It’s a Whole New Game at Daytona

What’s going on here in “The World Center of Racing?”

Winston Cup cars, the elite of stock car racing, driven by what NASCAR President Mike Helton calls “the world’s greatest race drivers,” are the slowest vehicles on the grounds at Daytona International Speedway.

When the 43rd Daytona 500 starts today, sitting on the pole will be Bill Elliott, who qualified his Dodge Intrepid at 183.565 mph.

That speed would have been good for the 12th starting spot in Saturday’s Busch Grand National race, 19th in last Sunday’s Automobile Racing Club of America (ARCA) preliminary and only fifth among the boxy Craftsman Trucks.

The top Busch speed was posted by Joe Nemechek’s Pontiac, 186.966; top ARCA was Kirk Shelmerdine’s Ford at 187.352, and top truck was Joe Ruttman’s 186.123 in a Dodge.

How embarrassing.

The Chevrolet Monte Carlo, Ford Taurus, Pontiac Grand Prix and the new Dodge, returning to Winston Cup racing after a 17-year absence, have been downgraded to where they are the slowpokes.

“It’s illusionary,” said Johnny Benson, driver of the No. 10 Pontiac who almost stole last year’s 500. “The restrictor plates and the new aero package slow us down when we’re out there running by ourselves [in qualifying], but when we get in a pack and start drafting, we’ll be running over 190.”

That’s still a long way from the first 200-mph lap that Benny Parsons ran in 1982, or the Daytona-record 210.364 mph by Elliott in 1987.

Restrictor plates--thin metal plates with four holes that restrict airflow from the carburetor into the engine--are the reason. Used only here and at Talladega Superspeedway, they were introduced in 1987 after Bobby Allison’s car became airborne and nearly went into the grandstands at Talladega.

Earlier that week, Elliott had set a record of 212.809 during qualifying.

The escalating speeds and the fear of another Allison-type accident prompted NASCAR to bring out its first restrictor plate and over the years it was tweaked and altered until the results produced races boring to drivers and spectators alike.

Along with the safety factor, NASCAR sought to maintain parity among car manufacturers. When one pulled too far ahead--as Ford did last year by winning the pole, the Bud Shootout, both twin 125 qualifying races and the Daytona 500--it had its wings clipped.

“NASCAR hit us hard last year at Talladega, harder than we deserved,” said Robert Yates, one of the sport’s leading engine builders and owner of Fords driven by defending 500 champion Dale Jarrett and Ricky Rudd. “Now we’re hurting, we’ll see what they do. I don’t expect much for a while.”

Four cars--a Ford, a Chevy, a Pontiac and a Dodge--were taken by NASCAR after Thursday’s twin 125s and tested in a wind tunnel in Marietta, Ga.

“The wind tunnel drag numbers tell the story,” Yates said. “They’ve got a heck of an advantage over us.”

NASCAR officials refused to confirm any wind tunnel readings, but sources say the difference in drag between the Dodges and Pontiacs on one side, and the Fords on the other, was substantial.

Responding to criticism that restrictor plates caused boring follow-the-leader races, NASCAR introduced a new aero package this year that dramatically slowed the cars, but at the time gave them opportunities to draft and drive side by side in spectacular double rows of 10 to 12 cars charging around the 2.5-mile oval in white-knuckle racing.

Positioning of metal strips across the tops of the cars and an extension on the rear spoilers created enough extra drag to slow them about 10 mph.

“I’ve never been a big fan of restrictor-plate racing,” said Richard Childress, owner of the Chevys driven by Dale Earnhardt and twin 125 winner Mike Skinner. “But technology, and tires, and cars, and wind tunnels and everything has made the speeds so high that NASCAR has to do something to make the races a little safer.

“I think the aero package they put on it makes me think of the old days when I was racing--watching Petty and Pearson come across there and Cale [Yarborough] and those guys on the backstretch. That’s what racing’s all about, and that’s what we’ve seen this week.”

Although most drivers, while admitting the new regulations made them nervous when racing only inches apart in multi-car packs, approve of the return to old-time racing, Mark Martin is not one of them.

“To me, I’d rather have half the people in the stands say it was boring and have a real race than to do what we were doing,” said the veteran Ford driver after racing in the twin 125s. “That is just putting us in such terrible situations with each other. It was really an odd-matched group of wild moves.”

It not only can be scary, but also frustrating.

“With this restrictor-plate aero package, you can be running 30th one lap and fifth the next,” said Jeremy Mayfield, driver of the No. 12 Ford. “Or be running fifth and if you get out of the draft, be 30th by the next time around.”

Adding intrigue to today’s race is Dodge and what DaimlerChrysler corporate officials think about it--while recently having let go 26,000 American workers and facing dwindling sales.

Dieter Zetsche, chief executive of the company’s U.S. operation, will be among the 200,000 at today’s race to get a firsthand look at what is an estimated $100-million investment in Winston Cup racing. Much of that expenditure is in the new race car’s promotion.

Daytona Beach has become Dodge City. Municipal buses have “Dodge Different” covering their sides, the civic bunting on street lights is Dodge oriented, and even the key cards at one of the most prominent hotels are Dodge red, with pictures of Dodge cars.

So far, the Dodges have been stronger than most Winston Cup followers had expected for a new car starting from scratch. Elliott won the pole, Stacy Compton is in the front row, Sterling Marlin won one of the twin 125s and Ward Burton was a serious challenger in the other. And, most pleasing to Ray Evernham, the man putting Dodge back on the stock car map, all 10 of his cars are in the 43-car starting field.

“It’s great to come to the first race and have everybody in it,” said Evernham, who was Jeff Gordon’s crew chief for three Winston Cup championships before taking over the Dodge program. “We have five different owners and 10 drivers, but for the last year and a half, we have worked with a one-team concept.”

Unlike most sports, NASCAR holds its Super Bowl at the start of its season, not at the end.

“I think this is the only way,” said Richard Petty, the 500’s only seven-time winner. “We’re fresh from three months off, it’s like the grass coming up green in the spring. The new cars arrive all shining and ready to run and everyone can’t wait to see how things work out.

“If the Daytona 500 was at the end of the season, like the Super Bowl or the World Series, it would be anticlimactic. We are the only ones who could run our biggest race to start the year, then run for the championship.

“I wouldn’t want it any other way.”

(BEGIN TEXT OF INFOBOX / INFOGRAPHIC)

DAYTONA 500

* TV: 10 a.m., Channel 11

* Where: Daytona International Speedway, Daytona Beach, Fla.

* Distance: 500 miles, 200 laps.

* 2000 champion: Dale Jarrett.

* 2000 NASCAR series champion: Bobby Labonte, Pontiac.

FRONT ROW

BILL ELLIOTT

Dodge Car No. 9

STACY COMPTON

Dodge Car No. 92

STERLING MARLIN

Dodge Car No. 40

(BEGIN TEXT OF INFOBOX / INFOGRAPHIC)

Daytona 500 Facts

What: First race of 36-race Winston Cup season; When: Today, 10 a.m.; TV: Channel 11; Site: Daytona International Speedway, 2.5-mile tri-oval, Daytona Beach, Fla.; Track length: 2.5 miles; Race length: 200 laps, 500 miles; Purse: $11 million; Defending champion: Dale Jarrett (Ford); Track race record: Buddy Baker, 177.602 mph, set Feb. 17, 1980; Track qualifying record: Bill Elliott, 210.364 mph, set Feb. 9, 1987; Attendance: 167,785 permanent seats, sold out. Another 30,000 estimated in infield; Cars: Ford Taurus, Chevrolet Monte Carlo, Pontiac Grand Prix, Dodge Intrepid, 1999-2001 models; Horsepower: 780

Lineup

Lineup determined by combination of qualifying speeds, finishes in twin 125 qualifying races and provisionals based on 2000 car-owner points:

1. (9) Bill Elliott, Dodge, 183.565 mph

2. (92) Stacy Compton, Dodge, 182.682

3. (40) Sterling Marlin, Dodge 1st qualifying race--1st place

4. (31) Mike Skinner, Chevrolet2nd qualifying race--2nd place

5. (25) Jerry Nadeau, Chevrolet 1st qualifying--3rd

6. (8) Dale Earnhardt Jr, Chevrolet 2nd qualifying--3rd

7. (3) Dale Earnhardt, Chevrolet 1st qualifying--4th

8. (99) Jeff Burton, Ford 2nd qualifying--4th

9. (96) Andy Houston, Ford 1st qualifying--5th

10. (22) Ward Burton, Dodge 2nd qualifying--5th

11. (26) Jimmy Spencer, Ford 1st qualifying--6th

12. (2) Rusty Wallace, Ford 2nd qualifying--6th

13. (24) Jeff Gordon, Chevrolet 1st qualifying--7th

14. (36) Ken Schrader, Pontiac 2nd qualifying--7th

15. (01) Jason Leffler, Dodge 1st qualifying--8th

16. (17) Matt Kenseth, Ford 2nd qualifying--8th

17. (51) Jeff Purvis, Ford 1st qualifying--9th

18. (32) Ricky Craven, Ford 2nd qualifying--9th

19. (15) Michael Waltrip, Chevrolet 1st qualifying--10th

20. (93) Dave Blaney, Dodge 2nd qualifying--10th

21. (19) Casey Atwood, Dodge 1st qualifying--11th

22. (6) Mark Martin, Ford 2nd qualifying--11th

23. (27) Kenny Wallace, Pontiac 1st qualifying--12th

24. (20) Tony Stewart, Pontiac 2nd qualifying--12th

25. (1) Steve Park, Chevrolet 1st qualifying--13th

26. (97) Kurt Busch, Ford 2nd qualifying--13th

27. (7) Mike Wallace, Ford 1st qualifying--14th

28. (45) Kyle Petty, Dodge 2nd qualifying--14th

29. (44) Buckshot Jones, Dodge 1st qualifying--15th

30. (28) Ricky Rudd, Ford 2nd qualifying--15th

31. (88) Dale Jarrett, Ford 182.622

32. (33) Joe Nemechek, Chevrolet 182.116

33. (10) Johnny Benson, Pontiac 181.995

34. (5) Terry Labonte, Chevrolet 181.811

35. (55) Bobby Hamilton, Chevrolet 181.664

36. (43) John Andretti, Dodge 181.576

37. (18) Bobby Labonte, Pontiac provisional

38. (12) Jeremy Mayfield, Ford provisional

39. (77) Robert Pressley, Ford provisional

40. (21) Elliott Sadler, Ford provisional

41. (4) Robby Gordon, Chevrolet provisional

42. (14) Ron Hornaday Jr, Pontiac provisional

43. (11) Brett Bodine, Ford provisional

HOW THE ORDER WAS DETERMINED:

* Positions 1 and 2 were set in first-round qualifying Feb. 11.

* Positions 3 to 30 were set following two Gatorade 125-mile qualifying races Thursday.

* Positions 31-36 were set by fastest remaining qualifying speeds.

* Positions 37-43 were set a provisionals.

Past Champions

1959 Lee Petty

1960 Junior Johnson

1961 Marvin Panch

1962 Fireball Roberts

1963 Tiny Lund

1964 Richard Petty

1965 Fred Lorenzen

1966 Richard Petty

1967 Mario Andretti

1968 Cale Yarborough

1969 LeeRoy Yarborough

1970 Pete Hamilton

1971 Richard Petty

1972 A.J. Foyt

1973 Richard Petty

1974 Richard Petty

1975 Benny Parsons

1976 David Pearson

1977 Cale Yarborough

1978 Bobby Allison

1979 Richard Petty

1980 Buddy Baker

1981 Richard Petty

1982 Bobby Allison

1983 Cale Yarborough

1984 Cale Yarborough

1985 Bill Elliott

1986 Geoff Bodine

1987 Bill Elliott

1988 Bobby Allison

1989 Darrell Waltrip

1990 Derrike Cope

1991 Ernie Irvan

1992 Davey Allison

1993 Dale Jarrett

1994 Sterling Marlin

1995 Sterling Marlin

1996 Dale Jarrett

1997 Jeff Gordon

1998 Dale Earnhardt

1999 Jeff Gordon

2000 Dale Jarrett

2000 DRIVER STANDINGS

1. Bobby Labonte (left): 5,130 points

2. Dale Earnhardt (right): 4,865

3. Jeff Burton: 4,836

4. Dale Jarrett: 4,684

5. Ricky Rudd: 4,575

6. Tony Stewart: 4,570

7. Rusty Wallace: 4,544

8. Mark Martin: 4,410

9. Jeff Gordon: 4,316

10. Ward Burton: 4,152

NEW DESIGNS

New NASCAR rules, first instituted before last fall’s race at Taladega and now at Daytona, mandate a modified rear spoler, larger holes in the restrictor plate and an air deflector across the roof.

Air Deflector: A thin metal strip is set 10 inches back behind the windshield. The strip causes air resistance, allowing for downward force and giving driver better control.

Rear Spoiler: Modifications include a metal flange or lip facing toward the front of the car to induce drag.

Source: NASCAR

RACE OUTLOOK

What to expect: Packs of 20 to 30 cars lined up double-file, storming around the track at 190 mph. From time to time, cars may be running three abreast, which is a situation all drivers fear--but sometimes can’t avoid. . . . Much passing, perhaps as many as 40 lead changes in 200 laps because of new aero package rules than make passing easy off the draft. . . . If action gets boring, check out the jets landing behind the backstretch stands.

Possibilities: Multi-car wreck. With cars packed so closely, only inches apart, with turbulance caused by metal strips on the roof, the slightest bobble by a car in the lead draft could trigger chaos on the track. . . . Look for trouble after 25 or 30 laps when tires get worn and it is more difficult to run side-by-side without bumping one another.

Last five laps: With a Daytona 500 victory in sight, everyone on the lead lap will have the checkered flag in his sights. Teamwork goes out the window, so it’s draft with whomever you think can help get you to the front, and then abandon him. Everyone has the same idea, and it’s almost guaranteed there will be contact, perhaps hard, in the final couple of laps.

Last year: In one of the season’s dullest races and one of the least memorable--except to winner Dale Jarrett--there were only nine lead changes as Jarrett, the pole-sitter, led 89 laps and won under a caution flag. It was Jarrett’s third win. The boring race led to a new aero package for today’s race.

The favorites: With the aerodynamic package, a new Dodge entry and the usual restrictor-plate frustrations, there is no solid favorite. Dale Earnhardt, a master at restrictor-plate race in his Chevrolet, has to be considered. So do pole-sitter Bill Elliott, in a Dodge; Jeff Burton, who was second last year and won the July Daytona race in a Ford; Tony Stewart, who won six races last year in a Pontiac; and Jeff Gordon, twice a winner in the last four years in a Chevrolet.