Setting up to succeed at Sprint Cup racing
As explained by Mobil 1 crew chief Travis Geisler
Select a race:
February 14: Daytona 500
Daytona International Speedway (Daytona Beach, Fla.)
Track type: Superspeedway
Length: 2.5 miles
At Daytona and Talladega, cars are more equal than usual because NASCAR strictly controls more of the setup (such as rear springs and shocks) and restrictor plates limit speed. That means you'll see a large pack of cars drafting off one another and intentionally pitting at the same time. Finding the best line around the track is easy: It's where the top drivers are. Setups here are fast and loose; aerodynamics are key, and handling is not much of an issue on the long, high-banked turns.
Restrictor plates
Superspeedways require restrictor plates that limit speed by reducing airflow into the engine. NASCAR makes and distributes all the plates, which muffle speed so well that a small plate difference could mean a huge advantage. To quash both tampering and conspiracy theories, NASCAR officials hold a lottery at the track, with plate numbers in a Bingo-style tumbler. When a team draws a number from the hopper, a NASCAR official takes a restrictor plate from a box that bears that number, holds the plate aloft for everyone to see, and installs it on the car's carburetor right there. No one on a race team is allowed to touch the restrictor plate at any point.
February 21: Auto Club 500
Auto Club Speedway (Fontana, Calif.)
Track type: Rough intermediate
Length: 2 miles
The Fontana track is so big that fuel mileage becomes a priority. Typically, races here have few cautions, and no one wants to risk losing a lap by pitting for gas under a green flag. A driver and crew chief will often decide to sacrifice a bit of engine power to conserve fuel, betting that they can stay out longer than the next guy. Geisler said just tuning an engine differently can buy a car 5 to 6 more laps per tankful. Teams tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
February 28: Shelby American
Las Vegas Motor Speedway
Track type: Smooth intermediate
Length: 1.5 miles
The Las Vegas surface is very smooth and provides a lot of grip. That means cars can have a looser, freer setup than on rough tracks of the same length. Tire wear is not usually an issue, so you'll often see cars take only two tires on pit stops. If there's an early caution, most cars will stay out rather than pit. Unlike on a rougher track, cars lose almost no speed from the first lap of a fuel run to the last, and drivers tend to find a comfortable line around the track and stick with it rather than testing higher and lower routes. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
March 7: Kobalt Tools 500
Atlanta Motor Speedway
Track type: Rough intermediate
Length: 1.54 miles
Ovals longer than one mile are all fast, but their surfaces vary wildly. Atlanta's track hasn't been repaved since 1997, and aging surfaces mean more bumps, less grip and greater wear on the tires. Drivers tend to start at the bottom of the track when they have fresh tires, then gradually move higher because as grip is reduced, cars won't turn as tightly. Lap times drop a whopping 2-3 seconds from the first lap with new tires to the last. Most teams pit during every caution and take four tires at every stop. Crew chiefs tend to start out with a fairly tight setup because cars get looser later as tires lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
March 21: Food City 500
Bristol Motor Speedway (Bristol, Tenn.)
Track type: High-banked short
Length: .533 of a mile
Bristol's turns are banked at 36 degrees; 16 degrees in the straightaways. That changes the setup from that of a flatter short track because cars can go faster and brake less. Track position is important because passing is difficult. You'll see lots of side-by-side racing and bumping. Teams want to pit as little as possible. The setup is moderate; not too loose or too tight.
March 28: Goody's Fast Pain Relief 500
Martinsville Speedway (Martinsville, Va.)
Track type: Short
Length: .526 of a mile
Martinsville is the slowest, smallest Sprint Cup track, with asphalt straightaways and concrete corners that chew up tires. Because turns are so tight, cornering is difficult. And because drivers slow so much in the turns, it's hard to coax the car to accelerate again. Martinsville can be the most challenging track for a crew chief, because the ideal setup would actually be two different setups: lots of grip for the straightaways to help the car get moving; less grip in the corners to make turning easier. Drivers ideally pit only for fuel, because it's too hard to pass. Cars tend to run in a single lane toward the bottom of the track because the outside groove is all asphalt. You'll see a lot of bumping and banging here because speeds are too slow for aerodynamics to matter much.
April 10: Subway Fresh Fit 600
Phoenix International Raceway
Track type: Rough intermediate
Length: 1 mile
Track position is vital because passing is so difficult on short tracks. Tires don't wear out quickly, so drivers can stay competitive on old tires and will usually pit only when fuel runs out. Aerodynamics are important here, so you'll see less bumping because drivers want to keep the car bodies intact. The entire race hinges on negotiating the tight corners, so setups are loose to let the rear of the car rotate.
April 18: Samsung Mobile 500
Texas Motor Speedway (Fort Worth)
Track type: Rough intermediate
Length: 1.5 miles
Intermediate ovals (longer than one mile) are all fast, but the surfaces vary wildly. The Texas track hasn't been repaved since it was finished in 1996, and aging surfaces mean more bumps, less grip and greater wear on the tires. You'll likely notice a lot of movement on the track as drivers search for the best line around it. Teams expect lap times to fall off a whopping 2-3 seconds from the first lap with new tires to the last, and they expect the tires to wear out before the fuel runs out. Most teams pit during every caution whether they need to or not and take four tires at every pit stop. Crew chiefs tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
April 25: Aaron's 499
Talladega Superspeedway (Talladega, Ala.)
Track type: Superspeedway
Length: 2.66 miles
Talladega, the longest track on the Sprint Cup schedule, is one of two superspeedways at which NASCAR requires restrictor plates to limit speed. Because NASCAR rules strictly control more of the setup (such as rear springs and shocks) on superspeedways, cars are even more equal than usual. That means you'll see a large pack of cars drafting off one another and even pitting together. "The kiss of death is losing the draft, and the pack gets away from you," Geisler said. "A single car can't go as fast as a long pack." Teams will coordinate when the pack will pit, dictated by the needs of the leaders and negotiated through the spotters. Teams will typically pit earlier than they need to just to avoid pitting alone. Finding the "line" — the best place to drive on the track, is easy for a driver: Look to see where Jimmie Johnson, Jeff Gordon, Tony Stewart and other top drivers are and get behind them. Setup in one phrase? Fast and loose. Handling is less of an issue on high-banked, sweeping turns, so cars are set up to be as free and aerodynamic as the rules allow.
Restrictor plates
Superspeedways require restrictor plates that limit speed by reducing airflow into the engine. NASCAR makes and distributes all the plates, which muffle speed so well that a small plate difference could mean a huge advantage. To quash both tampering and conspiracy theories, NASCAR officials hold a lottery at the track, with plate numbers in a Bingo-style tumbler. When a team draws a number from the hopper, a NASCAR official takes a restrictor plate from a box that bears that number, holds the plate aloft for everyone to see, and installs it on the car's carburetor right there. No one on a race team is allowed to touch the restrictor plate at any point.
May 1: Crown Royal presents the Heath Calhoun 400
Richmond International Raceway
Track type: Short
Length: .75 of a mile
Track position is vital because passing is so difficult on short tracks. Tires don't wear out quickly, so drivers can stay competitive on old tires and will usually pit only when fuel runs out. Aerodynamics can be important here, so you'll see less bumping because drivers want to keep the car bodies intact. The entire race hinges on negotiating the tight corners, so setups are loose to let the rear of the car rotate.
May 8: Showtime Southern 500
Darlington Raceway (Darlington, S.C.)
Track type: Smooth intermediate
Length: 1.366 miles
The Darlington surface is very smooth and provides a lot of grip. That means cars can have a looser, freer setup than on rough tracks of the same length. Tire wear is not usually an issue, so you'll often see cars take only two tires on pit stops. If there's an early caution, most cars will stay out rather than pit. Unlike on a rougher track, cars lose almost no speed from the first lap of a fuel run to the last. Because of this track's unique shape, the best line is very close to the outside wall. Many cars finish with a "Darlington stripe" through the paint on their right sides from lightly rubbing the wall. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
May 16: Autism Speaks 400 presented by Hershey's Milk & Milkshakes
Dover International Speedway (Dover, Del.)
Track type: High-banked short
Length: 1 mile
Dover's turns are banked at 24 degrees — not as steep as Bristol, but the track is larger so speeds are still high and cars brake less than at a flatter short track. Track position is important because passing is difficult. You'll see lots of side-by-side racing and some bumping, but less banging around than on slower short tracks because drivers know that aerodynamics come into play at higher speeds. Teams want to pit as little as possible. The setup is moderate; not too loose or too tight.
May 30: Coca-Cola 600
Charlotte Motor Speedway
Track type: Smooth intermediate
Length: 1.5 miles
The Charlotte surface is extremely smooth and grippy. That means cars can have a looser, freer setup than on rougher intermediate ovals. Tire wear is not an issue, so cars often take only two tires on pit stops. If there's an early caution, most cars will stay out rather than pit. Unlike on a rougher track, cars lose almost no speed from the first lap of a fuel run to the last, and drivers tend to find a comfortable line around the track and stick with it rather than testing higher and lower routes. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
June 6: Pocono 500
Pocono Raceway (Long Pond, Pa.)
Track type: Long straights, flat corners
Length: 2.5 miles
Pocono is as big as a superspeedway (and the NASCAR Web site categorizes it as such) but from a driver's perspective, it doesn't fit the molds of Daytona or Talladega. Pocono has long, super-fast straightaways that lead into nearly flat, tight turns, so the setup requires a hybrid of short track and intermediate strategies. Pocono races like a road course, and fuel mileage is critical. Tony Stewart won here in 2009 by gambling that he could go the final 41 laps without pitting for fuel, and he succeeded in part by turning his engine off as he entered Turn 1.
June 13: Heluva Good! Sour Cream Dips 400
Michigan International Speedway (Brooklyn, Mich.)
Track type: Rough intermediate
Length: 2 miles
Michigan is so big that fuel mileage becomes a priority. The track was last repaved in 1995, so the surface is bumpy and tires lose grip as the race wears on. Typically, races here have few cautions, and no one wants to risk losing a lap by pitting for gas under a green flag. A driver and crew chief will often decide to sacrifice a bit of engine power to conserve fuel, betting that they can stay out longer than the next guy. Geisler said just tuning an engine differently can buy a car 5 to 6 more laps per tankful. Teams tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
June 20: Toyota/Save Mart 350
Infineon Raceway (Sonoma, Calif.)
Track type: Road course
Length: 1.99 miles
Fuel, fuel, fuel. Crew chiefs micromanage it, and drivers go to extreme measures to save it (example: turning off the engine on long downhills). It's very difficult to pass on a road course, so cars often win or lose based on their fuel strategies. Teams plan these races backward, calculating how long they can stretch the last tank of gas, then using a spreadsheet to plan earlier stops. Pitting under a green flag is not a problem because the course is so long that a 15-second pit stop isn't going to put a car at risk of getting lapped. If a trailing team is especially lucky, the car pits shortly before a caution and takes the lead when the leaders pit during the caution. Sonoma is very slow and twisty, almost like a slalom, and the best setup is similar to that of a flat short track.
June 27: Lenox Industrial Tools 301
New Hampshire Motor Speedway (Loudon, N.H.)
Track type: Short
Length: 1.058 miles
Geisler uses a short-track setup for Loudon even though it is slightly bigger than a mile. As on a regular short track, position is vital because passing is so difficult. Tires don't wear out quickly, so drivers can stay competitive on old tires and will usually pit only when fuel runs out. Aerodynamics are important here, so you'll see less bumping because drivers want to keep the car bodies intact. The entire race hinges on negotiating the tight corners, so setups are loose to let the rear of the car rotate.
July 3: Coke Zero 400 powered by Coca-Cola
Daytona International Speedway (Daytona Beach, Fla.)
Track type: Superspeedway
Length: 2.5 miles
At Daytona and Talladega, cars are more equal than usual because NASCAR strictly controls more of the setup (such as rear springs and shocks) and restrictor plates limit speed. That means you'll see a large pack of cars drafting off one another and intentionally pitting at the same time. Finding the best line around the track is easy: It's where the top drivers are. Setups here are fast and loose; aerodynamics are key, and handling is not much of an issue on the long, high-banked turns.
Restrictor plates
Superspeedways require restrictor plates that limit speed by reducing airflow into the engine. NASCAR makes and distributes all the plates, which muffle speed so well that a small plate difference could mean a huge advantage. To quash both tampering and conspiracy theories, NASCAR officials hold a lottery at the track, with plate numbers in a Bingo-style tumbler. When a team draws a number from the hopper, a NASCAR official takes a restrictor plate from a box that bears that number, holds the plate aloft for everyone to see, and installs it on the car's carburetor right there. No one on a race team is allowed to touch the restrictor plate at any point.
July 10: LifeLock.com 400
Chicagoland Speedway (Joliet, Ill.)
Track type: Rough intermediate
Length: 1.5 miles
Intermediate ovals (longer than one mile) are all fast, but the surfaces vary so wildly that many parts of the setup will differ depending on the condition of the asphalt. The Chicagoland track hasn't been repaved since it opened in 2001, and aging surfaces mean more bumps, less grip and greater wear on tires. You will notice a lot of movement on the track as drivers search for the best line around it. Teams expect lap times to fall off a whopping 2-3 seconds from the first lap with new tires to the last, and they expect the tires to wear out before the fuel runs out. Most teams pit during every caution whether they need to or not and take four tires at every pit stop. Crew chiefs tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
July 25: Brickyard 400
Indianapolis Motor Speedway
Track type: Long straights, flat corners
Length: 2.5 miles
Indianapolis is as big as a superspeedway (and the NASCAR Web site categorizes it as such) but from a driver's perspective, it doesn't fit the superspeedway mold. Its long, super-fast straightaways lead into nearly flat, tight corners. So the setup requires a hybrid of short track and intermediate strategies. Indianapolis is "total chaos," Geisler said. Fuel mileage is important, but the track's unique, grooved surface usually chews up tires before the fuel tank is empty. Cars rarely pass because there's no viable place to race outside of the single-file line that forms on the track, and teams don't want to lose position by pitting under green. You may notice drivers poking the car noses into clean air in an effort to get downforce on turns.
August 1: Pennsylvania 500
Pocono Raceway (Long Pond, Pa.)
Track type: Long straights, flat corners
Length: 2.5 miles
Pocono is as big as a superspeedway (and the NASCAR Web site categorizes it as such) but from a driver's perspective, it doesn't fit the molds of Daytona or Talladega. Pocono has long, super-fast straightaways that end in nearly flat, tight corners, so the setup requires a hybrid of short track and intermediate strategies. Pocono races like a road course, and fuel mileage is critical. Tony Stewart won here in 2009 by gambling that he could go the final 41 laps without pitting for fuel, and he succeeded in part by turning his engine off as he entered Turn 1.
August 8: Heluva Good! Sour Cream Dips at the Glen
Watkins Glen International (Watkins Glen, N.Y.)
Track type: Road course
Length: 2.45 miles
Fuel, fuel, fuel. Crew chiefs micromanage it, and drivers go to extreme measures to save it (example: turning off the engine on long downhills). It's very difficult to pass on a road course, so cars often win or lose based on their fuel strategies. Teams plan these races backward, calculating how long they can stretch the last tank of gas, then using a spreadsheet to plan earlier stops. Pitting under a green flag is not a problem because the course is so long that a 15-second pit stop isn't going to put a car at risk of getting lapped. If a trailing team is especially lucky, the car pits shortly before a caution and takes the lead when the leaders pit during the caution. Watkins Glen is much faster and larger than Sonoma's road course, and the ideal car setup is similar to one for an intermediate track.
August 15: Carfax 400
Michigan International Speedway (Brooklyn, Mich.)
Track type: Rough intermediate
Length: 2 miles
Michigan is so big that fuel mileage becomes a priority. The track was last repaved in 1995, so the surface is bumpy and tires lose grip as the race wears on. Typically, races here have few cautions, and no one wants to risk losing a lap by pitting for gas under a green flag. A driver and crew chief will often decide to sacrifice a bit of engine power to conserve fuel, betting that they can stay out longer than the next guy. Geisler said just tuning an engine differently can buy a car 5 to 6 more laps per tankful. Teams tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
August 21: Irwin Tools Night Race
Bristol Motor Speedway (Bristol, Tenn.)
Track type: High-banked short
Length: .533 of a mile
Bristol's turns are banked at 36 degrees; 16 degrees in the straightaways. That changes the setup from that of a flatter short track because cars can go faster and brake less. Track position is important because passing is difficult. You'll see lots of side-by-side racing and bumping, because aerodynamics are less of a factor here and drivers know that dings won't hurt their car's performance. Teams want to pit as little as possible. The setup is moderate; not too loose or too tight.
September 5: Labor Day Classic 500
Atlanta Motor Speedway
Track type: Rough intermediate
Length: 1.54 miles
Ovals longer than one mile are all fast, but their surfaces vary wildly. Atlanta's track hasn't been repaved since 1997, and aging surfaces mean more bumps, less grip and greater wear on the tires. Drivers tend to start at the bottom of the track when they have fresh tires, then gradually move higher because as grip is reduced, cars won't turn as tightly. Lap times drop a whopping 2-3 seconds from the first lap with new tires to the last. Most teams pit during every caution and take four tires at every stop. Crew chiefs tend to start out with a fairly tight setup because cars get looser later as tires lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
September 11: One Last Race to Make the Chase
Richmond International Raceway
Track type: Short
Length: .75 of a mile
Track position is vital because passing is so difficult on short tracks. Tires don't wear out quickly, so drivers can stay competitive on old tires and will usually pit only when fuel runs out. Aerodynamics can be important here, so you'll see less bumping because drivers want to keep the car bodies intact. The entire race hinges on negotiating the tight corners, so setups are loose to let the rear of the car rotate.
September 19: Sylvania 300
New Hampshire Motor Speedway (Loudon, N.H.)
Track type: Short
Length: 1.058 miles
Geisler uses a short-track setup for Loudon even though it is slightly bigger than a mile. As on a regular short track, position is vital because passing is so difficult. Tires don't wear out quickly, so drivers can stay competitive on old tires and will usually pit only when fuel runs out. Aerodynamics can be important here, so you'll see less bumping because drivers want to keep the car bodies intact. The entire race hinges on negotiating the tight corners, so setups are loose to let the rear of the car rotate.
September 26: AAA 400
Dover International Speedway (Dover, Del.)
Track type: High-banked short
Length: 1 mile
Dover's turns are banked at 24 degrees; not as steeply as Bristol, but the track is larger so speeds are still high and cars brake less than at a flatter short track. Track position is important because passing is difficult. You'll see lots of side-by-side racing and bumping, because aerodynamics are less of a factor here and drivers know that dings won't hurt their car's performance.. Teams want to pit as little as possible. The setup is moderate; not too loose or too tight.
October 3: Price Chopper 400 presented by Kraft Foods
Kansas Speedway (Kansas City, Kan.)
Track type: Rough intermediate
Length: 1.5 miles
Intermediate ovals (longer than one mile) are all fast, but the surfaces vary so wildly that many parts of the setup will differ depending on the condition of the asphalt. The Kansas track hasn't been repaved since it opened in 2001, and aging surfaces mean more bumps, less grip and greater wear on tires. You will notice a lot of movement on the track as drivers search for the best line around it. Teams expect lap times to fall off a whopping 2-3 seconds from the first lap with new tires to the last, and they expect the tires to wear out before the fuel runs out. Most teams pit during every caution whether they need to or not and take four tires at every pit stop. Crew chiefs tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
October 10: Pepsi Max 400
Auto Club Speedway (Fontana, Calif.)
Track type: Rough intermediate
Length: 2 miles
The Fontana track is so big that fuel mileage becomes a priority. Typically, races here have few cautions, and no one wants to risk losing a lap by pitting for gas under a green flag. A driver and crew chief will often decide to sacrifice a bit of engine power to conserve fuel, betting that they can stay out longer than the next guy. Geisler said just tuning an engine differently can buy a car 5 to 6 more laps per tankful. Teams tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
October 16: NASCAR Banking 500 only from Bank of America
Charlotte Motor Speedway
Track type: Smooth intermediate
Length: 1.5 miles
The Charlotte surface is extremely smooth and grippy. That means cars can have a looser, freer setup than on rougher intermediate ovals. Tire wear is not an issue, so cars often take only two tires on pit stops. If there's an early caution, most cars will stay out rather than pit. Unlike on a rougher track, cars lose almost no speed from the first lap of a fuel run to the last, and drivers tend to find a comfortable line around the track and stick with it rather than testing higher and lower routes. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
October 24: Tums Fast Relief 500
Martinsville Speedway (Martinsville, Va.)
Track type: Short
Length: .526 of a mile
Martinsville is the slowest, smallest Sprint Cup track, with asphalt straightaways and concrete corners that chew up tires. Because turns are so tight, cornering is difficult. And because drivers slow so much in the turns, it's hard to coax the car to accelerate again. Martinsville can be the most challenging track for a crew chief, because the ideal setup would actually be two different setups: lots of grip for the straightaways to help the car get moving; less grip in the corners to make turning easier. Drivers ideally pit only for fuel, because it's too hard to pass. Cars tend to run in a single lane toward the bottom of the track because the outside groove is all asphalt. You'll see a lot of bumping and banging here because speeds are too slow for aerodynamics to matter much.
October 31: Amp Energy 500
Talladega Superspeedway (Talladega, Ala.)
Track type: Superspeedway
Length: 2.66 miles
Talladega, the longest track on the Sprint Cup schedule, is one of two superspeedways at which NASCAR requires restrictor plates to limit speed. Because NASCAR rules strictly control more of the setup (such as rear springs and shocks) on superspeedways, cars are even more equal than usual. That means you'll see a large pack of cars drafting off one another and even pitting together. "The kiss of death is losing the draft, and the pack gets away from you," Geisler said. "A single car can't go as fast as a long pack." Teams will coordinate when the pack will pit, dictated by the needs of the leaders and negotiated through the spotters. Teams will typically pit earlier than they need to just to avoid pitting alone. Finding the "line" — the best place to drive on the track, is easy for a driver: Look to see where Jimmie Johnson, Jeff Gordon, Tony Stewart and other top drivers are and get behind them. Setup in one phrase? Fast and loose. Handling is less of an issue on high-banked, sweeping turns, so cars are set up to be as free and aerodynamic as the rules allow.
Restrictor plates
Superspeedways require restrictor plates that limit speed by reducing airflow into the engine. NASCAR makes and distributes all the plates, which muffle speed so well that a small plate difference could mean a huge advantage. To quash both tampering and conspiracy theories, NASCAR officials hold a lottery at the track, with plate numbers in a Bingo-style tumbler. When a team draws a number from the hopper, a NASCAR official takes a restrictor plate from a box that bears that number, holds the plate aloft for everyone to see, and installs it on the car's carburetor right there. No one on a race team is allowed to touch the restrictor plate at any point.
November 7: AAA Texas 500
Texas Motor Speedway (Fort Worth)
Track type: Rough intermediate
Length: 1.5 miles
Intermediate ovals (longer than one mile) are all fast, but the surfaces vary wildly. The Texas track hasn't been repaved since it was finished in 1996, and aging surfaces mean more bumps, less grip and greater wear on the tires. You'll likely notice a lot of movement on the track as drivers search for the best line around it. Teams expect lap times to fall off a whopping 2-3 seconds from the first lap with new tires to the last, and they expect the tires to wear out before the fuel runs out. Most teams pit during every caution whether they need to or not and take four tires at every pit stop. Crew chiefs tend to start out with a fairly tight setup because cars get looser later as tires wear down and lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
November 14: Kobalt Tools 500
Phoenix International Raceway
Track type: Rough intermediate
Length: 1 mile
Track position is vital because passing is so difficult on short tracks. Tires don't wear out quickly, so drivers can stay competitive on old tires and will usually pit only when fuel runs out. Aerodynamics are important here, so you'll see less bumping because drivers want to keep the car bodies intact. The entire race hinges on negotiating the tight corners, so setups are loose to let the rear of the car rotate.
November 21: Ford 400
Homestead-Miami Speedway
Track type: Rough intermediate
Length: 1.5 miles
Ovals longer than one mile are all fast, but the surfaces vary wildly. The Homstead track hasn't been repaved since the mid-1990s, and aging surfaces mean more bumps, less grip and greater wear on tires. Drivers move up and down searching for the best line around the track. Lap times fall off a whopping 2-3 seconds from the first lap with new tires to the last, and they expect the tires to wear out before the fuel runs out. Most teams pit during every caution and take four tires at every pit stop. Teams tend to start out with a fairly tight setup because cars get looser as tires lose grip. At all intermediate tracks, drivers try to draft in the straightaways for speed, but they will often stick the car's nose a little higher or lower than the car in front as they go into corners. That's so "clean" air hits the front of the car, giving it more downforce in the turns.
Click a track type to view details
| Track types | Wedge | Track bar | Nose weight | Brakes | Camber | Shock absorbers | Springs |
|---|---|---|---|---|---|---|---|
| Setup descriptions | Less (loose) More (tight) Wedge is the percentage of weight carried on the right front and left rear wheels. More wedge means more weight on those two wheels, making the car tighter (harder to turn). Typical pit-stop tweak: 20-40 lbs. (1-2 rounds of a ratchet) | High (loose) Low (tight) The track bar is a rod connecting the rear axle to the chassis. Lowering the track bar gives the rear axle more grip and makes the car tighter. Only the right side is adjusted during a race, with a ratchet through a hole in the back window. Typical pit-stop tweak: 1/2 inch (two rounds) or less | Back (loose) Front (tight) Part of a car's minimum weight (3,450 pounds) consists of 35-pound tungsten blocks lined up in the hollow frame rails, along with a few nearly weightless aluminum spacers. Adding weight to the nose, which makes a car tighter, is as simple as moving the blocks to the front and spacers to the back. | Light Heavy Brakes come in different sizes and weights, and teams choose based on how much braking a particular track requires. Brake bias, adjusted by a knob in the cockpit, controls how much braking force goes to the front brakes vs. the back. | Less lean More lean Camber is the angle of the wheels. The right tires lean in and the left ones lean out for more grip in the turns. The angle provides grip, but it also causes friction on tire edges, so teams use as much camber as they can without wearing out the tires. NASCAR rules restrict camber as well. | Soft Stiff Shocks must strike a balance between responsiveness and bounce. Softer shocks cushion bumps (think of the smooth ride in an old Coupe deVille); stiffer shocks make the car more responsive (think of the squishy handling in that Caddy). | Soft Stiff Springs are measured by the weight required to compress them one inch, and the range is 100 to 3,000 pounds. Right-side springs are typically stiffer than those on the left. NASCAR hands out the back springs on superspeedways. |
| SUPERSPEEDWAY 
| Loosest Typical wedge is 48 percent, making for the loosest, freest setup of any track type. | Highest The track bar is typically as high as NASCAR rules allow: 15 inches. | Back Teams try to even out the car so that half the weight is in the front and half in the back. Because engines skew weight to the front, weight blocks will be moved toward the back. | Light brakes / balanced Teams use the lightest, smallest brakes on superspeedways because the only time the driver needs them is when he comes into the pits (or to keep from ramming another car while drafting). Brake bias is set right in the middle so all four tires brake simultaneously. | Straight Very little camber is used because grip is not an issue and tire wear would require pitting early. | Varies Rear springs are handed out by NASCAR for superspeedways. Teams use stiff shocks on Talladega's smooth surface and softer ones at bumpier Daytona, which hasn't been repaved since 1978. | Varies The stiffest front springs are typical on the rough Daytona surface to keep vertical force from pushing the car's nose into the track. Fairly soft front springs are used at super-smooth Talladega to keep the splitter — the horizontal plate that sticks out from below the front bumper — as close to the track as possible. |
| SMOOTH INTERMEDIATE 
| Loose Cars are set up freer on a smooth surface because the track has so much grip already that too much wedge would make the car difficult to turn. | Middle The track bar is set looser at smooth tracks than at rough ones, although not as loosely as on superspeedways. | Middle Weights are generally in the middle on a smooth intermediate oval. | Light brakes / front Brakes are small and light. Only superspeedways require less braking. Brake bias is set so that the front brakes have more force than the back ones. | Straight Little camber is used because the sustained high speed would wreck the tires. | Stiff Stiff shocks are required to hold the car's body in the best aerodynamic position. | Stiff At Charlotte, Las Vegas and Darlington, speeds are so high that the car bears extra load in the turns and need stiff springs to keep the splitter close to the track without hitting it. |
| ROUGH INTERMEDIATE 
| Tight Wedge is set relatively tight. | Low The track bar is set low at this kind of track to make the car tight enough for high speeds (205 mph entering corners). | Front All blocks are toward the front. | Light brakes / front Teams use relatively light brakes. Drivers have to slow down more later in fuel runs because tires have less grip. For all intermediate tracks, the front brakes have more force. | Straight On fast but rough tracks like this, very little camber is used. | Balanced Shocks on tracks of this type are balanced; they need to be stiff enough to keep the car at the right attitude for aerodynamics but soft enough to absorb bumps. | Front stiff / left rear soft On a rough but fast surface, teams use soft springs in the left rear to give the car more grip. Front springs are stiffer to keep the splitter off the track. |
| SHORT TRACK 
| Loose Corners are so tight on short tracks already that cars are set up loosely so they can turn more freely. | High The track bar is set very high, nearly as high as at superspeedways, to help the back end swing around in the corners. | Back Nose weight is usually toward the back, the second-loosest setup after superspeedways. | Heaviest brakes / slightly front Short tracks require the biggest, toughest brakes, because drivers use them hard in every turn. Teams also add fans in the brake duct hoses to cool the brakes. Bias is set to just slightly favor the front brakes. | Highest angle Front wheels will be cambered more than for any other type of track because tires work hardest going around the tight corners and need all the help they can get. Speeds are not high, so tire wear is minimal. | Stiff front / neutral rear Short track shocks are very stiff in front, so that if the driver slams on the brakes, the nose doesn't hit the track. Rear shocks are neutral, because the back needs grip to accelerate after a slow turn. | Very soft Teams can use very soft springs on flatter short tracks because speeds are slow. |
| HIGH-BANKED SHORT TRACK 
| Medium loose Wedge is set "medium loose" here, because speeds are high and the concrete has lots of grip. | Middle The track bar is set in the middle; not loose, not tight. | Middle The best place for the weight on this type of track is in the middle. | Moderate brakes / slightly front Moderate brakes are required; cars slow in corners but not as much as on a flatter short track because of the banking. Bias slightly favors the front brakes. | Medium angle The key word once again is "medium." Teams strike a balance: enough angle to help on the turns but not so much that the high speed and concrete surface wear out the tires early. | Balanced Shocks are similar to those used on rough-surfaced intermediate tracks; stiff enough to keep the car at the right attitude but soft enough to absorb the bumpy seams in the concrete. | Stiff Teams use stiff springs on high-banked short tracks, stiffer than at any track but Daytona, because of the load created by high speeds and banking. |
| ROAD COURSE 
| Even The only time wedge would be anything but exactly even (50 percent) on a road course would be if the driver complains of being both tight in left turns and loose in right turns. | Varies The track bar is set very high at Sonoma to help the back end swing around in the corners. It is set low at Watkins Glen for stability entering corners at high speed. | Back On road courses, weight is farther back than anywhere but a superspeedway, because the car needs to be loose to make sharp turns. | Heavy brakes / slightly front Heavy brakes are required, because road courses are flat and the turns are sharp. Mid-corner speeds are as slow as 40 mph. Teams use no tape over grille openings. Bias is set to just slightly favor the front brakes. | High angle/all tires lean in All tires lean because cars turn both right and left. | Soft Teams use very soft shocks at Sonoma, because the car needs grip for slow, tight, unbanked corners. Watkins Glen requires slightly stiffer ones because of the faster speeds. | Very soft Teams use the softest springs, similar to those used on short tracks, because speeds are slow and the corners flat. |
| LONG STRAIGHTS FLAT CORNERS 
| Loose The setup is looser, similar to short tracks. Speeds are higher, but the corners are flat. | High Flat, tight corners require the car to be somewhat loose, but not so loose that the driver can't control the car at 200 mph. | Back Blocks are somewhat toward the back so the car is on the looser side, but tight enough to handle the speed. | Heavy brakes / slightly front Teams use heavy brakes, but not the heaviest, because drivers brake a fair amount entering the flat corners. Bias is set to just slightly favor the front brakes on short tracks. | Medium angle These tracks require "a fair amount" of camber, almost but not quite as much as short tracks because the surface would wear out the tires. | Varies Pocono has a rough, bumpy surface, so shocks are soft. Indy's surface is pancake-flat, so shocks can be very stiff and aggressive. | Soft Team use very soft springs, but the high speeds mean they need slightly stiffer springs than on slow, flat short tracks. |
About Travis Geisler
Travis Geisler, crew chief for Sam Hornish Jr., grew up working for his father, a Dirt Late Models legend. Geisler, who has a mechanical engineering degree from Vanderbilt, began driving go-karts and advanced to the Nationwide Series before becoming a race engineer in 2006 and a crew chief for the Penske Racing Mobil 1 Dodge midway through the 2008 season.
