NASCAR trying for more excitement with 2013 car package

• Drivers at this week's test at Charlotte Motor Speedway have varying opinions on new package options
• Sanctioning body trying to offer less horsepower, more downforce to improve 1.5-mile track racing
• Jeff Burton agrees with attempt to get away from single-file racing

AVONDALE, Ariz. -- In redesigning its Sprint Cup cars for next season, NASCAR also is considering a reduction in horsepower.

In a two-day test at Charlotte Motor Speedway, NASCAR tinkered with decreasing speeds while also increasing the downforce. Vice president of competition Robin Pemberton said tapered spacers were employed to run the motors with 200 less horsepower.

Though he initially wasn't sold on the concept, veteran Jeff Burton said his No. 31 Chevrolet reacted well to the combination of changes and produced more driveability that feasibly could engender enhanced action -- particularly on 1.5-mile tracks such as Charlotte.

"They've got some decisions to make on what package, and we've got to make the decision based on what's the best racing," Burton told USA TODAY Sports. "We run on so many 1.5-mile tracks, we have to build a package that works there. You hear a lot of fans say they don't like what they see, so it's time to make a change. It won't mess with the integrity of the sport or be a hokey rule, it'll just be a package that will make the racing be the best it can be.

"We've got to do something different than just matching the current car with this new car. Some fans like it the way it is, but a lot of fans don't. ... I think we have to put the races like we have on the shorter tracks, we need to be able to have them on 1.5-mile tracks, where the races get strung out so far (in) a single-file line. We have to find a way to lessen that and put more cars more closely in speed. The more exciting the racing is, the more people will watch it."

Pemberton said a primary objective with the new car is to increase stability in traffic and reduce the advantage that a lead car has over a trailing car. Many drivers have complained passing is difficult because of the turbulence created when following behind another car, and NASCAR has tried many ways to reduce the importance of aerodynamics.

Pemberton said 2013 car tests started last year by removing nearly 40% of downforce, but it gradually was restored over the course of several sessions. NASCAR recently has been testing added downforce, which keeps cars glued to the track at greater speeds but also puts a high degree of stress on the tire. Less horsepower might help achieve a balance by lowering speeds while adding stability in traffic.

Pemberton said NASCAR was reviewing data from the test, which was the most well attended yet with the new car (about six drivers each day), but that driver opinions were varied.

"Some people like 100 (horsepower) out, some don't like any out, some like 200 out," he said. "It's like everything. Some drivers want 1,000 horsepower. Some want less than what they have, some want a lot less.

"We have to do what's best for the show and the racing itself. Not everyone will be happy. Not everyone likes the same rules, but they deal with it."

Michael Waltrip Racing's Brian Vickers also tested a Toyota at Charlotte and said the package "seemed to race well in traffic. It was probably the best car I've ever driven in traffic. So, I think there's a lot of potential there. There's a lot of changes to come, but everything I've driven -- at least the direction they're headed -- is right. I think the car is better. But we've tried some stuff that didn't work for sure."

Vickers didn't test with less horsepower.

"I spoke to a few guys that did, and they didn't like it," he said. "Of all the racing I've done, more power the better. … They've tried a lot of things in the sake of let's try everything and let's see what works. I have no doubt they are going to do the same with the horsepower situation. Of all the racing I've done, I would think more power would be better."

Jeff Gordon also is skeptical about whether reducing horsepower would make an impact.

"I personally don't think that is the direction that we need to be going in to make our racing better," said the four-time champion, who tested tires at Charlotte but not with reduced horsepower. "It never slows the cars down through the corners. I would like to see us get the cars slowed down through the corner. That is going to make better racing. I applaud them they are trying a lot of unique things and different things some inside the box, some way outside the box. I think that the testing that they are doing is very valuable.

"I thought the car drove really good.... I'm excited about we are going to be driving some very cool cars next year. I think there are still a lot of things left to do before February of next year, but I was very encouraged."

Burton said the goal is trying to produce races more similar to the final 20 laps at Texas Motor Speedway, where Brad Keselowski and Jimmie Johnson waged a furious battle for the win over several restarts.

"I don't know you ever have 334 laps like that (at Texas)," Burton said. "You're not always going to have a Game 7 and overtime. Some races are going to be boring. Some basketball games are boring. We do have to get more cars capable of putting on that kind of race. Some drivers are going to hate that. Some will say, 'Less horsepower? Hell no, no way. Maybe they're right. A lot of people I respect a great deal who differ with my opinion, but it would be a mistake to take the 2013 car and mimic the 2012 car and just change the way it looks.

"We have to do all the little things right but have to do the big thing right -- that being the race. That's where the emphasis has got to be."

Though the changes are aimed at improving competition, Pemberton said, '"you'll never get 100% happiness out of fans," either.

"There are groups that want all races 500 miles, groups that want 300 miles," he said. "Groups that like racing throughout the field and groups that only look at (the) first two cars. We can move things around a little bit, but I'd be foolish to hang my hat on any one thing. There is opportunity to be somewhere where the vast majority will like what they see."

After the last redesign made its "Car of Tomorrow" debut with a thud in 2007, NASCAR is focused on delivering the 2013 model in a more developed form that will allow teams to take advantage of more adjustability. When it was introduced, the last-generation car had a wing that allowed for varying angles, but teams rarely tuned it before the return of the spoiler in 2010.

That's led NASCAR to a more collaborative effort with teams and manufacturers, who helped drive the new car more distinctly resembling its production counterpart. Pemberton said NASCAR meets weekly with Chevrolet, Ford and Toyota.

"The COT was, 'Here's what you got,' " Burton said. "They were very stubborn about the philosophy they had. This time, it's been, 'This is what we think, let's see if it works.' They're open minded."

Pemberton said NASCAR hopes to have the final specifications for the 2013 car locked in soon. Optional tests at Charlotte were added for next month and mid-January this week.

"We're down to the bolt-on items, little pieces of aluminum and spoilers," Pemberton said. "It's just the splitter size and shape and features, the underbody and the spoiler."

Burton said teams are anxious to have a complete direction for 2013.

"They have a lot of stuff to pick from, and I think that decision is coming pretty quick -- the next couple of weeks for sure," he said. "All the teams need that decision. We can build cars, but we can't maximize cars until we know what the rules are. We're in the business of maximizing cars, not just building them, so we're all held up."