SVG's Magic Feet, Kurt Busch's Imaginary Friends & Soft Corn
About this episode
Clutch and braking technique take center stage as the hosts explain how drivers manage engine braking, wheel hop, and tire stability deep in the braking zone—often by using the brake pedal and modulating the clutch. The conversation then shifts to Kurt Busch’s championship memories, including a wheel failure, a pit road mistake, and a late caution that left them short on fuel. Between stories, Dale Jr. covers the retirement of car number 97 and the Talladega “Cougar” charity paint-scheme idea, plus plenty of fan and food talk.
Ah, snap, here we go again. It's another 30 minutes of nothing but the best Dirty Mo Media has to offer. It's Dirty Thirty time, y'all!
First up, Dale Jr. wants everyone to know about Shan van Gisbergen's unique footwork that sets him apart (by a few seconds...) from the rest of the field. Then we hear from SVG himself on whether he feels it's truly an advantage or not.
Over in the land of spotters, the Door Bumper Clear crew welcomed Hall of Famer Kurt Busch to the table, where he told us about his championship run in 2004, his imaginary friends, and the cougar that rode with him at Talladega.
Dale Jr. interviewed basketball's newest phenom and Charlotte Hornets rookie, Kon Knueppel! He discusses the moment he got called up and the Rookie of the Year battle with Cooper Flagg.
Last but not least, we have an epic Bless Your 'Hardt moment. Dale & Amy play a rousing round of "This or That," where the conversation about hard vs. soft taco shells divides the room between dirty minds and innocent foodies.
Another week down, another 30 minutes come and gone — feels faster every week!
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V8 Supercar clutch technique in the braking zone
"Morris is a V8 Supercar driver... he's kicking these guys ass because of how he uses the clutch... when he goes down into the braking zone"
This segment focuses on how V8 Supercar drivers manage clutch use and downshifts during braking to stay stable and gain traction. The hosts contrast that approach with other racing styles and explain why timing matters.
wheel hop
"We don't use the clutch to, to, to control wheel hop... it sometimes in bad cases can induce wheel hop."
Wheel hop is a rapid bouncing or hopping of a wheel caused by loss of traction and suspension oscillation. In downshifts, it can be induced when the rear tires suddenly get dragged by engine braking, especially if the clutch and throttle inputs don’t keep the drivetrain and tires in sync.
downshift
"it tries to drag the rear tires... pop the revs to downshift like 11 and as soon as you put the car into the lower gear"
A downshift is changing to a lower gear, which typically raises engine RPM and increases engine braking. In racing, downshifts are timed to match traction and stability needs during corner entry.
left foot braking
"When you were racing, you were left foot braking in these zones, right? You would left foot brake and then pop the gas pedal."
Left foot braking means using your left foot to press the brake pedal while your right foot controls the gas. Racers do it to time the brake and gas more precisely so the car stays more stable and turns better.
Left foot braking is a driving technique where the driver uses the left foot to press the brake pedal while the right foot manages the throttle. In racing, it’s often used to keep the car settled and to coordinate braking with throttle inputs for better traction and rotation.
modulate the clutch
"he will modulate the clutch just slightly to dampen the load on the drive train... he will modulate the clutch and pitch the car in the middle of the corner down deep in the braking zone."
Modulating the clutch means using it gently and gradually instead of just on/off. Racers do this to smooth out how power and braking forces move through the car so the tires don’t get overwhelmed.
To modulate the clutch means to partially engage and release it smoothly rather than snapping it fully in or out. In racing, that can soften drivetrain torque transitions—reducing shock loads through the driveshaft and helping manage traction during braking and downshifts.
drive shaft
"dampen the load on the drive train... the effect on the... like the drive shaft. They have... different components in the next gen car than they don't have drive shafts anymore..."
The driveshaft is the part that sends power from the transmission to the rear wheels. When the car’s forces change quickly, it can get loaded up, so smoothing that transition can help the car stay stable.
The driveshaft (drive shaft) transmits torque from the transmission to the driven wheels. When the car is braking or downshifting, changes in drivetrain load can cause torsional vibration or stress, so drivers may use clutch modulation to dampen those effects.
pitch the car
"he will modulate the clutch and pitch the car in the middle of the corner down deep in the braking zone. He kind of will release the clutch a little bit or use the clutch pedal in a way to help the car pitch and turn."
Pitching the car means shifting its weight forward and backward—like the nose dipping under braking. Racers use it to help the car turn in and stay balanced as they enter a corner.
To pitch the car means to rotate its weight transfer front-to-rear (nose down under braking, then back up as you transition). In racing, controlling pitch helps the car rotate into the corner and can improve turn-in and traction by changing how load is distributed across the tires.
brake caliper
"Kevin Harvick mentioned it, but it allows [302.5s] him to brake much deeper and he's using a lot of more, he's using more brake caliper, [310.1s] brake clamp, he's using a lot more brake force to slow the car down."
The brake caliper is the part that squeezes the brake pads onto the spinning brake rotor. More caliper clamp force generally means stronger braking and more deceleration.
A brake caliper is the clamp that squeezes brake pads against the rotor to create stopping force. When the speaker says Harvick can “brake much deeper” and is using more brake caliper and brake clamp, they’re describing stronger braking application to slow the car more aggressively.
engine braking
"A lot of guys, myself included, we use the engine braking to slow the car down, but [319.9s] that's bad on the rear tire."
Engine braking means you slow down using the engine instead of the brakes. You lift off the gas and the engine helps slow the car, but it can affect how much grip the tires have—especially the rear tires.
Engine braking is slowing the car by reducing throttle and letting the engine resist the drivetrain’s motion. In racing, it can shift more load to the rear tires during deceleration, which may increase tire wear or traction loss compared with using the brake system.
brake pressure
"I'm down [334.4s] shifting early using the engine braking. [336.5s] No, I'm using less brake pedal, brake pressure and using engine braking to slow the car down."
Brake pressure is how hard you’re pushing the brake system. Higher brake pressure usually means stronger braking, and in racing it affects how the tires behave when you slow down.
Brake pressure is the hydraulic (or pneumatic) force applied to the brake system, which determines how hard the pads clamp the rotors. The speaker contrasts using less brake pedal/brake pressure with relying on engine braking, implying that controlling brake pressure is key to managing tire grip and stability.
V8 Supercar
"you had to in a V8 Supercar. Right, why did you have to? Because they would have a locked diff and you'd have to run so much rear brake to make it turn."
V8 Supercar is a type of race car used in Australian touring-car racing. The key point here is that its setup changes how you brake into a turn—how much you use the rear brakes to help the car rotate.
V8 Supercar refers to Australia’s touring-car racing formula (now commonly branded as Supercars). In this segment, the host discusses how its drivetrain and differential setup affect braking and corner entry behavior—especially rear lock control and how much rear brake you need to rotate the car.
rear brake
"Because they would have a locked diff and you'd have to run so much rear brake to make it turn. So you could control the rear lock and the brake zone, and then as you got to the brake zone, you'd, the clutch would be out as you turned in"
Rear brake usage is a key tool for controlling how the car rotates during braking and turn-in. In performance driving, using more rear brake can increase rear slip/rotation, but it also raises the risk of rear lockup if traction is limited.
locked diff
"Because they would have a locked diff and you'd have to run so much rear brake to make it turn."
A locked diff means the two drive wheels act like they’re tied together. When you’re turning, that can make the car less flexible with grip, so you may need more rear brake to get it to rotate the way you want.
A locked differential (locked diff) forces both driven wheels to rotate at the same speed. That reduces the car’s ability to smoothly manage traction during corner entry, so drivers often rely on heavier rear braking to help the car rotate and control rear slip.
brake zone
"So you could control the rear lock and the brake zone, and then as you got to the brake zone, you'd, the clutch would be out as you turned in"
The brake zone is the part of the track where you’re braking hard before you turn. It’s where you decide how long to brake and when to start releasing so the car can turn.
The brake zone is the specific portion of track where a driver applies the brakes and manages deceleration before turn-in. Drivers time their braking and release to balance stability and rotation—especially when trying to control rear lock behavior.
open diff
"But in this, you don't need to because the diff is open, so it, you don't really have rear locking because you can run so much more front brake bias."
An open diff lets the two drive wheels spin at different speeds. That usually makes the car grip better in turns, so you don’t have to rely on heavy rear braking to make it rotate.
An open differential allows the left and right driven wheels to rotate at different speeds. That flexibility helps the car maintain traction during corner entry, so the driver doesn’t need as much rear braking to force rotation.
rear locking
"so it, you don't really have rear locking because you can run so much more front brake bias."
Rear locking is when the back wheels lose grip and stop spinning while you’re braking. It can make the car rotate, but it can also make it harder to steer smoothly.
Rear locking is when the rear wheels stop rotating and slide because braking force exceeds available traction. It can increase rotation but also makes the car less stable and harder to control, especially if it happens too early or too aggressively.
front brake bias
"But in this, you don't need to because the diff is open, so it, you don't really have rear locking because you can run so much more front brake bias."
Front brake bias means more of the braking is happening at the front wheels. That helps prevent the rear wheels from locking up, so the car stays easier to control when you brake into a turn.
Front brake bias is the proportion of braking force sent to the front wheels versus the rear. More front bias reduces the chance of rear lockup, allowing drivers to brake harder while keeping the car stable and controllable into the corner.
pole
"Kurt, the last time the number 97 sat on the pole was homestead in 2004."
The “pole” is the starting position at the front of the grid, typically awarded based on qualifying speed. Starting from the pole can be a major advantage because it reduces traffic and helps you control the early race.
Cup Series Championship
"Kurt, the last time the number 97 sat on the pole was homestead in 2004. When you won the Cup Series Championship, what do you remember from that weekend?"
This is NASCAR’s big season title. Drivers earn points all year, then the best teams enter a playoff to fight for the championship at the end.
The Cup Series Championship is NASCAR’s season-ending title race, decided through a playoff format rather than just total wins or points. Drivers accumulate points during the season, then compete in playoff rounds to earn a spot in the final race.
pit road
"And what I remember vividly the most, yeah, the wheel broke and came apart. I missed the end of pit road somehow, some way."
Pit road is where the cars pull in for service during the race. If you miss it, you can lose a lot of time and fall behind.
Pit road is the lane where NASCAR teams enter to service the car during a scheduled stop—typically changing tires and making adjustments. Missing pit road can cost valuable time and track position, which is why it’s a big deal in-race.
caution
"One thing I remember though was there was a late caution, and we couldn't quite make it on fuel. It was too far of a stretch."
A caution means the race slows down because something happened on the track. It can change strategy because everyone has to adjust their plans for tires and fuel.
A caution is when NASCAR slows the field due to an incident on track, typically using a yellow flag. Cautions bunch cars back up and can dramatically change strategy for tires and fuel, especially late in a race.
fuel
"One thing I remember though was there was a late caution, and we couldn't quite make it on fuel. It was too far of a stretch."
Fuel strategy is figuring out if you have enough gas to finish the next part of the race. If you can’t make it, you have to change how you drive or pit sooner.
In NASCAR, fuel strategy is about whether the car can complete the next segment without running out, factoring in cautions and green-flag laps. “Couldn’t quite make it on fuel” implies the team misjudged consumption or the race conditions changed, forcing them to manage risk.
retired the number
"But the team retired the number 97, kind of like an FU on the way out. And when Jamie McMurray took over, it was car number 26."
In racing, a team can retire a number, which is basically a permanent honor. They’re saying the team stopped using “97” and later used “26” instead.
In NASCAR, teams can “retire” a car number, meaning they stop using it for future entries as a tribute to a driver or era. Here, the team retired the number 97 after the driver left, then later reassigned a different number when Jamie McMurray took over.
Mercury Cougar
"...he show. And can you tell us the story of how the Cougar car scheme happened? Oh, the Cougar."
The Mercury Cougar is a car made by Mercury, which was part of Ford. It was designed to be comfortable and stylish, more like a “personal” car than a basic family sedan. People bring it up when they’re talking about a particular Cougar and its history.
The Mercury Cougar is a mid-size personal luxury car produced by Mercury (a Ford brand). It’s often discussed because it has a long model history and became a recognizable nameplate in American automotive culture. In a podcast, it may come up when someone is telling a story about a specific car, a “scheme,” or how a particular Cougar ended up in a notable situation.
paint scheme
"And I'm like, hey, man, can I just run a paint scheme for our military and have the Cougar car at Talladega because Talladega nights."
A paint scheme is the car’s “look” for a specific race—its colors and stickers/graphics. NASCAR teams swap these designs for different sponsors or special events.
A paint scheme is the car’s event-specific livery: the colors, decals, and graphics applied to the body. In NASCAR, teams often change paint schemes for sponsorships, charities, or special themes tied to a race weekend.
oil tank
"It was on the down bar right next to the oil tank."
The oil tank is where the car keeps its engine oil. Putting something “next to the oil tank” means it was located near important engine equipment.
In NASCAR, an oil tank is part of the lubrication system hardware that stores engine oil. The mention that the stuffed Cougar was placed “next to the oil tank” suggests NASCAR-approved placement near critical engine components.
down bar
"It was on the down bar right next to the oil tank."
A down bar is a metal support bar in the race car’s frame. It helps hold the car’s structure together, especially around the safety cage area.
A “down bar” is a structural bar in the race car’s chassis/roll-cage area used for bracing and mounting. NASCAR cars have a complex safety and structural framework, so small placement details can matter for packaging and safety clearances.
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