New York — America’s oldest auto exhibition, the New York International Auto Show, celebrates its 125th anniversary through April 27 at Javits Convention Center with a look back at significant concepts of the past along with the debuts of modern machinery for the 21st century.
While auto dealers who organize the show gauge consumer interest in the latest wares, they will also be watching the effects of government-imposed electric vehicle mandates and import tariffs on the market’s future.
Like the Detroit Auto Show at Huntington Place, the Big Apple’s auto-palooza has morphed over the decades into more than just an opportunity to shop for your next ride. Once isolated on the Hudson River on Manhattan’s’ west side next to a train depot, Javits’ neighborhood has been transformed by the Hudson Yards development that has sprouted skyscrapers over top of the rail yard. With 9 million square feet of office space as well as residential quarters, Hudson Yards is among the most expensive real estate in Manhattan.
Residents and other attendees who walk across 11th Avenue to Javits will find four test tracks — two of them outdoor — where they can jump into cars from numerous brands for a ride. Inside, there will be an array of attractions from anniversary exhibits to new car debuts to brand displays and special collections of Detroit classics and racing Subarus.
“There’s been a huge change over the years. We characterize these events as auto shows, but it’s also a place for (attendees) to enjoy themselves, as they are spending three four hours at the show,” said Mark Schienberg, president of the New York Auto Show and of the Greater New York Auto Dealers Association, in an interview. He said exit surveys show consumers “want to see the new product and help them understand it. But right under that was they really loved the entertainment.”
That entertainment will include special exhibits during public days April 18-27, like tuner whiz Nakai San, who will construct a Porsche over two days, April 23-24 — and Overland Weekend, an exhibit of extreme campers and off-road vehicles. Detroit’s show in January also amped up the entertainment when it invited ticket-holders to take a ride with IndyCar stars like Josef Newgarden and Nolan Allaer on the show’s indoor track.
New York combines car-gazing and entertainment on the show’s 110,000-square-foot indoor test track. Like Detroit, the experience track is a New York centerpiece.
ZOT! Riding shotgun, attendees can accelerate up to 40 mph around the “EVTest Track.” Some 18 models will be available to ticket-holders. Cadillac leads the way with four EVs to ride in with Chevrolet, Dodge, Ford, Jeep, Kia, Nissan, Toyota and Volkswagen also represented.
“You really need to speak to the consumers that are in your area and tracks are a great way to do that,” said Stephanie Brinley, associate director of Research and Analysis for S&P Global. “There are still a lot of people who still haven’t been in an electric vehicle, so to have that experience is helpful.”
Unlike Detroit’s indoor tracks that showcased a mix of gas and electric powertrains, Javitz’s track is all-electric. That’s because the Empire State is one of 12 so-called Zero Emission Vehicles states that require all new vehicles sales to be zero-emission by 2035. That includes a mandate that 35% of 2026 model-year vehicles (which hit dealers later this year) be fully battery-powered.
The market is a long way from that today with less than 10% of New York sales (most of them Tesla, which is not at the New York Show) powered by electricity. Sales may also be impacted by the expected withdrawal of the federal $7,500 EV tax credit.
“We saw an uptick in sales in January and February as headlines warned that subsidies were going away, and there is also more availability of EV models,” said Brinley. “But I don’t think there’s going to be a 35% share for electric vehicles in New York.”
For the majority of customers who still want gas-fired cars — particularly of the off-road variety — Detroit brands Jeep and Ford offer outdoor tracks on Javits’ 11th Avenue doorstep. The rollercoaster-like tracks are traditionally among the most popular show features.
“Jeep keeps on making the mountain bigger and with a bigger pitch. So it should be interesting to see what they’ve put together this year,” Schienberg said.
The dealers who organize the show also face a mountain of tariffs coming from the Trump administration — aimed in particular at entry-level and electric vehicles made in Mexico like the Kia K4 hatchback that the Korean brand is expected to introduce here.
“It’s hard for consumers to see the effect of tariffs on vehicles,” said Brinley, who said New York show products haven’t been pulled back due to tariffs. “Vehicle inventory for 50-60 days that is on sale now is unaffected by the tariffs. And manufacturers that sell here aren’t leaving the market — they just have to figure out where to build.”
Unique for 2025 is the anniversary celebration.
“We’re really pulling out all the stops with amazing exhibits,” said Schienberg of the show that started at Madison Square Garden in 1900. “We’re showing concepts — one from each decade of the auto show. So we have 13 examples of amazing vehicles that have been introduced over the decades.”
Inside the show’s entrance, the anniversary exhibit illustrates how the industry has evolved in design and tech. Exhibits includes Detroit notables like the Ford Model T and 1909 Cadillac Model 30.
“Its interesting to harken back to the history of autos after so many years of talking about EVs and autonomous vehicles,” Brinley said. “It makes the auto show engaging on multiple levels. I like that there is an emphasis on the things that emotionally move you as well as what you might buy.”
Also celebrating its 125th year? Mack Truck, which will have a display including a 1925 Mack AB model.
New vehicles are still the heartbeat of the New York show, and 28 brands will be on display at Javits.
“When we looked at our numbers last year, 66% of (attendees) said that the show influenced their purchase, and that they were in the in the market for buying a car . . . within the next 12 months,” Schienberg said. “So you really have consumers that are in that funnel, coming in and helping them make their decision on what to do.”
If Detroit Three brands dominate the Huntington Place stage, Korean brands Kia, Hyundai and Genesis have become the headliners in New York and Los Angeles with high-profile model debuts. Subaru and VW will also showcase new models.
“Hyundai, Kia and Genesis have been great as a lot of other manufacturers have gone away. Subaru has always been a believer in shows,” Schienberg said. “They share with us their data, and it’s really impressive what coverage they get.”
Three new Kia models are expected with speculation centering on a hatchback version of the compact, gas-powered K4 sedan; the North American introduction of the K4’s electric E4 sibling; and a new, three-row Telluride SUV.
Expect Hyundai’s Telluride competitor, the Palisade, to take off the wraps in New York with a boxier look. Subaru will debut an all-new EV, the Trailseeker, but the Big Apple’s showstopper may be an all-new Subaru Outback — the brand’s halo moving away from its traditional, station-wagon proportions to a chunkier, more SUV-like look. As for VW, the midsize, gas-driven Tiguan SUV may get a close cousin, the Tayron. Toyota and Maserati have also scheduled news conferences.
In addition to its sprawling display, Hyundai has its own indoor test track for attendees.
“Seventy six percent of the (New York attendees) said that the auto show was the only automotive event that they attended,” Schienberg said. “They’re seeing car commercials, and they are on the websites getting information about product. But when they really want to experience cars, the consumer is still using auto shows as their tool to help them make decisions.”
With many of the world’s biggest media operations — TV networks, New York newspapers and more — in town, the New York show has been an irresistible showcase for the flood of startup automakers in recent years. Qiantu, INDI EV, Vinfast and others have used Gotham as a stage for new vehicles.
Not this year. Consistent with the struggles of startups like Rivian, Lucid, Fisker and Bollinger, the 2025 show will be devoid of startups.
“Startups are going through their challenges to some degree,” Scheinberg said. “I wish Vinfast was in this year. They’re not, but that’s more because they’re not selling vehicles in the New York area.”
Though Metro New York contains some of the country’s most affluent zip codes, many luxury automakers continue to sit out the the show just as they do Detroit, Chicago and Los Angeles. BMW, Porsche and Cadillac (which was once headquartered in New York) will not present this year. But Mercedes, Maserati, Genesis, Acura and Lincoln will bring their toys.
And then there are the exotics.
A signature of the New York show has long been its display of uber-lux models from hypercars to lush land yachts. Detroit took inspiration from New York and put on its own exotic 2025 display.
Between the Chevy and Subaru exhibits will be eye candy like the Bentley Continental GTC hybrid convertible, Rolls Royce Cullinan, 1,500-horsepower Koenigsegg Regera hybrid, Lamborghini Revuelo, Lotus Eletre SUV and Emira sports car, and 1,900-horsepower Rimac Nevera electric hypercar that can hit 60 mph in just 1.85 seconds.
Performance fans will also thrill at restomods from Tedson Motors (Porsche 911), Sacrilege (converted electric Porsche 911), and GTO Engineering (Ferrari 250).
Media attendance has dropped off in recent years during the press week leading up to New York public days as fewer manufacturers have debuted vehicles.
But the New York Show still generates media interest with its World Car of the Year awards scheduled for Wednesday, April 16 — much as the North American Car, Truck & Utility of the Year awards kicks off the Detroit Auto Show.
Javits also hosted the Automotive Forum sponsored by JD Power on Tuesday, April 15.
“It’s a who’s who of the auto industry — everybody from manufacturers to suppliers, dealers, the media,” Schienberg said. “Between issues on the economy, electrification, and now tariffs, things have been taken to a whole new level, which is why registrations have really turned up. “
Other attractions include a display dedicated to the “Golden Era,” spotlighting 1950s automobiles including the 1957 Cadillac Eldorado, 1958 Buick Limited and 1955 Packard Caribbean. Complementing Subaru’s main floor display is a collection of all-wheel-drive Subaru hellions from the James Buzzetta collection.
“These are the STI (racers), and the first Subaru that was ever brought into the United States, the Subaru 360,” Schienberg said.
Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.
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.”
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.
JAS Motorsport is taking it upon itself to bring back one of the greatest sports cars in Japanese automotive history.
After months of teases, the Italian racing team has finally unveiled its Acura NSX restomod. Dubbed the Tensei—which means “rebirth” in Japanese—the vehicle will feature a body designed by Pininfarina and what is promised to be a competition-derived powertrain.
If you’re wondering why a racing team is building a restomod, it’s because JAS and Honda, Acura’s parent company, have a long history together. Although JAS, which was founded in 1995, initially worked with Alfa Romeo, it has been an official Honda partner since 1998. It also has direct experience with the NSX—which was sold as a Honda model outside of the U.S.—having developed the GT3 racer for the car’s second generation.
JAS Motorsport Tensei
JAS Motorsport
That know-how has helped inspire one of the more intriguing restomods we’ve seen this year. And a lot of that is due to how it looks, since the car wears a carbon-fiber body designed by Pinifarina. The legendary studio didn’t try to reimagine the NSX, which debuted all the way back in 1990, for today; it simply refined it. The low-slung coupe still features pop-up headlights and an integrated rear wing, but its lines are smoother and its aerodynamic elements are larger. If the long-rumored third-generation NSX looks anything like this restomod, we imagine there will be a lot of happy enthusiasts out there.
We may know what the Tensei will look like, but we’re still waiting on some vital information. Mainly, what will power the restomod? JAS’s reveal was light on details, other than to say that the vehicle will feature “cutting-edge technology and advanced mechanics” informed by the team’s experience in motorsports. In October, shortly after the first teaser images of the car began circulating, Road & Track and Motor1.com reported that it would come with a naturally aspirated V-6 mated to a six-speed manual. The car will also be available with either a left- or right-hand-drive configuration.
JAS Motorsport
We’ll also have to see how much JAS’s NSX restomod will cost, as no price has been announced for the Tensei as of press time. A price tag in the high six figures doesn’t seem out of the question, especially since first-generation NSXs can command up to $1 million at auction these days.
Authors
Bryan Hood
Senior Staff Writer
Bryan Hood is a digital staff writer at Robb Report. Before joining the magazine, he worked for the New York Post, Artinfo and New York magazine, where he covered everything from celebrity gossip to…
The 2025 Snowbird Outlaw Nationals presented by Motion Raceworks at Bradenton Motorsports Park is officially underway with Thursday qualifying. Due to rain in the Sunday forecast, race officials moved up the event schedule. The plan is now to complete qualifying on Thursday and Friday before going into eliminations Saturday and crowning winners on Saturday night.
The historic event serves as the opening race of the second annual Drag Illustrated Winter Series presented by J&A Service, a three-race Pro Mod series paying out more than $275,000 to race winners and the series champion. The event also includes Pro 10.5, True 10.5 N/T, Lil Gangstas, Limited Drag Radial, Ultra Street and more.
Tune in to the official event livestream on FloRacing here: https://flosports.link/46edcdu
Find additional class qualifying results on the Bradenton Motorsports Park Facebook page here.
pro mod q2
pro mod q1
pro 10.5 q2
pro 10.5 q1
This story was originally published on December 4, 2025.
The antitrust lawsuit trial between NASCAR and 23XI Racing/Front Row Motorsports is bringing out emotional testimonies and mind-bending numbers every day. The courtroom drama has been intense, and fans are eager to see what the outcome will be. After all, it will have a bearing on the future of the sport.
Ken Schrader, however, doesn’t see anything good on the horizon. The former superstar gave his take on the matter in a video on Kenny Wallace’s YouTube channel. Wallace mentioned how all the other team owners must be looking at 23XI Racing as a champion.
In response, Schrader hit everyone with a strong dose of the reality that would be inevitable if 23XI Racing won in the end. He pointed out how several team owners were trying to convince 23XI Racing to settle with NASCAR before the trial.
Once the trial began, they’re now hoping for the team to emerge victorious. “If they do win, what’s it going to do? Began Schrader.
“At what cost? What’s it going to do to our sport? What’s it going to do to the attendance? How many fans are we going to piss off? How many sponsors are we going to piss off?” He continued.
“‘Hey, we’re not involved in this thing as a sponsor. We’re not involved in this deal to be in the middle of something like this. We’ll sponsor something else.’ You know, nothing really good can come from it,” added Schrader, whose point shed light outcome that many have been conveniently ignoring thus far.
The next course of action, should 23XI Racing prevail, is something NASCAR’s elite has to plan for.
What could happen if NASCAR loses?
Judge Kenneth D. Bell has warned teams multiple times during these proceedings that going to trial could have severe consequences. NASCAR might even be ordered to sell all its race tracks if it fails to end up winning the case.
What this means is that a new order of things will have to be implemented. The charter system could be dismantled, the promotion and the teams could suffer major financial damages, and the France family might have to sell parts of its property.
As Schrader pointed out, this isn’t what the TV partners or the sponsors signed up for. They might be forced to cut their losses and take their business elsewhere.
CHARLOTTE, N.C. (AP) — Front Row Motorsports owner Bob Jenkins has testified in an antitrust case against NASCAR, accusing it of monopolistic practices. Jenkins, a passionate NASCAR fan, claims he’s lost $100 million since becoming a team owner. He joined 23XI Racing, owned by Michael Jordan and Denny Hamlin, in a lawsuit against NASCAR. They argue the charter agreements are unfair. Jenkins says NASCAR’s final offer was insulting and forced owners to sign without negotiation. NASCAR contends it has done nothing wrong and claims the charter system has created significant value. The trial could reshape NASCAR’s framework.
Michael Jordan arrives in the Western District of North Carolina on Monday Dec 1, 2025 for the start of the antitrust trial between 23XI Racing and Front Row Motorsports against NASCAR, in Charlotte, N.C. (AP Photo/Jenna Fryer)
FULL STORY
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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AP auto racing: https://apnews.com/hub/auto-racing
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