The North Carolina Motorsports Association (NCMA), a 501(c)(6) nonprofit trade organization dedicated to promoting, protecting, and growing the motorsports industry throughout North Carolina, today announced its Board of Directors’ Executive Officers for the upcoming year. 

Beginning January 1, 2026, this slate of officers will play an important role in guiding the NCMA’s strategic direction and initiatives for the upcoming year.

●     Chairman, Scott Lampe | President, Hendrick Motorsports Technical Solutions (Concord, N.C.)

●     Vice Chairman, Winston Kelley | Executive Director, NASCAR Hall of Fame (Charlotte, N.C.)

●     Treasurer, David Morton | Senior Vice President & Managing Director, Motorsports & Automotive Aftermarket, Fifth Third Bank (Charlotte, N.C.)

●     Secretary, Wendy Stallings | President, TPI Event Solutions (New Bern, N.C.)

Board officers were elected at the NCMA’s fourth-quarter meeting on December 2, 2025.

NCMA serves as the unified voice of the industry at the state level, providing legislative and regulatory advocacy to ensure that the business interests of the motorsports community are recognized and supported.

The association also fosters collaboration and professional development through networking events, industry programs, educational seminars, and member engagement opportunities that benefit organizations of all sizes, from small enterprises to major corporations.

Through leadership, partnership, and industry alignment, NCMA works to strengthen North Carolina’s position as the state where motorsports means business.

Full Board of Directors

Chairman, Scott Lampe | Representing Hendrick Motorsports

Vice Chairman, Winston Kelley | Representing NASCAR Hall of Fame

Treasurer, David Morton | Representing Fifth Third Bank

Secretary, Wendy Stallings | Representing TPI Event Solutions

Immediate Past Chair, Greg Walter | Representing Speedway Motorsports Incorporated

Greta Ray Anderson | Representing BSCI, Inc.

Brad Bostick | Representing Wells Fargo

Tyler Bowery | Representing Truist

John Dodson | Representing Universal Technical Institute

Todd English | Representing Roush Yates Manufacturing Solutions

Greg Fornelli | Representing SRI Performance & Stock Car Steel & Aluminum

Rebecca Moffitt | Representing Petty Family Foundation

Boston Reid | Representing Boston Reid & Company

Phil Roberts | Representing RFK Racing

Patrick Rogers | Representing NASCAR

Les Rudd | Representing Bob Cook Sales

Ali Starnes | Representing Muddy Creek Experiential

Patrick Wood | Representing Rowan-Cabarrus Community College

NCMA PR

CHARLOTTE, N.C. (AP) — The attorney for the two teams suing NASCAR portrayed series chairman Jim France as “a brick wall” in negotiations over the new revenue-sharing model that has triggered the Michael Jordan-backed federal antitrust case against the top form of motorsports in the United States.

23XI Racing, owned by Basketball Hall of Famer Jordan and three-time Daytona 500 winner Denny Hamlin, and Front Row Motorsports, owned by fast food franchiser Bob Jenkins, were the only two organizations out of 15 that refused to sign extensions on new charter agreements in September of 2024.

A charter is the equivalent of the franchise model used in other sports and in NASCAR guarantees every chartered car a spot in all 38 races, plus a defined payout from NASCAR.

NASCAR spent more than two years locked in bitter negotiations with the teams over the extensions because the teams made specific requests in an attempt to improve their financial position. The deal ultimately given to the teams on the eve of the start of the 2024 playoffs lacked most of those requests and gave teams a six-hour deadline to sign the 112-page document.

Jeffrey Kessler, attorney for 23XI and Front Row, spent much of Thursday trying to portray France as the holdout in acquiescing to the teams. NASCAR was founded 76 years ago by the late Bill France Sr. and to this day is privately owned by the Florida-based family. Jim France is his youngest son.

Kessler questioned NASCAR President Steve O’Donnell for more than three hours in a contentious session in which the attorney at times was shouting at the executive. He used internal communications among NASCAR executives to demonstrate frustration among non-France family members over the slow pace of negotiations and Jim France’s refusal to grant the teams permanent charters. The charter system was established in 2016 as a means to create stability for the teams, and the charters are renewable.

One particularly tense exchange involved an impassioned letter sent by Heather Gibbs, daughter-in-law of team owner Joe Gibbs, in which she implored France to grant permanent charters to help secure the family business.

O’Donnell in a text message told Ben Kennedy, nephew of Jim France, “Jim is now reading Heather’s letter out loud and swearing every other sentence.”

Pressed by Kessler as to what France was saying as he read the letter, O’Donnell said the chairman never swore. Kessler tried to force O’Donnell to reconcile what he wrote to Kennedy, but O’Donnell maintained that his boss was not cursing.

“That’s what I wrote, but he was not doing that,” O’Donnell testified. “We were all taken aback by the letter. I think Jim was frustrated, as we all were.”

Kessler then demanded what sort of gestures or actions France made that led to O’Donnell to tell Kennedy he was swearing. A judge-ordered break in the session prevented O’Donnell from ever clarifying why he characterized France’s reaction that way.

But the internal communications among executives showed the mounting frustration over both the slow pace and direction of the negotiations. As O’Donnell, Commissioner Steve Phelps and others tried to find concessions for the teams, they all indicated they were met by resistance time and again by France and his niece, vice chair Lesa France Kennedy.

“Mr. France was the brick wall in the negotiations,” Kessler said to O’Donnell.

“Those are your words, not mine,” the executive replied.

Teams told NASCAR they were fighting for financial survival

Earlier Thursday, O’Donnell testified that teams approached the sanctioning body in early 2022 asking for an improved revenue model, arguing the system was unsustainable.

O’Donnell was at the meeting with representatives from four teams, who 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 France family was “open to a new model.”

Kennedy, great-grandson of NASCAR’s founder, told Gordon yes.

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

The teams have maintained that the deal ultimately given to them was “take it or leave it.” 23XI and Front Row were the only teams that refused to sign and instead sued in federal court over antitrust allegations.

O’Donnell said the teams 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.

The extensions that began this year upped the guaranteed money for every chartered car to $12.5 million in annual revenue, from $9 million. Hamlin and 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.

Front Row owner details his frustrations with NASCAR

Jenkins opened the fourth day of the trial with continued testimony. He has 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 but a step in the right direction.

When the extensions came in 2024, Jenkins said the agreement went “virtually backward in so many ways.” Jenkins said no owners he has spoken to are happy about the new charter agreement because it falls short of so many of their requests. He refused to sign because “I’d reached my tipping point.”

Jenkins said he was upset that 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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This story has been corrected. A previous version misidentified Front Row Motorsports.

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AP auto racing: https://apnews.com/hub/auto-racing

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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