David Reutimann

NASCAR Numbers Game: Taking stock of the 2013 Sprint Cup season

David Smith crunches the numbers to reveal some telling stats in the Cup Series
David Smith crunches the numbers for the Sprint Cup Series in his weekly "NASCAR Numbers Game" column.

The off week prior to the race at Indianapolis serves as a welcome respite to everyone in the NASCAR Sprint Cup Series except crew chiefs who might be on the hot seat. One casualty of “chopping block week” occurred Tuesday morning when BK Racing relieved Pat Tryson of his duties as the head wrench for David Reutimann’s No. 83 entry.

NASCAR Rookie Report: 2014's first-year counterparts

The 2014 Cup Series rookies draw parallels to first-year drivers of the past
This season's NASCAR Rookie of the Year drivers draw parallels to rookie drivers of the last 20 years.

Welcome to the Athlon Rookie Report, where each week David Smith will evaluate the deepest crop of new NASCAR Sprint Cup Series talent since 2006. The Report will include twice-monthly rankings, in-depth analysis, Q&A sessions with the drivers and more.

Today, David compares the drivers in this year’s rookie class to the rookie seasons of active NASCAR competitors.

NASCAR's 13 Greatest Moments of Retaliation

Repaves, Suspensions, Preludes and NASCAR on TNT

The Long and Short of It
<p> Athlon Sports contributor Dustin Long talks Prelude to the Dream, the Pocono repave, Kurt Busch's suspension and Joey Logano's contract.</p> <p> <br /> <br />  </p>
2012

It’s rare that most NASCAR Sprint Cup drivers will agree on something, but many share similar opinions of what it will be like this weekend to race on Pocono’s newly repaved surface.

“I am nervous as can be ... because I have no idea what to expect,” points leader Greg Biffle said, a comment echoed by others.

NASCAR is giving teams two extra days at the track with testing Wednesday and Thursday. Thus, Cup teams will be there five days.

Backseat Drivers Fan Council

Weighing in on Reutimann, Martinsville vs. Bristol and the Truck Series
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<p> The Backseat Drivers Fan Council weighs in on David Reutimann, Martinville vs. Bristol and watching thge Truck Series.</p>
2012

by Dustin Long

Members of the Backseat Drivers Fan Council had much to talk about in regards to Martinsville. From their thoughts on David Reutimann trying to make it to the end but causing a late-race caution to the racing in both the Sprint Cup and Camping World Truck Series races, Fan Council members didn’t hold back in what they had to say.

Chicagoland Speedway

Previewing NASCAR's Geico 400

by Matt Taliaferro and Nathan Rush

Race: Geico 400
Location: Joliet, Ill.
When: Sunday, Sept. 18
TV: ESPN (2:00 p.m. EST)
2010 Winner: David Reutimann

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<p> Previewing NASCAR's first Chase race, the Geico 400, from Chicagoland Speedway.</p>

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NASCAR on the Wrong Track(s)

New venues fail to attract new fans or retain old

by Vito Pugliese

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<p> Athlon Sports contributor Vito Pugliese notes that, while expansion for NASCAR is good, it can come at a cost if its new racetracks don't deliver.</p>

I was on hand at the track formerly known as Indianapolis Raceway Park in ’07 when Toyota scored its first Nationwide Series victory with series stalwart Jason Leffler and fellow Toyotian David Reutimann in hot pursuit. There was racing throughout the pack, a clear view of pit road from virtually any seat and a full grandstand, to boot. The next day, while at the Brickyard 400, no one could have been aware of what was transpiring between Tony Stewart and Kevin Harvick in the closing laps, until Smoke let loose with one of his more memorable post-race interviews that was broadcast over the PA system.

What’s more, that race was one of the few that had a relatively full crowd, and considering the typical margin of victory at a Nationwide race, I fail to see how the move helps anyone.

What is doubly frustrating is that the tracks NASCAR should be at — or looking at visiting — are largely ignored. Since 2000, the margin of victory at Atlanta Motor Speedway — which lost a date to Kentucky — stands at 1.14 seconds, with some of the most memorable last-lap, down-to-the-stripe finishes in the sport’s history highlighting its finishes. The margin in Saturday night’s Kentucky race was .179 seconds, courtesy of a late-race, double-file restart. With the exception of the start of the race and a lap 142 restart, there wasn’t much memorable about the evening with the exception of Jamie McMurray’s smoke show in Turn 2 and the aerial view of traffic backed up for miles on I-71 (not that TNT acknowledged the significance of the shot).

The Nationwide race at Road America last month, which looked like musclecar bumper cars, drew over 50,000 on a Saturday — with half of the track not visible or even having a place to stand and watch. The NNS attendance at Daytona, a track synonymous with stock car racing? 50,000. There are clearly tracks NASCAR should be entertaining to entertain, rather than racing at a venue just because the guy who owns most of the tracks owns it.

Considering NASCAR needs to reach as many fans as possible, racing at as many new venues and in new areas of the country is necessary. Five years ago, I was of the mindset that NASCAR should predominately run in the southeastern United States, but make an effort to visit most every area of the country at tracks at least twice. That was fine. It helped build the sport and NASCAR could reap the benefits.

An attempt to build newer tracks in untraditional markets, however, has run into stiff opposition.

The planned Bristol-esque track that was long-rumored to be built on Long Island fizzled, and when a big push for a track to be built in Washington state in 2007 was broached, the speaker of the house in the state’s legislature accused Richard Petty of having a DUI, while another house member stated publicly that, “These are not the kind of people you would want living next door to you. They’d be the ones with the junky cars in the front yard and would try to slip around the law.”

Considering the precarious position the sport remains in as the economy dictates what survives and what dies, Jeff Burton’s sentiment is right on target: Going to different markets and areas of the country are key, but only if it produces a better product.

NASCAR was arguably at its best in the early- to mid-1990s, with exponential growth, interest, excitement, appropriate coverage to pique curiosity and a lack of over-saturation. Each time a new track was built, a little piece of the past died, though. That will come with any evolutionary step, but is it too much to ask for the old favorites like Atlanta and Darlington to not be substituted for calamities like the tracks in Fontana and Kentucky?

This isn’t to say that NASCAR’s oldest tracks haven’t had issues of their own. I once sat in traffic reminiscent of Kentucky’s going to Michigan International Speedway in the ’90s. When Charlotte Motor Speedway brought the term “levigation” into our vocabulary, it did so by destroying the finest 1.5-mile track that motorsports had ever known. And regardless of how brightly Bruton Smith paints the walls yellow, it is not the same track it once was.

We’ve all watched as chunks of the track at Martinsville and Daytona started flying around, while North Wilkesboro never really looked much different when it hosted its final race in 1996 than its first 40 years earlier. The difference is each of these places provides something special, having been witness to some of the greatest moments in the sport’s history. If they are going to be replaced by new locations, is it too much to ask that they produce something tangible — beyond ROI for ISC and SMI — in return?

New tracks are needed in NASCAR, no question. The problem is, the ones that are awarded new dates continually resemble the same ones that no one cares about in the first place. That points to a downward trend — and at the absolute wrong time for a sport that has some distinct challenges that lay ahead.

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