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

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Brian Lee Vickers Kenneth Lee Wallace Michael Stephen Wallace Russell William Wallace Jr

NASCAR Tickets - Hylton Yearns for One More Start

74-year-old racing legend James Hylton is NASCAR's Energizer Bunny, and as the 2009 racing season gets well underway, Hylton still just keeps going and going. James Hylton is the owner of the Hylton Motorsports race shop in South Carolina and has been for 45 years, but he just can't get racing out of his blood, as this famed driver has recently expressed interest in competing in one last NASCAR Sprint Cup Series race before relinquishing his driving powers to the next generation of NASCR contenders.

Last summer, Hylton became the oldest driver ever to start a Nationwide Series, qualifying Johnny Davis' No. 01 Chevrolet and completing 82 of 105 laps while coming in at 36th place. This racing icon also holds the record as the oldest driver to ever qualify for an ARCA race, and now he's going for records across the boards as he has recently expressed interest in snagging the Cup Series record for oldest driver, which currently belongs to Jim Fitzgerald and Hershel McGriff (who were each 65 when they made their respective final races). While hardships with sponsorship and finances keep Hylton off the track for now, the racing legend still thinks it's feasible to make a Sprint Cup start in the near future, saying, "One more Cup race. I want that record. I've put my whole life into this thing, and I feel like I'm still capable of doing it. If I thought I was endangering any of the competitors or I was in the way or I was somebody out there to cause a wreck... I ain't going to cause anybody no wreck. That's not saying I won't wreck, I've wrecked several times, had bad crashes. But the worst crash I've been in wasn't my fault."

James Hylton grew up in the backwoods of Virginia as one of 13 kids in his family, immersed into stock car racing culture at a young age. Hylton started out in the racing realm working as a mechanic for Rex White, but he eventually got into the driver's seat himself, capturing loads of fans when he made his strong NASCAR debut in 1966, popularizing the No. 48 car before Jimmie Johnson could get to it and winning the league's Rookie of the Year Award the same racing season. The next decade was an absolute racing frenzy for the great James Hylton, who finished the NASCAR championship in second place three times and finished a season in 11th place or better for 10 consecutive seasons.

Hylton retired from the full racing circuit in 1982 but has since gone on to set a number of records, now feasting his eyes upon one last Sprint Cup Series race. Hylton attempted a Daytona 500 race two years ago when Richard Childress supplied him with a bright orange car for the event, yet engine trouble kept him from starting the race, ultimately failing to capture the Sprint Cup record. The big question mark in NASCAR today still stands as whether or not James Hylton will ever accomplish his dream of starting one more Sprint Cup race, and if he does, which one it will be. In case Hylton does get to start one final Cup race soon, get NASCAR tickets online and cheer on this racing sensation, as you won't want to miss this record-setting event!

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.

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Jeffrey Michael Gordon Jimmie Kenneth Johnson Kasey Kenneth Kahne Matthew Roy Kenseth

Nascar Safety Accessories And Restrictions

Nascar was always criticized for the lack of safety ordinances in its races. But since 2001 after a series of accidents killed many peak drivers, including the ill-fated last-lap wreck of Dale Earnhardt, Nascar had to disengage and modify its position on this. It has now begun to bring in safety devices and accessories.

The Seat
The Seat has evolved over the last few years. The seat in a racing car is designed to contract and distribute the impact over a greater part of the body in case of a wreck. The rib cage is one area where the force of a crash can get centered. Another area is the shoulder. This will contract the impact and it will not get centered on one particular area, which can often be fatal.

Harnesses
Now Nascar has updated its norms, and the HANS device is now mandatory. Earlier, the Hutchens device was all that was required. But since the accidents, the norms have converted.

The Seat Belt
A very fundamental accessory when it comes to the safety of the driver. In Nascar, the six-point seat belt is utilized. In this system, two straps come over the drivers shoulder and two come over the waistline. One strap even comes up between the legs of the driver.

The Restrictor Plate
This is a very important accessory that reduces power on the racing circuits. This is placed in between the carburetor and the intake manifold. It confines air flow and subsequently power as well. Since this add-on was made mandatory in high-speed racing circuits like Daytona, the speeds have reduced considerably.

Today, in order to see high speeds, the spectator has to go to certain race courses where the restrictor plate is not required. In such race courses, high speeds like 230mph have also been achieved. But the restrictor plate has become a mandatory part in most race circuits by Nascar.

Barriers
The new S.A.F.E.R (Steel and Foam Energy Reduction) barriers have been put in across most Nascar race courses. This will absorb a lot of zip from the car in case of a crash. This is much better than a concrete wall, which does not absorb any energy at all. There are some other types of softer walls and barriers as well. Cello-foam barriers are also very popular. The PEDS system, which involves the use of small cylinders inside bigger ones, is also a popular form of barrier.

Compression barriers were also used in earlier times. This involved the use of soft materials like tires over the walls and then covering it up with a soft surface. This guaranteed that the walls came back to their original shape as soon as the impact was over.

This author is a HUGE fan of NASCAR licensed merchandise

Article Source: Nascar Safety Accessories And Restrictions

Source: http://www.articlespan.com/article/111195/nascar-safety-accessories-and-restrictions

Tayler Malsam Iron Horse Jeans Toyota Mike Bliss Shelby Howard

Could F1 go to pay TV?

Formula 1's ability to generate major news stories above and beyond the excitement of the racing has never been in doubt, and this week has been no exception. No sooner had the dust settled on Lewis Hamilton's brilliant victory in the Chinese Grand Prix than reports emerged that Rupert Murdoch's News Corporation was considering buying the entire sport.

The stories appeared first on Murdoch-controlled Sky News, quickly followed by the Murdoch-controlled Times newspaper, and they certainly set tongues wagging within F1.

The prospect of the sport being taken off free-to-air television - in the UK, it is currently on the BBC, which took over the contract from ITV in 2009 - and put on pay-per-view has also created debate on social network sites.

So could it happen?

Given that this is F1, it is no surprise that not only is there no definitive answer to that question, but that any explanation of the situation is complicated. I'll try to make it as straightforward as possible.

There are two inter-related issues here - who owns F1's commercial rights, and where it is broadcast. We'll leave the ownership of the sport aside until later and deal with the issue of free-to-air versus pay-per-view first.

F1 is governed by a document called the Concorde Agreement, which binds together the teams, governing body the FIA and the commercial rights holders, currently the private equity group CVC Capital Partners, represented by F1 commercial boss Bernie Ecclestone.

The Concorde Agreement is secret - so secret that the teams are not even allowed to retain their own copy - but it is known that it contains a clause which dictates that, in major territories, F1 has to be broadcast on free-to-air television.

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The reason for this is that free-to-air TV has much bigger audiences than pay-per-view, and the bigger the audience, the greater the chance of bigger sponsorship deals and therefore financial security and, for the teams, on-track success.

Take F1 off free-to-air TV and the audience would shrink dramatically. The smaller the audience, the less keen sponsors are to be involved, and the less money those that are involved would pay to the teams and Ecclestone.

However, the current Concorde Agreement runs out at the end of 2012, and negotiations to scope out a new one are beginning - at exactly the time that the global economic climate is making the commercial environment increasingly tough.

So teams are about to discuss the contents of a new Concorde Agreement at a time when several are struggling to raise funds and when the amount of money available from free-to-air broadcasters is, in a lot of cases, stagnating or reducing.

In that environment, might the F1 teams be tempted to try to secure their own short-term financial futures by removing the bar to pay-per-view in the Concorde Agreement, so they can free up the possibility of a big pay-day from, for example, Murdoch?

The short answer is that they don't know yet. While teams are beginning to focus on the need for a new Concorde Agreement, they are, in the words of one team principal, "nowhere" on the subject of broadcasting.

It is going to be a thorny and protracted debate, because so much is wrapped up in it:

F1 teams are typically short-sighted and self-interested when it comes to such matters - so it is not hard to imagine that some might see the appeal of Sky's millions as a way of securing their own short-term futures.

The risk with that would be that by reducing its audience, F1 could also reduce its appeal, and put its longer-term survival at risk.

You might think that the teams with least resources at the moment - both from TV revenues and sponsorship - would be most keen on a commercial model that raised more money from pay-per-view. But you would be wrong.

I put these arguments to the Virgin team's sporting director, Graeme Lowdon, who said: "My view is that the sport is served much better in the world of free-to-air for all the reasons you mention.

"F1 is an incredibly popular sport. It's talked about by people. It's the ultimate team game and the drivers are the heroes. If you remove the majority of the public, it removes a lot of the spirit of what F1 is about, as well as the ability for the teams to stand on our own two feet without reliance on the commercial rights holder.

Red Bull driver Mark Webber is interviewed by television crews

The BBC is in the middle of a five-year contract to broadcast F1. Photo: Getty

"It's more important that we have an agenda that grows the popularity of the sport than one that gazes inwardly.

"F1 is way bigger than pay-per-view and deserves its place on the global stage with the viewing figures it gets. We would be concerned if the sport was heading towards a pay-per-view only model.

"The biggest mistake any team can make is to assume you'll never be at the bottom. Look at Williams. They have called it themselves a poor start to the season - and that's an extremely good team. Anyone who assumes they'll always win and argues the financial model on those lines at some stage could come a cropper.

"There are a lot of examples in football - lots of teams have built their model on winning the championship. But only one can win and (beyond that) there's wreckage.

"We have tried to highlight that the model for F1 needs to make sense for the team with the least resources.

"The attraction of free-to-air is it gives you more opportunity to diversify your revenue streams. If we go pay-per-view and find people use other (TV) channels, then we're at risk. At least if you have underlying popularity, you can get your revenue.

"I'd be surprised if a race headlong into pay-per-view would provide F1 with the defences (it needs). Free-to-air provides you with so much flexibility - it means the business is less at risk than if you put all your eggs in one basket."

Of course, there is an opposing view - as expressed by English rugby and cricket executives earlier this week as Sky Sports celebrated its 20th birthday - that pay-per-view can re-invigorate a sport and provide it with much-needed revenues to fund grass roots and youth development. On that subject, the Telegraph has quoted a News Corp source saying the company would "transform" F1.

The issue of who owns F1 is clearly both linked to the debate over free-to-air versus pay-per-view and separate from it.

Ecclestone himself says the potential News Corp sale is a non-story. He told the BBC: "I know Rupert and [News Corp international boss] James Murdoch and Carlos Slim, and if they wanted to do anything they would contact me direct. And they haven't."

Elsewhere, he added: "We would not sell to a media company because it would restrict the ability to negotiate with other broadcasters."

One senior insider said this was one of "Bernie's curve balls - he's always throwing them up; they don't necessarily amount to anything".

And a team principal said he did not think CVC was looking to cash in on its investment in F1. "I think CVC are in it for the long term," he said.

CVC spent £1.8bn on buying F1 in 2006, following the collapse of the previous owners for financial reasons. CVC got into debt doing so, but those debts are scheduled to be paid down within the next two years, after which it can enjoy the huge profits F1 makes.

Any potential sale of F1 is complicated by the fact that the FIA has a veto which it can use if it does not approve of the potential buyer - referred to by Mosley as the 'Don King clause'. And where Todt stands on the issue of News Corp is not known.

Some F1 insiders are sceptical that the story was grounded in reality. "It's built up some momentum pretty quickly," said one, "and I suspect it will die away just as fast."

That may or may not be the case. But the wider conversation is only going to grow in importance over the coming months.

The ownership of F1 is tied up in the Concorde Agreement negotiations. If the teams want a greater split of revenues, that by definition means less for whoever owns the sport. And how does CVC feel about that?

The FIA is also unhappy about its financial arrangements with Ecclestone and CVC. Will it ultimately side with the teams against CVC, with CVC against the teams, or be one of three separate entities all fighting their own corner?

Whether Murdoch is involved in it or not, then, this story is not going away.

Source: http://www.bbc.co.uk/blogs/andrewbenson/2011/04/will_f1_go_pay-per-view.html

Willie Allen Cash America Chevrolet Derrike Cope Carl Edwards

Fighting Schumacher continues to dream

This blog entry is being penned as I fly over Quanzhou on my way to Shanghai at 3,9101ft, travelling at 616mph.

I've just watched possibly the greatest boxing movie ever made, in my humble opinion. The Fighter is a gritty, emotive film about human endeavour, sporting brilliance, and defying the odds. Christian Bale is a master of his craft, isn't he?

It got me thinking of some of the greatest sporting tales ever told. I grew up with my Dad regaling me with tales of watching George Best's electrifying feat at the 1968 European Cup final. We all know about the sheer bravery and mastery that Sir Steve Redgrave displayed in winning Olympic gold number five or Red Rum's historic third Grand National win in 1977.

Now, imagine seeing Michael Schumacher crossing the line to bag win 92 of his career. In his 40s, having had three years in retirement, his return initially fails to deliver... and then, finally, it happens. Where would that rank, do you think?

I know opinion is divided on Michael and it's a shame some of his incredible drives fight for space in our memories with the controversial battle with Jacques Villeneuve at Jerez in 1997 or his demotion to the back of the grid during qualifying at Monaco in 2006. However, don't underestimate what a win would really mean and tell us about him.

This sport moves at such pace that, within a season or two, reining in these cars is like going into a cage with a totally new species of wild animal. They react differently; the cars evolve during the race to such an extent a completely new driving style is suddenly required.

Michael Schumacher (centre)

Fans of Michael Schumacher would love to see him do something special again (AFP)

The demands on a driver's time are greater than ever and unlike in his first career, Michael's perfomances are immediately live on the internet, being discussed on message boards and the subject of 140-character reviews courtesy of the Twitter revolution.

Not only is Michael compared to contemporaries in his 20s, but perhaps even more unforgiving is that he's compared to himself in his 20s.

We arrive at a circuit and immediately mention Michael 'has won here more than anyone else', 'took pole here by over a second in 2002' or said it is 'where Michael secured his seventh title'. Sometimes, living up to your own legacy must be that hardest act of all.

One thing is for sure, just like the film, Michael is a fighter and will battle on. Mercedes team principal Ross Brawn will be aware every time he looks at 'Schumi' that if he can produce the car, Michael can produce the drive.

Mind you, he'll have to go some way to beat the current drivers' championship leader. The last time a driver won the first two races and failed to take the title we were watching Back To The Future and listening to Bros, so history is on Sebastian Vettel's side, but I get the impression that the sport isn't.

What I mean by that is that these days the rate of development and evolution is so unrelenting and punishing that I'd be surprised if the lights at Brackley, Woking, Milton Keynes, Grove or Maranello are ever turned off.

The same incredible process of change also applies to each grand prix itself. Pirelli deserves a huge round of applause for giving us tyres that are delivering precisely what the sport wanted - drivers flying on one lap and driving like my Grandpa Bernard used to in his white Maxi on the next. The 24 gladiators may hate having a chariot that performs so differently during the space of 50-something laps but it makes it great for you at home.

I know with DRS, KERS, tyre degradation, Plan A and B along with all the other elements of a Grand Prix, at times it must seem like a Higher Maths A-Level lesson but I must say Martin Brundle and David Coulthard do a great job at making sense of the madness.

Lewis Hamilton

Some bad luck and his old adversary Fernando Alonso cost Hamilton in Malaysia (Getty)

Ooh, we've just been told 30 minutes to landing, as the season-long treadmill really gets into its stride. We'll be at the track before we know it and I think this is a good weekend to keep your eyes on the men straining every siney, making every move on and off track, and not resting for a moment in an attempt to ramp up the pressure on Seb.

Lewis Hamilton. I saw him after the last GP, a race where strategy, bad luck and his old pal Fernando created the perfect storm to wreck his race. He said 'that's racing' but he knows the facts tell us he was as quick in race-pace as Seb, and he'll take heart from that.

How about Mark Webber? If something is going wrong with one of the Red Bull RB7s it seems to go wrong for his. Two difficult GPs, a dodgy KERS system and four stops compared to just two made by Kamui Kobayashi in Malaysia. However, 12 months ago Seb had no luck and hardly any points. Mark, by contrast, has had two strong finishes - and points mean prizes.

And what of Fernando Alonso? I spent a week at the same holiday resort as him after the Australian race and we were laughing together as he went out day after day to play golf in the driving rain whilst I used the weather as an excuse to do a LOT of sleeping. A bit of rain? No problem for Fernando and that sums up his single-minded determination to achieve what he wants and it won't change this year. A car noticeably slower than McLaren and still managing to race Lewis on the track.

Two races in and I think that the competition at the front seems more aggressive and competitive than I've seen since I started this job. Another great reason to leap out of bed early on Friday morning, hey?

And finally, on that note, thanks to the millions who sacrificed a Sunday morning snooze for last weekend's race. The Malaysian GP enjoyed the highest viewing figures on record and the whole production team were delighted when we discussed it the morning after the race over a breakfast of roti bread and vegetable dhal. Great motivation for all!

Looking forward to sharing this Sunday morning with you too.

Jake

Source: http://www.bbc.co.uk/blogs/jakehumphrey/2011/04/this_blog_entry_is_being.html

Jackie Holmes Bill Homeier Kazuyoshi Hoshino Jerry Hoyt

The Vintage Mercury-Lincoln Cougar - A Nascar Legend

Many have thought of the Mercury Cougar a simply nothing more than a luxo-bloated version of a Ford Thunderbird. It may well surprise many Ford, Mercury as well as Ford Mustang and Mercury Cougar enthusiasts that 35 years ago that the Cougar “Pony” Car was kicking butt on the Trans-Am circuit.

In its origins, the Cougar was an idea that Lincoln-Mercury had been tossing around, for some time, with the idea of a smaller sporty car. As early as February 1963 this idea of a smaller as well as sporty Lincoln-Mercury vehicle, to be introduced to the North American market, came to emerge within the corporate head office, marketing and design staff.

The success of the Ford Mustang was all that was needed to put the wheels in motion. Indeed the famous marketing reference in regards to the product market popularity and sales of the Ford Mustang ‘Pony” Car was a sign in a donut shop that “Or donuts sell as fast as Mustangs”. Nothing drives the automobile industry more than the potential and promise of fast car sales figures. It is noteworthy that even the name of the vehicle product “Cougar” can be said to be family line generated. After the name Cougar is not only six letters but is another member of a line of fast creatures. Both the names of Mustang and Cougar evoke an image of sleekness and fast speed as well as agility.

Built on a 111 inch wheelbase, the Cougar was three inches and half inches shorter than its cousin – the Thunderbird. Underneath the elegant sheetmetal of the Cougar was a Mustang, so to speak. In actuality the Cougar shared with its cousins – the sporty Mustang, and the more dour family vehicle - the Ford Falcon (which was also known in the Canadian market as the Ford Frontenac product. The Ford Mustang had the greatest fortune of being born from the Ford Falcon product line. Mustang enthusiasts owe a great debt of gratitude to a so called compact “Family” car. The Ford Falcon allowed both the Mustang car project as well as the Cougar car product a quick to develop, cheap to produce as well as a proven and durable base platform. Even the dash of the early Mustangs was a direct copy of the Falcons.

Underneath all of the glitter of its elegant sheet metal the Cougar car was all Mustang, using the exact same Falcon front suspension and a solid rear axle with four-leaf springs. A base 289 cubic inch V-8 made 200 bhp (gross), but the real action came in the guise of a 390 cubic inch V-8 that made 320 bhp. A GT option included a performance handling package and power disc brakes that replaced more standard front brake drums. Finally special GT wheels rounded out the package.

It has been said that Lincoln Mercury’s chief designer had envisioned the Cougar as an elegant European sports car, along the lines of the Jaguar Mark 2. How was it that the Cougar went racing?

In 1967 Lincoln Mercury turned to Bud Moore to be the point man for a shot at the SCCA Trans-Am Championship. Team Cougar made up of drivers, Dan Gurney, Parnelli Jones, Formula 1 driver Peter Revson and NASCAR driver Dave Pearson came in second in Ford Mustang’s team. In 1968 then under the aegis of Moore, driver DeWayne “Tiny” Lund went on to capture the NASCAR Grand Touring Championship.

So where and how did the Cougar go wrong. It seemed that Lincoln-Mercury was never quite sure on how to market the Cougar. This lack of market focus, as well as not knowing and perceiving the needs and desires of the potential Cougar customer market proved to be the Cougar’s undoing. By the 1969 product introduction the Cougar was a little longer and a little wider. From then on it was only a short decent into landau roofs as well as the opera window type styling and options of the day. Once started this downward trend and spiral of the Cougar was inevitable. The halcyon years of the early Cougar - specifically the early Cougar model years of 1967 – 70 remain a time when the Cougar’s roar boomed out of dual exhausts and the sign of a car that had some bite to it.

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Article Source: The Vintage Mercury-Lincoln Cougar - A Nascar Legend

Source: http://www.articlespan.com/article/129872/the-vintage-mercury-lincoln-cougar-a-nascar-legend

Patrick Gaillard Divina Galica Nanni Galli Oscar Alfredo Gálvez

The NASCAR Coca Cola 600 Race: Everything You Need to Know to Have the Time of Your Life

NASCAR is one of the most well enjoyed of the American pastimes, and for good reason. While many people have heard of the NASCAR Daytona 500 race, there are other races to attend as well—many of them just as popular as the Daytona 500 itself. One of these races is the Coca Cola 600, a 600 mile race held at the Lowe's Motor Speedway in Concord, NC the weekend of Memorial Day. This is a stock car race, one of the things that attracts die hard fans of NASCAR stock car racing from all around the world. As a matter of fact, this race falls into the top five of all of the NASCAR races put together, something that is rather high honors in the racing world. The hotels in the area fill up in one to two nights; the camp grounds are reserved well in advance and packed to the brim with enthusiastic campers and racing fans.

A Bit of History on the NASCAR Coca Cola 600 Race

Like every other true NASCAR race, the Coca Cola 600 does have some history behind it. It has gone through several name changes, from the World 600 to the Coca Cola or Coke 600. From there it was changed to the Coca Cola Racing Family 600, and then was put back to the near original Coca Cola 600.

This race was designed to offset some of the popularity that the Indian 500 race was experiencing, and it succeeded in doing so. To date, the NASCAR Coca Cola 600 race has better television ratings and a higher viewership on television than the Indianapolis 500. These races occur on the same weekend of Memorial Day, making it prime time for true racing fans across the world. The races have even been scheduled in a way that allows fans to make it from the NASCAR Coca Cola 600 to the Indianapolis 500 and be able to participate in both races, something that wasn't made clear if it would be possible in the beginning. Nowadays, the Indianapolis 500 and the Coca Cola 600 are held on the same day. Of course, this makes a problem for some drivers who are not able to do over 1000 miles in one day, but those who have the grit and are determined to be successful have been known to do both races with ease, leaving the first race to make it to the second just in time.

Camping at the NASCAR Coca Cola 600

One of the best things about the time when the Coca Cola 600 rolls around is that it gives die hard NASCAR fans a chance to get in one place together and cut up. This can include anything, from drinking to games and other activities. Music, friends, fun—this is the type of thing that a successful NASCAR campout consists of. If you have never partaken in NASCAR camping before, the NASCAR Coca Cola 600 is a great place to start. Although the weather tends to be a little warm and sticky, those who have RVs should not have much of a problem dealing with the heat.

There are many different ways to camp out at this race. RVs with a hookup is obviously the most effective and pleasurable way to go about camping at a race like that. There are other ways to go about it as well, like RV camping without the hook up and even tent camping. Depending on what your camping style is there are many ways to enjoy the race, some of them even from the infield.

Of course, the NASCAR Coca Cola 600 is one of the most popular races on the NASCAR schedule, so reservations for camping spots anywhere even close to the infield are going to be in high demand. Make your reservations as early as possible to avoid disappointment as these things tend to fill up very fast. If you are excited about the event, think about the thousands and thousands of others who are excited about it as well.

The Coca Cola 600 is a huge event for racing fans all over. It is one of the hottest commodities on the NASCAR 600 schedule. It draws fans from all over the globe to the hot Carolinas and even more to their television sets, glued to the screen for lap after lap of NASCAR fun.

Join the Roadwarriors to view the trip right from your computer. http://www.Roadwarriorslive.com

Steve Godlewski travels all over the country with his wife Jen, 2 Kids, 2 Dogs, and the cat. Feel free to join us and ride shotgun.

Article Source: The NASCAR Coca Cola 600 Race: Everything You Need to Know to Have the Time of Your Life

Source: http://www.articlespan.com/article/187248/the-nascar-coca-cola-600-race-everything-you-need-to-know-to-have-the-time-of-your-life

Lewis Hamilton David Hampshire Sam Hanks Walt Hansgen