Wheels used in NASCAR rarely get mentioned in race coverage. And that's a good thing for the manufacturers that exceed minimum safety standards.
Racing radio communications have come a long way since walkie-talkies were first used to the sophisticated electronics and airwaves that are now licensed by the FCC.
How can Sprint Cup teams accurately test engines without leaving the shop? The richest ones use an AVL dynamometer to make an engine think it's in a car on that week's track.
Racing a full slate with the COT created uncertainty and heightened expectations, so here's a look at the new car's impact a quarter of the way through the season.
Earning a maximum amount on race day also depends on getting paperwork, such as the Official Entry Blank, filled out properly and submitted on time.
In a constant game of cat-and-mouse, NASCAR enforces rules to rein in speed while teams do their best to build the fastest and most powerful engines.
A crew chief has to process a wealth of information about tracks, tires, weather and cars when deciding when to make and what to change during a pit stop.
They don't make 'em the way they used to, but what drivers and mechanics of days gone by lacked in schooling they made up for in good, old-fashioned intuitive physics.
NASCAR team crew members are constantly taking temperatures and other measurements to get all four tires to achieve maximum grip during a race.
The COT has brought a refocused reliance on suspension versus aerodynamics and drivers are still adjusting. Bill Borden explains the nuances of tight, loose, balanced and neutral.
Keeping tires firmly planted on the ground requires choosing shocks and springs that work in concert with each other and with specifications for each track.
Keeping four tires firmly planted on the ground requires creews to choose shock absorbers and springs working in concert with each other and with specifications geared toward particular tracks.