With a new 2019 rules package in play and discussion already underway to determine the guidelines for 2021’s revamped Gen-7 race car, there is considerable debate in the NASCAR garage over who should determine the direction of the sport, going forward.
Three-time Cup Series winner Kyle Busch has been a steady and outspoken critic of NASCAR’s 2019 rules package, and sounded off again after a disappointing, 10th-place finish two weeks ago at Dover International Speedway.
“The package sucks,” said Busch. “No f-ing question about it. It’s terrible. All I can do is bitch about it and fall on deaf ears and we’ll come back with the same thing in the fall.”
Former series champion Kevin Harvick agreed, saying on his weekly Sirius XM NASCAR Radio show that the sanctioning body needs to pay closer attention to the wants, needs and desires of its drivers.
|Busch: "Falling on deaf ears."|
Obviously, everyone wants to feel like their voice is heard in the workplace. But until recently, NASCAR’s Driver’s Council represented only the elite, front-running few. The Race Team Alliance is also deeply divided along economic lines, making it difficult to determine what the garage really wants.
|Elliott: "Just make the rules and |
be done with it."
The prominent teams – those who run up front and win races – were strongly against NASCAR’s multi-car qualifying format, and expressed their displeasure repeatedly until the sanctioning body relented and returned to single-car time trials last week. A number of midfield and back-of-the-pack drivers actually preferred NASCAR’s Group Qualifying guidelines, however, feeling that an increased emphasis on drafting gave them an opportunity to outqualify cars that were faster than theirs.
That divergence of opinion is not confined to qualifying. From wind tunnel time to rules enforcement, aerodynamic regulations to standardized air guns, NASCAR’s garage frequently speaks with a forked tongue.
Two weeks ago, a number of drivers complained bitterly about an inability to pass on the Monster Mile at Dover. And yet, winner Martin Truex, Jr. and runner-up Alex Bowman both drove from the back of the pack after sustaining post-qualifying inspection penalties. Clearly, they found a way to pass.
Busch himself came from 22nd on the starting grid to finish 10th, despite a bout with the outside wall along the way. Under those circumstances, it’s tough to take the “impossible to pass” statement without at least a small grain of salt.
If some teams can figure it out, other teams can, too.
It’s also difficult to understand how cars can be “so easy to drive that the fans could do it” – as Busch alleged just a few weeks ago – then “impossible to pass” just a week or two later, with the exact same rules package in play. Yes, every track is different and weather and temperature changes play a definite role in handling on race day. But that has been the case since the earliest days of the sport, under virtually dozens of different rules packages.
Yes, racing in the Monster Energy NASCAR Cup Series is difficult. It’s supposed to be tough at the uppermost level of any professional sport.
It’s undoubtedly difficult for an NFL linebacker to shadow Patriots tight end Rob Gronkowski in single coverage. But we don’t hear a lot of them complaining to the media about it. There are difficulties in hitting a pressure-packed three-point jumper with no time left on the clock, as well. But Stephen Curry doesn’t do much grousing about it, at least not publicly.
When’s the last time you heard an NHL goalie complain about having to face a Sidney Crosby slap shot? And for that matter, when did tough guy Cale Yarborough ever climb out of his steaming race car, grousing about it being “too hard?”
During the offseason, NASCAR’s teams asked for a “one size fits all” rules package -- with only minor variations by track -- rather than separate (and more expensive) packages for short tracks, road courses, intermediate tracks and superspeedways. NASCAR honored that wish, but now, some drivers and team owners seem to expect that singular package to have the exact same impact at Dover that it does in Kansas.
That’s wildly unreasonable, as the racing these last two weeks has surely shown.
Listening is a wonderful thing. Hearing is even better. But until NASCAR’s drivers and owners manage to send a consistent, cohesive message, the sanctioning body will be hard-pressed to chart a course that satisfies everyone’s wants and desires.
“It’s not true that we don’t listen,” said a NASCAR spokesman last week, on the condition of anonymity. “We do listen. But sometimes, we simply don’t agree.”