Jump to content

NASCAR odds and Ends #2


Elwood

Recommended Posts

Posted

Stewart declines IROC invitation

By JENNA FRYER, AP Sports Writer

 

January 8, 2003

 

 

DAYTONA BEACH, Fla. (AP) -- Winston Cup champion Tony Stewart declined an invitation to race in the IROC series this season, and said Wednesday he probably will put on hold his desire to win the Indianapolis 500.

 

It's the second consecutive year NASCAR's reigning champ will not run in the International Race of Champions series, which pits the top 12 drivers from various divisions of motorsports against each other in identically prepared cars in four 100-mile races.

 

Jeff Gordon was the first NASCAR champ to pull out of the series when he didn't run the schedule last year.

 

``With all that goes on during any given Winston Cup weekend, the time to focus on the main job -- driving (the No. 20 Chevrolet) becomes more and more valuable as our sport continues to grow,'' Stewart said.

 

``I've never been a Winston Cup champion before and I want to do it right -- for my team, for my fellow competitors and for my fans. When you win one championship it makes you want to win a second that much more.''

 

Stewart, who has run in IROC in four different seasons, won last year's series opener.

 

Meanwhile, he indicated that his lifelong dream of winning the Indy 500 will probably have to wait. Since moving to NASCAR from the IRL in 1998, he's twice competed in NASCAR's Coca-Cola 600 and the Indy 500 on the same day.

 

``As much as my heart wants to do it, I need to take care of what I signed up for here,'' he said. ``This is what I do. I'm a stock car driver.''

 

However, he will still compete in the various other forms of racing he's always done in his free time. Car owner Joe Gibbs put an end to his extracurricular racing near the end of last season as Stewart chased the Winston Cup title, but said he's been given permission to resume the competition.

 

``I got my hall pass back,'' he joked. ``I figured it would be hard for them to keep it over the winter, considering we won the championship.''

 

 

MEARS' DREAM

 

Winston Cup rookie Casey Mears said he'd love a chance to run the Indy 500 -- a race his uncle, Rick, won four times.

 

Now that he drives for Chip Ganassi, who also fields cars in the IRL and often enters multiple cars in the 500, it would seem like a logical fit for Mears.

 

But the 24-year-old Mears, who has previously raced in CART and the IRL, said he has not broached the idea with Ganassi.

 

``Right now we're just trying to get adjusted for my rookie season, so it's not something I've even tried to talk to him about,'' Mears said. ``But I'd love to do it and I'd love to talk to him about it. But I think it's highly unlikely for this year.''

 

Mears has been strong during the first two days of testing at Daytona International Speedway. He was second-fastest in Wednesday's morning session and wound up eighth in the afternoon.

 

 

IROC LINEUP

 

Jimmie Johnson, runner-up to Ryan Newman in the Rookie of the Year race last season in Winston Cup, will compete in the IROC series this year.

 

``I'm excited to participate in the series -- it was something I watched while I was growing up and I think I'm pretty lucky to be invited to it,'' said Johnson, who won three races last year and became the first rookie in NASCAR history to lead the points standings. ``I like to see drivers from different series combined together. It's a lot of fun, and you get to meet a lot of people you might not otherwise meet or compete against in racing.''

 

World of Outlaws drivers Danny Lasoski and Steve Kinser have already accepted invitations to run in IROC this year. Series officials also have asked Busch series champion Greg Biffle, Craftsman Truck series champion Mike Bliss, IRL drivers Sam Hornish, Helio Castroneves and Felipe Giaffone, and Winston Cup drivers Kevin Harvick, Ryan Newman, Mark Martin and Kurt Busch to participate.

Archived

This topic is now archived and is closed to further replies.

  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.5k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,947
    Total Members
    8,960
    Most Online
    Sothpaw27
    Newest Member
    Sothpaw27
    Joined
  • Who's Online   1 Member, 0 Anonymous, 407 Guests (See full list)

  • Latest Articles

  • Posts

    • www.enginelabs.com/news/what-i-learned-today-bearing-clearances-vs-oil-viscosities/     www.enginelabs.com/news/oil-viscosity-can-the-numbers-be-misleading/ The Big Lie… Coming full circle to the reason Lake discusses the Porsche engines in particular. Based on the 2000 samples in the SPEEDiagnostix database, increasing the oil viscosity in these engines, even those run on the track, showed no significant difference in results.   The smoking gun was in the oil chemistry. That is where the data shows higher instances of more wear. Molybdenum was the key; the higher the amount, the less the wear. Speed postulates that higher viscosity oils have more thickeners to artificially inflate their viscosity numbers. These thickeners lose viscosity under shear, and the result is that not all oils of the same viscosity have the same shear stability.   Having enough viscosity is the most important characteristic, but according to Speed, once that required viscosity level is reached, additive chemistry matters more than additional viscosity. Speed also states, oil pressure problems on the racetrack aren’t a viscosity problem; it’s an oiling system problem. Running a thicker oil is just a band-aid for an underlying oiling system problem.
    • Can it still be Assembled II?   Viscosity on the decline by various means. Heat on the rise making that worse. Engine RPM in the tank. Smaller motors with more boost trying to emulate an electric motor. Full torque, zero rpm. Then we will triple the OCI. Argh.    But wait....there is more. LSPI has pushed a shift from Ca to Mg and as that cost more PLUS the run to lower sulfur compounds the TBN is moving in the wrong direction for the increased OCI's demanded.    That not being enough to placate a demand for a parameter they can't measure the other sulfur bearing compounds are also under attack. That would be zinc and phosphorus sulfonate compounds. To some degree those are being replaced with boron esters and others, i.e. titanium ect. All of which have shorter service lives. And there there is the "Secrete Sauce" marketing for AW adds that 'Can't be detected by UOA's" but trust me because I (the blenders) never ever lie.    Spoiler alert; ALL additives are sacrificial! Smaller amounts of the old blended with less robust versions of the new do not equal longer service lives. So what are the blenders recommending? Wait for it.......   MOVING THE GOAL POSTS! OMG      Let's declare the long standing TAN/TBN crossover irrelevant and tell people that soot is a great 'graphite' based lubricant which can aid tribo films. Wait, what? Let's declare that the standards used for oxidation and nitration were to conservative and can be expanded. Let's tell them that because GDI fuel dilution, although being a VISCOSITY KILLER and an acid generator is actually okay because we have better base oils that limit viscosity failure limits. (Said knowing this is measured in fractions of a centipoise and in bases not commonly used in shelf oils)   Lying from the heart is not just the new normal but we have a public, a very young public, that is so ignorant of the facts and so sure of their "RESEARCH" into AI driven models base in regurgitated  instead of scientific research based unvarnished, peer reviewed FACTS that the incoming guard is loosing their grip on reality and the OEM's are tickled pink while the blends bend the knee.    You have an ever limited set of tools to work with. And sooner or later those will be taken from you as the API and the EPA strangle the last remaining fluids from the system. What you have left is your wits. If you care to use them.    At some point in the very near future it will not longer be possible to do "What is best for the machine", and be replaced with "The best you have access too". You WILL be rewarded with half the life and twice the cost. That isn't that hard to predict.         
    • I trust you saw the other comment where he knew what he was talking about !. Yes, these darned newer vehicles with all their so smart they are stupid technology, goes and drains the battery down. As you might see my other comment, I installed a Noco 5 battery tender under the hood and at this point still have the cord routed so I have to lift the hood and then plug it in but am typically parked in a garage or a shed so its not risking the engine hood in the wind. That way I am assured or hopefully so of not finding I have a battery drawn down and can't even start the truck and that also damages the battery to draw it down too far. 
    • I guess no surprise my guesses were wrong !, at least now I know if I ever happen to see it grayed out in my own truck as to what is going on.    I never happened to catch my truck with it grayed out, it seemed every time I would test to see if there was an update it never found anything and yet more than once I would check to see if there was an update and there was nothing, then a day later or even that same morning I would drive to town and after more than one engine shut down in town as I did my errands it would pop up that there is an update now ready to install and the only place I have a connection to the internet is at home by wifi so its not as if it grabbed the download while driving. I don't trust these new vehicles due to all the crap they can decide to do while sitting for some days not running and run the battery down so most of the time if I know the truck will sit for a few days I plug in the battery tender I have mounted under the hood and so the only time the truck must have downloaded software was when it was sitting in the garage where the signal is awful but I have that tender plugged in and somehow it managed to download it. I honestly detest all this crap, way to easy to leave a person stranded.    Since I don't trust any of it I don't do the install of the already downloaded software until I get home and sometimes have even sat in the truck to watch what its doing as its going through the process to its conclusion as its not like it is set up that it will tell you the next time you fire up the engine that the update that was initialed actually installed or installed properly. Yes I can go into the updates and see the list. After I go through the install where I feel its safe to do so in case it breaks down as a result, I will plug in the battery tender after the fact to recharge as I don't know how much power its taking just to do the install and that can take a while for it to install. 
    • Thanks for the reply. All settings were correct and the engine was off, as it was supposed to be. It turned out to be something simple. I took a drive for about an hour. I must have had a low battery without knowing it. The voltage gauge on the display looked ok. At the end of my drive, I shut off the engine and the update prompt came up and it updated normally. It’s ironic because one of the features of the update is a reduction of battery drain. 
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...