What’s Happening?

Despite fielding two, three, and even four cars throughout a NASCAR season, teams competing in the sport’s highest level can fall into a winless drought. Some of these teams have long histories, while others are just getting started. Here are the longest team losing streaks in NASCAR entering the 2026 season.

• To qualify for this list, you must be a NASCAR Cup Series team competing full-time in the 2026 NASCAR Cup Series season and have won a race during your time in the sport.
• Teams will be added to this list on a week-to-week basis based on the time since their most recent win. Teams that have not won in 35 or fewer races will not be featured on this list, but will be added should they fail to win race 36.
• Teams like Legacy Motor Club (formerly Petty GMS Racing) and Hyak Motorsports (formerly JTG-Daugherty Racing) will be featured on this list, with the most recent wins in their organization’s history used as their most recent win.

41 Races – Hyak Motorsports

Last Win: 2024 YellaWood 500

In 2025, new ownership reshaped what was once JTG-Daugherty Racing into HYAK Motorsports. Though the team had a new look, it maintained its driver, 2023 Daytona 500 Champion Ricky Stenhouse Jr, alongside the Iconic No. 47. Unfortunately, the team was unable to find victory lane for the first time since 2022, finishing no better than fifth.

44 Races – RFK Racing

Last Win: 2024 Go Bowling at the Glen

RFK Racing had a tough 2025 season, failing to find victory lane for the first time since 2021, while fielding three full-time entries for the first time since Roush-Fenway Racing did so in 2016. While they may not have won a race, the team’s three-car roster showed promise, with hopes that a successful campaign in 2026 could result in a return to form.

76 Races – Kaulig Racing

Last Win: 2023 Bank of America ROVAL 400

Kaulig Racing fielded two full-time drivers for the first time since 2023 last season, and despite the return of the team’s winningest driver, A.J. Allmendinger, the two-car operation failed to win a race for a second year in a row. This year, the team is in limbo as they prepare for a deeper relationship with a new OEM in the coming years.

84 Races – Front Row Motorsports

Last Win: 2023 Verizon 200 at the Brickyard

This past season will be remembered as a year of transition for Front Row Motorsports, which reshuffled its deck after losing Michael McDowell after the 2024 season. The team moved veteran Todd Gilliland to the No. 34, pushing a returning Zane Smith into the No. 38, and expanded to a new car, the No. 4, with Noah Gragson. This inconsistency showed on track, with the team missing out on a win for the second straight season.

117 Races – Legacy Motor Club

Last Win: 2022 Cook Out Southern 500

Despite all the hardships the team has endured since Petty GMS reformed into Legacy Motors Club, LMC had a banner year for both of its entries in the NASCAR Cup Series. Though they did not win a race, the team found themselves sitting just outside the gates at Darlington with both their drivers finishing in the top five.

234 Races – Spire Motorsports

Last Win: 2019 Coke Zero Sugar 400

Spire Motorsports is continuing its search to find victory lane as a multi-car operation, and extended its lengthy losing streak to six seasons. Even then, most fans forget that the win with Justin Haley happened, as the team has evolved into a competitive team with a development program since that race in 2019.

This list will be updated race to race as the season continues.

Despite ongoing speculation about Max Verstappen’s long-term future in Formula One, Red Bull CEO Oliver Mintzlaff has little doubt about where his star driver belongs.

“There is a deep sense of mutual respect and loyalty,” Mintzlaff told Dutch newspaper De Telegraaf. “For me, there is no question that Max Verstappen will finish his career at Red Bull.”

Verstappen, 28, entered the 2025 season as a four-time reigning world champion but endured an uncharacteristically slow start. The early struggles fueled speculation that performance clauses in his contract could open the door to a potential exit, even as Red Bull’s leadership remained confident the partnership would endure.

At the end of July, Verstappen said he would stay with Red Bull through the 2026 season, ending rumors that he might leave to drive for Mercedes.

That commitment soon showed on the track. Verstappen won six of the final nine races after managing just two victories over the first 15. The late surge nearly delivered a fifth consecutive drivers’ championship before Lando Norris captured his first title in his seventh season.

“What is important to say is that I am not afraid of any performance clause in his contract,” Mintzlaff said. “What matters most for an athlete is seeing that everyone on the team gives everything for him. I think Max has been impressed by how the results and the atmosphere within the team have turned this year.”

Verstappen remains under contract with Red Bull through 2028 but has said he could consider walking away earlier depending on Formula One’s decisions regarding new technical regulations for engines and car design.

“I’ve hated this car at times, but I’ve also loved it at times,” Verstappen said after finishing two points shy of the drivers’ title. “I always tried to extract the maximum from it, even on the difficult weekends we’ve had.”

In remarks that appeared to reinforce Mintzlaff’s confidence in the long-term partnership, Verstappen praised the environment at Red Bull.

“I have no regrets about my season,” Verstappen said. “Within the team, we have a great atmosphere at the moment. We’re really on a roll – positive energy, belief and confidence – and that’s exactly what you want heading into next year.”

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The International Hot Rod Association announced on Christmas Eve that it has purchased the former Memphis International Raceway and Memphis Motorsports Park. The closing occurred Dec. 23.

The facility had sat idle before the IHRA bought it. During the recent Performance Racing Industry event in Indianapolis, hints emerged that the Millington, Tennessee, track was being sold to the IHRA.

“This investment honors the legacy of Memphis Motorsports Park while positioning it for a strong future,” Memphis Mayor Paul Young said. “IHRA’s acquisition reflects confidence in our region and creates new opportunities for tourism, local businesses, and fan experiences.”

READ MORE: Click here for our latest Racing coverage

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DraftKings Sportsbook’s betting odds to win this coming February’s season-opening Daytona 500 at Daytona International Speedway have shifted a number of times since the NASCAR Cup Series offseason began just over a month and a half ago.

From the get-go, Team Penske teammates Ryan Blaney and Joey Logano were listed as co-favorites to win the 68th running of the “Great American Race”, and they were later joined by teammate Austin Cindric, even ahead of two-time reigning race winner William Byron of Hendrick Motorsports.

However, things have changed again over the weekend, and with just over seven weeks to go until qualifying, Cindric is no longer listed as one of the favorites. In fact, his odds haven’t just shifted; he has dropped a bit down the order, as he is no longer even listed third behind Blaney and Logano.

Austin Cindric no longer a Daytona 500 favorite

Blaney and Logano are still listed at +1000, but the 2022 race winner, who nearly won it again in 2025 to break one of Richard Petty’s long-standing Daytona records, is now listed at +1200.

Byron, who had been listed at +1200, has moved up slightly and now finds himself at +1100. No driver has ever won the Daytona 500 three years in a row.

Hendrick Motorsports teammates Kyle Larson and Chase Elliott are listed closely behind at +1400, followed by RFK Racing’s Brad Keselowski, who is expected to be back in time for the race after breaking his right leg, and Joe Gibbs Racing’s Denny Hamlin, the only active three-time winner, at +1600.

Rounding out the top 10 at +1800 are Richard Childress Racing’s Kyle Busch and Joe Gibbs Racing’s Christopher Bell.

Full Daytona 500 betting odds can be found here and are always subject to change.

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WINSTON SALEM, NORTH CAROLINA – FEBRUARY 01: Kyle Larson, driver of the #5 HendrickCars.com Chevrolet looks on prior to practice for the Cook Out Clash at Bowman Gray Stadium on February 01, 2025 in Winston Salem, North Carolina. (Photo by Sean Gardner/Getty Images)

Two-time NASCAR Cup Series champion Kyle Larson has again raised interest in a possible return to the Rolex 24 Hours at Daytona, one of motorsports’ toughest endurance races.

Kyle Larson spoke about the topic during a recent appearance on the Dinner with Racers podcast, where he looked back on his experience at Daytona and explained why the event still matters to him. Larson last raced the Rolex 24 in 2016, but his comments confirmed that the door is not closed on another start if the right situation comes together.

Kyle Larson’s Past Success at Daytona

Kyle Larson’s history with the Rolex 24 began in 2014 and peaked in 2015. That year, he competed with Chip Ganassi Racing alongside Scott Dixon, Tony Kanaan, and Jamie McMurray. Driving a Riley-Ford prototype, the team dominated the race and completed 740 laps to earn the overall victory.

According to Joey Barnes of Motorsport.com, Larson explained that his interest in the race remains strong. “I think at this stage in my career, yeah, I’d do it again, said Kyle.” “I had fun those three years I did it. I didn’t want to keep doing it every year.”

Larson made three total Rolex 24 starts between 2014 and 2016. His overall win in 2015 remains one of the most notable crossover victories by a NASCAR driver in the modern IMSA era.

A Growing List of Commitments

Since his last Rolex 24 appearance, Kyle Larson’s schedule has become much fuller. He currently drives the No. 5 Chevrolet for Hendrick Motorsports and has won NASCAR Cup Series championships in 2021 and 2025. He also competes regularly in dirt racing and co-owns the High Limit Sprint Car series.

Larson acknowledged that managing those responsibilities is harder now than it was earlier in his career. “The offseasons have only gotten busier, Larson said, according to Barnes.” “There are more races and stuff. I go to Australia now, Chili Bowl, and West Coast Midget races. It’s just a lot, and I kind of want time off. But it’s been so long since I ran it that you almost get to the point where you forget a little bit about it, right? And I just remember having a blast doing that race, so I just want to go there and relive it.”

Even with that workload, Larson said being away from the Rolex 24 for so long has made him think about it more. He noted that memories from his earlier starts, especially the enjoyment of the event, still stand out.

What a Return Would Require

While Larson remains open to returning, he made it clear that any entry would need to be competitive. In the same Motorsport.com report, Larson said, “I want to be in the best car.”

Family considerations also play a role. Larson noted that his oldest child was a newborn when he won the race in 2015, and he said being able to share the experience with his kids now would add to the appeal.

The 2026 Rolex 24 is scheduled for January 24–25 at Daytona International Speedway. IMSA is expected to once again feature strong fields across its top classes. For now, no plans have been announced, but Larson’s comments confirm that a return remains a realistic possibility under the right conditions.

Dogli Wilberforce is a sports writer who covers NASCAR, Formula 1 and IndyCar Series for Heavy Sports. With bylines at Total Apex Sports and Last Word on Sports, Wilberforce has built a reputation for delivering timely, engaging coverage that blends sharp analysis with accessible storytelling. Wilberforce has covered everything from major football transfers to fight-night drama, bringing readers the insight and context behind the headlines. More about Dogli Wilberforce

As the Formula 1 world gears up for the revolutionary 2026 regulations, a storm has brewed over Mercedes’ (and reportedly Red Bull’s) approach to the new power unit rules. Headlines scream “loophole” and “cheating,” with fans on social media branding Mercedes as repeat offenders.

–by Mark Cipolloni–

But strip away the hyperbole, and what’s left is a classic tale of F1 at its best: innovative engineering pushing the boundaries of the regulations—exactly within them.

The crux of the issue lies in the 2026 engine rules, which cap the geometric compression ratio at 16:1, down from 18:1 in previous years. This change was intended to simplify designs and attract new manufacturers like Audi. The regulations explicitly state that this ratio is measured under static conditions at ambient temperature—a procedure unchanged from prior rules and approved by the FIA in each manufacturer’s homologation dossier.

Related Article: Formula 1 News: Engine row erupts over ‘alleged’ 2026 compression loophole

Mercedes engineered their power unit to comply precisely with this measurement when cold and stationary. However, like any engine, thermal expansion occurs when it reaches operating temperatures on track. This natural phenomenon can effectively increase the compression ratio during actual running, potentially unlocking extra performance—estimates suggest around 10-13 horsepower, worth 0.3-0.4 seconds per lap on certain circuits.

Rivals Ferrari, Honda, and Audi cried foul, arguing the rule should apply “at all times,” including under hot conditions. They sought clarification from the FIA, fearing an unfair edge for Mercedes-powered teams (Mercedes, McLaren, Williams, Alpine) and Red Bull’s outfits.

Yet the FIA has stood firm: the rules are clear, measurements are at ambient temperature, and no hot-condition checks are mandated. Mercedes developed this in open dialogue with the governing body, receiving reassurance that their interpretation aligns with the wording. Changing the rules now—mere months before homologation—would punish innovation while rewarding those who didn’t spot the opportunity.

This isn’t cheating; it’s brilliance. Formula 1 has always rewarded the sharpest minds who exploit every gray area the regulations allow. Think of Mercedes’ dominant 2014 hybrid era, born from superior interpretation of complex turbo-hybrid rules. Or Brawn GP’s double diffuser in 2009, Red Bull’s flexed wings, or Ferrari’s infamous engine tricks in 2019. The sport thrives on this cat-and-mouse game between engineers and rule-makers.

Calling Mercedes “cheaters” ignores the essence of F1: design genius usually wins. Their engineers outsmarted the field by optimizing for real-world performance while ticking every regulatory box. If rivals missed this thermal dynamic, that’s on them—not Mercedes bending rules, but mastering them.

As engines homologate in early 2026, the grid may face a Mercedes advantage out of the gate. But that’s the thrill of a new era. Protests could fly, rules might tighten for 2027, but for now, this “loophole” highlights what makes Formula 1 unparalleled: the relentless pursuit of advantage through intellect and innovation.

In a sport where milliseconds matter, smarter engineering isn’t controversy—it’s victory.