Johnson, Vickers react to rule package changes

"In one respect it's great," Johnson said of the testing ban. "We don't have to spend more time away from home (to) go testing. As long as you're in great shape, you're going to be happy with that rule."

But, he added, HMS, which includes drivers Dale Earnhardt Jr., Jeff Gordon and Kasey Kahne as well as Johnson, has been one to utilize other facilities often in an attempt to remain competitive.

Now, he said, such on-track information will have to be obtained at the track leading into a race weekend.

"We've been one that has used Nashville and a lot of other tracks to advance our cars," he said. "We’re going to have to do it the old fashioned way, at the track. Use practice sessions as test sessions and also fall back on our tools and instruments that we have in-house at Hendrick Motorsports."

Others also chimed in Tuesday once the '15 rules were announced.

Michael Waltrip Racing's Brian Vickers was quoted in his team's weekly pre-race release as saying less down force, which will be obtained in part by a reduction in the height of the rear spoiler on the car, "should make the driver a greater part of the success equation."

"There is a ton to absorb with the announcement today, but I think all of the changes are in the right direction," Vickers said. "The testing ban is the right decision. It saves car owners some money and increases the quality of life for all the crew that don't get to spend a lot of time with their family."

Doug Yates, CEO of Roush Yates Engines, said changes to the motors would mean "a lot of work ahead."

To drop horsepower from its current 850 range to the NASCAR target of 725, the use of tapered spacers such as those currently found in the Nationwide and Camping World Truck Series will be implemented.

For Daytona and Talladega, restrictor plates will continue to be used to control speeds.

"The engine configuration as we know it is going to change considerably and what that means is a different camshaft," Yates said. "They're going from flat tappet to roller lifter, which is a step in the right direction for longevity, but as far as the cam design, the cylinder head, intake manifold and exhaust system – all of those things that are related to air-flow – is going to have to be developed and tested over the winter to have a package that's ready to go race next March in Atlanta.

"At the same time, they're reducing the horsepower target 125 and they’re also reducing the RPM from 9,500 today to 9,000 RPM going forward, so there are a lot of changes and a lot of work ahead."

Back at CMS, Johnson was asked about constant changes to rules and if perhaps NASCAR should leave well enough alone for now.

"It's debatable," he said. "I was in a great conversation with (Clint) Bowyer … he brought up a good point. Every time there is change, there is more competition. When the rules sit still for a long period of time, (competition on the track) kind of falls into a follow-the-leader type of event. With more change, there will be that race again to find out who can figure out the mousetrap first.

"I'm not against that. And at the end of the day, if the cars really have a lot of give-up in them and they are abusing tires and wearing tires out, (then) that's going to create the best racing for us.”

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