2025 marks a dominant sweep for Honda Racing Corporation USA, as they secured the manufacturer’s championship with two races remaining, matching a level of superiority not seen since their last run from 2018 to 2021. It is their 7th manufacturers’ title in the NTT IndyCar Series and their 11th overall in American open-wheel racing. In an astounding season, Honda-powered teams have collectively won 12 out of the 15 races, across all track types, including the Indianapolis 500. Barry Wanser, Chip Ganassi Racing’s senior manager of racing operations, praised Honda’s engine performance and fuel efficiency, noting that their winning formula was built on rare power and economy.

Following the clinch of the 2025 manufacturers’ championship, Honda Racing Corporation USA held a press conference featuring HRC USA President David Salters. When asked about Honda’s future and how the title might influence those plans, his response was notably circular and confusing to some: “We love IndyCar. We’ve been here for 30 years I believe doing pretty well and very well this year. We love IndyCar. We love the racing. We don’t talk about our private businesses. We love IndyCar. We love what we’re doing, but we don’t discuss, we look at where we’re going for the future, but that’s a Honda thing. We don’t really discuss our private businesses in public.” His repetition of words, coupled with an insistence on staying silent about future strategy and planning, struck many as evasive and left the media scratching their heads on Honda’s true intentions.

.@HondaRacing_US just held a presser after clinching the ’25 @IndyCar manufacturers’ title.

I asked HRC USA president David Salters where the company was in its process of determining its future & how this title run might affect that.

Salters:

“We love IndyCar. We’ve been here…

— Nathan Brown (@By_NathanBrown) August 24, 2025

But just months ago, NASCAR Commissioner Steve Phelps confirmed that NASCAR was “very close” to landing a fifth manufacturer, with Honda repeatedly cited as a landing candidate. Adam Stern echoed this statement, noting Honda has been heavily rumored to be in negotiations with the sanctioning body. On the other hand, Brad Keselowski has been rumored to be involved in discussions with Honda, and Roush Fenway Keselowski Racing has emerged as a potential team partner if a deal materializes.

Those familiar with the inner workings of NASCAR say that bringing in another OEM would inject fresh funding, marketing value, and technical innovations, which would benefit teams and the sport alike. In fact, sources close to the discussions suggest that Honda has been weighing a move to NASCAR as early as 2027, a shift that would upend the motorsport landscape and offer the automaker a broader, more engaged fan base.

For now, motorsport fans were quick to sense the subtext in Salters’ press remarks. Soon, after discussions about Honda’s future began trending across forums like Reddit, with commentators posting that a shift of charters or factory-backed entries could signal an OEM-led restructuring of the Cup Series. Some even think that it might be a seismic realignment of American racing’s power dynamics.

Mixed reactions across IndyCar and NASCAR communities

One fan grew extremely suspicious of the tone of the message, writing, “Saying “We love…” 4 times in that short answer of which saying “We love IndyCar.” 3 times just makes me go hmmm.” The repetition didn’t come across as heartfelt enthusiasm, but rather as an oddly insistent refrain that raised eyebrows. These kinds of repetitions echo vague platitudes during the post-title presser, pointing fans to pick apart the subtext quips about hidden truths and corporate diplomacy.

Another fan added to the suspicion and growing sentiment across social media forums, writing, “Yep, they’re gone after this year is what I get from Salters response.” Fans have noted that the continuous, almost defensive affirmation felt less like pride and more like a carefully crafted farewell. It resonates with fans who are accustomed to reading between the lines, much like when a star athlete expressed boundless gratitude just before signing elsewhere, often signaling what they are not saying.

Some fans sarcastically quipped, saying, “Sounds like parents about to tell their kids they’re getting divorced.” The uncanny parallel with that of growing tensions in a marriage and the repeated “we love IndyCar” echoes like a refrain to soften any admissions of change. Although it might not be as important as fans are making it, the real reason for such a response will only be revealed once a formal deal is struck or blatantly rejected.

Another fan put it out almost straightforwardly, writing, “Just tell him if he wants to say “no comment”, it’s a lot less work for yall to transcript and tweet if he would just say “no comment.”” This sentiment isn’t just about simplicity; it is about authenticity. Consider how, in other sports, fans have leaned into clear, minimalist replies. For instance, players caught in trade rumors sometimes respond with a quiet “no comment,” and the result is pretty clear: the chaos eases, headlines cool, and the messaging remains tight. When a public exec opts for affectionate evasions, it opens the door for endless speculations.

Finally, one X user likened Salters’ response to a game, writing, “Salters playing “He loves me, he loves me not” with roses at night expecting the call from Phelps. On a serious note, it doesn’t make Commercial sense for Honda to stay since there is no face value, they r just Manufacturers of a engine, thus going to NASCAR makes more sense.”  Indeed, many insiders have noted Mercedes-style hybrid tech and better ROI in stock car racing, while Honda has privately expressed frustration over IndyCar’s high development costs and lack of third-party investment, factors that mirror earlier concerns voiced by the brand’s motorsport leadership.

In the end, Honda’s uncertain stance highlights just how fragile manufacturer loyalty can be in modern motorsports. The coming months may decide whether this chapter closes in IndyCar history or opens a bold new one elsewhere.

The post Fans Suspect Roger Penske to Losing Key Partner Amidst NASCAR’s 5th Manufacturer Reports appeared first on EssentiallySports.

The decision not to return to Mexico in 2026 in the NASCAR schedule added more weight to the debate. Scheduling conflicts with the FIFA World Cup, transportation hurdles, and the strain of shuttling teams and equipment across borders forced NASCAR to pivot back to U.S. venues. This left a gap in the schedule and cast doubt on whether global expansion was sustainable in the near term. But instead of shelving the idea, NASCAR leadership has responded with even bigger ambitions. The NASCAR venue chief pointed toward a strategy that could reshape the sport’s future in ways few expected.

NASCAR all in for international racing, South or North

Ben Kennedy, NASCAR’s Senior Vice President of Racing Development and Strategy, admitted Mexico was both a breakthrough and a challenge. “We’ve said this in the past. Having one or two international races would be good for us and for our sport,” Kennedy explained. While praising the overwhelmingly positive fan reception in Mexico, he emphasized how transporting haulers, coordinating charter flights, and navigating customs became a strain on the industry. Still, he insisted the venture was “more than a race” and a crucial step in proving that NASCAR can succeed in new markets.

Kennedy also revealed that expansion plans extend beyond a Mexico return. “We’d love to be back in Mexico at some point in the future,” he noted, clarifying that scheduling conflicts tied to the 2026 FIFA World Cup had blocked a return for that year.

At the same time, he pointed northward, saying, “We’ve also had conversations north of the border. Whether that’s Toronto, Montreal, or elsewhere, it remains to be seen if those opportunities will develop. I think there could be another chance to bring the Cup Series north of the border at some point in the future, too.” With both fan demand and strategic opportunities on the table, Kennedy framed international racing not as an experiment but as an essential part of NASCAR’s long-term growth.

For the first time, the NASCAR Cup Series takes to the track in Mexico City! pic.twitter.com/llihq3eRYd

— NASCAR (@NASCAR) June 13, 2025

The short-term picture means Chicagoland Speedway will replace Mexico on the 2026 schedule. This would revive a dormant track to fill the calendar gap. Longer term, though, Kennedy’s comments suggest NASCAR will not settle for domestic adjustments alone. Mexico is expected to reappear after 2026, and Canada is under serious review. Moreover, thriving regional series are building pathways across multiple continents. The sport’s leadership sees international growth as central to its evolution.

NASCAR President Steve Phelps has also commented positively, “We’ve got racing series in Canada, Mexico, Brazil, Europe; what does the rest of the world look like in our racing specifically?… All of those things are opportunities for us.” He further emphasized how this global expansion is not optional: “If we haven’t done that in the next five years to a significant degree that looks different than it does today, I would consider that to be a failure.”

San Diego street race on the cards for 2026

As anticipation builds for the 2026 NASCAR schedule, the governing body is making bold moves to refresh its calendar. Following last year’s high-profile international effort, NASCAR now sets its sights closer to home. They will look to strategically diversify races while honoring key markets and traditions.

NASCAR has confirmed a new street-course race set for June 21, 2026. The venue is staged at Naval Base Coronado near San Diego. A historic first, held on active military property as part of the Navy’s 250th-anniversary celebration. The event is aptly nicknamed NASCAR San Diego Weekend. It will span three days and feature the Cup, Xfinity, and Craftsman Truck Series, marking the second street race ever in Cup Series history.

Ben Kennedy is happy with the significance attached to the event, saying, “What a special way to celebrate the 250th anniversary of the Navy, 250th anniversary of our country and put on what is going to be undoubtedly the most anticipated event of 2026.”

Alongside San Diego’s debut, the NASCAR schedule is reviving Chicagoland Speedway for a points-paying Cup race on July 5, 2026. This marks its first appearance since 2019. To make room, the Chicago street race and the Mexico City event have been dropped. These changes underscore NASCAR’s ongoing strategy of balancing picturesque venues with established circuits to broaden reach and fan appeal.

The schedule shifts carefully balance innovation and tradition. They bring motorsport into unconventional spaces like a military base, while nodding to fan-favorite tracks like Chicagoland. Beyond 2026, the potential return of international stops like Mexico City and the Chicago street race hints that NASCAR’s long-term growth might blend bold experimentation with a respect for racing heritage.

The post NASCAR Chief Reveals Bold Global Expansion Plans for NASCAR Schedule After Mexico City’s Shortcomings appeared first on EssentiallySports.

The Next Gen car, launched in 2022, brought major upgrades like independent rear suspension and improved safety. It echoes a turning point from the late 1960s, when NASCAR embraced aerodynamic innovation, leading to iconic winged machines like the Dodge Charger Daytona that dominated in 1970 and reshaped racing forever.

O’Donnell has long weighed in on NASCAR’s future, saying in 2022, “There’s a huge push for electrification… it’s one of the reasons we’re open to that, to attract new OEMs.” But what does the horizon hold for NASCAR’s machinery?

Steve O’Donnell’s bold take on Gen-8 future

In a recent 1-on-1 podcast chat, NASCAR President Steve O’Donnell laid it all out on the table about the sport’s direction, dropping a clear-cut position that’s sure to stir conversations among fans and teams alike. Addressing long-term plans beyond the current Next Gen setup, he tackled the buzz around electrification head-on, stating, “Is NASCAR going all electric? No, you know, we wanted to be in that space at least to showcase that we could.”

This bombshell underscores a firm no to a full electric overhaul, prioritizing the raw appeal that defines stock car racing while nodding to tech demos. It’s rooted in NASCAR’s ongoing tests, like the electric prototype unveiled in 2023 and tested at Martinsville Speedway, which aimed to explore boundaries without committing to a series.

O’Donnell emphasized balancing innovation with fan favorites, explaining, “Our fans love the sound, right? We got to have the horsepower. We got to figure that out. So how do we marry that with, you know, where we want to race in the future to continue to put on the most competitive racing?”

This stance builds on NASCAR’s history of gradual evolution; think of the shift to unleaded fuel in 2007 to cut emissions, a move that paved the way for today’s hybrid experiments in the Garage 56 entry at Le Mans in 2023, where a modified Next Gen car blended V8 power with electric boosts for efficiency. Yet, O’Donnell’s words signal a protective approach, ensuring changes don’t erode the thunderous V8 experience that draws crowds, even as the industry eyes hydrogen alternatives.

Wrapping up his thoughts, O’Donnell highlighted a showcase mindset. “In the future that the electric car model, where we put something out that doesn’t necessarily have to become a series, I’d like to see more of that, to where we’re doing some different things with the car. We roll it out. You maybe have, you know, two or three vehicles; see what you can learn.”

This ties into broader efforts to differentiate series like Xfinity and Trucks, potentially sharing chassis but varying bodies for fresh appeal.

It’s a pragmatic pivot, echoing the 2022 Next Gen launch that cut costs by 20-30% for teams while boosting parity, proving small tweaks can deliver big. With car talks heating up, attention turns to another hot-button issue in the garage.

Playoff tweaks in sight?

NASCAR’s playoff system has drawn its share of heat lately, especially after Joey Logano‘s 2024 title run with a 17.1 average finish, the lowest ever for a champion, sparking calls for more emphasis on consistency over single-race heroics. Steve O’Donnell didn’t shy away from the feedback.

During the recent discussion, he said, “Even last year, Kyle Larson rolling off all the wins he did and [fans were saying] if he’s not in the final four, it’s ridiculous and not a good reflection of it and therefore, you should put more emphasis on the number of wins. OK, fast forward to this year, we’re having discussions about should wins mean a lot more in terms of points.”

He pointed to the divide, like how Shane van Gisbergen‘s road course upset win as a part-timer raised eyebrows compared to Larson‘s multi-win dominance, stressing the need to “balance a lot of different dynamics of where drivers are winning and what tracks, and take everyone’s name out of it and say, ‘This is the format.'” This comes amid broader stakeholder chats, ensuring the champ earns widespread respect.

Looking ahead to 2026, O’Donnell revealed momentum for trials, saying, “We are kind of in the final processes. We’ve tried to talk to as many of the stakeholder groups as possible, we have a couple more of those conversations to have. And I think for us, the decisions are going to be do you immediately put something in the Cup Series? Do you try something around next year’s O’Reilly Auto Parts Series and the Truck Series? Do you try three different things?”

He likened it to baseball testing in minors, a fresh tactic for NASCAR, which hasn’t always piloted changes this way.

With three camps, anti-playoff purists, tweak advocates, and status-quo supporters, any shift would justify itself strongly, as O’Donnell noted, “If we stay status quo and don’t do anything in all three series, there’s got to be a pretty good explanation as to why and to who we spoke to.”

NASCAR’s path forward blends tradition with smart updates, keeping the thrill alive for everyone in the stands.

The post NASCAR President Drops Bombshell on Gen-8 Car Confirming Final Stance on Electrics appeared first on EssentiallySports.

The NASCAR Cup Series concluded its exciting In-Season Tournament last weekend. Fans held their breath across the five-race run where Ty Dillon’s ‘Cinderella’ run and Ty Gibbs’ quiet progress grabbed the headlines. After this successful tournament, the fans gained more faith in the sport.

NASCAR is rebounding from its lows

There was indeed a lot to rebound from. The Panic of 2008, or the economic crisis that afflicted the United States and the rest of the world that year, inflicted on NASCAR. FOX Sports telecasts dropped from 10 million to 8.5 million in just a year. The country’s national unemployment rate of 9.4 percent demotivated fans from attending and enjoying races. While there was a partial resurgence through the late 2010s, the COVID-19 pandemic proved to be another challenge. There were risks of skipping the 2020 season entirely, and NASCAR’s iRacing Pro Invitational Series was not so popular. After all, who would prefer pixelated cars instead of the raw sound of V8 engines on a racetrack?

However, NASCAR is now on a war footing to boost its TV ratings and viewership. Last Sunday, 23XI Racing driver Bubba Wallace snapped a 100-race winless streak at the Brickyard 400, while Ty Gibbs wrestled $1 million from Ty Dillon. According to Sports Video Group, the race “earned a 1.24 household rating across TNT & TruTV with an average of 2.5 million viewers per minute, ranking NASCAR as the #1 sport of the week on television overall.” The average viewers also marked a “12% increase over the 2024 NCS cable race average (2.2 million).” These positive numbers prompted a NASCAR fan on Reddit to ask, “Do you think that NASCAR is growing in popularity, not growing or shrinking, or shrinking in popularity ?”

This is the question of the hour, as the evidence lies elsewhere as well. For the first time in the sport’s history, Amazon Prime introduced streaming in its 5-race schedule. NASCAR commissioner Steve Phelps expected its viewership to be “at least as good as what we’d see on cable.” But Prime exceeded that expectation, garnering 2.72 million viewers for just the Coca-Cola 600 race, while cable TV’s average for the same race has been 2.1 million and 2.3 million over the past five years.

Throw in the new racetracks – like Bowman Gray Stadium, Rockingham Speedway, and the Autódromo Hermanos Rodríguez track in Mexico – and you have a recipe for excitement. NASCAR’s first points-paying race in international waters fetched 2.1 million viewers on Prime. What is more, NASCAR is not stopping, with its plans extending to a street race in San Diego around the Coronado Naval Base.

And fans are getting swept up in all this excitement. The numbers are rising, and so are fans’ expectations.

The community has high hopes

There is a vast history of complaints about NASCAR’s innovation. From stage racing to the Next-Gen car, the reasons were plenty. But for a change, fans actually appreciated NASCAR this time around. With exciting road courses spicing up the schedule, one fan applauded the sport’s growth since the disastrous pandemic days. They wrote, “I think since the COVID circus, there has been renewed interest. May catch flack here, but im all in favor of things like Mexico City, Chicago street, ROVAL, etc.” Behind the innovative racetracks are the decision-makers, Steve Phelps and Ben Kennedy. One fan favored them over President Steve O’Donnell and CEO Jim France: “Phelps and Ben Kennedy have been pretty good for the sport. O’Donnell and Jim France is another story/conversation though.”

During the Monster Energy NASCAR Cup Series era, the sport saw a big decline. In 13 years, it lost 5 million viewers, dropping from 4.1 million in 2017 to 3.3 million in 2018. So one fan compared today’s bright numbers with that era: “I think viewership has finally stabilized after 2019. The sport is 110% in a better spot then where it was at in the MENCS era. People forget that NASCAR was very much on the verge of going up for sale around that time. Was altogether a very depressing period, and personally for me, is when I started losing interest.” Somebody else chimed in, applauding NASCAR’s baby steps towards growth. They said, “Stabilizing popularity is hopefully the first step towards growth…A slow stable growth is better than a big boom that busts in a few years.”

Somebody else highlighted NASCAR’s playing around with the schedule. For instance, the chaotic Talladega Superspeedway moved to the Round of 8 in the Cup Series playoffs. Plus, the dates of Atlanta, Watkins Glen, and Bristol shifted. These changes enthralled the fan, who wrote, “The biggest thing to me is the shake up of the schedule, not the same thing every single year. Many of the main stays but dates moving around new tracks, some fall off and come back. That’s been really fun to me to watch.”

Clearly, NASCAR is doing some things right. With the numbers and optimism soaring, the future looks bright. Let us see what new innovations the sport brings to the table next.

The post NASCAR Executives Earn Unlikely Praise as Fans Acknowledge Bold Moves appeared first on EssentiallySports.

NASCAR’s history of adapting its schedule offers a glimpse into what might come. The first street race in Chicago in 2023 marked a bold step, while Mexico City’s 2025 race echoed NASCAR’s early international forays in the 1950s. Both recent races drew large crowds, with Chicago generating $128 million in economic impact in 2024 and Mexico City proving NASCAR’s global appeal.

As Steve Phelps, NASCAR President, noted, “We’re going to continue to drive change throughout our industry. It’s change that really…delivers a better product or brings it to a market where there’s significant demand for our racing.” This sets the stage for a 2026 schedule that could surprise and delight, but what exactly is on the horizon?

NASCAR eyes major schedule shakeup for 2026

In a recent post by Jordan Bianchi, it is suggested that the 2026 NASCAR schedule will see major shifts, with San Diego emerging as a likely new venue for a street race. Reports indicate NASCAR is nearing a deal to bring a Cup Series event to San Diego, marking a return to California since Auto Club Speedway closed in 2023. “San Diego offers a vibrant urban setting and a passionate fan base,” a NASCAR spokesperson told The Athletic. This move aligns with NASCAR’s strategy to add one major new event yearly, potentially expanding its West Coast presence and attracting new sponsors.

The latest on the 2026 NASCAR schedule, according to a dozen industry sources. Story includes updates on Mexico City, Chicago Street Course, Chicagoland, San Diego (as The Athletic reported in June, expect an announcement this month) All-Star Race and morehttps://t.co/ow2sNLbSGj

— Jordan Bianchi (@Jordan_Bianchi) July 17, 2025

The Chicago Street Race’s future hangs in the balance, with its three-year contract expiring after 2025. Local officials, including Aldermen Brian Hopkins and Bill Conway, have raised concerns about disruptions, such as street closures and noise levels. Despite NASCAR and Chicago wanting a fourth year, negotiations are ongoing with a tight deadline approaching. Kyle Larson once praised Chicago, saying, “It’s probably my favorite event in NASCAR each year.” If it doesn’t continue, Chicagoland Speedway could return.

NASCAR’s leadership is actively eyeing a return to Chicagoland Speedway, which hasn’t hosted a Cup race since 2019, as a proven fallback if Chicago’s street-race deal falls through. Fan enthusiasm for 1.5‑mile ovals has surged with the Gen‑7 car’s debut in 2022, prompting calls to reactivate Joliet’s “cookie‑cutter” tri‑oval that many now view as a perfect platform for close, high‑speed racing.

Mexico City’s 2026 return is uncertain due to calendar conflicts, including the FIFA World Cup and Formula 1 events. Steve Phelps told The Athletic, “We’re exploring all possibilities to make it work, but we have to find a date that works for everyone.” If delayed to 2027, NASCAR could focus on improving logistics, like track facilities. These changes could boost fan engagement with new venues while alienating fans attached to Chicago and Mexico City, shaping NASCAR’s identity as it balances growth and tradition.

Chicago vs. San Diego

As NASCAR decides, the debate between Chicago and San Diego highlights differing views. Chicago’s race has proven successful, drawing 53,000 spectators in 2024 and generating $128 million in economic impact, but logistical challenges persist. “It’s too soon to give up on Chicago,” said James Krause. “They’ve only had a few years to establish themselves.”

Yet, community opposition, like Alderman Bill Conway’s concerns, could end it, with Chicagoland Speedway as a backup needing $4M in upgrades. San Diego offers a fresh start, tapping into Southern California’s second-largest media market. “San Diego is a beautiful city with a lot to offer,” said Stephen Stumpf (NASCAR Content Director for Frontstretch). “A street race there could attract a whole new audience.”

Without a backup track, it’s riskier, but rotating cities could keep street races novel. “If NASCAR wants to keep street racing fresh, they should consider moving it around,” Stumpf suggested. This choice will signal NASCAR’s focus on established success or new opportunities, impacting fan engagement and market expansion.

The post NASCAR Schedule Rumors 2026: Everything That’s About to Change Next Year appeared first on EssentiallySports.

Now, the speculation is getting louder. Rick Ware Racing is reportedly tangled in a charter dispute rumored to be worth $100 million. While NASCAR hasn’t confirmed the numbers, industry chatter suggests it may only be a matter of time before a charter officially reaches that benchmark. With outside money pouring in, and just 36 of these charter slots in circulation, the once-overlooked paperwork is now treated like rare property, scarce, high-value, and the foundation of a long-term financial play in the Cup Series.

Steve Phelps makes bold claims amid NASCAR’s charter drama

In the middle of all this rising noise, NASCAR Commissioner Steve Phelps isn’t surprised by the market’s trajectory; he believes it’s a direct result of how NASCAR has shifted its financial model. Phelps believes charters are now a recurring-revenue asset, with increasing value driven by guaranteed TV exposure and a locked-in presence on the grid.

Speaking about the charter extensions that were completed in 2023, Phelps explained in an interview on Puck why outside investors are confident that the value of charters will continue to climb. “For starters, we had charter extensions last year. The amount of money that NASCAR provided as part of these extensions really went up significantly. Every dollar that we got incremental to our new media deals went to our race teams, every single dollar, plus money that came out of NASCAR’s pockets and the tracks’ pockets to give to the race teams,” Phelps said. “We did that to try to make sure that there was a balance so that race teams would be profitable. Profitable race teams put on better racing.”

What that means is simple: NASCAR isn’t just paying lip service to team sustainability. By funneling new media revenue directly to race teams and pulling extra from its own and the tracks’ margins, NASCAR is ensuring that the teams holding charters see tangible financial returns. That has transformed each charter into something more than a pit road entry pass.

Charters were originally introduced to bring financial stability to the garage. In today’s market, they’ve become something closer to a sports franchise license—limited in number, rich in upside. NASCAR has announced no plans to add to the existing 36, except for when they tried to own one and field a race team, and that scarcity is part of what’s making private equity firms take notice. These charters aren’t just valuable because of racing, they’re valuable because they’re exclusive, cash-generating assets in a media-driven ecosystem.

“They’re providing three things to the race teams,” Steve Phelps said, describing private equity’s growing role. “They’re providing expertise that the race teams don’t have. A lot of these private equity folks that are coming into NASCAR own part of NFL, NBA, NHL, or Major League Soccer franchises, and they’re bringing different ideas to those race teams. They’re also providing capital, which is a good thing for the owner of these particular charters. In many cases, they’re bringing sponsorship.”

The mix of capital, management insight, and marketing muscle is reshaping what it means to own a NASCAR team. What used to be a world built on race-day performance and shop-floor hustle is evolving into a new model, one where financial strategy and corporate partnerships are just as crucial as horsepower and pit stops. As Phelps puts it, “If we are gonna continue to grow, and I believe we will, it’s by thinking differently.”

The charter system has definitely drummed up a lot of noise surrounding the financial equity of the sport since its introduction, but Phelps believes it is going in the right direction. However, if charter prices keep rising, how is NASCAR going to stop people who see NASCAR as merely a financial investment and not a racing series?

A system built on scarcity, running without a regulator

Private equity firms, or PE for short, are large investment groups that put money into businesses to help them grow and make a profit in return. These aren’t your typical race fans with wrenches in hand. They’re Wall Street types who own pieces of NFL teams, MLS clubs, and even European soccer giants. When they look at a NASCAR charter, they don’t just see a way onto the starting grid. They see a limited-edition asset that guarantees payouts, visibility, and potential resale value. That’s why the prices are exploding. The return is clearer than ever, and the supply is locked at 36.

But there’s no real rulebook controlling how this works. NASCAR doesn’t cap how much a charter can sell for. And since this is not a franchise system, no board approves new owners, unlike leagues like the NBA or NFL, where franchise sales go through a thorough review. The Cup Series is still running without those guardrails. The danger is that this wide-open market invites buyers who care more about flipping charters than building competitive teams. If enough of them come in, the sport could shift away from its roots. Family-owned teams might get priced out. Racing culture could start looking a lot more like stock trading.

All of these put NASCAR at a crossroads. On one side, private money is helping teams survive, upgrade, and grow. On the other hand, the system that supports them is fragile. It was built to protect teams, not to be auctioned off. Phelps believes this is a new era. But how long the system can hold up without rules, that’s the real race to watch. What are your thoughts on the charter system? Let us know in the comments!

The post As Billionaires Swarm NASCAR, Steve Phelps Clears the Air on Charter’s ‘Gold Rush’ Era appeared first on EssentiallySports.

In a recent conversation with John Ourand, Phelps didn’t just dismiss F1 and Roger Penske’s buzz; he laid out a clear case for NASCAR’s surprising viewership dominance. He also revealed how its Sunday races still triple F1’s American audience.

Why NASCAR isn’t chasing F1 or IndyCar

When asked if F1 and IndyCar, with their recent talks and media deals, are considered competitors to NASCAR, the 62-year-old replied, “I don’t think so. They’re in a different subset. If you go back five or six years, motorsports were struggling. F1 wasn’t doing very well. IndyCar wasn’t doing very well. We were in a slow, steady decline for about a decade. But since 2019, that’s changed. We celebrate F1’s success. We celebrate IndyCar’s success on Fox this year. It’s a positive thing if motorsports are growing. If you consider that we’re the top of the heap of motorsports domestically—and we are, by a wide margin—it’s a good thing.”

Phelps highlighted that NASCAR’s audience is different from F1’s, with only a 6% crossover. On the other hand, the crossover with IndyCar is higher, around 20%. He emphasized that F1 focuses on restricted access, whereas NASCAR prioritizes accessibility.

“We are different brands. F1 is all about restricted access. Ours is all about accessibility. Our fans can stand on pit road, where the cars are. The other part of accessibility is about the cost to attend a race. Going to an F1 race is incredibly expensive. Fans can get NASCAR race tickets for $30 to $50. Typically, parking is free. Fans can walk in with a cooler filled with their favorite beverages. That doesn’t mean that one is better than the other. It just means they’re different, with different audiences and different accessibility. We lean into the Americana that we are.”

Who’s winning the race for viewers?

F1 seizes global headlines and IndyCar sees a viewership surge, while NASCAR remains America’s most-watched motorsport. It’s not just about raw numbers; a significant shift in audience demographics is also in progress.

On June 1, 2025, NASCAR’s race from Nashville on Prime Video got 2.06 million viewers. This was more than F1’s race (Spanish Grand Prix with 1.17 million) and IndyCar’s race (Detroit Grand Prix with 1.06 million) on the same day. Overall, NASCAR’s first two races on Prime Video got 2.39 million viewers on average. F1’s average for the year so far is 1.33 million, and IndyCar’s is 1.77 million (their best since 2016).

A big win for NASCAR on Prime is its younger audience. Their viewers were about six years younger (median age 56.8) than NASCAR viewers on regular TV (62.8). This means more young adults are watching NASCAR on Prime Video. Even though the Nashville race had lower numbers than before, getting younger fans is a big deal for NASCAR’s future. As NASCAR successfully attracts a younger audience on Prime Video, will this demographic shift strengthen its long-term dominance against its increasingly popular rivals?

The post NASCAR Boss Brushes Off Roger Penske & F1’s Threat With Bold Claim appeared first on EssentiallySports.

Today, under the leadership of Jim France, the family’s legacy continues to shape the sport, but recent speculation has put their role under the spotlight. Reports in February 2025 suggested the France family might consider selling a stake in NASCAR, a move that could end their 77-year ownership and invite private equity into the sport’s core.

These rumors have ignited passionate discussions among fans, teams, and industry insiders, who are grappling with what a change in ownership could mean for NASCAR’s future. The sport is navigating a pivotal moment, with declining TV ratings and a push for international expansion, such as the 2025 Mexico City race, highlighting the need for fresh capital and innovation. Meanwhile, a legal battle with 23XI Racing and Front Row Motorsports over the charter system has added tension, raising questions about NASCAR’s governance and fairness.

“We’re always exploring ways to enhance our sport and bring in new resources,” NASCAR President Steve Phelps told Puck News, hinting at the family’s openness to new strategies without revealing their full plan. As the NASCAR community holds its breath, the France family’s next move could either preserve the sport’s storied traditions or propel it into a bold new era.

France family stands firm: No sale of NASCAR.

After months of speculation that the France family might sell a stake in NASCAR, NASCAR President Steve Phelps has delivered a clear message. “We are privately held by the France family, and we’re not interested in selling.” This statement, made in an interview with Puck News, quashes rumors that began circulating in February 2025, when reports suggested the family was exploring private equity partnerships.

The decision to maintain full ownership is a significant moment for NASCAR, reassuring fans who feared that outside investors might alter the sport’s traditional identity. The France family’s resolve reflects their belief that their stewardship remains essential to NASCAR’s success, a sentiment rooted in their history of guiding the sport through challenges like the 2008 economic downturn and the introduction of the Next Gen car in 2022.

While the France family is keeping NASCAR’s ownership intact, they are not closing the door to external investment entirely. Phelps highlighted the growing role of private equity at the team level, stating, “Private equity can play a valuable role in our sport by investing in teams, bringing in new sponsorships, and providing expertise.” This approach has already taken shape, with Knighthead Capital Management partnering with Legacy Motor Club and Joe Gibbs Racing, securing investment from Lance Snacks in 2025.

These partnerships bring financial stability and new sponsors, helping teams compete in an increasingly expensive sport. By allowing private equity into teams but not the sanctioning body, the France family is striking a balance between innovation and control, ensuring NASCAR benefits from new resources while preserving its family-run core. The decision comes at a critical time, as NASCAR faces both opportunities and challenges. The sport’s international ambitions, evidenced by the Mexico City race, require significant investment, while internal disputes, like the ongoing lawsuit with 23XI Racing and Front Row Motorsports, highlight tensions over revenue sharing and governance.

The France family’s choice to retain ownership signals confidence in their ability to navigate these issues without external partners taking the wheel. As one industry insider noted, “The France family’s commitment to NASCAR is unwavering, but they’re not afraid to adapt to keep the sport competitive.” This strategic pivot sets the stage for NASCAR to evolve while staying true to its roots, but it also raises questions about how the family will address the sport’s internal conflicts.

Steve Phelps breaks silence as 23XI Racing charter lawsuit turns ugly.

As 23XI Racing and Front Row Motorsports wage their antitrust suit, Phelps has cut through the noise with a candid assessment. The two teams sued in October 2024, accusing NASCAR of enforcing a monopoly by making charter extensions compulsory. Yet Phelps insists it’s “more of a contractual dispute than an antitrust lawsuit,” downplaying the legal drama. He pointed to overwhelming team support for the new charter terms.

“We had 13 of the 15 charter holders representing 32 teams sign. On balance, if there are winners and losers to the charter extension, I think the teams won. The number one thing the teams wanted was more money, which is exactly what we gave to them,” Phelps said, highlighting the 87 percent of charters that opted in before the 2025 season began. On why the lawsuit persists, Phelps did not mince words. “To date, they have not come up with anything. I don’t even know what their demands are. I don’t even know what they’re suing for,” he remarked, questioning the legal basis of the challenge.

With a U.S. Court of Appeals decision recently overruling 23XI and FRM’s injunction, Phelps concluded, “We’re either gonna settle or we’re gonna go to court. Do I think we’d be willing to entertain a settlement? Yeah. To date, they have not come up with anything.” As NASCAR navigates both ownership rumors and courtroom battles, one thing remains certain: Steve Phelps is determined to keep the sanctioning body firmly in family hands while defending its contractual prerogatives. This ensures the sport’s next chapter honors tradition even as it wrestles with modern challenges.

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He’s the guy who pushed through the NextGen car in 2022. A game-changer for racing, it landed a multi-billion-dollar media rights deal in 2023. Phelps is all about keeping NASCAR relevant, connecting with fans, and managing the sport’s complex web of drivers, teams, and tracks. But it’s not just about races and ratings. Phelps faces tough calls, especially with legal battles shaking things up. The sport’s charter system, which locks in team spots, has sparked fights, and Phelps is right in the middle, balancing everyone’s needs.

His background in bringing people together, from his NFL days to NASCAR’s boardroom, is key. Think of NASCAR’s past; back in 2004, it dealt with the Chase for the Cup format change, a move that ruffled feathers but boosted viewership. Phelps is tackling today’s challenges with that same mix of vision and grit, ready to steer NASCAR through whatever comes next. Now, let’s look at what he has to say about NASCAR and its future.

Steve Phelps’ vision for NASCAR’s future

Steve Phelps, NASCAR’s Commissioner since March 2025, is all about looking ahead. In a recent podcast on The Varsity, he shared his focus, saying, “As we’re thinking about three years, five years, ten years from now, those are important things that I am crafting at this particular point, so we are prepared for the next generation of fans.” It’s clear he’s planning for a future where NASCAR stays fresh, especially with EVs and new markets on the horizon. His role? Big-picture stuff, like keeping the sport relevant for younger crowds.

Phelps’ past at the NFL, where he worked for decades, shaped how he handles NASCAR’s unique setup. “The NFL and NASCAR are so different,” he noted. “This structure of NASCAR is different. A lot of independent contractors or stakeholders that are not part of you, like a franchise system, like the NFL.” That means drivers, teams, and tracks aren’t all under one roof, so collaboration is key.

He’s all about bringing them together, and it shows in moves like the Driver Ambassador Program for 2025, which was won by Joey Logano, and extending charters through 2032. It’s about making sure everyone’s on the same page. Sponsorships? They’re the lifeblood, and Phelps gets it. “The importance of sponsorship to NASCAR is significant, to our race teams, to our racetracks, to us at the governing body,” he said.

With NASCAR’s $7.4 billion media deal in 2023, those dollars keep teams running and tracks packed. His job’s to keep that cash flowing, ensuring NASCAR’s financial health while prepping for whatever’s next. But legal fights? They’re testing his skills and his approach to bringing people together, which will be crucial as NASCAR faces its toughest battles yet.

Phelps’ blunt legal reality check in the 23XI charter lawsuit

The NASCAR world is buzzing about the 23XI Racing and Front Row Motorsports lawsuit over charters, and Steve Phelps isn’t holding back. Charters lock teams into the Cup Series, but this fight’s got everyone on edge. Recently, Phelps called it straight. “It’s not an antitrust lawsuit but a contractual dispute,” he said, cutting through the noise. He’s clear: NASCAR gave teams what they wanted, mainly more money, with 13 of 15 charter holders signing the extension.

Phelps isn’t sure what the teams are after, though. “I don’t even know what their demands are. I don’t even know what they’re suing for,” he admitted, showing his frustration. Still, he’s open to talks. “Do I think we’d be willing to entertain a settlement? Yeah. To date, they have not come up with anything,” he noted, meaning no settlement proposals yet. It’s settle or court, he said, laying out the stakes. This legal mess tests NASCAR’s balance between governing and supporting teams, and Phelps is right in the thick of it.

NASCAR followed up with a scathing official statement, branding the legal action “baseless” and “inappropriate,” while accusing the teams of burdening courts needlessly. Phelps’ stance confirms NASCAR’s commitment to its charter ecosystem. A system that guarantees starting spots and revenue shares and warns that any fracturing could erode the sport’s financial stability and stakeholder unity.

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Last weekend, NASCAR witnessed a thrilling weekend in Chicago, with Shane van Gisbergen sweeping both Xfinity and Cup races. Despite the excitement that engulfed the garage and the fans, talk of moving is creeping into the sport. However, Dale Jr. is not ready to give support to that yet.

Dale Jr. sees two gems together

Well, NASCAR’s visit to Chicago has always been successful. The economic impact of the inaugural 2023 event was close to $109 million. That dialed up to $128 million in 2024. However, the downsides were also prevalent on both ends. The Chicago Street Race weekend led to road closures and inconvenient rerouting, and residents could not make the most of the July 4th festivities. NASCAR commissioner Steve Phelps revealed in December during Race Industry Week that it costs the industry $50 million to put on the Chicago event. As we approach the end of the three-year deal with Chicago, speculation is rife about whether NASCAR will renew the contract. It has 90 days after the 2025 race to send a request. Even amidst the pessimistic views, Dale Jr. is optimistic.

Rumors of racing in San Diego are flooding the NASCAR community at present. That would mark a return to Southern California after NASCAR left the LA Coliseum. In a recent episode of The Dale Jr. Download, Dale Earnhardt Jr left a bombshell revelation in this regard: “I think there’s a potential where you could see us racing at Chicago and San Diego. For sure, there’s a world where that exists… I don’t think that they’re adding another road course. I think it’s like, all right, how many we got, 6? …Whatever the number is today, that’ll be the number next year. But I just don’t know which racetracks it’s gonna be.” 

San Diego is only one of the racetracks among the options. Coronado, the peninsula connected to San Diego’s mainland, is a solid option as it has a naval base on it. Dale Jr. suggested that NASCAR has probably already sealed the deal: “But I’m feeling like the San Diego deal is done. People will say it’s not done, but I feel like it’s done. And then, it’s like 50/50 between going back to Chicago or going back to Mexico City.” He also suggested Canada, where both Xfinity and Trucks have competed. “And then you always have the hope that we get to Montreal again. I think it’s NASCAR’s intention to get there. Now that might now happen next year.”

Clearly, Dale Jr. is intent on dropping updates about NASCAR’s incoming schedule. But while the sport finalizes its 2026 plans, its open-wheel rival is yet to do so.

Screening the options first

Well, that is what NASCAR is also doing at present. However, Dale Jr., being a veteran spokesperson of the sport, may be absolutely right regarding his predictions. In IndyCar, however, plans for the 2026 schedule are still hanging. A number of tracks may be up for renewal this time around, including Laguna Seca, Portland, and Toronto. Then, after NASCAR’s success south of the border, a trip to Mexico is also highly anticipated. Iowa Speedway produced sizable crowds through 2024 thanks to the vast marketing efforts and expenditures by former title sponsor Hy-Vee. Iowa was renowned for IndyCar’s most memorable oval races, but its recent repaving has led to a lack of passing. With speculation rife about what the total number of events will be, executives guess it will be around 17.

IndyCar President Doug Boles said that Penske Entertainment is working hard to release the schedule. He told ‘Racer’ in an interview: “In my mind, it needs to be before the end of the season, and the sooner we can get the schedule out, the better for everybody. It’s better for teams. It’s better for partners. It’s better for TV. It’s better for fans. On this side, you’re working with promoters, some of which have other events that they have to work through, as well. You’re working with a TV partner with FOX, because you want to be in the best TV windows to the extent we can continue to be on network versus other (cable) channels. We’re trying to work through that, so it becomes a bit of a puzzle.”

Both IndyCar and NASCAR are on the verge of a wild shuffle. We can only wait and see what NASCAR has in store for us in 2026, and if Dale Jr. is right or not.

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