(dis)believe the dialogue: Weekly news in review

While there certainly was some drama at the conclusion of Sunday's Pennsylvania 500, like the Gibbs cars both blowing up and the fact that Kurt Busch finished second yet AGAIN this season, there were some more subtle new stories that shouldn't be overlooked.

As a fan, it is important to be aware of the health of our sport, and that relates to team sponsorships and available driver talent -- and both of these issues are currently affecting a top team in NASCAR, Dale Earnhardt, Inc.

See if you agree with the "DIS" of what has been reported, or maybe you "BELIEVE" everything you read, because if it is printed, it is true ... right?

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Marty: DIS

Jeff Green is an awesome short track driver, one of the best in the business. Of that, I'm certain. Be it Richmond, Bristol or Martinsville, he's always up front come money time.

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But let's be perfectly honest here: Green got an opportunity to drive for Richard Childress Racing because Kevin Harvick -- America Online's driver of choice -- was forced to take over the GM Goodwrench car following Dale Earnhardt's death.

Without that opportunity, we'd be discussing Green's rank among the best Busch Series drivers ever, not whether or not his career is in jeopardy. He was happy at ppc Racing, running up front and winning races and adamant that he'd have stayed had an opportunity of such magnitude not arisen. But it did, and for that he is fortunate.

In today's NASCAR, youth is all the rage and people argue that Green doesn't fit the mold in sponsor dreamland. But the boy can drive and he'll find a ride. And probably a good one.

Elliott: BELIEVE

When I read this story, I began going down the path of "When is Jeff Green going to catch a damn break?" Then I realized that not only has he driven for Richard Childress Racing in Winston Cup, but now also DEI (granted on a limited basis). Last I checked, these weren't run-of-the-mill organizations with shoddy equipment.

	Jeff Green, staying at DEI or moving on? Credit: Autostock

So what is the issue? Outside of the 2003 Daytona 500 pole and four top-fives in 2002, Green hasn't been able to show what he is really capable of.

Why you ask?

Chemistry.

Any Winston Cup driver in the garage will tell you that with being successful has to come team chemistry, and I just don't think Green has found his niche. He absolutely has a right to be uncertain about his future. He needs to be with a team he can succeed with.

Remember what Green and crew chief Harold Holly did to the Busch Series in 2000? Six wins and 25 top-fives?

That is insane, but chemistry was key.

When Green moved up to RCR and the AOL car in 2002, there were teammate differences between him and Kevin Harvick, which clearly wasn't conducive to productive seasons for either of them.

Now Green has had a shot with another great team, and chemistry is still key, but that comes in time, which unfortunately may be running out for Green at DEI.

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	After more than a decade in this sport, Pennzoil will be leaving as a sponsor. Credit: Autostock

Elliott: DIS

So, is everyone sick of us talking about sponsorship problems yet? Hooters ... CITGO ... now Pennzoil. It seems that not even the elite teams of Roush Racing, and now DEI, are immune to the economy woes, but this move, like CITGO, still puzzles me.

First of all, DEI is an elite team to be associated with in NASCAR racing -- just the halo effect of being around Dale Earnhardt Jr. brings credibility and visibility.

Secondly, say what you want about Steve Park's tenure at DEI and the possibility that he had diminished skills after returning from his terrible wreck at Darlington in Sept. 2001, but remember what he did before that accident? Park had 12 top-10 finishes, a victory at North Carolina, and was sitting 10th in the points. I am sure Pennzoil wasn't complaining then, or when Park finished 11th in the points in 2000.

Fast forward to 2003. Jeff Green is now piloting the car after Park and DEI went their separate ways, and granted, the No. 1 car currently sits 31st in owner points, but is that an excuse for leaving the sport after being a primary sponsor since 1991?

To a fault, NASCAR fans are loyal to consumer brands, and I would venture to bet that this time next year someone at Pennzoil will regret this move once they start to feel it where it hurts -- the bottom line.

With the way Ryan Newman has been racing, maybe my car will run better on Mobil 1 anyway.

Marty: BELIEVE

This is simple math, E. In instances such as this the brand loyalty argument is garbage. You're right in mentioning the bottom line, but you did so for the wrong reason. Here's a simple equation to help you better understand:

Spend $10 million + run in the back = no return on investment.

Put simply, Pennzoil was priced out of Winston Cup racing. DEI wanted more than Pennzoil was willing to pay for the performance they were given from the No. 1 car. Game over.

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Elliott: BELIEVE

	Ryan Newman: Does he have what it takes to be a champion? Credit: Autostock

I have no doubt that you are looking at a future Nextel Cup Champion in Ryan Newman (which is going to be really enjoyable for ALLTEL, eh?).

To use a football analogy, this kid just finds the end zone. Five poles this year? Four wins (including two from the pole)? Average starting position of just over eight? Sick.

We wouldn't even be talking about Matt Kenseth running away in the points right now if Newman hadn't suffered a four-race streak of finishing 38th or worse from Talladega through Richmond. Even with that bad luck, he has gone from 43rd in the points, up to eight, back down to 27th, and now sits ninth. Talk about a wacky ride.

While I certainly believe Newman will pile on a few more Ws this season, don't get too excited about him affecting the points race (unfortunately). In 2002, following the Pennsylvania 500, Newman had 11 top-10 finishes (including six top-fives) while Kenseth had nine top-10 finishes (also including six top-fives). You do the math.

Marty: BELIEVE

I'll agree with E's sentiment that Newman is championship pedigree. Moreover, he and crew chief Matt Borland are rapidly changing the dynamic of Winston Cup racing.

Both Newman and Borland have extensive engineering backgrounds and fully trust what the numbers tell them. While most teams still rely on driver feedback as the primary factor in determining what adjustments are necessary to improve performance, the ALLTEL bunch takes computer data, accepts it as scripture and installs it on the No. 12 car.

Obviously, it works well for them. Newman has five wins (not including The Winston) since joining the Winston Cup Series, all the while piloting the same equipment. Rusty Wallace -- one of the most knowledgeable chassis experts alive -- has driven to the most talked-about victory drought in history.

The opinions expressed here are solely those of the writers.