Ryan: Why it’s good that NASCAR can’t stop talking about Martinsville
The contact lasted for a few seconds, and the conversation lasted for days.
There is no greater validation of Sunday’s game-changing wreck at Martinsville Speedway than the nonstop voices still chattering about the etiquette and implications of Denny Hamlin forcefully moving Chase Elliott from the lead with two laps remaining from the scheduled finish.
On Thursday morning, the lines of SiriusXM Satellite Radio’s NASCAR channel remained jammed with fans wanting to voice their opinions about the season’s most memorable crash.
In a season constantly sidetracked by inane arguments over encumbered penalties and sometimes inexplicable officiating, this is what made Martinsville the best race of the 2017 season.
Yes, the racing was excellent, but its resonance was even better.
It rekindled the low-frequency rumblings of schedule changes built on more short tracks in a shorter season (or at least a more compact one with midweek races). That’s a testament to the highly watchable ovals that are conducive to full-contact action in tight quarters (as Dale Earnhardt Jr. noted in his postrace Periscope).
But it also seemed an acknowledgment that short-track feuds are just a preferable narrative, too. If the discussion always revolves around what’s happening on track, it sucks oxygen from the arcane weekly talking points that keep the focus on the most banal of topics.
Are the LIS platforms working properly? What is the rule for being below the white line on a restart? Is it better to have two- or three-day race weekends?
The minutiae of those exhausting debates seemed to have a residual and subliminal effect on how some fans processed the last 30 laps at Martinsville.
Presented with the most scintillating stretch of racing this season, social media and SiriusXM was filled with some who insisted it could have been improved if only there were more officiating and less racing for the win.
If that would have happened at a short track, Hamlin would have been sent to the rear!
Yes, perhaps that’s how it would be handled on a Saturday night feature race. But this is the big leagues, a ticket was at stake to race for the country’s biggest championship, and officiating isn’t why 10,000 people regularly fill Bowman-Gray Stadium to watch its legendary Modifieds.
It’s because of indelible moments such as those Sunday at Martinsville, where the grandstand pandemonium afterward reminded Earnhardt of the ‘80s and ‘90s.
“We had a lot more short tracks on the schedule back then, and it seemed like we were going to places like that all the time and seeing action like that on the regular,” he said Friday. “It had been so long since I have gotten out of a race car and heard the crowd go through so many different emotions for 20 to 30 minutes after a race. It was just incredible to be a witness to that and to feel that energy of the crowd so plugged into what was happening around the race track.
“It was really a magical moment, I thought, for anybody that likes racing. It was really cool.”
It’s why people still were talking about it four days later.
A few other stray observations:
--Regrets, he had a few: Hamlin issued an apology to Elliott in the immediate aftermath and since has said he was “too aggressive” in how he attempted to take the lead.
So what might he have done differently?
Well, if technique had to be evaluated, he might have waited until the middle or the exit of turn 4 to apply the pressure. The chances were much higher of spinning Elliott by bumping him on corner entry (particularly given the No. 24 Chevrolet barely had gotten back on line after an out-of-shape lap from slamming past the No. 2 Ford of Brad Keselowski into the lead).
--But it also wasn’t that simple: Hamlin’s No. 11 Toyota was much better on longer runs, so waiting probably wasn’t a luxury he had. If he hadn’t made the move then, there were only nine scheduled corners left in the race.
Facing those circumstances, most drivers are tossing away their scalpels in favor of a hammer and tongs to secure a victory.
Also worth considering is that Elliott entered the Round of 8 as the lowest ranked in points. If he wins, it’s the worst-case scenario for any other title eligible drivers besides Martin Truex Jr. because it makes the pathway forward on points much more difficult than if Truex won (or in this case, Kyle Busch, who might have been the next-best scenario even though Hamlin seemed miffed at getting bumped from the lead by his Joe Gibbs Racing teammate).
--Role reversal: It isn’t just the myriad near-misses at a breakthrough victory for Elliott that have caused frustration, it’s the way they’ve transpired. Frequently, it has seemed (especially in restarts at Michigan or the closing laps at Dover) that Elliott has lacked the assertiveness.
That might have been why Martinsville seemed to galvanize his burgeoning fan base so much. Many times during the race, Elliott didn’t back down from protecting his turf on restarts, and the power move he put on Keselowski also was commendable for its gumption.
The classy way in which he handled his dispute with Hamlin -- standing his ground without swinging fists – also had to reinforce the perception that Elliott isn’t as deferential as his self-flagellating demeanor can make him seem.
With a 12th at Martinsville, Jimmie Johnson never seemed as ordinary at a track where he has nine wins, most among active drivers and tied with Jeff Gordon for third all-time behind Richard Petty (15) and Darrell Waltrip (11).
What drove it home even more was the performance of his Hendrick Motorsports teammate, Elliott, who consistently has outraced Johnson throughout the playoffs. Before Martinsville (where he led a race-high 123 laps before the crash left him 27th), Elliott finished ahead of Johnson in the first six races with an average finish of 9.1 and 341 laps led vs. Johnson’s 11.3 average finish and 29 laps led.
Could the seven-time series champion’s No. 48 team glean anything from the No. 24?
“With (crew chiefs) Alan (Gustafson) and Chad (Knaus), they do have different philosophies in how they build a car,” Johnson said Friday. “We can look at different things and say directionally this is what they are trying to achieve and implement that into our cars, but they are not the same. It is really difficult to build cars the same and especially in the different shops like what we have, but it does give us great optimism knowing that our equipment can go that fast.
“We just haven’t figured out our mousetrap like we need to. They have been the mark, I think, for us to look at and say ‘All right, our Hendrick Motorsports equipment can at least do that,’ and we need to get there.”
It was largely overlooked by his surprise elimination at Kansas, but Kyle Larson’s performance at Martinsville again showed why the track remains a stumbling block to the Chip Ganassi Racing driver becoming a versatile all-around champion.
The 37th was his second-worst finish at the 0.526-mile oval but wasn’t an anomaly. In eight starts, he has only one top 10 and only four top 20s at Martinsville.
His chances will be strong whenever he reaches the championship round at Homestead-Miami Speedway, but Larson will need to shore up his results at Martinsville if he wants to avoid being in must-win situations at Texas or Phoenix in the future.
When was the last time a crowd reacted as raucously to late-race contact that determined the outcome of a Cup race?
The default answer after Sunday was the Aug. 28, 1999 Cup race at Bristol Motor Speedway when a chorus of boos greeted Dale Earnhardt’s celebration in victory lane after he turned Terry Labonte for a victory.
But the postrace scene at Martinsville had echoes of the Aug. 23, 2008 race at Bristol, which Carl Edwards won by bumping aside Kyle Busch with 31 laps remaining.
Just as Sunday at Martinsville, the track’s video boards focused on the postrace interviews in the aftermath, and the reaction was similar as a crowd of about 150,000 vacillated between cheers (Edwards) and jeers (Busch) as the cameras toggled between the winner and runner-up.
Considering how much it enhanced the emotions and intensity each time (and let’s hope it happens more frequently than every nine years), tracks should be encouraged to treat postrace fireworks with as much entertainment value as the event preceding it.
Outside of the weight discrepancy for third-place finisher Clint Bowyer at Martinsville and the aerodynamic modification for Elliott at Chicagoland, there haven’t been any major postrace inspection penalties during the playoffs – notably none relating to rear-end suspension violations that were a theme of the season.
When Hamlin’s winning Southern 500 car was found out of tolerance after the last speedway race of the season, there was split conventional wisdom about whether it was the first of many penalties to come or the last test of the limits by a championship contender before the playoffs.
While there still are two 1.5-mile races to get through starting with Sunday at Texas, the indications are it seems to have been the latter.
Hendrick Motorsports director of vehicle engineering Diane Holl, whose career has stretched from Formula One to IndyCar to NASCAR, was the guest on the most recent NASCAR on NBC podcast.
Holl, who worked for Ferrari, Benetton and McLaren in F1 and Tasman Motorsports and Chip Ganassi Racing in IndyCar, has worked in NASCAR for nearly a decade, starting at Michael Waltrip Racing before joining Hendrick nearly two years ago.
“I think there’s a very fine line between cost, development and theater,” the Guildford, England, native said. “When we used to go to Japan for the IndyCar race, I had ‘entertainer’ on my visa. That’s where engineers get engrossed in, ‘I want the best part,’ but in reality, it’s the entertainment on a Saturday night or Sunday afternoon that is going to make this championship, this series continue and the fans who support it. NASCAR has to protect that.”
You can listen to the podcast by clicking on the embed below or download and subscribe to the podcast on Apple Podcasts by clicking here or visiting the www.ApplePodcasts.com/nascaronnbc landing page.
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