After giving up the lead to Crafton, Sauter looks to improve his standings at Talladega

With five races remaining in the 2013 season and 103 points behind leader Matt Crafton, Johnny Sauter’s chances at a championship this year are slim. That, however, shouldn’t slow him down from trying to finish the season in the same fashion he started it and carry his late-season success over into 2014.

The NASCAR Camping World Truck Series will be at Talladega Superspeedway this weekend for Saturday’s fred’s 250 Powered by Coca-Cola, the second restrictor-plate race of the year. Sauter, who currently ranks eighth in the standings, started the 2013 season off with a bang by winning the season-opening restrictor-plate race at Daytona and then following that up with a win at Martinsville in the second race of the year.

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At Daytona, he held off a hard-charging Kyle Busch. He followed those victories up with fourth- and fifth-place finishes at Rockingham and Kansas. Since then, he’s cooled down a bit.

After the fourth race he gave up his spot atop the standings to Crafton, who has held it since. Sauter finished outside the top 10 in seven of the next 10 events dropping him from second to 10th in points twice (after Michigan and once again after Canadian Tire Motorsport Park) before rebounding with three consecutive top-10 finishes in the last three races.

This weekend, he will be looking for another strong finish at the 2.66-mile Alabama track. In four series starts, he’s never finished lower than 15th. His best finish came in this event last season where he finished second to first-time series winner Parker Kligerman. Sauter’s first three trips there resulted in finishes of 14th, third and 15th.

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Mammoth track has seen speed records fall, legendary Earnhardt showings

It’s a myth, a legend, a race track and an enigma all rolled into one.

Just a mention of Talladega Superspeedway‘s name conveys images and memories that so many other venues find difficult to match. It’s always been fast, it’s sometimes been controversial and it’s often presented moments that have led spectators to dig their fingernails into the armrests of their seats — if they’re even sitting in them at all. That big 2.66-mile race track in the Alabama hills is a beast unto itself, a track that seems capable of generating physical forces unseen anywhere else.

Before the advent of restrictor plates, it was probably the fastest race track on the planet. Even now, it can force you to hold your breath for 188 laps. It sends cars charging out of the turn four-wide and eight deep, in a pack so dense that a driver could probably touch the vehicle next to him if he dared stick his arm out of the window. The sight, the sound, the hair-raising experience — Talladega is simply unlike any place else on earth.

And goodness has it had its share of moments, which have often epitomized the risk and reward of auto racing at the same time. From surprise winners to record-breakers to incidents that changed the sport forever, Talladega has seen it all. Sunday’s pivotal Chase for the NASCAR Sprint Cup event promises to produce another heart-in-your-throat finish decided by a fraction of a second.

Until then, here are the top 10 moments at Talladega Superspeedway.

10. Bouchard’s stunner, August 1981

Talladega has hatched its share of surprise winners over the years — just look at David Ragan earlier this season, or Brad Keselowski back in his Phoenix Racing days — but none stand out more than Ron Bouchard, who shocked NASCAR’s greats in just his 11th start on the sport’s premier circuit. Entering the tri-oval for the final time, Darrell Waltrip and Terry Labonte were side-by-side. Labonte went high to pass, and Waltrip went high to squeeze him toward the wall. Neither of them noticed the No. 47 Buick charging along the bottom, making it three-wide. By the time they did, it was too late. Bouchard won in a photo finish to claim what would be the lone victory of his Cup Series career.

9. Everything that could go wrong, May 1981

The previous event that season featured a winner somewhat more predictable, a member of the Alabama Gang prevailing on his home track. But the road Bobby Allison took to Victory Lane that day was anything but conventional. Relationships on his race team were strained to the point where he hardly visited his own shop. Rule changes led his team to deem the Pontiac they had been using less than competitive, and switch to a Buick the week of the Talladega race. And then there was the event itself, where Allison lost a rear bumper after getting hit by Morgan Shepherd, lost a lap with a flat tire, and suffered a cracked windshield in an accident. Somehow, he overcame it all and outraced Buddy Baker by a car length to win.

8. Record 88 lead changes, April 2010

Talladega has always been known as a record-breaking race track, but not all of those marks involve raw speed. That was certainly the case in the spring of 2010, at the height of the brief tandem drafting era, when Kevin Harvick edged Jamie McMurray at the line to win a race that featured 88 lead changes, the most ever at any track. The previous mark had been 75, set at Talladega in May of 1984. There were also 29 different leaders, another record, breaking the previous mark of 28 set — where else — at Talladega in 2008. To top it off, the margin of victory was one-hundredth of a second. It was so good the field did it again a year later, with Jimmie Johnson nipping Clint Bowyer by two-thousandths of a second in another race that featured 88 lead changes.

7. Brickhouse and the boycott, Sept. 1969

Talladega has been polarizing from its very first race weekend, when a number of top drivers were hesitant to compete at a facility then called Alabama International Motor Speedway. The place was bigger and faster than anything they’d ever seen, and there were real concerns that tires wouldn’t hold up under the tremendous speeds the track produced. So they boycotted the race, even forming a driver’s association — the closest thing the sport has ever seen to a union — that would prove to be short-lived. NASCAR founder Bill France Sr. filled the field with drivers from a secondary circuit, and the show went on as scheduled. Richard Brickhouse claimed what would be his lone NASCAR victory, and the authority of the sanctioning body would not be challenged again.

6. Breaking the 200 mph barrier, May 1982

At its essence, Talladega has always been about pure speed. The 200 mph barrier was actually broken there fairly early on, in a test by Buddy Baker in 1970, one year after the facility opened. But fans wouldn’t see that magic number approached officially on a race weekend until 1982, when Benny Parsons qualified on the pole at 200.176 mph. The race came down to a four-man scramble between Parsons, Waltrip, Labonte and Kyle Petty, and the finish was electric — Parsons led on the final lap, but he left the high lane open as the cars barreled through the final turn, and Waltrip surged past to win. Parsons faded to third, but his qualifying lap had set a new standard at NASCAR’s biggest race track, and the speeds would only go higher from there.

5. Four in a row, April 2003

There was a time in the early 2000s when no team was better at restrictor-plate tracks than Dale Earnhardt Inc., and no driver was better at Talladega than Dale Earnhardt Jr. The culmination of it all came in the spring of 2003, when Earnhardt started at the rear of the field due to a last-minute engine change, drove through the grass to avoid a 27-car wreck that damaged his vehicle’s front end, and used a controversial pass for the lead to become the first driver ever to win four straight races at NASCAR’s biggest track. Some claimed the No. 8 car was below the yellow line when it overtook Matt Kenseth for the lead. NASCAR determined otherwise, and Earnhardt celebrated once again in Victory Lane with 160,000 of his closest friends.

4. 212.809 mph, May 1987

After Parsons broke down the 200 mph barrier at Talladega in 1982, pole speeds would continue to rise — to over 202 mph in 1984, to over 209 mph in 1985, to finally the apex: 212.809 mph, a number stripped across countless headlines after Bill Elliott reached it in qualifying for the track’s spring event in 1987. Stock cars at Talladega were beginning to approach the speeds of open-wheel cars at Indianapolis, a concept both dizzying and white-knuckle all at the same time. But the line between fast and too fast had been crossed, as was evident on the 21st lap of the race when Allison’s car turned, lifted off and sailed into the catchfence. The crash led NASCAR to implement restrictor plates, and Elliott’s pole speed, still a record, stands as a monument to the limits of man and machine.

3. Beating the heat, Aug. 1977

Sometimes, Talladega could be too much for even one of its native sons. That was certainly the case in the mean summer of 1977, when the mercury on race day approached 100 degrees and the temperature in the car on the race track was considerably more than that. Not even Donnie Allison, charter member of the Alabama Gang and native of Hueytown, was immune. In the late stages of the event, Allison started to feel faint. He chugged soda during a pit stop, but to no avail. The heat had him, so with 24 to go he climbed out and turned his Matador over to Waltrip, whose engine had blown earlier in the event. A broken water cooler on Skip Manning’s car with three laps left helped Waltrip secure a victory that technically went to Allison — although to this day, ‘ol D.W. will argue otherwise.

2. Awesome Bill, May 1985

Though it would take three more seasons for him to claim the championship, the year that truly gave Bill Elliott his nickname was 1985. That was when he won three of the sport’s four biggest races to earn the first Winston Million, a $1 million bonus from the circuit’s title sponsor. But to get there, he had to pull off something truly awesome — win Talladega after falling two laps down with an oil leak. The No. 9 car began belching smoke, and the pit stop to fix the problem took nearly two minutes. With no wave-around or free pass, Elliott had to come back the hard way — using raw speed. He had plenty of that, as he showed in winning the pole, and would prove again in record-setting fashion two years later. Turning laps about 5 mph faster than everyone else, Elliott gradually made up the difference. In the end only three cars remained on the lead lap. One of them belonged to Elliott, who won by more than a second in a comeback that was awesome, indeed.

1. The legend grows, Oct. 2000

To this day, people wonder how he did it. Yes, the draft on a restrictor-plate track is capable of slinging cars from the back of the field to the front, but on that fall day in 2000 there just seemed too many vehicles ahead of Dale Earnhardt, and too few laps remaining. On what would prove the final restart with 15 to go, the black No. 3 car was mired in 15th place. With 11 left, he had fallen back to 18th. With eight remaining, he was still in 15th. But Earnhardt hooked up with Kenny Wallace in the draft, and the two began an amazing race up through the pack, one that still seems impossible today. With two laps left, seemingly out of nowhere, he was contending for the lead. At the white flag, he had it.

From there it was over, and the black No. 3 streaked to the checkereds. The lead paragraph in a Charlotte newspaper account the next day summed it up: "The legend grows." It was Earnhardt’s 10th victory at Talladega and the 76th of his career, and easily among the most memorable in either category. Five months later came that dark day at Daytona, a blue-sky afternoon that began so much pain and sorrow. It all added more significance to that previous autumn in Talladega, where Earnhardt claimed what would be his final race victory in a manner only the Intimidator could.

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Electronic fuel injection marks NASCAR Sprint Cup Series milestone

When Dale Earnhardt Jr. crossed the start/finish line to lead Lap 34 last Saturday at Charlotte Motor Speedway, there was no special fanfare beyond the standing ovation Earnhardt gets every time he leads a lap.

Race control didn’t stop the action to give Earnhardt the NASCAR equivalent of a game ball. There was no announcement of a competitive milestone.

Yet when Earnhardt led Lap 34 in the Bank of America 500, he logged the one-millionth mile in NASCAR Sprint Cup Series competition since the transition from traditional carburetors to electronic fuel injection (EFI).

UPS

It should come as no surprise that the milestone was decidedly under the radar, given that the switch to EFI itself has been smooth, almost seamless and virtually invisible.

Yes, there were issues with fuel pickup, pump configurations, sensors and throttle linkages as teams adjusted to a new computer-based method of supplying fuel to the immensely powerful engines used in NASCAR Sprint Cup racing.

But not once in a million miles has the brain of the EFI system, the electronic control unit (ECU), failed, from the electronics supplied by McLaren to the computing power supplied by chip maker Freescale.

"The good news is, when it’s a non-event, we tip our hat to it, because that means that it’s done its job," NASCAR Vice President of Competition and Racing Development Robin Pemberton said of the successful transition to EFI. "A million racing miles is one thing, but it’s probably almost equaled in test miles, and to my knowledge, we haven’t had any failures."

With its frequency and length of races, NASCAR Sprint Cup racing arguably puts more stress on the engine and the EFI system than any other competitive series.

"We run the most races, our teams build the most vehicles, and we run the longest races," Pemberton said. "Granted, you can have Le Mans, the Rolex 24 Hour race, you can have a lot of those endurance races, but we run 400, 500, up to 600 miles every weekend on our mile- and mile-and-a-half tracks).

"Our short races are 250 miles, which is what other series run as their big races. With the full-bodied cars, with the minimal tires that we have, the brake heat and the (engine) heat that’s generated, we put anything through its paces."

As a driver puts a car through its paces, the ECU records a wealth of data that can be downloaded and analyzed. In fact, the most visible difference between a carbureted system and EFI may well be the banks of laptop computers teams now set up in their garage stalls.

"I think the big benefit has really been for the teams, because they’ve been able to pinpoint times when there’s been a failure (in the engine) and understand that," said Steve Nelson, director of marketing for Freescale. "And it’s helped them when they go back and look at data to build engines that are more reliable.

"They can go right back to the event that happened. They can identify over-revs, missed shifts, all types of things. And there have been times when drivers have been able to help each other with their lift points getting into the corner and their RPM traces, things like that… Racing is always about data, being able to get more data out of the car."

You don’t have to convince rookie driver Kyle Larson, who will move up to the NASCAR Sprint Cup Series full-time in 2014, taking the place of Juan Pablo Montoya in Earnhardt Ganassi Racing’s No. 42 Chevrolet. In the meantime, however, Larson is learning from Montoya, and from future teammate Jamie McMurray, by studying their EFI data.

"They show me Juan’s and Jamie’s throttle and braking and all that," Larson said before his NASCAR Sprint Cup debut last Saturday at Charlotte. "It helps out quite a bit. I know (from a Charlotte test) I wasn’t getting in the corner quite as hard as they were.

"You can tell different driving styles apart pretty well through that stuff, too. Like here (at Charlotte), Juan never really gets out of the throttle. I’m out of it for just a split second and back in it. That helps a lot. When I look at my data versus theirs, I can really tell what I need to do to get better."

Interestingly, the computer chips Freescale supplies for the EFI systems aren’t custom-made for racing. You’ll find the exact same thing in your street car.    

"The little chips we put into those engine computers are the exact same ones we put into passenger cars," Nelson said. "We don’t special-test them. They come right off the shelf. In our business, we ship things in very, very large volume, literally in the millions and billions. Something like racing is such a small market, there’s no way financially we could ever do a custom version of a device.

"So, to take what is literally in the passenger cars in the parking lot — the same parts that are in those engine computers — McLaren buys the same ones. To do a million miles with zero failures with non-racing-specified parts is a really nice story for us."

Four-time champ in a class by himself on Whelen Southern Modified Tour

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CONCORD, N.C. — Dynasties are rare these days, but George Brunnhoelzl III is working on just that on the NASCAR Whelen Southern Modified Tour.

On Oct. 10, Brunnhoelzl secured his fourth title in five years simply by taking the green flag at the start of the UNOH Southern Slam 150 on the quarter-mile track at Charlotte Motor Speedway, the Southern circuit’s season finale. The 30-year-old, who will turn 31 on Oct. 28, finished third in the race.

The titles aren’t the only things that tell the story of his dominance on the Southern Modified Tour, though.

Consider this: Over the past three seasons, Brunnhoelzl has had the points lead for all but one race. During that same stretch of 37 starts, he has won 14 races. He is the all-time wins leader on the tour with 20 victories in 79 career starts. His four titles (2009, 2011, 2012, 2013) are a tour record and he is the only driver in modified racing history to win three consecutive championships. The latter was a fact Brunnhoelzl was surprised to learn when it was brought to his attention at a post-race press conference.

"I would love to climb the ladder and go higher, but in the same respect, I am very thankful and happy to do what I do now."

— George Brunnhoelzl III

"That’s pretty amazing," he said. "I didn’t realize that ’til just now. That’s definitely pretty cool to hear that. There’s a lot of great modified racers throughout the years and to be able to be there with three consecutive championships and to be there in the same conversation as some of those people is pretty cool."

In short, Brunnhoelzl is the Southern Modified Tour’s version of Jimmie Johnson. And his follow drivers are well aware of just how tough he is to race.

"George is really hard to beat. He’s one of the fastest every week," said Kyle Ebersole, who finished second in points for the season and second in the UNOH Southern Slam 150. "I wish we could have applied a little more pressure to him."

The lone title Brunnhoelzl did not win in the past five years was in 2010, when Burt Myers won the championship. Brunnhoelzl competed in only three races on the circuit that year.

Myers, who won the Charlotte finale, conceded that to win the title you have to beat Brunnhoelzl.

"The 28’s been really laying it down on the tour," Myers said. "I hope to beat them all but to beat the 28 or to win a championship, you are going to have to beat the 28 to do it."

Yet, despite the end result of the title, this season wasn’t as easy as it may have appeared for Brunnhoelzl.

"We struggled a bit at the start of the year, just the first couple races," Brunnhoelzl said. "We went back to our own family team (Brunnhoelzl Racing) from where we were the past two years at Ideal Racing and hadn’t really been using our equipment, so the first couple races we kind of had a little struggle to just re-learn our own equipment."

The team also had to build a new race car after his winning car at Caraway Speedway in April was destroyed from a late-race tangle with Tim Brown following the checkered flag. The car was rebuilt during the nearly three-month break between races and at the following race, which was also at Caraway, Brunnhoelzl won again.

With the numerous challenges and obstacles, the fact that this title was with his family team made it all the more satisfying for Brunnhoelzl.

The family team, Brunnhoelzl Racing, is owned by his father, George Jr., who also serves as the crew chief. 

Racing is in the Brunnhoelzl’s family DNA. Brunnhoelzl III is a third-generation driver. His father ran 105 races on the NASCAR Whelen Modified Tour and won twice. The family runs Brunnhoelzl Racing Inc., which is a racing performance business that primarily makes and develops equipment for pit stops in Mooresville, N.C.

In fact, it was his family’s racing history up north (he is from North Babylon, N.Y.) that led to Brunnhoelzl to race primarily on the Whelen Modified Tour in 2010, right after he won his first championship on the Whelen Southern Modified Tour in 2009.



"One of my dreams was always to run the Northern tour," Brunnhoelzl said. "My dad, my grandfather, all my family had run at those tracks, so we really wanted to do it. And then we did it and had limited success but for our first time there, did fairly well."

But logistical concerns (he had relocated to North Carolina in 2000) and the desire to start a family led Brunnhoelzl to go back to the Southern circuit.

So, Brunnhoelzl returned and dominated. With his success on the Southern Modified Tour, could a move up be in Brunnhoelzl’s future?

"I would love to climb the ladder and go higher, but in the same respect, I am very thankful and happy to do what I do now," he said.

For now, Brunnhoelzl is focused on staying atop a circuit that is getting tougher and tougher.

"Each year, the competition has gotten stiffer and stiffer and we have had to improve our performance and step up our game to stay on top. We are looking to develop some new ideas over the offseason and hopefully, step it up another notch for next year."

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Crew chief for Almirola, RPM’s No. 43 out indefinitely

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NASCAR announced Thursday that championship-winning crew chief Todd Parrott has been suspended after violating the sanctioning body’s substance abuse policy.

Parrott currently serves as crew chief for the No. 43 Richard Petty Motorsports team for driver Aric Almirola. He is allowed to return to competition upon successful completion of NASCAR’s Road to Recovery treatment program.

Sammy Johns, RPM’s vice president of operations and competition, will take over as interim crew chief of the No. 43 Ford until further notice, beginning this weekend at Talladega Superspeedway.

Parrott was crew chief during NASCAR Hall of Famer Dale Jarrett‘s Sprint Cup championship season in 1999 and also worked with former series champions Bobby Labonte and Matt Kenseth. Parrott was also the crew chief for two of Jarrett’s three Daytona 500 wins, guiding the No. 88 car for team owner Robert Yates to Victory Lane there in 1996 and 2000.

He joined the Richard Petty Motorsports team in the summer of 2010, four years removed from a brief stint with the team when it was known as Petty Enterprises. Since then, Parrott has scored two victories with RPM, overseeing both of Marcos Ambrose‘s Sprint Cup wins at Watkins Glen International.

Parrott shifted from the No. 9 team of Ambrose to work with Almirola in the No. 43 for the final 10 races of 2012. So far this season, Almirola ranks 18th in Sprint Cup points with one top-five finish and six top-10s.

Richard Petty Motorsports said in a team statement that it "fully supports" NASCAR’s ruling.

"We have an expectation of all RPM employees to conduct themselves at the highest level of professionalism and within the competitive confines as set forth by NASCAR," Johns said. "We are very disappointed that one of our employees did not meet our expectations and we completely support NASCAR, their policies and final decisions when it comes to the substance abuse policy."

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Drivers are Joe Gibbs Racing teammates in the NASCAR Nationwide Series

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Michael Waltrip Racing announced Thursday that Elliott Sadler will close out the final four races of the NASCAR Sprint Cup Series season in the No. 55 Toyota as a fill-in for Brian Vickers.

Sadler, Vickers’ teammate with Joe Gibbs Racing in the NASCAR Nationwide Series, will begin his stint for MWR at Martinsville Speedway on Oct. 27. Team owner Michael Waltrip, still a part-time competitor in NASCAR’s top division, will wheel the No. 55 this weekend at Talladega Superspeedway.

The team announced Monday that Vickers will miss the remainder of the season because of health issues. Doctors discovered a small blood clot in his right calf, placing the driver on blood-thinning medication to combat the illness. Vickers said in a team release that the ailment was “a temporary setback,” and that he expected to resume his racing career in 2014.

"First, I am already a teammate of Brian’s at Joe Gibbs Racing and it is really tough to see him going through this again," Sadler said. "Both of us have fought hard to get back in a position to win at NASCAR’s highest level. I am honored to have this opportunity to drive for MWR because I know their cars are competitive."

Vickers was announced Aug. 13 as the full-time driver for the No. 55 MWR Toyota in 2014. Vickers, who won in the car in July at New Hampshire, had previously shared the ride on a part-time basis with veteran Mark Martin, who is currently substituting for Tony Stewart as he recovers from a broken leg suffered in a sprint-car crash in early August.

Vickers missed most of the 2010 Sprint Cup Series season with blood clots in his leg and lungs. He had heart surgery that summer and returned to NASCAR competition the following year.

Sadler, a three-time winner in Sprint Cup competition, has competed full-time in the Nationwide Series the last three seasons, finishing second in the season-long championship race the last two years to Ricky Stenhouse Jr. He drove a fourth Gibbs car in one Sprint Cup race earlier this year at Kansas Speedway.

Sadler currently ranks fifth in the NASCAR Nationwide Series standings. Vickers ranked eighth in the Nationwide standings at the time of his season-ending ailment.

"Elliott has all the attributes we were looking for. He’s experienced, familiar with Toyota, has a great attitude plus he’s a heck of a driver," Waltrip said. "We’ll pair him with Scott Miller and the No. 55 guys and I know they’ll have the Aaron’s Dream Machine at the front of the field. I also want to thank everyone at Joe Gibbs Racing and Toyota for letting us borrow Elliott for a few races."

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Pemberton: ‘Nothing on the books’ just yet for 2014 rules package

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NASCAR officials are still evaluating results and dissecting data gathered from Monday’s test at Charlotte Motor Speedway, a daylong effort that Robin Pemberton, NASCAR vice president of competition, described as "a good productive test."

Two teams from each of the three manufacturers — Chevrolet, Ford and Toyota — participated as officials attempted to hone in on a 2014 rules package for intermediate tracks.

"A lot of times, it’s as important when you test just to get some of the items off the board," Pemberton said. "In our situation, it’s OK to do things and say ‘OK, get that off the slate, it’s a non-keeper’ or ‘it’s a keeper.’ "

Pemberton said changes such as different ride and spoiler heights had been tested previously and showed promise. Monday’s test was part validation of those findings as well as an opportunity to gather additional information with a variety of other packages.

"There are some things that we did to the car for 2013 because we needed the travel; we had certain shapes of splitters and things like that because the car went through four inches of travel," he said. "We addressed a few of those things. … We had a person assigned to each car that debriefed the driver when he got done with all of his runs. As you can imagine, that’s a lot of information to melt down."

Multiple tests in 2012 as the series prepared to roll out the Generation-6 car this season had shown that lessening the amount of downforce on the cars was not conducive to providing close competition on the track, as many had believed.

"We went down a path of testing cars in traffic; we knew it was important to run with multiple cars on the track with different configurations of aerodynamics, splitter sizes and shapes, pans underneath the cars, smaller spoilers, bigger spoilers, a whole list of things," he said. "One of the things toward the end of the summer … we were at the all-time low for downforce (numbers) … when we looked at all the things we had done, it became apparent that the more downforce we took away the farther apart the cars got in traffic, the more disturbed they became."

Driver feedback on Monday, he said, mirrored what officials had already come to understand.

Finding ways to lessen the aerodynamic impact of the lead car on a trailing car remains the focus for the intermediate tracks. And while gains can be made through the use of computational fluid dynamics (CFD) and wind tunnel testing, results can vary when multiple cars are involved.

"When teams go to the wind tunnel and work on their car, they work on their car to create the most downforce, the least amount of drag and all this other stuff," Pemberton said. "When we’re developing a rules package, as of late, what we work on is getting the car that’s No. 2 in line the best that it can be.

"Sometimes some of the things that you do are counter-intuitive for a single car but they’re better for a multicar situation. That’s what we work on. It’s difficult, it’s expensive, the runs are long, and it takes a lot of time to get that done. There are no wind tunnels that can run two, three, four or five cars (simultaneously).

"We’re fairly comfortable with a two-car CFD but … even the scale model tunnels, it’s very difficult to run two (cars) in those."

Eventually, what has been learned must be verified on the track. "And it doesn’t always work," he said.

"There are things we saw Monday that gave a little different result than what we saw in some of the CFD studies."

No additional on-track tests concerning the 2014 rules package are currently on the schedule, but Pemberton didn’t dismiss the possibility.

"We’re going over the information," he said. "The results of some of the things we got on Monday may be enough to add to the package next year. Right now there’s nothing on the books."

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Choose a driver and ride along with RaceBuddy

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Vote for an in-car camera angle and watch RaceBuddy to see if your driver was chosen.

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At age 23, James Buescher has a wife, a son and a championship

At first, there was only bawling.

It was all Kris Buescher could do at the very moment she realized her husband, James, was going to win the NASCAR Camping World Truck Series race at Michigan International Speedway on Aug. 17.

So she sobbed in the motorhome, listening to Buescher and his team celebrate over the radio. She picked up their son, Stetson.

"You’re the reason," she said, with what little voice she had left. "You’re the reason Daddy won."

And with that, the bawling stopped.

Then, there was running.

Kris hustled to a place that has become all too familiar since her husband broke into the truck series in 2009 — Victory Lane. She arrived in time to see James drop the window net, climb out of his truck and accept the celebratory shower from his jubilant team.

As James began his post-race televised interview, Kris snuck into the frame. She passed Stetson, then 22 days old and at his first-ever race, into James’ arms.

James kissed him on the cheek.

"His first time at the race track," he said. "We got Stetson in Victory Lane. Proud papa right now."

After that, he paused. The next words that came out were choked. Even two months later, you can watch the video and see the exact moment in which James Buescher‘s eyes filled with tears.

Later, Kris joined the two for celebratory photos. James held his son on his left arm, Kris stood beside him and with a warm afternoon sun swaying over them, the First Family of the Camping World Truck Series wore smiles wider than Talladega’s frontstretch.

"It was probably one of the most memorable events in my life. Ten years from now, it will still be one of the most memorable events, I’m sure."

James Buescher, on winning at Michigan

• • •

ADOPTING, ADAPTING

James Buescher has won races before — six of them, in fact, in the Camping World Truck Series alone. Currently second in the points standings heading into the fred’s 250, he’s the defending series champion with a large silver trophy for his 2012 performance, a season that put him in the same class as such past champions as Ron Hornaday Jr., Greg Biffle and Austin Dillon.

It was a career-building moment to win the series championship, something that often leads to opportunities in the NASCAR Nationwide Series — or higher. It delivered red-carpet treatment at the end of the 2012 season, and a gleaming cup that will be in the family’s possession 50 years from now.

Fifty years from now, though, the career-defining moment the couple will most remember happened on a 2-mile track in the middle of August, eight months removed from winning the championship trophy.

"It gives me chills right now," Kris said in a September interview. She held out her arm, which was covered in goose bumps. "I was more excited about him winning that race than I was him winning the championship."

"I was, too," James added quickly. "It was probably one of the most memorable events in my life. Ten years from now, it will still be one of the most memorable events, I’m sure. And we’ve won at Daytona, and won Chicago from two laps down.

"With everything that’s happened over the past two years, having Stetson in Victory Lane at his first race was really special."

Stetson’s story personifies the Bueschers, who are lapping the traditional life schedule.

They married in January 2012, when James was 21 and Kris was 22, in a beautiful ceremony in Costa Rica.

In his first year as a married man, James won the Camping World Truck Series championship at age 22. Months later, the couple announced they would adopt a baby.

"We’ve always talked about adoption," James said. "We hadn’t had any biological children yet, so we just figured, why wait? We wanted to be young with our kids. We want to be able to keep up with them, want to be able to run around."

The couple found a birth mother. They planned. They agonized. They waited.

Stetson Rees Buescher was born July 26, two days after James raced on dirt at Eldora Speedway. Both parents were at the Arkansas hospital. Kris cut the umbilical cord.

James stayed with Kris and baby until Aug. 1. He flew to Pocono, practiced and qualified at the track, raced on Aug. 3 and flew back to Arkansas. Since then, Stetson has been at every race except one — the Sept. 1 event at Canadian Tire Motorsport Park. He doesn’t have a passport yet.

"We wanted a child so, so badly," Kris said. "And you fight so hard for your child. If you ask me now if I’d ever adopt again, I’d tell you yes in a heartbeat. It was something we felt called to do."

James and Kris Buescher celebrated the driver’s 2012 championship with sprays of champagne. The feeling in this photo was surpassed when James won in Michigan, at baby Stetson’s first race.

TRANSFORMATION, TRANSITION

It’s easy to get lost in the dusty plains of Texas, and that’s what James and Kris try to do away from racing.

They go to Houston Texans games and volunteer at their church nursery. Kris works at Buescher Personal Fitness — their own business — when James isn’t at the shop or the track, often putting in 12-hour days and staying so late that James calls her at work, prodding her to come home.

Her deep desire to help people get healthy stems from her teenage battle with anorexia.

"Through my battle with anorexia I really got passionate about finding correct ways to make your body healthy, "Kris said. "I like to help others, too. I like to help them see the transformation. It’s my passion."

"That’s her deal, on top of managing my life," James added with a laugh. "She’s what holds it all together."

With Kris working at the gym, James has all day with his son.

"It’s like Daddy Day Care," he quipped.

The two have their own routine, going to the mall sometimes or taking long rides in one of James’ cars.

"He really likes the Camaro," James said. "If he gets kind of fussy, I can drop it down a gear and make it vibrate more. And he loves it. Puts him right back to sleep. I swerve back and forth like I’m warming my tires up."

Kris laughs and shakes her head. "Do not put that in there," she says.

"I’m serious!" James said. And he is, but his eyes are sparkling, his grin is mischievous and you get the sense he’s tweaking his wife just a bit.

Their bond has always been strong, forged from their initial meeting as 14-year-olds racing Bandoleros at Texas Motor Speedway. They were competitors, racing — and sometimes wrecking — each other before they began dating.

They are easy and comfortable around each other and come across as a couple of old souls.

"I feel like if you’re in a marriage and your marriage isn’t solid, then I feel like he wouldn’t perform to the best of his ability," Kris said.

That’s why Kris is at all the races, although she’s grown up in a racing family. Her dad, Steve Turner, co-owns Turner Scott Motorsports, which owns the No. 31 truck that James drives.

After races, the couple returns to their Katy, Texas, home, which operates at capacity with five dogs in addition to the Bueschers.

Before the two adopted Stetson, they had two dogs. Then James wanted a big dog, and Kris wanted a small dog, so they added two more dogs to the family.

After Kris’ mom decided she wanted a small dog that proved to be too much to handle, James and Kris adopted it, too.

James Buescher has won two races this year, the second of which came at Iowa Speedway on Sept. 8.

GIVING, GOING

Earlier this year, James was devastated to read about the carnage caused by one of the Midwest’s many tornadoes.

So he called his PR rep and planned an impromptu trip into the heart of the damage, where schools and houses had been leveled.

He did not send out a press release. He did not tweet pictures from the event.

Nor did he make public the couple’s work with the Fraternal Order of Eagles, which has donated $25 million to diabetes research.

"We always try to give back as much as possible," Buescher said. "We do a lot of charity things that a lot of people don’t really hear about. I guess what I’m trying to say is, we don’t do stuff just to be high profile and say ‘Hey, we’re doing this to make ourselves look good.’ We do that stuff because we care." 

Yes, the couple has their causes, ideas and convictions that tug on their hearts and put lumps in their throats. They plan to start a non-profit foundation someday.

"Especially now that we went through the adoption process, I’d love to do a non-profit for adoption because people are so unaware about how many children are out there," Kris said.

"There are a lot of people who want to do it, and can’t afford it," James added. "We want to help those types of causes."

THE SPEED OF LIFE

A whirlwind two years hasn’t changed James Buescher. He’s still the same guy in the hauler and in the garage, just with a few more victories under his belt and a son waiting for him off the track.

A veteran at 23, he leads the rookie meeting every week at the behest of Camping World Truck Series Director Chad Little.

It’s a funny dichotomy. Here’s a guy with a wife and a son — and a championship — who’s 23 years old, and looks younger than that.

"I think where we are right now, we got there a lot quicker than I expected," Kris said. "But I definitely wouldn’t change any of it. And people always joke from when we were 14 all the way to now, we’ve had this timeline of our life. And we beat the timeline every single time."

Maybe Buescher will overtake Matt Crafton for the series points lead down the stretch and win his second consecutive Truck Series title. Maybe he’ll drive in the Nationwide Series next year. Maybe he’ll be in a Cup car in three years.

The couple plans to have at least one more child. Maybe they’ll have three. Maybe they’ll have four.

Who knows? That’s the thing with plans. Sometimes you go off course. Sometimes you win a championship at age 22, then adopt your first child seven months later.

"I don’t have a five-year plan, much less a two-year plan," Buescher says, flashing that grin again.

Then he leaves his hauler and heads to the garage, walking tall, eyes fixed forward, ready for whatever the future may bring.

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Drivers confident they have a shot at another Front Row win

RELATED: Full Chase for the NASCAR Sprint Cup coverage

The trophy still sits in the team’s showroom, and he enjoys looking at the photos and mementos from that day, but in retrospect David Ragan wonders if he really got the chance to enjoy it. This is NASCAR, after all, where each week begins another journey toward another race track, and — particularly for one of the smaller teams on the circuit — there isn’t a whole lot of time allotted for savoring the moment.

"When you win a race on Sunday, you’re back to business Monday morning," he said. "In this sport, you kind of move on. But I know this offseason we’ll certainly enjoy it, and years down the road we’ll all remember that win."

Particularly this weekend, when NASCAR’s premier series returns to Talladega Superspeedway for the first time since Ragan pulled the season’s biggest stunner back in May. With Front Row Motorsports teammate David Gilliland right behind him, the Georgia native burst up the middle on the final lap and led the way to an unlikely 1-2 finish for an organization that celebrated in Victory Lane for the first time in its history.

This time around, the Front Row teammates are out to prove their May miracle wasn’t some fluke of restrictor-plate racing. Ragan and Gilliland are bringing back the same cars they used the last time around at Talladega, and are out to cap a week that included both drivers re-signing with the organization for next season.

"I think we’ll have a little swagger amongst everyone," Ragan said. "At least we know where Victory Lane is in case it happens again. But it’s so hard to win these Cup races, and there’s the chance that we’ll go there and wreck on the first lap and finish 43rd. You know that going in. But there’s also a chance that we could go and win again. So we know that. Our pit crew will be confident, I’ll be confident as a driver, and hopefully some of the drivers will give us a little bit of respect out there and run with us some."

Ragan is no slouch as a plate racer — his other victory in the NASCAR Sprint Cup Series came in the summertime Daytona event for his former team, Roush Fenway Racing. He might also have a Daytona 500 triumph on his resume had he not been flagged for jumping a green-white-checkered restart in 2011, when Trevor Bayne went on to win the Great American Race. And then there’s Gilliland, who has four top-5 finishes in his career at NASCAR’s top level, three of them coming at plate tracks.

"We obviously had a dream weekend there earlier this year, and have a lot of confidence as an organization going back," Gilliland said. "We know we have a legitimate shot as an organization, as a team and me personally as a driver to be able to get my first win in the Cup Series. So that’s what we’ll be focused on so we can achieve that."

If there’s any place most conducive to such an unlikely season sweep, it’s Talladega, where restrictor-plate packages combine with the draft to minimize the differences between the sport’s power teams and everyone else. The 2.66-mile track has often rewarded the little guys, boasting an array of surprise winners that spans the likes of Richard Brickhouse, Ron Bouchard, James Hylton, Lennie Pond, and in more recent times Brad Keselowski back in his days with an underfunded Phoenix Racing operation.

"We know we can," Ragan said. "There’s no question about that. But Talladega is such a tough race. To be in contention is our goal. I think if we’re in contention — and that’s in the top 10 those last 10, 15 laps — I feel like we’re going to have as good a shot as anyone to win. But it’s getting there.

"There are a lot of factors that go into just making it the 500-mile distance. But I think our cars have had speed. Our Ford engines are great, they run well. And I think myself and my spotter and my crew chief, I think we’ve all got a good feeling for the right moves to make at the end of the race. But our first race is just to get to the end. That’s all we think about. I try not to think about winning or running fifth or second or how things shake out on the white-flag lap. I just try to get to mile marker 475, and then it’s kind of a different race from there."

That was certainly the case in May, when Matt Kenseth led 142 laps, but found himself in the wrong lane as the field charged toward the checkered flag. Ragan and Gilliland hooked up on the backstretch and came roaring up through the center lane, while the current Sprint Cup points leader was up high against the wall. By the time Kenseth thought about moving down to block, it was too late, and owner Bob Jenkins’ cars had delivered an Alabama slammer that resulted in the biggest day in team history.

Factoring in the 19th-place finish of third driver Josh Wise, Front Row’s total take that day was $707,666. There were more longer-lasting benefits as well, Ragan added.

"It definitely helped us on the sponsorship front," he said. "Some of our sponsors that have taken a big gamble in investing in Front Row Motorsports, they were reassured that we do have a lot of potential, that we can succeed at the top level of NASCAR if we all go out and execute and do our jobs. I think that was very good. I think it attracted some other people into kind of looking at us. Ultimately at the end of the day it’s all about revenue, so we can build better race cars and have more resources to work with."

Toward that end, the process is ongoing — Talladega remains the only top-10 finish for either Ragan or Gilliland this season, and Front Row’s two cars more often run in the 20s on more traditional layouts. But the draft is the great equalizer, something that’s been on display time and again at NASCAR’s biggest race track, including this past May. For the Front Row drivers, the plan is to get near the finish, go for the win, and possibly record another memory to savor once the season comes to a close.

"That’s what it’s all about," Gilliland said, "just lurking around the doorway for when it finally opens, and then barging through."

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