Carl Edwards isn’t in charge of NASCAR, nor will be anytime soon. Still, doesn’t mean the Roush Fenway Racing driver can’t offer opinions on potential technical or format changes for the Sprint Cup Series.
“I’d like much softer tires and less downforce, but the process for new changes was really impressive, the way it was tested,” he said during his first media availability of 2014 during the NASCAR Preseason Thunder test at Daytona. “Of the three things tested, they chose the best one in my opinion.”
Edwards is referring to the raised rear spoiler for 2014, which should actually increase downforce. He joked, “I’d be all for chopping the spoilers off and wetting down the track.”
But, in all seriousness, Edwards praised the unified and increased competition committee involving Brian France, Mike Helton, John Darby, Gene Stefanyshyn and now, Darby’s replacement as managing director of the Sprint Cup Series, Richard Buck. The committee is seeking to improve NASCAR’s racing product, particularly on the 1.5-mile ovals where passing wasn’t particularly easy during the first season with the new Generation-6 car.
“I’m not a very patient person, so it’s very difficult for me to go down this road,” Edwards said. “The coolest part of the test (last year) was, Brian France, Mike Helton, Darby, Stefanyshyn, all saying ‘We can make things better. We’ll work with Goodyear, they’re committed.’ Say what you like about NASCAR or directions, but they’re very committed to changing whatever it takes to be the best we can be. It makes me excited.”
When it came to format changes rather than competition ones, Edwards guarded against change simply for the sake of change.
“It would be like the police changing the speed limit every day when you go down the same road. At some point you’d be like, ‘C’mon, man,’” Edwards admitted.
“There’s something to be said about the history of the sport, not moving things too far away, and I also think we have to be careful … we don’t want take away the credibility of a format by changing it all the time. We need the same measure year-to-year. You don’t want to change all the time just to change.”
Because Edwards’ team has traditionally run consistently stronger over a longer stretch of races rather than the 10 Chase races, he wouldn’t mind seeing the Chase add more races, but didn’t estimate it would happen.
After losing the 2011 Cup title on a tiebreaker, Edwards missed the Chase in 2012 and finished 13th and last in this year’s Chase. Edwards won twice, though, marking only his second season with more than one win in the last five years.
France has been waiting since 1962 – the year his father, NASCAR founder Bill France Sr., brought him to his first 24 Hours of Le Mans – to hear the roar of a stock car at the most prestigious endurance race in the world.
A path finally opened when NASCAR developed its Next Gen car, which debuted last year. France worked out a deal to enter a car in a specialized “Innovative Car” class designed to showcase technology and development. The effort would be part of NASCAR’s 75th celebration and it comes as Le Mans marks its 100th.
Once he had the approval, France persuaded Hendrick Motorsports, Chevrolet and Goodyear – NASCAR’s winningest team, manufacturer and tire supplier – to build a car capable of running the twice-around-the-clock race.
The race doesn’t start until Saturday, but NASCAR’s arrival has already been wildly embraced and France could not be more thrilled.
“Dad’s vision, to be able to follow it, it took awhile to follow it up, and my goal was to outdo what he accomplished,” France told The Associated Press. “I just hope we don’t fall on our ass.”
The car is in a class of its own and not racing anyone else in the 62-car field. But the lineup of 2010 Le Mans winner Mike Rockenfeller, 2009 Formula One champion Jenson Button and Johnson has been fast enough; Rockenfeller put down a qualifying lap that was faster than every car in the GTE AM class by a full three seconds.
The Hendrick Motorsports crew won its class in the pit stop competition and finished fifth overall as the only team using a manual jack against teams exclusively using air jacks. Rick Hendrick said he could not be prouder of the showing his organization has made even before race day.
“When we said we’re gonna do it, I said, ‘Look, we can’t do this half-assed. I want to be as sharp as anybody out there,” Hendrick told AP. “I don’t want to be any less than any other team here. And just to see the reaction from the crowd, people are so excited about this car. My granddaughter has been sending me all these TikTok things that fans are making about NASCAR being at Le Mans.”
This isn’t NASCAR’s first attempt to run Le Mans. The late France Sr. brokered a deal in 1976, as America celebrated its bicentennial, to bring two cars to compete in the Grand International class and NASCAR selected the teams. Herschel McGriff and his son, Doug, drove a Wedge-powered, Olympia Beer-sponsored Dodge Charger, and Junie Donlavey piloted a Ford Torino shared by Richard Brooks and Dick Hutcherson.
Neither car came close to finishing the race. McGriff, now 95 and inducted into NASCAR’s Hall of Fame in January, is in Le Mans as France’s guest, clad head-to-toe in the noticeable Garage 56 uniforms.
“I threw a lot of hints that I would like to come. And I’ve been treated as royalty,” McGriff said. “This is unbelievable to me. I recognize nothing but I’m anxious to see everything. I’ve been watching and seeing pictures and I can certainly see the fans love their NASCAR.”
The goal is to finish the full race Sunday and, just maybe, beat cars from other classes. Should they pull off the feat, the driver trio wants its own podium celebration.
“I think people will talk about this car for a long, long time,” said Rockenfeller, who along with sports car driver Jordan Taylor did much of the development alongside crew chief Chad Knaus and Greg Ives, a former crew chief who stepped into a projects role at Hendrick this year.
“When we started with the Cup car, we felt already there was so much potential,” Rockenfeller said. “And then we tweaked it. And we go faster, and faster, at Le Mans on the SIM. But you never know until you hit the real track, and to be actually faster than the SIM. Everybody in the paddock, all the drivers, they come up and they are, ‘Wow, this is so cool,’ and they were impressed by the pit stops. We’ve overachieved, almost, and now of course the goal is to run for 24 hours.”
The car completed a full 24-hour test at Sebring, Florida, earlier this year, Knaus said, and is capable of finishing the race. Button believes NASCAR will leave a lasting impression no matter what happens.
“If you haven’t seen this car live yet, it’s an absolute beast,” Button said. “When you see and hear it go by, it just puts a massive smile on your face.”
For Hendrick, the effort is the first in his newfound embrace of racing outside NASCAR, the stock car series founded long ago in the American South. Aside from the Le Mans project, he will own the Indy car that Kyle Larson drives for Arrow McLaren in next year’s Indianapolis 500 and it will be sponsored by his automotive company.
“If you’d have told me I’d be racing at Le Mans and Indianapolis within the same year, I’d never have believed you,” Hendrick told AP. “But we’re doing both and we’re going to do it right.”
General Motors is celebrating the achievement with a 2024 Chevrolet Camaro ZL1 Garage 56 Edition and only 56 will be available to collectors later this year.
“Even though Chevrolet has been racing since its inception in 1911, we’ve never done anything quite like Garage 56,” said GM President Mark Reuss. “A NASCAR stock car running at Le Mans is something fans doubted they would see again.”
The race hasn’t even started yet, but Hendrick has enjoyed it so much that he doesn’t want the project to end.
“It’s like a shame to go through all this and do all this, and then Sunday it’s done,” Hendrick said. “It’s just really special to be here.”