There’s no denying NASCAR has controversies, but the recent legal drama between 23XI Racing and Front Row Motorsports heightened tensions. The battle between the teams against NASCAR is over the ability to keep their charters for the 2025 Cup Series season. A federal court denied the teams’ preliminary injunction request, meaning the repercussions could be huge. It’s a high-stakes dispute with ramifications across the sport without charters, which could affect sponsorships, drivers’ futures, and overall finances.
Although 23XI Racing and Front Row originally appealed, they’ve since withdrawn their request for a preliminary injunction. It raises a lot of questions. Nevertheless, Joe Gibbs Racing (JGR) has stepped into the spotlight by revealing its payout system, offering insight into the financial framework that keeps teams afloat.
Taking a look inside Joe Gibbs Racing’s payout model
In an Instagram reel, JGR President Dave Alpern outlined the four components of NASCAR’s purse distribution, emphasizing the mechanics that govern financial allocations for teams. “The first is fixed, which is, just as it sounds, a fixed amount. That’s the same for every team,” he began. Second, the race purse rewards on-track performance directly based on finishing positions. Alpern talked about the year-end points fund which distributes payouts based on final standings and the historical component.
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It factors in three years’ worth of performance. These four “buckets,” as he described them, form the financial backbone for NASCAR teams. NASCAR introduced the charter system in 2016 to stabilize team finances by guaranteeing Cup spots and ensuring consistent revenue. However, the upcoming 2025 agreement has reignited debates, especially over how well it addresses modern ownership challenges. It’s a double-edged sword for some. While it’s safe, it also imposes stringent limitations including restrictions on non-NASCAR events.
Joe Gibbs Racing‘s transparency comes at a good time since team owners expressed mixed reactions to the new charter. RCR Racing’s Richard Childress talked about the tough spot teams are in when navigating contracts. “I didn’t have a choice. We had to sign,” he stated. Rather than a preference, it was a necessity with over 400 employees and contractual obligations. As Justin Marks put it, “It’s a wait-and-see game.” For him, building a viable business under the current arrangement has been doable, but long-term implications remain unclear.
View this post on Instagram A post shared by Joe Gibbs Racing (@joegibbsracing)
Brad Keselowski, co-owner of RFK Racing and active Cup Series driver, expressed a desire for unity within the industry. “I just want peace. I want our entire industry to become laser-focused on growing the sport,” he remarked. As he pointed out, the sport’s potential is tied to collaboration, but disputes over financial equity and governance keep stakeholders apart.
23XI Racing and Front Row Motorsports’ antitrust lawsuit has brought these issues to the forefront, raising questions about how the sport is run. The teams’ demands for permanent charters, more intellectual property control, and a more equitable revenue split could change NASCAR’s business model. It would require significant concessions from NASCAR, whose current model centralizes power in a way that many say doesn’t foster true competition.
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Is NASCAR on the verge of something big?
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While this system provides a sense of predictability, it doesn’t address equity concerns. It’s been argued that historical performance metrics could favor established teams, displacing newer entrants. Furthermore, some payouts are fixed, so teams on tighter budgets have limited flexibility, adding another layer of complexity. This legal battle could have a lot of different outcomes.
What if NASCAR had to divest its track ownership because of antitrust concerns? Will this open it up to independent operators and rival series? If restrictive clauses loosened or the charter agreement changed, could teams get a bigger share of revenue?
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This plays in massively because NASCAR’s new media rights deal kicks in next year. The media revenue teams would receive was a key part of the charter negotiation process. At the moment, teams are set to receive 25% of the $7.7 billion, which comes to $275 million later split among teams. If Michael Jordan and Co. win the lawsuit, there may be changes to this part of the deal as well.
As the 2025 charter agreement verdict approaches in a few months, these questions loom large. It’s just as much about securing 23XI Racing‘s future as it is about changing the sport’s finances for teams like Front Row Motorsports. Basically, they’re on a mission to make sure all teams can thrive in a system that values innovation and competition, regardless of size or heritage. As of now, it’s all about the courtroom and the negotiations. While Joe Gibbs Racing’s explanation of the payout model gives valuable insight, it also shows how tough it can be to balance business interests with NASCAR’s competitive nature.

Brad Keselowski is set to reunite with crew chief Jeremy Bullins for the 2025 NASCAR Cup Series season. This announcement came from RFK Racing this Thursday.
Jeremy Bullins returns to Keselowski’s corner, rekindling a partnership that once propelled the pair to five victories, 23 top-five finishes, and 41 top-10 placements during their tenure with Team Penske.
Their collaborative efforts reached a pinnacle in 2020 when Keselowski was a strong competitor in the Championship 4, narrowly finishing second behind Chase Elliott. Victories included the Coca-Cola 600 and a triumph at Talladega Superspeedway, which placed Keselowski alongside legends like Dale Earnhardt Jr. and Jeff Gordon for the second-most wins at the iconic track.
Bullins commented on the reunion, stating:

It’s official, the countdown has begun. In anticipation of one of NASCAR’s most iconic reunions, Dale Earnhardt Jr. and the legendary No. 8 Chevrolet are buzzing. Budweiser’s familiar paint scheme will return to the track after nearly two decades, marking a special chapter for the driver and the brand. Earnhardt Jr. will race the historic No. 8 Chevrolet in 2024 and 2025 adorned with the famous red-and-black Budweiser “King of Beers” paint scheme. It’ll all start at the South Carolina 400 at Florence Motor Speedway on November 23, 2024, a race fans are already planning to attend.
Earnhardt Jr. returns to his roots with the No. 8, which defined his career from 1999 to 2007. As Earnhardt Jr. acknowledges Budweiser’s special bond with him, the emotional significance is clear. It’s a great chance to reconnect with the brand and the racing legacy it represents. His relationship with Budweiser throughout the years makes this moment on the track special, marking a special chapter in his life.
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In a reminder post, Dale Jr. took to X to share a photo that read, “To everyone that loves reunions… this Bud’s for you.” In the image was also skeleton sim racing gloves, which instantly caught the eye of his fans. The response on social media was electric, with fans going gaga with excitement.
Beyond the racing excitement, this is another important moment in Budweiser’s NASCAR history. Anheuser-Busch has been synonymous with the sport for over 40 years, supporting legends like Earnhardt Jr. throughout his career. “There are names that when mentioned, draw on the significance of their place in American history. Among them, Budweiser, and Earnhardt,” said Matt Davis, Vice-President of Partnerships at Anheuser-Busch. This continued partnership is not just about looking back but also about honoring the legacy that both Dale Jr. and Budweiser have built in the motorsport world.
It seems Budweiser has a way of bringing back some of the greatest Dale Jr memories for NASCAR fans. Over a decade-and-a-half ago, Dale Earnhardt Jr. even appeared in an ad for the company at the Super Bowl. Driving his iconic #8 car in the commercial, a group of cars chased him through a setting right out of the ‘Mad Max’ movies. He even had to shake off one of his pursuers from the roof of his car, before coming to a halt. It’s at the end of the commercial where Earnhardt Jr.’s lines explained the pursuers simply wanted a Budweiser they thought was in the car.
It’s these memories that make the Bud-Dale Jr. combination so memorable for fans, who can’t get enough of the gloves and other memorabilia.
Fans react to Dale Jr’s post
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Not just because of the nostalgic paint scheme or the No. 8 car but because Dale Earnhardt Jr. keeps bringing the past to life while keeping fans interested. One fan summed it up perfectly, “Man, I need some skeleton sim racing gloves.” Dale Earnhardt Jr. and his fans keep their connection strong in preparation for this historic return.
Earnhardt Jr.’s initiative isn’t just about reviving a fan-favorite paint scheme, it’s about giving back. The return of the No. 8 car gives him the chance to connect with fans in a meaningful way, and his passion for philanthropy is well known. Earnhardt Jr. posted a reel on Instagram about auctioning off some of his personal Budweiser memorabilia, including things he’s had for a long time. Various items, from skateboards to die casts, have been part of his racing journey and now serve as a way for fans to take a piece home. One fan even joked about the timing of the reunion, reconsidering their attendance at their wedding, saying, “My wedding is the same date as Bud 8 return. What should I do?”
As Earnhardt Jr. explained, “People bring me old Bud items that they’ve collected over the years. If they made it, we’ve got it. We have prototypes, samples, and everything in between.” His sister Kelly and others from his foundation went through his storage to pick out items they thought fans would appreciate. These items, many of which have been in storage for over 20 years, will be auctioned off to raise money for the Dale Jr. Foundation. Knowing this, Dale Jr can certainly fulfill this fan’s request, who asked, “Can you please make the hat one that is sold to the public?”
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This auction is more than just a sale of collectibles. It’s a chance to support the foundation’s work. Over $8 million has been raised for various charities since the Dale Jr. Foundation started in 2007. There are five main areas the foundation focuses on: empowerment, education, wellness, hunger, and hope. Funds raised from the auction will help continue these initiatives and help communities across the country. Similarly, others gushed about their memorabilia, including one fan who shared, “I have a very cool Budweiser/junior lamp that’s made with a fire extinguisher for the base,”

After Kyle Larson, Christopher Bell is arguably the best dirt racer in the NASCAR Cup Series garage. Unlike the HMS star, Bell wasn’t allowed to participate in non-NASCAR races in his team. Historically, Joe Gibbs Racing has limited its driver’s participation in dirt racing. Their concerns were simple, they didn’t want their drivers to sustain injuries that would hamper their weekly output at NASCAR races.
This is something Rick Hendrick had to deal with when Alex Bowman got injured mid-season competing in the sprint car at a High Limit Racing event. However, something’s changed at Joe Gibbs Racing as Bell hinted that he would be returning on dirt tracks. “See you guys at a dirt track soon 😎.” Even the veteran team gave his permission, provided the conditions set by the team were met. “If they get approval from everyone they need on our competition side, then they are free to run the race.”
As it turns out, it’s not just dirt racing; the JGR drivers are also allowed to race in other disciplines of racing. But it makes you wonder why Coach eased the restrictions on his drivers. And it seems like his grandson Ty Gibbs might be the reason behind these changes in the team.
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Ty Gibbs is the key behind Christopher Bell’s return to dirt racing
Now we all know Bell is a top-class dirt racing driver. He won the iconic midget race event, the Chili Bowl, in 2017 and repeated this feat twice in 2018 and 2019. Thus becoming the only third driver to reach this milestone. However, since his arrival at JGR, Coach Gibbs has kept a close watch on his star driver, and he hasn’t competed in a dirt car since 2022.
However, with another passionate dirt racer, Chase Briscoe, joining the team, the momentum shifted in favor of the driver. But the deciding factor, in this case, could been Joe Gibbs’ grandson, Ty Gibbs, who’s recently grown fond of dirt racing. His passion for dirt racing alongside Bell and Briscoe could’ve been a deciding factor for Coach to allow his drivers to compete on dirt.
Justin Fiedler, on his YouTube show, shared the details on Ty Gibbs’ latest development and involvement in dirt racing. “Ty Gibbs has been racing micros at Millbridge since July, driving for Chad Boat. Boat is an easy connection since he uses TRD power in his midgets and has campaigned cars for Bell and Larson in the past.”
Fiedler also stated that Ty could be preparing for the Chili Bowl Nationals appearance with Chad Boat. It’s also known that the driver of the #54 JGR car was testing a 410s sprint car a few weeks ago in North Carolina. And guess what? HMS star Kyle Larson was in attendance to see Ty churn out some laps, potentially preparing for his big race in January.
USA Today via Reuters Jul 17, 2022; Loudon, New Hampshire, USA; NASCAR Cup Series driver Christopher Bell (20) celebrates winning the Ambetter 301 at New Hampshire Motor Speedway. Mandatory Credit: Eric Canha-USA TODAY Sports
Well, it’s tough to guess if Christopher Bell will be competing at the Chili Bowl to contest for his fourth crown. But the fact that he got permission from his team owners was something he didn’t expect.
Bell and Briscoe were surprised to see Joe Gibbs allowing them to compete on dirt tracks
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Apart from Denny Hamlin, all three current JGR drivers are fond of dirt racing. Ty Gibbs is slowly but steadily picking up pace in trying to get up to speed in a non-NASCAR set-up. Meanwhile, you have Bell and Briscoe, who are seasoned race car drivers who could use some seat time in a NASCAR era where practice sessions are pretty much non-existent.
Reacting to this new development, Bell while speaking to Jeff Gluck stated, “I was definitely caught off guard by the change of policy. I was super shocked, but with Chase coming on board and Ty growing an interest in dirt racing, it’s nice we have the majority of our team aligned with it now.”
Although Bell was caught by surprise by this new change in policy, Chase Briscoe felt that he knew something like this wasn’t out of his reach at JGR. “I could tell it wasn’t a hard ‘no,’ but it wasn’t something at the time they were super thrilled about. It didn’t feel like the door was shut completely; there was definitely a crack. But I didn’t know in my first year getting there, I would still be able to go do stuff if I wanted to.”
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None of the two JGR drivers confirmed that they were going to compete at the Chili Bowl. But, with more than two months left for the event, the prospect can’t be ruled out completely. Imagine the likes of Kyle Larson, Christopher Bell, Kyle Busch, Chase Briscoe, and Ty Gibbs competing at the Chili Bowl Nationals. The fans inside the SageNet center would be treated to a thrilling show of NASCAR drivers battling out on the dirt track.

November 21, 2004, was a day when sports fans across America had to make a tough choice. On one hand, the NFL offered a high-stakes matchup between the Buffalo Bills and the St. Louis Rams. On the other, NASCAR promised drama, intensity, and history with the season finale of its first-ever Chase for the Nextel Cup at Homestead-Miami Speedway. What unfolded wasn’t just a thrilling day of competition—it became a defining moment in NASCAR’s history, with a record 10 million viewers tuning in to witness one of stock car racing’s most dramatic title fights yet.
The Bills, the Rams, and NASCAR’s main event
For NFL fans, the game in Buffalo was memorable enough. The Bills dominated the Rams 37-17, fueled by standout performances on both defense and special teams. Terrence McGee electrified the home crowd with an 87-yard kickoff return for a touchdown, and Willis McGahee pounded the Rams’ defense with powerful runs, extending the Bills’ playoff hopes for another week.
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But as the clock ticked down in Buffalo, the real story of the day was unfolding on a 1.5-mile oval in South Florida. With its championship on the line, the inaugural “Chase for the Nextel Cup” was reaching its dramatic crescendo, and millions of fans across the country couldn’t look away.
Homestead-Miami Speedway had all the makings of a true racing spectacle that day. The 2004 Ford 400 was more than just the last race of the season; it was the ultimate test of NASCAR’s bold new playoff-style championship format. The stakes had never been higher, and the drivers in contention were some of the biggest names in the history of the sport.
Leading the championship was then-26-year-old Kurt Busch, driving for Jack Roush Racing and poised to secure his first title. But his lead was slim, with Jimmie Johnson breathing down his neck just 18 points back. NASCAR legends Jeff Gordon and Dale Earnhardt Jr. were also in the hunt, though Gordon, trailing by 21 points, had the stronger chance to challenge Busch.
The pressure was immense. For Busch, it was about seizing a career-defining moment. For Johnson, Gordon, and Junior, it was about snatching the championship away in the season’s dying moments. The Ford 400 promised heartbreak, triumph, and the kind of nail-biting drama that only motorsport can deliver.
And boy, did it deliver.
The race began with all eyes glued to the four title contenders. Then, chaos erupted and almost ruined everything for Kurt Busch. Early in the event, his car developed a terrifying vibration as his right front wheel worked itself loose. Busch barreled toward pit road with the car on the verge of calamity, narrowly avoiding a collision with the pit wall. It was a miracle he kept it together.
Busch’s crew worked feverishly to repair the car and send him back into the fight. It was a defining moment of grit and perseverance, setting the stage for what would become one of the most memorable finishes in NASCAR history.
The checkered flag belonged to Greg Biffle that day, but the story wasn’t about the race winner. As the laps wound down, the real race was in the points standings. Jimmie Johnson was putting up a valiant fight, finishing second in the race, but Busch’s fifth-place finish was just enough to secure the championship. The final margin? A razor-thin eight points—the closest title battle in NASCAR’s modern era at the time.
November 21, 2004: At Homestead, NASCAR crowned a champion under their 10-race playoff format for the first time
With 9.9 million viewers, it remains the most-watched NASCAR race ever that went against the NFL pic.twitter.com/FCfSKi6aDz
— nascarman (@nascarman_rr) November 21, 2024
After climbing out of his car, Busch could barely contain his emotions. “This is what a team does to win a championship—they persevere on a day such as this,” he said, crediting his crew chief Jimmy Fennig and his team’s determination. “Jimmy is a true leader, and he really helped me understand what I needed to do with the race car to make it go fast.”
In his post-race interview, Busch admitted how close he had come to losing it all. “We feel like we dodged a huge, huge, devastating proposition that would have taken us out of this championship,” he said. “And we pulled through.”
It wasn’t just about his team, though. Busch’s thoughts also turned to the NASCAR community, still mourning the recent Hendrick Motorsports plane crash tragedy that had claimed 10 lives, including the president of HMS John Hendrick, his daughters, and his son Ricky Hendrick. Choked up, Busch said, “This championship is for Jimmy Fennig. But my heart is with Hendrick and everyone affected. It’s unbelievable.”
A record-breaking day
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What made this race even more remarkable was the way it captured America’s attention. Despite going head-to-head with NFL games, including the Bills-Rams clash, NASCAR’s Ford 400 drew an astonishing 10 million viewers. The number set a record for NASCAR at the time, proving the sport could hold its own against football—a feat that had seemed almost unthinkable.
The reasons were clear. The new Chase format created a winner-takes-all energy that fans couldn’t resist. Drivers like Jeff Gordon, Dale Earnhardt Jr., and Jimmie Johnson pulled in casual viewers. And the drama of Homestead’s finale was unmatched. It was the kind of story you couldn’t script, and it kept fans on the edge of their seats until the final lap. The championship battle validated the format’s ability to deliver unforgettable moments, solidifying it as a staple of the sport for years to come (for better or worse).
For Kurt Busch, it was the crowning achievement of his young career. At just 26, he became the third-youngest champion in NASCAR history, a feat he achieved with grit, determination, and a little luck. Looking back, Busch summed it up perfectly: “It’s an unbelievable deal. Many things have to fall into place to win a championship, and today we showed what it means to persevere.”
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That day, NASCAR didn’t just outdraw the NFL in viewership—it showed that the sport’s blend of speed, skill, and storylines could captivate an entire nation. For one glorious Sunday in November, NASCAR wasn’t just competing with football. It was beating it.

NASCAR’s 23rd Cup Series weekend delivered a dramatic finish as Austin Dillon surged to victory at the Coke Zero Sugar 400. The Richard Childress Racing driver clinched the win after a chaotic overtime restart, colliding with Joey Logano on the final corner in a move that left fans buzzing. Dillon also bumped into Denny Hamlin in the process, but the Joe Gibbs Racing driver skillfully avoided disaster and secured a strong second-place finish.
A contentious radio exchange surfaced between Dillon and his spotter post-race celebration, who urged, “Wreck him (Logano).” This moment spotlighted the role of radio communication in NASCAR. This is just a badinage example. Communicating on the radio is an equally essential part of the race, so much so that it can make or break a win. Hamlin’s crew chief recently unpacked the complexities of a crew chief handling radio in a Joe Gibbs Racing feature.
Hamlin’s crew chief breaks down his radio setup
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The intricacies of NASCAR’s radio communications came into focus recently when Denny Hamlin’s crew chief, Chris Gabehart, peeled back the curtain on just how vital—and complex—this system is. In an Instagram reel shared by Joe Gibbs Racing, Gabehart walked fans through the five different radio channels he juggles during a race, each serving a distinct purpose in the team’s overall strategy.
“All these radios. So many different ways I have to communicate,” Gabehart said while summarizing the volume of information flowing during a race. He explained, “I need one radio to talk to the driver, and I need one to talk to the spotter. Only then I need a private radio to talk to the pit crew so I can give them direction. Then I need a radio to scan NASCAR so I can hear the direction they’re giving up. And then lastly, when I plug in onto the box, there will be another radio to have an open dialog over an intercom with engineers about strategy and race dynamics.”
View this post on Instagram A post shared by Joe Gibbs Racing (@joegibbsracing)
This layered setup allows crew chiefs to maintain real-time control over their team’s operations while keeping a pulse on NASCAR’s directives. Managing these channels is no small feat, particularly in the high-pressure environment of a race, where split-second decisions can determine the difference between victory and disaster.
In a separate clip, JGR president Dave Alpern detailed NASCAR’s purse distribution model, describing it as a four-component system involving fixed payments, race performance bonuses, a year-end points fund, and a historical element based on three years of performance. For Hamlin and other team owners, these financial systems—combined with the sport’s reliance on sponsorship—create an environment that demands both strategic acumen and adaptability. This context makes the behind-the-scenes communication infrastructure, from radios to financial planning, all the more critical to a team’s success.
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Denny Hamlin’s sponsorship struggles post-FedEx
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As the co-owner of 23XI Racing, Denny Hamlin has been vocal about the challenges of NASCAR’s business model. While managing his team’s future, he also faced a significant blow in his own racing career with the loss of FedEx as a long-term sponsor. Since 2005, FedEx had been a cornerstone of Hamlin’s career, backing him in his rookie year and supporting him through wins at marquee events like the Daytona 500 and Coca-Cola 600. However, FedEx began scaling back its involvement in 2021, and reports earlier this year signaled the end of one of NASCAR’s longest-standing partnerships.
By the time the Cup Series finale rolled around in Phoenix, Hamlin confirmed the end of an era with a heartfelt “Thank you, FedEx” video posted just before the green flag. The move marked the culmination of FedEx’s gradual retreat from NASCAR sponsorship as part of broader cost-cutting measures. For Joe Gibbs Racing, the departure of FedEx mirrored the end of another long-standing partnership between the logistics giant and the NFL’s Washington Commanders. Meanwhile, Hamlin has navigated this loss by diversifying his car’s sponsorship portfolio with companies like Mavis Tires & Brakes, Yahoo, and Interstate Batteries stepping in as primary sponsors.
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Despite these adjustments, the void left by FedEx looms large. Hamlin has also suggested that he might leave Joe Gibbs Racing with the desire to ride for 23XI Racing once before he retires. Earlier this year, on Kevin Harvick’s ‘Happy Hour,’ he said, “There’s a few hesitations I have. One is that I want to end my career with Joe Gibbs Racing because I want to be loyal to the person that gave me my start, but yes, there is a part of me that wants to drive for 23XI, absolutely. I think, without doubt, I’ll say that I’ll certainly be racing at 23XI in at least a race at some point in my career.”
With Denny Hamlin’s future remaining uncertain, do you think he will drive for 23XI Racing before calling it a day?

The rumors are rife. NASCAR might welcome a new manufacturer sooner than one would imagine. For months, rumors have swirled that Honda could become the fourth brand to add its name to the sport, alongside the big three of Chevy, Ford, and Toyota. But there is a major problem.
Honda does not make V8 engines for any of its street-legal vehicles. The only exception is the BF350, a powerful proprietary VTEC motor that produces a peak power of 6000 rpm. But that’s only being equipped on big boats for now.
NASCAR introduced the Next-Gen vehicle to close the gap between the cars fans see on the track–the Camry, Mustang, and Camaro–and the ones in their local showrooms. Reasons like that make the path even more troublesome for a potential new manufacturer like Honda to join the sport. But it seems like NASCAR’s leaving no stone unturned to accommodate the latest member of their OEM family. And their experiments signal a significant shift away from the very fabric of the sport. Naturally, the fans aren’t happy.
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Tradition might pay the price of progress in NASCAR
From John Probst, Chief Racing Development Officer, to NASCAR President Steve Phelps, the consensus seems unified at the sport’s decision-making levels. As Phelps told Autoweek a few months ago, “I know for a fact we will not have a new OEM unless we change our engine.” The Gen-7 engines come with some strict specifications. Barring the entire single-source supplier gimmick, the engines must not exceed 358 cubic inches of displacement and are required to have a compression ratio of 12:1. They must feature eight cylinders only, naturally aspirated, and follow a front-engine, rear-wheel drive layout.
Horsepower varies depending on the track. For courses that measure 2 miles or below, the engines deliver a maximum power output of 670 hp (500 kW). Conversely, superspeedway-package tracks like Daytona, Talladega, and Atlanta dial down the power further to 510 hp (380 kW) using tapered spacers. Regardless of the racetrack, there’s a cap at 720 Newton meters for torque output. The three designated OEMs in NASCAR build all the engines within the parameters, which must then receive approval from the sport’s governing body before they go under the hood of a race car.
In most ways, the Next-Gen machine is the closest NASCAR has come to developing a true spec car similar to the Sports cars we see in the IMSA series. The days of pure stock-car racing, with the undertones of ‘Win-on-Sunday, Sell-on-Monday’ are now a distant reality. Certainly, the new regulations uphold NASCAR’s goals of fostering greater parity, enhancing cost-efficiency, and ensuring manufacturers remain as relevant as ever. Besides, there should be no complaint against NASCAR’s existing car-builders. They’ve worked within the constraints and nearly perfected their respective formulas. However, the prospect of a new manufacturer tailoring its V8 program to meet NASCAR’s stringent regulations feels far-fetched.
Yet, in a recent State of the Sport address, Phelps confirmed that “Right now we’re in discussion with several OEs about coming in,” although he later questions if NASCAR’s style of racing would be “the right fit for their brand.” But it appears NASCAR is looking at all tweaks and adjustments they can implement to make sure their road to having a fourth manufacturer remains obstacle-free. A recent post from a NASCAR rumor page on Instagram, @nascarrumornostalgia, suggests, “NASCAR could be looking into bringing torque sensors to the Cup cars. The reason? That way a Cup car could have the current V8 or say a turbo V6 and ensure they remain as identical as possible at speed. Maybe this could be what finally brings new manufacturers into the sport that NASCAR have been looking at.”
View this post on Instagram A post shared by NASCAR Rumors & Nostalgia (@nascarrumornostalgia)
There have been talks of this before, but what a torque sensor essentially does is ensure Balance of Performance (BoP). They latch onto a car’s axle shaft to monitor its torque output and are becoming increasingly popular in other racing series that allow different engine platforms. IMSA mechanic, and social media personality, Bozi Tatarevic explained it best on Twitter: “Employing torque sensors in NASCAR can offer a variety of uses from the ability to collect data on current engines from each OEM all the way to being able to employ it to equalize new engines in the future that may not all be built to the same exact spec.”
For example, if Honda or some other OEM that wishes to enter the sport does so with, let’s say, a twin-turbo V6, the torque sensor will ensure it produces the same parameters of power per stint compared to the naturally aspirated pushrod V8 engine currently used by NASCAR. But make no mistake, this is only a precursor of what is next to come. Top officials at NASCAR have talked about hybridizing the present power plant multiple times before. British manufacturer giant McLaren is already the electronic parts supplier of the Cup Series. And it’s unclear if their partnership will transition onwards to a bigger responsibility in the sport someday.
But the times are changing. Hence, it is only natural to believe NASCAR will evolve according to what’s relevant. Now, will the purists be one with the advancements? The reactions to the rumors of torque sensors entering the sport have certainly caused quite a stir.
V6 engines in Cup cars? Fans cry foul
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Earlier this year, NASCAR experimented with a torque sensor on the #19 car of Martin Truex Jr at the first Richmond race. NASCAR made it clear at the time: the test run was strictly about gathering more data on the racetrack, not paving the way for a new manufacturer to join the sport with anything other than a V8 engine. But with each passing day, it seems like NASCAR is doing everything possible to bring in a fourth manufacturer into the sport.
However, longtime fans are not seeing eye-to-eye with the fact that stock car racing is straying away from its all-American V8 roots. The Oldsmobile Rocket V8 was the first of its kind to make appearances on the NASCAR circuit back in the day, but those were true stock car racing engines, in the truest sense of the word. Adopting a new powertrain/a new platform will take the sport away from its traditions, and the discontent was evident in the comments on the post by @nascarrumornostalgia.
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One fan wrote, “This is unfortunate. One of the greatest and unique motorsports of all time is continuously shooting themselves in the foot. Sad,” while another did not wish to be so nice. In their own words, they believed this was “yet another nail in CRA-PCAR’s coffin!!!” Concurring with those emotions, a member of the NASCAR community elaborated on those sentiments even more incensed. “Let’s continue to get further and further away,” they lamented. “What is the NASCAR cup series these days outside of a segregated IMSA series.. Only the trucks and Xfinity have their own identity. I’m sure they’re not far down the list to get absolutely f–-ked up too.”
USA Today via Reuters Apr 2, 2023; Richmond, Virginia, USA; NASCAR Cup Series driver Martin Truex Jr. (19) pits during the Toyota Owners 400 at Richmond Raceway. Mandatory Credit: John David Mercer-USA TODAY Sports
Others noticed the obvious foreshadowing. “This is a way to bring Honda into the sport,” wrote that demographic, making sense of all the ruckus. However, one fan made a noteworthy observation: “With all the talk of “bringing cost down” you don’t want to know how much a set of these cost.” The torque sensors can certainly even out some of the larger costs, if we’re talking about the potential 4th manufacturer building a brand-new V8 platform to cater to NASCAR needs. Senior IMSA officials have discussed the high costs of the equalizing component before, which might not be too economical in the grander scheme of things.
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Nevertheless, one well-informed NASCAR fan replied, “All these people forget the Busch Series ran V6’s during the prime time of NASCAR.” Indeed, the NASCAR Xfinity Series (known as the Busch Series back then) was running V6 engines since its inception but stopped somewhere around the mid-90s to evolve with the times. Fortunately, change like that is inevitable in NASCAR. And just like the carburetors before the V8s, someday a compromise will arrive that won’t fall too well for the sport’s staunchest traditionalists. But should we stay prepared? After all, even the Dodge brand has found itself in NASCAR return rumors multiple times over the years. And they’ve still got their V8 engine knocking about, for all those people hoping for a welcome change.

Grassroots racing has finally found a long-term home. Recently, NASCAR and FloSports announced a multi-year extension to its media partnership, ensuring that the country’s premiere regional events will be improved and investment will be made in short-track racing for the foreseeable future. As per the agreement, FloRacing will be a one-stop destination for the sport’s grassroots properties, including the NASCAR Advance Auto Parts Weekly Series, ARCA Menards Series East & West, and NASCAR Whelen Modified Tour.
But wait, there’s more! The deal would also improve the domestic and international availability of prestigious events such as the South Carolina 400 at Florence Motor Speedway, ValleyStar Credit Union 300 at Martinsville Speedway, as well as the Snowball Derby, and zMAX CARS Tour. Surprisingly, the news was well-received by fans, despite increased subscription prices.
NASCAR remains committed to its regional properties
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The renewal was inevitable. Ever since NASCAR and FloRacing joined hands in 2021, the interest in grassroots racing has increased significantly, with the platform covering more than 1,000 race events every year. In a bid to popularize short-track racing, FloRacing has not only boosted purses but also provided dedicated teams that cover in-depth stories about grassroots racers across North America. The multi-year media extension reiterates the commitment from both parties to improve the state of regional racing in the future.
Reflecting on the partnership, Mark Floreani, Co-Founder and CEO of FloSports said, “NASCAR is the number one name in motorsports and an unbelievable partner that cares about short track racing. This agreement will allow us to work alongside NASCAR to provide our customers with more marquee events and series throughout the year, ensuring that a FloRacing subscription is the best value in all of motorsports.”
Over the years, NASCAR has invested in the sport in ways that they had never done before. The sanctioning body has expanded the editorial team that covers regional races, making coverage of short-track races much more accessible. When the organization acquired the ARCA Menards Series in 2018, they hired Joey Dennewitz as Managing Director of the Weekly and Touring Series, who helped racers understand how NASCAR could help them improve in their motorsports discipline.
Reiterating the sanctioning body’s commitment to regional racing, NASCAR EVP, Chief Venue & Racing Innovation Officer Ben Kennedy said, “We look forward to delivering fans the best in short track racing, but also to re-investing in the grassroots community to keep stock car racing thriving.” Considering how successful the partnership between the organization and FloRacing has been, especially when it comes to the promotion of its regional properties, it should come as no surprise that the multi-year media extension is being well-received by fans, who are seeing the value despite the high subscription fees.
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Fans embrace FloSports’ continued involvement in grassroots racing
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As expected, it didn’t take long for NASCAR fans to make their voices heard about the multi-year media extension. At a time when OTT platforms are facing significant criticism for sky-high subscription fees, motorsports enthusiasts expressed their support for grassroots racing by taking to social media. Acknowledging the list of offerings being provided by the platform, a Reddit user wrote, “Sweet. Bought the full year a few months back and really enjoy the variety and amount of racing you can watch.” Echoing that sentiment, another fan went on to write, “Great news”, recognizing how beneficial the partnership between the two has been for grassroots racing.
As things stand, FloRacing provides two subscription packages, charging $39.99 per month or $159 if fans opt to pay annually. In return, sports enthusiasts get access to over 1200 live events, as well as replays, original films, news, and more. Taking these factors into consideration, one fan wrote, “It’s because when you pay for Flo, you’re not just paying for racing. You’re getting every other sport they show too. The price of Flo is f–king insanely cheap, it’s just most people only use it for 1 or 2 things.” Other fans could also see the value in the streaming service’s offerings, with one Reddit user recounting their own experience by saying, “Good to see, got Flo recently and it’s amazing.”
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With short-track racing being the lifeblood of NASCAR, watching aspiring superstars ply their trade in the sanctioning body’s grassroots properties is an enjoyable activity. Very often, regional racing can be more cutthroat and action-packed and retains the essence of American motorsport that may have been diluted in the Cup, Xfinity, or Truck Series, because of sponsorships and commercial commitments. On that note, a motorsports enthusiast wrote, “Love to see this, love seeing modifieds and other series and short tracks live. Great deal.”

The journey to becoming a NASCAR Xfinity Series champion was as much about redemption as it was about racing. After years of coming agonizingly close, the 38-year-old clinched the title for JR Motorsports. After a tumultuous race in Phoenix, Justin Allgaier finished second in the event, which was good enough to win the championship.
However, the road to victory wasn’t without its emotional toll. In the buildup to the race, Justin Allgaier admitted that ‘losing face’ weighed heavily on him. He talked about the internal battle he fought to get the trophy so he wouldn’t have to face another Monday without it, post-race. The thought of failing after such a promising season pushed him to do his best.
How Justin Allgaier overcame adversity to deliver a championship for JR Motorsports
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The victory marked a milestone not only for Allgaier but also for JR Motorsports, which is co-owned by Dale Earnhardt Jr. and Kelley Earnhardt-Miller. During his ten years on the team, Allgaier developed strong relationships with many of his teammates. Backing Allgaier through thick and thin has been Brandt, an agricultural firm from his hometown of Springfield, Illinois. Since 2011, Brandt has been Allgaier’s primary sponsor, offering unwavering support during his journey to the Cup Series and return to Xfinity.
“Walking into the garage knowing we hadn’t gotten it done before was tough,” he said in a podcast interview with Mike Bagley. “I couldn’t bear the idea of letting everyone down again. That fear drove me to give it everything, and I’m proud of how we turned it around on race day.” A lot of Allgaier’s performance can be attributed to his sense of accountability and determination to succeed. Ultimately, he not only won his first Xfinity Series title but also gave JR Motorsports its first title since 2018.
For Justin Allgaier, the Phoenix race was a true test of his grit. The troubles began on Friday during practice, when Allgaier spun out and crashed thanks to an oil spill. However, it meant he had his backup car for the race. Add to that, Allgaier started the race from the back of the pack. Although he made his way through the field to the top, he faced issues toward the end of the race. Despite back-to-back penalties, he clawed his way back to second place. However, that was enough to win the Xfinity championship.
via Imago BRISTOL, TN – SEPTEMBER 15: Justin Allgaier 7 JR Motorsports BRANDT Chevrolet looks on before the running of the NASCAR, Motorsport, USA Xfinity Series Playoff Food City 300 on September 15, 2023, at Bristol Motor Speedway in Bristol, TN. Photo by Jeffrey Vest/Icon Sportswire AUTO: SEP 15 NASCAR Xfinity Series Playoff Food City 300 EDITORIAL USE ONLY Icon2309151674 | Image Credits: Imago
In a moment that summarised years of efforts, Allgaier didn’t forget his team. After all, it was Dale Jr’s unwavering support that led him to the moment. “I’ve been with this group for 10 years, and to see it all culminate in a championship feels surreal,” Allgaier said post-race. Adding, “This championship is as much for Brandt as it is for JR Motorsports and myself. It’s special to represent Springfield and central Illinois on such a big stage.”
The Phoenix race itself was a microcosm of the ups and downs Allgaier has experienced throughout his career. After wrecking his primary car in practice, frustration boiled over as he punched a toolbox before resetting his focus for Saturday’s championship decider. Starting from the back of the field with a backup car, he faced multiple setbacks, including penalties for a restart violation and speeding, which put him a lap down.
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What Setbacks did Dale Jr.’s Champion Overcome?
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Allgaier proved to be a master strategist regardless of these challenges. Late in the race, he came back into contention with an alternative pit strategy. By the final laps, he was leading the championship race, holding off Cole Custer and Austin Hill. Riley Herbst passed him for the race win in the closing moments, but Allgaier was unfazed. The championship was his. First overtime finish triggered by Leland Honeyman spinning with three laps to go. It seemed fitting that the championship would be decided in overtime given the record number of overtime finishes in 2024.
Justin Allgaier lost two positions after spinning his wheels and stalling in his pit stall during his final pit stop. The Dale Jr. champion joked that he must have been trying to keep things exciting for the fans during the chaotic race. “We tried to give it away every which way we could,” he quipped.
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Off the track, Allgaier’s confidence has soared thanks to his run in Kyle Larson‘s Hendrick Motorsports No. 5 car earlier this year. It was a turning point, reaffirming his driving skills. Despite his success, Allgaier stays with JR Motorsports, evaluating the stability and relationships the team offers over a full-time Cup run. “I’d love to go back to Cup racing someday, but I have an incredible situation here at JR Motorsports,” he said. “Dale and Kelley understand me, and this is where I belong right now.”
Allgaier’s road to consecutive championships has already begun. Having just won the title, he took part in a Goodyear tire test at Rockingham Speedway, ready to keep going. It might have been his fear of failure that drove him, but it was his ability to turn adversity into triumph that defined him. Now that he’s in the NASCAR record books as a champion, Justin Allgaier can finally breathe easy.

Legacy Motor Club’s Toyota race cars were nonexistent throughout the 2024 NASCAR Cup Series season. The only time the viewers got engaged with the LMC drivers was when they were involved in wrecks or accidents on the racetrack. That’s how bleak the results were for the two entries #42 of John Hunter Nemechek and #43 of Erik Jones.
Jimmie Johnson’s team has never been shy of making changes to level up and be competitive. For the first time, they switched manufacturers, going from Chevrolet to Toyota, fulfilling the team’s ambitious plans. But those plans and expectations seem to have fallen flat if we are to judge their season based on results. LMC is currently transitioning from Chevrolet to Toyota, but given the streak of changes in the team, they haven’t really gained any ground.
So the question begs, Did Legacy Motor Club make a mistake in ditching Chevrolet and partnering with Toyota? Well, team co-owner Jimmie Johnson doesn’t think so. Rather, he believes that the team will have to take this as a learning curve and adapt to the new challenges of NASCAR racing.
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Jimmie Johnson and Legacy Motor Club will get through these tough times
One of the primary reasons Legacy Motor Club left Chevrolet was that their roster was overcrowded. With so many teams in line, they didn’t feel that they would be prioritized, and that could’ve stalled their on-track progress. With only two teams signed with Toyota, they saw this as an excellent opportunity to establish their name as a premier partner. One of the key points to be noted here is that, unlike 23XI Racing, LMC didn’t partner with Joe Gibbs Racing as a technical partner.
“This is a long-term play for us with Toyota. We thought this year would be a bit smoother, and it wasn’t. In that are lessons for us. It is what it is. There’s nothing we can do about it except work harder and get better. That’s what we’re gearing up for.” Jimmie Johnson said this while speaking to NASCAR. Basically, LMC is trying to build its own racing program without the support of Big Brother teams, and that can be tedious at times. Despite being stacked up against the odds, Johnson believes, his team is positioned, “very well for the future,” with Toyota.
Nemechek with the #42 team, could only muster four top-10 results, finishing the season 34th in the standings. Erik Jones at times was consistent, but the P5 finish in the fall race at Talladega was the only positive result of his entire season. Jones is a former two-time Southern 500 winner, but to see him struggle to get speed out of his race car was a hard watch.
Johnson and his team didn’t expect this tough of a grind when pairing with the new OEM partners. However, they’ve now accepted that it is all part of the journey. “We couldn’t have tried any harder this year. It’s just part of the journey is probably the best way to put it. I think this year has been a very transformational year for us. We won’t have a great sense of the change until we get into probably March of next year.”
via Imago NASCAR, Motorsport, USA Test Session Jan 24, 2023 Avondale, AZ, USA NASCAR Cup Series driver Jimmie Johnson prepares to climb into his Legacy Motor Club car during testing at Phoenix Raceway. Phoenix Phoenix Raceway AZ USA, EDITORIAL USE ONLY PUBLICATIONxINxGERxSUIxAUTxONLY Copyright: xMarkxJ.xRebilasx 20230124_mjr_su5_002
While Legacy Motor Club is still trying to find the parts and pieces to make their program work, the two new teams have already proven themselves. Both 23XI Racing and Trackhouse Racing are new to the sport, but unlike LMC, they have made it to the championship race in 2024 and 2022, respectively. There is one glaring detail that sets these teams apart, and LMC would not like to hear what it is.
Does Legacy Motor Club need to get on board with JGR?
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A technical alliance helps the new teams get a jump start on their racing journey. It includes the sharing of data and new race strategies through the R&D departments. However, the teams have to shell out cash from their pockets to get access to this information. Truth be told, given the results, both Trackhouse and 23XI have been able to get, the technical alliance is indeed a difference-maker.
Trackhouse, with their driver Ross Chastain, made it to the championship 4 in their very first season back in 2022. And 23XI Racing did the same with Tyler Reddick and the #45 team. They won the regular season championship title and made it all the way to Phoenix. In just a short period of time, along with 8 Cup wins, 23XI Racing is proving to be a powerhouse team. Interestingly, Trackhouse has also won the same number of races since its debut in 2021.
Well, it’s all good trying to build a race program from scratch, but at what cost? LMC has zero wins to show for their efforts, and with the changing dynamics of the sport, they just might always play catch up to these teams. Even Johnson acknowledges the rapid changes NASCAR racing undergoes within a year or two. “The sport has evolved a bunch in the last two years.”
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It’s fair to say the 2025 season is going to prove a huge challenge for LMC. And if things still don’t improve, they’ll have to rethink their planning or perhaps just sign up with JGR on a technical alliance.

Things aren’t looking good for 23XI Racing. They took on an uphill fight against NASCAR, with a lawsuit challenging the existing charter system. At the same time, their driver Tyler Reddick faced a tough battle in the Championship race, eventually losing out to Joey Logano. If that wasn’t enough, Michael Jordan and Co. had their injunction to race in 2025 dismissed by a federal judge.
In what seems to be a string of unfortunate events, there was a small ray of sunshine for 23XI fans, their new driver. After Michael Jordan and Co. teased the arrival of a new member in the team (despite not finalizing the purchase of a third charter), they faced a massive backlash from fans who were not happy with the new signing, Riley Herbst.
Riley Herbst was picked as Michael Jordan’s third driver
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With the exit of Stewart-Haas Racing after decades of winning races, there was the question of what would happen to their charters. Luckily for Tony Stewart and Gene Haas, Michael Jordan and Denny Hamlin came looking for another charter. They wanted to add a third car to their roster. However, with the lawsuit unfolding, things stalled on the charter. As 23XI appealed for their failed injunction, they didn’t hesitate to announce who would fill the third seat. It was Riley Herbst.
While Riley Herbst didn’t win the Xfinity Series title, he did win the final race at Phoenix, finishing the season 7th. Although this has been his best finish, Michael Jordan believes that he is ready to take on the Cup Series. He put up a tough fight against the charging Justin Allgaier who looked to secure his first-ever Xfinity title.
In a recent announcement, Bob Pockrass revealed, “23XI Racing names Riley Herbst as the driver of its new car, the No. 35 (the 3 from 23 and the 5 from 45 combined for 35). Monster to sponsor. Herbst brings crew chief Davin Restivo with him to 23XI as crew chief. TBD on charter status (supposed to acquire one from SHR).” His most recent wins came at some iconic tracks—Las Vegas Motor Speedway, Indianapolis Motor Speedway, and Phoenix, capping off his 2024 season in style. Now, with 23XI Racing, he’s looking forward to taking that momentum into NASCAR’s top series.
“I’m excited to start my Cup career with such an accomplished and driven team,” said Herbst. “Racing full-time in the Cup Series has been my goal since I started in NASCAR.” This announcement comes as 23XI Racing enters its fifth season and continues to expand its footprint in the Cup Series, joining veterans Bubba Wallace and Tyler Reddick as Herbst’s teammates.
Looking at the upcoming lineup of 23XI Racing, fans are not happy to23XI Racing announces their new Cup Series driver, but fans are questioning the decision over a popular alternative see Riley Herbst get a seat in the Cup Series car as most of them have been vouching for Corey Heim’s time. Although Corey Heim was speculated to join Michael Jordan and Denny Hamlin‘s team, his second-place finish in the Xfinity Series championship was not enough to get him a spot in the Cup Series team and this was something that the fans were just not having.
Corey Heim emerges as a fan favorite despite Riley Herbst finding a seat in the Cup Series
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Fans aren’t keeping their frustrations with 23XI Racing’s decision to bring in Riley Herbst a secret. Their reactions are both sharp and vocal. The general sentiment is one of disbelief, with many questioning the logic behind putting Herbst, who has won just three races in over three years, into a Cup Series car. “What a M- joke. Dude has 3 wins in 3+ YEARS. Corey Heim >>>” sums up the disappointment of fans who believe that Corey Heim, who finished second in the Xfinity Series championship with many more wins, would have been a much better pick for the seat.
Some fans are taking the criticism to a personal level, calling Herbst a “spoiled rich kid” who hasn’t proven enough to earn a Cup seat. One fan rips into the situation, saying, “Great. Another spoiled rich kid about to fill the cockpit.” It also highlights a big part of signing drivers – sponsorships. Backing Riley Herbst is Monster Energy, a big name in the motorsports world. In addition to them, Herbst also brings in a whole host of other sponsors for the team. In the end, it might just be a practical choice considering Michael Jordan and Co. may have to run as an open team in 2025.
A few fans are speculating that this move might be more about the lawsuit than racing talent. One user, for instance, believes Denny Hamlin might be using this decision as a strategic play in the ongoing legal battle. “Convinced Denny is only doing this for more of a case in his lawsuit. He’ll say he wanted to hire Heim but was forced to hire Herbst to stay financially afloat. What a joke either way.” It’s clear that for some, the decision feels like part of a larger corporate game rather than a merit-based move.
via Imago Corey Heim
Others are more cautious and unsure about Herbst’s readiness, questioning whether he’s truly prepared for the jump to the Cup Series. “Anyone else think this move is a little too soon for Riley?” a fan asks, reflecting the skepticism that many have regarding his qualifications. This is also augmented by the fact that Riley Herbst only managed three wins in seven seasons. With Tyler Reddick, 23XI had an Xfinity champ coming on board. Fans don’t think Michael Jordan and Co. made a wise choice with the Herbst pick.
Lastly, some fans seem baffled by the entire situation, seeing it as a series of missteps. “Ultra-extreme reach for a developmental driver >Default, low-paying Monster sponsorship >No charters next year. This seems like a good idea.” For them, it’s a mix of questionable decisions—picking a development driver who hasn’t shown much, taking on a sponsorship deal with Monster that feels like a default option, and the uncertainty about charter status for the next season. All in all, they’re left scratching their heads.
Do you think that 23XI Racing should have gone with Corey Heim instead of Herbst? Share your thoughts in the comments below.
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Brad Keselowski is a man on a mission. As co-owner of RFK Racing, he’s been busy trying to steer the team to the top of the NASCAR world, behind the wheel as well as the desk. With a resurgent 2023 and an even stronger 2024, the team has made it clear they’re not just here to race—they’re here to win. Now, rumors are swirling that RFK Racing is set to make its biggest move yet: running the #60 car full-time in 2025.
But this isn’t just about adding another car. It’s a piece in a much bigger puzzle. This story entails alliances, strategy, and a driver and leader in Keselowski, who’s methodically laying the groundwork for RFK’s next big chapter.
Growing RFK Racing and Brad Keselowski’s ambitions
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Brad Keselowski’s journey with RFK Racing has been nothing short of transformative. When the 2012 Cup Series champion joined as co-owner in 2022, he didn’t just bring his name—he brought a vision. Rebranding the team as Roush Fenway Keselowski Racing (RFK), the 40-year-old has breathed new life into a struggling operation. The team’s first win since 2017 came earlier this year at Darlington, a moment that not only ended a years-long drought but signaled RFK’s resurgence as an up-and-coming force to be reckoned with. For Keselowski, that victory was just the beginning of what’s shaping up to be a bold new chapter for the team.
When it comes to building a successful team, Keselowski knows you can’t just slap on a logo and hope for the best. “A lot goes into growth,” he shared on MRN’s NASCAR Live podcast with Mike Bagley. “You can’t just flip a light switch and start a race team from scratch.” For RFK Racing, that growth starts with partnerships. Over the past year, the team has teamed up with Rick Ware Racing and brought Haas Factory resources into the fold. The payoff? Access to essential equipment like cars, haulers, and pit boxes. But more importantly, it’s a strategic partnership that could help RFK Racing punch above its weight.
Another one of the team’s secret weapons was the #60 car, which ran part-time in 2024. It wasn’t just about getting a car on the track—it was a way to test the waters and figure out what it would take to expand without compromising performance. Keselowski explained, “You’ve got to work your way into it with the talent particularly and take care of…even the capital that it takes to do it.”
USA Today via Reuters Feb 15, 2024; Daytona Beach, Florida, USA; NASCAR Cup Series driver Brad Keselowski (6) before the Bluegreen Vacations Duel 1 at Daytona International Speedway. Mandatory Credit: Peter Casey-USA TODAY Sports
This meticulous approach has been all about building for the long haul. And with whispers of Ryan Preece stepping into the #60 full-time next season, Keselowski hinted at the bigger picture. “It’s super intentional,” he said. “I would think it’s the path for us to get to where we can continue to race for wins and hopefully a championship.” It’s one of the worst-kept secrets in the NASCAR world. Keselowski kept hinting at the addition of a third car for the RFK camp in the final leg of the NASCAR season.
The alliance with Rick Ware Racing has also been key, especially when it comes to securing a charter. With NASCAR’s charter market in chaos, RFK opted to lease a charter as a short-term solution. Team President Steve Newmark called it a “short-term fix,” and while Keselowski kept the details close to the vest, he confirmed, “We’re gonna run this charter next year, and that will be good for everybody.”
Ryan Preece: A second chance in the #60
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If you’re one of the few Ryan Preece fans, 2024 probably felt like a nail-biter. After Stewart-Haas Racing shut its doors, Preece was left in limbo while his former teammates landed on their feet. Chase Briscoe joined Joe Gibbs Racing. Noah Gragson signed with Front Row Motorsports. Even rookie Josh Berry scored a ride with Wood Brothers Racing. Preece? He was the odd man out.
But RFK Racing may have just handed him the lifeline he needed. Rumors have been flying that Preece is bringing a massive $20 million sponsorship deal from Kroger to the table, and if true, that’s a game-changer—not just for Preece, but for RFK as a whole.
Preece’s appearances in the #60 car this year gave fans mixed feelings about the 34-year-old’s ability. The 2024 season has been largely unimpressive according to some due to his regular finishes outside the top 20. However, there were small glimpses of what he is capable of. With five top-ten finishes, with one of them being a fourth-place finish in Nashville, the potential is there, and now he has a chance to prove Brad Keselowski right and the critics wrong with a full-time ride in 2025. For Preece, it’s more than a new seat. It’s redemption—a shot to show he still has what it takes to compete at the highest level.
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And let’s not forget the #60 car itself. This isn’t just any expansion—it’s part of RFK Racing’s bigger vision. Adding a third car means more resources, more opportunities, and more chances to compete for wins. With Keselowski’s leadership, Chris Buescher’s steady performance, and Preece’s drive to change his narrative, RFK is shaping up to be a serious contender in the next few years.

This past weekend, Mike Tyson vs. Jake Paul’s fight has been making all the noise on social media platforms. This was indeed a highly anticipated bout between the former heavyweight boxing champion and a YouTube sensation. Although most of the fans were rooting for Tyson’s win, it was Jake Paul who was deemed the winner by the unanimous decision.
The outcome of this fight has certainly become a huge talking point ever since. The most common complaint was the lack of intensity and the fight living up to the hype. Some conspiracy theorists even went as far as to say that Tyson threw the fight so that Paul could win. Pumped after the victory, Paul even challenged former UFC champion Connor McGregor to a fight. But NASCAR and IndyCar driver Conor Daly misunderstood Paul’s message, and he challenged him in return.
Conor Daly isn’t afraid to fight Jake Paul in the ring
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Despite the criticism and arguments about Jake Paul and Mike Tyson’s fight, the event was a massive success. The fight that took place at the AT&T Stadium in Arlington, Texas, attracted a total of 72,300 fans. Moreover, the entire event was streamed on Netflix, and it hit a peak watching of 65 million around the world, whereas it hit 38 million concurrent streams in the United States.
There are also reports that despite losing the fight, Mike Tyson took home a good $20 million. And this astronomical figure is something that Conor Daly has his eyes on. Racing is indeed an expensive sport, and with the backing of sponsors or a racing family, it is hard for a driver to continue racing at the highest level. In Daly’s case, he’s still on the hunt for his full-time ride in IndyCar.
A couple million dollars certainly would do the trick for Daly, and this is why he sent out a challenge to Jake Paul. “I know those guys made insane money doing that fight, and it didn’t even look like that much of a fight. So why not throw a tweet out there and saying, Hey, if this is to me, I mean, consider me locked in; the price I get paid is maybe 6-10 million dollars? Maybe we have a conversation, so would I be actually willing to do that? I will almost do anything to get in a race car for a full-time IndyCar.” Daly said this while speaking to Dirty Mo Media.
Without a full-time commitment to the IndyCar Series, Daly did feature in the Xfinity and Truck Series races. He finished P14 at Indianapolis Motor Speedway driving the #26 Sam Hunts Racing car. Whereas out of the three Truck races, the 17th place finish was his best driving the Niece Motorsports truck. However, not everyone from the NASCAR community was thrilled to see Mike Tyson go down without a fight.
Dale Earnhardt Jr. was expecting a Mike Tyson knockout
For many like Dale Jr. who watched Tyson at his peak, they were expecting at least a knockout blow from him. Although he wasn’t in the best shape possible because of his age, he still could’ve ended the fight with a lethal blow, which never came. Dale Jr. wasn’t even interested in knowing who was against Tyson; all he wanted was to see the opponent go down. But much to his disappointment, Tyson lost the fight, and he never got to see a real boxing match.
Disappointed by the whole event, Jr. hurled out a rant while speaking on DJD. “You did not give a sh-t who the other guy was. When they got to fighting, I was like, ‘Who the hell was I to imagine that Mike Tyson could actually knock this guy out. I live in a fantasy world where I thought, damn, Mike Tyson, I hope he can knock this Well, it could have been my best friend in there with Mike Tyson. Whoever Mike Tyson gets in the ring with, I want a knockout.”
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Jr. even suggested that the whole fight was rigged, and he labeled the whole boxing buzz as a circus. “I don’t believe anything anymore. It’s really kind of turned into a circus. There’s not a true battle anymore. When you are watching all these matches, you feel like the ending’s already predetermined. It feels a lot like a match race that my dad might have ran with Kenny Schrader, where they’re like, let’s just make it look good.”
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Well, given all the punches and fists that have been thrown across NASCAR events, perhaps it’s time fans should get the taste of real action. Imagine Kyle Busch and Ricky Stenhouse Jr. getting in a ring; it would be a hell of a show.

Having a powerful sponsor in NASCAR is one of the keys to success. Being backed up by someone like Anheuser-Busch, the parent company of Budweiser and Busch beers, teams get a lot of funding and exposure, which is key to finding a good spot in the series championship. While Anheuser-Busch was reconsidering its sponsorship with HMS, they decided to exit the team and continue with Dale Earnhardt Jr. as the driver left for his own venture.
Dale Jr.’s team was by no means in a bigger position than HMS in NASCAR; however, the sponsors believed that being the legacy of the late Dale Earnhardt Sr., his son had something big coming for him. Although Junior did not win a Cup Series title, he today stands as one of the most popular motorsport drivers to ever live. So when Steve Uline, the sports marketing executive for Anheuser-Busch, came down to the Dale Jr. Download podcast, it was only fair that he revealed the story to Kelley Earnhardt Miller.
Dale Earnhardt Jr. bags Budweiser with his charm
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The story kicks off with a bit of frustration. As the sponsor for Hendrick Motorsport’s third car in 1998, the team wasn’t delivering results compared to their championship-winning cars. “We were the third car. I think we were the 25 cars there. We had Kenny Schrader, who we loved because he was a St. Louis guy,” recalls Steve Uline, the sports marketing executive for Anheuser-Busch. But despite a strong driver lineup, including Schrader and Ricky Craven, things just weren’t clicking. “We just weren’t having the success,” Uline admits.
At this point, the sponsorship team began to reevaluate. They looked at all sorts of drivers—top 10 contenders, under-funded teams with potential, and up-and-coming stars. That’s when they set their sights on Dale Jr., even though he had yet to win a Busch Series race. “Dale Jr. had not won a Busch Series race yet, you know. And, obviously, we had a relationship with your father through Busch beer,” Uline explains on the Dale Jr. Download. This connection through Junior’s legendary father, Dale Earnhardt Sr., sparked interest.
The timing felt right to make a change. “We’re big in the sport, probably the biggest, and certainly, we’ve got a big presence in NASCAR,” Uline recalls. But every week, they watched Rusty Wallace dominate while they struggled with their own driver lineup. “Rusty’s kicking our butt in the two cars,” Uline confesses, admitting that fierce competition in the beer world—especially with Miller—pushed them to make a move. “We didn’t want Miller beating us at anything,” he says, which fueled their desire to find a fresh face who could bring a new spark.
And that fresh face turned out to be Dale Jr. The deal was set in motion with a trip to Hendrick Motorsports, where Uline and Mike Hargrave, who oversaw motorsports for Anheuser-Busch, met with Rick Hendrick’s brother, John, to discuss a potential shift. “We decided to go after Junior… I flew down there with Mike Hargrave, who oversaw motorsports for us,” Uline remembers, setting the stage for one of the biggest sponsorship shifts in NASCAR history. However, that doesn’t come close to the extent that Dale Jr. has reached today when it comes to bringing in money for NASCAR.
Dale Jr. reveals a soundtrack update for the NASCAR video game
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Dale Earnhardt Jr. recently gave fans an inside look at the soundtrack for the upcoming NASCAR video game, which is being developed by iRacing. On the Dale Jr. Download, he shared that his long-time friend Steve Meyers at iRacing reached out to him for some help in putting together a killer playlist for the game. “One of the things that’s really important, I think, is trying to create a soundtrack,” Dale Jr. said. He even got a few drivers involved to pitch some songs, though he’s keeping their picks a secret for now. But it’s clear he’s all in on making it a soundtrack that fans will love.
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via Imago Dale Earnhardt Jr
To really get the ball rolling, Dale Jr. took his search for the perfect songs to social media. “I tweeted about it. I said, ‘Hey, what songs are a must?’” he said, and before long, the NASCAR Reddit community jumped on it. The thread quickly turned into a Molly Hatchet fan club, with the song “Flirting with Disaster” getting lots of love. “It was funny seeing the list of songs people suggested,” Dale Jr. said.
But it’s not all about picking songs—Dale’s also learning the ins and outs of getting the rights to music. “It’s not a simple situation,” he admitted. “You’ve got to reach out to the people who own the license, and sometimes it’s multiple people.” The game, expected to drop in the fall of 2025, will give fans an authentic NASCAR experience, and from the sound of it, the soundtrack is going to be a major part of that vibe.
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Does this make you want the NASCAR game even more? Share your thoughts in the comment below.

When one thinks of the late great Dale Earnhardt Sr., the first thing that comes to mind is his #3 Goodwrench car. A NASCAR driver is as memorable as his car number and the brand associated with him. Just ask Kyle Busch and M&M’s, Jimmie Johnson and Lowes, Jeff Gordon and DuPont, and many more. In a similar vein, one iconic brand has always been associated with Dale Earnhardt Jr., and that is Budweiser. The spearhead behind that iconic partnership was sports marketing executive, Steve Uline.
Recently. he sat down with Kelley Earnhardt-Miller on the Dale Jr. Download. The two enjoyed a great conversation, and among many topics discussed, they spoke about Dale Jr. and Budweiser. This comes on the back of step-mother Teresa Earnhardt finally relinquishing the #8 number, earlier this year. To make matters even better, Dale Jr. will not only compete in the South Carolina 400 dirt race but reunite with his #8 and Budweiser sponsor.
Uline revealed the history of the Dale Earnhardt Jr. and Budweiser sponsorship. According to him, there were a number of hurdles to navigate. However, he was adamant that Dale Jr. had to be the one to be under the Budweiser beer umbrella. The sports marketing executive also shared some interesting stories about the former NASCAR driver.
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Why did Budweiser choose Dale Earnhardt Jr.?
Uline told Kelley Earnhardt-Miller, “We knew we had the magic name. For us, we felt like he was going to have the right attitude, the right personality. We’re a beer company, we’re not selling milk, Kleenex, M&M’s. No offense to them, but you got to have the right person, right personality that it matches up. It’s real then, it’s truly real. He’ll tell you he didn’t like beer in the beginning, but he sure as hell ordered a lot of it down to his place. You heard the story that Ty told, it was on Dirty Mo with Junior. He told the story where the wholesaler called Ty. We called Ty and said, ‘The wholesaler called. He wants to know what’s going on. Jr’s ordering more beer than a lot of retail accounts are.’ We’re like, ‘Yeah, that’s good!’”
As one would expect, having a famous father was definitely a key that opened a number of locked doors. However, the move was not purely nepotistically motivated. According to the former Anheuser-Busch executive, another point in Dale Jr.’s favor was that he had the right attitude and personality. Of course, Dale Earnhardt laid out the foundation, and there was an element of risk involved.
via Imago Dale Earnhardt Jr.
Uline revealed that Dale Jr. was entering an era where the old dogs were still in their prime. As for himself, he was considered young, up-and-coming blood, and he was far from the only one. Another youngster who rose through the ranks with him was Matt Kenseth, and it was a fascinating time to be in. From there, Uline elected to take a calculated risk and inked a long-term deal with Dale Earnhardt Jr.
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Steve Uline tried to tip-toe his way through the deal, but once they left HMS, alarm bells started ringing at the Budweiser headquarters.
Steve Uline revealed his bold call
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He continued, “We didn’t even tell the Budweiser brand we were doing this, and that was a bone of contention. Who owns the sport, does the brand own the sport? Does sports marketing own the sport? There’s a jealousy part because it’s cool. When we put it together it was really Tony [Ponturo] and myself, nobody knew because we were afraid the word would get out that we were interested. You know how the word leaks. That day after I left Hendrick, somehow somebody said something, ESPN reported it that afternoon that we had broke that deal with Hendrick. Didn’t say who we’re going with, because we hadn’t done it yet. Budweiser guy called me that night and said, ‘You can’t do that! You can’t take my race car driver!’ I said ‘It’s done! You’ve got a problem, you talk to the guy whose name is on the building.’”
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In essence, he went behind Budweiser’s back to ink the deal. Though he and all parties involved tried to keep things hushed up, it eventually leaked out. Of course, the brand was furious, but Uline chose to stand his ground. Since then, Dale Earnhardt Jr and the #8 Budweiser car have become a truly iconic partnership. They have been together from 1999 all the way until 2007, when they were at Dale Earnhardt Inc.
Sadly, all good things had to come to an end, especially when he moved to Hendrick Motorsports in 2008. Budweiser could not follow him there, and had to remain with DEI, and an iconic partnership was broken. Now, after nearly 25 years, the partnership will be back for the South Carolina 400 Late Model race.

The tension around NASCAR’s decision to cut the COTA course has sparked plenty of chatter. One old rival of Shane Van Gisbergen is adding fuel to the fire. Scott McLaughlin, who’s had his fair share of intense battles with SVG in Supercars, took to Twitter to reignite that fire.
The rivalry between McLaughlin and Van Gisbergen has always been captivating. Both drivers regularly battle for top spots and sometimes clash on the track. Now, with SVG making the leap to NASCAR, McLaughlin’s words add extra weight. Fans are debating whether the Kiwi’s road racing skills will give him a clear advantage at COTA. While many NASCAR fans aren’t thrilled about the course change, McLaughlin’s comment serves as a reminder of the kind of competitor SVG is. He might just excel, no matter the track.
What has the change of the COTA track sparked after the 2024 season?
Fans are fuming over a recent decision about the Circuit of The Americas (COTA) layout for NASCAR, and it’s got some heated takes. The big change? Instead of using the full 3.4-mile course, NASCAR will shorten it to the 2.3-mile national track, cutting out those long straightaways and shaving off a chunk of the action. The Cup Series race will likely run about 100 laps, while the Xfinity race’s lap count is still TBD.
Scott McLaughlin, who knows a thing or two about racing at COTA from his Supercars days, threw out a six-word warning for NASCAR fans, especially for Shane Van Gisbergen fans: “Shane Van Gisbergen gonna be all over it.” McLaughlin’s comment brings some heat because SVG, his old Supercars rival, is no stranger to dominating road courses, and fans are wondering if this shorter layout will give him an even bigger advantage.
The decision, however, has left many NASCAR followers rolling their eyes. A lot of fans feel like it’s a step back from the excitement of the full course, and it looks like they’re bracing for a race that’s a bit less thrilling than before. Whether McLaughlin’s prediction about SVG coming out on top rings true remains to be seen, but for now, fans aren’t holding back their frustration.
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What fans thought of the changes made to the COTA circuit
One fan didn’t hold back, calling the change a “lame” decision: “Another hacking of a track and better still, eliminating passing. Why do we even bother?” It’s clear they were not thrilled about the idea of less action on track, especially with the potential for fewer overtaking opportunities.
Another fan echoed that sentiment, taking a swipe at NASCAR’s recent track decisions: “NASCAR sure knows how to screw up great road courses!? Sonoma shortcut, no boot at Watkins Glen, and now this!!” This comment shows that the frustration isn’t just about COTA; it’s part of a growing trend of changes to iconic road courses that fans aren’t too keen on.
Then there’s the more passionate critique, with one fan directing their frustration at Fox Sports for possibly not being able to cover the new layout effectively: “I am not happy about this Jeff, this layout is wayyyyyyy worse for racing. Fox being lazy and unable to cover the actual track is just sad.” Clearly, this fan felt that the change would not only impact the racing itself but also the quality of coverage for viewers at home.
via Imago March 26, 2023, Austin, TX, United States of America: JORDAN TAYLOR 9 brings his car through the turns during the EchoPark Automotive Grand Prix at Circuit Of The Americas COTA in Austin, TX. NASCAR, Motorsport, USA Cup Series 2023: EchoPark Automotive Grand Prix – Jordan Taylor PUBLICATIONxINxGERxSUIxAUTxONLY – ZUMAa161 20230326_zaa_a161_040 Copyright: xWalterxG.xArcexSr.x
Some fans, though, weren’t entirely against the switch. One fan took a more wait-and-see approach: “Works for me try it and see what happens. The yellows were excruciating they were so long.” They seemed to think that experimenting with the layout could shake things up in a positive way, especially if it meant shorter caution periods, which had been a major gripe in the past.
Finally, one fan just seemed desperate for answers, simply asking: “Will someone answer why?” It’s clear that many are just confused and seeking clarity on the reasoning behind this sudden change.

23XI Racing had a lot on its plate this season. On the good side, Michael Jordan and his team achieved remarkable heights. Tyler Reddick clinched the Cup Series regular-season championship and was a solid threat for the final title. But the flip side of the team’s future is equally dismal. Currently, 23XI and Front Row Motorsports are amidst a lawsuit waged against NASCAR. The cards are not falling in their favor, and 23XI’s recent move will not help things in the courtroom.
Michael Jordan recently recruited Riley Herbst – a dazzling Xfinity star who clinched two victories this year – to compete in the No. 35 Toyota under 23XI Racing. This deal, although proving the team’s unbounded growth, also shows that Jordan is still doing business with NASCAR. That is an argument that the sport’s lawyers could use against Jordan in the lawsuit.
Michael Jordan giving points to the adversary?
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When the 23XI Racing and FRM first filed the lawsuit, optimism reigned over the show. Having Jeffrey Kessler, a sports advocate who won cases like the NCAA antitrust lawsuit, brightened the teams’ hopes. But the dominoes started falling recently. Michael Jordan and Co. stated that NASCAR used “anticompetitive and exclusionary practices” in the sport. Also, they filed an injunction to protect their charter status for 2025, citing the risk of losing sponsors, drivers, money, and fan support as open participants. But a federal court judge turned down this request, claiming that the teams presented “only speculative, possible harm.”
The next domino to fall is probably Riley Herbst’s induction into 23XI Racing. This shows that Michael Jordan is striking deals with the “anticompetitive” executives of NASCAR which 23XI and FRM are waging a legal war against. Including Herbst also means getting a third charter, for which 23XI claimed NASCAR has enriched “themselves at the expense of the premier stock car racing teams.” So all this evidence may further convince the court judges to bend the lawsuit in NASCAR’s favor. Last week, Kessler said that 23XI is striking a deal with NASCAR for possible open-car racing, should the injunction appeal fail.
Kessler said NASCAR “has removed the anticompetitive release requirement in its open agreement” to allow 23XI and Front Row to operate as open teams. So Michael Jordan’s continued rapport with his legal adversary for the growth of his team weakens his legal case. Steve Lauletta, 23XI team president, curiously stated that roping in Riley Herbst is a well-timed decision. “As 23XI enters our fifth season next year, we felt the time was right to continue the growth of our organization by adding a third team, and Riley is a driver we think will be a great fit for us.”
Herbst’s induction is not the only factor that may shoot Michael Jordan’s case in the foot.
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Retired veteran hoping to drive under 23XI
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Denny Hamlin admittedly felt emotional when his Joe Gibbs Racing teammate announced his retirement. Martin Truex Jr. left full-time racing this year – but he does not wish to leave racing forever. And Hamlin is eager to take care of his comeback, promising him a Daytona 500 entry for next year. “23XI and (Joe Gibbs Racing) are kind of looking at the options and figuring out what’s the best avenue for it. Certainly, having Martin in the 500 is going to be exciting,” Hamlin said. Truex Jr. is rumored to wheel the No. 78 or the No. 56. He won the 2017 Cup championship with the No. 78 and has used the No. 56 throughout his career and calls that “my number.”
However, the caveat lies in the unresolved NASCAR lawsuit. With Riley Herbst hopping aboard the 23XI bandwagon along with Bubba Wallace and Tyler Reddick, which charter will Truex Jr. race under? Yet his crew chief is already decided – Cole Pearn, with whom Truex Jr. won 24 races and a championship between 2015-19. The 34-time Cup Series race winner scratched his head at the strange scenario. “I mean as far as I know it’s all going still. I think we’re good. You never know these days, things change in a hurry, right?” Truex Jr. said with a laugh. “A lot going on like you said, I have no clue. But I feel confident I have a contract so that’s a good sign, right?”
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Evidently, Michael Jordan’s hanging lawsuit is leaving a lot of drivers’ 2025 plans under suspense. The next courtroom hearing is scheduled for December, so let us wait until then to see what happens.

“It looked like two guys who really didn’t want to get hit because they already had their paychecks.” One boxing fan captured possibly the main point of the recently publicized fight. And NASCAR veteran racer Dale Earnhardt Jr. concurs with this view. Mike Tyson, 58, left professional boxing nearly two decades ago. Even in his last fight in 2005, the legend quit on his stool before the 7th round against Kevin McBride.
This is not to belittle the champion boxer holding a record of 50 wins but to highlight the main reason for the Jake Paul-Mike Tyson fight. Older fans yearning to see “Iron Mike” tuned in to live out their nostalgia, while younger fans not aware of Tyson’s greatness rooted for Jake Paul. The point is, the entire fight was a grand ‘set-up’ to attract the bucks, according to Dale Earnhardt Jr.
Mike Tyson was not looking to fight
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Well, come on, the legendary boxer recently had a serious health issue. Just 6 months ago, a sudden ulcer flare-up left him throwing up blood and eventually losing 26 pounds. Those effects were clearly visible during the fight, as Tyson could just land 18 punches across 8 sluggish rounds. Jake Paul, on the other hand, landed 78 – more than four times. The fight, streamed live on Netflix, ended 80-72, 79-73, and 79-73, overwhelmingly in Paul’s favor. However, maybe Tyson was not looking to win a fight after all these years. That is what Dale Earnhardt Jr. opined, making an allusion to his father, The Intimidator.
In a Dale Jr Download episode, Dale Jr. weeded out the caveat in the Mike Tyson-Jake Paul fight. “A lot of times, when you’re watching some of these matches, you feel like the endings are already pre-determined.” Then the 15-time NASCAR’s Most Popular Driver alluded to an imaginary exhibition race between Dale Earnhardt Sr. and Kenny Schrader. The 7-time champion and the 4-time Cup Series winner would have struck an accord on how to structure the race. “It feels a lot like a match race that my dad might have run with Kenny Schrader at some track where they’re like, let’s just make it look good…Let’s run side-by-side, we’re going to be a second off of what locals run here, nobody’s going to know…It’s going to look great. And I’ll cross the finish line first. “
If this was two or three decades ago, we would have seen the “Baddest Man on the Planet,” fight like the heavyweight champion that he was. However, now his age has caught up to him – and the need for showbiz compelled him to put on a show for fans. Dale Earnhardt Jr. continued, “I just remember being younger, maybe I was naive, and I just felt like two guys – both of them wanted to win badly. They would do whatever it took to accomplish that and the lead-up to the fight would showcase that. But now it seems more of a set-up. Do we all not walk away from a lot of these pay-per-views feeling duped? Time and time again, right?” Even Xfinity Series veteran Kenny Wallace agreed with Dale Jr. regarding this.
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Dale Jr. surmised correctly. The fight itself may not have ended favorably for Mike Tyson – but the payouts did.
Viewership shot through the roof
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Kid Dynamite may not have restored his former glory against Jake Paul. But his takeaway was huge – Mike Tyson made a reported $20 Million, while his opponent cashed in $40 Million. The boxing match also set betting records at sportsbooks, becoming the most heavily wagered upon fight in years. The Arlington, Texas face-off cracked records in BetMGM’s nearly seven-year history, attracting four times as much money as any combat event. The majority of the bets were on Tyson, a 2-1 underdog, but the largest ones were on Paul, including a $1 million wager placed with Caesars Sportsbook in Michigan. “[It] was unbelievable for business,” John Murray, executive director of the Westgate SuperBook in Las Vegas, told ESPN.
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Craig Mucklow, vice president of trading for Caesars Sportsbook, compared the amount wagered to an NFL Monday night game. “We knew there would be tremendous interest in the fight, as the betting suggested it was a generational matchup in customer demographics,” Mucklow said. “Those old enough to remember a prime Mike Tyson got to live the nostalgia one last time, while those young enough not to know who Iron Mike was were firmly on the Jake Paul side of the counter.” Westgate Superbook executive director Murray continued his flabbergasted reaction. “Casino was packed. Bets flying in all day. I was stunned.”
Evidently, Dale Jr.’s assumptions were correct – it didn’t look like Mike Tyson was actually looking to win the fight. The publicized match broke records in terms of publicity, and that’s all that mattered.

Before Brad Keselowski became a NASCAR Cup Series champion and co-owner of RFK Racing, he was just a young driver chasing a dream. Growing up in a racing family might sound like a golden ticket, but for Brad, it wasn’t quite that easy. His family’s legacy in motorsport came with plenty of passion but, contrary to popular belief, not a lot of cash. So when the opportunity of a lifetime came knocking, Keselowski had to figure out a way to make it work.
In a recent chat with YouTuber Stapleton42, Brad opened up about how a single phone call from Dale Earnhardt Jr. changed everything for him.
A phone call, a plane ticket, and a life-changing move
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The pair took a trip down memory lane, revisiting Keselowski’s hometown of Detroit, where they stopped by a whole host of iconic spots in his origin story. One of them was his old house, where he received the aforementioned phone call from the NASCAR legend.
As he reminisced, the 2012 Cup Series champion took viewers back to a fateful day 17 years ago: July 4th, 2007.
At 23 years old, Brad Keselowski was ready to take a big leap into the unknown. He had been trying to make a name for himself in the racing world, but there was one big problem: he was flat-broke. “I moved to North Carolina on my own on July 4th, 2007,” Keselowski said, reflecting on that pivotal moment. “I was a racer or at least trying to be a racer. And I remember, Dale Jr. called me. I told him I want to drive his race car. Absolutely, I want to, but I told him I don’t have any money to get to North Carolina.” said Keselowski.
Instead of letting Brad’s financial situation become a deal-breaker, Dale Earnhardt Jr. offered him a lifeline. “He said, ‘I understand, just stay in my guest house.’ And I lived in his guest house for probably a year.” Imagine that—showing up in North Carolina with nothing but a suitcase, only to find yourself living with one of the biggest names to ever grace the sport of NASCAR.
Keselowski still remembers his very first day there. “It was July 4th, and Dale was throwing a party, which was totally on brand for him. I thought, wow, I really made it here,” he recalled with a laugh. But despite the warm welcome, Brad knew this was no guaranteed ticket to the big leagues. “I was fully prepared, you know, being around racing long enough, opportunities come and go. I didn’t know if it was gonna stick,” he said.
Brad didn’t even have a car to make the move himself. “I didn’t own a car until I was probably 25. Dale bought me a plane ticket, and somebody picked me up at the airport,” he shared. That someone was NASCAR spotter TJ Majors, who drove him to his new home at Dale Earnhardt Jr.’s guest house. Funnily enough, fully expecting the dream to be short-lived, Brad had only packed enough clothes for a three-day trip. “That’s all I brought with me to North Carolina,” he laughed. “I didn’t know if this was gonna last, so why pack everything?”
From couch surfing to Cup Series Champion
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Life in North Carolina was a huge leap of faith, but it paid off in ways Brad couldn’t have imagined. Growing up in suburban Detroit, the Keselowski family put every penny they had into racing. His father, Bob Keselowski, was a familiar face in the NASCAR Truck Series, while his uncle Ron competed in the Cup Series back in the ‘70s. But the family’s dedication to the sport didn’t come with financial security. “We didn’t have any money, right? My family put everything they had in racing,” Brad admitted. “I was very fortunate to kind of break through, but there were never any guarantees.”
It didn’t take long for Keselowski to start making waves in the racing world. He formed his own team, Brad Keselowski Racing (BKR), in 2007. By 2008, he was competing in the Truck Series, driving the No. 29 Chevrolet and even earning his own team’s first Top 10 finish. And he wasn’t done there.
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Simultaneously, he joined forces with Dale Jr.’s JR Motorsport team in the Cup series, where he picked up his first race win at the Nashville Super Speedway. While Brad himself was making a name for himself as a driver, his team earned its first Cup series victory in 2012, thanks to eventual 2023 champion Ryan Blaney’s win at Iowa Speedway. This was also the same year Keselowski etched his name indelibly in NASCAR history as a Cup Series Champion. Brad went on to notch up 36 career wins and 155 top fives (and counting), cementing his name as one of stock car racing’s modern greats.
But the journey as a team owner was rife with crests and troughs. By 2017, Keselowski had to make the tough decision to close down BKR. “I was hopeful to reopen the team in the future and turn it into a Cup Series team,” he said at the time. That dream partially came to fruition in 2022 when he became a co-owner of Roush Fenway Racing, rebranding it as Roush Fenway Keselowski Racing (RFK). And it turns out Keselowski’s presence has breathed new life into the team, as the 40-year-old took the team to their first win since 2017 in Darlington this year.
His story came full circle as he even ended up buying the guest house he once stayed in, repurposing it to do what Dale Earnhardt Jr. did for him. “I had to buy the house in the process because it was getting foreclosed on,” he revealed. “So I bought the house, and now my niece lives in it.”
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Looking back on leaving home, Keselowski knows how lucky he was to have Dale Jr. in his corner almost 20 years ago. “I didn’t know if it was gonna work out. But it did, and now it’s just life. It moves on, right?” Brad said.
Brad’s journey from broke racer to one of the wealthiest and most successful drivers in the sport is truly inspirational, even more so considering he’s never forgotten the people who helped him along the way. And to think, it all started with a phone call from Dale Earnhardt Jr. and a plane ticket to North Carolina.

Brad Keselowski and RFK Racing have finally announced they will be expanding to a three-car team for the 2025 season. It’s arguably the worst-kept secret of this silly season, as Kroger parting ways with JTG Daugherty Racing was the telltale sign that something was cooking up between the two parties.
Out of all four Stewart Haas Racing drivers, Ryan Preece seemed to be on the bitter end of things without a ride for 2025. Tony Stewart has decided to step down from his ownership role, whereas Gene Haas opted to retain a charter for himself. This forced all the drivers in the team to look for new rides, and Preece looked to be the odd man out. But RFK Racing securing a deal to lease the Rick Ware Racing charter will see Preece compete in the #60 car in 2025.
It is indeed good news for Preece and Brad Keselowski, who are now looking forward to this new partnership. However, the same cannot be said for Corey LaJoie and his future in the NASCAR Cup Series.
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Ryan Preece handed a big boost with Rick Ware leasing a charter to RFK Racing
Spire Motorsports tried its best to allow LaJoie to groom himself in the leadership role, driving the #7 entry for the team in 2024. However, his struggles throughout the year forced the leadership group to search for an alternative. And they found that with Justin Haley and pulled off a surprising mid-season driver swap. LaJoie ran the last eight races in the #51 car with RWR, whereas Haley took the command of the #7 Spire car.
Haley certainly was the one who bagged himself a promotion by penning a long-term deal with Spire. Leading the flagship team under the guidance of Rodney Childers is indeed a big step up. Meanwhile, LaJoie was trying his best to get a shot at continuing to compete at the top level in NASCAR. A hope that seems to be disappearing with RFK Racing’s move to expand to a three-car team.
Rick Ware Racing owns a permanent charter, but with this new agreement, RFK Racing is set to take over it on a lease. Moreover, with Ryan Preece confirmed as the driver for the #60 team for 2025, it puts a huge question mark on LaJoie’s future at the Cup level. This development was further confirmed by RFK Racing’s president, Steve Newmark.
“RFK president Steve Newmark confirms a lease of a charter from Rick Ware Racing for 2025 for the No. 60 car of Ryan Preece.” Bob Pockrass from Fox Sports shared this update on X. Not only Ryan Preece but the entire RFK Racing driver lineup is expected to get a big boost from this deal. Along with primary sponsors like Fastenal, Castrol, and Build Submarine, Kroger will also feature on all three race cars at RFK Racing for the 2025 season.
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Brad Keselowski and Co are making all the right moves
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Sponsorship plays a key role in the functioning of a NASCAR team, now more than ever. There were times when sponsors used to line up to be featured on the race cars, but in 2024 things have changed drastically. Now the teams rely on not just one but multiple sponsors to fund their racing programs. Given that there’s a lot of uncertainty with the lawsuit NASCAR is facing, it makes it even tougher for teams to attract investors. But RFK Racing seems to be headed in the right direction under the leadership of Brad Keselowski.
“First, we’d like to thank Kroger and the vision of Tad and Jodi (Geschickter), without which we wouldn’t be in the position of growing with a third car in 2025 and beyond. Their commitment to us on behalf of Kroger has not only allowed us to fulfill our growth objectives in ways we’ve long desired but also to continue to push the envelope when it comes to finding the competitive edge needed to compete at the top level of NASCAR.” Newmark said this in a press release.
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Ryan Preece has got an opportunity to prove his racing credentials once again for next year. Meanwhile, Corey LaJoie’s future competing at the Cup level certainly looks uncertain. And this might force his hand to make a big call with regards to his racing career.

There was a time when the #4 team was among the frontrunners to win the NASCAR Cup Series championship. The partnership of Kevin Harvick and crew chief Rodney Childers led the charge of the #4 Stewart Haas Racing team and elevated them to new heights. But the same cannot be said for the team’s performance in 2024, as they are one of the worst-performing teams of the season. And if we compare last year’s owner’s point of the #4 team to 2024, they surely dropped the ball.
It wasn’t just Josh Berry and the team who took a significant hit from last year’s performance standards. Another notable mention in this list is Kyle Busch and the #8 team from Richard Childress Racing. The 2024 season was arguably the worst ever for Rowdy Busch in his NASCAR racing career. And his team finishing second worst in the owner’s point further highlights his misery.
2024 was a season to forget for Kyle Busch, whereas the #4 team hit new lows
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Since Kyle Busch switched to RCR from Joe Gibbs Racing, he’s had difficulty repeating his winning antics on the racetrack. 2023 was seen as a settling period for Rowdy trying to adapt to the new environment with the #8 team. Although it was a learning period, he clinched three race wins and made the playoffs. It was seen as a positive sign before he could truly mark his comeback run in 2024, but he looked like a shadow of his former self this year.
Since he started racing in NASCAR, he had a single win every year until the 2024 season. Although not making the playoffs was a bitter blow, being unable to maintain the winning streak that lasted 19 years straight was like a dagger to Rowdy’s heart. Fans know all about his 2024 struggles, but this statistic further highlights how badly the #8 team performed. It’s been a mix of issues for Busch and RCR. Although the team got off to a strong start in 2023, with a win in California and a few top 5 finishes, Busch and RCR couldn’t replicate the form. Part of the problem was the team’s difficulties with the Next-Gen car, as Richard Childress went on to admit. The result of these poor performances remains clear with the owner points stat.
In 2023, Kyle Busch and the #8 team scored 950 owner points throughout the season. In comparison, they could only muster up a tally of 766 points in 2024; this saw them take a hit of 174 points when compared to their previous run. It’s not that Rowdy and his team never turned a corner for good. They did have a streak of top 5 finishes just ahead of the regular season final at Darlington. Call it bad luck or just fate, Busch had back-to-back runner-up finishes at both Daytona and Darlington.
On the other hand, rookie Josh Berry and the #4 team had a sharp decline after replacing Kevin Harvick. Although SHR in general was struggling to compete for race wins with Harvick, he certainly kept them afloat in terms of solid finishes. However, once he retired and Josh Berry took over, the cracks within the team became visible, which ultimately led to the closure of the entire race team.
The #4 team with Berry only managed to score 579 owner points this year. This tally stood at 966 points when Harvick competed in his last season with the team. With a difference of 387 points, this was the worst downfall among all the teams in the Cup garage, with Kyle Busch’s #8 team trailing behind them.
A reset is what Kyle Busch needed to overturn his misfortunes, and off-season is indeed the best way to do it. But this offseason is going to look a little different for Rowdy thanks to his non-NASCAR racing plans.
Rowdy will compete at the Chili Bowl Nationals
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Perhaps the best way to get a reset is to compete in a different discipline, and Busch certainly has made plans to do that. Joining the likes of Kyle Larson, Christopher Bell, and Tony Stewart, he will be making his Chili Bowl Nationals debut this January. He will be partnering with Flo Racing to pilot a Lucas Oil midget car for the 39th edition of the iconic midget car race event.
However, before Busch makes his big debut against some of the best dirt races in the world, he will be competing in similar races. On November 26th, he will make an appearance competing at the USAC Nationals Midget event at Bakersfield. This will be followed by another race at Ventura Raceway on November 30th. That’s not it; he will be joining his son Brexton in competing at the Tulsa Shootout to conclude this year’s racing.
It is indeed strange to see Busch trying his hands at dirt racing. So what exactly is the reason behind Rowdy opting to try his hand at something new? This is what he had to say: “I feel the biggest reason right now I have changed my mind is having more experience and being on the dirt. Knowing what to expect being on the dirt. So for years I’ve really never raced open-wheel cars, never ran sprint cars, midgets, micros or stuff like that. So to have my feet wet a little bit more with some non-winged micros, I feel that gives you a better sense of what these vehicles will do.”
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Let us hope Busch can make the most of this off-season and regain his confidence for next year’s Cup Series races. NASCAR without Rowdy firing on all cylinders can at times get boring.

2024 NASCAR Cup Series Rookie of the Year, Carson Hocevar has a growing stock like no other. In his first year driving the #77 Spire Chevy full-time, the 21-year-old Michigan native outperformed all his teammates. And that’s not all. Hocevar finished 21st in the drivers’ standings, leaving his closest ROTY rival, Josh Berry, a jaw-dropping 107 points behind.
An alumnus of the inaugural class of the Drivers Edge Development program, Hocevar is one of the brightest rising stars under the Chevy banner. However, Spire Motorsports’ lower-tier partnership with the Bowtie brand could become a big roadblock to their #77 driver’s progress in the long run. Sure, they have built powerful alliances with Tier-One organizations like Trackhouse Racing and Hendrick Motorsports. But as we look toward 2025, the big question remains. Will these partnerships finally deliver the results Spire has been chasing for so long?
Can Spire’s reduced Chevy support keep up with Carson Hocevar?
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It’s been said multiple times. Justin Haley’s Daytona win in the #77 Spire car happened half a decade ago. In 2025, he will be the driver for their #7 team operations replacing Corey LaJoie. The still-relatively new race team will receive some much-needed veteran leadership next year with Michael McDowell’s switch from Front Row Motorsports. But there’s a big problem plaguing Jeff Dickerson and TJ Puchyr’s organization.
As Hocevar told Jeff Gluck in a recent interview for The Athletic, “We’re not a key partner (for Chevrolet). We don’t get all the bells and whistles when we walk into that building. We know that… But he clears any additional doubts. That hasn’t even in the slightest bit stopped Hocevar from growing in the nascent of his premier-tier NASCAR career. In his own words, “Now I’m to the point where I’m learning how to race a Cup car, not drive it. It’s more about racing the field. It’s racing in dirty air, it’s restarts. For me, the sim now is 90 percent about developing our race cars. My crew chief and our engineers get a lot of value in it.”
“At Phoenix, we showed up exactly how we left the simulator,” asserted Hocevar. “I don’t think we made one single change — and we ran top 10, top 15 all d
ay.” When the dust settled in Arizona after the championship race, the Portage-born driver left with an 18th-place finish. He wasn’t contending for the championship. In all fairness, Hocevar was some ways off from making the Playoffs in 2024. With how fast he’s been developing, it’s only a matter of time before he puts himself in all the positive discussions.
USA Today via Reuters Feb 19, 2024; Daytona Beach, Florida, USA; NASCAR Cup Series driver Carson Hocevar (77) wrecks during the Daytona 500 at Daytona International Speedway. Mandatory Credit: Peter Casey-USA TODAY Sports
His aggressive on-track advances are only a reflection of his childhood promises to himself of racing the top drivers in the sport. But Hocevar is aware of the limits, as he explained to Steven Taranto of CBS Sports. “It’s just being able to balance that more. They’ve got to get comfortable around me too. And I feel like I have the respect of others, but it’s a different type of respect.”
Regardless, there have been talks of Chevy elevating their partnership with Spire to a tier-one alliance in the future. Veteran spotter Brett Griffin, who worked with Spire’s new #7 driver, Justin Haley in the past, stated on an earlier episode of the Door Bumper Clear podcast that “there is a rumor that Spire is in a lot of talks with Chevrolet to become a tier-one team, basically a mini-Hendrick–which is a huge deal if Spire gets that and makes that happen.”
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But as of now, nothing is sure. And it certainly looks like Spire will move into the 2025 season, with a refreshed driver lineup, and alliances with Trackhouse Racing and HMS. Then again, anything can happen in the off-season. And Carson Hocevar, who’s got a new toy to tinker with at the Spire Motorsports shop, is the best example of that notion.
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In his interview with Steven Taranto, the soon-to-be sophomore-year driver revealed that he’s finally getting hands-on experience building a race car by himself, for the first time. There appears to be a brand new Late Model at the Spire Motorsports workshop that Hocevar is working on. “It’s gonna be me and Jeff Dickerson’s toy in the shop to go play with,” he noted. This off-season project is supposed to be a way for the employees at Spire to have some fun, letting go of all external expectations.
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Hocevar elaborated, “He reminds us that it’s good to have distractions. This Sunday stuff can be difficult. It can be stressful and everything, and he’s so good with people and managing his race team and his employees. This is gonna be how we have zero expectations… He knows we’re gonna have expectations to make the playoffs. And that’s gonna be very difficult … so if we fall short of our goal, he still wants us to be able to have fun and have something that we can build and have no expectations.”
But it seems the young gun has additional motives with this brand new Late Model at Spire. “There’s nothing more I want to do than drive race cars. So, once we get it built then we can go racing with it,” concluded Hocevar. That being said, this seems to be a win-win situation for the 21-year-old racer. Here’s to hoping all of it can help him solidify his name as one of the top Chevy prospects currently racing in NASCAR.

Carson Hocevar’s rapid rise in the NASCAR Cup Series didn’t just come from natural talent—it was the result of a secretive, behind-the-scenes strategy. Before ever stepping into a Cup car, Hocevar was honing his skills in a way that gave him a unique advantage. He spent a year in the simulator, not just learning the tracks but studying the driving styles of some of NASCAR’s top competitors, particularly Ross Chastain.
When he made his Cup debut, Hocevar’s ability to adapt quickly and provide valuable feedback set him apart. His success didn’t happen by chance—he’d been preparing in a way that few rookies ever do, giving him an edge in his rookie season, becoming the Rookie of the Year. So what did he do that made him such a good driver in his debut year?
Carson Hocevar exposes the secret training he received at Trackhouse Racing
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Before Carson Hocevar ever set foot in a Cup car, Hocevar was getting a unique training experience, one that many drivers don’t have access to. Through a year of simulator work, he wasn’t just practicing laps; he was studying the styles of two of Trackhouse’s stars, Ross Chastain and Daniel Suárez.
Hocevar was tasked with an interesting mission: he wasn’t there to set the fastest lap, but to mimic the driving styles of his future teammates. “My job was to match Ross Chastain and match Daniel Suárez with their driving styles and tell us what the car drives like,” Hocevar explained in a recent interview with the Athletic. Essentially, he became a kind of “imposter” in the virtual world, impersonating their moves on track and figuring out what made their cars tick when they were at their best. Although Hocevar drove for Spire Motorsports in 2024 and will continue to do so in 2025, he was the sim driver for Trackhouse Racing.
Essentially, what these simulators offer are ways of testing the car without actually physically doing so. The sim has every single detail taken into consideration, down to the tire pressure. This comes in handy when the teams are unsure of any adjustments they make to the actual car. Interestingly, fans can experience this simulator for themselves at the NASCAR Hall of Fame, located in Charlotte.
For Carson Hocevar, it meant he could shadow Ross Chastain. It certainly had quite an effect on the driver’s performance in the 2024 season. In 2024, Hocevar became one of the brightest rising stars under the Chevrolet banner. His exploits in the simulator came in handy during the finale at Phoenix, when the team, as Hocevar explained, used the setup he ran in the simulator and consistently ran in the top 15.
via Getty DAYTONA BEACH, FLORIDA – FEBRUARY 19: Carson Hocevar, driver of the #77 Gainbridge/Zeigler Auto Group Chevrolet, enters his car for the NASCAR Cup Series Daytona 500 at Daytona International Speedway on February 19, 2024 in Daytona Beach, Florida. (Photo by James Gilbert/Getty Images)
This unconventional approach gave him an edge when it came to real-life racing. For example, during a substitution drive for Spire Motorsports in June 2023 at Gateway, Hocevar found himself referencing his simulator experience. “I said, ‘This is what the Trackhouse car felt like (in the sim). This is why these cars feel good,” he recalled. By aligning his feedback with what he’d studied in the sim, he suggested car adjustments that improved performance on race day.
The true magic came when Hocevar was able to apply this simulator-driven knowledge to a Cup car. Despite having no prior experience on the actual track, his simulator practice had given him a strong sense of what to expect. “I knew what I needed before I even drove a lap,” he told Jeff Gluck, recalling his time in the No. 7 car. He even matched Chastain and Suárez in the simulator on some occasions.
When the opportunity finally came to race in the Cup series, Hocevar wasn’t just looking for a race result; he had bigger goals in mind. “My goal was by the end of the race, I was going to get a Cup seat.” And with the skills he honed in the simulator, it’s no surprise that Hocevar’s rapid ascent from part-time substitute to a full-time contender was only a matter of time.
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As Carson Hocevar gears up for a year with higher expectations, especially with an organization that’s seen as on the rise, he’s not fazed by the pressure. In a conversation with Jeff Gluck, he explains that the key to handling the spotlight is taking lessons from his past experiences.
“It’s going to be the mix of taking what Travis Peterson at Front Row, what Rodney Childers at Stewart-Haas, and what we did at Spire,” he says. The focus isn’t on reinventing the wheel but on taking the knowledge from different teams and continuing to build on what’s already working.
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Hocevar emphasizes that improvement doesn’t come from making drastic changes, but from fine-tuning the details. “We’re looking for a tenth or a half-tenth of a second to be five or 10 spots better, not three-tenths,” he adds. With today’s NASCAR, the days of finding shortcuts like trick body designs or secret chassis tweaks are gone. It’s a process of steady, calculated improvement, and for Hocevar, that’s what will get him to the next level.
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That being said, are you excited to see what Carson Hocevar has in store for 2025? Share your thoughts in the comment below.

23XI Racing isn’t going to let a lawsuit put a halt on their expansion plans. There had been rumors about the team expanding to a three-car driver lineup for the 2025 season, and it seems like those rumors have finally come true.
Taking to the social media handles, the 23XI Racing team shared a cryptic video post about their new driver. The caption of the post had an emoji of a clock along with the reveal date of 11/20/2024. While the driver’s face wasn’t revealed, the fans in the comments section spoiled the surprise as they were able to identify the new driver for 23XI. Going by the comments, most of them agreed that this was Riley Herbst, who had long been linked with the team.
Herbst was on the hunt for a new ride after Stewart Haas Racing shut down its racing operations. While the Haas Factory team has replaced SHR’s place in the Xfinity Series, they made new signings in Sheldon Creed and Sam Mayer. The NASCAR lawsuit did somewhat stall his announcement, but it looks like Riley Herbst is finally getting his promotion to the Cup Series.
View this post on Instagram A post shared by 23XI Racing (@23xiracing)
This is a developing story.

Will NASCAR be able to deliver a format that aligns with the vision of the race fans? The elimination-style and win-and-you’re-in system has garnered criticism since its inception. But the 2024 season has seen an uptick among fans demanding changes to the current system. Some are even arguing about bringing back the points system that rewards the best drivers based on their performance throughout the season.
Initially, Kevin Harvick was also sold on the idea of burying the win-and-you’re-in system. “I’m a traditional racer that wants the best 16 guys to race for the championship.” But, after switching lenses from being a driver to a broadcaster, it has resulted in him taking a U-turn on this stance. Rather, he went on to highlight to fans that the sport can’t adopt a system from which they moved on in the first place.
Kevin Harvick isn’t sold on the idea of deciding the champion based on points
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Before the elimination-style format, NASCAR had a simple format: the driver with the highest number of points at the end of the season gets crowned as the champ. But, over the years, as the sport progressed, they adopted the chase in 2004, which marked the era of change. Ultimately, by trial and error, NASCAR settled for the exciting format that rewarded the race winners. This was further bolstered by the knockout rounds and ultimately leading the finale event, where four drivers would race for the Bill France Cup.
But this year’s championship 4 race arguably didn’t have the best racers competing for the biggest prize in NASCAR. This in turn opened the discussion surrounding the current format and how the title winner should be decided. Just like the passionate NASCAR fans, Kevin Harvick also chimed in with his opinion, “You’ve got the old-school fans who want to go back to 1955 and race for Winston Cup points. You can never go all the way back; don’t unlearn what you know, and we know that this format is exciting.” He said this on the Happy Hour podcast.
He even highlighted that it was the fans who wanted more excitement and thrill within the format. This has left him bemused to see those very fans now asking NASCAR to adopt the points system. “It’s interesting to see what that balance is between points, excitement, entertainment, and all the things that go with it, and when we went with this, the fans were obviously up in arms. Oh, we’ve got to have some format that’s not so boring, and now they all wanna go back. It’s like going to a mile and a half to a short track. So it’s funny how the world cycles around all that,” he added.
via Getty DAYTONA BEACH, FL – FEBRUARY 10: Kevin Harvick, driver of the #4 Busch Beer Car2Can Ford, looks on during the Monster Energy NASCAR Cup Series Advance Auto Parts Clash at Daytona International Speedway in Daytona Beach, Florida. (Photo by Jared C. Tilton/Getty Images)
Would we be talking about the playoffs or the format change had Kyle Larson made the cut for the final? Probably not. But by no means is the current system perfect, and this conversation just might see NASCAR tweak the format for good. Apart from Kevin Harvick, the HMS icon Steve Letarte also joined the discussion and laid down a format that he feels would strike the right balance.
Steve Letarte wants race wins to be prioritized over points
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“You can talk about the format and if we do some different things. But absolutely we’re going to stick with it.” This was NASCAR COO Steve O’Donnell on potential changes to the playoffs. Well, going by his words, the playoffs are here to stay, but they are open to tweaks to the current system. As things are, the format is designed to push the drivers to the very edge. And that has led to dramatic events and thrilling finishes.
Tyler Reddick sending in the slingshot move on Ryan Blaney and Homestead, and Blaney fighting his way back at Martinsville were examples of that. This wouldn’t have been possible if we had a points system in place. This is exactly what Steve Letarte was trying to state while pitching his version of the playoffs. “So far, 26 weeks you have to win the race. I could argue the format, either all of those guys for 10 weeks or all of those guys in some sort of elimination with the last being three races.” He said this on the Actions Detrimental podcast.
Now, this was an interesting suggestion. While he wanted the drivers to win in the regular season, he was open for them to go battle it out in 10-race playoffs. Moreover, he also suggested moving away from a single-race final to a three-race round. This would weed out the luck factor and allow the drivers to come back even with an off-week.
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What would you change about the current playoff format or the regular season? And is Steve Letarte’s vision something that NASCAR should look into? Do share your thoughts in the comments.

During the Happy Hour Awards Show, Kevin Harvick’s Happy Hour, presented by NASCAR on FOX, took a laugh-out-loud trip down memory lane, spotlighting the season’s funniest moments. One of the fan-favorite categories was “Best Word of the Week,” celebrating Harvick’s hilarious attempts to master Gen Z slang throughout the year.
With nominees ranging from pop culture staples to internet-born slang, the competition was as unpredictable as a superspeedway race. Harvick’s commentary throughout was filled with playful banter, self-deprecating jokes, and a whole lot of laughter. That’s when Harvick mentioned how he felt while navigating the updated lingos, as it was not the easiest job for him despite being a Cup Series Champion.
Kevin Harvick’s award show reveals the former driver’s vocabulary
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Picture this: Kevin Harvick, a seasoned NASCAR veteran, is diving headfirst into the world of Gen Z lingo like it’s his next big race. With his classic mix of confidence and self-deprecation, Harvick turned what could’ve been a cringe-worthy experiment into pure entertainment gold.
On the Happy Hour podcast, Harvick starts off laughing about his trusty guide, Mike, who seemed to relish in Harvick’s missteps. “Mike knows every word, every meaning, every syllable of anything I could possibly say,” Harvick recalls with a grin. “The second I messed it up, he’d pounce, like, ‘What? That’s not how you say that!’ It was hilarious.”
Then, in typical Harvick fashion, he turned to his fans, jokingly throwing down the gauntlet: “You’ve got to start coming up with words for next season because, trust me, I’m gonna need your help. It’ll be here before you know it!”
The highlight reel, though, came during a mock awards segment. As he fumbled through the nominees—“lit, kerfuffle, yeet, and ‘got that dog in him’”—Harvick embraced the chaos, laughing at himself the whole way. When the winner was announced as “lit,” he chuckled, “Let’s go! I picked that too. And let me tell you why. This whole thing started with lit, and honestly, I thought, ‘I’m gonna look like a complete idiot.’ But the more of an idiot I looked like, the more everyone loved it!”
He playfully defended his pick, saying, “You just can’t go against your first. Can’t forget your first, as they say.” But even Harvick couldn’t resist a nod to “kerfuffle,” calling it “a total squire-ism” and marveling that he managed to say it without tripping over his words.
By the end, Kevin Harvick was giving himself a pat on the back. “Did a great job with all these newer words,” he joked. It’s not every day you see a NASCAR champ mastering (or hilariously failing at) urban slang, but Harvick made it clear: sometimes, it’s all about embracing the kerfuffle.
The best viral moment in NASCAR 2024
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Another category for the awards show was the “Best Viral Moment” award. With an eclectic list of nominees, including Tyler Reddick’s celebratory moment with Michael Jordan and Jeff Burton’s emotional reaction to his son’s first win, it was a post-race scuffle that took home the title. The now-infamous clash between Kyle Busch and Ricky Stenhouse Jr. at the All-Star Race stole the spotlight—and for good reason.
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Recalling the unforgettable scene, Harvick set the stage with a mix of disbelief and humor. “That moment,” he said, “was just unlike any other. Ricky was locked into the race track and waiting behind the hauler… in swim trunks.” Stenhouse Jr., who’d been taken out of contention early after a retaliatory nudge from Busch sent him into the wall, spent the entire race stewing—and plotting.
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By the time Busch pulled into the garage, Stenhouse was ready, turning what could’ve been a heated exchange into an outright brawl. The moment even spawned a viral meme featuring journalist Bob Pockrass, cementing it as one of the most talked-about moments of the year. Leave it to NASCAR to turn swimwear and scuffles into legendary internet gold! With that said, what was the most unforgettable moment in the 2024 season for you?

With the curtain dropping over the 2024 season, now the near future is in conversation. The 2025 NASCAR Cup Series season is merely months away. Accordingly, the racing community is mired deep in Silly Season rumors. This time, several twists and shuffles are expected to occur in the Cup Series, with major upheavals underway in the sport. For instance, the 23XI Racing-Front Row Motorsports legal drama throws a shade over the futures of some drivers like Bubba Wallace.
However, now speculation is rife about Rick Hendrick’s involvement in this conversation. The 75-year-old veteran openly avoided 23XI Racing’s strife with NASCAR, all in his team’s best interest. Hendrick Motorsports was one of the powerhouse teams this year and narrowly missed the championship. So Bubba Wallace’s insider is wary of including Hendrick in the rumor mills.
New rumor dropped by Bubba Wallace’s crew
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Well, Stewart-Haas Racing’s demise brought forth the wildest spin to this Silly Season. The ripples of it will probably persist through next year. While both FRM and 23XI Racing were supposed to take two of SHR’s charters, now their prospects may lie elsewhere. The NASCAR lawsuit is not turning out suitable for the two rebellious teams, with a federal court denying them chartered spots. Instead, Brad Keselowski’s RFK Racing may acquire a charter, already announcing on November 19th that it would add a third car for Ryan Preece with the Kroger sponsorship. But where do Bubba Wallace and Tyler Reddick go?
Bubba Wallace‘s spotter, Freddie Kraft, dropped a curious post on X regarding this. Riddled with code words and reverse statements, his rumor read: “I’ll give you this. One thing I’m never sharing is ANY 23XI rumors. And it has nothing to do with Hocevar, or any HMS drivers 😂” This certainly spices things up a bit, as no whisper of an update has come up from either Spire Motorsports or HMS. Carson Hocevar posted three pictures of his No. 77 Spire car tailing HMS drivers Kyle Larson, Chase Elliott, and Alex Bowman—with William Byron glaringly missing. Aside from that wordless hint, Rick Hendrick is staying mum on 2025 updates, which explains Kraft’s hesitation to include his team in the rumors.
After all, shaping up NASCAR’s most powerful team for 40 years does involve immense clout in the sport. Hendrick has always expected his drivers to win no matter the costs—whether they involved Kasey Kahne in 2015 or Alex Bowman in 2024. As of now, Hendrick’s four drivers are signed on through at least next year with no changes expected. But with Bubba Wallace’s confidant and Carson Hocevar dropping hints, changes may come. But the question remains: how will that intertwine HMS and 23XI Racing’s fates?
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As far as the NASCAR lawsuit was concerned, Hendrick wanted none of that intertwined destiny.
Clarifying his prime goals in NASCAR
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Heralding a Cup Series team that has attained 312 race victories and 14 drivers and owners championships is no mean feat. Rick Hendrick keeps fostering this winning culture in his team by clearly stating his goals. Back in 2015, Kasey Kahne was the only HMS driver who could not clinch a playoff berth while his teammates did: Jeff Gordon, Jimmie Johnson, and Dale Earnhardt Jr. However, Hendrick expected the same thing from them—getting wins. “The cool thing about our deal is all the stuff is the same. We don’t play favorites over any of them. We give them the best stuff we’ve got—all four of them. So it won’t be any different the next few races.”
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Anything seeking to jeopardize that winning mentality will fail to attract Hendrick’s interest. HMS was among the 13 teams that signed NASCAR’s 2025 charter deal, while 23XI and FRM stood out. Hendrick explained that it was in his team’s best interest, although the Race Team Alliance’s negotiation efforts fell through. “I think we worked really hard for two years, and it got down to, you’re not going to make everybody happy. And I think it got down to, I was just tired. Not everybody was happy. But in any negotiation, you’re not going to get everything you want, and so I felt it was a fair deal and we protected the charters, which was number one; we got the [revenue] increase; I feel a lot of things we didn’t like we got taken out, so I’m happy with where we were.”
Evidently, Hendrick and 23XI’s fates have been vastly apart. However, if Bubba Wallace’s spotter is right, then their fates will join sooner than expected.