The Heartland …
Sunup to sundown …
The melody of the plow is the pulse that pulls the second hand 'round …
Daybreak to dusk.
Every tick of the sunlight dial wrings dry the bountiful prospects of the land …
In the Heartland
Carl Edwards: I like where I grew up. I like the fact that you can have not enough money to pay for gas at the gas station and they say, 'Hey, don't worry about it. Get it tomorrow.' There's a big sense of community where I'm from.
Folks here don't expect handouts …
But are quick to lend a hand …
Their conscience is the memory of their father's calloused hands.
Generations of meticulous effort …
They will not accept shortcuts …
It's do it right …
Or don't do it at all …
In the Heartland.
Edwards: I'm blessed to have grown up around a lot of people who are good, hardworking, honest folks who held me to a really high standard -- which was painful sometimes. I'll be at the hardware store and they'll say, 'Man! I knew you. I used to see you go pick up cigarette butts at your dad's shop!' It's like they just can't believe it. It's neat to be around people who really know who you are.
Sweat that drips from a man's brow is as understood as the air that fills his lungs …
'Round here a handshake is a contract …
Word is deed … and faith is creed.
Aim as true and straight as the corn rows that define this place …
Edwards: You tell people what your hopes and your dreams are, and they laugh at you. Or they don't believe you can do it, and it's tough. Whenever people ask me for advice, I just tell them the simplest thing is three words: Never give up. I realized a couple years into this project that I'd beat about 95 percent of the people I was competing with just by not quitting. I think that's the key.
Look a man in the eye …
Roots run deeper than limbs extend …
In the Heartland.
Edwards: When [International Speedway Corp. president] Lisa Kennedy and the folks at ISC built this place [Kansas Speedway], it was when I was working as hard as I could, to do anything I could, to make it as a race car driver. This place was bigger than a challenge. It was almost an insult to have all of this racing right here happening, and, all of a sudden, people in the area I was living in were talking about auto racing. And I was like, 'I'm part of that, guys!' That's what I want to do!
Edwards: I was a student at Missouri, and I was racing at my local dirt track and had a good deal going at school. And I was talking to someone about this race I ran on Saturday, and one of the students in the class says, 'What are you talking about? You're a race car driver?' And I said, 'Yeah. That's what I want to do.' He's like, 'You think you're going to race in the Daytona 500 or something?' To me, those were fighting words.
I hear people say, 'Oh, Carl just wants to be on TV.' To me, deep down, I still have this fear that whatever I do is not going to be good enough. So when I'm on TV with you guys, or talking to sponsors, I'm very aware that that's what makes this thing go around, and I don't look lightly on any of it. That's why I give it 100 percent all the time.
Edwards: I remember driving past this place on the highway going to Colorado to a race, and I didn't even want to look at it because it was everything I wanted to be doing, right there. And so to me, it's a challenge. And for me, the last part of that challenge would be to win here.
You may leave it … but it never leaves you …
Edwards: I've lived two separate lives, man. I've lived the life of sneaking into these places and handing out business cards and having people laugh at me and living the life of people driving by yelling my name and honking. They're both fun. If this all ended tomorrow, I guess I'd high-five everybody and go find something that made me feel good.
Wherever you go … it is with you …
Kyle Busch is wearing a white hardhat, baggy jeans and a blaze-orange M&M's polo shirt bright enough for a prize buck hunt. He's in a neighborhood in Charlotte, N.C., swinging hammers during a Habitat for Humanity home-build shift. This is a couple weeks back.
It's muddy and he's dirty. Rain has pelted greater Charlotte all morning, and the red clay runoff from the mounds of dirt along the periphery has turned to pudding on the home's concrete foundation.
As I watch Busch slam framing nails into two-by-fours, the scene intrigues me, this contrast between his muddy shoes and the clear-blue-sky clarity of the statement he's saying to me.
It started when I asked what he considered to be the greatest accomplishment of his career to date. This is a guy who has 115 wins across the three major nationals series. He's won inaugural races (Kentucky) and won at home in Vegas. He's won Darlington and both road courses. That's just in Cup.
Todd Warshaw/Getty ImagesKyle Busch has 32 wins in the Camping World Truck Series, including Friday's victory at Dover.
He's done a few things with a wheel in his hand.
He didn't hesitate: The Bristol sweep.
"Not a lot of people really try for those things because they don't run Truck races -- the Jimmie Johnsons and Jeff Gordons don't run Truck races or very many Nationwide races," he said.
"That was pretty cool for what I'm all about and what I do, and for how many laps you run during a season and for what all can happen throughout a race -- as well as how we've seen how much bad luck I carry around behind me -- it's pretty special when you can win three races in a weekend like that."
As we chatted, he was fresh off another dominant performance in the Camping World Truck Series, this time at Charlotte Motor Speedway. As he bowed to the assembled in a cloud of tire smoke, they booed. They love him or they hate him. No in-between.
Here's the thing: Polarizing is a fine position, really, so long as it's properly channeled.
I wondered aloud how he felt about the criticism he takes for competing in -- and winning -- Nationwide Series and Truck series races so readily. What are his thoughts about the commentary that the beatdowns he lays are akin to Justin Verlander throwing filthy heat to Class A talent?
And what of the chatter that those wins don't count for much, anyway? They're not big-time wins, they say. If it ain't Cup it don't matter, so why bother, they say.
"For me, it's just an opportunity to go out there and get as much track time as I can, to get out there and feel the tire, feel the track, try different lines to see if they help you or hurt you, to not try that on Sundays," Busch said analytically.
"And I think all that helps me a little bit. Instead of going out on Sundays and trying all of that, and being behind the 8 ball a little bit, I already know what does or does not work. So that's my benefit.
"To people that discredit the wins and stuff like that, I mean, I'm not fighting with anybody, but everybody keeps saying my wins in Truck and Nationwide don't mean anything. That's not true. They mean a lot to me."
Fair. Expound, please.
What, exactly, do they mean?
"Everybody thinks I'm shooting for Richard Petty's 200-win record. That's not true," Busch explained. "Richard Petty won his 200 races in his era. That's cool, man. I mean, granted, he did it. Right? He's the all-time winner in the Cup series. For me, if I win 200 races over all three series, my record has nothing to do with Richard Petty's record, ya know?
"To me, it's just something I want to accomplish and I want to do, and I think everybody's making too much of it."
That answer is telling. Kasey Kahne has entered five Truck races in his life. He's won four of them.
Busch is wholly unconcerned what any of us think or say about his desire to race. It's not about exposure -- if it were about exposure he wouldn't fly to Slinger and Lanier to race obscure Late Model shows.
It's not about beating lesser talent -- truth told, most drivers in the Cup series have lesser talent.
It's not even about history. History is old hat.
It's simply about the opportunity to compete, to get out there and gas it up -- anytime, anywhere, in anything. Fire it up and let it eat.
I don't care if you detest the guy. In an era when drivers get rich and ride with no particular resume to speak of, that's oddly refreshing.
For drivers marching relentlessly toward the hope of a life-changing first NASCAR championship, the mental toll of the challenge is every bit as taxing as the mechanical or the strategic.
While in the garage Friday at Texas Motor Speedway, I sought out Carl Edwards to discuss that dynamic.
Jerry Markland/Getty Images/NASCARCarl Edwards, who lost the 2011 Sprint Cup championship on a tiebreaker, has zero wins and failed to make the Chase.
He's lived it. Three times during his eight-year-plus career, Edwards has been in contention for a championship in the season's late stages, in 2005, 2008 and 2011. Meanwhile this season, despite high expectations, has been wholly disappointing: zero wins and a failure to qualify for the Chase.
So how would he assess his team? How did his back-and-forth with Tony Stewart in 2011 affect his opportunity to win a championship? And what are Jimmie Johnson and Brad Keselowski experiencing right now?
Smith: What assessment would you give the No. 99 team right now?
Edwards: "The 99 team, right now, I think we're 15th in points or 14th in points, or something, so we're in a position that, No. 1, we didn't expect to be in, and, No. 2, is not acceptable to us. So what we're doing is, we're doing everything we can to make sure this Fastenal team gets running the way we know it can, the way it did last year -- the way our teammates are, for that matter.
"We're looking at every aspect of the team: the crew chief, the driver, the pit crew, everything that we can try to make better so that we can go out in 2013 and win a championship."
Smith: In what areas, specifically, do you need the most improvement?
Edwards: "There are a couple things that definitely we can do better. But that's the thing, there's no one big problem we have. Now, we have had a lot of bad luck. We have had a crew chief change. But there's not one specific thing.
"I think if we're honest with one another, we all have to be better in a small way. I know that's what we're working on, and hopefully we can accomplish it. We know how well we can run. We come to the races expecting to win, expecting to be on the pole, expecting to fight for the championship. And trust me, it is not fun running the way we've been running."
Smith: You've lived Brad Keselowski's current situation, a guy vying for his first Cup championship and negotiating all those emotions and pressure. What is that like?
Edwards: "My personal opinion is that Brad and Jimmie are experiencing a lot different type of pressure. I can only speak from my own experiences. In 2005, we had a real shot at the championship. We tied for second behind Tony Stewart. That type of pressure was kind of fun. There was no expectation. Anything we did was a good thing, and any mistake I made was acceptable.
"Then in 2008, we won nine races. We were battling Jimmie. Jimmie was on top of his game. Jimmie and Chad, as they always are, were very tough. Jimmie didn't play really any mind games. He didn't make any statements like he's making in this Chase, but I did feel a different type of pressure, started to feel like, 'Wow, I should win this championship.' And that was a little bit different than 2005.
"Then we go to 2011, and it was totally different for me. I had made all my mistakes. I knew that was my championship to win. And so, I felt like there was a lot more pressure on me. Fortunately, I can look back on that and say we went to Homestead with all the pressure in the world, qualified on the pole, led the most laps and just got beat.
"But that is a very, very difficult thing to do. And I think Jimmie, right now, realizes Brad's somewhere in that area where he needs to win this championship. I saw Jimmie kind of poking at him in the media. And if you remember, Jimmie spun out, he made a mistake at Kansas. And for him to come in to the media center at Martinsville to act like he's the man and all the pressure's on Brad, that's very, very telling of where Jimmie's mind is. He knows what he's doing."
Smith: What advantage does championship experience give a driver?
Edwards: "Tell you this, the difference between five championships and six. ... I mean, [Johnson's] just having fun. He's going to go home, no matter what happens, look at those trophies and, hey, he gave it his best shot. The difference between zero and one [championship]? That's a big difference.
"And if Brad Keselowski can do what he's done all year, I think that he's going to show everybody that he is very, very mentally tough. 'Cause it's tough. When you're dealing with a champion that's done it a number of times, it tests not only the driver but the team.
"Those guys, if they're in the hunt when they come down to that last pit stop, his pit crew, they're going to have to have nerves of steel because they know it's all on the line. And they don't want to be the guys that bump up against that heavyweight champ, Jimmie, and get pushed aside. They want to win."
Smith: We all thoroughly enjoyed the back and forth in the media between you and Tony Stewart in 2011. What affect do those mind games have on you?
Edwards: "I'm very fortunate. I've had a lot of life experience that's taught me that, usually, when people are talking a lot, they're trying to hide something, they're trying to cover something up. And I've dealt with Tony enough that I knew he was having a good time. It was a good show. But I knew deep down, I've read his book, I know what he's about. He wanted to win that championship.
"And in my opinion, I think that was something that he was doing to try to shake us. So that made it easier. But if that would have been my first year up there competing for the championship, it probably would have been a little bit tougher. It is fun. It's a neat experience to be a part of. It's definitely educational.
"Pressure can do a lot of things, but it can make diamonds too. I think it made me tougher, and I think that no matter what happens, I think Brad, just going through this, is going to be a really, really great competitor because of it. And he's going be driving a Ford next year, so for us, I think it's really good."
Granted, he'll tell you different. Earnhardt isn't inclined to pay mind to others' analysis of his personal decisions. He looks at it in literal terms: his desire to ensure his long-term health. He doesn't invest in the prospect of legacies or the broader scope beyond the racetrack. He just wants to be smart about his noggin so he can race for a long time.
But here's the truth: That step will forever be a part of his legacy. Because when he sat down with Dr. Jerry Petty to discuss the ramifications of successive concussions -- and was ultimately told that he couldn't do the only thing he has wanted to do since he was old enough to form an opinion -- he told an entire generation of fans, drawn to the speed and fury of his passion, that it's OK to be vulnerable.
Because for a racer there is nothing more vulnerable than idling while another man is holding your wheel.
Emotionally, Junior is sick about it. He is hurt. He is sad. He is heartbroken.
Idling is torturous.
But he is a stronger man for it. He is a smarter man for it.
The easy decision would have been to saddle up and ride.
The impossible decision was to cuddle up and watch.
But he did. And everyone watched.
There were athletes in locker rooms all over this country watching him live on "SportsCenter." In that moment, many of them looked at themselves and wondered if they'd make the same decision.
Every driver in NASCAR wondered if he or she would do the same.
Few human qualities are as dynamic as vulnerability. Those self-confident enough to acknowledge the deepest part of their personal weaknesses are in fact the strongest among us. Just are. They're on another level spiritually. It takes indescribable guts to peer into your soul that deeply, because you may not like what you learn.
We're now a week removed from Earnhardt's announcement. We're still digesting it and will be for quite some time.
It was a landmark moment.
He wasn't fired. He's not sitting at home because he has no wheels. He's sitting out because he's smart enough to listen to his body. That he chose to do it in a resurgent season, which erased four years of mediocrity, is even gutsier. He chose to do it in a season that, for the first time in a long time, he was relevant in the season's championship conversation. He did it during a year in which the wit and the grin and the confidence that defined him in the early portion of his career had returned.
It was a revolutionary decision.
But we won't realize how revolutionary until a young racer, or a young football or soccer or baseball player makes the same decision -- because Dale Earnhardt Jr. did.
Comfortable is easy.
Comfortable provides our unwavering truth, cultivated by the plow of check marks on our calendar of experience. It's what we know, the daily routine dispersed through the borders of our emotional personal planners. It is walking through the same door at the same office every day at 8:58 a.m. for two decades; and greeting the same faces en route to the same coffee maker at exactly the same time each morning.
There is strange comfort in that knowledge.
Comfortable feels like security.
Until it feels like monotony.
Just then, suddenly and strikingly, comfortable becomes quite uncomfortable.
And in that revelatory moment of emotional tug-of-war it hits you like an anvil: To maximize potential, I must make myself uncomfortable. I must walk through the door of an unfamiliar office full of unfamiliar faces to rewrite my definition of comfortable.
Taking that chance is very difficult.
I imagine that has been Matt Kenseth's struggle in 2012.
For 14 years at the highest level of his trade, Kenseth has known but one way of doing business. The Roush way. It is a highly successful method, one that produced two Daytona 500 victories and a Sprint Cup championship season so consistently competitive it rewrote the way every champion after it was crowned.
This is not a LeBron James "Decision."
I do not believe that Matt Kenseth is leaving Roush Fenway Racing in search of faster racecars. He has the fastest racecars in the sport. I do not believe he is leaving with the hope of joining forces with more-competitive people in the quest for victory. He and crew chief Jimmy Fennig are already plenty formidable.
I believe Matt Kenseth is leaving Roush Fenway Racing for the liberation of a new start, under the direction of a new philosophy. He knows what he can do in Roush Fords. He knows the company methodology. It didn't especially apply any longer.
He wants to see what he can do under another man's roof in another man's cars with another man's methodology.
To do that he chose to make himself uncomfortable.
Uncomfortable is hard.
Note: My bosses on the television side charged me with capturing the essence of the annual pilgrimage to Daytona for a new season. The piece will air throughout Daytona 500 weekend. I wanted to share the script with you:
Only the rarest of pillars stand firmly on a foundation of sand
For, sand is fickle
Individual grains are loose and free in the ocean breeze or are swept away with the tide
But packed hard by pressure sand molds as solid as stone confirming Big Bill France's vision that Daytona's Beach would provide the foundation on which he would create NASCAR
Daytona's legend evokes visions of Spring Break bikini beauties and Harley-clad bikers. And its racetrack wields a checkered flag so powerful it propels he who captures it directly into immortality
Or in an instant, history becomes heartbreak
And therefore, Daytona's Beach is the ultimate destination point for NASCAR fans
Here the cadence of 43 handcrafted steel chariots marching is your pulse the roar of 200,000 breathless brethren your heartbeat. And so every February fans from the farthest reaches of this great NASCAR Nation load up their dreams and make the pilgrimage
Daytona marks a new beginning an empty canvas with infinite possibility
None has dipped his brush no one is ahead no one behind. All are equal in status and in opportunity
The same goes for us the fans. With the dawn of every season the longest coldest most excruciatingly dormant months of our year are over and we burst like spring's first bud with the boundless hope of excellence
So to that hope I raise my glass to you, Daytona
The picture on the front page of neilbonnett.com tells the tale: The jacket is blue and pink and purple, as colorful as the man wearing it; the smile all pearls. On that jacket's left breast, in embroidered red, yellow and black thread, it reads: Winston Legends.
Neil Bonnett is most certainly a NASCAR legend, as much for a laser-quick wit as for the 18 victories he accrued at the sport's highest level. Bonnett was among the most colorful characters the NASCAR garage has ever seen, a charter member of The Alabama Gang whose on-track success typically gets lost in the shadow of the person and the pranks -- not to mention the Allison family legacy.
Bonnett won at Richmond and Rockingham and Darlington and Wilkesboro, the toughest tracks the South ever produced. He won for Junior Johnson and Wood Brothers, some of the greatest owners the sport ever produced.
ISC Archives via Getty ImagesNeil Bonnett won some of the biggest races for some of NASCAR's biggest owners and sponsors in his career.
"In the sport he gets lost in the shuffle sometimes, because he was so lighthearted and so fun to hang out with that you almost forget to give him credit for being a pretty doggone good race car driver," NASCAR president Mike Helton said.
In 1994 Bonnett was staging a comeback from three years spent recovering from cracked ribs, a broken sternum and amnesia sustained in a 1990 wreck at Darlington. He'd been integral in testing the new Monte Carlo race car Chevrolet would unveil in 1995. Entering Speedweeks, he was confident he would contend to win the Daytona 500 in James Finch's No. 51 Chevy.
It was not to be.
On Feb. 11, 18 years ago, Bonnett died in a crash during the opening practice for the Daytona 500. He was 47 years old.
"That was my first year with NASCAR. We'd lost Rodney Orr a few days before that, so when Neil was the second incident of the weekend it was certainly much more difficult," Helton said. "It was really tough. Coming on the heels of losing Rodney, and it being Neil, magnified the impact of it all. It was very tough to be braced for that."
Helton is one of the folks in today's garage who knew Bonnett best. They were fishing buddies out on the lakes of Alabama, near Talladega and Birmingham. When I asked him to recall his favorite story about Bonnett's exploits, he literally laughed out loud.
Bonnett, see, was as proud of the motors in his boats as he was of those in his race cars. And one day out on a lake near Birmingham (where most everyone knew his name), he'd gone and wet a line in a no-fishing zone. When the game warden approached and asked if he knew he was fishing illegally, Bonnett looked at him and asked, "Do you know who I am?" When the Warden said, "Nossir, I don't know who are," Bonnett slammed that boat down in gear, hollered, "Good!" and took off like a bat outta hell across the water.
That warden didn't have a chance.
"Neil loved that story. He always told it," Helton said through the chuckle. "He was a big outdoorsman, and he and Dale Earnhardt had got to become good friends because they shared a lot of common loves and laughs and things they did, so they migrated to each other.
"You should have seen Neil try to play golf. He wasn't a good golfer. But then again, most of the folks that played with him, we weren't either. It was so fun. He was such a quick thinker and fun personality; such a practical joker."
And a fine broadcaster. Bonnett hosted "Winners," a weekly program on The Nashville Network that highlighted NASCAR's greatest drivers and personalities. It was wildly popular.
"Neil was a really easy person to warm up to because he kind of pulled you in," Helton said. "His personality was just so strong. As soon as he walked up to you for the first time, you felt like you'd known him for 20 years.
"Neil's legacy will be reflected on paper statistically, but I'm not sure that anybody can do him justice any other way. You had to know him. He had a show where he interviewed characters in the sport, like Bill [France] Sr. and Richard Petty and Buddy Baker. That show had a huge following to it because of his personality. Hopefully somebody resurrects those someday."
That was a different era. These days drivers must toe a thin line between showing too much and not enough personality. The driver that most reminds Helton of Bonnett?
"It's funny you ask this, because I said to somebody the other day who did not know Neil that Clint Bowyer is a very down-home personality that has a great sense of humor, is quick on his feet and, oh by the way, can drive a race car," Helton said.
"In today's world I look at Clint and see a little bit of former drivers in him. I see a little bit of Neil in Clint Bowyer. He's entertaining. That was Neil Bonnett -- as quick and witty as Clint is, he's the modern-day Neil."
CONCORD, N.C. -- It was barely Nov. 21, 2011, 2:30 in the morning on a Monday in North Carolina, and Steve Addington's mind and heart were racing. He was lying in bed, restless.
The NASCAR season had been over for six hours.
The transmission on the car Addington built to race in the NASCAR season finale, the No. 22 Penske Racing Dodge, had come apart early in the running. When it did, a piece from the drive shaft opened a softball-sized hole in the grill of Tony Stewart's Chevrolet.
At the time, that development didn't seem to bode well for Stewart's run at a third career championship -- and lying there in the dark, Addington felt it might not bode well for his future. Because at the very moment that universal joint pierced Stewart's grill, Stewart effectively became Addington's boss.
Or so Addington still hoped.
"This is a funny business -- you never know what's going to happen the next day," Addington said. "We almost cost Tony a championship, so I'm thinking, 'What's he thinking? He's just won a championship and going to change [his] mind.' I couldn't sleep."
Despite Stewart's unprecedented success during the 2011 Chase for the Sprint Cup -- five wins in a 10-race stretch and a dramatic third career title -- he decided to part ways with the man that directed his team to that championship, crew chief Darian Grubb.
And he did it in favor of Addington.
Jerry Markland/Getty Images Friends Steve Addington and Greg Zippadelli have the task of getting Tony Stewart a fourth Sprint Cup championship.
Stewart reassured Addington throughout the Chase that he was the man in 2012. But as the weeks passed and the wins piled up for Stewart and Grubb, Addington couldn't help but wonder if Stewart might change his mind.
Then his phone buzzed. It was Stewart with a simple yet profound message: "No pressure, bud."
"I'm not going to tell you what I replied," Addington chuckled.
Given the unique dynamics surrounding his introduction to Stewart Haas Racing, one might infer that Addington enters 2012 feeling substantial pressure. He says that he doesn't. As if the Grubb variable isn't reason enough, there's also the prospect of Greg Zipadelli peering over his shoulder.
Zipadelli, the newly minted SHR competition director, crew chiefed Stewart to a pair of NASCAR championships. Yes, Addington and Zipadelli are close friends, but what if the No. 14 team starts especially slow? What then?
"Not at all," he said. "I've got a lot of respect for Zippy. I'm going to feel good with him back there, giving his support. He knows Tony very well, and when you need to crack the whip and when not to. Tony told me I'd have to jerk him back in line when he's out of line, and that's what he wants out of me. That's when I'm going to lean on Zippy, to help me figure out what that point is."
Addington's accustomed to working with fiery drivers, of course. His past two jobs were with Kyle Busch and Kurt Busch, respectively, so his disposition is fitting for Stewart. He hopes his track record is what got him the job.
"I hope the wins got me the job," said Addington, who led the Busch brothers to 16 combined victories. "I wouldn't be here if I didn't think we could go out and win a championship. A lot of people will look at it like, 'You're the only thing that's changed on that race team.' And that's true. But I feel good about it.
"I'm confident enough in my position and experience in races to give him what he needs. Yes, we can go win a championship."
More often than not over the past several years, when I picked up the phone to call Jay Frye the voice on the other end was exhausted, frustrated and borderline disgusted. For 15 years Frye had run a race team at the Sprint Cup level. There was MB2. Then Ginn. Then Team Red Bull.
And when the doors effectively closed on Red Bull after the 2011 season finale, there was little more left than "now what?"
He tried to piece together an opportunity with the remaining parts and people from Team Red Bull, but no true investor properly engaged. As we've seen all too often recently, you can't race without money. A pile of it. During that same time he sought advice from an old mentor, Rick Hendrick, on multiple occasions. Those conversations spawned a new partnership between old friends.
Frye joined the Hendrick juggernaut recently in an executive role, focused mostly it seems on business development. He has no title and doesn't know exactly what his responsibility is yet. Not that he especially cares.
"Rick is a mentor. If I need advice I go to him, always," Frye said. "When this whole thing went down I met with them about other things, and basically outright told them I'd sure like to be here. I didn't know what they had, but whatever it was I'd do it. They basically came up with some ideas on what I could do to help. And that's how we came up with this role. I'm honored and flattered.
"Their sponsors don't leave and their people don't leave. There's a reason for that. They do it right. I'll contribute however I can. They don't need me."
For Frye, the move to Hendrick is a homecoming of sorts. In the early '90s, when Frye managed the NASCAR account for Valvoline, his office was at Hendrick Motorsports. He dropped a ceiling in an old barn up on the hill, in which legendary crew chief Harry Hyde used to restore old Volkswagens. They called it the "Bug Barn" for a reason.
"Everything I learned in this sport -- and much of what I've learned about life, in general -- came from Rick Hendrick," Frye said. "I was never more proud than I was of that office in the barn. That was a great experience for me. I have huge respect and admiration for Rick."
The respect is mutual.
"Jay is one of the most well-connected people in the sport, and he's going to be a great resource to help develop strong partnerships," Marshall Carlson, Hendrick Motorsports president, said in a statement. "We've known him for a long time, so there's an immense level of trust and respect between us. The opportunity to work with Jay again and have the benefit of his experience is something we're excited about."
What's left of Team Red Bull is still on the market. Investors still call Frye about Red Bull. He directs them to the corporate folks in Austria trying to sell the team. Frye says there is a fantastic opportunity sitting right there in plain view for the right investor.
"Up until the last couple of weeks there was something new happening every day, people calling all the time," he said. "I'm not directly involved so I don't know exactly what's going on. There's a very good facility with great cars ready to go, and if you hire some people over the next couple weeks you can go race immediately. There are great people on the street, great drivers, looking for work. You could put a great team together in a week. Red Bull has great people from Austria still trying to make things happen. I wish them the best."
Above all, Frye is relaxed. For the first time in more than a decade it's not his responsibility to keep mouths fed. I could sense it in his voice.
"It was 11 years with MB2 and four years with Red Bull, and it was a huge responsibility that I took very seriously every single day," Frye said. "I took it very seriously that no one would ever miss a paycheck. Part of our success was our survival. I'm very proud of that."
KANSAS CITY, Kan. -- As far as I'm concerned, it's high time Kyle Busch grabbed a shotgun and took off after Richard Childress. On a hunting trip.
Go to Montana with him. Or Wyoming. Or some remote land maps don't chronicle and nobody's ever seen outside of Childress, Dale Earnhardt and the locals.
That's the only way this feud will truly be quelled. They need to hash it out over cold beers and wet fishing line. With that comes honesty. And, ultimately, laughter.
On Saturday, witnesses said Childress removed his wristwatch, snatched up Busch in a headlock and went to beatin' on his head with his fist. There is neither footage nor photographs of the incident, at least that I am aware of. But I imagine it looked something like Nolan Ryan versus Robin Ventura.
John Harrelson/Getty ImagesRichard Childress leaves the NASCAR hauler after meeting with officials prior to Sunday's Cup race at Kansas Speedway.
Whether it looked like it or not, we'll likely never know. But we do know this: The message was the same. Don't tread on me, young buck. This is my territory, and I'll see to it myself that you respect that territory.
As it pertains to racing, Busch did nothing wrong during -- or after -- Saturday's Truck series race at Kansas Speedway. Yes, he raced inexperienced drivers very hard -- too hard if you ask around the Cup garage. But this is Kyle Busch. If it has wheels, he's going to drive it like Junior Johnson running from the revenuers on the backroads of Wilkes County at dusk. We know that. It's not surprising.
During the race, Busch leaned on and crowded some kids who aren't prepared to be leaned on or crowded, including Joey Coulter, driver of Childress' No. 22 Chevrolet. He tapped Coulter after the checkers. That is driver code for, 'Hey, brother, I see you. I'm right here. And I don't like what you did to me.' It happens every weekend at every racetrack in this land.
The difference is this isn't Sprint Cup.
Coulter has eight Truck series starts to his name. He's learning on the fly. And he was racing the best of the best for a top-5 position. Welcome to the big show, kid. Coulter said after the race his truck began to handle differently than he expected. It got tight, so the front end wouldn't turn, and he pushed up into Busch's truck. Coulter ultimately prevailed in the drag race to the checkers, finishing fifth to Busch's sixth.
No matter the reasoning, Busch was none too pleased with the outcome and showed it with the love tap.
And that set Childress off. He would not be denied. He would prove to Busch once and for all that damaging his cars for no good reason would no longer be tolerated. This goes way back, even before Darlington or Dover. Multiple sources inside Richard Childress Racing tell me that there was a time years back, when Busch and RCR's drivers were wrecking far too many cars unnecessarily. That equals countless man hours to fix them. And that equals money spent.
So Childress confronted Busch, and told him if it continued he'd settle the situation himself. Saturday, it seems, he lived up to his word.
Childress hasn't commented on the matter, and Busch has said little more than yes, it happened, and that he'll support whatever action NASCAR deems appropriate. At this time he doesn't plan legal action outside of NASCAR's decision.
NASCAR said Sunday that Childress' actions were "unacceptable" for a team owner and "will not be tolerated." The sanctioning body will announce its findings this week, and I'll be very surprised if they suspend Childress. I base that opinion on his stature in the sport and the lofty respect NASCAR officials have for him. I could be wrong, but I expect he'll be fined monetarily, and that will be that.
What he did wasn't right. It's the old-school approach. It's the way it used to be handled. It's not how it should have been handled this time.
They should grab a couple of shotguns instead. And go hunting together.