Every week, teams are trying to get any little edge they can.  And one way that many teams have found they can gain a small edge with pit stops, is to add a little bit of traction to their pit stalls.  At places like Las Vegas, that little bit of traction in the stall can make a big difference on the track.

Each track has it’s own little quirks in terms of pit road.  Some have small pit stalls, others have stalls that aren’t square or level, and some places have tall or short pit walls.  At Las Vegas, everyone knows that pit road is very slick.  For whatever reason, when the concrete was poured on pit road, they didn’t do whatever technique some other tracks have used to rough up the surface.  So a smooth surface, combined with the little bit of dust that always seems to linger on the concrete, and you have a recipe for disaster (a.k.a. I just busted my ass).

In the past, teams used a chemical known as VHT to add a little traction to their stalls.  I had a conversation on Twitter recently with RacingwithRich.com’s Richard Allen (@RacingWithRich) about this very topic.  The drag racing fans out there will know that VHT is very common around their favorite strip, as tracks use it to add grip to their surfaces.  But within the last few weeks, NASCAR has decided that teams are no longer allowed to use any sort of chemicals or adhesives in their pit stalls.  The only additive we are allowed to use now is your favorite soda.

Before, and even during the race, you may have noticed teams dousing their stalls with soda from cans and bottles.  Anybody who has ever spilled a soda knows that it makes a sticky mess.  Pit crews are using that stickiness to their advantage.  Beyond that, some teams have even discovered that using just the syrup from the soda makes for even better traction.

What this added traction from chemicals or soda really means, is crew members have better traction with their shoes while running around doing pit stops, and the cars will have better grip getting into, and leaving the stalls.  And that little bit of extra traction can pay big dividends on the scoring pylon when the checkered flag drops.

The Nationwide Series gets its first off week of the year, while the Truck and Cup Series head to Atlanta this weekend.  It’s only midweek though, and that means another round of reader questions and answers.  If you don’t know what this post is, we answer any and all reader questions every Wednesday, right here.  So if you’ve got one, click on the ”Ask the Insiders” tab at the top of the page and send one to us.  On to the questions…

I missed a couple of questions last week, so we will kick this edition off with those first.  Sorry for my screw up! – T.C.

1. From Gene:

Why is wind tunnel time so expensive? On TV it looks like a car on rollers in front of a big airplane propeller. Costwise,what am I missing here?

First off, the cost to build a wind tunnel has got to be pretty high.  Besides a roller and some big propellers, it also takes some very sophisticated computers and machinery to control everything.  On top of that, the energy bill alone needed to run everything is probably astronomical, not to mention the engineers needed to run the place.  It all adds up very quickly.  If they were cheap, everyone would have one. – T.C.

2. From Christopher:

After Daytona, I looked at the NASCAR rankings page, which lists winnings in dollars. I noticed that every driver listed- including those who did not qualify for Daytona- had some winnings. First of all, how do you win money if you don’t race at all? Secondly- why do the non-qualifying drivers have slightly different amounts? Derrike Cope has some $40,000 and Jeff Fuller some $21,000. Both didn’t race- what did Cope do earn that extra money? Finally, with the racers that did compete- how come some in 20th place made more than guys who finished well ahead of them?

I believe what you are seeing for drivers like Cope and Fuller, who didn’t run, is there winnings from the Bud Shootout and Gatorade Duels.  NASCAR doesn’t pay prize money if you don’t make the race.  Teams get owners points, but no money.  And the reason some drivers make more then others depends on what contingency programs a team is involved in, and in what payout plan a team is in.  I believe NASCAR has four different plans setup, and each team fits into one of those plans.  I don’t know specific details, but the plans award prize money based on not only where you finish, but also past performance and longevity. – T.C.

3. From Eddie:

How many people involved in NASCAR are still unemployed?

I can’t give you a specific number, but the answer is a lot. There were unfortunately far more positions lost than positions available and added. Contractions like this are bad for everyone involved. – Journo

4. From Ric:

Do teams use different pit boxes at different tracks? If teams only have one pit box do they have backup pit boxes in case something happens to it?

No, teams use the same pit box at each race.  A backup pit box really isn’t necessary, because I don’t know what would happen to a box that would warrant a team needing to have it replaced.  The only exception being if the box was destroyed in transit. – T.C.

5. From Mike:

I understand when the drivers choose the ball from the fish bowl, they are choosing there starting order for qualifying. Joey Logano not being 21, his crew chief will pick for him. Is this policy in effect because of driver age and being possible gambling?

I’m not aware of a rule that says one must be 21 to select the ball for the qualifying draw.  I do know that it doesn’t need to be a driver who selects the ball, just a representative from the team. – T.C.

6. From Sue:

Was wondering whatever happened to Fatback McSwain?

Fatback is running an auto repair shop in Dallas, NC. – T.C.

7. From Michelle:

What is going on with Ryan Newman’s team and Tony Stewart being the successful team? Do you think that the #39 team will be able to rebound and battle for the championship?

The first two races were things beyond the team’s control. There isn’t much you can do about a wreck and an engine failure. I wouldn’t worry about it too much at this point. If you remember last year he wasn’t great through the first four races, and then made the Chase. Give it a few more races here. – Journo

8. From Marc:

Any ideas as to why the #26 has performed so poorly? I thought they got cars and engines and perhaps even some technical help in addition to the 2009 #26 points as part of the ?comprehensive services agreement with Roush Fenway. Based on their poor performance both qualifying and running, I really wonder if they got the worst from the Roush shop. Boris Said did a lot better with the old Mark Simo #60, which also had support from Roush.

It all comes down to funding.  Yes, the team did buy old equipment from Roush, and they do get engines from Roush Yates Engines.  But you only get what you pay for, and this team is severly underfunded.  They have very little, if any sponsorship, and they have a bare bones crew and operation.  If this team makes it past the first five races of the season, they will most likely be just a start and park entry. – T.C.

9. From Margaret:

I’ve noticed on Preliminary Entry Lists that there is a section that appears to list the vehicle manufacture date. Most list 10 as the year, but some list 09 and Brian Vickers car is listed as 08. Does this have anything to do with the date that the car itself was built or does it deal with what nose they run? What is the difference? Thanks!

I believe the model year designated refers to the body style being run, not the date the chassis was built.  I’m not sure how an ‘08 model car could be run by Vickers though, as the rulebook specifies that only 2009 and 2010 models are eligible this season. – T.C.

10. From Measure:

Start N Park cars, causing a bit of concern to NASCAR. Why doesn’t NASCAR implement a rule that says if you don’t finish 80% of a race, your team is suspended for the next race? Exceptions could be made for cars involved in wrecks and for those in the ‘top 35′.

It’s not necessarily a bad idea, and I believe a similar rule has been talked about. In lieu of suspending teams, I think a more powerful tool is to cut the purse; that is, after all, why some of the teams are there. I think NASCAR doing further inspection of the last place car is a good first step and I foresee them trying to curtail this as much as they can as the season moves along. – Journo

11. From Tim:

I literally stopped watching NASCAR because of Jimmie Johnson. Now I know how people felt about Earnhardt Sr. and Gordon. Will the spoiler make any difference in the 48 team’s dominance?

It might. There has been a lot of discussion about the effect of the spoiler on the racing. Some think it’ll make a difference, others don’t. I know Jeff Burton thinks we’re going to have a pre-spoiler/post spoiler season. Carl Edwards disagrees. We’ll definitely have to wait and see. – Journo

12. From Kevin:

What is going on with AJ and the rest of RPM

I don’t know what to tell you. It would appear to be an issue throughout the RPM camp as none of their drivers have been running particularly stellar. Paul Menard’s been the most consistent and Kasey did finish 9th last week, but it’s hard to say. It’s still early in the season and with the changes at RPM it could take some time for everything to come together. – Journo

And that brings yet another “Ask The Insiders Wednesday” to a close.  Thanks to everyone who sent in questions.  And remember, if you’d like to be a part of next week, click on the ”Ask the Insiders” tab at the top of the page and send your question in!

If you watched the Nationwide race this weekend it was hard not to notice the two white Fords. Normally this paint scheme (or lack thereof) is saved for those underfunded, or unfunded programs, with little known, or older drivers. Not the case here. The teams both came out of the Roush Fenway stable and piloting the cars were two of the sport’s brightest young prospects: Colin Braun and Ricky Stenhouse Jr.

The sight of those unsponsored Roush cars was certainly odd. This is a team that is among the best in the garage at selling sponsorship (not so much keeping it though) and certainly one of the most competitive in the Nationwide Series.

This season the team has both of the rides in question partially funded by existing deals with Conway Freight and Citi Financial, but up to now has been unable to lock down deals to fund the cars for the whole season.

If this was just about any other organization this might be a source of concern for the drivers; think JR Motorsports, Earnhardt Ganassi Racing. Fortunately for these guys that’s not the case at Roush.

As odd as it may seem to see a team like Roush run without sponsorship, especially that blatantly, this is not the first time Roush has run one of its teams without a primary sponsor. Carl Edwards ran a good portion of the 2003 truck schedule without sponsorship and other Roush prospects have done the same, including Erik Darnell, Ricky Stenhouse Jr., David Ragan, and Colin Braun.

While this may seem a lesson in how to lose money, it really says so much more.

The commitment of  Jack Roush to his development program and its drivers shines through in this moment (and others like it). Few owners these days are willing to give young, untested drivers the opportunity to show what they’re  made of without funding. Not Jack Roush. His commitment to drivers he sees as future stars, or at the very least worth developing further, is highly commendable.

On top of that it signals to potential sponsors Roush’s commitment to keep those teams running in spite of adversity. It says with Roush you’ll find stability and you’ll find an owner willing to put performance and future development above the almighty dollar. It says this isn’t a team that’s going anywhere.

In a world where money has become a synonym for talent, I respect Jack Roush’s willingness to find real talent without deep pockets. He’s using his fortune to help those without it, and usher in the stars of tomorrow. It’s a shame there aren’t more owners willing or able to do the same thing because, after all, isn’t this the way things ought to be?

It’s happened before.  And it will happen again.  Something goes horribly wrong on pit road, and a guy gets hurt.  Nobody wants to see it happen, but we all know it’s a possibility.  In the event it does happen though, the teams have realized they need some sort of insurance policy.

For race teams, gone are the days when mechanics would be plucked out of the shop and thrown out onto pit road to service the car during the race.  If you read us regularly, you’ve seen me talk about this topic before.  Pit crew guys are becoming more specialized then ever before, with many coming from athletic backgrounds.  Pit stop times continue to be cut down, and the margin for error grows smaller every year.  And as such, many of the bigger teams are starting to invest in backup crew guys for those dreaded “what if” situations.

With the level of competition in the Cup Series what it is these days, it’s vital to an organization’s success that they are prepared for any situation.  A team who is fighting for race wins and a championship can’t afford to lose their main guy after the first pit stop, throw some goober in to fill his spot, and then struggle on pit road for the remainder of the race.  They need trained, capable guys waiting in the wings to jump in at a moment’s notice and perform.

It really is no different then other team sports.  In baseball and basketball, you’ve got bench players; in football, a lengthy depth chart.  These backup pit crews serve the same purpose.

In most cases, these crews train just like the first stringers, getting ample practice and gym time.  In order for them to be plugged into an existing crew, there really isn’t any other way.  The preparation must be the same.

Besides practice and workouts during the week, often times these backup pit crews have their own gigs during the weekend.  Their teams will find them deals with Truck teams, NNS teams, or even other Cup teams to keep their race skills sharp.

One documented example we’ve seen of a backup crew this season, is that of Stewart-Haas Racing.  The management at SHR put together a third pit crew and loaned them out to the #71 TRG team.  The idea being that the team can stay sharp over the wall, but any member can be recalled at any moment to help one of the SHR teams.

Another example of a backup crew was seen last weekend at California.  The rear tire changer for Juan Pablo Montoya’s team wasn’t able to go on Sunday, and since EGR doesn’t have their own backup crew guys, they borrowed one from Team Red Bull’s backup crew.  If you watched the race, you may have noticed the change.

These backup guys are just another example of how teams continue to find ways to eliminate as many variables as possible.  Like I said above, the margin for error grows ever smaller, and no team can afford to be left in the dust.

Start-and-park teams were the talk of the week after NASCAR confiscated the #66 Prism Motorsports car for a post-race inspection. The sanctioning body inspected the car in the garage at Las Vegas to allow the team to qualify for Sunday’s race. In sponsorship news, Earnhardt Ganassi Racing picked up McDonald’s for 11 races this season with Jamie McMurray. The team said the deal had been in the works for some time. And finally, legendary NASCAR crew chief J.C. ‘Suitcase Jake’ Elder died this week at 73. Elder, who worked and won with some of the sport’s most prolific drivers, had been in failing health since a stroke in 2006. This is the NASCAR week that was February 21 to 27, 2010.

Pennzoil launches new product, but is Kevin Harvick, Richard Childress Racing part of its NASCAR future?

Remembering the brilliance of ‘Suitcase Jake’

KHI reaches back in time with West Coast pipeline

What have you done for me lately?

Questions arise over start-and-park cars

Vintage Insiders

Moonlighting

The Race Track Gourmet

**Remember if you have a NASCAR blog or website and would like a recent article you wrote featured in this section email me and you could be part of next week’s NASCAR Week That Was. Please only send stuff you have written.**

In order to be successful on race day, crew members must all be on the same page.  Knowing what to expect for the upcoming 500 miles (or laps…  or kilometers) can mean the difference between winning or finishing second.  Teams have gotten so big now, and have so many moving parts, that it’s vital for everyone to be as prepared as possible.  And the last chance to get everyone together before the race starts, is the closed-to-the-public pre-race meeting.

It happens every weekend.  About an hour before the green flag drops, crew members will disappear into team haulers for this all important meeting.  In it, crew chiefs will go over a variety of important information for the day, and many will give pep talks.

The information shared during these meetings often includes things like when the first pit stop will be and how far the car can go on gas, what adjustments the pit crew can maybe expect to make during the race, an update of the weekend’s happenings and how the car is running, a minute-by-minute schedule of pre-race activities (generators pushed off pit road, National Anthem, start your engines, etc), any post race tasks that need to be completed, and a variety of other topics.

Just like every good leader (especially in sports) many crew chiefs will also take this time to pump their guys up for the day’s activities.  Pit crews will be reminded to be smooth and accurate, and watch each other’s backs.  If they were good the week before, the boss will tell you to keep it up.  If you weren’t so good the week before, he’ll encourage you to stick to your fundamentals.  And behind-the-wall guys will be reminded to be prepared at all times for any situation.

Once the information has been relayed, and nobody has any questions, the team will break and crew members will go about getting changed into firesuits and completing any remaining pre-race jobs.  Then, it’s go time.

Farewell Suitcase Jake
We were all saddened today to hear that the sport had lost one of it’s legends.  “Suitcase” Jake Elder, who led some of the best drivers in NASCAR’s history, died at the age of 73.  He had been in declining health ever since suffering a stroke a few years ago.  During his long career, Elder sat atop the pit box for legends like David Pearson, Darrell Waltrip, Benny Parsons, and Fred Lorenzen.  He also helped Dale Earnhardt win the 1979 Rookie of the Year.  For more on Elder, check out this piece by SPEEDTV.com’s Mike Hembree.

I know it’s a little early to start talking about the potential changes to the 2011 schedule,  but why not? With California in our rear-view mirror and Atlanta now right in front of us, this season’s schedule presents us with two potential casualties for next year.

The ongoing saga of Kentucky Speedway looks to finally be coming to a close. After years of litigation and rulings in NASCAR’s favor, the former owners of the race track just had the US Court of Appeals for the Sixth Circuit turn down their request to reconsider the case. With that, the United States Supreme Court remains their last option for appeal. The court receives nearly 10,000 petitions to hear cases every year and selects generally fewer than 100 of those cases. That staggering number means this last ditch effort is a long shot.

Even still the group of former owners is fragmented (one side wanting to continue, the other not wanting to continue), so the process could continue. If that happens Kentucky Speedway will likely have to wait one more season, as NASCAR has held to not giving a race to the track so long as they are tied up in the court system.

Should this thing come to a close though, Bruton Smith and the rest of the folks at Speedway Motorsports are going to have a tough decision to make: which track loses its date?

From the get go it’s fair to assume Bristol, Las Vegas, Infineon, Charlotte and Texas probably won’t lost their dates. Smith has said in the past New Hampshire wouldn’t lose a date, but who knows. The other viable and perhaps most likely candidate is Atlanta. There was a lot of talk about this last year and I think it remains on top of the heap.

Not too far away from Kentucky is Kansas Speedway owned by the International Speedway Corporation. The track along with Penn Gaming is planning on building a hotel and casino on-site. Last week they gained approval for the project (and a gaming license) from the Kansas Racing and Gaming Commission. Now that the project is moving forward, ISC has to make the same decision SMI does: who loses that second date?

In January ISC’s Chief Operating Officer Roger VanDerSnick told USA Today the financial fortunes of Auto Club Speedway, Phoenix International Raceway and Michigan International Speedway would all be evaluated as they try to decided where Kansas’s second date would come from. In other words, they’re the most vulnerable. Martinsville, Richmond, Talladega and Daytona all also have two dates.

The specter of Martinsville losing it’s second date has been on the minds of everyone since Darlington lost its venerable Southern 500. I suspect though with NASCAR’s attempt to recapture the past, this move would not be their brightest. I picture fan revolt, the likes NASCAR has never seen.

So with that who should lose its date? Phoenix still does pretty well and certainly provides compelling racing. Michigan, though the racing isn’t always the greatest, does a great job packing the stands – that was quite evident last year. That leaves us with California, which has lackluster racing, ratings and attendance.

Despite Gillian Zucker’s best efforts at propagating the great things about her track, it just isn’t resonating. Check out NASCAR.com writer Joe Menzer’s take on California and Zucker’s “optimistic” attendance figures.

We still have time for time for things to change and NASCAR is a ways from creating the 2011 schedule, but changes could very well be upon us. With that said what do you think? Should Kentucky and Kansas get dates? Where should they come from?

Vegas baby, VEGAS!  The Cup and Nationwide cars head to Sin City this week, but before we take off for a little gambling in the desert, we’ve got another round of readers questions for you.  If you don’t know what this post is, we answer any and all reader questions every Wednesday, right here.  So if you’ve got one, click on the ”Ask the Insiders” tab at the top of the page and send one to us.  On to the questions…

1. From Ed:

Guys, me and my friends are looking to go to Richmond for our first ever NASCAR race!! And we want to make the most of it, except we don’t know anything. For first-timers, would it be better to go cup or Nationwide or Trucks, and where is the best place to sit at Richmond?! I saw your comments page from last March for first-timers, and it was great. We are looking to mingle with everyone and be in the center of it all. Where is the best place to tailgate? Thanks!

Alright readers, this question is for you!  If you’ve been to Richmond, chime in below in the comments section and help Ed and his buddies out! – T.C.

2. From Ric:

Previously you have mentioned another company transports pit boxes from track to track. Do they load and unload them? Where do you stop handling them and they start, and vice versa?

Yes, a company called Champion Tire & Wheel actually hauls most of the pit boxes for the Cup Series to the tracks.  Champion unloads the boxes, places them in the correct pit stall, and then loads them after the race.  Basically, all the teams have to do is show up, set everything up, race, then tear it all down. – T.C.

3. From Stephen:

Has anything been said about the IRL’s feelings toward Danica testing the water in NASCAR? I’m sure the IRL isn’t thrilled since I’m assuming the goal for her is to one day switch and drive in NASCAR. How hard was it for her to convince Andretti-Green to let her try NASCAR or was it? I’m assuming that Michael understands since his dad did it in the past. Also I was watching the Nationwide race at Daytona and noticed Kasey Kahne drove a Toyota instead of a Ford in the race. It seems he did that last year as well. How does that work? Does Ford care that he drives a Toyota on Saturday and a Ford on Sunday?

As far as I know there really hasn’t been much said on the part of IRL. I would imagine they’re thrilled she didn’t leap head first and leave the sport all together. As far as AGR, or I guess Andretti Autosport now, goes I would be willing to bet when she re-signed with them this past year, this was one of the stipulations made.

With the Kasey Kahne situation, these deals generally have to get approved by management at these teams, whether it’s the same manufacturer or not. Obviously it could be a problem depending on who he drives for and what his contract stipulates. In this case, it obviously wasn’t a problem. – Journo

4. From Dan:

I know the 66 team is a “start and park” team, but why did Blaney go to the back of the pack before the drop of the green flag after such a good qualifying run? Was this just a get out of the way move knowing he would be dropping out early?

You are exactly right.  Sometimes you will see these teams drop to the back so they are out of the way of the pack trying to race, and it reduces the risk of getting caught up in an early crash.  In some cases though, I’ve heard of NASCAR not allowing some cars to do this. – T.C.

5. From Anonymous:

How can a driver pit on green, a yellow is thrown, and that driver comes out ahead of the leading driver who pits on yellow????? I thought a yellow puts everyone back at a ‘registered’ position prior to the yellow.

In the case of Jimmie Johnson he was able to beat Jeff Burton to the scoring loop which kept him on the lead lap. Jimmie assumed the lead because he was on the lead lap and everyone went into the pits but him. The other guys that were in the pits were scored a lap down because Burton passed them. They obviously got the wave around and ended up at the tail end. As they say, sometimes it’s better to be lucky than good. In this case, Jimmie is both.

As far as the rule change goes, it only applies if you don’t stop in your pit box. If you do pit you can still get caught a lap down. Remember in this case, all of these guys were on pit road while it was still open, before the caution came out. It was just a case of bad timing and really good timing. Here is another explanation of the situation. – Journo

6. From Woogeroo:

Howdy folks, I have two questions. 1) how do they measure the distance of the race tracks? At the top or the bottom of the track? I’m guessing it is at the bottom… 2) when the steam is coming out of the race cars when they get too hot, like I think it was Clint Bowyer? The steam was pouring out on pit road there. Is there a pressure release valve plumbed into the system there or what? Also, the cars have big water tank on them besides just what is in the engine block and the radiator, correct? Thanks!

To be honest with you, I’m not sure how tracks are measured.  I’ve heard they measure the bottom, and I’ve also heard it’s a specified distance from the wall.  Maybe someone else knows?  And yes, cars have an overflow tube that usually either exits in front of the windshield on the right, or out the back of the car.  Teams are only permitted to run a 1/2 to 1 gallon overflow container inline with the tube.  No other tanks or containers are allowed. – T.C.

7. From AJ:

I have a question and and observation, first the observation. I thought it was intresting that Coors Light changed victory lane when Joey won the Nationwide pole to say 21 means 21 instead of the beer adverstising that was there for Jamie when he won the Cup pole. Now the question, there was a pit injury I think on Montoya’s team and they had a Red Bull team member fill in, was that person an extra person on the Red Bull team who at one point changed tires? How would you find a guy like that on such short notice?

Yeah, Coors Light has been doing that since they took over the sponsorship.  They may even be required by law to do it for the under 21 drivers.  For your other question, that Red Bull team member is actually at the track for the specific reason of being a backup tire changer.  The changer you are referring to is Chuck Efaw.  He is paid to back up the Red Bull teams, but apparently the Red Bull management approved him to go help out the #42.  There was a story before the season started about how Stewart Haas would have a third pit crew at the tracks to pit Bobby Labonte’s car and back up their own teams.  Many other teams have similar setups. – T.C.

8. From Eric:

I guess you guys were at the track this year. I havent been to ACS in a couple years my self. From what I remember in the past, the entire race was side by side racing, but when I watch TV its as boring as watching gold fish…. Am I missing something? Is it really that boring?

Well I’ll say I really enjoy racing, but when it comes to California, I could do without it. So yes, it was was pretty boring. – Journo

9. From Kenny:

What kind of preparation does a team do to clean the pit stall and prepare the surface to add grip? When I was younger, I remember reading an interview with a roadie who worked for Rolling Stones who said they poured Coke on the stage/platforms so that Mick wouldn’t slip.

Usually the stalls are just swept up.  Many teams had been using the chemical VHT, which is usually used in drag racing to add traction to the starting line area, to add grip to the pit stall.  But just recently, NASCAR decided they wouldn’t permit teams to do that anymore.  Coke or another sugary soda has also been used in the past. – T.C.

10. From Simmy:

You’ve probably mentioned it already, but why wasn’t there a truck race in California this year?

NASCAR made the move to save teams money. A move that actually does make sense (it’s expensive to travel that far). They gave the extra date to Pocono at the end of July. – Journo

11. From Lost In Texas:

As I looked at the empty stands in CA this weekend, I wondered how hard is it for the teams to make the CA race and turn around and return to LV. It would make sense if the haulers and teams stayed on the West side for the two races, but I have been told that all return home after the CA race. How tough is this on the teams and hauler crews? Would it be better to have the CA race then maybe a race or two on the East side and then return to the West. I think this hurts attendance at CA. Any thoughts?

Actually, most of the haulers and even some teams are staying out on the West coast between the races.  The teams will send extra haulers out to the West coast to bring in fresh cars and supplies, but the actual race haulers will stay.  Many teams will either find a parking lot to do work in, use the garage at the race track or a spare shop.  One example is Brendan Gaughan.  He allows some teams to use his old Truck Series shop to do prep work before Vegas. - T.C.

12. From Scott:

Hey Guys, After watching the California races this weekend I get really confused about all the hatred and dislike for that race course. Personally, I love to see that type of racing and passing. Four and five wide through the corners is awesome. Why do you think California gets such a bad rap? Maybe because it follows Daytona and doesn’t have the same amount of crashes? Thanks!

I think this is a personal decision and one I can’t provide an explanation for. I’ll say this year was a little better than previous years, but what you generally get here is follow-the-leader racing. It’s boring. And twice a year is just way too much. I don’t really think it has to do with the placement on the schedule, I think it’s just the lackluster racing. But to each his own. – Journo

13. From Bob:

I’m confused. I know that the driver points and the owner points are not the same. But how is that Dave Blaney/#66 is behind Casey Mears/#90 in owner points? Both teams have attempted two races and Blaney actually qualified for the Fontana race. Must be weird NASCAR math!

Those teams that don’t make the race are still awarded owners points.  If you look at the standings, teams are actually given points almost as if they would have run the race.  For Daytona, the Keyed Up team was given 31 points because they were the first team to not make the race, while the 66 was only given 13 points because they were much further down the order.  And the amount of points gained by the 66 team at California for their 41st place finish wasn’t enough to overcome the difference at Daytona. – T.C.

And that brings yet another “Ask The Insiders Wednesday” to a close.  Thanks to everyone who sent in questions.  And remember, if you’d like to be a part of next week, click on the ”Ask the Insiders” tab at the top of the page and send your question in!

Following their usual quick exit from Cup races, the #66 Prism Motorsports team of Dave Blaney was met with a little surprise on Sunday at California.  Lee Spencer of FoxSports.com first reported about Blaney’s Toyota being taken by NASCAR for inspection.  Once the team was out of the race, the #66 was chosen as NASCAR’s “random” to be inspected following the race.

In case you aren’t aware of the normal post race inspection procedure, NASCAR usually takes the winning car, plus a few others back to it’s R&D center in Concord, NC.  There, the cars are thoroughly inspected to ensure they are legal, and then returned to the teams when the process is complete.  For more on what goes on during these inspections, see this piece Dustin Long wrote last season.

What has some people talking about this particular random pull, is this is the first time a start and park car has been taken by NASCAR, and this now leaves Blaney’s team with only one car to compete with at Las Vegas (barring a miraculously quick inspection by NASCAR which nobody believes will happen).  Spencer even questions NASCAR’s motives in her article, saying:

Is NASCAR attempting to send the message to “start and park” teams — those that enter a race primarily to collect a check and don’t always try to finish — not to stink up their show?

The answer is most likely yes, and no.

First, I believe NASCAR wants these teams to be aware that the sanctioning body is paying attention to them, even if all they plan on doing is running in the back for a few laps, and then parking.  If these teams are breaking the rules to beat out other teams and get into the race, they need to be caught.  They should be under the same scrutiny as everyone else.  So there certainly is a message being sent.

On the other hand, while I know NASCAR isn’t particularly a huge fan of these teams, they understand that on some level they do serve a purpose and that there really isn’t much that can be done about their existence.  Until the economy picks back up and companies return to racing sponsorships, these teams will have a place.

I also wanted to point something out about the level at which some of these start and park teams appear they can compete at.

Before his quick exit on Sunday, Blaney had qualified fifth and even led a few laps.  But that performance is deceiving.  Understand that these cars are built to do nothing but qualify.  These teams do things like run light weight motor oils, light weight transmission oil, and light weight rear end grease to make sure there is as little resistance as possible in the drive trains.  That way, the cars can run very fast for a few laps.  But the problem with setting cars up like this, is they would never last an entire race.  Those lighter weight oils and components would fail before the car made it to the end of 500 miles.

But because none of these teams plan to run more then a few laps, reliability doesn’t matter.  When reliability does become an issue for these teams, many would never even qualify.

So here we are talking about the start and parkers again.  Frankly, I don’t really even notice them anymore.  They don’t affect the actual racing going on, and as long as they aren’t taking the spot of a legitimate team, I don’t care if they do what they do.  I think most of the fans understand the game now, and just accept it for what it is.

It is nice to see though that NASCAR is willing to hold these teams to the same standards as all the others.  If you show up, expect to be under the microscope, regardless of your intentions.

I do wish though that just one of these owners would be honest with everyone and just come out and say they are just in it for the money.  It certainly would be a refreshing change from the usual “we’d race if we had money.”

Yeah, I’m sure you would.

The frenzy surrounding Danica Patrick in the weeks since she has begun her ascent to the highest level of American motorsports has been nothing short of a spectacle. When Patrick walks down pit road (or anywhere for that matter) a crowd almost constantly surrounds her, her pit stall is four and five deep and the huddled media jostles for a sound bite from her anytime she gets out of her car.

The media darling is certainly a popular presence in the garage right now. And why not? With her comes higher ratings and more page views. People want Danica, so Danica is what they’re going to get.

So you’d think a woman who loves attention and basking in the the lights of a TV camera would be more willing to talk following a race, something that just about every other driver manages.

Not Danica though. She got out of her car and stormed to her team hauler refusing interviews from ESPN (that pesky network that pays a lot of money to be there) and all others who tried. If you were willing to wait the half-hour afterward she did give those sound bites.

This isn’t even my gripe though. This is classic Danica (the sport’s first taste of her). The way it was handled by her representatives is what gets me. I’d expect a little more organization and order out of people who should be used to dealing with this (her frazzled looking, and dare I say acting, PR representative looked like this was a first for her).

The unfortunate part of all of this is not that media people are waiting (boo-hoo right?) but that it’s making the job for those who work in the sport that much more difficult. The poor teams that are parked next to her in the garage or on pit road (not to mention her own team) have to fight past (even larger) throngs of reporters and fans to do their job. In the case of her own team they now have to wait even longer to load their hauler and leave. Already difficult tasks now take a little longer.

I would think her top-notch representation would be a little better prepared to deal with a lot of people and a temperamental driver. In the future (because her finishing badly is likely to happen with frequency as she continues to learn) instead of making her team and a lot of other people wait, why not have a post race press conference (after the winner and second and third place finisher press conference of course) in the media center? It’s a win-win for everyone. Her representation gets rid of the fan element, she gets to fume for a while, and then gets to take questions in an orderly fashion. I’m sure NASCAR and the tracks would be pleased to set it up.