More than two decades in the making, the pairing of Heather Lyne and Dennis Erb Jr. produced a historical milestone in Dirt Late Model.
Last month, Erb and his long-time crew chief Lyne won their first World of Outlaws Late Model Championship and with this achievement, Lyne became the first female crew chief to win in a national late model series. Their journey together goes back 21 years and tells the story of hard work, persistence and belief in oneself.
“It’s always a challenge when you only have two people, both at the racetrack and at the shop,” Lyne told NBC Sports. “I also work full time, so during the day, Dennis has to do a significant amount of work so that when I get down there I can start working and maintaining. It’s planning ahead. It’s having that system in place and making sure that you’re prepared ahead of time.
“When you have a problem at the track, making sure you have all that stuff ready so it’s a quick change and not a lengthy process to make a repair. We had zero DNFs in the World of Outlaws, we had only one DNF out of 96 races [combined among all series].”
This was not an easy feat. Between a full travel schedule and Lyne’s full-time job as an engineer, time comes at a premium. What they lack in time and resources they made up for in patience and planning.
“We buckled down, and we got all the equipment that we needed back, motors freshened, and things of that nature,” Lyne said about the mid-point of last season. “We were able to keep up with that. We just had a higher focus. I tried to reduce my hours at my day job as much as I possibly could while still maintaining what I need to get done at work. I got rid of a lot of the other distractions and got a more refined system in place at the shop.
“We did certain tasks on certain days so we had time to recover. We were on the road a little bit more, as opposed to coming home to the shop. So we had to be more prepared to stay out on those longer runs. It was just really staying on top of things a little more. It was a heightened sense.”
This was Lyne and Erb’s fourth full season with the Outlaws, but they’ve been on the road together for the last 21 seasons starting in 2001. Their partnership began with Lyne’s bravery. When one door closed, she was quick to open another. In 2001, Lyne’s dad was ready to stop racing. Her mother wanted to regain her weekends, but Lyne knew this was her life path and wasn’t prepared to lose it.
“I’ve always been a tomboy at heart,” Lyne said. “I watched racing with my dad. Growing up he watched NASCAR. In high school, I got tired of playing at the lake house, so I went to the local dirt track and fell in love with it. I just couldn’t get enough. It took a year for me to convince my dad to come to the track with me. He finally did and we sponsored a car that year, the following year he started to race limited cars. He ran hobby stocks and limited late models.”
At some point, Lyne and her father’s level of commitment drifted apart.
“He did it for about five years,” Lyne said. “And then my mom said: ‘I’m done racing. I want my weekends back. It’s just not fun anymore.’ I wasn’t ready to hang up my wenches and Dennis raced out of the same hometown so I, on a dare, went down and introduced myself; told him if you ever need any help, I’ll drill out rivets, I’ll help wash, whatever you need. Twenty-one years later here I am.”
Lyne entered a male-dominated job in a field that is also male-dominated – and where there were few examples of women creating these places for themselves. In this way, Lyne became a blueprint for other women as they strive to find a place for themselves in racing and in STEM (Science, Technology, Engineering and Math) overall. She has her mother to thank for providing a strong role model, her father for sharing her passion, Erb for taking a chance on an unknow entity and most importantly herself.
“I was raised to believe that I can do anything, I want to do, as long as I put my heart and soul into it.” Lyne replied when asked about role models in the sport growing up. “My parents did not raise me to have that limitation. But from a racing role model perspective, I went in there completely green and just introduced myself to Dennis, the fact that he was brave enough to take that risk and bring a girl to the racetrack. Someone he didn’t know at all speaks volumes for him.”
Lyne and Erb have learned how to survive and succeed with each other on the road. They do this by leveraging decades of combined experience and an ability to adapt to the everchanging landscape of dirt late models. Next year the World of Outlaws visits nearly a dozen new tracks and Lyne sees it as an opportunity for continued success.
“I just want to do it again,” Lyne says going into next season, “I’m looking forward to the competition, I always do. I wouldn’t do it if I wasn’t competitively driven.
“There are some new tracks on the schedule that I’m looking forward to trying for the first time that I haven’t been to myself,” Lyne said of the 2023 season, “Dennis seems to do well on those first timers. We won out at Marion center, we finished second at Bloomsburg. We have a good solid notebook of information to tackle them over the last three years with these rocket race cars that we’re running. It’s good to have that information and leverage it to try some new things.”
DETROIT – A lap in the IndyCar Grand Prix had yet to be turned on the streets of Detroit, and race drivers were doing what they sometimes do best – expecting the worst of a new race course.
It was the Chevrolet Detroit Grand Prix, and some of the top drivers in the NTT IndyCar Series, including pole winner Alex Palou, were questioning the nine-turn, 1.645-mile street course in downtown Detroit. Even after he won the pole on Saturday, Palou had said the Indy cars were too big, the race course was too small, too tight and too bumpy for the series to put on a competitive race.
It was Sunday morning, five hours before the race, and the IndyCar morning warmup session just had ended. Penske Corp. president Bud Denker, the Detroit GP chairman, was talking to NBC Sports as the Indy cars were being wheeled back to the paddock following the warmup session.
Instead of his trademark smile and optimism, Denker was determined and stern. As Palou’s No. 10 Honda was being pulled by the team’s tire wagon into the paddock, Denker expressed his feelings.
“I’m really not happy with some of the comments that driver has been making,” Denker said.
Denker’s team had spent the better part of two years envisioning and developing a street course that could create a major racing event without shutting down the Detroit business community.
Jefferson Avenue, the main thoroughfare in the city’s business district, remained open thanks to some creative track design (because the race course crossed Jefferson over a bridge and also couldn’t impede the adjacent tunnel that was an international crossing to Windsor, Canada).
From an event standpoint, the Chevrolet Detroit Grand Prix was already electric with a vibe that brought tens of thousands daily to this revitalized urban center known as “Motor City.”
“Alex and I actually had a conversation after the race on the way to pit lane,” Denker told NBC Sports. “I congratulated him because he was a worthy champion, did a great job, great win, great run, pole qualifying also.
“His comment to me was, ‘This track proved very worthy.’
“I’ll take that from him.”
The race itself exceeded expectations. It may have been the best street race of the season on the NTT IndyCar Series schedule.
The racing was fierce, the competition phenomenal, and the restarts brought even the most jaded motorsports observers to their feet.
“Oh yeah, myself included,” Palou admitted to NBC Sports. “The event was amazing. The crowd we had was unbelievable. The energy was great. It was a really great race.”
Palou’s complaints entering the race were from his frustrations in finding a clean lap during qualification sims in practice and the actual qualifications on Saturday.
With 27 cars on a 1.645-mile street circuit, just do the math – it’s hard to get a gap.
But the race course proved to be a much better “race” track than a qualifying layout.
“Yes, 100 percent,” Palou said. “I like to go fast. I like to race. When you have traffic every single lap, you don’t like it that much, but for the race, it was great. It was a great event for the fans, for the teams and for the drivers.
“The energy we had here was amazing.”
The drivers’ worst fears never developed in the race. There were no blocked corners. No red flags. Plenty of passing zones.
Denker and his team could feel vindication and a strong sense of redemption.
“It is ironic,” Denker said of Palou winning the race. “I think a lot of the comments early on was because of the first practice. There was no rubber on the track. A new track for them. A lot of cars going into the runoff and stalling their cars in the runoff, not turning the cars around fast enough. I think a lot of perceptions were created in that first practice.
“Some of our turns look tight. Turn 1 for instance, the apex is 27 feet, much larger than some other tracks where it is tight. The issue going into the race was, are you going to have two cars block the entire track and then you have to go Red Flag.
“We never had that situation today where you had a car block the track, even in the tightest turns. We never had an issue where cars could not get around you.
“The corners were wide enough to support the fact that when you had an issue, cars could get around and continue moving around without having a red flag.”
It also proved that in an actual competition, the teams and drivers in IndyCar can figure out how to adapt and put on a good race.
“We saw them figure it out in the Indy NXT race on Saturday,” Denker said. “It was a great race. We saw so many IndyCar drivers go off into the runoff on Friday that there were concerns. Many of them were stalling their cars and couldn’t get them spun around.
“That led to, ‘Oh my gosh, we’re going to have caution after caution after caution because we aren’t going to be able to get our cars stopped to make a turn, or slowed down to make a turn, and the runoff will happen continuously.’ “Guess what? We had seven cautions for 32 laps and very few of those were for a stalled car in the runoff. It was for a mistake on the race track made by a driver.
“We proved the thoughts that came out on Friday, we proved them very, very wrong in the race on Sunday.”
As the president of the Penske Corp., Denker is a man who understands business and decorum. He is one of Roger Penske’s most valued executives, practically his right-hand man.
The impeccably dressed Denker is never rattled, and he backs up his style with substance.
IndyCar racing, however, is a highly competitive game and in the heat of battle, the energy level tends to increase.
That is why Denker was more emphatic than usual once the Chevrolet Detroit Grand Prix had concluded.
“Eighteen months ago, it was an idea that Michael Montri had after the success of the Nashville Grand Prix and what it did for that city,” Denker said. “The businesses coming together, the community coming together and the city just glowing.
“We came back in August of 2021 and asked if that could ever happen in downtown Detroit and off Belle Isle. We found a great circuit that was worthy of that, that wouldn’t compromise business or the international tunnel in the middle of our race track. That was a dream at the time.
“It’s a cliché, but dreams really came true this weekend. We saw the success of great racing, competitive racing, safe racing and very importantly, fans that we haven’t seen came out in a very diverse way and enjoy this sport.”
Reminiscing about the amazing performances by @atrak and @BigBoi at the Chevrolet Detroit Grand Prix presented by Lear. Thanks to everyone who made it unforgettable. Who should perform next year? Share your thoughts in the comments. pic.twitter.com/iLBxGPBgJe
It was certainly a major weekend for Detroit as the Chevrolet Detroit Grand Prix was the lead story on seemingly every TV newscast in the city. The business community of the city flourished – something that didn’t happen when the Chevrolet Detroit Grand Prix was held 4 miles up Jefferson at Belle Isle Park from 1992-2022.
“One hundred percent,” Denker agreed. “The fact of the matter is most of the people that come to our race are within a four-county area. Just like Indianapolis, one state for them.
“I think the fact is Belle Isle you came down, you parked in the same parking deck where the sponsors parked that had been there for 13 years, get in a bus, come back, get in their car, they go home.
“Here you had to park somewhere. You had to come downtown. Took the People Mover, the Q Line, all these different places and you came downtown. That was the difference for us.
“Belle Isle in my mind, it’s 50 miles away from Detroit in some respects because we didn’t see the benefit the city would get. We saw the benefit this time because of how busy it was. You saw it. You were staying here at a hotel somewhere and saw it.
“We know we made a big impact on the city. Why? Because the hotels were all filled up. They weren’t filled up when Belle Isle was there.”
Already on its way to have a dramatic economic impact to Detroit, on Sunday, the competitive level of IndyCar was on full display.
“The facts are there were 189 on-track passes at Detroit, 142 of them were for position,” Denker said proudly. “At St. Pete, great race this year, 170 on-track passes versus Detroit’s 189 and 128 for position versus Detroit’s 142.
“Long Beach, great race this year, had the same for position passes as Detroit had. I think we had a pretty good race.”
Although Palou won the race, it was Team Penske’s Will Power that put on the show. He was a master on the restarts, going full throttle into the end of the long straightaway, pulling out from behind Palou and taking the lead by diving to the inside in the turn.
That move worked throughout the race until the final restart, when Palou was able to protect the inside line and make Power go to the outside.
The Team Penske driver (whose race weekend highlight was hanging out with Flavor Flav) was unable to use the high line and then proceeded to get into a street fight with Scott Dixon and others for second place in the closing laps.
“The restarts were great because we have this long straightaway,” Denker said. “We started the restart between coming out of Turn 1. Those that got a good jump, like Will Power did on Alex Palou on the second-to-last restart, could make a good pass. Those that had push-to-passes left later on could make a good pass.
“The fact we had this seven-eighths of a mile straightaway where the restarts were coming into was a great place to start the race versus an area not as long. We had the benefit of having a straightway as long as the Indianapolis Motor Speedway and speeds that were just unbelievable going down through this track.
“I thought the restarts were great because of the positions Kyle Novak (IndyCar Race Director) and his team made for that.
“The other thing was the dual pit lane. This was really interesting because it hasn’t been done before to have 13 cars pitted on one side and 14 cars pitting on the other side and have six lanes merging to one in 315 feet. How is that going to happen?
“This time, because of the yellows, we never had a situation with 27 cars coming in at the same time. It was sporadic. That issue we thought would happen to create a calamity on pit lane never happened.”
Two of the Arrow McLaren drivers got into their own shoving match on the track with Felix Rosenqvist getting the best of Alexander Rossi for third place.
But none of the Chevrolet drivers were able to catch Palou at the end as the No. 10 Honda took the checkered flag.
“When you have Chevrolet as the backdrop, and them being the key partner and sponsor of this thing, you want to keep them happy,” Denker said. “They also know competition drives this sport. We saw some great action. Will Power made a great move late, some great action there. The competition between the Arrow McLaren cars were unbelievable the last 10 laps. Will Power made a great pass of Alexander Rossi to get position to take over second place. I loved the competition.
“We saw some passes late between Turns 8 and 9 and Turns 1 and 2 that I don’t think anybody thought would happen. This turned into a very, very competitive race track.
“Once this track rubbered up, the drivers said this track was very worthy.
“It’s a new place. They have to learn new things. There are some bumps in certain corners. Guess what? We’ll fix those things.
“No one got to test here because we couldn’t close the roads down a week ahead of time or a month ahead of time or two days ahead of time. I got some feedback from drivers who did simulation. I ground some track areas they wanted fixed. I put new pavement in Turn 3 to drivers right because of feedback.
“I got no feedback to repaving drivers left. If I had, I would have repaved that, also. It shows that I will make those changes because I made those changes to driver right, but I never got that feedback.
“It goes both ways. Provide me the feedback, I’ll make those changes. But now that we’ve had the race, we have a lot more opportunity to make changes based off of what actually happened.”
There were accolades and plaudits from some of IndyCar’s most accomplished drivers afterwards, including six-time NTT IndyCar Series champion and 2008 Indianapolis 500 winner Scott Dixon.
“It was wild,” Dixon said. “I had a lot of fun. The car was super difficult. The track was difficult. It had a lot of character. It was interesting but very difficult on the restarts.
“These things aren’t meant to be easy. I had a lot of fun, just frustrated with how my day went and not getting the most out of a really good car.”
From both an event and race standpoint, team owner Dale Coyne believed it was a blockbuster.
“This is a really big event,” Coyne said. “We’ve brought Long Beach to a major city like Detroit. This is the type of event that we should be doing in IndyCar.
“I would rather be in Detroit than in Milwaukee. Events like this one in Detroit are IndyCar’s future. Milwaukee is IndyCar’s past.”
While that comment may not resonate with some of IndyCar’s older fan base who long for the days of The Milwaukee Mile as the first race after the Indianapolis 500, that distinction has belonged to Detroit since it returned to the IndyCar schedule in 2012.
Now that it’s back on the streets of downtown Detroit for the first time since 1991, Denker predicts even bigger events to come for the Chevrolet Detroit Grand Prix.
“Our city was showcased to the world in ways that people had probably never thought,” Denker said proudly. “The riverfront, you couldn’t tell if you were in San Diego, or even Monaco, these boats that were out there harbored. We couldn’t be more proud of our team.