WHAT WAS THE DIFFERENCE FOR YOU AT THE END? "The Grainger ford was pretty good today. I've just got to thank my guys for great pit stops. I've never seen pit stops like that in the Busch Series before; they just did a fantastic job and got me...
WHAT WAS THE DIFFERENCE FOR YOU AT THE END?
"The Grainger ford was pretty good today. I've just got to thank my guys for great pit stops. I've never seen pit stops like that in the Busch Series before; they just did a fantastic job and got me out. The engine ran great. We were really dominant the first 150 laps and I didn't think anybody could run with us. Matt caught me there at the end and got by me there for a little bit, but I thought I could make some adjustments and come back at him with some fresh tires. We beat everybody off of pit road again and just wasn't the same. I freed it up with a half of pound of air pressure and the thing got really loose going into the corner. I had to slow it down so much going into the corner and then I couldn't get it to turn, and then it was so loose on the accelerator that I couldn't pick the throttle up leaving. Boy, it was a real handful. I was just happy to hang on to sixth. I learned a lot about the Lowe's track and the weather and how it can change throughout the race." WITH THE PASSING CHANGES THE TRACKS CONDITIONS, WHAT DID YOU LEARN?
"We need to go back and see what the weather was when we were doing well through the beginning or through the first major part of the race. Morely, when the track started to get slick, we didn't make the adjustments. Whether that was to lower the track bar and then free it up with air pressure to compensate. It's tough when you have a car that's loose in, tight in the middle and loose off. That's the worse thing that you can have. You feel so hopeless because you're going so slow and you're about ready to wreck all the time. The weather, we know it played a factor, but we're going to have to go back and analyze everything about what it did to us and what was wrong with the car."
TALK ABOUT THE HELPLESS FEELING.
"I felt that when the green flag came out at the end, I could tell that that set of tires wasn't the same as the other set. Whether tire pressure made much of a difference. I had been messing with tire pressure earlier on, and it didn't make that much of a difference, but here it did. I just felt hopeless, that I had one arm tied behind my back. I tried to stay out in front of the 10 for the longest time. I was running the wheels off the thing, but finally I couldn't hold him off any more. It was so loose off the corner that I felt like I was going to wreck. I had to let him go and play defense. Don't race anybody else, just them go when they get to you and get through lapped traffic as best you can. That's all I tried to do."
TALK ABOUT YOU AND HARVICK AND WHEN YOU DREW THE LINE ON GIVING HIM LAPS BACK.
"I gave him two back. I let him go when we were out on the race track. He wasn't really to me yet on the backstretch and I moved down and let him go and gave him some distance, just because I didn't want to run as hard as he did. I really gave him two back, but I'm not really sure how many I was supposed to give him back. I only had the opportunity to give him one more back and my spotter didn't tell me that the caution was out in time, or I might have given him that third one back. I think that's more than he would have given me."
YOUR INEXPERIENCE HERE DIDN'T SHOW AT THE START OF THE RACE?
"I was completely surprised. I ad no idea that we would run that good; absolutely no idea. After we got 100 laps in, I realized that this is a race track that changes. I've never raced on a race track like this that changes so much over the course of a day. At lap 100, I didn't think that anybody would beat us because I wasn't driving as hard as I could. The thing was really easy to drive, and I could hit my marks and nobody could keep up. Harvick was pressuring me quite a bit, so I had to maintain a pretty good pace and I had to stay out in front of him for a while. It didn't seem like anyone else could. We just kept getting a little worse, a little worse and a little worse, so the adjustments that I was making weren't the right ones to make. I probably needed to work on another part of the car: track bar, spring rubber or wedge."
WAS THE DECISION TO CHANGE TIRE PRESSURE YOUR CALL?
"It was my decision 100 percent. I made most of the calls from the driver's seat today on what to do to the car. I tightened it up on the first tire stop, went back to where it was on the second tire stop and freed it up on the third tire stop. I just a half of a pound on either side of the spectrum all day. Toward the end, that wasn't the right call to make."