CHARLOTTE, N.C. – NASCAR and two of its teams returned to court Thursday after two failed days of mediation and resumed their bitter antitrust fight with a hearing that included team owner Michael Jordan laughing in disbelief at some of the testimony as the two sides hurtle toward a trial.
“Today’s hearing confirmed the facts of NASCAR’s monopolistic practices and showed NASCAR for who they are — retaliatory bullies who would rather focus on personal attacks and distract from the facts,” Jeffrey Kessler, who represents the two teams, said afterward. “My clients have never been more united and committed to ensuring a fair and competitive sport for all teams, partners, drivers and fans. We’re going to trial to hold NASCAR accountable.”
The lawsuit was filed a year ago by 23XI Racing, co-owned by Jordan and three-time Daytona 500 winner Denny Hamlin, and Bob Jenkins-owned Front Row Racing. They are the only two organizations out of 15 to refuse to sign extensions for new charter agreements following more than two years of negotiations. Charters are at the heart of NASCAR’s business model, guaranteeing revenue and access to weekly races, and without them both teams say they will almost surely go out of business.
Other teams have called for a settlement to clear the air and move the stock car series forward, but three mediation sessions have apparently gone nowhere and the hearing laid bare how far apart they are. The trial is scheduled for Dec. 1.
U.S. District Judge Kenneth Bell and Jeffrey Mishkin, a former executive vice president and chief legal officer of the NBA, both participated in mediation Monday and Tuesday and Bell opened the session by thanking both sides for working in good faith during the sessions. NASCAR wants Bell to throw the lawsuit out and the hearing focused on the series’ bid to narrow the scope of damages the two teams say they are owed.
NASCAR has accused 23XI and FRM of manipulating other teams and conducting themselves with “classic cartel behavior, ultimately because they received less than they would have” under charter extensions signed late last year. It struggled to make those arguments Thursday.
NASCAR repeatedly insisted that teams are free to compete in both IndyCar and F1, failing to disclose that entry into F1 is nearly impossible and the financials of IndyCar are simply not even close to the value of competing in the stock car series. Kessler likened a NASCAR move to IndyCar to a Major League Baseball team moving to the minors.
“Experts found that the (IndyCar) prize money and TV ratings were too low to make them a minor league team,” Kessler argued. “Michael Jordan, if you put a gun to his head and said you have to join IndyCar, it better be a pretty big gun.”
NASCAR also mischaracterized Chip Ganassi Racing’s sale of its NASCAR team to Trackhouse Racing ahead of the 2021 season as an opportunity for Ganassi — whose name was repeatedly mispronounced by NASCAR attorney Christopher Yates — to reinvest in IndyCar and expand that program to four cars. Ganassi has long run three to four cars in IndyCar and for more than three decades has been considered one of the top two teams in IndyCar.
Jordan multiple times laughed and smiled at NASCAR’s claims, and at one point Hamlin and Jenkins vehemently shook their heads at NASCAR’s assertion that it pays its teams a higher percentage of revenue than F1 does to its teams. Jordan did not speak with reporters afterward.
The original charters lasted from 2016 through 2020 and were automatically renewed to continue through Dec. 31, 2024. NASCAR contends they have added more than $1 billion in equity for its teams but owners have pushed for changes.
23XI and FRM initially won a preliminary injunction to be recognized as chartered teams this season while the case played out, but that was overturned and the combined six cars have competed as “open” teams as the season nears its season finale Nov. 2.
Kessler argued that damages in the case should date to the 2021 season because of 28 exclusionary items he says prevent NASCAR teams from competing in any motorsports series that closely resembles their version of stock car racing. NASCAR conceded that there was at least one exclusionary item in that charter agreement that began in 2021.
Bell was supposed to hear testimony from expert witnesses but scheduled two November court dates, two weeks after Hamlin will race for the Cup Series title in suburban Phoenix.
___

CHARLOTTE, N.C. (AP) — NASCAR and two of its teams returned to court Thursday after two failed days of mediation and resumed their bitter antitrust fight with a hearing that included team owner Michael Jordan laughing in disbelief at some of the testimony as the two sides hurtle toward a trial.
“Today’s hearing confirmed the facts of NASCAR’s monopolistic practices and showed NASCAR for who they are — retaliatory bullies who would rather focus on personal attacks and distract from the facts,” Jeffrey Kessler, who represents the two teams, said afterward. “My clients have never been more united and committed to ensuring a fair and competitive sport for all teams, partners, drivers and fans. We’re going to trial to hold NASCAR accountable.”
The lawsuit was filed a year ago by 23XI Racing, co-owned by Jordan and three-time Daytona 500 winner Denny Hamlin, and Bob Jenkins-owned Front Row Racing. They are the only two organizations out of 15 to refuse to sign extensions for new charter agreements following more than two years of negotiations. Charters are at the heart of NASCAR’s business model, guaranteeing revenue and access to weekly races, and without them both teams say they will almost surely go out of business.
Other teams have called for a settlement to clear the air and move the stock car series forward, but three mediation sessions have apparently gone nowhere and the hearing laid bare how far apart they are. The trial is scheduled for Dec. 1.
U.S. District Judge Kenneth Bell and Jeffrey Mishkin, a former executive vice president and chief legal officer of the NBA, both participated in mediation Monday and Tuesday and Bell opened the session by thanking both sides for working in good faith during the sessions. NASCAR wants Bell to throw the lawsuit out and the hearing focused on the series’ bid to narrow the scope of damages the two teams say they are owed.
NASCAR has accused 23XI and FRM of manipulating other teams and conducting themselves with “classic cartel behavior, ultimately because they received less than they would have” under charter extensions signed late last year. It struggled to make those arguments Thursday.
NASCAR repeatedly insisted that teams are free to compete in both IndyCar and F1, failing to disclose that entry into F1 is nearly impossible and the financials of IndyCar are simply not even close to the value of competing in the stock car series. Kessler likened a NASCAR move to IndyCar to a Major League Baseball team moving to the minors.
“Experts found that the (IndyCar) prize money and TV ratings were too low to make them a minor league team,” Kessler argued. “Michael Jordan, if you put a gun to his head and said you have to join IndyCar, it better be a pretty big gun.”
NASCAR also mischaracterized Chip Ganassi Racing’s sale of its NASCAR team to Trackhouse Racing ahead of the 2021 season as an opportunity for Ganassi — whose name was repeatedly mispronounced by NASCAR attorney Christopher Yates — to reinvest in IndyCar and expand that program to four cars. Ganassi has long run three to four cars in IndyCar and for more than three decades has been considered one of the top two teams in IndyCar.
Jordan multiple times laughed and smiled at NASCAR’s claims, and at one point Hamlin and Jenkins vehemently shook their heads at NASCAR’s assertion that it pays its teams a higher percentage of revenue than F1 does to its teams. Jordan did not speak with reporters afterward.
The original charters lasted from 2016 through 2020 and were automatically renewed to continue through Dec. 31, 2024. NASCAR contends they have added more than $1 billion in equity for its teams but owners have pushed for changes.
23XI and FRM initially won a preliminary injunction to be recognized as chartered teams this season while the case played out, but that was overturned and the combined six cars have competed as “open” teams as the season nears its season finale Nov. 2.
Kessler argued that damages in the case should date to the 2021 season because of 28 exclusionary items he says prevent NASCAR teams from competing in any motorsports series that closely resembles their version of stock car racing. NASCAR conceded that there was at least one exclusionary item in that charter agreement that began in 2021.
Bell was supposed to hear testimony from expert witnesses but scheduled two November court dates, two weeks after Hamlin will race for the Cup Series title in suburban Phoenix.
___

CHARLOTTE, N.C. (AP) — NASCAR and two of its teams returned to court Thursday after two failed days of mediation and resumed their bitter antitrust fight with a hearing that included team owner Michael Jordan laughing in disbelief at some of the testimony as the two sides hurtle toward a trial.
“Today’s hearing confirmed the facts of NASCAR’s monopolistic practices and showed NASCAR for who they are — retaliatory bullies who would rather focus on personal attacks and distract from the facts,” Jeffrey Kessler, who represents the two teams, said afterward. “My clients have never been more united and committed to ensuring a fair and competitive sport for all teams, partners, drivers and fans. We’re going to trial to hold NASCAR accountable.”
The lawsuit was filed a year ago by 23XI Racing, co-owned by Jordan and three-time Daytona 500 winner Denny Hamlin, and Bob Jenkins-owned Front Row Racing. They are the only two organizations out of 15 to refuse to sign extensions for new charter agreements following more than two years of negotiations. Charters are at the heart of NASCAR’s business model, guaranteeing revenue and access to weekly races, and without them both teams say they will almost surely go out of business.
Other teams have called for a settlement to clear the air and move the stock car series forward, but three mediation sessions have apparently gone nowhere and the hearing laid bare how far apart they are. The trial is scheduled for Dec. 1.
U.S. District Judge Kenneth Bell and Jeffrey Mishkin, a former executive vice president and chief legal officer of the NBA, both participated in mediation Monday and Tuesday and Bell opened the session by thanking both sides for working in good faith during the sessions. NASCAR wants Bell to throw the lawsuit out and the hearing focused on the series’ bid to narrow the scope of damages the two teams say they are owed.
NASCAR has accused 23XI and FRM of manipulating other teams and conducting themselves with “classic cartel behavior, ultimately because they received less than they would have” under charter extensions signed late last year. It struggled to make those arguments Thursday.
NASCAR repeatedly insisted that teams are free to compete in both IndyCar and F1, failing to disclose that entry into F1 is nearly impossible and the financials of IndyCar are simply not even close to the value of competing in the stock car series. Kessler likened a NASCAR move to IndyCar to a Major League Baseball team moving to the minors.
“Experts found that the (IndyCar) prize money and TV ratings were too low to make them a minor league team,” Kessler argued. “Michael Jordan, if you put a gun to his head and said you have to join IndyCar, it better be a pretty big gun.”
NASCAR also mischaracterized Chip Ganassi Racing’s sale of its NASCAR team to Trackhouse Racing ahead of the 2021 season as an opportunity for Ganassi — whose name was repeatedly mispronounced by NASCAR attorney Christopher Yates — to reinvest in IndyCar and expand that program to four cars. Ganassi has long run three to four cars in IndyCar and for more than three decades has been considered one of the top two teams in IndyCar.
Jordan multiple times laughed and smiled at NASCAR’s claims, and at one point Hamlin and Jenkins vehemently shook their heads at NASCAR’s assertion that it pays its teams a higher percentage of revenue than F1 does to its teams. Jordan did not speak with reporters afterward.
The original charters lasted from 2016 through 2020 and were automatically renewed to continue through Dec. 31, 2024. NASCAR contends they have added more than $1 billion in equity for its teams but owners have pushed for changes.
23XI and FRM initially won a preliminary injunction to be recognized as chartered teams this season while the case played out, but that was overturned and the combined six cars have competed as “open” teams as the season nears its season finale Nov. 2.
Kessler argued that damages in the case should date to the 2021 season because of 28 exclusionary items he says prevent NASCAR teams from competing in any motorsports series that closely resembles their version of stock car racing. NASCAR conceded that there was at least one exclusionary item in that charter agreement that began in 2021.
Bell was supposed to hear testimony from expert witnesses but scheduled two November court dates, two weeks after Hamlin will race for the Cup Series title in suburban Phoenix.
___
AP auto racing: https://apnews.com/hub/auto-racing
Copyright © 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, written or redistributed.

The NASCAR Cup Series antitrust showdown has the NASCAR garage on edge. As with Michael Jordan’s 23XI Racing team and Front Row Motorsports, pushing back hard against NASCAR. It all started with both teams refusing to sign the 2025 Charter deal. As recent Charlotte hearings wrapped with no quick fixes, Jeffrey Kessler, 23XI lawyer, stepped up with a strong message that’s got everyone talking.
Kessler’s words cut straight through the tension, declaring the “law’s on our side” in a nod to their ironclad case. This comment feels like a bold rally cry for fans rooting for fair play, especially after marathon settlement talks fell flat. But as whispers of a December trial grow louder, Kessler’s confidence hints at a turning point just ahead.
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Jeffrey Kessler delivers a courtroom confidence boost
As Matt Weaver detailed in his X, where he stated, “Court has let out. So honestly, it was a pretty procedural day. A lot of what was argued previously appeared in filings, but with additional exhibits.” Echoing the recent talks that were going on in this lawsuit, but this time with some new factors added on.
Court has let out. So honestly, it was a pretty procedural day. A lot of what was argued previously appeared in filings, but with additional exhibits.
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Judge Bell says any summary judgment rulings will come within two weeks. Biggest takeaway was that Judge Bell thanked both… pic.twitter.com/ang4HkbMLO
— Matt Weaver (@MattWeaverRA) October 23, 2025
The three-hour summary judgment hearing on October 23 wrapped up with no immediate rulings. Jeffrey Kessler, the powerhouse attorney repping 23XI and Front Row, didn’t mince words outside the court. “We think the law’s on our side,” he declared, a line that landed like a green-flag pass for team supporters.
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This comes after failed mediations where Jordan himself sat across from NASCAR brass like Jim France, hammering out details on the $7.7 billion media deal through 2031. Kessler’s stance builds on their core claim: NASCAR’s grip on tracks, suppliers, and rules creates a monopoly in premier stock-car racing, paying teams below market value and blocking alternatives.
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Kessler doubled down moments later, saying, “We were delighted to get our day in court today. We think we made our case very well. We think the facts are on our side… and we have great confidence in Judge Bell.” Backed by internal NASCAR memos like “Project Gold Codes,” which outlined a contingency plan developed by NASCAR to respond to a potential boycott by its Cup Series teams.
This pushes for a December 1 trial unless Bell’s expected two-week ruling shows some progress in the settlement talks. The Drivers’ Advisory Council, co-chaired by Kurt Busch and Jeff Burton, also got the green light to file an amicus (friend of the court) brief, warning that settlements must safeguard driver voices and fan interests.
Bob Pockrass captured the stakes on X: “The Drivers Advisory Council have asked to be allowed to file a brief in the 23XI/FRM-NASCAR over concerns that any settlement could impact the drivers without their input.” Formed in 2016 to amplify driver input, the DAC’s move, approved on October 23, adds pressure, rooted in past charter fights that hiked payouts but squeezed salaries.
That driver angle underscores a wider shake-up, one that could redefine how NASCAR operates long-term.
Feud’s verdict may overhaul the core of NASCAR
If the case hits trial, experts warn it might force NASCAR to loosen its hold, echoing pro sports shifts like the NFL’s franchise model. Charters, worth up to $45 million each based on recent sales, guarantee race spots and revenue cuts—now at 49-50% of the $1.1 billion annual media pot.
And if NASCAR wins, then smaller teams like Front Row risk folding, as Jenkins testified. Richard Childress put it bluntly: “Without Charters, the team ownership model is unsustainable.” Since 2016, the system has pumped over $1.5 billion in team equity, per owner declarations, but plaintiffs say exclusivity clauses like banning Next Gen car use elsewhere stifle growth.
Rick Hendrick echoed the urgency: “Without this framework in place, I question the long-term viability of the teams.” With NASCAR owning 20 of 38 Cup tracks and dictating parts via single suppliers, a win for 23XI could mandate disposal or open competition, potentially boosting rival series.
Jordan’s vow to fight “for the betterment of the sport” fuels this, but NASCAR counters that it’s pro-competitive, citing team profits under current rules. As Bell noted in August, a loss would make NASCAR “look much different” by 2026.

CHARLOTTE, N.C. — NASCAR and two of its teams returned to court Thursday after two failed days of mediation and resumed their bitter antitrust fight with a hearing that included team owner Michael Jordan laughing in disbelief at some of the testimony as the sides hurtle toward a trial.
“Today’s hearing confirmed the facts of NASCAR’s monopolistic practices and showed NASCAR for who they are — retaliatory bullies who would rather focus on personal attacks and distract from the facts,” Jeffrey Kessler, who represents the two teams, said afterward. “My clients have never been more united and committed to ensuring a fair and competitive sport for all teams, partners, drivers and fans. We’re going to trial to hold NASCAR accountable.”
The lawsuit was filed a year ago by 23XI Racing, co-owned by Jordan and three-time Daytona 500 winner Denny Hamlin, and Bob Jenkins-owned Front Row Racing. They are the only two organizations out of 15 to refuse to sign extensions for new charter agreements following more than two years of negotiations. Charters are at the heart of NASCAR’s business model, guaranteeing revenue and access to weekly races, and without them both teams say they will almost surely go out of business.
Other teams have called for a settlement to clear the air and move the stock car series forward, but three mediation sessions have apparently gone nowhere and the hearing laid bare how far apart they are. The trial is scheduled for Dec. 1.
U.S. District Judge Kenneth Bell and Jeffrey Mishkin, a former executive vice president and chief legal officer of the NBA, participated in mediation Monday and Tuesday, and Bell opened the session by thanking both sides for working in good faith during the sessions. NASCAR wants Bell to throw the lawsuit out, and the hearing focused on the series’ bid to narrow the scope of damages the teams say they are owed.
NASCAR has accused 23XI and FRM of manipulating other teams and conducting themselves with “classic cartel behavior, ultimately because they received less than they would have” under charter extensions signed late last year. It struggled to make those arguments Thursday.
NASCAR repeatedly insisted that teams are free to compete in both IndyCar and F1, failing to disclose that entry into F1 is nearly impossible and the financials of IndyCar are simply not even close to the value of competing in the stock car series. Kessler likened a NASCAR move to IndyCar to a Major League Baseball team moving to the minors.
“Experts found that the (IndyCar) prize money and TV ratings were too low to make them a minor-league team,” Kessler argued. “Michael Jordan, if you put a gun to his head and said you have to join IndyCar, it better be a pretty big gun.”
NASCAR also mischaracterized Chip Ganassi Racing’s sale of its NASCAR team to Trackhouse Racing ahead of the 2021 season as an opportunity for Ganassi — whose name was repeatedly mispronounced by NASCAR attorney Christopher Yates — to reinvest in IndyCar and expand that program to four cars. Ganassi has long run three to four cars in IndyCar and for more than three decades has been considered one of the top two teams in IndyCar.
Jordan multiple times laughed and smiled at NASCAR’s claims, and at one point Hamlin and Jenkins vehemently shook their heads at NASCAR’s assertion that it pays its teams a higher percentage of revenue than F1 does to its teams. Jordan did not speak with reporters afterward.
The original charters lasted from 2016 through 2020 and were automatically renewed to continue through Dec. 31, 2024. NASCAR contends they have added more than $1 billion in equity for its teams, but owners have pushed for changes.
23XI and FRM initially won a preliminary injunction to be recognized as chartered teams this season while the case played out, but that was overturned and the combined six cars have competed as “open” teams as the season nears its season finale Nov. 2.
Kessler argued that damages in the case should date to the 2021 season because of 28 exclusionary items he says prevent NASCAR teams from competing in any motorsports series that closely resembles their version of stock car racing. NASCAR conceded that there was at least one exclusionary item in that charter agreement that began in 2021.
Bell was supposed to hear testimony from expert witnesses but scheduled two November court dates, two weeks after Hamlin will race for the Cup Series title in suburban Phoenix.

It was Bill France’s foresight that reshaped the sport, cutting the number of events to create a more balanced, sustainable schedule. One that, between 1982 and 1993, rarely exceeded 30 races. Decades ago, before NASCAR’s partnership with RJ Reynolds Tobacco Co., the calendar featured an astonishing 62 races. But since 2001, the number has crept back to 36, reigniting an old debate. Stretching from early February to November, the NASCAR season has long been a test of endurance.
Across 36 grueling races held almost every week, the schedule pushes even the most seasoned drivers to their limits. Yet, the conversation around trimming it down is nothing new. The NASCAR season is more of a marathon than a sprint. Many drivers have voiced concerns, and now one prominent NASCAR insider has stepped forward to echo that sentiment, calling for a bold rethink of the sport’s marathon-like calendar.
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Barstool employee calls for shorter schedule to boost popularity
Taking to X, Rubbing is Racing co-host Moonhead, itched the scab off the skin. He said, ” I’m of the belief that in today’s world a shorter NASCAR season could be the ticket back into mainstream success.” It is definitely no secret that NASCAR seems to be struggling on that front. Right from TV viewership taking a hit to fans complaining about the coverage, playoff format, and much more, the prolonged schedules also add to it.
There are 52 Sundays in a year, and NASCAR races on 36 of them. That’s approximately 70% of the whole year! Leaving only 30% post-season for drivers to wind down. Earlier this year, 23XI Racing’s Bubba Wallace opened up about the growing concern about the relentless length of the season.
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Wallace pointed out how little downtime drivers actually get, saying, “The thing is you only get the month of December off. From the social side of things that ramps up week one for me, it was week one of January, and then leading up into the Clash now, it’s you get one month off.” The 23XI Racing driver further admitted, “So, I mean, yeah, I think we all are agreeing that it’s too long, but I don’t know if we’re ready to have the conversation of what it’s going to take to condense it the right way.”
From sponsor commitments and media appearances to simulation work and travel, Wallace revealed the drivers rarely experience a true off-season, just a fleeting window before the grind begins anew. But Wallace isn’t alone on this one. Alex Bowman, too, has voiced support for a shorter schedule, though his concern centers on the road crews rather than the drivers themselves.
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As he explained, “Their hours are insane. There are nights at HMS they’re there till 2 or 3 o’clock in the morning. The cars have to be ready, there’s no way around it and the hours that people work to try to maximize everything and make things the best they can be, it’s pretty crazy.” Yet not everyone agrees.
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However, three-time Cup Series champion Joey Logano remains skeptical about trimming the calendar, reasoning that while a shorter season might improve work-life balance, it could also hurt the sport financially. The Team Penske driver said, “I would like that but there’s so many other things. I think it kills the momentum of the sport for one I think that’s not really good. I think if you shorten the season well everyone you got to justify everybody’s salary somehow. So, that’s got to go down. Some of us are going to make less money. So there’s less sponsors there’s less like all that like comes down everything shrinks a little bit.”
Still, evidence of potential benefits does exist, like last year’s two-week Olympic break, which helped recharge Kyle Busch, allowing him to rebound with two runner-up finishes and another top 5 to close the regular season. After all, NASCAR has never been afraid to reshape the calendar, from just eight races in 1949 to a staggering 62 in 1964; perhaps the time has come for another evolution.
NASCAR isn’t afraid to make changes, though. While fans are rallying behind the old Chase format, the sanctioning body has quietly increased the horsepower limit to 750 from 670 hp for Next-Gen cars. Sure, Kyle Larson might not feel the jump, but the sport is taking steps to keep fans engaged and watching. But could this new debate push the hierarchy to get back to the drawing board? Time will tell. But for now, the fans are definitely interested in the idea of a shorter schedule.
Fans rally behind a shorter NASCAR season
Fans seem to have found common ground on one of NASCAR’s most debated issues, the length of the season. One fan bluntly said, “Yes! Over saturation has hurt the sport recently. Supply/Demand is out of balance. Look at some of the tracks that are now down to 1 date…It has helped in more than one instance.” Another one echoed a similar sentiment but with more nuance, saying, “I somewhat agree. I think the schedule is getting better unless you’re Daytona, Bristol, or Talladega. Any place should have one date only.” Currently, a few tracks host a spring and a fall race in the year, as NASCAR revisits the same track twice. This comment reflects reducing those trips to one time.
It also reflects a growing frustration with what fans see as a bloated calendar that leaves little room for anticipation or scarcity, something that once kept the sport’s biggest event special. Others took the idea even further, calling for a major shake-up to restore balance. “Literally every person agrees with this position. 30 races per season, maximum,” one fan argued, while another went full traditionalist: “26 races zero playoffs, 1000 horsepower 10 inch wheels. Numbers back on the door 5 lug rims.”
Even those open to compromise acknowledged the business realities behind NASCAR’s long schedule. As one fan put it, “I’d like to see a shorter season too, I’d be go with 20 to 25 races. But NASCAR just sold 40 events to the networks. If they drop even 10 races, they will be writing a heck of a check.” Between nostalgia and network deals, the debate lays bare a bigger question- what’s best for the sport? Find demand or finance supply?

Just one race stands between the NASCAR Cup Series grand finale at Phoenix, and things couldn’t be tighter. Two Joe Gibbs Racing drivers, Denny Hamlin and Chase Briscoe, have already punched their tickets to the Championship 4 with statement wins at Las Vegas and Talladega. Now, all eyes are on Christopher Bell, the third Joe Gibbs Racing contender still fighting for his shot at the title.
But while the pressure mounts on the track, there’s another storyline brewing behind the pit wall. Bell’s crew chief, Adam Stevens, isn’t just chasing a championship. In fact, he’s eyeing something far rarer. With a chance to complete a historic team sweep, Stevens is balancing hope, strategy, and a little déjà vu from a feat Joe Gibbs Racing once pulled off years ago.
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Christopher Bell and Adam Stevens chase JGR triple
Christopher Bell’s crew chief, Adam Stevens, believes Joe Gibbs Racing has a chance to achieve something that no other four-car organization in NASCAR has managed since 2019 – placing three drivers in the Championship 4. With Bell sitting third in the standings, 37 points above the cutoff, his path to Phoenix depends on keeping mistakes and misfortune at bay.
“It would be awesome from a company standpoint. You know, that’s tough to do. It’s tough to get one in there, you know, we already have two, and hopefully we can claw our way in there as well.” Stevens said ahead of the Martinsville race. Bell entered the 2025 playoffs with four victories and 21 top-10 finishes, giving him a strong position among title contenders.
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A solid result this weekend would secure his place alongside teammates Denny Hamlin and Chase Briscoe, creating a potential “three-car threat” for the organization. Stevens acknowledged the difficulty of pulling it off in NASCAR’s unpredictable playoff format. “It’s not easy. It’s fun to do. But it’s tough.” he added.
The achievement wouldn’t be unprecedented for Stevens or for Joe Gibbs Racing. Back in 2019, the team became the first and only four-car NASCAR organization to send three drivers to the Championship 4. That year, Kyle Busch, Martin Truex Jr., and Denny Hamlin all fought for the title at Homestead-Miami Speedway, with ‘Rowdy’ ultimately clinching the championship under Stevens’ guidance. The feat remains a benchmark of organizational dominance in NASCAR’s modern history.
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As Martinsville looms, Bell’s No. 20 Toyota team has momentum and experience on its side. But with playoff chaos always just one restart away, Stevens knows the task remains monumental. Can Joe Gibbs Racing recreate its 2019 magic and deliver another three-car title battle at Phoenix? The next 500 laps at Martinsville may hold the answer.
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Bell’s Martinsville strength could secure his Phoenix berth
Christopher Bell enters Martinsville among the Cup Series’ most consistent short-track performers, holding third in the playoff standings. With a pole and second-place finish earlier this season and a win at the 2022 Xfinity 500, Bell’s track record gives him a crucial cushion heading into the penultimate race this season. If numbers are anything to go by, 13 top fives and an 11.3 average finish highlight his adaptability across varying conditions.
Martinsville has long suited Bell’s precision-based driving style. He thrives on managing braking zones and maintaining corner speeds through long green-flag runs, two traits essential to survival at the “paperclip.” His second-place finish in the spring race marked one of his most complete performances of the year. A clean top-10 finish, without an upset win from a driver below the cutline, should be enough to secure Bell’s advance. However, the Oklahoman’s focus will be on avoiding chaos and protecting points.
The playoff equation becomes even more favorable for Bell, given the plight of his threats. For instance, Ryan Blaney and Joey Logano, both from Team Penske, face must-win situations. Blaney, the defending 2024 Xfinity 500 winner, trails by 47 points and needs a third straight victory at the track to re-enter the Championship 4 conversation. Similarly, Joey Logano also sits deep in the standings (-38) and realistically requires a win to survive.

Rajah Caruth is a shining product of the NASCAR Drive for Diversity program, and he couldn’t be more grateful. His remarkable journey from virtual racing to competing in the NASCAR national series is largely credited to the development and support offered by the program.
Last year, the 23-year-old celebrated victory in the Truck Series at Las Vegas, becoming only the third black Driver in NASCAR history to win a national series race, joining the legendary Wendell Scott and Bubba Wallace.
That milestone was a direct result of the diversity program’s commitment to nurturing talent. Now, as the Truck Series ace prepares to leap to Dale Earnhardt Jr.’s JR Motorsports Xfinity team next year, Caruth takes a moment to reflect on the journey that brought him to this point in his career.
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Rajah Caruth recalls his early applications to the diversity program
Speaking on the Dale Jr. Download podcast, Rajah Caruth remembers it all too well. He said, “I met the folks at REV in the NASCAR Drive for Diversity Program. I applied, and for starters, I didn’t even think I did good enough to get it. And I submitted the application online, and I had zero real-life experience. I just said, ‘Hey, I raced rental go-karts at an indoor place in Maryland, and just sim-raced’, and that was it. And that was good enough to get a tryout, you know, at the Combine in March of 2019.”
It is no secret that the Washington, DC native began his racing career in iRacing. With no prior knowledge of racing in person, but hours spent on the sim, that’s when his skills caught the attention of NASCAR’s diversity initiatives. In 2019, at just 17 years old, he was selected for the Drive for Diversity program and made his debut in a legend car at Charlotte Motor Speedway.
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The joy on Caruth’s face was unmatched when he knew he had gotten the opportunity. He added, ” We drove straight back from there, the six hours back to D.C., and, you know, was going back to start applying to colleges and finish out my junior year of high school. But got the message a couple of weeks later that they had picked me to run a legend car that summer.”
In fact, Caruth has gone as far as to call the Drive For Diversity his Hail Mary. Last year, he said, ” For me, it was my saving grace, it was my only opportunity, my only shot to race.” The program has helped many drivers in the past as well, including NASCAR veterans like Kyle Larson, Daniel Suarez, and Bubba Wallace.
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But as of now, the 23-year-old is more focused on something bigger at hand. Despite his run-in with his teammate Corey LaJoie last weekend, he still sits 14 points above the bubble and aims to increase the gap at Martinsville. This would be the first-ever shot at a title, and Caruth isn’t going to let that slide by.
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Amid his Truck Series playoff hunt, Caruth fell a bit short at Talladega but is still in contention. And now with his new ride confirmed in the Xfinity Series, there is no room for error for Caruth. But before he makes that jump, the Spire Motorsports driver remembers who exactly inspired him to even consider a racing career.
Rajah Caruth reveals his model that pushed him to race
From a young age, Rajah Caruth was determined to climb NASCAR’s top ranks, dreaming of becoming a driver capable of competing in the Cup Series on race day. He points to examples like William Byron, who rose through a similar simulated racing background, as a major source of motivation while trying to convince his parents that racing was more than just a pastime. That ambition came from Byron’s 2017 NASCAR Xfinity Championship, which guaranteed his spot in the No. 24 Chevrolet Hendrick Motorsports car in Cup racing.
He said, “I wanted to be a Sunday guy, and at the point, William (Byron) had won his championship over here… He was the example… That was the selling point to my parents. I know I gotta go to school and go to college, but I want to race, and this is what I’m passionate about.”
But now, with a confirmed seat at JR Motorsports for next year, where he’ll be replacing Connor Zilisch, it’s safe to assume that Caruth will be using the Saturday opportunities to the best of his abilities. But will he be able to convert those chances into a Cup Series ride in the foreseeable future? Let us know your thoughts in the comments!

A week ago, Bubba Wallace shared a huge milestone in life. He proudly declared that he had improved his mental health in 2025. With his now 1-year-old baby, Becks Hayden, stressful racedays don a rose-tinted shade. What is more, Wallace also cut back on social media and compartmentalized his professional and personal lives. As it turns out, even his NASCAR protégé has a good method to solve his internal struggles.
Bubba Wallace also won his way into the 2025 NASCAR Cup Series playoffs this season. He won the prestigious Indianapolis 500 and fought tooth and nail into the Round of 12. Similarly, his mentee is also on a rapidly rising trajectory – and one reason for that is prioritizing his mental health.
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Bubba Wallace’s mentee reveals his trump card
Over the last few seasons, Rajah Caruth has rapidly risen through the ranks. He finished in the top ten in 18 races during his 2020-21 ARCA Menards season. In 2024, he scaled up to the Craftsman Truck Series and immediately responded with glory. He won his first-ever NASCAR national series trophy in Las Vegas. In 2025, he won again in Nashville and has clinched 4 top fives and 12 top tens so far – what is more, he is currently 2nd in points, with a legitimate shot at the championship. Yet even while achieving so much, Bubba Wallace’s mentee also experienced mental health issues.
Juggling academic commitments and racing ambitions was far from easy. Now, Rajah Caruth will join JR Motorsports in a part-time capacity – spelling out more pressure. Yet Bubba Wallace‘s mentee fearlessly addresses his problems – with therapy. He said in a Dale Jr Download episode, “It’s super important, and especially for young drivers coming up through the ranks. You have so much information at your disposal with so many opinions thrown at you and people that have influence over your career, and not just your career, but your personal life.”
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What is more, therapy turned out to be the trump card in elevating Rajah Caruth in his career and academics. “It’s something that’s helped me graduate school, but also get to where I’m at now.” He added, “I only speak to them once a month, maybe. But good check-ins are great even if things are going good…Also, when things aren’t going good, it’s good to keep the consistency.”
Bubba Wallace has also been vocal about his mental struggles. A particular low point was witnessing his best friend, Ryan Blaney, clinch the 2023 Cup Series championship while he was eliminated. Nevertheless, he steered past those downers. His mentee revealed how therapy can help solve such issues: “I think it’s important to have a person or a vessel to talk through what’s going on in your mind. Because that’s what makes your money at the end of the day, right? The headspace you’re in, what you’re intaking – whether it’s what you have going on in the back of your mind…consuming from online or from the environment.”
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Clearly, Rajah Caruth is tapping every resource to make the best of his career. He has a unique background, something which he is proud of.
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A digital springboard
Dale Jr. discovered his speed on the short tracks of North Carolina. Jeff Gordon was trading sparks in quarter midgets 11 years before he was old enough for a driver’s license. For Rajah Caruth, however, it began by playing video games. Born in Atlanta to parents from the Caribbean, it was not so easy for Caruth to walk out and find a race car. But the family did have a computer and WiFi, though. And like Caruth, making use of therapy, he made full use of those limited resources. At age 16, he performed well in eNASCAR’s Ignite Series’ first season in 2018, and got selected for NASCAR’s Drive for Diversity program.
He recently revealed his first digital racing experience on Dale Jr Download. “My first computer I had iRacing on was my school laptop,” he said. “It was a MacBook, and I had to split the hard drive to put Windows on it. I nuked that thing for sure and connected it with the HDMI to a small monitor that we had in the house. But that was my first time iRacing. And at that point, to get my first PC, we did a fundraiser with family and friends to get a PC, an $80 Thrustmaster wheel from Best Buy.”
From getting his first PC to driving an Xfinity Series car for Dale Jr., Rajah Caruth has come a long way. And we expect greater heights for Bubba Wallace’s talented mentee!

Back in the day, being a NASCAR fan took real effort. You had to chase drivers – not on X, but literally. Fans would wait by the haulers, flip through Racing Illustrated, or tune in to Sunday broadcasts just to catch a glimpse of their heroes like Dale Earnhardt, Jeff Gordon, or Rusty Wallace. News traveled slowly, and so did opinions. When a driver wrecked out or pulled off a win, the story unfolded through word of mouth, post-race interviews, and Monday morning headlines.
But fast-forward to today, and every moment, mistake, or message from a driver is instantly online for millions to dissect. The sport hasn’t just gone digital. It’s gone viral! And that shift has made life behind the wheel a whole new kind of pressure cooker. Recently, Bubba Wallace’s protégé opened up about what it’s like navigating NASCAR’s online noise, echoing Dale Earnhardt Jr.’s own discomfort.
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Dale Jr. and Rajah Caruth raise concerns over NASCAR’s digital era
When Dale Earnhardt Jr. reflects on his final years in NASCAR, he remembers a simpler social media landscape. He said on the Dale Jr. Download podcast, “When I was finishing my racing career, social media was still very, I would say, generally fun and new,” he recalled. “We were all still taking pictures of our lunch and posting our favorite songs and just talking about all that stuff.”
During the mid and late 2010s, X (formerly Twitter) and Instagram were just beginning to shape NASCAR fandom. Drivers like Dale Jr., Jimmie Johnson, and others used these tools to casually connect with fans, often posting race-day snapshots or behind-the-scenes glimpses of their lives.
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But for young racers like Rajah Caruth, that world no longer exists. The 23-year-old NASCAR Truck Series driver, mentored by Bubba Wallace, represents the first generation of drivers to come of age entirely in the social media spotlight. “That’s a good point, especially for a driver like myself that has grown up with this age technology, but also trying to build a brand, build a name for yourself.” Caruth said, echoing Dale Jr.’s thoughts.
Unlike previous generations, Caruth’s every move, on and off the track, plays out under public scrutiny. He’s faced online criticism throughout his rise, often from those questioning his place in NASCAR or attributing his success to diversity programs rather than pure ability. Dale Jr. sympathized with that reality, admitting that social media has become a place for constant critique.
“Now it feels like it’s kind of developed into this place where it’s news and criticism… very loud and very noisy,” Junior said. Platforms that once offered lighthearted fan interactions have evolved into real-time news feeds and debate forums where every race, radio comment, or interview can ignite viral controversy. From Denny Hamlin’s radio rants to Kyle Busch’s fiery exchanges, digital reactions now shape public perception instantly.
Caruth, however, also sees social media’s upside. “You’re up for scrutiny, you’re up for criticism, but also for the good side of things,” he said. It’s both a branding opportunity and a mental challenge essential for building a career in a sport where visibility attracts sponsorship and fan loyalty.
Today, NASCAR drivers use social media to showcase their personalities beyond the track. Dale Jr. connects through his podcast and relatable posts; Bubba Wallace and Kyle Larson share vlogs and causes close to their hearts; Denny Hamlin gives fans glimpses of life off the grid. These digital platforms have made racers cultural figures, but social media has also blurred the line between connection and criticism.
Still, Caruth insists on keeping things in perspective, saying, “It’s a matter of just keeping pushing and not being okay with instant gratification.” It’s a philosophy fitting for a generation of racers learning to navigate both the racetrack and the online noise at full speed.
Rajah Caruth joins Dale Earnhardt Jr. for 2026
Rajah Caruth is set to take a significant step in his NASCAR career by joining JR Motorsports for a part-time schedule in the 2026 NASCAR O’Reilly Auto Parts Series. Caruth will pilot the No. 88 Chevy, backed by HendrickCars.com, which has been a primary sponsor on his Spire entries. While the exact number of races and the full schedule have not yet been revealed, this move marks Caruth’s transition to the highly competitive Xfinity division.
Currently second in the NASCAR Craftsman Truck Series standings for 2025, Caruth has built a solid resume with two wins, nine top-five finishes, and 28 top-10s over his Truck career. He clinched victory at Nashville Superspeedway this year and has shown consistency with 12 top-10 finishes so far this season.
His previous Xfinity Series experience, with 22 starts across various teams including Hendrick Motorsports and Alpha Prime Racing, has prepared him well for this advancement, where he has posted respectable finishes, including two 12th-place results at Martinsville.
JR Motorsports is preparing for a strong 2026 season with a roster already featuring Justin Allgaier, Sammy Smith, Connor Zilisch, and Carson Kvapil. Caruth’s addition to the No. 88 car complements the team’s strategy of combining veteran talent and emerging stars in hopes of championship success. This partnership with JR Motorsports and HendrickCars.com provides Caruth with a solid platform to showcase his abilities and build his racing brand further.
This opportunity comes at a pivotal moment as Caruth continues to mature as a driver, and his performance in the Xfinity Series could accelerate his trajectory towards a full-time Cup Series ride. NASCAR fans will be keen to track his progress in the part-time schedule and watch how he leverages this chance to make a significant impact in NASCAR’s second-tier series.
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Carson Hocevar has built a reputation in the NASCAR garage for his quick wit and even quicker slips of the tongue. Like last year, he casually dropped news of Rockingham Speedway’s return during a Twitch stream. And just months later, another live session saw him hype Chicagoland Speedway’s potential comeback.
Hocevar’s pattern of offhand reveals makes him a fan favorite for his unfiltered style, but it also keeps teams on their toes. Now, in a reply to Spire’s tweet celebrating a teammate’s big move, the 22-year-old Michigan native let another nugget slip. With Rajah Caruth shining in the Truck Series for Spire this year, eyes are turning to what comes next for the young talent.
It all started with a simple congratulatory tweet to Rajah Caruth from Hocevar: “Enjoy it over there @rajahcaruth! Was great having you here in the building. Go win a championship before you head to the next chapter tho!” he wrote, the words landing like an unintended farewell. Fans quickly pieced it together: Caruth, Spire’s No. 71 truck driver with wins at Las Vegas in 2024 and Nashville this May, won’t be back in their stable for 2026.
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enjoy it over there @rajahcaruth_! was great having you here in the building. go win a championship before you head to the next chapter tho!
— Carson Hocevar (@CarsonHocevar) October 21, 2025
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Spire‘s Truck program has churned through eight full-time drivers across five seats in two years, and recent sales of chassis signal a pivot toward sprint car investments, leaving spots like Caruth’s up in the air.
The timing ties straight to Caruth‘s fresh part-time deal with JR Motorsports, where he’ll wheel the No. 88 Chevrolet in Xfinity races next year, with HendrickCars.com sticking as sponsor. That seat opened when Connor Zilisch, JRM’s dominant Xfinity star with 10 wins this season, jumped to a full-time Cup ride at Trackhouse Racing.
For Caruth, a Drive for Diversity alum sitting second in Truck standings with four top-fives, this Xfinity step-up means trading full-time trucks for selective higher-tier runs, closing his Spire chapter on a high note.
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As word spread across Reddit and X, the garage chatter gave way to outright cheers and plenty of jabs at Hocevar’s loose lips.
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Fan frenzy over the latest leak
One fan nailed Hocevar’s habit right away: “Bro, the f—–g Tom Holland of NASCAR. Cannot keep a secret to save his life.” It’s a spot-on jab, drawing the parallel to the Spider-Man star’s infamous spoiler slips on set. Hocevar, fresh off his own Truck-to-Cup leap with Spire in 2023, embodies that youthful energy. Fans love how his streams pull in younger crowds, much like how Tom Holland boosted Marvel’s vibe, but it underscores why teams tape his mic during sensitive talks.
The laughter built from there, with another user warning, “People should really stop telling Hocevar their secrets. Leaked the rock coming back, Chicagoland, and now this.” True enough, Rockingham‘s Easter 2025 return, complete with special schemes like Michael McDowell’s “Race the Rock” throwback, hit headlines post-leak, while Chicagoland rumors linger after NASCAR’s fan poll eyed it for playoffs. This Caruth hint fits the mold, spotlighting Spire’s flux amid their mid-tier climb from three top-10s in 2023 to this year’s haul.
“NASCAR’s accidental breaking news GOAT,” one post read, hailing Hocevar as the unwitting king of scoops. In a sport where schedules drop like bombshells—like North Wilkesboro‘s 2023 revival still fresh—his drops feel like insider gold. Hocevar’s own path, from ranking P3 in the Truck Series in 2023 to being the Cup’s youngest full-timer, adds charm; he’s wrecked a few dreams on track but wins hearts off it.
The memes escalated quickly, like this gem: “Hocevar and Bell should team up and leak what’s in Area 51.” Christopher Bell, another Twitch regular with his own gaffe-prone charm, like that 2024 playoff admission, pairs perfectly for conspiracy fodder. Both young guns, Bell with 13 Cup wins and Hocevar still chasing his first, keep the series lively amid veterans’ dominance.

Ram is storming back to NASCAR’s Craftsman Truck Series in 2026, its first factory-backed swing since 2012, teaming with Kaulig Racing to unleash up to five trucks. Brenden “Butterbean” Queen, the 2025 ARCA champ, is locked in as the lead driver, kicking off a revival that’s got the garage gearing up for fresh rivalry. The partnership dropped in August 2025, eyeing a Daytona debut on February 13, 2026, a bold bid to reclaim rubber and rumble in the truck trenches.
Kaulig Racing, the Xfinity upstart that’s clawed from one-car wonder in 2016 to multi-series menace, is eyeing a hard shift for 2026, rumors swirling they’ll ditch full-time Xfinity and pour the pot into Trucks.
Ditching Xfinity for Truck glory
It’s no shocker; the team’s been ballooning, from single-file starts to Cup crossovers, and Ram’s alliance screams a full-throttle pivot to field five rigs in the series. The move’s strategic savvy, funneling funds and focus to the truck grind, is a natural next lap for a crew that’s cranked speed in every lane.
The chatter’s thick: Kaulig’s Xfinity full-timers could fold, resources rerouted to the Ram-backed rumble. Brenden “Butterbean” Queen steps up as the anchor, his ARCA crown, eight wins, 17 top-fives, fresh fuel for the fire, plus a ninth in an Xfinity cameo at Kansas, where he led eight laps.
He’ll wrap his 2025 Xfinity stints in the No. 11, a teaser for the truck tour. Christian Eckes, locked in a multi-year Xfinity pact since 2024, might migrate to Trucks with Daniel Dye, filling truck slots in the five-truck fleet. No official nods yet, but the shuffle hints at a full retool, the Xfinity exit a bitter pill for a series they owned, but the truck bet a bigger bite.
It’s the industry’s itch scratched: Ram’s reentry, first factory flex since 2012, slots Kaulig as the spearhead, a team tough enough to tame the truck chaos. The 2026 opener at Daytona looms tight, a February frenzy where five rigs roll ready, and Kaulig’s the crew to crank it, turning rumor into rubber-bursting reality.
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Kaulig’s truck tilt ties sweet to Brenden “Butterbean” Queen as Ram’s ramrod, the 2025 ARCA ace the anchor for their five-truck fleet, the first name nailed for the 2026 Craftsman Series charge.
Queen’s the first Ram truck King
It’s a tasty tip-off, the champ’s eight wins and 17 top-fives a silver platter of proof he’s primed to pound the pavement, and the other four faces are still simmering, but Queen’s the queen bee, buzzing with the buzz of a breakthrough.
His ARCA assault was no fluke, and his Xfinity appetizer at Kansas, ninth place, eight laps led, whets the appetite for the big leagues. He’ll wrap his 2025 Xfinity runs in the No. 11, a swan song for the series as he shifts to trucks, Ram’s revival roaring to life.
The Daytona drop on February 13, 2026, crunches the calendar, a tight timeline from trend to tread, and Kaulig’s the kitchen where the grind gets good, five trucks tuned tight from the table.
Queen keeps it humble: just a short-track kid who’s hustled every dawn, never dreaming he’d dent this door.
Grateful for the gig, he gets the gospel, builds the beast, chases the crowns, and with Ram’s rumble and Kaulig’s kick, it’s a recipe for rumble that could rewrite the truck tale. The truck number and partners are pending, but the promise is pure plate-track poetry, Butterbean, the bite that starts the feast.

Skip.foreman@greensboro.com
336-373-7316
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CHARLOTTE, N.C. (AP) — Daniel Suarez, the only Mexican driver at NASCAR’s top level, on Wednesday was named Justin Haley’s replacement at Spire Motorsports.
Suarez, the first driver hired by Trackhouse Racing when it launched in 2021, is being replaced after five seasons by 19-year-old Connor Zilisch next year.
Spire co-owner Jeff Dickerson said the pairing gives Suarez and the No. 7 Chevrolet team an opportunity to prove both are capable of being weekly contenders. Suarez has not won a race this year and missed the 16-driver playoff field, while Haley has the No. 7 car ranked 31st in the Cup Series standings with just two top-10 finishes.
Haley scored the only Cup win in Spire history with a victory at Daytona International Speedway in the 2019 July race.
“When it came down to it, it’s just a thing where I think we need each other,” Dickerson said. “I think all of us love a good story of redemption and giving people a platform to prove doubters wrong. Daniel needs to show everybody that this year was an outlier, and we want to show everybody that the 7 car’s performance this year was an outlier as well.”
Suarez won both of his Cup Series career wins with Trackhouse and finished a career-best 10th in the standings in 2022. Spire will be the fifth team in 10 years for the 2016 Xfinity Series champion.
This year he is 28th in the standings with two top-five finishes and seven top-10 finishes. He said Dickerson was one of the first calls he made when he learned he was out of a job at Trackhouse.
Dan Towriss, the CEO of TWG Motorsports, became the majority owner of Spire this year as the NASCAR team was added to a racing portfolio that also owns the Cadillac F1 team launching next season as well as Andretti Global in IndyCar.
“If you look at the last three years at how Spire Motorsports has grown, I mentioned this to Jeff, three years ago, I probably wasn’t looking at Spire Motorsports as an option,” Suarez said. “Right now, I believe this is the fastest growing team in NASCAR, and I want to be part of that. I know they’re not even close to be done. They’re just getting started.”
Spire has three Cup cars: Michael McDowell is 21st in points, Carson Hocevar is 23rd and Haley. But the team has three poles, six top fives, 16 top 10s and led 233 laps — all season highs for an organization that only began racing in 2019.
Freeway Insurance, an insurance broker and distributor, will be Suarez’s main sponsor.
Suarez will now be under the same umbrella as fellow Mexican driver Sergio Perez, who will join Valtteri Bottas as the first two drivers for Cadillac. Suarez and Perez typically have significant sponsorship behind them from Mexican entities, but Dickerson said they were not a package deal for TWG.
“There was no decree. We’re a sales-based organization right? And so it’s just like, ‘OK, if Checo is going in the F1 car, then, you know, we have an opportunity here to really tap into a passionate fan base,’ and things come together,” Dickerson said. “But you don’t know that’s how it’s gonna go, right?
“We kind of dragged this out some, because we’re just kind of hoping and waiting for some spark with Justin, and you finally get to a place where you’re just like, ‘Man, I don’t know that we’re doing him any good, and I don’t think we’re doing ourselves any good.’ By that point, Checo was already announced.”
___
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Copyright © 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, written or redistributed.

CHARLOTTE, N.C. (AP) — Daniel Suarez, the only Mexican driver at NASCAR’s top level, on Wednesday was named Justin Haley’s replacement at Spire Motorsports.
Suarez, the first driver hired by Trackhouse Racing when it launched in 2021, is being replaced after five seasons by 19-year-old Connor Zilisch next year.
Spire co-owner Jeff Dickerson said the pairing gives Suarez and the No. 7 Chevrolet team an opportunity to prove both are capable of being weekly contenders. Suarez has not won a race this year and missed the 16-driver playoff field, while Haley has the No. 7 car ranked 31st in the Cup Series standings with just two top-10 finishes.
Haley scored the only Cup win in Spire history with a victory at Daytona International Speedway in the 2019 July race.
“When it came down to it, it’s just a thing where I think we need each other,” Dickerson said. “I think all of us love a good story of redemption and giving people a platform to prove doubters wrong. Daniel needs to show everybody that this year was an outlier, and we want to show everybody that the 7 car’s performance this year was an outlier as well.”
Suarez won both of his Cup Series career wins with Trackhouse and finished a career-best 10th in the standings in 2022. Spire will be the fifth team in 10 years for the 2016 Xfinity Series champion.
This year he is 28th in the standings with two top-five finishes and seven top-10 finishes. He said Dickerson was one of the first calls he made when he learned he was out of a job at Trackhouse.
Dan Towriss, the CEO of TWG Motorsports, became the majority owner of Spire this year as the NASCAR team was added to a racing portfolio that also owns the Cadillac F1 team launching next season as well as Andretti Global in IndyCar.
“If you look at the last three years at how Spire Motorsports has grown, I mentioned this to Jeff, three years ago, I probably wasn’t looking at Spire Motorsports as an option,” Suarez said. “Right now, I believe this is the fastest growing team in NASCAR, and I want to be part of that. I know they’re not even close to be done. They’re just getting started.”
Spire has three Cup cars: Michael McDowell is 21st in points, Carson Hocevar is 23rd and Haley. But the team has three poles, six top fives, 16 top 10s and led 233 laps — all season highs for an organization that only began racing in 2019.
Freeway Insurance, an insurance broker and distributor, will be Suarez’s main sponsor.
Suarez will now be under the same umbrella as fellow Mexican driver Sergio Perez, who will join Valtteri Bottas as the first two drivers for Cadillac. Suarez and Perez typically have significant sponsorship behind them from Mexican entities, but Dickerson said they were not a package deal for TWG.
“There was no decree. We’re a sales-based organization right? And so it’s just like, ‘OK, if Checo is going in the F1 car, then, you know, we have an opportunity here to really tap into a passionate fan base,’ and things come together,” Dickerson said. “But you don’t know that’s how it’s gonna go, right?
“We kind of dragged this out some, because we’re just kind of hoping and waiting for some spark with Justin, and you finally get to a place where you’re just like, ‘Man, I don’t know that we’re doing him any good, and I don’t think we’re doing ourselves any good.’ By that point, Checo was already announced.”
___

Daniel Suarez will have a new home in NASCAR Cup in 2026. It was announced in a press conference Wednesday that the nine-year veteran will move to Spire Motorsports and pilot the No. 7 Chevrolet ZL1, with Freeway Insurance as his primary sponsor.
Suarez, whose contract was not renewed after five years with Trackhouse Racing, will replace Justin Haley, whose own contract was also not renewed for next season after five non-productive seasons with Spire.
“It was a no-brainer,” Suarez said about moving to Spire. “They’ve really been growing the last three years. I’m very excited to see this new chapter and opportunity.”
A native of Monterrey, Mexico, the 33-year-old Suarez is the first Mexican-born driver in NASCAR Cup history. While he’s shown a competitive nature at times, like Haley, the strong results have been few and far between in Suarez’s career: in 321 starts, he’s logged just two wins, 24 top five and 75 top 10 finishes, along with three poles.
And he has only made the NASCAR Cup playoffs just twice: 2022 (finished 10 ) and 2024 (finished 12 ).
He has two races remaining with Trackhouse, this Sunday at Martinsville Speedway in Virginia, and next Sunday’s season finale at Phoenix Raceway.
“I know we have a couple races left but I want to finish strong,” Suarez said.
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Suarez hopes to turn around a dismal 2025 season with his new team in 2026
Suarez has managed just two top fives (finished second in the spring race at Las Vegas and the summer race at Daytona) and seven top 10 finishes in the 34 races he’s competed in this season. He enters Martinsville in 28 position in the Cup standings, the second-worst season of his career (he finished 31 in 2020).
“This year wasn’t the way I wanted it to go with me and my team,” Suarez admitted. “We want to get things back in place and we’re hungry for that. I’ve been excited for this day and to get to work because I know (Spire is) capable of a lot and I can’t wait to get going.”
Spire Motorsports will become the fifth Cup team Suarez has driven for. He was recruited from his native land by Joe Gibbs Racing and won the 2016 Xfinity Series championship, but lasted just two seasons (2017-2018) after being promoted to the Cup ranks.
He moved to Stewart Haas Racing for just one season (2019), spent one season with Gaunt Brothers Racing (2020) and the past five seasons piloting the No. 99 Chevrolet with Trackhouse Racing.
Spire co-owner Jeff Dickerson is looking forward to having Suarez join the team’s other two drivers, veteran Michael McDowell and promising youngster Carson Hocevar.
“We have the speed, we just need better execution,” Dickerson said. “We need a veteran steady hand in this organization. I don’t think six months ago we thought we’d be sitting here, but I think there’s a real power here for both of us to show.”
“He’s going to fit in perfect. I don’t think we have to do much of anything different and I don’t want Daniel to do anything different. We don’t need him to be anybody that he’s not. We want to build a good team around him, let him do his thing and he’ll be fine.”
Spire has had a rough season in 2025. All three of its drivers — Michael McDowell, Carson Hocevar and Haley — failed to make the playoffs. What’s more, none of the three have won a race this season and combined for a paltry six top five finishes. Since the organization was formed in 2019, it has visited victory lane just once: Haley in 2019.
The length of Suarez’s contract with Spire is unclear
The length of Suarez’s contract with Spire was not announced, so it’s unknown if he signed for one year or multiple years. But there could be a shadow behind him in 2026 if his performance doesn’t significantly improve.
Earlier this week, speculation had centered around Kyle Busch potentially replacing Haley, as Dickerson was Busch’s longtime spotter earlier in his career, as well as was Busch’s business representative. But back in May, Busch signed a one-year extension to remain at Richard Childress Racing for 2026 and it likely would have been costly for Spire to try and buy out that deal from RCR.
However, it would not be a surprise to see the 40-year-0ld Busch eventually finish his career at Spire, given his long association with Dickerson.
While Suarez’s Cup performance has been mediocre, he has become a very popular driver with fans, especially in the Hispanic community, helping to attract countless followers in the U.S., as well as from Mexico and Central and South America who regularly watch him on TV and even travel to races north of the border to watch him in person. His fanbase even calls itself “Daniel’s Amigos!”
Suarez is looking forward to teaming with McDowell, who turns 41 in December, and Hocevar, who turns 23 in January.
“(McDowell and I) became very close after we got into a fight in 2019,” McDowell laughed. “It’s very funny, but it’s true. Before then, we were just two drivers. And after that, we’ve become good friends. I believe we’re going to be able to brainstorm a lot.
“Carson is a raw driver with great speed. I think it’s going to be exciting to have opportunity to work with drivers that are quite different.”
Don’t be surprised if Suarez has another name for Spire, especially when he talks in his native language. Spire translated into Spanish it’s “Aguja.”
“I feel like I’m in my first year in the Cup Series. I have butterflies in my stomach,” Suarez said. “I believe (Spire is) far from their full potential. I mentioned to Jeff (Dickerson), I see this train and I want to jump on it.”
As Suarez embarks on his next chapter with Spire Motorsports, hopefully 2026 could be that defining year that turns his popularity into a long-overdue on-track success.

Big news in NASCAR! Daniel Suarez is joining Spire Motorsports to drive the No. 7 Chevrolet next season. He’ll take over from Justin Haley, who helped the team earn their first big win at the 2023 Daytona 500. The announcement came from reporter Jeff Gluck and has everyone talking.
Suárez, from Mexico, has raced for Trackhouse Racing for four years. He made history in 2022 when he became the first Mexican driver to win a Cup Series race at Sonoma Raceway.
After a tough 2025 season, he and Trackhouse decided to go their separate ways. Now, at 33, Suárez is ready for a fresh start with Spire, a team that’s been growing fast and looking to move up the NASCAR ranks.
A Fresh Start for Daniel Suarez
Jeff Dickerson, co-owner of Spire Motorsports, had good things to say about Suárez.
“Yeah, I mean, I think his resume speaks for itself,” Dickerson said. “He’s been a mainstay in the garage for several years. And look, I think, when it came down to it, it’s just a thing where I think we need each other.”
He added that both Suárez and the team want to prove people wrong after a rough year. “We all love a story of redemption,” Dickerson said. “Daniel needs to show everybody that this year was an outlier, and we want to show everybody that the No. 7 car’s performance this year was an outlier as well.”
For Suárez, it’s a chance to start fresh. He’s known for his never-give-up attitude and love for racing. Fans see him as one of the most passionate drivers in the sport, always smiling and giving his all.
Why Spire Motorsports?
When asked why he chose Spire, Suárez didn’t hesitate.
“To me, it was a no-brainer,” he said. “If you look at the last three years, how Spire Motorsports has grown. Three years ago, I probably wasn’t looking at Spire as an option. But right now, I believe this is the fastest-growing team in NASCAR, and I want to be part of that.”
He believes the team is only getting started. “They’re not even close to being done,” Suárez said. “They’re just getting started.”
Dickerson agrees that the team has come a long way. “We’re at a different place in our journey,” he explained. “We’ve got the speed; we need the execution. That’s what’s held us back. And I think that’s what Daniel sees with us, a chance to help us reach the next level.”
With Suárez’s experience, nearly 200 Cup starts, and a second-place championship finish in 2022, Spire hopes he’ll bring leadership and calm to the garage.
The Fans and the Future
Cesar Soriano, CEO of Freeway Insurance, Suárez’s long-time sponsor, praised him in a statement. “Daniel has been an incredible ambassador for our brand,” Soriano said. “His determination, authenticity, and connection to fans mirror what Freeway stands for, helping people move forward with confidence.”
Soriano said they’re proud to keep supporting Suárez as he joins Spire.
As for Justin Haley, his exit is bittersweet. The 26-year-old helped Spire reach new heights and proved himself as a talented young driver. Some fans think losing him is a mistake, but others believe bringing in a veteran like Suárez is the right move for the team’s long-term success.
Either way, both drivers have bright futures. Suárez will be looking to lift Spire to new heights, while Haley will look for his next big opportunity.
The 2026 NASCAR season is shaping up to be exciting, and all eyes will be on the No. 7 car. Suárez’s move marks not just a change in teams, but a shot at redemption and growth for both him and Spire Motorsports.

Austin Hill caused a stir after taking the checkered flag at Talladega this weekend, flipping the bird in response to a group of fans doing the same.
NASCAR had no penalties to report on Wednesday, meaning the driver of the RCR No. 21 Chevy is officially in the clear and won’t be fined.
Surprisingly, that result is exactly what the instigating NASCAR fan wanted.
X user Dr. Chimp‘s original post is what kicked off the controversy in the first place, showing Hill firing a middle-finger salute straight to the camera.
In a follow-up post on Oct. 19, the same X user would clarify the Austin Hill situation.
“To clarify some context to the picture:

13 months of wrangling have brought the NASCAR lawsuit to a settlement stage. The legal opponents, NASCAR and 23XI Racing/Front Row Motorsports, have been through bitter struggles. From revealing questionable text messages to calling out individual entities on either side, the animosity has been no less. Now, as both sides seek peace, the terms of that middle ground may lean toward an old demand.
The NASCAR lawsuit conducted a two-day conference this week, with hopes of reaching an amicable settlement. This was pushed by nine of the 13 non-suing Cup Series teams, whose futures are also connected. Maybe they may get more than just tickets to survival.
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NASCAR could revive a past battle
Before Michael Jordan and Co. filed the NASCAR lawsuit in October 2024, a particular demand stood out among Cup Series teams. As part of the Race Team Alliance, most teams had lobbied for permanent charters, as opposed to the 7-year charter deals that NASCAR has in place. Not only did the sanctioning body ignore that plea, but it also dropped a sudden deal on the Cup Series grid with a timer, which was the main crux of the lawsuit. Now, things may tilt towards the Cup Series garage with both sides agreeing to meet halfway.
According to Adam Stern’s article, one reason why Jim France denied permanent charters was simple. He “said the sport can’t commit to certain financial payouts in perpetuity when fortunes are so dependent on ever-changing media rights deals.” So a possible solution would be “getting a commitment from NASCAR that chartered teams have a permanent status, but while separating the media rights split so that it can be negotiated on a case-by-case basis when new deals are made.” The current charter deal runs through 2031.
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As of Wednesday, the two-day conference had not yielded any results. The two sides failed to settle, and a scheduled session for summary judgment motions is set for Thursday morning. Kenneth D. Bell, the judge who was overseeing the conference, has also indicated he is quite unlikely to render a summary judgment verdict for either party. This is in order not to taint the jury pool in advance of a scheduled trial that begins on December 1. A settlement still could also be reached at any time, including after the trial begins.
Clearly, the matter is at a cliffhanger with no visibility of upcoming events. While we wait for further details, we cannot help but acknowledge 23XI’s formidable presence.
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A glittering legacy based on a rumor
23XI Racing‘s trajectory in NASCAR has been jaw-dropping. While being embroiled in a lawsuit, the team never fails to attract a sizeable crowd. On the day of the South Point 400, spectators gathered around the snazzy No. 23 and No. 45 Toyotas, shining with the Jumpman logos. Since the start of 2021, the team has won nine Cup Series trophies – presenting a formidable challenge to established rivals.
According to President Steve Lauletta, the team has grown to 130 employees from the original staff of 24. In 2023, the Sports Business Journal named 23XI one of the “Best Places to Work in Sports.” In 2024, they opened a state-of-the-art facility called ‘Airspeed’ in Huntersville, North Carolina.
All these achievements happened due to a rumor. Denny Hamlin recently recalled attending a Charlotte Hornets game in 2008 or 2009. That was when he met with Michael Jordan, and the duo became close friends. After over a decade of their friendship, Hamlin noticed a news headline that the NASCAR and NBA legends are purchasing a minority stake in a race team. “I remember reading that and saying, ‘Man, that’s kind of funny. Should I send it to Michael or not?’”
Well, he sent it. Jordan’s response, as per Hamlin’s memory, was simply “haha.’’ “He’s like, ‘not true,’ but if you want to make it true, let me know,” Hamlin recalled. And as we know, the rest is history.
Clearly, despite the ongoing lawsuit, 23XI Racing’s impact on NASCAR will be everlasting. Let’s wait and see where this legal turmoil ends up.

NASCAR and the two teams that it is being sued by failed to reach a settlement after two days of a court-mandated judicial settlement conference.
The parties involved —NASCAR, 23XI Racing, and Front Row Motorsports – left the federal courthouse in Charlotte, North Carolina, on Wednesday without comment. Wednesday was the second day of the settlement conference. It was mediated by Jeffrey Mishkin, who had overseen the parties’ mediation meetings during the summer.
23XI Racing and Front Row Motorsports filed a joint lawsuit against NASCAR on Oct. 2, 2024, alleging antitrust violations. U.S. District Court Judge Kenneth Bell is presiding over the case.
Although a settlement was not reached by the end of Wednesday’s conference, it can still happen at any time. The trial is scheduled to begin on December 1.
NASCAR, 23XI, and Front Row will be back in court on Thursday. Judge Bell will hear arguments on the teams’ request for summary judgment and on motions to exclude witnesses.

All Times Eastern
NASCAR CUP SERIES
Xfinity 500
Playoffs — Round of 8
Site: Martinsville, Virginia.
Track: Martinsville Superspeedway.
Race distance: 500 laps, 263 miles.
Schedule: Saturday, practice 4:40 p.m., qualifying, 5:40 p.m.; Sunday, race, 2 p.m. (NBC).
Last year: Ryan Blaney earned the win and a slot in the Championship 4 after taking the lead from Chase Elliott with 15 laps to go.
Last race: Chase Briscoe locked in a Championship 4 spot for the first time in his career after a last-second pass of Bubba Wallace and a push from teammate Ty Gibbs at Talladega.
Next race: Nov. 2, Avondale, Arizona.
Online: http://www.nascar.com
NASCAR XFINITY SERIES
IAA and Ritchie Bros. 250
Playoffs — Round of 8
Site: Martinsville, Virginia.
Track: Martinsville Superspeedway.
Race distance: 250 laps, 131.5 miles.
Schedule: Saturday, practice, 1 p.m., qualifying, 2:05 p.m., race, 7:30 p.m. (CW).
Last year: Aric Almirola dominated the final race of Round of 8, leading 150 of 250 laps and clinching a spot in the Championship 4.
Last race: Austin Hill secured his second season win at Talladega while fending off the field with two laps to go in overtime.
Next race: Nov. 1, Avondale, Arizona.
Online: http://www.nascar.com
NASCAR CRAFTSMAN TRUCK SERIES
Slim Jim 200
Playoffs — Round of 8
Site: Martinsville, Virginia.
Track: Martinsville Superspeedway.
Race distance: 200 laps, 105.2 miles.
Schedule: Friday, practice, 2:05 p.m., qualifying, 3:10 p.m., race, 6 p.m. (FS1).
Last year: After dominating most of the race, Christian Eckes took the lead back late from teammate Ben Rhodes, earning him a spot in the Championship 4.
Last race: Pole-sitter Gio Ruggiero earned his first-ever career win in Talladega while fending off a late surge from teammate Corey Heim in overtime.
Next race: Oct. 31, Avondale, Arizona.
Online: http://www.nascar.com
FORMULA 1
Mexico City Grand Prix
Site: Mexico City.
Track: Autodromo Hermanos Rodríguez.
Race distance: 71 laps, 189.8 miles.
Schedule: Friday, practice, 2:25 p.m., qualifying, 5:55 p.m.; Saturday, sprint race, 1:25 p.m., qualifying, 4:55 p.m.; Sunday, race, 4 p.m. (ABC).
Last year: Carlos Sainz Jr. secured his fourth career win while taking the lead back from Max Verstappen early in a drama-filled race that saw Verstappen penalized twice.
Last race: Pole-sitter Max Verstappen took his third win in the last four races at COTA, closing in on McLaren teammates Norris and Piastri in the standings.
Next race: Nov. 9, Sao Paulo.
Online: http://www.formula1.com
INDYCAR
Season Wrap: Alex Palou won his third consecutive series championship, securing the title in four of the last five seasons.
Online: http://www.indycar.com
NHRA DRAG RACING
Next race: Nov. 2, Las Vegas.
Online: http://www.nhra.com
WORLD OF OUTLAWS
Wichita Sprint Car Showdown
Jason Johnson Classic presented by FK Rod Ends
Next race: Nov. 5-8.
Online: http://worldofoutlaws.com
___

All Times Eastern
NASCAR CUP SERIES
Xfinity 500
Playoffs — Round of 8
Site: Martinsville, Virginia.
Track: Martinsville Superspeedway.
Race distance: 500 laps, 263 miles.
Schedule: Saturday, practice 4:40 p.m., qualifying, 5:40 p.m.; Sunday, race, 2 p.m. (NBC).
Last year: Ryan Blaney earned the win and a slot in the Championship 4 after taking the lead from Chase Elliott with 15 laps to go.
Last race: Chase Briscoe locked in a Championship 4 spot for the first time in his career after a last-second pass of Bubba Wallace and a push from teammate Ty Gibbs at Talladega.
Next race: Nov. 2, Avondale, Arizona.
Online: http://www.nascar.com
NASCAR XFINITY SERIES
IAA and Ritchie Bros. 250
Playoffs — Round of 8
Site: Martinsville, Virginia.
Track: Martinsville Superspeedway.
Race distance: 250 laps, 131.5 miles.
Schedule: Saturday, practice, 1 p.m., qualifying, 2:05 p.m., race, 7:30 p.m. (CW).
Last year: Aric Almirola dominated the final race of Round of 8, leading 150 of 250 laps and clinching a spot in the Championship 4.
Last race: Austin Hill secured his second season win at Talladega while fending off the field with two laps to go in overtime.
Next race: Nov. 1, Avondale, Arizona.
Online: http://www.nascar.com
NASCAR CRAFTSMAN TRUCK SERIES
Slim Jim 200
Playoffs — Round of 8
Site: Martinsville, Virginia.
Track: Martinsville Superspeedway.
Race distance: 200 laps, 105.2 miles.
Schedule: Friday, practice, 2:05 p.m., qualifying, 3:10 p.m., race, 6 p.m. (FS1).
Last year: After dominating most of the race, Christian Eckes took the lead back late from teammate Ben Rhodes, earning him a spot in the Championship 4.
Last race: Pole-sitter Gio Ruggiero earned his first-ever career win in Talladega while fending off a late surge from teammate Corey Heim in overtime.
Next race: Oct. 31, Avondale, Arizona.
Online: http://www.nascar.com
FORMULA 1
Mexico City Grand Prix
Site: Mexico City.
Track: Autodromo Hermanos Rodríguez.
Race distance: 71 laps, 189.8 miles.
Schedule: Friday, practice, 2:25 p.m., qualifying, 5:55 p.m.; Saturday, sprint race, 1:25 p.m., qualifying, 4:55 p.m.; Sunday, race, 4 p.m. (ABC).
Last year: Carlos Sainz Jr. secured his fourth career win while taking the lead back from Max Verstappen early in a drama-filled race that saw Verstappen penalized twice.
Last race: Pole-sitter Max Verstappen took his third win in the last four races at COTA, closing in on McLaren teammates Norris and Piastri in the standings.
Next race: Nov. 9, Sao Paulo.
Online: http://www.formula1.com
INDYCAR
Season Wrap: Alex Palou won his third consecutive series championship, securing the title in four of the last five seasons.
Online: http://www.indycar.com
NHRA DRAG RACING
Next race: Nov. 2, Las Vegas.
Online: http://www.nhra.com
WORLD OF OUTLAWS
Wichita Sprint Car Showdown
Jason Johnson Classic presented by FK Rod Ends
Next race: Nov. 5-8.
Online: http://worldofoutlaws.com
___
AP auto racing: https://apnews.com/apf-AutoRacing
Copyright © 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, written or redistributed.

Jimmy Spencer has never been one to hold back with NASCAR’s shifting landscape. He has lately been firing off shots at the sport’s leadership, calling out how greed has watered down the raw edge since Bill France’s days. He sees today’s drivers as products of polished programs rather than gritty proving grounds like dirt tracks, and that frustration boiled over in his latest Door Bumper Clear appearance.
“We need to get the talent from the dirt cars, the Flo racing. You know, I mean, the other thing that I believe in is that that shows the talent. I mean, who’s that Riley Herbst? That poor son of a bi–h can’t drive nothing,” Spencer vented on the Door Bumper Clear podcast, his voice as bold as ever as only a 1990s Cup vet could muster.
The “son of a bi–h can’t drive” line shocked fans as Spencer laid his unfiltered doubts about Herbst’s fit in the Cup Series. Fans lit up social media, some cheering the old-school honesty while others pushed back hard.
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[DBC 30:00] Jimmy Spencer on @rileyherbst: “That poor SOB can’t drive nothing” (via u/LBHMS) https://t.co/9jWpoepCH7 https://t.co/BGJIyl6fHK #NASCAR
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— r/NASCAR on Reddit (@NASCARonReddit) October 21, 2025
Spencer is throwing shade because Herbst‘s 2025 rookie season has been rough. Think of a disqualification at the Charlotte Roval for failing post-race weight inspection, dropping him from 16th to last after a solid run. Then came Talladega, where he rolled to the back alongside John Hunter Nemechek and Erik Jones after inspection snags.
For Spencer, the core gripe is simple: drivers like Herbst skip the dirt-track grind that builds real instincts, jumping straight from Xfinity flash to Cup pressure without the scars. “I think that they really did a lot to subdue the drivers. And in turn, I think that the last few years, the drivers have become so freaking boring,” he added later, hammering how sanitized paths filter out safe bets over bold talents.
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Back in his ARCA days, Spencer scrapped for every inch; now, he watches Herbst struggle in a #71 Toyota, averaging outside the top 25 through 34 starts, and it feels like the sport’s lost its hunger for raw talent.
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That frustration ties straight to 23XI’s call to snag Herbst over Corey Heim for their third car in 2025, despite Heim’s edge in consistency—three Truck Series wins and stronger Xfinity showings against tougher fields. Hamlin’s crew bet on Herbst’s three Xfinity victories and his Vegas roots to draw crowds, even as legal battles with NASCAR over charters dragged on.
Spencer’s words landed like a checkered flag on a divided field, igniting debates that echo through the garages and grandstands.
Fans are split on Jimmy Spencer’s take
Not everyone’s buying Spencer’s hot take, with one fan pointing out the bigger picture: “There have been many worse drivers than Riley come into the Cup Series.” It’s true; look at drivers like Derrike Cope, who stumbled through 1990s seasons with sub-30 averages before a surprise Daytona win.
Herbst, at 23, mirrors that raw entry; his Xfinity title chase with a win at Phoenix in 2024 showed poise, and fans see echoes of those underdogs who eventually clicked, reminding everyone Cup’s a brutal classroom and demands time for even being a good contender.
Some praise rolled in for Herbst’s cool head under fire. “I will give Riley props for this past weekend; he could’ve junked the whole field but held onto the car, and everyone was able to get around,” a commenter noted after Talladega chaos.
That pack-style save kept the playoff showdown clean. In a sport where one small move can become a disaster, Herbst’s restraint earned nods, proving even shaky rookies can step up when it’s needed.
Yet doubt lingers for some, “Dude was a decent Xfinity driver but is nowhere close to being Cup-level talent.” Herbst’s 2024 Xfinity stats with just two wins and seven top-5s don’t fully translate yet, and his Cup average hovers at 26th. It’s reminiscent of Ty Dillon‘s early Cup stints, who was solid in trucks but lost in the big leagues.
Defenders pushed deeper into context, one writing: “Herbst is the punching bag this year but he’s a rookie with a rookie CC and is a rookie in a series where the cars are very different from the ones he has driven (and won in) in the Xfinity series. 23XI being embroiled in litigation all year also can’t have helped things. His results haven’t been good, but I think people are just piling on at this point.”
Spot on, 23XI’s charter fight distracted resources, and Herbst’s crew chief Davin Restivo is inexperienced too, echoing rookie teams like the 2010s Furniture Row setup that took laps to gel before Truex’s rise. With just 34 starts under his belt, the pile-up of criticism feels premature against his prior 88 Xfinity top-10s.
Wrapping the buzz, excitement bubbled over the episode itself. “This was the best DBC episode of the year. Jimmy is a total wild card, and you never know what he’ll say. He should be on the show every week. His donkey laugh is maddening and fantastic,” gushed a listener.
Spencer’s unfiltered and raw takes, like his Austin Hill callout after Talladega—“stupid son of a bi–h” for post-win antics—keep the podcast electric, much like his 1994 Bristol brawl days that hooked fans on the human side of racing. That chaos? Pure NASCAR gold.

The Drivers Advisory Council filed a brief in federal court on Tuesday in the antitrust lawsuit against NASCAR that offers the position of the drivers as the future of the sport hangs in the balance.
The biggest issue, per the brief, is “The DAC is concerned that its drivers’ rights and interests may be materially impacted by any resolution in this case.”
A voluntary group, the Driver Advisory Council, was formed in 2022 to have a singular, organized voice for the drivers in collaboration with NASCAR. Among its work, the DAC negotiated the Driver Ambassador Program, implemented this season, which rewards drivers for promoting the sport. The program is tied into the charter agreement, “whose structure is being challenged in this lawsuit,” explains the brief.
23XI Racing and Front Row Motorsports filed a joint antitrust lawsuit against NASCAR on Oct. 2, 2024. They were the only two teams of 15 charter holders who did not sign the 2025 charter agreement when given a final deadline in September of 2024.
The parties are participating in a court-ordered judicial settlement conference on Tuesday, which prompted the DAC’s brief on the drivers’ interests. There is also a hearing scheduled for Thursday regarding summary judgment requests and motions to exclude witnesses. The trial date is scheduled for December 1.
“The drivers have always been the focal point for the fans,” the brief states. “To have any discussion or negotiation about the future of the sport without the drivers having an independent voice and being heard is unproductive. The DAC submits this amicus brief to provide the unique perspective and position of the drivers.”
With the resolution of the lawsuit the drivers are seeking three overall objectives: (1) protect the long-term interest for existing and future drivers in the sport; (2) provide a permanent and meaningful position for drivers collectively to have an independent voice on important issues in the sport; and (3) for all parties to act in the best interest for the fans to provide the best experience possible.
“The drivers seek to have a sport that is unified, healthy and protects the interests of all the parties involved while giving the fans the best experience possible,” the brief states.
“The reality is that the drivers in many ways share the concerns of the parties in this case, but in other ways have their own unique perspective and experiences. The drivers quite literally drive the popularity of the sport. While this case may concern NASCAR and defendant team owners fighting over the future of the sport and TV revenue, without the drivers and the fans there is no future for NASCAR.”

Jimmy Spencer’s sharp tongue hasn’t dulled with time. As the sport continues to evolve with changing sponsor dynamics, corporate priorities, and TV influence, Spencer’s no‑nonsense contrast between “then and now” lands with the kind of grit that once defined NASCAR’s personality.
He’s not measured behind the microphone; his words, shaped by decades of firsthand experience, cut deep into how racing feels from the garage to the grandstands. The passion is raw, the critique unscripted, and the comparison to one towering name from the sport’s past hits hardest of all.
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For Jimmy the old man balanced the competition
When Jimmy Spencer recounted his memories of Bill France Sr., his voice reflected both reverence and frustration. He recalled a moment on the Door Bumper Clear podcast when Ford dominated the field, winning close to ten consecutive races with its Taurus program. France’s response, according to Spencer, showed why he was the architect of NASCAR’s competitive DNA.
“I remember the one time Ford was leap one hell like eight or nine, ten races with the Taurus,” Spencer said. “France called Earnhardt and me in, shut the door, and asked, ‘What’s going on?’… The following week, he gave the Chevys help. The one thing the old man knew was how to balance the competition.”
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That story crystallized the grassroots leadership that defined France’s tenure. There wasn’t a committee or corporate department mediating parity; it was the founder himself who read the room, addressed rivalries, and acted decisively.
Spencer went on to contrast that hands‑on oversight with the modern era. “You could go into the trailer, close the door, the old man would chew your a– out, or not,” he said. “I get that it’s a little more corporate today, but it’s a lot different.”
His comments drove home a sentiment rarely expressed from within today’s media circles. To Spencer, NASCAR’s contemporary decision-making feels distant, filtered through partnerships, PR sensitivities, and an endless pursuit of brand compatibility. It was never polished under France. It was principled, often brash, but unmistakably human.
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Tommy Baldwin, co‑host and longtime team owner, punctuated the segment by adding, “The only thing that is unbalanced in the competition now is money.” Spencer agreed without hesitation: “Yeah, that’s true.” The exchange painted a vivid picture. What France saw as a sporting obligation to give every manufacturer and driver a fighting chance has, in Spencer’s view, become an economic equation dictated by budget size and sponsor leverage.
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That transformation, he implied, has drained much of NASCAR’s edge and unpredictability. Once, the show revolved around personalities and rivalries; now, it is data sheets and corporate commitments guiding race-day narratives. For a man who built his career on aggression, emotion, and risk, Spencer’s frustration was both nostalgic and prophetic.
NASCAR has lost much of the thrill
Jimmy Spencer, once nicknamed “Mr. Excitement,” believes NASCAR has lost much of the thrill that defined its golden era. The former Cup Series driver reflected on the sport’s past leadership and transformation, comparing Bill France Jr.’s firm but colorful management style with today’s more restrained approach. According to Spencer, the sport’s modern leadership has produced what he calls “boring drivers.”
Spencer recalled how Bill France handled fiery personalities and controversies in a way that fueled fan engagement instead of suppressing it. He shared an anecdote from his Busch Series days when France scolded him for criticizing officials, warning he’d be sent back to local tracks if he didn’t straighten up.
Another memory involved France’s response to Tony Stewart’s 2012 Bristol helmet-throwing incident. France jokingly reimbursed Stewart for the thrown helmet and encouraged the drama to continue.
To Spencer, such leadership embodied passion, allowing rivalries to thrive while preserving the sport’s authenticity. By contrast, Spencer argued that NASCAR’s current focus on political correctness and image management has muted driver personalities. “They really did a lot to subdue the drivers,” he said, lamenting how racers today seem overly cautious both on and off the track.
His friend, former driver Kenny Wallace, echoed the sentiment years ago, saying that NASCAR drivers were no longer “water cooler talk” on Mondays like they once were. Points racing systems, which reward consistency over daring moves, have also contributed to a more calculated and less emotional style of competition.
As a result, Spencer believes NASCAR has lost the spark that made personalities like Dale Earnhardt, Tony Stewart, and himself household names. However, it’s not all bleak. Recent fan reactions hint that excitement can still return to the sport.
Denny Hamlin’s win at Las Vegas, greeted with uncharacteristic cheers even from fans who once booed him, showed that passion and connection remain possible. For Spencer, such moments keep hope alive that NASCAR can recapture the energy of the Bill France era, a time when tempers, rivalries, and emotion made every race unforgettable.

Chevrolet has showcased a strong presence in the 2025 NASCAR Cup Series, with several drivers delivering impressive performances throughout the season. Kyle Larson, piloting the No. 5 Chevrolet for Hendrick Motorsports, has been a standout, securing multiple top-10 finishes and leading the series in laps led, underscoring his skill on the track.
Rookie Shane van Gisbergen, driving the No. 88 Chevrolet for Trackhouse Racing, has made a remarkable impact, clinching three wins and earning the 2025 NASCAR Rookie of the Year title. But not all has been smooth sailing for the Chevrolet teams, like how Kyle Busch has faced his own challenges this season. And now they might’ve revealed, or lack a better word, leaked their new weapon.
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Camaro’s Next-Gen glow-up?
General Motors has once again stirred the pot with new speculation over the future of the Chevy Camaro, this time with a new design sketch from the GM Design team. Recently posted to social media as part of the GM Design Tomorrow’s Vision Today exhibit, the rendering shows a futuristic sports coupe that unmistakably channels the design DNA of the Chevrolet Camaro, giving fans renewed hope over the future of the iconic Bow Tie brand nameplate.
Though a little grainy and tucked away in the corner of the frame, the image clearly depicts a low-slung, aggressively sculpted two-door sports car. Its proportions are pure muscle, with a short rear deck, long hood, and a cab-rearward stance.
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The design shows muscular rear haunches and a wide track, while the rear fascia integrates slim taillights and a pronounced shoulder line. One of the most telling cues is the sharp vent, or “fish gill,” positioned aft of the front wheel arch, a styling signature also seen on the Chevy Blazer EV. The side surfacing is taut and technical, while oversized wheels and a steeply raked windshield add to the look.
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It’s unclear if this sketch represents an actual proposal for a next-generation Camaro, or if it’s simply an internal design exploration. Production of the sixth-generation Chevy Camaro ended after the 2024 model year, and while rumors previously suggested the Camaro nameplate could evolve into an EV sedan or crossover, GM’s renewed focus on internal combustion has reignited hope for a more traditional successor.
According to previous GM Authority coverage, a proposal for a seventh-generation Camaro was “blown apart” by management as a weak business case. Nevertheless, insiders maintain the project may still be “in play,” hinting that GM isn’t ready to let go of its legendary muscle car. Even GM President Mark Reuss is keen on the idea, saying that the next-gen model could bring a “formula of beauty and a little bit of functionality and fun.”
Adding fuel to the fire is a recent trademark filing for the Chevy Camaro nameplate, making us hopeful that we may indeed see this GM icon make its return in the not-so-distant future. While the design sketch has not been officially confirmed as a glimpse at the next-generation Camaro, its striking resemblance to the iconic muscle car has enthusiasts buzzing. Whether this is a hint at what’s to come or just an internal exercise, it has certainly reignited interest in the future of the Chevrolet Camaro.
The Camaro’s potential revival revs up talk of GM’s muscle in motorsports, but NASCAR’s own horsepower battle, the 23XI and Front Row antitrust suit, hits a high-stakes turn this week, a last-lap lunge for settlement before the December 1 jury trial in Charlotte.
NASCAR’s antitrust showdown
Judge Kenneth D. Bell’s call for good-faith mediation, blending NASCAR’s motion with the teams’ pushback, crams the parties into a room with him and mediator Jeffrey Mishkin, the August New York huddle that fizzled now forced to flare under Bell’s glare. It’s been 13 months since October 2, 2024, when 23XI and Front Row sued NASCAR and Jim France, claiming anticompetitive charter terms choked teams’ cash and clout.
The “take it or leave it” charter extension, signed by 13 of 15 teams after two years of haggling, left these two out, alleging monopoly moves like NASCAR snapping up ARCA and ISC, plus a lawsuit-waiver clause that gagged gripes. NASCAR fired back with a countersuit, slamming the teams for collusion via 23XI’s Curtis Polk and the Teams Negotiating Committee, even accusing a 2024 Daytona 500 qualifier boycott plot to rattle broadcast deals.
Discovery’s dug up dirt, texts from NASCAR brass fearing a PGA-LIV split if charters cratered, contingency plots to race sans teams, NextGen usage quirks, all ammo for the antitrust arsenal. Teams cry slant; NASCAR calls it a contract squabble, not a cartel.
Thursday’s summary judgment hearing looms, NASCAR gunning to nix claims on statute limits, teams countering with Rascher and Snyder’s market mastery. Bell’s hinted he’s loath to toss the case pre-jury, but the push could prune parts, echoing the teams’ antitrust waiver war and SHR charter snags.
This mediation crunch, sparked by NASCAR’s October 6 plea after August’s dud, might be the off-ramp before the autumn avalanche to trial, a jury verdict that could reshape Cup’s cash flow and charter clout. Teams want worth; NASCAR wants wrap.
If no deal drops Tuesday or Wednesday, Thursday’s hearing could carve the case, but Bell’s vibe says it’s headed to the box, a verdict that could vault or vault NASCAR’s velvet rope. The Camaro’s sleek sketch dreams of revival; this suit’s a survival sprint, the kind where one ruling rewrites the rules.

NASCAR on Tuesday announced a fast and demanding 3.4-mile, 16-turn street/road course on Naval Base Coronado for next June’s tripleheader celebrating both the 250th anniversary of the nation and U.S. Navy.
The course will be the longest on NASCAR’s 2026 schedule and the longest in the Cup Series since the premier tour ran on the 4.066-mile Road America road course in Wisconsin in 2021 and 2022. The longest circuit in NASCAR history was the fabled 4.2-mile Daytona Beach Road Course that predated the opening of Daytona International Speedway.
Nine of the turns at Coronado are in the neighborhood of 90 degrees, with two, tight 90-degree left-handers within a quarter-mile of the start-finish line. The featured turn on the course is turn five, a left-handed turn between the two docking sites for aircraft carriers along San Diego Bay.
The featured Cup race on June 21 will be named the Anduril 250 in honor of the 250th anniversaries and not the race distance, which is common for NASCAR race titles. The distance and lap counts for the June 19 Craftsman Truck Series race, the June 20 Xfinity Series race and the featured June 21 Cup race have not been determined.
A ticket presale begins Thursday, with remaining available general public tickets going on sale Nov. 7.
NASCAR announced Tuesday that tickets for the events of Friday, June 19 — including the Craftsman Truck race and Cup and Xfinity practice sessions — will be limited to personnel of Naval Base Coronado and select Coronado residents. The base will be open to the general public on June 20 and 21.
A closer look at the 3.4-mile, counter-clockwise circuit on Naval Base Coronado:
The Ellyson start-finish line is on the west side of the base along the Pacific Ocean. The start-finishing area is named in honor of Commander Theodore Ellyson, Naval Aviator No. 1, whose training at North Island in 1917 led to its eventual title as the “birthplace of Naval aviation.”
NASCAR coming to San Diego for the first time
From the starting line, the course goes through the right-handed dogleg turn one into a short straight leading to the 90-degree, left-handed turn two. Another short straight leads into the 90-degree left-handed turn two followed by the sweeping right-handed turn that opens into a straight heading toward the left-handed turn five Carrier Corner.
Coming out of the Carrier Corner is a long straight along San Diego Bay with downtown San Diego as the backdrop. Turn six is a sharp right-hander followed almost immediately by the sweeping left-handed turn seven that opens onto a straight along north San Diego Bay. Turn eight is a sweeping, 90-degree left-hander followed quickly by the sharper, right-handed turn nine that creates the Coronado Chicane toward the interior of the base and the tarmacs and runways used by the air wing.
The quick left-right turns 10/11 combination ends the Coronado Chicane complex and leads to a straight ending at the northwestern end of the air base. The sharp right-handed 12th turn leads to another high-speed straight ending in the sweeping left-handed 13th turn.
Then it’s another short straight leading to the sharp right/sweeping left Runway Road complex of turns 14 and 15 at the end of Runway 18/36 at Halsey Field. Turn 16 is a left-hander taking the field back to the start/finish line.
“Every driver is going to be excited about next Father’s Day Weekend,” driver Ross Chastain said during a recent visit to the base and sections of the course. “We’re going to be racing with aircraft carriers, fighter jets and helicopters in the background, plus San Diego on one side and the Pacific Ocean on the other.
“This is a new level of cool. I think this is going to be very emotional for all of us. It’s kind of surreal.”

13 months have passed since Michael Jordan launched the NASCAR lawsuit. Since then, 23XI Racing and Front Row Motorsports have been in legal turmoil, with both teams losing their charters earlier this season. Recently, that turmoil reached a boiling point and threatened to spill over, affecting the entire Cup Series garage. Hence, the bells of alarm woke up Jordan’s peers, who urged for a settlement.
That is why the two plaintive teams and NASCAR embarked on a mediation. The goals of this conference are simple: to achieve common ground or to risk undermining one side’s defense. Yet details of this ongoing conference are still a mystery.
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Tight-lipped about the NASCAR lawsuit meeting
This is an important week for the NASCAR lawsuit. Before preparation began for a trial by jury in a Charlotte courtroom on December 1st, both parties engaged in mediation. Judge Kenneth D. Bell was present at the conference on Tuesday to ensure that the opposing sides engage in good faith. Both NASCAR and Michael Jordan’s faction are now seeking settlement terms, leaving the rest of the sport jittery with anxiety. However, no information is available yet.
Journalist Adam Stern posted a video of the 23XI/FRM group leaving the NASCAR lawsuit’s conference venue on X. Jeffrey Kessler, the attorney of Michael Jordan, chose to divulge nothing at the moment. He simply said, “We’ve agreed to resume the discussions tomorrow, and we have no other comments.” This may set off ripples of tension in the sport. If nothing materializes on Wednesday, there is a hearing scheduled for Thursday. Both sides have asked Judge Bell to issue a summary judgment against the other.
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In October 2024, thirteen teams had signed the charter deal that 23XI and FRM refused to sign and used as the basis for the lawsuit. Recently, nine of those 13 charter teams were worried about the NASCAR lawsuit permanently changing the complexion of the sport and stock car racing. Hence, they drove the parties to try and reach a settlement.
Stay tuned for more updates!

In NASCAR, champions are supposed to be the torchbearers of the sport — the faces that define eras, inspire fans, and set the standard for excellence. Yet, strangely enough, they’re often the ones fans love to hate the most. From Dale Earnhardt to Jimmie Johnson, dominance on the track has always come with a chorus of boos in the stands. And if you ask today’s fans who the most hated champion is currently, odds are Joey Logano’s name comes up first.
But when the topic recently resurfaced on Reddit, the discussion took an unexpected turn. Fans dug deeper into the sport’s history and started naming champions whose unpopularity once rivaled their success. The NASCAR community revealed that being great in NASCAR often means being polarizing, too.
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Joey Logano’s greatness and the hatred that comes with it
Joey Logano’s NASCAR career reads like the script of a modern dynasty. Debuting in 2008 as one of the youngest prospects in Cup Series history, Logano has since become a three-time NASCAR Cup Series champion, claiming titles in 2018, 2022, and 2024. With 37 career wins, a Daytona 500 victory, and multiple Championship 4 appearances, he stands among elite company alongside Jeff Gordon, Richard Petty, and Jimmie Johnson.
Now in his 17th full-time season and 13th with Team Penske, Joey Logano remains NASCAR’s youngest-ever winner in two of NASCAR’s three top divisions and one of the most durable title contenders in the main Cup Series. Yet, for all his achievements, Logano might be one of NASCAR’s most polarizing stars. Since his early clashes with veterans like Kevin Harvick and Matt Kenseth, he has carried the “villain” tag that’s never quite faded.
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Fans recall iconic controversies: Kenseth’s 2015 Martinsville retaliation, the crowd’s emphatic boos after his 2018 championship win, and the countless “Logano blocks” that made headlines ever since. His unapologetic confidence and aggressive driving style keep him at the center of post-race debates, even as his trophy collection expands.
But perhaps what defines Logano most isn’t the boos, it’s that he thrives on them. Each jeer at driver intros seems to energize his performance, making him the ultimate “love to hate” racer of the modern era. Now, NASCAR fans are asking a surprising question in 2025: Is Logano the most hated champion ever? The conversation has turned toward older rivals and legendary stars who may have held that controversial mantle, way before Logano even came into the picture.
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NASCAR fans clash over “Most hated champion” debate
One fan kicked off the discussion with, “Ever hear of a guy named Jimmie Johnson?” a name synonymous with greatness and frustration for many NASCAR fans. As a seven-time Cup Series champion and two-time Daytona 500 winner, Johnson dominated an entire era from 2006 to 2016, his five consecutive titles (seven in total) becoming both legendary and divisive.
Most NASCAR fans often accused Johnson of “making NASCAR boring,” while others admired the precision and calm that defined his reign. His professionalism off-track and relentless consistency on-track led to inevitable fatigue among fans. Not because he was disliked personally, but because he rarely lost.
Another fan wrote, “He’s not even the most hated active champion. People despised Kyle Busch.” Few would disagree. Busch’s fiery temper, post-race interviews, and habit of taunting fans (we can see glimpses of it even today) made him NASCAR’s go-to villain for years. His “Rowdy” persona thrived on chaos, and his dominance often came with drama. Yet, as Busch mellowed in recent seasons, that vitriol has waned.​
Meanwhile, another fan confession, “Not for me. I love Joey. I hate Blaney. Don’t ask me why, idk” highlights NASCAR’s emotional unpredictability. Ryan Blaney’s clean-cut personality, calm demeanor, and championship success in 2023 have ironically bred resentment from fans who find him “too polished” compared to old-school grit, which NASCAR fans usually look for in a driver.
A more reasoned voice chimed in. “Is he hated at all? People don’t like the playoffs. The hate is for the system.” Indeed, while the NASCAR community hates the playoff format, Logano’s timing, thriving in NASCAR’s elimination-style system, makes him a target for systemic frustration rather than personal fault. He plays the format masterfully, often peaking when it matters most. This has led him to win championships with just a few wins in a season, whereas dominant drivers have lost out.
In the end, one observation summed up the debate perfectly. “You look at he past champions and a lot of them were hated. Petty, Earnhardt, Waltrip, Yardbrough, Johnson, Busch, Harvick. But the difference is the reason why people hated those drivers is because they kept winning a lot. It just felt like the fans were bored with seeing the same drivers win all the time.”

Remember the Las Vegas race just a few weeks ago? Denny Hamlin won, and the renowned ‘NASCAR villain’ elicited cheers instead of boos from the grandstand. It marked his 60th Cup race trophy, and punched his ticket to the Championship 4 for the first time since 2021. Despite these factors, NHRA was more popular that weekend – beating the Las Vegas race’s 1.717 million viewers with 1.872 million.
This marked only the latest evidence of NASCAR’s problem with viewership in 2025. Waves of criticism have hit the sport and its broadcast partners, emanating from both the garage and the fan community. Now, the sport may have taken a detrimental step for its already dire TV state.
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NASCAR just made it more difficult for fans
At the end of 2023, NASCAR signed a $7.7 billion media rights deal. It involved a partnership with eclectic partners – Warner Bros. Discovery, Amazon Prime, FOX Sports, and NBC. As part of the bond with Warner Bros., $50.2 billion giant HBO Max provided streaming options for fans. According to a February 2025 update, all Standard and Premium subscribers had access to live sports, including in-car camera and audio action from NASCAR races. Only the cheapest tier, the Basic subscription plan, was barred from this exclusive access.
Now, however, access to NASCAR drivers’ in-car activity just got harder. The fans now need to pay more for the Standard plan, the lowest plan for access to in-car cameras. The new rates are $18.49 monthly, a $1.50 increase, and $184.99 yearly, or a $15 hike. Jeff Gluck updated on X, “It will now cost $185 a year to get the NASCAR in-car cameras. It’s worth it for me since I need those for covering races, but certainly a pricey add-on. 🫠”
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NASCAR fans were already distressed due to NASCAR’s billion-dollar rights deal. As a result of collaborating with so many broadcast partners, viewing races became a tedious activity. This resulted in a drastic fall in views in races like New Hampshire. The 2025 Cup Series averages just 2.52 million viewers per race, down 13% from 2024’s 2.916 million.
With HBO Max’s new hike, it marks the third time the streaming service has raised prices since its launch. The company’s last increase for ad-free plans took place in June 2024, following its first-ever increase in January 2023. Max is not alone; in January, Netflix hiked its ad-free streaming from $15.49 to $17.49. Starting October 21st, Disney also raised the monthly price of its Disney+ plan with ads by $2 to $11.99 per month. The no-ads Disney Plus Premium plan will increase by $3 to $18.99.
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As NASCAR follows this trend of hiked prices, fans are far from happy.
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Strong echoes of disapproval
Well, NASCAR fans have already been disadvantaged. By having to switch from one platform to another due to four broadcast partners, fans were overwhelmed. Now, a price hike left them even more disillusioned, so somebody declared, “Good Bye Max.” Besides, reporters like Jeff Gluck, Bob Pockrass, and others provide live updates on X and write detailed articles. So one fan fell back on that option instead of spending more money. “I canceled mine. The only pay wall im paying is the $1 deal for the athletic 😂”
All was not bad in 2025 – Amazon Prime’s 5-race debut particularly caught the attention of fans. From its double-box commercial format to comprehensive post-race coverage, the media partner introduced many attractive features. So one fan wants Prime to cover for HBO Max’s impending doom. “Tired of companies clearly making poor financial decisions and relying on their customers to bail them out. I hope it fails so Amazon Prime can pick them up.”
Some other people suggested ways to ameliorate the situation. However, that would require an active participation on NASCAR’s part. BSI, or Broadcast Sports International, could provide cheaper options to view drivers’ in-car cameras. “Should NASCAR move that in car option to another service? BSI provides the broadcasting infrastructure for the main camera feeds and in-car. They could simply….move it to a cheaper pay wall for the fans?” Earlier, the camera access was nothing extraordinary, as it was included in the NASCAR app. So one fan lamented, “🐂 💩…. These cameras use to be included in the NASCAR app subscription… money grab. Thanks NASCAR .”
Clearly, HBO Max’s latest move is eliciting nothing but boos from NASCAR fans. Let’s wait and see if there are further updates, positive or negative, in the new rates.