The 2026 Xfinity Series is just over the horizon, with a new name: “O’Reilly Auto Parts Series.” In the meantime, the 2025 off-season is abuzz with teams forming new alliances and parting ways with the old. And one single car team in particular, which is long known for punching above its weight, is chasing technical alliances that promise better engineering and resources. This type of new alliance-making and old one breaking is a clear indication that loyalties can shift fast when performance is on the line.
Ford, which is a longtime powerhouse in stock car racing, now faces a tougher road. As rivals like Chevrolet ramp up their support networks, Ford’s grip could slip if key allies walk away. One such alliance breakup stands out for its bold impact.
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RSS Racing bolts from Ford to Chevy in major shake-up
RSS Racing, the North Carolina-based team behind the No. 38 and No. 39 cars, is cutting ties with Ford after years of partnership. The move aligns them with Haas Factory Team’s switch to Chevrolet for 2026, ensuring seamless technical support from the Kannapolis shop. This isn’t just any other swap; it’s a well-planned strategic play by RSS to tap into Hendrick Motorsports’ vast resources through Haas. Through this alliance, the RSS racing team aims to climb from mid-pack finishes like their 2025 efforts, where they hovered around 20th in owner points.
The decision stems from the Haas team’s move to Chevy, leaving Ford without a vital Xfinity anchor. RSS, which was founded in 2016 by Rod Sieg and is now run by his son Ryan, has leaned on Ford since entering the series full time in 2020. But with Haas advocating for Hendrick‘s Chevy superior engine tech and alliance perks, RSS follows suit to avoid isolation.
With key allies leaving, it hits Ford hard, as this will shrink its Xfinity footprint to just a handful of teams and strain parts supply for independents.
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Jeremy Clements, owner of ally Jeremy Clements Racing, captured the excitement in a statement: “We’ve always fought hard as a single-car team, but this is a major opportunity for us, and partnering with the Haas Factory Team means a lot. We’re excited for what’s ahead!” His words echo RSS’s mindset; JCR’s similar tie-in with Haas means shared Chevy blueprints and data, potentially lifting both squads.
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Clements’ team, fresh off a tough 21st in 2025 drivers’ standings, sees this as a lifeline, much like RSS, who’ve dealt with limited Ford aid amid budget woes. As these Chevy bonds tighten, Ford scrambles to rebuild. But the real story? How one team’s pivot could echo across the series.
While alliances evolve in Xfinity, Cup Series eyes turn to Daytona.
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JR Motorsports revs up Allgaier for 2026 Daytona charge
JR Motorsports is doubling down on its Cup Series run by putting Justin Allgaier into the No. 40 Traveler Whiskey Chevrolet for the 2026 Daytona 500. JRM, which is owned by Dale Earnhardt Jr. and Kelley Earnhardt Miller, leans on Xfinity dominance (105 wins, four titles) to make the Cup Series run successful.
This Daytona run is backed by Chris Stapleton’s award-winning “Traveller Whiskey.” Allgaier, who is still fresh off his 2024 Xfinity crown and a 2025 third-place run with three victories, brings duel-winning savvy to dodge Dayton’s chaos.
Kelley Earnhardt Miller beamed about the repeat: “Getting the opportunity to enter a second DAYTONA 500 is something that is extremely special to everyone at JR Motorsports. Last year was an amazing moment, and I’m very proud to be able to see this group come back together with the support of Chris Stapleton and Traveller Whiskey to go after it again in February.”
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Her excitement ties to the 2025 Daytona 500 thrill, where Allgaier clinically navigated through the tight pack to clinch a dramatic ninth-place finish. In 2025, JRM registered its inaugural run of the DAYTONA 500, proving JRM’s prep rivals full-timers. Stapleton’s blend, a 90-proof gem dubbed 2024’s top super-premium whiskey, mirrors the team’s craftsmanship, blending Earnhardt’s legacy with Allgaier’s 28 Xfinity triumphs.
Allgaier echoed the fire: “I’m honored to be able to have the chance to drive this Traveller Whiskey Chevrolet again for Dale, Kelley and all of JR Motorsports. Last year was such an incredible opportunity and experience, and I am really thankful that Chris Stapleton and Traveller wanted to come back and be a part of this again.”

For years, NASCAR drivers have eyed a crossover to the Australian Supercars Championship, with a few like Marcos Ambrose and Shane van Gisbergen showing that the jump is not just possible, it can be wildly successful. Supercars demand precision, heavy braking, and pack style touring car racecraft, a very different skill set from stock car ovals, but drivers with road racing or endurance backgrounds often thrive.
Now, after Austin Cindric recently landed a wildcard entry with Tickford Racing for the Adelaide Grand Final, the beast has got a taste of blood, and he wants more.
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Cindric craves Supercars
While talking with Apex Hunter United on their podcast, Austin Cindric, who has never been shy about wanting to test himself outside NASCAR, and his recent comments made it clear that a run in the Australian Supercars Championship is something he would take seriously if the schedule ever allowed it.
He said the “ideal scenario” would be simply having the time to try it, adding, “Still, at least put myself in a position to if I want to try it, I at least have a real-world experience of if I liked it… if I can do it… if I feel confident enough to do it.”
That mindset fits perfectly with his background, as Austin Cindric grew up racing everything from open-wheel cars to rallycross to IMSA sports cars. He has always believed that seat time across multiple disciplines makes a more complete driver, something echoed by many of his interviews over the years.
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One of the most telling moments came when Cindric joked about his past misfortune in unfamiliar series, saying he had “plain successful luck of breaking.”
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His comment reflects a real part of his early racing journey, the learning curve in sports cars included mechanical failures and hard lessons. He followed that by pointing to a modern example that proves why cross-disciplinary competition matters: “You have this clear example of a guy who you cannot ignore… the performance.” While he did not say the name, he was clearly referencing Shane van Gisbergen, whose immediate success in NASCAR in 2023 forced the entire industry to acknowledge the value of racing in multiple high-level categories.
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As he continued, Cindric said something that made his intentions even clearer: “Sometimes you just have to put things to bed… just do it for the sake of doing it.” That sense of unfinished business has followed Cindric for years. Long before he became a Daytona 500 winner, he was a driver who bounced between series searching for the next challenge. His comments show that the itch has not gone away.
And when he added, “As a series, a lot of us are already at that point,” he hinted at something broader, the sense among Cup drivers that NASCAR’s incredibly demanding 38-race schedule leaves almost zero room to compete elsewhere, even when they want to.
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Cindric made it clear that this was not just about enhancing his Cup performance. In fact, he said, “Forget about the Cup stuff… it is just… it is a skill set to continue to work on and want to have.” To him, running Supercars would be an exercise in broadening his racing identity, not chasing trophies. That mirrors how past NASCAR drivers like Jimmie Johnson approached ventures into IndyCar or sports cars. Supercars, with their street circuits, heavy cars, and elbows-out racing, would be a natural fit for someone with Cindric’s background.
Ultimately, Cindric wrapped his thoughts with the line that defined the entire discussion: “We just need more off weeks ’cause I would do it in a heartbeat. Maybe one day.” It was sincere, unfiltered, and reflective of a long-standing reality in NASCAR. The desire for global racing experiences exists, but the schedule keeps the door nearly shut.
His comment fits perfectly within the broader trend of Cup drivers wanting to step outside the series occasionally, if only the calendar would allow for it. It is the kind of honest itch that echoes through the garage, where even a Penske star like Ryan Blaney can look back on his own path and laugh at how the simplest steps, like getting behind the wheel legally, were not always a slam dunk.
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Ryan Blaney’s license story
The Blaney family is one of the most reputable racing dynasties in the United States. The family tree’s connection to speed began with George Blaney, who started a race team alongside his lumber business around the 1950s. It then passed on to Lou Blaney, then Dave Blaney, and now lives through Ryan Blaney.
But even this rich heritage has its limitations in the real world. Ryan, who now drives in the NASCAR Cup Series for Team Penske, spoke in an interview earlier this year about his struggles to obtain his driver’s license as a teenager. The instructor who guided him had been a race fan and knew the kind of family that he came from. So, things had been pretty exciting for him from that standpoint. However, the real struggle was elsewhere.
He said, “I think the toughest part of that one was the written test, you know, when you got to go in and… because that can be hard. Like, what does this sign mean? And you have never seen that sign in your life, and you are like, I do not know. But yeah, it was pretty easy, fortunately.” He did end up getting his license at the end of the day and preserving his family’s legacy in the town. Imagine a Blaney failing his driver’s license test.
Ryan talked about his family’s impact on him, “It came from my grandfather to my dad and my uncle. As a kid, I was lucky to see it at a young age. I was fortunate enough to have a shot at racing. As a kid, I wanted to do what dad did.”

RSS Racing, one of the longest-running family-owned and operated teams in the NASCAR O’Reilly Auto Parts Series garage, has confirmed its plans for the upcoming season, and it includes a couple of pretty significant changes.
The organization will continue to field a pair of full-time entries in NASCAR’s second-tier division in 2026, with older brother Ryan Sieg behind the wheel of the No. 39, and 24-year-old younger brother Kyle Sieg behind the wheel of the No. 28.
There will technically be no changes in the overall affiliation for the organization, which is owned by the Sieg family, as they remain aligned with Haas Factory Team (previously Stewart-Haas Racing). But a September announcement confirming a move to Chevrolet and Hendrick Engines for HFT means that both the No. 28 and No. 39 will be carrying Chevrolet badges in 2026.
SciAps will continue to serve as the full-season primary sponsor of Ryan Sieg’s No. 39 Chevrolet for the 2026 NASCAR O’Reilly Auto Parts Series campaign. According to a graphic posted to social media by RSS Racing, Night Owl Companies, and Sustainachem are expected to partner on Kyle Sieg’s No. 28 Chevrolet for next season.
There is one major thing that, despite all of the changes happening within RSS Racing over the off-season, will remain the exact same for Ryan Sieg in 2026, that being his crew chief, Matt Noyce, who will continue to serve as the shot-caller of the No. 39. In two full seasons working with the Sieg family, Noyce has managed to amass seven top-fives and 19 top-10 finishes, while collecting a pair of top-15 points finishes.
Kyle Sieg and the No. 28 Chevrolet team will have a brand-new crew chief for the 2026 campaign, though, in the form of former JR Motorsports engineer Aedan McHugh. McHugh spent last season serving as the crew chief for the No. 70 Cope Family Racing team in the NASCAR Xfinity (O’Reilly Auto Parts) Series, working with up-and-coming young drivers Leland Honeyman and Thomas Annunziata (as well as a one-off with Will Rodgers).
In 400 NASCAR O’Reilly Auto Parts Series starts, Ryan Sieg has recorded 23 total top-five and 75 top-10s, but still, after 13 years competing in the second-tier series, has yet to find Victory Lane despite several close calls.
Kyle Sieg came into the NASCAR O’Reilly Auto Parts Series much later than his older brother Ryan, debuting in 2021 and making 114 total starts with four top-10 finishes. In the season-finale at Phoenix Raceway, while driving the No. 39 in place of his brother Ryan (who was filling in for a suspended Sam Mayer), Kyle had a breakout run inside the top-10, and finished in 12th.
With an official announcement made on Tuesday afternoon, Haas Factory Team will be fielding two NASCAR O’Reilly Auto Parts Series entries of its own, for Sheldon Creed and Sam Mayer, while also providing support to Jeremy Clements Racing (Jeremy Clements) and RSS Racing (Ryan Sieg and Kyle Sieg).
The 2026 NASCAR O’Reilly Auto Parts Series campaign will begin on Saturday, February 14, 2026, at 5:00 PM ET on The CW, MRN, and SiriusXM NASCAR Radio Channel 90.
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As NASCAR gears up for the 2026 season, with the Daytona 500 kicking things off on February 15, Dale Earnhardt Jr. is taking center stage in many ways. But here, let’s talk about his marketing-savvy mind, which is suggesting to NASCAR ways to make the upcoming Daytona 500 as big an event as possible.
And Dale Jr. isn’t pointing far to look for ways; he spotted a gem of a word in Kevin Harvick’s recent podcast talks, and that word cuts straight to why teams and fans keep showing up despite the costs. It’s a nod to the raw drive that defines stock car racing, setting the stage for Daytona hype that feels real.
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Dale Jr. revives Harvick’s rally cry for NASCAR’s big show
Dale Earnhardt Jr. didn’t hold back on his Dirty Mo Media podcast, echoing Kevin Harvick’s simple yet powerful line from a recent episode: “Speaking of we race, so Kevin Harvick was, I don’t know if he’s talking on his podcast or something, but a couple of weeks ago, but he said that. He goes: ‘We race.’”
Harvick dropped those words in response to Mamba Smith’s comment about a driver’s tough season finale, where Smith noted, “They raced all year to put themselves in that position and have dominated their series and could not be the champion.” Harvick fired back with, “We race. We’re racing.”
A nod that NASCAR is not just any sport; it’s a sport where passions run deep, where drivers don’t race to earn money or deals, they race just to experience the thrill of high speed and even put their own life and money into doing so.
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Harvick’s two words were seen as a perfect slogan for the upcoming Daytona 500, and that’s why Dale Jr. latched onto it as the perfect tagline, especially after the “Hell Yeah” campaign fell flat amid conservative outcry from groups like One Million Moms, who slammed it as profane for family viewers.
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This isn’t just random praise from Dale Jr.; he sees “We race” as NASCAR’s antidote to fading sponsor money and team struggles. He recalled his dad’s passion projects, where Dale Earnhardt Sr. poured $80,000 of his own money into bush cars for $20,000 prize purses, just to hit the track. Today, with corporations pulling back their money, which results in a deficit for a driver, Dale Jr. stressed that the Daytona 500 lets teams make some profit if they get in the top ten.
“And Kelly says that, you know, why do we do what we do? We race; we’re racers. We wanna race,” he said, tying it to Kelly’s racer mindset. It’s a build on Harvick’s infamous edge, like his past shots at NASCAR’s priorities, urging NASCAR to return to its roots that excite without offending any conservatives.
Slogans stick because they fuel the fire. Think back to the “Winston Cup” era when its logo was present almost everywhere, from apparel (like hats and jackets) to merchandise and sometimes automotive parts (like license plates) that bear the NASCAR Winston Cup Series logo. And Dale Jr. wants “We race” to hype the 2026 opener in the same way, drawing crowds who crave that unfiltered rush over polished ads.
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By echoing Harvick before Daytona, he’s making NASCAR embrace and realize what keeps wheels turning, even when teams or drivers couldn’t make any money from the sport, and the reason is “We’re Racers.”
With eyes on the track, Dale Jr.’s words shift to his own team’s grind, where hope mixes with hard lessons from last year.
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Dale Jr. anxious for JRM’s 2026 Daytona push
JR Motorsports hit the inauguration Cup Series run in the 2025 Daytona 500, their first Cup shot without a charter, forcing driver Justin Allgaier into a nail-biting three-wide duel for the 9th spot in the No. 40 Chevy. And the next season, Dale Jr. is eyeing another run in the season opener, which is backed by sponsors like Traveller Whiskey.
They decided to race next season in the Cup Series despite their Chevrolet falling short of the title shot in the Xfinity finale this season. And Chevy rolling out new bodies for the Cup Series adds an extra layer of headaches for Dale Jr. because the new Chevy body is still not battle-tested in Cup Series races. Dale Jr., co-owner, felt the pinch, knowing one slip could sideline them from the iconic race.

The 2025 NASCAR Cup season was a standout year for many drivers and a forgettable campaign for many others.
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The guy with the most wins, Denny Hamlin (six wins), appeared headed for his first-ever Cup championship, only to fall two places short on the last lap of the season finale at Phoenix. And then the defending Cup champ Joey Logano – who earned two of the three previous crowns and three of the last eight titles – had a disappointing season that was very un-Logano-like.
Let’s take a look at five of this past season’s biggest surprises, followed by the five biggest disappointments:
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5 BIGGEST SURPRISES
Kyle Larson Comes From Virtually Nowhere to Win the Championship: Even though Kyle Larson qualified for the Championship Four final round in the season finale at Phoenix, Denny Hamlin, for many fans and observers, appeared to be the odds-on favorite to win the championship after an outstanding season, including a milestone 60 win of his Cup career.But Larson got a great jump on Hamlin in the final restart of the race (in overtime) and held on in the final lap to claim his second career Cup championship. But Larson did have one major disappointment, though: he crashed and failed to win the Indianapolis 500 for the second consecutive year. It potentially may be the last time Larson tries “The Double” for a long time, if ever again.
Bubba Wallace Wins The Brickyard 400: There’s an adage in NASCAR that any driver can win any race on any given day. But, realistically, how many fans, media, or opposing drivers could have anticipated that Bubba Wallace’s third career NASCAR Cup victory would come in one of the sport’s crown jewel events – and on the most iconic racetrack in the world, Indianapolis Motor Speedway?Not only was it the biggest win of Wallace’s eight full-time Cup seasons, but it also qualified him for the playoffs, where he’d finish 11 . It was also the only win of the season for any of 23XI Racing’s three drivers: Wallace, Tyler Reddick, and Riley Herbst. Wallace proved that if he can win at Indy, he can win anywhere. Could the Daytona 500 be next for him, perhaps as early as the 2026 season opener?
Shane Van Gisbergen Dominates On Road Courses: In one of the best feel-good stories of the season, New Zealand native Shane Van Gisbergen won five of the six road course races on the Cup schedule: Mexico City, Chicago, Sonoma, Watkins Glen, and the Charlotte Roval. In fact, he didn’t just win those races; he dominated most of them.The only road course race he fell short at was Austin (finished sixth). SVG also made the playoffs. While he didn’t advance past the first round, he still finished a very respectable 12 in the final standings. He also earned his first top 10 finish on an oval (fall playoff race at Kansas).
New Address Brings Chase Briscoe a Career Season: If there were an award for being in the right place at the right time, Chase Briscoe would have won it hands down. Briscoe found himself without a ride for 2025 when Stewart-Haas Racing shut down operations after the 2024 season.But conveniently, Martin Truex Jr. decided to retire from Joe Gibbs Racing at the end of ’24 as well. That created an opening Briscoe filled with great aplomb, with single-season career highs for wins (three), top five (15) and top 10 (19) finishes, laps led (884), and reached the Championship Four for the first time in his career, ending 2025 with his best season finish ever (third place). To say Briscoe delivered a great return on investment to JGR is an understatement. We can’t wait to see what he does for an encore next season.
Ryan Blaney Turned First Half Misfortune Into Second Half Success: Ryan Blaney had a terrible first half of the season, recording five DNFs in the first 13 races. But from that point on, Blaney would turn lemons into sweet lemonade. He’d go on to earn all four of his season wins – including the season-ending race in Phoenix – even while accumulating three additional DNFs, made the playoffs, and ultimately finished sixth in the final standings.It’s rare that a driver can fail to finish nearly one-quarter of the 36 races on the Cup schedule and yet still end up so strongly. The key for Blaney was a simple one-word answer: consistency. In addition to his four wins, he also had 15 top-five and 19 top-ten showings.
And now, for the other half of the story …
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5 BIGGEST DISAPPOINTMENTS
Denny Hamlin’s Failure to Win Championship: There was no bigger story of outstanding performance turned bitter misfortune this season than Denny Hamlin, who led all drivers with six wins, yet ultimately failed to win the Cup championship. Yet it was by no fault of his. Hamlin was cruising along and in command, three laps away from winning his first Cup championship. William Byron’s tire blew, and he wrecked, bringing out the caution.And then on the restart, Byron’s Hendrick Motorsports teammate, Kyle Larson, got the jump on Hamlin, and the rest is history: Larson won his second career Cup crown, while Hamlin is still seeking his first. What makes things even more heartbreaking is given that Hamlin turned 45 on November 18, what if this past season was his best – and last – chance at that elusive title?
Who is This Imposter – And What Have They Done With the Real Kyle Busch? It’s rare to see one of the most successful and prolific drivers and winners in the NASCAR Cup Series go from hero to zero so quickly. But alas, that’s what’s happened to Kyle Busch, yes, the same KB who is the winningest active driver in Cup (63 wins), plus two championships. It’s not like the 40-year-old Busch has forgotten how to win, but the stats would make it appear that way: he has not won a Cup race since 2023, a winless streak that has reached a career-worst 93 races.This year, he missed the playoffs for the second consecutive season, and recorded a career-worst of just three top five and ten top 10 finishes, ultimately finishing with another career-worst single season finish of 21 There’s really only been one other driver in recent memory that has suffered such a dramatic high-to-low decline: Hall of Famer Jimmie Johnson, who after winning seven championship and 83 races, failed to win even once in his final 130 full-time starts (plus another 14 starts in part-time appearances the last three seasons).
If You Find Kyle Busch, Can You Also Find Brad Keselowski? Kyle Busch isn’t the only driver who has gone from being one of the most successful drivers to near-anonymity in recent years. Brad Keselowski finds himself in the same conversation. After winning the first 35 races of his Cup career, the 2012 Cup champion has won just once since becoming a co-owner and driver for Roush Fenway Keselowski Racing (RFK Racing) in 2022. He’s also missed the playoffs in two of those last four seasons, including this year, when he finished a disappointing 20 , the third-worst season finish of his career.The 41-year-old Keselowski has been the target of critics who believe he’s spreading himself far too thin, basically handling most of the organization’s day-to-day responsibilities behind a desk, and then trying to remain competitive on race weekends behind the wheel. It would not be surprising if 2026 is Keselowski’s final full-time season in the Cup Series, as 83-year-old team founder Jack Roush likely continues to scale back from many of his former duties.
He Had All the Ingredients, but Joey Logano Just Couldn’t Cook in 2025: All good things must come to an end, and for three-time NASCAR Cup champion Joey Logano, the end came in 2025. The Team Penske stalwart won the 2022 and 2024 Cup championships (along with his first title in 2018). But Team Penske’s domination of the last three Cup championships (teammate Ryan Blaney won in 2023) ended in 2025 with neither Logano nor Blaney making it to the Championship Four final round. It’s hard to believe that the 35-year-old Connecticut native just wrapped up his 17 full-time season in the Cup ranks.As disappointed as he was for not being a factor for the championship again (he won just one race and had only seven top-five showings), Logano may have history on his side heading into 2026: three times when he’s had a fair to mediocre season, he’s bounced back the following season to win the championship.Logano was 17 in 2017, only to win his first Cup crown in 2018. In 2021, he finished eighth, only to win his second title in 2022. And after finishing 12 in 2023, he won his third Cup championship in 2024. Will history repeat itself to allow Logano to bounce back for a fourth championship next season?
It’s Adios to Trackhouse Racing and Hola to Spire Motorsports for Daniel Suarez: It has been a rough few years for NASCAR’s first Mexican driver, Monterrey native Daniel Suarez, who just endured one of his worst seasons in his nine seasons in the Cup ranks. In 2025, he failed to win a race, managed just two top-five and seven top 10 finishes, failed to reach the Cup playoffs, and finished his final season with Trackhouse Racing with a disappointing 29th-place finish in the final season standings.The two-time Cup winner now heads with a great deal of optimism to Spire Motorsports for a fresh start, but there’s a significant concern about Suarez and his new team: This will be his fifth team in his 10-year Cup career. It’s also just a one-year contract with Spire, essentially a “prove it” deal to see what Suarez can do with the team. The pressure will be on him. How Suarez handles that pressure could well determine his future – if there is one to be going forward – in NASCAR.
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Sunday afternoon used to belong to NASCAR. Back in the good ol’ days, the stock car racing series dominated TV viewership, with fans glued to their screens to watch the likes of Richard Petty, Dale Earnhardt, and Jeff Gordon dominate the racetracks. But something has shifted in recent years. If the 2025 Cup Series campaign is anything to go by, the numbers paint a pretty bleak picture, with viewership taking a significant decline. The culprit might surprise you, as it all comes down to the new media rights deal, which has shaken up the sport big time.
And even the most high-stakes playoff races couldn’t draw the crowd. The Round of 12 opener at New Hampshire drew just 1.29 million viewers, down a shocking 31% from the same race last year. But the story goes deeper than just a bad time slot. And one question prevails: what’s going on? Is it just the backlash of shifting networks and streaming platforms? One NASCAR insider may know the answer to this.
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Jordan Bianchi reveals the reason behind the TV decline
Speaking on the Kenny Wallace podcast, Jordan Bianchi broke it down. He said, “Yeah. I mean, there it’s so multi-layered, right? This is like the biggest onion ever with all these. You have to have a streaming component to your..if you’re going to be a sports league now. Like, you have to have a streaming component. That is the future. You have to be on board with that. Pick a sports league, pick a major sports league, and they’re going to have a streaming element to them. NASCAR was slow to adapt to that.”
The core of the argument is that NASCAR was slow to fully embrace streaming, even though the future of major sports leagues is increasingly online. As Bianchi points out, any big league today needs to have a streaming component. While NASCAR did make deals, for instance, Amazon Prime Video now streams five races a year.
But simply having a presence on a streaming service hasn’t been enough to compensate for its declining linear TV audience. In 2025, NASCAR’s Cup Series saw a 14% drop in average viewership compared to 2024. That suggests that just migrating a streaming platform isn’t a silver bullet, especially when access becomes fragmented across too many platforms.
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Moreover, the way NASCAR has fragmented its broadcast rights is creating friction rather than driving growth. This year, its races were spread across six different outlets, from Amazon Prime to FS1 to FOX, USA Network, NBC, and TNT via Max. That patchwork model confuses viewers, particularly casual or newer fans who don’t know where to tune in.
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This may be pushing fans away, even while younger viewers are gradually adopting the Prime Video broadcasts. In short, NASCAR is technically on board with streaming, but it hasn’t nailed the strategy just yet, and its slow pivot may be hurting its reach more than helping. However, NASCAR President Steve O’Donnell expected this to happen.
But at the end of the day, NASCAR’s ultimate rival is the NFL. In further revealing how the NASCAR TV viewership is affected, Bianchi said, “The other part of that is too; let’s not ignore the elephant in the room. It’s the NFL. The NFL is extremely popular. The NFL and it’s never been more popular than ever before. The numbers for games continue to rise almost on a yearly basis. And so, it’s hard to go against that. And NASCAR largely does hold its own on Sundays. Like, they do deliver a very good number where outside of the NFL, they’re often the number two most-watched sport. So, that’s something to hang your hat on. But there is a ways to go to get that number even higher.”
NFL remains undefeated. The recent NASCAR Cup Series race at Kansas Speedway pulled in 1.41 million viewers, making it the second most-watched sporting event of the weekend, just behind NFL coverage. Even in tighter viewership periods, NASCAR remains a cable powerhouse. The Bristol Night Race averaged 1.536 million viewers, registering as the number two sport on cable behind football. However, NASCAR isn’t here to be number two and still has a long way to go to bring up its numbers. And Bianchi may know the solution behind the decline.
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Bianchi identifies the root cause of the problem
With the playoff format still being debated and gatekept, the Insider blames the current system for the decline in viewership. Bianchi directly points to NASCAR’s long schedule and its disastrous overlap with the NFL as a major reason the sport is losing viewership. Speaking on the Teardown podcast, alongside fellow journalist Jeff Gluck, Jordan Bianchi didn’t hold back.
Bianchi bluntly says, “38 races, 36 points races, plus 2 exhibitions, is a lot. I am going to reduce the schedule by (removing) second dates at Las Vegas, Kansas, Phoenix, Darlington, Bristol, Atlanta and Martinsville. That puts us down to 29 races. I then would have a floating 30th date somewhere that will be something different, whether that’s Montréal or Mexico City or whatever else.”
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Fewer races would reduce fan fatigue and also help NASCAR avoid competing against football every fall weekend. The point is clear: NASCAR cannot expect to maintain its status as the second most-watched sport if it keeps placing its biggest playoff events directly against the NFL’s Sunday domination.
Moreover, Binachi wants a trimmed, streamlined calendar. He added, “ We’re also going to move the (season opening) Clash back to Daytona… We talk a lot about how we want to give races a big feel… having the Clash at Daytona, I think we’ll do that.”
Another contributing factor, the elimination-style playoff system, and now, as NASCAR scrambles to piece together a new one for next year, the fans are eagerly waiting for an update on it.

All the pieces of the puzzle are finally coming together now. Over the last week, NASCAR has been enjoying its time in Japan. With the exhibition race held at Fuji Speedway, Toyota’s CEO has welcomed the American motorsport with wide arms. Whether it’s taking a spin in John Hunter Nemechek’s No. 42 NASCAR car or getting a fresh click and practically fanboying over the Garage 56 Chevrolet 24 Hours of Le Mans car, Toyoda has surely been on top of things.
Toyota announced a massive $912 million boost to its US manufacturing operations on Tuesday, just days after CEO Akio Toyoda made headlines for hosting a red, white, and blue NASCAR celebration in Japan. All while wearing a Trump-Vance and a red MAGA hat, and there’s a good reason behind it.
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Akio Toyoda clears the air amid his support for Trump
Before the endurance race took place, the CEO of Toyota said, “I’m not here to argue whether tariffs are good or bad. Every national leader wants to protect their own industry. We are exploring ways to make tariffs a winner for everyone. The people we want most to be winners are our customers.” Under the new trade terms reached in September, Japan now faces a roughly 15% baseline tariff on auto imports, down from 27.5%.
For years, media conglomerates and tech giants have tiptoed around Donald Trump, quietly settling lawsuits and doing just enough to avoid becoming his next target. Most corporations keep this dance hidden, terrified of sparking political backlash. But Toyota chairman Akio Toyoda broke the unspoken rule spectacularly, stepping straight into the Trump controversy with a bold, very public display of MAGA alliance.
The star-spangled Sunday event at Fuji Speedway delivered American motorsports flair, featuring top NASCAR drivers, fans waving US flags, and even an appearance from US Ambassador to Japan George Glass. Toyoda used the high-profile moment and his unmistakably bold pro-Trump wardrobe to touch on the simmering trade concerns between the US and Japan.
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Ambassador Glass posted photos from the event, captioned, “Start your engines!” alongside images of himself with the grandson of Toyota founder Kiichiro Toyoda. Glass added that he looks forward to celebrating American motorsports again next year as part of the US 250th anniversary festivities planned in Japan.
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On Tuesday, Toyota, the No. 2 seller of new vehicles in the US behind GM, revealed its nearly $1 billion investment aimed at expanding hybrid vehicle production across the southern United States.
Toyota’s showcase ties into its broader commitment to expand operations in the United States, a plan that President Trump disclosed last month could see the company invest as much as $10 billion by 2030. Much of that spending is slated to wrap up by 2027.
The automaker already dominates the hybrid landscape, holding more than half of the US market through the third quarter, per Motor Intelligence. Now, Toyota aims to push production even further by ramping up hybrid engine and vehicle output at select American plants.
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Kevin Voelkel, the company’s senior vice president of manufacturing operations, said, “Customers are embracing Toyota’s hybrid vehicles, and our US manufacturing teams are gearing up to meet that growing demand. Toyota’s philosophy is to build where we sell, and by adding more American jobs and investing across our US footprint, we continue to stay true to that philosophy.”
The single largest commitment in this investment package is $453 million for Toyota’s Buffalo, West Virginia, plant, which will scale the production of hybrid-compatible four-cylinder engines. Another $204.4 million will go to the Georgetown, Kentucky, facility for similar engine expansion.
Toyota is allocating $125 million to increase Corolla production and add hybrid capacity at its Blue Springs, Mississippi, plant. Additional funds include $71.4 million for the Jackson, Tennessee, facility and $57.1 million for the Troy, Missouri, plant. Altogether, the organization expects the new investments to generate 252 additional US jobs. But as Toyoda won the hearts of the American Motorsports fans, Jimmie Johnson and JHN couldn’t help but piece up a return gift for “Morizo”.
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LMC drivers leave a heartwarming gift for Akio Toyoda
The Super Taikyu Series finale at Fuji Speedway last weekend became more than just the closing chapter of Japan’s top-end endurance championship. The weekend transformed itself into an unexpected cultural exchange when six NASCAR stock cars took the wheel at the historic circuit as part of the USA motorsport culture introduction demo run. Yet even amid the spectacle, it was seven-time Cup Series champion and Legacy Motor Club owner Jimmie Johnson’s thoughtful gesture towards Toyota chairman that drew equal attention.
Toyoda emerged as one of the day’s standout participants. Wearing his TOYOTA GAZOO Racing Rookie fire suit, he climbed into a Chevrolet before venturing out in several machines, encouraged in part by gifts from Johnson. The 50-year-old driver handed him a signed helmet and a bottle of Frank August Kentucky bourbon, while JHN added a second autographed helmet to the haul. This symbolizes gratitude and an extended way of saying thank you.
Since debuting in 1991, the series has functioned as Japan’s prime proving ground for production-based cars and cutting-edge concepts like Toyota’s hydrogen-powered GR Corolla H2. Then the NASCAR demonstration only expanded that mission, highlighting Toyoda’s push for sustainable innovation and deepening global collaboration in racing.

The debate that has dragged on for years seems to be reaching its breaking point. For what feels like forever, NASCAR’s biggest names and longtime veterans have been pushing the sport to restore meaningful practice time. Last month, NASCAR Hall of Famer Dale Earnhardt Jr. revealed he’s been hearing rumblings that the sport may bring back additional on-track practice for the 2026 season. And with a new update popping up, could stock car racing fans finally be getting what they wanted?
Ever since the sanctioning body slashed sessions down to a mere 20 minutes in 2022, teams have been left scrambling, trying to devise setups, gather data, and fine-tune performance with almost no runway before Sunday’s green flag. Now, with the rumor mill spinning faster than ever, a potential shift is gaining momentum, and fans are already rallying behind the possibility of a long-awaited change.
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NASCAR rumor claims that practice time has doubled
Recently, a bold NASCAR fan took to Instagram, writing a simple, “I’ve heard from a few people now that the Cup Series could be looking at more 50-minute practice sessions in 2026, instead of two 25-minute sessions.” That was enough to send the NASCAR community into a frenzy. But this isn’t the first time such a rumor has made its rounds.
Last month, on the episode of the Dale Jr. Download, while nothing is confirmed, Dale Jr. said he had heard credible whispers about expanding practice windows. Junior shared, “Also, hearing a little rumor, there could be a little more practice back on the schedule next year. . . I’m hearing this more so in Xfinity, that there’s just conversations around, ‘Should we have more weekends [that] there are more practice?’”
For now, any plans for extending sessions remain unofficial. As the 51-year-old emphasized, it’s still “a conversation” rather than a done deal. But based on what he’s been told, NASCAR is at least exploring the idea of adding more track time at select events, potentially limited to the 2026 O’Reilly Auto Parts Series and perhaps the Craftsman Truck Series. This could be a major win for drivers entering NASCAR from other disciplines, as the extended practice time will give them more time to acclimatize to the stock car racing format, especially the ovals.
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Junior strongly backed the idea, noting that Xfinity and Truck Series drivers, many of whom are new to these cars and often racing at unfamiliar tracks, desperately need more laps, even if it comes with extra costs. He added, “Our Truck drivers, our Xfinity drivers, they need the laps. . . we’ve got a lot of guys that are going into these cars that haven’t driven them before, that are going to racetracks they’ve never raced before, and they’re getting 10, 20 minutes of practice.”
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Over the years, NASCAR has dramatically reshaped its pre-race routine. Gone are the days of long practice sessions, qualifying rounds, and a full happy hour. In their places are condensed, cost-efficient systems. Currently, the NASCAR Cup Series runs a two-group format with 25 minutes per group. The Xfinity and Truck Series get an additional 25 minutes when visiting road courses, completing a 50-minute full-field session. Across all three series, there is no practice at superspeedways, except for the Daytona 500.
While fans crave more on-track action, many within the sport point to the necessity of extra practice for less experienced drivers, particularly those transitioning from other racing disciplines. Shane Van Gisbergen, for example, has mastered road courses but has faced a steep learning curve on ovals, improving only as he’s gained more track time. And now, with the rumor making rounds, NASCAR fans are praying that it comes true.
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NASCAR fans immediately welcome practice rumors
As rumors of expanded practice time for 2026 spread through the NASCAR community, fans wasted no time sounding off, and for me, the reaction was immediate relief. One fan summed up the long-standing frustration, saying, “Good. Cutting practice time hasn’t saved the teams any money, but certainly made the full weekend experience at the track worse.” Another echoed that sentiment even more bluntly with a simple, “About time.” After years of condensed sessions and rushed data gathering, supporters feel the sport is finally listening.
Beyond the emotional side, fans also pointed out the practical shortcomings of NASCAR’s current format. One viewer laid it out clearly, “I think my main issue was 25 minutes give or take a few red flags wasn’t really enough to learn anything. I get we want to cut costs, but it just felt kinda pointless if it wasn’t 30-50 minutes.” Others agreed that any increase in track time, whether for veterans or newcomers, would immediately make races more meaningful. As another put it, “Good. A step in the right direction.”
And while some comments were straightforward, others carried the excitement of a long-awaited change finally gaining traction. One fan celebrated the rumor outright, writing, “More practice is a very good thing. I hope this happens.” Another kept it short and spirited: “Happy 50 Minutes.” Together, the reactions paint a clear picture. Fans overwhelmingly support the return of fuller practice sessions and believe the sport has been overdue for this course correction.

During his 2025 Xfinity campaign, Jeb Burton seemed to be pushing uphill with worn-out boots. One week, he flashed real promise, like that gritty runner-up at Talladega. However, he was buried in the pack the next, battling a car that simply wouldn’t give him what he needed. At the most inconvenient times, mechanical issues appeared. Lady Luck simply wasn’t on his side.
Burton’s season gradually transitioned from “rebound year” to “survival mode” as mid-pack speed became a recurrent motif. His 14th-place result demonstrated that he was a driver who was tough but not always equipped. As Burton failed to qualify for the postseason, rumors were circulating about his time in NASCAR coming to an end. However, there is good news as we begin the new season: Burton will be back for another opportunity to prove himself.
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Jeb Burton stays put with Jordan Anderson Racing
Jordan Anderson Racing (JAR) Bommarito Autosport issued a clear statement about its plans for 2026: Jeb Burton will return to the No. 27 Chevrolet for a fourth consecutive season. A statement by team owner Jordan Anderson said, “We are thrilled to have Jeb back in the No. 27 for 2026,” emphasizing that the driver brings experience, work ethic, and leadership inside the shop with his presence.
Burton echoed that enthusiasm, calling the opportunity meaningful. “It means a lot to be returning to Jordan Anderson Racing Bommarito Autosport for a fourth season. My focus is to contend for wins and compete for a championship in 2026,” he said.
Stability is important for a team that is still developing its long-term identity in the sport, and Burton has emerged as their go-to anchor. His relationship with the team has strengthened since joining in 2023, even though results haven’t always matched effort. The 2025 season is a perfect example of that. Despite showing pace, Burton managed just one top five, had 2 DNFs, and zero poles in the 33 races. Plus, he missed out on qualifying for the postseason due to an apparent tire failure that caused him to hit the wall, ending his race and eliminating him from contention.
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Regardless of setbacks, the team has improved upon the previous season. His time with JAR includes a defining moment: the 2023 win at Talladega, a landmark triumph that delivered the organization its first (and still only) victory in the Xfinity (now O’Reilly Auto Parts) Series.
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The supporters are still moved by that victory, which serves as a reminder of what Burton and the squad can accomplish when everything works together. The No. 27 continues to be the team’s reliable foundation going into the upcoming season, even though the rest of the 2026 driver lineup has not yet been revealed.
At the end of it all, Jeb Burton’s return announcement triggered a surprising shift online. Conversations began bubbling up across social platforms, and a theme emerged: fans are excited to see what Jeb Burton and JAR can achieve in the upcoming season.
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Fans rally behind Burton
Despite all the highs and lows Jeb Burton experienced in 2025, the response to his comeback was largely favorable. Given how Burton and Jordan Anderson Racing have subtly improved their strengths over the previous several seasons, many fans viewed the renewal as a wise decision for both teams. It was all aptly summed up in one comment by a fan.
“Seems like Jeb and JAR have been steadily improving over the past few years. He almost made the playoffs last year ahead of some big teams.” And that wasn’t hyperbole. Late in the year, Jeb Burton was locked in a tense battle with his cousin, Harrison Burton, for a postseason berth. He was just 31 points shy of Harrison. Both drivers failed to score any points at WWT Raceway, which led to Jeb (and Harrison) ultimately missing out.
Others praised Burton for being one of the drivers who occasionally demonstrates exceptional skill and doesn’t hesitate to take advantage of opportunities. Of course, that aggressiveness has sparked hate for the driver, especially after the October Talladega ‘Big One’ crash caused by him. Burton dove low under Brandon Jones with inches to spare, made contact, and chaos erupted, eliminating a handful of drivers. “He’s legit one of the best underdogs right now, and people only hate him because he’s not afraid to he aggressive at times,” one fan said.
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On the other hand, some argue that it’s exactly what makes Burton genuinely entertaining. As one fan noted, “He’s a midcarder, but he’s fun to watch and has real speed sometimes.” His eight top-tens and a runner-up finish at Talladega in the spring race in the 2025 season prove the point.
But beyond the praise for Burton, another conversation kept reappearing: the future of the No. 31 car. One fan commented, “Good to see Jeb come back! Now to see who lands in the #31 next year…..” while another asked, “Do we think Perkins won’t be back?” Most expect him back. However, with no official announcement yet, speculation continues to swirl. Are you excited about Jeb Burton’s return? Do let us know in the comments.

Last Friday, Chevrolet unveiled a refreshed Camaro ZL1. It will make its competition debut in 2026 in the NASCAR Cup Series. Some of the changes would include a larger hood dome, revisions to the front grille, and redefined rocker panels. The ZL1 debuted in NASCAR in 2018 and changed in 2020, when it was updated to the ZL1 1LE version, and also in 2022 with the Next-Gen car introduction.
However, the Next-Gen car has not experienced the same growth as the Chevy body. Fans and drivers alike have mounted protests and diatribes against the countless faults of the car, with NASCAR mostly turning a deaf ear. But now, the time is ripe for the sanctioning body to change its approach.
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Demands ring out in the NASCAR garage
NASCAR president Steve O’Donnell appeared on a Dale Jr Download episode in October. His words about the Next-Gen car sounded like music to many fans and drivers’ ears. “We’re always open to changes,” O’Donnell said. “The one piece I really look at, and I think our group does, we have this car and some things contained from a cost standpoint, but what does everyone really like? The ability to tweak the car and find an advantage to do something cool. What’s the next iteration of that? Now that we have the parts and pieces long term, maybe we look at race teams are making some parts again.”
When the Next-Gen car debuted, it stripped teams’ competitive ability to tweak their cars. Single-spec parts became the norm to raise the parity in the field. The wider tires and larger brakes make the cars more grippy in tight corners. This prevents the car from sliding around turns as much as its predecessors did. Hence, drivers can pass less. It also appears to enhance the dirty air on short tracks like Martinsville and Bristol, although Goodyear’s tires have made a significant improvement this year.
Due to all these challenges, the NASCAR garage is getting impatient with the executive body. Chase Elliott, the 2020 Cup Series champion, highlighted the topic of parity. “The more we’re the same, the harder it is to be different. Everyone at this level is really good at driving these cars…When the track gets rubbered, it becomes really difficult to do something different than the guy ahead of you since he’s in the optimal line.”
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Adam Stevens, crew chief for Christopher Bell’s No. 20 Toyota, had the same opinion as Elliott. “Throughout the history of the sport, at least in my time, somebody has a hot hand and someone doesn’t. You can be on the leading edge of the development curve, and everyone catches up and you have to get back to work. It creates comers and goers, and fast cars and slow cars, people on the way up and down, with more areas in which to compete.” Other drivers and crew chiefs also chipped in with similar opinions, highlighting how change is paramount.
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Earlier, NASCAR made changes to the cars year after year, except for short intervals. However, in the 4 years of the Gen 7, no significant aero/performance changes actually happened. That was until NASCAR announced the horsepower boost for 2026. The car will jump from the 670 HP used since 2022 to 750 HP for ovals shorter than 1.5 miles and road courses.
This short step has intensified the demand for more subsequent steps. And tests are underway.
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Charting a game plan
On November 12th, RFK Racing participated in a test at Bristol Motor Speedway. Interestingly, fans thought that the rear diffuser was missing in this test. This is a Next-Gen part that Denny Hamlin, Christopher Bell, and others have advocated for removal. However, NASCAR mechanic Bozi Tatarevic noted that the diffuser used had already been in place for road courses and short tracks. That marks a change in the right direction nonetheless. And driver Ryan Preece, who was part of the test, dropped some optimistic comments about this endeavor.
RFK Racing posted on X: “Good morning from Bristol, baby 🫡 @RyanPreece_is rolling out the RFK TeK Alliance test car for day one of tire testing.” The No. 60 Ford driver then shared his thoughts about the 500-lap test. “We just got done testing here at Bristol Motor Speedway. I feel like I did 500 laps,” he said. “It was pretty cold. But yeah, all done for Day 1 testing here at Bristol. I feel like finding the right direction. So, excited about it.”
Next, NASCAR will head to North Wilkesboro for further testing. At the iconic 0.635-mile track, it will consider making technical adjustments to the car to enhance racing and increase passing opportunities. Steve O’Donnell said that discussions are open with drivers, OEMs, Crew chiefs, and others to test at North Wilkesboro, and they will “see what happens.”
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Hopefully, the turnout will be something positive for the sport. Let’s wait and see what changes await the Next-Gen car in 2026.

“NASCAR wants to (but cannot) have it differently on each side of the same coin — heads we win, tails you lose.” This was Judge Kenneth D. Bell’s cutting statement in a NASCAR lawsuit hearing earlier this month. It marked a loss for NASCAR, as the sanctioning body countered its own stance in defining its marketplace. While the final trial is still two weeks away, the earlier hearing may have set the stage for it.
Since October 2024, Michael Jordan’s 23XI Racing and Bob Jenkins’ Front Row Motorsports have been engaged in a courtroom battle with NASCAR. And the objectives of their lawsuit involve making a deep impact on Jim France’s sport – something that may come to pass, according to an insider.
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The NASCAR lawsuit is ready to derail the system
In a recent video on Kenny Wallace’s YouTube channel, John Roberts asked Jordan Bianchi a pressing question. If NASCAR loses the lawsuit, what will happen? The Athletic reporter replied, “They could theoretically be ordered to sell the tracks that they own. The judge could theoretically rip up the charter agreement. Now, he may institute some other level of a charter system, but he also could just say, “This charter system’s gone. You’re going to have to start from scratch.” The teams that have paid many millions of dollars for charters would theoretically be out of that money. And that could potentially impact TV contracts.”
Since last year, Michael Jordan‘s faction has been trying to prove that NASCAR holds the power in “premier stock car racing”. One of the ways in which Jim France and Co. exercise this power is through the charter system. Charters, valued anywhere from $30 million to $50 million apiece, come with guarantees in revenue and starting spots in races. And the hearing in early November was a significant blow for the sanctioning body in this regard. The jury trial is scheduled to begin Dec. 1 in Charlotte, North Carolina.
And then Jordan Bianchi painted a picture of the alternative outcome. The NASCAR lawsuit may end up in Michael Jordan and Co.’s defeat, and the consequences are no prettier. “It’s fair to say that those teams are likely not going to be around anymore. They’re out of their six charters, which they have paid millions of dollars for, and they will be reimbursed for that. I believe they would be reimbursed for that, but they would be effectively out of the business…Both teams have said that if we don’t have Charters, we’re not going to race. And so NASCAR then is going to lose two teams.”
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Therefore, the clock is ticking for the NASCAR lawsuit. Judge Bell has repeatedly urged the parties to settle before Dec. 1, saying the potential ramifications of a trial could be detrimental for all involved, including the case winner. And NASCAR is already preparing for the aftermath.
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No visible end to the tussle
The NASCAR lawsuit has divulged several bitter moments between both sides. Ranging from revealing controversial text messages to personal attacks on individual entities, the animosity has been great. So Jordan Bianchi is not so keen on the possibility of a settlement. “All being said, you would hope that cooler heads will prevail and that they will come to a settlement. But I’ve been saying that for the last year since this lawsuit was filed, and here we are, about three weeks away from the trial date, and we still have no settlement. So, I have no idea.”
What’s more, NASCAR is already preparing for the worst outcome, signaling further bitter exchanges. Should it lose the trial, Jim France would appeal to the U.S. Court of Appeals for the 4th Circuit. Its statement read, “NASCAR looks forward to proving that it became the leading motorsport in the United States through hard work, risk-taking, and many significant investments over the past 77 years. The antitrust laws encourage this, and NASCAR has done nothing anticompetitive in building the sport from the ground up since 1948. … NASCAR believes in the charter system and will continue to defend it from 23XI and Front Row’s efforts to claim that the charter system itself is anticompetitive.”
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Clearly, the journey ahead is going to be a long and rocky one for the NASCAR lawsuit. Let’s wait and see how it all unfolds.

In the NASCAR world, fans doubt there will be any other race in NASCAR history that carries the charisma of the November 1992 Hooters 500 at Atlanta Motor Speedway. That race is remembered as the defining moment in NASCAR history because it had everything a fan could dream of, from a multiple-driver championship battle to the passing of legacies.
The drama, the fuel-mileage tension, lead-lap strategy, and emotional farewells, all these things made the race a once-in-a-lifetime storyline that turned it into NASCAR’s most iconic finale. Let’s dive into why the race continues to hold its iconic status after 33 years.
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Championship fireworks and farewell flames
Even decades later, fans break down why the 1992 Hooters 500 stands unmatched. Is it because six drivers like Alan Kulwicki, Bill Elliott, Davey Allison, Mark Martin, Harry Gant, and Kyle Petty had a shot at the title that season? Maybe yes, for some. But the main reason that the Hooters 500 became so memorable in the fans’ eyes was that it was Richard Petty‘s final NASCAR Cup Series start, and it was the first Cup Series start for Jeff Gordon. That race saw one era end with the beginning of the next era.
That season, the title was won by underdog Alan Kulwicki, which is another reason why the race is still fresh in fans’ memories. Davey Allison entered the race with a 30-point lead, and he just needed a decent finish to grab the title, but he wrecked on 285 laps and could not finish the race. Bill Elliott took the checkered flag but finished 10 points shy of Kulwicki in the closest points battle.
Jeff Gordon captured the electric vibe in a 2022 reflection: “I certainly recognized the significance for me to be part of it because of what I was seeing. Everything was about Richard’s final race, watching him walk through the garage area. Everywhere he went he was just mobbed by cameras, media and fans.”
As a wide-eyed rookie with a strange mustache in his early 20s, Gordon felt the crushing pressure during pre-race meetings, which were packed with celebrities like Burt Reynolds. Gordon’s own nerves were high because of the importance of this race. Maybe it was that pressure that made him crash out on Lap 164 after a pit blunder, and he finished 31st.
Petty’s final day added heart-pounding glamor to the event, literally. Starting 39th in his No. 43 Pontiac, he tangled in a Lap 95 pileup with Ken Schrader and others; his car burst into flames as he slid into the grass. Petty came back on the track to finish all the laps slowly just for the fans who came to watch him race, and that earned him fans’ lap-by-lap ovations. And maybe that’s why he is called the King.
He later took a witty take on his car catching fire: “I wanted to go out in a blaze of glory. Well, I went out in a blaze, but I forgot the glory part.” That fiery moment in his last race may have been his NASCAR 1184 start in a nutshell: “hot like a fire.” And who can forget Kulwicki’s crew chief, Paul Andrews, who calculated the fuel so precisely that the No. 7 barely made it to the finish without running dry?”
The race’s raw drama and even Apache helicopters working as safety vehicles sealed the race spot as the most iconic race.
Now, thirty-three years later, that race still has a grip because it was the last classic Atlanta oval run, giving rise to questions like what-ifs after Kulwicki and Allison’s tragic 1993 crashes. Documentaries like NASCAR: The Rise of American Speed replay Bob Jenkins calling, “Alan Kulwicki is the 1992 Winston Cup Champion!” as proof of a race that redefined unforgettable.
As Petty waved goodbye in Hooter 500, one young driver’s spark lit the path forward.
Gordon ignites NASCAR’s next chapter
Gordon arrived at the Hooter 500 as an immature kid from Indiana, with experience in open-wheel from USAC midgets. His early aggressive laps passed known veterans, which showed his fire in the first race itself, which defined his rise.
Just two years later, in the 1994 Coca-Cola 600, crew chief Ray Evernham gambled on a two-tire stop to steal victory from Rusty Wallace, saying, “It wasn’t really a gamble… We really didn’t have any choice; sometimes you’ve just gotta go for it. If you can’t beat ‘em one way, you have to beat ‘em another. I just can’t believe this.” That call balanced Gordon’s Chevy just right under caution, which let him hold off the field for his first Cup win and proved his blend of speed and smarts.
From there, Gordon exploded into NASCAR as a “Wonder Boy,” racking up 93 victories and four titles over 25 years, third all-time in wins. He echoed Evernham’s decision post-race, stating, “Two was the absolute best decision… We didn’t need a full fuel load, and the two rights actually balanced the car and kept me fast. We weren’t about to beat Rusty otherwise. Nobody was; he was that good all night. But sometimes the fastest car doesn’t win.” Gordon accepted the savvy decision of his crew chief and made it clinch a victory over Rusty Wallace.
In later years, Gordon’s polished image and his sharp business mind drew new crowds, which helped in growing the sport from regional roots to a global audience.
And it all started from a scratchy yet aggressive start at that 1992 Atlanta race, where he marked the beginning of a new era with Hendrick Motorsports.

The Jeremy Clements Racing and Haas Factory Team partnership is set to reshape the mid-tier field of NASCAR’s O’Reilly Auto Parts Series in 2026. For the first time in 15 years, the family-owned No. 51 team will not be working alone.
Jeremy Clements Racing (JCR) confirmed Monday that it has formed a technical alliance with the Haas Factory Team (HFT), marking its biggest upgrade since entering the series. The announcement came through JCR’s official X account with a post reading, “O, O, O here we Go! Big News!”
For a team known for working on tight budgets and doing everything in-house, this move connects them to full factory support, advanced equipment, and a brand-new home base in Kannapolis, North Carolina.
Details of the Agreement
Under the deal, Jeremy Clements Racing will move into HFT’s facility and operate with full Chevrolet backing. Haas Factory Team is switching from Ford to Chevrolet engines in 2026, meaning both teams will share data, engines, and development tools.
“We’ve always fought hard as a single-car team, but this is a major opportunity for us, and partnering with the Haas Factory Team means a lot! We’re excited for what’s ahead! Clements noted.”
Jeremy Clements Racing has spent years piecing together equipment, engines, and personnel, often relying on family knowledge and small-shop work. With this partnership, they will now have access to resources used by top-tier organizations.
Why the Jeremy Clements Racing Haas Partnership Matters
Beyond performance gains, the partnership gives Jeremy Clements Racing long-term security in a sport where costs keep rising. The collaboration will strengthen their development pipeline and align with their goals as they continue to build a presence in the Xfinity-level series.
For Jeremy Clements Racing, the alliance arrives at a perfect time. The No. 51 team, which finished 23rd in 2025, but with improved chassis and aero support from Haas, now has a better chance at consistently running inside the top 20 and making a playoff push.
The Sponsors Behind the Move
Clements made it clear that the team’s longtime partners kept the organization alive long enough to reach this moment.
“Our sponsors have always had our backs, and honestly, we wouldn’t be here without them,” he said. “We’ve got a ton of sponsors to thank for making all this possible. Huge thanks to All South Electric, Alliance Driveaway Solutions, and One Stop Convenience Stores for always going above and beyond for us. We are also extremely grateful to All Weather Power Equipment, Fly and Form, First Pacific Funding, Kingdom Truck Sales, Spartan Waste, Fox Sports Spartanburg, and Kevin Whitaker Chevrolet. We couldn’t have done it without all of them. They’re the reason this partnership came together.”
More teams across the series are leaning into partnerships like this to stay competitive. On the same day Jeremy Clements Racing made its announcement, Viking Motorsports revealed a deeper alliance with Richard Childress Racing.
With manufacturer changes, electric testing, and international expansion on NASCAR’s radar, alliances like this are becoming necessary. The 2026 season opener at Daytona is still months away, but all eyes will be on how far the No. 51 can climb with factory-grade support powering their next chapter.

Tim Kuniskis made a promise to the NASCAR industry and fans that Ram’s return to the sport would not be done quietly, but with bold, exciting intentions.
On Monday, the manufacturer announced another way to deliver on that promise with the unveiling of the Free Agent Program for its Craftsman Truck Series efforts. The No. 25 entry, one of five for Ram anchor team Kaulig Racing, will put a different driver behind the wheel each weekend, and one that will not be revealed until the week of the race.
“There are 20 million fans of NASCAR, but a large percentage of that is in the Cup Series; it doesn’t necessarily transfer back down to the Truck Series,” Tim Kuniskis, the CEO of Ram, told RACER. “Some of it is the time of the weekend that it’s on and things like that, but it never made sense to me because there are synergies between the two series, and the fact that 50 percent of the fans drive a truck. I never really understood why there wasn’t more engagement in the Truck Series.
“I said, ‘You know what, that’s our challenge.’ Our challenge is that we’re going to be in the series, at least for the first year, exclusively, and we need to create more fan engagement in the Truck Series. That’s where the free agent (idea) came from.”
The conversation started early in Ram planning out its return to NASCAR, including understanding how much the sport has changed in the last 12 years. The advice started flowing in, some of which made Ram nervous but didn’t scare it away. One of the things that came up right away was opinions on how many trucks Ram should field.
To be competitive, the thoughts ranged from the number absolutely needing to be two trucks, to how Ram would be crazy if they tried to do it with anything less than six.
The sweet spot landed at three full-time teams for Kaulig Racing with Brenden Queen, Daniel Dye, and Justin Haley, and then two additional entries. One of those will be the free agent truck, while plans for the fifth truck are still to be announced.
“It’s not 36 drivers on the grid,” Kuniskis said. “There are probably 400 that NASCAR and someone the caliber of Kaulig Racing would say, ‘This is a driver who is qualified to compete,’ and for whatever reason, maybe they’re retired from NASCAR, maybe they’re in a different form of motorsports, or in something else, and they are not on the grid or in the Truck Series. We said, ‘What if we could bring them in and every single week have a different driver?’
“Maybe it’s 25 drivers, maybe it’s 18 drivers, and some of them do it more than once, and things like that. Could we expand the reach and the engagement of the Truck Series? We all agreed it would be really cool and really fun. Holy (expletive), can we actually do this, though? So, we said, ‘You know what, we’re going to try it.’”
Kuniskis hopes one way the program drives engagement is through fan response. Not only in how it plays out, but also in its reach among fans who want to see their favorite driver participate.
The driver announcement for race weekend will take place on Monday of race week. Kuniskis admitted that some drivers have already come calling about the opportunity since word around the NASCAR garage travels fast.
The entry will not be chasing points or a championship. Ram will have its own point system for drivers of the No. 25 entry, based on individual track performance, and a prize will be awarded at the end of the year. Those details will be announced before the start of the 2026 season at Daytona International Speedway.
And for driver eligibility? The program is open to anyone in the motorsports world. It is not limited to those with NASCAR experience.
“There are only two rules,” Kuniskis said. “No. 1: NASCAR. No. 2: Kaulig Racing. If they both agree (insert driver here) will be safe on the track and not put anyone else at risk, great. Then, if we think it fits the brand, what we’re doing, it’ll be a competitive driver and fun and engaging, they’re eligible.
“That’s it.”
Friday, February 13, at Daytona is the first race of the 2026 season for the Craftsman Truck Series. There are 25 races on the schedule.

Kaulig Racing’s fourth Dodge Ram entry in the Nascar Craftsman Truck Series will have a unique program in 2026.
The new No. 25 Dodge will have a different driver in the truck each week as part of what Kaulig is calling the “free agent driver program.”
“The free agent seat gives us the flexibility to bring in talent while keeping fans on their toes,” team owner Matt Kaulig said. “Each driver will bring something unique to the team. It’s a new idea, and exactly the kind of energy we want heading into 2026.”
The program will be quite different from what Nascar teams normally do. The Dodge truck’s driver will only be announced on the Monday prior to each race.
Kaulig did not provide any hints as to who will be behind the wheel of the No. 25 truck. Dodge will also have a prize for the driver in the No. 25 truck who has the best result(s) in 2026.
Thus far, Kaulig has announced four of its five trucks for 2026, marking the return of Dodge to Nascar.

Ram’s return to the NASCAR Craftsman Truck Series has already generated plenty of intrigue and excitement. An announcement on Monday added to that intrigue, as Ram unveiled its

“We do not have a contract with either one of those guys,” Kaulig Racing president Chris Rice said a few days ago. He was referring to Tony Stewart, a three-time NASCAR Cup Series champion, and Kasey Kahne, an 18-time Cup race winner, potentially wheeling Kaulig’s trucks. Although Rice wanted to deflate rumors, they have picked up pace again with the introduction of a new driver program.
Ram Trucks are returning to NASCAR competition for the 2026 Craftsman Truck Series season, and Kaulig Racing is their base. The OEM has five entries, of which three are fixed – with Brendan Queen, Daniel Dye, and Justin Haley confirmed. However, fans are more excited about one of the last two entries.
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Ram Trucks are inviting the heavyweights
To hype up its arrival, Ram just introduced the ‘Free Agent Program’ for the No. 25 Kaulig Racing entry. It will have a different driver behind the wheel each weekend. And their focus is on the cream of the sport, as CEO Tim Kuniskis said. “There are probably 400 that NASCAR…would say, ‘This is a driver who is qualified to compete.’ And for whatever reason, maybe they’re retired from NASCAR, maybe they’re in a different form of motorsports, or in something else…We said, ‘What if we could bring them in and every single week have a different driver?’”
The main reason for this new formula is fan engagement. Tim Kuniskis continued that his challenge was to rope in more Cup Series fans to the Truck Series. “There are 20 million fans of NASCAR, but a large percentage of that is in the Cup Series; it doesn’t necessarily transfer back down to the Truck Series…It never made sense to me because there are synergies between the two series, and the fact that 50 percent of the fans drive a truck. I never really understood why there wasn’t more engagement in the Truck Series.”
The conversation around the Free Agent Program started early when Ram was first planning its return. In understanding how the sport has changed rapidly over the past 12 years, the OEM took steps accordingly. A vast swathe of veteran drivers have left the sport in this period – like Tony Stewart, Jimmie Johnson, Jeff Gordon, and so many more. Whoever takes up the wheel will not be chasing points or a championship. Ram will have its own point system for drivers of the No. 25 entry, based on individual track performance. It will reward a prize at the end of the year.
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Ram announced its return to NASCAR competition on June 8 in Michigan. And the Kaulig Racing partnership with the manufacturer was formalized on August 23. Team owner Matt Kaulig applauded the free agent program’s launch. He said in a news release that “it’s a new idea, and exactly the kind of energy we want heading into 2026.”
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What’s more, the fans are also going gaga over this snazzy new program.
NASCAR fans shower positive comments
First and foremost, this announcement adds more depth to the Tony Stewart theory. The versatile legend left full-time NASCAR competition in 2016 and also shuttered his Cup Series team, Stewart-Haas Racing, in 2024. Currently wheeling 11,000 hp dragsters in the NHRA, Stewart is heavily engaged. Yet hints are appearing about his NASCAR comeback, and fans are excited. Somebody wrote, “Makes the rumor of Stewart and Kahne potentially racing less false! Because big if true!”
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Another fan compared Ram’s enthusiastic return to Michael Jordan’s NBA comeback in 1995. His return reenergized the Chicago Bulls for a thumping season – something also expected from Ram’s drive. The fan wrote, “RAM is going go absolutely drag the other manufacturers in terms of marketing and fan engagement. If they can back it up with performance, this is Jordan ’96 level comeback.” Somebody else hyped up the Free Agent Program announcement. Amidst all the criticism for NASCAR’s programs, this sounds welcoming: “That sounds awesome 🤩👏💪👊🏁”
People started to name-drop some heavyweights from other sports as well. Somebody suggested none other than four-time Formula One World Champion, Max Verstappen, as an option. “MAX VERSTAPPEN IN TRUCKS!!” Another fan chipped in with the CEO and president of UFC (Ultimate Fighting Championship), Dana White. “When is @danawhite making his first nascar start.”
Clearly, the excitement is no less for Ram’s Free Agent Program. We can only wait and see how it unfolds in real time in 2026.

“I’ve been a fan of the Supercars Championship since I was a kid. I’ve always rated the drivers and teams in the category highly,” Austin Cindric said as he makes his debut in a new motorsports series down under. The NASCAR star is set to participate in the BP Adelaide Grand Final at the end of the month as a wildcard entry.
And he’s leaving no stone unturned. Just days ago, a video surfaced of Cindric turning his first laps in a Gen3 Supercar, trying to master the ‘heel and toe’ technique used by fellow Supercar drivers. This shows that for Cindric, this isn’t a vacation drive or a PR stunt. This is a driver fully immersing himself in a different racing culture. And what he sees in this exchange says a lot about the future of NASCAR, Supercars, and cross-series competition as a whole.
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Austin Cindric explains why crossovers matter more than ever
Austin Cindric isn’t going to pretend he’s going to outpace Will Brown or take over the field on this journey to Adelaide. It’s about something more significant: crossover culture, which the entire motorsports industry has been subtly embracing. As Cindric himself emphasized on the Apex Hunters United podcast, “I’m here to get the experience, get some awareness for the series. Anytime you can have crossover in motorsports, it’s so much fun.”
He makes a valid point! Cross-discipline participation infuses racing communities with energy and new stories. Cindric gave well-known examples. For instance, Fernando Alonso’s participation in Le Mans brought Formula 1 fans into endurance racing. Similarly, Kyle Larson’s Indy 500 performances enthralled NASCAR and IndyCar fans alike. The 2025 Indy 500, which saw Larson participate, pulled in the best TV ratings since 2008 – an astounding 7 million+ viewers!
Now, with Austin Cindric’s participation, NASCAR fans who’ve never watched Supercars suddenly have a reason to care. The same thing happens in reverse. Just look at what Shane van Gisbergen brought with him the second he stepped into NASCAR. His success is a major talking point in the Australian Supercars community, with some fans tuning in to NASCAR specifically to follow his progress. News of his wins, such as the Mexico City victory, garnered widespread media coverage in Australia, helping attract new fans.
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That’s the ripple effect Cindric’s talking about: drivers don’t just bring skill, they bring awareness and audiences. Cindric concluded, “I’m as competitive as they come. But I’m here for the experience for sure.” It’s not about showcasing his superiority. The goal is to demonstrate that racing can transcend regulatory agencies and silos. The true advantage is that each crossover widens the track, making motorsports more international, cohesive, and interconnected than ever before.
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Cindric compares Supercars to the NASCAR Next-Gen car
Austin Cindric is learning a completely different beast rather than just a new track as he logs laps in Australia. Although NASCAR’s Next Gen vehicle and the Gen3 Supercars Mustang have comparable DNA, the similarities end there once you’re seated. And Cindric is getting a firsthand education of that.
The 2022 Daytona 500 winner, driving for Tickford Racing for the event, is currently getting used to a new weight balance, a right-hand drive cockpit, a different braking feel, and a new steering reaction. It’s a lot to take in. Particularly if you’ve been turning left from the other side of the automobile your entire career.
“I think in a lot of ways, quite a bit of what I expected. It’s good to feel it out and kind of put everything that I’ve done prep work-wise, have a feel for it, and really put some relevancy behind some of the questions that I may or may not have, work on some of the techniques. I think I’m at that point where you’re trying to work out best practices,” Cindric explained.
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But here’s the headline: Cindric says the Supercars Mustang straight-up drives better. The car provides him more confidence because of its reduced weight, more downforce, and grippier tires, particularly when braking and entering corners. The Next Gen is simply constructed differently; it’s not inherently flawed.
“It [Supercars] drives a lot better. The current generation Cup car is a lot more rigid. Like, I’ve really had to talk myself into using the curb as much as I can with this car,” Cindric compared the two. And that makes sense. The Next Gen is a race car’s Swiss Army knife, designed to tackle everything from Chicago’s street circuit to superspeedways. The Gen3 is a scalpel designed specifically for street and road racing.
At the end of it all, Cindric’s learning curve is steep. But he’s loving every second of it!

NEWYou can now listen to Fox News articles!
Kaulig Racing and Ram said they would bring some outside-the-box ideas to the Craftsman Truck Series – and they’re delivering with the next phase of the truck manufacturer’s return to NASCAR.
It was announced Monday that a unique Free Agent Program for the #25 Ram 1500 at Kaulig Racing will debut in the 2026 Craftsman Truck Series. The program will bring an

Testing for the 2026 NASCAR Cup Series season has officially started, and for once, there is true optimism in the air instead of just hope. A few teams unloaded at Bristol Motor Speedway for a unique Goodyear tire test just one week ago. Their mission was to check for two things fans have been begging for. More horsepower and less falloff. All because many were disappointed by Bristol’s most recent race.
However, the voices emanating from the garage sounded different this time. There’s actual advancement. genuine potential. The 750HP package being tested could bring back something NASCAR has been missing for years: throttle control, tire wear that matters, and battles where driving skill actually decides the outcome. And no one summed up the stakes better than Ryan Preece.
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Ryan Preece explains why NASCAR needs more horsepower
On the latest episode of the Dale Jr. Download podcast, Ryan Preece didn’t dance around his point. He was as straightforward as he could be. “Over time and as we continue to go down this path, I’d like to see an increase in horsepower,” he stated. And for 2026, that’s finally happening. The current offseason test at Bristol is setting the stage for a bump to 750 horsepower at all tracks under 1.5 miles.
This includes Bristol, Darlington, Dover, Nashville, and World Wide Technology Raceway. By increasing horsepower, NASCAR hopes to force drivers to better manage throttle application and tire wear, making the racing more dynamic and challenging for both competitors and crews.
This change is a response to feedback from drivers like Preece, crew chiefs, manufacturers, and fans who have called for more power to improve short-track and road-course racing. Preece also talked about modifications to the car’s aerodynamics, like using fewer rear diffuser strakes or, in certain testing, eliminating the diffuser.
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The diffuser, a plate underneath the car’s back, aids in directing air to improve stability and downforce. Reducing strakes increases tire slip and driver skill by reducing downforce. However, it can also cause cars to “fight the same problem” of following closely and fewer overtakes, particularly in dominant lanes.
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“There will be a point where we can’t probably go any softer because we’ll, you know, to your point, we’re going to damage the tires. We’re going to blow them apart, and that’s going to be on us.” Preece said of the limitations of softer Goodyear compounds in relation to tire wear. This risk was demonstrated in the 2025 Bristol event when Josh Berry, Austin Cindric, and Chad Finchum’s Fords experienced fire and smoke issues due to aggressive tire choices. More horsepower means the balance between excitement and durability remains delicate.
By the conclusion of the Bristol tire test, Preece was optimistic. “Feel like [we’re] finding the right direction,” he said earlier. As NASCAR heads into the 2026 season, the innovations in power, aerodynamics, and tire selection promise fresh action. Perhaps, we will see a return to the gritty, unpredictable racing that fans love most.
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NASCAR’s new OEM testing rules for 2026
Longtime NASCAR insider Bob Pockrass has revealed how NASCAR is strengthening its regulations on manufacturer testing for 2026. The new regulations, which apply to all three national series, are intended to provide a more equitable playing field while controlling expenses.
If you follow NASCAR closely, you already know how vital OEM testing is. Here, manufacturers adjust engine performance, aerodynamics, and overall setup while adhering to NASCAR’s stringent regulations. It’s also closely monitored to ensure no team gains an unfair technological edge.
Under these updated regulations, any new OEM entering the sport, like Dodge (defined as one that hasn’t competed in the last five seasons), will face specific limits. They’ll be allowed a maximum of three testing sessions, and each session can run for no more than two consecutive days.
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NASCAR also added some flexibility to account for weather interruptions, ensuring sessions aren’t unfairly cut short. All testing must be wrapped up by March 1 of the season year, setting a firm preseason window. But the rulebook gets even stricter. Testing can’t take place at any track that’s been newly added to the schedule or recently repaved. e.g., San Diego street course at Naval Base Coronado.
And to keep the schedule fair for all, no OEM testing is allowed at any track within 60 days of a race weekend at that venue. That prevents teams from sneaking in valuable data just ahead of competition. There’s also a cap on scale. Each test session can involve up to three affiliated organizations, and they’re permitted no more than two cars apiece. This prevents powerhouse teams from stacking the field with data-gathering resources while ensuring testing remains efficient rather than exhaustive.
These regulations essentially achieve a balance by promoting innovation without sacrificing budget or parity. NASCAR desires cost-effective, competitive racing. And these new guidelines are designed to keep every OEM honest, prepared, and playing by the same rules.

“I don’t want the next Christopher Bell, who is ten years old right now, thinking about NASCAR, wanting to go to NASCAR, wanting to be a champion, and say, ‘huh, this is a little bit more of a chance on a one race, right?’” O’Donnell said recently, hinting at what many believe is now inevitable. It’s been a long time coming, and everyone in NASCAR knows it. Drivers have spoken up. Fans have sounded off. Even executives can’t ignore it anymore. The playoff format, once hailed as bold and exciting, is now the center of growing frustration. And if you ask NASCAR President Steve O’Donnell, the sport can’t afford to keep letting championships hinge on a single, do-or-die race.
Behind closed doors, the playoff committee has been meeting for months. The discussions are done. A decision is near. And according to one insider, what comes next could rewrite the modern era of NASCAR forever.
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Jordan Bianchi explains the roads NASCAR can take
On the latest episode of the Lights Out podcast, Jordan Bianchi didn’t mince words when talking about the change coming to the NASCAR playoffs next year. “There is 100% a change coming to the playoff format. There will be a big change to the playoff format. Now, what that change is going to be exactly is up in the air,” he said.
As per Bianchi, three ideas are currently on the table, each radically different in philosophy, purpose, and impact. The first is “a season-long full 36 race championship.” This is the most traditional and the most familiar to longtime fans. Simply put: whoever scores the most points over every race of the season wins the title. No eliminations, no resets, no winner-take-all chaos. Formula 1 and IndyCar still use this system, and NASCAR itself lived by it for decades. It rewards consistency, durability, and domination over the long haul.
Then, as Bianchi revealed, “There’s also a heavy discussion centered around the 10 race chase.” This format sits somewhere between the past and present. Drivers race the full season, but only the top 10 or 12 are eligible for the championship over the final 10 races. The twist is that there are no eliminations. Points accumulate straight through to the end. It preserves the pressure of the NASCAR playoff, without the “must-win” chaos that can derail a multi-win driver’s season over one bad race. Denny Hamlin and Connor Zilisch will definitely love this!
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The third is the 3-3-4 format. This is the most modern of the three. This proposal keeps rounds of the current NASCAR playoff system: 3 races, 3 races, then 4, with eliminations along the way. But unlike today, the champion wouldn’t be decided in a single event. Instead, the final four-race stretch decides it. The driver with the most points across that mini-season takes the crown.
Finally, Bianchi summed it up, “I can promise you that it’s going to change. It’s just a matter of how it’s going to change.”
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Meanwhile, Hamlin says the NASCAR playoff is here to stay
Denny Hamlin has spoken candidly about the NASCAR playoff format amid ongoing criticism, firmly stating that the playoffs are here to stay despite calls for change. After a heartbreaking 2025 season in which he came close to his first championship but lost at Phoenix due to a late caution and race restart, Hamlin shared his frustrations with how the current system can penalize dominant performances for the sake of entertainment.
He highlighted that while drivers like himself, William Byron, Kyle Larson, and others advocate for a larger sample size to decide the champion, NASCAR’s clear direction is to maintain the playoff format. Hamlin explained that a full-season points-based championship, like those popularized in NASCAR’s earlier decades, is unlikely to return.
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Everyone get over it, you’re going to get playoffs,” he said bluntly on his Actions Detrimental podcast. Hamlin emphasized the unfairness drivers face when a season’s dominance can be undone in a single race due to late-race cautions or strategic calls, but acknowledged that the playoffs inject unique “drama” and “intensity” into the sport.
Despite his disappointment, Hamlin gave credit to Kyle Larson, calling him a deserving champion who “played the game as it was meant to be played” by adapting to the final race situation. The debate over the playoff format continues to divide fans and drivers, with some nostalgic for the older formats and others accepting the thrill the playoffs bring.
Hamlin’s comments reveal a sport at a crossroads, balancing tradition with entertainment demands while keeping drivers motivated and fans engaged. As NASCAR prepares for potential tweaks in 2026’s playoff structure, Hamlin remains realistic but hopeful, focused on racing hard despite the system’s flaws. His perspective is a powerful reminder of the complexities in crowning a champion in modern NASCAR.​

If you’ve been following Austin Cindric’s career, you might have noticed that he has never been the kind of driver to stay in one lane (literally or figuratively). He cut his teeth first in Legends cars and Bandoleros, moved to Global RallyCross, and then took on the rough-and-ready ARCA Racing Series.
From there, it was a typical steady climb. Trucks, Xfinity, and eventually the NASCAR Cup Series, where he stunned the sport by winning the Daytona 500 as a rookie in 2022. But even for a driver with that kind of résumé, Australia’s V8 Supercars presented an entirely different beast. New car. New style. New expectations. And yet, as Cindric strapped in for his debut, no one expected what came next. His ‘new’ braking technique wowed everyone.
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A new chapter in a new hemisphere for Austin Cindric
Austin Cindric is no stranger to unfamiliar machinery, but this time, he’s taking that adaptability halfway across the world. The NASCAR Cup Series winner has officially unveiled the livery for his wildcard entry in the BP Adelaide Grand Final, marking his long-anticipated Supercars debut.
Wrapped in a striking Repco, Armor All, and Ford-backed scheme, Cindric’s Tickford Racing-prepared Mustang is set to stand out on the Adelaide Parklands Circuit. At 27, the Ohio native is stepping into one of the most respected touring car arenas on the planet, becoming the first American to compete in the Repco Supercars Championship since Alexander Rossi co-drove at Bathurst in 2019.
His Supercars journey begins with a Sandown ride day, followed by testing at The Bend Motorsport Park before officially joining the 25-car grid from November 27–30. The timing couldn’t be better. It’s the same weekend the 2025 Supercars champion will be crowned.
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Cindric himself couldn’t hide his excitement. “I’ve been a fan of the Supercars Championship since I was a kid. I’ve always rated the drivers and teams in the category highly. So, needless to say, my interest has been high for an opportunity to test myself against the best, all while still getting to soak in the atmosphere of what I think should be a great weekend of racing at the Adelaide Grand Final.”
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The world is watching, especially the NASCAR community. And soon enough, fans would get a look at something that made them do a double-take. An onboard video of Cindric’s very first laps in a Supercar made the rounds on social media, and fans couldn’t help but notice a surprising technique that no one saw coming.
Fans lose it over Cindric’s technique
Austin Cindric’s very first laps in a V8 Supercar hit social media, and suddenly everyone had something to say. But instead of skepticism or jokes about “the American trying Aussie racing,” the reaction was almost universal admiration. One fan summed it up perfectly. “I expect a lot from professional race drivers, but that lap is still pretty impressive. About a 1:12 lap for his first ever laps, and it looks like a bit of a greasy track too.”
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What really stole the spotlight, though, was something even seasoned NASCAR viewers don’t often see: a unique downshifting technique. As another fan pointed out: “Someone has taught him to heel and toe.” For the uninitiated, heel-and-toe is an advanced braking technique that allows drivers to brake while blipping the throttle. This helps keep the engine and gearbox in harmony while downshifting at high speed. It’s common in road racing. Rare in NASCAR.
Which is why the next comment raised eyebrows. “Woahhhhhh, looks like Austin is going to beat SVG on road courses next year, heel and toe.” And that comparison wasn’t random. Shane van Gisbergen, the Kiwi Supercars legend turned NASCAR rookie, relied on the same technique to win in his debut at Chicago back in 2023 and now has five road course races in his first full-time Cup season in 2025. It’s part of what made him so lethal outside ovals. Now, with NASCAR looking to add more road courses in the future, the technique might get a win or two for even Cindric.
Others simply couldn’t look away. “Could watch that all day long 👌” Meanwhile, one fan joked, “Good job mate, might drive his NASCAR like this from now on haha🤌” But there’s truth buried in the humor. Cup cars don’t require heel-and-toe. Most drivers use their left foot to brake because of sequential gearboxes and braking zones that differ from traditional touring cars.
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Still, one fan nailed the moment. “Good lad, some nice heel & toe action and a good lap. Not bad for jumping from iRacing SIM into the real deal. Hope he enjoys The Bend on Wednesday.” Austin Cindric hasn’t even raced yet. And he’s already earning respect. Now, all eyes shift to Adelaide. If this is what he looks like on Day 1, the main event could be something special.

“To my crew chief, Danny Stockman, oh, you’re making me cry, I love you, dude. You are the best, and we have been so honest with each other. I can’t look at you — and never gave up on one another.” Those were the words of a teary-eyed Jesse Love, the newly crowned Xfinity champion at the NASCAR Awards banquet.
It wasn’t just a thank-you speech. Rather, it was raw, unfiltered emotion. The kind you hear only when the grind, the scars, the late-night calls, and the near-breakdowns have all finally paid off. Because for Jesse Love, this title wasn’t won alone. It was earned alongside the one person who pushed him, challenged him, and believed in him as fiercely as he believed in himself. And that brings us to the heart of his story.
Jesse Love thanks Danny Stockman
Jesse Love’s journey to the 2025 NASCAR Xfinity Series championship was defined by the close partnership he forged with crew chief Danny Stockman. This was a relationship that stretched over two relentless years of racing, learning, and growing together.
“For the last two years, the person that I have answered to every single day the person that I’ve you know went through life with you know every single day there’s been probably three maybe four people that I’ve done that with but one of those people has been Danny Stockman,” Love explained on Eric Estepp’s latest podcast.
Stockman joined as Love’s crew chief in 2024 with Richard Childress Racing and worked tirelessly to elevate their performance. Love had an amazing rookie season, winning multiple poles, a streak of top-ten finishes, and his first career win at Talladega. In 2025, the duo’s persistence paid off, as Love nabbed his Xfinity Championship at Phoenix after defeating his best friend, Connor Zilisch.
Stockman’s technical expertise was frequently cited during race broadcasts, and his influence was evident during late-race adjustments that brought the No. 2 car to life when it mattered most. Love isn’t the first driver to benefit from Stockman’s skills and expertise.
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In the past, he’s mentored talents like Brandon Jones, Daniel Hemric, Chandler Smith, Nick Sanchez, and Austin and Ty Dillon. All NASCAR stars are in their own rights. While their collaboration between Love and Stockman was often harmonious, it wasn’t without friction. Love candidly described heated arguments and candid exchanges over the radio. But together they turned it into a winning season.
“So when you like have to work that hard for something and you do it with somebody that makes all these sacrifices for you and you have like those arguments, right? And you have those fights, and then on top of that all the work you guys both put into it and you do it together. When you both accomplish something, it’s like a humongous deal, right?” Love explained.
“It definitely meant a lot to me to, you know, talk about him,” Love concluded, underlining the huge significance of teamwork in NASCAR success. Their story stands as a testament to perseverance, loyalty, and the unbreakable bonds formed in the pursuit of a championship dream.
Love also thanks his close-knit family
While Jesse Love’s emotional tribute to Danny Stockman stole the spotlight, it was far from the only heartfelt moment in his championship speech. In fact, Jesse made it clear that his victory was not just his. In fact, it belonged to the people who held him up long before the trophies, cameras, and headlines – his family.
“To my mom and my sister, I know what you have sacrificed for me to chase this dream,” he said, voice trembling. “The trips you didn’t take, the things that you gave up, and the years of uncertainty that you went through… tonight, this championship is yours too.”
Jesse’s mother, Elizabeth Love, carries a legacy of resilience. A fourth-generation Mexican-American, her family story traces back to the 1870s – from England to Mexico, and then across generations into the United States. From her great-grandparents to her father, each generation worked for a better life. That grit shaped Jesse, too.
Then came a moment of young love, steady and sincere. “To my beautiful girlfriend, Georgia. Thank you for standing by me through it all. You have seen many versions of myself, and accepted all of them.” Georgia Kryssing, a realtor working across the Carolinas, has been one of Jesse’s most visible supporters. Whether she’s posing with him in Victory Lane, cheering from the pits, or celebrating at awards shows, she’s been part of the journey at every step.
But everything shifted when Jesse’s thoughts turned to the man who set his path in motion. “The one person who’s been there from the very beginning is my dad,” he said, fighting back emotion. His father, Jesshill Love, was a midget racer himself. And later, a businessman who built the financial foundation that allowed Jesse to chase racing full-time. Now a lawyer, real estate investor, and CEO of three portfolios in California, as well as HomeSmiles, Jesshill didn’t just fund the dream. He believed in it before anyone else did.
And on that stage, Jesse made sure no one missed the truth: He may have driven the car. But he never made this journey alone.

Not only did the NASCAR Cup Series finale leave fans buzzing at Phoenix, but it also left many fuming over the format. And since then, every passing day brings in more chatter. Does a single high-stakes race fairly crown a champion, especially when the regular-season grind ends up getting overlooked? Richard Childress Racing’s new champ, Jesse Love, sits right in the center of it all, after winning over Connor Zilisch’s dominating ten-win season to grab the crown.
The backlash over Love’s win is evident, as fans argue that Zilisch’s dominance throughout the season deserved the crown more than a late surge in a single race. And now, the champ himself, addresses the elephant in the room…
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Jesse Love breaks his silence on the immense playoff backlash
In a candid chat on Eric Estepp’s podcast, Jesse Love dove straight into the fan firestorm. “I definitely, I was on social media. I didn’t shy away from it at all. I was definitely on it. I wasn’t really like active and engaging with any of it, but I was I mean I’ve read a lot of stuff. I enjoy it, right?” the driver said.
“And I think like for and I think all the fans would agree with me, like if you’re coming after like me or my team, like personally you’re probably deserve to be on what an idiot… I think that if you’re a fan that’s upset about Connor losing or the format or, you know, just the playoffs as a whole, like, your opinions are completely valid,” Love said, acknowledging the raw emotions of the fans without dodging them.
This came days after his thrilling pass on Conor Zilisch with 24 laps left at Phoenix Raceway. He led the rest to clinch the title. And that win marked a perfect cycle for Jesse Love, as he won the first race of the season in Daytona and the last and most important race. And in between that cycle, there was Zilisch, who dominated the whole season with ten wins and a record-breaking 18 consecutive top fives but fell short in the final.
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Love‘s words hit home because the playoff debate has long divided fans. Introduced in 2016 and tweaked over the years, the elimination-style setup amps up drama but often sidelines drivers like Zilisch, who logged the most victories and Rookie of the Year honors yet settled for second-best on the main night.
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Love, in his sophomore Xfinity year after a 2023 ARCA title, stayed steady with nine top-fives and 22 top-10s across 33 races. Still, the backlash stung, with online chatter calling out the “unfair” single-race decider, echoing complaints from past champs like Kyle Busch. The reigning champ also showed empathy for those fans who have been waiting for NASCAR to switch to a 36-race points-based format.
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“I want what’s going to make the most fans happy… Because at the end of the day, like, we don’t have a job if the fans aren’t happy and the fans don’t want to tune in,” Love concluded. This mindset stems from his roots, including starting in quarter midgets at the age of 5, grinding through ARCA championships, and now balancing stardom with humility under the guidance of crew chief Danny Stockman.
In the finale, Love credited his edge bluntly: “I knew I had to throttle up and get my nose ahead. He was running a really good race. My car was just better tonight,” a nod to RCR’s pit strategy and setup that outshone Zilisch’s JR Motorsports machine. But Love’s poise hints he’s got more on his mind beyond the title. As the dust settles on his championship glow, he turns his attention to rising talents facing their own hurdles, like a young prospect’s unexpected setback.
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Love’s quick take on Brent Crews’ tough break
NASCAR’s next generation took a hit when 17-year-old Brent Crews, fresh off four ARCA wins in 2025 with Joe Gibbs Racing and Nitro Motorsports, landed in the hospital during off-season prep. Crews, who kicked off his pro career in 2023 with Venturini, posted a video from his bed where his face was swollen and his right hand was in a cast, captioning it “Offseason activities…” with dark humor.
It’s the kind of resilience that defines racers; even in the most painful moments, they don’t leave their sense of humor behind. However, these incidents underscore how brutal even casual off-season practices can be for young prospects eyeing Xfinity runs.
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Jesse Love, no stranger to such incidents, couldn’t resist chiming in with his signature wit. “Bro, you look chopped,” the champ commented on Crews’ post, a four-word witty reply that lightened the mood while showing brotherly concern. This exchange captures the tight-knit vibe in NASCAR’s lower ranks.
Crews’ solid year positioned him for bigger things, but injuries like this test mental grit, much like Love’s own sophomore season that ended in gold.

Denny Hamlin has done almost everything a NASCAR driver can dream of. 60 career Cup wins, tying him for 10th on the all-time list. Crown jewels? He’s checked them off. His name sits among NASCAR’s 75 Greatest Drivers. He’s conquered the Busch Light Clash, won on every style of track, and outlasted eras, rule changes, and rivals. And yet… the one thing that keeps slipping away is the championship.
At Phoenix in 2025, it looked like this might finally be the year. No. 11 was fast. The crowd was behind him. The moment felt right. But, once again, fate blinked. A race that should have rewritten history instead became another chapter in a familiar story. But that’s where this one takes a turn because Denny Hamlin is starting to define his legacy on different terms. And it’s based on a driver who, like him, never won a championship but became a legend anyway.
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Denny Hamlin values respect over rings, like Mark Martin
For Denny Hamlin, the turning point in how he views his career after his Phoenix loss came down to one name: Mark Martin. In a moment of reflection on Actions Detrimental, Hamlin laid it out clearly, “The cups are empty. The trophies mean nothing. There’s only a few people that walk in the front door of this house, so there’s only a few people that see it. It’s the respect that we really ultimately seek… Certainly, Mark Martin was one that I always thought that the guy never won a championship. But if you don’t put him in your top 10 greatest drivers of all time, you’re absolutely crazy.”
Martin’s achievements speak volumes. “The Kid,” named one of NASCAR’s 50 Greatest Drivers in 1998, had 40 Cup Series wins, five championship runner-ups, and was one of the most consistently elite drivers across three decades of competition. He won on superspeedways, short tracks, intermediates, and road courses. You name it, and Martin had conquered it. Yet, as Hamlin explained, what stands out most isn’t the number of trophies. Instead, it’s the reverence.
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“You ask Dale Earnhardt and Rusty Wallace and guys with far more wins than Mark Martin, they’d say, ‘Yeah, but Mark’s the toughest. Mark was the hardest to beat,’” Hamlin explained. Throughout the 1990s, Dale Earnhardt and Mark Martin were locked in one of NASCAR’s most respected rivalries, trading blows for wins and title shots with fierce intensity. Yet away from the track, their competitive fire gave way to admiration. Earnhardt held deep respect for Martin, not just for his speed, but for his unshakable work ethic and the quiet professionalism that defined his career.
Denny Hamlin’s own career, including three Daytona 500 wins, mirrors Martin’s grit and determination. By aspiring to recreate Martin’s legacy, Hamlin hopes to be remembered not just for his victories but also for his toughness, sportsmanship, and lasting impact on the sport. But there’s another name on that list.
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The one driver who quietly redefined Hamlin’s perspective
For years, Denny Hamlin built his compass around legends. Jimmie Johnson’s calm dominance, Joe Gibbs’ steady leadership, and the legacy of champions who shaped NASCAR’s modern era. Johnson, especially, was the template. A seven-time champion who didn’t bully his way to the top, but won through relentless execution and respect, he became the figure Hamlin studied more than anyone else.
But as time passed, another name began pulling at Hamlin’s attention: Carl Edwards.
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Edwards’ NASCAR career was brilliant but brief.
28 wins in 445 starts, 13 years of fierce competition, and a reputation for integrity. And then, his sudden exit. After losing the 2016 title in a heart-crushing clash with Joey Logano at Homestead, Edwards didn’t just walk away from a championship… he walked away from the sport itself.
That moment, similar to what Hamlin experienced this year, altered his perspective on Edwards. “Carl Edwards is shooting up that list hard just simply because as I’ve gotten to know him through interviews that we’ve had one sit down kind of at Pocono, had production things where we have interactions… I had some good conversations with him,” Hamlin said.
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Edwards didn’t see racing as the entire story. He saw it as one chapter.
“He fought his entire life to reach the pinnacle and then got to the pinnacle and said, ‘You know what? I don’t think this is what I’m meant to do forever,’” Hamlin said. “I think there’s something else that is more for me out there.”
Hamlin admits he’s not sure he could ever do that: step away with that kind of clarity and peace. After another heartbreak in Phoenix, Edwards reached out. Not as a rival or critic. But as someone who understood the weight. And in that moment, Hamlin realized, he’s already earned what matters. Everything else? Just icing on the cake.

Kyle Larson controlled nearly the entire Hangtown 100 at Placerville Speedway in California. The race covered 100 laps on a tight dirt surface. He started fast and stayed out front. His pace looked steady and confident.
Everything changed on the final lap when the race took a dramatic turn. The scene shifted from routine dominance to a major crash that brought the crowd to silence.
Kyle Larson’s Final Lap Crash
Daison Pursley closed in as the checkered flag approached. He tried a slide job in turn four. He entered low and aimed to move ahead. He struck the inside berm and lost control. His car bounced into Kyle Larson, which sent Larson flipping through the air. Pursley crossed the line first and earned the $20,000 prize.
“With five laps to go, Larson entered Turns 1 and 2 in the high lane, while runner-up Daison Pursley fired his No. 86 car down into the inside line. As he attempted to pull off a slide job for the race lead, the move turned out to be quite the misjudgment, as reported by Tobbie Christie.”
“Four 360° spins in the air later, Larson’s car came to a halt as it flipped on its side, bringing the race to a halt. Larson climbed out of his car uninjured and took a moment to sarcastically clap at Pursely and show him a double thumbs up before he was driven off the track, according to Naman Srivastava of Profootballnetwork.com.”
USAC reviewed the incident and called it a racing incident. No penalty was issued. The call matched the available video and radio information.
Hangtown 100 Context and Driver Field
Larson grew up racing dirt and often returns during the NASCAR offseason. The Hangtown 100 brings a strong driver lineup from USAC and beyond. The event helps drivers keep reaction timing sharp.
Dirt midgets require constant steering input and fast decision-making. Larson led most laps and showed a strong pace before the wreck. His speed was consistent. The finish did not match his effort, but the performance gave clear proof of his comfort in this type of racing.
The race also showed how tight dirt racing becomes in traffic. One small error or bump decides the outcome. There is no margin in the corners. Drivers trust instincts and race inches apart from each other.
Larson’s 2025 NASCAR Season
Kyle Larson’s 2025 season with the No. 5 Chevrolet at Hendrick Motorsports came together the way every driver hopes. He made his way through the playoffs round by round by staying fast and staying smart. He grabbed a win at Watkins Glen in the Round of 16 and later locked himself into the Championship 4 with a strong run and victory at Homestead-Miami.
The title race at Phoenix brought pressure, late cautions, and nerves. A final restart decided everything. Larson hit it perfectly and held off the field to clinch the championship.

The 58th running of the Snowball Derby is shaping up to be more than just a late-model race this December. It’s becoming a national stage spectacle, with several current-day NASCAR stars committed to Five Flags Speedway. What was once a regional short-track showdown is now a marquee year-end event with big-name crossovers.
At the center of the buzz is Kyle Busch, who’s returning after a multi-year absence. His presence, alongside other Cup and national-level drivers, adds serious weight to a race that has long been revered in short-track circles. But the real intrigue lies in how this mix of veterans and hotshots could change the dynamics of the Derby.
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Who’s chasing the Tom Dawson trophy this year?
Kyle Busch is officially back in the mix, driving the No. 51 Lucas Oil car for Bryson Lopez Racing. This will be his first Snowball Derby start since 2020. He’s joined by Erik Jones, Noah Gragson, and Ryan Preece, all active NASCAR drivers with experience and respect in the short-track world.
The entry list also features several past Derby champions like Kaden Honeycutt, Ty Majeski, Derek Thorn, Erik Jones (again), and Noah Gragson. According to FloRacing’s entry list, Preece will make his fourth attempt at the Derby, having previously finished 4th in 2021. The total field is deep, with 50+ drivers expected, combining late-model regulars and NASCAR-series talent.
This isn’t just a local race anymore; it’s a convergence of grassroots speed and national-level ambition. Kyle Busch has two Derby wins under his belt from 2009 and 2017, and at this stage, he’s hunting a third to cement his legacy. Jones already owns back-to-back triumphs from 2012 and 2013.
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Gragson grabbed his in 2018. Honeycutt comes in as the defending champ, Ty Majeski has two, and Thorn took 2022. Preece keeps knocking on the door. That’s a murderer’s row of proven winners, all sharing the same half-mile oval with a swarm of hungry regulars ready to play spoiler.
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Derby week rundown
The action kicks off Thursday, December 4, with practice sessions at Five Flags Speedway. Friday, December 5, will be the qualifying day. The top 30 fastest cars lock in directly, while others battle for a spot.
On Saturday, December 6, the Last Chance Race and a couple of provisionals will decide the final grid spots. The 300-lap main event goes green on Sunday, December 7, at 1 p.m. CT / 2 p.m. ET.
This multi-day format gives teams time to dial in and for storylines to build, particularly when Cup Series stars are involved. Thursday shakes the rust off, Friday’s time trials separate the locked-in from the desperate. Saturday delivers the do-or-die drama, and Sunday serves the main course. It’s a full week of buildup that turns Pensacola into racing’s winter capital.
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Streaming and broadcast breakdown
FloRacing will stream the full week of Snowball Derby coverage, practice, qualifying, the last-chance race, and the main event. On Friday, the qualifying session will also be broadcast live on the NASCAR Channel.
According to Five Flags Speedway, all 2025 events (including the Derby) are being live-streamed via FloRacing. For viewers tuning in on TV, FloRacing supports Roku, Fire TV, Apple TV, Chromecast, and is available on both iOS and Android.
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No ticket is needed to feel the heat. FloRacing’s wall-to-wall feed puts every hot lap and heartbeat in your living room, while the NASCAR Channel spotlight on qualifications pulls in the casual crowd. Whether on a big screen or phone, the Derby’s never been easier to follow from anywhere.
What makes 2025 feel extra special
The Derby has always been a cult short-track classic, but when Cup drivers like Kyle Busch and Eric Jones jump in, the narrative changes. Their commitment raises the stakes, not just for themselves but for every late-model racer in the pits.
Busch’s return feels especially significant. He’s won the Derby before (2009 and 2017) and is clearly motivated to go for a third. Meanwhile, names like Gragson, Jones, Majeski, Honeycutt, and Thorn bring legitimacy, continuity, and a real shot at glory. Combined, the lineup offers a rare blend of national star power and grassroots racing grit.
This isn’t just cross-series racing, it’s short-track tradition meeting modern NASCAR ambition. The big names bring eyeballs, the regulars bring heart, and the half-mile brings chaos. It’s the perfect recipe for December magic.

When F1’s Drive to Survive was released on Netflix in 2019, it became a smash hit, as it increased the motorsport’s popularity globally even more. It humanized the drivers and opened doors to its new US fanbase. But NASCAR hasn’t been behind either. In recent years, NASCAR has also released a couple of docu-style series like the Race for the Championship and NASCAR: Full Speed, boosting its own growth. And now, with the announcement of the latest series ‘RISING’, premiering November 17-21, it’s ready to take things a notch higher.
Though RISING won’t be the first, it’s certainly NASCAR’s newest attempt that targets the young drivers specifically and a streaming-friendly audience. “RISING explores the ups and downs of trying to make it at the highest levels of our sport. We’re providing an inside look at the vulnerability and hunger of these young drivers to prove themselves,” said John Dahl, NASCAR SVP of Content. NASCAR’s latest champ, Jesse Love, an important part of the upcoming series, challenges Formula 1’s Drive to Survive with RISING’s authenticity, which faced criticism for staging certain scenes.
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Jesse Love on RISING’s unfiltered edge
On Eric Estepp’s YouTube podcast, fresh Xfinity champion Jesse Love opened up about the cameras invading his world for recording the RISING series. “I’d say so, especially for my crew chief, Danny… we have some pretty candid honest conversations,” Love shared, recalling a tense Martinsville moment where Danny Stockman punched away a boom mic mid-talk.
This wasn’t a scripted reaction; it was a real-time and unpolished reaction from Love’s crew chief, Danny Stockman. The candid, honest conversation they had on camera was not something new for them, as they do that on the track, too. Love’s 2025 season tested that unfiltered bond with his crew chief. After Love notched his first win of the season in the first race at Daytona, it was a winless slump till the last race at Phoenix. Though he showed consistency, an empty win column demanded those blunt chats to lock in for his title run.
Love didn’t hold back on RISING’s vibe. “It’s not just like Drive to Survive where it’s cycle super sexy. There’s some parts that were like, probably too candid for TV sometimes, and also some instances that, just like we’re random, like, again, going to my hotel would be before the race, just to like get something, something new out of it,” he noted, highlighting random hotel room visits before his championship race.
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Unlike Drive to Survive’s series, which faced various criticisms for including fake commentary, staging certain scenes, placing undue importance on test and practice sessions, and over-dramatizing certain events, NASCAR’s RISING, on the other hand, captures unscripted and unpolished chaos, like crew chiefs venting or showing real human sides of the drivers where they get afraid and sweat.
Love compares the two because F1’s series had a substantial rise in the U.S. post-launch, and NASCAR wants that fire for its youth. At 20, Love sees RISING challenging F1’s Drive to Survive head-on with a genuine heart over staged hype.
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That’s the series’ core, as Aaron Cohen, Chief Creative Officer at Words + Pictures, put it: “We wanted to strip away the helmets and let viewers meet these young men as people first. They’re competitors, but also sons, friends, and dreamers. RISING gives a raw, unfiltered look at how much heart it takes to make it in NASCAR.”
Cohen’s vision can be seen in Love’s own life story, where a California kid racing quarter midgets at 5 became RCR‘s youngest champ since 1992. The show, premiering free on NASCAR’s YouTube, targets Gen Z viewers like Love, who grew up on social media, blending track battles with off-day vulnerabilities and showing more of the human side of the racer to build deeper fan ties.
Apart from Jesse Love, the series will also feature Rajah Caruth (Trucks Series) and Carson Hocevar (Cup Series).
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Love’s candor hints at how this generation flips the script on fan loyalty, turning critics into allies one honest chat at a time.
Jesse Love bridging Gen Z grit to NASCAR’s die-hard roots
Love knows NASCAR’s heartland fans crave real talk, not filters, and he’s all in on making that bridge. “Well, I really don’t give a s— what people think. I get a big old trophy. I get a nice check… I’m not somebody that devalues what fans say,” he said after Charlotte fans labeled him an “illegitimate” champ due to playoff luck.
This bold shrug-off stemmed from his May 2024 BetMGM 300 run, where he finished strong amid boos, then hit the fan zone with rival Connor Zilisch for laughs and autographs. At 20, Love’s approach is posting witty tweets and Victory Lane banter, which mirrors Gen Z’s online edge, pulling in younger crowds while respecting old-school loyalty. His Fan Zone program, through which Jesse offers autographed Hero cards to the fans, has spiked notable fan engagement post his 2025 title.
That fan-first mindset runs deep for these drivers. “Again, we all put a lot of, like, emphasis into just I guess being connected with the fans. Again, like we’re only here because of them,” Love added, nodding to social scrolls and trackside meetups as the real fuel. RISING shows Gen Z drivers like Love taking criticism head-on, just as openly as Hocevar posting those Walmart selfies.

In recent times, NASCAR has been looking to expand its territory beyond US borders. This led NASCAR to take a bold step overseas with a demo race in Japan last weekend. For the first time, the exhibition race brought American stock cars onto Japan’s most legendary track, Fuji Speedway, which was opened in 1965 and revamped by Toyota in 2005. In the race, stars from both sides of the country pushed limits and also created some miserable moments for some of them.
But amid the thrills, not everything went smoothly for the U.S. stars. An aggressive push down the frontstretch turned into a wild miss at Turn 1, leaving one driver shaking his head while his Japanese counterpart couldn’t hide a witty smile. That lighthearted exchange, caught on camera, quickly went viral and captured the fun side of this cross-continental clash.
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Kamui Kobayashi cracks jokes after Nemechek’s speedy slip-up
On Super Taikyu TV, right after the demo laps, John Hunter Nemechek recapped the chaos with a straight-shooter’s honesty. “Yeah, Kamui was actually behind me, pushing me, and we were running super fast down the straightaway,” Nemechek said. “The car that Jimmie was in couldn’t keep up. We were actually driving away from him. And then Kamui and I missed turn 1 from how fast we were going.”
His words painted a clear picture: the bump draft, a classic NASCAR tactic, worked too well on Fuji’s 1.475 km straight, sending both cars sailing past the corner at high pace. This wasn’t just any random bump in Fuji; it demands precision with its 16 turns.
For Nemechek, who is a Legacy Motor Club driver in the No. 42 Toyota Camry, it was his first race in Japan. And this Japan tour of NASCAR is part of the agenda to grow globally, after successful expansion events like the 2023 Le Mans Garage 56 run.
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The real spark came when reporters turned to Kamui Kobayashi, the home hero with a grin that lit up the screen. “Yep, that’s right. Yes I am. Well, that’s just the kind of guy I am,” Kobayashi shot back when called a “troublemaker” for the draft bump. The two-time Le Mans champ, who raced F1 for Sauber and grabbed a podium in 2012, owns that playful edge. Kamui has transitioned his racing career from open-wheel precision like F1 to endurance wins like WEC (World Endurance Championship) and now NASCAR demos in the No. 67 Camry for 23XI Racing.
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His laugh-off eased any tension, reminding everyone that the cars held strong with zero damage. Kobayashi’s quip underscored the event’s spirit: a $500,000 Super Taikyu prize pool was on the line, but this demo was about fun fusion and not desperate and flawless laps. In the ’60s, NASCAR organizers considered Japan before changing to road racing.
That lighthearted moment after the race set the tone for the weekend’s warmer moments, where goodwill gifts bridged the gap even further.
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Johnson’s gifts warm Fuji welcome
Jimmie Johnson didn’t just race the Garage 56 Camaro ZL1 at Fuji; he made the trip memorable with a personal touch for Toyota Chairman Akio Toyoda. As American cars rolled in for the “USA Motorsports Culture Introduction Demo,” Johnson handed over a signed Legacy Motor Club helmet and a bottle of Frank August Kentucky bourbon.
This came amid a swap of tokens: Nemechek added his own helmet, 23XI gave a steering wheel, and Hendrick Motorsports also offered a scale Camaro ZL1 and team memorabilia. Toyoda, a racer at heart, responded with a small yet very powerful gesture where he handed over stickers to all persons involved. The exchange highlighted deep Japan-America ties through Toyota and NASCAR.
Journalist Adam Stern nailed the feel on X: “@JimmieJohnson gave @Toyota chairman Akio Toyoda a bottle of bourbon and a signed Legacy MC helmet as part of the NASCAR industry’s trip to Japan this week to participate in the Super Taikyu Series event.” Toyoda beamed about it all, saying, “I’ve finally been able to race; that’s the kind of year it’s been. I think we’ve made progress again.”
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For the seven-time champ Jimmie Johnson, this nod to Toyoda, who leads the world in hydrogen tech pushes like the GR Corolla H2, boosted the cultural bridge. The demo race eyes future collaboration, with an aim to turn Fuji into a launchpad for shared speed.

For most of his career, Jimmie Johnson has been defined by a willingness to chase challenges far outside the comfort zone of a seven-time NASCAR champion. Even after stepping away from full-time Cup racing, he never slowed down. IndyCar, IMSA endurance races, the 24 Hours of Le Mans, and major international showcases have all become part of his second act.
That push to explore new horizons has now taken him farther than most NASCAR fans ever expected: Japan’s Super Taikyu Series. But this year’s finale at Fuji Speedway is hosting something completely out of its traditional DNA, a full demonstration run of NASCAR stock cars, led by Johnson himself.
Yet in the midst of this landmark crossover, there’s a strange twist: NASCAR itself has barely mentioned it. And that silence has become the story just as much as Johnson’s international appearance.
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Fans scrolling through NASCAR’s official channels won’t find live updates, highlight clips, behind-the-scenes coverage, or even basic announcements about one of the sport’s greatest champions representing stock-car racing overseas. Instead, the only way most people even learned Johnson was at Fuji was through Jimmie Johnson’s own posts, Legacy Motor Club updates, and coverage from independent reporters.
It’s an odd contrast. This exhibition includes Johnson driving the Garage 56 Chevy Camaro ZL1, the very same car that captured global attention at the 2023 24 Hours of Le Mans. He’s joined by teammate John Hunter Nemechek and several additional American entries, forming a rare six-car NASCAR presence in Japan.
For Super Taikyu and Toyota chairman Akio Toyoda, who spearheaded the new “ST-USA” class allowing American-built cars into the series, this is a major cultural exchange. For NASCAR? The silence has been deafening.
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Even Johnson’s off-track gestures, such as gifting Akio Toyoda a bottle of bourbon and a signed Legacy Motor Club helmet, have been widely shared internationally but virtually ignored by NASCAR’s own media ecosystem. Fans expected at least a spotlight video, a press release, or a celebratory post acknowledging a seven-time Cup champion bringing NASCAR machinery to a new global audience. Instead, what they’ve seen feels like indifference.
It hasn’t gone unnoticed. Across Reddit, X, and Facebook groups, fans are openly frustrated.
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Fans upset with NASCAR coverage
“Wild that you don’t see anything about this on NASCAR social channels. Have to look at JJ, Legacy MC, and Hendrick Motorsports’ social media to know that this is going on. I feel like this is something worth celebrating.”
This is a very real complaint. According to fan coverage and community posts, most of the public visibility for this landmark event is coming from Legacy Motor Club, Jimmie Johnson’s own team, rather than NASCAR’s flagship channels. Legacy Motor Club posted about racing somewhere different this week on its X account.
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But if you scroll through NASCAR’s main social media, the headlines and promos are far quieter. Reddit threads are full of fans saying they only heard about the demo via insiders like Steven Taranto, Legacy Motor Club, or 23XI Racing. For many, this is a missed opportunity: a major cross-continental moment that isn’t being shouted from the top of NASCAR’s own megaphone.
“Sad that NASCAR posted nothing about this, neither any mention nor mainstream media coverage, everything I’ve seen so far is from Taranto, Bozi, and LMC.” This frustration has real backing.
Several media outlets have reported on the event (like Racer and SpeedwayMedia), but many of the most passionate fans takes are coming from niche or independent voices, not headline NASCAR media. On forums like Reddit, users note that coverage is overwhelmingly coming from Legacy Motor Club, Steven Taranto, and others, rather than mainstream NASCAR broadcast or social pages.
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Some fans feel that NASCAR itself is underplaying the moment, even though Johnson’s demo in his Garage 56 car is a major symbolic act. For longtime watchers, it’s not just about showing up; it’s about being seen, celebrated, and amplified, and many feel that is not happening here.
“Hear me out, Japanese leg of the NASCAR championship, 1 race at Fuji, 1 race at Motegi twin ring, and finish with a street race at Odaiba.” Some fans are dreaming big, imagining a full NASCAR championship in Japan, not just a demo run. While that’s not on the books, the fact that NASCAR cars are at Fuji Speedway for a Super Taikyu exhibition is still a huge deal.
This weekend (Nov 15–16, 2025), six NASCAR machines, including Jimmie Johnson’s famous Garage 56 Camaro, will run a demonstration during the Super Taikyu finale. The event also marks the launch of a new “ST-USA” class in Super Taikyu, which allows American cars like Corvettes and Mustangs. While NASCAR hasn’t officially announced a full Japanese series or championship, the groundwork for deeper engagement is being laid, and fans are clearly speculating about what’s next.
“NASCAR needs to rebuild the Fuji Speedway banked oval.” Some long-time fans are pointing out how old-school yet powerful NASCAR feels when running at Fuji, and arguing that the track infrastructure is holding things back.
While there’s no banked oval at Fuji Speedway today (it’s a road course), the fan sentiment speaks to a deeper longing: they want NASCAR-style racing in Japan to feel fully “authentic,” not just a sideshow.
That said, the exhibition is already historic, marking part of a strategic push by Toyota and the Super Taikyu Mirai Organization (STMO) to introduce American performance vehicles to Japan. Rebuilding or updating a track to host a full NASCAR oval race would be costly and complex, but these fan bets show how passionate people are about the idea.
“I guess this is gonna be the closest that we’ll get to an exhibition race in Japan.” You’re not alone. This sentiment is echoed by many fans who see Johnson’s Fuji demo as a once-in-a-generation kind of event. According to reports, this is NASCAR’s first demonstration at a Japanese circuit in nearly 30 years. Back in the 1990s, NASCAR ran exhibition-like events in Japan (for example, at Suzuka and Motegi), but nothing quite like this has been done in the modern era.
Because this is not a full championship race but a demo run, many fans feel this might be as close as we’ll come to seeing NASCAR run in Japan. The ST-USA class introduction and the high-profile involvement of Johnson and John Hunter Nemechek add historical weight, but it may still stay in the realm of exhibition, at least for now.

When Danica Patrick entered NASCAR, she didn’t just show up. Instead, she shook the stock car racing system entirely, becoming the face of women in stock car racing. Every milestone she hit, whether it was her IndyCar victory or the Daytona 500 pole, brought with it headlines and history attached.
But here’s the truth that a lot of motorsports and NASCAR fans forget. Well, Danica wasn’t the only woman fighting her way through the ranks in a male-dominated sport. There was another female racer who was quietly building speed, respect, and momentum of her own. She battled in the same gritty feeder series, showed real racecraft, and earned the admiration of drivers and crews who knew talent when they saw it.
Yet she never got the Cup Series shot. No full-season deal. No prime-time push. And suddenly, NASCAR fans are remembering her.
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Danica Patrick’s rival, who deserved more
It started with a simple question on Reddit: “Who are some of the biggest wasted talents in NASCAR?” And the replies came flying in faster than a pole lap at Daytona. Names like James Buescher, Colin Braun, Tim Steele, Ron Hornaday, and others were tossed in. Undoubtedly, these were talented drivers who never got the Cup break they deserved. But one name stood out, mentioned again and again, almost with a sense of unfinished business: Johanna Robbins.
Known to longtime fans as Johanna Long, she was once considered the next big thing in NASCAR’s women-in-racing narrative. And this was long before the sport fully embraced diversity and visibility. Robbins wasn’t a media project or a marketing experiment. She was a pure racer.
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If you wind the clock a few years back, you’ll see that in 2009, at just 17, she raced 38 events across multiple series, racking up 27 top-tens, 17 top-fives, and five victories. Robbins became only the second woman to ever win the historic Snowball Derby in 2010, cementing her place as a contender with serious potential.
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Then, the following year, she made her first Truck Series start, initially with Billy Ballew Motorsports and later with her family’s team, Panhandle Motorsports. Despite driving underfunded cars, she still put up impressive runs and even qualified ninth at Texas.
With sponsorships tough to secure, Robbins found herself struggling for a permanent seat. However, things took a brighter turn as she earned a two-year deal in 2012 to run the then NASCAR Nationwide Series (future O’Reilly Auto Parts Series) with ML Motorsports. Now, this was a small, determined operation. However, here, she truly showed her grit.
In her 21 starts that season, she started every race she entered, notched an average start of 19.6, two twelfth-place finishes, and finished the season in 20th place. And at Richmond, she even charged into the top five after passing Denny Hamlin, only for a tire blowout to end her run prematurely. Despite these flashes of brilliance, major Cup teams never offered her a development deal.
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Meanwhile, the spotlight shifted almost entirely to Danica Patrick, the face of women in NASCAR, while Robbins faded from national view. And now, years later, fans are speaking up again. They are rightfully remembering the driver they believe still deserved her chance.
Fan frustrations over Johanna’s NASCAR career
As the Reddit thread gained traction, one sentiment kept rising to the top: Johanna Robbins didn’t just fade away. Instead, she was failed by the system. And fans aren’t shy about saying it. “Johanna Long never getting a shot in legit equipment, especially in the time period where NASCAR was starting their big Drive for Diversity push, never made sense to me,” one fan commented.
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During the early 2010s, NASCAR was actively pushing for diversity – women, minorities, fresh faces. Yet somehow, Robbins was left on the outside looking in. She was already a winner, a real racer who made her mark. However, she never got the full-funding opportunity that others received under the same initiative.
Another fan pointed out what felt like a missed layup. “I am still amazed that Richard Childress never gave her a shot. There were persistent rumors that she was going to get a shot, but never did.” In the early 2010s, she was already driving cars with engines leased from Richard Childress Racing. Then, the garage buzzed with talk that RCR was eyeing Robbins. But the call never came.
And then there was the Danica Patrick comparison. “She frequently outran Danica in far inferior equipment,” one fan put it bluntly. The stats prove just that. For instance, in 2012, Danica Patrick had just one top-20 with an average start of 36.1 in the NASCAR Sprint Cup Series, whereas Robbins managed eight top-20s and had a much better average start of 19.6 in the Nationwide Series.
The thread also turned reflective, pointing to others chewed up by the system. “How about Ray Evernham himself. Went from arguably the GOAT crew chief to failed owner pretty fast,” one fan commented. Another pointed out, “James Buescher won the 2012 Craftsman Championship and was a real estate agent 3 years later.”
Evernham is widely regarded as one of the greatest crew chiefs in NASCAR history. He won three Cup Series championships and 47 races with driver Jeff Gordon during the 1990s. In 1999, he became a team owner, leading Dodge’s return to NASCAR with moderate success. He won just 13 races from 2001-2007 before his team was sold.
The Reddit thread served as a reminder that in NASCAR, legends aren’t immune to the sport’s brutal economics, and talent doesn’t guarantee longevity.

“As I continue to focus on my health and work towards being cleared, I will be stepping away from full-time NASCAR Cup Series competition in 2023.” Kurt Busch said in his retirement announcement in 2022. After 23 seasons of high-stakes battles and a 2004 championship, Busch’s retirement marked the end of an era for the veteran driver. Fans watched as Busch shifted from racing to quiet recovery, leaving many to wonder about the hidden toll of his final wreck.
That day, a routine qualifying run became a life-altering hit when doctors diagnosed him with concussions. For Busch, that one moment at Pocono reshaped a career built on grit and speed and also resulted in months of uncertainty about his coming back to the track. As unknown details emerge from his raw reflections, the true weight of that day comes into sharp focus.
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Kurt Busch’s quiet battle after the Pocono crash
On the Spake Up Podcast, Kurt Busch peeled back the layers of his July 23, 2022, qualifying crash at Pocono Raceway, a 2.5-mile triangle known for its tricky corners. Busch later shared, “And so when I took that hit, when I backed in, the car then swung around and hit the right front. And I don’t remember the car hitting the right front. I was in outer space, like everything’s black and white.”
In Turn 3, his No. 45 Toyota spun, slamming the right rear into the wall at 30 G-force and then turning around to hit the front body at 18 G-force. This violent double hit during what should have been a regular standard lap sparked immediate concussion symptoms that sidelined him from racing entirely. Later that year, after long, uncertain months, he finally announced his retirement.
The aftermath hit hard in the infield care center, where Busch struggled through baseline tests like the King-Devick protocol on an iPad, where one has to read a few numbers. These tests were not new to Busch, as he had passed all of them in pre-season, but after the crash, he fumbled slowly.
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Doctors noted the seriousness of the concussion when Busch could not recall anything about the right-front impact. As he told ESPN, “The wreck might not look like it wasn’t that violent. But primal fear is—I leaned forward, knowing I was backing into the fence… I don’t remember the right front hit. That’s when things got serious in the infield care center.” That blackout about the right front hit led him to the no medical clearance zone, pulling him from the playoffs and the five races that followed, with Ty Gibbs stepping in for 23XI Racing.
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Emotionally, the realization crushed him. Back at his motorhome, a call from his dad urged him to watch the replay, which exposed the full damage that he couldn’t recall. “That’s when I lost it emotionally,” Busch admitted on the podcast, breaking down as the video replayed the unseen hit.
This wasn’t just a setback. That crash gave Busch vestibular issues like balance and eye movement problems, for which he had to visit the doctor every other day. “It was taxing for a while. Basically, every other day it was a doctor visit somewhere and going to get hearing checked, eyes checked, balance checked. The vestibular movements were what was greatly affected. I still feel the lingering effects.”
The crash ended his full-time run after 776 starts and 34 wins, but Busch did not leave the racing track entirely, and how could he? He joined 23XI in a consultant role and is also planning on returning to racing, like the 2025 Race of Champions.
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Yet even as Busch navigates recovery, his passion for NASCAR’s evolution shines through, offering fresh ideas on the playoff future.
Busch enters the playoff debate with a hybrid take
As the playoff debate around the NASCAR garage is picking up pace every passing day, new faces enter the debate with their own ideas and takes. Considering how important this topic is, a veteran racer, who has given 23 years of his life to the sport, couldn’t help but voice his opinion as well. Kurt Busch, who won the 2004 championship under the old 10-race setup, also weighed in.
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“I think we need a little bit of a hybrid of what we have currently, versus a full 36-race schedule versus a 10-race playoff format, which is what I won under,” he said, speaking on SiriusXM’s The Morning Drive.
This take from Busch comes after a lot of feedback is given by teams and insiders to tweak the playoff in this way and that way, with a single aim to blend season-long effort with playoff excitement without letting one lucky race crown a champ.
He suggested a five-race finale mixing short tracks, intermediates, road courses, and superspeedways, carrying over regular-season points for a fair edge. “I think you need a five-race style format, and you keep some points from the regular season, but it’s the five races, and you accumulate as many points as you can during those five. If you’re lucky enough to have four or five points in the bank coming into the final race, you use that to your advantage,” Busch explained.
This pitch mirrors his versatile career, as this five-race format, which Buch suggests, spans over ovals and roads, and this format will test the skill across surfaces, and most importantly, it will not come down to a single race to announce the champion. Busch’s take adds veteran weight and experience to the debate, but whether it influences NASCAR’s decision-making process remains to be seen.