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2013 NASCAR PREVIEW FRIDAY, FEBRUARY 15, 2013PAGE 2

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2013 NASCAR PREVIEWFRIDAY, FEBRUARY 15, 2013 PAGE 3

2013 SCHEDULE NASCAR SPRINT CUP SERIES

July 14 . . . . . . . . New HampshireJuly 28 . . . . . . . . . . . . . Indianapolis Aug. 4 . . . . . . . . . . . . . . . . . . . . . . . Pocono Aug. 11 . . . . . . . . . . Watkins Glen Aug. 18 . . . . . . . . . . . . . . . . . . Michigan Aug. 24 . . . . . . . . . . . . . . . . . . . . . . . Bristol Sept. 1 . . . . . . . . . . . . . . . . . . . . . . Atlanta Sept. 7 . . . . . . . . . . . . . . . . . . Richmond Sept. 15 . . . . . . . . . . . . . . . . . . . Chicago Sept. 22 . . . . . . . . New HampshireSept. 29 . . . . . . . . . . . . . . . . . . . . . . . Dover Oct. 6 . . . . . . . . . . . . . . . . . . . . . . . . . Kansas Oct. 12 . . . . . . . . . . . . . . . . . . . Charlotte Oct. 20 . . . . . . . . . . . . . . . . . . Talladega Oct. 27 . . . . . . . . . . . . . . Martinsville Nov. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . Texas Nov. 10 . . . . . . . . . . . . . . . . . . . . Phoenix Nov. 17 . . . . . . . . . . . . . . Homestead

Feb. 21 . . . . . . . . . . . . . . . . . Duel 1 & 2 Feb. 24 . . . . . . . . . . . . . . . . . . . . Daytona Mar. 3 . . . . . . . . . . . . . . . . . . . . . . Phoenix Mar. 10 . . . . . . . . . . . . . . . . Las Vegas Mar. 17 . . . . . . . . . . . . . . . . . . . . . . . Bristol Mar. 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ? April 7 . . . . . . . . . . . . . . Martinsville April 13 . . . . . . . . . . . . . . . . . . . . . . . . Texas April 21 . . . . . . . . . . . . . . . . . . . . . Kansas April 27 . . . . . . . . . . . . . . . . Richmond May 5 . . . . . . . . . . . . . . . . . . . Talladega May 11 . . . . . . . . . . . . . . . Darlington May 18 . . . . . . . . . . . . All Star Race May 26 . . . . . . . . . . . . . . . . . . Charlotte June 2 . . . . . . . . . . . . . . . . . . . . . . . . . . Dover June 9 . . . . . . . . . . . . . . . . . . . . . . . Pocono June 16 . . . . . . . . . . . . . . . . . . Michigan June 23 . . . . . . . . . . . . . . . . . . . . Sonoma June 29 . . . . . . . . . . . . . . . . . . Kentucky July 6 . . . . . . . . . . . . . . . . . . . . . . . Daytona

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DAYTONA BEACH, Fla. – Take it from the King. HerbThomas stood tall in an era when the stock in stock car trulydefined what NASCAR’s pio-neers raced.

“He was as good as theycome,” said Richard Petty.“There have been very fewguys who had more confi-dence in what he could dothan Herb. He was so strong-minded that he ‘willed’ hiswins and what he was doingon the track.

“He was going to beat theguys on the track no matterwhat was going on. That washis mind set.”

High praise indeed from adriver whose father, Lee, bat-tled door to door with Thomasand traded NASCAR champi-onships with him. Both Pettys,father and son, are membersof the NASCAR Hall of Fame.Thomas is due to be inductedinto the hall on Friday, Feb. 8,along with fellow NASCARpremier series championsBuck Baker and Rusty Wal-lace; championship owner Cot-ton Owens and innovativecrew chief, mechanic andengine builder Leonard Wood.

Thomas, born into a farm-ing family in Olivia, N.C. not far from where North CarolinaMotor Speedway would be built, was NASCAR’s first two-time

champion. He captured premier series titles in 1951 and 1953and finished second in two other seasons including 1954, Lee

Petty’s first of three champi-onship years.

Thomas, who died in 2000at the age of 77, won 48 racesbetween 1951 and 1956 –establishing a record winningpercentage of 21.05 percentover a 228-race career. Heranks 13th among all-timeNASCAR premier series win-ners. Thomas won three of thefirst six Southern 500s at Dar-lington Raceway.

“It’s win or bust,” Thomasonce said. “Second place isnever good enough.”

Thomas caught the racingbug in 1947 when he attendeda modified race in Greens-boro, N.C., with a group offriends. He bought one short-ly thereafter but never hadmuch success with the car.Thomas’ son, Victor HerbertThomas, guessed that hisfather honed his driving skillsbehind the wheel of a dumptruck hauling dirt over wind-ing back roads to Ft. Bragg,N.C., during World War II.

“Daddy came from farm-ing; he never was associated

with the moonshine bunch,” he said of his father, who cut tim-ber and operated a saw mill.

Winning mattered to Herb Thomas

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2-2-2-2Winning Races Only Thing That Mattered To Herb

Thomas

Although he won in a variety of cars, Thomas forever willbe remembered as the driver of the No. 92 Fabulous HudsonHornet powered by enginesbuilt by Smokey Yunick, ownerof the self-proclaimed “BestDamn Garage” in DaytonaBeach, Fla.

Thomas, who had wonraces earlier in the season driv-ing a Plymouth and anOldsmobile, switched to a fac-tory-supported Hudson MotorCar Co. effort in mid-1951. TheHornet featured a high-torqueinline six cylinder engine and –according to Thomas – a lowcenter of gravity which gavethe car a performance edge.

The biggest edge, however,appeared to be the driver him-self.

“The tracks were rough,dusty and weren’t hard-packed(clay). You had to learn todrive around the holes,” saidHershel McGriff, who compet-ed against Thomas in 1954 andwon five races driving anOldsmobile for Frank Christian. “He was real competitive.”

Baker frequently was quoted as saying: “The one guy youhave to beat is Herb Thomas.”

Thomas won seven times in 1951 – five of the victories inhis Hudson – and won the championship by a comfortablemargin over Fonty Flock and became NASCAR’s first driv-er/owner titleholder. He posted eight wins a year later but fin-

ished second to Tim Flock, who also drove a Hudson.

Thomas won 12 times in both 1953 and 1954 as he and LeePetty swapped championships. By 1955 Hudson’s factorypresence was gone and Thomas switched to Chevrolets andBuicks. He crashed in May’s race at Charlotte Speedway, a

0.750-mile dirt track sufferinginjuries that sidelined Thomasthrough most of the summer.Yet Thomas returned to winthe Southern 500 for the thirdtime and finished fifth inpoints despite missing 19races.

The 1956 season wasThomas’ last as a full-timecompetitor. He won five timesincluding three consecutivevictories in Portland, Ore.,Eureka, Calif. and Merced,Calif. at the wheel of CarlKiekhafer’s No. 300BChrysler 300. His crew chiefwas current NASCAR Hall ofFame nominee Ray Fox.

Thomas raced three moretimes in 1957 and 1962 beforeretiring for good. "I used topass everyone in the turns.Now they pass me in theturns. It's time to hang it up,”he said. “There’s no use run-ning if you can’t be first.”

Thomas’ son, Victor, recalls his father as being quiet andnever one to brag about his accomplishments.

“He always respected others and wasn’t a talker but if hesaid something, it would be the truth,” he said. “He neverthought of himself as being a NASCAR champion. He was justa regular guy; a humble man.”

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DAYTONA BEACH, Fla. – Back in the day, there was nosuch thing as a “how-to” manual for chief mechanics.

Or for race car builders, engine assemblers and tuners andanyone else associated with the then-fledgling sport ofNASCAR stock car racing.

The sport’s pioneers – in a way – made it up as they wentalong, some better than others.

And one who did it among the best is Stuart, Va.’s LeonardWood, who is among the 2013 class of five set for inductioninto the NASCAR Hall of Fame on Friday, Feb. 8. Wood, 78,will be enshrined in ceremonies to be held at the Charlotte(N.C.) Convention Center Crown Ballroom which is connect-ed to the NASCAR Hall of Fame.

Wood joins his older brother Glen Wood, the fabled WoodBrothers No. 21 racing team’s original driver and owner, as aNASCAR Hall of Fame member. His fellow inductees in theHall’s fourth class are NASCAR Sprint Cup Series championsBuck Baker, Herb Thomas and Rusty Wallace and car own-er/builder/driver/crew chief Cotton Owens.

“He’s the most dedicated, talented all-around mechanicNASCAR has ever seen,” said Wood’s nephew, Len, co-ownerof the current Wood Brothers team with his brother Eddieand sister Kim Hall. “He fit the term ‘chief mechanic.’ Hecould do anything with the car.”

The facts are these: Leonard Wood, in 990 races as a crewchief for the No. 21 Ford and Mercury cars, won 96 times. Hiscars also won 117 poles. After Glen stepped out of the cockpit,Leonard worked with some of the sport’s greatest driversincluding NASCAR Hall of Famers David Pearson and CaleYarborough; A.J. Foyt, Dan Gurney and Parnelli Jones.

In a recent interview, Dale Jarrett, former Wood Brothersdriver and current ESPN analyst, called Leonard Wood “one

of the smartest people to come through this sport, especiallyearly on. They had so many ideas from the pit crew to otherthings that people don’t even know about, under the hood soto speak, that Leonard Wood was kind of in charge of makingit happen.”

Leonard Wood Could Do Anything With A Race Car

None of it came from a professor’s lecture, a text book or ablueprint. Wood learned by watching, thinking through theproblem and then doing. And most assuredly innovating.

He sat by as his father, Walter, tore down the engine fromthe team’s first race car. Later, when the time had come tofreshen it again, Wood – then in high school – volunteered forthe task, which was done to perfection.

“It kind of blows your mind that somebody that youngcould do that,” said Glen Wood, noting that in the early daysthe chief mechanic was exactly that – a jack of all trades fromfabricator to shock and spring specialist to engine builder. “Hejust learned by himself and he did it really well – anything hedid. I could always depend on him. If the car wasn’t workingright, I’d go off somewhere and sit while he worked on it.When I came back, it would be in winning shape.

“He’s one of the best who ever came down the pike. I feltmaybe he should have gone in (the NASCAR Hall of Fame)before me.”

Pit stops weren’t a big part of NASCAR’s early years duringwhich many races were held on 1/2-mile dirt tracks at dis-tances of 200 and 250 laps. But the advent of longer races onsuperspeedways – Darlington Raceway followed by Daytona,Charlotte and Atlanta – significantly broadened the sport’sboundaries. With multiple stops necessary to add fuel, changetires and make adjustments, the Woods quickly recognizedthat less time spent on pit road meant fewer rivals to pass onthe race track.

Leonard Wood inducted this year

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Leonard Wood became the architect of what became thesignature Wood Brothers Pit Stop, the key to which was mod-ernizing the equipment used on pit road.

In the early years, floor jacks weighing 70 to 80 poundswere used to lift the race cars. They also required a strongman to pump the handle – up to 10 pumps for tire clearance.Wood took apart the jack, inserted larger pistons and – presto– his brother Delano Wood could get the car off the asphalt bypumping two or three times.

He ported and polished the mechanisms in the team’s airguns, allowing lug nuts to be removed and replaced morequickly. Finally, Wood modified the inside of the team’s dumpcans so that gasoline flowed faster.

Hired by the Ford Motor Co. to pit Jim Clark’s Lotus at theIndianapolis 500, the Woods stunned the racing world as

Clark spent 41.9 seconds on pit road en route to Victory Lane– thanks to “tweaking” of the gravity-fed refueling rig.

“We turned that thing on and it put in 58 gallons in 15 sec-onds,” said Wood. It just sucked the fuel out of there. Weknew we were going to be under 20 seconds on the pit stops.

“We got the most publicity in the least amount of time weever got in our lives,” he added. “We hit a home run for sure.”

Len Wood continues to marvel at his uncle’s fabricationskills. The team is completing a replica of the Ford Galaxie inwhich Tiny Lund won the 1963 Daytona 500. The car will beon display at the NASCAR

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One by one, the principals of Hendrick Motorsportswalked onto the stage to meet the press during the SprintMedia Tour hosted by Charlotte Motor Speedway with theirimpressive credentials serving as an introduction.

Dale Earnhardt Jr., the runaway 10-time most popular driv-er. Jimmie Johnson, the five-time champion. Rick Hendrick, awinner in NASCAR's top series 209 times over. Jeff Gordon,the four-time champ and third on NASCAR's all-time win list.

And then came Kasey Kahne, the fifth Beatle, fresh with anew, polarizing haircut.

While his 14 career Sprint Cup victories are nothing to dis-miss, Kahne still seemed like a scrappy fifth seed in a bracketfull of No. 1s when comparing the portfolios on Hendrick'simpressive roster. That's when Hendrick issued a decisivenote of caution and perspective.

"I would not call Kasey Kahne an underdog," Hendricksaid. "He has not had all the components around him yet and Ithink we're getting there. Kasey Kahne has got the talent. Hecan run short tracks, speedways, has an unbelievable amountof car control and is a smart race car driver. He'll win a cham-pionship. He will be a champion. He just hasn't been in theright position. I think he's in that position now."

The position Hendrick references is an enviable one forany driver, but especially for one who has withstood as muchturnover as Kahne has in recent years. Although Kahnebecame a staple in the red No. 9 in the early stages of hiscareer, the changes to his teams' infrastructures reached farbeyond the car number.

Ray Evernham's team, which negotiated Kahne's ascen-sion into NASCAR's big leagues, eventually became GillettEvernham Motorsports before merging to form Richard Petty

Motorsports in 2009. Petty's organization then joined forceswith Yates Racing later that year.

By 2010, Kahnewas ready for amove to greener,more permanentpastures. On April13, three days afterhis 30th bir thday,Kahne announcedhe would join RickHendrick, but notuntil the 2012 sea-son as the power-house team navigat-ed Mark Martin'stransition to a part-time driving career.That left Kahne in aone-season whistlestop at Red Bull Rac-ing before taking thereins of Hendrick'sNo. 5.

Now Kahne's position is one of growing stability and conti-nuity, more seasoned and more familiar with the organiza-tion's system as his sophomore season at Hendrick begins.

"It's the first time in a long time we've come into the newyear with the same team behind us and the same workinggroup," said Kenny Francis, Kahne's crew chief since the finalrace of the 2005 season. "The past three or four years, there'sbeen a lot of turmoil, a lot of change. Now we hope that it'sjust a little more relaxing getting there."

If anyone seems relaxed, it's Kahne, despite the highexpectations and burbling talk of a championship run in 2013.

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Those expectations start from within and at the top at Hen-drick, where the team made good on the owner's bold goal oflanding four cars in the Chase for the NASCAR Sprint Cuplast season. It's the sort of confidence that can add pressure ormotivation, or perhaps a healthy mix of the two.

"It's probably a little bit of both," Kahne says, "but I feel likethe reason he says that is because he knows what he has. Heknows the people that he has here and it didn't happenovernight. Rick's just really confident and it's neat to be a partof all that."

Kahne possessed similarly high hopes for the start of the2012 campaign, when the team stumbled out of the startingblocks in a major letdown. By April, Kahne had claimed twopole positions but a crash, an engine failure, multiple miscuesand instances of bad luck in the first six races left the team31st in points with all the appearances of a Chase outsider.

From that resounding thud, Kahne ripped off seven con-secutive top-10 finishes -- including a Coca-Cola 600 victory --to jump 17 spots in the standings. Another, more modest runduring the summer helped Kahne rally against the long oddsto clinch a Wild-Card berth in the Chase.

"Even starting out slow, I always knew we had the speedand we were kind of in the ballpark," said Kahne, who eventu-ally converted his Chase eligibility into a career-best fourth-place finish in the standings.

"Once we got past the bad luck, the driving errors, the littleissues we had, I thought things went pretty smoothly fromthat point on. … We have a lot of things we can work on and Ifeel like we've looked at a lot of them throughout the offsea-son, so hopefully this year can start better and we can getrolling early."

The one thing that won't require much fine-tuning will bethe bond between driver and crew chief, one of few constantsfor the two during their pre-Hendrick years. With that amountof longevity, the critical art of communication has become sec-ond nature for the pairing, which will mark Kahne's 10thSprint Cup season as their eighth together.

That's why keeping Francis, who said he communicateswith Kahne "by osmosis sometimes," was a high priority forHendrick when he hand-picked Kahne.

"I think now Kenny's got a year under his belt. He didn'teven know half the guys on the crew when he started lastyear," Hendrick said. "We've refined that, and I predict hewon't have as rough a start this year, so I think it should be amuch easier season. Every time you can go back and notchange much with that chemistry between crew chief anddriver and engineer, you're better off.

"It's like they've been here forever now. So I think thiscould be Kasey's year."

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5) From 1984 to 1993, how many Winston Cup races did Rusty Wallace win while driving a Pontiac?

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6) From 1989 to 1994, how many Winston Cup races did Dale Earnhardt win while driving the Chevy Lumina?

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The carburetors on NASCAR Sprint Cup Series engines mixed Sunoco Green E15 and air together to power the engines. Guess what? That’s exactly the purpose of EFI. Instead of mixing Sunoco Green E15 and air together at the carburetor, multiple-port EFI e!ciently injects fuel into each intake runner and mixes it with the air from the throttle body. A collection of sensors and a Freescale/McLaren Electronic Control Unit (ECU) provide maximum performance and engine e!ciency.

Freescale/McLaren Electronic Control Unit (ECU) The brain of the EFI system receives data from sensors to determine the amount of fuel to inject into the engine and when to "re the spark plugs.

1!

1!

Bosch O2 Sensors These sensors provide the ECU with key data so the system can adjust the air/fuel ratio to maximize horsepower and engine performance.

Holley EFI throttle body The only thing passing through the Holley EFI throttle body is air, despite being similar in appearance to a carb. Four air valves are actuated by stainless steel throttle shafts, throttle levers and linkage designed for the extreme NASCAR racing environment.

2

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KEY PARTS & PARTNERS!

Other sensors A network of sensors provide the ECU operating information at a rate of up to 100 times per second.

EFI EXPLAINED IN ITS SIMPLEST FORM!

Ignition coils Eight individual ignition coils send electricity to the spark plugs making distributors obsolete.

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CLEAN YOUR PLATES!!NASCAR will require EFI engines to use a restrictor plate at the sport’s two longest and fastest tracks: Talladega Superspeedway and Daytona International Speedway. The plate will be placed beneath the Holley EFI throttle body and limit the amount of air made available to the engine. Unlike carbureted engines, Sunoco Green E15 will not pass through the restrictor plate openings.

“They have felt exactly like, if not better than, the carburetor engines we've been running.”

Dale Earnhardt Jr. on NASCAR EFI engines

SETUP IS ESSENTIAL!Crew chiefs and engine technicians can and will use laptop computers to read performance data provided from the Freescale/McLaren ECU prior to the race. Once the race starts, the fuel injection system technology constantly makes adjustments, eliminating the need for teams to monitor the data in real time. Preparation will be key!

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DAYTONA BEACH, Fla. – After rain interrupted day oneat Charlotte Motor Speedway, teams tested all day and intothe evening under the lights on Friday. Fans and teams haveembraced the Gen-6 car, but test time is still crucial as Speed-weeks in Daytona nears.

Each test has been an opportunity for crew chiefs and driv-ers to understand the new characteristics of the Gen-6 car.The playing field has been leveled out as all teams have hadan equal amount of time to prepare for the 2013 season andSpeedweeks, which begins with The Sprint Unlmited (Feb. 16at 8 p.m. on FOX, Motor Racing Network Radio and SiriusXMSatellite Radio) and culminates with the the 55th running ofthe Daytona 500 (Feb. 24 at 1 p.m. on FOX, MRN Radio, Sir-iusXM Satellite Radio).

The Gen-6 car offers a clean slate to teams, including JeffBurton and his No.31 Richard Childress Racing team as theylook to rebound after a 2012 season that resulted in a 19th-place points finish.

“I think that by anybody’s measurements we didn’t have agood year through the company last year,” Burton said. “We

went almost the whole year without winning a race. I think itis easier to start over than it is taking an existing vehicle andstarting over. It gives us a chance to stop and say ‘okay whatis the best way to develop a car’ and through that, build a pro-gram that works for that. I think the timing of that is good forRCR [Richard Childress Racing] in general. Whether that willyield results or not, we will see. I think the timing of it is goodfor us.”

Today’s session, which was again delayed by weather, wasan opportunity for teams to find some extra speed and fine-tune their Gen-6 cars.

“This is the deal where we all roll out new cars at the sametime and everybody is trying to get a jump on the rest of theguys,” said Martin Truex Jr, driver of the No. 56 Toyota forMichael Waltrip Racing. “We’re going to get as much time onthe track as we can get.”

Aric Almirola topped the charts with a top speed of 194.021mph to round out the last open test before the start of the2013 NASCAR Sprint Cup Series season.

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