Pastrana breaks world record for jump in rally car
December 31, 2009
LONG BEACH, Calif. (AP)—Travis Pastrana shattered the world record for thelongest jump in a rally car on Thursday night, making a nearly perfect flightfrom the Pine Street Pier onto a barge anchored in the harbor.
His jump was unofficially measured at 274 feet, which would smash the oldrecord by 103 feet.
Related Baum: Pastrana, Brack push envelope at X Games
After teasing the crowd of several thousand with a warmup run down the1,000-foot run-in and up the takeoff ramp, Pastrana did it for real, flyingacross approximately 200 feet of water to the landing ramp on the barge just afew minutes after midnight EST.
His Subaru skidded sideways after landing and slammed into a wall at the endof the barge, but Pastrana emerged unscathed, ran to the end of the barge anddid a backflip into the water.
The old record was 171 feet set by Pastrana’s Subaru teammate, Ken Block, ina rally car in November 2006. Pastrana wanted to break that mark by more than100 feet.
The stunt was the latest in Red Bull’s New Years, No Limits series.
Pastrana was the first to do a double backflip on a motorcycle.
A decade ago, he announced himself to the action sports world when at age 15he celebrated an X Games gold medal by jumping his motorcycle into San FranciscoBay in 1999. That stunt got him into a fair bit of trouble, and he lost hisprize money and medal.
Dakar Rally set for 2nd running in South America
December 31, 2009
BUENOS AIRES, Argentina (AP)—Considered the most dangerous race on the planet,the Dakar Rally starts Saturday with 378 drivers taking part in the secondedition staged in South America because of security concerns.
Dunes, desert, mountains and other hostile terrain lie in wait for 138 cars,161 motorbikes, 29 quads and 50 trucks in the 16-stage race that covers 9,030kilometers across Argentina and Chile before finishing Jan. 6 in Buenos Aires.
Last year’s winner, Ginield De Villiers of South Africa, leads thefavorites. The 2009 champions in other categories also return: Spanish motorbikerider Marc Coma, Czech quad driver Josef Machacek and Russian truck driverFirdaus Kabirov.
The symbolic start of the race will take place Friday, with a 349-kilometerdrive from emblematic Buenos Aires monument, the Obelisk, to the city of Colon.
Racing begins the following day from Colon with a 684-kilometer first stageto Cordoba. Drivers then head to La Rioja and Fiambala in Argentina before goingto Copiapo on Jan. 5, the first Chilean city to host the Dakar, followed byAntofogasta, Iquique, La Serena and Santiago.
The race returns to Argentina, passing through San Juan, San Rafael, SantaRosa and finally Buenos Aires. The only rest day in the 32nd edition of theDakar Rally will be Jan. 9.
Teams from Volkswagen and BMW are the favorites. Volkswagen boasts DeVilliers, as well as former world rally champion Carlos Sainz from Spain andQatari driver Al Attiyah.
BMW will have French driver Stephane Peterhansel behind the wheel, asix-time champion on motorbikes and three-time winner in cars of the Dakar Rallyin Africa, plus Nani Roma of Spain.
“The Dakar is the hardest race in the world, you have to work hard andsuffer a lot,” said Roma, the 2006 winner. “But when you get to be champion,it’s worth it.”
Sainz, meanwhile, will be looking for revenge after leading the race in 2009before being forced to retire following an accident, apparently due to an errorin the map produced by the race authorities.
“I’m worried about the road book being correct,” Sainz said. “It’s such along race over so many days that you run into all sorts of obstacles. You haveto be patient and prudent to solve them.”
Safety will be an important feature after Pascal Terry died in the lastrace. The French motorcyclist died of a pulmonary edema on Jan. 7 in the secondstage between Santa Rosa and Puerto Madryn after reportedly only receiving helpseveral hours after requesting it.
In another incident, Cristobal Guerrero of Spain had an accident in the 10thstage in the middle of the Atacama, the world’s most arid desert, and spentseveral days in a coma.
Argentine quad driver Marco Patronelli said the 2009 stage between Neuquenand San Rafael was “terrible.”
“It looked like a movie,” he said. “At the side of the road were cars onfire, trucks turned on their sides. I was thinking: ‘What’s happening here?’ Thecars accelerated even when they couldn’t see anything, they didn’t care. Therewas a lot of irresponsibility.”
In order to reduce accidents, organizers have decided to make motorbikes andquads race almost 100 kilometers less than the other vehicles, along withspecial sections to avoid crashes with cars and trucks and prevent the problemsfrom 2009.
“Those that are in the lead don’t care (about the crashes). They look theother way and carry on,” said Patronelli, who came second in 2009. “You couldbe dying at the side of the road and they would pass by at top speed.”
The rally was moved to South America in 2009 because of safety concerns andthe possibility of a terrorist attack in Africa.
The 2008 race was canceled after the deaths of four French tourists inMauritania in December 2007. The deaths were linked to Al-Qaida. It was thefirst time the rally had been suspended since the first race in 1979.
After the cancellation, organizers vowed to prevent the rally disappearingand decided to move to South America.
Dakar Rally set for 2nd running in South America (PA SportsTicker)
December 31, 2009
BUENOS AIRES, ARGENTINA(AP) —The Dakar Rally starts Saturday with 378 drivers ready to test themselves against dunes, desert and mountains in a race that is being held in South America for the second straight year because of security concerns.
The field of 138 cars, 161 motorbikes, 29 quads and 50 trucks will cover 5,610 miles of hostile terrain in a 16-stage race that begins in Argentina and crosses into Chile before finishing Jan. 16 in Buenos Aires.
Defending car champion Ginield De Villiers of South Africa leads the favorites, with NASCAR driver Robby Gordon looking to improve on his third-place finish. The 2009 champions in other categories also return: Spanish motorbike rider Marc Coma, Czech quad driver Josef Machacek and Russian truck driver Firdaus Kabirov.
The rally was moved to South America in 2009 because of the possibility of a terrorist attack in Africa. The 2008 race was canceled after the deaths of four French tourists in Mauritania in December 2007 was linked to Al-Qaida. It was the first time the rally had been suspended since the first race in 1979.
After the cancellation, organizers vowed to prevent the rally from disappearing and decided to move to South America.
The symbolic start of the race will take place Friday, with a 217-mile run from Buenos Aires to Colon.
Racing begins the following day from Colon with a 425-mile first stage to Cordoba. Drivers then head to La Rioja and Fiambala in Argentina before going to Copiapo on Jan. 5, the first Chilean city to host the Dakar, followed by Antofogasta, Iquique, La Serena and Santiago.
The race returns to Argentina, passing through San Juan, San Rafael, Santa Rosa and finally Buenos Aires. The only rest day in the 32nd edition of the Dakar Rally will be Jan. 9.
Teams from Volkswagen and BMW are the favorites. Volkswagen boasts De Villiers, as well as former world rally champion Carlos Sainz from Spain and Qatari driver Al Attiyah.
BMW will have French driver Stephane Peterhansel behind the wheel, a six-time champion on motorbikes and three-time winner in cars of the Dakar Rally in Africa, plus Nani Roma of Spain.
“The Dakar is the hardest race in the world, you have to work hard and suffer a lot,” said Roma, the 2006 winner. “But when you get to be champion, it’s worth it.”
Sainz, meanwhile, will be looking for revenge after leading last year’s race before being forced to retire following an accident.
“I’m worried about the road book being correct,” Sainz said. “It’s such a long race over so many days that you run into all sorts of obstacles. You have to be patient and prudent to solve them.”
Safety will be an important feature after Pascal Terry died in the last race. The French motorcyclist died of a pulmonary edema on Jan. 7 in the second stage between Santa Rosa and Puerto Madryn after it reportedly took several hours for him to receive help.
In another incident, Cristobal Guerrero of Spain had an accident in the 10th stage in the middle of the Atacama, the world’s most arid desert, and spent several days in a coma.
Argentine quad driver Marco Patronelli said the 2009 stage between Neuquen and San Rafael was “terrible.”
“It looked like a movie,” he said. “At the side of the road were cars on fire, trucks turned on their sides. I was thinking: ‘What’s happening here?’ The cars accelerated even when they couldn’t see anything, they didn’t care. There was a lot of irresponsibility.”
To reduce accidents, organizers have decided to make motorbikes and quads race almost 62 miles less than the other vehicles, along with special sections to avoid crashes with cars and trucks and prevent the problems from 2009.
“Those that are in the lead don’t care (about the crashes). They look the other way and carry on,” said Patronelli, who finished second in 2009. “You could be dying at the side of the road and they would pass by at top speed.”
378 drivers to race 2nd Sth American Dakar Rally
December 31, 2009
BUENOS AIRES, Argentina (AP)—Considered the most dangerous race on the planet,the Dakar Rally starts Saturday with 378 drivers taking part in the secondedition staged in South America because of security concerns.
Dunes, desert, mountains and other hostile terrain lie in wait for 138 cars,161 motorbikes, 29 quads and 50 trucks in the 16-stage race that covers 9,030kilometers across Argentina and Chile before finishing Jan. 6 in Buenos Aires.
Last year’s winner, Ginield De Villiers of South Africa, leads thefavorites. The 2009 champions in other categories also return: Spanish motorbikerider Marc Coma, Czech quad driver Josef Machacek and Russian truck driverFirdaus Kabirov.
The symbolic start of the race will take place Friday, with a 349-kilometerdrive from emblematic Buenos Aires monument, the Obelisk, to the city of Colon.
Racing begins the following day from Colon with a 684-kilometer first stageto Cordoba. Drivers then head to La Rioja and Fiambala in Argentina before goingto Copiapo on Jan. 5, the first Chilean city to host the Dakar, followed byAntofogasta, Iquique, La Serena and Santiago.
The race returns to Argentina, passing through San Juan, San Rafael, SantaRosa and finally Buenos Aires. The only rest day in the 32nd edition of theDakar Rally will be Jan. 9.
Teams from Volkswagen and BMW are the favorites. Volkswagen boasts DeVilliers, as well as former world rally champion Carlos Sainz from Spain andQatari driver Al Attiyah.
BMW will have French driver Stephane Peterhansel behind the wheel, asix-time champion on motorbikes and three-time winner in cars of the Dakar Rallyin Africa, plus Nani Roma of Spain.
“The Dakar is the hardest race in the world, you have to work hard andsuffer a lot,” said Roma, the 2006 winner. “But when you get to be champion,it’s worth it.”
Sainz, meanwhile, will be looking for revenge after leading the race in 2009before being forced to retire following an accident, apparently due to an errorin the map produced by the race authorities.
“I’m worried about the road book being correct,” Sainz said. “It’s such along race over so many days that you run into all sorts of obstacles. You haveto be patient and prudent to solve them.”
Safety will be an important feature after Pascal Terry died in the lastrace. The French motorcyclist died of a pulmonary edema on Jan. 7 in the secondstage between Santa Rosa and Puerto Madryn after reportedly only receiving helpseveral hours after requesting it.
In another incident, Cristobal Guerrero of Spain had an accident in the 10thstage in the middle of the Atacama, the world’s most arid desert, and spentseveral days in a coma.
Argentine quad driver Marco Patronelli said the 2009 stage between Neuquenand San Rafael was “terrible.”
“It looked like a movie,” he said. “At the side of the road were cars onfire, trucks turned on their sides. I was thinking: ‘What’s happening here?’ Thecars accelerated even when they couldn’t see anything, they didn’t care. Therewas a lot of irresponsibility.”
In order to reduce accidents, organizers have decided to make motorbikes andquads race almost 100 kilometers less than the other vehicles, along withspecial sections to avoid crashes with cars and trucks and prevent the problemsfrom 2009.
“Those that are in the lead don’t care (about the crashes). They look theother way and carry on,” said Patronelli, who came second in 2009. “You couldbe dying at the side of the road and they would pass by at top speed.”
The rally was moved to South America in 2009 because of safety concerns andthe possibility of a terrorist attack in Africa.
The 2008 race was canceled after the deaths of four French tourists inMauritania in December 2007. The deaths were linked to Al-Qaida. It was thefirst time the rally had been suspended since the first race in 1979.
After the cancellation, organizers vowed to prevent the rally disappearingand decided to move to South America.
Schumacher’s return glosses over F1 cracks
December 31, 2009
PARIS (AP)—That Michael Schumacher’s comeback is generating such excitementshows how desperate Formula One is for a bit of good news.
In all the breathless headlines about the unexpected return of the sport’smost successful driver, it is being conveniently forgotten that much of the erawhen Schumacher greedily gobbled up his record seven world championships was asboring as watching paint dry. Race, win, race, win, yawn.
That was especially true of 2002 and 2004, when Schumacher and his Ferrarisidekick Rubens Barrichello won 30 of the total of 35 races. It perhaps wouldhave been simpler—and undoubtedly better for global warming—to have handedthe trophies to Schumacher at the outset and not bother with those absurdlylopsided seasons.
Schumacher’s crushing dominance, his minute attention to detail and hissober dedication were as tedious in their regularity as they were admirable.Astounding but not edge-of-your-seat entertainment.
When Schumacher finally called it a day in 2006, having rewritten just aboutevery major F1 record there is, Fernando Alonso’s reaction spoke for many.
“Things will be more equal now,” the Spanish driver said.
Alonso also had the courage to say out loud what others wouldn’t—thatSchumacher’s occasionally underhand tactics, such as ramming into rival JacquesVilleneuve and disrupting qualifying at Monaco by parking his car on the track,would not be missed.
Said Alonso: “Michael is the man with the most sanctions and the mostunsporting driver in the history of Formula One.”
Three years and, more importantly, one global financial meltdown later andSchumacher is suddenly the new messiah.
Were it not for Schumacher’s return, F1 fans wouldn’t have much to getrevved up about in 2010. Auto manufacturing powerhouses Toyota, BMW and Hondahave gone, squeezed out both by the economic downturn and F1’s refusal toseriously curb its exorbitant costs. Illustrious Renault is continuing in nameonly. In off-loading a large stake in its underperforming team to a Luxembourginvestment firm, the French manufacturer already has one foot out of F1’s door.
Filling the gaps on the grid with an array of new teams, as F1’sadministrators have done, will make up numbers but is hardly likely to make fora thrilling championship.
At best, Lotus, Campos, Virgin and USF1—all powered by the same Cosworthengine—may be competitive enough to make the racing between themselves mildlyinteresting. At worse, they could be complete jokes, hopelessly off the pace ofbigger teams with richer resources and better drivers—like Ferrari, McLarenand Schumacher’s new employer, Mercedes. With the gap between F1 haves andhave-nots seemingly so large, next season’s grid could be horribly unbalanced—making, perhaps, for a two- or even three-tier championship.
“Maybe,” Jean-Francois Caubet, Renault F1’s managing director, told TheAssociated Press. “The problem of the small teams is that we don’t know howcompetitive the Cosworth engine will be.”
Little wonder then that Mercedes says it got calls from rival teamswelcoming Schumacher’s return. Having him back in an F1 cockpit at theseason-opening Bahrain Grand Prix in March will help gloss over the sport’sproblems. F1 boss Bernie Ecclestone now says that “all indications point to ajaw-dropping season”—a claim that would have sounded over-inflated beforeSchumacher’s comeback was confirmed last week. It was just the Christmas presentthat F1 needed.
“All of Formula One wants Michael back,” says Mercedes chief executiveNick Fry. “It’s good for all the Formula One teams.”
It should be good for Schumacher, too. At his peak, he had talent to spareand his levels of fitness are such that his age—he turns 41 this weekend—shouldn’t be an obstacle to renewed success. He also says he’s fully recoveredfrom a neck injury that prevented him from making an F1 return in 2009.
Although the Mercedes is new to him and he won’t have much time tofamiliarize himself with it, racing is all that Schumacher knows. He won hisfirst trophy—a piston screwed onto a piece of wood—in karting at age five.His years of experience should enable him to get quickly up to speed again.
If his Mercedes is fast enough, there’s no reason to think that Schumacherwon’t be competing at the front with the McLarens of Lewis Hamilton and currentworld champion Jenson Button, the Ferraris of Alonso and Brazilian Felipe Massaand the Red Bull of Sebastian Vettel. The young German will now get to find outwhether he truly deserves his nickname “Baby Schumi” by measuring himselfagainst the real thing.
Those drivers all stand to lose more from Schumacher’s return than he does.Schumacher winning next season would suggest that his supposed successors aren’tworthy. Him losing, on the other hand, wouldn’t take away from everything heachieved in the past.
It should be fun to watch. For Formula One, the world’s fastest form ofentertainment, that is what counts most.
John Leicester is an international sports columnist for The AssociatedPress. Write to him at jleicester(at)ap.org.
Crazy, maybe, but Pastrana prepared for big jump
December 30, 2009
Travis Pastrana knows a lot of people think he’s crazy.
The action sports wild man has a different way of looking at the stunts he’spulled off, most of them on motorcycles but also some as off-the-wall as jumpingout of an airplane without a parachute.
“It’s a calculated risk,” Pastrana said.
His biggest stunt yet will come on New Year’s Eve when he’ll try to shatterthe world record for the longest jump in a rally car, from the Pine Street Pierin Long Beach, Calif., onto a barge anchored in the harbor, with the Queen Maryin the background.
Related Baum: Pastrana, Brack push envelope at X Games
“It looks absolutely ridiculous,” Pastrana said with a laugh during atelephone interview while he was inspecting the ramps he’ll take off from andhopefully land on. “It’s going to be spectacular. Definitely scarier in personthan on paper, but I’m looking forward to it for sure.”
Pastrana is scheduled to take off at midnight EST, live on ESPN.
The current record is 171 feet set by Pastrana’s Subaru teammate, Ken Block,in a rally car in November 2006. Pastrana wants to break that mark by more than100 feet. To do so, he’ll have to clear at least 230 feet of water between thepier and barge.
“If I land where the current world record is, I’m landing in the water. I’mnot even getting to the barge, let alone the landing,” Pastrana said. “I don’treally have a choice there.”
The latest installment in Red Bull’s New Year, No Limits series could bespectacular or disastrous.
That’s part of the challenge for Pastrana.
“I actually get a lot more pleasure out of the whole process of what goesinto making these things work,” he said. “At the same time, that’s why youlove to bring it to the masses. Red Bull has been just awesome every year inkind of letting their athletes pick some stuff they want to do and make theimpossible possible.
“No one’s really flown a car, and just figuring out the dynamics of thatthing, you’ve got to look outside the box again. That’s how our sports progress,is you keep innovating.”
Pastrana was the first to do a double backflip on a motorcycle. As part ofhis Nitro Circus TV show, he rode dirt bikes off a ramp into the Grand Canyon,parachuting the rest of the way down. He also jumped out of a plane without aparachute, confident that a fellow skydiver with a parachute who jumped out atthe same time would catch up to him and guide him to earth.
Pastrana, remember, is the guy who announced himself to the action sportsworld when at age 15 he celebrated an X Games gold medal by jumping hismotorcycle into San Francisco Bay in 1999. That stunt got him into a fair bit oftrouble, and he lost his prize money and medal.
While his stunts seem crazy, Pastrana said he’s not reckless, especially inhis approach to the New Year’s Eve stunt.
“Safety is the No. 1 priority,” he said. “I’ve never actually beeninvolved with anything that they’ve taken as seriously because there are so manypeople watching and definitely we want everything to come across well and helpthe sport progress, as opposed to saying, ‘We’re just idiots doing stunts.’We’re professionals and we’re all working together to make sure it’s safe and asfun as possible.”
Pastrana will have a 1,000-foot run-in to get the car up to about 100 mphbefore hitting the takeoff ramp.
“There’s kind of sweet spot on the backside of the jump,” he said indescribing the best-case scenario. “If I hit that, be able to stop, no problem,in time before I hit the end of the barge, then I can do some doughnuts and thencelebrate.”
A lot can go wrong, including a malfunction with his car, overshooting thelanding ramp or going short.
“You can knock yourself out, then land in the water and drown, I guess,”he said. “That is something that’s a very, very small chance and something thatwe understand what we’re doing.”
The toughest part, he said, is that there’s only 100 feet from the end ofthe landing ramp to the end of the barge.
“So I land all the way at the end of the base, I’ve got to take the Subarufrom 90 mph probably to zero, within 100 feet, which is a difficult task. But aslong as the car sits down well and doesn’t bounce too much it shouldn’t be aproblem.”
Action sports athletes often are over-enthusiastic and under-prepared,Pastrana said.
“But on this one we really are prepared. It’s a live event, which alwaysmakes it tough. The weather is a huge factor. The more calm the weather is, thebetter I’ll feel about it.”
Record numbers help NASCAR Foundation in ‘09 (NASCAR.com)
December 30, 2009
Thousands of NASCAR fans across the country came out to support The NASCAR Foundation throughout the year, enabling the Foundation to raise and contribute $1.8 million in program services to nonprofit organizations across the country. A majority of the contributions went to affect the lives of children and families in need, especially in the areas of pediatric health, fulfilling "NASCAR Dreams," education and community service.
The Foundation saw an increase in volunteer participation this year, in part due to a strong emphasis placed on community service through The NASCAR Foundation Volunteer Network—10,000 NASCAR fans involved in community service projects. Record numbers of people came out to serve in their community this year, committing more than 10,000 hours to help those in need, including potentially saving 15,000 lives through The NASCAR Foundation Fourth Annual Blood Drive, raising enough funds to provide 250,000 meals to children and their families, raising awareness at the track about the importance of screening for breast cancer and collecting funds at the track that would enable over 150 kids to attend Victory Junction camp in Randleman, N.C.
"Thanks to the loyal fans of our sport, The NASCAR Foundation continues to fulfill—and exceed—our original vision for the organization," said Foundation Chairperson Betty Jane France. "To be able to engage so many fans and to provide such a large amount in contributions is both exciting and gratifying. The Foundation is doing important work … meaningful work. We are extremely grateful for the fans' support which makes that work possible."
More than $350,000 was contributed this year to organizations with an emphasis on pediatric health, including pediatric cancer and trauma research. The work being done by organizations like The Jeff Gordon Children's Hospital, the Childress Institute for Pediatric Trauma and Speediatrics is critical to helping children live longer and fuller lives.
The NASCAR Foundation also worked throughout the year to provide life changing experiences and educational opportunities for young people at the track. Throughout the season the Foundation worked with organizations to bring more than 400 kids to the track to get an inside glimpse to the sport, its personalities and learn about the engineering that goes in to putting a stock car on the track every weekend.
One of these groups was students from Phillip O. Berry High School in Charlotte, N.C. Through a NASCAR Day program, The NASCAR Foundation brought students from the school out to the track in May for a tour and meet and greet with 2009 NASCAR Day spokesperson Kevin Costner.
"The exposure that our kids got at the track really has motivated some kids to focus on their technical educational because now they see that if they can do what they need to do academically, then these doors will be open for them," said Donald Fennoy, principal at Phillip O. Berry High School.
In May, Victory Junction added The NASCAR Foundation to the elite founder list for surpassing the $1 million-giving mark. Since its inception, The NASCAR Foundation has given more than $1.5 million to Victory Junction through a variety of fundraising means, including NASCAR Day. Collectively, those efforts have sent more than 500 deserving children with chronic medical conditions or serious illnesses to Victory Junction for a life-changing experience.
Top stories of the decade closely defined by Dale (NASCAR.com)
December 30, 2009
Reviewed in our mind's eye, it seems to take forever. The events unfold slowly, in exact detail, a perfect panorama of color and speed. By now, we know it frame-by-fame—the black car bending to the right, the climb up the banking, the inevitable impact and the out-of-control slide back down into the grass. But the collision itself, that actual clash of concrete and metal, happened blindingly fast—80 milliseconds from 160 mph to zero, according to the final accident report. It seems ludicrous that an entire decade could turn on one incomprehensibly small unit of time.
But not if that decade is the 2000s, and that fraction of a second is the one that took the life of Dale Earnhardt. So much about today's NASCAR has been shaped by that terrible afternoon of Feb. 18, 2001, a dark day that was the epicenter of a larger safety crisis that wracked the sport for the better part of three years. Earnhardt's fatal crash—preceded by those of Adam Petty, Kenny Irwin, and Tony Roper, and followed by devastating accidents involving Jeff Purvis, Steve Park and Jerry Nadeau—forced NASCAR to upgrade its safety standards, and did away with the antiquated notion that "implied risk" meant it was OK for drivers to die.
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The changes brought on by the Earnhardt crash and the safety crisis, easily the top story of the last decade in NASCAR, were watershed. There were tangible modifications, like the implementation of head-and-neck restraining devices and soft-wall systems—the two most important life-saving innovations in modern automobile racing—as well as the addition of on-board data recorders, the construction of a research and development center, and the development of a new, safer race car. The culture changed, too; before Earnhardt's death, drivers who used new safety devices were sometimes needled, and outdated items like open-faced helmets were seen as badges of machismo.
That all changed on Feb. 18, 2001, the day NASCAR began its traumatic transformation from a series seen as lacking in the safety arena to one that is now widely viewed as an industry leader. Thankfully, there have been no fatalities on NASCAR's three national circuits since Earnhardt's death, and drivers routinely walk away from accidents that might have sent them to the hospital a decade or more ago. Every driver wears a restraining device. Every track is outfitted with a soft wall. All accident data is recorded, analyzed, and catalogued. Granted, some of these initiatives were being studied prior to the 2001 Daytona 500. But Earnhardt's death, and the prolonged period of public grief that followed, forced NASCAR to act.
Earnhardt's death, though, impacted NASCAR in far more areas than just safety. Occurring in the first race under the sport's first national television contract, the crash spurred such a degree of curiosity that, ironically, the series reached unprecedented heights of popularity in the early 2000s. In some ways the crash, and the scrutiny that followed, compelled NASCAR to expand in the areas of public relations and competition. Before Earnhardt, NASCAR was a sports league that wanted to be taken seriously, but too often acted small-time and still felt like a family business. After Earnhardt, NASCAR grew into a thoroughly more modern entity much more comparable to the NFL or the NBA.
The effects of the Earnhardt crash radiated well beyond the sanctioning body. To varying degrees, they're also seen everywhere in the garage. There are the roller-coaster fortunes at Richard Childress Racing, the team the Intimidator drove for, and which has suffered through several slumps since his passing. There is the career of Kevin Harvick, Earnhardt's successor, who was thrust onto NASCAR's top level before he was scheduled to do so, and rapidly became a star. There's the small empire overseen by Michael Waltrip, who had never won a race before Earnhardt hired him, but won four times for the Intimidator's team and parlayed that success and his glib nature into the race team he owns today.
There are the remains of Dale Earnhardt Inc., the team Earnhardt owned, which was decimated by the recent economic recession, fought over by his son and wife, and ultimately merged with Chip Ganassi's outfit. There is the career of Dale Earnhardt Jr., who competed eight years for his father's team before a dispute with his stepmom over the organization's direction led him to leave. There is Hendrick Motorsports, the dominant team of the decade, which picked up the pieces and added NASCAR's most popular driver to its stable.
There are surely others, drivers and race teams in some way touched or shaped by Earnhardt, whose fortunes or makeup may be very different today if the Intimidator had lived. You think of his contemporaries, men like Rusty Wallace and Dale Jarrett and Mark Martin, and how Earnhardt's accident affected their decisions to get out of the car or stay in. You think of the garage area, and how different it might look. You think of the series, and how much safer it is now. You think of those 80 mournful milliseconds, and the impact they continue to have to this very day.
The rest of the top 10 stories of the 2000s:
2. The rise of Jimmie Johnson. "Who the hell is Jimmie Johnson?" the cover of Racer magazine once asked, when the driver was leading the Cup points as a rookie. Back then, Johnson was some unknown former off-roader who was taking NASCAR's premier division by storm. Now, he's an unprecedented four-time consecutive champion with 47 race victories who's never finished outside the top five. Perhaps no driver in history has come from such obscurity and achieved so much. And he's not even close to finished.
3. The implementation of the Chase. The 10-race playoff format introduced by Brian France in January of 2004 continues to polarize the fan base six years after its implementation. Is it fair? Clearly not, given that only one "regular season" leader has gone on to win the championship. Does it raise TV ratings during football season? Not as reliably as once hoped, as evidenced by the ebb this past season. Does it interject drama and uncertainty into a part of the season once lacking in both areas? No question. Is it good for NASCAR? Let the debate continue.
4. The saga of Dale Earnhardt Jr. A family soap opera played out on a public stage, Earnhardt's battle with stepmother Teresa for control of DEI riveted the industry for more than a year, and ultimately resulted in his departure for Hendrick Motorsports. Today, both parties might look back on their time together somewhat wistfully, given that DEI has been merged with another organization, and Earnhardt is struggling to live up to expectations in his new home.
5. Triumph and tragedy at Hendrick. Rick Hendrick's race team dominated the decade, winning half of the Cup titles contested as well as a Busch championship with Brian Vickers and a Truck crown with Jack Sprague. But it happened amid a great deal of heartache, in the form of 10 lives lost in the crash of a private airplane en route to Martinsville. Hendrick's son, brother, and two nieces were on board, as well as the team's general manager and chief engine builder. That Hendrick rebounded to enjoy arguably its two greatest seasons—2007 and 2009—speaks volumes about the organization.
6. The end of Petty Enterprises. Lee Petty scratched his initials into the concrete foundation when he built Petty Enterprises' first shop in 1949, and it seemed the organization would be equally as indelible. But not even NASCAR's most successful race team was immune from drops in performance and subsequent sponsorship loss. The team moved from Level Cross, N.C., to Charlotte in a bid to become more competitive, but was eventually bought out by George Gillett's organization. The rebranded team may bear the Petty name, but it's not the same Petty team.
7. NASCAR goes nationwide. Over the last decade, NASCAR has added races in metro Kansas City and Chicago, and second events in greater Phoenix, Dallas/Fort Worth, and L.A. But that expansion came with a price—Darlington lost its historic Labor Day weekend event, and North Carolina Speedway was dropped off the schedule. Nothing over the past decade has alienated purists more than "schedule realignment," which in many eyes was just a euphemism for taking races out of traditional fans' backyards.
8. Contraction in the garage area. A decade ago, Robert Yates Racing was a title contender. Bill Davis Racing and Andy Petree Racing vied for race wins. Petty Enterprises and Dale Earnhardt Inc. were stand-alone entities. Over time these and other teams were slowly ground down by a double dose of economic reality—first, the downturn that followed the 9/11 attacks, and then the current recession. What's left is a sport where jobs are tougher to come by, sponsorship is more difficult to find, and the pool of contending race teams is considerably more shallow than before.
9. Goodbye Winston, hello Sprint. NASCAR's premier series was bankrolled by R.J. Reynolds for 30 years, until financial losses and pending litigation forced the cigarette-maker to end the relationship in 2003. Into the void stepped wireless carrier Sprint, a partner that opened new marketing doors for NASCAR because it could actually advertise on television (revolutionary!) and market to kids (imagine that!). While many fondly remember the old Winston days, Sprint's arrival gave NASCAR an image that was more updated, carried no baggage, and was thankfully smoke-free.
10. Invasion of the open-wheelers. They came one after another, like children following the pied piper out of town. Christian Fittipaldi. Patrick Carpentier. Jacques Villeneuve. Sam Hornish Jr. A.J. Allmendinger. Juan Montoya. Max Papis. Dario Franchitti. Scott Speed. And now, Danica Patrick. While open-wheelers dipping a toe in NASCAR is nothing new ? just ask Mario Andretti or A.J. Foyt—the sport had never seen such an en masse migration, which was driven primarily by NASCAR's strength and stability compared to other series. A few drivers made it. Many others didn't.
Awards
Driver of the Decade: Jimmie Johnson. Four straight championships, 47 career victories, never finished outside the top five in final points. Other drivers are more popular, but none are better. His singular focus and unflappable cool are worthy of emulation. Runner-up: Tony Stewart. The only other multiple title winner this decade, Smoke also won 37 races and started his own team. Honorable mention: Jeff Gordon. His best days may have been in the late 1990s, but Gordon still won 33 races and a title this decade. He came close to three crowns, finishing 16 points back in 2004 and 77 behind in 2007.
Crew chief of Decade: Chad Knaus. The current Sprint Cup car doesn't leave much room for modification, but nobody gets more out of it than Johnson's crew chief. His cars are good off the truck almost every week, and he leaves no detail to chance. Oh, and he hasn't been penalized by NASCAR for years now. Runner-up: Greg Zipadelli. Won two titles with Stewart, and now mentoring young Joey Logano. Not a better manager of people in the garage area. Honorable mention: Robbie Reiser. Engineered Matt Kenseth's 2003 championship run, and now working as general manager for a Roush Fenway operation that routinely puts multiple cars in the Chase.
Owner of the Decade: Rick Hendrick. Simply the gold standard. Won five titles this decade, and did it amid catastrophic personal and professional loss. Oversees a shop complex that's second to none. Inspires incredible loyalty among his people. Runner-up: Joe Gibbs. Won three crowns, two with Stewart and one with Bobby Labonte, and is the sport's best source for young driving talent. Provided his operation with a huge boost when he left football behind for good. Honorable mention: Jack Roush. Won titles with Kenseth in 2003 and Kurt Busch in 2004, but his most impressive feat might have been placing five drivers in the 10-man Chase in 2005.
Track of the Decade: Richmond International Raceway. No facility saw its profile rise more than Richmond, which became the place where the 10 (now 12) Chase finalists were decided. In the process, its fall race evolved into one of the season's biggest events. Runner-up: Kansas Speedway. Proved that with a sensible seating capacity and smart management, NASCAR can work in a non-traditional region. Surrounding commercial area is ahead of its time. Honorable mention: Las Vegas Motor Speedway. Extensive renovations and improvements have made this track a fan favorite, as well as NASCAR's western home base.
Race of the Decade: 2002 Sharpie 500, Bristol Motor Speedway. Elliott Sadler punches an ambulance. Ward Burton throws his shoe heat shields at Dale Earnhardt Jr. Jimmie Johnson flips off Robby Gordon. It's one of those hot, crazy nights that made Bristol famous. Oh, and there's racing, too—Jeff Gordon moves Wallace out of the way with three laps left to win. Runner-up: 2000 Winston 500, Talladega Superspeedway. Dale Earnhardt roars from 18th to first over the final five laps in a performance that makes grown men weep. Honorable mention: 2003 Carolina Dodge Dealers 400, Darlington Raceway. Leaning on one another and spewing smoke, Ricky Craven edges Kurt Busch by .002 seconds, the closest margin since electronic timing and scoring was implemented.
Comeback of the Decade: Darlington Raceway. Fading and almost obsolete at the beginning of the decade, the Lady in Black has been spruced up and given a new lease on life thanks to its Mother's Day weekend date. Proof that tracks can flourish despite losing a date. Runner-up: Jeff Burton. Considered by many to be finished after he split with Jack Roush in 2004, Burton has since won four races and made three Chases at Richard Childress Racing. More importantly, he's become the backbone of his team and the conscience of his sport. Honorable mention: Mark Martin. Remember that whole "Salute to You" thing? Yeah, neither do we. In 2005, people were giving him rocking chairs. This year, he was series runner-up.
Broadcaster of the Decade: Darrell Waltrip. Provided NASCAR with the recognizable name it needed when the sport's first national television contract was launched in 2001. His brash, outspoken style fits perfectly with a Fox network that's not afraid to pump up the volume. Runner-up: Kyle Petty. Plenty of substance behind all that style. The TNT color man is perhaps the most informative announcer working today. Honorable mention: Andy Petree. How many times does he say it, and it happens? The former crew chief knows his stuff, and is a rock in an ever-changing ESPN landscape.
Constant of the Decade: Jeff Gordon. In 2000, he was a classy, articulate championship contender. Today, he still is. For all the upheaval in NASCAR over the last 10 years, it's somewhat comforting that Gordon, despite a little more gray around the temples, is still the same person and driver he's always been. Runner-up: Bristol Motor Speedway. Always a full house, always tremendous hospitality, always a great time. Honorable mention: Barney Hall. Been bringing racing to the masses over the radio, it seems, for as long as there's been racing. Or is that as long as there's been a radio? No matter. To many, it hasn't happened yet until he says it.
The opinions expressed are solely those of the writer.
Castroneves adds new title to list: Dad (PA SportsTicker)
December 29, 2009
ATLANTA(AP) —Three-time Indy 500 winner and former Dancing with the Stars champion Helio Castroneves has a new title: Dad.
Castroneves’ girlfriend, Adriana Henao, gave birth to the couple’s first child, Mikaella Castroneves, on Monday afternoon in Atlanta. The baby girl measured in at 19 inches and seven pounds, three ounces.
In a statement released by Penske Racing, Castroneves says his girlfriend and child were doing well and the baby already has him running around “like crazy.”
The Brazilian became the first foreigner to win Indy three times in May. He was fourth in points in 2009 despite missing the season’s first race while fighting tax evasion charges. Castroneves was acquitted of all but one charge in April, and that was later dropped.
A New Year’s resolution can lead to better car care (NASCAR.com)
December 29, 2009
New Year's resolutions can be about more than shedding a few pounds and exercising more.
Simply changing a few habits can help your vehicle last longer, command a higher resale price, pollute less and burn less gasoline.
Here are five helpful tips from the experts:
1. Clean out your vehicle. Less weight means you'll use less gasoline, so remove unnecessary items from the passenger cabin and the trunk. Remove that rooftop cargo carrier when you're finished hauling—you'll cut down on gas-hogging wind resistance.
2. Check your tires' pressure once per month. Tires with low pressure cause the engine to work harder—and to burn more gasoline. Poorly aligned wheels and improperly inflated tires also wear out faster, costing you money in replacements.
3. Follow your carmaker's recommended service intervals. A neglected vehicle burns more gas and will break down more often than well-maintained machines. The owner's manual spells out which systems need servicing and when. Fouled spark plugs and clogged filters waste gasoline. Routine oil changes will keep your vehicle from aging before its time. If you notice changes in engine performance, like rough idling or poor accelerations, you are due for a visit to the shop. Also, never ignore a "service engine" light.
4. Resolve to become a better driver. Avoid jack-rabbit starts as sudden accelerations waste fuel and strain the engine. Speeding greatly decreases miles per gallon, so drive the speed limit. When possible, use cruise control to maintain a steady pace. Aggressive hard starts and stops wear out your brakes faster. Finally, consolidate your errands to minimize short trips.
5. Look for high-quality repair shops. Shop around for an auto-care facility before you need repairs. Ask family, friends and co-workers to recommend a reputable shop. Look for signs that the shop has the equipment needed to properly diagnose your car's problems. Ask the shop for references and follow up with calls to them. Finally, don't shop for price alone. It's important to remember that you're not just paying for the cost of the part and the time it takes to install it, but you're also paying for the professionalism and technical expertise of the technician.
For more sound car-care advice or to locate a top repair shop in your area, visit www.geminicarcare.com.
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