Top Reasons why Greg Biffle was not fined for his low car at Bristol:

10. The Ladder of Tomorrow was an unapproved modification, so the 16 team lowered the car.

9. Mike Helton was promised a spot on Boston’s opening day roster.

8. Nicole Lunders threatened Brian France with an Aquafina bottle unless he waved the penalty.

7. No jetfuel, no foul.

6. Mark Martin was a week early with an April Fools gag.

5. Biffle brought party Subs to the NASCAR hauler and also offered free tax service from Jackson Hewitt.

4. Jim Hunter didn’t think anyone in Nextel Cup would cheat on purpose.

3. Instead of a points or monetary penalty, Biffle will now have to drive the Car of Tomorrow at Texas.

2. Somehow it was Hendrick Motorsports’ fault.

1. The Fusion low-rider was Ford’s answer to the Chevy Impala commercials with Dale Jr and rapper T.I. Holla!

Break Out the Antacid

For a lot of teams Speedweeks this year is not very fun. Some very high profile, not to mention well-sponsored teams are not going make the Daytona 500. After single car qualifying, there are now 39 drivers locked in for next Sunday: the top 35 in owner points, Boris Said, Sterling Marlin and Johnny Sauter based on speed, plus Dale Jarrett's champion's provisional. Quick math shows there's only four spots left for the Daytona 500. Among the 22 teams on the bubble, nine have plans to run the entire schedule. Most have sponsorship, including prominent companies like NAPA, Dominos, Menards, and Red Bulll. At least five are leaving on Thursday. That means several teams will spend the next three days worrying and working on their cars to find more speed. It also means working on their answer to sponsors for why they missed NASCAR's highest profile race.

Is it possible that Thursday's Duel 150's could have more intrigue than Sunday's race? That's a stretch, but for a lot of teams it will set a tone for the season. Miss a race and it makes it much harder to enter the top 35 in points. Within the greater storyline to make the race, there are several smaller plots. Among the cars competing for the transfer spots, there are three formerDaytona 500 winners. Of the eight Toyota entries, only Jarrett and Dave Blaney have guaranteed spots. Two are certain to miss the race, but based on qualifying speeds, it will be more. Neither Toyota driver in the BudShooutout (Brian Vickers , Jarrett) did anything to show they are better in the draft than qualifying. Another problem is that one of the fastest Toyota's was Mike Skinner, a part-time entry. If Skinner makes the race, but teammate JeremyMayfield doesn't, how will Bill Davis handle that?

The two highest finishing drivers in each heat will make the race, with a few exceptions. If any of the three top qualifiers (Said, Sauter or Marlin) finish in the first two transfer spots, the next fastest qualifier makes the race, which is Jeremy Mayfield, then David Reutimann . The same would happen with the past Champion provisional. If Jarrett captures on the the transfer spots, then the provisional would fall to Bill Elliott.

Handicapping the field, Jeremy Mayfield is in good shape in Heat 1. Ward Burton and Bill Elliott have both won Daytona 500's, but can't overcome the limits of their cars. AJ Allmendinger has one plate race in the Truck Series and Team Red Bull is yet to qualify for a Cup race. It's a real long shot for Allmendinger. It is hard enough for a rookie to get drafting help, let alone a rookie with almost no stock car experience. Michael Waltrip's car was impounded after qualifying. Apparently it's not an infraction, but it does cost the team time that they can't work on the car.Waltrip is a good plate racer who is capable of hooking up with the right drafting partners. It's a big help to have his teammate Jarrett in his heat.

In heat 2, David Reutimann is a rookie, but has raced in 6 plate races in the Truck and Busch series. He was one of the fastest Toyotas and has the best chance of the Toyotas to make the field. DEI traditionally has stronger cars in race trim which should allow Paul Menard to compete better than his qualifying time suggests. JoeNemechek will hope for the same thing, and Ginn racing does have Hendrick power to boos that effort. Brian Vickers is a good plate racer but the Toyotas haven't been very strong so far. Unless he learned something on Saturday night, his chances do not look very good. The X factor as far as full-time teams are concerned is Mike Skinner. He has made two of the last threeDaytona 500's as a part time driver and was one of the quicker cars on Sunday.

All the preparation, speed and drafting partners still might not be enough. Scott Riggs had a mechanical issue during qualifying and then a problem in the pits cost him his chance in the 500. Menard suffered a flat tire in his heat last year. The unknown only adds more pressure and anxiety for the drivers leading up to Thursday afternoon. Obviously missing the first race is not a fatal blow, look at Riggs for exhibit A. The problem is there will be 12 full-time teams next week at California all trying to make the race all over again.

NASCAR Driver Preview: Carl Edwards

Carl Edwards Age: 27
0 wins, 10 top 5's, 20 top 10's, 24 top 15's,
Avg Start: 19.3 Avg finish 15.2
Points Standing: 12^th Driver Rating:87.6
#99 Office Depot Ford Crew Chief: Bob Osborne

Carl Edwards surprised everyone by winning four races and nearly winning the Chase in 2005. It was nearly as shocking that he had zero wins and missed the Chase in 2006. That means 2007 is a rubber-year of sorts. Will the real Carl Edwards please stand up or at least backflip?

It's not that Edwards' 2006 was a complete failure. Expectations were a little too lofty for a driver with only 49 Cup starts prior to 2006. He didn't win any races and never really threatened to make the Chase. The season had an inconsistent start due to bad luck (crash at Daytona, engine at Darlington), pit problems (Atlanta) and impatience (crash at Texas). 4 sub-35 finishes in the first 11 races dug Edwards a large hole. After the Texas race, Jack Roush moved crew chief Bob Osborne to Jamie McMurray's team hoping to get the new #26 team some traction. Edwards got engineer Wally Brown as his new pit boss. The change was intended to help McMurray's team and Roush said it did not reflect on Edwards' performance. Edwards was still unhappy with the change, although the results did improve for the #99.

Edwards had three straight top ten starts and finishes after the change. Although he had several solid finishes during the summer, there were too many poor finishes mixed in. He finished 25^th at the June Pocono race, a race he won last year. He had another crash at Daytona (39^th) and struggled at Chicago (20^th). One race that really hurt his Chase chances was the July Pocono race. Edwards was collected in an incident between Tony Stewart and Clint Bowyer. Realizing how the crash hurt his Chase outlook, Edwards retaliated against Stewart, spinning him while entering the pits. He was fined and placed on probation by NASCAR. Edwards' frustration continued to mount.

During the Michigan Busch race in August, things boiled over. Edwards was bumped and wrecked on the last lap of the race by Dale Earnhardt Jr. Earnhardt was declared the winner and during his victory lap Edwards returned to the track to bump him. He also confronted Earnhardt in victory lane, causing more embarassment than reaching resolution. In both incidents, Edwards was the innocent party. His mistake was escalating things. Later in the year he proved he learned from his lessons. Another wreck not of his doing, this time with Casey Mears was shrugged off by a patient Edwards.

Although he didn't pull any backflips on the Cup side, Edwards did score 4 Busch wins during a 2nd place points finish. He proved he can win at different types of tracks and he should return to winning on the Cup side very soon.His best tracks are 1.5 and 2 mile tracks, California, Michigan, Atlanta and Texas. In two-plus years he has also added short tracks and 1 mile tracks to his repertoire. He also scored top tens at both road courses.

Roush Racing is very different than 2005 when they put all five cars in the Chase. Only one team has the same driver and crew chief from last season. Mark Martin is gone, replaced by inexperienced rookie David Ragan. Their vaunted intermediate program is also not the same. There were times in 2005 when Roush drivers were literally taking turns leading races. That didn't happen very much last year. Matt Kenseth was strong all season until the Chase. Edwards and Biffle had good runs, but not always at the same time. McMurray never found consistency at the intermediate tracks.

With two races left in 2006, Brown announced he would not return to Roush Racing. The opened the door for Roush to hit undo and switch Osborne back to Edwards' team. The return of Osborne is a good sign, but it is only a part of the solution for the #99 team. It is a similar situation to Dale Earnhardt Jr in 2005. After a rough season, Junior reunited with Tony Eury Jr. It was a step in the right direction, but it also took DEI time to improve the cars. It took Earnhardt most of the spring before he began resumed running up front consistently.Neither Edwards and Roush didn't suffer the sever decline that DEI did. It may not take as long, but there will probably be an adjustment period.

During the 2005 season Edwards had everything go his way. He only had one DNF and five finishes of 30th or worse. Compare that with 3 DNF's and 7 sub-30 finishes in 2006, and it's clearer how he struggled more in his sophomore season. If Roush and Edwards suffered a down year in 2006, it still wasn't that bad. He finished on a high note, with seven top tens and an average finish of 9.0 over the final ten races. Edwards is a safe bet to make the Chase and the final ten races set up very well for his stregths. Two wins is a reasonable goal, along with 10-12 top 5's and 20 top tens. That, for a change, wouldn't surprise anyone.

NASCAR Driver Preview: Greg Biffle

Greg Biffle Age: 37
2 wins, 8 top 5's, 14 top 10's, 19 top 15's
Avg Start: 14.4, Avg Finish: 18.8
Points Standing: 13^th Driver Rating: 94.9
#16 Ameriquest Ford Crew Chief: Pat Tryson

After winning a Cup best six races and finishing 2^nd in the points, Greg Biffle was on the short list of Nextel Cup contenders. Then the 2006 season got off to a rotten start. Biffle led laps in the first ten races except for Martinsville, but only had one top ten finish to show for it. He packed an entire season of bad luck in the first ten races: Crashes at Daytona and Texas. Blown engines at California and Talladega. Flat tires at Atlanta and Bristol. Ran out of fuel at Phoenix.

Biffle began getting his deserved finishes with a fourth at Richmond, followed by a win at Darlington. It was his second straight win at one of the toughest tracks in NASCAR. It also spurred a run of seven straight top ten finishes. The hot streak continued into July. After a 3^rd place at Loudon Biffle entered the top 10 for the first time all season. It wouldn't last. He suffered last lap at incidents at Pocono and Indianapolis to effectively end his chances of making the Chase. He only scored two top tens in last seven races leading up to the Chase.

The final ten races the focus shifted towards 2007. Biffle suffered three more DNF's, giving him six for the year. That marked the most since his rookie season in 2003. He still managed three top fives during the Chase, including his third straight win at Homestead. It wasn't the season many expected, but Biffle still managed to close on a strong note.

Biffle did have a slow start, but the problem was not always performance. His 94.9 driver rating was eighth best compared to his 13^th place point finish. The driver rating gives a better indication of how he ran at times. He was third in laps led, and won multiple races for the third straight season. Despite his numbers hinting at strong runs, he was not getting the deserved finishes. As the season wound down, it was obvious that Roush was in transition.

The theme for Biffle and Roush Racing in 2007 is change. After a sluggish 2006 season, changes were expected. Pat Tryson moved from the #6 car to Biffle's team to replace departing Doug Richert. Tryson was also allowed to assemble a new crew from the best members of the two teams. A change was needed, but was nudging Richert out the door the right move? Biffle and Richert combined for ten wins over the past three seasons.

Talent-wise, there is no drop off from Richert to Tryson. Tryson is a top crew chief in his own right. He captained Mark Martin to three straight Chase berths. While the talent level is the same, chemistry with different drivers is never a guarantee. Biffle's definition of loose is surely different than Martin's. It may take time for the new pairing to jell and perfect their communication.

After an almost flawless 2005 season for Roush, things didn't go as smoothly last year. All five of the Roush cars slumped at some point during the season. Excluding two wins by Matt Kenseth, Roush struggled too often at the 1.5 and 2 mile tracks, the company's unquestioned strength in past years.

Biffle has incredible car control, making him great at qualifying(15.5 career starting position) and also capable of winning at almost every track. He is best when tracks are slippery and have less grip. His ascent at the Cup level coincided with Roush Racing's dominance at the intermediate tracks. His wheelhouse is tracks like California, Michigan, Texas, and Darlington. That doesn't mean he is strictly a speedway star. He has a restrictor plate win, is excellent at Bristol and has had very good runs at Richmond, Phoenix and Loudon.

Despite Roush's struggles, the team still won six races and sent two drivers to the Chase. They have some of the deepest resources in Cup. It's a good bet that the teams will correct some of the problems from last season. With other teams expanding and Toyota entering Cup, the Competition is tougher than ever. Roush and Biffle have a smaller margin of error for early season troubles.

The biggest key for Biffle's season is how quickly he can connect with Tryson. He will have the best tools available at Roush to help him return to the Chase. Biffle is again a contender for the Nextel Cup. If the cars are improved Biffle should win at least three wins. With two additional Chase transfer spots, Biffle will also have less trouble making the Chase. Once there is a threat to win it all. If he does that, he'd also be the first driver to win Championships at all three of NASCAR's major levels.

NASCAR Driver Preview: Dale Jarrett

Dale Jarrett Age: 50
0 wins, 1 top 5, 4 top 10's, 10 top 15's
Avg start: 28.2, Avg Finish: 22.7
Points rank: 23^rd Driver Rating: 57.5
#44 UPS Toyota Crew Chief: Matt Borland

2006 did not go the way anyone at Robert Yates Racing had hoped. For Dale Jarrett it was a season of struggles and transition but also hope. Jarrett's on-track performance was one of the worst seasons of his 22 year career. Four top tens was the lowest season total since 1989. He scored at least seven per year from 1990-2005. He went winless for the second season in three years. Things were rough on the track, but Jarrett does have a fresh start to look forward to in 2007.

After 12 years with Robert Yates Racing Jarrett will drive for Michael Waltrip Racing, helping to introduce Toyota to the Cup stage. This presents a new challenge for the 50 year old Jarrett. It's a new manufacturer, new organization, a new crew chief (again) and maybe a new perspective for Jarrett. While that is a lot of changes, Jarrett will keep UPS as sponsor. Keeping his same sponsor since 2001 guarantees the popular, “He's going to drive the truck” ad campaign will continue.

On the track the numbers spelled struggle for Yates and Jarrett. His season driver rating was 57.5, 29th among full time drivers. A fourth at Kansas was his only top five of the season. Even that was more the result of fuel mileage than a great run in a strong car. On the other hand he finished 23^rd in the point standings. This means he didn't run well, but avoided trouble and finished races higher than he deserved. Some of this slump is attributed to Jarrett, much of the problems fell on the Yates team. They trailed the other powerhouse teams on every track except Daytona and Talladega.

The season was especially rough for Robert and Doug Yates. Coinciding with Jarrett's announced exit, Crew chief Slugger Labbe was also suspended four races for a sway bar infraction at Richmond. He was later released from Yates, along with fellow crew chief Tommy Baldwin and General Manager Eddie D'Hondt. Yates' other driver Elliott Sadler also left mid season for Evernham motorsports. 2006 was also the first season in his 18 years that Robert Yates didn't score a victory.

Jarrett did enjoy some highlights among the frustration. He started things off with a tenth place finish at Daytona and followed that with a ninth at Atlanta three races later. The weekend of the Darlington race in May, Jarrett announced he would drive for Waltrip in 2007. He finished 21^st or better in the first ten races, including two top tens and four top fifteens. After the announcement, Jarrett's performance sunk. Except for a 20^th at Michigan, he didn't finish better than 22^nd for the next 13 races. He did finish strong with six top fifteen finishes in the final 12 races. It wasn't a dream ending for his Yates tenure, but he didn't mail it in either.

Heading to 2007 there are two big questions to ask. Can Jarrett still get up on the wheel or will he enjoy his golden parachute? Can Waltrip Racing provide consistent cars for Jarrett?

Crew chief Matt Borland left Ryan Newman's team at Penske to join Toyota and Jarrett. Jarrett's biggest complaint at RYR was the lack of engineers. Borland might place the greatest emphasis on engineering of any crew chief on tour. This is often a good trait, but last year it didn't serve Newman and and Borland well. They wasted the beginning of the season and presumably the offseason on perfecting the 2004 Dodge Intrepid. Borland will be Jarrett's sixth crew chief in three seasons. The addition of Borland and his fresh perspective should help reignite Jarrett.

He is assured a place in the field thanks to his Champion's provisional. He and Dave Blaney are the only Toyota cars with a guaranteed spot for the first five races. Jarrett should have no problem entering the top 35 and staying there the entire season. That means he can focus less on qualifying and more on the actual races. Unless the Camry proves totally flaky, Jarrett should be able to score 5-7 top tens. In the right equipment Jarrett is still one of the top restrictor plate drivers. He also has impressive numbers at Michigan, Atlanta and Bristol. He has won at 16 different tracks. His best chance for top tens are at these three track

Jarrett is one of the most popular and well-respected drivers in the sport. The tentative plan is to drive for two more seasons and then retire. Of course, drivers have changed plans before. Jarrett is past competing for championships, but given the right car at the right race he can still vie for wins and top fives.

NASCAR Driver Preview: Jamie McMurray

Jamie McMurray
0 wins, 3 top 5’s, 7 top 10’s, 9 top 15’s
Avg start: 25.3 Avg finish 23.6
Points Rank: 25th Driver Rating: 67.4
#26 Crown Royal/Irwin Ford Crew Chief: Larry Carter

Race fans with any level of interest know about Jamie McMurray's story in 2006. First the obvious. He moved to Roush in highly publicized move from Ganassi in 2005. It was a case of a talented driver in search of better equipment. It made sense, except that's not how it played out. He had his worst season in Cup. He endured three crew chiefs, 7 DNF's and had fewer top fifteens (9) than his top ten total in any of his first seasons. And he didn't get any closer to winning his first race since 2002. He did have some nice runs, but fell well short of expectations.

The most vivid picture of McMurray's struggle was of him sitting dejectedly in his garage stall during the Texas race. The handling on the car was so bad he couldn't drive it. No mechanical issues or damage from a wreck, just a terrible car and McMurray and crew having no answer. Jack Roush made a crew chief change the next week, moving Bob Osborne from Carl Edwards' car to the #26 of McMurray.

Aside from the Texas letdown, McMurray hadn't run terribly in the first seven races. A late crash ruined a top ten at Daytona, and he finished 7th at California and 9th at Martinsville. The change initially got results. McMurray finished 14th at Phoenix, 5th at Talladega, 8th at Lowes and 2nd at Dover. He led 95 laps at Dover before teammate Matt Kenseth passed him late for the win. McMurray led a mere 37 total laps in 2005.

McMurray couldn't sustain the success, recording only two top tens the rest of the year. At the start of the season McMurray apparently wasn’t comfortable in the same setups as his teammates. As the year progressed, it’s hard to say whether it was McMurray struggling or Roush Racing as a whole. Roush's intermediate program, their bread and butter the past few years, struggled in the second half of the year, especially during the Chase.

Looking back on the season, when McMurray wasn't struggling, his luck abandoned him. Crashes at Daytona, Bristol, Talladega and Phoenix spoiled good runs. He sat on the outside pole at Sonoma only to spin twice on the first lap. A rock at Darlington knocked his oil pump belt loose, ruining the engine. There is nothing to do but throw your hands up.

Another confounding statistic is McMurray's qualifying on 2006. He had 16 starts of 30th or worse and eight starts worse than 40th. Usually qualifying doesn't mean a lot, especially in relation to finishes. It still illustrates the complete struggle McMurray endured. A car from a top team shouldn’t be consistently outran by single-car, under-funded field-fillers. The other four Roush cars all started an average 19.3 or better.

The question that dogs McMurray is “when will he win another race?” It’s not to Jeff Burton lengths yet, but announcers constantly remind people that he hasn’t won since he subbed for Sterling Marlin in 2002. Despite many critics, McMurray is a very good driver that excels at any type of track. Phoenix is the only track for McMurray without a top ten, although he has a Busch win in 2004. He is equally capable at restrictor plate tracks, short tracks or road courses. Three of his top 10’s were at plate tracks. He is also great at California (5 top 10’s in 7 races), Martinsville, and Charlotte. When he resumes running up front he has a chance to win practically anywhere.

Now it's up to Roush to get McMurray back the front. The team may have slipped below Gibbs, and Hendrick, but Roush is still one of the best organizations at the Cup level. Larry Carter was recently hired as crew chief. He previously worked with Rusty Wallace at Penske and for Michael Waltrip Racing this past year. With the introduction of coil-bound spring packages, certain drivers weren't as comfortable. A second year with Roush should help McMurray find a setup that suits him.

In his first three seasons McMurray finished 13th, 11th, and 21th. He barely missed the Chase in 2004 and 2005. He didn't forget how to drive in one season filled with poor races, tough crashes and strange luck. The season also wasn't as bad as the results show. Switching teams, even a perceived upgrade, is not simply A+B=C. McMurray should return to the top 15 in points and consistently running in the top ten. A win wouldn't be a total shock, especially at California if Roush can regain their mojo at 1.5 and 2 mile tracks.

NASCAR Driver Preview: Robby Gordon

Robby Gordon Age: 38
0 Wins, 1 top 5’s, 3 to 10’s, 10 top 15’s
9 DNF’s
Avg Start: 27.5 Avg Finish: 25.3
#7 Menard's/Jim Beam Ford Crew Chief: Greg Erwin

Mention Robby Gordon and you’ll get an array of reactions. Some think he has no talent, others think he’s one of the finest drivers in the garage. Still other people consider him reckless and a cheater. With most things, the accurate picture is somewhere in the middle. Gordon will probably always be a lightning rod for fans.

Whatever your personal opinion of Gordon, the progress his one-car team has made in two seasons is impressive. Prior to 2005 Gordon announced bold plans to run his own Cup team. After failing to qualify for races, having fickle equipment and poor finishes in 2005, the critics appeared right. Gordon built upon that rough beginning and made significant progress in 2006.

The biggest immediate obstacle was making races. Gordon successfully qualified for the Daytona 500 and the next four races to secure a top 35 starting spot. Once safely inside, Gordon went about improving his finishes. His 30th place finish didn’t fully represent how he ran in many races. His 64.9 driver rating was 26th. Several races were spoiled by DNF’s. He had a Cup worst nine. He also completed a very low 86% of the possible laps. Some of these issues were out of his control, while others were self-inflicted wounds. He had 10 top fifteen finishes and 14 finishes worse than 30th. Consistency was not present in the #7 car.

In the early part of the season Gordon had several good runs ruined by late problems. At both Atlanta and Texas he ran inside the top ten only to get trapped under caution. His first top ten came at Talladega in the spring. He added a fourth at Watkins Glen and a 10th at the fall Atlanta race to his season.

The Atlanta finish also created controversy for Gordon. Late in the race Gordon was caught throwing a piece of debris in hopes of a caution. The caution did drop, allowing him to stay on the lead lap and ultimately close out a top ten. NASCAR’s hammer also dropped, costing Gordon 50 points and $15,000. That’s still an improvement compared to thrown helmets and cursing on national TV.

Robby Gordon Motorsports is primed for more improvement next year too. He is switching from Chevy to Ford. Joining Ford will lend better manufacturer support. Instead of fighting for scraps with Chevrolet, Gordon is now one of nine cars getting support from Ford. The Yates/Roush engine package will provide better reliability. Gordon used DEI engines in 2006. This was an improvement over Menard’s engines and was a large factor in Gordon qualifying for races in 2006, but Gordon still had 3 engine blowups.

Crew Chief Greg Erwin found a speedy setup for the intermediate tracks. Now Gordon needs some luck to get his deserved finishes. He is always a favorite to win at the two road courses, and obliges when his equipment cooperates. He should also continue his strong runs at plate tracks (avg finish 13.25 in ’06). He has three career Cup wins at Sonoma, Watkins Glen and Loudon. His achilles heel is short tracks. In 13 races at Martinsville his average finish is 32.9 and has not scored a top ten. Excluding Loudon, all the 1-mile and shorter tracks (Martinsville, Phoenix, Richmond, Bristol, Dover) all give Gordon problems. That's over a quarter of the schedule to struggle at.

The key is smoothing out the erratic finishes. More reliable engines will help, but Gordon must also avoid crashes and not lose control of his emotions. When he runs well, ensuring a good finish is a must. If it's not a strong track, don't try too hard and end up in a wreck. In his three full seasons with Richard Childress Racing he scored finishes of 20th, 16th, and 23rd. In his third season of ownership, his equipment should gain consistency. Geting more even results should bring him closer to this type of points finish. He is not a Chase contender, but 20-25 in points is respectable and realistic. Considering where he started two years ago that would be quite impressive.

NASCAR Driver Preview: Ken Schrader

Ken Schrader Age: 51
0 wins, 0 top 5's, 2 top 10's, 8 top 15's
Avg Start 25.6 Avg finish 26.2 8 DNF's
Pts Rank: 31st, Driver Rating: 57.2
#21 Little Debbie Ford
Crew Chief: Michael "Fatback" McSwain

Ken Schrader simply loves to drive cars. As if 704 Cup starts wasn't enough, Schrader also races in Busch, Truck and several dirt series. Not all the results shone in 2006, but a move to Wood Brothers produced several good runs. After moving from underfunded BAM racing to one of NASCAR's landmark teams, Schrader scored 2 top tens and 8 top fifteens.

Moving from Dodge to Ford, Schrader enjoyed Yates/Roush engines, one of the strongest in the sport. He took immediate advantage and finished ninth at the season opening Daytona 500. It was the 22nd top ten at Daytona in Schrader's career. Aside from two early mechanical failures, Schrader did what he does best: complete laps and stay out of trouble. He finished 16th at Texas, Phoenix and Talladega. Add a 15th at Richmond and his late spring was very successful. Sandwiched in the middle of his run was an unavoidable crash at Talladega. While the crash was out of his hands, it was still his third DNF in the first nine races. He ended up with 8 total DNF's on the year.

As successful as his spring was, June ushered in 7 finishes of 26th or worse out of eight races. This included two more crashes at Michigan and Sonoma. The summer swoon led to a key move by Wood Brothers. Crew Chief David Hyder was replaced by Fatback McSwain to prepare for 2007. He took over as crew chief in July and made an instant impact. Hyder had been Schrader's crew chief at both BAM and Wood Brothers. But McSwain is a proven difference maker and it was the right move. In the first two races, Schrader finished 15th at Pocono, and 14th at Indianapolis.

Solid runs continued up to his best race of the season. He scored a 7th at Richmond, running in the top ten all night (94.5 driver rating). Three more crashes during the Chase ended the year on a sour note. Still Schrader did have several good runs, especially after McSwain took over. This gives promise for next year.

Schrader's best two tracks, as shown in 2006, are Daytona and Richmond. Like most veterans he is strongest on tracks that require patience. Places like Martinsville, Darlington, and Bristol all give Schrader a chance at a top ten. Factor in McSwain's knowledge and it's realistic to think Schrader can improve on 2006. The biggest key is avoiding the eight DNF's. As long as Schrader is on track, he is capable of finishing in the top 25 regardless of the track or quality of car. Given a good car and Schrader can land a top fifteen finish. A weakness of Schrader is the newer intermediate tracks. At Kansas, Texas, Chicago, Fontana, Las Vegas and Homestead he has a single top ten. McSwain will try to find a good setup for this type of track.

A large unknown for all of NASCAR is the pending Car of Tomorrow. This should be less of a worry for the Wood Brothers. Ford is reportedly undertaking the research and design for the team's CofT. As a one car team, this greatly levels the playing field for the Woods. Given Schrader's experience in numerous racing series, including the similar Truck series, the new car won't pose a large problem. The races will also be at Schrader's stronger tracks like Richmond, Bristol and Martinsville. Certainly no panic from Wood Brothers and Schrader.

Despite staying with the Wood Brothers, 2007 will be a transition year. Schrader will split time with rookie Jon Wood. Schrader has driven a full schedule every year since his rookie year in 1984. It is not known how long Schrader will drive in Cup. He will turn 52 in May. Wood Brothers is intent on expanding to two Cup cars, however that might not include Schrader. With Wood already set to drive in 2007 and Marcos Ambrose working through the ranks, Schrader might be the odd man out.

In the age of young guns, it is more difficult than ever for a veteran like Schrader to stay in the sport. Schrader, who also owns a dirt track in Missouri, will no doubt drive as long as someone is willing. He is popular with sponsors, can drive any type of car and just loves to race. 2007 might indicate how long Schrader will or can continue.