He's currently third going into Martinsville.

Yet, that ties his best ranking after five races since his championship run began in 2006.

Some might even consider it a bigger stretch to crown him the best all-time among NASCAR's elite.

But the numbers prove it. Or, more accurately, the projection of his numbers prove it.

His 50 victories tie him for ninth place all-time and second among active drivers trailing teammate and car owner Jeff Gordon. 

At 16.9 percent, Johnson's "winning percentage" is identical to Richard Petty's. 

If the measure of success is championships, then the wait may be less than eight years.

It took "The King", Petty, 15 seasons to reach his fourth Cup Championship, and another seven years after that for the final three.

Johnson has four championships in eight seasons. At this pace he will win his eighth by his 16th season. Discount his "slow start" needing a full four seasons before capturing his first Cup Championship, and it could be by his 12th season.

If The Best is measured by wins—then Johnson has his work cut out for him.

The King raced in a different era.

Throughout the 1960's, Petty raced in no fewer than 44 races. Over 35 seasons he averaged 33 races a year. In 1967, the second of his record seven championships, he dominated the series winning 27 of 48 races.

Although Petty's career dropped off, winning only ten races over his final 13 seasons, he still averaged 5.7 wins a year over 35 years.

For Johnson, who competes in a 36-race schedule, it will be nearly impossible to match Petty's 200 wins.

Along with the highest winning percentage among active drivers, Johnson also has the best victories per season, averaging 5.6—just a fraction lower than The King.

Still, Johnson would have to race another 26 seasons, including 2010, winning five to six races each and every year to catch Petty. That won't happen.

However, if there was ever a driver capable to challenge that mark it is Johnson.

And if the start of the 2010 season is any indication, there appears to be no slowing down for the No. 48 team.

Heck, Johnson may even win on a road course.

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With three laps remaining, Busch held a 0.5 second lead on Montoya, who was eclipsing about 0.2 seconds per lap. There was just enough time for Montoya to catch Busch and possibly capture the win at the Kobalt Tools 500.

That is until Carl Edwards felt the time was ripe for payback.

With Brad Keselowski running in the Top-5, Edwards intentionally wrecked the No. 12 Dodge sending it air born, crushing the top of the car before landing on its wheels.

Rewind to lap 40: Keselowski and Edwards bump, causing Edwards to go up the track and make contact with Joey Logano, essentially ending any chance of victory for either the No. 99 Ford of Edwards' or the No. 20 Toyota of Logano.

While his crew was working to get the No. 99 back on the track, Edwards, seeing the replay, commented that it didn't appear to be as much of Keselowski's fault as he thought.

At the time it seemed pretty open—minded of Edwards. Certainly no hint of what was to transpire later in the race.

On lap 322 Edwards went out of his way to make contact with Keselowski, but missed him.

A lap later he turned his No. 99 Ford up into the rear of the No. 12 Dodge, ending the day for Keselowski, resulting in a very disappointing 36th place finish.

If Busch had failed to hang on for the win, Edwards would have ruined the day for two of the Penske Dodges.

NASCAR parked the No. 99 and called Edwards to the hauler before the conclusion of the race. There will be some sanctions forthcoming. Loss of owner's points and probably a four to six race probation for Edwards will be the result.

It should be more severe than that.

NASCAR should suspend Carl Edwards for 30 days. No racing, no practicing, no testing period!

Consider it a paternity leave.

This will send a message that this type of behavior cannot be tolerated.

The rule changes this season were to allow the drivers to settle it on the race track. But when their actions take its toll on innocent drivers and potentially affects the outcome of races, something needs to be done.

As is usually the case with late race cautions there was another at the restart on lap 332, with about a dozen drivers involved that were running in the Top-15.

Instead of a nail—biter of a finish and a potential victory for Montoya, the race ended with two Green, White Checkered attempts and ruined the day for many drivers including Clint Bowyer who was leading the restart.

Besides, I had Keselowski as one of my fantasy picks, and the 36th place finished ruined my total for the race.

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It's the eve of the Superbowl of motor sports and the official kick off of the NASCAR Sprint Cup Series. Spring and summer can't be too far off, even with the foot of snow outside my window. I'm excited and cannot wait for the dropping of the green flag.

In preparation for making my fantasy league picks, I peruse the lineup for 52nd Daytona with a multitude of random thoughts racing through my head:

Is this the year that Mark Martin breaks two streaks? Winning at Daytona and finally finishing higher than second.

Can seven time NASCAR most popular driver, Dale Earnhardt Jr , start to live up to the expectations when he signed with Hendrick Motor Sports?

HMS could sweep the top four spots this year.

There is no way Jimmie Johnson wins a fifth straight championship. Of course, that's what I thought the last two years!

Is it wrong that the lead driver for Earnhardt Ganassi Racing is not an Earnhardt or even an American?

At the same time, it's not right that there is no Petty driving for Richard Petty Motorsports . A little bit of history is lost without a Petty in the Daytona 500 lineup, this being the second year since Kyle finished 34th in 2008.

It's not right that a driver (Boris Said ) averages 53rd in the first three practices and still qualifies for the race.

Robby Gordon: Is this the beginning of the end for the single car operations? Teetering on the brink of the top 35 and sponsorship troubles, this shows there is no way for single car teams to compete. NASCAR need to look at a revenue sharing plan to help these teams.

With a name like Waltrip , why hasn't Michael been able to have the same success as quickly as Tony Stewart ?

Why can't the announcers get past all the references of "The Big One?"

Will the quality troubles of Toyota cast a pall over their NASCAR operations?

Which Toyota has the best chance to win a championship? Why hasn't Toyota been able to dominate the top series as it does the Camping World Trucks?

The rule changes this year will lead to more crashes, as the "gentlemen's agreement" no longer seems to be in effect.

It's impossible to see Joey Logano fall into the same bad boy persona as the other current and former Joe Gibbs drivers.

For all my friends who question the excitement of a series of left-hand turns, you are the ones who just don't get!

Come on! Let's get this season started so the snow starts melting!!

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When Earnhardt signed with Hendrick Motor Sports in 2008, it seemed to be a perfect fit. It was NASCAR's most popular driver, from a strong lineage of stock car racing, matched with the best equipment available. With teammates Jeff Gordon and Jimmie Johnson it appeared that Rick Hendrick had assembled an all-star team. There were even references as the New York Yankees of NASCAR.

The season started just as everyone anticipated. Earnhardt won the Budweiser Shootout and followed that up by winning Gatorade Duel #1, earning a starting spot on the second row for the Daytona 500. 

Fast forward 26 races. Earnhardt enters the Chase in fourth place, along with Johnson (third) and Gordon (10th). Casey Mears is the only Hendrick driver not to make the run for the championship. 

Although he finished 12th in the standings, there was no indication, or foreshadowing of the plummet the #88 team would take in 2009.

Going into the 2009 season, changes once again came to Hendrick Motor Sports. Mark Martin was signed on to drive the #5 car, replacing Mears after two mediocre seasons finishing no higher than 15th. 

In 2009, NASCAR's seven-time most popular driver had the lowest final ranking in 10 full-time seasons in the Cup Series. It looked like Earnhardt assumed Mear's role as the fourth driver for Hendrick Motor Sports. As Johnson, Martin and Gordon finished 1-2-3 in the standings, Earnhardt fell to 25th.

In eight full seasons driving for DEI, Earnhardt's average finish was 16.4 with an average rank of 12th.

After two years in the #88 car, Earnhardt has an average finish of 18.6 and season rank of 19th.

Was there some kind of "sophomore slump" for Earnhardt in his second year driving for Hendrick Motor Sports, or is the the fourth car in the Hendrick stable cursed?

Since Hendrick went to four full time teams in 2002, the #25/#88 car has never finished higher in the rankings than 12th—this by Earnhardt in 2008. The average final ranking is 19th. Did Mears, the previous driver of the #25 car in 2007, just happen to bring the curse with him to the #5 car in 2008? And were those demons exorcised by Martin in 2009?

What will it take for Earnhardt to exorcise his demons?

First of all, improved communications between driver and crew chief. Lance McGrew and Earnhardt need to consistently be on the same page during the race. McGrew needs to have the final say in strategy and Earnhardt needs to be able to provide better feedback on the condition of the car in order to make proper in-race adjustments.

Secondly, the team needs to eliminate the costly pit row mistakes that took them out of so many races last year. Speeding on pit row, pitting out of the box, or missing the box completely cannot happen if this team is to challenge for the Cup.

Finally, the #88 team needs to finish the race. In his career Earnhardt has averaged almost five DNF's each year. With the best equipment in the business, this means Earnhardt must avoid getting caught up in the wreck that takes him out of the race.

The #5 and #88 teams were mingled in the garage in order to build synergy like the #24 and #48 teams consistently exhibit. The results are early, but with the front row locked up for Daytona, it appears to be working.

So far 2010 is looking more like 2008 for the #88 team. Time will tell if the curse has been lifted.

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We are only a few weeks away from the largest sporting event on the planet. An annual spectacle in the making. Almost a full week of festivities and events leading up to the main event itself. 

Super Bowl? No way. The last game of the NFL season is usually known more for its commercials than the game itself. 

I'm talking about the Great American Race—the Daytona 500. NASCAR's season-opening celebration. It's been less than three months since the 2009 season wrapped up in Homestead, and yet it seems longer. Perhaps it's the short days and cold nights of winter.

2010 has the looks of a great year. Can Jimmie Johnson continue his historic run?

Will Joey Logano suffer a sophomore slump?

How will Brad Keselowski do in the No. 12 Dodge or Martin Truex, Jr. in his No. 56 Toyota?

Can Roush Fenway Racing regain its dominance in the chase?

I looked over the past 10 seasons of NASCAR, and here's my outlook for 2010. (Hey, it's cold outside, and it beats watching the NBA)

No Need to Pencil 'Em In:

Go ahead, use the ball point. These drivers will be in the Chase.

Jimmie Johnson — Eight years in NASCAR, four championships. No finish lower than fifth in the standings, and that was in his rookie year of 2002.

Jeff Gordon — The past 10 seasons he has averaged fifth. Only once over the past 10 years has he fallen outside the top 12. Over his career his average starting position is 9.8. He also knows how to finish, currently fifth on the all-time wins list with 82.

Mark Martin — Coming off one of his best seasons with five wins, he continues to shine as part of the Hendrick stable. Finishing second in the Championship for the fifth time, he's got to be chomping at the bit to get the 2010 season started.

Tony Stewart — Over the past 10 years, Tony has averaged fifth place in the Championship. He is the only driver to win pre- and post-chase format. He'll want to prove last year as an owner-driver was no anomaly.

Jeff Burton — This one may seem a stretch, but Burton has been a fairly consistent driver over his career. For the past decade, he has an average championship rank of 9.3. His average career finish (16.0) is incredibly almost five spots better than his average start (21.4). He knows how to pick up spots on the track.

Carl Edwards — He's only been around five years, but he's never finished lower than 12th in the standings. Like Burton, his average finish (13.8) is better than his average start (17.6) by almost four positions. An 11th place finish in 2009 was a disappointment after the epic battle with Johnson finishing second in 2008.

Denny Hamlin — Like Johnson and Edwards, Hamlin has never finished outside the top 12 in his four seasons with Joe Gibbs Racing. Unlike teammate Kyle Busch, he knows how to points race and usually finishes (13.9) where he starts (14.1).

That fills just over half of the chase positions. Check back in September, and don't forget the bottle of whiteout.

On the Bubble:

For these drivers it could fall either way. One DNF and it could cost them a position in the Chase. There's only room for five.

Greg Biffle: For Biffle, it's been two mediocre years, followed by a great one. 2009 was an exception with a seventh place finish following his third place finish in 2008. Has he broken the pattern, or has it just skipped a year?

Ryan Newman: Eight years behind the wheel, an average rank of 10.3 and a ninth place finish in 2009. Stewart-Haas Racing seems to be on the fast track. Newman has always qualified well with an average starting position of 10.9, but his average finish is only 17.1.

Juan Montoya: Was 2009 a fluke, or has Montoya finally turned the corner with the conversion to NASCAR? His average finish in 2009 (14.2) was almost 10 spots better than 2008 (23.9).

Matt Kenseth: Six of the past 10 years in the top 12. If he can eliminate the finishes in the 30s he's in.

Kevin Harvick: 2009 was Harvick's second worse year of his career. Almost half of his seasons have finished in the top 12.

No Repeat Performance:

The following 2009 Chase drivers will not return in 2010.

Kurt Busch: 2009 was the best average finish for Busch since winning the Championship in 2004. He has not finished consecutive years in the top 12.

Brian Vickers: It was an exciting race last year at Richmond, when Vickers edged out Kyle Busch for the final spot in the Chase. However, he ended the Chase in the same spot. With an average finish over six seasons of 20.6, he has not shown the consistency to expect him back in 2010.

Kasey Kahne : He's only finished in the top 12 twice in his six years racing for the Cup.

No Chance:

Dale Earnhardt Jr: The free agent coup of 2008 fizzled in 2009 with his worst finish of his career. As NASCAR's most popular driver, I like Jr., but he needs to figure out how to work with his crew chief in the Hendrick way. 

Kyle Busch: For the younger Busch brother, it's win or wreck trying. If he ever learns patience and sees the big picture in points racing, he stands a chance to win a championship. Until then he will be on the outside looking in.

With that, let the fun begin. With new rules or back to old ones, another modification to the COT and a full 26-points races ahead, does it get any better?

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From its heyday in the 90s when NASCAR's popularity was at the apex of American sports, something got lost.

Like other sports, NASCAR is no different, the promise of increased revenue may be its undoing. The American way seems to be more is better, bigger is better, excess is good.

From 1990 to 2001 the NASCAR season was expanded from 29 races to 36. In this gain something was forfeited. New venues outside of the traditional hot bed of racing were introduced—New Hampshire, California, Texas, Nevada, Florida, Illinois, and Kansas.

The losers were North Carolina (North Wilksboro and Rockingham), no longer a part of the Cup Series, and South Carolina (Darlington) losing its fall race to California (Fonatana).

These new tracks do not have the tradition or the glory where racing was founded. The "cookie cutter" tracks of Texas, Michigan, and Kansas lack the character that tracks like Bristol, Charlotte, Martinsville, and Talladega exude.

When NASCAR's popularity was at its peak, the names were Rudd, Wallace, Waltrip, Petty, and Earnhardt. Dale Earnhardt, known as "The Intimidator," was the face of NASCAR. 

When an upstart from California, Jeff Gordon, burst onto the scene, he made an immediate impact. He became the anti-Earnhardt: A first-generation driver not from the Southeast challenging the best.

This was good for the sport—there was drama and passion. As a fan, you either loved Gordon or despised him. In 2007, six years after the unfortunate death of Dale Earnhardt, when Gordon earned his 77th victory, eclipsing Earnhardt's, the fans littered the track with debris—a show of their passion for The Intimidator.

The last of Gordon's championships was in 2001. A new history-breaking force has emerged in Jimmie Johnson. But it's not the same. There's no controversy with Johnson. No rivalry; he does not have the same swagger that Gordon did when he was winning championships. He did not become the anti-Gordon. He is more the heir apparent driving the car owned by Gordon. He is business-like and professional, a sponsor's darling.

NASCAR needs more throwbacks. Drivers like Tony Stewart and Kyle Busch. Drivers who don't care what you think and who will do what is needed to win.

Now as an owner-driver, Stewart may be mellowing some. He still has the aggressiveness on the track, but the networks are not cringing like they used to at the post race interview.

That leaves Kyle "Rowdy" Busch as one of the last mavericks of NASCAR. He drives like every race matters. It's win or wreck trying.

Busch's style would have worked better a couple decades ago. How else would you explain having as many or more wins as ten Chase drivers and not being eligible for the title?

It's been stated that he can drive three wide all by himself. He doesn't think "points-racing," he thinks win. There is no second place; there are winners and losers.

This is what NASCAR needs. He may be seen as reckless and dangerous, with disregard for the driver who stands between him and victory lane, no matter who that driver is, be it brother, friend, or maybe even teammate, but doesn't this sound like the Intimidator?

Since running a full season in 2005, Busch is third in victories, tied with Carl Edwards at 16, trailing only Stewart (18) and Johnson (23).

Passionate race fans have made Dale Earnhardt Jr. the face of NASCAR. Unfortunately, the most popular driver in NASCAR has not been able to emulate his late father like Rowdy Busch has.

NASCAR's president, Mike Helton, needs to understand that Kyle "Rowdy" Busch is good for NASCAR and its popularity and success. Every organization needs its bad boys, those who are unpredictable and provide the spark that leads to rivalry, where fans either love them or hate them—passionately. Don't try to break these mavericks, let them speak their minds without fear of punishment.

Take the muzzles off and let the drivers compete before this sport becomes too much like the NFL: No Fun League.

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In 2007 when Johnson won his second consecutive championship, he joined a short list of five drivers to have won the Cup in back-to-back years.

A year later, 2008, he joined Cale Yarborough as one of two drivers that have won three consecutive titles.

But as of 2009 he has the record book to himself, becoming the only man to win four consecutive championships. Not since Dale Earnhardt won six titles in nine years has anyone been this dominate.

It begs the question: Should Jimmie Johnson be considered among the best, or do he and crew chief Chad Knaus know how to play the Chase system?

As Mark Twain is quoted - "There are three kinds of lies: lies, damned lies, and statistics."  If average finish was used to crown the champion, Johnson would only have one Cup Championship, from 2006. Jeff Gordon had the best average finish in 2007 at a 7.33, compared to 10.75 for Johnson.

In 2009 Gordon was better again (10.17 compared to 11.08) as well as 2004, the first year of the Chase format. In 2008 Carl Edwards' average finish was 9.5 while Johnson's was a 10.5.

Of course some of you are saying "wait a minute, the new Chase format implemented in 2004 puts a greater emphasis on wins. Surely that's how Johnson is winning championships."

Looking at the results for the past 12 seasons - six seasons preceding the Chase format and the six since, only four times has the driver with the most wins earned the Cup Title. Jimmie Johnson has two of these in 2007 (10 wins) and 2009 (7).

However, the greatest overiding statistic may be the number of wins since the Chase format has been implemented. Johnson has more than twice as many victories as the next closest driver with 41 trips to Victory Lane since 2004. Gordon is second with 19.

The truth is, Chad Knaus and Jimmie Johnson play the system to their strengths and when the Chase begins, it is usually a runaway. They have found a way to dominate the current NASCAR format.

The great debate? Where he ranks with the all time greats and would he have dominated in another decade?

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