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  • NASCAR settles federal antitrust case, gives all teams the permanent charters they wanted

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    CHARLOTTE, N.C. (AP) — Michael Jordan and NASCAR chairman Jim France stood side-by-side on the steps of a federal courthouse as if they were old friends following a stunning settlement Thursday of a bruising antitrust case in which the Basketball Hall of Famer was the lead plaintiff in a lawsuit accusing the top racing series in the United States of being a monopolistic bully.

    The duo was flanked by three-time Daytona 500 winner Denny Hamlin and Curtis Polk, the co-owners of 23XI Racing with Jordan, Front Row Motorsports owner Bob Jenkins and over a dozen lawyers as they celebrated the end to an eight-day trial that ultimately led NASCAR to cave and grant all its teams the permanent charters they wanted.

    “Like two competitors, obviously we tried to get as much done in each other’s favor,” Jordan said, towering over the 81-year-old France. “I’ve said this from Day 1: The only way this sport is going to grow is we have to find some synergy between the two entities. I think we’ve gotten to that point, unfortunately it took 16 months to get here, but I think level heads have gotten us to this point where we can actually work together and grow this sport. I am very proud about that and I think Jim feels the same.”

    France concurred.

    “I do feel the same and we can get back to focusing on what we really love, and that’s racing, and we spent a lot of time not really focused on that so much as we needed to be,” France said. “I feel like we made a very good decision here together and we have a big opportunity to continue growing the sport.”

    A charter is the equivalent of the franchise model used in other sports and in NASCAR it guarantees 36 teams a spot in every top-level Cup Series race and a fixed portion of the revenue stream. The system was implemented in 2016 and teams have argued for over two years that the charters needed to be made permanent — they had been revokable by NASCAR — and the revenue sharing had to change.

    NASCAR, founded and privately owned by the Florida-based France family, never considered making the charters permanent. Instead, after two-plus years of bitter negotiations, NASCAR in September 2024 presented a “take-it-or leave-it” final offer that gave teams until end of that day to sign the 112-page document.

    23XI and Front Row refused and sued, while 13 other organizations signed but testimony in court revealed many did so “with a gun to our head” because the threat of losing the charters would have put them out of business.

    Jordan testified early in the trial that as a new team owner to NASCAR — 23XI launched in 2021 — he felt he had the strength to challenge NASCAR. Eight days of testimony went badly for NASCAR, which when it began to present its case seemed focused more on mitigating damages than it did on proving it did not violate antitrust laws.

    Although terms of the settlement were not released — NASCAR was in the process of scheduling a Thursday afternoon call with all teams to discuss the revenue-sharing model moving forward — both Jordan and NASCAR said that charters will now be permanent for all teams. 23XI and Front Row will receive their combined six charters back for 2026.

    An economist previously testified that NASCAR owes 23XI and Front Row $364.7 million in damages, and that NASCAR shorted 36 chartered teams $1.06 billion from 2021-24.

    “Today’s a good day,” Jordan said from the front-row seat he’s occupied since the trial began Dec. 1 as he waited for the settlement announcement.

    U.S. District Judge Kenneth Bell, who had presided over two days of failed settlement talks before the trial began, echoed the sentiment. Bell told the jury that sometimes parties at trial have to see how the evidence unfolds to come to the wisdom of a settlement.

    “I wish we could’ve done this a few months ago,” Bell said in court. “I believe this is great for NASCAR. Great for the future of NASCAR. Great for the entity of NASCAR. Great for the teams and ultimately great for the fans.”

    The settlement came after two days of testimony by France and the Wednesday night public release of a letter from Bass Pro Shops founder Johnny Morris calling for NASCAR Commissioner Steve Phelps to be removed.

    The discovery process revealed internal NASCAR communications in which Phelps called Hall of Fame team owner Richard Childress a “redneck” and other derogatory names; Bass Pro sponsors Childress’ teams, as well as some others, and Morris is an ardent NASCAR supporter.

    Childress gave fiery testimony earlier this week over his reluctance to sign the charter agreement because it was unfair to the teams, which have been bleeding money and begged NASCAR for concessions. Letters from Hall of Fame team owners Joe Gibbs, Rick Hendrick, Jack Roush and Roger Penske were introduced in which they pleaded with France for charters to become permanent; France testified he was not moved by the men he considers good friends.

    Hendrick and Penske, who were both scheduled to testify Friday, expressed gratitude that a settlement had been reached. Penske called it “tremendous news” and said it cleared the way to continue growing the series.

    “Millions of loyal NASCAR fans and thousands of hardworking people rely on our industry, and today’s resolution allows all of us to focus on what truly matters — the future of our sport,” Hendrick said. “This moment presents an important opportunity to strengthen our relationships and recommit ourselves to building a collaborative and prosperous future for all stakeholders. I’m incredibly optimistic about what’s ahead.”

    The settlement came abruptly on the ninth day of the trial. Bell opened expecting to hear motions but both sides asked for a private conference in chambers. When they emerged, Bell ordered an hourlong break for the two sides to confer. That turned into two hours, all parties returned to the courtroom and Kessler announced an agreement had been reached.

    “What all parties have always agreed on is a deep love for the sport and a desire to see it fulfill its full potential,” NASCAR and the plaintiffs said in a joint statement. “This is a landmark moment, one that ensures NASCAR’s foundation is stronger, its future is brighter and its possibilities are greater.”

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    AP auto racing: https://apnews.com/hub/auto-racing

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  • NASCAR chairman refuses to budge on team charters in testimony during Michael Jordan’s lawsuit

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    CHARLOTTE, N.C. (AP) — NASCAR Chairman Jim France testified Tuesday in Michael Jordan’s federal antitrust lawsuit against his family that he still has not changed his mind on granting teams permanent charters, and evidence showed he entered negotiations on a new revenue-sharing agreement determined to thwart teams’ efforts for a better deal from the stock car series.

    France was the final witness called by attorneys for Jordan’s 23XI Racing and Front Row Motorsports on the seventh day of the trial. Those race teams have accused NASCAR of being a monopolistic bully that engages in anticompetitive business practices.

    Also called Tuesday was Hall of Fame team owner Richard Childress, who testified that he only signed the 2025 revenue-sharing agreement because refusing to do so would have put Richard Childress Racing out of business.

    NASCAR Commissioner Steve Phelps testified to the frustrating two-plus years of negotiations between the top motorsports series in the United States and its race teams. The plaintiffs introduced several documents detailing communication between NASCAR executives that showed France was stubbornly opposed to granting teams permanent charters throughout the process.

    The charter system is equivalent to the franchise model used in other sports. In NASCAR, a charter guarantees cars a spot in the 40-car field each week, as well as specified financial terms.

    Asked by plaintiffs’ attorney Jeffrey Kessler if he has changed his stance on making charters permanent, France said, “No, I have not.”

    Kessler later introduced a summary of notes from the first meeting of NASCAR executives on how they would approach negotiations with the teams over the new agreements. Steve O’Donnell, now the president of NASCAR, wrote in those notes, “Jim’s overarching comments — we are in a competition. We are going to win.”

    France’s position never changed, even though — as evidence showed — he received pleas from Hall of Fame team owners Joe Gibbs, Rick Hendrick, Jack Roush and Roger Penske. All four are close personal friends, France said on the stand Tuesday.

    France became chairman of the series his father founded in 1948 following the 2019 resignation of his nephew, Brian. NASCAR has always been privately owned by the Florida-based family, and Brian France negotiated the initial charter system that began in 2016 as a response to teams complaining they were bleeding money at an unsustainable rate.

    Jim France, who is 81, was soft-spoken on the stand and needed many questions repeated, and he said on numerous topics that he was either unable to recall, did not remember or was not sure — even in response to evidence introduced that the France Family Trust received $400 million in distributions from 2021 through 2024 and that NASCAR is valued at $5 billion.

    He wasn’t sure of the title his niece, Lesa France Kennedy, holds with NASCAR, or the ownership percentages between the two. Evidence showed Jim France owns 54% of NASCAR, while France Kennedy, the vice chair, owns 36%. France also testified he believes he is paid in “the $3.5 million range” as chairman.

    Richard Childress details his dissatisfaction

    Childress spoke to the pressure he felt to sign the charter agreement.

    “I would not have signed those charters if I was financially able to do what I do,” the six-time championship winning owner testified. “We are a blue-collar operation.”

    Childress has participated in NASCAR for 60 years and has a longtime personal relationship with the Frances. He testified that he pleaded with Jim France for the charters to be made permanent instead of renewable, and France refused.

    Childress testified he supports the charter system because before its implementation race teams “were worth 10 cents on the dollar at most. We didn’t have nothing.”

    He admitted that the charters added value to his team, but said the equity falls short of its financial potential if the charters were permanent. An economist testified that NASCAR owes 23XI and Front Row $364.7 million in damages, and that NASCAR shorted 36 chartered teams $1.06 billion from 2021-24.

    When Childress’ October declaration of his support for charters was introduced, Childress insisted NASCAR attorney Christopher Yates also show the jury language added to the statement in which Childress pushes for the charters to be permanent.

    Childress said he added those sentences to the declaration, which had been pre-written for him to sign.

    Phelps details negotiations with teams

    NASCAR commissioner Phelps noted that Jordan’s financial advisor would not compromise on key issues in the negotiations.

    Phelps, who was president of NASCAR during the negotiations, said Jordan right-hand man Curtis Polk was the lead representative for the teams and held firm in their demand for increased revenue, permanent charters, a voice in governance and one-third of any new revenue streams.

    The deal finally presented to the teams in September 2024 did not include permanent charters or a voice in governance, but NASCAR gave the teams a firm deadline to accept its final offer or forfeit their charters. 23XI Racing, owned by Jordan, Polk and three-time Daytona 500 winner Denny Hamlin, and Front Row Motorsports, owned by Bob Jenkins, were the only two teams out of 15 organizations that refused to sign. They sued instead.

    Phelps, promoted to become NASCAR’s first commissioner earlier this year, testified that he worked hard to get the teams the best deal possible. But he said the teams’ initial request for $720 million in guaranteed revenue would have put NASCAR out of business.

    At the same time, Polk would not budge, either.

    “It was one of the most challenging and longest negotiations I’ve ever been part of,” said Phelps, who admitted he didn’t particularly enjoy negotiating with Polk, who was at the time the representative for the “Team Negotiating Council.”

    “The TNC never wavered off their four pillars. It was just the same thing, the same thing, and that was very frustrating,” Phelps said.

    Phelps testified at one point that NASCAR believed it had landed on a new charter agreement that satisfied the teams but it was contingent on NASCAR finalizing its new media rights deal.

    “I thought we’d just plug in the numbers,” said Phelps, who testified NASCAR was hoping to land a media deal worth $1.2 billion. When it became clear the media rights deal wouldn’t net that much money, Phelps said the teams asked to set a floor in negotiations.

    NASCAR ultimately got a media deal worth $1.05 billion — still an increase of $33 million a year from the previous deal — and Phelps said “every dollar” went to the race teams when it began this year.

    However, the ultimate revenue payout to teams is $431 million annually, the charters are not permanent and the teams did not get a voice in rules and regulations.

    Even so, Phelps testified he believed the charter agreement was “a fair deal.”

    Faster pace

    U.S. District Judge Kenneth Bell has repeatedly admonished both sides to pick up the pace of the trial, and once France’s testimony concludes Wednesday, NASCAR will begin to present its defense.

    NASCAR has said it has a witness list of 16 people, but Yates informed Bell he can trim “four or five” names from it and is hopeful to wrap his defense by Friday.

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    AP auto racing: https://apnews.com/hub/auto-racing

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  • Economist says NASCAR owes $364.7M to teams in antitrust case

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    CHARLOTTE, N.C. (AP) — An economist testified in Michael Jordan’s federal antitrust trial against NASCAR that the racing series owes a combined $364.7 million in damages to the two teams suing it over a revenue-sharing dispute.

    Edward Snyder, a professor of economics who worked in the antitrust division of the Department of Justice and has testified in more than 30 cases, including “Deflategate” involving the NFL’s New England Patriots, testified on Monday. He gave three specific reasons NASCAR is a monopoly participating in anticompetitive business practices.

    Using a complex formula applied to profits, a reduction in market revenue, and lost revenue to 23XI Racing and Front Row Motorsports from 2021-24, Snyder came up with his amount of damages owed. Snyder applied a 45% of revenue sharing he alleged Formula 1 gives to its teams in his calculations; Snyder found that NASCAR’s revenue-sharing model when its charter system began in 2016 gave only 25% to the teams.

    The suit is about the 2025 charter agreement, which was presented to teams on a Friday in September 2024 with a same-day deadline to sign the 112-page document. The charter offer came after more than two years of bitter negotiations between NASCAR and its teams, who have called the agreement “a take-it-or-leave-it” ultimatum that they signed with “a gun to their head.”

    A charter is similar to the franchise model in other sports, but in NASCAR it guarantees 36 teams spots in the 40-car field, as well as specific revenue.

    Jordan and three-time Daytona 500 winner Denny Hamlin for 23XI, along with Front Row Motorsports and owner Bob Jenkins, were the only two teams out of 15 to refuse the new charter agreement.

    Snyder’s evaluations found NASCAR was in fact violating antitrust laws in that the privately owned racing series controls all bargaining because “teams don’t have anywhere else to sell their services.” Snyder said NASCAR controls “the tracks, the teams and the cars.”

    Snyder repeatedly cited exclusivity agreements NASCAR entered into with racetracks after the charter system began. The agreements prevent tracks that host NASCAR from holding events with rival racing series. Prior to the long-term agreements, NASCAR operated on one-year contracts with its host racetracks.

    The Florida-based France family founded NASCAR in 1948 and, along with Speedway Motorsports, owns almost all the tracks on the top Cup Series schedule. Snyder’s belief is that NASCAR entered into exclusivity agreements with tracks to stave off any threats of a breakaway startup series. In doing so, he said it eliminated teams’ ability to race stock cars anywhere else, forced them to accept revenue-sharing agreements that are below market value, and damaged their overall evaluations.

    Snyder did his calculations for both teams based on each having two charters — each purchased a third charter in late 2024 — and found 23XI is owed $215.8 million while Front Row is owed $148.9 million. Based on his calculations, Snyder determined NASCAR shorted 36 chartered teams $1.06 billion from 2021-24.

    Snyder noted NASCAR had $2.2 billion in assets, an equity value of $5 billion and an investment-grade credit rating — which Snyder believes positions the France family to be able to pivot and adjust to any threats of a rival series the way the PGA did in response to the LIV Golf league. The PGA, Snyder testified, “got creative” in bringing in new revenue to pay to its golfers to prevent their defections.

    Snyder also testified NASCAR had $250 million in annual earnings from 2021-24 and the France family took $400 million in distributions during that period.

    NASCAR contends Snyder’s estimations are wrong, that the 45% F1 model he used is not correct, and its own two experts “take serious issue” with Snyder’s findings. Defense attorney Lawrence Buterman asked Snyder his opinion on NASCAR’s upcoming expert witnesses and Snyder said they were two of the best economists in the world.

    Slow pace of trial

    Snyder testified for almost the entirety of Monday’s session — the sixth day of the trial — and will continue on Tuesday. The snail’s pace has agitated U.S. District Judge Kenneth Bell, who heard arguments 30 minutes early Monday morning because he was annoyed that objections had been submitted at 2:55 a.m. and then 6:50 a.m.

    He needed an hour to get through the rulings, and testimony resumed 30 minutes behind schedule. When the day concluded, he asked the nine-person jury if they were willing to serve an hour longer each day the rest of the week in an effort to avoid a third full week of trial. He all said all motions must be filed by 10 p.m. each evening moving forward.

    Bell wants plaintiff attorney Jeffrey Kessler to conclude his case by the end of Tuesday, but Kessler told him he still plans to call NASCAR chairman Jim France, NASCAR commissioner Steve Phelps and Hall of Fame team owner Richard Childress, who was the subject of derogatory text messages amongst NASCAR leadership and has said he’s considering legal action.

    NASCAR has a list of 16 potential witnesses and Bell said he wanted the first one on the stand before Tuesday’s session concludes.

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  • Concussed NASCAR champion Kurt Busch to step away from sport

    Concussed NASCAR champion Kurt Busch to step away from sport

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    LAS VEGAS — NASCAR champion Kurt Busch will miss the rest of this season with a concussion and will not compete full-time in 2023.

    The 44-year-old made his announcement Saturday at Las Vegas Motor Speedway, his home track and where he launched his career on the bullring as a child. He choked up when he said doctors told him “it is best for me to ‘shut it down.’”

    “I know I am not 100% in my ability to go out and race at the top level in the NASCAR Cup Series,” Busch said. “These are the best of the best drivers, and lately, I haven’t felt my best.”

    Busch said Tyler Reddick will replace him in the No. 45 Toyota at 23XI Racing next season. Reddick was signed to the team for the 2024 season, but is no longer needed to complete his contract at Richard Childress Racing because RCR signed Kyle Busch, Kurt’s younger brother and a two-time Cup champion, for next season.

    “If I’m cleared, maybe you’ll see me at a few select races” next season, Busch said.

    Busch was injured in a routine crash in July that exposed a design flaw in NASCAR’s new Next Gen car. He’s so far missed 13 consecutive races. Driver Alex Bowman, who was also injured this year, has missed two straight and said this week he’ll be out at least three more.

    Busch is the last active driver who competed in a Cup race against the late Dale Earnhardt, and the last driver who was part of the inaugural 10-driver Chase for the Cup in 2004, the year he upset the Hendrick Motorsports juggernaut and won his only title.

    Busch’s retirement leaves Kevin Harvick as the last active driver who raced when NASCAR’s top series was called the Winston Cup Series.

    23XI praised Busch’s contributions to the second-year team.

    “From the day Kurt Busch joined our team, we knew he was going to elevate our organization in many ways,” the team said. “From earning 23XI our first playoff berth with his commanding win at Kansas Speedway to numerous hours spent off the track helping to grow our program, Kurt has made us better.

    “This season took an unexpected turn with his injury. Despite the unfortunate circumstances, Kurt has not stopped being a true professional and a trusted teammate. We fully support Kurt’s decision to focus on his health and are grateful for his guidance as our team builds a strong foundation for the future.”

    He’s in his second season with 23XI Racing and team co-owner Denny Hamlin said the organization and Toyota want Busch to remain part of the team. He’s under contract through next season to 23XI.

    “Kurt’s decision to step away from full-time NASCAR Cup Series competition next year is certainly not something anyone expected when we started the season together and celebrated in victory lane at Kansas Speedway earlier this year,” said David Wilson, president of Toyota Racing Development

    “Unfortunate circumstances led Kurt to a difficult decision, but we know that he will continue to contribute to the entire program at Toyota, TRD and 23XI Racing. He brings a tremendous amount of knowledge and firsthand championship experience to his team and fellow Toyota competitors. We’re here to support Kurt in this next chapter of his career and look forward to continuing to work alongside him.”

    Busch made his Cup debut in 2000 with Roush Racing in a Ford, then ran the full season as a rookie in 2001. He was fired after five tumultuous seasons with Roush — a stint that included his 2004 title — and moved to Team Penske to drive a Dodge in 2006.

    His Penske relationship also ended poorly after the 2011 season and Busch moved to Phoenix Racing to drive a Chevrolet for James Finch for one season, then went to Furniture Row Racing in 2013 where he revitalized his career — and began to show maturity on and off the track with his notorious temper.

    Busch moved to Stewart-Haas Racing in 2014 and was suspended by NASCAR for the first three races of 2015 for domestic violence allegations made by an ex-girlfriend. He later landed with Chip Ganassi Racing and finally 23XI to drive a Toyota in 2021.

    He is one of the rare drivers to compete in all of NASCAR’s manufacturers. Busch and his brother join Bobby and Terry Labonte as the only siblings to win Cup titles.

    Busch won 34 races in 776 starts over 23 years, including the Daytona 500 in 2017 with SHR and sponsor Monster, which has remained with him to this day.

    “For more than two decades, we have been privileged to watch Kurt Busch compete. He has proven himself a champion on the racetrack, but perhaps just as importantly, he has grown to become a true ambassador for the sport,” NASCAR President Steve Phelps said. “Kurt’s drive to improve the future of motorsports has set him apart. We are thrilled that he’ll remain in our sport as a leader and trusted resource. Kurt’s unparalleled passion for racing gives us hope that we will see him in a race car again.”

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  • NASCAR drivers fuming over concussions suffered in new car

    NASCAR drivers fuming over concussions suffered in new car

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    NASCAR drivers are angry and concerned about their safety in the new Next Gen cars as the playoffs roar into one of the most chaotic and dangerous tracks on the circuit.

    Alex Bowman will miss Sunday’s race at Talladega Superspeedway with a concussion diagnosed four days after he crashed. Bowman hit the wall early at Texas Motor Speedway but finished Sunday’s race despite radioing his Hendrick Motorsports crew: “I can’t drive the rest of the day.”

    “I don’t understand how (the car) is still rolling. That’s the hardest I’ve crashed anything in my entire life,” Bowman added.

    Now he is on the sidelines alongside Kurt Busch, who will miss his 11th consecutive race because of his own concussion. He crashed in July during a qualifying run when he spun and backed his car into the wall. Busch said his vision and balance are not at 100% but he hopes to race again this season.

    Complaints about the Next Gen — introduced this season as a cost-saver and a way to bring some parity to the grid — have reached a critical level following four difficult playoff races and three injured drivers. Cody Shane Ware will race Sunday despite a fractured foot suffered in a hard crash.

    Drivers amplified their complaints as soon as they learned of Bowman’s concussion. They have been concerned since an exaggerated tale emerged of an ominous NASCAR crash test of the Next Gen at Talladega in 2021. The rumor was that the crash-test dummy had suffered forces in the collision that would have killed a human.

    “Completely unacceptable that those in charge have let things get to this point,” Kevin Harvick wrote on Twitter. He said he recalled Denny Hamlin insisting “that the car was too stiff. Data didn’t agree. TIME TO LISTEN TO THE DRIVERS CRASHING THEM!”

    Hamlin, who was heard moaning on his radio after a hard crash last month, also directed his anger at NASCAR.

    “Pretty disappointing that our sanctioning body refuses to acknowledge or accept any responsibility for drivers getting hurt,” Hamlin wrote. “It’s the same THEY said. WE knew better. It’s wrong these drivers continue to get taken advantage of by the system.”

    The Next Gen was an industry-wide collaboration to develop a spec car that would both lower costs and equalize the competition. But part of the cost-cutting came in designing a durable car that can withstand crashes without being destroyed, a step to reduce the fleet sizes needed to compete for a full season.

    So the Next Gen is very stiff and the parts and pieces that used to fly off a car during a crash are holding tight, resulting in drivers absorbing more energy from collisions.

    NASCAR has been attempting to address issues with the Next Gen as they arise. There has been a rash of problems with the car through the first four playoff races — in the Bristol elimination race, 12 of the 16 playoff drivers had some sort of issue — ranging from unexplained fires to tire and parts failures and now the unyielding nature of the car actually affecting drivers.

    After fires during the playoff opener ar Darlington, senior vice president of competition Scott Miller said it was “unacceptable” and NASCAR quickly mandated design changes. The series is also considering monitoring pressure levels to determine if drivers are blowing tires because their teams are too aggressive with the settings.

    Andy Petree, vice president of competition at Richard Childress Racing, said NASCAR has been receptive to feedback.

    “I think NASCAR is doing a good job of taking input, listening to what we are saying as an industry. I don’t know about the drivers, they may not be getting the response that they feel like they need on these things,” Petree said. “But NASCAR is working on the car. I’ve seen some future design changes that address some of the things the drivers say about the impacts.”

    Harvick said Petree’s comment was “very telling as to who has all the say in these processes. NASCAR and the teams.” He also urged NASCAR to pick up its pace in investigating the issues.

    Talladega is one of the most chaotic tracks on the NASCAR schedule because of the tight pack racing and high speeds. The pole-winning speed in April was 180.93 mph and speeds top 200 miles per hour (321.9 kilometres per hour) when cars are in the draft.

    The spring race was tame by Talladega standards with only four cautions for accidents and the race ended under green with no overtime needed. But Sunday is the middle race of the second round of the playoffs and the stakes are much higher. Additionally, the first four playoff races have been won by drivers not racing for the championship.

    BLANEY CREW SUSPENSION

    Team Penske dropped its appeal against the four-race suspension for three of Ryan Blaney’s crew members, who were suspended because a left wheel rolled off Blaney’s Ford at Bristol.

    The trio of crew chief Jonathan Hassler, jackman Graham Stoddard and rear tire changer Zachary Price all worked last week at Texas as Penske appealed. Team Penske dropped the appeal this week and Blaney goes to Talladega on Sunday ranked fourth in the standings.

    The field of 12 will be trimmed to eight after next week’s race at Charlotte Motor Speedway.

    Blaney will be without his regular crew members at Talladega, Charlotte, Las Vegas and Homestead. By dropping the appeal now, Team Penske hopes Blaney advances into the next round and gets Hassler back for the final two races of the season still eligible for the championship.

    Miles Stanley, a longtime Penske engineer, will be interim crew chief for Blaney. He will also get crew members from The Wood Brothers No. 21 Ford to help pit Blaney’s car.

    CHILDERS 600th

    Rodney Childers began racing to become a famous driver. When it didn’t pan out behind the wheel, Childers moved to the technical side of the sport and began a climb into a crew chief role.

    He goes to Talladega on Sunday set to crew chief his 600th race. Childers has been paired with Kevin Harvick since 2014 at Stewart-Haas Racing in the longest active pairing in the Cup Series garage. Childers has run Harvick’s team for 313 races, eighth on the all-time pairings list.

    “I think everybody knows that my career definitely changed when Kevin wanted me to do this, and to be able to do it for a long time and win a lot of races has been pretty special,” Childers said.

    Childers guided Harvick to his only Cup championship in 2014, their first season together at SHR.

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