CHARLOTTE, N.C. — Front Row Motorsports owner Bob Jenkins was back on the stand Thursday to testify on the fourth day of the explosive antitrust case that accuses NASCAR of being a monopolistic bully in violation of federal antitrust laws.

Jenkins began his testimony Wednesday and the fast-food franchiser said he was a passionate NASCAR fan who fulfilled a longtime dream when he was finally able to own a car in the top motorsports series in the United States.

But he said he has lost $100 million since becoming a team owner in the early 2000s and that’s even with a 2001 victory in the Daytona 500. His love of the sport and belief that it can be profitable have kept him going, but what he believes is a no-win revenue model led Front Row to join 23XI Racing in a federal lawsuit against NASCAR.

23XI is owned by Basketball Hall of Famer Michael Jordan and three-time Daytona 500 winner Denny Hamlin. Jordan has the funding to fight NASCAR and Jenkins joined the battle when he became offended by NASCAR’s “take-it-or-leave-it” offer on charter agreements.

A charter is the equivalent of the franchise model used by other sports leagues, but in NASCAR it guarantees a team a spot in the field for all 38 races plus a designated percentage of revenue. Front Row was one of the teams that received two charters for free when NASCAR created the system in 2016 and Jenkins thought the agreements were lousy then — but a step in the right direction.

All 15 Sprint Cup organizations fought for more than two years for better terms on the charter extensions that began this year. But when NASCAR’s final offer was presented at 6 p.m. on a Friday last year with six hours to sign the 112-page document, Jenkins balked because it went “virtually backward in so many ways.

“It was insulting, it went so far backward,” he testified Wednesday. “NASCAR wanted to run the governance with an iron fist, it was like taxation without representation. NASCAR has the right to do whatever it wants.”

He said he was “honestly very hurt” by the sequence of events and believed NASCAR “knew we had to blindly sign it. Some of these owners have $500-$600 million facilities, long-term sponsors. They couldn’t walk away from that.”

Jenkins testified that Joe Gibbs personally apologized to Jenkins for signing the deal, and most owners reluctantly signed the agreement.

“Not a single owner said, ‘I was happy to sign it.’ Not a single one,” he testified. “100% of the owners think the charter system is good,” Jenkins said. “The charter agreement is not.”

Front Row and 23XI were the only two organizations out of 15 that refused to sign and instead went to court in a trial that could completely rework NASCAR’s framework.

The extensions ended more than two years of bitter negotiations in which neither NASCAR or the teams budged.

Team losses

NASCAR executive vice president in charge of strategy Scott Prime testified Wednesday that a study he worked on as a consultant found the longevity of the sport was in danger if NASCAR didn’t act to improve the health of their race teams.

Prime said NASCAR became concerned about the threat of a breakaway stock car series during 2024 charter negotiations.

Jeffrey Kessler, attorney for the teams, told the jury Monday that over a three-year period almost $400 million was paid to the France Family Trust and a 2023 evaluation by Goldman Sachs found NASCAR to be worth $5 billion. The pretrial discovery process revealed NASCAR made more than $100 million in 2024.

NASCAR contends it is doing nothing wrong and has not restrained trade or commerce by its teams. The series says the original charters were given for free to teams when the system was created in 2016 and the demand for them created a market of $1.5 billion in equity for chartered organizations.

The new charter agreement upped the guaranteed money for every chartered car to $12.5 million in annual revenue, from $9 million. But Hamlin and Jenkins have both testified it costs $20 million to bring a single car to the track for all 38 races and that figure does not include any overhead, operating costs or a driver’s salary.

Both testified they don’t have the ability to slash costs and teams are too reliant on outside sponsorship to survive.

“It’s offensive to say I’ve overspent. We have a model that works for us,” Jenkins testified. “I have never turned a profit. And it’s not from malpractice. The level we compete at is just so expensive.”

Prime testified as much and noted in his consulting role he discovered in 2014 that teams lost a combined $85 million, or an average of $1.3 million a car. He also learned that under the system before charters, when cars had to qualify for a race based on speed, a team would lose $700,000 if it failed to make the field.

The trial is expected to last two weeks with Jordan, Rick Hendrick and Roger Penske still set to testify. Jordan has been in court each day and is occasionally demonstrative, either laughing at funny remarks or shaking his head at testimony he disagrees with.

NASCAR is owned and operated by the France family, which founded the series in 1948.

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GR GTA new flagship pursuing overwhelming performance

The GR GT is a new flagship sports car that further advances TGR’s philosophy of making ever-better motorsports-bred cars. A diverse range of drivers, including Master Driver Morizo, professional drivers Tatsuya Kataoka, Hiroaki Ishiura, and Naoya Gamo, gentleman driver Daisuke Toyoda, and in-house evaluation drivers, was involved in its development from the concept formulation stage. All aspects of development prioritized the driver’s perspective, starting with the driving position. The model is still being refined, with drivers repeatedly putting it through the “hone, drive to failure, and repair” cycle, as with other GR products.

Master Driver Morizo urged the development team onward with calls of “I want you to go all out,” and “I want you to push even further.” In response, those involved overcame an unprecedented number of challenges across every domain, from development to manufacturing, including the adoption of Toyota-first new technologies.

Centered on front-engine, rear-wheel-drive vehicle packaging, the GR GT features a thoroughly low center of gravity and adopts Toyota’s first all-aluminum body frame for low weight with high rigidity, as well as styling that gives paramount priority to aerodynamics. Its power unit is a newly developed 4-liter, V8 twin-turbo with dry-sump lubrication, and its drivetrain uses a carbon-fiber torque tube and a transaxle layout. The rear-located transaxle is equipped with an 8-speed automatic transmission, a single electric motor, and a mechanical, limited-slip differential. The result is driving performance that is easy to handle for drivers of all skill levels and that enables drivers to fully interact with the car.

CHARLOTTE — NASCAR teams went to the sanctioning body in early 2022 asking for an improved revenue model and argued the system at the time was unsustainable, the president of the series testified Thursday in the antitrust case lodged against the top motorsports series in the United States.

Steve O’Donnell, named president of NASCAR earlier this year, was at that March meeting when representatives of four teams asked that the negotiating window on a new charter agreement open early because they were fighting for their financial survival. The negotiating window was not supposed to open until July 2023.

O’Donnell testified that in that first meeting, four-time series champion Jeff Gordon, now vice chair of Hendrick Motorsports, asked specifically if the Florida-based France family was “open to a new model?”

Ben Kennedy, the great-grandson of NASCAR founder Bill France Sr., told Gordon yes.

But O’Donnell testified that NASCAR chairman Jim France was opposed to a new revenue model.

Thus began more than two years of bitter negotiations on a new charter agreement that was finalized in September 2024. The teams had asked in that first meeting for a deal to be reached by July 2022.

When the final deal was presented to the teams on the eve of the 2024 playoff opener, they were given a six-hour deadline to sign the charter agreements. All but two of 15 organizations signed; Front Row Motorsports and Michael Jordan-owned 23XI Racing refused to sign and instead sued, bringing the case to federal court for what is expected to be a two-week trial.

O’Donnell testified that the team representatives had very specific requests: maximized television revenue, the creation of a more competitive landscape, a new cost model and a potential cost cap.

NASCAR spent the next few months in internal discussions on how to approach the charter renewal process, said O’Donnell, who was called as an adverse witness for the plaintiffs. NASCAR acknowledged the teams were financially struggling, and worried they might create a breakaway series similar to the LIV golf league.

In a presentation made to the board, O’Donnell listed various options that both the teams and NASCAR could take. O’Donnell noted the teams could boycott races, build their cars internally, and race at non-NASCAR owned tracks, or potentially sell their charters to Liberty Media, the commercial rights holder for Formula 1.

“We knew the industry was challenged,” O’Donnell testified.

As far as NASCAR’s options, O’Donnell told the board it could lock down an exclusivity agreement with tracks not owned by NASCAR, dissolve the charter system, or partner directly with the drivers.

A charter is the equivalent of the franchise model used by other sports leagues, but in NASCAR it guarantees a team a spot in the field for all 38 races plus a designated percentage of revenue. The extensions that began this year upped the guaranteed money for every chartered car to $12.5 million in annual revenue, from $9 million.

Denny Hamlin, co-owner of 23XI, and Front Row owner Bob Jenkins have both testified it costs $20 million to bring a single car to the track for all 38 races. That figure does not include any overhead, operating costs or a driver’s salary.

Jenkins opened the fourth day of the trial with continued testimony. On Wednesday the fast-food franchiser said he was a passionate NASCAR fan who fulfilled a longtime dream when he was finally able to own a car in the top racing series in the United States.

But he said he has lost $100 million since becoming a team owner in the early 2000s — and that’s even with a 2021 victory in the Daytona 500. He said Thursday he “held his nose” when he signed the 2016 charter agreements because he didn’t think the deal was very good for the teams.

When the extensions came in 2024 the weekend the playoffs opened at Atlanta Motor Speedway, he said the 112-page document went “virtually backward in so many ways.” He refused to sign and joined 23XI in filing a lawsuit.

Jenkins said no owners he has spoken to are happy about the new charter agreement because it falls short of so many of their asks. He refused to sign because “I’d reached my tipping point.”

Jenkins said he was upset that Jim France refused a meeting the week before the final 2025 offers were presented with four owners who represented nine charters, only to learn France was talking to other team owners.

“Our voice was not being heard,” said Jenkins, who believes NASCAR rammed the 2025 agreement through. “They did put a gun to our head and got a domino effect — teams that said they’d never sign saw their neighbor sign.”

Jenkins also said teams are upset about the current Next Gen car, which was introduced in 2022 as a cost-saving measure. The car was supposed to cost $205,000 but parts must be purchased from specified NASCAR vendors and teams cannot make any repairs themselves so the actual cost is now closer to double the price.

“To add $150,000 to $200,000 to the cost of the car — I don’t think any of the teams anticipated that,” Jenkins testified. “What’s anti-competitive is I don’t own that car. I can’t use that car anywhere else.”

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December 4, 2025

Nitro Motorsports is proud to announce that Gian Buffomante will return to the team’s Trans Am Series Presented by Pirelli CUBE 3 Architecture TA2 Series program for the 2026 season. Building on his strong rookie-year momentum and setting his sights firmly on the championship fight, Buffomante will aim for race wins and podium results in his quest to lead Nitro Motorsports to the championship title in the upcoming 2026 season.

Buffomante delivered an impressive 2025 rookie campaign, quickly establishing himself as a consistent frontrunner within one of North America’s most competitive road racing programs. Throughout the year, he earned multiple top-five finishes, several podium-contending runs, and showcased development in both qualifying pace and race craft. His ability to adapt to the demanding and heavy TA2 platform earned him recognition throughout the paddock as one of the drivers to watch in the future.

Returning for 2026, Buffomante is focused on elevating his performance even further as he now enters the season with a full year of experience and a stronger understanding of the TA2 car, the competition, and the tracks.

“I’m really excited to be back with Nitro Motorsports for the 2026 TA2 season and make a run at the title,” explained Gian Buffomante. “Last year was all about learning—new car, new tracks, new team, and new challenges—and I feel like I grew a ton throughout the season. Now, with that experience behind me, the goal is clear, and I want to fight for wins and be in the hunt for the championship. Nitro Motorsports has given me everything I need to take that next step, and I’m ready to go after it.”

Nitro Motorsports Co-Owner Nick Tucker believes Buffomante’s progression in 2025 is just the beginning of what he’s capable of achieving.

“Gian impressed us from the moment he stepped into a TA2 car,” added Tucker. “Obviously, there is always the rookie learning curve that involves some bumps and bruises, but his speed, composure, and ability to learn quickly made his rookie season a strong one. With the experience he gained in 2025 and the work he’s already putting into 2026, we fully expect him to be at the front of the field and fighting to put the Nitro Motorsports brand on the top step of the podium. Gian is hungry, focused, and ready—and we’re excited to support him in making a championship run.”

Buffomante will join a deep and competitive Nitro Motorsports lineup for 2026, with preseason testing already underway and preparations accelerating toward the season opener.

For more information on Nitro Motorsports, please contact Nick Tucker via email HERE or visit them online at www.RaceNitro.com.