It’s unfortunate that life has a way of derailing things and you’re left to look at what was and think of what could have been. This ‘what if’ game is one I play often when it comes to NASCAR. If this or that happened, what would have been the immediate impact/result and what would have been the long term result? Continue reading “Irvan Was On Cusp Of Greatness”
With the recent demise of Swan Racing, it got me thinking about the ownership landscape of NASCAR. It seems every year we see a team come in and leave within a year or two. Only a handful of organizations have stood up to the test of time. Here are my survival theories.
To get an idea of how unstable the world of NASCAR ownership is, I took a look back to 1990 and noted what teams were in the Daytona 500 for that year. Granted, some drivers missed the show and ran the rest of the year, but I used that race as my baseline. From there I looked at five year intervals going all the way up to 2014.
The 1990 Daytona 500 list reveals only four teams that existed then still competed in 2014;and one team technically still operates, but has gone through a ton of mergers. The four teams are Richard Childress Racing, Hendrick Motorsports, Roush Fenway Racing, and Wood Brothers Racing. At the time Childress only fielded a single entry for Dale Earnhardt; Hendrick ran three teams; Roush had only one car; and the Wood Brothers had their single entry.
Of those four organizations, both Roush and Childress had to get outside help/investment in their teams during the past decade. Though crew members, drivers, and management all change year to year, the business ownership entity has stayed the same over the years. Hendrick Motorsports and Wood Brothers Racing are the only two to have their teams 100 % intact. Going one step further, the Wood Brothers no longer run full schedules. This leaves Hendrick Motorsports as the only team to keep their team intact since 1990.
Another team with this group is SABCO Racing (then later Team SABCO) owned by Felix Sabates. They ran the #42 Pontiac for Kyle Petty in 1990 where Sabates ran the team for many years before bringing in Chip Ganassi in 2001. From there the team re-branded itself as Chip Ganassi Racing with Felix Sabates. In 2008, the team merged with Dale Earnhardt, Inc. to become Earnhardt Ganassi Racing. Finally this year, they divested themselves of the Earnhardt name to go back to Chip Ganassi Racing with Felix Sabates.
Like most teams, Ganassi has seen its organization go from one car up to as many as four, then back down to the current two car operation. Roush started as one car before moving to two then up to five at one point. Currently they operate only three cars. Hendrick has been four cars since 2002 when the organization added Jimmie Johnson, although they have campaigned more in select races. Childress has constantly bounced from three to four cars the past decade without much success with each expansion.
There are two organizations that missed the cut of 1990 that have campaigned cars for over 20 years now, those being Joe Gibbs Racing and Team Penske. Neither has brought in investors, although Team Penske has acquired teams in order to expand. In 1998 they purchased Michael Kranefuss’ team and then in 2004 they acquired Doug Bawel’s Jasper Motorsports team.
In 1990, 40 of the 42 cars in the Daytona 500 we single car efforts. Only Hendrick Motorsports had more than one entry that race. By 1995 that number decreased slightly to 38 independent teams. By 2000 that number dropped to 27, in 2005 it hit the lowest point at which 20 teams now made up the 43 finishers of the Daytona 500. That number went up to 21 for 2010 and 2014.
Starting from 1990 the number of teams who entered a car in that Daytona 500 to 1995 was 22, so 18 teams disappeared (or missed the race). In 2000 16 teams returned, although organizations like Roush Fenway Racing went from two cars in 1995 to four in 2000. For 2005, the number dipped down to 14, but the worst showing was going to 2010 when only nine teams came back.
That was by far the worst stretch, as teams like Dale Earnhardt, Inc. merged with MB2 Motorsports and then Chip Ganassi Racing, going from eight teams among them down to two. Ray Evernham Motorsports was bought by George Gillette then merged into Petty Enterprises to make Richard Petty Motorsports. Another set of moves that took five teams out of operation and replaced them with only two running now. In the last four year gap of 2010 to 2014, 16 teams came back out of the 21 that entered a car in the Daytona 500.
No one has ever gotten rich from running a race team from the local level up to the NASCAR leagues. Team owners pour millions of dollars into their teams with little to no return; just ask Kyle Busch or Rusty Wallace how team ownership goes. Where organizations like Hendrick Motorsports, Roush Fenway Racing, and Joe Gibbs Racing have made their money has been outsourcing services.
Hendrick Motorsports sells chassis, engines, and technical support to other organizations who race in NASCAR, most notably Stewart-Haas Racing. Roush Fenway Racing created Roush Yates Engines and makes money with that venture among others. Joe Gibbs Racing has developed racing products that they sell to secondary markets.
The key to ownership is having sponsors for one, but also the ability to make other revenue streams into your organization. This is simple business concepts, but unfortunately teams like Swan Racing can’t get the sponsorship that will allow them the foundation on which to set the organization. A great example is even the great empire that is Red Bull Racing, who spends money like crazy in Formula 1 but could not cut it in NASCAR, no matter how much they spent.
NASCAR, and racing in general, is a tough sport because so much is dependent on having the funds to compete for sponsorships. Unless there is a way to cap costs, teams will come and go, and we will even see a time where the mightiest team can just be a distant memory.
Much was made last November about a changing of the guard in NASCAR when we ran the season finale at the Homestead-Miami Speedway. Mark Martin and Ken Schrader made it be known it would be their final Sprint Cup Series race. For Jeff Burton and Bobby Labonte it represented their final full-time race in the series, although Labonte did not make the trip south as his finale was a week prior at Phoenix.
Beyond those four drivers there are a few more veterans who might be shut out of the Sprint Cup Series in 2014, making a landscape of drivers whom diehard fans know, but the casual fan might not. David Reutimann, an eight year veteran has been let go from BK Racing and it’s not looking good for him securing a new ride. Dave Blaney, with 16 years, has said he will focus more on sprint cars than the Sprint Cup Series in 2014. And signs are not good that Travis Kvapil, a nine year veteran, will have a ride in 2014 either.
There always comes a time in NASCAR when it seems the whole landscape shifts to a new crop of stars. In the late-80s drivers like Bobby Allison, David Pearson, Richard Petty, and Cale Yarborough got out of the way for the new crop. That crop included Bill Elliott, Terry Labonte, Dale Earnhardt, Rusty Wallace, and Mark Martin among others.
Those drivers have slowly retired along the way, handing off the baton to the likes of Jeff Gordon, Jimmie Johnson, Tony Stewart, and others. With rides being at a premium in the Sprint Cup Series, this will be the first time in a very long time we will have a deep rookie class coming into the season. That comes at the cost of veterans who have been hanging on, for good or bad.
This rookie class has, officially, Austin Dillon, Kyle Larson, Parker Kligerman, Cole Whitt, and Michael Annett. Unofficially Justin Allgaier should be joining them in the Phoenix Racing entry and most recently it looks like Alex Bowman should as well with BK Racing.
While it is unfamiliar times for some NASCAR fans, this time should be embraced with excitement. While we wish all the veterans can hang on, I for one believe it’s time for change and to get new faces into the sport.
An issue that plagues any athlete is when to call it quits. They’ve spent their entire lives doing one thing, be it play football, hockey, or drive a race car. It’s a tough call to make, deciding when to stop doing the one thing you’ve ever done.
What usually happens is the athlete holds on a little too long and they can’t walk away on their own terms. Sometimes injury forces them away or it gets to a point that no organization wants them.
NASCAR drivers are in a bit of a unique situation, in that they can continue to perform into their 50s or even 60s if they so desire. Because they’re not putting their bodies into harm’s way as a football or hockey player, their careers can go longer.
“Fortunately for most race drivers, you still have the ability to do this at 50 years old, and perform very well, Mark Martin is a perfect example. I went until I was 51, Rusty (Wallace) was close to 50, and so you have that ability to do that, so that gets you through a lot of your life. Unlike in other sports, where football players are seldom after 35 years of age, or a lot of baseball players don’t make it to 40 and still performing at a high level. So we’re fortunate in that respect, but that is a lot of it: what do you do? Because this is what you’ve done pretty much your entire life. And I think this next generation is going to show us more of that because I don’t know that we’ll see a lot of them go till they’re 50 and so trying to make that decision as to when they get out because this is what they’ve done their entire life,” says Dale Jarrett, the 1999 Sprint Cup Series champion who walked away after the first five races in the 2008 season.
The problem with that logic though is usually a driver holds on way too long and tarnishes their legacy during their declining years. Darrell Waltrip is the textbook example of a driver who held on much too long.
Waltrip won his final race in 1992. He would race eight more years until retiring following the 2000 season. Beginning in 1998 was a steady decline, as his own team ran into sponsorship issues that forced him to sell the team hastily. He was able to drive for Dale Earnhardt Inc., where he scored a top-5 and top-10 finish and showed glimmer of what he used to be.
After that brief stint, as he was subbing for an injured Steve Park, Waltrip joined ISM Racing and finished out the season. Waltrip had to rely on the past champions provisional rule to make the majority of the races after going to ISM Racing. That rule allowed a past champion who’s time was not fast enough to make the race, get into the race in the 43rd and final starting spot.
He used the rule so much that for the 1999 season, NASCAR made a rule to cap the number of times a driver can use it. That resulted in Waltrip missing 12 races over his final two seasons. He never finished better than 11th over those two seasons and his legacy was tarnished in the eyes of many fans.
NASCAR’s record books are filled with drivers who have done the same to varying degrees. Richard Petty, winner of seven Sprint Cup Series championships and 200 races, struggled his final three seasons. Dale Jarrett had a disastrous final full season, missing 12 races after going 12 years without missing a single race.
Ward Burton, winner of five Sprint Cup Series races, including the 2002 Daytona 500, disappeared after the 2004 season. No one signed him for the 2005 season and he tried a comeback in 2007 with Morgan-McClure Motorsports. He qualified for 16 races, did not qualify for 19, and had a best finish of 14th. It took that kind of season for him to walk away from NASCAR in order to focus on his son Jeb’s racing career.
Currently, we see Bobby Labonte has been bumped by his team as a part-time driver after making 704 consecutive races. The move was done to see if it was Labonte’s driving that is holding the team back or the team itself. Considering that they’ve elected to go with AJ Allmendinger in 2014, it’s easy to connect the dots to them thinking Labonte has lost it. As of this article, there have been no rumors of what Labonte might do in 2014. All we know is Labonte has said he won’t be retiring.
Former driver and current ESPN analyst Rusty Wallace disagrees with those who think Labonte should walk away. “I don’t believe that Bobby Labonte’s time has come to hang it up. I think he’s gotten himself involved in some situations where it just hasn’t been good for him. In my opinion, Bobby needed to be super hyper-focused on the car itself, and he needed to be more vocal on what he didn’t like about the car. And we all know Bobby’s a champion, we all know he’s a good driver, but for whatever reason, he hasn’t been able to, yet, get up on top of it and command what he needs, in a boisterous way.”
Another driver left in limbo is Jeff Burton, Ward’s brother. Burton has made 685 Sprint Cup Series races and has won 21 of them, his last coming in 2008. He will walk away from his current ride with Richard Childress Racing a year early after this season.
“I still love racing. I still have a passion for it. You know, part of the realities are what opportunities are going to be there? I’m just going to have to see what comes in front of me. I don’t anticipate doing something that I don’t think will be competitive. I don’t mind building something. Actually, I enjoy that. But at 46, that’s probably not something I look forward to.” Burton said when his decision to leave was announced.
Since then Burton has hinted that he has something lined up for the Sprint Cup Series for 2014, but no one is sure what that might be. Rumors also indicate that he will start doing television in 2015 when NBC re-joins NASCAR, so he has a backup plan as to what to do next.
Having that plan for the future is something that made Rusty Wallace, the 1989 series champion and winner of 55 races, walk away after the 2005 season. “It was a very, very tough situation to walk away. And if I hadn’t had a very, very nice offer from ESPN at the time, I might not have hung it up that quick,” said Wallace on his decision.
Wallace is the only driver who, I have been able to find that, walked away while not only still competitive, but on an upswing. After a disastrous 2003 season that saw him finish 14th in points, the first time in 10 years he was not in the top-10, and 2004 where he won a race, but finished 16th in points, it didn’t look good for his final run. While he did win in 2005, he captured eight top-5 finishes (more than 2003 and 2004 combined), 17 top-10 finishes (best since 2002), and finished eighth in points.
“I had my crew chief Larry Carter telling me daily, ‘what are you doing? What is wrong with you? We’re running great, we’ve done all this and now you want to quit?’ And I told him, ‘Larry, I don’t like watching people that go on too long that just don’t look good on the racetrack, and I do want to go out on my terms, to go out on top,’ but the nice thing I had, I had my dealerships, my offer from ESPN, and my son started racing so I wanted to watch him too, I did plan for my departure but one thing I was never going to let myself do was let my performance go to hell and ruin the image I had created,” continued Wallace.
If a driver lingers too long, it can become painfully obvious they might be the issue. As Jarrett explains that was part of his decision process. “It’s different for everybody and that’s the hard thing. It’s one of the, if not the hardest decisions you make in a professional life is when is that time. You don’t ever really want to stay too long, but on the other side of that, that competitive desire and spirit that you have in you, you want to make sure that you get all of that out of you. And I think that’s the determining factor, it was for me, anyway, that I just didn’t have that desire to go every single week and try to perform. I still loved to race and loved to compete but not everything that it takes to be a Cup driver on a weekly basis. It just takes so much of your time and you start losing that desire. Once you start losing that, then it’s time to go. You need to get out and be away and let someone else take that spot in the race.”
As the 2013 season winds down, we might be at a point where we are witnessing the final runs for some drivers. Mark Martin, Bobby Labonte, and Jeff Burton have no plans announced for next season. Burton is close to something for next season, but if these drivers walk into the sunset then the sport will really begin yet another shift in culture.
It could end up being Jeff Gordon, who began his career in 1993 as “The Kid,” who would become the most seniored member of the garage, should those drivers not return. He will be the next driver who will have to make that tough call of when to walk away.
Making that call is very difficult, but can be made easier if you have something else lined up to do. For those who don’t and still need that paycheck, it becomes very sad for fans to have to watch their heroes ruin their legacy in front of their eyes.