Watkins Glen presents challenges that are unique, exciting

— -- The Watkins Glen race has been won by four drivers in the past five years. Three of those four drivers have never won a Sprint Cup race on an oval. This speaks to the contrast of what's required from a driver today when competing on different racetracks that require different disciplines.

Watkins Glen is 2.45 miles long, described as having seven turns (technically, it has more), and the majority are to the right. Passing is a constant evaluation of risk and reward. Each turn allows for a pass, but only two turns stand out as opportunistic.

The premier passing zones

The best spots to pass are entering Turn 1 and entering the inner loop.

The frontstretch is long and provides ample opportunity to pull alongside another competitor to gain position entering the first turn. However, the challenge in executing a pass is the risk of wheel hop upon braking, and downshifting.

Because the track dips downhill leading to the turn, braking overaggressively can cause the back of the car to get light, and if revs aren't matched to perfection, the rear wheels begin to lock.

This worst-case scenario has existed for every driver; most notable would be Jeff Gordon and Tony Stewart each spinning while leading in this turn.

The uphill right-left-right S-turns represent the fastest portion of the track and if executed correctly provide enough speed to easily maneuver a pass entering the inner loop.

The key is to complete the pass before having to turn left once there. If not, you will compromise any speed and angle from the loop exit, or worse, you will find yourself with four tires off the racing surface. It goes downhill from there, literally and often figuratively.

Who wins? The hottest driver in NASCAR, Kyle Busch

Dark horse: Tony Stewart -- in what seems certain to be an uncomfortable weekend on the one-year anniversary of the death of young driver Kevin Ward Jr. after Stewart hit him at Canandaigua (N.Y.) Motorsports Park -- should find peace inside the race car.

Perhaps the old road-course magic returns for the five-time Watkins Glen winner.

A hard way to live

That's how I would describe what the next few weeks might be like for Kasey Kahne.

Sure, the pressure exists for Clint Bowyer, Ryan Newman, Aric Almirola and Greg Biffle, all huddled in the vicinity of a Chase berth. But it's different when you're a member of the premier organization in NASCAR.

Every driver begins the season with the objective of winning, hopefully before Memorial Day weekend. If not, the pressure builds.

Hendrick Motorsports teammate Jeff Gordon hasn't reserved his spot in the Chase either, but with all due respect to Kasey, he's not Jeff Gordon. Gordon,regardless of how this season ends, will be just fine.

Kasey? It's less obvious. I have always felt Kasey has the talent and tools to contend for titles, and I won't deviate in my support of the 35-year-old driver ... but the clock is ticking.

The difference between success and failure is often measured by making or missing the Chase.

It may not feel that way for all drivers, but it feels that way as a Hendrick Motorsports driver.

The bottom line

Road-course racing hasn't always produced the enthusiasm, or anticipation, it does today. Not that long ago, many drivers, perhaps the majority, viewed the twice-a-year experience as a necessary evil, something to get behind you as quickly as you could before getting back to the conventional NASCAR oval form of racing.

Today, our visits to Sonoma and Watkins Glen yield great return on the investment.

Some of that has to do with the win-and-you're-in Chase mentality that values each race equally in terms of basically securing a Chase spot if you roll into Victory Lane and maintain a spot in the top 30 in the standings.

Most of it, I believe, has to do with this type of racing being pure and less influenced by machine and aerodynamic dependency.

Road racing produces plenty of action, an abundance of contact and often hurt feelings between drivers.

What's not to like?

Many drivers have campaigned this year for less downforce -- a more difficult car to drive -- to enhance the separation in talent. The package most referred to is the Kentucky package, where drivers competed with shorter rear spoilers, surrendering tire grip through the turns.

So I offer this. Is NASCAR road-course racing more popular today because it has existed long enough that we have all just accepted it? Or have the two road-race events become more flavorful because they challenge drivers in ways ovals no longer can?

Carl Edwards believes making the cars more difficult to drive separates good drivers from great, favoring drivers more tolerant of an average-handling car.

I agree. Many drivers I've talked with have lined up in support of Edwards' opinion, wanting more man, less machine, so to speak.

Well, this weekend they get their wish.