NASCAR makes key changes to penalty/appeals structure; fans to soon get rule books

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When Dale Earnhardt Jr. was asked during last week’s NASCAR Media Tour about all the changes the Sprint Cup Series will see this year, particularly in qualifying and the format for the Chase for the Sprint Cup, Junior joked that maybe NASCAR shouldn’t stop there and should change everything in the sport.

NASCAR must have been listening, as the sanctioning body on Tuesday announced even more changes – this time to rules about inspections and the appeals process for penalties that are handed out.

And after countless requests from fans over the years, it appears a true NASCAR rule book will soon be available for fans to finally get their hands on and peruse through.

NASCAR is changing what has heretofore been called its penalty structure to what will now be known as a deterrent system.

“The new deterrent system is going to provide a clear path for our competitors to fully understand the boundaries while shoring up some gray areas which may have been in existence, again, all in an effort to be as transparent as possible,” said Steve O’Donnell, NASCAR Senior Vice President of Racing Operations.

“We’ve also moved to a more transparent appeals procedure with updated rules and hearings which we believe will benefit everyone involved,” O’Donnell added. “The rule book will now clearly define the appeal procedure. We believed that we’ve had one of the best processes in sports to settle disputes, but also wanted to modernize our procedures and continue to provide as much transparency, fairness and impartiality as possible.”

The most significant change announced Tuesday is the penalty structure, officially known as the “Deterrence System.” It will have six escalating tiers, from the first level, known as P1 (least significant penalties, including the most minor infractions that will likely result in things such as warnings), through P6 (most significant, involves major infractions that include hefty fines, points reductions and suspensions).

“It’s never our intent to penalize, but in order to keep the playing field fair for everyone, we recognize that strong rules need to be in place,” O’Donnell said. “We certainly believe we’ve done a good job governing the sport in the past but always believe we can get better and benefit everyone involved, especially as we went out and talked to the industry.

“NASCAR’s Deterrence System is designed to help maintain the integrity and competitive balance of our sport while sending a clear message that rules violations will not be tolerated. This is a more transparent and effective model that specifically spells out that ‘X’ infraction equals ‘X’ penalty for technical infractions.

“At the same time, we believe the Appeals process allows a fair opportunity for our NASCAR Members to be heard, and have penalty disputes resolved by an impartial, relevant group of people with the ability to handle the complexities inherent in any appeal. This system has been tailored specifically to fit the needs of our sport.”

The least restrictive penalty level, P1, will include punishment such as last choice in pit selection process, temporary suspension of annual hard card credential for team members, track time deductions in practice/qualifying and even so-called “community service.”

Although NASCAR reserves the right to do so, there will typically not be any points deductions or fines issued with a P1 violation.

The harshest penalty level, P6, will include the loss of 150 points (owner and driver), fines between $150,000 and $200,000, crew chief is suspended for six races and probation periods lasting either six months or until the end of the season, depending upon when the penalty is incurred in the course of the season.

“When you look at a P6 range, and that being the highest level, those are the ones that will be more significant, and they are the engines, engine compression ratio, additives like nitrous oxide or things that are for performance,” said Robin Pemberton, NASCAR Vice President of Competition and Racing Development.

“We believe the new system is easily understood and specifically lays out exactly what disciplinary action will be taken depending upon the type of technical infraction,” Pemberton said. “More importantly, we believe we have strengthened our system to ensure even more competitive racing.

“At the highest three levels of the system, if a rules infraction is discovered in post-race inspection, one or more additional penalty elements are added on top of the standard prescribed penalty. Repeat offenses by the same team are addressed as a recurrence multiplier. For example, if a Penalty 4 is assessed and then a second Penalty 4 or higher occurs the same season, the subsequent penalty is increased by 50 percent above the normal standard.

“The new deterrent system also includes a more detailed explanation of suspensions.  Behavioral infractions are still handled on a case-by-case basis and are not built into this particular system.”

A three-individual appeals board will remain in place but with a new name, the National Motorsports Appeals Panel. In addition, a new position of Final Appeals Officer is being added, a role that will be filled by Bryan Moss, former president of Gulfstream Aerospace. Moss will, in effect, replace NASCAR National Commissioner John Middlebrook.

Also, O’Donnell added that George Silverman will remain as appeals officer, but will not be present during deliberations on whether to sustain or overturn penalties handed out by NASCAR.

“Revamping the governance model is something we’ve looked at now over the last 18 months,” O’Donnell said, “and we felt the timing was right to put these practices in place.”

The first phase of appeal hearings will take a more pronounced look of proceedings typically seen in courts of law, followed by the penalized individual or team presenting what essentially is their defense.

“The first level will be before a three-member appeals panel that will now be called the National Motorsports Appeals Panel, and during that stage NASCAR will have the burden of showing that a penalty violation has occurred,” O’Donnell said. “And on the second and final level, only a NASCAR member is allowed to appeal, and the burden will then shift to the team in showing the final appeals officer that the panel decision was incorrect.”

One thing that will not change is even if a race-winning team is found guilty of one or more serious P6 violations, it will not have the win taken away from it – at least for the immediate future.

“You know, it’s always an age-old question, why you don’t take away the win?” Pemberton said. “The timing right now is we’re going to move forward like we have over the 65 years and we will address things on a year-to-year basis and see where it takes us.”

And while it was somewhat downplayed in Tuesday’s teleconference, Pemberton and O’Donnell both said the NASCAR rules book will soon be available for fans – although they did not give a timeline.

“I think it should be easier for them, and it’s like anything; I don’t understand all the rules of hockey even though I watch the game,” Pemberton said. “Everybody seeks a different level, and we’ve got avid fans that want to know every paragraph, every sentence, every comma and every period that they can, and then there’s others that just want a high-level look at things.

“I think once they get to see this in print and the system out here and the penalties, they’ll have a better understanding. You know, this is the first year that we’ve done this, and I’m sure as we move forward in years to come, there will be some things that we add and delete off of this.”

The new rules will apply to all three of NASCAR’s national series, Sprint Cup Series, Nationwide Series, and the Camping World Truck Series.

“The penalty system will work the same,” Pemberton said. “The only difference will be the points will be the same, and the difference is we will step the monetary values down to these penalties in accordance with the three different series, obviously the Sprint Cup being the most and then Nationwide and then the Truck Series.”

Follow me on Twitter @JerryBonkowski

Ferrari flop: F1’s famous red cars expected better in 2016

during the United States Formula One Grand Prix at Circuit of The Americas on October 23, 2016 in Austin, United States.
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AUSTIN, Texas (AP) Ferrari expected much better than this in 2016.

After ending last season with three wins and promises of pulling closer to Mercedes, Ferrari instead slid backward.

There have been no victories, just one podium finish in the last nine races and Ferrari is once again fending off questions about discord within Formula One’s most popular team.

Just look at last weekend’s race at the U.S. Grand Prix: After a disappointing qualifying in which both drivers started on the third row, Sebastian Vettel finished fourth and Kimi Raikkonen didn’t finish at all when he was forced to return to the garage after leaving a pit stop with an improperly attached wheel.

Judged by race officials as an unsafe release, Ferrari was hit with a fine. Seeing sparks fly as he pulled away, Raikkonen put the car in reverse for a humiliating return drive back downhill as Ferrari slipped further behind Red Bull for second place in the team championship, which it hasn’t won since 2008.

“Far from ideal” is how the deadpan Raikkonen summed it up.

The same could be said about Ferrari’s entire season as Formula One heads to the Mexican Grand Prix this weekend.

Ferrari landed in Mexico last season full of optimism. Vettel’s had scored the non-Mercedes wins all year. He was a regular on the podium and Ferrari was cruising toward a second-place finish in the constructor’s championship.

There’s been none of the same confidence this year. The Ferrari drivers – both former world champions – have made more noise with their mouths than their cars, with Vettel complaining about slow drivers and he and Raikkonen both criticizing the defensive tactics of Red Bull’s brash Dutch teenager Max Verstappen as dangerous.

Luca Baldisseri, Ferrari’s former chief engineer who left the team after last season, caused a stir around Formula One before the U.S. Grand Prix when he told Italian media that Ferrari leadership had created a “climate of fear.”

“They are no longer a team, but a group of frightened people,” Baldiserri said.

Ferrari team principal Maurizio Arrivabene dismisses external criticism.

“It’s an old story. Ferrari in Italy is like the Italian football national team. I think pressure is normal, having tension is normal, having criticism is normal, so you have to live with that. Then, sometimes it’s going too far,” Arrivabene said.

“This is part of the job … if you work for a brand like Ferrari, you have to accept all of this, like it or not. The atmosphere inside the house is completely different to what people thought about, or what you are reading sometimes in the newspaper.”

To be fair, Ferrari is far from the panic that had set in in 2014 when Mercedes blew everyone away with their new V6 turbo hybrid engines. Ferrari had scrapped its way back to best-of-the-rest in 2015, making this season’s results so frustrating.

And Red Bull’s resurgence has some thinking that’s the team to knock off Mercedes in 2017. Red Bull teammates Verstappen and Daniel Ricciardo have the only non-Mercedes win this year and those two are considered likely contenders for future world titles.

Ferrari hasn’t won a driver’s championship since Raikkonen in 2007 and the last time it was seriously in the hunt was 2012 with Fernando Alonso. The pairing of Raikkonen with Vettel, who won four titles with Red Bull, gives Ferrari a powerful 1-2 punch behind the wheel if they can get competitive cars.

Vettel is under contract with Ferrari through next season and said he won’t think about starting negotiations until after this season is finished.

“I don’t think it’s important to look into details as such,” Vettel said. “My contract is all fine for next year.”

The Mexican Grand Prix at the Autodromo Hermanos Rodriguez was not a good experience for Ferrari in 2015.

Brimming with confidence from a good drive in Texas his team’s season-long surge, Vettel qualified third but was knocked back by a tire puncture on the first lap, then knocked out when aggressive driving led to a late crash. Raikkonen also didn’t finish after breaking a real axle in a bump with Williams driver Valterri Bottas.

It was the first time since 2006 that both Ferrari cars failed to finish a race.

Column: Should NHRA get with the times to grow sport? (Also, vote in poll)

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Drag racing has been one of the biggest motorsport passions of my life.

Ever since the first time I went to the now-defunct U.S. 30 Dragstrip in northwest Indiana – with the famous loud and echoing radio liner, “Sunday, Sunday, Sunday, at beautiful U.S. 30 Dragstrip, where the GREAT ONES Runnnnnnn!” – in the early 1970s, I’ve been a big fan of the quarter-mile.

(By the way, for those in the Midwest who remember U.S. 30, which closed nearly 30 years ago, efforts are under way to bring it back. But I digress.)

As a reporter, I’ve covered drag racing since the early 1980s. I still get as excited today following the sport as I did back then.

But … and you probably figured a but was coming.

While the changes Peter Clifford has brought about since becoming NHRA president nearly a year and a half ago have been very positive, I’m troubled by something – and some of those in the sport as well as a number of fans feel the same way.

For background, the NHRA was founded in 1951 in Southern California by the late Wally Parks. When NHRA began holding large national events in the 1960s, it became almost a standard element that race weekends lasted three or four days. And five or six days when it came to the biggest race of the year, the U.S. Nationals on Labor Day Weekend near Indianapolis.

I’ve long heard – and continue to hear today – from numerous past and present NHRA officials that they will never NOT race on Sundays. That was non-negotiable, by Parks’ edict.

But as the 2016 season has gone by, and with just two races remaining (this weekend in Las Vegas and Nov. 10-13 in Pomona, California), I’ve noticed things that are making me wonder whether additional change to the structure and even tradition of the sport is necessary to make it grow even more.

And that means potentially changing long-held practices like mandatory racing on Sundays.

Please indulge me explanation:

This season started out stronger than most other seasons since perhaps the mid-to-late 1990s. A new TV deal with Fox Sports 1 offered promise of greater visibility and reach. And more fans were coming out to race tracks from Pomona to Gainesville, and from Indianapolis to Sonoma.

But over the last few months, things have begun to regress, including TV ratings. Also since August, NHRA has laid off several employees. Other sanctioning body employees have left on their own.

One thing I take pride in is talking regularly with not only officials of the sanctioning body but also drivers, team owners and team officials to see what’s happening in the sport.

NHRA teams are not like their NASCAR counterparts. They don’t have $20 to $30 million budgets. They don’t have as many well-heeled sponsors. Money is seemingly always tight.

Thus far this season, there have been four sellouts (and two other near-sellouts) on Saturdays at various NHRA national events. That’s quite admirable and commendable. To see the stands packed on Saturday at the U.S. Nationals outside Indianapolis for the first time in years this past September brought a huge smile to my face.

But of all the 24 races on the schedule, there has been just one full sellout of final eliminations on Sundays (at Sonoma).

While it’s great to have sellouts for qualifying on Saturday, a lot of those same fans don’t come back to watch the best part of the show on the following day – who winds up winning the event in their respective classes. Part of the reason is fans can’t pay the additional cost to return Sunday, they have to travel back home, etc.

One other thing that continues to be a big fan lure is when NHRA pro qualifying is held at night. It’s one of the best fireworks shows you’ll ever see, with flames spewing from engine headers and sparks shooting out when the cars bottom out on the track and more.

In light of the significant recent TV ratings drops, and at-track attendance taking a hit on recent Sundays when NHRA goes up against the NFL or MLB, I think it might be astute for NHRA to do some significant schedule adjustments going forward.

NHRA says it would prefer to keep weekends at the same length, says Terry Blount, NHRA Vice President of Public Relations:

Every event is subject to review at the end of the season, which we do every year. However, we believe our events work well as three-days shows. It allows our fans the option of buying full-event tickets or choosing a day that works best for them and their family.”

This is the first season in a decade where NHRA has seen sellout crowds and near sellouts at many of our events, including fall races during football season. And our attendance is up overall from a year ago, along with the incredible increase in our TV ratings for our first season on FOX Sports. It’s an indication to all of us that NHRA is trending upward and truly is the fastest growing motorsport in America.

With that, I’ll pose three questions to you, the fans, and I’d love to get your feedback in comments below this story:

1) Is it really necessary to have four qualifying rounds split over two days, and then a third day for final eliminations?

2) Might it be more affordable for fans and teams to have NHRA cut several – if not the majority – three-day race weekends to two, with one day dedicated to, say, three qualifying runs and the second day would be four final elimination rounds?

3) Do you agree that night qualifying – and potentially a few final elimination rounds run at night – would present a show that would enhance the NHRA’s popularity – not to mention become a great lure to bring more fans to the track or in front of their TVs?

Let’s hear your thoughts and we’ll potentially have a follow-up column soon.

Follow @JerryBonkowski

Here are your Mexican Grand Prix times on NBC, NBCSN

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The Mexican Grand Prix runs this weekend from the Autodromo Hermanos Rodriguez.

As with most races, FP1 and FP3 will be run on via live stream, with FP2, qualifying and the race televised live in their entireties.

Mexico shifts its clocks back one hour at 2 a.m. local time on Sunday for Daylight Savings Time, so although the time in Mexico City is still the same time zone as U.S. Central Time, it is not actually the same time.

The race rolls off at 1 p.m. local time in Mexico City, which is 2 p.m. CT and 3 p.m. ET in the U.S.

A full breakdown of times and details are below:


Hamilton continued his dominance at Circuit of the Americas in the United States Grand Prix this past Sunday, taking the checkered flag for the fourth time in five races at the venue since 2012. Hamilton gained seven points on Rosberg, who finished in second place and now holds a 26-point lead with three races remaining. This Sunday’s race will have significant implications on the outcome of the 2016 championship, and Rosberg has an outside chance to clinch the title if he wins the race and Hamilton finishes worse than 10th. Rosberg won last year’s Mexican Grand Prix, while Hamilton finished in second place.

Live coverage begins exclusively on and the NBC Sports app on Friday at Noon ET with Practice 1, followed by NBCSN’s live coverage of Practice 2 at 3 p.m. ET. Streaming coverage on and the NBC Sports app continues with Practice 3 on Saturday at Noon ET, followed by qualifying on NBCSN at 2 p.m. ET.

Live Mexican Grand Prix race coverage begins Sunday afternoon at 2:30 p.m. ET on NBC with F1 Countdown, and F1 Extra will recap the Mexican Grand Prix on NBC at 5 p.m. ET. NBCSN will air an encore presentation of the race on Sunday at 7:30 p.m. ET.

Lead play-by-play announcer Leigh Diffey will call this weekend’s action, and will be joined by veteran analyst and former racecar driver David Hobbs, and analyst and former race mechanic for the Benetton F1 team Steve Matchett. Townsend Bell will sub for F1 insider Will Buxton on-site from Autódromo Hermanos Rodríguez in Mexico City.

In addition to this week’s live motorsports coverage, NBCSN continues its weekly Thursday Night Motorsports Block tomorrow, with a two-hour block of Grudge Race beginning at 8 p.m. ET. Tomorrow’s motorsports coverage also features a Mecum Top 10 marathon which begins at Noon ET.

Following is this week’s NBC Sports Group motorsports coverage schedule:

Fri., October 28 F1 Mexican Grand Prix – Practice 1 Streaming Noon
Off The Grid NBCSN 2:30 p.m.
F1 Mexican Grand Prix – Practice 2 NBCSN 3 p.m.
Sat., October 29 F1 Mexican Grand Prix – Practice 3 Streaming 6:30 p.m.
F1 Mexican Grand Prix – Qualifying NBCSN 2 p.m.
Sun., October 30 F1 Countdown NBC 2:30 p.m.
F1 Mexican Grand Prix NBC 3 p.m.
F1 Extra NBC 5 p.m.
F1 Mexican Grand Prix (Encore) NBCSN 7:30 p.m.

Astronaut has different kind of out of this world experience in an Indy car

HOUSTON, TX  - MARCH 4: NASA Astronaut Scott Kelly speaks to the media after returning from a one year mission in space aboard the International Space Station, at the Johnson Space Center March 4, 2016 in Houston, Texas. Kelly's his record-breaking yearlong mission was intended to provide critical data to understand how to keep astronauts healthy during long space voyages.  (Photo by Eric Kayne/Getty Images)
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Retired astronaut Cmdr. Scott Kelly has had a number of out of this world experiences, particularly serving three stints on the International Space Station.

There’s not much that can top that.

But to hear Kelly tell it, his recent visit to Indianapolis Motor Speedway – and taking a ride around the legendary 2.5-mile oval in a two-seat Indy car – may have come pretty close.

Kelly and NASA PR rep Amiko Kauderer both took to Twitter to tout their respective rides that day, along with another tweet from IMS president Doug Boles.

Check them out:

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