|
Tuesday,
June 17, 2008
'Sliced Bread' precedent
unhealthy for the sport
At first glance, it would appear that ESPN’s assertive
prediction of
Joey Logano being our
sport’s version of Wayne Gretzky or Tiger Woods – an
embodiment of greatness and a dynasty for the ages – is
well on its way to materializing.
Granted the pre-show puff piece in which Donnie Allison
commented “He’s the best I’ve ever seen,” aired
before he had ever taken the track for a NASCAR
Nationwide Series race, was a tad presumptuous, the kid
has played up to the hype by winning in his third career
series start. I’m elated that ESPN and other media
outlets have honed their scouting prowess enough to
promptly give Logano “Tim Tebow Credence” and the
corresponding buzz surrounding his emergence into
mainstream motorsports. If you didn’t look hard enough,
you wouldn’t see the marionette strings known as NASCAR
dangling in the background.
First, let’s clear any doubt of guilt: Logano is good.
Very. He has a Kenseth-like calmness that allows him to
get the best of his typically superior equipment at the
most-opportune time (the end of the race). I seriously
doubt the majority of the NASCAR beat media watched him
as often as I did in both Hooters Pro Cup and the
Camping World East Series. If they did, they would
realize he wasn’t exactly a race dominator, but a
lights-out closer. The teen was in the front of the pack
at the end of every race, which is always a habit that
would delight the fancy of team execs hoping to compete
for a points championship. He’s an excellent talent who
deserves to be where he is: a top-tier team and on his
way to the top of the sport. Is he the best young talent
I’ve ever seen? Is he the best young prospect currently
listed on my web site? I’m not so sure. But none of the
hype, the puff pieces, or the bloated expectations is
particularly his fault. Let the 18 year-old drive a race
car. He’ll be fine.
What irks me is the marketing push put forth by NASCAR.
They aren’t pushing a personality, obviously, because
Logano hasn’t established one yet. They are pushing the
promise of talent. The National Association of
Stock Car Auto Racing (sorry for the Ron Jaworski-esque
extended naming) knows that it has to promote drivers
and personalities to attract viewership and ticket
sales.
The NBA has established this precedent with the likes of
Kevin Garnett and LeBron James, two high-schoolers
turned draft picks. Is this the correct thing to do for
our sport? The 2008 Camping World East Series schedule
had yet to kick-off when my inbox began receiving a
deluge of emails from the NASCAR PR Department touting
Richard Childress Racing’s
Austin Dillon. Prior to
this season, Dillon’s chops had been honed in the
Legends and Bandaleros arena, then on the dirt in an RCR-built
dirt late model. On the surface, it looks as if he will
be ‘08’s Logano from a media standpoint. Should such a
publicity push be made?
Since outlandish comparisons have already been thrown
around, let’s continue the theme: if NASCAR were the
NBA, Logano is Kevin Garnett. As a fresh-faced 17
year-old out of Chicago’s Farragut Academy, Garnett made
the transcendent leap from high school straight to the
professional ranks. Now this had been done before (i.e.
Moses Malone) but this was the ignition button on a
trend of teens looking for the quick fix known as fame,
money, and power. Garnett succeeded as did Kobe Bryant,
Tracy McGrady, Amare Stoudemire, and the aforementioned
Mr. James; however, with a few success stories, come an
exorbitant amount of failures. For every Garnett, there
will be a Kwame Brown, Leon Smith, Sebastian Telfair,
and Gerald Green – talented athletes in their respective
high school talent pools, yet arguably known as notable
busts based on their lack of career achievement. I
understand Brian France’s ambition to be similar to
stick-and-ball sports, but at what cost do we continue
to promote drivers prior to making a debut in one of
NASCAR’s top three series? All of a sudden, these
planted media items are subjecting teenagers to
never-before-seen scrutiny and unfathomable pressure.
Does NASCAR need to throw young drivers into the fire?
No. And there’s a built-in system for avoiding this
temptation: the NASCAR Nationwide Series.
As a scout, I was fortunate enough to see young Kyle
Busch and young Martin Truex Jr. compete at regional
levels before making the jump to the Nationwide Series.
With respect to Mr. Allison, they are the two
best wheelmen I’ve seen at that level. They also were
recipients of publicity thanks in part to their
multiple-win seasons during their tenure in the
Nationwide Series. By the time they were rookies in the
Sprint Cup Series, Busch and Truex were household names
and respected racers. The system works. If abided be,
Logano should just now be receiving media love
(as would Nashville race winner
Brad Keselowski).
NASCAR threw Logano off the plank in hopes that he would
swim – fortunately for them he has the ability to do
kick-flips underwater. Other young drivers may not be so
lucky.
I can’t say that I’m completely exonerated from the same
argument. I realize this web site has certainly spiced
things up for young drivers hoping to crack the Logano
stratosphere, but I’m by no means writing articles
touting someone as the “soon-to-be greatest driver ever”
or “the sport’s great and identifiable talent,” like
other media venues. I appreciate the fact that
mainstream motorsports media has taken an interest (or
downed the Kool-Aid they were provided) in young and
exciting talent, but there isn’t a pressing need to
subject teenagers, most still in high school, to any
added mental anguish or large undertaking. We have
Forbes-ranked super teams and the promise of
multi-million dollar sponsorships expediting the
maturation process for several teenagers already. Is it
necessary to give them manufactured hype?
Two years ago the NBA enacted a rule forcing draft
prospects to at least be one year removed from high
school basketball. This all but forces these young
students to go to college, albeit sometimes only for a
year, and develop as a player AND a person. With this
ruling, league commissioner David Stern admitted that
the jump from prom to pros isn’t in the best interest of
anyone. If NASCAR wishes to assimilate to the current
state of sports, similar actions will need to be taken.
NASCAR, please get with the program: don't create the
paper tiger. Product placement worked with Logano but it
will backfire with another bright-eyed kid with a heart
set on competing in a world that you created. When it
comes to young talent, let them sort it out amongst
themselves and experienced competitors in either a
Nationwide or Truck Series race. It's a system that has
worked in the past and will help divert from a scary
precedent that you've already set.
----------
Friday,
May 16, 2008
A simple solution to the
late model quandary
The economic recession is
killing late model racing; however it doesn’t have to be
this disappointing.
The ASA Southeast Tour, the ASA South Late Models, and
the PASS South Late Models have suffered from smaller
car counts in recent weeks, shorter than at the
beginning of the season, which saw the Southeast Tour
debut with a 36-car show at Mobile and recently put on a
show in which 16 cars showed up to Bronson Motor
Speedway.
At Motor Mile Speedway, the PASS South Late Models had
21 cars arrive for their Mother's Day 150-lapper. This
negated the typical Consolation Race/LCQ format for
which PASS has become known.
The economy, rising gas prices, and the ridiculous
abundance of touring late model series are at fault. But
is there a solution?
Based upon the France family’s concept of putting cars
on the track equals stout competition and stout
competition equals flourishing business, the potential
solution could be best viewed with the case study known
as UARA.
The UARA Late Model Series, a regional touring series
throughout North Carolina, South Carolina, and Virginia
could currently be considered tops in the late model
industry. Why? Car counts in the 30s and 40s, a
concentrated mapping of tracks, and a legit talent pool
have put together a seemingly healthy series.
Minus the media attention, UARA hasn’t received the
acclaim it deserves. Nevertheless, it’s easily the best
touring late model series in the country and the perfect
model for a genre reemergence.
Are the two separate ASA sanctions biting off more than
they can chew? Is PASS passé?
I’ve given up on a unified late model sanction a la
USAC. This doesn’t mean we can’t break down the barriers
that keep these sanctions from becoming prosperous.
The UARA got it right by sticking inside the designated
region, which attracts a loyal fringe fan base. The ASA
North and South late models are staying true to form but
the Challenge Series (a division with no limits on
travel) is a heavy undertaking. Eliminate the Challenge
Series, attempt to unify with the other ASA, and
stay true to the tracks that can be relied upon.
I’m not certain that PASS is running the correct tracks.
The PASS South (Carolina’s attempt at super late models)
contains a Northeast influence. Why? The PASS North was
a noble concept but unless they're racing in the
Northeast, it’s not going to attract the car counts it
once had. The PASS North should stay in the North, but
the South needs to find a correct audience. Is it time
to venture to Florida or Alabama? PASS needs to embrace
the popularity of the super late model, the Snowball
Derby, and the history of that particular car in those
areas. From that point, a slow expansion could occur but
North Carolina is a bit of a stalled dream.
The super late model hasn't been relevant in the
Carolinas for well over a decade. A new concept is
admirable; however, when the current concept is wildly
popular, the new idea won't be met with longstanding
approval (see USAC Silver Crown Series). The PASS South
is in its third year. It's time to reevaluate.
Bring the cars and the competition grows. Bring the
competition and the fans, sponsors, and buzz inevitably
comes. Granted, there would need to be a consequential
marketing/media push, the solution is simple for late
models.
It can be done. Why isn’t it coming to fruition?
----------
Wednesday,
March 12, 2008
When it comes to fenders,
Pro Cup South is tops
The drivers in the
open-wheel ranks have it pretty easy: tool around in a
sprint car or midget at local shows or regionally-based
divisions until making the leap to USAC’s elite level of
competition. There is one nationally-recognized, unified
sanction that houses sprint and midget racers. If you
win in USAC, you’re beating the best. End of story.
Kids growing up around late models have a tougher
agenda. They have choices in series, motor sizes, and
desired regions. There are fledgling series like PASS
North and South and the new ASA Southeast Tour for late
models. There's the ASA Late Model Series, featuring
economically efficient Crate-motored vehicles. There’s
the NASCAR Camping World East and West Series for
hand-me-down Cup and Nationwide cars. There’s ARCA, held
in high regard for being the only series that tackles
the likes of Talladega, Pocono, and DuQuoin.
Problem is, there isn’t a unified sanction. Hell, we
have two different companies with the label “ASA”
battling one another. It’s a travesty, really.
But for right now, the baddest block in Fender City
belongs to USAR’s Hooters Pro Cup Southern Division. No
contest.
The series has everything you could ever ask for:
benchmarks by the names of Bobby Gill and Michael Ritch;
young and exciting talent such as the likes of
Matt Hawkins,
James Buescher,
Trevor Bayne, and now
former South Boston and Kenly track champion
Drew Herring;
treacherous tracks like Lakeland’s USA International,
Bristol, and Rockingham; fierce racing, whether it be a
high speed chess game at Iowa or a four-wide frenzy at
Myrtle Beach. The series has an identity, personified by
the character, heart, and ability of its combatants.
Currently, there is one former Pro Cup regular at the
NASCAR Sprint Cup level (Brian Vickers, currently ninth
in points), but that will soon change. The likes of
Hawkins and Buescher are tremendous young talents that
deserve to be at the highest rung on the NASCAR ladder.
Herring and Bayne possess excellent racing ability and
could be contenders down the road for potential NASCAR
rides. While the minors-to-majors pipeline is still
being constructed, there happens to be some excellent
racing accumulating in this Southern Division.
The young talent is solid. The veteran talent is legit.
There’s controversy, chaos, and celebration. The
division isn’t just a spectator-friendly arena, it’s a
roller coaster for the human psyche.
Perhaps with the weekly aired replays on Versus,
much of the racing community will get a chance to watch
true maverick racing in all its glory. Tune in…it’ll be
worth it.
My Top-Ten Most Competitive Short Track Series of
2008
1. USAC National Sprint Car Series
2. USAC National Midgets Series
The only nationally-recognized unified touring sanction
never ceases to put on a terrific show. Both divisions
have churned out champions (Jeff Gordon, Tony Stewart)
and continue to help develop young racers on dirt and
pavement with top notch car control and a sense of
attack mode, thanks to 25- and 30-lap features.
3. USAR Pro Cup Series Southern
Division
The cars, similar to those from the NASCAR Nationwide
Series help young racers acclimate to the heavier cars
used at the next level but the solid competition, thanks
to great equipment and greater drivers brings the best
out of every single competitor.
4. NASCAR Whelen Modified Tour
Without a doubt, the most underrated series in America.
The veterans, such as Teddy Christopher, Mike Stefanik,
and Eric Beers are still on their A-game, so to the
point that if a young driver can excel early on, it
shouldn’t be taken lightly. Youngsters
James Civali,
Bobby Santos, and
Matt Hirschman are
carrying the banner for a tour that was once a direct
shot to NASCAR.
5. (tie) Blizzard Late Model
Series, Florida Sunbelt Series
Another gem, these two Florida-based series excel when
its drivers venture to other tracks and series to show
off. With the likes of
Jeff Choquette,
Tim Russell, and
Josh Hamner never
hesitating to look like a million bucks on-track, the
two divisions are flourishing. There also must be
something in the water in Florida that gives drivers,
ahem, mechanical creativity: the Florida drivers are
almost a lock to hit on the perfect setup (or get
disqualified) at every track. From Bobby Allison to
Cale Gale, the state of
Florida has produced some intelligent talents.
6. PASS Late Models Southern
Division
7. UARA Stars Late Model Series
These two divisions are on the up and up. Between the
two, historically hyper-competitive venues such as
Hickory and Kenly are utilized, capitalizing on the
Carolina’s racing fan base. Promotional work aside,
young drivers are emerging by the crateful in what are
considered “first step series” for wide-eyed late model
aspirations. PASS boasts the likes of
Ryan Lawler,
Cassius Clark, and
Corey Williams while
UARA will have potential news-makers in
Alex Yontz,
Jake Crum,
Darrell Wallace, and
Brandon McReynolds.
8. ASA Challenge Series
9. NASCAR Camping World East Series
10. ARCA RE/MAX Series
The three series on this list that receive the highest
publicity also make up the bottom trio in terms of
strength. The ASA Challenge Series is the go-to Crate
series but with younger drivers needing more horsepower
and heavier machinery, this could be a dying division.
NASCAR’s Camping World East was put on the map because
of
Joey Logano but the
once proud Busch North Series is a shell of its former
self. A family-owned team would be tough sledding in a
short track division that isn’t nearly as competitive as
the Pro Cup South. ARCA maintains a credible legitimacy
thanks to the early looks it gives young stock car
gassers on intermediate and super speedways. Still, it’s
an equipment series with thin depth on the driver
roster.
----------
Friday,
February 22, 2008
No points? No problem
Bryan Clauson isn't
racing for points. Ditto for
Jeff Choquette.
Josh Wise? Nope.
James Buescher? Think
again.
Of the eleven five-star prospects listed on DSM, only
Ricky Stenhouse Jr.
(ARCA),
Matt Hawkins (USAR Pro
Cup),
James Civali
(Modifieds), and
Colin Braun (NASCAR
Trucks) intend on racing for an individual series
championship.
Have we embarked on a new trend? Potentially, we could
see a more cavalier style of racing: points don't
matter, wins do.
I love it.
Do NASCAR teams care about championships? In a sense of
the term, yes. It's always an exceedingly endearing
boast that their development driver is a series
champion.
But what NASCAR teams care more about is the sheer
versatility that a driver shows in success sprinkled
across a power-packed schedule. Teams nowadays have
become more calculated in their selection of development
drivers, whether it be for skill or money. If they're
truly looking to develop a young racer, they want to get
the odds as high as possible on the incoming gamble.
How do the odds increase? Knowing that a driver can beat
anyone in any series on any given day. No gamble is a
sure thing but teams that intend on divvying up sponsor
dollars for development drivers prefer it be as close to
a "sure thing" as humanly possible.
There's no exact science to scouting drivers. Much of it is
speculation, and that said speculation comes from a
driver who can demonstrate that he/she is a versatile
winner.
Granted, the lack of a complete run for the series title
is a case of funding for the likes of Clauson, Cassill,
and Wise. Soon-to-be 18 year-old
Joey Logano isn't
legally able (age) to compete for the Nationwide Series
crown.
So what? They can still win. Isn't that what matters?
In the case of Choquette, he's dumping the notion of
defending his ASA Southern Division title in favor of
venturing out of Florida for some bigger money races
such as The Rattler at South Alabama Speedway in two
weeks and the
Winchester 400 this fall.
Buescher's eclectic mix of racing will include USAR Pro
Cup, the Camping World East Series, and the ARCA RE/MAX
Series.
13 year-old World Series of Asphalt Crate Late Model
champ
Logan Ruffin isn't
going to run the full ASA schedule this year even
though he'll be listed as a Rookie of the Year
contender. He'll take on the PASS and CRA Late Model
Series in hopes of finding big car counts and tough
competition.
Welcome to the new era. (Or perhaps a flashback to
yesteryear.)
Growing up, I remember the best drivers flocked to the
races with the biggest pay day. The car counts would be
huge, the competition would be stacked, and the winner
would be legit. We're slowly backtracking to the days of
bringing home "the feature money." That's not only good
for race fans and the general interest of the sport,
that means we're going to see many potent racers develop
over the course of the next decade. The boost of
strength in schedule will force racers to adapt. The
contenders will excel and the pretenders will be
filtered
out.
While the new nomadic style of racing is blooming,
several of the top racers in the country are going the
traditional route, but with an added caveat.
Darren Hagen (USAC) has
set his goal for the 2008 season: lead laps and win
races.
Matt Hirschman is still
searching for his first Whelen Modified Tour win. For
those two, their 2007 season was spent emphasizing point
racing. Hagen, who scored one national USAC Midget win
in '07, finished runner-up in both USAC National Midget
and USAC National Sprint Car standings. Hirschman never
found victory lane but finished third in Tour points. Their
flaw is glaring: they need to prove that they can hoist
trophies at the end of a race on a more consistent
basis.
On the flip side, Civali earned three Whelen Modified
Tour wins (the second highest win total in the series)
but finished sixth in points.
Sean Caisse scored four
wins in the Camping World East Series in '07 but was in
the shadow of Logano's five wins and series
championship. Can the two Northeastern racers win a
title to show that their efforts aren't completely for
naught? Wins are terrific but if you insist on racing
for points, you need to score in both.
It's a simple bottom line: if you're point racing, you
better win races AND championships. Done and done.
While this trend is refreshing, it's also dangerous. If
you insist on the "traveling road show" style of racing,
it's win or go home. If you lose in what is considered
to be a rough-and-tumble series, such as USAC Sprint Cars or USAR Pro
Cup's Southern Division, one could always point to the
sheer depth of the feature field as an easy out.
As the trend grows, so does the vested interest in short
track racing from a NASCAR team's standpoint. In their
world, point racing only exists on Sunday afternoons.
And how does one get the enviable honor of competing on
Sundays? Make headlines on Saturday night. Winners get
the headlines. Point leaders get the box score.
The theory is proving to be successful, as seen in this
past year's signing season.
Do you want championships? Frank Kimmel has nine of them
in ARCA.
Levi Jones grabbed his
second USAC Sprint Car title in 2007. They both return
to their respective series in '08, attempting title
defenses.
Meanwhile, Michael McDowell (four ARCA wins and leader
in laps led) and Stenhouse Jr. (nine national USAC wins)
inked deals in the off-season with Michael Waltrip
Racing and Roush Fenway Racing, respectively. McDowell
will make his NASCAR Sprint Cup debut at Martinsville.
On a Sunday.
Still considering racing for points? It may be a risk
not to, but that risk could come with a substantially
high reward. It might be time to assimilate to the new
way of thinking in the development game.
If not, the traditional point racer needs to hope that
this "trend" doesn't become the norm, as it's rapidly
approaching becoming the industry standard.
|