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

Mohawk Northeast Chevrolet Landon Cassill Post 9 11 GI Bill Chevrolet Martin Truex Jr

Testing teams get to grips with new technology

Valencia

At the end of the first Formula 1 pre-season test, three teams emerged as pace-setters for the hotly-anticipated new season.

It was no real surprise to see Red Bull's world champion Sebastian Vettel become the first to lay down a marker before Fernando Alonso went faster for Ferrari the following day.

But there were also intriguing early signs in Valencia this week that Renault have taken a competitive step forward over the winter.

Kubica

Kubica set fastest time seen so far in winter testing on the final day in Valencia Pic:Getty

The team had produced a self-proclaimed "brave" design concept over the winter and in Spain they revealed the so-far unique approach of having the exhausts exit at the front of the sidepods either side of the driver.

Robert Kubica went on to show it was not simply style over substance by scorching to the fastest time seen so far in winter testing on the final day.

The Pole's time was 0.163 seconds quicker than Alonso and 0.625 secs ahead of Vettel's best.

F1 insiders calculate those three leading times were all set on similar levels of fuel, even though Kubica and Alonso set their times on a five-lap run while Vettel's best came over 10 laps.

Those runs were not in qualifying trim and so all three could, in theory, have gone even faster.

Kubica also encouragingly showed good pace over a 25-lap run with most tours in the 1:16s bracket, while Mark Webber exhibited consistent pace for Red Bull on Thursday in a 20-lap run which mainly consisted of 1:15s.

Kubica, Alonso and Vettel may have tantalised the top of the timesheets but in testing headline lap times don't tell the whole story.

Valencia was the first opportunity for teams to trial their technical updates for the 2011 season.

Yet another raft of rule changes - the return of the Kers energy boost system, the introduction of a moveable rear wing to aid overtaking and the removal of the double diffuser and F-duct aerodynamic aid - has meant a major re-think for design departments.

On top of that there is the problem of understanding how to tease performance out of the Italian Pirelli tyres, back in F1 for the first time since 1991 as single supplier in place of Bridgestone.

It is, in fact, the tyres that have leapt to the top of the teams' concerns about what fortunes lie ahead.

"Tyres are more of an unknown," commented Ferrari technical director Aldo Costa, throwing back an espresso in a single gulp.

"It is a very, very big job to develop the car around the tyres because they have a lot of implications on the car consistency and performance."

Even Red Bull's seemingly unflappable design guru Adrian Newey described it as "difficult to design for the Pirellis".

To a man, the drivers agreed that the Pirellis "went off" - reduced significantly in grip - much quicker than they were used to.

McLaren's Lewis Hamilton said the new rubber did not have "as much grip as the Bridgestones" and was "harder to control over a longer stint".

Kubica agreed with that assessment, adding: "That is why I think the tyres will play a crucial role. You may have to adapt your car set-up, or make the tyres last longer, or work better - that can make a big difference."

Pirelli has been asked to deliberately design less durable tyres in the hope that this will spice up the racing.

The company's motorsport director Paul Hembery batted away the drivers' disappointments.

"There will be no developments [to tyres] made following this test," he explained. "The teams now have to work out how to get the best out of the tyres."

Eight teams rolled out the first interpretations of their 2011 challengers in the Valencia sunshine, while McLaren, Force India, Virgin and Hispania ran last year's cars.

The main priority for teams with the fledging class of 2011 cars was to find out if the new parts were reliable. Only much later will it become clear how much, if any, performance they have added to the car.

"Looking only to our car, yes we are very happy," Costa said. "It needs to be a very balanced approach to be a fast and winning car.

"About the competitors, it's very difficult to understand where they are because it is difficult to see if they are using Kers or not, the rear wing or not, what kind of tyre they are using, how much fuel..."

The teams fiercely protected their secrets behind towering screens, guarded garage doors and under billowing sheaths. When Felipe Massa dramatically stopped on track on Thursday, crimson-clad Ferrari employees remarkably managed to hang a concealing cover underneath the car.

As always, the teams were keeping their cards close to their chest about the specifics of their programmes.

Most teams testing the 2011 cars had Kers installed for the majority of the running, even if they weren't actually powering it up.

Ferrari, Renault and Red Bull ran smoothly while Mercedes reported their Kers system was behind some of their teething problems, even though Mercedes had the most reliable when it was last deployed in 2009.

"We've got some areas that were getting a little bit too hot," Mercedes boss Ross Brawn said coolly.

The moveable rear wings also seemed to be a relatively trouble-free addition. The concept is such an integral part of the design rules that even if the wings played a passive role in testing they were still worth having on the car.

It will be up to the drivers to master the devices and with more buttons to press on the steering wheel that may not be quite so straightforward.

"In terms of all the other things we are operating from the cockpit, last year we had quite a bit to do and that was quite a challenge," Webber said.

"It's no big surprise to us that we might have to learn some new techniques this year but as long as you can still watch the road, that's the most important thing."

In less than a week, round two of testing begins in Jerez, where McLaren will also introduce their new challenger - which is being unveiled on Friday - to the pack.

Teams vying to rein in Red Bull talked with a beguiling mix of mystery and confidence about unspecified new developments in the pipeline.

But the clock is already ticking and there are just 12 days of testing left before the teams face up to reality in Bahrain's opening grand prix.

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

Cliff Griffith Georges Grignard Bobby Grim Romain Grosjean

Starting the season in style

Can I start by saying how great it feels to have F1 back on the BBC, and in HD glory?

I loved the tweets telling me about all the F1 parties going on around the UK and, even though many of you had to do some serious coffee drinking to cope with early morning action, #bbcf1 was trending on Twitter the whole weekend, which was awesome.

Mind you, it's funny how life can conspire against you sometimes isn't it? Having waited all winter, and an extra couple of weeks, I wanted to have the perfect preparation ahead of the opening race weekend of the 2011 F1 season. But it didn't quite work out like that.

Now, I'm an eight-hours-a-night man at the best of times, so having spent the day grabbing the latest info in the paddock and then grabbing a late dinner, I was already worried about finally getting to bed at midnight ahead of Saturday's first qualifying session of the year.

However, an hour or so later and my night was set to get worse. A lot worse.

Australian Grand Prix winner Sebastian Vettel is sprayed with champagne by runner-up Lewis Hamilton

Australian Grand Prix winner Sebastian Vettel celebrates with runner-up Lewis Hamilton. Pic: Getty Images

You know those horrible, startled wake-up calls that you get sometimes when you spend the first 20 seconds just trying to remember where you are? That was me, staring into the darkness trying to work out what the sound of rushing water was in my hotel room at 2am. Moments later I was flying across the room in panic as out of the ceiling, on to the laptop, all over the desk... a water leak!

Thankfully, I managed to rescue the computer and, after moving rooms, eventually got my head down - welcome to the new season, Jake!

It felt really strange starting the season off in Australia again, actually.

The last time I welcomed you guys to the BBC's coverage of the opening race there, it was 2009 and I was in a serious state of panic. I'll never forget standing in the pit lane in Melbourne and hearing 'The Chain' for the first time. I'd never stood under the winner's podium, interviewed a driver, or even done live TV with Eddie Jordan and David Coulthard before. It's amazing how quickly you can get used to something isn't it?

Mind you, after a break of a few months it always feel a little bit like it's the first time you're popping in your earpieces and hearing the seconds count down until we're on air.

Like anything that involves a group of people working together, you get a great flow going when you do something regularly, and equally after a big break you can feel pretty rusty. I'll certainly admit to feeling like a badly oiled bike this weekend.

Before each show we always get together in the production office to discuss what's on the programme and watch the taped elements of the show. I also talk with Steve Aldous the assistant editor about where we want to be. We try to inform the teams so we don't surprise them by suddenly appearing inside their garage live on air and then we take to the pit lane - all seven of us!

With Steve, a sound man, monitor man, a couple of cameras, me, and two pundits we can be quite a big group to negotiate what is at times a really rather claustrophobic pit lane.

Australia was particularly busy, with my random moment of the weekend being former Westlife member Brian McFadden having a beer with Beppe Di Marco from EastEnders while Leo Sayer and Danny Cipriani wandered past...That's F1 for you!

One element I really did enjoy was the F1 Forum and if you're in the UK and you've yet to see it I'd suggest you take a look on the iPlayer. We had the Sauber drivers, Paul di Resta, Sebastian Vettel, and DC getting cake in his face - so pretty much something for everyone.

So, what did you make of the first race of the year?

I feel really sorry for the Sauber pair of Kamui Kobayashi and Sergio Perez after their cars were ruled illegal. Perez in particular did an awesome job, just one pit stop, great speed and points on his debut that have now been taken away from him.

If you check out the F1 Forum it's interesting to see the surprise on Kobayashi's face when talking about Perez. If there is one thing an F1 driver likes less than a slow car it's a fast team-mate!

We'd actually made it away from the track when the Sauber news broke and we were heading out for dinner. A quick U-turn in the car, though, and it was back to the track for a late-night piece to camera. It happens every season!

One rookie was certainly not left frustrated. It was great to speak to Di Resta live ahead of qualifying. We always ask for drivers to join us live before the action gets going on a Saturday and they frustratingly rarely say yes.

But Paul was happy to chat and I think he did a great job. He was pretty candid in saying that he thought his car could struggle to make it into the top 17 in qualifying, so to finish with points after the stewards had punished Sauber was great news for him. He did, however, let his team-mate through twice so we'll have to watch that situation carefully.

Despite all that was going on, it was all about one performance this weekend, wasn't it? Vettel's dominance was incredible. No Kers power-boost system but the best start on the grid, masses of speed over a team-mate who he really does have the beating of currently. And most pleasing of all? He's still such a normal guy!

There are a few drivers in F1 that I have interviewed numerous times now yet they still wouldn't give me the time of day. They'd walk past me in the paddock, probably not even know my name. They're so intense that whatever you do you just can't get close to them.

Vettel definitely doesn't fit into the category.

He took the time out to congratulate DC on his 40th birthday having just started his title defence in style, not scurrying off for a massage and avoiding the media at all costs. Relaxed, approachable, honest and stunningly fast, I think it tells us so much about him that he can put in such amazing performances and enjoy it at the same time. He will go on to be an even bigger star if he can marry up such personality with such speed for seasons to come.

So, we head to Malaysia with Red Bull looking like they're around a second quicker than the rest with a super-confident driver very much playing a game of 'catch us if you can'.

The best news of all, though, is you'll only need an 0800 alarm to enjoy the action on race day, so I hope I'll see you then.

Jake

Source: http://www.bbc.co.uk/blogs/jakehumphrey/2011/03/can_i_start_by_saying.html

Dodge Dodge Trevor Bayne Jason Leffler Great Clips Toyota

F1 gurus lead a revolution in car design

Formula 1 is undergoing a quiet revolution.

In two years' time, the cars that line up on the grid for the start of the 2013 season will be vastly different from those that raced in 2010.

Governing body the FIA has already announced that the current 2.4-litre normally aspirated V8 engines will be replaced by 1.6-litre turbocharged versions with integrated energy recovery systems.

Now, BBC Sport can reveal that, driven by this big change to the engine regulations, the cars will also undergo their own huge revisions.

To the casual observer, they will still look like F1 cars and, importantly, will still go like them. But within the limitations of an open-cockpit, single-seater racing car with exposed wheels, they will be very different from current machines.

Gone will be the huge, snowplough front wings that have been required since the last major change of rules. Gone will be the high, chunky rear wings. Gone, too, will be the high-revving shriek of the engines.

In their place will be a car with much smaller front and rear wings and the much flatter, lower-pitched sound of a lower-revving turbo.

And critically - although largely invisible - there will be a shaped underfloor, replacing the flat bottoms that have been on F1 cars since 1983.

The 1982 Ferrari - a 126C2 - also possessed a small front wing

The 1982 Ferrari - a 126C2 - also possessed a small front wing

These external changes reflect a major change in the philosophy behind the cars and, as with the turbo engines, it is a case of back to the future. As the 1980s dominate the latest High Street fashions, so F1 is borrowing from technologies last seen then and updating them for the 21st century.

F1 last saw turbo engines in 1988. The last time cars had shaped underbodies was 1982. Those were the days of 'ground effect', when designers created huge amounts of aerodynamic downforce - and high cornering speeds - by accelerating the air under the car through the use of curved underfloors to create a 'venturi effect'. This was enhanced by the use of 'skirts', which sealed the underbody and prevented air leaking out of the sides.

We are not talking about a return to those days but the general principle is the same. Just as the cars in the 1979-82 period had small front and rear wings, so will the cars of 2013 and beyond.

The difference now is that whereas in the late 1970s and early '80s aerodynamics in F1 cars were still relatively in their infancy and designers were simply chasing as much as they could, now they are highly refined. And the men behind the proposed new rules are using the underfloor of the car to create efficient - but strictly limited - downforce.

The FIA recognised that if it was to make such a major change to the cars, it needed to be done as effectively and credibly as possible. So to help draw up the new rules they asked two of the most respected and experienced designers they could find - Patrick Head and Rory Byrne.

Between them, Head, the engineering director of Williams, and Byrne, now retired but formerly of Benetton and Ferrari, have won a total of 17 constructors' titles and 15 drivers' titles. They were first approached by FIA president Jean Todt in March 2010.

Among the provisos Head and Byrne were given were: a) at the very least, make sure the changes did not make overtaking any harder than it already is; and b) make the cars a bit harder to drive - the target being for a driver to be able to be on full throttle for only about 50% of the lap, as opposed to the current average of 70%.

The new regulations are being fine-tuned by FIA race director Charlie Whiting this week before being sent to the 12 F1 teams for analysis. In the new year, they will be critiqued at the sport's Technical Working Group, a group of leading engineers who effectively define the technical rules.

Head says "sure as hell there'll be some small changes" there. The basic philosophy, though, is expected to stay the same, while Head says the shaped underfloor is "inevitable".

"It all starts with the fact that we are only going to have roughly 65% of the amount of fuel, and a (limited) fuel flow rate," he explains. "When you're very limited on fuel, it's very clear you've got to reduce drag enormously. OK, the tyres are a very high proportion of the drag but we decided not to put tiny skinny tyres on it because it's still required to go around corners quickly.

"So the next thing you turn to is the massive rear wing we're running at the moment and as soon as you replace that with a much smaller one, it's 'Oh, we've lost all our downforce, so what can we do?' So inevitably you end up with a shaped underside."

This idea has been around for a long time - as long ago as 1998, when another working group, led by the late Dr Harvey Postlethwaite, also suggested reducing the sizes of front and rear wings and re-introducing shaped underfloors. The idea was canned by then FIA president Max Mosley.

Back then, the motivating factor was to improve the racing. In theory, cars designed this way can follow each other more closely than modern F1 cars.

Currently, drivers experience a severe lack of grip when they get to within about a second of a car in front because the airflow to their cars, particularly over the critical front wing, is badly disturbed.

In theory, with smaller wings and a greater proportion of the total downforce coming from under the car, there is less disturbance in the wake of the car in front, so a following car loses less aerodynamic downforce. It therefore retains more grip, allowing drivers to get closer to the car they want to overtake, making passing easier.

Under these new rules, any benefit to the racing will be secondary. The first goal is improving the cars' efficiency.

But it's just possible that, in chasing a goal that is all about keeping F1 in step with a world of diminishing fossil fuels, the effect will be to make overtaking easier.

Chastened by years of rule changes aimed at making cars more raceable that made no discernible difference, those involved are cagey about that for now. But one senior figure will at least admit the thought is on their minds.

"One of the fundamental parts of this," he said, "was that it wouldn't make it worse. But we do believe that if you can ensure there's less disturbance in the wake, that's good."

Source: http://www.bbc.co.uk/blogs/andrewbenson/2010/12/formula_1_is_undergoing_a_quie.html

Erik Darnell Reed Sorenson Dollar General Toyota Michael Annett

NASCAR The Drivers Physical Conditioning

So does NASCAR driver physical conditioning matter. Some would debate that drivers are not athletes but one must consider the conditions inside of a stock car race vehicle. The interiors of these cars are not designed for driver comfort with air conditioning and surround sound. Everything about a stock car is focused on speed not on comfort. So NASCAR driver physical conditioning must be such that it builds a drivers endurance to withstand some harsh conditions and Gforces. And, the NASCAR driver physical conditioning is very similar to athletes in other sports except different areas are built up.

The temperatures in the drives cockpit of a race car can reach around 120 degrees Fahrenheit. Combine this temperature with a 500 lap race at 200 mph along with lack of air flow and you will see that NASCAR driver physical conditioning to build in endurance is critical. Plus, a NASCAR driver will need to steer and maneuver a 3,400 pound vehicle around curves, other cars, and over bumps. This can cause a lot of impacting against the driver plus just the strain of controlling the steering wheel. Then there are the G forces that will result from banking turns at speeds close to 200 mph causing pressure on the drivers torso as it presses against the side of the vehicle.

Oxygen is a problem too. Since the cars are very aerodynamic so as to increase speed, the air is guided around the car but does not reach the inside. The drivers cockpit is not pressurized like an aircraft. So, the driver has to be able to process what oxygen he gets very efficiently. Therefore, NASCAR driver physical conditioning will include aerobic exercises so as to optimize the processing of oxygen by the body.

Part of any good physical athletic training is the proper amount of nutrition and rest and NASCAR driver physical conditioning is no exception to this. By including the proper amount of nutrition and rest in NASCAR driver physical conditioning, the driver can maintaining alertness and quick reflexes which are crucial to a safe drive. Not getting the proper amount of rest can cause a driver to make mistakes which at 200 mph could be dangerous and even fatal.

Without the proper nutrition and rest in the drivers physical conditioning, a driver can become confused and disoriented during the race. This is especially true when combining the lack of air in the cockpit mixed with carbon monoxide fumes and tremendous G forces which cause disorientation as well. G forces can also affect vision but proper nutrition and vitamins combat against their effects.

NASCAR driver physical conditioning also includes weight training but not in order to build mass. The weight training performed by a driver is to build up strength for steering and breaking. It is also so that the drivers body can withstand the abuse from bouncing around and getting slammed from excessive Gforces.

NASCAR driver physical conditioning separates those who can make it for an entire racing event and those who would wear out during the qualification races. It is very important and the sport should be taken just as serious as any other professional sport.

For the largest selection of Nascar Merchandise along with up to the minute News, NASCARsupershop.com offers this and more. We carry everything NASCAR including Nascar Car Flags and Nascar Baby Pajamas all at the best prices everyday!

Article Source: NASCAR The Drivers Physical Conditioning

Source: http://www.articlespan.com/article/102519/nascar-the-drivers-physical-conditioning

Al Herman Hans Herrmann François Hesnault Hans Heyer

From Nascar "Pony" Car Fame - The Lincoln - Mercury Cougar

You may well have thought that the Mercury Cougar auto that the origins of the Mercury Cougar auto were nothing more than a whale sized version of simple Ford Thunderbird car. Yet many are surprised that the history and development of this classic American sportscar rather was that of the NASCAR legendary Mercury “Pony Car” , which kicked nothing but but “Butt” on the Trans-Am Automobile racing circuit.

Originally Lincoln- Mercury (considered at the time to be the luxury end of Ford Motor Corporation), had devised the idea of developing, designing and marketing a small sized sports car. The germ of this idea had started as early as February 1963 with the idea in the works of this smaller sports type vehicle to be sold within the North American automobile market.

But it was the success of the Ford Mustang product that finally put the pedal to the metal (or the design and marketing staff’s ok and budgeting of departmental project funding). It is said that nothing drives a project the automobile industry than the potential of excellent sales figures and profitability’s. Even the name of the vehicle product “Cougar” is not totally unique. Cougar is in the same vein as “Mustang” – both being sleek fast racing animals.

Although the Cougar was also built on a 111 inch

wheelbase similar to the mustang auto sports car, the Cougar was rather three inches and half inches shorter than its cousin – the Thunderbird. Underneath the elegant sheet metal of the Cougar was a Mustang, so to speak. In actuality the Cougar shared with its cousins – the sporty Mustang, and the dourer 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 and in the end become a rather non defined wishy washy bloated luxo sort of sports car by the end of its automobile production lifetime? What proved to be this product and projects undoing was the lack of true comprehension from the direct Mercury as well as Ford staff and executives as to what this car’s clear and distinct market was. It may be said that at the best they were disinterested and at the worst clueless and greedy. 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: From Nascar "Pony" Car Fame - The Lincoln - Mercury Cougar

Source: http://www.articlespan.com/article/140282/from-nascar-pony-car-fame-the-lincoln-mercury-cougar

Kurt Thomas Busch Kyle Thomas Busch Jeffrey Tyler Burton Richard Allen Craven

NASCAR Tickets - Talladega Brings Crashes, Leaves Seven Fans Wounded

The Talladega Superspeedway is known for its tight track and close races, and last weekend's Aaron's 499 at Talladega proved this to be true once again. Wrecks were the name of the game in Sunday's 'Dega race, as restrictor-plate racing gave way to multiple accidents in yet another intense race at the speedway. Three big accidents took out many of the Cup Series' top contenders, as a 13-car buildup early in the race on Lap 7 would set the tone for the day. A 10-car accident also ensued toward the end of the day with nine laps to go, and finally on the sprint to the finish Carl Edwards made Talladega's grand finale with a fiery crash that sent his car soaring through some fencing against the grandstands, injuring seven fans while sparking an unreleased medical condition with an eighth.

While Talladega's two multi-car pileups were ample cause for riled-up excitement in Sunday's NASCAR Sprint Cup Series race (as they took out Jeff Gordon, Clint Bowyer, Mark Martin, Martin Truex Jr., Sam Hornish Jr., A.J. Allmendinger, Kasey Kahne, Kevin Harvick and several more top-runners,) it is Edwards' crowd-injuring crash that is likely to be remembered from the speedway. In the last lap of the 'Dega race, the battle for first place came down to a four-car struggle between Brad Keselowski, Carl Edwards, Ryan Newman and Dale Earnhardt Jr., with Edwards and Keselowski in a locked-in battle that ultimately led to Edwards' disastrous crash.

Keselowski nudged Edwards into first place with one lap to go in yesterday's intense race, but when Keselowski attempted to pass him, Edwards blocked the pass and inevitably caused contact that sent his car in a spiral, landing in a frontstretch fence and just barely missing contact with the grandstands. Debris went flying and ultimately injured seven race fans (though none seriously) becoming cause for evaluation by NASCAR officials to tighten safety features for upcoming races.

Carl Edwards made a statement following the race that while he wasn't pegging the crash on any one driver, he was upset that the accident had such a disastrous result. "I'm glad the car didn't go into the grandstands," he told the media. "I saw some fencing at one point and that made me a little bit nervous. I don't know if I could live with myself if I ended up in the grandstands." About the current rules on restrictor-plate racing at Talladega, Edwards said, "We'll race like this until we kill somebody, then [NASCAR] will change it."

This type of restrictor-plate racing that is in place at 'Dega also applies at Daytona, attempting to limit the high speeds at the two racetracks. Inevitably, this use of restrictor plates leads to a tightly-packed field on the track, and crashes are typically in high numbers at both speedways where they're in place. Dale Earnhardt Jr. spoke of this subject following Sunday's Talladega race, saying, "For years, we've had wrecks like this every time we've come to Talladega, ever since the plate got here. And for years it was celebrated. The media celebrated it, the networks celebrated it, calling it 'The Big One,' just trying to attract attention."

If these drivers sound like they're upset about the way things ran at Talladega, perhaps they are. Several drivers were out of luck yesterday following the two massive buildups during the race, and after the damage was done (including for those in the grandstands) reevaluation of the track and race will most likely be in question. Ryan Newman, who snagged a third-place finish at 'Dega, summed things up by saying, "Talladega is short for 'We're going to crash, we just don't know when.' We saw [an airborne car] two times this weekend, so maybe we need to look at things that keep the car down on the ground."

Indeed, some changes are unavoidable concerning safety at the track, but in the meantime the Cup Series will go on. Last weekend, Jeff Gordon lost his first-place standing for the first time since NASCAR season started, as Kurt Busch is now in first place after Talladega, and the excitement is just now getting started. Several more races are still to come this season, and NASCAR tickets are still available online in the meantime!

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Article Source: NASCAR Tickets - Talladega Brings Crashes, Leaves Seven Fans Wounded

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