Bleacher Report - Articles by Rob Tiongson

Marilou Dozois-Prévost: Aiming for Success In World Weightlifting Championships

Rob Tiongson — Thu, 19 Nov 2009 08:23:57 -0500

Marilou Dozois-Prévost is certainly no stranger to the international weightlifting competition stage.

Having competed in the Beijing Olympics last year, the Commonwealth Games, as well as a few World Weightlifting Championships, she has shown promise into becoming one of the top athletes of her sport.

Training and competing in a few local events back in her native Canada, Prévost is preparing for this year's World Weightlifting Championships in Goyang, South Korea (Nov. 17-29).

Previously, this sensational 23-year-old in action was last seen in action at the '08 Games, placing 10th in the 48kg (105.82 lbs) weight class.

About 14 months later, Prévost has upgraded, so to speak, to the 53kg (116.85 lbs) division.

She is no stranger to the 53kg category, having competed in that series in her two previous ventures at the WWCs in '06 and '07, in which she placed 15th and 26th overall in the Women's 53kg class standings.

Realizing that there is a tremendous hill to climb in her new "old" level, the Montreal native knows that progressive steps are needed to truly succeed in her sport.

Some of the world's technically savvy weightlifters compete in these games, but that hasn't stopped her from focusing on a rather respectable goal.

"I hope to make top-10. This would really make me happy," Prévost said. "The reasons are that it's my first international competition in the 53kg since I moved up a weight class.

"I placed 10th in the Olympic Games, but there are more lifters in a World Championship. And lastly, my best ranking (in this competition) so far was 15th. A top 10 would be great improvement."

Though she realizes victory might not exactly be in her grasps immediately, her goals are realistic and efficient. While the Olympics focuses more on the total count of lifts, the WWCs also consider such aspects like snatch, clean, and jerk.

"My ideal progression would be to place in the top-five next year and win a medal in two years, just before the next Olympics games," she added.

"No matter what happens in Korea, I still have reached my objectives even if they were really hard ones to reach. It leads me to think that I just might be able to reach all my objectives for the next few years!"

When Prévost reflected on her personal gains and progresses since last year's Beijing Games, she asked herself the following question:

What would be my ideal progression from now until the next Olympic Games?

"I've decided (on) the weights that I should be able to lift for every World Championship until then," she confidently states. "For these championships, I decided last year that I should be able to do 85kg at the snatch and 105kg at the clean and jerk."

In order to keep herself focused on her goals, she wrote down those numbers, placing them on a piece of paper on her wall to stay motivated in reaching these expectations.

"(And) I'll do the same for next year!" Prévost precisely predicts.

Realizing that it won't exactly be immediate progression, she knows that such improvement won't result from her waking up one day, finding herself immediately at maximum strength.

So what exactly has Prévost done to prepare for this month's competition in South Korea as well as improve her form?

Simply put, she has gone through rigorous training and implemented a system of good nutrition.

Prévost has seen a nutritionist in recent times to help herself recover quicker in training as well as other events that she has competed in the past few months.

Additionally, she has seen an osteopath and massotherapist to improve her form and conditioning, anticipating her weight class leap in preparation for her ultimate goal: the 2012 London Games.

"I am lucky to have (these) three people, respectively Francine Savard from ProActif Fitness, (as well as) Roberto Bellinfante and Jean-François Thibaulth International around," Prévost says, mentioning that she has been able to train up to 10 times a week with her new approach to training and nutrition.

While she will spend the upcoming days in Korea, what does she look forward to?

As an athlete, she'll be watching the other teams competing as well as rooting on Team Canada to succeed in this competitive event, noting how strong and skilled her teammates are this year.

She maintains that her focus will be on the event, gauging her fellow competitors and her performance in the WWCs to prepare for future meets leading up to 2012.

Still, the tourist in Prévost will be there, curiously exploring her event's location for some of the hot spots and shopping scenes around.

"I will also take some time to visit and look around," Prévost notes. "I love discovering new places."

Noting her passion to compete on the international level, she has somewhat of a preference to be at the Commonwealth Games as a competitor. As a fan, she enjoys the Pan American Games.

Both events bring out some camaraderie and anticipation for Prévost as an athlete and individual.

"Those are like the Olympic Games, held every four years," Prévost astutely points out. "There are athletes from almost every summer sports, as we live in the athletes' village.

It's so fun and exciting to do. I also find they are a more realistic practice for London 2012."

So while the pyramid of success will be about the next biggest challenge for Prévost, she is certainly no stranger to reaching her dreams.

Having won the bronze medal in the '06 Commonwealth Games in the 48kg division, with her hard work, perseverance, and determination, she just might be the dark horse for a medal in a few years in London.

Dale Earnhardt: The Man and Legend Who Defined NASCAR Sprint Cup Racing

Rob Tiongson — Fri, 13 Nov 2009 05:14:13 -0500

Perhaps it's something that I've come to terms with as I've grown older and reflected with some of my favorite racing memories in the 18 years I've watched NASCAR.

Most of those moments are on what were, in my eyes, the "good ol' days," particularly from 1991-'99, around the time when two drivers dominated the decade that defined NASCAR.

While Jeff Gordon certainly created the brand and image of NASCAR today, bringing in an influx of young talents from all walks of racing, the driver who defined the toughness and wits of a racer who won (and won a lot) races and championships was the late Ralph "Dale" Earnhardt.

I was fortunate to catch Gordon's initiation into the sport, watching the former USAC champion transition from the typical hot shot rookie to an extraordinary record breaking racer who continues to be a factor in his "older" age of 38.

However, I think it's safe to say that I was unaware and not appreciative of the remarkable accomplishments of Earnhardt. After all, he was in his 40s by the time I started watching NASCAR, about the time when a racer was either at his peak or decline.

Naturally, as a child, I decided to root on a younger racer who could stand up to the old guard. Gordon entered the sport as a full-time competitor in 1993 and displayed some promise against the most dominant driver of stock car racing since 1986.

Now at age 24, despite Gordon still possessing his racing prowess, I think it's safe to say, like most race fans, we miss seeing that No. 3 Chevrolet on the track, myself included.

How many racers in today's NASCAR trade paint, mash in their fenders, and use up all their equipment, often ending up in Victory Lane?

Sure, we have Tony Stewart, who's naturally aggressive and cunning, not afraid to go door-to-door to reach the lead pack. He's about the most versatile driver of our generation, able to compete at a winning level in almost any vehicle out there.

Kurt and Kyle Busch are certainly talented and courageous drivers who are fearless and brash, but they are hardly the apple of any fans' eyes in the grandstands.

Earnhardt was just a unique racer whose mount would look like an absolute mess at the conclusion of almost any event.

Whether it was his blue-and-yellow Wrangler Jeans machine or the Darth Vader-like black Goodwrench machine, the man that many dubbed as "The Intimidator" was no slouch behind the wheel of his Richard Childress Racing car.

Some of my favorite memories of "The Man In Black" include moments from his last years of racing, particularly his sentimental and popular Daytona 500 victory in 1998 and of course, the August Bristol night races that nearly every stock car enthusiast still talks about to this day.

Although he was essentially an aggressive and edgy driver for virtually his entire career, fans witnessed his "Tough Customer" persona at the 500-lap August night races at the Bristol Motor Speedway in 1995 and '99. Both times, his main nemesis (or victim, depending on your stance) was "Texas" Terry Labonte.

In 1995, Earnhardt experienced something of a summer slump that saw him lose the points lead and drop to fourth in the standings, trailing points leader Gordon by 314 markers heading into the Goody's 500 at Thunder Valley.

Knowing there was not a whole lot of time to cut into his tremendous deficit with 10 races remaining, Earnhardt and the No. 3 team had to pull out all the stops in order to even have a chance at the 44-year-old's eighth driver's championship and his third consecutive title.

Qualifying seventh for the traditionally sold-out race, there was just a distinct feeling on that Aug. 26 night. For starters, the event started late due to some rain that left the track workers very little time to dry up the moist concrete and asphalt surface.

Also, night races at Bristol tend to have a mysterious, exciting aura that almost leaves drivers and fans in wonder about what kind of race that will unfold after three hours of nerve-wracking action.

Immediately, Earnhardt left his mark on his peers, initially with long-time friend (and foe) Rusty Wallace in the very early stages of the 500-lapper. Wallace's No. 2 Miller Genuine Draft Ford was hit by "The Initmidator" off corner number four, sending the '89 Cup titlist into a spin along the frontstretch.

Although his Thunderbird made relatively light contact with the wall, Wallace's shot at victory was essentially over. Anger and a damaged machine translated into an unforgettable night that involved Earnhardt and a water bottle by race's end. But that part is for later.

Even likable veteran Lake Speed was a victim of Earnhardt's wrath (or path) of destruction, with his No. 9 Spam Ford tangling with that distinct Chevrolet off turn three on lap 390.

Needless to say, Earnhardt was not making any friends that evening, but he was certainly giving the fans something to talk about in what was a memorable contest. Depending on your allegiance, the Kannapolis, NC native was not taking any prisoners with the crowd pleasers or small guys of the field.

It could be said that the final shot by of that night by Earnhardt was perhaps the most striking of all, as it unfolded on a tremendously dramatic last-lap finish.

Labonte was leading the event, with his once-lengthy interval over the No. 3 car shrinking tremendously due to lap traffic around the 0.533-mile facility. Earnhardt was cutting into the lead, eventually catching the No. 5 Kellogg's Monte Carlo on the final lap.

With very little option to perhaps "steal" a victory, Earnhardt exercised his right to mash his front fender into Labonte off the final corners. As the checkered flag flew, mayhem ensued with the No. 5 car crashing head on into the frontstretch wall after a tap from the Goodwrench machine that sent him into the No. 31 Hardee's mount piloted by Greg Sacks.

Miraculously, Labonte hung on to his Hendrick Motorsports-owned car to win the race, albeit with about the ugliest looking Chevy of the night with his hood bowed up and a front clip that needed tremendous attention and repair.

Labonte stated from the winner's circle that he would've been very upset if he was crashed out of the lead on the last lap but was OK about his wrecked machine since he won the race.

And getting back with the Wallace incident, following the race, the two friends duked it out physically. Reportedly, Wallace threw a bottle at Earnhardt during their post-race argument, incensed over an aggressive move executed so early in the race.

Four years later, Labonte was once again on the receiving end of Earnhardt's last lap tactics. On that occasion, "The Iceman" was not as cool headed about the results of that particular event.

In the 1999 edition of the Goody's 500, Labonte mounted a charge to the front after being spun late in the event by Darrell Waltrip. With four fresh tires, the No. 5 machine made a bee-line to the front, overtaking the likes of Jimmy Spencer, Ricky Rudd, Mark Martin, Gordon, and Stewart to find himself in position to take the win away from Earnhardt.

Making slight contact with the Goodwrench car, Labonte used the "bump-and-go" move on Earnhardt between turns three and four to take the lead with a lap remaining when you can probably guess what happened next.

It was that race in which those famous words were uttered by the seven-time Cup champion from Victory Lane following a controversial final lap.

Deciding to play fair game with Labonte on the last lap, Earnhardt tapped him out of the way between turns one and two to not only take the lead, but in the process, wrecking the Kellogg's Chevy into Stewart and Rudd out of the event.

When interviewed in Victory Lane by ESPN's Dr. Jerry Punch, the grizzled veteran said, "I didn't mean to really turn him around, I meant to rattle his cage a little."

As much of an unpopular victory it was for Earnhardt on those two races at Bristol, the gritty racer had his moment of glory and completion in the Feb. 15th running of the 1998 Daytona 500.

If ever there had to be a perfect way to kickstart NASCAR's 50th season, the John Elway of stock car racing had to win the Super Bowl of stock car auto racing at the Daytona International Speedway.

Just a few weeks before the 40th running of "The Great American Race," Elway led his Denver Broncos to a dramatic victory against the defending Bowl champions in the Green Bay Packers, finally capturing that elusive ring and his throne as one of the greatest quarterbacks and players of the NFL.

Perhaps inspired by the longtime football icon's finest moment, Earnhardt was on a mission to win that elusive race title. He lost it in about any way imaginable, from a piece of debris cutting his tire down in the lead with just about a third of a lap remaining in 1990 to a fuel starved machine in the '86 running.

Resolute and determined, Earnhardt was absolute about making sure nothing would stand in his way between that No. 3 Chevy and Victory Lane. As if the racing gods decided to align everything in unison, only a few drivers really stood a chance at challenging the popular racer.

Leading 107 of the 200 laps, it was about one of the most dominant car ever driven by Earnhardt, whose Goodwrench machine was nearly unbeatable.

Contenders fell by the wayside late in the going, including Gordon, who dropped a cylinder with four laps to go, as well as Spencer, who made contact with the wall coming into the tri-oval of the frontstretch.

Even more of a blessing to Earnhardt's path to victory was a late-race spin involving John Andretti and Lake Speed, essentially ensuring a win that left any driver's fanbase in tears.

It was certainly one of the more emotional moments in NASCAR's storied history for a man who had dominated and feasted on his competition. Despite his dark persona as a tough customer and veteran, fans witnessed a human side to "The Man in Black."

Every member of his competitor's pit crew lined up on pit road to congratulate and hand salute their fellow driver on arguably his greatest moment as a racer, capturing the whale that Captain Ahab came painstakingly close to capturing on those wild seas.

Even though it was a moment from 11 years ago, it is one of the most poignant pictures and videos of a fan's memories. Earnhardt also flung his Chevy on the frontstretch grass, doing a bit of agricultural burnout action before he entered the hallowed grounds of the winner's circle to hoist that trophy that he had finally earned after 19 attempts.

Perhaps even equally as memorable was when Earnhardt, interviewed by CBS Sports' Ken Squier, exclaimed to the millions of fans at home that, "We won it, we won it, we won it!"

To me, it was the moment in which, even as a young fan at that time, I felt a tremendous amount of respect for a legend who is truly missed in today's world of NASCAR. It says a lot to have your competitors congratulate you one-by-one and let you soak in such a victorious moment that still gets discussed today.

Memories never fade away, although the racing world lost the legend himself in 2001 at the same facility he experienced many of his greatest moments.

Eight years later, the NASCAR world is still remembering Dale Earnhardt, whose legacy and place in racing history will never be forgotten by any motorsports fan across the world.

With son Dale Junior competing with the No. 88 AMP Energy/National Guard Chevy and the teams he raced with still going at it after all these years, there's no mistake that Earnhardt's name and presence will always be felt despite the passage of time.

And for nearly 25 years, we were treated and entertained by a man who gave all behind the wheel of those tough stock cars at America's finest facilities.

Thanks, Dale.

Jamie McMurray Wins Wild Talladega Race, Jimmie Johnson Dodges Doom

Rob Tiongson — Mon, 02 Nov 2009 03:28:16 -0500

In the case of two completely different and talented drivers, as a 1980 song from the Beach Boys goes, "You Need Good Timin'" to be successful in some perilous situations in NASCAR Sprint Cup racing.

On paper, the 2009 AMP Energy 500 at Talladega Superspeedway looked like another exciting restrictor plate race for the record books.

However, fans were treated to rather pedestrian racing, with drivers opting to negotiate the 2.66-mile facility in single-file formation until the finish.

And boy, was it a wild one.

Within a five-lap window, about every Chase contender not named Jimmie Johnson found themselves collected in separate multi-car accidents, damaging their machines, championship hopes, as well as bruising some egos.

While the smoke and sheet metal flew on the track surface, 33-year-old hard luck racer Jamie McMurray triumphed, winning his third career Cup race, while three-time Cup champion Jimmie Johnson relished his sixth-place finish.

The victory snapped a two-year, 86-race winless streak, in which McMurray, the Roush-Fenway Racing driver, won his last race at the other plate track, AKA Daytona.

"I made the comment...it's going to be luck," McMurray said following the race per AP Auto Racer writer Jenna Fryer's report . "Whoever can get in the right row and make the moves (will win)."

McMurray's story, overshadowed by the Chase for the Sprint Cup drivers and storylines, gets a bit intriguing as the 2003 Rookie of the Year looks to make his case for a Cup ride next season.

Although McMurray's odds of staying with his current team are slim to none, his victory will serve notice to team owners looking for a capable talent as well as curious companies looking to make a splash into the Cup ranks.

Various rumors link the eighth-year driver to the No. 1 Chevrolet of Earnhardt-Ganassi Racing, which is currently one of the few respectable rides available in the somewhat thin free agent market.

For the meantime, the Joplin, Mo., native looks to conclude his 2009 campaign on a stellar note, with Sunday's victory at Talladega giving the No. 26 team quite the shot in the arm.

In essence, McMurray revitalized his career and served notice to prospective employers of his talents provided he truly is at the right place and right time. On Sunday, the former young gun certainly proved his worth and mettle as a stock car racer.

As for the Chase contenders, Talladega may have well been the ultimate opportunity for Mark Martin, Jeff Gordon, Tony Stewart, Kurt Busch, and Juan Pablo Montoya to slash into their deficits to Jimmie Johnson.

After all, "The Big One" generally occurs and typically does not discriminate who it wipes out, whether it is the underdog, independent driver struggling to field their operation to a world-class champion.

Well, those drivers who were going for the Cup will probably race for pride and second place, as they were simply outmatched and short on the fortune department in comparison to the three-time defending champion.

Gordon perfectly summed up his sentiments, as well as the other challengers, about Sunday's disappointment with a touch of sarcasm.

"I'm glad we ran out of fuel when we did so we could get back out there and destroy our car," said Gordon, who, along with Martin, have only a mathematical chance at the championship.

Both drivers, along with Montoya, ran out of fuel following a red flag period for Ryan Newman's harrowing crash with five laps remaining. When the yellow flag was unfurled, so was luck for the No. 5, 24, and 42 teams.

Those three teams, with the assistance of the towing vehicles, pitted for fuel, restarted deep in the field, and found themselves collected in a grinding accident that shortened the green-white-checkered finish of the event.

Martin's Chevy slid on its roof in the front chute and tri-oval, sending his fellow competitors in a frenzy as to which lane to choose in avoiding the No. 5 machine. Instead, his fellow title racers found themselves collected in the melee.

When pressed to answer various questions about the wild conclusion of the AMP Energy 500, about every driver could only shrug and say, "That's Talladega."

Except for McMurray and Johnson, as both men had to feel like they both conquered the 40-year-old asphalt monster. In the case of JJ, it was an absolute relief and pleasant surprise to come home in one piece.

"We made it. I really have to give Chad credit for coming in and pitting and putting fuel in the car," Johnson said following his sixth-place finish. "That's what set us up for this great finish."

Johnson opens up a 184-point margin over teammate Martin, followed by Gordon (-192), Juan Pablo Montoya (-239), and Tony Stewart (-279).

About the only hope for Martin and company to have a prayer at the title is for the No. 48 Lowe's team to have uncharacteristic problems in the final three races at Texas, Phoenix, and Homestead-Miami.

But even then, the odds of that happening are like Johnson's naysayers in 2001, who probably felt skeptical at best about the El Cajon, Calif., native's chances to even make it in the Sprint Cup Series.

Talladega was statistically the 34-year-old's worst track, averaging a 17.7th-place finish, so his sixth-place result was a tremendous moral and psychological victory.

What will it take for Johnson to stumble down the stretch? Perhaps mechanical gremlins or an on-track mishap, but those seldom happen.

Then again, when you're on top of your game, nary does a problem diminish your performances and results on the field.

If a sport ever belonged to an athlete, the Sprint Cup Series is definitely owned by Johnson, who has not looked back since 2006.

NASCAR's Solution to Ending Jimmie Johnson's Title Reign: Cole Trickle (Humor)

Rob Tiongson — Sun, 01 Nov 2009 01:29:22 -0500

Fans, all that fretting and worrying over who will dethrone Jimmie Johnson from the top of the NASCAR heap has come to a screeching and merciful halt.

For those who watched NASCAR during the 1989 and '90 Winston Cup seasons, there was a driver who hailed from California and possessed so much God-given talent instantly praised by the likes of Harry Gant, Rusty Wallace, and the late Neil Bonnett.

He was Jeff Gordon before the young sensation joined the Cup circuit, often cited by the four-time series champion as his motivation into defecting from the open wheel ranks.

Yes, indeed folks, that individual is 47-year-old and former Daytona 500 champion Cole Trickle, who has decided to make a triumphant return to stock car racing.

Trickle, along with long-time tire changer Buck Brotherton, will join the Sprint Cup ranks in 2010 with their world famous green-and-yellow No. 46 City Chevrolet Impala SS.

With Rick Hendrick providing technical assistance to Days of Thunder Motorsports, similar to his partnership with Stewart-Haas Racing, the expectations are high for the former auto racing sensation.

However, Trickle sees this opportunity as his ultimate chance to prove himself as a bona fide NASCAR superstar, licking his chops for his return to NASCAR racing.

"A lot of people screwed me over with my last deal," Trickle said during the unveiling announcement at the Daytona International Speedway infield media center.

"From Tim Daland, who was like the girl giving me empty promises, to even that doctor girl, what's her name? Oh, forget about it. I'm just ready to race."

It seemed like yesterday when the Californian was ready to establish his place amongst the NASCAR gods, dominating at circuits like Darlington and Daytona before he inexplicably walked away from the sport for the spotlight.

Trickle's last appearance at a NASCAR race was his 1990 Daytona 500 victory, when he was spotted having a footrace with crew chief Harry Hogge to the winner's circle.

That's when his world started to crumble and fall apart.

From his former crew members bolting from Daland's organization to sponsor Mellow Yellow flocking to Felix Sabates' No. 42 Pontiac team (piloted by Kyle Petty), the writing was on the wall for this incredible racer.

Daland assured his young driver that he was a part of his team's future, even with the arrival of teammate Russ Wheeler and sponsor Hardee's.

Unfortunately, those assurances proved to be fruitless as Wheeler's constant betrayals, claiming that Trickle was afraid of racing, prompted Daland to release his star driver.

"He promised me that I was going to drive his car for as long as I wanted," Trickle sternly recalled. "But what a monkey fart he was, electing to go with that 'Blondie' and abandoning me."

Despite Trickle's unwarranted release and his horrifying crash in the 1989 Pepsi 400, when his No. 46 SuperFlo Chevrolet barrel-rolled down the backstretch at full speed, he overcame the traumatic physical and psychological damage from those incidents by winning the '90 Daytona 500 in an independent ride.

"Yea, that was a heckuva deal, that crash in '89," he said with a slight grimace. "For a moment there, I thought I was really dead. It's like I said back then, this is the only thing I knew how to do."

Apparently, Trickle found other things to do after his Cinderella-like victory 19 years ago. He quietly hung up his helmet and walked away from the sport that he had began to love much like his open wheel career.

"I tried getting into Hollywood and I got a few roles, but they confused me for this guy named Tom Cruise," Trickle said with his recognizable laugh. "You know, that man does bear a striking resemblance to me."

Serving as Cruise's stunt double in the Mission Impossible series to his surprise appearance in last year's comedy, Tropic Thunder , Trickle said he felt the sensation to drive in NASCAR again "after I saw how boring it became with that Johnson fella winning all the time."

"I raced against guys like Dale Earnhardt, Rusty Wallace, Harry Gant, and Richard Petty," Trickle confidently said. "And I knew how to beat them.

I look at today's racers and I know I can beat the crap out of a guy like Jeff Gordon, the Busch brothers, and Jimmie Johnson. Those guys don't stand a chance against me at all!"

With his near two-decade long absence from the sport, Trickle has decided to enter the last three races of the NASCAR Nationwide Series as well as the season finale for the Sprint Cup division.

Leading Trickle's efforts will be crew chief Buck Brotherton, who assumes the role once run by the late Harry Hogge. Their pit crew includes former Cup champion Rowdy Burns, who will serve as the captain and jackman of the No. 46 team.

"He may have been a bit of a jackass back then, stealing my ride and motorcycle," Burns said with his now-gruff voice. "But the kid deserves another chance in Cup racing. After all, he did win me a Daytona 500."

Whether or not Trickle successfully completes his comeback in NASCAR, one thing can be assured: all eyes will be on the man once hailed as the next best thing for stock car racing in 1990.

As the series heads into 2010, NASCAR needs a new face atop the game. Perhaps, Trickle and his No. 46 Chevy will answer the calls of fans who long for the ending of Jimmie Johnson's title reign.

After all, Trickle puts it best when he was asked about his return to the Sprint Cup Series: "I won't make a fool out of you."

NASCAR Chase Patrol: Will Jeff Gordon Make Martinsville His House Again?

Rob Tiongson — Sat, 24 Oct 2009 09:24:08 -0400

If any track on the NASCAR Sprint Cup Series circuit matched a racer's personality with their driving style, Jeff Gordon and the Martinsville Speedway are quite the potent combination.

While Jimmie Johnson has the best average finish of the championship contenders (5.3), his grizzled teammate holds the distinction of being the active all-time winner at the 0.53-mile paper-clip shape facility with seven victories in 33 career starts.

With time running out for the Chase competitors to mount a charge against Johnson, the points leader and three-time consecutive champion, Martinsville could serve as the first true race where the points race might shuffle significantly.

"All you really wanna do is get maximum points and finish ahead of the guys you're racing in points," said Gordon. "Other than Jimmie, we're doing that."

In the past five weeks, the No. 24 DuPont/National Guard Chevy team has been on a relative tear, just overshadowed by the typical dominance of the No. 48 Lowe's group.

Climbing from 10th in the standings after their disappointment at Loudon to third following a late-race gamble at Charlotte, Gordon and crew chief Steve Letarte have shown they've been good thus far.

Now it's time to show the competition that they're the best. So far, they've started their assault on a high note, qualifying on the outside pole alongside Ryan Newman on Friday.

"This is the kind of qualifying session that we were certainly hoping for so it's nice to see things going our way this weekend," Gordon noted. "The car has been great. Felt like this car was really good in our race runs as well."

Despite their strong qualifying effort and having the second best pit road selection, Johnson is still in the back of their minds when it comes to the driver to beat come Sunday afternoon's TUMS Fast Relief 500 (Live, 1 p.m. EDT on ABC ).

When asked about his starting spot in relation to Johnson's subpar start of 15th, Gordon observed, "We've seen these guys be strong and run well on Sunday no matter where they start and I think they will be (again)."

Speaking from experience, the four-time series champion knows that while the road to Victory Lane is difficult from a distant starting spot, teamwork and luck are key ingredients in putting yourself in position for the checkered flag.

In 2005, Gordon started 16th and 15th in the annual 500-lappers, working his way to the front to capture both races in an otherwise turbulent season.

His victory in the April '05 race was particularly special, as he battled back from wheel problems and a three lap deficit to a dramatic victory that had all the typical Martinsville fireworks on that Sunday afternoon.

Making that race win even sweeter was car owner Rick Hendrick's presence at the track, the first event held at the track since the tragic aviation accident of Oct. '04 that killed four members of his family as well as other racing figures.

Six months later, the No. 24 team was in its initial races with newly installed crew chief Letarte, who replaced Robbie Loomis following a fruitless summer campaign. Having some rough races in his debut, the pressure was building on the young headwrench.

Displaying his knowledge from previous leaders Ray Evernham and Loomis, Letarte and the DuPont team kept Gordon in the top five virtually all race long. Gordon eventually took the lead late in that event to hold off a hard-charging Tony Stewart for what was his most recent checkers at the track.

There's also been days when Gordon has dominated, such as his victories Sept. 22, 1996, Apr. 20, 1997, and both races in 2003. Even when competitors tried to spin him out (yes, Jimmy Spencer!), the No. 24 car was a part of the late-race battles, holding the lead all the way to the winner's circle.

Johnson and Knaus may "own" Martinsville in recent years, and rightfully so, winning six of the past 10 races at this track. However, nobody has been better, wins count wise, than Gordon, who is probably the strongest Chase performer next to Team 48.

Sunday's race might not be the end of the playoffs if Johnson finds his way to another win.

Sure, there might be a stranglehold for the points lead if that blue and black Chevrolet parks in the make shift Victory Lane along the front stretch after a four-hour war of trading paint.

If the big picture should change and someone else rises to the challenge, look no further than a black and silver car dominating the race with a determined and hungry 38-year-old Californian.

After all, eight years is a lengthy period for a Cup champ to not win a series title. Martinsville may mark the spot for this legendary team to write a new chapter in its storied, 18-year history.

Rob's Rants

So while others may feel the need to throw the white flag on a chase that has belonged to Hendrick Motorsports, I think we need to see what unfolds in the upcoming races before the Cup is conceded.

Be it Jimmie Johnson, Mark Martin, Jeff Gordon, or another driver, this year's titlist will have worked their hardest to defeat a formidable chase field. It's not everyday that a driver can say they competed against a former Indy 500 winner, Daytona 500 champs, or NASCAR Cup victors.

Sure, Johnson just might have a cakewalk to title number four, but if that's the case, they deserved this championship as they have from 2006-'08.

While the remaining tracks could have been chosen more distinctively, most of the competitors feel that the biggest wild card of the postseason is Talladega.

Think about it. These drivers will have to forge alliances which will be short-lived for as quick as a millisecond or as long as a few laps.

Every driver and fan knows that just a slight mistake on the track could be the difference between being in the right position for a win to gazing at a mangled mess of sheet metal in the garage area.

Then there's the possibility of Johnson or any Chaser encountering trouble down the stretch. And it could very well happen, whether it's Talladega or even Sunday's vent at Martinsville.

A lot will happen between now and Homestead-Miami next month. As race fans, we ought to just sit back, enjoy the races, and regardless of who wins it all, we'll at least be able to talk it over and exchange ideas and opinions all with sport's greatest fans: NASCAR aficionados.

Writer's Note: This article goes out to my always supportive family, who've been my biggest inspiration since I joined this site last year. From my parents to my siblings, they are my biggest fans and supporters of my life.

I also want to dedicate this piece to my friend and "lil' sis," Cat Trivino, who not only is the coolest editor-in-chief I know for a student publication, but a wonderful individual who is wise beyond her years.

Salut to you all, and love and mercy to us all!

Tiongson Talks With...Graham Rahal, Young Gun IndyCar Racing Star

Rob Tiongson — Wed, 21 Oct 2009 21:15:29 -0400

When you look up the definition of "rising star" in a motorsports dictionary, the name Graham Rahal will most likely come up. After all, this 20 year-old second-generation racer has shown his potential and prowess on some of the world's most premier asphalt venues.

He's got all the makings of a true motorsports star. There's no question in the talent department, having won in his first start in the IndyCar Racing ranks at St. Petersburg last year and finishing seventh in this year's championship chase.

Just like his father, he has that Rahal coolness on the track and off, with a confidence that is cunning and precise. Simply put, he's not just one of America's greatest open wheel drivers, but he's also one of the best young guns competing in racing today.

Make no mistake, Rahal realizes the hardships of the sport as well as his place amongst his competitors that he competes against, no matter the layout, or duration of the race.

There's a tremendous amount of respect and admiration that he has for the sport, as well as the fact he's living the dream of many racing fans who long to know the sensation and rush of these machines.

I interviewed Rahal via email and found out he's quite a cool, collective, and good humored individual. No doubt, he's got the makings to be quite the racing icon in the future wherever this sensational star competes in at any given series and facility.

Rob Tiongson: Your second year in the IndyCar series was pretty solid, with nine top-10s in 17 races. What was your personal season highlight of 2009?

Graham Rahal: I think the highlight must be the podium in either Motegi or Richmond. Both were great finishes for us and showed we could prominently run on the ovals courses.

RT: Now to some fans, just a glance at the IndyCar and the car from your previous series, the Champ Car Series, and they might think it's identical. But are there some differences in terms of how they drive? Which car do you prefer?

GR: They drive very similar. The Champ Car had a little more power and a little more downforce so naturally it was slightly quicker. At the same time, it was more difficult to follow so the IndyCar chassis is better for road racing in that sense. I would say both are great cars to drive. The speed of the Champ Car made it a joy, but the racing in an IndyCar is much more fun.

RT: Being a second-generation racer, do you sometimes feel the pressure to live up to some expectations, particularly given that your father Bobby was a three-time champ and Indy 500 winner?

GR: I think it's something you get used to. Yes there is pressure, but everyone that is in the sport knows it takes time. No matter who you are, you're not going to jump in and dominate everything. The name is a double edged sword, it helps, and it hurts at times.

RT: It's been going on for years, but why do you think there's not a lot of Americans racing in the open wheel ranks?

GR: I think it's because there isn't enough sponsor backing from American companies. There are some good American drivers, but sometimes they forget the effort it takes to truly be competitive at this level of racing, and how hard it is to get to the top.

RT: Having raced on a wide array of circuits internationally, what is your favorite track as a fan and as a driver?

GR: I would say the Indianapolis Motor Speedway cannot be beat! The history, the adrenaline...it's amazing.

RT: So the open wheel series is unified, the IndyCar political structure is changing. What do you think the series needs to do to become as popular as NASCAR?

GR: It needs to show the stars. The stars are the drivers, and we know we have the best product out there. But we need some more big sponsor to join the likes of McDonalds, Target, Phillip Morris, 7-Eleven, Motorola, etc. We know we can compete with NASCAR any day. Now we need to make the stars even bigger!

RT: Do you see yourself pursuing a career in the IndyCar ranks or do you envision racing in other series in the future?

GR: I am currently pursuing that, so I would say yes, I'm happy where I am and I intend on staying put.

RT: Outside the track, what do you like to do for fun? Any particular place you enjoy being at?

GR: I love cars, so lots of time enjoying my toys. I spend a lot of time training, and lots of time in Indy with my girlfriend so that splits up my time fairly well.

RT: You certainly have the talent to win a championship in any racing league. But just how much percentage would you place between driver/equipment when it comes to the winning factor?

GR: I would say equipment is a lot. Currently, there are two teams that are far and away the best but lots of teams are catching up quickly. I think we should be a team in the near future to really put up a big fight.

RT: Alright, Graham. It's time for some Free Association. Tell me the first thing that comes to your mind with the following:

Young gun.

GR: A young and promising star in any sport.

RT: Favorite TV show.

GR: Any OSU Football or Columbus Blue Jackets game.

RT: Indy 500.

GR: Best sporting event ever, PERIOD!

RT: Success.

GR: Takes a lot to achieve it, but means so much when you do.

RT: Sacrifice.

GR: Something everyone goes through to reach their goals.

RT: Your greatest fear.

GR: Surgery!

RT: Balloon Boy.

GR: Don't know too much about that situation but from what I do know, it's a classic PR stunt.

RT: Recession.

GR: We will make it out. We just need people to spend money again!

RT: Sports.

GR: Allows everyone to live their lives with quality entertainment.

RT: You've been reportedly linked with the US F1 team that is tentatively planned to race in 2010. Is it just a mere rumor or is there some truth to this?

GR: It's a rumor. I don't think there is any reality to this.

RT: If you weren't a racer, but could be an athlete in any other sport, what would it be?

GR: I would say hockey, as I absolutely love that sport.

RT: What's one thing about you, as a driver, that separates you from your competitors?

GR: I think my age. I mean, I feel like I am very competitive, but I have a leg up on them because I am so young. That helps me a lot as I look to the future.

NASCAR Chase Patrol: "Midterm Grades" for Top 12 Sprint Cup Contenders

Rob Tiongson — Sun, 18 Oct 2009 11:38:29 -0400

We've reached the halfway point of the 2009 Chase for the NASCAR Sprint Cup Championship and it's shaping up to be a five driver fight for the title. While the battle began with 12 contenders, the Chase field has dwindled race after race with challengers falling by the wayside. Perennial stars have made their presence known so far, occupying the top spots while surprise faces have seen their magic fading away. Still, a lot is on the line for the top 12, ranging from points, money, and for some lucky drivers, the prestigious Sprint Cup championship trophy.

While some fans and media outlets are already declaring the Chase as won by a particular three-time titlist named Jimmie Johnson, five races remain in which the unexpected may occur. Martinsville, Talladega, Texas, Phoenix, and Homestead-Miami are not the easiest of hurdles to attack and leap over en route to stock car immortality. To say the least, whoever wins this year's championship will surely earn it.

Will it be a Hendrick Motorsports battle for the Cup or will an outsider walk into town to engage in a lengthy gunfight in NASCAR-Ville? Only time will tell. In the meantime, here's a look at this year's Chase field with observations, expectations, and a "midterm" grade with their performance thus far. Between Martinsville and Homestead-Miami, one thing is certain: there'll be a whole lotta shaking goin' on!

Begin Slideshow

If Winners Are Embraced, Why Is Jimmie Johnson Antagonized?

Rob Tiongson — Tue, 13 Oct 2009 08:25:55 -0400

In any given sport, it is a custom for the spectators at the stadiums or the audience watching the game at home to cheer for the winner.

After all, do we shelve out the price of admission or sit on our couches for hours to root for the losers? Do we gather every Super Bowl Sunday at the bars or our living rooms, enjoying some hot wings and beer, yelling out "Come on, let's lose?"

Although the NASCAR world is a bit different as there are 42 losers in each of the 36 races of a season, most eyes are on the winners.

Be it the race winner of the series champion, Monday morning "drives" are often about the driver who came home with the checkers, trophy, and cash.

Spanning through the sport's 61 years of history, it's safe to say that there have been dynasties that reigned in the Sprint Cup Series.

From the Richard Petty Era of the mid 1960s to late '70s to the Earnhardt Empire from the mid '80s to mid '90s, both legendary figures had their allegiance of supporters who flocked to the stands.

Those fanatics were in throngs, wearing their driver's colors, jeering the competition, and absolutely supportive of their teams. To say the least, Petty or Earnhardt could have won every race of the schedule and find themselves surrounded by cheers and praise.

Petty's title years and victory campaigns were universally celebrated, with nary a negative thought or observation noted about Lee's incredible son.

While Earnhardt was the sport's primary bad boy of racing, fans of any driver and team at each track could not help but marvel at his accomplishments.

Of course, "The Intimidator" did have his detractors. However, when those segments of spectators are compared to his supporters, they'd feel as overwhelmed as a teenage girl screaming during The Beatles' 1965 concert at Shea Stadium.

NASCAR's best driver (at least, as of the moment) throughout this decade has been Jimmie Johnson. With 45 victories, three Cup titles, and another tenure at the points lead in this year's Chase, those are definite aspects of a winner.

Winners are supposed to be embraced by the fans, right?

Not with America's most devout stock car racing fans. Johnson has been something of an antagonist, who has often defeated some of the sport's greatest stars like Jeff Gordon, Tony Stewart, and the Busch brothers.

When the No. 48 Lowe's Chevrolet pulls into Victory Lane, Johnson and his team get the kind of reception merited for an athlete ruining the game.

How is winning, which is the objective of any game, "rewarded" with a shower of boos?

Similarly, the same could be said for Johnson's co-owner and teammate Gordon, his "boss" was the absolute antagonist.

Gordon's successful years from the late 1990s were perceived by loyalists of Earnhardt, Rusty Wallace, and those in the "anybody but the No. 24" segment as stealing victories and championships away from the established guard.

Was Gordon supposed to pull over in those instances and let his opponents have a shot at victories, much less, a series title?

Of course not. No driver is taught to lose a race and to let the competition have their day on the track.

Given Johnson's current reception on the track, it's fair to compare his experiences to that of Gordon. Fans and some critics let the "outsider" have it, from accusations that he "was simply just too good" to vile cheating allegations.

In a matter of speaking, Ken Squier said in the Oct. 1998 edition of Stock Car Racing magazine that Gordon was, "Too fast, too young, and too good...too much of everything."

Squier, along with Darrell Waltrip, believed that the only way for fans to embrace the now four-time series titlist was for him to endure a painful period. To say the least, he has experienced a title drought along with some turbulent times with his personal life.

All of those moments shattered any preconceptions that Gordon was this "perfect machine" who was just destined to win everything in NASCAR.

Johnson has similar conflicts with the fans, perceived as an individual lacking personality with the incredible, rewarding life as a driver and celebrity socialite off the track.

Gordon also endured a strained relationship with NASCAR's followers, seen as someone who could only speak politically correct. In essence, he lacked a personality.

Even so, whether both drivers were comedians or dull as a wet one dollar bill, the history and statistics books will only record what each men did on the track. Simply put, in their times, they're the best.

When a driver can reel off three consecutive championships, what more can you say about that?

Sure, it helps that Johnson has accomplished this amazing feat with the Chase format, an aspect not introduced to the sport until 2004.

Indeed, "three-time" is driving for the best racing team in NASCAR with Hendrick Motorsports, who has arguably been the greatest organization in the past 25 years.

And yes, he has the sport's most innovative crew chief in Chad Knaus, who has a tendency to push the envelope as far as gray areas are concerned with the rulebook.

Make no mistake, however: Johnson is one of the all-time greatest drivers of NASCAR, with the ability to come through in the clutch when all odds are either for or against him. Do you recall the last time that Johnson choked or collapsed in the Chase?

Exactly. It's as many times as the Montreal Expos won a World Series in Major League Baseball.

So is Johnson too perfect? Does he just have it all given to him? Is he taking away the victories away from Stewart, Gordon, Kurt and Kyle Busch, and Mark Martin?

Well of course he is...but isn't that the goal of a winner? And aren't winners supposed to be the apple of fans' eyes?

Same As He Ever Was: Why Jeff Gordon Is Still the Best in NASCAR

Rob Tiongson — Thu, 01 Oct 2009 09:37:18 -0400

It was a picturesque scene in the makeshift victory lane for Jeff Gordon on a Sunday afternoon at the Atlanta Motor Speedway on Nov. 18, 2001.

NASCAR's greatest modern era star triumphed in his latest achievement when he was crowned that season's Winston Cup Champion, which would be his fourth title in his 10 seasons of racing.

Gordon immersed himself in the moment, realizing that his team had exorcised the demons that haunted them for the past two years. From the departure of his longtime mentor, friend and crew chief Ray Evernham to the fallout of his original core crew, hoisting that fourth title had to be the ultimate icing in the cake in silencing the critics and naysayers.

Sure, he won six races, led the most laps, and reestablished the No. 24 DuPont Chevy as the prominent contender on the track. However, his fourth championship suddenly catapulted the once "Wonder Boy" into elite status as one of the sport's greatest drivers.

After all, nobody else had won at least four championships other than Dale Earnhardt and Richard Petty, who both had seven titles in their stellar and hall-of-fame careers.

Those same skeptics suddenly had reason to believe that Gordon would start going on a title winning spree, such as it was during the Californian's hey-days during the late 1990s.

Earnhardt may have very well owned the 1990s when he won four of his seven titles, all behind the wheel of his famous black No. 3 Goodwrench Chevrolet.

The likes of Rusty Wallace and Mark Martin, tried as they might, mounted fruitless efforts to overthrow NASCAR's "Man In Black" from the crown. While not short on talent, it seemed like nobody could overthrow the reigning majesty from his Winston Cup kingdom during the early 1990s.

Suddenly in late 1992, an outsider from a faraway village named Jeff Gordon arrived to Earnhardt's lands. Proving himself in a two year apprenticeship under "Lord Anheuser-Busch" and his gritty stock car series, the 21-year old sensation became a member of the House of Hendrick.

Hendrick Motorsports signed the once-promising and winning open-wheel star to pilot his No. 24 DuPont machines around NASCAR's toughest and most competitive lands. Like any other knight in waiting, Gordon received his share of cuts, bruises, and sometimes, hopeless days.

This legend has often been told often, but it is a remarkable tale that will one day be etched in stone and compiled with many a photograph and anecdote by the driver himself, as well as those who knew "The Rainbow Warrior."

Gordon announced his presence in Earnhardt's lands, beating "The Intimidator" at his own game by winning three Cup championships in 1995, '97, and '98.

Little did anyone know, but the scenery of stock car racing would forever change on Nov. 12, 1995. That particular date was especially painful for Earnhardt Nation because "King Dale" fell just 34 markers short of protecting his seat with the NASCAR dynasty.

A new ruler would affirm his place in the world of motorsports, with seemingly everything at his disposal.

Good equipment? Check.
Solid support crew. Count on it.
Amazing rapport with crucial team members? 10-4 on that.
Damn amazing skills? Undeniably so.

There is the old adage that "all good things must come to an end," and the case can be said for Gordon and his DuPont team.

Every great in any sport, be it baseball, cricket, football (American and international) and even racing have experienced their share of dynastic cycles.

One decade might be dominated by a particular talent, only to have another phenomenon take over to cast their stake in history. Fast forward to 2009 and the case be said in the NASCAR Sprint Cup Series.

Arguably, Jimmie Johnson has been the most winningest driver in the Cup ranks, logging in 44 victories, 21 pole positions, 112 top-five finishes, and 173 top-10 results. Without a doubt, Johnson has been the man of this decade as far as NASCAR racing is concerned.

Despite those amazing statistics, it would be foolish to dismiss the fact that there will be a time when Johnson's torrid victorious pace will slow down. After all, it happened to Petty, Earnhardt, and Gordon, who are each considered as one of the greatest, all-time NASCAR drivers in the sport's 61-year history.

Gordon's seemingly invisible ways were somewhat tarnished in this decade, winning only 33 times, 141 top-fives, and 211-top 10s since the 2000 season. In somewhat eye-boggling fashion, JG has collected 24 wins, 112 top-fives, and 165 top-10 finishes since Johnson's full-time debut in 2002.

So Driver 24 is not exactly the 20-something driver who reels off checkered flags much like John Larroquette won his four consecutive Emmy Awards in the 1980s. That said, Larroquette experienced something of a renaissance in his later years, winning a fifth honor for his guest spot on ABC's hit drama The Practice in 1998.

What does Larroquette have to do with Gordon, you may wonder?

Well, Larroquette won those four straight Emmys because of his outstanding portrayal as Dan Fielding, a comedic, yet tragically flawed character named who was beloved, consistent figure for the disillusioned world of the late 1980s.

Even when he experienced a flat during the majority of the 1990s, the New Orleans native resurrected his career and has since experienced tremendous success even when it seemed like his best days were behind him with the NBC sitcom Night Court.

The same may very well happen for Gordon, who could be seen as something of a flawed character. He experienced a turbulent decade, even with his fourth title in 2001.

Robbie Loomis, who was the crew chief during Gordon's most recent Cup title in 2001, has since departed the team to spearhead the efforts of Richard Petty Motorsports. Steve Letarte, who was once quite the apprentice under the No. 24 collective, elevated himself from a mere boy in the shop to the 30-year-old leader of a NASCAR legend.

Then there's Gordon's personal life, which took something of a roller-coaster ride off-the-track from his divorce from first wife Brooke to his second marriage with Ingrid Vandebosch.

Life, which could have unraveled before his eyes in 2003, revitalized itself with a stable family life, including his parents in Carol and John Bickford, daughter Ella Sofia and wife Ingrid. It seems like there's an extra step and motivation in Gordon's life, especially when pressed about his family.

That's certainly a long way from the android who seemingly could do no wrong in the 1990s, seemingly saying his victory lane speeches and conferences as if a teleprompter was in front of him.

Gone are those days when he praised God to the point insincerity was conceived in the back of fans' minds, as well as the oft-choreographed smiles and wearing of Ray-Ban shades.

Now, we see a Jeff Gordon who gets incensed when he gets knocked out of a race by his doing or from an accident on-the-track.

He does not accept any finish short of victory anymore, quick to show his disappointment much like any other human would after a long, competitive day on the playing field.

Case in point: After a stellar but heartbreaking runner-up finish at Martinsville in 2007, Gordon was absolutely furious that his teammate and reigning Cup champ Johnson defeated him at his best track.

Gordon's time for a fifth title will eventually come to fruition, whether it happens this year or the next. 2009 has been a story of a 38-year-old man who has come to appreciate his successes, understanding his failures, and being resolute to better himself and his team as the force to be reckoned with on the NASCAR circuit.

While teammate and once-student Johnson and crew chief Chad Knaus may own this decade, when it comes to measuring the successes of two greats, Gordon is still simply the best overall in NASCAR.

Take away Jeff Gordon from the sport and the scenery changes. Sure, fans do not hate on Gordon as much like in the 1990s, when the rainbow-laden Chevrolet seemed to turn up in Victory Lane like the New York Yankees won their World Series from 1998-2000.

New York's title streak had to sicken Boston Red Sox fans much in the same vein as Gordon winning races and titles around that time, defeating the lions and wizards of the sport on talent and teamwork.

Today, success is still within reach for Gordon. He may be older and more calculative than aggressive, but the man once known as "The Wonderboy" may very well end his racing career with those seven driver's titles and perhaps within reach of David Pearson's 105 victories (second best in the all-time race winners' list).

Gordon has often said that he wants to keep on racing long enough so that his daughter will be able to remember her father on the track, driving the FireStorm colors of the No. 24 DuPont car around the NASCAR tour.

Who knows? Perhaps Ella Sofia may very well see the best in her father when he finally captures his fifth Cup title in 2009 and then some.

After all, Gordon is the master at overcoming slumps and adversities. From personnel changes to conflicts with his personal life, he has been able to adapt and succeed in almost every situation thrown at him.

Regardless of how many wins or titles that Gordon will accumulate for the remainder of his storied career, let the record and story be known that NASCAR and its fans perhaps witnessed its greatest driver in such a short, but prolific time span.

Is Bobby Labonte Truly at the Twilight of His Storied Career?

Rob Tiongson — Fri, 25 Sep 2009 04:30:29 -0400

Every sport is susceptible to see its greatest stars come and go for various reasons. Some athletes call their career due to age, the perfect ending (such as scoring the game-winning touchdown or winning a World Series), as well as the inability to perform competitively in the ever-changing climate of their game.

In the case of Bobby Labonte, the once-formidable race and title contender has seen his stock deteriorate in the world of NASCAR Sprint Cup racing.

While he is certainly no slouch or field filler, the fact is that Labonte's days of consistently dueling with the likes of Tony Stewart, the Busch brothers, Jeff Gordon, and Jimmie Johnson are long over.

Some have noticed the 2000 Cup champ's lackluster performances as far back as mid-2004, when his No. 18 Interstate Batteries team relegated themselves from title contenders to a collective simply lost at the track.

Once the potent force at any given track, problems not only befell the Joe Gibbs Racing group, but it was also apparent with the driver.

Labonte has shown some flashes of brilliance although he is currently mired in a six-year winless streak, when he (as well as a flat tire by the race leader) virtually stole the season finale away from Bill Elliott at Homestead-Miami Speedway.

He nearly won the 2005 Coca-Cola 600, only to be defeated at the stripe by Jimmie Johnson by a matter of inches in a memorable photo finish.

If you thought Labonte, the younger brother of two-time titlist Terry, took the defeat with grace and dignity, chew on this:

As memorable as his helmet-tossing highlight at Bristol in 1996, Bobby kicked the door panel of his FedEx/Interstate Batteries Chevy on pit road, disgusted and angered that his car did not have the power to stave off NASCAR's "golden boy."

The competitive fire was still there for the Texan, whose aggressive yet calculating driving style urged him to success from 1995-2003. In between that time, he won 21 races, placed in the top-10 in points in all but two seasons (1996 and '02), as well as capturing (so far) his only Cup title of his illustrious career.

Sure, his wins total is not exactly in the neighborhood of a Gordon, Johnson, or Stewart, but considering the ladder of success that Labonte had to endure to eventually earn his ride, his numbers appear more impressive.

Unfortunately, Labonte's stock and his career have been irrelevant at best, taking on the role of the respectable, dependable driver who urges his C+ equipment home to a top-20 finish.

Race weekends for the 45-year-old simply mean just making the race, driving a safe, clean race, and packing up his equipment while the young guns and multi-car conglomerates bask in the glory of victory or prestige.

After Labonte decided to bolt out of the No. 43 team by the conclusion of the 2008 season, fans speculated that he would land a ride with the Richard Childress Racing stable.

However, sponsorship did not materialize with the prominent multi-car organization, relegating him to find the last bits of any respectable ride in the Cup circuit.

Weeks before Speedweeks 2009 at Daytona, the 2000 champ signed-on with the No. 96 Ask.com/Texas Instruments Hall of Fame Racing team aligned with Yates Racing.

On paper, it looked like it would Labonte's best shot at his return as a driver known more than just a respectable ran-in.

That said, 2009 has been a truly disappointing experience and season for the Corpus Christi, Texas, native.

Just a few weeks before the Chase, mired in the bottom-20s of the points standings, Labonte was pulled from the No. 96 ride for select races in favor of 26-year-old Roush-Fenway Racing prospect Erik Darnell.

Darnell was brought in because of his association with Northern Tools and Equipment, who sponsored his efforts in the Camping World Truck Series with Roush's group in that division.

As is the case with most season veterans as opposed to the young guns, Labonte was sidelined because the sponsor desired a fresh face over an experienced, perennial name.

In just a matter of a few days during that same week, Labonte signed on for a select number of events to drive for Kevin Buckler's No. 71 TRG Motorsports team.

Expectations were not too great with this group, as this collective was in their freshman season of Cup racing and had lukewarm success with previous driver David Gilliland.

Although Labonte and Buckler have not set the world on fire, their results and performances do warrant some talk and merit. Labonte still displays some moments and prospects of returning to his winning form, although he is hardly a top-10 racer as he was during his Joe Gibbs Racing days.

Still, the combination of Labonte and Buckler seem to pair and match well so far in the two races they have competed in together.

At arguably the best track for the Texas gunslinger, Labonte brought the No. 71 Taxslayer Chevy home to an 18th place result, 12 spots better than his replacement, Darnell, fared in the No. 96 Ford.

Two weeks later at Loudon, Labonte caused a bit of a story when he qualified Bucker's ride to an eighth-place effort. With limited funding and sponsorship, driver and team owner worried that they did not have enough money to complete the 300-lap event on Sunday.

"I hope we get to race on Sunday," Labonte said following his suprising-qualifying efforts last weekend. "We still don't have enough money to race. We are still looking for a little bit to race on Sunday. Hopefully, this will do it."

A local banking firm, SBLI Insurance, joined in at the very last second, thus making it possible for the No. 71 team to complete the race. All things considered, their 22nd-place finish was quite a remarkable result.

The duo have five more races together, pairing up at Kansas on Oct. 4 and for all the races in the month of November.

Perhaps it may be an audition for Labonte, who may just be the driver that Buckler needs to boost and enhance his organization for the 2010 season.

With the likes of Richard Petty Motorsports switching from Dodge to Ford next year, Dodge could use another team and perhaps TRG Motorsports could be their next client.

So while Labonte's days of contending for a title are long gone, do not count him out when it comes to pulling into Victory Lane.

As the legendary Buddy Baker once said about a driver who puts in their total effort, even with inferior equipment, Bobby Labonte "can still drive the wheels out of his car."

Surely, Labonte has never forgotten how to drive a racecar, nor will he ever lose those abilities to still be quite the competitive talent on the track.

NASCAR Chase Patrol: Ladies and Gentlemen, Meet the '09 Chase Contenders

Rob Tiongson — Sun, 13 Sep 2009 04:15:40 -0400

Following 26 grueling races, the dust has finally settled, with the 2009 Chase for the NASCAR Sprint Cup Championship field all sorted out and ready to duke it out for an exciting final 10 race to the title.

With the Chase action starting next Sunday at Loudon, N.H., the points have been adjusted for the top 12.

Mark Martin, Tony Stewart, Jimmie Johnson, Kasey Kahne, Denny Hamlin, Jeff Gordon, Kurt Busch, Brian Vickers, Carl Edwards, Ryan Newman, Juan Pablo Montoya, and Greg Biffle will race for the prestigious Cup title for the next two months on the road to Homestead-Miami, Florida in November.

Drivers who have won the most races this season will sit atop the standings, with those who have yet to claim a checkered flag finding themselves towards the rear of the playoff field.

Unlike in years' past, only one constant figure will be participating in what has otherwise shaped up as one of the most diverse top-12 group in the six-year old playoff system.

It's no secret that the familiar face is three-time Cup champ Jimmie Johnson, who had locked up his Chase seed last month. The driver of the No. 48 Lowe's Chevrolet is now the only driver who has participated in all the postseason championship duels.

Johnson's bid for a fourth title (in consecutive seasons) will be the biggest storyline to follow down the stretch. Nobody has figured out the Chase quite like Team 48, peaking during these races just when they appear to play dead in the first 26 events of the year.

However, his road to an unprecedented fourth consecutive title will not exactly be a leisurely Sunday drive on the interstate. Johnson has to fend off eleven hungry sharks who will be ready to attack and capitalize for the top prize.

That said, even two-time Cup titlist Tony Stewart has reason to believe that Team 48 will be the one to watch, or rather, the one with the giant bulls' eye on their back.

"I guess Jimmie Johnson after three years of winning in a row would be considered the favorite," Smoke said per AP article by Jenna Fryer.

In reflection, Stewart did not discount his or other teams' chances of winning the Cup, noting how quickly fortune and luck can change in the racing business on a weekly basis.

There was one driver, not surprisingly, who felt that they were the team to beat for the championship.

That man was 2009 Chevy Rock and Roll 400 race winner Denny Hamlin, whose No. 11 FedEx Toyota Camry collective has been one of the best in recent races.

"We're the only ones who can beat ourselves," Hamlin said following the 400-lapper at Richmond International Raceway.

Racing for the first time as the "captain" of the Joe Gibbs Racing group, the Virginian has been stout in the past month, with six straight-top 10 finishes (including victories at Pocono and RIR).

As a result, Hamlin now finds himself sitting in a tie for fourth-place with Kasey Kahne.

Another fascinating storyline will be the array of car owners who are represented in the Chase.

Sure, Rick Hendrick once again boasts the most drivers in the Chase with points leader Mark Martin, second-place Jimmie Johnson and sixth-place runner Jeff Gordon.

His arsenal appears to be stout and formidable with satellite leadfooters in Tony Stewart and Ryan Newman in second and ninth place.

Then there's the Cinderella stories in Team Red Bull and Felix Sabates, who has a minor but crucial role with Earnhardt-Ganassi Racing. Both have got to be tickled to be in position for a Cup championship.

Sabates' last run at the Cup was in 1993 with driver Kyle Petty, who chauffeured the No. 42 Mellow Yellow Pontiac to a fifth-place finish in the final standings.

This time around, Sabates, with majority team owners Teresa Earnhardt and Chip Ganassi, will be monitoring their lead racer Juan Pablo Montoya, who clinched his first Chase berth on Saturday night with a 19th-place result.

Montoya has been urged by crew chief Brian Pattie to race conservatively for points to ensure a position in the Chase. Despite some criticism of "stroking for points," the aggressive Colombian has certainly earned his rightful spot as a title contender behind the wheel of the No. 42 Target Chevrolet.

Team Red Bull Racing has elevated themselves in the NASCAR scene from the laughingstock of the sport in 2007 to a title challenger with driver Brian Vickers.

Vickers, who once drove for Hendrick Motorsports with the No. 25 team, raced his way into the Chase with a strong seventh-place finish, which was enough to oust Matt Kenseth (who had made all the Chase playoffs until now) from his top-12 spot as well as successfully fending off Kyle Busch from a playoff berth.

Their summer duel was quite notable in Michigan, with both drivers creating an awkward tension in the post-race conference for a Nationwide event at the two-mile super speedway.

Despite their tricky relationship, Shrub congratulated his competitor following Saturday night's race.

Without a doubt, Vickers has been on a tear, racing his way from his season-opening, Daytona disaster to a prestigious place in the Chase for a team otherwise noted for their Formula One debacle with Scott Speed.

Nevertheless, BV was quick to acknowledge his team's accomplishment, saying that he was ready to party after the race.

How will Carl Edwards' broken foot affect his odds of winning this year's title?

Will Jeff Gordon finally claim his fifth Cup after an eight-year drought?

Can Kurt Busch repeat his 2004 magic to win a second NASCAR crown?

Those are but a few of the storylines to watch for in this year's Chase for the NASCAR Sprint Cup Championship.

Chase Watch

Now, here are my odds and predictions for the 12 participants who will be going for the top honors of stock car racing. Each week, I will monitor and progress each driver and discuss their previous race performance, predict their outlook for the next event, and gauge their chances (in percentage) for a championship.

1) Mark Martin (5,040 pts/80-85%)

Fans may be tired about hearing about his age (which is 50, by the way) but his performance this season has been, well, one for the ages.

Martin has proved, time and time again, how he still has that competitive edge. Sentimentally, he is the favorite with any fanbase. In terms of one of the greatest all-time drivers of NASCAR history, we are witnessing one with Martin, who has come oh-so-close from being crowned a champion in the Cup series (1990, '94, '98, and 2002).

As the series leader in victories, with wins at Phoenix, Darlington, Michigan, and Chicagoland, "Mr. Consistency" looks to live up to his moniker with a hot streak of top-five results coupled with some victories.

Inconsistency, however, is the No. 5 Kellogg's/Carquest team's weakness (isn't it for any team), falling prey to equipment or accident issues on the track. That said, when Martin and crew chief Alan Gustafson are clicking on all cylinders, there's no other team that could top their performances like this stout crew.

2) Tony Stewart (5,030 pts/85-90%)

Perhaps as far back in Daytona Speedweeks in February did fans believe that Stewart was going to even make the Chase.

After all, he was essentially taking over a race team that had truly amounted to nothing in six hideous campaigns with Gene Haas.

Now, as the circuit hits up the "Magic Mile" in Loudon, the skeptics are far and few in between for Stewart-Haas Racing, who "won" the regular season championship by quite a margin over its peers.

As chronicled in the past, the only issue that may plague Stewart and his Darian Grubb-led No. 14 unit may be Smoke's anger problem. One would be foolish to dismiss that the Hoosier State favorite has suddenly mellowed down into a totally cool driver.

Those moments have been infrequent to say the least, which can be attributed to the solid, consistent campaign delivered by the former open-wheel racer. Title number three looks good...at least right now.

3) Jimmie Johnson (5,030 pts/90-95%)

Johnson is seemingly unstoppable. Like The Matrix protagonist Neo, who seemingly finds a way to dodge bullets and attacks his enemies in such an efficient and artful manner, Three-Time has made the Chase into his personal playground.

He has won the championship through the difficult, treacherous route before, having to use his mulligan in four of the ten races of the 2006 playoffs.

Despite an accident in Loudon and Talladega, as well as subpar results in Dover and Kansas, Johnson excelled down the stretch with five straight top-two finishes en-route to his first championship.

JJ has also won it in grand style, winning four straight races in 2007 (Martinsville, Atlanta, Texas, and Phoenix) to usurp teammate Gordon from the points lead and ultimately, the title that season.

Team 48 has been somewhat under the radar this year, similar to their last two NASCAR campaigns. Can you guess what happened after that?

Their Achilles' heal is bad luck, which has not exactly dogged their efforts in 2009. Or if Johnson decides to regrow his beard...oh, never mind.

4) Denny Hamlin (5,020 pts/80-85%)

Maybe I'm taking his word for it, but until someone or something on the track dethrones the No. 11 Toyota from another top-10 finish on race day, Hamlin has reason to boast his confidence for a first title.

For most of the 2009 season, they were nowhere really to be seen. It wasn't that they were struggling on the track, looking lost at sea like some of his peers this year.

Rather, the internal problems of JGR, mostly stemming from the No. 18 team, had something of a domino effect with the morale of Hamlin's unit. However, once teammate Joey Logano won his first career race in the June race at Loudon, it seemed like Hamlin and his team suddenly woke up.

After their hiccup at Indy in late July, the three-time Chase participant logged in six consecutive top-10's, including wins at Pocono and Richmond. His poorest finish in that stretch was a 10th place result, which came at Watkins Glen and Michigan.

Momentum can be something of a beauty in this business, with the No. 11 and 83 team capitalizing on their hot streaks that have urged them into Chase contenders.

The only thing that stands in this driver and team's way is themselves. Hamlin tends to find a way to cost himself a race with his temper while his crew occasionally botches a pivotal, late-race pit stop. Do I need to mention their episode at Darlington of 2007?

5) Kasey Kahne (5,020 pts/70-75%)

Here is another example of the late waker with Kahne, who like Hamlin, did not have much to write about for most of 2009.

In fact, his Richard Petty Motorsports team only made the news, in terms of the rumor department with manufacturer problems stemming from Dodge's bankruptcy earlier this season.

You say Toyota, I say Ford, which is how they've moved since Kahne's spectacular accident at Daytona in July. Double K notched wins in late June at Infineon and on Labor Day Sunday at Atlanta, which boosted his No. 9 Budweiser team to Chase contention and ultimately, the playoffs.

Overaggressive driving tends to hinder this Enumclaw, Wash. native on the track, who ultimately finds himself baffled at either his actions after the race or displacing his antics on the track on another driver.

If Kahne can work on that (try saying that nine times fast), he might be quite the dark horse player when the series hits up the progressive banks of Homestead-Miami Speedway in November.

6) Jeff Gordon (5,010 pts/85-90%)

It has certainly been quite a solid season for Gordon, who is experiencing another renaissance of sorts both on and off-the-track in 2009.

Off the track, he is a proud father to two-year old Ella Sofia and a happy husband to Ingrid Vandebosch, with both making their rounds to the track on race day.

On the track, the No. 24 DuPont/National Guard team has been excellent, leading laps and often overcoming problems during a race to rally home with a great finish.

Wait, I thought the object of racing was to win races, right?

Well, that's the strength and weakness of the No. 24 team. Gordon can still drive the wheels off his car and sends some insightful input on his car's handling during the course of a race.

The problem has been with how the team attacks those handling problems in order to get their car to be as competitive and strong as those closers like a Jimmie Johnson or lately, Hamlin and Vickers.

Gordon fans are somewhat discontent with crew chief Steve Letarte, who sometimes lacks that killer instinct to help his driver attack late in the race. If that remains an issue in the Chase, Team 24 will be nothing more than a top-five player than a title holder.

Potentially, look for "The Rainbow Warriors" to press for victories, especially in the season finale at Homestead (the only track that Gordon has yet to win at in the Cup ranks).

7) Kurt Busch (5,010 pts/65-70%)

Dodge's sole representative is the 2004 Cup winner, who has raced a great but not so spectacular 2009 with his sole win at Atlanta in March.

Unlike little brother Kyle, Kurt has been pretty cool headed, save for his Chicagoland episode with Jimmie Johnson with their late-race battle that resulted in crumpled sheet metal and some bruised egos.

Distraction is perhaps their biggest con, since crew chief Pat Tryson will depart from the No. 2 crew to join Michael Waltrip Racing's No. 56 NAPA team in 2010. Yes, Busch will give some great data and feedback during race weekend, but will he and his Penkse Racing unit give their entire efforts to Tryson on the specifics?

Another setback is that he and his team are indeed, the only Dodge team in the Chase, as well as in 2010. It could also be seen as a pro, since the struggling automobile company can devote their attention on winning a title with a single unit.

Busch will be nothing more than a quiet title contender, who needs some kind of inspiration, or a fire in his eyes like in 2004 if he looks to win it all again this season.

8) Brian Vickers (5,010 pts/75-80%)

If you happen to be neighbors with Vickers or know any TRB employee, forgive them if they happen to be blasting their radio to Journey's song "Don't Stop Believin'" because indeed, that's what the No. 83 did that earned them this Toyota group's first Chase berth.

It's an incredible story for both driver and team, which starts in late 2006. Vickers had already announced his intentions to defect from Hendrick Motorsports to drive for TRB in 2007, a team that undoubtedly had their work cut out for them in their short run prospects.

Weathering through a difficult '07 campaign and an inconsistent season last year, to say that Vickers and TRB deserve to be in the Chase is something of an understatement.

While Vickers does not carry the same amount of stock as Gordon, Johnson, or Stewart, the 25-year-old sensation has to figure in the title hunt with his willingness to attack for position late in the race.

Inexperience is a weakness for the No. 83 camp, although Vickers has seen his share of the Chase through former teammates Gordon and Johnson from 2004-'06. Will a fresh perspective cost this team or inspire this unit? Time will tell.

9) Carl Edwards (5,000 pts/70-75%)

By now, all the laughing and joking about Cousin Carl's Frisbee incident should dissipate with the Roush-Fenway racer making his way into the Chase, broken foot and all.

Spectacularly, the No. 99 AFLAC Ford stayed within the top-10 in points for most of the season, mostly due to their strong performances earlier in the year.

Notably, their weakness has to be their ability to close out a race. How many times have we seen Edwards and company start off strong, only to finish poorly?

Texas was a great example of this team closing out weakly, with a terrible final pit stop costing the 30-year-old from Missouri from winning that race (and ultimately 10 bonus points).

As his foot heals, so should Edwards' chances of winning a title. If he finds his way into Victory Lane, it might just be the impetus of this team breaking out of their season-long slump.

10) Ryan Newman (5,000 pts/50-55%)

Team owner Tony Stewart has to be pleased with his teammate's season, which placed Newman into the top 12 and a Chase berth in '09.

Newman's No. 39 Army Chevrolet team has turned it on, if you will, in the past four races, with four finishes of 15th or better (including three straight top-10's). When this team is hot, Rocket Ryan has been able to show his flashes of brilliance of 2002-'05 as a top-10 player.

A major weakness with Newman is his inability to close out a race, as well as figuring out how to devise a set-up that stays within reach of a critical adjustment or two in making the No. 39 car quite the force on the track.

Fridays are also not what they used to be. as Newman has averaged about a 14th place spot this year.

Improving on qualifying and race set-up are the major concern areas for Team 39, aspects that could either cost or strengthen their odds of winning a title.

11) Juan Pablo Montoya (5,000 pts/55-60%)

It's safe to say that if you told JPM that he was going stock car racing at some point in his career back in 1999, he would laugh at you.

Montoya was the hottest commodity in the FedEX Champ Car Series, piloting his Target/Chip Ganassi Racing ride to a title in 1999 and a 2000 Indianapolis 500 win. He went on to race in Formula One from 2001-'06, with an acrimonious and abrupt end in his last season to drive in NASCAR.

His transition was somewhat rough from the start, but since his rookie-winning season of 2007, JPM has groomed into quite the stalker during the races. Why so?

Well, just as the event progresses and fans keep their eyes on the powerful multi-car teams or the underdogs, Montoya works his way to the front in his No. 42 ride for a top-10 spot by race's end.

Although it sounds redundant, JPM is often defeated by his own anger and frustration, resorting to complaining rather than accepting responsibility for his mistakes that cost him a win or two.

A major strength of Montoya and crew chief Brian Pattie is that they have steadily produced productive days at the track, with cars that place in the top-10 and sometimes, in position for wins.

12) Greg Biffle (5,000 pts/60-65%)

Last but not least is steady, quiet Greg Biffle, who has not been too loud this season. Yet, the 39-year-old Vancouver, Wash. native has found himself in his third Chase, all with the No. 16 team.

Intermediate tracks seem to be Biffle's cookies and milk, excelling on those facilities in style (as evident in 2005). Remember how potent Biffle and his team were at the quad-oval venues four years ago?

Biffle's weakness is that on most race days, they have not been good enough to win races. That could be attributed to their lack of leading laps in countless races, although when he has paced the field, Roush's once prodigy often finds himself finishing in the top-10 by the end of the race.

The only way in which Biffle and company will have even a prayer for winning the Chase title is if they can get up front and stay among the leaders. If the 3M team cannot overcome this problem, they will be racing merely for TV time and a top-10 points spot for the banquet in Las Vegas.

How the World of Sports Helped a World with Sorrow and Pain from 9/11

Rob Tiongson — Fri, 11 Sep 2009 09:35:41 -0400

It is a day which still replays vividly in my mind as if it happened recently. All the sights, the sounds, and moods from those 24 hours on a Tuesday, a mid-September date in 2001, are fresh and poignant.

September 11, often referred to as 9/11, was one of the darker chapters of our world's fickle history. However, nobody could have predicted that horrible chain of events on the morning of that tragic date.

Eight years ago, I woke up and began getting ready for another routine, monotonous day at Bellingham High School in southeastern Massachusetts. I was a 10th grader who was like any other 15-year-old, concerned more about what would happen with the now rather than the next day, week, or month.

My thoughts consisted of the following:

Biology was surely not going to be an easy class to pass, even if my teacher made it more appealing to pay attention to during our lectures.
I needed to go to the library so that I could go online and read the latest updates in NASCAR from Jayski.
There's a cute girl I had to ask out, since the big social dance was happening later that quarter.

While I was not set out to accomplish all three of those goals, if you will, the point was that the world around me had a more innocent feel, more so then than now.

Just like any morning that year, save for summer vacation, I woke up at 5:30 to shower, dress up, tend to house chores, eat breakfast, and then be driven to school by my mom by 7:30.

As usual, I got to school by 7:45, with just a minute to spare to organize my books and belongings in my locker and arrive in homeroom before the bell.

Biology class was predictably quite the borefest, as the 90-minute class slowly went by like a caution lap around the 2.66-mile Talladega Superspeedway.

Just getting through it was a joyful realization, although that class was on tap for another three days in a row, something I am glad to not contend with in college today.

American History was next and with all honesty, it was my favorite subject in high school. Having a fond appreciation for history, especially for U.S. and the Philippines, I was anticipating an interesting discourse about the Revolutionary War.

What I did not know was that I was completely wrong about what we would talk about in our class. For that matter, I do not think any American or individual who was awake at 8:46, 9:03, 9:37, and 10:03 a.m. EDT believed what they'd wake up to.

I got to my classroom by 9:30 a.m., where the TV was on, watched by all of my classmates who watched the horrifying pictures with shock, sadness, and disbelief.

Curious, I asked one of my classmates what happened.

"Rob, you won't believe it, but some guy crashed an airplane right into the World Trade Center."

"Are you sure? This isn't one of those horrible action flicks, is it? Tell me it's not real."

"I'm sorry man, but this is real. All of what you see on the screen is actually happening."

It was a moment in time where it seemed like everything stopped and all other concerns were irrelevant at that point.

All those feelings and thoughts of hope and innocence were completely washed away, replaced by the images and sounds of the explosions, screams, and cries from Lower Manhattan.

What could possess someone to actually crashing a passenger plane into a building where there were fathers, mothers, sons, daughters, and innocent bystanders working one moment and suddenly killed the next?

Then my thoughts center with the passengers aboard American Airlines Flight 11, where all 81 hands were lost aboard a plane originally destined for Los Angeles. I could not imagine the agony and loss felt by the families and friends of those victims.

Flight 11's devastation was resonated by another act of terrorism with United Airlines Flight 175, where all 56 passengers along with crew members and the hijackers perished from the powerful impact on the World Trade Center's South Tower.

That act of terrorism was the crash that many media outlets caught on live, raw footage. News channels, locally and nationally, caught the last moments of Flight 175, crashing right into the South Tower.

Moments after the two unbelievable attacks on New York City, tragedies at Shanksville, PA and the Pentagon near the Capitol would occur within a 40-minute span.

Everything not relating to the events of 9/11 seemed irrelevant. That afternoon, evening, and the days proceeding the terrorist attacks were about the most numb experiences that I have ever dealt with in my life, knowing that the world was truly never the same again.

After 9/11, like many Americans, I looked for ways to cope with the pain and anguish from the tragedies. Life could not be stalled on that day permanently, for the darkest chapter of the book of life needed some positive spirit and hope.

There had to be some kind of sign that would assure us that, while life would never be the same, we could press on.

As Filipinos say after a day that did not go according to plan, "May bukas pa."

In other words, there was always tomorrow. Even in moments of despair and gloom, a ray of light with answers and comfort always appears, offering solace to those who needed it and a sign that all would be right for those who needed that reassurance.

The world stood still for a week, with sports and other extracurricular activities taking a backseat.

Major sporting leagues announced their intentions of resuming operations within days, with some starting the following week while others were looking at a later date.

Security tightened up and Americans sought various means of comfort, resorting to patriotism while others wondered when it would be appropriate to laugh, smile, and cheer again.

While there will never be a panacea or elixir to the traumatic effects produced by the events of 9/11, the universal answer reemerged before our very eyes: sports.

New Yorkers found a silver lining when their teams, particularly the Yankees and Jets, resumed their games.

A sense of rebuilding and resumption was felt, as fans of even opposing cities and teams cheered on "The Big Apple" from the moment it fell to the days and years it stood back up on its collective toes.

Others found that sports not only helped them overcome the grief of September 11, but that it brought a sense of reconnection with familial lines.

On the evening of this historical date of our world, I pressed the question about 9/11 and sports to my long-time friend Bri Jeffrey.

Most of our conversations revolve around the world of sports, among other topics that most 20-somethings talk about as true friends do over the years.

"The main role (that) sports has played for me is finding a connection to my dad," she said. "I guess it could be considered considered a comfort and protection, which I needed more of after 9/11."

Tragedy has a way of either bringing out the ugliest and most beautiful acts of humanity, depending on the individual who perceives those moments.

For Bri, it meant a closer relationship to her father.

For many Americans living in the States and across the world, sports were one of the symbolical green lights that told us we could step on the gas pedal and keep moving forward to our destinations.

For me, when I was 15, sports told me that no matter how difficult and horrifying life can be at times, the wheels had to keep on rolling. It was not going to stop even after one of the darkest days of our existence.

Rather, it was another reminder that life was truly too precious to be stuck in a moment.

In a time when financial difficulties and health impairments are the oft-discussed topics of our societies today, a welcomed diversion is needed to remind us that our existence on Earth is to be enjoyed at its maximum.

Eight years later at age 23, I not only remember that sports is that distraction, but that 9/11 is a reminder of the fragility and preciousness that life has for me.

When life can be too hectic and overwhelming for the demands of success, efficiency, and solutions, sports has its way of reminding us about that innocence and youthful exuberance we once had...and can still have today.

Gimme Some Truth: What Makes a NASCAR Sprint Cup Champion?

Rob Tiongson — Thu, 10 Sep 2009 09:38:48 -0400

In the course of a 36-race season, spanning from the New England region of Loudon, N.H. to the Southern California metropolis of Fontana, drivers and teams are constantly looking for ways to outwit, outlast, and outplay the competition.

Much like the oft-used words to describe Survivor, the internationally-renowned reality television program, the NASCAR Sprint Cup tour can also be perceived in that matter.

If you find it a struggle to get through the weekly rat race that's called your job, just imagine how these speed demons endure a grueling schedule, as they prepare for the next race on the schedule at a large market like Fort Worth or the most rural of locales such as Martinsville.

Some teams have it hard just to make it on a week-to-week basis in making the race. Fans and the media are quick to label them as the go-or-go homers, or operations that are on a limited budget with meager sponsorship.

They might consist of drivers who are experiencing their twilight years or may not have that famous motorsports name. Even so, if your name is Andretti, you're struggling to maintain a top-35 spot in the points standings (sorry, John).

Sometimes, these struggling groups have that Cinderella story which captivates the masses and warrants attention from television, internet, and radio outlets. Why not?

Think about how thrilled Kirk Shelmerdine felt after the 2006 Daytona 500 when he finished 20th, ahead of the likes of Kyle Busch, Jeff Gordon, Jeff Burton, Bobby Labonte, Kurt Busch, and Carl Edwards.

For one day, Shelmerdine outlasted and outwitted many superstar racers in the series, a moment that he has surely remembered three years later.

Remember the elation felt by Geoffrey Bodine, when he piloted the No. 09 Ford, an occasional entrant owned by James Finch, to a third-place finish in the '02 season opener at "The World Center of Racing?"

Bodine nearly died in an accident during a NASCAR Truck race at Daytona in 2000 when his No. 15 Line-X Ford F-150 tore up most of the catch fencing after the start/finish line and disintegrated into mere bits of sheet metal.

That is one of the more physical examples of being a survivor, especially when you consider how savaging the accident was for the long-time racer.

Some teams are loaded in cash and have Fortune 500 companies or corporations whose presence are made in the New York Stock Exchange. Resources needed to improve on team and car performance are easy to come by, just needing that wise accountant to make sure the checks are cashed to satisfy the corporate gods.

In other scenarios, you have the kid driver who experienced the American dream of rags to riches. As seen in this article's picture, the story of then 30-year-old Jeff Gordon reached a new chapter when the Vallejo, Calif. native was crowned NASCAR Cup champion for the fourth time in his illustrious career.

Having raced since the age of five, his dreams were realized with a little help from his friends as well as his family.

With the tutelage of stepfather John Bickford, mother Carol, and sister Kim, Gordon would encounter many amazing and incredible individuals who have molded and helped shape the prodigious driver into a beloved veteran.

You might be wondering why this article has such a title, paying homage to the late John Lennon's 1971 song from his album Imagine.

I could write to you all about how it boils down to either driver or team, which really, that kind of discussion and rationalization is fair and well, truthful.

But as Lennon said, "I'm sick and tired of hearing things from uptight, short-sighted, narrow-minded hypocrites, all I want is the truth now, just gimme some truth now."

Let's be honest: the game of Sprint Cup racing is truly a tough deal. Sure, it may not be the gridiron fields of an NFL practice facility on a sweltering summer day out in Foxboro, Mass. or being checked by the likes of Zdeno Chara (a Bruins fan can hope!) during the 2010 NHL Winter Classic at Fenway Park.

However, it requires a tremendous amount of attention to detail. Think of how you were living in your parents' house, having to listen and obey most (yes, most!) of their rules.

Discipline and maturity were some of the attributes that may have developed in those years at home.

You may have a father who's particular and somewhat of a neat freak, always precise about everything he does, from the garage work with his beloved vehicle to the position of his television set and remote control. He was certainly an individual who, nine out of 10 times (but in his eyes, all the time), was the master of being meticulous.

Or perhaps you had a mother who guided you to the point where it felt like learning how to ride a bike. She pestered you (if you perceived it that way) or at least supported you with her love and care until you grew the confidence to pedal your way around the neighborhood on your bicycle.

In a much higher plane of rigidness, mentoring, and disciplining, every NASCAR team on the Sprint Cup tour routinely ensures that its performance on the track is paralleled by the effort given by the men and women working diligently in the shop.

From the receptionist working the lines for a fledgling team in dire need of a sponsor to the shop foreman, overseeing every effort by the fabricator and a team's hauler driver, it takes absolute dedication to "Get the Balance Right," as Depeche Mode once sang in 1983.

Just because the checkered flag may wave the end of race day on a stirring Saturday night or the dusk of a Sunday some place in America, the race truly never ends.

Teams have most of their essential equipment stored in their haulers, housing at least two race-ready cars, pit equipment, and paraphernalia needed to ensure for a successful weekend at the track.

Just thinking about all the work needed to load up all the necessary components for the races, as well as the long-distance traveling done by these team hauler drivers on the highway is liken to a prestigious band on a grueling tour, with the roadies, RV drivers, and stage equipment hauled around for the next date at some venue far away.

Monday through Thursday is spent at the shop, where the driver will show up at the team headquarters to discuss the race held over the past weekend with their crew chief and anyone pertinent to the outcome of the event.

Meetings with the sponsor are conducted, either at their home base location or at a fan function at the amusement park (ask Jeff Gordon about Cedar Park for longtime associate sponsor Pepsi).

Battered machines, abused motors, and any component to the racecar are massaged, repaired, or perhaps thrown away in favor of brand new equipment that are ready to take on the four hour chariot event made for the racing immortal.

Like those times with your parents, you probably had at least one party at your house where your family and friends came over for a summer cookout.

Every room had to be cleaned up to near perfection, with each glass having to be polished or the grill outside washed and cleaned to ensure that the charred specialties are absolutely damn delicious.

If the propane was empty, it was off to the near refill station in the town. And oh yea, you might need to fill up your cooler with bags of ice to get all the refreshments ready to be quenched or to wash down all that food you'll eat hours later.

Eventually, all the tour dates take a toll on the performers and any participant assisting these acclaimed musicians, whose microphone or guitar is a 3,400 lb. stock car that ranges from a dream machine to an ill-handling beast refusing to negotiate a sweeping corner at Pocono Raceway.

It's almost like your arms and legs feeling sore after all the preparation put into making a great party. I haven't even talked about the clean-up, which may be a painstaking task as well.

Somehow, someway, 43 teams and drivers have that wherewithal to complete all the pre-race activities that lead to the big dance on the asphalt arena.

Every man and woman who has worked on that machine watches in anticipation as their driver switches the ignition box, gives the thumbs up to his teammates, and rolls off pit lane for some warm-up laps in double-file formation.

Each driver has some mental checklist of what has to be looked over before the signal is given from the flagman's stand, signaling the time to unleash their bests (thank you, Milwaukee's Best!).

Remember all that talk about it being driver and team? Well, during the race, that's just a quarter of the responsibility of what happens on the race track. Consider all those hard working people working behind-the-scenes each week who make sure our heroes of the asphalt are ready to put on a fine show.

Even if we have to contend with the beast known as the Car of Tomorrow, it's no different to the times when the legends drove their horsepower beauties years and decades ago.

Sure, the names aren't the same and the next-door neighbor's days of being a sponsor for the underdog are long gone, but the song and dance are still the same.

Come to think of it, when you need the simple answer as to what makes a Sprint Cup champion, it takes everyone to believe in each other to know that no matter the investment and time given to each race, if a total effort was given, then you are a Jeff Gordon, Jimmie Johnson, or Tony Stewart.

Fans, you are also champions in every right and degree. We are given the privilege and opportunity to express our opinions on Internet forums, sporting outlets like Bleacher Report, or social networking sites to show our colors, be it Pepsi blue or Budweiser red.

It takes a lot of devotion to stand by your driver through any time, good or bad, amazing decision or questionable, as well as the days when that individual cut their teeth at Bristol to their ultimate moment in hoisting the beautiful Sprint Cup championship trophy at Homestead-Miami Speedway.

That's why the late Benny Parsons reveled in his miraculous Winston Cup title in 1973 and why the likes of the departed in Alan Kulwicki still resonate volume and valor by those in the NASCAR community.

Wrecked machine that didn't stand a chance to return to the track in a tight championship battle? No matter, everyone loved BP so much, opposing teams aided the L.G. DeWitt group to rebuild a battered car into a crowned vehicle by the season finale's last moment.

Or how about the independent college graduate who truly went against all odds over those conglomerate operations, experiencing his crowning moment as the Cup titlist in 1992? That's the story of Kulwicki, who continues to be the finest example of a dreamer who imagines and succeeds.

So when November strikes and the Ford 400 has concluded, I hope you come to this conclusion: Everyone is a Sprint Cup champion.

And what makes you and everyone a Sprint Cup champion?

Heart and soul.

A Personal Note of Thanks:

When I look back at my previous articles, I see a lot of growing pains. There have been moments where I have felt that I hit all the right notes and some where I was just a tick off the pace in turn three, but steady off turn four.

One constant, however, is the support that has been given to me, ranging from you, the readers, to those who have my absolute love and care for supporting me and my dreams.

Acknowledging everyone who has given me their assurance and votes of confidence would possibly mean that I'd miss a name or two. I could not do that, because such support is equally meaningful to me.

I will say this to you all: for my previous 99 articles, I want to thank you, the readers, the fine staff and crew of Bleacher Report, Jayski, all my friends, and last but not least, my family, who have always waved the green flag for me to win the race in realizing my dreams.

To reach No. 100 is a personal accomplishment and a goal I had set from the moment I signed up for Bleacher Report last year.

It is a significant number to me that speaks volumes for you, the reader, who at the very least, comes by to check out my works.

There have been moments when I disappeared on hiatus or needed time away, but I can assure you that what always kept me going was knowing I was writing to the best group of readers ever.

I thank you all very much for standing by me, commenting, liking, and most of all, for just reading my works. That, to me, is why the Bleacher Report is truly the most incredible site for a writer and fan to "Come Together."

With some modified lyrics from a great Jackson Browne song, I say this: "Stay, just a little bit longer, I plan to write just a little bit longer."

Thank you all very much!

Clearing Up the Conundrum Called the '09 Chase for the NASCAR Sprint Cup

Rob Tiongson — Mon, 07 Sep 2009 23:03:39 -0400

For fans of Tony Stewart, Jeff Gordon, Jimmie Johnson, and Denny Hamlin, the only concerns they will have is if their driver will win this Saturday night's Chevy Rock and Roll 400 at the Richmond International Raceway.

After all, these drivers are locked into the 2009 Chase for the NASCAR Sprint Cup Championship.

Their teams can experiment with chassis set-ups, testing out different racing grooves on the track, as well as pushing the limits of their equipment to find out how much they can get out of their machines.

This may explain for some of the gambles that have been seen since Michigan, such as the No. 48 team running short on fuel for a victory at that two-mile facility or Stewart going for two tires in Sunday night's Pep Boys Auto 500 at Atlanta.

They were in position where they could lose some points and opt for victory, no matter the sacrifice when the box scores were released following the race.

On the contrary, drivers from fifth through 14th place are having a war of their own, fighting to make it into this year's Chase.

Carl Edwards, Kasey Kahne, Kurt Busch, Juan Pablo Montoya, Ryan Newman, Greg Biffle, Matt Kenseth, Brian Vickers, and Kyle Busch are all waged in a tremendous battle for a position amongst the top 12.

Although Edwards, Montoya, and Biffle have yet to score a win this season, these "Bubble Boys" are proven commodities in the sport.

Martin is the sentimental favorite of all the contenders, having been the bridesmaid on four different occasions in the final tally for the championship (1990, '94, '98, and 2002).

Each of these men have a unique story that brought them into contention for a Chase berth. Regardless of the results of the 400-lapper at "The Action Track," these teams should be proud of their efforts in distinguishing themselves from the rest of the field.

That said, missing the 12-driver field would be a huge blow and confidence crusher for any of these men.

After all, who goes into a season thinking, "Let's settle for 13th place in points?'

NASCAR, its drivers, and its teams could not have scripted a better script for one of the most dramatic races to unfold at the three-quarter mile Virginia quad-oval.

It would be the equivalent of seeing perennial contenders like the Indianapolis Colts, the New England Patriots, and the Denver Broncos all vying for a wild-card seed in a hotly contested AFC race in the NFL.

There's nothing like that last-minute rush to punch a ticket into the playoffs, or in NASCAR's case, a spot in the Chase for The Sprint Cup. Money, bragging rights, and a spot in history are all on the line, and adding a title would be the beautiful addition to a driver's resume.

Perhaps we might see one of these contenders "luck out" by the race's conclusion, pulling a "Jeremy Mayfield moment" from 2004, when the now-dogged NASCAR figure urged his way into the Chase by winning at Richmond.

Talk about last-minute preparation, Mayfield defeated stars like Kevin Harvick, Bobby Labonte, Kasey Kahne, and Jamie McMurray for the final position for the playoffs.

Jeff Gordon knows best about the highs and lows of the Chase, flirting for a title in 2004 and '07 with consistent, yet imperfect efforts to win the championship.

Gordon came just 12 points short for the title, finishing in third behind titlist Kurt Busch and runner-up and teammate Jimmie Johnson.

Three years later, Gordon found himself with a somewhat realistic but difficult chance at the title. Instead, he was bested by Johnson, but this time, for that coveted first position.

While the No. 24 team was the most consistent in 2007, it was how they performed in the Chase as opposed to the No. 48's efforts that ultimately cost "The Rainbow Warriors" their fifth (or in his fan's eyes, a sixth title) championship in a remarkable career.

Gordon and his crew have experienced playoff disappointment as well, having missed the cut in 2005 in a season that was problematic and chaotic in an otherwise mysterious year.

Despite being that year's Daytona 500 champion and a three-time winner at that point of the '05 season, his performances were only good enough for an 11th-place finish in the final rundown of the standings.

Ultimately, most observers will have their eyes on the "Bubble Boys," who have a lot more to lose than gain than the top-four drivers, who have locked the place into postseason play.

Carl Edwards, Kasey Kahne, Mark Martin, and Juan Pablo Montoya are probably the only drivers who, if ever, are in a position where they can have a minute mistake, but must finish the race to make it into the top-12.

These four have compiled a consistent, strong season, staying out of trouble for the most part to be within striking distance of clinching a Chase spot long before Richmond.

With that in mind, should these drivers, or for that matter, any of these contenders run into a problem like crash damage on the track, a pit road miscue, or equipment issues, it will be a bittersweet campaign for the remainder of 2009.

Edwards, Kahne, Martin, and Montoya can breathe a bit easier than the likes of Ryan Newman, Greg Biffle, and Kurt Busch.

Despite injuring himself last week in a game of Frisbee, look for Edwards to silence his critics with a victory in the final 10 races.

Kahne will continue to impress with a better late than never performance, while JPM may be the most aggressive of the trio, doing away with his "racing for points" tactic and shooting for checkered flags.

It may not be such an easy road to Homestead for Newman, Biffle, and Busch, who have to basically have the races of their lives to fend off the final two contenders and wild-card players.

While I leapfrogged Martin ahead of Busch, the No. 5 team has, for the most part, been a better team down the summer stretch than the Miller Lite group in terms of victories (four to one).

In a year where fans have seen experience pay off over youth and exuberance, Martin and the Kellogg's crew will probably opt for a safe finish into a top 10 position in the race.

Having seen his share of disappointments along with some fortune, the conservative route might be the best one for "Mr. Consistency."

Newman has returned into his title-contending ways, but the only variable that plagues this team is inconsistency.

"Rocket Ryan" has either been fast off the box or a totally lost driver at sea when the No. 39 car is off the truck, which basically dictates their performances on race day.

Team 39 will definitely make the Chase but they will certainly need to work on their race set-ups to legitimately contend with the likes of Stewart, Gordon, Johnson, Hamlin, Martin, Kahne, and Montoya.

While Kyle Busch has been the more visible brother of the Vegas duo, older sibling Kurt has experienced something of a resurgence in 2009, winning the spring race at Atlanta while staying in the top-10 in points all year long.

Maturity and a toned-down aggression have translated into a more polished Kurt Busch. Of the two "antagonists of the track," the elder brother will make the cut.

Realistically a long-shot but a formidable player for the Chase, Kurt will give the "Blue Deuce" fans something to talk about down the stretch.

No, I am not biased, although it may seem that way. Offering no apologies, Brian Vickers will be the final driver to make the Chase, beating out four-time race winner Kyle Busch and '09 Daytona 500 champ/'03 Cup titlist Matt Kenseth.

Call me crazy, because I will probably cause a ruckus in Cambridge, Wisc. and Las Vegas, but simply put, nobody has been more consistent and resilient in these summer months than Vickers and the No. 83 Red Bull Toyota team.

Led by crew chief Ryan Pemberton, whose older brother Robin knows a thing or two about contending for a title with Kyle Petty and Rusty Wallace, TRB has to be licking their chops for their hard-luck driver to finally make the Chase field.

Experience, hunger, and determination are some of the words to describe the No. 83 team's performances in the summer, with seemingly nothing stopping this third-year group from a strong finish and ultimately, a playoff spot.

Sure, Kenseth is the only other driver besides Johnson to make all the previous versions of the Chase, but Roush-Fenway Racing has not been as stout and strong like in 2008.

Perhaps it is the departure of Robbie Reiser from the crew chief spot to an organizational position following the '07 campaign, or simply hard luck costing the No. 17 team, but Kenseth might experience some Chase disappointment with his first non-appearance ever.

It's been chronicled by many writers and observers on various sites, but while Kyle Busch is a talented and remarkable young driver, his immaturity, along with the No. 18's mediocre finishes, have ultimately placed this 24-year-old leadfooter on the outside picture.

For the first time since his rookie year of 2005, Kyle might be racing merely for pride and wins rather than the Sprint Cup, perhaps toning down his flamboyant act to a degree in the process...as if that will happen.

Nevertheless, I look for Kyle Busch and Matt Kenseth to miss the Chase. They are definitely tremendous and elite drivers, but their '09 seasons have just not been good enough to make the playoffs and for a chance at that trophy.

As Billy Joel once sang, "You may be wrong, but you may be right," it will be interesting to see how the final chapters of the Chase field play out in the four-hour drama called the Chevy Rock and Roll 400 at Richmond.

NASCAR Chase Patrol: Kahne Digs It At Atlanta As Vickers Closes In For Top 12

Rob Tiongson — Mon, 07 Sep 2009 00:31:14 -0400

Richmond might be hosting some dramatic developments for the Chase contenders in next Saturday night's Chevy Rock and Roll 400 following the events of the Pep Boys Auto Parts 500 at Atlanta.

After all, it was home to Jeremy Mayfield's incredible victory that bagged the No. 19 team's spot in the inaugural Chase for The NASCAR Sprint Cup Championship.

It was where Jeff Gordon's inconsistent 2005 season witnessed its lowest point by missing the top 10 spot despite having three victories.

Tony Stewart's anger got the best of him in 2006, and that was not even during the race. Smoke's Chase efforts wrecked immediately after his primary car rolled off the hauler, crashing in turn two...during pre-qualifying practice!

However, Sunday evening's race at the Atlanta Motor Speedway may have gained itself a new reputation as the "House That Chase and Kahne Built."

Fans and competitors witnessed some interesting events at AMS, which have tightened up what is shaping up to be an already exciting race for those final, coveted playoff positions.

Kasey Kahne, who entered the night from the 11th position in the points race, helped his cause with a stout victory ahead of a seemingly rejuvenated Kevin Harvick and Juan Pablo Montoya.

With the K-Man's second victory of 2009, the 29-year-old Enumclaw, Wash. native leapfrogged up to sixth place in the championship standings.

Glancing over the top 10 finishers of the 500-miler, the usual Chase suspects lived up to their expectations, with David Reutimann and Brian Vickers making their presence known outside of the top-12 drivers.

That said, Kahne and Vickers have certainly boosted their chances of making the top-12, with the former just needing to have a solid day to book the No. 9 Budweiser Dodge team's ticket for title contention.

As for Vickers, the No. 83 Red Bull Toyota program may not be in the Chase, but they are certainly within striking distance to make it into postseason play (making Katie Stephenson very happy!).

Although Richmond is not exactly their strongest track, the Ryan Pemberton-led team could ruffle some feathers from perennial Chase figure Matt Kenseth and NASCAR's "bad boy" in Kyle Busch.

Sitting just 20 markers behind Kenseth, who finished 12th in a fading No. 17 DeWalt Ford, Vickers' night was salvaged despite a broken axle just past halfway in the event. Working diligently, the No. 83 crew was able to repair their machine in seemingly Cole Trickle-esque fashion (think Days of Thunder in the Daytona 500 race).

TRB's No. 83 entry was able to stay on the lead lap, beating the pace car on the track and eventually gaining positions by finishing in a stout seventh spot.

Sunday night's contenders saw some of the sport's budding stars fiercely competing against some of the series' struggling faces all going for a common goal: the checkered flag.

Harvick, whose No. 29 Shell/Pennzoil Chevy team has endured something of an off year, composed his best race of the 2009 season with a runner-up effort. It was not by luck or pit strategy.

Rather, Harvick and his fledgling Richard Childress Racing collective compiled an excellent effort altogether, with a car that was untouchable on the long runs.

For a moment, particularly in the waning stages of this race, it appeared as if Harvick was going to end his 95-race winless streak which dates back to the 2007 Daytona 500.

Instead, a late race caution by a spinning Clint Bowyer, a teammate to Harvick, effectively ended the Bakersfield, Calif. native's chances for a victory as his car did not respond well in a short-run, green flag period.

Nevertheless, the Pep Boys 500 had to be an encouraging sign for the RCR efforts, which needed a morale boost in a lost year for this staying power.

Juan Pablo Montoya was also in position to win Sunday evening's race, as he urged his No. 42 Target Chevy to a third-place run.

Using the same mount that nearly earned him victories at Indianapolis and Pocono, JPM padded his Chase position and distance between himself and 13th-place Vickers.

That said, when the circuit hits up the "Action Track," rest assured, anyone sitting between fifth to 14th position will still find themselves under the gun of Chase elimination.

From a multi-car collision, to mistakes on pit road ranging from a driver error, a miscue during a stop, or equipment ailments could cost these teams from competing for the coveted Sprint Cup trophy.

Until next Saturday night, Kahne and his No. 9 crew can revel and enjoy a remarkable victory not only from the winner's circle, but from their points position spot indeed.

Labor Day Of Love: Will The Atlanta Race Become a NASCAR Tradition?

Rob Tiongson — Tue, 01 Sep 2009 23:08:29 -0400

For NASCAR fans, Labor Day weekend has traditionally lent itself to the Southern 500 at Darlington Raceway.

Quite the irony, considering the three-day reprieve paying homage to diligent workers saw 43 drivers negotiating around a narrow 1.36-mile egg shaped facility.

By the race's conclusion, cars would obtain that famous Darlington Stripe, otherwise known as right-side damage in the form of a scratch or dent.

Tire rubs, crumpled up fenders, and the South Carolina heat were just some of the aspects of the race weekend.

Things changed in 2004 when "The Realignment" made its first rounds in the sport, immediately at the expense of two historical speedways in Darlington and Rockingham.

Darlington saw its Southern 500/Labor Day date moved to a chilly, November Chase spot while Rockingham lost its second event to the California Speedway, which replaced the holiday spot from "The Lady In Black."

Almost from the start, fans reacted in disbelief and dissension over the tremendously unpopular move.

While the sport was catering itself to larger markets like Los Angeles and Dallas-Fort Worth, a bit of its history was decaying like a well-loved restaurant changing its management and menu offerings.

Eventually, Rockingham was eliminated from the Cup series, becoming a testing facility for the NASCAR ranks and a premier facility to the ARCA and Hooters Pro Cup Series.

Texas Motor Speedway, located near Fort Worth, would gain Darlington's second date and play host to one of the final chapters for the championship in November.

Labor Day weekend racing, however, was like Saturday Night Live from 1995-'98: nothing more than just a name with an obscure face.

Despite the big market presence, the racing at Auto Club Speedway paled in comparison to the product delivered by the famed Darlington venue.

Imagine, if you will, seeing that lovable beast in your city destroyed for some corporate, elitist design that would even alienate the commoner from watching a game.

Think of how baseball shifted from the luscious green, playground-like stadiums to Astroturf-laden arenas that became eyesores in later years: total waste of time.

Whether it was the paltry fan attendance numbers or the incredibly unbearable Southern California heat of early September, the sport decided to shuffle some dates on the schedule for the 2009 season.

California was moved to a mid-October spot in what was essentially a trade with Atlanta Motor Speedway. The Hampton, Ga. facility was moved to Labor Day weekend, thus becoming the penultimate race before the Chase.

In the eyes of some enthusiasts and purists, the Labor Day tradition has been brought back to the "right region" in the form of the Southeast. However, this new date might merely serve as an audition for the survival of Atlanta's two races.

Should Sunday night's race be a tremendous or even moderate success, perhaps it will state its case for survival with the impending possibility of Kentucky Speedway joining the NASCAR Cup circuit.

Years ago, the thought of Atlanta losing a race date was absurd. After all, it was the fastest non-restrictor plate track and usually produced quality racing, with numerous lead changes and dramatic last-lap dramatics.

Its history was another factor of sentimentality. An "Underbird" in Alan Kulwicki triumphed with his ultimate glory in his brief, but illustrious career with the 1992 NASCAR championship, two legends paid homage to fallen heroes in 1993, and many photo finishes took place within this decade.

Bobby Labonte and Dale Earnhardt waged in a memorable duel in the final 10 laps during the 2000 Cracker Barrel 500, never separated by more than a mere fender.

Racing alongside or nose-to-tail to the checkers, their mounts reached the stripe separated by mere inches, with Earnhardt taking the victory.

A year later, the story was almost the same with different participants. Jeff Gordon and Kevin Harvick found themselves waging in a tremendous struggle, with both Chevrolet drivers playing mind games for the win.

Separating themselves from a "Daytona" like pack following the 10-lap-to-go mark, the No. 24 and No. 29 cars were seemingly equal, with the only question being this: Who wanted the win more?

Harvick's car had enough momentum to defeat the perennial champ, winning on an occasion that seemed fitting to their fallen hero in Earnhardt.

Carl Edwards and Jimmie Johnson also waged in a magical moment in 2005, with the "unknown" Roush talent besting the Hendrick contender for the trophy.

Fans can easily come up with their favorite Atlanta memory, and the case is clear: Atlanta deserves this new Labor Day date weekend.

Hopefully, it will always have two race dates to entertain old-time enthusiasts and new-school fans into watching an incredible sport competing in one of the most excellent facilities on the circuit.

Chase Patrol: Will Gordon's Summer of Discontent Result with Victories?

Rob Tiongson — Tue, 01 Sep 2009 08:38:25 -0400

As the Chase approaches, Jeff Gordon's 2009 season can go in two directions: either en route to a fifth NASCAR Sprint Cup Championship or down the road of disappointment and gloom in what has been, overall, a solid campaign.

Compared to last year's disappointment that saw no wins and a seventh place finish in points, 13 top-fives and 20 top-10s, the story of 2009 has been one of resurgence and ascension to prime form.

Most notably, fans of the 38-year-old will note how Gordon and the No. 24 DuPont Chevrolet team has been consistently been a contender to win races, unlike their sub-par 2008 season.

In addition, the four-time NASCAR Cup champion has clinched his spot in the Chase, leaving this Hendrick Motorsports unit in a position to go for wins at Atlanta and Richmond rather than opting for a conservative strategy for top-five finishes.

That said, the summer of '09 has not treated Gordon and his crew quite well. While observers may note that their struggles began in June at Dover, the first sign of troubles for "The Rainbow Warriors" came at Richmond in May.

Discussions about Gordon's back problems initiated and the critics and fans soon began to wonder if Four-Time's health would become a factor down the stretch for the title.

While the seasoned champ has repeatedly denied that his ailing back would impair his shot at winning races and the title, you can't help but wonder, at the very least, if it has distracted the No. 24 camp.

Dover was about one of the poorest showings displayed by the DuPont team in recent memory, looking hardly like the perennial contender as in years past for wins and front-runner finishes.

From a crash in the qualifying session to the May 31 race, it was an utter disaster no matter how even the most avid racing fan could observe.

Starting 42nd in a backup machine, Gordon could only muster a 26th-place finish at his sponsor's backyard. Daytona, Watkins Glen, and Bristol were notable disappointments, which traditionally have been their playgrounds—at least in the past.

There were glimpses of sunshine for the FireStorm crew. Witness:

Pocono may have seen a fourth-place effort by this group, but they were hardly in a position for a win at the Tricky Triangle. Still, the result was quite stellar when considering the fuel mileage drama toward the conclusion of that June 7 event.

Both races at Michigan were superb, logging in second-place showings at the Irish Hills speedway.

Meanwhile, the story of the road course season was one filled with tremendous question marks.

Sure, Gordon salvaged a ninth-place at Infineon, but Watkins Glen continued to be a "House of Horrors," crashing vividly with Sam Hornish Jr. and Jeff Burton for a 37th nightmare.

As for the story that was the Sharpie 500 at Bristol Motor Speedway, it was more of a horrible movie that had some flashes of hope culminating in a predictably atrocious ending with a 23rd-place finish.

With the NASCAR Sprint Cup circuit heading to the Hampton, GA track this weekend, there's only one thing in mind for Gordon: victories.

"That's really all we have to gain right now other than maybe a little momentum," Gordon said.

With the No. 24 team in a position to opt for an aggressive posture, Gordon added, "The wins would be great because we don't want to go into the Chase at a deficit in points and have to make up those points."

And why not?

Victories at Atlanta and Richmond would put the Gordon Express in a tie for third in points once the Chase starts at Loudon, N.H. Momentum would surely be in store if Team 24 pulls off a pair of aces at these facilities.

Both facilities have been favorable facilities to the DuPont Motorsports crew. However, both driver and crew are aware of this particular strategy: Win or bust.

In comparison to the first quarter of the racing season, Gordon and company hardly look like the fierce competitors that were unleashed from the get-go at Daytona.

Save for the rain-shortened finish that saw them come home in 13th spot, the black, red, and yellow Chevrolet finished amongst the top-10 in six consecutive races, including a long-overdue triumph at Texas Motor Speedway in April.

Some may say that their poor showing at Phoenix was the initial signs of the summer of discontent. Others may point out to their early Talladega wreck, in which the native Californian took a beating in the Pepsi Challenger mount.

Whether the competition has improved and/or the No. 24 team has failed on making its cars adjustable throughout the race, answers must be found now before it enters the Chase merely as a "run-in."

Sunday night's race at Atlanta may be an elixir for Gordon, as his team's intermediate speedway program has been consistently on a tear. Just how excellent has the DuPont team been at these high speed tracks?

Their poorest finish was a 14th-place result in the rain-shortened 600-miler at Charlotte. Not too shabby for a team that looked lost at these tracks in 2008.

Returning to the venue where they rallied home to a runner-up finish in the Mar. 8 running of the Kobalt Tools 500, the Pep Boys 500 might be the medicine to cure not only an ailing back problem for Gordon, but a cure to wash away those summer blues.

A points lead may be out of the question should Kyle Busch make the Chase. Wins in the next two races, however, are not out of the cards.

Flying High With Wings: Brian Vickers Captures Long Awaited Second Win

Rob Tiongson — Sun, 16 Aug 2009 22:45:28 -0400

While it is one of sport's most-overused sayings, Henry Russell "Red" Sanders' motto, "Winning isn't everything...it's the only thing!" truly applies to 25-year-old Brian Vickers, who captured Sunday's CarFax 400 at Michigan International Speedway.

Following years of relative obscurity, trying to position himself as a weekly race contender with Team Red Bull, his career struck some growing pains of 2007 to parts of '08.

This time, the Thomasville, N.C. native's patience was finally rewarded in grand fashion.

Perhaps serving as a day of "upsets" or incredible victories (with Y.E Yang besting weekend-long leader Tiger Woods for the PGA Championship), Vickers out-fueled perennial race-leader Jimmie Johnson, June race winner Mark Martin, and former mentor Jeff Gordon to the checkers.

"I've got to tell you, when you're coming to two to go, I'm still sweating bullets, no matter how much confidence you've got," said an elated Vickers from Victory Lane (per AP Sports Writer Chris Jenkins's article).

Referring to Vickers' trust in crew chief Ryan Pemberton and his No. 83 Red Bull Toyota crew, the '03 Nationwide Series champion has often seen his share of victory opportunities slip by the wayside.

Be it a tire problem, a lackluster final pit stop, or fuel/equipment issues, BV seems to encounter a late-race issue when he is in contention for a win.

Pocono and Michigan have often been Vickers' showcase for that second victory, leading laps or running in the front in his blue No. 83 Toyota, pacing along in contention when another driver or a circumstance outstages his outstanding day.

This time, the cards were finally played right by the Tar Heel ace, elevating the No. 83 team to 13th in points, just 12 points from the 12th and final coveted Chase seed occupied by Martin.

The victory raised the issue of Vickers' future once again, with a contract that has yet to be renewed by sponsor Red Bull in Austria.

With the victory on Sunday, Vickers may have solidified his case as to why TRB ought to re-sign his talents for a multi-year, lucrative deal.

Vickers led for only 12 laps, including the final three when deja vu played out for Johnson and his No. 48 Lowe's Chevy team.

Pacing the field for a race-high 133 trips, it appeared as if the three-time defending Cup champion was going to capture win number four of the year.

Instead, Johnson found himself sputtering to the finish yet again, stymied another time by the fuel mileage game.

As you could imagine, JJ was none too pleased with yet another "Michigan Mulligan," which relegated him to 33rd in the race and third in points, behind leader Tony Stewart (who finished 17th) and teammate Jeff Gordon (who finished second once again).

"Certainly frustrated," Johnson said. "We've won one race on fuel mileage ever."

Technically, Three-Time has captured a trio of fuel mileage wins (both Loudon races in 2003 and last year's spring Phoenix race), but the point made was one of frustration and bewilderment.

Nevertheless, Sunday produced a fresh face in the winner's circle, with the Race to the Chase truly heating up in the final three events before "playoff time."

Basically, the top three virtually assured of a Chase berth. Meanwhile, fourth position on back could see some great shuffling between Bristol and Richmond.

Do these Chasers opt for the safe, conservative game plans or risk it out for victories?

Even if you are Johnson or Martin, nothing is impossible in terms of a gamble going astray.

However, the stars finally aligned themselves for BV, whose confidence has to be at an all-time high and proving to some fan bases that he can legitimately win a Cup race.

Based on Vickers' incredible triumph after three years of frustration, anything goes in the world of the NASCAR Sprint Cup Series.

And with Bristol Motor Speedway on tab for next Saturday night's Sharpie 500, it could make for one wild summer night with tempers and sheet metal flying astray.

NASCAR Then & Now: Tomorrow Never Knows for Jeff Gordon in '96 (Pt. III)

Rob Tiongson — Sun, 16 Aug 2009 13:49:32 -0400

Once laden with grimaces and disappointment, Jeff Gordon suddenly found many reasons to smile in 1996.

After a rough start to the season, Gordon's championship defense gained tremendous momentum with five consecutive top-three finishes in the first seven races of the year.

Shaking off poor finishes at Daytona and Rockingham, the defending NASCAR Winston Cup titlist was on a tear, reeling off a trio of victories in Richmond, Darlington, and Bristol, a runner-up at North Wilkesboro, and a third-place finish at Atlanta.

As a result of their immediate resurgence, the No. 24 DuPont Automotive Finishes Chevrolet team found themselves from 42nd to a sixth in points, 93 points behind Dale Jarrett.

It was as if Ray Evernham and the '95 champs turned on the "On" switch with their performance, taking no prisoners with their ascent back to the upper echelon of the title chase.

Still, 24 races were remaining and every competitor knew that the champion was not crowned in the blooming month of April. However, momentum and agendas would be determined during the next six races.

Martinsville, Talladega, Sears Point, Charlotte, Dover, and Pocono were on the cards, with the trend going from short track racing to super speedway action mixed with a little road course flavor.

Teams would evaluate their performances, pondering their chances for Cup glory. In the case of Gordon and company, a string of poor results would destroy any progress made from winter's waning days.

Race No. 8: Goody's Headache Powder 500 at Martinsville Speedway
Martinsville, Va.

With points, victories, and stellar finishes up for the taking, the NASCAR Winston Cup tour flocked to Martinsville, Va., for the final short track race of the first half of the season.

April 21's Goody Headache Powder 500 at the tiny, paper-clipped, 0.526-mile Martinsville Speedway was probably a welcome sight to the Cup contenders, as in "Thank the Lord we won't have to race at these tracks for the next four months!"

Qualifying was quite the unique story for that race weekend, with Ricky Craven capturing his first career Busch Pole Award behind the wheel of his No. 41 Kodiak Chevy.

Another surprise on Friday was shotgun rider Kyle Petty, longtime driver of the No. 42 Coors Light Pontiac Grand Prix ride.

Other notables included Lynchburg, Va., native Stacy Compton in ninth (who would establish himself as quite the Truck racer in '97-beyond) as well as longtime staying power Dave Marcis, known as the man with the wingtip shoes.

Meanwhile for Gordon and his No. 24 team, it was a somewhat disappointing session, placing in 13th out of 36 cars. Not bad, but not exactly the effort that the DuPont crew was looking for a good start on Sunday.

When Sunday arrived, so did those unexpected front row starters, pacing the field for the first 95 laps. Craven led the opening 28 trips with Petty pacing the field for 67 laps.

Unfortunately for Craven and Petty, their encouraging starts would translate to somewhat disappointing afternoons, finishing 12th and 30th, respectively.

Rusty Wallace stormed his way to the front from the fifth position, piloting his No. 2 Miller Ford Thunderbird for the next 128 circuits.

Staying thick in the hunt for another victory in '96 was the familiar Rainbow Warrior colors of the DuPont Chevy, preying "The King of the Short Tracks."

Save for brief "interruptions" by Dale Earnhardt, Terry Labonte, and Ernie Irvan, the 500-lapper was the "Wallace and Gordon Show," serving as one of several occasions that pitted these two stark leadfooters on the short tracks of NASCAR.

Both combatants led for a combined total of 375 laps, virtually racing in the front for 75 percent of the event. Talk about dominance on these smaller venues.

Ultimately, Wallace would best Gordon to the checkers, with the defending champ fading late in the race to a third-place finish as Irvan worked his way around the Californian in the closing 15 laps.

Although Gordon lost the battle, the war was starting to favor "The Kid," leapfrogging four spots in the title chase to second place, just 76 points behind new points leader Earnhardt.

Jarrett, who had a heckuva day from a 29th starting spot, salvaged his struggles with a 12th place effort, although he would relinquish the Cup lead and fall back to third, 82 markers behind "The Intimidator."

Race No. 9: Winston Select 500 at Talladega Superspeedway
Talladega, Ala.

Things would truly start to scramble hectically when the series raced their way on the 33 degrees of banking at the 2.66-mile Talladega Superspeedway for the April 28 running of the Winston Select 500.

This mammoth facility played a pivotal role in the championship in its traditional two races, serving the role as (sorry, Frank Thomas!) "The Big Hurt." (The 1996 DieHard 500 will be covered in Part IV.)

Never mind the fact that it was an all-Robert Yates Racing front row for the race, or that infrequent racers Jeff Purvis and Mike Skinner qualified sixth and seventh, ahead of perennial front runners Gordon (11th), Terry and Bobby Labonte (13th and 14th), Earnhardt (16th), and Mark Martin (37th).

Disregard the fact that it was the second of four races that made up the Winston Million bonus, eligible for any driver who won three of NASCAR's crown jewel events (Daytona 500, Winston Select 500, Coca-Cola 600, and the Southern 500).

Let it be known that the spring race at Talladega shook up the Cup racing scene for many years, perhaps more than realized at the time of this memorable event.

Reason No. 1

Bill Elliott, who was having a solid season in '96 in the 10th spot, experienced one of his career-worst accidents on lap 77.

Racing mid-pack, Elliott's No. 94 McDonald's Ford launched airborne, flying nose-ward on the grass portion of the backstretch. His car never flipped over, but nevertheless, made a rough landing on its nose, crumpling up the front fenders and its driver.

Elliott would suffer a broken leg in the solo crash, an injury that would hamper "Awesome Bill from Dawsonville" for the better part of his late career.

Although he would return to Victory Lane in 2002-'03, the 16-time Most Popular Driver would take some time to recover the confidence he had as one of the gunslingers of the sport.

Reason No. 2

Gordon, who battled his way from 11th to the lead (for 18 laps), would make an ill-advised move on lap 129 as he attempted to draft his way to the front pack.

Misjudging his fender clearance between himself and the No. 6 of Martin, the two drivers tangled on the short chute leading into turn one, causing their cars to break loose and out of control.

Spinning helplessly, Martin and Gordon's machines became road blocks for their competitors behind them, as cars were endlessly collected in a tremendous, horrifying accident.

Martin's hood sheared off his Thunderbird, with front clips and components scattering all over the corner with contenders taking a beating in the points as well as physically with their bodies.

Even more frightening was Craven's role in the crash, as his car flipped on its roof, shooting across the apron of turn one toward the catchfence separating the racing surface toward the boundary of the track and the grassy forestland.

In all, 13 drivers were involved in the inevitable "Big One," either having their days cut short or returning to the track with damaged goods for points.

The End Result of 'Dega

Upon reflection, this accident, along with the early season DNFs at Daytona and Rockingham, would haunt Gordon for the long-haul of '96, although it would not be so transparent in late April.

As a result, the No. 24 team, despite their repair efforts and Gordon's drive in a battered machine, would finish 33rd, dropping to fourth in the points race, 177 behind Earnhardt.

Meanwhile, Sterling Marlin, who had been something of a master on the restrictor plate tracks, urged his Kodak machine to a resounding victory over Jarrett, Earnhardt, Terry Labonte, and Michael Waltrip.

Talladega greatly put a skid to Gordon's momentum, with a costly move by the young gun that wiped out 12 other drivers from his misjudgment.

His accident would take the No. 24 team some time to recover, although it was not in the manner of Elliott and Craven's cases.

Race No. 10: Save Mart Supermarket 300 at Sears Point International Raceway
Sonoma, Calif.

With Elliott on the sidelines and Craven battered and bruised following their spills at Talladega, the 300-kilometer event at Sears Point took on an unusual look for the fans and teams.

Tommy Kendall, a renowned sports car and road course driver, was tabbed to drive the No. 94 for Elliott-Hardy Racing while Dale Earnhardt Incorporated/NASCAR Craftsman Truck racer Ron Hornaday Jr. stood by for Craven's No. 41 ride.

As for the race, Gordon found himself in position, yet again, to capture win number four of the year. Instead, he reverted to his mistake-prone ways of Talladega, spinning his tires on a late-race restart while leading the field down to the first two turns.

Driver 24's error costed him a victory as well as five spots, finishing the day in bittersweet sixth place, losing 20 points to points leader Earnhardt.

Wallace went on to win the race, with Martin, Wally Dallenbach Jr., Earnhardt, and pole-sitter Labonte trailing the Miller ride.

Race No. 11: Coca-Cola 600 at Charlotte Motor Speedway
Concord, N.C.

Nothing says Memorial Day weekend for NASCAR fans better than the Coca-Cola 600 at the 1.5-mile Charlotte Motor Speedway, a race testing the durability of a driver, team, and equipment.

Who needs Man Versus Nature when you could tune into the four hour, epic 600-miler with NASCAR's best drivers shooting for the $160,000 (and more) award?

Unique to other racing events on the schedule, CMS hosted Busch Pole qualifying night on Wednesday, May 22.

For the third straight year, Gordon drove his mount to the pole with an average speed of 183.773 mph, with Craven starting alongside his racing friend.

Cup title challengers Labonte, Jarrett, and Earnhardt placed fourth, 15th, and 20th, with the No. 5 team starting within closing distance of his youthful teammate.

As for the race, carnage and drama spelled out the name of this particular game. From the usual moderate amount of lead changes to the pathetic amount of lead lap cars by the night's end, the 600 did not disappoint.

More memorable than Jarrett scoring a tremendous 11.98 second victory over Earnhardt, Labonte, Gordon, and Ken Schrader were the two big wrecks which saw their share of SportsCenter exposure that evening.

On lap 155, a restart was botched by the hands of Ted Musgrave, whose No. 16 Family Channel/Primestar Ford T-Bird had some mechanical ailments that bottle-necked the pack into panic mode.

Suddenly, the cars trailing Musgrave had to decide whether to dive on the inside or maneuver around the sputtering white and blue Roush Racing car.

Petty, who had little time to check up with the No. 16's problems, made incidental contact with the Ford, sending Musgrave right into the middle of the lead pack.

Initially making contact with '95 600 winner Bobby Labonte, Musgrave's machine was devastated by multiple machines, involving Wallace, Martin (who somehow snaked his way out of the mess), Hut Stricklin, Lake Speed, Dick Trickle, Johnny Benson Jr., Robert Pressley, John Andretti, and Joe Nemechek.

For Petty, despite his "honest mistake," was summoned by NASCAR to sit in the "penalty box" for five laps, cited for rough driving.

Adding insult to injury, team owner Felix Sabates unleashed a verbal tirade against the Winston Cup officials in an attempt to plead their case to no avail.

Consequently, Petty was tacked on additional two-lap infraction, effectively ending their hopes for a great finish in a race won by the second-generation driver in 1987.

Keep the Petty incident in mind, as a colorful story will result from this controversial call and reaction by both parties.

However, the big accident that night involved Craven and Benson, racing out there for points and respectability.

As Benson's car slid and smacked the outside retaining wall between turns one and two, his No. 30 Pennzoil Pontiac slid down the 24 degrees of banking, immediately making contact with an unlucky Craven.

Likened to an incredible explosion, sheet metal was ripped apart from both machines, with Craven's Kodiak Chevy's right side completely torn off, exposing the roll-cage compartment.

Benson's machine was a total loss, with its rear clip obliterated and its front end mashed in like a botched nose job.

Fortunately, both drivers would escape the harrowing incident with nothing more than their breaths knocked out of them.

As for the spoils, those belonged to Hickory, N.C.'s Jarrett, collecting victory number two of the year. Jarrett positioned himself for a shot at the million bucks for the No. 88 Quality Care Service/Red Carpet Lease Ford at Darlington in September.

Team 24 had a respectable showing, leading 101 laps but fading from the pole to a fourth place showing, losing an additional ten points to Earnhardt. Gordon remained in fourth, however, 197 behind "The Man In Black."

Race No. 12: Miller 500 at Dover Downs International Speedway
Dover, Del.

Perhaps discontent with their somewhat disappointing finish at Charlotte, Gordon announced his presence as the defending Cup victor by scoring the pole for the Jun. 2 running of the Miller 500 at Dover (154.785 mph).

Surprisingly, Trickle grabbed the outside pole for the No. 19 Healthsource Ford team run by Tri-Star Motorsports, infamous for winning the number one qualifying spot in the '94 Daytona 500 with Loy Allen Jr.

As for Gordon's challengers, teammate Labonte along with nemeses Earnhardt anrd Jarrett started fourth, 14th, and sixth.

Making the publicity trails on that late spring afternoon was the Petty/Sabco team, which arrived at Dover decked out in a black, red, and silver scheme, similar to the No. 3's famous Goodwrench colors.

Sabates, openly protesting with NASCAR's penalties from the previous race at Charlotte, took a stand against "the man." By racing with an Earnhardt-like car, Sabates felt that even the Kannapolis, N.C. native would "get away with" their mistake simply because he was, well, Dale Earnhardt.

For your information, the newly-designed Coors Pontiac finished 18th, four laps off the pace after starting in 15th spot.

Focusing on the title subject, it looked like Gordon was going to compete just for a win with little to no points progress made, as the Nos. 3, 5, and 88 cars ran right along with the DuPont Chevy.

Jarrett would run into some misfortune on lap 360, crashing alone along the backstretch of "The Monster Mile."

While the diligent Yates team repaired their battered mount, DJ would have to settle for a 36th place DNF by day's conclusion.

With Jarrett sidelined, the attention turned toward the front of the field, as Gordon, who led for 307 of 500 circuits, urged his way to his elusive fourth win of the '96 season over Terry Labonte, Earnhardt, Irvan, and Bobby Labonte.

What made the victory even sweeter for Gordon? It happened to be his second consecutive trip to the winner's circle at this concrete beast, right in the backyard of DuPont's headquarters in Wilmington.

Though not picking up a bunch of points, the No. 24 team climbed up to third in the chase, 182 behind Earnhardt, but just 46 markers from "The Iceman" in second place.

Race No. 13: UAW-GM Teamwork 500 at Pocono Raceway
Long Pond, Pa.

Whether or not Gordon's team circled the date on Jun. 9, 1996 is yet to be known. But for any Gordon or NASCAR fan, the spring Pocono race irked some bad memories for the No. 24 team.

Leading late in the going of the '95 UAW-GM Teamwork 500, Gordon infamously missed a shift, effectively handing the victory over to teammate Labonte, while relegating himself to a 16th place nightmare.

Living by their mantra of "Refuse To Lose," Gordon and Evernham were on an absolute mission with qualifying, grabbing their third consecutive Busch Pole award with a speed of 169.725 mph.

Once again driving a stout, dominating Chevrolet, Gordon led for 94 laps en route to win number five of 1996, beating Ricky Rudd, Geoff Bodine, Martin, and Bobby Hamilton to the stripe.

His title challengers in Earnhardt, Labonte, and Jarrett had somewhat inconsistent finishes, placing 32nd, seventh, and 38th for the final tally.

Earnhardt's horrible finish, attributed to an expired motor on lap 135, allowed for the points race to truly tighten up substantially.

Labonte and Gordon were only 52 and 64 markers from taking the points lead away from Earnhardt, with a race-margin over fourth place Jarrett in the championship battle.

Looming ahead for Gordon and the Winston Cup boys included Michigan, Daytona, Loudon, Pocono (again, yes), Talladega, and Indianapolis.

Save for New Hampshire, the Cup gang were going to take it to Warp Nine (for you Trekkies) on not only the speed, but the dramatics on the track.

Sitting content in third, would Gordon capitalize on his opponents' struggles while maintaining their torrid consistency from round three?

Find out in Part IV of Tomorrow Never Knows, when we look back on the next six races of the memorable 1996 NASCAR Winston Cup Series season.

Why Danica Patrick Is Actually A Bonafide Racer (And Needed In Racing!)

Rob Tiongson — Fri, 14 Aug 2009 23:27:27 -0400

Danica Patrick is arguably one of the prominent faces of the IndyCar Racing Series as one of the most popular drivers with fans internationally.

It seems like anywhere you go, even the most indifferent of motorsports enthusiasts know who she is, with countless articles and photo shoots in numerous publications.

Despite her much acclaimed debut victory last year at Twin Ring Motegi in Japan, controversy and the gender battle controversially follows her much like the rest of her male competitors on the open wheel circuit have been doing in 2009.

Fifth in points in this year's IndyCar championship race, beating many of her male like teammates Marco Andretti and Tony Kanaan as well as competitors in Dan Wheldon, Graham Wilson, and Justin Wilson to name a few?

Not good enough.

Nine top-10 finishes, including a season-high finish of third at Indianapolis, her all-time best showing at The Brickyard?

Just a pretty face lucky to be driving for the best team in the series.

How about the fact that she's been considering making the jump to the NASCAR circuit?

Good luck being schooled by them Southern boys, mon amie.

Well those critics and pundits, as well as the beleaguered sexists who believe that racing is strictly a man's sport ought to realize what year we live in, as well as the century.

I can just hear some readers grumbling how this is yet another fluff piece of a male writer sticking up or defending female racers.

Man, they buy their rides! We guys can't do that!

She's just a pretty face, as are most of these other girl drivers.

Perhaps this is one of my lame attempts to support Patrick, because it isn't new information or shocking news that she's considering the transition to the NASCAR scene.

However, she may be just what the sport needs amidst the controversies clouding the sport right now.

From the Mayfield drug test saga to the mediocre racing produced by the COT, NASCAR could use an injection immediately to bring the fans into the grandstands of its tracks.

So the question is, why does motorsports need Danica Patrick? And ultimately, why does NASCAR need her?

Undeniably, Patrick will bring in major endorsement packages to the team lucky enough to acquire her talents, and there is plenty of that with the 27-year-old Beloit, Wisc. native.

Some liken her competitiveness to an "old school" Tony Stewart (Did I just call him that?), often riled up and not shy to speak her mind when misfortune finds her at any given point during a race weekend.

To some men, that is a sign of weakness. Personally, I find that hypocritical since guys who hide their emotions are truly weak.

I'd ask my male readers to raise their hands if I asked them if they've ever cried, but I'm sure it'll be a resounding consensus of silence with that poll.

Besides, how many times have we seen the likes of Stewart, Jeff Gordon, Kyle Busch, or even someone cool-headed such as Jimmie Johnson lose their cool after a race?

There's no question that Patrick's career has advanced majorly since 2007, the year she joined the Andretti Green Racing faction.

It has to help that she's teammates with the likes of Marco Andretti, Tony Kannan and Hideki Mutoh.

Seen as the top team of the series, a la Hendrick Motorsports in the NASCAR Cup ranks, the argument has been made that if Patrick were to drive for a far-less superior competitor, her successes would be far and few in between.

I'll ask you this: does anyone remember how she fared when she drove for Rahal Letterman Racing in 2005-'06?

They were not exactly the best team in IndyCar, often bested by AGR, Target Chip Ganassi Racing, and Penkse Racing.

In spite of her equipment being inferior to the likes of Helio Castroneves, Wheldon, and for a time, Sam Hornish Jr., Patrick proved she was a bonafide racer, holding her own with finishes of 12th and 9th place in the championship standings.

It takes a real racer to even put up the results tallied by this sensational driver, and the fact that she's in the top-five in this year's title chase is simply remarkable.

While a victory in any of the remaining four events would aid her cause in silencing her critics, a consistent finish down the stretch just might be the answer for Patrick's career direction in 2010 and beyond.

Some feel that Patrick is not a legit racer since she has never won on a road course, which have become the commonplace in the once oval-exclusive IndyCar tour.

Aug. 23's Peak Antifreeze & Motor Oil Indycar Grand Prix of Sonoma County at the 2.52-mile, 11-turn Infineon Raceway may just be her golden opportunity to finally capture her second career win and her first on these ambidextrous facilities.

An IndyCar title may not be in the cards for Patrick, although a solid showing and placing in this year's season will go a long way's in solidifying her legitimacy as a genuine, all-out racer.

Patrick is not only one of the best female racers of all-time, but she's a damn respectable leadfooter who's not afraid to mix it up, no matter the circuit and battle for position on the track.

Ultimately, nobody can take away nor tarnish Patrick's accomplishments.

Based on the way she composes herself, whether at an award ceremony or behind the controls of her No. 7 Boost Mobile Honda/Dallara machine, chances are, you're witnessing one of the most bonafide racers of any era.

Dropping The Hammer: A Preview of The Carfax 400 at Michigan

Rob Tiongson — Fri, 14 Aug 2009 20:44:37 -0400

Jimmie Johnson was like the teenaged boy who was having about the most perfect date on a summer night with the cutest girl in the neighborhood when the NASCAR Sprint Cup Series last competed at Michigan.

We'll call this boy Jimmy just so we won't confuse the two men from their experiences (and perhaps expose a story about Mr. Johnson himself!).

He wore a really nice outfit, said the right things, took her to a wonderful restaurant, promised to buy her Beatles: Rock Band, and got ready to take her back to her house.

Suddenly, his car ran out of fuel at a place far from the nearest gas station in the town, and you could pretty much start the sympathy game for this poor young chap.

Shannon got upset at Jimmy because she would be getting home late from their date, prompting her to dump the young man right on the spot.

From the most wonderful night of his life to the most abominable of experiences, Jimmy would move on from that date, becoming a successful musician and the manager of a illustrious rock band.

And life was fine afterwards...

The end!

Well, in the case of Johnson, he was dominating the Lifelock 400 two months ago, just three laps away from capturing his third win of the 2009 season.

Despite leading for a race-high 146 laps, Johnson's No. 48 Lowe's Chevrolet ran out of fuel, sputtering to the finish to a disappointing 22nd place result.

Since that heartbreaking race at the Brooklyn, Mich. facility, Johnson has averaged a seventh place finish, including a victory at Indianapolis.

Along with Denny Hamlin and the No. 11 FedEx Toyota team, Team 48 has been the consistent threat on the tour, showing flashes of the group that has won the past three Sprint Cup championships.

While some drivers are vying for a spot in the Chase, Johnson and his crew will be seeking for redemption at MIS in the Carfax 400 (Live, Sunday at 2 p.m. EDT on ESPN) .

In his previous 15 starts, the El Cajon, Calif. native has collected two top-fives and six top-10s at the two-mile speedway.

Besides the road courses and Bristol Motor Speedway, it is safe to say that Michigan
"owes" one for Johnson.

His story is one of 42 that will be followed all weekend long from the lucious Irish Hills at this beautiful facility.

How will Jeff Burton, Jeff Gordon, and Sam Hornish Jr. fare following their grinding, tremendous crash at Watkins Glen?

Will Tony Stewart continue his summer streak with win number four on Sunday?

What about the drivers on the bubble, from seventh place Juan Pablo Montoya to Matt Kenseth, who sits in the 12th and final spot in the Chase?

Is Kyle Busch going to bounce back from his summer of discontent with a strong finish?

All those, along with the typical fuel mileage drama, are some off the storylines to watch with this Sunday's Carfax 400.

Drivers To Follow

Mark Martin has got to be thrilled that the circuit is heading back to Michigan, having won the June race after teammate Jimmie Johnson fell out of contention with a sputtering gas tank.

Other than his win at Chicagoland, it has been an inconsistent seven race stretch for the best driver never to win a championship.

Martin has fallen from a comfortable top-ten position to suddenly finding himself on the cusps of losing a chance at the glorious Cup trophy.

That said, their summer skid should end at Michigan with a strong run and finish, as the No. 5 Kellogg's Chevy traditionally performs well at this wide, smooth track.

The ageless wonder leads all active drivers with five wins, giving him the "Next Best Pick" for you Fantasy Racing owners and players out there.

There's a reason why Michigan is called the "House of Roush," as his drivers have combined to win six times in the past decade.

You cannot go wrong with Greg Biffle, Carl Edwards, and Matt Kenseth, who are customary frontrunners at the manufacturer's backyard.

Biffle and Edwards might be more apt to go for the win, whereas their teammate Kenseth might opt for the conservative, safe top-10 finish to solidify their chances for the Chase.

Tony Stewart may have only one win at this track, coming back in June of 2000 in a rain-shortened 400-miler, but he is a consistent frontrunner, logging in nine top-fives and 14 top-10 finishes in 21 starts.

With his Chase seed locked up, the No. 14 team can experiment with any element of their set-up before the games really matter come mid-September.

Perhaps this Sunday's race as well as the month-finale race in Atlanta will serve as a barometer to Smoke's performances down the stretch.

Why so? Because Michigan and Atlanta are quite similar to the other tracks comprising the Chase like Charlotte (Sorry, Lowe's), Texas, and Auto Club Speedway.

Other dark horses include Kasey Kahne, who has that June '06 victory to his credit, along with Brian Vickers (another driver that Michigan "owes" a win to), Martin Truex Jr., and Juan Pablo Montoya.

Rob's Rant...

Anyone fed up with the way Mother Nature has played a role with this year's races? I don't know about you, but having races on Mondays is about the biggest tease since Monday Night Football. Way to go, rain, way to go!

Kidding aside, I was a bit shocked that NASCAR did not opt to utilize the rain tires.

Yes, the results at Montreal last year were an utter disaster, but with more exposure to the tires and paraphernalia necessary to run in the rain, these competitors would probably have the driveablity out there like us road warriors.

While I am not the biggest Dale Earnhardt Jr. fan, I was quite pleased to see him taking a stand against the powers of NASCAR.

Arguably the face of the sport, despite his limited success in recent years, his comments serve notice to how mind-boggling and mediocre the races have become with the Car of Tomorrow.

Like I said in my article a few days ago, I applaud NASCAR for building and implementing the COT with its safety features.

It quite possibly saved the lives of Jeff Burton, Jeff Gordon, and Sam Hornish Jr. at most, and at the very least, spared them from serious injury.

But as Earnhardt Jr. pondered, perhaps NASCAR should allow the teams to tweak up their cars such as the case with their predecesor vehicle.

And yea, I'm going to put on my DuPont Motorsports cap on here, but for those who think that Gordon ought to retire, reconsider your thoughts and statements very carefully.

Danger is a part of the game and the risk of death is possible at any given moment Four-Time climbs into his DuPont Chevrolet, be it a practice session, qualifying round, happy hour, or the race itself.

That said, every great driver has that "Slumpdog Millionaire" of a struggle during the season, lasting from a race to perhaps a five race portion. It is during this period where we find out just how talented and resilient a team is under adversity.

If any team out there knows how to handle the highest of times and the lowest of moments in NASCAR racing, it's that No. 24 crew and Gordon.

Enjoy the race, wherever you are!

Why Fans Will Always Love NASCAR (Even If It's Not Your Daddy's NASCAR)

Rob Tiongson — Wed, 12 Aug 2009 09:36:58 -0400

Like any other sport, NASCAR has its cast in each of its 36 performances with the drivers, crew members, officials, and media.

Each of these characters, if you will, have certain roles to fulfill much in the vein of a Broadway play.

For instance, Kyle Busch is supposed to be the antagonist to the current guard of this particular racing series, often chastised for his antics during any given race weekend.

Mark Martin is the media's darling of a man defying Father Time. Whether fans choose to embrace his image or not, this 50-year-old sentimental favorite has been quite the story of NASCAR in 2009.

Jeff Gordon is the polarized legend who once represented the great change of the NASCAR of the past, which was once a gritty, hard-nosed, Southern circus.

What's NASCAR today? It's Madison Avenue on wheels, speeding around the high banks of Daytona and Talladega at nearly 200 miles per hour.

Fortune 500 companies are represented on 3,400 lb. machines on America's finest race courses. Admit it, seeing Mars Candy's M&M brand compete alongside the likes of DuPont, Miller Brewing Company, or Procter & Gamble's Old Spice deodorant line is quite a unique experience.

Drivers look like B-star models with groomed looks, tailored uniforms, and polished speeches that almost lack the vividness and character that was once prevalent in this racing series.

Hell, even the cars hardly resemble the machines our daddies watched with wonder and amazement.

Not so long ago, Detroit's automobile industry was represented on the track with steel chariots that resembled the Chevrolet Monte Carlo, Ford Thunderbird, or even the dreadful Dodge Magnum.

Even if the bumpers weren't truly chrome or the cars lacked an air conditioning system or an AM/FM radio unit, these vehicles could fool even the most avid of car enthusiasts.

Today, save for the decals and driver/team association, stock cars hardly resemble their counterparts on the streets.

Can you honestly tell the differences of the Chevrolet Impala SS, Ford Fusion, Dodge Charger R/T, or the Toyota Camry?

I won't even get started on how despicable the current cars look with their wings and front splitters.

My point is, with all the complaints we have about the state of NASCAR, it's always going to be loved by the fans.

Now before you say, "Rob, thanks for stating the obvious (like you have in your past 90 articles)!," consider the following:

Sure, the Car of Tomorrow is one ugly looking piece of...you-know-what, but it has done wonders in lessening the devastating injuries that Cup drivers could have experienced in the past three seasons.
It's made the playing field of the sport so close, you'd feel like you're suffocating from awesomeness (or in the drivers' case, real estate).
Longevity is the name of the game as far as the health and medical mindset goes with the participants of the sport.

Am I going cynical? Is someone giving me NASCAR's wonderfully shaded glasses that are officially endorsed by the powers that be of Mike Helton and the France family?

Not really.

However, the COT did its job once again over the weekend at Watkins Glen. Gordon, Jeff Burton, and Sam Hornish Jr. were involved in a grinding crash that devastated their multi-million dollar machines.

While their cars may be lost or possibly salvaged given some time, what's most important is that those three drivers survived the crash with minimal injury.

In the case of Gordon, the COT has probably extended his career for five years. Given that he races competitively and doesn't crash frequently, his daughter Ella will definitely be able to recall the days that her famous father drove the No. 24 car.

Also, it's really brought back the challenge for these drivers.

How many racers, even the elites like a Tony Stewart, Busch, or Jimmie Johnson have openly praised how "beautifully" these cars handle on a consistent basis?

Almost as frequently as men with mustaches are trusted by any member of society (just kidding....maybe).

Not since the days that the not so aerodynamic Luminas, T-Birds, or Pontiac Grand Prix models have teams been doled with ill handling beasts that often physically strain a driver, no matter the track.

Just as pit stops were enhanced to the point that crew members bought gym memberships to keep in shape, drivers are now monitoring their physique to wrestle with their cars.

Then again, Tony Stewart defies that notion to the 14th power, bearing semblance to Paul McCartney if he chose to quit the vegetarian regime he's lived by since his Fab Four days.

NASCAR will never die, even if it's filled with the least familiar of names whose only association to today's stars are familial lines or business associations.

So yes, I was not around to see the glorious days of Bobby Allison, Richard Petty, David Pearson, and Buddy Baker dueling in their not so souped up cars.

On that tangent, I'm quite certain that their fans possibly felt that the sport might not be as exciting once their heroes behind the wheels retired from competition.

Much like that Lion King tune sung by Sir Elton John, NASCAR surely endures its version of "The Circle Of Life."

As the prolific songwriter and musical artist said, "...it's a wheel of fortune, it's a leap of fate to see."

Seemingly every year, we fans wonder, marvel, and appreciate what each generation of racers and competitors deliver to us, whether we saw a quality race or a parade.

Each cycle has that one great who captivates us, whether we admire or disrespect that driver as merely the facet on the track.

Just as the NBA had the changing of the guards from the dominators of the hard-court with Bob Cousy and Wilt Chamberlain to stars like Larry Bird and Magic Johnson in the past, NASCAR has also produced such eras.

Arguably, pioneers like Petty, Waltrip, Earnhardt, and Yarborough had their times as members of NASCAR's royalty. Their kingdom was the tracks, the serfs were their opponents, and their greatest nemesis was time.

Lately, I've been finding myself intrigued and pulled by the works of The Beatles as a group and through their solo projects.

It seems to strike many chords (again, no pun intended) with NASCAR, just as a tall glass of milk is quite complete once an Oreo cookie has been dunked inside it.

In trying to find the words to close my latest article, as well as the perfect ending to sum my thoughts on the state of NASCAR, I guess the only way to put it is through the words of the late George Harrison.

Now the darkness only stays the night-time,
In the morning it will fade away.
Daylight is good at arriving at the right time.
It's not always going to be this grey.

All things must pass,
All things must pass away.
All things must pass,
All things must pass away.

We may have lost future faces like Adam Petty and Tony Roper, an establishing figure in Kenny Irwin Jr., and "The Man In Black" aka Dale Earnhardt.

Their legacy and spirit will live on forever, just as the music of the incredibly talented Harrison has graced our world since 1963.

It is not always going to be this grey indeed.

NASCAR Then & Now: Tomorrow Never Knows For Jeff Gordon In '96 (Pt. II)

Rob Tiongson — Sun, 09 Aug 2009 10:47:59 -0400

As chronicled in Part One, defending NASCAR Winston Cup Series Champion Jeff Gordon started his 1996 campaign on an auspicious low note at Daytona.

With all the hype and build up for the season and for the 1995 titlists, their disappointing finish in "The Great American Race" left more to be desired for the No. 24 DuPont Refinishes team.

After all, this was the team that led the circuit in victories, laps led, and of course, the points total when the story of the '95 season was completed.

It was Gordon's breakout season after two respectable but inconsistent efforts from 1993-'94, successfully cementing his place amongst the NASCAR elite.

However, Gordon and team leader/crew chief Ray Evernham were left with more questions than answers when the tour traveled to Rockingham, N.C. for the Feb. 25 GM Goodwrench Service 400.

North Carolina Motor Speedway was a feast or famine track for No. 24 team, with Gordon struggling to the finish or winning.

Despite the erratic record for Gordon at The Rock, a victory in the spring race in '95 gave the DuPont Chevy crew some hope that all would be alright heading into the race on Sunday.

Qualifying on the outside pole alongside teammate Terry Labonte, it appeared as if an elixir to their "Daytona Downfall" was already in the cards for Team Hendrick.

Labonte, who had about the most dominant car in Daytona, led for 44 laps in his No. 5 Kellogg's Chevrolet, only to fall back to a 24th place finish due to overheating problems.

Sunday's race at Rockingham looked like it'd be "Redemption Day" for Labonte and Gordon, who sorely needed a solid finish to make up for lost ground from the season opener.

Once again, Labonte was the class of the field, leading for 198 circuits on that picturesque Sunday afternoon in North Carolina. Teammate Gordon was running solidly amongst the leaders, with his rainbow laden Chevrolet staying in contention during the early going of the race.

Deja vu befell the No. 5 and 24 teams in more ways than one before the checkered flags flew over race winner Dale Earnhardt.

Engine failures ultimately sent "The Ironman" and "The Kid" into the garage area with disappointment and absolute devastation at how their race ended so prematurely.

Suddenly, the barrage of excuses and attacks encompassed the Hendrick camp. Chronicled in Part One, Gordon's crew chief, Ray Evernham, was "promoted" to Team Manager of the No. 25 Budweiser entry driven by Ken Schrader.

Evernham's added responsibility along with his role as Gordon's team was hypothesized as one of the reasons for the sluggish starts of Labonte and Gordon.

Upon reflection, it may have taken away some of his attention away from the DuPont team.

However, one can't help but wonder how Evernham was at fault for the misfortunes that greatly plagued their efforts in the first two races of '96.

Save for Gordon's lap 8 accident at Daytona and a blown motor after 134 laps of racing at Rockingham, the No. 24 car ran stout and probably would have contended for a win or top-five finish at each event.

Still, one had to wonder what was wrong with Gordon and the DuPont team. Was 1995 just a fluke for the No. 24 crew or were the first two races of 1996 just simply a case of the bad luck jitters?

Round three at Richmond answered those questions in a matter of two hours and fifty-five minutes, or 400 laps around a three-quarter mile asphalt arena.

One of racing's ironies occurred on Mar. 3, when Gordon not only completed his first race of the '96 season, but he captured the checkered flag as the winner of the Pontiac Excitement 400.

Richmond was not so kind to Gordon and his DuPont Chevrolet in '95, when a fuel pump problem relegated the No. 24 team to one of its worst finishes of the year in 36th position.

If rock bands name their tours after songs or albums, then Gordon and his DuPont Refinishes team ought to label their spring races of 1996 as "The Redemption Tour."

Redemption summed up that Sunday afternoon at Richmond, as well as the spring segment, as Team 24 had a memorable weekend where everything seemingly went right immediately after the car was unloaded "off the truck."

"We needed this (win) so bad," Gordon said in a post-race, Victory Lane interview with ESPN's Dr. Jerry Punch. "They needed it, I needed it. I wanted to make sure their morale was getting down."

Equally as memorable as Gordon's win at the popular track was the sunny, but tremendously chilly conditions on that afternoon.

It seemed as if the only person who wasn't feeling the chills on that day was Gordon, who reluctantly put on a DuPont jacket provided by Bill "The Hat Man" Broderick, as the longtime NASCAR rep advised the champ to "...put this on, it's cold!"

Humorously, Gordon "protested" as he got settled into his jacket, excitedly telling Broderick, "Cold? Hey man, I'm not cold!"

Back in '96, anyone following the No. 24 team knew that a "long winless streak" went on for five races or more. Anyone following Gordon knew that a "slump" was in progress when they failed to reach victory lane after so many races.

How things change 13 years later, but that's just how things were for fans of NASCAR and/or Gordon. Talk about being cold back then.

In any case, there's a mantra in life that "you're only as good as your last performance," or in a driver and team's situation, their previous race.

Perhaps noted best by the media and fans, Gordon's struggles truly started following his seventh victory of the '95 campaign at Dover. Following that win, the No. 24 team only finished in the top 10 in three of the six final races.

Undoubtedly, the DuPont contingency looked very much like the team that ultimately won the '95 Winston Cup minus their shaky performances down the stretch.

Translation: Watch out, competiton! We're just getting started!

With Gordon poised and confident, and a wrenchead Evernham working in unison his supporting cast in the pit crew, the spring months shaped up to be a NASCAR version of the old Skittles motto: "Taste the Rainbow."

The Purolator 500 held on Mar. 10 at the Atlanta Motor Speedway served as a microcosm to the No. 24 team's season, perhaps summed up best by Katy Perry's song "Hot and Cold."

Busch Pole Day on Mar. 8 was not so kind to Gordon and the DuPont Chevy, qualifying a season low 21st position.

Like his winless streaks, there were nary a time when "The Kid" had a poor qualifying effort. 1996 saw Gordon average a 6.3 starting position, which is quite remarkable in today's NASCAR.

Then again, tomorrow never knows, especially with stock car racing back in '96 as opposed to the product on the track in 2009.

Despite their Friday setback, the 500-miler at Hampton, Ga. was yet another day of redemption for the Californian, finishing third with Earnhardt collecting win number two of the year.

Labonte placed second at the 1.522-mile oval, with corporate teammate Ken Schrader coming home in sixth position. Overall, it appeared as if Team Hendrick was setting up for a banner, stellar year.

Following a much needed off-weekend, the Winston Cup Series raced its way to "The Lady In Black," better known as Darlington Raceway.

This 1.366-mile egg-shaped speedway often lended itself to being a season-shaker, rattling the best of the sport and the youngest of the untamed lions of the tour.

It didn't care who you were, even if your last name was Earnhardt, Gordon, or Jarrett.

1996's TranSouth Financial 400 apparently did not care about the fuel mileage game in addition to her usual role in luring those million-dollar steel chariots into her seductive concrete walls.

Much like those mythological nymphs, Darlington's walls often teased and succeeded in tempting those "fools" driving those Chevrolet, Ford, and Pontiac machines.

Pole-sitter Ward Burton's day at the famed South Carolina facility lasted only 137 laps, collected in a multi-car accident on the frontstretch along with Lake Speed, Ernie Irvan, and Joe Nemechek.

How about two-time Daytona 500 winner and third-place starter Dale Jarrett?

Sure, Jarrett led for 10 circuits and was in position to contend for the win against Gordon and Bobby Labonte.

However, his No. 88 Quality Care Ford Thunderbird had a dry tank toward the conclusion of the race, sputtering its way down to pit lane for a costly stop and go service.

In perspective, only three drivers who placed in the top-10 starting spots finished within the top-10 window, with Gordon (started second, won), Rusty Wallace (eighth, fourth), and Morgan Shepherd (fourth, eighth) taking those honors.

Gordon triumphed for a second time in '96 (and at Darlington) following his third outside pole position, leading 189 of 293 laps for career victory number 11.

More importantly, the 24-year-old found himself climbing up the championship standings from his Daytona Debacle.

Once in the "pits" in 42nd spot, Gordon elevated to the ninth position in the points race, 168 markers behind leader Jarrett.

All things considered, the No. 24 team was relatively on pace with their banner '95 campaign despite their two early season DNFs.

Still, the season was young and that meant there were plenty of races to be had for every competitor on the circuit. Points were still up for grab and the pressure was starting to mount on some teams on the Winston Cup trail.

One driver, backed with a solid crew, that did not fold under the intense scrutiny of the media and grind of each race weekend was Gordon and the DuPont Refinishes team.

While tempers flared and frustration was mounting to early season highs, the No. 24 crew pressed forward on a mission, seemingly unstoppable on "The Southern Swing."

Bristol Motor Speedway's spring annual in the Mar. 31 Food City 500 was another stop added to the Gordon Express, simply rolling along at each Winner's Circle with the points and cash.

Some fans are quick to count the Bristol victory as one of the few "cheap" wins of Gordon's illustrious career because of the race being cut short due to rain.

That said, any triumph at this gritty, high banked concrete track, as Ringo Starr sang, "(It) Don't Come Easy."

Consider the fact that Gordon bested Terry Labonte, Mark Martin, Earnhardt, Wallace, Jarrett, and Bobby Labonte. Yep, that's a cheap win for a driver who's only gone on to win 70 more times and three championships.

Gordon's third win of the season boosted him from ninth to sixth in the standings, cutting the points lead held by Jarrett from 168 to 133.

While the No. 24 team was two positions behind their pace in '95, their points margin from the championship leader was 21 points less than their title year.

Short track season surely treated Gordon quite well (that's a mouthful) in '96, perhaps serving as an impetus for the DuPont team's chances of even contending for the title despite their rocky start. (The short track season will be summed up in Part IV of the series.)

With victories at Richmond, Darlington, and Bristol, it appeared as if Team 24 was licking their chops for the Apr. 14 running of the First Union 400 at North Wilkesboro Speedway in North Carolina.

Perhaps unbeknownst to reluctant race fans, NWS' days seemed all but numbered with its future beyond '96, at best, appearing questionable with the openings of Texas Motor Speedway and California Speedway.

Sacrifices and cuts would have to be made, but which track would receive the axe to make room for these two big markets?

While that question's tabled for the moment, the attention for fans and competitors was on that memorable 400-lap event, which became an instant classic from the get-go of the race.

Almost as infamous as the race being "Texas Terry's" 613th consecutive start, a record he had tied with Richard "The King" Petty, was radio personalities' John Boy and Billy's command for "Gentleman...and Jimmy Spencer, start your engines!"

For old school racing enthusiasts, NWS was simply a classic facility known for its incredibly rough track surface which destroyed the rubber off those Goodyear Eagles.

New school fans could probably liken the facility's surface to that of a Darlington Raceway, which chewed off the tire's durability to a maximum.

That year's First Union 400 was shaping up to be a duel between Wallace and Labonte, two legends with distinct driving styles.

Whereas Wallace was an aggressive, take-no-prisoner racer in his No. 2 Miller Ford Thunderbird, Labonte was the laid-back, calculating driver of the No. 5 Kellogg's Chevrolet.

Both general characteristics played pivotal roles for the two former champions, especially on lap 375 of 400.

With just 26 laps remaining, Wallace simply could not avoid the lapped vehicles of Lake Speed, Wally Dallenbach Jr., and John Andretti in turn three.

Sitting in Wallace's path were water buckets sitting idle toward the wall separating the track surface to pit lane, and basically, you could imagine what happened here.

That's right, absolute pandemonium.

Wallace's sleek, black Thunderbird crashed right into the buckets, collecting the Fords of Speed, Dallenbach, and Andretti in the process.

Meanwhile, Labonte and Gordon, running in the top five, had to negotiate their way around the carnage of the third corner. Somehow finding a way out of that mess, the No. 5 and 24 Chevrolet Monte Carlo machines raced their way to "safety" in the form of a 1-2 finish.

Team owner Rick Hendrick just had to be delighted at his teams' historical day at the 0.625 mile paperclip track, with driver Labonte collecting his first win of '96 and Gordon collecting his fifth-consecutive top-three finish.

That Sunday's incredible day for Hendrick Motorsports saw Labonte leaving NWS in the third position in the title chase, 59 points behind Jarrett, and Gordon in a tie for fifth spot, 93 from the lead.

Unlike Gordon's atrocious month of February, the month of March was an absolute delight and welcoming sight which saw wins and top-three finishes being collected like gold records courtesy of "record producer" Bruce Dickinson.

April started off as another kind month for the No. 24 team, appearing more poised to defend their title against a horde of challengers.

The only question for Gordon and company was, "Were they peaking too soon?"

After all, consistency, not wins barraged by poor finishes, are what win titles in NASCAR.

Find out in Part III of "Tomorrow Never Knows," which will examine the latter spring races and early summer events of the 1996 NASCAR Winston Cup season.

More memorable anecdotes will be shared, along with, of course, a detailed perspective of Gordon's championship defending year.

NASCAR Then & Now: Tomorrow Never Knows for Jeff Gordon in '96 (Pt. I)

Rob Tiongson — Sun, 02 Aug 2009 10:23:47 -0400

Writer's Notes: This is for Yvette, who'll forever be my "Laker Girl" and confidant, even if tomorrow may rain. I'll just follow the sun, from here to California.

This will be one of three parts focusing on the exciting championship duel between a young motorsports star and an ageless, likable veteran who raced under the same roof with one goal: to win the 1996 NASCAR Winston Cup Series title.

Sure, it's not 1992 with a six-man championship battle, nor the dramatics of 1979-'84, '89-'90, or '93.

However, the fact that the honor of Cup champion was decided between teammates Jeff Gordon and Terry Labonte made the '96 battle quite memorable.

In what could be seen as a 31-race long debate of "age against experience," I will chronicle both team's campaigns with insights (from the Gordon fanbase side) into what was a personal favorite title hunt in my 18-years of being a NASCAR fan.

So join in, discuss, and reflect on the 1996 championship battle between "The Iceman" and "The Rainbow Warrior."

Part One will look into the preseason story lines and title defense of '95 champion Gordon and his No. 24 DuPont Chevrolet team during Daytona Speedweeks.

There are certain moments where a sports fan can recall an entire season of action much like their entire lives, remembering nearly every moment that elicits some fond emotions and thoughts.

While 1996 might not exactly be the most memorable year for NASCAR fans, upon personal reflection, it was a season of great change and bittersweet recollections down memory lane.

NASCAR enthusiasts will recall that year as the time that a beloved race track, North Wilkesboro Speedway, would see its finest Sundays after 50 years as a charter facility to the motorsports series.

The great change in mind was the shift from the short track roots of the sport to the big market, tri-oval cookie cutters that would occupy the NASCAR schedule starting in 1997 with Bruton Smith's Texas Motor Speedway in Ft. Worth and Auto Club Speedway in Fontana, CA, established by Roger Penske.

Another big transition was the changing of guard with the sport's champion. Throughout the 1990s, veterans dominated the scene, with young guns nary getting a quality ride, much less, any ride that was respectable in the sport.

Unlike today's NASCAR, a young driver, ranging from age 24-36, would be lucky to be chauffeuring with the likes of Hendrick Motorsports, Roush Racing, or Richard Childress Racing.

Although Dale Earnhardt was still the man (and to this day, an immortal legend) with the fans and prognosticators, there was a new face emerging as a challenger to the throne of "The Intimidator."

24-year-old Jeff Gordon truly began his championship addiction heading into that season, having captured the Winston Cup title in 1995 on the strength of seven victories, 17 top-fives, and 23 top-10 finishes.

Gordon and the No. 24 DuPont Refinishes Chevrolet team, led by crew chief Ray Evernham, worked out the aggressive kinks to the Californian's hard-charging driving style in his championship year.

Once an Achilles' heel for this upcoming force, Gordon and his No. 24 team became masters of the short tracks that once dogged them during their first two years of Cup racing.

Bristol International Raceway, Martinsville Speedway, Richmond International Raceway, and the aforementioned North Wilkesboro facilities were no longer houses of horror to this Hendrick Motorsports unit.

Rather, they became tracks that the No. 24 team absolutely excelled at with the likes of "The King Of Short Tracks" (aka the No. 2 Miller Ford team of Rusty Wallace).

With the exception of a fuel pump issue that relegated Gordon to a 36th-place DNF in the Mar. 5 running of the Pontiac Excitement 400 at Richmond, the DuPont Chevy placed consistently in the top 10 with an average finish of 8.5 on the short tracks.

More significant than their short track turnaround was who "The Rainbow Warriors" defeated to win their first championship.

Gordon's seven victories at Rockingham, Atlanta, Bristol, Daytona, Loudon, Darlington, and Dover, as well as bagging eight poles, was pretty impressive.

How about besting "The Man In Black" and NASCAR's greatest team of the 1990s?

After all, Earnhardt and Childress had won the championship in every year of the '90s at that point, except in 1992 and '95.

As the saying goes, the sky was truly the limit for The Gordon Express for the '96 season.

Evernham and crew had to be pondering the opportunity to establish their dynastic march to the forefront of NASCAR Cup racing.

That's not to say that their title defense was going to be an easy one, especially with the talents that were racing against Gordon.

Seven-time Winston Cup champion Dale Earnhardt ran a stout campaign against Gordon in '95, with a tour-leading 9.2 average finish to boot with five wins, 19 top-fives, and 23 top-10 finishes.

However, the 44-year-old racer would have a new leader in the pits with long-time RCR employee David Smith calling the shots for the year, replacing a two-time titlist in Petree, who returned "home" to the No. 33 Skoal Bandit/Leo Jackson Chevrolet team.

One of NASCAR's all-time "feel good" stories was written in '96, when Salinas, CA native Ernie Irvan made his full season return to the Cup ranks.

Irvan found himself behind the controls of the No. 28 Texaco/Havoline Ford following his miraculous medical recovery from life-threatening injuries sustained in a vicious crash during a practice session in August of '94 at Michigan.

Competing in a trio of races driving a companion No. 88 Ford to teammate Dale Jarrett in the No. 28 entry, Irvan's sampling of his comeback resulted to two top-10 finishes at North Wilkesboro and Atlanta.

Robert Yates Racing endured a shaky '95 campaign with Jarrett essentially serving as a year-long substitute to their star driver in Irvan, collecting a single victory in the July Pocono race.

Ford, which sponsored the No. 15 team owned by long-time NASCAR loyalist Bud Moore, decided to flock elsewhere with their Quality Care brand for the '96 season.

Yates, who had the resources to run a two-car operation, acquired the Ford sponsorship to fully establish his No. 88 team, which would be led by Wallace pit crew member Todd Parrott and driven by "Respectful Dale."

Other title favorites heading into the 1996 championship season included Mark Martin, whose No. 6 Valvoline Ford became the perennial bridesmaid of the circuit, Sterling Marlin and the No. 4 Kodak Chevy from the Morgan-McClure Motorsports camp, and Terry Labonte, driver of the No. 5 Kellogg's Chevrolet fielded by Hendrick Motorsports.

Martin had the consistency and calculation factor down pat to be a winner, with only his lack of a killer instinct attitude to aggressively get the Cup.

In the case for Marlin, the 37-year-old veteran suddenly became a versatile racer, netting his first non-plate victory in the TranSouth Financial 400 at Darlington in March.

Per usual, the No. 4 car also made trips to Victory Lane in the Daytona 500 and July running of the DieHard 500 at Talladega with those high-pitched engines built by Shelton "Runt" Pittman.

Could Marlin put together another complete season, with just a touch of consistency to strengthen their chances for a fan favorite first Cup trophy?

Only the Columbia, TN hero and his Tony Glover-led team could answer that question coming into the year.

Overlooked as the '96 season kicked-off was Labonte, the 1984 Cup champ who had become something of a rejuvenated driver from the moment he and sponsor Kellogg's joined Hendrick from the fledgling No. 14 team owned by Billy Hagan.

Labonte's latest highlight reel heading into the new year was his August victory at Bristol, when a crash happy Earnhardt tapped the No. 5 Chevy near the stripe as the checkered flag waved.

Fortunately for "Texas Terry," his No. 5 car crossed the line to record his third victory, albeit with a rather bowed-up front-clip and oil-splattered machine.

For fans of Labonte, as well as the driver himself, both had to be wondering if the best had come or was yet to be seen with a 12-year title drought in progress.

Nevertheless, the attention heading into the year was on Gordon and the DuPont team, who looked to repeat their success of 1995.

Having won at the 2.5 mile super speedway in the previous July, the team had to be ecstatic about their chances to capture a Daytona 500 title, which would certainly be a grand way to start their title defense.

Speedweeks at Daytona had different plans in mind for the No. 24 Chevrolet, although not immediately with the preliminary events.

Placing fourth in the second of the Daytona qualifying races, Gordon would start eighth in the 500 with a great shot at winning "The Great American Race."

Despite being shuffled back in the early laps, those DuPont colors ran amongst the leaders, racing the outside line to advance positions.

Suddenly, things ran astray for the reigning champions.

As the field ran double file from the fourth corner toward the dog-leg to complete lap eight of 200, Jeremy Mayfield, driving the No. 98 RCA Ford by Cale Yarborough, tangled with Gordon.

Mayfield's contact sent the No. 24 car into the outside retaining wall, with the right front fender impacting the concrete barrier with force.

With a crumpled up right front fender and mechanical pieces run afoul with the damaged Chevrolet, Gordon limped the DuPont machine to the garage area.

Even with the diligent repair efforts of Evernham and crew, Gordon sensed that the car was simply not up to specs to finish the race, wounded as it was for the champ.

"Jeremy Mayfield and I were side-by-side and we just touched," Gordon said per NASCAR.com article by Mark Auuman.

"I got real loose (and) went into the wall. It was real tight out there."

Determined to return to the track, the No. 24 crew sent their driver back on the "playing field" to salvage their day.

Returning to the race just after the halfway mark, Gordon kept his battered machine on the apron of the track, with his competitors zooming by him at full song and for the glory.

Deeming the No. 24 car as nothing but a hindrance and hazard on the track, Gordon returned to the garage area and exited the DuPont car.

Team 24 left Daytona with disappointment, finishing 42nd on what looked to be a promising start to the 1996 season. Rockingham was next on the cards for a Sunday filled with 400 miles of racing in the sand hills of North Carolina.

There was reason to believe that all would be right, since their '95 campaign started off rather auspiciously as well when Gordon placed 22nd after leading 61 circuits in that year's season opener at Daytona.

Following their "give away" at "The World Center of Racing," Gordon dominated at Rockingham by leading 329 of 492 laps for their first win at the 1.017-mile track.

Tomorrow was always a day away anyways for the team.

Would the No. 24 team be able to regain lost ground?

Or was this the beginning of a truly long season?

Find out the answer to that question and much more with next Sunday's edition of NASCAR Then & Now: Tomorrow Never Knows For Jeff Gordon in '96!

Let It Be: The Top Three Monumental "Breakups" in NASCAR History

Rob Tiongson — Sat, 01 Aug 2009 06:16:23 -0400

Sir Paul McCartney said that the filming of the ill-advised documentary, Let It Be, was truly a "movie filming how to do a breakup of a band," as it chronicled the finest hours of The Beatles in 1969-70.

When music aficionados look back into the short but glorious days of The Fab Four, there's nothing but wonderful moments which are reminisced through their songs performed on LPs and tours.

To this day, you can't help but feel chills when hearing their songs, from their youthful exuberance displayed in 1963's Please Please Me with the late John Lennon's gruff, playful vocals in "Twist And Shout" to the haunting, tearful vocals of Macca in 1970's Let It Be's "The Long And Winding Road."

The music world was treated and delighted to, as Lennon put it in a 1971 Rolling Stones interview, "four guys who just got lucky."

As race fans look back at some of the finest combinations of NASCAR Cup history, there's a bit of fondness felt that is felt nearly in the same vein of Liverpool's proud sons.

From crew chief and driver teamings to sponsorship and team marriages, NASCAR has seen its fair share of memorable "bands" in its 61-year history.

Old school race fans are quick to point out such great pairings like Richard Petty and his cousin Dale Inman, who arguably wrote the NASCAR history book that neophytes and liturgists follow to this day.

Petty and Inman established records which will prove nearly impossible to break, even with the finest of didactic relationships in these days of racing.

With 198 race victories and seven Cup championships through three decades of racing, it's unlikely that their outstanding successes will be broken at any point unless the race schedule is longer with shortened events.

For over 30 years, fans and competitors were delighted and blown away by the famous No. 43 car, adorned with its trademark Petty Blue paint scheme which were later "matched' up with STP's red colors.

Petty Enterprises had it all with the best of matchings, from its liveries, sponsorship/team relationship to the driver and crew chief department, which ran arguably on all eight cylinders until those last twenty years of obscurity from 1988 to 2008.

STP had departed the team from its primary sponsorship role in 2000, opting to give General Mills' banner cereal "Cheerios" its moment in the asphalt until the 2008 season, when it flocked over to Richard Childress Racing's No. 33 unit with driver Clint Bowyer.

The performance of Petty Enterprises was embarrassing, at best, during its last moment in the sport.

No longer the winner that he once was after the 1984 season, Petty's performance dwindled to nothing more but a sentimental field filler who gracefully retired following the conclusion of the '92 season.

Nevertheless, the STP/Petty and Inman relationship proved to be something like the sport's version of The Beatles.

Consider this: the famous No. 43 car raced through the turbulent 1960s, the groovy 1970s, the new wave/romantic times of the 1980s and early times of the '90s as an established racing force.

While fans marvel at Petty's incredible 1967 season which saw "The Squirrel" win 27 times, what's more remarkable was how the North Carolinian consistently contended for victories from the 1960s to early '80s.

Another racing dynasty that saw its best days was the No. 3 Goodwrench Chevrolet team. Yep, I'm talking about the one with the late Dale Earnhardt, team owner Childress, and crew chiefs Kirk Shelmerdine and Andy Petree.

Unlike Petty, Earnhardt contended with changes throughout his racing career. Once driving for nice guy Rod Osterland's No. 2 entries, "The Intimidator" migrated to RCR's No. 3 Wrangler Buick when the former sold his team to shady coal entrepreneur J.D. Stacy.

For the better half of the 1980s, Earnhardt established his first memorable association when sponsor and clothing company Wrangler signed on board with the No. 15 Ford team owned by World War II veteran Bud Moore in 1982.

Wrangler's demographic for the "tough, gritty" customer was established quite perfectly with a driver who proved to be rough around the edges with his racing etiquette, or lack there of one, with Earnhardt.

Whenever that blue and yellow stock car was trailing the leaders, "Old Ironhead" made sure to instill fear with his competitors.

Considering that he roughed up the psych and feathers of guys like Petty, Cale Yarborough, Buddy Baker, and Darrell Waltrip, the second-generation driver gave racing fans and Wrangler plenty of notice.

Whether or not Moore had enough of Earnhardt's antics on the track, their short marriage ended in 1983.

Their rather quick tenure saw three victories, 16 top-fives, and 26 top-10 finishes in 60 races with a best finish of eighth in points in '83.

Little did racing fans know that starting in 1984, another racing legend and epic was starting with Earnhardt signing on board to drive Richard Childress' No. 3 Chevrolet.

Along with the 33-year-old, Childress also got a new sponsor in Wrangler, which created a menacing identity in the blue and yellow Monte Carlo.

Immediately, the triumvirate proved successful.

1984 saw the trio land two wins, 12 top-fives, and 22 top-10s in 30 events, translating to a fourth-place championship result.

RCR, Earnhardt, and Wrangler hit a rough spot in 1985, when nine DNFs offset their four triumphs, 10 top-fives and 16 top-10 finishes resulting in another eighth place finish in the title hunt.

Racing fans and critics had to feel that Earnhardt, who won the 1980 championship as a sophomore in the sport, was simply too aggressive to win another title.

Sure, he was a winner, but did he have the balance in aggression and calculating skills to become an all-around champion?

To answer it in short, how does a "resounding yes" sound?

From 1986 to 1995, another NASCAR dynasty was established and soundly recorded in the audio, visual, and textual record books.

Wranger's last two years in the sport were quite memorable for the clothing company, which saw 16 victories, 37 top-fives, and 47 top-10s in 58 races.

Translation?

Try two NASCAR Winston Cup championships and the emergence of Earnhardt and his genius crew chief Kirk Shelmerdine, who aided the Kannapolis, N.C., hero to four of his seven driver's titles.

In 1988, the blue and yellow colors of Wrangler departed from RCR, paving the way for the black, white, red, and silver colors of GM Goodwrench to the forefront of that No. 3 car.

New nicknames came out for Earnhardt as a result of his team's new sponsor. No longer was he "One Tough Customer" or "Old Ironhead."

"The Man In Black" and "The Intimidator' monickers were established, with RCR's cars piloted by Earnhardt proving to be as daunting as something of the Imperial Forces of Darth Vader and company.

It did not matter who you were on the track. If you were Petty, Waltrip, Rusty Wallace, Bill Elliott, Terry Labonte, Sterling Marlin, or Jeff Gordon, you had to watch out for the black No. 3.

Otherwise, you'd be one of his many victims long before the checkered flag unfurled, and you could damn well bet that the race your car was crunched was won by Earnhardt.

Just ask Marlin, who was leading the spring race at Bristol in 1987 when he was one of the many victims gobbled up by the No. 3 car that season.

"He's gotta learn to try to pass other cars and not spin them out," Marlin said following his crash in the April 12th running of the Valleydale 500.

From '88 to his last "great" year of 1995, Earnhardt and Goodwrench won 40 times, which included 121 top-five finishes, and 166 top-10 finishes that resulted in four titles.

Two of those were won with Shelmerdine, who left the team following the '92 campaign to pursue a driving career, while the final two were won with Leo Jackson's student in Petree.

Just as fans did not know that Earnhardt's coming out party as a legend would commence in 1984, little did they know that starting in 1996, that dynasty would come to its final, glorious times.

Petree would return back to Jackson's No. 33 Skoal Bandit Chevy entry, basking in the '96 season as the successor to his racing team for the following season.

Meanwhile, Earnhardt, Goodwrench, and Childress started to show the wear and tear of their final years.

Injuries, crashes and an array of problems befell the No. 3 camp, thus prompting them to go from perennial champions to a team where their fans just hoped they'd win a race.

Fortunately, the trio only experienced a single winless campaign which came in 1997 and a fifth-place finish in points.

Sadly, that elusive and record-breaking eighth title for Earnhardt would prove fruitless for the popular driver.

Coming close to a title in his last full season with a runner-up effort in 2000, Earnhardt and the Goodwrench/RCR team were looking forward to an even better 2001 season.

With a new TV contract that saw FOX Sports, NBC and TNT airing the races, there was plenty of buzz surrounding the season opener of that year's Daytona 500 festivities.

Unfortunately, the beginning of a promising year came to a hard, crashing conclusion on the last lap of "The Great American Race."

Fans cheered as once winless, hard-luck driver Michael Waltrip, driving for Earnhardt's No. 15 NAPA Chevrolet, crossed the stripe as a victor.

Dale Earnhardt Jr., or "Little E," came home with a second-place finish in a record-breaking event in one of the greatest Daytona 500s of all-time.

Tragically, Earnhardt would lose his life behind the wheel of that beloved and once seemingly tough No. 3 Goodwrench Chevy, impacting the third turn wall.

Tears and disbelief were felt nationwide at the loss of a racing hero, knowing all too well that the death of Earnhardt not only meant the last ever race of the black No. 3 Chevrolet, but the end of a dynasty in such a tragic fate.

All told, the Earnhardt and Childress pairing saw 68 wins, six titles, 227 top-five results, and 374 top-10 finishes, which will surely be Hall Of Fame numbers for this collective.

If Petty was "The King" and Earnhardt was "The Intimidator," then Jeff Gordon was truly "The Kid" and "The Rainbow Warrior" who completed this amazing trio of championships.

New school fans look back on Gordon's pairing with crew chief and New Jersey native Ray Evernham as one of the greatest to ever compete in the sport.

From their first taste of championship racing with the No. 1 Baby Ruth Ford entry fielded by Bill Davis Racing during the 1992 NASCAR Busch Grand National Series season to their last race together in the 1999 MBNA Gold 400 at Dover Downs International Raceway, modern era records were rewritten by these "Damn Yankees."

In what you'd call a twist of fate, the dynamic duo came to fruition because of dissension with Evernham and driver/team owner Alan Kulwicki during the '92 Speedweeks at Daytona.

Citing creative differences, the two headstrong men dissolved their relationship rather quickly, with Evernham deciding to quit the NASCAR scene all together.

Ford Racing officials saw Evernham leaving the garage area, pouncing on a chance to convince the 36-year-old mechanic to stick around the sport to aid an upcoming star from Vallejo, Calif. and his No. 1 team.

Having met in '89 when Gordon made his maiden voyage in NASCAR driving for Hugh Connerty's No. 67 Outback Steakhouse Pontiac in Rockingham, N.C., perhaps Evernham knew what he was getting into with this youngster who carried a video game, racing magazine, and cell phone in his suitcase.

Maybe that initial meeting left a lasting impression with Evernham, who with Gordon, rewrote the standards of a winning team.

Never had the concepts of pit stops, pit strategies, and an almost NFL-like coaching discipline with a quarterback/driver looked so masterfully composed like the way Evernham and Gordon performed in their seven years.

Innovative concepts like a team engineer, pit stop practices during the race week at the shop, and an unforeseen motivation with the No. 24 team were some of the contributions brought to NASCAR.

For those who forgot "The Rainbow Warrior's" checklist banner of success, it was written in the following:

From Nobody To Upstart
From Upstart To Contender
From Contender To Winner
From Winner To Champion
From Champion To Dynasty

Evernham cited that inspiration from renowned NBA head coach Pat Riley, who wrote the checklist in his famous book The Winner Within: A Life Plan For Team Players.

Having witnessed the success of the Los Angeles Lakers of the 1980s, Riley scripted the concept of a team effort like a religious scripture.

Studying the philosophies of Riley, Evernham implemented the former's tactics with the No. 24 team, propelling Hendrick Motorsports from a respectable, multi-car team to a winning machine.

For as much praise and glory that Gordon received during those years from '92 to '99, Evernham deserved as much credit for the work ethic and particulars he paid close attention to with his team.

Car owner Rick Hendrick recognized this and elevated Evernham to become the Team Manager of the No. 25 Budweiser team in 1996.

While some say that Evernham's promotion hindered the No. 24's chances of defending their title in '96, others felt that his new position only meant that the crew chief was reaching a higher level of acceptance and responsibility.

In any case, the No. 24 surely suffered in 1996, only winning 10 races and collecting 21 top-fives and 24 top-10s in the 31 race season. Yep, the DuPont Refinishes team was out of it.

Wrong.

Wrong is spelt with 1997 and 1998, when the duo won 23 races and tallied 48 top-fives saddled up with 51 top-10s in 65 races which were awarded with two championships.

Those two years were simply astonishing and spelt out a great career that could have simply ended after the '98 season.

NASCAR simply was Gordon's game which he could simply toy around with the field, as long as he drove Hendrick's No. 24 car and had Evernham as his crew chief.

Just as The Beatles had grown individually, Gordon and Evernham suddenly felt their relationship had hit an impasse.

Critics cited Gordon's success in part by Evernham's rigid but effective leadership. Without Evernham, Gordon would be a mere mortal on the track.

Others felt that Gordon made Evernham into the winning crew chief in NASCAR, believing that such success outside of "The Wonderboy" would be hard to come by outside of the HMS facilities.

Whatever the motivation or reason, Evernham was successfully courted by Daimler-Chrylser to reboot the Dodge efforts in NASCAR.

No longer was Evernham going to be Gordon's loyal father figure or the catalyst behind one of the greatest racing dynasties of all-time.

Instead, he was going to be a true leader in the ultimate degree. Ultimately, he proved marginally successful on his own, establishing the Dodge brand back into the Cup racing scene and accumulating some success as a team owner with drivers Bill Elliott, Jeremy Mayfield, and Kasey Kahne.

As for Gordon, he won the 2001 NASCAR Winston Cup championship with successor Robbie Loomis behind the "Fire and Flames" scheme of the DuPont Chevrolet.

Prior to the fiery scheme was the controversial but popular rainbow scheme, which Gordon drove to 52 victories, 129 top-five finishes, and 166 top-10 showings.

Despite the changes in crew chiefs and pit crews in his 18 seasons of Cup racing, Gordon's two constants are being employed by Hendrick and his sponsorships with DuPont and Pepsi.

Perhaps my list of ultimate breakups is different from yours, but what's certain is that these three legends left their mark in NASCAR's history books.

Petty was one of the good boys, whereas Earnhardt was the roughneck with a family man's heart.

Gordon was the new kid on the block who has learned to truly accept himself on and off-the-track as an outsider that has gained acceptance in his latter years in the sport.

You simply cannot write or discuss about their achievements without some fondness and memories bound to make any race fan smile, no matter where you are in the world.

Just as John, Paul, George, and Ringo are immortalized in Cleveland's Rock And Roll Hall Of Fame Museum and various cultural reference materials, you can be assured this triumvirate will have their rightful place in the archives long after these days.

All good things truly do come to an end at one point. And when they do, perhaps remember it as those four lads put it:

And in the end, the love you take, is equal to the love you make.

Writer's Note: I am dedicating this article to the late Corazon "Cory" Aquino, who was the first female President of the Philippines.

Championing the rights of the Filipinos during a period where instability was waged and human rights were anything but that, Aquino, in her late husband's name, led the battle peacefully into the streets of Manila in those early months of 1986.

Installed as President in February 1986, Aquino's legacy is not so much her tenure as the most powerful leader of the country, but rather, her unwavering dedication to the people of the nation.

Aquino was losing against her ultimate battle with colon cancer, which she battled with for the better part of 2008 and '09.

She passed away at 3:18 a.m. Manila time in Makati, Metro, Manila with her family by her side and a nation that currently mourns with those that were touched by this remarkable woman.

I cannot help but feel their sadness, but I wish to celebrate her life and beliefs with my latest piece. May you rest in peace, "Tita" Cory.

Love and mercy tonight.

Dropping The Hammer: A Preview Of The Sunoco Red Cross Pennsylvania 500

Rob Tiongson — Thu, 30 Jul 2009 10:36:15 -0400

Ah, so we're back in the luscious green scenery of the Poconos of Pennsylvania, where the summer heat and humidity are a common place to the drivers and fans as the strung out, single file racing at this 2.5-mile mammoth of a speedway for the Sunoco Red Cross Pennsylvania 500 (Live, Sunday, 2 PM EDT on ESPN).

When the NASCAR Sprint Cup series last raced at Pocono Raceway, the battle to the checkers became a fuel mileage game that saw Jimmie Johnson sputter to the finish and Tony Stewart "gas" his way to the first victory of his Stewart-Haas Racing operation.

Chevrolet dominated the day with five of their entries finishing in the top 10. It was this race where the shootout restarts were introduced as an injection of freshness.

Simply put, this new restart rule has put new life into a lackluster season on the speedways with the safer, but competition killing Car of Tomorrow.

The 500-miler in June was only salvaged by the double-file field reboots and dramatic gas economy story lines that otherwise saw Hendrick and Stewart-Haas cars having a field day with the competition.

That's not to say that the "underdogs" like Brian Vickers, David Reutimann, Jeff Burton, Sam Hornish Jr., or Marcos Ambrose are out of the picture. In fact, they might be some of the dark horses to watch throughout Sunday's race.

Then there's the Juan Pablo Montoya story from last Sunday's late-race controversy, where the Colombian's speeding penalty ultimately killed the No. 42 team's shot at a victory at Indianapolis.

Pocono, which is similar in its layout to Indianapolis Motor Speedway, might be the first and best shot at what JPM may perceive for "vindication."

Points, revenge, sneakers, heat, engines—the story lines are plentiful! Perhaps that might help fans stay awake for what will be a parade of a race.

Keys To Victory

As I mentioned back in June, the keys to winning at this facility are a balance between horsepower and handling. Both play a factor with the fuel mileage game.

Some teams may apt to sacrifice running near the red line, fielding a car where the driver is assured of superior fuel mileage in the case of a long, green-flag segment.

Expect that to be the case for the drivers who are a virtual lock for the Chase, stroking for points rather than wins.

Others, which include those who may be out of playoff contention or desperately need a win to boost their chances for a top-12 berth, will go for maximum horsepower and handling.

In turn, this might make the "tortoises" of the field appear as if they were standing still for 200 laps.

For the literary folks, Sunday's race at Pocono could be likened to a NASCAR version of "The Tortoise and the Hare."

We all know how that one turned out in that Aesop fable. However, this is the Sprint Cup series, and anything can and will happen before that checkered flag unfurls atop the lucky winner and the 42 losers on Sunday.

Who To Watch At Pocono

Season sweeps at the triangularly-shaped super speedway are something of a rare beauty at Pocono.

Since the track was added on to the championship schedule in 1974, the season sweep has only occurred in four of the past 63 races at this track.

Tim Richmond started the sweeps in style, going on a three-peat streak from both '86 races to the spring '87 race.

Bobby Labonte accomplished the sweep in 1999 during his days with the No. 18 Interstate Batteries Pontiac.

While Labonte has been winless since 2003, the 2000 Cup champion could prove his worth to the Yates/Hall of Fame Racing team with a solid run and finish in a season that has been murky and lost in the 28th position in the championship standings.

Five years later, Jimmie Johnson decided that he'd pull one out of the toolbox, perhaps pondering to "buy the track" when he opted for the "Win One, Win The Other" coupon offer at the race's conclusion.

Johnson has a love/hate relationship with the speedway, tallying a pair of wins, five top-fives, and 10 top-10s in his 15 starts. Capitalizing on JPM's mistake and having a solid Lowe's/Kobalt Tools Chevy, Team 48 looks to capture win number four of 2009.

If JJ captures the flag on Sunday, he'll find himself tied for the most wins on the tour and more importantly, tied for first place in points if The Chase started next weekend.

Brian Vickers has to be tired of having the car that fades towards the final segment of these Pocono races. In 11 starts, the 2003 NASCAR Nationwide Series champ has four top-10 finishes (all of them being top-five results).

With a future that looks a bit uncertain and Team Red Bull Racing appearing uncertain on a manufacturer for 2010, a Vickers victory might clear up some of the internal issues with this Toyota team.

Juan Pablo Montoya will be licking his chops when he climbs into that No. 42 Target Chevrolet from Friday's practice and qualifying session to Sunday's "big dance."

While he hasn't compiled the greatest of stats in his five races at Pocono, his eighth place finish in June has to be a confidence booster and some reason for JPM to look forward to redeeming himself from his speeding infraction on pit road in last Sunday's Brickyard 400.

Denny Hamlin, who "gained" experience from the NASCAR Racing 2003 Season edition off the simulated track, cites the game as his catalyst to his victories at the track.

That said, Tony Stewart has to be the absolute favorite coming into Sunday's Pennsylvania 500.

Smoke has to be tickled a bit to be returning back to the sight of his team's first win, which was the first owner/driver victory since Ricky Rudd's "Martinsville Miracle" from September of 1998.

With two victories, seven top-fives, and 15 top-10 finishes in his 21 starts at Pocono, the No. 14 Old Spice Swagger Chevy might be the car causing the field to go "candle apple red."

Other favorites include Jeff Gordon, Ryan Newman, Mark Martin, Carl Edwards, Greg Biffle, and Kasey Kahne.

Rob's Rant...

Fans have always been critical about the races at Pocono, which they deem too long and uneventful.

If we were to look at the number of lead changes under the COT era at Pocono, it appears as if the racing at the track is respectively competitive.

There were 23 lead changes in the June 8 running of the Pocono 500 in 2008, a reasonably decent stat with this boxy machine.

Two months later, there were 25 lead changes, which again on record, looks wonderful and crowd-pleasing.

The most recent race run at Pocono saw 22 lead changes, mostly contributed to the fuel mileage drama toward the final 100 miles of the event.

It's no secret that the races run at this facility aren't popular with racing fans not hailing from Pennsylvania or are fans of this track.

Part of the dull racing at Pocono can be attributed to the gear ratio change from 2005, which saw the elimination of the races where drivers would shift from third to fourth gear in their cars around the three unique corners.

While dropping the hammer (yes, another pun!) might seem like a wonderful thing to do with a sports car or a stock car machine, to know that the drivers run at fourth gear (with the exception of caution flag periods/restarts/entering and exiting pit road) is a bit of a downer to the action and dramatics for speed and momentum.

I'm sure most of you have seen the circulating picture of a 2010 Ford Mustang COT for the NASCAR Nationwide Series, which along with its counterpart from the rivaling manufacturers, will see its first breath of action in next July's spectacular in Daytona.

Personally, it's great to see that the supposed "No. 2" division of NASCAR will have a true identity as a pony car series.

Let's face it. Unless you're tremendously talented or have the racing and mechanics smarts, a driver that's presentable and/or has a sponsorship package with them is most likely to land a Cup ride.

Seemingly gone are the days of the Nationwide or Truck Series feeding its big sister series with fresh talent..or are they?

Most definitely not, because there are those like Justin Allgaier, Brian Scott, Caitlin Shaw, T.J. Bell, and Colin Braun who will hone and develop themselves as future NASCAR racing stars.

Meanwhile, these pony cars will only give a new look to the Nationwide Series. They'll be in stark contrast to the sedan "beauties" of the Cup ranks, which in turn, may bode well for the N'wide division which desperately needs a crop of new talent to take the "torch" from the likes of Jason Keller and Mike Bliss.

We might be seeing quite the revolution in NASCAR in 2010 and beyond.

And for this particular race fan, sure, the times, they-are-a-changin', but these might be ones for the best!

Enjoy the race, wherever you may be!

Fast and the Curious: Rising NASCAR Star Caitlin Shaw Lets You Into Her World

Rob Tiongson — Tue, 28 Jul 2009 12:46:23 -0400

Most 19-year-olds across the continental United States are either working summer jobs or catching a wave at the local beach with family and friends.

Some are earning their hard-earned cash for the rush back to school, while others are spending their cash simply being, well, kids.

In the case of 19-year-old Caitlin Shaw, she's been spending her summer on the racing circuit on her home away from home, if you will.

Climbing up the racing ladder from quarter midgets to her NASCAR debut last Friday night in the Camping World Truck Series event at O'Reilly Raceway Park, the Albuquerque, N.M., native went to "school" in the 200-lap event.

Racing from a 32nd starting position, Shaw raced the No. 1 Red Horse Racing Toyota Tundra machine to a 24th place finish.

With the transition from late models to the heavier truck chassis, Shaw had a respectable performance at one of the toughest tracks on the circuit.

Rest assured, this is not the first and last time you'll hear about Shaw and her racing career. As you'll see in this interview, there's a bit of a surprise with this young gun that might be a bit shocking (in a cool way, of course!).

Much like how she is a racer, Shaw, as an individual, is methodical, thoughtful, and fun-loving, which are all qualities that will definitely make her into a fan favorite at the races.

Thankfully, she is out there, competing and honing her skills to become one of the next stars in the NASCAR series.

Following the racing ladder of success like stock car icons Jeff Gordon, Tony Stewart, and Mike Bliss, Shaw has graduated from the USAC Midgets into the NASCAR ranks.

Wherever she competes, watch for this racer to learn the tracks and her car quickly, much like a music prodigy who continually progresses into a masterful artist of their trade.

A member of NASCAR's Drive For Diversity, the best has yet to come from Shaw. In that case, we're in for quite a treat with this young woman, who is also attending to her collegiate studies while racing on American asphalt.

Because this was my first interview with a truly new racing star, like you, the fans, I wanted to learn as much as I could about Shaw. Hopefully, upon reading this piece, you'll know Caitlin Shaw, the person, the student, family member, and racer.

My extended thanks to Caitlin Shaw for being very cordial, prompt, and detailed with "our" piece. She definitely knew when to mash the pedal and when to take the time to say what's on her mind with the interview.

Rob Tiongson: First of all, most 19-year-olds, if they're ever going to "race" at O'Reilly Raceway Park, they're probably "racing there" because of those NASCAR video games on the consoles and PC.

Meanwhile, you were out there on the track last Friday night with guys like Todd Bodine, Stacy Compton, Brian Scott, and Ron Hornaday. Describe to me how it felt to go out there and race at ORP behind the wheel of the No. 1 Red Horse Racing Toyota Tundra.

Caitlin Shaw: It was an incredible feeling. I think it really hit me right after driver introductions riding around the track in the back of the pick-up truck before the start of the race.

I saw just how many people were there waving at all of us and started to see the other drivers coming around the track in the same pick-up trucks I was in and I thought to myself, "Wow. This is huge!"

It all happened so fast, signing the contract a week before the race, and trying to put everything together...I never really had a time to reflect on it until then—it was exciting.

I was actually getting to race with the guys that I had been watching on TV and looking up to for so long.

RT: Being that you're from Albuquerque, N.M., you hail from a state and area infamous for the Unser racing clan. We know what kind of racers that New Mexico produces. Were they among your racing inspirations? Who else were your idols in the motorsports world?

CS: I’ve never had much contact with the Unser family, but obviously they are great competitors that anyone can look up to.

I would say my main mentors in the motorsports world would be my dad. He’d drive anything that anyone wanted him to drive. He mostly drove open wheel cars so I could always ask him questions with the midget and get a great evaluation.

I also like to watch drivers like Johnny Chapman, Jerry Coons Jr., Mark Martin and Todd Bodine. I really try to learn as much as I can from those great veteran drivers. They all have so much talent on the track as well as how they handle themselves in the media off the track.

RT: You've been in racing for the past decade, which is an incredible accomplishment. Thus far in your young racing career, what's been your proudest achievement? What's been one of your "lighthearted" moments at the track?

CS: I think most people would expect me to say competing in the Camping World Truck race, which was an amazing accomplishment for me.

But the one thing that really sticks out in my mind was when I was ten years old. I was competing in the Senior Novice Quarter Midget race division at the Valley of the Sun quarter midget club in Phoenix, Arizona.

I came from the back and won my very first race and I could see my dad’s smiling face as I crossed the finish line and I was so excited for both of us—that was my proudest moment.

RT: Now, looking over your career info and photos from your site, you have raced at some impressive, historical racing facilities. Which track has been your favorite as a fan and a racer?

CS: My favorite track as a fan would have to be O’Reilly Raceway Park. The track is right in the middle of so much Indiana racing history and the racing action is always so exciting no-matter what race division it is.

I’ve watched midgets, silver crown cars, late models, NASCAR Trucks and Nationwide races, and everything is side-by-side, high groove racing. It’s a great racetrack that always draws a large crowd. I love being there.

As a racer, I love driving at Phoenix International Raceway. I’ve never been there in a truck, but I loved the adrenaline rush that competing in the midgets gave me there.

It’s a high speed track with two different corners. In the midget you can feel the drafting and the car almost floats across the straightaway because it is so light at such fast speeds. Racing there is hardly like any other track—it’s intense.

RT: Some of NASCAR's best have raced in a similar "ladder to the top" style like you are currently doing, as you started off racing quarter midgets to the USAC series.

What are some of the lessons and experiences you've applied from racing those cars to the heavier machines you've piloted in recent years?

CS: In everything that I’ve raced, I’ve always been thrown into something bigger and faster. I think it’s really helped me to adapt to the different types of cars a lot faster.

Last year, I jumped from the Ford Focus Midget Series straight into the National USAC (United States Auto Club) Midget Series which was a huge horsepower and competition level jump rather than working my way up through a regional series.

I think those huge jumps can be frustrating at times because I don’t usually have time to win in the series I’m in right away. But results aren’t everything. It's the experience and seat time that has helped me to adapt to different racing at a faster pace.

The open wheel series has taught me a lot about reaction times. In the midgets, it seems like everything happens a little faster because of the short wheel base.

I think this has helped me in the stock cars because my reaction time is already there for the fast speeds that the truck series competes at.

RT: Oftentimes, fans have a hard time distinguishing how much success should be attributed with a driver, their team, and equipment. In other words, it's the old "talk" of car and driver/team.

What's your take on that? Is success on the track due to completely one thing or a various aspects of racing?

CS: Success on the track is definitely a combination of so many factors – including luck. Driver-to-crew chief communication is huge in order to get the car set up correctly for the race and during pit stops. Communication between the spotter and driver is also important to avoid accidents on the track.

Then, there are also the B-factors that are uncontrollable. At Hickory this year, the inside of the wheels were breaking, causing cars to get into the wall.

That’s something nobody could have predicted. There is so much energy in the shops that go into preparation to try to eliminate those B-factors, but often times those things are just out of our control.

RT: Stepping aside from racing, what do you like to do for fun? (If it's racing, I completely understand too!)

CS: I really don’t do a whole lot that doesn’t pertain to racing. I absolutely love the sport, whether it’s local Saturday night racing, watching professional racing or learning a new aspect of the sport—it’s addicting.

I really have been interested in the public relations aspect lately. I love to write press releases and see what I write being picked up by other newspapers and internet sites, that’s exciting for me.

However, I’ve always been an extremely competitive person even playing Boggle with my Grandma and two little cousins, Alec and Claire, is something I always play until I win at.

Claire, my youngest cousin, has been practicing to play me when I go home, so I hope I can keep my winning streak! (laughter)

I love to swim, run, play soccer and go kayaking—pretty much anything active that I can push myself in I love to do.

RT: Off the track, you spend some time reading to young students in the elementary school as well as hospitals and libraries across the country. What was your impetus and inspiration doing these readings?

CS: I’ve always loved to read and I think that it’s really important for kids to keep their love of reading especially with so many video games, TV shows and computer programs coming out.

However, it’s also so much fun for me to see the kid’s faces light up and get so interested in a book.

I went with Speedway Children’s Charities to Freedom School Summer Camp and read to homeless students in their Harambee story time. The kids there were so excited to meet me and it was such an inspirational event.

They all asked questions about the books and were lining up to give me a hug after. Events like that make me realize how lucky I am, and I love that I can help be an inspiration to those kids who need someone to look up to.

RT: I read from Duke City Fix that you're pursuing a degree in Business. How are you collegiate studies going so far?

CS: I’ve always loved school. College has been difficult because I travel so much. In my first semester of school I was only in North Carolina for two weekends, which was difficult.

As long as I get my work done, my professors have been willing to work with me on missing classes. I’m taking 19-hours in the fall so my schedule will be busy, but I was l ucky to schedule most of my classes for Tuesdays and Thursdays so I won’t have to miss class.

RT: Alright, Free Association time, Caitlin. You've seen how it's done...now it's your turn with these!

Albuquerque, New Mexico.

CS: I love being in New Mexico. The mountains and sunsets are incredible and my whole family is there. I love getting to go home and see everyone.

RT: Favorite music.

CS: I mostly listen to country music, but I really like most kinds of music—especially Taylor Swift.

RT: Your future.

CS: I hope to make competing in NASCAR my professional career. However, I also would love to work in the public relations or marketing side of NASCAR.

RT: Greatest fear.

CS: My greatest fear would be to disappoint my parents. I love them so much and they’ve worked so hard to help me get everything I’ve ever wanted that I wouldn’t ever want to do something that would hurt them.

RT: Greatest comfort.

CS: My greatest comfort is knowing that I have my family and friends behind me in whatever I do. It’s great to have a group of people that you can trust with anything and everything.

RT: Yellow flags.

CS: Tearing my ACL when I was younger seemed like a huge yellow flag in my soccer career, but it was a blessing in disguise because after my surgery, I decided to continue racing and focused on that.

I think a lot of yellow flags in our lives are just opportunities to try new things and discover a new green flag.

However, a major yellow flag in my racing career would be sponsorship money. Racing without the funding behind you is a hard task to overcome.

RT: Victory.

CS: I have little victories every day that help me get to my goals. Whether it’s being able to run an extra mile in my workout or getting an article I wrote published all of the little things are exciting.

Then I’ve had larger victories like being able to compete in the Camping World Truck Series and winning my first race.

RT: Education.

CS: Education is so important. I’m currently in my sophomore year of college and I think it’s important for me to finish my college degree so I can be a role model to younger kids.

RT: If you could be anywhere in the world, it'd be...

CS: I’d love to get an opportunity to compete in Disney World. They don’t currently run the track there in the NASCAR circuit, but Disney World has always been my favorite place in the world and combining racing to the happiest place on earth would really make it a magical experience!

RT: Right now, you're working on making it to the NASCAR top three racing series. What are some of the great races, in any series, that you would love to compete in?

CS: I would love to compete in the Daytona 500, the Brickyard 400, the All-Star Race and the Indianapolis 500.

(I'd race) The first two because they are prestigious NASCAR races. Then, I'd do the All-Star Race because of the exciting atmosphere it brings to Lowe’s (Motor Speedway) and the Indianapolis 500 because there is so much history that goes into the month of May in Indianapolis.

RT: It's no secret that there are some fans and even those in the racing industry that feel that racing is a man's sport, which I think is foolish.

What do you have to say to that, given that there have been successful women in racing like Shirley Muldowney in the NHRA from the 1970s, Lynn St. James in the '80s-'90s with the open wheel circuit, Danica Patrick, and Ashley Force?

CS: I think that racing is a driver’s sport. Whether the driver is a male or a female, it shouldn’t matter when the competitors are on the track.

Women like Shirley Muldowney and Janet Guthrie have paved the way for females in motorsports.

Drivers today such as Sarah Fisher and Danica Patrick are both top competitors in the IRL and Ashley Force has done extremely well in the NHRA. They are all earning a lot of respect in their driving careers.

RT: What other sports do you follow, being that you hail from the Southwest?

CS: I don’t follow a lot of sports other than motorsports, but I really enjoy watching professional soccer and tennis.

RT: As a racer, what motivates you as you make your laps around the track? As a person, what makes you determined to succeed?

CS: I love the adrenaline rush that racing gives me. It’s a nervous-excited feeling, sitting on the grid, waiting to get out on the track, and I love the strategy that goes into passing cars out on the track.

I’ve always been a very goal oriented person. If I set a goal for myself, I have a "never satisfied" mindset until I reach my maximum potential in that goal.

Last August, I told myself that within a year, I would race in the NASCAR Camping World Truck Series and I worked hard to make that happen.

There are always sacrifices to get to the goals I set for myself, but I would rather sacrifice the smaller things now to achieve a goal for the future. For me, there is a thrill in achieving my goals and having something to focus and work toward.

RT: What's one thing about you that you think racing fans would be make them say, "Oh wow! Really?"

CS: I actually quit racing when I was 14 years old. I wanted to focus on soccer and winning a national championship with my team.

Then when I tore my ACL, I couldn’t play soccer for a year and decided to race as a hobby. That hobby escalated and I knew I wanted to pursue racing as a career.

Yet, I still had that goal of getting to nationals with my soccer team so two knee surgeries later, I rehabbed my knee and went on to win the US Club Soccer National Champion title with my soccer team in 2006.

I went from playing soccer in the day to driving three hours to race at Hickory Motor Speedway during the night. Luckily, Nationals were in North Carolina that year!

RT: Now being the youngest of three, I can relate to your experiences with families. Do you have any siblings in your family? You seem like a very family-oriented kind of person, which is rare nowadays.

CS: I have a half sister that I don't get to see very often unfortunately. However, I also am very close with my cousins Landan, Elycia, Alec and Claire.

I would give up anything for them. Landan has always seemed like a big brother to me. My mom and dad took care of him when he was younger so he spent Christmas, birthdays, and most of his time with us when I was little.

RT: If you were in charge of NASCAR for a day, would you change any, if not, many aspects of the sport?

CS: I haven't raced in NASCAR long enough to really know what aspects of the sport I would want to change. Although when I signed autographs for some fans outside of ORP this weekend, I heard many of them talk about how they would like more access to see the drivers or garage areas.

RT: You must've gained a lot of fans from the past weekend at ORP. What's been about the coolest thing about your new following since your NASCAR debut?

CS: I really love the fan mail I've been getting. I've had a lot of younger kids tell me that they want to be my friend, and want to be racecar drivers when they grow up. I love being able to be a role model for these kids—it's exciting!

RT: To any future racer out there, be it in the bullrings of America or road courses across the world, what advice do you have for these prospects who want their big break and moment in the "bigs?"

CS: I would say to never give up. It's a tough sport with a lot more low moments than high points so staying positive and persevering through the rough patches is going to be critical. They need to keep dreaming and believing in themselves. Then with a lot of hard work they can achieve their goals."

RT: I hope we'll get to see you more on the track in the not so distant future. Are there any plans for you to enter additional CWTS races or other racing events for the rest of 2009?

CS: I'm working on sponsorship partners to continue competing in the series. I'm looking forward to Iowa or Martinsville as a next race possibility. Then, if I can get approved, I'd like to run a full season in 2010.

Jimmie Johnson Proves (Again) Why He's a Three-Time NASCAR Sprint Cup Champion

Rob Tiongson — Mon, 27 Jul 2009 00:05:18 -0400

Recurring themes are something of a common place in NASCAR, with repeat race winners, consistent finishers, as well as drivers and teams collecting championship after championship.

Maybe after Sunday's Allstate 400 at the Brickyard, we'll include another sub-plot to the broken record player that is the Sprint Cup Series:

Jimmie Johnson is the best driver in the series this decade.

No way am I jumping on their bandwagon, nor am I drinking the Kool-Aid prepared by the No. 48 Lowe's/Kobalt Tools team.

I'm simply pointing out the obvious, whether or not you wear green and white shaded glasses or drink Pepsi.

Sure, Kyle Busch is the face of the youth movement in the sport, and yes, Mark Martin's success in 2009 is often discussed along with his age as often as Jeff Gordon needing hair dye to look presentable.

Tony Stewart's arguably one of the sport's most versatile leadfooters, seamlessly driving an open-wheel car as well as he drives a Grand American racing machine around the Daytona road course.

However, when this decade closes, it will be remembered as the "Years That Jimmie Johnson Built."

I might be a pun machine, but Johnson's living up to his sponsor's services of home improvement and services.

Just when you think you've seen this 32-year-old's best season, JJ builds another mansion that upstages his previous masterpiece.

Much like The Beatles releasing acclaimed album after another, The Johnson 48 are producing hit races that may not be appreciated until the last note has been played.

Admit it, if we flashback to the fall of 2001: when Gordon announced the signing of Johnson to the newly formed No. 48 team, you did the following:

Your eyes rolled with shoulder shrugging, causing you to say, "As if!"

Oh, how those skeptics had a field day when Gordon and Johnson had a "Q&A" in the Lowe's television ads from the winter of 2002 with these following words:

JG: "Are you ready to win?"

JJ: "Yeah, I'm ready to win."

Skeptics laughed and rolled on the floor, leaving the blind optimists to answer back in 2002 to the tune of this kind of music:

As if!

As if Johnson was really going to win on the circuit and collect championships?

Dream on!

That's a great Aerosmith and Depeche Mode song, and hey, we're entitled to do that.

Seriously now, he might be driving Jeff's old cars and for Hendrick Motorsports, but if you're not with the No. 24 team...

Well, fair enough. From 1995 to 2001, the No. 24 team not only was the premier team from Rick Hendrick's stable, but undoubtedly the face of NASCAR for fans and the media.

If you were not Gordon or anyone working on the DuPont Refinishes Chevy, you were probably racing for pride and money.

Otherwise, those titles and checkered flags were being collected by some outsider who has gone on to rewrite the history of this motorsports series.

Heading back to the present, Johnson is accomplishing, in his own way, his legacy as we watch each race on the tube or at the track.

Upon reflection, regardless of who you cheer for on race day, Johnson and crew chief Chad Knaus are carving their legacy and story as legends.

Knaus is a great, innovative wrench head who's been known to push the envelope as far as the sport's supposed black and white boundaries are concerned with the rules.

His skills are matched up with an equally as competitive driver who seems to win in any battle he's engaged to, whether it's a race or with the media as far as his "dry" personality goes.

2006 was a gem season, likened to "Rubber Soul" by The Fab Four. It's an album chalked-up with tracks you could listen to completely, much in the way Team 48's campaign went in their coronation as a champion.

Then came "Revolver" or 2007, where the No. 48 team was seemingly in Victory Lane "Here, There, and Everywhere" when the Chase was coming to a close.

Teammate and owner Gordon was poised for a long-awaited fifth title, only to see his prodigy beat him at his game.

In any other year, Gordon simply had a masterful season deserving of a title, much like "Pet Sounds" was a wonderful album for music listeners in 1966-'67.

Instead, it was that "sneaky" El Cajon, Californian who pulled another fast one with the series trophy hoisted at Homestead-Miami Speedway in November.

That probably described the sentiments of The Beach Boys' leader/composer Brian Wilson when he heard "Sgt. Pepper's Lonely Hearts Club Band."

Once Wilson (aka Gordon) heard that epic LP (we'll call it "The Chase of 2007 That Dejected Us In 2008"), he felt that those four lads from Liverpool had "gotten there."

Well, Gordon or competitors be damned, Johnson, with "A Little Help From His Friends," compiled a season for the ages in 2008.

The tempo started off slow, with some mellow hits fused with some hope, and an ending that elevated this once unnoticeable stock car prospect from the late 1990s/early 2000s into a new dimension.

There's a saying where "all good things must come to an end," which is true.

Since Gordon's dynastic run from the late 1990s to 2001, the No. 24 team has compiled good, but not incredible seasons meriting a title.

The Chicago Bulls were the NBA's team of the 1990s, but their run ended as soon as Michael Jordan walked away from the game for a three-year breather.

As for The Beatles, dissension and individual growth as musical artists broke apart one of pop culture's best bands to ever perform internationally.

A time might come when Knaus wants to pursue goals that might require him to break away from the No. 48 team, as unlikely as that may be right now.

It happened to the greatest crew chiefs like Jeff Hammond, Ray Evernham, Kirk Shelmerdine, Andy Petree, and Dale Inman, to name a few.

Don't count out Johnson, who might feel that their pairing has reached an impasse in the future.

When it does, replay "The Greatest Hits" album about this unlikely duo that greatly shaped up the NASCAR world in the 2000s.

Entering the decade, the "old guard" of Dale Earnhardt, Rusty Wallace, Bobby and Terry Labonte, Gordon, and Dale Jarrett were waging sheet-metal battles across the country.

Through various circumstances, the landscape of NASCAR has greatly change since 2000.

Although Gordon remains competitive and Bobby Labonte runs respectively in the No. 96 Ask.com Ford Fusion, a new lineup emerges to spearhead the efforts of the sports into the next 10 years.

Stewart, Gordon, and Labonte will be closing out their careers with the likes of the Busch brothers, Denny Hamlin, Joey Logano, and oh yeah...

...that three-time NASCAR Sprint Cup Series champion named Jimmie Johnson, who'll probably be at the right place and time, complete with the checkered flag and trophy in hand.

Do Brickyard Wins Translate to NASCAR Sprint Cup Championships?

Rob Tiongson — Sun, 26 Jul 2009 01:20:49 -0400

If the Daytona 500 is the race where the winner is supposedly jinxed for the rest of the season, then a victory in the Allstate 400 at the Brickyard is the ticket to a championship.

It's one of those crazy superstitions in sports in the NASCAR world, believe it or not.

Fans once cringed if their driver graced the cover of EA Sports' previous NASCAR video game series, much in the same vein as NFL fans grimmaced when their star player was the cover athlete of the Madden NFL line.

These same fans who line up at the merchandise trailers and sit in those grandstand seats or reach vocal highs atop their RVs are probably the same ones who feel that their driver's season is made with a trophy at Indy.

Right?

Am I right, Bleacher Creatures?

While the storylines heading into Sunday's race will undoubedtly focus on the Goodyear tires, the Hendrick/Stewart-Haas drivers, and the Kurt Busch/Jimmie Johnson "rivalry," another angle that may warrant some attention is who will win the race.

I know what you're thinking:

Really Rob, are we that naive?

Seriously, that's like saying I watch an NFL game because I want to see my team win!

Sure, this may sound like the most obvious point regarding tomorrow's Allstate 400 at the Brickyard. After all, who does not talk about the winner in the days preceding the races on Saturday night or Sunday afternoon?

Consider this: Of the past 15 runnings of the 400-miler, the race winner has gone on to win the NASCAR Sprint Cup Series championship seven times.

Those are decent odds and a great barometer as to who wins the series title. Indianapolis may not be the most suitable track for the heavy stock car chassis, but the one who comes up on top often exemplifies skills that determine a NASCAR champion.

"The Title Streak," if you will, all started in 1998 when Jeff Gordon captured that year's crash-marred event. Not only did Gordon cash in one of the richest paydays in motorsports history of $637,625 (along with the Winston No Bull $5 million payout), but he dominated the Cup season en route to his third title.

Gordon's triumph on that August 1 race was the second of his four consecutive victories 11 summers ago. From there on out, the No. 24 DuPont Chevrolet was racing in another zip code and dimension.

Dale Jarrett, whose car was the most dominant in the '98 running until he ran out of fuel, came back to the Speedway, Ind. facility with a vengeance.

Perhaps he was "fueled" by his gas mileage snafu, which costed him the race and any real shot to even challenge for the title that season.

Leading all but 43 circuits in the Aug. 9, 1999 race, the No. 88 Quality Care Service Ford, as they say in the racing industry, "ran on rails."

Jarrett would go on to win that race, one of four races stamped by the DJ Express.

"The Jarrett Juggernaut" would win his championship just before the season finale, much like Gordon did in the previous year.

Bobby Labonte didn't exactly set the world ablaze in 2000, but his consistency and victory at Indianapolis on Aug. 5 were but one of countless reasons why the Corpus Christi, Texan clinched his first championship.

Driving the No. 18 Interstate Batteries Pontiac (whose shade of green has still yet to be determined after all these years) for Joe Gibbs Racing, Labonte waged in a spirited late-race duel with Rusty Wallace.

Labonte would pass the hard-luck '89 Cup titlist with 15 laps remaining, driving to an easy 4.229 second victory over Wallace, Bill Elliott, Jerry Nadeau and then-teammate Stewart.

2001 saw more of the same with a Brickyard victory translating to a Cup title, where Gordon would drive a previously ill-handling beast to an improbable third Indy win over Sterling Marlin, Johnny Benson Jr., Wallace, and Kurt Busch.

From 2002 to 2004, "The Title Streak" came to a rather screeching halt with drivers who may or may not shock fans with their ability to come through in the big stage.

Although Elliott was hardly a title contender in '02, his win at Indianapolis was certainly one "for the ages."

"Awesome Bill from Dawsonville" would see his last checkered flags from 2001 (his first year with Evernham Motorsports) to '03, with the Brickyard win holding as much prestige as his two Daytona 500 victories.

Kevin Harvick was having a solid year in 2003 and his Brickyard 400 victory made his junior season in the "bigs" only sweeter. This race may have given this Bakersfield, Calif. native the confidence to win in NASCAR's crown jewel events.

"Four-Time" would live true to his moniker with a fourth Indy race success that nearly saw a fifth Cup title. Nevertheless, Gordon's five victories came at some of NASCAR's most challenging tracks.

Since the 2005 season, Indianapolis has been a "flat" shared by Stewart and Jimmie Johnson, who are arguably shaping up to be the favorites heading into Sunday's event.

The duo have "swapped" wins in the past four years, with Smoke "getting odd" and Johnson "getting even."

If history truly repeats itself, then it looks like a third hometown victory for "The Rushville Rocket." Even with stats aside, Stewart and Indianapolis go together like Chicken McNuggets and fries on an easy day.

Until Stewart finally captures a Daytona 500, he'll probably tell you that his 2005 victory at Indy was his proudest moment in his stellar racing career.

Coming so close to a win at his hometown track in the Indianapolis 500 (from 1996 to '98), Indiana's proud native son relished in his backyard win that contributed to his Cup trophy.

Smoke didn't get enough of his first Indy win, so he repeated his feat two years later and welcomed ESPN back in a rather infamous way.

Johnson's Brickyard triumphs seem to happen when tires are the main topic of discussion, but I'll "tread away" from such a monotonous topic.

Nevertheless, the epitome of Johnson and crew chief Chad Knaus's abilities to overcome adversity have been greatly demonstrated in their two Indy wins.

With that said, keep an eye on the drivers involved in the storylines, as well as the dark horses on Sunday like Ryan Newman, Mark Martin, and Juan Pablo Montoya.

Newman is another Indiana native, hailing from South Bend. In the midst of his comeback season as a legit title contender, "Rocket Ryan" may be kissing the bricks and perhaps the Cup in November.

Martin seems to come up short on the luck department when it comes to the center stage of a "big" win and the title, but that's not to say that this Batesville, Ark. native is a driver that must be overlooked.

After all, at least in the preseason, nobody expected Martin to be leading the tour in victories.

As for JPM, as amazing his as victory at Infineon was in his rookie campaign, a triumph at the Brickyard (with the same team that powered him to a 2000 Indianapolis 500 victory) may be this Colombian's shining moment as an all-around racing superstar.

Whoever comes up on top at Indy may be the same driver hositing that lovely piece of hardware that results from a 36-race tour like a gritty game of "Capturing the Flag."

Dropping the Hammer: A Preview of the Allstate 400 at the Brickyard

Rob Tiongson — Fri, 24 Jul 2009 04:35:15 -0400

The Lure of The Brickyard

How can you sum up the amazing weekend of racing ahead for the NASCAR Sprint Cup Series at the Indianapolis Motor Speedway? (Sunday, 2 PM, LIVE on ESPN)

After all, it's the world's most premier stock car racing sanction competing at what is arguably considered the most famous speedway around the globe for 400 miles.

Imagine, if you will, being a young musician, who has dominated the airwaves for a couple of years and then getting the opportunity to record an LP at the famous record studio known as Abbey Road.

Every driver and team would be kidding if they didn't tell you how excited they'll be to be at Indy, where many of motorsports' staying powers and legends have made history.

Until 1994, the action on the track was filled with pre-race activities with qualifying rounds and practice sessions that would lead up to the Indianapolis 500 in May.

Open-wheel racing icons like Mario Andretti, A.J. Foyt, the Unsers like Al Sr., Al Jr., and Bobby, as well as Gordon Johncock, Rick Mears, Emerson Fittipaldi, Johnny Rutherford, and Danny Sullivan are names that can roll off the mouths of racing fans like that of an NFL enthusiast who can name all the winning Super Bowl teams.

Some of the NASCAR's greatest have established their legacy with a victory at this renowned facility as their open-wheel "cousins" have in the speedway's 100-year history of racing.

Jeff Gordon, the late Dale Earnhardt Sr., Dale Jarrett, Ricky Rudd, Bobby Labonte, Bill Elliott, Kevin Harvick, Tony Stewart, and Jimmie Johnson are among those who have conquered "The Brickyard."

To win at Indianapolis, a good aerodynamic package, solid pit stops, and a car that can adjust well to the ever-changing track conditions in this late July contest are some of the factors for each of the 43 drivers who will compete in this 160-lap event.

Drivers need to put aside the fact that they are competing on these hallowed grounds. Much like the discipline required to master the high speed banked turns of Daytona and the various turns at Watkins Glen, Indy requires absolute focus and attention to every detail throughout the race weekend.

Keys to Victory

With relatively minimum banking in the corners and the long, 5/8-mile long straights, handling and horsepower will be talked about as frequently as the cars traversing around the 2.5-mile race course.

While a fast car may be optimal in short green-flag runs, a chassis that will respond positively throughout various junctures of the four-hour marathon is often preferred for a driver looking to capitalize on those punishing trips around Indy.

While Pocono is the three-turned "stepchild" of Indy, drivers and teams who excel at the triangular-shaped super speedway will find that success will be easy to come by at The Brickyard.

Sacrifices may have to be made at various points on the track. Some drivers may be able to handle a car that's loose coming off the corner, while others may prefer a car that'll be geared toward the fuel mileage game.

Pit stops and pit strategies are very critical at Indy. How many races have been dictated by the activity along the often congestive action in the pits?

Gordon can attest to a lightning fast stop in 1998 that propelled him to a second Brickyard victory.

Sure, he didn't come out of pit road first in the last round of stops, but a sub-17 second full-service with four fresh tires and a full tank aided the DuPont Chevy to easily overtake the top-five drivers who pitted for either two tires and fuel or fuel only.

If the Speedway, Ind. speedway conquers you, she'll lure you to the SAFER barriers of her corners, push your car to its limits, and sometimes, trap you into some bad luck.

As the saying goes in motorsports, "Everybody remembers the winner. Nobody remembers who finishes second."

Who to Watch For At Indy

Based on the all-time winner's list at Indy, the track favors seasoned veterans over youth, although Jeff Gordon may attest to such an assessment when, at age 23, he came through with his breakthrough victory in 1994.

When you calculate the average age of the drivers who have won at Indy in the previous 15 runnings of the Allstate 400, it adds up to a rather stout 30.6.

Indianapolis is not your typical young gun's track. If you're hoping for a victory by the relatively young drivers from Joe Gibbs Racing with Denny Hamlin, Kyle Busch, and Joey Logano, you may want to reconsider and go with a team stacked with relative age and experience.

Sunday's race could be a battle between Hendrick Motorsports and Stewart-Haas Racing, serving as a microcosm to this season's Chase for the NASCAR Sprint Cup championship.

Gordon leads all drivers in victories at Indy with four victories all behind the wheel of Rick Hendrick's No. 24 DuPont Chevrolet.

Averaging an 8.6 finishing spot in this race, the Vallejo, CA native turned Pittsboro, IN hero generally strives under the scrutiny and hype surrounding Indy race weekend.

Jimmie Johnson cannot be overlooked as a possible driver to beat for the 400-miler. Although his average finishing position is a mediocre 20.3 in seven previous races, the driver of the No. 48 Lowe's Chevy has been a solid front runner.

Johnson has led 104 laps, placing the El Cajon Californian in the top-five spot of the all-time lap leaders list at Indy (on the NASCAR side).

Hendrick "affiliate" and self-owner/driver Tony Stewart is about the next best driver at this facility that's not named Gordon or Johnson.

In 10 starts, Smoke has two wins, four top-five results along with six top-10 finishes. All of those came from his amazing tenure at JGR as the driver of the No. 20 Home Depot car.

Stewart may feel more meaning with an Indy victory, attempting to race his way into the winner's circle in his own equipment in the form of the No. 14 Old Spice/Office Depot Chevy.

One of Sunday's sleepers may be Jeff Burton, who has been running a rather paltry 2009 campaign. The No. 31 Caterpillar/Richard Childress Racing Chevrolet team has experienced some ho-hum races, entering the Brickyard weekend in the 17th spot in the points standings.

Sure, Burton's odds for a Chase berth are a longshot at best. A victory on Sunday, however, is not out of the question.

Burton had a heartbreaking finish in the 2006 running of this race, having led the most laps (87 of 160 trips), only to finish with a disappointing 15th place with arguably the most dominant car on the track.

If anyone embraces and strives on the role as the dark horse, South Boston, VA's Burton is one not to disappoint.

Juan Pablo Montoya will be an interesting driver to follow (and I don't mean just his Twitter account either!) on Sunday. It will mark the Colombian's return to the Brickyard since the year 2000, when the former open wheel star experienced one of his career moments with a victory in the Indianapolis 500.

Sporting a paint scheme and wearing an Impact! Racing uniform paying homage to that memorable victory from that May of 2000, a solid showing (or perhaps a victory) will definitely aid to the Earnhardt-Ganassi Racing team's chances of a Chase seed in September.

Other favorites include Elliott Sadler, Mark Martin, Kasey Kahne, and Carl Edwards.

Rob's Rant...

ESPN is picking up the television coverage for the rest of the racing season for the NASCAR Cup gang and for fans, it's a time of mixed reaction.

The Bristol, CT-based network will have the familiar trio of Dr. Jerry Punch, Andy Petree, and Dale Jarrett calling the shots from the booth. Covering the action on pit road will be Jamie Little, Vince Welch, Dave Burns, and Shannon Spake.

Will we see some of the promise from last season with the Worldwide Leader In Sports? Jarrett was a solid color commentator, complimenting Petree when Punch left the forum open for some "driver to crew chief banter" throughout the race.

Pit road coverage is superb and the fine quartet will deliver consistent reports to deliver the dramatic development in the remaining 17 races of 2009.

However, as is the case with the other broadcasting partners, commercials will be a hot topic around the water coolers of the office come Monday morning. Yes, they're annoying and can break up the flow of the coverage.

The question is, just how will they time these commercials so that race fans watching the coverage on the tube will be satisfied with the presentation of each contest.

An alternative may be tuning in to the radio, which fans often do when the tolerance limit has been reached with various factors on the television side.

Does it bother anyone that the Nationwide Series has not only been "Cup Lite," but rather, "The Joe Gibbs Racing Series?" As those argue that the Cup side has become the "Hendrick Cup," NASCAR's second premier series has become almost laughable.

This is not something new, but it's a sad thing to that drivers with relatively presentable looks but little racing skills/experience are hired over those who deserve at least a "cup of coffee."

Finally, this is to you, the readers, who have been faithful to me since Day One back in late September of 2008.

It has been quite some time since I've written on here with a NASCAR piece, but life can be quite busy at times. So I apologize to my readers with the lack of articles from recent times, but there are wonderful times ahead for those who follow my works.

Writing on Bleacher Report is quite a privilege and an honor. I've met many great people who I can truly call and consider as my friends and colleagues.

That said, changes are coming which will make my works much more enjoyable for you, the readers, as well as for me.

While I will keep this "good news" a relative secret, I'll just say that with the help of the fine folks at B/R, from Zander Freund to Joe Yanarella, my pieces will be more focused, more geared for enjoyment, and most of all, everything you look for when it comes to the observations and importantly, the news and facts surrounding the NASCAR world.

So as we go down the stretch in 2009 and beyond with the future, my NASCAR articles will be much better, much more oriented to you, the fans and readers, and something that will hopefully get you all to feel like you're in the garage areas, pits, and grandstands of some of America's finest racing facilities.

Enjoy the race weekend at Indy, wherever you may be!