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Can teamwork make a championship dream work for Tyler Reddick and 23XI?

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4 days ago

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This Sunday, 23XI Racing’s Tyler Reddick will race for the highest honor in NASCAR: the Cup Series championship. He’s one of four drivers — along with Joey Logano, William Byron, and defending champion Ryan Blaney — who survived every elimination in the NASCAR playoffs, and now, one race remains. The highest finisher among those four after 312 laps at Phoenix Raceway wins the championship, whether they win the 40-car race or not. 

A vital part of Reddick’s championship bid is his race team. The crews working on his No. 45 car and teammate Bubba Wallace’s No. 23 all have the same goal: win the title for 23XI.

“I would say 90% of our weekend is focused on making sure they’re getting everything that they need,” JR Houston, an engineer on Wallace’s car, told Motorsport. “If we find something that makes the car faster, we tell them about it, then we both get faster. If they get everything they need, we are going to perform well, and vice versa.”

Teamwork has been a hot topic at Phoenix this weekend, since all four drivers racing for the championship have teammates who aren’t. That lets the playoff and non-playoff cars on each team try out car setups and driving techniques to see which ones work best, which is critical when one race decides the title. 

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While cars on some NASCAR teams operate more individually all year, Houston said 23XI works in lockstep. The team brings similar cars to the track for both drivers, so feedback on car setup and driving technique can benefit both. That mattered already this weekend, when Wallace ran the 11th-best time in practice and Reddick ran 21st — behind the other three championship contenders. Blaney’s No. 12 car led the session. 

“In practice, Bubba was a little more comfortable with the car,” Houston said. “We debriefed for an hour about how the cars felt different, and because they’re so similar, we know that it’s the drivers making the difference. By being similar, we can teach each other.” 

Tyler Reddick, 23XI Racing, The Beast Unleashed Toyota Camry

Tyler Reddick, 23XI Racing, The Beast Unleashed Toyota Camry

Photo by: Matthew T. Thacker / NKP / Motorsport Images

Teamwork makes the dream work?

This weekend, there’s an extra layer of help: Denny Hamlin, co-owner of 23XI and driver of the No. 11 car for fellow Toyota team Joe Gibbs Racing. Hamlin made the penultimate round of the playoffs, but got eliminated last weekend when the field went from eight drivers to four. 

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That makes Reddick the only Toyota left in the championship, and his crew chief, Billy Scott, said Hamlin’s help made the night between practice and qualifying “very productive.” 

“We rely heavily on our teammates,” Scott said. “That’s both with us having Bubba here at 23XI, and with all the JGR cars. The 11 came with a setup like ours to give us even more information, and to have another driver with direct feedback of what the car drove like to discuss with Tyler.”

The time between practice and qualifying included debriefs, discussions about how to adjust car setups, and looking at data from 23XI and the rest of the field. NASCAR teams use a data system called SMT to analyze the speed, revs, shifting, braking, throttle, steering, delta time, and driving line run by any car in the field, shown in both graphs and animations. That means Reddick’s team can see where other cars are gaining and losing time on the No. 45, and any other team can do the same to them. 

“We’re certainly looking at everybody on SMT,” Scott said. “We’re trying to understand where people’s balance is, what line they’re running, et cetera. But when you have cars that have the same setup — or at least with the other JGR cars, you know what their setup is — that’s a huge benefit.”

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Houston said the 23XI teams didn’t double down on car adjustments this weekend, in the name of efficiency. If each car gets different adjustments from the same baseline, the team can see what works and what doesn’t. 

Scott said every weekend, 23XI is focused on being fast as soon as they unload the cars. They prep ahead of time by studying old notes and experimenting virtually on the simulator.

“These cars, honestly, are so hard to make changes on,” Scott said. “They’re so time-consuming that you are kind of limiting yourself on what you can do, so you don’t get too far off of your baseline.”

Part of Houston’s job is coaching drivers on what to expect at each track, so if needed, they’re prepared to adapt their driving style quickly. That way, if they get to the track and “somebody’s driving a different way, it’s not so out of the ordinary for them to try it.” If they try and it doesn’t work, that helps inform setup changes. 

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“If we say ‘You need to do this,’ they understand what we mean,” Houston said. “We don’t have to give a soliloquy on how to drive the car. They already know, ‘Oh, he’s doing this. I need my car to do X, Y, or Z in order to be able to do what he’s doing.’

“Engineers are working on how to make Tyler drive more like Bubba, or Bubba more like Tyler. We’re doing different things to find speed: looking at the SMT data, looking at how [Blaney] is really fast. How’s he doing it? We can’t make our car like theirs, but we can certainly try and drive like they’re driving and see if there’s fruit there.”

Bubba Wallace, 23XI Racing, Columbia Sportswear Company Toyota Camry

Bubba Wallace, 23XI Racing, Columbia Sportswear Company Toyota Camry

Photo by: Nigel Kinrade / NKP / Motorsport Images

Test, talk, adjust, practice, race…

The debrief after practice helped 23XI. The next day, Reddick qualified 10th — the third of four playoff cars, but still near the front of the field. Logano qualified second, Byron eighth, and Blaney 17th. 

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“We know what we need to work on, and we’ve been talking about it and coming up with a plan for Sunday,” Reddick told the media after qualifying. “Going into the race, I have a good sense of what I need to be focused on, and how we as a team need to keep up with the race car. But obviously, we have to wait and see how the race goes.”

Even with a championship on the line for Reddick, Houston has to focus on making Wallace and the No. 23 car as fast as possible. That’s because, he said: “It’s really hard to help the 45 on the racetrack, or with anything of value, if you’re slow.” 

“The primary goal is winning the championship for 23XI,” Houston said. “I think people on both teams understand that, so it’s really easy to go up into the front of the hauler and just have conversations about what’s going to make everybody better. 

“For 35 weeks this year, we’ve gone to the racetrack extremely similar and used each other’s feedback to change the cars from practice to race. So [this weekend], when it matters more, it’s not like we’re adding pressure on ourselves or adding any sort of new procedure. It’s a weekly thing for us. We just do what we’ve been doing.”

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Radioactive: Cup Series Championship 'What the f—? F—- this f—–' | NASCAR on FOX

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9 hours ago

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November 13, 2024

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Radioactive for the NASCAR Cup Series Championship at Phoenix Raceway in Avondale, Arizona.

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FIA approves driver cooling kits from 2025 in F1

Published

11 hours ago

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November 13, 2024

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The FIA’s Formula 1 Commission has approved the introduction of driver cooling kits for the 2025 season, to be used in extreme heat conditions.

Driver cooling has become a topic since the 2023 Qatar Grand Prix, with several drivers suffering from symptoms of heat exhaustion after the chequered flag.

As first reported by Motorsport.com in July, the FIA and all F1 teams initiated research to improve the venting and cooling of drivers in such extreme conditions.

Initial proposals involved fitting a simplified air conditioning system to the cars but while exact technical details are yet to emerge, Motorsport.com understands the solution now agreed between the FIA, F1 and all teams involves a simplified system that no longer requires an AC unit.

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The system will only be mandated by the FIA in extreme heat conditions, with the minimum weight of the cars increased correspondingly when applicable.

The Commission also agreed to change the protocol for closing up the grid whenever certain cars don’t make it to the start of a race. The issue came up in Brazil when Williams driver Alex Albon failed to make the start after a heavy crash in that morning’s qualifying session, with his team unable to repair the car due to the compressed timetable.

Mechanics clear the grid prior to the start

Mechanics clear the grid prior to the start

Photo by: Zak Mauger / Motorsport Images

Albon’s car was withdrawn long before the race, but per the existing grid protocols the definitive starting grid had already been set and his seventh place on the grid was still left vacated.

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Motorsport.com understands the FIA will now tighten up its procedure by forming the final grid one hour before the start at the latest. That means cars that are withdrawn up to 75 minutes before the start will be not be included in the final grid, and the following cars can all move up the relevant positions to close up the grid.

During the Geneva meeting the Commission, which was chaired by the FIA’s head of single-seaters Nikolas Tombazis and F1 CEO Stefano Domenicali, also tidied up elements of the 2025 financial rules, approving expanded exemptions against the cost cap for costs relating to sustainability initiatives.

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The meeting discussed the progress that has been made on the 2026 technical regulations to improve the performance levels by increasing downforce, as recently explained by Tombazis. The statement said the FIA is confident that the much-discussed technical regulations for 2026 will be ready in time for approval by the FIA World Motor Sport Council after the conclusion of the 2024 season.

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There have also been revisions to the FIA sporting regulations to incorporate gender-neutral language, removing certain masculine pronouns and other gendered language. Similar tweaks had already been made to the sporting regulations of F2 and F3 late last year.

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Like Johnson before him, has Logano cracked the playoff format?

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11 hours ago

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November 13, 2024

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It’s shocking to think NASCAR’s playoff format has been around for 20 years. Its Chase for the Cup, the original ‘new’ playoff format, kicked off in 2004. In its first three years, it produced three champions from three different organizations. It seemed to be accomplishing exactly what NASCAR intended it to do, keeping the title fight interesting to the very end. And then came along Jimmie Johnson, Chad Knaus, and the No. 48 Hendrick Motorsports team to smash their hopes into a million Lowe’s-colored pieces.

NASCAR has always been keen to tweak the format, and come 2014, the series’ complete overhaul stunned the racing world. The new, multi-round elimination format would hopefully ensure no single driver could ever game the system like that again. Except, after Joey Logano’s  third title win in Phoenix, along with Team Penske clinching a third consecutive Cup title, you have to wonder if maybe they’d successfully accomplished NASCAR’s nightmare: Cracking the code to winning the playoff game as the No. 48 once did.

Championship victory lane: NASCAR Sprint Cup Series 2010 champion Jimmie Johnson, Hendrick Motorspor

Championship victory lane: NASCAR Sprint Cup Series 2010 champion Jimmie Johnson, Hendrick Motorspor

Photo by: Motorsport.com / ASP Inc.

Think of it this way, Logano is this format’s Jimmie Johnson. Now, stay with me because I’m not saying Logano has had Johnson-esque seasons. But he is the only driver to win three titles in this format, collecting three of the last seven Cup championships. After last weekend’s 1-2, Penske has now won three consecutive which hasn’t been done since the Johnson era. Obviously, it’s not the five years of dominance the Johnson/Knaus enjoyed, but it’s still quite the feat for a format designed to ensure any sort of dominance or consistent winning is prevented. Yet, no driver has made more final four appearances than Logano.

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A look at the years where Logano has won reveals a common trend: Every single time he won the Cup, he always won the first race in the Round of 8 too. Logano advanced on by shoving Martin Truex Jr. out of the way to win Martinsville in 2018, out-dueled Ross Chastain at Vegas in 2022, and bested everyone in a fuel-mileage race at Vegas in 2024. For the two weeks that followed these critical race wins, his team focused solely on the finale, enough that he usually ran terribly at the races in between. Yet he’d then go on to win the finale and title. He never won more than two races during the 26-race regular season of any of these title runs either, but he did win when it mattered most. 

Beware the 48…and now the 22?

When the Chase for the Cup kicked off each year, everyone knew that they had to accept Johnson and the No. 48’s eventual success. It wouldn’t (and didn’t) matter what sort of season they had up to that point. Johnson and team always found a way in through those final ten races. Hell, he even managed to win a couple more titles as NASCAR changed the format around on him, including his record-tying seventh title in the Championship 4 era. That actually would be the first time Johnson had ever won at Homestead, because in all of the years before that, he never needed to (points racing was still a crucial part of the old playoff format). Like Logano, he did exactly what he needed to do, when he needed to do it, and benefited greatly because of it.

These teams basically used the first 26 race weeks to prepare and perfect their cars for the races that truly mattered. Just look at Logano earlier in the year. His crew always seemed to be figuring things out and stumbling over themselves at the start of these seasons that lead into title wins. In 2024, he had just one top-five finish in the first 14 races. In 2022, Logano was a third of the way through the season before he even won a race. In 2018, it was the same story again, with a single superspeedway victory during the entirety of the regular season.

Logano’s consistent approach of winning — when he needed to — is extremely reminiscent of the Hendrick No. 48 of the late 2000s. Again, Logano isn’t dominating like Johnson did, but that’s not what this particular format demands. We’re looking at a format where you can technically win the Daytona 500, DNF the next 25 races, then proceed to bounce through each round on the back of race wins and capture the big prize.

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If you can make the playoffs and survive the first two rounds, you’re only one win away from being within reach of the crown. It’s frustrating to many as Logano is taking mostly average seasons, like his 17.1 average finish this year, the lowest-ever for a championship-winning driver, and turning them into gold, but he’s simply gaming the system better than those around them, just like the No. 48 of old.

Ryan Blaney, Team Penske, Menards/Richmond Water Heaters Ford Mustang and Joey Logano, Team Penske, Shell Pennzoil Ford Mustang

Ryan Blaney, Team Penske, Menards/Richmond Water Heaters Ford Mustang and Joey Logano, Team Penske, Shell Pennzoil Ford Mustang

Photo by: Nigel Kinrade / NKP / Motorsport Images

And this had bled over to his Penske teammate Ryan Blaney, who earned only one regular season win in 2023 and two in 2024 before collecting playoff wins at the most critical moments — including the Round of 8. Where Blaney differs from Logano is that he tends to win the closing race of that penultimate round instead of the opener.

On the flip side, and what makes the two different, is the majority of Johnson’s wins during that five-year run were earned during the regular season. Why? Because — and I know I’m repeating myself but I want to emphasize this — that’s what the format demanded. The final ten races worked as a sort of a mini-season with the most points over those ten weeks serving as the path towards the title. There were still bonus points, but they came from wins during the regular season, so that’s what he did while remaining consistent in the finals stretch.

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While still a force of nature in the postseason, 22 of Johnson’s 35 wins between 2006 and 2010 came during the regular season. He only went out to win a bunch of playoff races when he couldn’t shake his rivals. For example, in 2007, he was trailing Hendrick Motorsports teammate Jeff Gordon halfway through the postseason, so like flipping a switch, Johnson proceeded to win four of the last five races, crushing the hopes of his fellow Hall of Famer.

Joey Logano, Team Penske, Shell Pennzoil Ford Mustang, winner, Burn Out

Joey Logano, Team Penske, Shell Pennzoil Ford Mustang, winner, Burn Out

Photo by: Gavin Baker / NKP / Motorsport Images

As for Logano, he wasn’t always like this. Looking at the strongest season of his career (2015), he finished sixth in points. That year, he appeared to go 100% in every single playoff race whether he was locked into the next round or not. He ended up sweeping an entire round, which has never been done by anyone else in this format (although Larson did win three in a row across two rounds in 2021).

But Logano didn’t make it to the Championship 4 that year because in his quest to win no matter what, he drew the ire of Matt Kenseth by spinning him out in the battle for the win. Kenseth took revenge at Martinsville while Logano was leading, sinking his 2015 title bid. Maybe he learned something from that, as what we’re seeing now is a far more decisive Logano who is aggressive, but only when it matters. Perhaps Kenseth did him a favor that day, helping to shape the three-time champion we now know.

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The Chase for the Cup had Johnson and people hated it because he was too dominant. The elimination format today has Logano, but people hate it because he’s not dominant enough during the year. When NASCAR used a season-long format, people hated that a driver [Kenseth] with a single win in March could point their way to the title. No matter the system, someone is going to figure it out how to hack it and take advantage of that opportunity. That’s just how it is. Logano and Team Penske together appear to have harvested that power. We’ll see if they continue to put it to use for another title in 2025.

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2024 MotoGP Barcelona Grand Prix – How to watch, session times & more

Published

12 hours ago

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November 13, 2024

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Following heavy flooding in Valencia, MotoGP has moved the venue for the season finale to Circuit de Barcelona-Catalunya. The race will officially be called as the Solidarity Grand Prix of Barcelona, with all proceeds going to those affected by the natural disaster in Valencia.

Barcelona already held a round earlier in the year, but the stakes will be higher this time as Jorge Martin and Francesco Bagnaia battle for the 2024 riders’ title. The odds are in the favour of Martin, who holds a 24-point lead going into the weekend and has a chance of sealing the title as early as Saturday’s sprint race.

Event Date

10:45  

FREE PRACTICE 1

PRACTICE

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FREE PRACTICE 2

QUALIFYING 1

QUALIFYING 2

SPRINT

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WARM UP

Race

2024 MotoGP Barcelona Grand Prix session timings in different timezones

Session

GMT

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CET

ET

PT

AEDT

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JST

IST

FP1

09:45

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10:45

04:45

01:45

20:45

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18:45

15:15

FP2

14:00

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 15:00

09:00

06:00

01:00¹

23:00

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 19:30

FP3

09:10

10:10

04:10

01:10

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 20:10

18:10

14:40

Qualifying

09:50

10:50

04:50

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01:50

20:50

18:50

15:20

Sprint

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14:00

15:00

09:00

06:00

01:00¹

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23:00

19:30

Warm up

08:40

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 09:40

03:40

00:40

19:40

17:40

14:10

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Race

13:00

14:00

08:00

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 05:00

00:00¹

22:00

18:30

2024 MotoGP Barcelona Grand Prix session timings in the UK and Portugal

Friday 15th November 2024

  • Free Practice 1: 09:45 – 10:30 GMT
  • Free Practice 2: 14:00 – 15:00 GMT

Saturday 16th November 2024

  • Free Practice 3: 09:10 – 09:40 GMT
  • Qualifying: 09:50 – 10:30 GMT
  • Sprint: 14:00 GMT

Sunday 17th November 2024

  • Warm up: 08:40 – 08:50 GMT
  • Race: 13:00 GMT

2024 MotoGP Barcelona Grand Prix session timings in Europe 

Friday 15th November 2024

  • Free Practice 1: 10:45 – 11:30 CET
  • Free Practice 2: 15:00 – 16:00 CET

Saturday 16th November 2024

  • Free Practice 3: 10:10 – 10:40 CET
  • Qualifying: 10:50 – 11:30 CET
  • Sprint: 15:00 CET

Sunday 17th November 2024

  • Warm up: 09:40 – 09:50 CET
  • Race: 14:00 CET

2024 MotoGP Barcelona Grand Prix session timings in the US (Eastern Time)

Friday 15th November 2024

  • Free Practice 1:  04:45 – 05:30 ET
  • Free Practice 2:  09:00 – 10:00 ET 

Saturday 16th November 2024

  • Free Practice 3: 04:10 – 04:40 ET 
  • Qualifying: 04:50 – 05:30 ET 
  • Sprint: 09:00 ET 

Sunday 17th November 2024

  • Warm-up: 03:40 – 03:50 ET
  • Race: 08:00 ET 

2024 MotoGP Barcelona Grand Prix session timings in the US (Pacific Time)

Friday 15th November 2024

  • Free Practice 1:  01:45 – 02:30 PT
  • Free Practice 2:  06:00 – 07:00 PT

Saturday 16th November 2024

  • Free Practice 3: 01:10 – 01:40 PT
  • Qualifying:  01:50 -02:30 PT
  • Sprint: 06:00 PT

Sunday 17th November 2024

  • Warm-up: 00:40 – 00:50 PT
  • Race:  05:00 PT

2024 MotoGP Barcelona Grand Prix session timings in Australia

Friday 15th November 2024

  • Free Practice 1: 20:45 – 21:30 AEDT

Saturday 16th November 2024

  • Free Practice 2: 01:00 – 02:00 AEDT
  • Free Practice 3: 20:10 – 20:40 AEDT
  • Qualifying: 20:50 – 21:30 AEDT

Sunday 17th November 2024

  • Sprint: 01:00 AEDT
  • Warm-up: 19:40 – 19:50 AEDT

Monday 18th November 2024

2024 MotoGP Barcelona Grand Prix session timings in Japan

Friday 15th November 2024

  • Free Practice 1: 18:45 – 19:30 JST 
  • Free Practice 2: 23:00 – 00:00 JST 

Saturday 16th November 2024

  • Free Practice 3: 18:10 – 18:40 JST 
  • Qualifying: 18:50 – 19:30 JST
  • Sprint: 23:00 JST

Sunday 17th November 2024

  • Warm-up: 17:40 – 17:50 JST
  • Race: 22:00 JST

2024 MotoGP Barcelona Grand Prix session timings in India

Friday 15th November 2024

  • Free Practice 1: 15:15 – 16:00 IST 
  • Free Practice 2: 19:30 – 20:30 IST

Saturday 16th November 2024

  • Free Practice 3: 14:40 – 15:10 IST 
  • Qualifying: 15:20 – 16:00 IST
  • Sprint: 19:30 IST

Sunday 17th November 2024

  • Warm-up: 14:10 – 14:20 IST
  • Race: 18:30 IST

Can’t find your country or region in the list? Check the MotoGP schedule page for the broadcast times in your local timezone.

Can I stream the Barcelona Grand Prix?

MotoGP has its own on-demand streaming service, offering live broadcast of practice, qualifying and the Sprint, as well as highlights. The MotoGP Video pass is available for an annual fee of 139.99 euros. Several local broadcasters also stream MotoGP races on their official websites

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The Driver-FIA Battle Intensifies and More – Autosport Answers Your Questions

Published

13 hours ago

on

November 13, 2024

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With a large amount of recent news to dissect, Bryn Lucas chats with Kevin Turner and Alex Kalinauckas to answer your questions. Topics include the departure of the FIA’s F1 Race Director Niels Wittich and his reported firing, the shocking statement from the Grand Prix Drivers Association, Alpine’s confirmed purchasing of Mercedes power units and gearboxes for 2026, Dan Fallows stepping down as Aston Martin’s technical director, and F1 having a huge live show to launch the 2025 season, and why it’s seen as a “travesty” by Alex. If you have any questions, be sure to leave them in the comments below! #f1 #fia #gpda

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Website: https://www.autosport.com/

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Watch this incredibly fun 2008 F1 season wrap-up set to My Chemical Romance

Published

14 hours ago

on

November 13, 2024

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Welcome to the 2008 Formula 1 grid: Lewis Hamilton clinched his maiden world championship, Red Bull was on the brink of dominance, and everyone was embracing their emo phase. A resurfaced video from the final race of the season showed key members of the paddock, including most of that season’s drivers, lip syncing My Chemical Romance’s punk rock hit, “Welcome to the Black Parade.”

If that’s a string of words you never expected to read in a sentence, you should remember that the late 2000s had a very different vibe. The endearing clip, which has the feel of a middle-school iMovie project, was actually an ITV production that aired before the last race of the season in Brazil.

For those still new to F1, ITV held the series’ broadcast rights in the UK from 1997 to 2008, totaling 206 Grands Prix over 12 years (BBC regained the rights in 2009, but agreed to a deal with Sky Sports just two years later). The network was credited with changing the way we consume F1 by producing more interviews, better camera angles, and in-depth reporting. However, it was heavily criticized for interrupting races with commercials, ultimately missing over 31 races’ worth of live action. Notably, the ad breaks meant viewers didn’t get to see Damon Hill’s stunning pass on Michael Schumacher at the 1997 Hungarian Grand Prix or the gearbox issue that dashed Hamilton’s title hopes at Interlagos in 2007, among other pivotal moments.

But let’s get back to the video: long before lip-syncing-as-entertainment was normalized by TikTok, ITV tapped a few familiar faces to help them say goodbye to the sport. While drivers like Hamilton, Mark Webber and Nico Rosberg only made brief appearances, others were clearly very enthusiastic about the task at hand.

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David Coulthard, along with future world champions Jenson Button and Sebastian Vettel fully embraced the emo spirit, playing air guitar and dancing around while mimicking the American emo band. Martin Brundle, Ted Kravitz, Steve Rider, James Allen (who has since joined Motorsport Network), and the late Murray Walker were also featured in the video, before ITV made a self-deprecating reference to their significant number of commercial breaks.

It was followed by clips of some of the most iconic on-track moments of the previous decade, a brief David and Victoria Beckham cameo, and concluded with an ode to Hamilton’s first title. “Surely the first of many for Lewis Hamilton, the world is at his feet,” the commentator accurately predicted at the end of the clip. Watch the full video below and see who else you spot.

 

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