at the latter. He tried the high line, middle line, and was gaining ground on the apron through turns three and four–to no avail.

Nuts.

Either way, the race was lost in the pits, and that falls on one person’s shoulders: Steve Letarte.

In reality, the 13th-place finish in the rain-shortened Daytona 500 was destined to become a disaster for the 24 team. If you watched the broadcast, you saw the severe wear that the right-front tire was suffering, and it was only going to be a matter of time before that sucker blew and sent Jeff into the SAFER barrier.

The setup on the car was just too aggressive. But a long run in practice should have revealed this problem. Since there were days of practice leading up to the 500, why wasn’t it corrected before the green flag? The only answer I can come up with is it was something they threw on the car at the last minute, hoping it would help.

It may or may not have, but fortunately for Gordon he was able to change tires every 25 laps – which seemed to be the limit of wear on them, though that is far short of a 40-lap fuel run.

After two races Jeff is second in points to Matt Kenseth, who has been lucky to win both events to start the year. This actually says a lot in credit to the 24 team, particularly after last years’ performance–or lack thereof.

But it also says that Jeff was a lap away from being in the cellar coming out of Daytona due to a bad setup, and lost an opportunity at victory at Fontana because the pit crew failed to get him out first on the final stop.

If you haven’t heard it before or recently, then remember this: Races are won and lost in the pits. Learn it, live it, love it.

That’s exactly what happened Sunday at Auto Club Speedway. The “Killer Bees” on the DeWalt (Carhartt) team gave Matt Kenseth the lead in the pits, and the “Rainbow Warriors” got stung.

Nuts.

Time’s ticking for Letarte, and I gotta believe that Evernham is just biding his time before sweeping in and getting Jeff Gordon back to victory lane – where he belongs.

IndyCar Series Coverage To Be Vastly Increased on Versus

Adam Amick — Mon, 23 Feb 2009 12:05:29 -0500

I just received this Press Release from the IndyCar Series folks, and thought I'd share it for you fans of open-wheel racing. I guess now would be the time to start hounding your cable or satellite company to get Versus if they don't have it yet.

INDIANAPOLIS, Monday, Feb. 23, 2009 - VERSUS, the network that celebrates real competition and the exclusive cable television home of the IndyCar Series, today announced details for extensive additional race programming in 2009, which will accompany the network’s live race telecasts. In total, the network will air more than 130 hours of IndyCar Series coverage throughout the season with a minimum of seven hours each week the network airs a race, the most ever during a race week. The programming will include four hour-long specials in March, additional programming in May surrounding the Indianapolis 500 and three-hour programming blocks on Mondays each race week that will feature flag-to-flag coverage of Firestone Indy Lights events and encores of IndyCar Series races. All IndyCar Series telecasts will be produced and available in HD.

“It’s important to us that racing fans are given more coverage than ever before, and we are very excited about the terrific schedule we put together for the first season of the IndyCar Series on VERSUS,” said Marc Fein, executive vice president of programming, production and business operations for VERSUS. “Ancillary programming to launch the season a month early, coupled with Indy Lights events and encores of IndyCar Series races throughout the season are great complements to the in-depth coverage of our 12 live races.”

VERSUS will kick-off the racing season a month early with four one-hour specials airing each Saturday in March at 2 p.m. ET. The first show on March 7 is titled Danica: Five Years Running and will include highlights of her career—including her 2008 IndyCar Series win—and her thoughts on the upcoming season. The second program, IndyCar Series: Top 10 Closest Finishes on March 14 will feature the top-10 closest finishes in IndyCar Series history, including the 2008 season finale at Chicagoland Speedway and the closet finish ever as recognized by the Guinness Book of World Records. The show will also include the last several laps of each race and post-race driver interviews.

On March 21 VERSUS will air IndyCar Series: Crashes and Conflicts which will showcase some of the most memorable incidents and conflicts between drivers and several of the most incredible crashes in recent IndyCar Series history. The network concludes its month of programming on March 28 with IndyCar Series World Tour 2009. This special not only features highlights from each racetrack on the 2009 IndyCar Series schedule, but also showcase highlights from the first street-course race in series history in St. Petersburg, Fla., in 2005 and top photo finishes from the site of the 2009 championship race at Homestead-Miami Speedway.

“IndyCar fans have been asking for significantly more coverage of the sport, and with our new partnership with VERSUS we have responded to our fans in a way that we think they will love,” said Charlie Morgan, president and chief operating officer for IMS Productions. “With the new VERSUS schedule it will be a weekend of IndyCar programming with qualifying coverage, expanded race day coverage, and race encores. With so many great drivers, teams and sponsors, the time is right for expanded programming.”

The network will air 12 live IndyCar Series events in 2009 beginning with live coverage of the season-opener from St. Petersburg on April 5. Each of VERSUS’ race telecasts will last a minimum of three hours and will include extended pre-race coverage. VERSUS will also air one-hour preview shows at 6 p.m. ET the day before each race which will feature qualification highlights and all of the relevant IndyCar Series stories of that weekend.

VERSUS will present encore presentations of its IndyCar Series races in a two-hour block each Monday following the live Sunday events. The Twin Ring Motegi race and season finale Homestead-Miami event will re-air on Saturday and Sunday, respectively, due to their Friday and Saturday live race dates. The network will also air highlights of 12 Firestone Indy Lights races in weekly hour-long telecasts each Monday after the event takes place. In addition to the re-broadcasts, VERSUS will air two Firestone Indy Lights races live in the 2009 season: the May 22 event at Indianapolis Motor Speedway and the Oct. 9 race from Homestead-Miami Speedway. VERSUS will also feature extensive coverage of all qualification days at Indianapolis Motor Speedway leading up to the Indianapolis 500. The network’s month of May schedule will be announced in mid-March.

***

The 2009 IndyCar Series season opens April 5 with the Honda Grand Prix of St. Petersburg on the streets of St. Petersburg, Fla. The race will be telecast live at 2 p.m. (EDT) by VERSUS. The 2009 Firestone Indy Lights season begins with a doubleheader race weekend April 4-5 at St. Petersburg.

Dale Earnhardt, Jr. Fans: To Be or Not To Be?

Adam Amick — Sun, 22 Feb 2009 06:49:57 -0500

This article is in part a response to one written by Ben Bomberger entitled “No Longer AMPed to Be A Dale Earnhardt Junior Fan”.

I also compose it as somewhat of an open letter to fans of “Little E” – who is now a teammate at Hendrick Motorsports, and thus someone who I support solely based on that fact.

Ben’s piece is postulated on the idea that he can no longer champion Dale Junior because of his sponsors. I find this curious, but not completely foreign. NASCAR fans are known to be fiercely loyal to their team colors.

Ben also explores the point of backing the car manufacturer – a concept that has gone by the wayside over the past twenty years, as the cars on the track have drifted farther from their showroom counterparts.

So with all that being said I have to ask a serious and perhaps penetrating question:

Why root for Dale Jr. in the first place?

Take your time. I’ll wait.

FAR too many people jumped on the Junior bandwagon because they were fans of his daddy. And here's a news flash:

Junior ain't his daddy.

Not even close. Not quite Kyle Petty, but somewhere between he and Dale Jarrett.

I would respect Junior fans a lot more if they would get away from the father-son rooting deal. I was a big Richard Petty fan as a kid. I liked seeing Kyle win but he wasn't ever tops of my list.

If you haven’t realized it by now, Dale Junior would rather be liked than win at any cost.

His daddy didn’t give a rat’s butt what you thought of him…It was all about the “W”.

Junior don’t play dat.

And with that realization it makes me wonder why so many fans of the father blindly followed the son. It raises yet another gripping question:

Why were you a fan of Dale Earnhardt, Sr.?

I would submit this for you to mull over: The two for the most part are incompatible.

If you were a fan of dad because of his unswerving aggressiveness, then Junior is lacking.

If you liked his rugged self-made man history – someone who struggled and paid his “dues”, then Junior would fall into the same category as Jeff Gordon to most of you (even though that analysis is flawed as well).

Was it because of the black car?

Perhaps you feel both are down-to-Earth country-types who seem unassuming and like someone you’d go have a beer with.

Here you have a case.

Now on the sponsor tip: Ben makes a point that I take serious issue with, “I'm simply not AMPed to join the National Guard or live off of Mountain Dew.”

I personally like the taste of MD but prefer 5-Hour Energy Drink to AMP-type beverages in huge cans. I just don’t like what the Dew does to my system sometimes.

The National Guard thing raises a more personal issue, but I don’t see a correlation between a desire to serve the country and supporting those who allow us the freedom to even enjoy cars, much less NASCAR.

One reason not expressed in the piece was the fact that Dale Earnhardt, Jr. is driving for “the enemy” at HMS. I have heard a lot of moaning about this association, but it shows a lack of historical perspective.

Rick Hendrick’s first NASCAR victory came with Dale Senior behind the wheel, and the two shared a long-time friendship.

So do you root for a driver because of who he or she is, because of the kind of car they drive, the colors they carry, or the team they belong to?

Ben makes a comprehensive analysis for why he can’t or won’t support a number of others drivers in the series, before settling on Brian Vickers and the Toyota-powered Red Bull team.

I’m actually good with that decision, as I have no beef with Vickers – a former Hendrick driver who was given his shot in NASCAR by Ricky Hendrick, son of the team’s owner, who was tragically killed in the plane crash outside Martinsville in 2004.

I also don’t begrudge Toyota, as they have done a bang-up job breaking into NASCAR, though with some advantages other makes have not enjoyed. They also employ a significant number of Americans and provide a high-quality product that’s made in this country, as opposed to cars with “Big Three” badging made outside the U.S.

In the end I would suggest taking a good hard look at the reasons why you choose to root for an Earnhardt in the first place, and then either stand by your man, or, as Ben has, choose another driver you can back for a reason you can live with – like the taste of the energy drink that endorses him.

But have some reason for supporting your guy or gal and do so proudly.

In a society where standing for something seems to have become politically incorrect, as it means you are closed-minded or discriminatory, I tend to hope NASCAR fans will “Man-up” with the American ideal of just agreeing to disagree, and enjoying the race in good spirit (unless, of course, you don’t drink...).

Daytona 500: NASCAR Makes the Right Call

Adam Amick — Thu, 19 Feb 2009 04:11:02 -0500

This is not a paid testimonial–I’m actually going to go to bat for NASCAR on calling the 51st Daytona 500 for rain after 380 miles. I was having a discussion with a non-racing co-worker Wednesday and all these thoughts came to mind…And I’m officially over the fact the 500 was cut short.

It’s as simple as dollars and sense.

Mind you, I’ve stated elsewhere on this site that I think NASCAR pooched the deal with TV in having the start time pushed back as late as it is. If the race had taken the green an hour earlier, the winner would still have been getting Gatorade washed from his car in Victory Lane, but after 500 (and possibly more) miles.

Plenty of people have crucified NASCAR for the decision made to declare Matt Kenseth the winner, and not exercising another option to resume and complete the race either later that night, or more than likely on Monday (either at 1 a.m.-ish or 9 a.m.).

But the decision makes sense in more ways than not.

All you have to do is answer this simple question: What would the cost have been to try to finish the race?

In today’s economy it would have been far too much, for far too many, for far too little.

Yes the race teams needed to get packed up for the return to North Carolina so they could quick-turn and head west to Fontana. But how much would it have cost logistically to cover having all the associated people overnight at Daytona just to run 48 laps?

That’s just the upside.

Consider that the “Big One”, triggered by Brian Vickers and Dale Earnhardt, Jr. tore up a number of race cars, but most were able to continue.

How many would have been damaged in the next wreck? You know as well as I do that it was coming. Repairing race cars isn’t cheap, people–ask Tony Stewart, he’s getting first-hand knowledge.

How much would it have cost the fans, most of whom traveled a considerable distance to Daytona for the race, for accommodations and meals over Sunday night? Yes people saved up for months to make the trip, but how much wiggle room was in the budget for an additional day?

There’s also all the workers and volunteers who help the track run on a race weekend. Most of those people have regular jobs they had to return to on Monday, or if they were fortunate, their company or school was closed for President’s Day. But I’ve been to Texas Motor Speedway on a Monday after a rain delay, and the difference in people is astounding. You can’t help but wonder how they do it with the reduced staff.

Then you have the cost of all the personnel with NASCAR, FOX, and other media outlets. I know you’re not about to shed a tear for these folks, but you don’t write the checks for them either.

Consider this: Two race teams in desperate need of financial help and good runs got them based on the race being stopped when it was: Richard Petty Motorsports and Michael Waltrip Racing. So if you’ve been complaining about “Field fillers” and start and park teams, keep these organizations in mind. There’s also Tommy Baldwin Racing, who thanks in part to the big wreck made a nice chunk of change Sunday and went home with an intact race car.

Who really “suffered” because of the ill-timed nature call? Local businesses and hotels. If the race had been postponed to Monday they would have received an additional night of revenue, so you have to think they were rooting for the race resuming.

But I honestly feel no sympathy in this matter and here’s why:

You can’t lose something you never had.

Write that down, you can quote me.

In today’s racing world, when every penny counts, and so many have suffered from layoffs and cutbacks, sometimes you have to make the call to fold while you’re ahead, rather than risking the loss of playing a weak hand.

Yes, NASCAR supporters, some drivers, and certain teams lost on the opportunity that finishing the Daytona 500 would have brought them, but in the end it was the right call on Mike Helton and his people’s part.

I now step down from the pro-NASCAR box and put my disgruntled fan hat back on.

Daytona 500 Countdown: The Duel 150's–What Do We Know Going In?

Adam Amick — Wed, 11 Feb 2009 12:53:58 -0500

After taking two days off while the track was "dark", I resume my look ahead at the Daytona 500. Today, an in-depth view on Thursday's Duel 150 qualifying races, and what we know so far.

After Sunday’s qualifying for the 51st Daytona 500, there are a few things we know, and some we don’t.

Forty-three cars will take the green flag on Sunday. Of those 43, 35 slots are already filled by drivers in the top-35 of owner points from last year–which at this point has me baffled to no end with all the points-swapping, partnerships, and purchases that have taken place–right up until the past week or so.

Of the remaining eight starting positions, four will be filled Thursday, as the top-two drivers finishing each “Duel 150” qualifying races that are not in the top-35 will punch their ticket.

Beyond that, the four fastest drivers from Sunday’s qualifying that are not already in the race based on owner points or their finish in the Duels will receive a spot.

But wait, there’s more!

There are three former champions vying for starting spots but not guaranteed one – well, except Tony Stewart. He is first in line for the Past Champion’s Provisional, Terry Labonte is second, and Bill Elliott is third (the most recent champ has dibs) and thus will start 43rd at worst.

All that being said, the one thing that we know is that Martin Truex, Jr. and Mark Martin will start on the front row…Unless one of them drops a motor or crashes his primary car later this week, then they’ll have to fall to the back. This will be Martin’s (Mark that is) first time on row one at Daytona.

We already knew they were in the race, since both are in the top-35 in owner points from last season. As long as they keep their noses clean, they’ll lead the field to the green flag on Sunday.

Qualifying also showed that Bill Elliott has the Wood Brothers’ No. 21 Ford up to speed, and will be in the show. Additionally, Travis Kvapil–who somehow lost his ride through the financial meltdown and mergers by Yates Racing, will be in, as will Tony Stewart.

Since both Bill Elliott and Tony Stewart set times Sunday that will guarantee a chance to race in the 500, that opened up the Past-Champion’s Provisional for Terry Labonte. Should he not finish among the top-two in either race Thursday, and I wouldn’t look for him to do so–rather get some track time, save the car and avoid a big wreck, he will take the eighth of the available starting spots and roll off 43rd.

Kvapil and Stewart should be no surprise to anyone, as Yates and Hendrick cars have proven to be speed machines on restrictor-plate tracks. I know Stewart is in a start-up deal, but he’s really not. The Haas team is one that’s been around. Darian Grubb–who ran the pits for Jimmie Johnson in his 2006 Daytona 500 win while Chad Knaus was suspended–can get the job done, and it’s Tony Stewart.

Stewart being back in a bowtie is like handing a sober Frenchman a bottle of fine wine–they’re both very happy campers.

Travis Kvapil did a bang-up job last season in his Yates Racing car with part-time sponsorship. He managed to stay out of trouble and bring the cars home, which is very helpful when you’re an under-funded team. Travis started in all 36 races, yet he completed 98 percent of the laps he ran, which is a testament to the job he did–even if he averaged a 23rd place finish.

There are currently 34 driver “cards” on NASCAR.com, for those with full-time rides this season. This tells me Kvapil has been overlooked, as he did better than one-third of them.

The guys who will have to race their way in, or hope that Elliott, Kvapil, Stewart, and Labonte do, include Regan Smith (14th in qualifying), Joe Nemechek (19th), and Boris Said (20th).

I would think Smith will be in good shape. I see Stewart finishing up front in the first duel, and thus opening the door for last year’s Rookie Of the Year. More importantly, Smith is in the second race, whereas Elliott, Stewart, and Labonte are in the first one. This means all three of the past champions will be out of the way.

Smith lost his ride with Dale Earnhardt, Inc. but has signed on with Furniture Row Racing to run a part-time schedule in ’09. Smith, like Stewart, is running Hendrick Motorsports equipment, and the FRR guys have a good history on plate-tracks when Joe Nemechek was at the helm of the 78.

“Front-Row” Joe will then be next up for a slot, and has to hope that Elliott and Kvapil take one of the available four spots from the Duels. Running his own NEMCO Motorsports team, Nemechek is driving second-hand Red Bull equipment, which should fare pretty well for him. But he’s in the first race as well, so he’ll be looking to finish ahead of the 21 or 14 cars, and that will put him in the show. He’ll have to keep an eye in the mirror, as Scott Riggs, John Andretti, and Brad Keselowski will be trying to race their way through the pack.

That brings us to a guy who’s arguably a fan favorite. But only shows up for Daytona, Talladega, and the road courses–Boris Said. He has a history of being fast on plate tracks, but not being able to bring the car home for one reason or another. Running a Roush-prepared machine, Boris is going to break through hopefully sooner rather than later, because at 46, he’s not really in a position to land a full-time ride with a top-notch team.

Boris is in the second race, and will have to get by either Smith or Kvapil to make the field. This is the safer field–for of the top-18 starters, only Smith, Kvapil, and Said are not locked in. Kvapil can afford to let Boris by, but Smith can’t. A.J. Almendinger had a pretty-good run in the Bud Shootout, finishing fifth, but high attrition was a factor and shouldn’t be discounted.

When it comes down to it, the smart guys in the top-35 of owner points would be wise to hang back and hope they can drive around trouble in their duel race. Unless of course they can get out front and stay there. But that’s a tall order at Daytona–and racers love to race, regardless of what may be on the line.

I would look to make an agreement with several guys that we’re just going to lay back, draft, and see how the car works in that situation. Let the “Go or go home” crowd race and knock each other out of the fray.

Because if there's one thing we know so far based on Speedweeks 2009, it's that the "Big One" isn't just talk to draw attention-it is inevitable.

Tomorrow I'll roll out my interview with the voice of ESPN's NASCAR play-by-play: Doctor Jerry Punch, and get his take on the latest with the sport.

Daytona 500 Countdown: The Super Bowl of NASCAR

Adam Amick — Sun, 08 Feb 2009 04:18:47 -0500

As a NASCAR crew chief is apt to do, I'm making a change in the setup, and going to change what I was planning on writing about today. After reading Ken Kooiman's piece titled "Super Bowl? Get Real!" I was about to jump into the discussion between the author and NASCAR Community Leader Kelly Crandall regarding the difference between the NFL's and NASCAR's Super Bowls.

However, I found that my thoughts on the discussion were growing into something I felt was worth a stand-alone article. So here goes...

I have been watching the Daytona 500 for 30 years. That would go back to the first live flag-to-flag coverage on CBS that put NASCAR on the national map. The thrilling last-lap battle and crash between Donnie Allison and Cale Yarborough is a memory that is seared into my, and indeed many, racing fans' minds.

Richard Petty would drive by the melee and fend off Darrell Waltrip to win the race—his seventh Daytona 500 crown—a record that stands unchallenged to this day.

I have been a student of racing since before that fateful day, and followed it intently ever since. So I have a pretty firm grasp on the history and magnitude of this race. At the same time I've watched a lot of NFL football in my time, and many a Super Bowl

So in regards to those who may question the differences between the two events, please allow me to bring some perspective you may not have considered.

In the NFL, everyone has a shot at the Lombardi Trophy when the season starts.

In NASCAR, everyone has a shot at the Harley J. Earl Trophy (awarded to the winner of the Daytona 500) when the season starts.

In the NFL, only the two teams that survive the season compete for the trophy in the end. This list will have been narrowed from 12 teams that qualified for the post season.

In NASCAR, only the cars that survive 500 miles compete for the trophy in the end. But it's more than two competitors. This year some 57 cars are attempting to make the race, but only 43 will.

Speaking of teamwork—it takes a complete team effort to get to the Super Bowl, and an even bigger one to win.

In NASCAR, it not only takes a complete team effort to get into the race, but to survive against 42 other teams and win the race. Even wild cards...like Arizona, for example, can come from behind to contend for victory with good strategy and teamwork (see Derrike Cope).

In the NFL, if a player fumbles the ball it can cost his team the game.

In NASCAR, if a crewman fumbles a lug nut (much smaller than a football, mind you), it can cost his team the race.

In the NFL, there's a two-week buildup to prepare for the game.

In NASCAR, the teams are preparing for the race immediately following the end of the previous season, and spend 10 days at the track getting ready.

The obvious difference is that fans of only two teams have a rooting interest when the NFL's Super Bowl comes around. Who were Redskins, Cowboys, or Patriots faithful supposed to cheer for last weekend?

In NASCAR, fans of all the teams have a rooting interest when the Daytona 500 comes around.

In fact, fans of guys who have retired have a chance to root for their driver this year. Bill Elliott was voted the most popular driver in NASCAR year-in, year-out in the 1990s. He's not only going to attempt to make the race, but was fastest in practice for the pole position on Saturday!

Add to Elliott names like Geoff Bodine and Derrike Cope—all three past 500 champions, and Terry Labonte—1984 and 1996 Cup champion, who will all attempt to make the race.

James Hylton is 74 years old...Seventy-four! He is going to attempt to qualify for the race.

Guys who have retired in the NFL come out and stand around for the coin toss.

NFL players, such as 40-year old Kurt Warner, are questioned about their ability to still play and compete in the game, much less lead their team to the Super Bowl.

NASCAR drivers may not win the race in their career, but at least they get the chance to compete in it. The late Dale Earnhardt, Sr. finally took the trophy in 1999 at age 47, after 20 years of trying and coming up short.

Finally ask a NFL player what he wants to do in his career, and the answer more than likely will be to hoist the Lombardi Trophy after winning the Super Bowl.

Ask a NASCAR driver if they could win either a championship or the Daytona 500, and the answer more than likely will be the latter.

Mark Martin might well be the best example of this...finishing second in points four times during his storied career—he resigned himself to not winning a title. But in 2006 a momentary lapse at the end cost him the Harley J. Earl Trophy by less than three feet.

The 1999 Tennessee Titans may understand not winning the Super Bowl of NASCAR when you spell it out that way.

Will 53-year-young Bill Elliott put the Wood Brothers famous No. 21 on the pole for the 51st Daytona 500? Check back Monday when I'll examine the outcome of qualifying, and look ahead at who needs to do what to make the race on Thursday.

Daytona 500 Countdown: Bud Shootout Under Influence

Adam Amick — Sat, 07 Feb 2009 20:35:30 -0500

Part four of my countdown to next Sunday’s Daytona 500 take a brief look at the (questionable) changes made to this years’ Budweiser Shootout.

The Budweiser Shootout has it’s origins all the way back in 1979, when seven cars ran all of 25 laps in a sprint that was held after qualifying for the 500. At the time it was known as the Busch Clash.

Through the years the event has been modified, but the key to entry was winning a Bud Pole Award in the previous season. Former winners of the Shootout that had not already qualified were given automatic entry into the field.

In 2008 competitor Coors Light took over sponsorship of the pole award for the Sprint Cup series. The future of the Budweiser Shootout came into question.

In all their wisdom, the powers-that-be came up with a new formula for entry into the Shootout. They are taking the top-six teams from each manufacturer, and adding a “Wild Card” from each, to complete a 28-car field. This is being referred to the “Tony Stewart” rule, and makes it a manufacturer race, versus a battle of guys who had done something special.

Yet under the old system, Stewart would be in the race due to being a 3-time winner of the event. So once again, NASCAR – in collusion with a corporate partner (read: for more money and to keep fingers in multiple competing pies) has screwed up a formula that worked perfectly good for years.

Compare the list of who is in this year’s field, versus who would be in the field under the previous rules, and I believe you’ll be scratching your head as well.

I thought the “All-Star” race was at Charlotte in May.

2008 Pole Winners: Jimmie Johnson, Kyle Busch, Jeff Gordon, Dale Earnhardt, Jr., Ryan Newman (excluded), Joe Nemechek (excluded), Denny Hamlin, Greg Biffle, Kasey Kahne, Patrick Carpentier (no ride in 2009), Paul Menard, Brian Vickers, Carl Edwards, Travis Kvapil (no ride in 2009), David Reutimann (excluded).

Then if you include past Shootout winners, you add these names to the list: Terry Labonte (’85), Bill Elliott (’87), Geoff Bodine (’92), Mark Martin (‘97), and Tony Stewart (’01, ’02, ’07). All have rides and will attempt to qualify for the Daytona 500 but only Stewart will race.

For this year’s field add the following names: Elliott Sadler, Reed Sorenson, Scott Speed, Bobby Labonte, Kurt Busch, Robbie Gordon, Jamie McMurrary, David Ragan, Michael Waltrip, A.J. Allmendinger, Joey Logano, David Stremme, Casey Mears, Jeff Burton, Kevin Harvick, and Matt Kenseth.

So what did these guys do to deserve entry? Why would guys like Newman and Nemechek be excluded – not to mention Mark Martin, who’s started this race 20 years in a row?

Once again, to satisfy a corporate sponsor over a competitor, NASCAR has allowed a stick to be jabbed into not only the eye of fans, but of deserving drivers as well.

Way to go NASCAR! You find a way to punish achievement and award…Nothing.

And as a postscript: Kevin Harvick won the race over Jamie McMurrary - two guys who didn't earn a pole last year and have never won the Shootout.

Tomorrow…Well, I’ll come up with something about qualifying to rap about. I'm going to watch the race.

Daytona 500 Countdown: A Chat with ESPN's Jamie Little

Adam Amick — Fri, 06 Feb 2009 18:41:48 -0500

The cars have finally taken to the track and Daytona is alive with activity. The ARCA Re/Max Series has qualified for their Saturday race, and the Sprint Cup drivers are knocking off the rust as they prepare for the Budweiser Shootout.

In part three of my countdown, ESPN’s pit road reporter Jamie Little chats about the offseason and her perspective on the coming year.

Adam Amick: Jamie, thank you for being with us today. How are you?

Jamie Little: Thanks for having me, I’m doing wonderful.

AA: What’s been going on with you during the off-season? Have you been enjoying yourself? Getting some down time? Relaxing?

JL: I’ve had some down time and been on some vacation, but I’ve been working lately. ESPN’s keeping me busy. I don’t know if some saw the New Year’s Eve jump from Las Vegas with Robbie Madison – I get to do that with him each year now and that’s pretty exciting.

And then I just came off of Winter X Games. I just got back in town two days ago from that and that, as always, is exciting. So I worked a little bit and had a little fun this off-season.

AA: So you’re just thawing out from leaving Aspen there?

JL: Exactly, yes, thawing out. It’s always freezing cold up there but we had a ball. You know so many NASCAR drivers love all those X Games athletes. Denny Hamlin came up with a bunch of his buddies and they had a great time. They were just in awe of what happened up there.

So it’s good to see the cross-promotion of athletes.

AA: That’s neat. I caught a little bit of it – I particularly like to keep up with Shaun White because he is just so much fun to watch while he’s on that board in the Super Pipe.

JL: He is just unbelievable – one of those super athletes.

AA: Well, are you ready for 2009 to kick off?

JL: I am. I was a little hesitant; if you would have asked me last week I’m like, oh I haven’t had enough time off yet because I’ve been working lately. But now that the press releases are coming out and everybody is just in full swing talking about Daytona I’m really excited.

I’m excited to get down there. It’s a beautiful place, and you know it’s just fun because we have so much extra time there you get reacquainted with everybody. You adapt to all the changes that have taken place during the off-season.

AA: You’re going to really have to re-learn a lot of things with the number of driver, team, and sponsor changes this season.

JL: That’s right. I mean that keeps us on out toes. NASCAR’s just one of those sports that you just can’t get away from no matter what. I mean it’s everyday we’re just inundated with updates, press releases, and changes. As a reporter that’s our job – we have to know what’s going on everyday in the sport.

It’s no different in the off-season. You’re keeping up to speed with everything that’s taking place. There’s a lot of changes just last-minute in the last couple of weeks so…

AA: When will you actually head down there?

JL: I’ll be there February ninth. You know we’re only covering the Nationwide race down there – Nationwide practice and qualifying. But we still have to be there on Monday.

We have a talent dinner, we see all the announcers and producers, and we all just get back on the same page. We all get pretty much fired up for the idea of the full season ahead.

AA: Speaking of the full season, what are you watching for coming up this season?

JL: Oh there going to be so much to watch for. I’m excited to watch Kyle Busch go for the Nationwide championship. I mean last year if he would have gone for it he would have been the champion I have no doubt of that.

So it’s going to be exciting to watch him contest for that and of course his crazy schedule with the Cup series and some truck races. That’s going to be fun and then Carl Edwards of course is going for the championship against him again too.

Then on the Cup side Mark Martin is going to be at Hendrick Motorsports and that’s going to be awesome to watch. Of course Joey Logano in the 20…there’s so many changes and a lot of excitement and so many good things to look forward to.

AA: ESPN’s Jamie Little joining us.

You mentioned Mark Martin and a number of people complain about Hendrick Motorsports. How many more top-notch drivers are going to wind up in Hendrick cars? You’ve got Jeff Gordon, Jimmie Johnson, Dale Earnhardt, Jr., Mark Martin, and then Tony Stewart and Ryan Newman are going to be driving Hendrick cars with Stewart-Haas Racing this season. I mean, how many more guys can they put in those Hendrick machines?

JL: (Laughs) Well I know if any driver out there had the opportunity in a Hendrick car they would jump on it. Hendrick – they just have everything firing. I mean they have everything lined up, and they’re one of those teams that are managing to get major sponsors and they’re able to keep putting drivers in their cars and forming alliances like with Stewart-Haas Racing.

You know, God Bless them. If the sport became one team and a bunch of affiliates of that team…so be it. As long as it’s still competitive and there’s sponsorship on those cars and the fans have something to watch – that’s what it’s all about.

AA: Now the big question: Who’s going to win the Daytona 500?

JL: I’m going to say Kyle Busch.

AA: Really? Just throw Kyle out there?

JL: Why not… Crazy things happen at the first race of the year. Kyle, I mean, he won there in July, he knows how to get it done. He’s unstoppable. I think he’s going to pick up where he left off. So I think he’d be a good bet.

AA: You know the one thing that’s interesting about the Daytona 500 is how you finish there is not indicative of how your season is going to go, as we learned with Tony Stewart…

JL: Oh jeez that’s Ryan Newman…(laughs)

AA: Tony Stewart could finish last, Jimmie Johnson finished last they both go on the win the championship. Ryan Newman finished first and didn’t even make the Chase, right?

JL: Exactly. I know, it’s one of those crazy races that – you know you can’t measure what a man does there to how he’s going to do the rest of the season. But that’s what’s so exciting about it. There’s so many nerves, there’s so many one-off rides that there could be an upset anywhere.

It’s exciting it reminds me a lot of the Indy 500. You know that’s it’s own race and who wins there doesn’t always go on the win the championship although it’s happened a couple of times in the last few years. But you know it’s just a race of its own. It’s exciting.

AA: Well Jamie thank you very much for taking some time out of your busy schedule and joining us. We appreciate it and we look forward to seeing you down here in Texas in April.

JL: Great. Thank you very much for having me.

In the next chapter of my Daytona 500 Countdown, I’ll give my two cents on the changes to the Budweiser Shootout and what to watch for Saturday night.

Daytona 500 Countdown: Rookie Of Year Smith Searching

Adam Amick — Thu, 05 Feb 2009 09:38:04 -0500

In the second installment of my 10-part series counting down to this year’s Daytona 500, I take a look at 2008’s Rookie of The Year Regan Smith – who was left out in the cold by the collapse of DEI and the financial downturn.

Regan Smith couldn’t have asked for much more than a shot.

Dale Earnhardt, Inc. gave him the opportunity to show what he could do at NASCAR’s highest level. In his rookie campaign, Smith competed in 34 races, ending up 34th in points. The result would put him just ahead of rookie contender Sam Hornish, Jr. – earning Smith the 2008 Rookie of the Year title.

In return for this award, and thanks to both a downturn in sponsorship and falling of the once-heralded team, he was given walking papers.

So Regan had to sit and wait to see what 2009 would bring.

Fortunately for him, Colorado-based Furniture Row Racing, which had been utilizing the services of Joe Nemechek and Kenny Wallace part-time last year called.

As a customer team of Hendrick Motorsports, Furniture Row Racing has decent equipment for the investment that they make – qualifying for 32 of 36 races in 2008 and taking the pole at Talladega. The team, as could be expected with Hendrick cars, has a record of success at restrictor-plate tracks.

But as has been the case with other organizations, they are scaling back their involvement to part-time for 2009. However, they needed a driver, and after Nemechek’s contract was bought out, they’re putting their faith in sophomore Smith.

You may recall that finish-line pass of Tony Stewart at Talladega in the fall race almost led to Smith’s first career win, but it was determined that he drove below the yellow line, and the subsequent penalty put him back to 18th – last on the lead lap.

Smith’s numbers aren’t spectacular by any stretch of the imagination: He broke into the Nationwide Series in 2001, but 2006 would be his best overall year, running 34 races and ending 20th in points with one top-10 finish. In 2007 he would make only 17 starts, but had three top-fives, and five top-10s to wind up 31st at season’s end.

In seven Cup races during the 2007 season he had an average start position of 19.3, and finish of 30. In 2008 this would change little: Smith made the field in 34 of 36 races, starting 25.8 and finishing with a 28.2 average.

Beyond the win that wasn’t at ‘dega, Smith started fourth three times, and his best finish on the season was 14th – twice. So there is plenty of room for improvement for the youngster, but at age 25 he has to hope for some good runs in the part-time schedule this year, and an economic rebound that would provide more opportunities to open up.

Smith obviously has his work cut out for him. Two or three years ago and he would have a real chance to show what he can do. Unfortunately the times are what they are, and Smith will have to make do.

The one plus is FRR is an established organization, and thus has an advantage on some of the start-up teams that have cropped up. Smith will have to make races, and find a way to stay out of trouble. Running in the back of the pack is a recipe for disaster – not only for the team, but for Smith’s hopes at a future in Sprint Cup.

Oh, and don’t fret for Nemechek. He’s formed NEMCO Racing, and is planning to run a full season in both the Cup and Nationwide Series this season. Philippe Lopez will crew chief Joe’s second-hand Toyota Camrys, bought from Red Bull Racing, for the Cup campaign, though sponsorship has yet to be obtained.

Check back tomorrow when I talk with ESPN’s pit road reporter Jamie Little. Jamie shares what she’s been up to in the off season, and her perspective on 2009.

Daytona 500 Countdown: Do You Fantasize?

Adam Amick — Wed, 04 Feb 2009 18:17:27 -0500

This marks part one in my 10-day countdown to the Great American Race – the 2009 Daytona 500. In this segment I’ll take a look at Fantasy NASCAR, and its relevance to race fans.

Fantasy sports have gone farther than anyone could have possibly imagined. Football alone affects national productivity as people analyze their lineups through the course of the week: checking stats; reading magazines; watching and listening to fantasy reports on ESPN and other outlets; and trying to find that one edge that will help them win. It’s become a multi-million dollar industry. It consumes people’s lives through the season.

I participated in a fantasy football league one year. It was fun, but wasn’t really my gig.

Fantasy NHL hockey, on the other hand, grasped me and wouldn’t let go…

It is one thing to have to set a roster each week. It is entirely another to have to set one every day. The league I was in was competitive as heck. There were rules about free-agents and roster changes, but there were loopholes as well. So if you were clever (and I was) then you could bounce players on and off your team to push for maximum points night in and night out.

Obsess much? Yes, thank you…

I don’t play fantasy hockey anymore. The therapy must have worked.

I have played fantasy NASCAR through several seasons, though I’ve sat out the past couple of years. At times I’ve found I neglect to set lineups, and the deeper into the season it is, a bad week lowers my interest. As is said in a number of situations, "Winning is contagious."

Mind you, I did have an impressive run a few years back, where I flirted with the top-50 in the overall Yahoo standings. I just wanted to see my name on that list. After the fall race at Talladega things slid backward,and I finished about number 600 in a league with 250,000-plus teams.

It was a thing of beauty, but victory in fantasy is fleeting, much like in the real world.

I haven’t tried other fantasy leagues, and would be curious to get feedback from readers on the likes and dislikes of their experiences.

I think Yahoo is pretty straightforward – pick two “A” list, four “B” list, and two “C” list drivers each week for qualifying, and get points if they wind up in the top-four. Then pick one, two, and one, respectively, for race day, and receive points based on finish position, and if they lead a lap or most laps. There's no money involved (as in buying your driver talent and such), so I liked that aspect of it.

The whole scene can suck you in. You're watching the race, and keeping track of your drivers. Has he led a lap? Yes! 10 bonus point for me!

The catch is that you can only use a given driver in nine races through the year. So it forces you to plan ahead. You want to save Jeff Gordon for the two road courses, Indy, and both Martinsville races, so that leaves four other times during the year to run the 24. My real gripe with the Yahoo system is that you can’t use a guy to qualify after you’ve run him the nine races, and I think you should.

The one other issue was keeping up with the scrubs – the “C” list, and who was entered in that weekend’s race. I think they put someone on that and kept it pretty straight a couple of years ago, so it helped players.

The biggest issue that I believe faces the fantasy owner is separating heart from head. As much as you may want to run Dale Earnhardt, Jr. every race because you bleed red…er, green, you can’t do it (at least you can’t in Yahoo). There are certain tracks he’s not that good at – historically speaking.

Then again the book was re-written in 2008 when his career began anew with Hendrick Motorsports. So now the “Green Machine” (as I like to call Junior Nation) has a better benchmark for the coming campaign.

Tony Stewart fans will be in a pickle this year, as will all the Ryan NEWMAN followers. Yes, the Hendrick machines will give them an edge, but will Stewart get back to being a weekly threat, and will Ryan return to qualifying well but sagging in result?

This year certainly poses a number of challenges to fantasy owners. With all the changes that have taken place, how will anyone perform? On the flip side, how will guys run where changes haven’t taken place, like Jeff Gordon and Matt Kenseth? Can Jimmy, Carl, and Kyle run away with the majority of the trophies?

Many question to be answered, grasshopper.

I’m contemplating forming a fantasy team for 2009. I wonder how many Bleacher Creatures would be interested in doing a dedicated BR Yahoo fantasy league, or if you’re in other leagues, and what your preferences are.

Do you obsess much about fantasy sports? Are you in a fantasy NASCAR league? Would you be interested in a BR-members only Yahoo (or other, if it’s not more time-intensive) Fantasy NASCAR league?

Speaking of “fantasy”…Tomorrow we’ll examine where 2008 Sprint Cup Rookie of the Year Regan Smith’s fantasy ride at Dale Earnhardt, Inc. went awry, and the hill he’s looking to climb to stay in the series at Furniture Row Racing.

NASCAR Be Warned: Your Competition Lies Here

Adam Amick — Tue, 03 Feb 2009 03:26:25 -0500

See that? No, it’s not the money you could be saving with Geico. It’s the rain about to fall on NASCAR’s parade.

As we count down to the 2009 Sprint Cup campaign kicking off Feb. 7 with the annual Budweiser Shoot-out at Daytona, I’ve decided to put thought to...uh...pixel...for my alternative to NASCAR.

I have been watching this series for over 30 years and I’ve seen a tremendous growth. Along with that has been change for better and worse.

But this isn’t a marriage. So there’s no, “...’till death do us part” element.

With this new era of so-called “Change” in America, I’m calling for an alternative to NASCAR and the Sprint Cup Series—something that takes the storied and successful history of the sport and melds it with the present, and fan interest. I know a number of these ideas have been floated in various musings by some out there, and I may or may not have read them.

However I believe this piece will provide a framework that is more detailed than any seen to date. With some help from a major money-guy (hello! Bruton Smith!) this plan would offer NASCAR fans something to enjoy, and possibly shake up the aristocracy that has put the series in the position it finds itself in.

So without further adieu, allow me to present my solution, as I see it, for a new racing series to take to the track in 2010. You might want to make a pit stop or grab a refreshment now, because this may take a bit.

We’ll start with one of the most contentious issues facing the sport.

Racing Cars

The new car is great from a safety perspective but it has no ties with the auto manufacturers (not that “stock” cars have for two decades). I believe if the identity of the car makers is brought back, and the mantra “Win on Sunday (or Saturday, as it were), sell on Monday” returned, it would boost lagging sales and re-build brand loyalty that was omnipresent in the past.

Pitting the cars up against each other head-to-head would also expose weaknesses in some designs, forcing improvements to better performance. A certain make may dominate races for a time, but it would be on the engineers back at the manufacturer to make changes to compete.

The manufacturers would build all racing cars to specification, including safety components such as roll-cages, energy-absorption features, fuel cells, engines, fire-suppression systems. Basically the cars would be built at the corporate shop, then loaded on truck to its destination team for final outfitting and paint. All cars will run 18-gallon fuel cells.

Cars must be mass-produced in North America (Canada, U.S. or Mexico), and body templates (which would be joined like NASCAR’s “Claw”) must match production model (with adjustments allowed for fender wells containing larger racing tires and height to allow for roll-cage and driver safety).

Minimum wheelbase (wb) would be 105”, maximum would be 120”. Here is a list of current-production cars and their wheelbase is indicated in parenthesis: Chevy Impala SS (110.5” wb), Ford Fusion (107.4” wb), Toyota Camry (109.3” wb), Dodge Charger (120” wb), Pontiac G8 (114.7” wb), and Honda Accord (110.2” wb).

What would be interesting to see is what performs better; a longer or shorter wheelbase. I have a hunch that this might vary based on the type of track. Another interesting tidbit here is the difference between the Impala SS and G8 lengths. Historically GM (Ford, etc.) would have different models of cars based on the same chassis wheelbase, in order to reduce production costs.

Engines

Manufacturers must build cars with fuel-injected V-8 racing engines, with a maximum displacement of 5.0 liters or 350 cubic inches). This engine must be available for purchase in the production car, but may have racing seals, gaskets, rings, and other replaceable parts installed. The block, cam shafts, pistons, rods, valves, and crank shaft must all be from the production car.

The intake and exhaust manifolds must also be the same as the street-legal version. The exhaust system need not require a muffler or catalytic converter, and can be an after-market system to vent out the right side of the car. A shielding system must prevent the heat from reaching the floorboard of the car.

Each car is allowed two engines per race weekend. Each engine will be sealed and must be used for 2 or 3 consecutive races. If engine replacement is required during the weekend between qualifying and race time, that car will be required to start at the rear of the field, and will forfeit pit stall selection.

Safety Features

Extruded foam inserts between roll cage and door panels will be required (like the COT) for impact absorption.

Two fire-suppression systems, one for the engine compartment and another for the rear cockpit/fuel cell area will be required. Both should be dry chemical. Halon would not be the first choice (for cockpit in particular), but may be acceptable for the engine compartment. Carbon Dioxide would be preferred.

A fresh-air and cooling system for driver is required. This would consist of a filtration system in the car, connected to the driver helmet with a hose, along with a cool-suit, to help maintain a healthy body temperature. A ceramic or silica tile plate (similar to the Space Shuttle’s protective tile composition) will be installed along the floorboard/firewall to protect the driver’s feet and reduce cockpit temperatures.

Roof flaps to on top and side skirts and front valence to prevent air from getting under car would prevent roll-over. A rear spoiler (possibly with side panels similar to the COT) would help provide rear downforce and stability. This spoiler must be an option for the production model, and standard on the “SS” model of the street-legal version of the car.

Mechanical Adjustability

The following aspects of the car will be allowed to have adjustability at the track; Camber +/- 2 degrees; Caster +/- 2 degrees; Three different types of springs/shocks will be allowed; Air pressure in tires (minimum established by manufacturer); Gear ratio may be changed, but final drive must match production car; Ride height raised or lowered by 1.”

Tracks on the Circuit

I believe I have assembled a pretty good list of facilities to race at. The key is almost all of these (sans Darlington and Daytona) are not owned by International Speedway Corporation (ISC—also owned by the France family who owns and runs NASCAR). I think there is diversity that is currently lacking on the schedule, as well as a good geographic spread, to reach markets around the country.

For smaller tracks that currently don’t host a Cup-level race, there would be some requirements to bring the facility up to standards; Permanent seating capacity must be increased to 50,000 by the second race, and 80,000 minimum for the third racing season.

SAFER barriers must be installed on all outer and inner walls. Track fencing must be 16 feet high with a 3-foot track overhang, and reinforced with 1” horizontal steel cable no more than 2 feet apart to protect spectator areas. Exceptions are allowed for road courses.

A concrete wall separating pit road from the track must be installed, with SAFER barrier on the track side. Pit road must have a minimum of 36 full-size pit stalls (minimum of 26 feet in length). Pit road must have non-porous reinforced-concrete pads to prevent spills from reaching ground.

Track List (alphabetized by name; this is not indicative of a schedule)

Atlanta Motor Speedway (1.54 mile D oval) Hampton, GA

Barber Motorsports Park (2.3 mile road course) Birmingham, AL

Bristol Motor Speedway (1/2 mile high-bank oval) Bristol, TN

Charlotte Motor Speedway (1.5 mile D oval) Concord, NC

Daytona International Speedway (2.5 mile tri-oval) Daytona, FL

Darlington Raceway (1.366 mile oval) Darlington, SC

Gateway International Speedway (1.25 mile low-bank oval) East St. Louis, IL

Iowa Speedway (7/8 mile tri-oval) Middle of nowhere (a.k.a. Newton, IA)

Kentucky Motor Speedway (1.5 mile tri-oval) Sparta, KY

Las Vegas Motor Speedway (1.5 mile tri-oval) Las Vegas, NV

Milwaukee Mile (1 mile flat oval) Milwaukee, WI

Music City Motorplex (TN) (.596 mile oval) Nashville, TN

Nashville Superspeedway (TN) (1.33 mile tri-oval) Gladeville, TN

Nazareth Speedway (.946 mile tri-oval) Nazareth, PA

New Hampshire Motor Speedway (1.058 mile flat oval) Loudon, NH

Pikes Peak (CO) Speedway (1 mile tri-oval) Fountain, CO

Rockingham Speedway (NC) (1.017 mile oval) Rockingham, NC

Texas Motor Speedway (TX) (1.5 mile D oval) Ft. Worth, TX

Texas World Speedway (TX) (2 mile tri-oval) College Station, TX

Virginia International Raceway (3.27 mi. [full] or 2.25 mi. [north] road course) Alton, VA

Note: Music City, Nazareth, Pikes Peak, and Texas World would need some work to be brought up to standards—most others are in a position to host a race with minimal, if any, upgrades. And for those of you dying to see North Wilkesboro, NC reborn, knock yourself out—we could add that if brought up to modern standards, but you might want to have a bake sale to raise some cash!

I would be open to the following ISC tracks also being on the schedule; Talladega Superspeedway (2.66 mile tri-oval), Richmond International Raceway (3/4 mile tri-oval), Martinsville Speedway (.526 mile flat oval), and Phoenix International Raceway (1 mile tri-oval).

Season

There will be a maximum of 24 races, with the season-opening race to be the first weekend of March. Sanctioned tracks will receive one race per season, and may bid on a second one based on turnout, percent of capacity filled, and purse. There would be 3-4 off weekends during the season every 6 weeks or so to allow down time for drivers and crews.

Race Duration

There would be a limit of 400 miles on 1.5 mile tracks or larger, 300 mile distance on tracks 1-1.499 miles in length, and 250 miles on shorter tracks or road courses. One or two feature races of the season may go longer—but that’s up for discussion. The idea is to keep the races about three hours in length—but this will vary based on caution periods.

Once a race had completed half of its scheduled distance, plus one lap, it is considered “official”; should completion be prevented by weather, darkness, or another factor.

Race Weekend

Teams would arrive at the track Friday morning for registration, inspection, 2 hours of practice, and qualifying. Adjustments can be made on the car but no practice after qualifying. Saturday morning race inspection would occur and the race would start mid-day early afternoon. If weather interferes with qualifying, it will be pushed back to race morning.

Qualifying

Qualification for races will be conducted with a single car on the track to be timed for two flying laps. The faster time will be counted toward the record. The top-34 times will be takes. Positions 35 and 36 will be provisional starters based on their owner point position or being a series champion within the past 10 years.

If weather should prevent qualifying the race lineup will be set based on car owner points from the previous race weekend.

Number of Team/Crew Members

Each race team will be allowed one driver per car, one crew chief/race engineer per car, one engine specialist, and seven other crew members (including pit crew) for a total of 10 crew members allowed to make adjustments/work on car during the course of the weekend.

Teams with more than two cars entered must share pit stall and crew members. (For example: Hendrick Motorsports would be allowed two pit stalls, and one pit crew per pit. Thus Jeff Gordon and Dale Earnhardt, Jr. would share a stall and pit crew, and Jimmie Johnson and Mark Martin would share a stall and pit crew—similar to Formula 1.)

Points system

The race winner would receive 100 points, with five point decrements down to 0. No bonus points awarded. Cash bonuses would be awarded for leading the most laps and winning the pole position.

No points will be awarded for finishing below 20th. If car is more than 10 laps down to leader or causes two cautions (for causing an avoidable incident or dropping debris/fluid on the track), they will be parked for the duration of the race. This will prevent cars that have been severely damaged in wrecks from returning to the racetrack, as there will be nothing to gain.

The point leader at end of season is declared champion. First tie-break is race wins, second is average finishing position for season, third is races finished on lead lap, and fourth is laps lead. In case a tie was to still exist a coin flip will determine the champion (or something like that...maybe rock, paper, scissors).

Drivers

Minimum age for a driver is 20. Drivers must have at least three years of experience in other forms of racing, with at least one year in “stock” cars on paved tracks.

All drivers and crew members will be subject to random drug testing during the season. First infraction is a six-month suspension and mandatory rehabilitation attendance. Upon return monthly testing will be conducted. A second infraction will result in a permanent ban from the sport.

Testing

Tire manufacturers may purchase one of each type of race car, and hire drivers (active in series are allowed) to perform tests at sanctioned tracks. During the off-season teams may conduct testing at any sanctioned track with the previous years’ tire compound for no more than two days per team owner.

Sponsors

No “exclusionary” contracts for “Official” sponsorships would be allowed. This would in part eliminate “Conflicts of interest” between the sanctioning body and sponsors.

Conclusion

If you’re still awake and your eyes aren’t crossed, I think I have pretty well covered the gambit of issues that currently face NASCAR. Since they seem unwilling to correct some of these deficiencies then I believe the formation of a new series is in order.

The cars would get back to resembling their namesakes, and performance would be something that could be found in top-end models of the vehicle. The tracks would provide diversity desired by the fans, and reduce the number of “cookie-cutter” designs on the schedule—which would be shortened; helping everyone involved.

The competition would revert back to a day when the guys who made the fastest “hot rod” could bring it to the track and win, but this would reduce the cost to a race team enormously. Finally, there would be a return of some common-sense to racing. No “freebies” or mulligans; no "Lucky Dogs" or wrecked cars just making laps; and the best racer for the entire season would win the championship.

Feel free to comment on areas I may have omitted, or not been specific enough about. I heed the floor and open it for discussion.

Super Snackage: Some Last-Minute Party Ideas

Adam Amick — Sun, 01 Feb 2009 02:53:55 -0500

It’s Super Sunday, and perhaps you’re hosting a party for friends and/or family at your place. Hopefully you’ve already cleaned up your dirty underwear and socks, washed the dishes, and removed the inch of dust that was keeping everything but your home-theater and gaming system in place. Might want to give to loo a once-over as well, especially if a co-ed crowd is expected.

Well you may have waited until the last-minute to get a menu together. If so, allow me to throw some ideas your way. If you’re on a budget, you should be able to get away with any of the following for less than $20, and some under $10.

Should you be attending a shindig at a friend’s place, any of these would be greatly appreciated (as something better than just another case of beer…)

Store-brand Pizza

You can get pretty good store-brand pizza at your local grocer. If there’s one nearby Sam’s Club makes a tasty (and big) pie for a reasonable cost (under $10 last I checked). When the gang comes over, and it depends on your crowd, they probably won’t worry much about the quality of pizza, but the quantity.

Go with the meat-lovers types of store-brand, and cut them cross-ways, instead of into slices. Thin crust should mean less to clean up. If the ladies are invited then you should have a cheese or veggie pie available.

Pro: Who doesn’t like pizza? Simple, fairly cheap, and easy. Consider what delivery times will be on Sunday - and how much time will go into making the number of pizzas they will have to.

Con: Takes time to cook, depending on how many you’re entertaining. Oven required.

Triscuit Pizza Hookups

This tasty snack gives you the taste of pizza at a fraction of the cost, and it’s something a little more original. You’ll need a box of Triscuit crackers, a small jar of tomato sauce, package of sliced pepperoni, and some shredded parmesian cheese.

Prep: Put a bunch of crackers on a microwave-safe plate, cover with some tomato sauce, add a slice or two of pepperoni, and top with some cheese. Nuke it for 20-30 seconds (or until the cheese melts, depending on the power of your microwave) and serve.

Pro: Cheap and easy, especially to replenish the supply.

Con: This one’s pretty fool-proof. Try it, you’ll like it.

Pretzels and Peanut Butter

Ever had the Combo’s snacks? They are good, and better than just plain pretzels. All you need is to set up a bowl with the pretzels and a dish of peanut butter. Boom! It doesn’t get much easier than that. Plus the peanut butter won’t stain anything if it gets dumped when your friends jump off the couch after a big play.

Pro: Simple. Pretzels and peanut butter… Not exactly rocket science.

Con: Make sure it’s not a brand that’s been under recall recently, oh and that your guests aren't allergic. Otherwise a epi-pen may be good to keep handy.

Chips and Dip

Go different here. Anyone and everyone will serve rippled potato chips with French-onion dip. Duh. Kick it up a notch with nacho chips and a dish of chili from your grocer’s deli. Lately we’ve had some strore-brand chili from Kroger, which is available with the soups in the deli.

Heat it up in the microwave and put it out… You’re good to go. If you have a small crock-pot, that would keep it warm, and warmer is better.

Pro: Nice upgrade to dip and chips, and will cost about the same.

Con: Might want to keep a clear path to the toilet – just in case.

Kick-butt Queso

Speaking of chips and dip; if you go that route, and have a crock-pot (or borrow a girlfriend’s or your mother’s) this is about the best queso I’ve ever had. You’ll need a block of Velveta or your favorite cheese, a can of Ro-Tel chopped tomatoes (which I’ve noticed are on sale this weekend), a package of taco seasoning, and a pound or so of ground beef or turkey (if you want to go a little healthier).

Prep: Brown the meat and add taco seasoning, melt the cheese in the crock-pot, add the tomatoes and meat and boo-yah. Your buds will be much more impressed than if you just bought a jar of pre-made stuff. You may well want to keep this for yourself.

Oh, and don't forget a serving spoon. This stuff is too good to allow some schlub to double-dip.

Pro: Satisfaction that you made something better than just buying it – will impress the ladies.

Con: Takes a little work and equipment you may not have.

Veggie and Dip Platter

This is cheaper than taking the easy way out and buying the pre-made stuff. Really, how many people do you know like cold cauliflower? What a waste! Get a big bag of mini-carrots (peeled), and some stuff the boys (and girls) will eat.

Most of the veggies are available cut and packaged, but if you have a knife and cutting board, I think you can figure out the celery deal. You could get a package of the little cherry tomatoes, and some pre-cut fresh broccoli. Toss on some seedless grapes for an easy fruit element.

Here you have an option on making some dip (package of Lipton French-onion soup and a tub of sour cream) or buying it pre-made. Borrow a fancy platter from your mom or a neighbor and you’ll impress your guests.

If you want to toss in a meat element, slice up some salami or summer sausage. Presentation is the key if there are ladies over - the guys won’t care. You can use leftovers to have a healthy salad or two this week with your mac and cheese.

Pro: Healthy snacks… Looks like you care about your guests. Chicks will dig it, and your mom would be proud.

Con: Unless there’s meat, your frat buddies may think you’ve bought into the PETA porn ad that’s not going to be shown during the game.

Conclusion

Get your drink on, snack on, and enjoy the game! But please make sure you’re not sending someone out on the roads who shouldn’t be there until they sober up – including yourself.

Dallas Stars Slam Door on Sean Avery Debacle in Detroit

Adam Amick — Sat, 31 Jan 2009 07:49:27 -0500

Sean Avery had no business in a Dallas Stars sweater. He shouldn’t have even been on the team’s radar except as an obstacle to avoid or a target for a precision-guided munition.

But for all his desired loyalty and willingness to give a friend a chance, Assistant General Manager Brett Hull felt that Avery could bring something to the organization that was lacking in the Western Conference Finals last June – toughness.

I beg your pardon?

The Stars weren’t supposed to get that close to the Stanley Cup, unless it was on tour. A team that had struggled to get out of the first round of the playoffs for years got offense and goaltending going in the same season to advance into a series with Detroit, only to fall four games to two.

But was it a lack of grit in the lineup that was the downfall of what became somewhat of a Cinderella story in Big D?

No.

Detroit was just the better team – period. Not that I was happy about it, because at that point I was rooting for the Pens to win the Cup, but the Red Wings are a machine – an annual contender that fans of others hope will not be in the way.

Thus the team that came within a two wins of the finals saw fit to let two capable young Fins go and brought in public enemy number one of the NHL: Sean Avery.

Both Niklas Hagman and Antti Miettinen had stellar seasons.

Hagman played in all 82 games (only five players on the team showed that durability), scored 27 goals (tie-2nd on team), and had 14 assists for a total of 41 points (4th on team). Hags had shown not only the skill on the forecheck that we expect from Finns, but a toughness and willingness to hit and chuck knuckles if needed.

Miettinen proved to also have the chutzpah of his countryman. His 15 goals and 19 assists for 34 points in 69 games played put him seventh on the team total in offensive production. He had skill and toughness for only being 6’0” and 190 pounds.

Last year Avery played with the New York Rangers, where he was disliked by those in and outside the team. His numbers were similar to Miettinen with 15 goals and 18 assists, though in only 57 games.

It came down to a dollars game. Both of Dallas’ youngsters were coming to the end of contracts where they were bargains for the team. The Stars were in a pickle with the salary cap, and certainly couldn’t have afforded to keep both. But they would have stayed – Hagman in particular, for less than they were worth.

Once available on the free-agent market, Miettinen was swiped up by Minnesota, where he started strong and has 32 points in 48 games. Hagman was grabbed by Toronto, and has 13 goals and assists for 26 points on the season to date.

Having been in the locker room this season, there was a palpable difference between when Avery was with the team, and since he’s been gone (cue Kelly Clarkson’s hit song…)

Avery was suspended by the league for comments made about players dating his, “Sloppy seconds” – referring to Cuthbert’s beau Dion Phaneuf of Calgary – on December 2nd. The penalty was unfortunate because I think it would have been quite a show to have the Flames defenseman (6’3”, 210 pounds) defend the actresses’ honor at center ice in the Saddledome prior to faceoff.

At the time he was shelved, Avery had 3 goals and 7 assist in 23 appearances in Dallas colors. The team didn’t want to destroy his career, nor face union issues, so they continue to pay his $3.5 million salary while shopping him around. To his credit, Avery has attended anger management counseling, but he’s not someone I’m willing to give a second chance.

So now we’ve examined the numbers, and we can look at the results in direct relation to the reason Avery was brought to Dallas.

The Stars went three and one in the season series versus the Detroit – all without Avery on the bench. (The two teams meet four times in the six weeks between December 12th and January 29th.)

Dallas owned the Red Wings this season, and didn’t need the thug to make it happen.

What we could have used to date was none of the animosity he poisoned the locker room with after his arrival.

Additionally, the offensive ability either Hagman or Miettinen could have brought in playing on one of the Stars top-two lines would have made a marked difference in the standings.

I absolutely believe that Dallas would be second in the Pacific Division, trailing only the red-hot Sharks, and in a position to hold fourth in the conference at worst. Instead the team is outside the playoff hunt and in need of points.

As January comes to a close, the Stars are on their first three-game winning streak of the year. Further, with a healthy Jere Lehtinen back in the lineup along with a couple of good youngsters in Loui Erikkson and James Neal, the festering wound that was Sean Avery seems to have closed. Team chemistry has greatly improved, and the Stars are threatening to become the feared opponent they should have been from the get-go.

The fact that this team put a four-two beat-down on the Red Wings in Detroit January 29th shows that the book has been shelved on the failed experiment that was Sean Avery.

Can we take a mulligan on letting Hagman go?

Dallas Mavericks: The Latest Roller Coaster at Six Flags Over Texas

Adam Amick — Thu, 29 Jan 2009 05:30:01 -0500

Up and down and up and down and up. When will this ride end?

I’m just glad I don’t pay to watch this stuff.

Seriously; it would drive me up the wall to not know which Mavs team was going to show up on a given night. I compare it to being on the Judge Roy Scream coaster in Arlington, but it’s dark and you can’t tell what’s next.

The four-game road trip Dallas just returned home from was a clear example, but of what I’m not exactly sure. Perhaps, the consistency of this team lies in its inconsistency.

They come from behind to beat a Philly team that had won seven straight. Dirk is lousy early, missing 13 of 14, but drains the game-winner at the buzzer. Would this be an example of, “Sometimes it’s better to be lucky than good."? The team boards the plane for Milwaukee feeling pretty good about itself, and is 1-0 on the trip.

Apparently there was something in the food on the flight, because the team that landed wasn’t the same as the one that boarded the jet.

Facing a team that was three games under .500 and tied in the third, Dallas decided to stop playing defense. More likely they just flat stopped playing. The Bucks went on a 19-2 run, and it was over before the “fat lady” could even get the phone call.

In the remainder of the game, the Mavs could only watch as the home team ran up the score. Dallas would leave with their tail between their legs following a 34-point loss.

Loss is an understatement really, blowout is a better description.

So after two games against .500 or worse teams, they were 1-1. The positive G-forces at the bottom of that hill were anything but.

Detroit was slated to be a loss. The Pistons are a pretty good team – easily the match of the Mavs, right?

Then Dirk Nowitzki finds his scoring touch, going 12 for 20 from the floor with 26 points total, and Dallas has five scorers in double-figures. Up we go again… Mavs 112, Pistons 91 - 2-1 with one to go.

Uh, I think I’m getting queasy here. Can this ride keep going up for a minute?

Nope. The bottom falls out.

Boston, defending champs and clearly looking to hold the title, dismantled Dallas by holding Dirk to 4-17 from the floor and 18 total. Jason Terry, arguably the best bench player in the league this season, tried to take up the slack with a team-high 27. But the Celtics got 23 each from Ray Allen, Kevin Garnett, and Eddie House on the way to a 124-100 rout.

There was some serious air time over that camel-back – My stomach is in my throat.

The team returned home to the friendly confines of the American Airlines Center Wednesday night 2-2 on the trip, and in need of a break.

Dallas’ weakness has been… Okay, one of Dallas’ weaknesses has been slow starts. They let teams jump out ahead and then figure they can play catch-up. In a number of cases they have done so. But this is a result of another weakness: lack of defensive play.

If the Mavs’ faithful aren’t frustrated with it, I’m quite certain head coach Rick Carlisle is.

So into town rolls the lowly Golden State Warriors. Come to think of it I had to stop and think for a little bit before I recalled where the team is based. Oh, yeah, Oakland. Between the whole earthquake thing and it just being Oakland I wouldn’t want to play there.

But I digress.

So as the stomach churns we find ourselves on this train looking at the bottom of a hill – I think.

And once again after a slow start the Mavs found themselves in a 19-12 hole, and it looked like Warriors’ coach Don Nelson was going to get the best of his former club again. A timeout was called by Dallas, something was said, the hill bottomed out, and we started a climb again.

The Mavs started getting stops, went on a 12-0 run and never looked back, winning 117-93. Six players finished in double-figures; including Brandon Bass and James Singleton off the bench. Dirk was below average with 20, but Terry added 22, Josh Howard had 19, and Erick Dampier was strong early to add 10.

So at 26-19, Dallas is still in the hunt, but they head for two games in Florida against an improving Dwyane Wade and Miami Heat team. Then play Dwight Howard and the Magic. After that it’s back home to face a strong Portland and then troublesome Utah in Salt Lake City the next night.

With this schedule and the way this team has played, the only guarantee is that this Dallas Mavericks roller coaster is not bound to reach the station soon. Being consistently inconsistent isn’t something you don't want to be known for – playing defense is.

I’m going to need an airsickness bag.

Rolex 24 Hours at Daytona: The Good, Bad, and Ugly

Adam Amick — Mon, 26 Jan 2009 04:51:31 -0500

I dare say that if you didn’t at least take a little bit of time out of your weekend to watch some of the Rolex 24 Hours at Daytona, you’re not a racing fan.

Sports car racing may not be the biggest thing going, but this was the first race of the year (okay, so there was the Chili Bowl earlier in the month…) and the beginning of Speedweeks at Daytona (since there wasn’t any on-track testing for NASCAR).

Regardless, the action was great, and you couldn’t have asked for much more than four cars being in contention in the closing laps. This after 24 hours of full-throttle racing (without rain, they were flat-out the whole time) and covering over 2,600 miles.

But could you ask for more? I could, and will. Read on as I review the 47thRolex 24 at Daytona from a good, bad, and ugly perspective.

Conditions:

Good: The weather. Mother Nature delivered perfection. No rain, the cold from earlier in the week moved out, and it looked like it was just a beautiful winter weekend in Florida.

Bad: No rain. I’m not talking about a monsoon here. But this would have really challenged the competitors. Consider last year in Formula 1; Silverstone separated the men from the boys. Otherwise they should set up a sprinkler system from Lake Lloyd in the infield and pump some water on the track for a few hours to make things a little more interesting. But honestly, I think they did okay without.

DP Competition:

Good: The run by the top-four cars. Brumos had the speed and overcame some pit-road miscues to take first and third on the podium. The 01 Ganassi car got lucky with a caution allowing them to repair splitter damage without losing too much ground and did everything they could to fall just short of a third-straight overall win. Wayne Taylor’s SunTrust Ford/Dallara ran great in fourth – showing the wisdom of going with proven engine technology to ensure reliability.

Bad: The run by the 99 Gainsco Bob Stallings car. It suffered an electrical problem taking out the tail lights which required repairs, and then the gearbox went kaput. This took the team I was hoping would dethrone Ganassi out of the running for the win. You had the primary pilots of Alex Gurney and Jon Fogarty joined by former CART Champion Jimmy Vasser, and three-time defending Sprint Cup Champion Jimmie Johnson - So much talent gone to waste.

Bad: The 02 Ganassi Lexus Riley was strong early, but splitter damage would leave them in the not-so-envious position of having to make a change under green – effectively taking them out of contention. Dario Franchitti and Scott Dixon are going to be tough to beat this season in IndyCar.

Bad: The number 16 car for (Roger) Penske Racing led early and looked like it could add insult to the injury of defrocking the CGR team. Nothing would have brought the Captain more pleasure in beating his rival Ganassi than to do it by preventing his car from making history. Sixth place overall wasn’t good, but not all bad considering how other big names fared. Roger couldn’t draw Chip into running in American Le Mans Series head-to-head, so Penske decided to come play in his adversaries’ sandbox.

Ugly: The number 2 car for (Richard) Childress-Howard Motorsports was a non-factor all weekend. They didn’t even make it on the track for the first qualifying session. After addressing some gremlins during the race, including a door that didn’t want to stay closed, at least they did nurse the car home in eighth overall – 33 laps down. This was one bad run that can’t be blamed on Danica Patrick.

Ugly: Michael Shank Racing’s two cars stunk it up, both succumbing to Ford engine failures, resulting in 41st and 47th place on the score sheet.

GT Competition:

Good: The drive put in by the TRG (The Racers Group) and their Porsche GT3s. Ninth and tenth overall is a great day for GT teams up against the much faster Daytona Prototypes.

Bad: The number of cars Farnbacher-Loles Racing fielded (5) and lackluster performance: 13th, 15th, 16th, 26th, and 27th overall. They didn’t even get a podium finish. Five cars! And they were the same Porsche GT3s TRG went one-two and Wright Motorsports finished third with.

Ugly: A run across rumble strips or some other off-track excursion punctured the fuel tank and broke the pump on the SpeedSource Mazda RX-8 of Sylvan Tremblay and Nick Ham. These guys could have given the Porsches a battle, instead they spent 23+ hours running to make points.

Really Ugly: Team Sahlen. Three guys on the team named Nonnamaker, two Corvettes, only one started, and it made it all of 30 laps. Thirty? I could have done better on a bicycle and still enjoyed the party Saturday night. Please… If you’re not going to be worth a damn, don’t embarrass the bowtie by fielding a Vette.

Conduct of the Race:

Good: The call not to penalize Max Angelelli for racing hard with the Brumos Porsche and they both spinning in turn 6.

Bad: A record number of cautions (25) for 117 laps (both records). Yes, there were too many yellow flags, but it helped keep things tight (though that seemed to be happening based on the quality of the competition anyway).

Bad: Waving the white flag before the 24-hour clock had expired. One more lap wouldn’t have hurt, would it? Or was the 58 car on fumes?

Ugly: The drive-through penalty assessed to the 02 Ganassi car for shooting the chicane at the Bus Stop because the brakes failed. Dario Franchitti immediately pitted the car, and they lost two laps as a result of a loose brake line. Why add insult to injury at that point? Dumb.

Coverage:

Good: SPEED’s coverage was good, as usual. Bob Varsha’s toes probably hurt a little from David Hobbs stepping on them so much.

Bad: The lack of overnight broadcast. Grand-am.com could have at least had an audio cast couldn’t they? SPEED went out to Irwindale for the Toyota All-Star Showdown, so I’ll give them a pass on that front. It would be costly to have crews on cameras and running the truck all night, but it would have been fun to watch flag-to-flag.

I was working overnight after monitoring live timing and scoring (see below), I couldn’t wait for 6 a.m. to roll around and SPEED’s coverage to resume. Last year I think grand-am.com had audio, and a live webcam that wasn’t worth a whole lot, but was better than nothing. Put one on the front stretch and one looking down pit road and let ‘em roll.

Good: The Grand-Am.com web site had live timing and scoring for the entire event. NASCAR.com also had articles, but being that the France family now owns Grand Am, and there were a number of Cup drivers in the field, this is no surprise.

Bad: IndyCar.com had nothing about the race, yet the biggest names in their sport were involved: Scott Dixon, Danica Patrick, Dario Franchitti, Ryan Hunter-Reay… What else would they talk about right now?

Results:

Good: The win by David Donohue 40 years after his father, Mark, did the same. Not to mention he did it from pole.

Good: Margin of victory: .167 seconds. If only it had been as close as the July race at the track... (Can you say, "Pruett by a nose!")

Good: Record number of cars on the lead lap (4). If only the 02 hadn't had the splitter issue, they would have been there as well. And the 16 certainly had the speed.

Bad: Juan Pablo Montoya complaining that the speed of the Brumos Porsche, “Wasn’t fair.” Come on, Juan, be gracious in defeat. If anyone had a right to complain about a lack of speed, it was the Gainsco guys.

Ugly: Did I mention the Sahlen team’s poor performance? I think a used Taurus on a doughnut could have gone farther than they did. At least Corvette will be redeemed in American Le Mans.

Intangibles:

Good: The racing season has officially begun!

Bad: There’s not another Grand Am race for three months… Three MONTHS! Who made this schedule?

Ugly: After the greatness of the DP race this weekend, see above. The GT racing will be much better going forward, and this year is going to be another great battle for the points championship. I’m ready for more now. I’d really like to see these guys come to Texas Motor Speedway for a 4-6 hour race on the Roval.

Yes, every other racing series will kick off between now and April 25th (the next race on the schedule), but if you don’t like the action in Grand Am, I dare say you’re not a race fan.

B/R Exclusive: SPEED's Bob Varsha on the 24 Hours of Daytona

Adam Amick — Fri, 23 Jan 2009 22:11:42 -0500

Joining me is SPEED TV’s Bob Varsha. Bob’s duties include calling Formula 1 races, hosting Barrett-Jackson Collector Car Auction coverage, and is frequently on the SPEED Report. This weekend though he’s in Daytona for the Rolex 24 Hours.

Bob, welcome and thanks for your time.

BV: My pleasure, Adam. Good to be with you.

AA: Alright let’s start with the 24 Hours of Daytona. This is the premier event in American sports car racing. How long have you been covering this race?

BV: Well Adam this was actually one of the first major international events I came to. The first time was 1984 I believe and it’s been pretty much every year since. Not every year consecutively, but it’s always a thrill to come down here to Daytona and get out of the winter weather and just get back to racing.

Everyone has a little cabin fever after the off season no matter how long or short it might have been. So to get back down here and smell the brakes, and the oil, and the tires, and the engine exhaust – it’s a real rite of Spring and I’m sure a lot of people that come down here will agree with that.

AA: How has the 24 Hours changed over the time you’ve covered it?

BV: Well, you know if you ask any driver in the field who has experience the first thing they tell you (it) is so much faster. You know back in the day old hands like Hurley Haywood – who’s going for a sixth victory here in the 24 Hours – back then the idea was just to preserve the car. Stay out of trouble, run to a pace that’s maybe a couple of seconds off your qualifying speed – be there when the race finishes.

That’s still the case but it has become so competitive, and the cars here in the Grand Am Rolex Series are so evenly matched that’s it’s basically a sprint now for the entire 24 hours. The key thing is to maintain your speed, again stay out of trouble, and stay out of the pit lane.

I believe last years’ winner with Ganassi Racing spent just an astonishingly small amount of time to do 25 or so pit stops. I mean they were barely in the pits for thirty minutes of the entire 24 hours. It really was a charmed run for them, and that’s why they’re going for an unprecedented fourth in a row here – something nobody has ever done. In fact nobody had ever won three until Ganassi did last year. I think their secret is go fast and stay out of the pit lane.

AA: Your perspective – the difference between the 24 Hours at Daytona and the 24 Hours at Le Mans?

BV: Well the first thing that strikes you about the two aside from the fact that there’s a lot of French spoken over at Le Mans is the fact that Daytona runs in January when there’s very little daylight in the winter time. Whereas Le Mans in June where there is lots and lots of daylight.

We spend very little time racing in the dark in France, whereas here in Daytona the sun goes down around six o’clock Eastern time and probably doesn’t come up until six o’clock the next morning. So the drivers have to spend a lot of time – and just a few years ago they raced entirely in the dark.

Now of course there are lights here at Daytona International Speedway. And though I think they only use about half of their available candlepower the track is much better illuminated than it has been in the past. But still in the night time you have the plunging temperatures, the drivers have to be very careful with their tire selection and the way they drive the cars.

In fact we’ve had a couple of very cold days here in the run-up to this years’ race and there’s been a lot of guys exceeding the bounds of traction, getting off into the run-off area – whether it was grass or pavement. Only one hard impact that I’m aware of thus far, and that’s a good thing obviously.

So it’s a very, very different sort of challenge despite the fact that the two races are equal in length.

AA: It seems to me over the past couple of years of actively monitoring both Grand Am and ALMS (American Le Mans Series), that sports car racing is really making a comeback in its popularity. What are your thoughts on that?

BV: Well I think it’s fair to say obviously right now nobody needs to be told what’s happening with the economy and that has had an impact on all forms of racing. They’re down a little bit on car count here at Daytona but really all the top cars from the top teams are here. And sports car racing I’d like to think is making a comeback.

AA: Where do you see sports car racing going? I mean, we’ve seen new tracks in just the past couple, three years in out in Toole, UT; Barber Motorsports Park – that wonderful track down in Birmingham, Alabama; and the new – I think it’s Thunderbird Raceway in New Jersey?

BV: That’s right. Yeah, it’s New Jersey Motorsports Park has two tracks: “Thunder” and “Lightning” they call them. But yeah, you’re right. There are tracks going up around the country either public or private and certainly the private motor sports country clubs have become very popular – although once again the economy is having an impact on that.

Racing, you know, is being embraced once again, particularly by television. Networks that would have never looked at motorsports in the past like Versus – which will have the majority of the IndyCar season this year. And Discovery and Outdoor Channel which has done a lot of dirt-track programs. And of course SPEED and ESPN and the major networks – and in that regard we’re going to do the first ninety minutes here in Daytona on FOX before switching over to SPEED for the other 14 and a half hours of our coverage so…

Racing is getting popular again, it’s being embraced by television again, and you know that’s a good thing. Hopefully the economy gets turned around soon. Sports car more so than stock cars and open-wheel racing depends on the pocket book of the enthusiast – a lot of gentlemen racers, a lot of weekend warriors that come to a race like the Rolex 24 if they can afford it.

As the economy gets better hopefully that upward trend in the popularity of motorsports will continue.

AA: We were talking a little while ago about Scott Pruett and the strength that Chip Ganassi Racing has shown in the 24 in the past three years. And he’s been so strong, he won the championship last year with his co-driver Memo Rojas. Now Roger Penske “The Captain” has moved over to Grand Am from the American Le Mans Series where his Penske Porsche Spyder RS’s dominated the P2 class the past couple of seasons and were just phenomenal challenging the Audis which were the P1 class cars.

What do you see – I think that Penske and Ganassi just can’t get enough of racing each other. What are your thoughts on that?

BV: Well I’m sure both men would tell you there’s nothing sweeter than beating the other guy. Obviously Roger has a long and highly-distinguished career, both as a driver, which is probably underestimated by the average racing fan, and of course as a car owner – with his 14 Indy 500 wins and his Daytona 500 victory and all the other things he has done, including victories here at Rolex 24.

You know, Chip is of more recent vintage he’s had spectacular success in partnership mainly with the Target stores. He’s won his Indy 500, he’s brought guys like Juan Pablo Montoya (JPM) to the sport, broadened the appeal of open-wheel racing and now of NASCAR. He’s still trying to get over that hump in NASCAR it would appear but terrific success in IndyCar and in sports cars and there’s really very few car owners out there, aside from Roger Penske, who can claim the breadth of competency that Ganassi Racing with Felix Sebates has.

It really is amazing to watch, they’re a terrific group.

AA: There are a number of (Sprint) Cup drivers in this race. Have you spoken with Jimmie Johnson, Casey Mears…Why do these guys like to drive in the 24 Hours so much?

BV: Well I think there are several reasons, Adam. One of course is the reputation of the event. It takes place right here at Daytona, a place they know intimately – although it’s a very different kind of racetrack. They’re running on the 3.56-mile combined oval and road course rather than just the big 2.5-mile NASCAR tri-oval.

And, you know, they’re racers to their core. If they can get in a race car they love to do it. Jeff Gordon has raced here, he’d love to come back. Probably the real watershed came back in 2001 when Dale Earnhardt joined the factory Corvette team for the Rolex 24. Before he died, I spoke with Earnhardt who said that one thing he would like to do in racing, other than win another NASCAR championship, of course, was to drive in the 24 Hours of Le Mans.

And I think that is what he was building up to in taking part with the factory Corvette team here at the Rolex 24. Their sister car won the race but Earnhardt…I think they finished fourth in class and were up there on the podium with their teammates spraying the champagne as happily as all the other guys, so…

Great driver, great teammate, and I think that opened the eyes to a lot of the NASCAR guys to say, you know, “This is pretty cool. This could be a lot of fun.” Although I should point out that guys like Fireball Roberts and Tiny Lund and Marvin Panch and fellows like that were driving in sports car races here at Daytona back in the 1960s.

So it’s not a new phenomenon, but the NASCAR guys are now seeing that it’s a lot of fun. You can get that very coveted Rolex watch that goes only to the winners of this race.

And then there’s the practical side of things, Adam, with all the testing being cut back or even cancelled not only by NASCAR but IndyCar and so on. A lot of these drivers haven’t had the opportunity to knock the rust off and to do what it is that they love to do in life which is drive race cars. So that makes this race even more attractive because they can come out here and prepare for their day jobs that come up in a couple of weeks.

AA: You’ve got, I would think, the best driver talent pool in the world, arguably, in this race. What are your thoughts on that?

BV: I think that’s fair to say. I think the driver pool here, you know, it can go up and down from year to year. And back in the day when I first started coming here in the eighties, you’d see guys like Al Unser, Sr. and A.J. Foyt, and some of the Formula 1 stars from Europe, and the stock car guys like Bill Elliott and Mark Martin and so on… And the off-track celebrities like Paul Newman and Gene Hackman and the Hollywood types. Of course Patrick Dempsey is driving in the race this year and he is a car guy to his very core.

It’s a tremendous cross-section, and in addition to all those great champions - 70 championships in I don’t know how many different series – and drivers from more than two dozen different countries entered in this race. Aside from the glittering professionalism is you have guys who have been driving in Sports Car Club of America (SCCA) events or Ferrari Challenge – whatever it might happen to be – who have dreamed of coming to this event. So they, you know, work hard on a budget to do this one event and race alongside the pro stars, and that’s one of the other great stories of this event: Is the guys you’ve never heard of who are out here living the dream and just going through that 24-hour odyssey.

But up front I’d have to say there isn’t any other field in the world, even at Le Mans, with the credentials you see at this one when it comes to variety and accomplishments.

AA: Well it’s going to be a lot of fun. The race rolls off about 2:30 Central, 3:30 Eastern tomorrow afternoon, that’ll be Saturday. Who should we watch for in the 24 Hours?

BV: Well, starting with the Daytona Prototype Class you gotta go with the guys who have pretty much dominated the dance the last few years. I think either the 01 or the 02 from Ganassi Racing – the Target cars – not terribly quick in qualifying but this is a 24-hour race so being on the front row is…Polesitter David Donahue said it’s bragging rights for a couple of days whereas if you win the race it lasts all year long. So I would look to the Ganassi guys.

There are some very quick cars: David Donahue leading the Brumos Porsche two-car Porsche Riley attack. Hurley Haywood will be with them trying to get that sixth Rolex watch. The cars from Michael Shank Racing the 6 and the number 60 cars have another terrific lineup. A.J. Allmendinger is in there with the series regulars, so they have been very, very quick.

Over on the GT (Grand Touring) side it gets even more crazy. Twelve cars – the top 12 qualifiers in this race – all broke last years’ qualifying record. So you can see the kind of competition we’re going to have.

And once again you gotta go with the guys who have done so well of late, and that’s the number 70 Speedsource Mazda – a Canadian entry – from Sylvian Tremblay and Nick Ham and that entire crew. They are the defending champions in class, in fact, they have won the last three races in the Grand Am Series held here at the Daytona

International Speedway. That is the two midsummer 250-mile sprint races, and last year’s Rolex 24.

But that GT class is always close…It’s very competitive the timesheets are telling us. You’ve got Porsche, Mazda, Ferrari, and the list goes on and on. Corvette is out there. You know the great makes are out there to do battle once again. The 47^th running of this twice-around-the-clock classic and I for one can’t wait.

AA: It’s going to be a real fun ride. I’m torn because I like Scott Pruett but I sure do like Jimmie Johnson and he’s co-driving with Alex Gurney in the Bob Stallings car from here in Lewisville, TX. And so that’s going to be a fun race there – Jimmy Vasser is on board with them in the 99 Gainsco car.

A lot of fun this weekend, we sure do look forward to your coverage. You guys come on at 3 Eastern, 2 Central tomorrow on FOX, is that correct?

BV: On FOX that’s right. Three o’clock Eastern on FOX – We’ll do 90 minutes including the first hour of the race and then we’ll switch over to SPEED and take you up to 10:00 Eastern time. And then be back at 7:00 in the morning on Sunday to go right through to the finish at 3:30 in the afternoon and beyond – to meet all of the winners.

And I apologize for not giving a shout-out to all of the Gainsco boys since you are in Texas after all…Gurney, Fogarty, Vasser and Jimmie Johnson. He’s been second in this race twice in the four previous times he’s done it and so he’s probably owed something too.

AA: He pulls off a win in that and he’s going to have two things to hang over his boss Jeff Gordon’s head at that point – three Cup title wins in a row and a Rolex watch, “Hey Jeff look what I’ve got here!” So that’s fantastic.

Well we look forward to seeing you this weekend, Bob, and then a whole new era of Formula 1 starts up in two months. We sure do appreciate you spending time with us today.

BV: My pleasure, Adam, thank you.

Race in Racing: Debating NASCAR's Drive for Diversity

Adam Amick — Tue, 20 Jan 2009 20:26:48 -0500

Here’s a question for you to ponder: What if four-time NASCAR Cup Champion Jeff Gordon wasn’t white?

Would he have the career success he does? Would he have the following he enjoys? Would it have taken a special program to get him where he is?

I ask this because lately I’ve really tried to figure out the whole race in racing issue, and I think it’s indicative of our society more than anything.

Race has been the topic du jour with the recent election here in the United States. And a underlying theme seemed to emerge: If you don’t vote for the minority, you’re a racist.

Really?

It couldn’t have anything to do with one’s take on politics? It couldn’t have anything to do with experience or voting record? It has to be the race of the candidate?

What’s this have to do with auto racing? Everything, when you examine the issue of race in racing.

Why aren’t there more minorities in attendance at racing events? Yes NASCAR grew up in a racially divided south. Yes there are still Stars and Bars waving in the infield. Yes there are still racial problems between people. But these are minimized in the haze of history and passage of time.

It was announced on January 14^th that Max Siegel would leave Dale Earnhardt, Inc., where he was head of Global Operations, to run the Drive For Diversity (D4D) program at NASCAR. Siegel is arguably the highest-profile minority in the sport.

But what is NASCAR’s goal with Drive For Diversity?

Are they trying to attract new fans into the sport by giving them a person of like color or gender to root for? Everybody's money is green, so attracting new fans is good for business, but to me the deeper question is the motivation of being a fan.

I love racing because I love racing. You may love football because you love football, or hockey, or bull riding… You may have played the sport somewhere along the way, or taken a liking to it because a relative turned you on to it as a child.

What puzzles me is that it seems there's plenty of interest in cars, and in proving who's "best" in minority communities, but why not more fans at the track? Is the issue a lack of interest in the sport, or a lack of drivers of a certain skin color?

If the problem is being able to relate, in that one can relate to a driver or an athlete in some size, shape, or form, then I would suggest race car drivers should be as relatable to anyone in our country as a top-notch football (soccer) player is to Brazillians.

Then again look at Brazil’s rich history of producing top-notch racing drivers. And they reach the status of national hero in many cases.

Driving race cars isn’t cheap. Many of the greatest in the world, including Gordon, Michael Schumacher, and Ayrton Senna, started in go-karts. Kart racing isn’t inexpensive, but it’s not an unreachable goal - as reading Schumacher’s story would tell you.

A soccer ball is cheap, and you can play in the street – with or without shoes. It’s not like ice hockey – certainly not a sport popular in developing countries and areas. So I can understand why there’s not a glut of drivers from say, Ecuador.

But we Americans have something in common with the stars of the fast track – we all drive cars. And many of us have aspirations of racing, whether it’s to get to work on time, passing a slower driver, or just seeing how much we can push the speed limit: We can relate to race car drivers.

We like to drive, and at times we like to drive fast.

So NASCAR's Drive for Diversity program seems to be somewhat of a wash to me.

The NHRA would be a great example of this whole question. Has Antron Brown or Peggy Llewellyn (both black) attracted more minority or female fans to the sport?

Why didn’t blacks flock to the track to see NASCAR driver Bill Lester race?

If Bill Lester is to be an example, I would suggest he was a great role model for youth before he ever sized up a firesuit. He’s an intelligent, educated, and successful man in business. After doing all that he pursued his dream of racing.

For all those kids who looked up to Michael Vick, I’d submit to you that there are better mentors.

Again I ask, what is NASCAR’s goal with the D4D program? Get a minority or female driver into a ride? They’ve been there.

Or is the ultimate goal to get a minority or female in a ride and thus increase audience among minorities? In this time of political change, one may wonder why there is a desire for a minority to represent “minority” districts in Congress. The replacement of Barack Obama as Illinois’ junior senator was a prime example.

And this is where the issue starts to gel. Why don’t more minorities attend or watch auto racing? It’s no more or less expensive than any other professional sport, and is readily accessible on television.

Is the race of a racer important? Is the race of a quarterback, a policeman, or a politician? I don’t see it that way… but it seems apparent that to many it is.

I'd love to see more women and minorities involved in the sport, and hope that (though minimized here in the States) Lewis Hamilton's success in F1 will help bring an increase of minority interest in racing. I know children who want to be the next Danica Patrick, and so perhaps the presence of a capable and successful black driver in NASCAR would create a conduit for more interest in the minority community.

But if you’re a fan of someone just because their skin color matches your own, as opposed to an equal or more capable person of another color, race or sex, what’s that say about you?

Somebody please ‘splain that to me.

Lewis Hamilton, McLaren Screwed Again in Formula 1

Adam Amick — Sun, 07 Sep 2008 13:31:21 -0400

There are no two ways about it. Formula 1 and the FIA are run by blooming idiots. Period, paragraph, end of story.

At this point, Bernie Ecclestone can take the U.S. Grand Prix and shove it where the moon don't shine (unless you're out with Bernie and the ladies of the evening). I don't want him or his traveling circus back in the States until they pull their heads out of their backsides.

And I was really excited with the actual racing that took place in the Belgian Grand Prix at Spa today.

Yes, I said it, there was actual RACING (for the lead) in a Formula 1 race—and it was great to watch.

Lewis Hamilton and defending World Champion Kimi Raikkonen went wheel to wheel around the picturesque four-plus mile course in the Ardennes.

For the record, Spa is now officially my favorite circuit on the F1 schedule.

But I digress.

Hamilton started on pole, looped the car going into turn one on the second lap, and would trail Kimi from then...until there were four laps to go and the rains came.

Lewis closed it up and tried to pass the Kimster going into the last chicane on the outside of the right hander—and he was there.

Kimi ran him off the road going into the left-hander, causing contact, and forcing Hamilton to cut the corner.

Lewis immediately backed off and gave up the spot, then chased the Ferrari down to turn one, swung to the inside, and made a clean pass.

Raikkonen then made contact again with Hamilton's right rear tire with his wing.

I was thrilled and petrified at the same time. What if the tire is cut? Will it hold?

It did.

But wait, there's more!

The two raced around the track until they caught Nico Rosberg in the wet. Hamilton went off through the grass, then Kimi spun, relinquishing the lead at last.

To add insult to injury, Raikkonen would lose control of his Ferrari and crash, winding up in an undeserved 18th.

Hamilton needed only to make two laps and stave off the Ferrari of Felipe Massa to take his first win at Spa.

He did so—win number five on the season.

And F1 screwed him.

The race stewards, in their oh-so-infinite wisdom, docked Hamilton 25 seconds for cutting the chicane. This dropped him to third, handed the win to Massa, and had a six-point effect on the driver standings, with Felipe now trailing Lewis by two points instead of eight.

Wha, wha, WHAT?

Lewis gets run off the road, cuts the corner to avoid wrecking both cars, gives the spot back without having to be told, then wins the race fair and square.

It was the best F1 race I've seen in years—and the FIA found a way to screw up a wet dream.

It wasn't totally unexpected, since Hamilton's McLaren teammate Heikki Kovalainen had been assessed a drive-through penalty after "avoidable" contact with Mark Webber's Red Bull Renault going into the same chicane. Heikki out-braked Webber, who cut down on the McLaren.

If Kovalainen had locked up the tires going for the pass, then I'd call that an overly aggressive move. He didn't, and made a great pass. But he was penalized nonetheless.

So why wasn't Raikkonen sanctioned for "avoidable" contact by running Hamilton off the road in the final turn, then hitting him again going into turn one?

Because the FIA kisses Ferrari's butt.

Ferrari fans should be ashamed of this decision. I'd go so far as to say that even though he crashed out (and I cheered when he did), Raikkonen deserved second in this race.

But first loser isn't even good enough for Formula 1 after this (latest) debacle and example of Ferrari favoritism.

China Should Be Stripped of All Medals Won in Beijing Games

Adam Amick — Thu, 21 Aug 2008 23:24:39 -0400

With questions about female gymnasts from China meeting minimum age requirements to compete in the Olympics increasingly scrutinized, and possibly supported by newly found documentation, I’m taking a stand on this issue.

If it is proven that Chinese athletes’ ages were misrepresented on official government documents in order to sidestep the rules and the spirit of the Olympic Games, then all Chinese athletes should be stripped of their medals.

Yes, I said it. Not just the athletes in question, not just the women’s gymnastics team. Every last one of them.

It seems pretty simple to me. If a weightlifter is caught doping, he is disqualified and stripped of any and all awards. A member of a relay team breaks the rules, and all members of the relay team are punished.

In this case, you can’t go any higher. The government of the host country may have broken the rules and the Sporting Authority in that country may have been involved in the conspiracy.

That being the case, the only recourse is to strip all of China’s athletes of their medals. The whole team must pay for the actions of their governing body.

But maybe I’m getting a little ahead of myself.

When the age question first arose (and my wife appropriately questioned the age of a girl with missing teeth), the IOC responded to the allegations. They said that the Chinese gymnasts' ages were stated on their government-issued passports which are generally accepted as verification of an athlete’s age.

They met the requirement, and that was that. Yet questions still remained.

Since the International Olympic Committee didn’t bother to do the work, Mike Walker (a computer security expert) decided to do the job for them and found something a little more substantial.

Val Kilmer did it in The Saint. Matt Damon did it in the Jason Bourne Trilogy. Passports can easily be forged, at least in the movies. I imagine it’s even easier when you’re the issuing authority. After all, he who controls the information controls the people.

So Mr. Walker let his fingers do the walking and performed a search on Chinese web sites. He discovered that two documents that had gymnast He Kexin’s name on them had been removed.

Apparently the Chinese government has their hackers busy screwing with American web sites and trying to crack into the Pentagon’s computers and didn’t think to sweep their trail clean.

Walker found something, and from what I read, it was just waiting to be found.

In case you didn’t know, deleted files don’t just disappear into the ether. Like trash alongside the information superhighway, they stay until the cache memory is cleared and the drives are wiped clean.

The Chinese news site Xinhua apparently didn’t get the memo last November and had He Kexin’s listed as 13. The Associated Press found this web page earlier this month and reported it.

Later that day the page magically disappeared. The site was up, but the page? Poof. Ancient Chinese secret.

A May 23 story in the China Daily newspaper, the official English-language paper of the Chinese government, said He was 14. The story was later corrected to say she was 16.

Cue C&C Music Factory and file that under “Things that make you go, ‘Hmm’.”

Thanks to Mr. Walker’s due diligence, the IOC is launching an investigation into the age issue with Chinese gymnasts.

IOC spokesperson Giselle Davies has stated that the IOC has asked the International Gymnastics Federation, the governing body of the sport, to investigate.

I think at this point the IOC just wants to get the games over with and get the heck out of China in one piece. Then I think we’ll really hear more about this.

Can’t say I blame them in that sentiment. This deal is falling apart at the seams.

Fake fireworks shows, Milli Vanilli sing-songs, ethnic groups not represented as advertised, protests strangely absent, web access limited…And now it hits the fan.

The documents Mr. Walker discovered list He Kexin’s birthdate as January 1, 1994, making her ineligible to compete in these games. Gymnasts must turn 16 in the year of the Olympic Games. Oops.

The Excel spreadsheets apparently came from the General Administration of Sport of China. I’d say that’s pretty official.

And it seems that it was enough to wake up the IOC to what’s been pretty obvious to me all along. The Chinese would take any measures possible to make this Olympic Games the greatest production in history, and ensure that they were able to claim absolute athletic superiority over the world—especially the United States.

I've yet to been told when China became such a weightlifting powerhouse...

From the get-go, China wasn’t interested in the “Spirit of the Games” so touted by the IOC. After all, the IOC stripped an athlete after he threw his bronze medal in disgust at the wrestling judging.

If the IOC is to stay true to the “Spirit” and the allegations bear out, then the only way to rectify this is to punish China by excluding ALL of their athletes, based simply on the fact that the government violated the “Spirit” of the games.

Mind you, I feel sorry for little He Kexin for being a pawn used by her government. She never had a choice in the matter. I wonder if she has any clue what her real birthday is.

Yet it was not she who broke the rules, but those people who are supposed to enforce them.

China’s attempts at perfection in both the presentation of and competition in the Beijing Olympics are proving to be more difficult than catching Usain Bolt.

And now this meddling imperialist Mike Walker has gone snooping, and Zoiks! Scooby! I think we’ve found the source of the ghosts!

Shaggy and the crew of the Mystery Machine should be proud.

Michael Phelps Went the Distance

Adam Amick — Fri, 15 Aug 2008 15:33:25 -0400

There are 100 meters to the 100-Meter Butterfly event at the Summer Olympics.

Not 99, not 98...100

Michael Phelps showed why he is the world's best swimmer moments ago at the Water Cube in Beijing by taking...TAKING, the Gold medal in the men's 100 fly from Serbia's Milorad Cavic.

Cavic obviously didn't get the memo on the race distance.

A NHL hockey game is 60 minutes. The Daytona 500 is 500 miles.

And the 100 fly is 100 meters.

No more, no less.

Michael Phelps trailed the whole way and was about to be upset on his bid to tie Mark Spitz for seven gold medals at one Olympic Games.

But he went the distance.

Cavic didn't.

Stop playing before time expires, and you can get beat.

Stop racing before the checkered flag, and you can get passed.

Fail to give 100 percent for 100 percent of the time, and someone who does can and will beat you.

Life lesson Milorad: second place is the first loser.

You tried to stretch it and not push that final stroke. Michael put in the extra stroke and took the win from you by one one-hundredth of a second.

He TOOK it from you. He wanted it more; he went the distance.

And that's why Michael Phelps is the best in the world and the greatest Olympic champion in history.

NASCAR at Indy: Here’s Rubber in F1’s Eye!

Adam Amick — Wed, 30 Jul 2008 03:47:22 -0400

It’s not that I have a personal vendetta against Formula 1.

It’s that F1 is full of itself.

The “pinnacle” of auto racing on Planet Earth was once again shown up by the good ol’ boys of NASCAR this past Sunday when all 43 competitors who started engines at the Brickyard 400 actually took the green flag and raced off into the unknown.

It wasn’t pretty, mind you, but compared to the 2005 U.S. Formula 1 Grand Prix, the men were separated from the boys.

NASCAR knew there were wear issues with the new cars and tire compound brought by Goodyear. F1 teams knew there were wear issues with the tires brought by Michelin in 2005.

The difference? NASCAR found a way to deal with it and put on a race.

Formula 1 watched as the majority of the field pulled the ejection handles and bailed out before the green flag flew.

Mind you, the drivers in Sunday’s Brickyard weren’t able to push their vehicles to the limits—or wisely chose not to. Several suffered tire failures that effectively took them out of the running, and may have dampened their chances of making the 12-man Chase for the Sprint Cup.

But as Freddie Mercury once sang, “The show must go on.”

NASCAR found a way to make it go on. They threw competition cautions every dozen laps to slow the field and allow the teams to pit for fresh rubber prior to complete failure.

I’ll say this. After the first four or six, perhaps even eight, times I had the distinct impression that the most you were going to get from a new set of sticker Goodyears was a dozen laps—30 miles.

“Canada, where is it?” Our cover story this month in Duh! Magazine.

I got it, they got it, and so NASCAR could have let them figure it out from there. But they put safety first, and really can’t be faulted for that.

Formula 1 was presented with the idea of creating a chicane to break up what is the longest full-power run on the schedule…er, was on the schedule.

Smell dead horse, anyone?

Regardless, I find it amusing that NASCAR can sit its drivers down and give them the “Shut up and drive!” but F1 can’t get half as many in line.

For the Formula 1 lemmings who may counter with, “They only ran 12 laps under green at a time!” I have this to offer: they still ran.

Run, Forrest, run!

It was effectively a series of sprint races from caution to caution, but NASCAR made it happen. Everyone was able to walk away with, at most, some crumpled sheet metal from the couple of failures that occurred (and Matt Kenseth’s crew got him back in the race after the right rear was torn apart on his car).

Heck, last place paid over $140,000. That’s what the winner makes on some weekends.

Wait! Is that a rumor of another IndyCar driver wanting to come to NASCAR I hear?

But I digress.

Formula 1 watched the masses parade out the gates, and six cars ran the Ferrari Show starring Michael Schumacher.

Can you say, “Refund, please”?

Again I laugh at the superiority complex that Formula 1 proudly bears. A few weeks ago it was oil on the track that the world’s best couldn’t avoid and the champagne sippers couldn’t figure out how to manage before someone wrecked.

Lucky for us NASCAR actually got something right. And I for one applaud the Indianapolis Motor Speedway for standing up and saying, “Not my problem!”

NASCAR has screwed the pooch from day one on how testing should be conducted with the new car. Regardless of what the teams said or requested, every team should have tested at all the tracks that the COT didn’t run on last year. Period, paragraph, end of story.

Goodyear would have known of the wear issue prior to race weekend, and had the opportunity to adjust the tire compound accordingly.

Mr. Helton, Eddie Gossage on line 1. He’s offering up Texas Motor Speedway for testing before the race there...We’re not interested? Oh, thanks anyway, Eddie.

NASCAR’s new cars are right-side heavy, and this showed through like the cords did as rubber came off of cars following a dozen laps at Indy this past Sunday.

I would suggest at times the management of both NASCAR and Formula 1 are top-heavy…though that could be seen as a favorable position by Max Mosely.

But NASCAR found a way to make a race happen, and the distance between first and second (third and forth, fifth and sixth), mere car lengths, gave the fans their money’s worth at The Brickyard.

Ultimately the best car on the weekend won the race. Congrats, Jimmie!

Formula 1 really needs to find a way to take notes and show that they’re capable of making decisions that are worthy of the “pinnacle” moniker.

Otherwise? Here’s rubber in your eye, F1.

Somebody please ‘splain that to me.

‘Splain This: Los Angeles Clippers—What’s In A Name?

Adam Amick — Mon, 21 Jul 2008 12:27:05 -0400

“What does baffled mean?” said the street vendor to the police in the movie Highlander as the latter discussed the recent spate of beheadings in New York City.

I just read an amusing piece from Jordan Vertone called “…The 10 Wimpiest Team Names In Sports.”

And it occurred to me as I pondered the point that perhaps there are other names needing examination. Not necessarily for their machismo or lack thereof, but from a “What were they thinking?” standpoint.

Thence the name “Clippers” came to mind.

Color me baffled.

What the Hell is a Los Angeles "Clipper"?

I pulled up the Wikipedia entry for the team. They have an interesting history, having been founded in Buffalo as the Braves in 1970. After a rough start, a couple of playoff appearances, a move that fell through, and subsequent struggles, the team relocated to San Diego in 1978 (can you say “Road Trip!”?) and was renamed, "Clippers".

The most notable name to play for the team was Bill Walton, who was on the downside of his career. After continued poor performance (I’m sensing a pattern here) the team was sold again and moved up the 405 to Los Angeles in 1984, where they share the Staples Center with an NBA team you may have heard of—the Lakers.

So again, what the Hell is a Los Angeles “Clipper”? Let’s “cut” to the chase, and examine the possibilities for the choice of nickname. I used Dictionary.com as a source for specific definitions.

Is it something referring to a ship in the harbor?

Clipper: Nautical. Also called a clipper ship. A sailing ship built and rigged for speed, esp. a type of three-masted ship with a fast hull form and a lofty rig, built in the U.S. from c1845, and in Great Britain from a later date, until c1870, and used in trades in which speed was more important than cargo capacity.

I think the following from Wikipedia says it best: "The ships had low expected lifetimes and rarely outlasted two decades of use before they were broken up for salvage. Given their speed and maneuverability, clippers frequently mounted cannon or carronade and were often employed in piracy, privateering, smuggling, or interdiction service."

I would suggest that the Clipper's record indicates a lack of speed and maneuverability. And their occasional ability to steal a win leads me to believe that piracy is something still in the playbook.

But what if “Clipper” refers to strong winds coming in from the coast?

Being an amateur student of meteorology, I am familiar with the “Alberta Clipper” that brings frosty winds through the Great Plains and chills us here in the great state of Texas, but I believe the winds in Southern California are classified as “Santa Ana” or possibly just hot air from Hollywood-types acting out of place.

Could the name have something to do with a tool used for cutting hair?

Clipper: a person or thing that clips or cuts.

This might have possibilities, being there are barber shops, or hair salons—as they’re known to the fashionable in SoCal—everywhere. The electric clippers don’t seem like something I’d consider naming my team after. If your players are known for “Stylin' and Profilin'”, ala Ric Flair, then this could be appropriate.

I suppose if there were a history of points-shaving, then we might have something here.

Perhaps the name is derived from the extensive use of hedge clippers in the region?

Clipper: Often, clippers. (used with a plural verb) a cutting tool, esp. shears: hedge clippers.

I’ve spent weeks in Southern California, and made observations of how well-manicured landscaping abounds. There’s nary a hedge out of place, or limb to be shorn…hmmm.

If the team were in the tree pruning business, I would understand. But since they wouldn’t be in a position to win a game worthy of cutting down nets, I don’t think they’ll need anything sharp within reach.

Could the name be related to an electronic object?

Clipper: Electronics. A device that gives output only for an input above or below a certain critical value.

I would suggest the lack of scoring and winning ability for the team makes this an unlikely choice.

Then again the team does give output only for an input above or below a certain critical value. The opponent scores more or less, and this input determines the output of the Clippers. Isn’t this typical of under performing teams in sports?

By George I think we’ve got it!

My confusion allayed, I can now get back to life knowing that I have found the source for the somewhat odd nickname of Los Angeles’ other “professional” basketball team. The Clippers are named after an electronic device I’ve never heard of…What the Hell were they thinking?

Somebody please 'splain that to me.

'Splain This: MLB All-Star Game A Case Study for Replay

Adam Amick — Tue, 15 Jul 2008 18:11:25 -0400

The American League team won the 2008 All-Star Game in the bottom of the 11th inning.

At least that’s how I saw it.

If you were watching the Fox broadcast, you should have seen it too.

However a pair of missed tags that were called outs raise the obvious need for replay in baseball.

First off was the call on Texas’ Ian Kinsler as he attempted to steal second base. They saw it coming, pitched out, and Dodger catcher Russell Martin made a great throw.

Astros’ shortstop Miguel Tejada deserves an Emmy for his part in the play, as does the Fox camera operator who caught him in the act.

He clearly missed Kinsler’s leg, but the second-base umpire was behind Tejada, and thus couldn’t see the miss—and called the runner out.

Watch how movie fights are performed, and you have the recipe for this slight-of-hand. With the umpire’s view it appears that a tag was made, but the camera reveals that there may have been two inches between the glove and Kinsler’s leg.

In a Hollywood production Kinsler would have jerked back with the blow. But this is New York, and someone should have called Gary Sinise and the CSI crew to investigate.

So instead of a runner on second and nobody out, the bases were clear with one down.

Later that same inning the A.L. had runners on first and second, and Texas’ Michael Young singled to center. Fielding off the hop, Pittsburgh’s Nate McLouth made a tremendous heave to get the ball home—on time and on target.

Dioneer Navarro was the winning run and heading in. Martin did a fair job of blocking the plate, caught the ball, and swung left…

Do they call strikes on missed tags—because this was one.

The umpire was behind Martin to the right of the plate. The replay clearly shows Navarro’s leg slides across home, and a tag is never made.

Again, it was a case where slight of hand and the angle of the viewer conspire to fool the mind—the camera doesn’t lie.

I’m no fan of baseball, but this being the All-Star game I thought I’d tune in to see how the Rangers’ players were doing. I honestly don’t have a dog in this hunt, and stand by the statement that, “Baseball would be better if it were hockey.”

Curiosity got the best of me and I watched the extra innings.

What I saw was a case study of the need for replay in the game of baseball. Because if umpires can’t get it right in the All-Star Game, when will they?

Somebody please 'splain that to me.

Scott Pruett: Conversation With A Racing Legend, Pt. One

Adam Amick — Fri, 11 Jul 2008 15:34:21 -0400

On Friday, I had the opportunity to speak with road-racing legend Scott Pruett.

He is the driver of the No. 01 Telmex Lexus-Riley Daytona Prototype for Chip Ganassi Racing with Felix Sabates in the Rolex Grand-Am Series. He also drives stock cars for Ganassi in both the NASCAR Nationwide and Sprint Cup Series.

Pruett is the current points leader in the DP class, he won the 24 Hours of Daytona in January, and four of the first six races of the 2008 season. He also won the Brumos Porsche 250 at Daytona last week by the closest margin in Grand-Am history.

Scott has driven in practically every series in North America.

From Rookie of the Year at Indianapolis in 1995 to NASCAR—from winning the 24 Hours of Le Mans to 24 Hours of Daytona—from Champ Car to Trans-Am, Pruett has warmed the seat of many a race car. You can learn more about Scott’s storied career here.

Because of the length of the interview, and thus the length of this transcript, I’ve broken it down into two parts. I will post Part Two in the next couple of days.

Adam Amick: Scott, welcome.

Scott Pruett: It’s good to be here. We’re actually here in Columbus, Ohio at the Good Guys Car Show. So even on my weekends off I’m just a fool for racing and cool cars and stuff. So I’m having a great time.

AA: What kind of cars have you seen up there this weekend?

SP: Well, I’m here with Air Ride. You know, coming to these shows it’s amazing how many hours and expense goes into doing some of these cars. I mean all this stuff is hot rod stuff—a lot of ‘50s and ‘60s, even back in the ‘30s and ‘40s.

You know, the good old muscle that America was built on. You get a lot of these builders like the Ring Brothers to come along and take what was already a beautiful car and make it even that much nicer.

So it’s just amazing. I’m like a kid in a candy shop right now checking out all this cool equipment.

AA: That’s fantastic. I understand that you took a little vacation time with the family this past week. I know every time I see you interviewed it’s always, “Hi to my family back home”. Your family is really important to you. Tell us a little bit about that aspect of thanking your family, saying “hi” to them, and how important that relationship and their support is in your racing career.

SP: You know, it’s amazing. I’ve been very fortunate to do what I’ve done for a long time. You have a lot of really good people around you—mechanics, engineers, and so on. The thing that you typically don’t see is the fact that, you know, the majority of us—girlfriends, wives, kids, they’re the ones who put up with all this crazy stuff that we do.

I mean we [spend] forever hours on the road—endless day after day, weekend after weekend, and they’re the ones that are running the shop, the business at home. I like to joke with my wife that she’s the CEO of...certainly of our household.

It’s just amazing what they do in putting up with what we do, and the fact that all of us love what we do, and don’t get me wrong, but at the same time we also love our families. And a lot of them don’t get the time or just can’t fit into their schedules to travel on the road as much as we do.

It all started out with my little boy, who’s eight now, he was five or four at the time, when I’d say, “Hi to my family at home”, he thought I was talking directly to him. So he’s waving at the TV, and so it just got to be this tradition that we started and just keep on doing it.

AA: So, hi to your family back home, even though you’re up in Columbus. You’re a traveling man.

Let’s talk a little bit about the 2008 Grand-Am series to date. You started off with a bang—another win at the 24 Hours of Daytona. This time with...You’ve got quite the crew in that car: yourself, Memo Rojas, Juan Pablo Montoya, and Dario Franchitti. And you guys went out there once again and just put on a clinic in that Lexus Riley on how to run that car successfully for 24 hours flawlessly.

SP: You know, that is the true test of man and machine. A lot of the listeners don’t realize that the Daytona 24 Hours is the most difficult race in the world. It’s 24 hours, a lot of darkness because it’s held at the end of January, so you’re talking about 13-14 hours of darkness. You’re talking about a fairly short track—three-and-a-half miles, starting sixty to seventy cars.

So it’s tough. I mean, it’s tough on drivers, it’s tough on crews, it’s tough on teams, and it’s tough on everything. The fact that Ganassi has won that race three consecutive years, two consecutive with the 01 car, is nothing short of fantastic. One, it was a record. Two is the fact that when you get a great group of guys together, you’re working almost like one.

You know, with myself, and Juan Pablo, and Dario Franchitti, and Memo Rojas, you just keep it up. I mean, just hour after hour after hour, and what’s crazy is when you get to the 12-hour mark and go, “Dang, we’re only half way there.” It’s just amazing.

And then we have to put up with—like last year was a very difficult race because we saw a lot of rain, we saw dry, we saw fog, and we saw just these ever-changing conditions that you had to adapt for; and everybody just did a fantastic job.

AA: Now you talk about the 24 Hours of Daytona being the most difficult, I’d like to liken that real quick then with the 24 Hours of Le Mans. Why do you feel Daytona is more difficult—is it because of the fact that there is more darkness? What is it that’s more difficult about Daytona than the 24 Hours of Le Mans; more cars, tougher conditions, what?

SP: Yeah, I mean I’ve won that race [Le Mans] as well when I went back with Corvette in 2001. We won that race. And so I’ve done both and had a lot of success at both places.

There’s two things: One, Le Mans is eight miles long, so instead of three-and-a-half miles, the track’s almost three times as long—two-and-a-half without a stretch. And the fact that, you know, you talk about doing that race in June where the amount of darkness is a lot less. So you’re talking about maybe six hours of darkness in comparison to 13 or 14 hours of darkness. And they don’t start as many cars.

So, on a longer track, not as many cars, and less darkness is how I liken the two. Daytona is significantly more difficult, without question.

AA: Alright so let’s talk about the difference, just last week, you made a brilliant pass coming off of NASCAR [turn] four at Daytona in the Brumos Porsche 250 to get Alex Gurney, pass him, and win by eight one-hundreds of a second—the closest finish in Grand-Am history.

Tell us about the difference between the 24 Hours and the 250, not necessarily from the length of race, but from the driving conditions themselves and it as a race.

SP: It’s 100 percent balls-out racing. I mean from the drop of the green flag you are...

We have stuff specifically for the 24 Hours. The brakes have changes—a lot bigger brakes, the defroster. A lot of the things that you need for a 24-hour race or there’s a lot of pieces and parts that are different...that add a lot more weight to the car.

So, one of the things is we lighten the car up a little bit—I mean we’re still within the rules, but we’re running a little bit heavy for the 24. You put sprint brakes on it, you put more aggressive [brake] pads on it so it stops better. The engine is tuned up a bit more because you’re not looking at going 24 hours, you’re looking at going two hours and 45 minutes.

And from the drop of the green flag, you are at it and on it. I mean, knowing this race is going to be over in two hours and 45 minutes, cutting your way through traffic, laying out your two pit stops and how to work it out from a strategy standpoint—when you want to stop, when you want to change drivers…

The whole makeup of that race is 180-degrees from how you approach the 24 Hours.

AA: So you’d maybe liken it to the difference between running a 5k and running a marathon?

SP: Yeah, or an ultra-marathon, and then maybe even more like doing the 100. You know, where it’s all over in a very short period of time and it’s just this big sprint to the checkers.

In the way you approach it and the way the team approaches it, you know Ganassi and everybody at Ganassi do a great job and the way you look at that race it’s just different.

You know the 24 Hours, it’s the 24 Hours—don’t take any chances, don’t look at trying to make a move where you might tear up the car or bang the car or anything. In comparison to the short race, which is get it done…Get it done now! Because that window of opportunity is closing really fast.

AA: Now tell us about that move you made on Alex [Gurney] at the end of the 250 there (Pruett laughs). You were asked this and I don’t recall...it seems like you—not sidestepped the question but went a different way with the answer.

How much did your drafting experience and racing in stock cars lead you to know, maybe that Alex didn’t, that you could pull up alongside him and use a side-draft to help get by him coming off of NASCAR four.

SP: Well there is...Because I’ve done so much racing over the years with Indy cars and NASCARs and sports cars, and you learn. I mean, you learn things. There were a couple of things I learned from.

One: Defensive—I knew that we run the majority of the oval and in the middle of the back straight we make a left-right-right-left and we call it the, “Bus Stop”. And I knew getting through there that I had to be within just a couple lengths behind him if I was even going to get that opportunity.

He and their team had set the car up where they ran more downforce—which means they were quicker through the infield and slower on the straight. We had just the opposite where we had less downforce and less drag, where we were faster on the straight and slower on the infield. So it’s just 180 degrees.

So I knew going through the Bus Stop that I needed to be on top of him. So I just pulled a “Hail Mary” through the Bus Stop and I thought, “You know it’s never over ‘till it’s over so let’s see if we can make something happen.” And then we came out of there and we were going through NASCAR three into NASCAR four, and I was coming up behind him at a pretty high rate.

I just showed him my left headlight and he kinda moved down a little bit and as soon as he did that I went the opposite direction and went to the high side. And then I was right off his quarter [panel] and that was it. I mean I just leaned—I mean not leaned on it as far as ran into him but just was there on his quarter and used the side draft to help slingshot me by. As soon as I got full momentum forward I was able to make the move and come home with the win.

End of Part One

Keep an eye out for Part Two of my conversation with Grand-Am and NASCAR driver Scott Pruett here on Bleacher Report.

Open Mic: Most Influential Sports Figures, Pt. One: The Athletes

Adam Amick — Thu, 10 Jul 2008 21:31:46 -0400

Who are the most powerful individuals in the U.S. sports industry?

This isn’t exactly a topic for rocket-scientist types, but I thought I’d put down my slide rule and give it a few minutes of brainpower...with some humor thrown in for good measure.

It is said that the truth makes the funniest jokes, and I agree.

I’ll cover some top athletes in part one of this series, and everyone else can follow later. For, without these guys and gals, the other people are irrelevant, right?

Choices are listed in order of who I think is most marketable of the bunch.

Tiger Woods: (noun) See “Number One”...Period, paragraph, end of story.

The guy will go down in history as the greatest player to ever swing a club. He makes more money from endorsements while sleeping than most of us will make in our lifetimes...combined. And he crosses more lines than a class full of sugared-up first graders with a bucket of crayons.

Tiger’s agent just got a call from Heaven; they want him to be the spokesman for The Second Coming.

Shaquille O’Neil: Shaq doesn’t just stand above most of the NBA, he stands above most of the NBA. Aside from the occasional bad entertainment gig—rapping or starring in Kazaam—this guy’s image really exceeds his peers. How many NBA players have had run-ins with the police?

Shaq is the one guy who can truly claim, “I am da law!”

Dale Earnhardt, Jr.: Dale Junior is the most popular driver in NASCAR. He was even before he joined the most popular team in NASCAR, and now the “Green Machine” has been running to the cash machine to transform their wardrobe from Budweiser Red to Mountain Dew Green. Calvin Klein and Marc Ecko are envious of how quickly Junior was able to effect change in the fashion industry.

Peyton Manning: Whether he’s wearing a fake ‘stache or kicking his younger brother in the halls of ESPN, Peyton is the All-American boy. He's not only a pretty face, he knows his football. He is a student of the game. College players only wish they could make this much money to study.

Tom Brady: Brady’s only drawback to his marketability is the one flaw all men wish they had. He bags supermodels like a grocery-store checker bags cans of Beanie Weenies. Otherwise, you can’t bet against a winner, because everyone wants to be him, or be with him.

Alex Rodriguez: Okay, Mr. Baseball is about to have more trouble than Tom Selleck did during his stint in Japan in the movie of the same name. When you get paid as much as A-Rod, and are The Man in MLB, you really don’t need endorsements, even if they’re coming from the Queen of Pop. I expect to see his stock start to drop like Britney Spears’ popularity, especially if he wanders the path of Kabala.

Jeff Gordon: Chevys, cologne, cell phones, computer games, chips, cola, car colors, chemical compounds...What else can Jeff Gordon sell? I hear there are ocean-front views in Antarctica that people are lining up for with Gordon’s name associated with them.

David Beckham: Really? Does he belong on this list? Perhaps if you live in L.A., but outside the world of soccer, he’s worn out his welcome. He may still have some shelf life in European markets, but at this point his wife, Posh, is just as likely to be hocking products stateside.

Brett Favre: Brett’s the good-ol’ boy. The Wrangler-wearing cousin that most people outside the New York and Los Angeles bubbles can relate to. I think his next big deal should come from Kellogg’s to sell Eggo Waffles, for obvious reasons.

LeBron James: King James is on the upswing, and he will go super-critical if he can win a championship, but this won’t happen until he departs the city on the lake. Kids will buy whatever LeBron sells.

Kobe Bryant: Well...Maybe a few years ago Kobe was a marketable commodity. Then the deal in Colorado happened. Winning the NBA MVP in 2008 will help put the past in the rear-view mirror, but there are up-and-coming names (see James) with less baggage than Kobe.

Tony Hawk & Shawn White: For those who enjoy the skating world and extreme sports, these two names cannot be beaten. Travis Pastrana may come close, but Hawk has the skins on the wall (and the scars to show for it), and White is an international superstar on boards of all types.

Michael Jordan: I would be remiss (and almost was) to not mention MJ on this list. Though you don't see his face as often as during his heyday, you can bet your skivvies he's still a major force in marketing!

And let's not neglect the ladies of the sports world...

Danica Patrick: Now that Ms. Go Daddy has won a race, her appearance in Peak commercials actually carry more weight than she does; “When you Peak, you win!”

Wow, does that statement transcend anti-freeze or what? I knew she was more than a pretty face, and when she decides to give up racing, she may be in line to be the next Dr. Ruth?

Serena Williams: All you have to do is see the Hewlett Packard laptop commercials to know what all Serena has going on...Know what I’m sayin?

Maria Sharapova: Remember that Anna chick? Maria looks better AND knows how to win big tournaments. I would buy a camera she endorses, preferably if she will be the subject matter...She’s got good international marketability too.

Gabrielle Reece: Gabby takes her long, tan, beach volleyball-playing self and can cover the fashion and skin-care products world, not to mention young boys' walls.

Mia Hamm: Have to throw some love to the face of women's soccer in the USA. She was featured in Gatorade and other ads for more than her ability to kick some balls.