3 Reasons Nico Hülkenberg’s Move to Sauber Might Be the Right One

Sunday saw the conclusion of the 2012 Formula 1 season, and most eyes were riveted to the exciting battle that saw Sebastian Vettel escape with his third consecutive title by the narrowest of margins over Fernando Alonso. However, the revelation of the race may well have been Nico Hülkenberg, driving in his final race for Force India before moving to Sauber in 2013. Hülkenberg led his first ever race laps and looked to be a strong contender for the maiden win – both for him and Force India – until he collided trying to overtake Lewis Hamilton in turn one as the race wound down, eventually shuffling down to fifth at the checkered flag.

 Many F1 pundits, most notably Speed’s David Hobbs, think Hülkenberg might be taking a step backwards on the F1 grid by voluntarily moving from Force India to Sauber, based primarily on the pace of the respective cars late in the season. Taking a deeper look, however, three points arise that suggest Hülkenberg’s move might be the right one to make.

Sauber finished  6^th in the 2012 Constructors’ Championship, Force India 7^th

For Force India, it was a tale of two seasons, with the first 10 races producing 46 points, the second 10 races delivering 63. Conversely, Sauber broke from the gates well, earning 80 points over the first half, then holding on to its position by scrambling for just 46 points in the second. Hobbs and others look to that trend in questioning Hülkenberg’s decision.

Not so fast.

Sauber produced the best chances to win in 2012, finding itself on the podium in four races – two seconds and two thirds - while Force India’s best finishes were off the podium – two fourths and two fifths. When Sauber is at its best, its best is better than Force India’s, and Hülkenberg is looking to stand on the F1 podium for the first time in his young career. If 2012 is any indication, Sauber affords the best opportunity.

 Hülkenberg responsible for much of Force India’s 2012 success

Force India outperformed Sauber over the second half of the season, but most of that was attributable to Hülkenberg himself, as he regularly outperformed teammate Pal Di Resta, outscoring him in six races, and scoring a total of 44 points to Di Resta’s 19. Comparatively, Sauber’s driver tandem of Kamui Kobayashi and Sergio Pérez scored 27 and 19 points respectively, matching or outpacing Di Resta, even with Pérez seemingly checking out after signing with McLaren for 2013, getting shut out of the points the final six races. So, yes, while Force India outperformed Sauber over the last ten races, Hülkenberg was the driver responsible for the majority of that performance.

Sauber runs Ferrari engines while Force India runs Mercedes

Not for nothing, Sauber powers its chasses with Ferrari engines. This isn’t to suggest the Ferrari power plant provides a competitive advantage over the Mercedes of Force India. Rather, the suggestion is for future driving opportunities. Ferrari’s Felipe Massa was lucky to hold onto his drive for 2013, and if he repeats his disappointing start to the season, driver succession rumors will flying by early summer. If so, Hülkenberg, driving for a Ferrari customer team, will instantly find himself in consideration to fill the seat in the prancing horse of the Scuderia. The road upwards in the Mercedes camp is much more cluttered, with both Mercedes and McLaren both seemingly set for several years.

2013 will tell the story

There you have it – three reasons to suggest that Hülkenberg might have made the proper decision to leave Force India for Sauber. The key word, of course, being “might.” The balance of the 2013 season will tell the story, and it all starts March 17 in Melbourne, Australia. 

Run hot laps on Twitter @RayHartjen

F1 Constructors’ Grade Report – Gearing up for Final Exams

With 80% of the Formula One season in the rear view mirror, the Constructors are gearing up for the stretch run and their final marks for the 2012 season. So, to aid them in their preparations, below are their final mid-term grades before report cards come out.

Red Bull Racing-Renault

A-. Despite leading the standings handily and the heavy favorites to win a third consecutive Constructors’ championship, Red Bull pulls only an A- thus far in a wildly inconsistent – for them – campaign. Red Bull has fought all season to get solid results from both cars during race weekends, and the struggle has paid off the last two races. Look for Red Bull to ...

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Formula One for Dummies: F1 Racing Returns to America

Formula One returns to the United States for the first time since 2007 with the running of the U.S. Grand Prix November 16-18, hosted at the sparkling-new Circuit of the Americas track outside Austin, Texas. The pinnacle of motorsport around the world, F1 is an almost forgotten series in the minds of many American race fans, finding itself lapped, if you will, by NASCAR in popularity and viewership. Even the anemic draw of the IndyCar series outperforms F1 in the states.

 All that’s set to change, with the Austin race joined next year by a new street circuit in New Jersey, right on the banks of the most impressive skyline view of New York City. So, to mark the occasion of F1’s re-emergence in the U.S., here’s a quick lesson in F1 101, or “F1 for Dummies.”

Read the complete post on Yahoo! here. 

Reno Air Races Resume Amid Remembrance

Motorsports and racing are inherently dangerous. Where men and women push the limits of performance in competition, equipment breaks or mistakes are made, and accidents happen, the outcomes of which are sometimes tragic.

No form of motorsport is immune, despite the tremendous efforts of organizers, promoters and sanctioning bodies to emphasize safety, and when tragedy strikes it can be indiscriminate, taking a sport’s biggest stars like Ayrton Senna and Dale Earnhardt, or its promising up-and-comers like ...

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Reno Air Races Test PIlots' Skills Just 50 Off Deck

Stephen Partridge-Hicks, known simply as “SPH,” knows a day flying is a day well spent, his smile when climbing into the cockpit surpassed only by the smile when getting out. However, one week a year, his smiles are bigger and last longer, and it happens each September at the National Championship Air Races in Reno, Nevada. 

A native of the United Kingdom, SPH came about flying the Miss USA Formula One race plane through his friendship with Thom Richard, co-founder of Warbird Adventures in Kissimmee, Florida. “Thom told me how much fun he had racing this plan and that he thought I could race her too,” said Partridge-Hicks, “so I thought I would give it shot.”

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Circus sideshow only adds to IndyCar troubles

Last Sunday, Ryan Hunter-Reay won his first race of the season at the famed Milwaukee Mile, tightening up the championship race, and providing a multitude of possible story lines, including the success of the Michael Andretti -led promotion of the event. Instead, the buzz afterwards focused more on yet another blunder by the governing body of IndyCar.

During the race, IndyCar penalized championship contenderScott Dixon for illegally passing before a re-start, a decision that resulted in dropping Dixon down the field, where he eventually finished 11^th. Unbelievably, a failure in IndyCar’s timing and scoring system led race officials to review the wrong replay of the re-start, a previous effort that was waved off. There hasn’t been such a high-profile error in timing and scoring since Arie Luyendyk had to literally fight for his win at Texas in 1997, and this story only gets worse if it ends up costing Dixon the series championship.

Losing ground to NASCAR and Formula 1 for mindshare of American fans, IndyCar can’t seem to either catch or break or get out of its own way. A quick run-down of hard luck and miscues preceding the Dixon debacle include:

Dirty laundry. Following the relative success of this year’s Indianapolis 500, IndyCar CEO Randy Bernard went public on Twitter revealing an unnamed car owner was trying to get him fired. Unlike the past, today’s IndyCar CEO reports into an independent board of directors and not the car owners. In probably an unnecessary move, Bernard put the question of his job security squarely in the glare of the public and media scrutiny. For a sport that lives by sponsorship, the perception of instability at the top does no favors.

Illegal parts, but a legal win. Justin Wilson won the race at Texas Motor Speedway, a great result for a small team looking to break into the upper echelon of the series. That was the good news. The bad news was the car utilized illegal body parts. IndyCar did the right thing by letting the result stand, following NASCAR’s lead over the years – fans deserve to leave the track knowing who won. The worst news is that IndyCar couldn’t discover the illegal parts until after the weekend was over. The perception of lax scrutiny and inspection only erodes credibility. 

Missing pieces.  Mid-way through the race in Detroit, the red flag flew, not for the accident that claimed James Hinchcliffe, but rather for the cause of Hinchcliffe’s crash – a track surface that deteriorated and came up in unbelievably large chunks, necessitating a long delay for patching. IndyCar took a calculated gamble on the track surface surviving the race weekend, and it lost. One more tick on the wrong side of the ledger.

Grid barely filled at Indy.  Qualifying for the biggest race in the world was largely anticlimactic after the race for the pole, as there simply weren’t enough cars and engines to have attempts by drivers to “bump” into the field. In the glory days of Indy, Bump Day was every bit as exciting as Race Day, as tens of cars made the frantic, last moment dash to get into the field for the richest payday in racing. This year, IndyCar just barely filled the field, and two of the cars – Di Silvestro and Alesi – were blacked flagged on race day for failing to keep adequate pace.

IndyCar brings its show to Iowa this weekend, and desperately needs to put on both a good show and an uneventful show. For a series that is struggling to overcome the loss of media magnet Danica Patrick and the tragic death of popular driver Dan Wheldon, the series just can’t afford another high-profile mistake.  

Race along on Twitter @RayHartjen.

Conor Daly Q & A: An American Racer in Europe

Growing up in Noblesville, Indiana, almost in the shadow of  the Indianapolis Motor Speedway, 20-year old Conor Daly dreamed of following his father Derek, a veteran Formula One and CART driver, as a professional racer. With a win under his belt at the Indy Light race at Long Beach in 2011, Daly set off to Europe where he competes in GP3 for Lotus GP, and where he eyes an opportunity to compete at the pinnacle of motorsport, Formula One. Daly’s win at the sprint race in Barcelona earlier this year thrust him squarely into the spotlight and positioned him well in the Drivers’ Championship, where he currently sits in 5^th place. 

Daly and I recently traded off this quick Q & A via email:

Question:  You have been to victory circle once already this season. Does it come as a relief or does it add pressure in the form of increased expectations?

Conor Daly:  I think it is a massive relief. I have proved I can win over here now and the goal is to keep winning. It was so cool to have the American national anthem playing at a Formula 1 weekend!

Read the full interview here on Yahoo!

Run laps on Twitter @RayHartjen. 

F1: Bestowing awards for early season blunders

The 2012 Formula One season has gotten off to an exciting start, with a remarkable six different winners from six races, with five different constructors reaching the top step of the podium. The top of the field is as competitive as never before, with both Drivers’ and Constructors’ Championships destined to go to the final laps of the season. However, with the good comes the bad, and several early season missteps – blunders – have left a few teams and drivers looking to rebound. The winners of the early season blunder awards go to …

McLaren

McLaren showed up at the opening round in Melbourne, Australia as the class of the field, running at the top of the timing sheets in all sessions and being rewarded a victory with Jenson Button and a third-place finish for teammate Lewis Hamilton. However, so much of that early promise has been erased by uncharacteristic – for McLaren – gaffs. Problems with tire changes during pit stops have relegated both the McLarens several critical race positions at most every track. More troubling is a questionable qualifying strategy in Spain, where Hamilton lost any shot at victory in the race when his pole winning time was disallowed, pushing him to the very back of the field. There have also been set-up, strategic, and reliability concerns with Button’s car, with his lone victory and one second place finish tarnished by the collection of just two points over the other four races. Compounding the situation is the feeling around the paddock that other manufacturers have closed the initial performance gap found in Melbourne. Simply, the McLaren team has squandered and given away a bushel of potential points for both the Constructors’ and Drivers’ titles. The good news is the season is young enough to allow a comeback, and the team still ranks second amongst constructors, trailing only Red Bull.

Michael Schumacher/Mercedes

This is an award shared between driver and team. Through six races, Schumacher has two points compared to the 59 of teammate Nico Rosberg. To be fair, Schumacher’s Mercedes team has let him down, with reliability gremlins striking, including a botched tire change in China that eliminated him while running second. However, it’s also worth noting Schumacher’s developing trend of running into the back of cars he’s looking to overtake, a fairly common occurrence during the 7-time world champion’s two plus seasons coming back from retirement, and most recently evidenced in Barcelona when Schumi climbed over the back of Bruno Senna’s Williams. Schumacher’s brilliant pole win at the next race in Monaco went for naught as his 5-spot grid penalty pushed him back into harm’s way, into the barrier entering the first corner, and eventually into the garage with another DNF. Again, with fully 2/3rds the season to go, Schumacher and Mercedes have an opportunity torealize the potential that seems tantalizingly close. The fast qualifier spot at Monaco shows the driver/car capability, but for now, with just two points, a blunder award is the only trophy on the mantle. 

Felipe Massa

Massa has had a difficult time matching the performance of teammate Fernando Alonso, which probably doesn’t make him special, as Alonso is singularly regarded as one of the best drivers in the world. However, Massa has never been just an ordinary driver, and was even an extraordinary driver, narrowly missing out on being the 2008 world champion by just a couple of rain-slickened corners. This year, while under intense pressure from media, fans, and his Ferrari team alike, Massi has simply underperformed. In the same equipment as Alonso, Massa trails his more decorated teammate in points, 76-10. While Massa grabbed eight points in Monaco with a well-deserved 5^th place finish, skeptics look for his struggles to continue, as the slow, twisting Monte Carlo circuit likely hid a great many of the Ferrari’s performance deficiencies. Massa definitely knows the pressure is on for him to perform – his team has said as much. If he wants to keep his seat at a top-tier F1 team, his results have to spike up immediately.

Force India

Coming off 2011’s impressive 6^th place finish in the constructors’ standings and falling just four points shy of Renault for 5^th, Force India was thought by many pundits over the winter as being the best of the mid-tier teams and a strong candidate to evolve into one of the sports heavy hitters. Now, it’s apparent that Force India missed on its design for 2012; they lost the scent of Lotus (nee Renault), who looks like an eventual race winner this year, and have slipped behind both Williams and Sauber. Drivers Paul Di Resta and Nico Hülkenberg wrested a combined 10 points at Monaco with their 7^th and 8^th place finishes, giving the team hope for improved results as developments are made on the car. Until then, though, a blunder award is bestowed for positively missing the mark during the early season.

Selected Media

Some media members are speculating that six winners from six races borders on being bad for the sport, with race outcomes being wholly unpredictable on the nature of NASCAR, and dependent on the follies of tire management and circuit/car compatibility. For sure, there are three other drivers with very real aspirations of winning in 2012 – Hamilton and Lotus’ pair of Kimi Räikkönen and Roman Grosjean. Those bemoaning the current state of affairs will have a better argument if those three win the next three races. But look for repeat winners soon, and for the cream of F1 pit lane to rise to the top in this incredibly competitive, compelling engaging season.

Growing up in Indianapolis, Ray spent the better part of each spring at the “Brickyard,” losing a lot of his hearing, but gaining a life-long appreciation of all things sleek, fast, and loud. Run laps with Ray on Twitter @RayHartjen.

Reflections of Indy 500 usually hint at hindsight

INDIANAPOLIS – Dario Franchitti won yesterday’s Indianapolis 500, and deservedly so, as Franchitti and his Target Chip Ganassi teammate Scott Dixon worked their way up to the front of the field, an idea that seemed far-fetched at best as the team struggled to find pace early in practice and qualifications, and made even more difficult with a pit road incident that sent Franchitti to the back of the pack early in the race. It was a fitting win, and sentimental and emotionally-satisfying, what with Frnachitti’s long friendship with the late Dan Wheldon, winner of last year’s race.

Yet, after the emotionally charged victory celebration wore off, talk in racing circles turned to Takuma Sato and his ill-fated attempt to pass Franchitti in turn one of the final lap, an effort that saw Sato’s race end against the turn one wall and Franchitti leisurely roll under the caution flag to his third 500 victory.

Race fans and commentators looked at Sato’s dive into turn one as further prove of the widely held perception that Sato lacks patience and poise on the race course. Even Dixon chimed in, saying, “I don’t know why he didn’t wait a little longer. I really don’t.”

Sato didn’t wait because it was the Indy 500, a race whose storied history and fierce competition demands victory be earned – rewarding those who seize the opportunity to take and leaving those waiting for gifts thinking of what might have been. As 1986 Indy champion Bobby Rahal has said, “the history books don’t talk much about those who finish second or third.”

Sato certainly would have preferred using draft to slingshot past Franchitti on the final dash to the checkered flag coming off turn four. Those best laid plans were pushed out of his mind though when he grabbed a great “tow” from Franchitti at the end of lap 199, one that put him right behind Franchitti entering turn one.

It was an opportunity too good to pass up; an opportunity that if pulled off successfully puts Sato in the annals of racing history, forever an Indy 500 champion. In the end, it was an opportunity that just didn’t work out.

A race as big as the Indy 500 usually teases racers, crews and fans with the allure of hindsight. What if Al Unser, Jr. hadn’t lifted for traffic in turn two in 1989, allowing Emerson Fittipaldi to get a run down into turn three, where the two collided, with Little Al’s day ending along the wall, Emmo’s in Victory Circle? What if J.R. Hildebrand had lifted just slightly in turn four of last year’s race, taking the chance that his margin over Wheldon was big enough to hang on to the finish? 

Hindsight can be a cruel mistress; so tempting, so teasing, yet in the end a futile pursuit. Yet, we can’t help ourselves. 

As for Sato, after the race he said, “He (Franchitti) didn’t seem to be giving me enough space. I was well below the white line. I just couldn’t make it.” Sato thinks Franchitti didn’t give him room to complete the pass, but don’t misconstrue his statement. He’s not blaming Franchitti, just stating fact. He undoubtedly would have done the same thing, given the roles reversed.

It’s the Indy 500. Victory is never a gift. Even hindsight tells us you have to take it.

Growing up in Indianapolis, Ray spent the better part of each spring at the “brickyard,” losing a lot of his hearing, but gaining a life-long appreciation of all things fast. Run laps with Ray on Twitter @RayHartjen.

2012 Indy 500 – What to Watch For

INDIANAPOLIS - Billed as “The Greatest Spectacle in Racing,” Sunday’s Indianapolis 500 shapes up to be one of the more intriguing races in recent memory. New engines will be tested for the first time over 500 race-tortured miles. Newly designed cars will create new aerodynamic drafting opportunities for drivers to exploit, and for crews to adjust through numerous pit stops. Placed in the pressure cooker atmosphere surrounding the world’s most prestigious race, you have a great many storylines to follow. Below is what to watch for, whether you’re settling into a seat at the track or a sofa in your house.

Will Power won’t win.

Okay, to be safe, let’s say he probably won’t win. If the IndyCars were running on the Brickyard’s old Formula One road course, Power would be a prohibitive favorite, as his early season form has delivered multiple appearances in victory circle. As he makes his road course success seem so routine, it’s easy to forget exactly how hard he works at his craft. He works hard on ovals too, but he’s still learning more so than doing, and that learning hasn’t shown he can manage a race over 250 miles much less 500. Same goes with his Penske teammate and pole sitter Ryan Briscoe. They will continue their learning curve this year, and good results can be expected, just not the top result.

Helio Castroneves might.

Three time winner Castroneves is the one Team Penske driver that has shown he knows what it takes to lead the last lap. The key is to manage the car’s performance as the track changes over the 3-hour plus race. This year, managing to track conditions is a critical consideration, as the weather in Indy has been hot, humid and free from rain. What that means is a track that will only get more greasy and slippery as the race progresses, placing a premium on keeping the car set-up one step ahead of a changing track.

Andretti Autosport - What a difference a year makes.

The Andretti name is synonymous with Indy drama, and three generations of mostly futile efforts, save patriarch Mario’s ’69 victory as a driver and Michael’s 2005 victory as an owner, have only presented the story as some sort of package of cruel tricks. This was a team that suffered through all sorts of problems last May, unable to even qualify the entire team.  This year, drivers Marco Andretti, Ryan Hunter-Reay, James Hinchcliffe and Ana Beatriz have hovered at the top of the time charts most every session. While Hinchcliffe starts just inside Hunter-Reay on the front row, look for RHR to outshine his teammates on race day. 

Saving fuel begins with the first drop, not the last.

The Indy 500 is the biggest race in the world, and a race worth taking a gamble if the opportunity arises.  Therefore, the last pit sequence almost always features cars trying to stretch fuel mileage and “steal” a victory. When it comes to mileage, no one does it better than Panther Racing, a team who has parlayed the combination of fuel strategy and strong cars into four straight 2^nd place finishes in the 500. Panther’s strategy starts with conserving fuel from the first lap of the last stint, and gives its driver J.R. Hildebrand a chance to claim the victory that so cruelly eluded him last year. Panther’s lessons learned from fuel conservation runs can’t be overestimated, as it still seems to be an elusive concept to even series stalwarts like Target Chip Ganassi.

Ganassi not quite on target, but not to be overlooked.

The Target Chip Ganassi duo of Scott Dixon and Dario Franchitti has struggled early this season, and the month of May at Indianapolis has been no exception. While certainly not favorites for Sunday, they are not to be discounted entirely. Both are previous race winners and both practice race craft at the highest of levels. But, both are handicapped with a Honda engine down on power relative to the Chevrolet. Look for them in the top ten, but not for the win.

Because good guys do finish first.  Sometimes. One time.

No winner would tug the sentimental heartstrings as much as Tony Kanaan, who deserves an Indy 500 victory if only as a lifetime achievement award for being one of the engaging faces of IndyCar during its difficult post-CART transformation. Kanaan has won almost everything else, including a season championship, but has been jinxed at the Brickyard despite regularly leading laps and running strong. He’s had stronger cars and teams at Indy before, only to fall so tantalizingly short. What makes this year different for Kanaan and his KV Racing team? It’s this year, and with a new cars, new engines, and new drivers, it’s got to be someone’s year, so why not his?

Race along with Ray on Twitter @RayHartjen.

IndyCar St. Pete opener: What to watch for

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Growing up in Indianapolis, Ray spent the better part of each spring at the “brickyard,” losing a lot of his hearing, but gaining a life-long appreciated of all things fast. Race along with Ray on Twitter @RayHartjen.

3 Reasons IndyCar Might Once Again Become Relevant

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Race with Ray on Twitter @RayHartjen.

2012 F1 season off to a proper start

The 2012 Formula One season is off to a rousing start, and the lights haven’t even gone off at the start of the first race yet. If the first qualifying session of the season is any indicator of what we can expect for the entire season, F1 fans around the globe are going to have plenty to watch and talk about.


For the first time since the 2009 season, there isn’t a Red Bull in the first two rows. What that means for viewers is perhaps a dawning of a new era in F1, with new teams and a newfound competitiveness up front. Of course, it’s only the first race, and we haven’t even had the race at that, so it would be prudent to keep the enthusiasm a bit in-check – more bridled than unbridled.

The first row was swept by the McLarens of Lewis Hamilton and Jensen Button, and deservedly so, if not for the drivability of the car than for the design of what has to be the best looking F1 car on the grid. Going in a different direction than every constructor save Marussa (nee Virgin), McLaren has shirked the platypus step nose of all the other builders to present the cleanest, most elegant car on the grid. That alone should be worth one point per race in the standings, just out of principle.

The biggest surprise, more so than the 5th and 6th placings of Red Bull’s Mark Webber and Sebastian Vettel, was the 3rd place showing of Frenchman Roman Grosjean, returning to F1 and putting the Lotus (formerly Renault) in the rarified air of the front of the grid. He’s joined on the second row by Michael Shumacher, who has looked positively rejuvenated in the four on-track sessions thus far this season.

Biggest disappointment of the early season would have to be Ferrari, where Fernando Alonso spun early in Q2 and ended up 12 on the grid. Still, that effort was much better than Felipe Massa’s disappointing 16th, having barely escaped Q1 with a mad dash on soft compound tires. In a make-or-break season for Massa, the start of his campaign has exactly gone to script.

With seven constructors making out the top ten in qualifying, the first race of the season is stacking up to be one of the more competitive – and potentially surprising – early season races in years. Here’s hoping Sunday’s race keeps pace with Saturday’s qualifying.

Race along with Ray on Twitter @RayHartjen.

Is Danica Patrick good for NASCAR?

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A Viewer's Guide to the Daytona 500

Read the complete Viewer's Guide as published on Yahoo! Sports.

A Race Fan’s Wish for NASCAR

As on-track activities continue for the biggest week in NASCAR racing, culminating with next Sunday’s 54th running of the Daytona 500, NASCAR officials will continue scrutinizing cars and the racing action all week, an almost endless loop of technical analysis designed to deliver side-by-side, competitive racing to track-side fans, and more importantly, couch-surfing television viewers. NASCAR’s appeal has always been in the everyman approach to technology and an entertaining product of competitive, unpredictable racing with driver heroes making the difference between checkered flag glory and pit lane disappointment.

NASCAR’s regulators have a variety of tools to employ to ensure they manufacture what they deem to be the best racing, and they aren’t afraid to changes rules, mid-season or mid-week. Taking the liberty to speak for dedicated and casual race fans alike, below is my wish-list for John Darby, NASCAR’s Director of Competition and the man dressed in Santa’s red suit this week.

What I don’t want to see:

Everyone seems to have had enough of last year’s two-step tango, and early signs indicate new regulations have cured that ill. Cars running in tandem are interesting for a lap or two. After that, what more do I need to see until the next round of pits stops tells me whether any of the pairs got mixed and matched? Oh, and pity the poor driver who might be the odd one out, running solo and doomed to watching the race disappear out the front of the windshield.

But, in a haste to eliminate the two-step, let’s not go the other way and end up with one amorphous gaggle of 43 cars - the pack is back! - droning in a thunderous bunched pack, each race lap rife with anxiety that a wiggle causes a chain reaction that eliminates half the field before the half-way point.

A 43-car bunch is a 4-hour roll of the dice, perhaps best taken in by exactly what NASCAR doesn’t want – viewing apathy. Soon, even die-hard fans take to the behaviors of the casual fan: watch the first 10 laps, take a nap, wash the car, watch a movie, and then watch the last ten laps. Later, a cursory rewind of the DVR will show the carnage of “the big one,” the cataclysmic wreck that changed the complexion of the entire race in one long, screeching, crumpling sequence. That’s exactly what I did during Saturday’s Bud Shootout.

What I do want to see:

Differentiation, with the best cars and drivers being able to pull away from the ones who aren’t the best, or at least not up to the best at that point in time. Instead of one pack of 43 cars or 21 pairs of two, I want to see a select pack of nine or 10 at the front, with a bit of separation of the next best, chasing pack of 10-15, with maybe one or two more running groups trailing.

The differentiation doesn’t have to be much – maybe as little as a half a tenth per lap. But, as the fuel and tire stints progress, us fans are able to see which car and driver combinations are hooked up best. With pit stops throughout the race, we can observe how some cars are improving, catching the pace of the leaders and keeping up with the changing track conditions. As well, we can see who begins to struggle with the pace, missing critical car adjustments and thereby dropping further off the pace.

Cars will move deliberately up the field as they improve, or fall, and often precipitously, down the running order when mistakes are made. Every car and driver would start with a chance, and the best team, car, and driver combinations will rise to the select few over 200 laps, bringing a worthy, thrilling conclusion to a day of back-and-forth, up-and-down, side-by-side racing.

That’s the result race fans want, a compelling, green flag to checkered flag race. NASCAR, it’s up to you to figure out how to do that – start with aerodynamic grip on the nose and mechanical grip on the rear. Get to it boys, for we’re ready. More than that, we’re hopeful.