The Frontstretch: Going Green: One Big Pack Or Not, Restrictor Plate Racing Is The Best Option by Garrett Horton -- Thursday October 20, 2011

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Going Green: One Big Pack Or Not, Restrictor Plate Racing Is The Best Option

Going Green · Garrett Horton · Thursday October 20, 2011

 

Chaos, carnage, luck, crapshoot, unpredictable. These are just a few of many words that come to mind in the days leading up to Talladega. The word association has been going on for over 20 years now after NASCAR implemented the use of the restrictor plate, a metal sheet placed over the carburetor to restrict airflow to the engine. The purpose was to reduce speeds, as cars were starting to eclipse the 200 mph barrier. While it has kept the speeds down at a slower pace, fans have become accustomed to seeing one big pack of cars running together, which has created other issues.

When it comes to restrictor plate racing, there are only two opinions: love or hate. Many fans (some drivers even) enjoy how the tight packs produce exciting finishes and unexpected winners. It is easy for television to cover the battles for position because it can all be captured on one screen. It is a nice break from the standard cookie-cutter races that make up most of the schedule, where long green flag runs spread out the field with lots of single file racing.

Then there are the critics. Some believe that having one large pack is boring, as drivers are just riding around for the first 450 miles before actually making a charge. Even when it is time to go to the front, many consider it to not even be racing at all; rather it is just about being in the right spot at the right time. There have been vicious wrecks as well, with it not uncommon to see at least one car land upside down. This has led to a cry for change, claiming this form of racing way too dangerous.

No matter the style of racing, Talladega provides the excitement few tracks can offer.

This year we have seen a big change to the way cars run at both Talladega and Daytona. The one large pack has been replaced with numerous two car hookups that spread the field out. This is in large part to the recently repaved surfaces at both venues along with the new front end matching up with the rear bumper almost perfectly. The pods, as they call it, can run numerous laps together before they have to switch positions to cool the engines down. The general reaction for this has been met with mostly hatred, but why? We are still treated to numerous lead changes, thrilling finishes, and surprise winners, while reducing the risk of a massive 20-30 car pileup. Any big wreck that has occurred under this format has come shortly after a restart, when the speeds are still picking up, and even then, the attrition count has been lower.

With that said, this Sunday’s race at Talladega may be one of the most anticipated races in recent memory. Plenty of eyes will be on Jimmie Johnson to see if he can once again rally back into contention along with championship leader Carl Edwards, who has historically struggled at the 2.66-mile superspeedway. Then there is the question as to whether any driver will pick up some extra cash on Sunday. Talladega is going to pony up $100,000 to the driver who takes the lead the most – as long as there are 100 lead changes. In addition, NASCAR made some rule changes last month to the restrictor plate, increasing it by a 1/64th of an inch. Along with that, the pressure relief valve setting has been decreased by eight pounds – in other words, the engine can overheat quicker when pushing another car. The hope is to bring back the traditional form of having one large pack, something that has seemingly gone from love or hate it to all love within the past year – when the superspeedway announced the rule changes on their Facebook page last month, an overwhelming amount of fans were thrilled that the two by two racing would be gone.

If you are one of those people that thinks that duel pack racing is gone, think again. There will likely be more of the big packs again, but it will probably occur during the midpoint when the drivers are just riding around. Kurt Busch, who has been one of the best restrictor plate racers over the past decade despite not winning a points paying event, agrees that the big pack will return, but the two by two drafting will still be the deciding factor.

“…I still think with the success and the speed that two cars have together, you’re going to see that come up at the end,” he said. “I think drivers might be more patient throughout the 500 miles so you won’t see the two-car draft all the time. At the end of the day, that’s what it’s going to take to win.”

Whether you love or hate the type of racing restrictor plates have produced, it is important to remember why they are here in the first place. It was in 1987 at Talladega when Bobby Allison launched into the catch fence, injuring several spectators. The unfortunate tragedy that occurred this past weekend at Las Vegas should be an important reminder as well. Racecars, whether they are stock cars or IndyCars, should only go so fast. Danger will always be part of racing, and if there is not, the thrill would be gone. However, there needs to be limitations. The restrictor plate is a necessary limit. For some, it will always leave a bad taste in their mouth as it was the kind of racing that took Dale Earnhardt’s life. Since then, safety has evolved greatly and, as scary as some of the wrecks have looked, drivers have been able to walk for away for 10 years and counting.

Some look at the Carl Edwards/Brad Keselowski mess in 2009 where Edwards launched into the catch fence — very similar to Allison’s accident 20 years earlier — as a sign to put an end to the restrictor plate madness, but imagine how much worse the outcome could have been if they were going 30-40 mph faster. Regardless of whether the speeds are restricted, drafting will always be a practice at the superspeedways, and I am confident that restrictor plates are the best option NASCAR has. It produces far more lead changes than any other race while becoming much safer in recent years. One thing is for certain – the Talladega fall race always has more questions going in than any other event all season.

Contact Garrett Horton

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Bill B
10/20/2011 10:36 AM
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There are two major gripes I have with restrictor plate racing:

1) It’s a crapshoot. They could just as easily pick a name out of a hat. Why do I want to invest 4 hours of my life watching something that equates with flipping a coin?

2) The fact that someone can ride around at the back of the field for 150 laps and still have as good a chance of winning as the guy that ran hard the whole race. Again, why should I invest 4 hours of my life watching that when I could just watch the last 5 minutes and cut to the chase (no pun intended).

john
10/20/2011 11:49 AM
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There’s a very easy solution people never want to a discuss: a different engine for Daytona and Talladega. Mandate an engine that’s 300 cubic inches instead of 360, with a lower maximum lift on the cam, etc etc… Then they make that same 450-500 hp (instead of 900), but they make it with minor differences in the engine, and with proper throttle response. It’s not rocket science. And the argument that it’s not cost-effective is BS—all the major teams have a “restrictor-plate-only” engine development program already.

Barring that, take the restrictor plates off, but put a big wicker on the roof. Sure it looks stupid but it works perfect… Just look at Frank Kimmel’s Street Stock event every year.

Bill B
10/20/2011 12:15 PM
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John,
Doesn’t lowering the horsepower mean that everyone would be able to just ride around with the throttle wide open?

How will that produce anything but either a large pack where no one can get away from the other cars (just like restrictor plates) or a parade of single file cars going around the track.

Mick
10/20/2011 02:20 PM
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Restrictor plate racing is not racing….PERIOD.

It’s a total crapshoot. Luck of the draw.

There should be NO track that requires a restrictor plate to used in the first place.

If ‘dega was owned by Bruton Smith nascar would have made him change the track years ago.

Don Mei
10/20/2011 02:51 PM
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Im with Mick. Five litres, 305 cubic inches without a restrictor plate, different front and rear ride heights, get rid of the splitter and a 3’ rear spoiler.

Doug in Washington (State)
10/20/2011 02:52 PM
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That’s the problem with any HP-reducing scenario. No matter what you do, you end up running full throttle all the time. If you never have to lift, that makes it possible to draft all the way around the track. That means tandems or packs, because its faster than individual cars. You could run 1.6L 4-cyl engines and they’d still pack race because 2 together is faster that 2 individuals.

The only way to make individual cars faster is to force the drivers to lift. That means either taking the plates off (and risking 230MPH laps) or running tires with so little grip than they’d slide around even with the current banking. Either way is no improvement in safety.

Another solution is to reconfigure the tracks with less banking, but then the tracks simply become monster-sized cookie-cutters and will produce Fontana-like racing.

Another solution that no one ever seems to bring up is simply change the gear rule so that 200MPH = 10,000 RPM and remove the plates. That forces the drivers to lift or risk scattering the engine. The engines have enough horsepower when unplated to run way over redline. It then is in the hands of the driver as to how much they want to push the engine and risk a failure, or be conservative and maybe not keep up with the leaders for 3/4 of the race but still be there at the end.

The whole reason NASCAR cup races are so long rather than 100 miles or so is because it used to be endurance. But now all the top teams can go the distance without failure (most of the time).

Bill S.
10/20/2011 03:20 PM
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I agree with Bill B., 100%, word for word. Even more, why should a total crapshoot be a determining factor in crowning a champion?

100 lead changes, 1,000 lead changes, who cares if they mean nothing? Some people are too easily entertained!

I also agree with Kyle Petty who once said Dega should be filled with water and turned into a trout pond. End of problem.

Walt B
10/20/2011 06:05 PM
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Dale Earnhardt Sr. and Bill Elliot who between them knew more about superspeedway racing then anyone, agreed that plate racing was a disaster. NASCAR can go to V6 motors if they have to reduce speed after all that is what the car models they are supposed to be racing have in them anyway

old farmer
10/21/2011 02:23 AM
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At least get the track out of the chase. Calling it a real race is a joke—it’s a luckfest.

24Crazy
10/21/2011 12:12 PM
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I love Dega. Beats the cookie cutter tracks any day.

RamblinWreck
10/21/2011 01:39 PM
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Doug in Washington-
Right on regarding the gear rule. Not only is it a relatively easy fix, it also puts more into the hands of the engine builders and tuners and requires more focus and talent from the drivers in keeping in tune with their cars. It’s win-win-win.