It’s remarkable how racing at Bristol Motor Speedway can change so drastically in just a few months. Back in March, when the track returned to its iconic concrete surface, it gave fans some of the most thrilling short-oval racing of the Next Gen era. Goodyear’s tire experiment, which often draws criticism, seemed to work perfectly for once, contributing to an exciting race.
The excessive tire wear in the spring race forced teams and drivers to rethink their strategies, making for an event full of tension and excitement. Fast forward to last Sunday, during the Cup Series playoff race at the same track, and the story was completely different. Despite Goodyear using the same tire compound from the spring, the racing was noticeably less engaging. Track position became the most important factor, with very few passing opportunities, leading to a lackluster event.
Even Denny Hamlin, who is known for his ability to navigate tricky race conditions, struggled to find a way to make a significant impact on the world’s fastest half-mile track this time around. The question arises: could he have done anything differently to change the outcome? And looking forward, will Bristol deliver exciting races in the future? These are the questions many are asking, and Hamlin’s crew chief, Chris Gabehart, offered some insight after the team’s fourth-place finish.
In March, Hamlin showcased his mastery of tire conservation, which helped him secure his first win of the 2024 season. However, in September, the role of tires in determining the race outcome was practically nonexistent. Kyle Larson, after taking the lead early in the first stage, dominated the race by leading more than 400 laps and eventually winning.
This isn’t to discredit Larson’s win, but the race lacked the kind of drama that makes for compelling viewing. It reverted to the trend of execution-based races rather than ones where decisive race-winning moves are made. Drivers were able to run for over 100 laps without pitting, and there were hardly any yellow-flag periods. This raises concerns about NASCAR’s short-track package, which has been under scrutiny lately. The question now is: what’s next for short-track racing in the Next Gen era? Gabehart’s post-race comments suggest that Bristol may have fallen victim to the changes in the racing style brought on by this new era.
Gabehart, reflecting on the race, expressed frustration with how easy the cars were to drive and how closely matched the competition was, leaving little room for separation among the drivers. “It’s too easy to drive; they are too close, and you’re not going to ask for better racing. I’m sorry you’re not,” he said. He emphasized that when drivers are separated by fractions of a second and the teams are the best in the world, there needs to be more variables to allow for differentiation. “The days of the old Bristol are over; it’s just the truth,” Gabehart concluded, acknowledging the stark contrast between the Bristol races of the past and what fans saw last Sunday.
Hamlin’s chances for a better finish might have been hampered by the setup choices his team made on the #11 Toyota Camry. Gabehart admitted that they had made some setup decisions that, in hindsight, they would not have made. “We were at a little bit of a car deficit setup-wise,” he said, adding that at one point, he thought they had a shot at winning or at least finishing second. Despite these challenges, Hamlin managed to secure a fourth-place finish, showing his ability to adapt and perform under difficult circumstances.
One significant difference in last Sunday’s race was the use of PJ1, a traction compound applied to the inside lane of the track, instead of resin, which was used in the spring race. Resin typically allows the track to rubber in more quickly, creating more tire wear and forcing teams to make strategic decisions. NASCAR, however, noticed during practice that the racing surface was responding differently to the same tires as it did in March. As a result, they decided to spray PJ1 to create multiple grooves on the track, allowing for more competitive racing.
Although the tires didn’t play a significant role in shaping the race, Gabehart felt NASCAR made the right decision by using PJ1. “I actually thought they made the right move,” he said, explaining that once it became clear that the top of the track was coming in and the tires weren’t wearing out, resin wouldn’t have provided enough grip to make the bottom lane competitive. If NASCAR had used resin, Gabehart believes the race would have turned into a single-lane procession around the top, making it even less exciting. In his view, PJ1 was the correct choice for the kind of race they were dealing with.
The sudden shift in racing style at the same track, with nearly identical setups, was certainly surprising. Fortunately, Hamlin and his team avoided any major issues, stayed focused, and executed their plan as well as they could. With Martinsville up next in the playoffs, it will be interesting to see what changes NASCAR introduces to improve the short-track package. So far, their efforts to address the issues have fallen short.
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