FOR IMMEDIATE RELEASE

IHRA Announces Leah Martin as President, Marking a Historic Moment in Motorsports Leadership

Fairfield, OH — The International Hot Rod Association (IHRA) announces Leah Martin as President of the rapidly growing organization. Leah brings a broad and distinguished background in executive leadership, national advocacy initiatives, organizational development, and large-scale motorsports operations. In this role, Leah will oversee all IHRA disciplines—including drag racing, offshore powerboat racing, stock car racing, tractor pulling, and emerging motorsports platforms—ensuring unified leadership and strategic alignment across the entire IHRA organization.

Before entering the motorsports industry, Leah held leadership roles within national nonprofit organizations, including serving as a director with the American Lung Association. In these roles, she guided statewide and regional initiatives, aligned diverse stakeholders around mission-focused goals, and helped advance the broader objectives of complex national organizations. Her ability to unify teams, build strong partnerships, and lead with strategic purpose has been a defining aspect of her career.

In motorsports, Leah has served as Executive Director of the Lake of the Ozarks Shootout, the largest powerboating event in the world. Under her leadership, the Shootout expanded its sponsorship portfolio, strengthened event logistics and safety operations, enhanced media and community engagement, and delivered the most significant economic benefit to the region. She remains in an oversight capacity for the Shootout, ensuring continuity, long-term planning, and strategic alignment as the event continues to grow. Leah coordinated hundreds of volunteers annually and built operational systems that strengthened governance, consistency, and event execution.

Within IHRA, Leah has played a key role in advancing organizational structure, creating the alignment of multiple racing disciplines, and building a unified framework for the IHRA across its growing and diverse motorsports properties. She is known for her operational discipline, strategic clarity, and racer-first philosophy—paired with her ability to bring people together around a clear and shared mission.

In all her commitments, Leah is supported by her husband, Justin, and their three children. Her family has been a constant source of encouragement, and her two boys often tell everyone that their mom has “the coolest job in the world.” Their belief in her leadership continues to inspire her work within the IHRA and throughout the motorsport’s community.

A Historic First for Motorsports

Our research indicates that Leah Martin is the only female President of a major motorsports sanctioning body in the United States. This marks a significant moment not only for the IHRA but also for women rising into leadership roles across the motorsports landscape.

Statement from Leah Martin, President, IHRA

“Stepping into this role is an incredible honor, and I am fully committed to advancing the International Hot Rod Association with a racer-first mindset and a clear vision for long-term growth. Motorsports thrive when organizations work together, when teams feel supported, and when there is alignment with a shared mission. My focus is on fostering collaboration, strengthening our operations, and building a foundation that will carry the IHRA forward for years to come. I’m grateful for the trust placed in me and look forward to leading the IHRA into a new era of stability, innovation, and opportunity.”

Statement from Darryl Cuttell, CEO of IHRA

“What’s important to me isn’t male or female, but rather who is best for the job. Leah has a tremendous sense of business and has surrounded herself with the strongest experts in each racing discipline under our umbrella. Her leadership, her strategic approach, and her ability to unite teams are exactly what the IHRA needs as we elevate our motorsports portfolio to new levels.

The fact that she is a woman breaking new ground in motorsports is a bonus—but it’s her capability, not her gender, that makes her the right leader. We are committed to progression in motorsports, and we couldn’t be prouder that Leah will lead the way.”

About the International Hot Rod Association (IHRA)

The International Hot Rod Association (IHRA) fuels the future of motorsports with a multi-discipline platform and a renewed leadership vision focused on growth, competitive excellence, and modernized event experiences. With an expanding national footprint, IHRA is committed to elevating competitive standards, strengthening local venues, and delivering unforgettable experiences for racers, fans, and partners.

Visit IHRA.com for more information.

NASCAR Violates Two Court Orders On Day 3 of Antitrust Trial

If there was any question as to whether Judge Kenneth Bell would allow the legal teams for NASCAR or the duo of 23XI Racing and Front Row Motorsports to have free rein within his courtroom, that question was answered at the end of Day 3 of the ongoing antitrust trial between the sanctioning body and the two race teams.

Judge Bell concluded that NASCAR’s team had violated two court orders throughout the day’s proceedings, one during each of the witnesses on the stand on Wednesday.

The first violation came during Scott Prime’s testimony as the NASCAR legal team revealed a quote from Spire Motorsports team owner Jeff Dickerson, which had been previously agreed upon as an item that would be redacted from the trial, as Dickerson is not a witness in the trial.

Later, during the testimony of Bob Jenkins, team owner of Front Row Motorsports, NASCAR’s legal team began revealing pieces of the financials for Jenkins’ other businesses outside of the scope of NASCAR, which was another item that was agreed to be off limits ahead of the trial.

Bell warned both sides that any further transgressions in the courtroom would lead to severe punishments. It was a stark reminder that there are rules in Court, much like there are rules at the racetrack. And if you don’t follow them, you’re subject to the ruling of the person running the show. In this case, it’s Judge Bell.

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Jenkins, who first testified Wednesday, recounted his long history as a devoted supporter of stock car racing and his eventual leap into team ownership in NASCAR’s premier division. He described fulfilling a lifelong ambition when he finally secured a team in what is widely considered the top series in American motorsports. Yet, despite achieving what many fans only dream of, he emphasized that the business side has been devastating.

He told the court that his organization has lost approximately $100 million since he entered Cup Series ownership in the early 2000s, per a statement referenced in the proceedings. Even a major milestone — his team’s win in the 2021 Daytona 500 — did little to alleviate the financial strain. Jenkins said that longstanding passion for the sport and optimism about its economic potential are the only reasons he has remained involved.

Related: NASCAR Antitrust Trial Opens in Federal Court with Michael Jordan in the Gallery

The turning point came when Front Row joined forces with 23XI Racing, owned by Basketball Hall of Famer Michael Jordan and three-time Daytona 500 champion Denny Hamlin, to launch legal action. Court documents suggest that Jordan’s significant financial backing gave teams confidence to challenge what they view as an unfair system. Jenkins indicated he became sharply opposed to NASCAR’s approach when presented with what he described as a rigid charter agreement structure.

Charters function similarly to franchises in other major sports by ensuring teams guaranteed entry into every race and a share of revenue. Front Row received two charters when the system debuted in 2016. Jenkins acknowledged at the time the system appeared to be a necessary improvement, but he argued that it ultimately left teams at a disadvantage — reinforcing what the lawsuit claims is a “no-win” financial model.

As the trial continues, Jenkins’ testimony underscores the broader concerns raised by several race teams: that the current business structure may push out long-standing competitors and stifle growth in the sport.

Source: AP News

On the third day of the 23XI Racing and Front Row Motorsports v NASCAR antitrust trial, testimony was concluded from Executive Vice President and Chief Strategy Officer Scott Prime and began for FRM team owner Bob Jenkins.

Prime spent the second half of Tuesday on the stand, examined by 23XI and FRM attorney Jeffrey Kesseler and then cross-examined by a friendly attorney before being reexamined by Kessler.

First a recap of Prime’s testimony from Tuesday is in the link below.

On Wednesday, Kessler continued his examination of Prime and their exchange was occasionally contentious, with the attorney even apologizing to Prime and the court for raising his voice.

“It’s okay — I understand there are passions,” Prime said in response.

Kessler’s initial line of questions to open the morning surrounded the goodwill provision, which is basically the clause in the charter agreement that prevents team owners from competing in another competitor series or owning one without NASCAR approval.

Kessler: “Why not call it what it really is?”
Prime: “I’m not a lawyer.”
Kessler: “It should be called anti-competitive will.”

This got an objection from the NASCAR bench and Kessler moved on.

Specifically, anyone who has a 10 percent ownership stake in a team is subject to the goodwill provision. Further, if a team owner or partial team owner decides to leave the Cup Series, that individual must wait 12 months before owning a car in a different series or ownership in a different series.

Kessler: “And you think that’s goodwill?”
Prime: “I do.”

Then attention was turned to the NextGen car, with Kessler seeking to paint its intellectual property restrictions as a tool utilized to restrain trade and prevent competition — one of the pillars of the lawsuit.

In previously discovered documents, Prime had expressed concern that the previous generation of car, known within the community as Gen-6, had an ‘increased risk to NASCAR of copycat series’ due to looser Intellectual Property restrictions.

In other words, NASCAR was concerned that teams could seek to race their cars in non – NASCAR series or race cars similar to those used in the Cup Series. When asked about it, Prime said that was never a point of contention.

“It was never an issue with the teams,” Prime said. “They understood the Next Gen car design and all the protections that went with it, yes.”

Kessler: “Did teams vote … were they asked if they wanted restrictions?”
Prime: ‘My understanding is that there was never an issue with the teams…’ and that they wanted protections and a degree of cost containment. ‘They understood the NextGen’s protections and endorsed it.’

Kessler pointed out that the teams don’t have a formal vote under charter rules.

During the negotiations over what became the 2025 charter extension, an email on February 10 from Prime to Phelps said he was ‘quite disappoint(ed)’ over the decision from the race teams to cease negotiating with NASCAR and instead were ‘forced to recommit our energy to exploring all our options.’

The teams wanted four things before that point — 1) 45 percent of industry revenue, 2) not having to pay into the Driver Ambassador Program, 3) 30 percent of new revenue where team IP was leveraged and permanent charters.

That wasn’t agreed upon and Prime, through the discovered documents, was concerned that the teams would look to join or otherwise create a ‘breakaway series’ and then pondered options that included the following:

Reduce charters to 32 and offer them ‘first come first serve’ amongst the preexisting 36, which Kessler likened to musical chairs, and was a tactic to create scarcity and competition. Another option was a hard deadline, which is more or less what happened on September 6, 2024. Another idea was Project Gold Codes, where NASCAR would take the sport vertical, and runs races independent of teams and hires drivers and fields cars themselves.

That is detailed at the link below.

“You accurately reflected our options,” Phelps replied over an email. “They are playing with fire. Lots of options but all have the same theme: Pick a date and they can sign or lose their charters. It is that simple.”

Kessler said that was an example of what encouraged the lawsuit.

“Only a monopolist could say this,” Kessler said. “Only a monopolist has the power to say, ‘Take my offer and if you don’t take it, you will no longer be in this business, and someone else will take your place.’”

For his part, during friendly negotiations, Prime said there was more to that email, which is true. Those options were just ‘Path 1’ and the ‘Path 2’ was the continued efforts to ‘find a middle ground with the teams,’ which is actually what happened.

Despite the deadline passing, NASCAR did not enter into an agreement with any new team owners for the 2025 season.

Prime’s position was that NASCAR just needed to have contingency plans in the case the teams former their own breakaway series.

Kessler asked where they would race since NASCAR’s track exclusivity clauses prevent such a division from racing on Cup Series caliber facilities.

Prime said there were plenty of tracks, citing short tracks and street courses. He said that NASCAR didn’t start with superspeedways. Kessler said this isn’t 1948. And regardless, Kessler said it wasn’t realistic to expect a potential competitor to just race on street courses since NASCAR lost $50 million over three years in Downtown Chicago.

Prime said messages of ‘locking up tracks’ had nothing to do with a breakaway series but was just a part of a multi-year agreement to schedule races. The example he gave was that TNT wanted Atlanta on their slate because it was in Turner Sports’ back yard.

Kessler said that didn’t require the new exclusivity clause built into it for multiple years.

Kessler: “Has any track asked you to be excluded from any other events that could make them money?
Prime: “I have never considered the question.”

The Amanda Chart

Kessler turned his attention back to a topic from the day before, The Amanda (Oliver) Chart, which reflected a series of 22 asks made by the race teams and showed only a single ‘win’ for the teams as they negotiated with NASCAR.

Oliver is NASCAR’s chief legal officer and the subject of a May 20-21 text thread between Prime, O’Donnell and Phelps showed that the senior leadership disagreed to a point with how CEO Jim France was posturing his approach.

—

O’Donnell: Lesa called. “Spoke to Gary (Crotty, NASCAR legal), Mike (Helton, president emeritus) and Jim (France). They all thought meeting was productive and that we just need to keep trying to move the needle. Teams won’t get everything they want and hopefully we can just meet in the middle. I just listened as she didn’t want to hear any opinions but I of course didn’t hold back. I just asked for someone in the mtg to point out how any of our positions are going to grow the sport and position us for a big rights renewal in the future.

Phelps: Productive? Insanity. Look at the Amanda (Oliver, Chief Legal Officer) chart – zero wins for the teams.

Phelps: The draft must reflect a middle position of we are dead in the water – they will sign them but we are fucked moving forward. I feel better now. Thanks for that.

Prime: The approach of ‘here is a bit more money, fuck off everywhere else’ is a bold strategy

O’Donnell: And one that Lesa said both Mike and Gary thought is getting us close. Close to a comfortable 1996, fuck the teams, dictatorship, motorsport, redneck, southern, tiny sport.

—

Despite the best efforts for the leaders to persuade France and the NASCAR board, the teams were given a hard deadline of September 6 on September 6 to sign an extension agreement that carried only that single win to the teams. They were told to sign it within an hour, although NASCAR did eventually relent and gave the teams until midnight that day to sign it.

Prime called it a ‘gun to the head’ offer and Kessler seized on that moment in the questioning.

Kessler: “Gun to the head. Isn’t that what Jim wanted?”
Prime: “I don’t know what Jim wanted.”

13 of the 15 teams that compete in the Cup Series signed by midnight, but 23XI and Front Row did not, and eventually issued this lawsuit against NASCAR.

For his part, Prime did say in a May 20 text message to Phelps that he really did try to get teams permanent charters when he met with the Board of Directors.

Prime: “No bueno with Jim on Charters. Can say OD and I put our best foot forward but it was a brick wall. Ben (Kennedy) didn’t speak up at all, Gary just rolled over on everything.
Phelps: “I heard from steve. I’m sorry to hear this – super disappointing. I’m going to speak with Lesa at 1:30.

But Prime said repeatedly over the past two days that NASCAR never considered taking charters away teams, which is true to a point, because two deadlines passed and no charters were issued to other parties.

But Kessler wanted to know what would happen if 23XI and Front Row, or any other team, ultimately didn’t sign before the 2025 season.

“There was a deadline.”

What would happen if they didn’t sign?

“There needed to be a deadline set so NASCAR could prepare for 2025.”

Kessler said ‘you said gun to the head and that’s what happened right?’

‘There was a deadline.’

Kessler again asked what would happen?

“The charter agreement would expire.”

So what would happen?

“Their terms would no longer be valid.”

He let it go, but his point was made, that NASCAR would indeed take the charter away at a certain point … because they are not evergreen.

Bob Jenkins testifies 

Bob Jenkins is the party to this lawsuit that garners the least amount of attention compared to Denny Hamlin and Michael Jordan but he took center stage for testimony and partial cross examination in the second half of Wednesday.

There, Jenkins said he loses $6.8 million per year and has never turned a profit under the race team banner and doesn’t draw salary for his ownership of the team either. Under cross-examination, Jenkins said he only attends a dozen races a year and goes to the shop 6-7 times a year.

He says he spends $4.7 million a year on car components now under the NextGen model where he spent $1.8 million before under the previous generation of car.

Specifically, he cited that when the NextGen came out teams were allowed to repair the parts and pieces themselves and now the parts have to be sent back to the NASCAR-mandated vendor to repair.

Jenkins said it costs him $30,000 a week to get an undamaged car refurbished. So why does he do it?

“That sounds like something my wife would say,” Jenkins said. “I just believe in it. It’s why I feel so strongly about changing this system. There are 150 employees at that race shop who believe in me to make this work.”

The moment the aforementioned ‘take it or leave it’ offer came in on September 6 of last year, he was at dinner with his parents, having no idea this was coming. He didn’t even have cell service.

When he left the restaurant, he says he had dozens of texts and phone calls.

“There was a lot of passion, a lot of emotion, especially from Joe Gibbs, he felt like he had to sign it,” Jenkins said. “Joe Gibbs felt like he let me down by signing. Not a single owner said, ‘I was happy to sign it.’ Not a single one.”

Jenkins called the final agreement ‘backwards’ in some many ways.

“It was insulting, it went so far backward,” Jenkins said. “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.”

Jenkins testified to that while also saying that charter system, which was first introduced in 2016 was conceptually sound, but just needed refinement that didn’t ultimately come with the 2025 document.

And that’s to say nothing of the well-documented process that led up to the 13 teams signing it but two others that sued NASCAR instead.

“If we ever do get this right, NASCAR teams will be valuable.”

“This is not about bashing the France family. They’ve made a lot of great decisions. This charter is not one of them.”

“I think it was a step forward but it wasn’t fair.”

During his cross-examination, Jenkins received the same line of questioning from NASCAR attorney Lawrence Buterman that Denny Hamlin received on Tuesday. How could he sue NASCAR for placing non-compete clauses in their schedule and charter contracts while placing non-compete clauses in his driver contracts.

Like Hamlin, Jenkins said it’s because he’s not a monopoly and that drivers have options for where to sign.

Buterman questioned Jenkins’ claims of losses and accused him of hiding profits through his other companies. For example, Jenkins has frequently offered potential sponsors or pay drivers the chance to donate to the  Lakeway Christian Schools he founded instead.

Matt Tifft paid $2.6 million to race for Front Row in 2020 but was given that same option and would have paid $500,000 to the school before a health issue ended that season prematurely. Chandler Smith paid $1.5 million this year to race for FRM’s Truck Series team.

Jenkins testified that, despite the option, no sponsor or driver has donated to Lakeway.

Buterman, like he did with Hamlin, then asked why Front Row only pays its drivers 8.5 percent of team revenue while claiming that NASCAR underpaid teams at 25 percent of Sanctioning Body revenue.

He repeatedly called it ‘apples and oranges’ since teams incur larger expenses like the $350,000 NextGen.

“A basketball doesn’t cost $350,000,” Jenkins said. “You don’t wreck a $350,000 basketball.”

Buterman questioned the losses Jenkins said he incurred despite choosing to run Long John Silvers on cars that didn’t have sponsorship for five races. Long John Silvers is a franchise he owned and gave to his four sons.

The NASCAR lawyer said Jenkins chose to run that car unsponsored as opposed to taking less.

Jenkins said the sponsorship costs what it costs, and he couldn’t sell those five races for less, and then turn around to Love’s and justify making them spend more. It would unravel his entire business.

Buterman said Front Row is just asking NASCAR for more money to compensate for a business that was losing money even before the charter system was instituted.

He said that Jenkins was an advocate for smaller field, and getting rid of open entries just to give his team a larger split of the NASCAR pie, to which Jenkins said a more exclusive entry point raises the value of everyone inside the system.

Jenkins also said that open teams are generally slower field-filler that ‘do not add value’ to the series with the exception of the Daytona 500.

His cross examination will continue on Thursday.

We want your opinion!

– The Motorsport.com Team

Anthony Alfredo will drive the second Viking Motorsports car in the NASCAR O’Reilly Auto Parts Series for the upcoming campaign, which is the team’s sophomore year in the series.

While the Cup Series is preoccupied with the drama concerning the lawsuit between 23XI and NASCAR, the O’Reilly Auto Parts Series — formerly known as the Xfinity Series — is overseeing significant updates. Viking Motorsports has moved to field a second entry in the series, and Alfredo has got the call.

He will race alongside Viking’s No. 99 Chevrolet, which will be driven by Parker Retzlaff in 2026. Alfredo will be behind the wheel of the No. 96 for the whole 33-race campaign, which begins in Daytona on Feb. 14.

The 26-year-old will team back up with crew chief Joshua Graham. The duo worked together at Our Motorsports in 2024, and Alfredo is excited to get going. 

“It means a lot to be a part of the growing program here at Viking Motorsports,” Alfredo said in his announcement. “They’re really setting a precedence of being a competitive team, and I’m proud to be a part of it. 

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“The expectation heading into 2026 is certainly to be competitive and make the playoffs — that’s our ultimate goal, and we’re going to need to win races and run up front to do that, and I’m really looking forward to that challenge.”

On his partnership with Graham, Alfredo added: “I’m really excited to be working with Josh Graham again as my crew chief, because him and I certainly punched above our weight with a smaller program, and now that we have a lot more resources and support, I feel like we’re going to be able to apply all that to do an even better job and help each other succeed.”

Alfredo took to social media to share the announcement along with the caption: “As soon as Viking reached out, I knew this was my shot. They are doing all the right things to build a competitive program. I’m thrilled to have Josh back on the box for me, too. Time to capitalize on this opportunity.”

In the Cup Series, Alfredo has made 41 starts and secured two top-10 finishes alongside a pole position. But he is a veteran of the second-tier series, making 148 starts with five top-5 finishes and 23 top-10s. 

DON’T MISS

Alfredo will look to secure his first win in the O’Reilly Auto Parts Series as he drives for Viking Motorsports.

CHARLOTTE, N.C. (AP) — 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 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. His love of the sport and belief that it can be profitable have kept him going but says 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. 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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