The judge overseeing the 23XI Racing and Front Row Motorsports v NASCAR antitrust lawsuit ruled again in favor of the teams against the Sanctioning Body on summary judgment on Tuesday afternoon.
Summary judgment is a pretrial decision where there are no disputes of material fact. In other words, a judge could rule on the merits, based on evidence presented by both sides, and without a jury.
Judge Kenneth D. Bell has now ruled against NASCAR twice in as many weeks, first on the countersuit filed by the Sanctioning Body and now on the market definition in which the legal dispute is centered on.
Last week, Judge Bell ruled that NASCAR‘s counterclaims, alleging an anticompetitive conspiracy led by 23XI investor Curtis Polk, were not legally sound nor entirely supported by the facts.
On Tuesday, Bell ruled that the market in question is ‘premiere Stock Car racing,’ and that NASCAR is the only buyer for the services of ‘premiere Stock Car racing’ teams.
Judge Bell says NASCAR argued contradictory positions over the past year in which it countered the two teams by saying they could choose to race in F1 or IndyCar in the absence of agreeable charter terms while also arguing that it was the only place for such teams to race as the basis for why Polk would attempt to form a collective bargaining entity amongst horizontal competitors.
From the filing:
“In the Counterclaim, which alleged that the Teams unlawfully conspired in selling their racing services, NASCAR ‘deliberate[ly], clear[ly] and unambiguous[ly]’ alleged that the relevant market is ‘the market for entry of cars into NASCAR Cup Series races in the United States and any other location where a Cup Series race is held.’ This is effectively the same as the relevant market alleged by Plaintiffs – the ‘input market for premier stock car racing teams.’ The same transaction – the sale and purchase of premier stock car racing services – cannot be a different relevant market depending only on which side is complaining. Most simply put, NASCAR made a strategic decision in asserting its Counterclaim and must now live with the consequences.”
There is a legal phrase for such a contradiction, legal estoppel, and 23XI and Front Row urged Judge Bell to consider that NASCAR had estopped itself.
Bell ruled it had in the filing paragraph below:
“NASCAR argues that the relevant market that it alleges for its Counterclaim – in nearly the same words as Plaintiff describes their relevant market – is somehow not the same market. A simple example should suffice to show why NASCAR can’t play the same hand twice in different ways.
“In pursuing its Counterclaim, NASCAR argued that the Plaintiffs had market power in the relevant Cup Series market because it could not reasonably substitute IndyCar or Formula 1 racing teams or even the racing teams participating in its two lower level series. … However, in opposing Plaintiffs’ relevant market, NASCAR now contends that the same motorsports that could not supply racing teams to the Cup Series are suddenly readily available substitutes for the Cup Series teams like Plaintiffs to sell their services. Not only is it illogical, but there is no record evidence that racing teams in the various motorsports can only move from NASCAR to another motorsport but not vice-versa.”
Judge Bell issued example after example of where NASCAR estopped itself in issuing contradictory positions.
“Neither NASCAR’s executives nor its experts identified any other purchaser of premier stock car racing team services in the relevant market. See Doc. No. 231-6 (Jim France) Q: “What other stock car racing series do you view as comparable to the Cup Series in the United States?” . . . A. “I don’t know. I don’t have any right offhand.”); Doc. No. 231-7 (Steve Phelps) (Q. “Can you identify . . . any stock car racing series that is a close competitor to NASCAR in terms of prize money, television ratings, attendance, any economic metric you want to use?” … A. “Nothing comes to mind.”); …
“Therefore, NASCAR effectively has a 100% market share. And NASCAR has maintained its total share of the market for decades, as acknowledged by the experts on both sides.”
What it all means
So what does this mean? It means that the trial, scheduled to begin on December 1 will only be about if NASCAR used this market authority, in which they are the only purchaser of ‘premiere Stock Car racing teams’ to impose below market value terms on the teams when negotiating an extension to the Charter agreement that has governed the economics of the sport since 2016.
“In sum, NASCAR plainly exercises monopsony power in the relevant market under the governing analysis. Not only has it operated the only premier stock car racing series in the United States for many years, the barriers for others to enter the market (availability of large racing tracks, highly qualified racing car teams, etc.) are obvious. Therefore, Plaintiffs are entitled to Summary Judgment that NASCAR has monopsony power in the relevant market in partial support of its Section 2 Sherman Act claim.
“And, establishing monopsony power for a Section 2 claim similarly leads to a finding that NASCAR has market power for purposes of Plaintiffs’ Section 1 claim, which requires a lower relevant market share threshold than is needed to infer monopoly power.”
Remember that a monopsony is when the only buyer of services imposes below market prices on the seller because it has nowhere else to provide its services too.
The judge has ruled that NASCAR is the only buyer of premiere Stock Car race teams.
NASCAR has argued that it cannot be a monopsony because it increased the revenue to signing teams from the 2016 charter agreement to the 2025 extension.
Judge Bell rejects that notion too, in part because NASCAR issued a final take it or leave it charter terms agreement to teams after two years of negotiation.
“In the face of these considerable undisputed facts, NASCAR argues that there is still a material factual dispute on the issue of its monopsony power because its payments to the Teams have increased rather than decreased over time. … First, with full control over the limited duration Charters necessary to be an economically viable Cup Series racing team, NASCAR indisputably had the power to decrease demand by denying Charters to any team that did not agree to its final Charter terms.
“The fact that it only had to use that power against the Plaintiffs doesn’t mean that it lacks monopsony power. Also, the relevant inquiry is whether NASCAR had the power to suppress team payments below competitive levels. … Evidence that NASCAR ‘increased’ payments, without reference to whether those payments reached the level of a ‘competitive’ market falls short of that proof.”
And since NASCAR, in its contradictory arguments stated they had not evaluated another equivalent buyer for the services of premiere Stock Car racing teams, the increased revenue is not enough to stave off a monopsony defense.
“NASCAR’s final argument that it lacks monopsony power because Plaintiffs and the public have numerous other sports in which to invest or to watch is also unavailing.
“Of course, Plaintiffs could exit the relevant market and fans could decide to seek entertainment elsewhere, but those options say nothing about NASCAR’s monopsony control of the relevant market.”
Is the NASCAR Charter Agreement unlawful?
The footnote that has both NASCAR and the teams that signed the new charter agreement nervous is Judge Bell suggests the entire charter agreement itself might be anticompetitive since it possibly ‘restrains trade’ from teams that otherwise would seek entry into the Cup Series.
“There is also evidence in the record from which the jury and/or the Court could conclude that the Charter agreements themselves are anticompetitive restraints on trade with respect to Cup Series aspirants who don’t have Charters.”
In other words, the charter system drove up the barrier of entry to compete in the Cup Series.
The 12 teams that signed the charter agreements issued a series of affidavits last month urging both parties to settle before there is an outcome that renders the value of the charter system moot.
NASCAR has stated on numerous fronts that it wants to reach a settlement but after two days of mediation last month, the two sides were not able to agree to terms.
NASCAR and teams react to newest ruling
In a statement, NASCAR again expresses its wish to settle but also expresses righteousness that it is not a monopsony and will appeal any decision against it to the Fourth Circuit Court should that be the result.
“NASCAR looks forward to proving that it became the leading motorsport in the United States through hard work, risk-taking, and many significant investments over the past 77 years. The antitrust laws encourage this—and NASCAR has done nothing anticompetitive in building the sport from the ground up since 1948. While we respect the Court’s decision, we believe it is legally flawed and we will address it at trial and in the Fourth Circuit if necessary. NASCAR believes in the charter system and will continue to defend it from 23XI and Front Row’s efforts to claim that the charter system itself is anticompetitive.”
23XI and Front Row issued a statement as well through lead attorney Jeffrey Kessler.
“We are very pleased with the Court’s decision today, ruling in our favor. Not only does it deny NASCAR’s motion for summary judgment, but it also grants our partial summary judgment motion, finding that NASCAR has monopoly power in a properly defined market. This means that the trial can now be focused on whether NASCAR has maintained that power through anticompetitive acts and used that power to harm teams. We’re prepared to present our case to the jury and are focused on obtaining a verdict that benefits all of the teams, partners, drivers, and the fans.”
Noah Gragson left the 2025 NASCAR Cup Series season with some momentum. Gragson had a few good runs during the 2025 campaign, but it was full of mistakes and wrecks that didn’t allow him to finish. Now, the Front Row Motorsports driver is ready to put it all behind him.
Gragson’s biggest priority for the 2026 NASCAR season must be finishing races. The driver of the No. 4 car was involved in too many accidents that hurt his ability to finish and run well. It has been a rollercoaster tenure for Gragson in the Cup Series; however, returning to Front Row Motorsports should help.
There was plenty of speculation regarding Front Row Motorsports during the offseason, as the team’s future could have gone downhill if it lost the trial. Instead of worrying about the future, Gragson can now focus on improving his performance with the No. 4 team ahead of the 2026 NASCAR season.
Lindsay Brewer grabbed attention with a playful new Instagram post shared on Monday, December 29.
“I’m your Uber driver, get in!” the professional race car driver and social media personality, 28, captioned photos in which she posed inside a parked vehicle in Laguna Beach, California. Brewer sat sideways in the driver’s seat with the door open, smiling directly at the camera as palm trees and a bright blue sky framed the background.
For the look, Brewer wore a fitted white cropped tank that highlighted her toned midsection, layered over a bright yellow bikini top. She paired the top with loose-fitting, light-wash jeans. White sneakers completed the outfit, keeping things sporty and practical while still photo-ready.
Lindsay Brewer/Instagram
Her long blonde hair was styled in soft waves that fell over her shoulders, and her makeup appeared natural, with a fresh glow that fit the sunny beachside setting. Brewer accessorized minimally, letting the outfit and setting do most of the talking.
Known for balancing her racing career with a strong social media presence, Brewer has built a loyal following by blending high-speed motorsports with lifestyle content.
Although he’s now 42, Mike Rockenfeller is practically ageless. He still looks as young and drives as fast as his younger teammates within the Ford Multimatic Motorsports stable of Mustang GT3 drivers. He can easily be viewed one of sports car racing’s greatest drivers, ambassadors and gentlemen of the millennium with his affable attitude and incredible insights.
The German driver best known as “Rocky” made his early mark coming up the sports car ladder with two distinct German brands: Porsche and Audi. In 2010, he won both the Rolex 24 At Daytona and 24 Hours of Le Mans overall in the same year; the Rolex aboard an Action Express Racing Riley-Porsche closed cockpit Daytona Prototype and Le Mans in a factory Audi R15 TDI Plus diesel LMP1 open prototype. He’s the second most recent driver to do that, as Fernando Alonso did so in 2019 with a Cadillac DPi-V.R at the Rolex 24 and a Toyota TS050 Hybrid in LMP1 at Le Mans.
But in recent years, “Rocky’s” manufacturer presence has been distinctly American. He raced both GT and Daytona Prototype Corvettes off-and-on through the mid-2010s, and then was the sports car expert who guided Jimmie Johnson, Jenson Button and the Hendrick Motorsports collaborative Garage 56 Chevrolet Camaro ZR1 to take NASCAR back to Le Mans in 2023. He also ran select NASCAR Cup Series races for Johnson’s Legacy Motor Club team when it still ran Chevrolets.
Since 2024, “Rocky” has been a “blue oval” man through and through. He’s been back in a full-time seat in the IMSA WeatherTech SportsCar Championship as part of Ford’s Grand Touring Daytona Pro (GTD PRO) effort, and through the end of 2025, was the only driver Ford kept in that full-time role for both seasons.
For 2026, things change a bit. After Rockenfeller and Harry Tincknell shared the No. 64 Ford Mustang GT3 in 2024 and Rockenfeller and Seb Priaulx then partnered to be the proverbial veteran and young charger pairing in 2025, both “Rocky” and “Sebby” shift to Michelin Endurance Cup roles in 2026 split between the Nos. 64 and 65 cars.
Rockenfeller seems to feel something different with Ford than he did with the German brands he raced with earlier in his career. As he reflected during the IMSA-sanctioned November test, being part of Ford means going back more than a century and building on it as Ford continues its global motorsports ramp-up to be one of the world’s most pre-eminent motorsport manufacturers.
“Where I’ve come from, I was not surprised… but at Charlotte when they did the season launch two years ago, I’d just joined the program so I only understood it somewhat,” Rockenfeller explained. “But they do NASCAR. Off-road. Baja. Obviously sports car racing. They will do F1. Then Hypercar/GTP… yes, it’s Europe for now, but hopefully they come to the U.S. It’s unreal how big their program is. The Red Bull F1 thing I hope will be very successful, super cool and exciting. The range they go is unreal.”
Ford’s perception is changing globally, too, he noted.
“For me coming from different brands and joining a new one, in Europe, Ford is a different brand than what it is in the U.S.,” Rockenfeller said. “Here, it’s massive. There, the Germans are quite big. That’s normal.
“But I always had friends driving Ford. A friend of mine in go-karts has three Ford dealerships. I always looked at it, but I never imagined I’d race for Ford. To get to know the family and Jim Farley and all of them, (Mark) Rushbrook, it’s such a family. And they’re emotional with racing. They really love it, and you can see it in the programs they do.”
Rockenfeller then proceeded to tell just how much of the Ford family presence the manufacturer wanted to share with its drivers.
“The first year in Detroit, we went to the Henry Ford House, where he basically lived. It’s kind of a museum almost,” he said. “It’s unreal to hear the stories; Edsel and that. It’s unreal. To hopefully write some history together is great. I feel such a part of it. To identify, it takes a bit of time. You need to know the cars, the people, and success and not success together. Year three … this year changed a lot for me. I feel like I’m there now.”
Indeed, the leap Ford made in IMSA from year one in 2024 to year two in 2025 with the Mustang GT3 was paramount. Rockenfeller won the Motul Pole Award for the Rolex 24 and the duo finished third with third driver Austin Cindric, who was deputizing for the injured Ben Barker. The sister No. 65 car won the Rolex with Frederic Vervisch, Christopher Mies and Dennis Olsen.
Ford’s No. 64 car enjoyed major success as the year progressed with two wins on the streets of Detroit – notably cast against the corporate headquarters and backdrop of crosstown rivals General Motors – and then the six-hour TireRack.com Battle On The Bricks in Indianapolis. With one other podium (second at Road America), Rockenfeller and Priaulx finished third in GTD PRO points.
“Every victory is special in its own,” Rockenfeller admitted. “Detroit is the only street circuit (for GTD PRO). It’s cool scenery and it’s different. I love to race in cities anyway but that’s the only chance on the calendar to do so. We don’t do Long Beach. Then obviously that’s the home race for Ford Motor Company and GM is there. It’s a big battle between us. To come out on top was the highlight.
“Indy was so cool; we were second the year before. We knew it was a strong place for us. To win with ‘Sebby’ was good as we just started working together this year and it turned out to be a pretty good combo.
“Then at Indy, it was special to have the whole family (as part of new IMSA Resilient Racers program) there enjoying it, taking the pictures, being on the podium. Especially as a father of three, you understand what matters in life. You think racing is the most important or when you’re doing it. But there’s a lot more in life, to share emotions and give something back. That’s very special.”
For 2026, Rockenfeller will share the No. 64 car with Olsen and Barker, who are set to embark on the full-season effort. That means Rockenfeller’s IMSA goal for 2026 is trophy hunting at the three longest Michelin Endurance Cup rounds, and notably, adding another Rolex watch to his 2010 one. Missing out in 2025 stung, he admitted.
“In the end, to win you need to be perfect,” he said. “The other car had a better setup and we didn’t. The last two tenths, probably. They deserved it! I’m happy they did. Obviously, I’m a Ford driver, so it’s good for all of us if the car wins.
“In the end we had a strong season. I’m sure the big goal is to win the championship. If you ask me what do you prefer, I don’t know if I would pick between 24 and the championship. Probably the championship. It gives a better picture of the whole year.
“But at Daytona, I’d like to get a free watch and not have to buy one!”
When Rick Hendrick entered the NASCAR Cup Series competition in 1984 with Geoff Bodine piloting the No. 5 car, Dale Earnhardt had already etched his name into history with a Cup championship in 1980. Hendrick initially set his sights on bringing Dale Sr. into his fledgling operation, but timing and circumstance shut that door.
When Hendrick made his pitch, Dale Sr. remained aligned with Bud Moore Engineering, a team with history in the sport since the 1960s, and by the time Hendrick officially launched his effort, Senior had already committed to the more established Richard Childress Racing.
Revisiting that crossroads on the Dale Jr. Download, Hendrick recently detailed how close the paths briefly ran. When Dale Earnhardt Jr. referenced a photo of Hendrick and Earnhardt standing together in the garage at Charlotte Motor Speedway, with Dale Sr. dressed in blue while testing a Cup car, Hendrick explained that he had asked him to shake the car down.
As the conversation extended, Hendrick admitted his interest in landing Dale Sr. Still, Hendrick Motorsports was little more than a blank page at the time, without results or reputation to lean on, and Dale Sr. chose not to take the gamble. Hendrick acknowledged he understood the odds, noting that his chances were “zero,” before adding, “But I’m a car salesman. I mean, I’ve got to try, right?”
The connection between the two, however, predated Hendrick Motorsports’ Cup debut. In 1983, when Hendrick first dipped his toes into stock car racing ownership with Robert Gee, the duo had called on Dale Sr. to drive their No. 15 at Charlotte in the Late Model Sportsman division, now known as the NASCAR Xfinity Series.
That decision paid immediate dividends as Dale Sr. won in his first outing for the team, delivering Hendrick his first-ever victory as a stock car owner. Later that same year, Dale Sr. climbed into the No. 5 again, this time to test for All-Star Racing. One season later, that program officially went racing, marking another early chapter in Hendrick’s ascent.
Years down the line, the storyline came full circle when the elder Earnhardt’s son, Dale Earnhardt Jr., eventually joined Hendrick Motorsports and took over the No. 88. In his first race with the organization, the exhibition event ahead of the Daytona 500 in 2008, he drove straight to victory lane.
Hence, father and son both won on debut for Rick Hendrick, separated by 25 years, and did so in cars carrying the same name. The original 1983 entry was called “Emma,” named after Gee’s mother, and in 2008, the No. 88 chassis carried the same name as a tribute.
Dennis Hamlin, father of NASCAR Cup Series driver Denny Hamlin, died Sunday night at the age of 75 from injuries sustained in a house fire at the family’s home. Hamlin’s mother, Mary Lou, remains hospitalized in critical condition.
The Gaston County Office of Emergency Management and Fire Services issued a press release stating that first responders were dispatched to the home in the Stanley community at 6:19 p.m. ET. They arrived eight minutes later and found the residence engulfed in flames. There were two occupants discovered outside the home who were transported to a nearby hospital.
Dennis Hamlin later died at the hospital. Mary Lou Hamlin, 69, was transferred to Atrium Health Wake Forest Baptist Burn Center in Winston-Salem, where officials said she is “actively being treated.”
Denny Hamlin’s parents were instrumental in helping him pursue his career in NASCAR. In 2006, he signed with Joe Gibbs Racing and has claimed 60 Cup Series wins with the team.
He dedicated his victory at Las Vegas Motor Speedway to his father.
“He’s the one that got me into racing,” Hamlin said, “He just took me to a racetrack when I was 5 and then made all the sacrifices financially to keep me going. Sold everything they had. We almost lost our house a couple times, just tried to keep it all going. I’m glad he was able to see 60. That was super important to me.”
Due to extensive damage, the cause of the fire has not been determined as the investigation continues.
NASCAR issued the following statement on Dec. 30: “NASCAR extends its deepest condolences to Denny Hamlin and the entire Hamlin family. Dennis Hamlin instilled a love of racing in his son, and sacrificed greatly to develop Denny into a world-class talent in the sport. We also continue to offer our thoughts and prayers to Denny’s mother, Mary Lou, and hope for her full recovery.”
Natalie Decker and her husband, Derek Lemke, are embracing life as new parents, spending the holiday season between Christmas and New Year focused on family while keeping one eye firmly on the road back to NASCAR. Decker last took the green flag in August 2025 at Daytona, where she finished 22nd, marking her return to competition months after welcoming their son in February. While she is currently savoring motherhood and marriage, another long-held ambition remains front and center, one she shares with her husband and intends to chase down.
A year ago, during an interview with Frontstretch, Decker sat down with Wyatt Watson ahead of her second career start at Charlotte Motor Speedway and laid out several personal goals. She spoke about a dream partnership with Bikini Zone, highlighted the importance of promoting sponsorship alongside her family, reflected on married life, and opened up about a shared vision with Lemke, which is lining up against him on the racetrack.
As Decker put it, “That’s literally our goal and dream. We talk about that daily. So here’s the thing: Derek has never beaten me. We talk about that all the time.” She explained that the two have raced each other only a handful of times so far, but they plan to settle the score properly by competing head-to-head in either a NASCAR Craftsman Truck Series race or an Xfinity Series event in the near future.
The intention, she said, is “We have to make it happen, and then we can then determine who is better after that race.”
When discussing married life, Decker shared that very little has changed beyond the wedding bands now on their fingers. Their lives, she noted, had already been connected long before the ceremony. Once Lemke was fully committed to supporting her racing career, they immediately approached everything as a team.
Decker added that they have been together for more than eight years (now over nine), and married for some time, and she finds it deeply fulfilling. For the 28-year-old, one of the highlights of getting married was celebrating alongside friends and family, hosting a large gathering that turned into an unforgettable occasion.
In 2025, Decker also joined a select group of women who returned to NASCAR competition after becoming mothers.
Beyond Shawna Robinson, one of only 17 women to start a NASCAR Cup Series race, who had two children in the late 1990s before competing in 21 races across NASCAR’s three national divisions between 2001 and 2005, drivers such as Sara Christian, Jessica Friesen, Tina Gordon, Ethel Mobley, Alli Owens, and Kelly Sutton also raced after entering motherhood.
Backed by sponsorship from Wawa, Decker drove the #92 DGM Racing Chevy in the NASCAR Xfinity Series event at Daytona International Speedway, and might be ready to do that in 2026 as well.
