Why Tony Stewart can’t resist danger, madness of dirt tracks

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Tony Stewart would rather race cars than do anything else on Earth. Athletes talk about loving their sport all the time, but you don’t see many Major League players taking swings at Independent League games on their days off, and you don’t see many PGA golfers hacking around at your local captain’s choice event, and you don’t catch too many NBA players going to Madison Square Garden on a Tuesday, to San Antonio on Friday and sticking a stop in Dayton in between to play in a YMCA game.

Tony Stewart does this kind of thing all the time, and if we are to have any chance of making sense of the senseless tragedy at Canandaigua Motorsports Park, we probably should begin there. We probably should begin with the fact that Canandaigua is a town of about 10,000 between Buffalo and Utica. Tony Stewart was racing there on a Saturday night just a few hours before a pretty crucial Sunday race for him in Watkins Glen. As of right now, Stewart is not in position to make the NASCAR playoff chase. He needed a good race. Still, he drove on the dirt an hour away.

Stewart does not just drive in these dirt track races where the winner gets a couple thousand dollars. He drives to win. He races hard and fast and on the edge. For Stewart, there would be no other point. A year ago in Canandaigua, he caused a 15-car wreck that badly hurt driver Alysha Ruggles — Stewart admitted afterward that he had been trying to get his car into a place where it didn’t fit. That’s the essence of most wrecks, of course, especially the bad ones. But you wouldn’t expect race car drivers and entrepreneurs worth, say, a hundred million dollars to make those risky moves on dirt in Canandaigua.

[MORE: What’s next for Tony Stewart, the person? | For Stewart, the businessman?]

Thing is, Stewart can’t help it. He’s a racing junkie — with all the depths and traps and darkness spinning in that word. He has expressed this: He needs it. He feels alive in a race car, alive when there’s danger swirling around him, alive when in that vortex of horsepower and torque and flying dirt and burning rubber. The rest of life pales for him. He needs it.

Saturday’s wreck — you have probably seen the gruesome video — happened when a 20-year-old driver named Kevin Ward Jr. was sliding around a turn, and Stewart slid toward the same spot. The rules of dirt track racing are ancient and mysterious and, like art, mean different things to different people. Ward obviously believed that Stewart had crossed the line and caused the wreck. Stewart has not given his opinion on the subject and, I suspect, never will.

Ward got out of the car and walked on the race track. This is madness, of course, but it is all madness, all adrenaline and muscle and pure zeal. There are a million dirt track stories but one I think often about is the time that Larry Phillips — who I called without argument the roughest, toughest, meanest, craziest and grouchiest son of a gun who ever climbed into a race car — was told that anyone who could break the track record at I-70 Speedway at Odessa (Mo.) would win five hundred bucks. He put his left foot below the brake, pressed the gas to the floor and never took it off as he tore around the track at a near-suicidal speed. When he got to the end, he had his hand out the window — he wanted his five hundred dollars.

“When he got out of the car,” his friend and crew chief James Ince said, “he was shaking.”

Madness. But it is this kind of madness, this kind of high that lifts some people up and out of the everyday. They simply cannot live in the everyday. You ask a race car driver, any race car driver, why they do something so dangerous and you are almost certain to get the blankest of looks because they cannot imagine life without it. Last year, a 22-year-old man named Josh Burton died when his sprint car crashed and flipped in a race in Bloomingon, Ind. “Josh always said that if he ever died, that’s what he wanted to be doing,” his mother told the New York Times, and that’s at the heart of thing.

After the crash, Ward got out of his car and walked on the track and pointed. He was looking for Stewart’s car. People ask: What did he hope to do when he got there? What message did he intend to send? But these questions, like questions of dying, don’t make much sense to race car drivers. When in the hyperactive atmosphere after a crash, drivers don’t have clear thoughts. Stewart himself had once walked on pit row and hurled his helmet at Matt Kenseth’s car after they had crashed.

Ward kept pointing and looking for Stewart’s car — and it appeared he had to do a quick stutter-step to avoid getting hit by a car in front of Stewart. The camera follows that car briefly then comes back in time to see Stewart’s car sideswipe Kevin Ward, killing him. Words cannot capture the awfulness.

[MORE: Full coverage of the Tony Stewart-Kevin Ward Jr. incident]

Within minutes of it happening, there were theories everywhere. One report said that Stewart appeared to hit the throttle before hitting Ward. Another said that in this kind of racing, you sometimes have to hit the throttle to gain control of the car. There was mourning for Ward. There were motives assigned to Stewart. There was talk about the lighting at the track. There was talk about Stewart’s anger management issues as a driver. There was talk about … well, when something senseless like this happens there is always a lot of talk and never any answers.

We don’t know what was happening in Tony Stewart’s car. Was he trying to scare Ward? Was he blinded by the dirt and dimness of the track? Did he lose control? We don’t know. Like all deaths in racing, it will be investigated. And like all deaths in racing, no judgment will satisfy.

A handful of drivers die every year racing cars. Racing officials work hard to make it safer, and it does grow safer. But you can only make a moving car so safe — more than 30,000 people die in America every year from automobile accidents and that’s just getting from one place to another.

At the heart of racing is the danger. Nobody likes saying it, but it’s real. Danger is part of the reason drivers are so drawn to it, and danger is part of the reason millions of people around the country watch. You might have heard the story of Charles Blondin, the great tightrope walker. He was asked if he would ever perform with a net. He responded: “Who would watch that?”

Tony Stewart’s love of the danger and the thrills of racing put him in Canandaigua on a Saturday night. Drivers know, somewhere deep inside in places they would rather not go, that something awful can happen at any time on a race track. They could die. They also could cause death. People look to Tony Stewart to find answers. The one sure thing in all of this is that he can’t offer any.

Schmidt Peterson aiming high with Hinchcliffe, Wickens

Photo: IndyCar
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The new Schmidt Peterson Motorsports duo of James Hinchcliffe and Robert Wickens expressed a high amount of confidence during Wednesday’s confirmation of Hinchcliffe’s return and Wickens’ signing, as the pair looks to return the Sam Schmidt and Ric Peterson co-owned team to prominent status within the Verizon IndyCar Series.

“We’re hoping to give Toronto and Ontario and Canadian sports fans in general something to cheer about over the next season,” Hinchcliffe quipped during a teleconference on Wednesday.

Granted, there are likely to be several challenges to overcome, notably for Wickens, who returns to single-seater competition for the first time since 2011, when he was a champion of the Formula Renault 3.5 series and served as test driver for the now defunct Manor Racing (then known as Marussia Virgin Racing).

Having spent every year since then in DTM, where he won a total of six races and finished as high as fourth in the championship (2016), Wickens knows returning to open wheel competition will be an adjustment. However, he explained that the history of Schmidt Peterson Motorsports, specifically its Indy Lights history, speaks to their ability to help a driver adapt, and he rates the program they’re putting together very highly.

“I think Schmidt Peterson Motorsports have a fantastic driver development program. They showed that in their multiple Indy Lights championships along the way. I think we will have a strong program in place. I have a feeling that the simulator will be my new best friend,” Wickens said when asked about getting reacquainted with an open-wheel car.

Of course, having an experienced teammate like Hinchcliffe to lean on will undoubtedly help the transition, something Wickens readily admitted.

“I’m very fortunate that I have James as my teammate because he’s so experienced, I can learn off him. Because we already have such a good off-track relationship, I feel like you can just take his word, trust him, kind of move forward with it,” he revealed.

They’ve been teammates before, both in karting where they first met in 2001, and then in the now-defunct A1 Grand Prix series in 2007-2008, a series that pitted nations against each other in spec open-wheel cars. Funnily, that A1GP type of vibe returns as Schmidt Peterson Motorsports now has that with its “Team Canada” mantra while all four of Andretti Autosport’s full-season drivers are American.

For Hinchcliffe, Wickens’ background, even if it hasn’t been in the single-seater realm since 2011, was a big selling point in adding him to the team.

“In Robby, we have a proven winner at a very high level. The level of technical expertise that he comes with from his time in DTM is very impressive,” he said of Wickens’ technical background.

Hinchcliffe added that Wickens’ ability to analyze the car and its setup was evidenced in two outings: one at Sebing International Raceway in March, in part of a “ride swap” between the two longtime friends, and a second at Road America, when he subbed on Friday practice for Mikhail Aleshin.

Wickens sampled Hinchcliffe’s No. 5 Arrow Electronics Honda earlier this year. Photo: IndyCar

Hinchcliffe revealed that Wickens’ feedback to the team and his ability to quickly adapt to the chassis took everyone somewhat by surprise.

“We did our ride swap. He had two hours in the car, hardly anything even resembling a test day, and his performance was pretty impressive. No doubt the time in Road America helped because that really gave us a better sense of his technical feedback, integrated with the team a little bit more. Everybody was happy to work with him on that day,” said Hinchcliffe.

Further still, Hinchcliffe is firm in his belief that the 2018 aero kit and its reduction in aerodynamic downforce will fall right into Wickens’ wheelhouse, based on Hinchcliffe’s own take after sampling Wickens’ DTM Mercedes earlier this year.

“In all honesty, I was saying earlier today, the 2018 car is probably better suited for him than the 2017 car because of the experience he’s had the last handful of series,” Hinchcliffe asserted.

“The (aero kit) was such high downforce, it would be a big change coming out of DTM. But with the loss of downforce that we’ve seen, the car is moving around a little bit more, brake zones, things like that, it won’t be as big a transition I think. Just based on the experience that I got in our ride swap, I think he’s going to adapt very quickly, be comfortable very quickly, and as a result be competitive very quickly. So it’s going to be exciting.”

As for expectations heading into next year, team co-owner Schmidt did not mince words and expects the team’s performance to resemble what they did in 2012, 2013, and 2014, when they won a total of four races (with driver Simon Pagenaud) and finished in the top five in the championship each year.

“We had a stint in ’12, ’13, ’14 where we finished fifth in the points (or better. I think we want to get back to that level of competition,” Schmidt added. “We felt like we were missing things in having two cars with equal funding and equal drivers and equal capabilities. We think this gets back there.”

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