Earning less than $8,000 on Friday evening is not going to cover the damage which Ryan Ellis sustained during a late-race incident with Jake Crum. Ellis, 24, was making his third career NASCAR Camping World Truck Series start, and second with FDNY Racing, an organization which runs a limited schedule.

Ellis was arguably intentionally hit by Crum on Lap 87. After Crum discussed his side of the story to Speedway Digest on Saturday afternoon, we spoke to Ellis on Sunday evening to hear what he had to say.

“My initial reaction was that I had no idea what had happened. I didn’t know if I came up a little bit and he came down and it was a racing incident, but obviously the information that I got was that I got dumped. I went on the radio and was like ‘did we get turned?’ And you could hear me yell it on the broadcast. I kind of got dazed. I asked David Ragan (who was spotting for Ellis) if we got turned and he was like ‘yeah he hooked you.’ I was like ‘alright, who was it?’ I heard that from David Ragan and I was like ‘I’m going to go kill this guy’ (he joked). Luckily, at that point I hadn’t seen the video of what happened, so I was able to make a rational decision of how to handle it – walked out and gave him the ‘what for’ signal. I thought I saw some kind of hand gesture from him, but I don’t know,” Ellis said over-the-phone.

The tone in Ellis’ voice elaborated on his displeasure of what occurred. Both drivers were racing for severely underfunded teams, and the incident hurt each of them.

 “I went over to his hauler and was waiting for him after the race, but that kind of got blown out of proportion. I had seen the replay and once I did, I was just really mad because that was when I saw I was going in a straight line. I was waiting by the hauler to see his side of the story and just talk to him to figure out if I made him mad. It was different. Sitting there over night, I really started to think why he hasn’t reached out to me. He reached out to me eventually, we talked and he said he hit the wall during the race. I think we both agreed that he shouldn’t have put himself in that position. There were no hard feelings outside of that. A lot of people say that it was purposeful, and pretty much everybody told me they thought it was on purpose at this point. I’ll try to give him the benefit of the doubt. I don’t want a bad name in racing just like he doesn’t. All of us guys trying to make it need to stick together. I’m not going to retaliate because I don’t have any money to retaliate.”

Crum claims that his No. 82 truck for Empire Racing sustained damage to his right front toe-in after Ellis and he got together in a wreck on Lap 30. However, Crum said that he forgot about the earlier incident with Ellis, and was just trying to get a side draft to pass him, but because of the toe-in issue, he was at a severe angle while racing with Ellis which he did not realize would evidently send the No. 28 truck straight into the wall.

“It seemed like a very severe angle to side draft at. It looks horrible on tape. NASCAR has a lot of really, really close footage. They are not happy about the situation. I spoke to (NASCAR Camping World Truck Series Director of Competition) Chad Little and he is pretty concerned about the incident, and I am not sure what they are going to do. I gave him my side of the story and told him that I am not going to hold anything against Jake. I don’t really know him and this is our first incident,” Ellis said on the incident.

They tried calling each other, but Ellis missed the calls due to practicing his Nationwide Series car at Iowa on Saturday afternoon. Eventually, both drivers spoke, and discussed the incident. They agreed to disagree, yet they have forgiven each other for the incident. There are no hard feelings for each other, but Ellis has gained plenty of support from his peers since the incident.

“I spoke to pretty much everyone in the Nationwide Series today and they all doubt Jake’s story, and they think it was on purpose. I’ll try to make my own judgment on that though.”

Now, both drivers might not be able to race with their perspective organizations. Crum is unsure whether or not he will obtain sponsorship to return to Empire Racing, but stated will have some meetings with the team to discuss his future. Meanwhile, since FDNY Racing gives all the money which they earn to multiple charities, the organization might not be able to return to the race track this season.

“At this point I don’t know. We’re trying to put together some fundraisers to put the truck back together. We were supposed to be out racing at Pocono, but that was our Pocono truck and it’s completely destroyed. It’s not fun for anybody. I don’t know if we’ll be back on the track this year, but we’ll try to find a way,” said Ellis who also will drive for Jennifer Jo Cobb Racing in the Camping World Truck Series.

Jake Crum and Ryan Ellis were two drivers that needed to have good runs on Friday evening for the North Carolina Education Lottery 200 at the Charlotte Motor Speedway. After both drivers got into an incident early in the race, Crum and Ellis were racing side-by-side on the backstretch on Lap 87 when Crum drove into Ellis, damaging each of their underfunded trucks.

Whether it was intentional or not, Crum and Ellis were each driving for part-time organizations. Crum was able to continue on, but Ellis was not.

Making his first start since a 19th place finish at Bristol last August, Crum was poised to have a solid evening while driving for Empire Racing. However, he was collected in an accident less than 20 laps after the incident with Ellis, destroying his No. 82 Ford.

Ellis had plenty of support on social media as drivers such as Dale Earnhardt Jr., Parker Kligerman, David Ragan (who was spotting for Ellis) and Kasey Kahne commented on the incident which seemed to be intentional. After the race, Ellis explained his side of the incident, and requested for Crum to message him on Twitter to discuss things over.

“Initially we had gotten together where he ran me down on the apron and wrecked us which was fine because neither of our trucks got hurt. I really just forgot about it. I tried to side draft him a little bit to try to get a position back, and I just miscalculated how close we got,” Crum said on Saturday afternoon on the phone.

“We came down and I just got into the back of him. I felt really bad for what had happened. A few laps later, we got blown to pieces. I hate that (the wreck with Ellis) happened. It wasn’t intentional. I don’t race like that and I don’t intend to just wreck a guy on purpose. It was just my mistake that I hope never happens again.”

Crum also stated that the car was damaged during the first incident, and his right-front toe “was pretty messed up.”

However, no matter what Crum has to say, Ellis’ FDNY Racing Chevrolet is destroyed. FDNY Racing is a part-time organization that runs based upon volunteers that like to race. Ellis does not make any profit in driving for FDNY Racing, and was just going out there to have a good run for the team’s owner, New York native, Jim Rosenblum.

“We exchanged texts back and forth. I tried to call him a couple of times, but he’s in Iowa doing the Nationwide stuff, so he said he’s going to call me later.”

Ellis is currently preparing to race the No. 46 car at Iowa for The Motorsports Group. Crum, however, is working on possibly getting some more races with Empire Racing, but could not comment whether or not he will be able to get back on track with the team this season.

Camping World is going to be a part of NASCAR's third-tier division for a while. On Monday, Camping World and NASCAR announced an extension between the two sides which enables the RV company to continue their title sponsorship of the Truck Series. The deal is good until 2022, and runs at $5 million per year, which is approximately half of what Verizon spends for their title sponsorship in the IndyCar Series. 

The Camping World Truck Series has been rather strong over the past several years, and arguably has stronger competition over the NASCAR Nationwide Series due to the domination set by Sprint Cup Series drivers. However, the Nationwide Series has been excelling this year. Meanwhile, even with a new body package that has shown to produce equally competitive competition, if not better even though only two races have been completed, the size of the Truck Series entry lists are decreasing at tracks which young drivers can't run.

With a new body style comes increased costs for teams. In the Truck Series, a full-time sponsorship deal to be competitive surpasses $2 million. Ron Hornaday Jr., a four-time champion in the Camping World Truck Series, does not even have a full-time deal signed for this season. Hornaday has begun the season with Turner Scott Motorsports - providing him an opportunity to compete for wins after struggling with NTS Motorsports in 2013. Hornaday's struggles are not alone. Todd Bodine, another former champion in the Truck Series, has yet to find a ride for this year because of increased sponsorship rates to have a top ride.

Not only is there a lack of spending by top companies in NASCAR's third-tier division, but there is also a lack of top notch teams. There are seemingly about five organizations capable of competing for wins on a weekly basis - Turner Scott Motorsports, Brad Keselowski Racing, Thorsport Motorsports, Red Horse Racing and Kyle Busch Motorsports. Of course, there are some rather new teams that might join this group of multi-truck organizations that seem to have become the class of the field. NTS Motorsports is a rather new team in the Truck Series, but they have expanded their operation a great deal over the past two years. If they are able to rack up some decent results, GMS Racing might be around for a few years as well. Right now, they have Joey Coulter in the Truck Series, and they are running Spencer Gallagher in the ARCA Series, but they also plan for him to race in the Truck Series on a part-time basis. 

Some of the top teams have struggled with sponsors. Turner Scott Motorsports lost Jeb Burton to begin the season because their sponsor defaulted on payments. Though it is not the most uncommon thing to happen to a race team, it is still something that occurs, and there is no way to prepare for it. 

Even with Camping World's contract extension, decaying entry lists might have some worried. However, there is no need to worry. Turner Scott Motorsports continues to bring in new companies on a yearly basis. Teams that are marketable not only help companies that invest with them, but they help the driver as well. TSM won a title with James Buescher, and were contenders for two other titles with Buescher thanks in part to dedication from their sponsors. Due to that success, Buescher has taken his Rheem sponsorship to RAB Racing in the Nationwide Series. 

As a feeder division to NASCAR's higher levels, the Truck Series has provided great opportunities for younger drivers. However, besides helping younger drivers develop their skills - the Camping World Truck Series has also helped drivers ease out of their careers. It has been the home to Hornaday and Bodine for quite sometime. Who can forget the days when those two drivers, along with Johnny Benson, were battling for the championship in the mid-late 2000s? Heck, it even revived Ted Musgrave's dying career after failing to win in NASCAR's top-tier division.

The Truck Series is here to say. Fortunately, there are multiple up and coming drivers that will be entered in nearly half of the races this season. These younger drivers, many of which are still in high school, are extremely competitive. They might move up through the ranks rapidly such as Chase Elliott, but they could also take their time in the Truck Series, attempting to develop sponsorship relationships such as Ryan Blaney with Cooper Standard and Reese Towpower. The future is bright, but it is up to the teams to make sure they keep around the veterans to help teach the younger drivers. 

 

NASCAR Green has been capturing the attention of race fans for the past five years in hopes of making one of the top spectator sports in the world more sustainable. Well, it has done just that. 75 percent of NASCAR fans are aware of NASCAR Green and its initiatives to make not only the sport, but the world a better place. 

Most fans have noticed a different look on the racecars for the past several race weekends - bright green colors on every single one of the NASCAR Sprint Cup Series, Nationwide Series and the Camping World Truck Series vehicles where the driver's names are located on the windshield. A rather different look, it provides fans a different perspective as to why NASCAR is attempting to truly get their fans involved more than any other sport.

"In addition to having the comprehensive set of initiatives that we have, the thing that really struck us in building this platform over the past five years is how incredible over fan impact numbers have been around the NASCAR Green platform,” NASCAR Green Vice President, Dr. Michael Lynch said in an exclusive interview with Speedway Digest on Friday afternoon. “We have numbers such as 75 percent of avid NASCAR fans are aware of NASCAR Green and know that the sport cares about the environment. That’s a very recent number for us. The fact that NASCAR fans are twice as likely as non-fans to keep their households ‘green,’ and we are always looking at ways to improve the environment whether that be from getting fans more active. That’s a 70 percent difference from four to four and a half years ago."

"It actually goes back to one of the hypotheses that we had at the beginning which is – a NASCAR Green platform across the entire stakeholdership of the league had the potential to have a unique impact because of the mental framework and mental model that fans bring to this sport that is actually different from fans of other major sports like Major League Baseball, or football, the NBA, hockey or Premier League Soccer or the World Cup. The thing is – a NASCAR fan is a fan of NASCAR. On average, fans have six favorite drivers that they follow. That being the case, tackling ‘green’ from an overall sport level and having an integrated level from all of our teams and venues and all of our partners as well from broadcasters to manufacturers, really gathers fans around ‘green’ in a way that no other sport has had the opportunity to do because we are different fans from baseball and basketball and hockey because the team has the passion and the focus. In our case, the league level platform has a unique opportunity literally because of the mental framework of fans in the first place."

What NASCAR has done is incredibly rare in the sports world. With such a large fan base, the sanctioning body has turned a sport that has the potential to harm the environment, and has now made it extremely 'green.' NASCAR launched the Race to Green program in 2013 with the hopes of growing their sustainability, and that they have done. Besides joining forces with race teams, NASCAR has encouraged their partners to participate in NASCAR's Green initiative. It is bringing Fortune 500 companies together more than any other sport, and are doing so for an outstanding cause.

Here are some examples of what NASCAR's partners are doing this month: 

-Toyota will be pacing the Richmond Sprint Cup Race this month with a Camry Hybrid; Ford had a Ford Fusion Hybrid to pace the Sprint Cup race in Martinsville and a Fusion EcoBoost as backup pace car for the Martinsville race weekend.

-Coca-Cola Recycling will be activating recycling efforts in Texas, Darlington, and Richmond.

-Featherlite Trailers will plant 200 trees for every Featherlite Trailers NSCS driver win during the month of April

-Freightliner will plant 400 trees for every Freightliner NSCS driver win during the Race to Green platform

- 5.11 Tactical will be producing & providing 300 NASCAR Green patches for use on Officials Uniforms during the Green Platform window.

- 3M will be supporting the 2014 Tree Planting efforts.

There are endless amounts of projects going on thanks to NASCAR Green, but the impact is greater than one might believe.

"We categorized where our initiative would really make a difference,” said Lynch, who was previously a professor at Purdue University. “Then, we also realized where we could have the most impact is where we had the initiative to make a change of the environmental impact for the fans that can literally take these things home with them and get involved. We weighed in the initiatives of recycling at tracks, the camp grounds (which is very much like curb side recycling), our emissions reductions initiative, our bio-fuels in the racecars, the renewable energy across the sport and those were all a part of the initial phase. All of that sort of set a foundation to give us the opportunity to do some call-to-action work to have direct fan engagement and participate in the initiative with us by recycling at the track – putting the bottles and cans in the recycling bins.  Last year was our first year of the Race to Green initiative where we started from Earth Hour in early March to Arbor Day at the end of April with Earth Day in there as well."

"Last year was the first time we made a call-to-action. With the Arbor Day Foundation, and multiple of our corporate partners, last year it was 19 (partners) and this year it is about 30, you can donate a dollar to plant a tree in an area of natural disaster that caused devastation in the U.S. We forest that area and also, when you plant a tree that lives its full life, it stores about a metric ton of CO which is the amount generated by one of our Sprint Cup cars driving a 500-mile race. We issued that call-to-action last year, and the total from the tree planting was about 189 thousand, and we are replicating that this year with the Virginia Department of Forestry to place a lot of trees each year as well. Now, in later years, for our call-to-action, we will be adding in a contribution to the renewable energy in the U.S. Bringing household products and energy products in the sport will bring energy proficiency management. We will take steps over the next few years to engage fans on what they can do to reduce the amount of environmental impact that they can do in addition to driving a more fuel efficient vehicle that our manufacturers are producing."

However, NASCAR's off the track initiative is not the only thing they are doing to make the sport sustainable. Since the launch of NASCAR Green in 2008, the importance of this campaign has grown to unbelievable levels. The most abundant gains, however, have been on the race track. 

NASCAR's Sunoco E15 fuel blend has been a leader for innovation. It has brought cleaner gasoline to the sport, and has also brought more partners into NASCAR than imaginable. Over the past several seasons, Kenny Wallace, Mike Bliss, Tayler Malsam, Jeff Burton and Austin Dillon have each been sponsored by American Ethanol and other 'green' friendly companies such as G-Oil or Family Farmers. This initiative has brought great partners to the sport, and what goes into NASCAR's new fuel combination might surprise you if you do not already know.

"It is actually pretty simple,” explained Dr. Lynch, who has been a large part in launching this oil, which is the world's most visible biofuels program. “It is Sunoco Green E15. It is 85 percent high octane unleaded gasoline from Sunoco. Then, it is 15 percent of American grown, American made ethanol produced here in the U.S. from corn grown here in the U.S. Ethanol, being a high-octane bio-fuel, actually increases the octane even further because ethanol has an average octane level of over 105 to 113 which is why we end up with higher horsepower in the cars with this high performance bio-fuel. There is actually a very simple formula to it. It is high-octane, high performance racing gas that Sunoco is creating (and they are truly the world experts at race fuel production), combined with 15 percent of American grown and made ethanol that Sunoco actually produces in their plant in upstate New York.”

But why is this fuel better than using regular racing gasoline? It is actually quite compelling.

"There are a few reasons. One is that by using 15 percent renewable fuel, you end up with a life cycle green house gas reduction of about 20 percent because the ethanol is produced in a state-of-the-art process. It is ‘greener’ from a green-house initiatives standpoint. Then, the performance benefit of it is literally eight to 12 horsepower as a result of having it. The reason of that is, based on a physics and performance standpoint, is that because ethanol’s octane creates a smoother blend which makes a clean burn. There is a lesser chance of irregularity of the pistons. What you get is – a very elegant, powerful motion in addition to lesser greenhouse gas emissions. You get sort of a maximum combo of a greener fuel. It is renewable, so you can grow the 15 percent out of the ground again. And you get added horsepower which translates to the performance of the cars which is something drivers have commented on since the beginning."

With an increase in horsepower has also caused controversy. So much controversy that NASCAR is planning on taking out approximately 75-100 horsepower over the next year or two to reduce speeds. However, Lynch said that a change in horsepower has little to no effect on the environment because of what the cars are producing is still the same.

A reason that this has occurred is because of the addition of Electronic Fuel Injection, otherwise known as EFI. Introduced during the 2011 Daytona 500, EFI has had a giant impact on the sport. Not only has it modernized the Sprint Cup Series, but it has increased the sustainability of the sport. However, it is still not present in the Nationwide Series, Camping World Truck Series or any of the developmental divisions. Instead, the lower tiers of NASCAR use carburetors. Part of the reason is because it will save the lower funded teams plenty of money, helping them survive in the sport. 

"Fuel injection is one where, like a lot of new aspects of the racecars, because of the cost implications of launching something new and because of the consciousness that NASCAR has of the sport with, and on behalf of the teams in the Nationwide Series, Camping World Truck Series and the developmental series to cost effectively compete. We need to make sure these folks continue to make a profit in what they are doing. These are all family businesses and they are the life of the sport. When something new like Electronic Fuel Injection (EFI) comes in that has a cost component that needs to be managed and worked through with the learning curve over time, it is something that takes a lot to get started in the Cup Series."

"Then, as the learning curve is worked through and the cost is worked through, then it can be implemented into the other series and divisions. In this particular case, there was a bit of a timing issue as well because you might recall that EFI came in not long after we launched Sunoco Green E15 in the 2011 Daytona 500. EFI, when we talk about integrating to new partners, the complexity was being best handled at the Cup Series level from the start. A lot of what EFI is about is it automatically, with fine-penciled precision, dials in an air to fuel mixture that maximizes the efficiency of the engine. That is particularly important when you are dealing with a bio-fuel blend. If you get that air to fuel mixture right, and you get it adjusted to keep it optimized, then that explains why you get more horsepower from the biofuel blend and no hiccups with excellent results. Do they get that program to where it can be implemented in the Nationwide and Truck Series teams without negatively impacting them to make a living? That was really the logic that was going on there because everyone knew it was going to be something that would have technical bumps to go through, so start with the Cup Series teams was the thinking."

Another amazing innovation which NASCAR has created is the Air Titan. Everyone knows how dreary it can be to wait in the rain at a race track. After all, we all want to see a race - that's the whole point of going to the track. After the long, drawn out process of using the jet dryers, NASCAR Green has helped create the most state-of-the-art track drying process there is.

NASCAR is different from most other forms of motorsports since the cars do not race in the rain. Well, they do every now and then, but that is extremely rare and must be at a road course. The Air Titan has shaved more than enough time to get races in on the same day, saving fans another night at a hotel, or missing a day of work and/or school. However, there is a lot more that goes into the Air Titan than one can imagine.

"Well, you can imagine that anything where precision applies, a sheet of heated air, there are a bunch of different things that you can do with that – whether it is on the racing surface or otherwise. The focus of the R&D team and the focus on the rollout of it are to get the tracks dried faster and get back to racing sooner and get races in on the same day or evening. The fans in particular make a huge investment to come out to the track to see a race. If they don’t get to see a race that same day, that is a huge impact, and NASCAR knows that. The Air Titan, the original and 2.0 versions were designed to deliver to the families and fans that come to the track to maximize the opportunity to know that they are going to go to the track and know they are going to see that race. As you may imagine, when you are leaning in with mother nature like that, that is a tough challenge. That is where our team really focuses to define how to get the tracks dry as fast as possible and refining the implementation of this system of exactly how it is used and whatever fine tuning is needed to be done to any part of it. Anything that can be done to shave five to 10 percent off of the margin of the time is a huge impact for everybody. It requires the full focus of the team. The complications of the Air Titan right now are just not as important as making sure that the actual track drying process is completely optimized with every opportunity we use it to put the cars back on the track."

Wait, but there is a lot more. There are plenty of physics and mathematical equations which the NASCAR Research and Development team must conduct in order to truly define what is needed to dry a track as quickly as possible.

"It was along the lines of practicing the best products along with a lot of R&D development. It went all the way back to the concept of this team, before the version one came along, there was an enormous amount of conceptual work done to figure it out like ‘what is a track surface?’ And it actually is a very complex surface area at a microscopic level. How does water behave on the surface? It is really hard to understand this in terms of a physics and math standpoint. How does water evaporate exactly? How do you maximize the speed of having water evaporate? Because in the end, that’s what we are trying to do. You have a complex surface area. There are millions and billions of little craters in there where water can go, or little channels that they can go down. How do you tackle all of that with a machine that can be built cost effectively, that can be used straight forwardly to be transported to 38 locations a year, will have a reasonable amount of maintenance throughout the year and that will be as ‘green’ as possible," Lynch said as he elaborated on what the Air Titan does better than the jet dryers.

"You can imagine the white board sketching that goes on. Dozens of experts were tabbed with the enormous amount of prototypes that we were testing. The versions of the development of the one we are using now made us have to go back to the beginning and ask – ‘what is the track surface? How does water behave on it? How can you tackle it?’ Then, in order to get to that point, we had to create a machine to spread water out as much as possible to let it evaporate as quickly as possible into the air. What are the ways that you can speed that up and have that optimized to run an entire solution package? It is the same kind of logic that goes into building any kind of system. 3M engineers will give you the same way that they develop products for 3M that are very much the same type of any complex equipment that any complex solution company makes something work. Getting from here to Mars creates some of the renewable energy that uses amazingly complex systems. A lot of those engineers would walk you through the same process that I just walked through here that our R&D team goes through in Concord, NC."

While NASCAR is seemingly happy with the development of the Air Titan 2.0, there is plenty more that they want to do in the future. Anything and everything that can make the Air Titan cleaner and faster is on the table. Obviously, it will not always work just like what happened at Texas, but it certainly increases the chance of getting a race in on the same day if there is inclement weather in the area.

The greatest part of this initiative is how hard everyone is working to get the job done. It does not matter if companies are competing against each other in the marketplace - they just want the world to be a better place.

“Sprint consistently is encouraging fans to recycle their used phones with recycling at the tracks. I know Mike touched on Coca-Cola recycling. Safety-Kleen recycles all of the race used oil. We have a lot of partners consistently working each race weekend with the sport," added Brad Klein, Manager of Business Communications for NASCAR.

So, how can fans help out? Well, it is quite simple. Participate at the track and at home. NASCAR Green has plenty to look forward to in the future, and you will certainly see that as time rolls on. For now, however, show support of NASCAR's partners such as Safety-Kleen with their at-the-track oil recycling, Sprint's used phone recycling, track initiatives of planting trees, the work of Toyota to help show why hybrid cars are supportive of sustainability efforts and dozens of other activities and projects which NASCAR has started. 

 

Number Driver Primary Secondary    
00 Reaume Racing 460.4750 450.1125    
02 Kris Wright 456.1500 452.1875    
04 Cody Roper 451.3875 452.5500    
09 Codie Rohrbaugh 458.8500 468.7750    
1 Hailie Deegan 460.6250 452.8875    
2 Sheldon Creed 463.1125 467.3625    
3 Jordan Anderson 467.1750 465.7750    
4 John Hunter Nemechek 456.0375 465.7750    
6 Norm Benning 453.2375 469.0250    
11 Spencer Davis 455.9275 469.1625    
12 Young Motorsports 451.6875 456.7500    
13 Johnny Sauter 457.0250 456.5000    
15 Tanner Gray  458.6625 458.8125    
16 Austin Hill 453.6625 453.1625    
18 Chandler Smith 462.1250 457.1250    
19 Austin Wayne Self 465.0125 457.4875    
20 Spencer Boyd 469.7125 468.5250    
21 Zane Smith 462.0375 457.2125    
22 Austin Self 464.4000 464.2625    
23 Chase Purdy 451.6625 451.6250    
24 Raphael Lessard 460.2375 467.5000    
25 Timothy Peters 464.5625 466.5875    
26 Tyler Ankrum 460.1625 462.8125    
28 Bryan Dauzet 452.1125 457.1125    
30 Brennan Poole 461.0000 461.3850    
33 Reaume Racing 458.0875 456.6625    
38 Todd Gilliland 467.8500 469.1000    
40 Ryan Truex 462.9875 463.1875    
41 Dawsom Cram 465.3125 467.1500    
42 Carson Hocevar 468.7125 469.2250    
45 Brett Moffitt 463.7250 457.8125    
49 Tim Veins 466.1875 462.4875    
51 Kyle Busch/KBM 462.3750 463.7500    
42 Stewart Friesen 468.1625 462.4125    
56 Timmy Hill 451.5625 451.5125    
75 Parker Kligerman 462.0750 469.7250    
83 Mike Senica 468.1850 467.7750    
88 Matt Crafton 461.6750 468.3750    
98 Grant Enfiner 468.6875 461.1875    
99 Ben Rhodes 460.5125 462.8875    
* NASCAR 1 & 11 461.2000 * * *
* NASCAR 2 & 12 464.6000 * * *
* NASCAR 5 & 15 451.2250 * * *
* NASCAR 10 451.5750 * * *
* RACE CONTROL 461.2000 * * *
* RACE CONTROL B/U 464.6000 463.6250 * *
* SAFTY/FIRE 451.2250 * * *
* NASCAR Weather 467.8500 * * *
* MRN Radio 454.0000 * * *
* PRN Radio 454.0000 * * *
* TBA 450.6250 * * *
* TBA 450.1750 450.1250 450.1375 450.1000
* TBA 450.2750 450.6875 * *
* TBA 462.0250 462.0500 450.7625 455.5875
* TBA 450.5875 * * *
* FOX 450.2375 450.3000 450.0375 *
* SPEED 450.1125 * * *
* ROWDY Pre-Race Show 454.5000 * * *
* ROWDY Classic Interviews 454.7000 * * *

 

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