Dale Jr. and TJ kick off with a Nashville race recap, including Denny Hamlin’s win and the chaos that can follow cautions. The conversation then zooms into restart and caution moments, plus a bigger debate over whether Brad Keselowski and Austin Dillon’s contact felt intentional. A long stretch gets technical on brake reliability: rotor heat cycling, cooling airflow, pad and tire choices, and why tracks like St. Louis can be harder on brakes than Nashville. They wrap with rules, odds, and driver development talk.
Despite a late Sunday night in Nashville, Dale Earnhardt Jr. is back in the studio this week for a new edition of Dirty Air. He joins co-host TJ Majors to chat about NASCAR’s big weekend in Music City:
Dale knew that brakes were going to be an issue
There is a lot of variance in how Cup teams run their brakes
Austin Dillon and Brad Keselowski’s on-track incident
Denny Hamlin chops into Tyler Reddick’s points lead
How is the championship picture shaping up?
Race winner Denny Hamlin joins the show
During the Ask Jr. portion of the episode, listeners sent in questions regarding:
Dale asking Denny about starting from the back on the pre-race interview
Cleetus’ O’Reilly performance at Nashville
Shane Van Gisbergen making the Chase
Comparing the Nashville race to 1980s Bristol
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"A lot of a lot of Chevrolet's solid, like 75% of the garage didn't have any opening.
...
You know, the guys that are taped solid, they're like, we can't keep
the temperature in the in the rotor."
“Taped solid” means they block airflow to the brakes. That helps the brakes stay hotter instead of cooling down too much, which can change how strong and consistent braking feels.
“Taped solid” here refers to blocking airflow to brake components to reduce cooling. In racing, teams may do this to keep rotor temperatures higher and more consistent, trading off cooling for braking performance.
"No brake coolant whatsoever.
So there was a couple of guys that had little slits, like a quarter inch opening."
Brake coolant is anything a car uses to help keep the brakes from getting too hot. In racing, teams sometimes run with little or no cooling to change how the brakes behave under hard use.
Brake coolant refers to any fluid or system used to manage brake temperatures. In racing, teams may limit or eliminate cooling to change how hot the brakes and related components get during repeated heavy stops.
"We got this rotor, we got this pad, master cylinder,
we're doing this, we're doing that and wide opens the way we want to be.
...
You know, the guys that are taped solid, they're like, we can't keep
the temperature in the in the rotor."
The rotor is the metal disc the brake pads squeeze against to slow the car down. If it gets too hot, braking can fade; if it stays cooler, it can behave differently.
A brake rotor is the disc that the brake pads clamp onto to create friction and slow the car. The transcript describes how rotor temperature is managed—some cars are “taped solid” to reduce cooling, while others use small openings to control heat.
"We got this rotor, we got this pad, master cylinder,
we're doing this, we're doing that and wide opens the way we want to be."
Brake pads are the parts that press against the rotor to create the stopping force. Their temperature matters because it affects how well they keep braking consistently.
Brake pads are the friction material that clamps onto the rotor to generate stopping power. The way teams manage airflow and cooling can affect pad and rotor temperatures, which in turn influences braking consistency.
"We got this rotor, we got this pad, master cylinder,
we're doing this, we're doing that and wide opens the way we want to be."
The master cylinder is the part that turns your brake pedal push into hydraulic pressure. That pressure is what makes the brakes clamp the pads onto the disc.
The master cylinder is the hydraulic component that converts the driver’s brake pedal force into pressurized brake fluid. That pressure is what moves the calipers to clamp the pads onto the rotor.
"Like you master break, go down the corner, master break.
The temperature goes fast from like 600 to a thousand degrees,
like quick."
This is talking about how quickly the brakes heat up during a hard stop. If they jump from a few hundred degrees to around a thousand fast, it can change how well they keep stopping lap after lap.
This describes rapid brake thermal cycling—brakes heating extremely quickly during hard braking. Fast temperature swings can affect brake fade, pad material behavior, and rotor stress, which is why teams experiment with cooling strategies.
"Same way you're seeing them tape up the grill, they're restricting the air. That's they do that as well with the with the rotor."
“Tape up the grill” means covering part of the front opening to reduce airflow. Teams do it to control how hot things get.
“Tape up the grill” is a track setup technique to restrict airflow to a radiator or cooling opening. By reducing incoming air, teams can manage temperatures (like brake rotor temps) to stay within the desired operating range.
"We talk about the next gen car being this kick car. You can't change and that's true in a lot of ways."
“Next gen car” means the newer NASCAR race car rules and design. Because the rules are tighter, teams can’t change as much as they used to.
“Next gen car” refers to NASCAR’s newer-generation race car platform with standardized design rules. Those regulations typically reduce how much teams can modify aerodynamics and setup, shifting focus toward allowed adjustments.
"There's not a lot of things they can do with the track in terms of shocks and springs and fun they used to do years ago."
Shocks and springs are parts of the suspension that help the car handle bumps and stay stable. Changing them can change how the car feels and grips the road.
“Shocks and springs” are suspension components that control ride height and how the car absorbs bumps. On track, they strongly affect tire contact and handling, so limiting changes to them reduces how much teams can tune the car for a specific circuit.
"Yeah, SVG, when he saw those was freaking out in there.
Like, don't worry, your setup is totally different.
Right. Yeah, which I love.
I went to a couple teams to that said, yep, my teammates, not the same as me."
“Setup” is how the race car is adjusted to match the track and the driver. Two drivers on the same team can have different setups even if the car is similar.
In racing, “setup” means the car’s configuration—how it’s adjusted and tuned for track conditions and driver preferences. Even within the same team, teammates can run different setups (like brake pad choices) because their driving styles and feedback differ.
"Wire and there's never, you know, we years and years ago used to have coils go bad,
[672.6s] ignition boxes, wiring, wiring, gremlins and motors breaking valve springs and boy,"
Ignition boxes are electronic parts that help the engine spark at the right time. If they malfunction, the engine can misfire or run badly, which is a big problem when you’re trying to race.
Ignition boxes are electronic modules that control the ignition system—telling the engine when to fire the spark plugs. When ignition boxes fail or act up, you can get misfires, poor power, or even no-start conditions, which is especially disruptive during racing.
"Wire and there's never, you know, we years and years ago used to have coils go bad,
[672.6s] ignition boxes, wiring, wiring, gremlins and motors breaking valve springs and boy,
[679.7s] we got a bad batch of valve springs. We keep breaking valve spring."
Valve springs are small parts inside an engine that help the engine’s valves move correctly. If they break or get weak, the valves can stop working right, and the engine can fail—often after lots of hard running.
Valve springs are the components that keep the engine’s valves closed and help them return to position after they’re opened by the camshaft. If valve springs weaken or break, the valves can float or fail to close properly, which can cause serious engine damage—especially under high RPM or repeated stress.
"So
[702.7s] Yeah. And that was what the break issue brought was this sense of, you know,
[708.9s] this ain't going to be just a walk in the park. So
[713.0s] tires are similar. I mean, we have soft tires and that people run them low air and
[718.2s] exactly. Yes, TJ."
Soft tires are a tire compound designed to grip more aggressively, which can improve traction and lap times. The tradeoff is that they typically wear faster and can be more sensitive to tire pressure and track conditions—so teams may adjust pressures and driving to manage them.
"So
[713.0s] tires are similar. I mean, we have soft tires and that people run them low air and
[718.2s] exactly. Yes, TJ. Yes. So I'm, while I, I mean, good, good year is building great tires and"
“Low air” refers to running tires at lower-than-normal pressure. Lower pressure can increase the tire’s contact patch and compliance, which may improve grip and feel, but it can also increase heat buildup and risk tire damage or uneven wear.
"Austin Dillon, Brad Kosolowski. So Brad and Austin had a couple of bang, bang run ins ends up, uh, getting Brad wrecked like hell here on the front straightaway."
It means two cars get into each other very suddenly during a close fight. There’s hardly any time to avoid it once it starts.
“Bang, bang run ins” describes sudden, close-quarters contact between cars—often with very little time to react. It’s a common racing phrase for incidents that happen quickly during racing maneuvers rather than slow, drawn-out contact.
"Well, everybody says that I'm just saying I get it. I'm no, I know what you're saying, but he lifted before they hit. So priests, priests lifted. I mean, priests lifted when they hit."
“Lifted” means the driver backed off the gas before the crash. That usually slows the car down so the hit is less violent and helps avoid breaking the front end.
In racing, “lifted” means the driver eases off the throttle before impact. That reduces speed and can change how hard the car hits, which is often done to avoid damage or to prevent a nose-first collision.
"No, in Texas, he lifted before he hit you. Why would you be wrecking a guy? Well, you don't want to knock your nose off. He said that earlier, whenever he, in the first wrecked there, he said he lifted Chris got him because he didn't want to hurt the nose."
“Nose” here means the front of the car. If the front gets damaged in a wreck, it can be hard to keep driving and can ruin the race.
“Nose” is shorthand for the front end of the race car—especially the front bumper and front structure. In wreck discussions, people often mention the nose because front-end damage can be expensive and can end a driver’s race quickly.
"So my opinion is that you, he does, did he try to wreck you on purpose? I don't think he did. Did he give that you got wrecked? No. But I don't think considering everything that they've had to go through the last couple of weeks that they want to be out there wrecking people."
They’re arguing about whether the crash was on purpose. “Intentional” means the driver meant to hit the other car, not just misjudged it or reacted to traffic.
The hosts are debating whether a wreck was “intentional,” meaning the driver deliberately aimed to cause contact rather than reacting to racing conditions. In NASCAR-style racing, that distinction matters because it changes how fans and officials interpret blame and penalties.
"...is. So maybe I'm, maybe I'm going into some, some uncharted waters here, but Chyleretic wins the five races. ..."
“Subaru Uncharted” isn’t a normal car you’d find in a showroom with a model name. It’s a Subaru project or theme that’s meant to represent exploring new places, like going off the usual path. That’s why it shows up when people talk about “uncharted” adventures.
“Subaru Uncharted” isn’t a specific production car model—it’s a Subaru-branded concept or media project name used in the context of an adventure or off-road-themed storyline. It may come up in a podcast because it represents Subaru’s approach to exploration and capability rather than a typical buyer-focused vehicle spec. The mention of “uncharted waters” ties into that theme of going somewhere new.
"used to sit on top of a 15 past your van in the turns at Bristol and I'm from me to you from the apron and they'd be a little guard rail...
...while, yeah, you're sitting there watching that race at Bristol back then, there was never a long green flag run with nothing going on."
This is Bristol Motor Speedway, a famous NASCAR track. Because it’s an oval with steep turns, cars can get very close to the wall, so wrecks and contact are common when drivers misjudge a corner.
Bristol refers to Bristol Motor Speedway, a NASCAR oval known for short lap times and close racing. Its steep banking and tight racing lines make it easy for cars to run into the wall or bank when drivers lose grip.
"All the battling back in the pack was just intense. Attrition was high.
And so while, yeah, you're sitting there watching that race at Bristol back then..."
Attrition just means more cars are getting knocked out of the race. That can happen from wrecks or mechanical problems, so the field thins out faster.
Attrition in racing means cars getting eliminated from the race due to damage, mechanical failures, or crashes. High attrition implies more retirements and more cars being taken out over the course of the event.
"while, yeah, you're sitting there watching that race at Bristol back then, there was never a long green flag run with nothing going on.
Never. Every lap there was something to see or something going on..."
In NASCAR, a green flag means the race is fully going again. A “green flag run” is how long they get to race without a caution slowing things down.
A green flag run is a stretch of racing under green-flag conditions, meaning the race is actively competing rather than slowed or stopped by cautions. When there are few long green flag runs, it usually means frequent incidents and interruptions.
"The other night, you know, you had, you had the brake issues that really, um, that was the, you know, the attrition and the, the imperfection of the car and all of that."
Brake issues mean the car’s brakes aren’t working right. If a driver can’t slow down or modulate braking properly, it’s easier to make a mistake and crash.
Brake issues are problems with the braking system that can cause reduced stopping power, overheating, or inconsistent pedal feel. In NASCAR, brake problems can lead to mistakes in the corner and increased wreck risk.
"way different and it was a bias ply tire and you could really yaw it out and run sideways.
Yeah. There's a, they're probably harder to drive in some sense today."
A bias ply tire is an older tire design where the internal layers are angled. Because it flexes differently than modern tires, it can make a race car easier to slide around instead of sticking tightly to the track.
A bias ply tire is built with layers of fabric cords laid at angles (bias) rather than belts running straight across the tire. That older construction tends to flex more, which can make the car feel more “loose” and easier to slide or yaw on throttle.
"way different and it was a bias ply tire and you could really yaw it out and run sideways.
Yeah. There's a, they're probably harder to drive in some sense today."
Yaw is the car turning sideways while still moving forward—like the body rotates left or right. When they say “yaw it out,” they mean getting the car rotated so the rear slips and the car goes sideways.
Yaw is the car rotating left or right around its vertical axis. In racing talk, “yaw it out and run sideways” describes intentionally letting the car rotate so the rear steps out and the car travels in a sideways attitude.
"there's a small window when you bust your ass, the little bi, the little short
profile tire we have on here. You're either, you know, you don't, rarely save it
when it steps out."
“Short profile” usually means the tire has a shorter sidewall. That makes the tire feel more immediate, but it can also make the car less forgiving when it starts to slide.
A “short profile” tire generally means a lower sidewall height (less tire “bulge” between rim and tread). Less sidewall flex usually makes the car respond more quickly but can reduce the forgiving, progressive feel that helps you save slides.
"You're either, you know, you don't, rarely save it
when it steps out. Back in the day, you had the bias ply tire and you could damn near drive the
sun, but it's like a dirt car."
“Steps out” means the rear of the car loses grip and starts sliding sideways. It’s basically the moment the car begins to oversteer.
“Steps out” describes the rear of the car breaking traction and sliding outward relative to the direction you’re steering. It’s a common way drivers describe the onset of oversteer during cornering.
"so here's, here's what, here's the moment where, where, where I, where I thought we were maybe in trouble
I'm looking out at the racetrack at the whole picture and there's not one car running off the bottom of the track.
And I'm like, man, it is three, it's two thirds of the way through this race and we're all pinned on the"
A “stage” is a chunk of the race. As the race goes from stage to stage, drivers often change how they manage tires and how hard they push.
In NASCAR-style racing, a “stage” is a race segment with its own competitive goals and timing. Drivers and teams manage tires and car balance differently as the race moves from one stage to the next.
"toward the end of stage two or the beginning of stage three. I'm looking out at the racetrack
at the whole picture and there's not one car running off the bottom of the track."
“Stage three” is the later part of the race. By then, tires are usually more worn, so the car can feel different and harder to drive at the limit.
“Stage three” is the later segment of a staged race format, typically when tire wear and fuel/strategy effects are more pronounced. That’s why drivers may feel the car changing and become more cautious about balance and traction.
"celebration right now for the winner at Nashville Super Speedway. Denny got his guitar and Denny is happy."
Nashville Super Speedway is a race track where big stock-car races happen. Different tracks change how teams set up the cars and how drivers race.
Nashville Super Speedway is a motorsports venue where NASCAR-style racing events are held. Tracks like this matter because their layout (turn shapes, banking, and straights) strongly influences car setup and race strategy.
"You had guys having some issues with their cars, which you love to see the machine sort of get tested and some people guessed correctly on brakes."
In a race, brakes are a big deal because they control how well you can slow down and turn into a corner. If someone “guessed correctly on brakes,” they likely made the right call about braking setup or strategy.
In racing, “brakes” aren’t just about stopping—they’re a key part of how drivers set up corner entry and manage tire grip. When the host says people “guessed correctly on brakes,” they’re referring to setup or strategy choices that affect braking performance and lap times.
"Couldn't complain, having the leaders three wide down into turn one last lap. That's all you can ask for."
“Three wide” means three race cars are driving next to each other at the same time. It’s exciting because it shows confidence, but it’s also risky because there’s less space to avoid mistakes.
“Three wide” is a racing situation where three cars run side-by-side in the same corner or on the same straight. It’s a high-risk, high-visibility move because there’s less room for each car and contact can happen quickly.
"We haven't reached terminal velocity like you talked about with the speed of our cars. We're always still getting a quarter more, a half more of downforce or whatever it might be."
Downforce is the “suction” effect from the car’s shape that pushes it down onto the track. When you have more of it, the tires can grip better, especially in turns. That’s why race teams keep trying to add more downforce.
Downforce is the downward aerodynamic force that pushes a race car toward the track. More downforce generally improves grip in corners, letting the car carry more speed through turns. Teams often chase incremental downforce gains through aero development.
"We haven't reached terminal velocity like you talked about with the speed of our cars. We're always still getting a quarter more, a half more of downforce or whatever it might be."
Here, “terminal velocity” means the point where the car feels like it’s getting close to its top limit. After that, it’s harder to keep making it faster. They’re saying they haven’t reached that hard ceiling yet.
In this context, “terminal velocity” is a metaphor for a practical top-speed ceiling where further gains become difficult. As cars get faster, aerodynamic drag and other limits start to dominate, so improvements slow down. The speaker is saying they haven’t hit that ceiling yet.
"Yep. Well, we're looking forward to the next one at Michigan man."
Michigan is a famous NASCAR race track in Michigan. Different tracks change how passing works and how cars behave at speed. They’re talking about the next race at that track.
Michigan refers to Michigan International Speedway, a major NASCAR venue known for its long straights and high-speed corners. Track layout strongly affects racing tactics like drafting and how easy it is to pass. The hosts are looking ahead to the next race there.
"And a lot of that came from, I was on the inside and I'm thinking, all right, let me side draft, pull down and clear, you know, slide them."
Side drafting is when you line up next to another car so the air resistance is reduced. That can help you gain speed without using as much engine power. It only works if you can stay close and in the right spot.
Side drafting is a drafting technique where a car positions alongside another to reduce aerodynamic drag and gain speed. In NASCAR-style racing, it can help one or both cars move faster, but it’s highly sensitive to spacing and steering inputs. The speaker mentions trying it to “clear” the other car.
"I realized pretty quickly, there ain't no way he's going to let me clear him. Like, no, you were, were nose to nose with him... I says, okay, I, we're not running optimum lap time at this time."
Optimum lap time is basically the best possible “fastest lap” you can do. When you’re racing door-to-door, you might not be able to drive perfectly, so your lap time won’t be the absolute fastest. They’re saying the situation forced them to back off from perfect speed.
Optimum lap time is the fastest achievable time for a given car and track conditions, based on ideal braking points, cornering speeds, and traction. In traffic or during close racing, drivers may sacrifice optimum lap time to avoid contact or to set up a pass. The speaker says they weren’t running optimum lap time at that moment.
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Thursday night, we'll go all night and we went up when I say all night.
I'm talking about Dale Jr. at the household nights.
See the sun come up. So that was, that was Thursday.
The following is a production of Dirty Mo media.
This is the most fun I've had in this chair in the last hour and a half.
I don't know if we've ever argued that pitch off over the weekend or I'm still
sour that I want the best man at your wedding. Who was your best man, Dale?
TJ. You don't need a cool
best for that race. What are you thinking?
Get him, TJ. That's the way it's starting to show.
All right then. All right, everyone.
We're back again for another episode of the Dale Jr.
Download here in the Arby's studio.
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