Nascar Racing At Its Finest

Some people believe that the National Association for Stock Car Auto Racing has organized its racing events to provide some of the best NASCAR racing excitement that any fan could ever possibly hope to have in a lifetime. Some of the racing events that are organized involve truck racing, but by far, the stock car races in the Winston Cup challenge are NASCAR racing choices that are truly fine.

People can choose to visit the NASCAR Racing Museum and see the history of NASCAR in living color. The entire facility is designed to look like a NASCAR racetrack and fans are definitely thrilled beyond belief from the second they enter this prestigious facility. The fans see NASCAR racing memorabilia at its best and get to see the automobile that was driven by the Winston Cup leader.

Some fans think that a particular racetrack provides some of the finest NASCAR racing in the world. The entire complement of race cars are true exhibits of the quality and craftsmanship that go into making the NASCAR racing machine that circles the racetrack during racing season. As the rows of cars build with each lap, some fans agree that nothing in life could ever replace the thrill of all that excitement.

There is some NASCAR racing fans that are totally devoted to the colorful graphics on certain race cars. They think that when they see their favorite colors in the pole position, that they are experiencing some of the finest accomplishments that their NASCAR driver has shown to them thus far in his racing career. When that driver goes on to win the race, they will definitely think that they had a chance to see NASCAR racing at its very best.

The devotion that fans display week after week is evidence of their love for NASCAR racing. Even if a driver they admire has a bad week and fails to qualify for a race due to engine or mechanical failures, these fans still stand true and back their driver because they think that he is definitely the best driver in NASCAR history, just not that week.

Feel confident though that those fans will return the following week to see the finest racing done by their driver and they will look for them in the winners circle at the end of the race. If they fail to see them in the winner's circle, you can be sure that they will be able to find an image of the driver attached to some memorable Nascar souvenir that will serve to remind fans of the marvelous time that they had at one of the finest stock car races in the world.

James Brown writes about http://www.sportsteamfanheaven.com

Article Source: Nascar Racing At Its Finest

Source: http://www.articlespan.com/article/12041/nascar-racing-at-its-finest

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NASCAR Tickets - Earnhardt Ganassi Racing Off to a Strong Start

When racing owners Chip Ganassi and Teresa Earnhardt decided to join forces last November, the two NASCAR dynasties only hoped for the kind of success their combined teams have achieved thus far in the 2009 Sprint Cup Series. Chip Ganassi Racing with Felix Sabates and Dale Earnhardt, Inc. struck a deal in November 2008, bringing drivers Martin Treux Jr., Juan Pablo Montoya and Aric Almirola together as teammates under the unified name Earnhardt Ganassi Racing. These three drivers have spent the last few months testing together, and sponsorship and driver lineups have now been solidified as Earnhardt Ganassi moves forward early in the 2009 season.

Martin Truex Jr., the most experienced of the Earnhardt Ganassi crew, was carried over from Dale Earnhardt, Inc. and has been a top competitor for the Sprint Cup Series since 2004, when he ran two races for DEI and finished 70th in points in the series. Truex has had three consecutive Top 20 finishes since 2006 and finished at number 15 in last year's Sprint Cup Series. His transition to the merged Earnhardt Ganassi Racing team has proven to be successful so far for No. 1, as he started the racing season with a pole win at the Daytona 500 and promises to be a fierce competitor for the rest of the year, as well.

Columbian racer Juan Pablo Montoya is similarly enjoying this new Ganassi/Earnhardt merger, as the three-year NASCAR veteran finally has a more experienced driver (Truex, Jr.) to partner with. Montoya came to the NASCAR circuit after competing with Formula One and even winning the Indy 500 in 2000, spending 2008 with other Ganassi drivers Reed Sorenson and Dario Franchitti. Montoya posted a 14th place finish at Daytona this year and followed the next week with a consistent 11th place finish at Fontana, expecting more success for the rest of the season.

When recently asked about his new teammates, Montoya said that he, Truex and Almirola are working together fantastically, saying, "A lot of times you go to teammates and they really don't want to help. Like in the [Daytona 500] if I saw Martin, I would try to help him. If he saw me he would try to help me. It worked really well and I'm really pumped up about it."

Another Earnhardt Ganssi driver, Aric Almirola, is also pumped up about the team's new camaraderie. Currently in his first full Sprint Cup season, Almirola is enjoying the benefits of the newly minted team, getting his feet on the ground as he braces for the '09 season. Although he has yet to post a finish past the top 30 in this year's NASCAR Sprint Cup Series, Almirola got some early help from Montoya during Daytona, recalling an instance during the day when "we were toward the back and both of us had just pit and were on fresh tires. Juan pushed the ever-living daylights out of me for about three laps straight and we went from 27th to the top 15. We were flying. We were going to the front and it was cool to have his help."

Truex, Montoya and Almirola are posing a triple-threat on the scene of the Nascar Sprint Cup Series already this season, and everyone with NASCAR tickets has gotten to witness this blossoming team chemistry to its fullest. The Ganassi/Earnhardt merge was created in part because of financial necessity but also for drivers to improve on performance, and so far the deal has been nothing but successful for Earnhardt Ganassi Racing. To watch these Earnhardt Ganassi drivers speed to the finish line of NASCAR races this season, get tickets to a Sprint Cup race online and prepare for a memorable day at the track!

This article is sponsored by StubHub.com. StubHub is a leader in the business of selling NASCAR tickets, sports tickets, concert tickets, theater tickets and special events tickets.

Article Source: NASCAR Tickets - Earnhardt Ganassi Racing Off to a Strong Start

Source: http://www.articlespan.com/article/248656/nascar-tickets-earnhardt-ganassi-racing-off-to-a-strong-start

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Champions Red Bull the centre of attention

Valencia

On a cold January morning in Valencia it was hard for Red Bull to bask in their glories of last season's double championship success as they unveiled their 2011 challenger.

World champion Sebastian Vettel wisely wore a woolly hat and a blond beard as he and team-mate Mark Webber shiveringly unsheathed the RB7.

There was even an early attempt to burst Red Bull's bubble when a plucky journalist asked in the team's first media conference of the new season, "Have you thought that this car could be complete junk?"

Webber stared into the middle distance, designer Adrian Newey fashioned a face of indifference and it was left to Vettel to answer in shock, "No!"

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By the end of the first day, Vettel had emphatically answered the question on the track by holding sway at the top of the timesheets.

The world champion was more than 0.7 seconds ahead of the next 2011 car, which happened to belong to the man he beat to the 2010 crown, Ferrari's Fernando Alonso.

Times don't count for much on the first day of winter testing as the teams are furiously tinkering with the cars, running with unknown amounts of fuel on board and learning how to adapt to the Pirelli tyres, which will be used instead of Bridgestone this season.

But Vettel's marker was undeniably a statement of intent - Red Bull are out to defend both titles.

"It's a good sign," Vettel commented after his first day back in the cockpit. "Generally it's better to be on top of the ranking than being at the other end.

"What we achieved [in 2010] made us all very proud and no-one can take it away from us.

"But we have to develop on how good we were last year or the others will pass us. We have to stay focused, keep learning and keep trying to get better. If we just have the same approach as last year then we won't move forward."

Red Bull were cagey about the specific design changes and upgrades to the 2011 car.

Perhaps you cannot blame them when some of the other teams were hovering amid the media throng at the Red Bull launch trying to get a glimpse of Newey's latest creation. One rival team representative was even spotted unsubtly snapping away with a long-range zoom lens.

Red Bull simply say that the car is an evolution of its 2010 championship-winning vehicle and that a lot of the changes are "beneath the skin".

The principal tasks for all teams is in incorporating 2011's regulation changes which include the addition of a movable rear wing to aid overtaking, the return of 2009's Kers energy recovery and power boost system and the removal of the double diffuser, as well as gaining an understanding of the new Pirelli tyres.

Unlike last season, when they skipped the first test to spend more time honing the car at their Milton Keynes factory, Red Bull arrived at the opening test determined to take full advantage of the 15 days of testing before the first race of the season next month.

"We felt that the car was ready to be released," explained Newey. "It's always a balance of research time versus development time in terms of performance and reliability. I was keen to get the car out for the first test.

"It's difficult to design the car for the Pirelli tyres. Packaging for Kers is a challenge and no doubt McLaren, Ferrari and Mercedes will have Kers and will be competitive and so for no other reason we need to get it to work for performance off the line.

"In terms of performance we are all struggling to recover the downforce we lost through the double diffuser.

"It is a period of nervousness for us but also a period of excitement."

While Newey grapples with the nuances of designing another peerless car, team boss Christian Horner is tasked with avoiding a repeat of the tensions within his team that threatened to derail last season's championships.

Friction between Vettel and Webber memorably spilled over onto the track at the Turkish Grand Prix when Vettel crashed out in an attempt to pass his team-mate for the lead.

"They'll push each other hard but I don't think they'll push each other too hard as they did in Istanbul," Horner commented.

"They have number one and number two on their cars but that is in many ways irrelevant. We give both drivers equal priority and that's the way we will treat them in 2011."

In their first appearance ahead of the new season, Red Bull presented a united front as a team hungry for more success. With the world champion leading the field, the fastest car on the track and the largest motorhome in the paddock, they already look every inch like being the team to beat when racing resumes next month in Bahrain.

Source: http://www.bbc.co.uk/blogs/sarahholt/2011/02/champions_red_bull_the_centre.html

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F1 teams battle over cost-cutting

The first race of the 2011 season is still two months away, but the fight for a competitive advantage in Formula 1 is still raging away behind the scenes.

As their engineers put the finishing touches to their new cars in time for the start of pre-season testing next month, team bosses are trying to thrash out a new cost-saving agreement. And it's getting a bit nasty.

Rivals - almost without exception, I'm told - believe Red Bull exceeded en route to winning the world title last year the limitations laid out in the document that defines how teams commit their budgets. They also claim that Red Bull are blocking a new version of the so-called Resource Restriction Agreement to take the sport through to 2017, where the current one runs only to 2012.

One insider at a rival team said Red Bull had been "flouting" the RRA. This is quite a serious accusation, as it effectively claims Red Bull either spent longer developing the aerodynamics of their car, employed more staff, or spent more money - or all three - than they were allowed to. In other words, they had an unfair advantage.

Red Bull deny outright that they overspent in 2010, and insist they are objecting to the revised agreement only because it is flawed in its current form and they want to ensure it is "fair and equitable". More of which in a moment.

"We've worked in accordance with the RRA limits since they were introduced," Red Bull team principal Christian Horner told BBC Sport. "With tremendous hard work and internal efficiencies, we believe we've absolutely adhered to it.

"Red Bull has committed its budgets wisely and it's obviously surprising that people will feel that way, but it's inevitable, I guess, when you're at the front and winning races."

No one will go on the record to confirm their suspicions about Red Bull, but Virgin Racing chief executive officer Graeme Lowdon, while making it clear he does not know about Red Bull's budget, says: "On something as fundamental as this, on something that's there to make the whole business you're in sustainable, if someone was to even breach the spirit of that, then that's extremely disappointing.

"I cannot see how anyone can level a criticism at an RRA. If it made a worse show, or watered it down, then there would be a case to answer. But it doesn't so it's very disappointing if teams ignore something as fundamental as this."

In many ways, this financial dispute echoes the technical rows that enveloped Red Bull in 2010.

Unable to explain or understand how the RB6 car was so fast, rivals first accused Red Bull of having an illegal ride-height control system, and then of an overly flexible front wing. Red Bull insisted the car was completely legal, and the FIA, F1's governing body, never found otherwise.

Red Bull team boss Christian Horner

Horner finds Red Bull in the middle of another controversy about 2010. Photo: Getty

"We expect other teams to potentially challenge [whether we have over-spent]," Horner says, "as they have done on front wings and ride heights and everything else in the course of last year. But we don't have any issue.

"Red Bull probably has the third or fourth biggest budget in F1. We spent prudently and have achieved great efficiency within the factory, and we have to top that in 2011."

This row has come up in the context of negotiations over revising ways of controlling F1's costs. Keeping a lid on budgets is, along with ensuring the racing remains as good as possible, one of the central themes for F1 stake-holders at the moment, as the sport's bosses seek to ensure it remains both compelling for its audience and affordable for its competitors in a difficult economic climate.

The RRA is the document the teams drew up in 2009 to control costs in F1. It defines a series of limitations on resources, getting stricter through 2010, 2011 and 2012, and the penalties for exceeding them. But it was always meant as a stepping-stone to a longer agreement.

In the current agreement, there is a sliding scale of penalties covering the following main areas of resource commitment:

  • Aerodynamic development, measured in wind-tunnel hours or computational fluid dynamics data, with the more you do of one, up to a given limit, meaning the less you can do of the other;
  • Total staff numbers, from 350 in 2010 down to 280 in 2011, and total external spend, from 40m Euros in 2010, down to 20m Euros in 2011, with the more you commit to one, the less you can spend on the other.

The penalties were based on a sliding scale. For example, a breach of up to 5% is punished by having that same amount taken off your resource allocation for the next year; a breach of 5-10% means having 1.1 times that amount taken off; and so on.

The new document - the fundamentals of which were largely agreed at a meeting at the Singapore Grand Prix last September - changes that.

One team principal, who did not wish to be identified, said that the new RRA relaxes the restrictions on resources - teams can spend a bit more money and employ a few more staff - and in return the policing is stricter, both in terms of how teams' spending is analysed and the penalties for exceeding the limits.

But the detail is proving problematic, with Red Bull in particular unhappy about the new document as it stands.

Horner says his objections are rooted in ensuring the new RRA, which would run until 2017, does what it is intended to do.

"The RRA is a positive thing for F1," he says. "I think a solution can be found for the outstanding issues, it just needs some sensible discussion between the teams, because the thought of an unrestricted spend in F1 is unpalatable for all the teams.

"So it is a matter of achieving transparency and a fair and equitable system between all independent and manufacturer-owned teams so that no party is at an advantage or disadvantage."

"The resource restriction needs to be sorted quite quickly because at the moment it is unclear what rules we are working to in 2011 in many respects, so it's important a solution is found and I think one will be found."

Source: http://www.bbc.co.uk/blogs/andrewbenson/2011/01/f1_teams_battle_over_cost-cutt.html

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Team orders and F1's radical plan to improve racing

Formula 1 will be changed for ever by the new rules announced by Formula 1's governing body at its world council meeting on Friday.

The decision to switch to vastly different, far more efficient engines from 2013 and the introduction of movable rear wings for next season will change both the way the sport is viewed by the wider world and the action on the track.

The new engine regulations - the adoption of 1.6-litre, four-cylinder turbo engines with energy recovery and fuel restrictions - mirror the way the car industry is going and are aimed at boosting F1's public image, helping it to survive into the future by opening up new avenues for sponsorship and - most importantly - speeding up the adoption of more sustainable engines in road cars over the next few years, thus dramatically reducing carbon dioxide emissions.

More immediately, the controversial adoption of movable rear wings in 2011 will make overtaking easier. At least that's the hope.

The issue of overtaking is a perennial problem in F1. All stakeholders agree it has been too hard to do in recent years. Races can be processional, or turn on pit stops.

The problem for F1's bosses, who want racing rather than tactics to decide outcomes, is aerodynamics.

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Watch highlights of the season-ending Abu Dhabi Grand Prix

Cars are created with quite incredible capabilities but significant limitations when it comes to racing. Cornering forces often reach 5G. To see an F1 car in the flesh as it negotiates a fast corner like Silverstone's Becketts complex is both to doubt your eyes and to marvel at the way it uses physics to test the limits of the possible.

But aerodynamics work most effectively when a car is running on its own. Give it some turbulent air - such as that created by another car directly in front of it - and its ability to produce downforce - and therefore grip - is dramatically reduced. So drivers find it difficult to get close enough to a car in front to try to pass it, even if they are in a faster car.

A number of attempts to change this have been made in recent years, most recently major new rules in 2009 with significant changes to the way cars produced their downforce and the reintroduction of slick tyres. None of them have worked.

So F1's brains have come up with the movable rear wing.

The idea is that drivers will, when on a straight and trying to pass another car, press a button in their cockpit which will move a part of the rear wing.

This will reduce its effectiveness, thereby cutting drag and increasing straightline speed, allowing the driver to get a run on his rival into the next corner. The driver in the car in front who is defending his position will not be able to use his wing at the same time.

The plan is controversial because it appears to be adding a degree of artifice into the situation - and critics are worried it will make a joke of overtaking by making it too easy, particularly when used in conjunction with the Kers energy recovery and power-boost systems that are returning to F1 in 2011 after a year on the sidelines.

The sport's bosses are aware of the concerns. One insider who has been instrumental in writing the rule says: "The idea is to make it work, but not work too well."

The way it will work is as follows:

The FIA will define a time gap between the two cars at which point the driver behind will be able to use the system. Initially, it is likely the driver in the trailing car will need to be within a second as he enters the corner before a straight where it is possible to overtake.

The driver will then get an indication - either via a light on his dashboard or audibly - that he can operate his wing. He will then press the button when he is on the straight, giving him more speed than his rival and thus the potential to pass him.

The problem is that no-one is sure whether the system will work or achieve its objectives until it is used in a race - and the first opportunity will be on 13 March, when Bahrain hosts the first grand prix of the 2011 season.

The bottom line is that F1's bosses want to make overtaking easier but not so easy that it requires little skill.

Had the movable rear wings been in place in 2010, I am told Ferrari's Fernando Alonso would have been able to overtake the Renault of Vitaly Petrov in the season-closing Abu Dhabi Grand Prix and thus keep alive his chances of winning the title.

Instead, the Spaniard was unable to pass Petrov's slower car, which had a prodigious straight-line speed, and therefore unable to chase down his rivals as he went in search of a third drivers' crown.

That would have freed Alonso up to try to catch the Mercedes of Nico Rosberg, who was in the fourth place the Ferrari driver needed to prevent Red Bull's Sebastian Vettel snatching the title from under his nose.

Rosberg was quicker than Petrov but probably marginally slower than Alonso. But because the performance differential between the Mercedes and the Ferrari was much less, getting past Rosberg would not have been a given - even under the new rules.

So rather than watching a race in which overtaking was practically impossible, the audience would have known it was possible, but not inevitable, that Alonso would get by - and would have been on tenterhooks as they watched him try.

Such a scenario would have made the title-deciding race much more exciting.

Put like that, as long as F1 finds a way to make it obvious to the audience when a driver is using his movable rear wing, the introduction of such a device has at the very least got to be worth a try.

UPDATE 1530 GMT:

The FIA's decision to remove the rule banning team orders will doubtless offend those who did not like Ferrari's application of them in this year's German Grand Prix and who objected to the Italian team "getting away" with "only" a $100,000 fine for doing so.

But the move - telegraphed when the FIA said it would look into the rule after deciding against giving Ferrari further punishment - is the only practical solution open to F1.

However offensive some find team orders, there is simply no way of effectively policing a rule banning them. There are any number of ways a team could employ them without anyone finding out.

Ferrari might have got caught out because of the unsubtle way in which Felipe Massa was asked to let team-mate Fernando Alonso through in Hockenheim but other leading teams also employed what could be termed team orders in 2010 and no one complained about them - or, in some cases, even noticed.

It is about reality not idealism, logic not emotion.

If you cannot police a rule, what's the point of having it? And surely it's better to have it out in the open than to force teams to go through the ridiculous charades some - not just Ferrari - did last season.

The lifting of the ban does not mean all teams will act in the same way as Ferrari, who now don't need to be quite so secretive about Alonso being their number one driver.
It simply means that when teams choose to use them they don't have to cover it up.

In every other way, nothing will change.

Source: http://www.bbc.co.uk/blogs/andrewbenson/2010/12/f1s_radical_plan_to_improve_ra.html

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Harry Gant, Hal Needham Live Chat Replay With FanHouse


DAYTONA BEACH, Fla. -- FanHouse senior motorsports writer Holly Cain had another exclusive FanHouse live chat from Daytona International Speedway Saturday, this time with NASCAR legend Harry Gant (above) and stuntman and director Hal Needham.

Needham directed the classic "Smokey and the Bandit" starring Burt Reynolds, and Gant won 18 victories during 22 years of driving in the NASCAR Sprint Cup series from 1973 through 1994. Many of his wins came driving the Skoal Bandit, named after the movie.

Needham, famous in Hollywood for his stunt work before he took up directing, has authored a book on his life, "Stuntman!" that was published Feb. 9.

Below is a replay of the chat.



 

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Source: http://motorsports.fanhouse.com/2011/02/19/harry-gant-hal-needham-chat-live-with-fanhouse-at-11-a-m-satur/

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Dale Earnhardt Jr. Remembers His Father in His Own Way

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DAYTONA BEACH, Fla. -- The white No. 3 decals are no bigger than a fist and sit just above and behind the driver's side window of all the Richard Childress Racing team's Chevrolets. Crew members wore black baseball caps with the same No. 3 logo and driver Tony Stewart strolled through the Daytona International Speedway garage Friday afternoon clutching one of the prized caps himself.

Friday marked exactly 10 years since the driver of the Richard Childress Racing No. 3, seven-time NASCAR champion Dale Earnhardt, was killed in Turn 4 of this track after crashing on the last lap of the Daytona 500. The speedway will remember the NASCAR icon with a moment of silence and fans will hold up three fingers on the third lap of Sunday's Daytona 500.

But for such an overwhelming event, it has been a subdued, subtle and suiting anniversary.

For the past week, Earnhardt's competitors, teammates and friends have shared emotional stories about that fateful Sunday afternoon. But the one person you won't see participate in any contrived memorial this weekend is Earnhardt's son, Dale Jr. No hat, no decal. None necessary.

"I'd personally rather just watch it and stand on the sidelines,'' Earnhardt said of the various tributes and memorials planned for the weekend.

"It's more fun for me hearing how other people reflect, hearing other people's stories. I know how I feel in my heart and I don't feel a real need to discuss that a lot.

"I want to do what's right and honor him, but I don't need to do it in front of a bunch of people. I feel like he carries his own weight and he doesn't need me being a part of the celebration or whatever you want to call it. I don't want to take away from it in any way.''

 

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Source: http://motorsports.fanhouse.com/2011/02/18/dale-earnhardt-jr-remembers-his-father-in-his-own-way/

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Clint Bowyer Wins Pole for Nationwide Race at Daytona, Danica Fourth

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DAYTONA BEACH, Fla. -- Up until the final few minutes of Friday's NASCAR Nationwide Series qualifying, it looked as if IndyCar star-turned-NASCAR newbie Danica Patrick may just have landed herself the pole position at stock car's most famous track, Daytona International Speedway.

Midway through the session Patrick laid down the fastest lap of the afternoon bumping veteran Carl Edwards off the top spot and igniting a buzz around the garage area. Had her lap stood, she would have been the first woman to win a Nationwide Series pole since Shawna Robinson did it in March 1994.

Instead, another newcomer, Landon Cassill, knocked Patrick out of the top spot only to have Sprint Cup Series veteran Clint Bowyer come in and better them both. Bowyer's lap of 180.821 mph in the Kevin Harvick-owned No. 33 Rheem Chevrolet earned the former series champ the pole position for Saturday's DRIVE4COPD 300 and stifled the building frenzy around a possible Patrick front row start.

Cassill will start alongside him while another late qualifier Dale Earnhardt Jr,. took the third position. He'll start next to Patrick on the second row; he owns both cars.

This is only Patrick's 13th Nationwide Series start in her highly-publicized racing double as a full-time driver in the IZOD IndyCar Series and a part-timer in NASCAR's second-tier Nationwide circuit.

"It's been a fast car the whole time we've been here,'' Patrick said, as she watched the remaining few cars qualify. "No matter what happens now, it'll be a good starting position. This is a big deal and for it to come at Daytona, it's 10 times a bigger deal.''

 

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Source: http://motorsports.fanhouse.com/2011/02/18/clint-bowyer-wins-pole-for-nationwide-race-at-daytona-danica-fo/

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