Techno trucks: Roush racing

I'n a western suburb of Detroit, the Roush Racing NASCAR Craftsman Truck teams have been busy all winter preparing for the 1999 season opener in Homestead, Florida. The snow-shrouded shop could be mistaken for any other factory in a row of commercial buildings that line the service drive of a major expressway leading into downtown Detroit. But inside lies one of the most organized and complete shops in racing.

Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.

Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.

The Teams

The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.

I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.

"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."

"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."

"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."

The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.

Technology Abounds

I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.

Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.

Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.