After moderate success in her rookie campaign in the ARCA Menards Series, Isabella Robusto is going full-time again. This time, Robusto will team up with Nitro Motorsports. Nitro bought out the Venturini Motorsports program earlier this year.

Isabella Robusto was a common sight in the top-five last season in the ARCA Menards Series. She has legitimate talent at 21 years old. Early in the season, DNFs cost her points to compete for the top spots in points. Besides those DNFs, Robusto’s worst finish was a P10 at Lime Rock Park and Kansas. Not bad for a driver still figuring out stock cars.

During her high school years, Robusto was a multisport athlete. Now, she’s racing cars full-time in ARCA. I’d expect her to compete for wins in the 2026 season. We will have to see who Pinnacle Racing Group and Joe Gibbs Racing have in store for the year. But Robusto should be in one of the best cars week in and week out.

The FIA’s updated changes of the superlicense points allocation to the IndyCar Series championship ahead of the 2026 season has been welcomed by several in the paddock, including Arrow McLaren team principal Tony Kanaan.

The FIA World Motor Sport Council concluded its final meeting for 2025 on Wednesday, making several changes across several series that also impacted North America’s premier open-wheel championship. 

Previously, the top 10 in the IndyCar championship were awarded superlicense points from first to 10th as follows: 40-30-20-10-8-6-4-3-2-1. However, the updated changes will now see first to 10th allocated 40-30-25-20-15-10-8-6-3-1. 

This brings IndyCar’s status closer to Formula 1 as a ‘feeder series’ in terms of hitting the required 40 superlicense points over a three-year span, remaining behind Formula 2 (40-40-40-30-20-10-8-6-4-3) and ahead of Formula 3 (30-25-20-15-12-9-7-5-3-2). 

Kanaan reacts to FIA superlicense change

Tony Kanaan

Photo by: Gregg Feistman / Motorsport Images

“No one doubts that IndyCar is one of the most competitive racing series in the world, and I’m glad the FIA is acknowledging that by increasing the points to be more comparable to F2,” Kanaan said, via a statement sent to Motorsport.com. 

“It’s good news for IndyCar and good for the drivers in the series if they do want to race in F1. An IndyCar driver shouldn’t need to go to a feeder series to prove they’ve got what it takes to compete in any other series.” 

Although Arrow McLaren’s Pato O’Ward also serves as McLaren F1’s reserve and test driver (and recently driven in FP1 outings in Mexico and Abu Dhabi this year), Kanaan is likely referencing Colton Herta. 

Herta has been among the shortlist of drivers highly touted in the IndyCar paddock since coming onto the scene at the end of 2018, and becoming the youngest race winner in 2019 (at 18 years, 11 months and 25 days old). However, his eligibility for a superlicense has been difficult. A potential F1 debut for AlphaTauri in 2023 was halted due to having 32 superlicense points despite finishing seventh, third and fifth in the title race from 2019-21. 

The 25-year-old Herta went into the 2025 season with 31 superlicense points and, under the FIA’s previous criteria, needed to finish fourth in the championship or fifth with an FP1 appearance. 

Despite Herta falling short of that goal and ending up seventh in the title race, he was still brought into Cadillac’s F1 team, albeit a test driver. He also left IndyCar at the end of the year to run F2 with Hitech in pursuit of securing enough superlicense points for a shot at an F1 seat in 2027. He needs to either finish eighth, but could also secure it with 10th in combination with multiple free practice appearances.

Only Alex Palou (120 points), Scott Dixon (56 points), O’Ward (48 points) and Scott McLaughlin (41 points) are eligible based on results from the past three seasons. The updated changes will only impact points scored from 2026 onwards.

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The man who avoids the limelight and a microphone didn’t have that luxury Tuesday in a North Carolina federal courtroom.

NASCAR chairman and CEO Jim France (pictured above) was called as the final witness for the plaintiffs, 23XI Racing and Front Row Motorsports, in the antitrust lawsuit the teams filed against France and the sport he owns and operates. France was questioned by the team’s lead counsel, Jeffrey Kessler, for nearly 2.5 hours, during which he repeatedly said he couldn’t recall certain internal communications, events or numbers.

But France did admit that “I did say no” to permanent charters. Kessler did not ask why.

The concept of permanent charters was a key point for race teams during negotiations for the 2025 charter agreement. Heather Gibbs testified to the importance they had for the Gibbs family and how valuable they would be for stability. Richard Childress also testified that permanent charters would help financially in a sport with a challenging economic model.

NASCAR, however, wanted to remain flexible going forward, according to Steve O’Donnell’s testimony. O’Donnell, who became president of NASCAR earlier this year, said the unknowns were part of the reason for not granting permanent charters, as NASCAR didn’t know what the sport would look like in the future regarding costs, schedule, cars and other financial variables.

Kessler repeatedly pressed France on being the top of the NASCAR food chain and the one who makes decisions. Some of that came through Kessler asking, “You bear the ultimate responsibilities for the company?” and, “The buck stops with you?”

But France, like other NASCAR executives who testified before him, such as Phelps, O’Donnell and Scott Prime, would only say that NASCAR has a board of directors, and that’s where the discussion and decisions go.

Although France said the board can overrule him, he couldn’t recall one of those instances. Kessler quipped to let him know if he thought of one while they continued with the testimony.

France owns 54% of NASCAR through the family trust. Lesa France Kennedy, his niece, owns 46%.

Kessler also spent time showing France communications within the company during the charter negotiations, one of which was O’Donnell saying that France was visibly reacting, swearing, while reading a Heather Gibbs letter out loud. But not only did France counter that he doesn’t recall being upset about the letter, nor there being anything in it that would make him upset, France also said he’s not sure why O’Donnell characterized things that way.

France also challenged part of Heather Gibbs’s testimony. She explained that Sept. 6, the deadline to sign the charter agreement, France had told Joe Gibbs that the negotiations were done and the deadline set. Furthermore, “If I wake up and I have 20 charters, I have 20. If I have 30, I have 30,” is what Gibbs relayed.

“I don’t think I’d say that to Coach (Gibbs),” France said.

And so the testimony went as Kessler continued to press on communications France received from team owners and his reaction. France acknowledged receiving letters from Roger Penske, Rick Hendrick, Jack Roush and Joe Gibbs in the spring of 2024. All expressed concerns over the sport’s business model and race teams losing money.

France will return to the stand Wednesday for cross-examination by NASCAR’s counsel. NASCAR will then begin presenting its case.

Childress says his race team relies on support from his other businesses and thinks permanent charters could address this. James Gilbert/Getty Images

Tuesday closed with France after also seeing Childress and Phelps on the stand.

Childress testified that he signed the charter agreement because he had no choice. The NASCAR Hall of Famer didn’t want to lose his charters, admitting his company isn’t financially able to compete without them. He said the other businesses Childress has founded help support the race team.

But, he, too, wanted permanent charters. Childress also agreed with the other key items the teams asked for, including a say in the governance of the sport, revenue, and receiving a percentage of new revenue.

“It wouldn’t cost NASCAR nothing” to award permanent charters, said Childress.

He also said, “I would love to see RCR running 60 years from now, but with this model, we can’t do it.”

As for the testimony from Phelps, there were times when he, too, under questions from Kessler, said he couldn’t recall or didn’t know about what he was being asked. However, he disputed the version of events the teams have relayed, claiming the Sept. 6, 2024, deadline was a take-it-or-leave-it situation. Multiple times, Phelps said that wasn’t what happened, or it was an unfair statement.

According to Phelps, the first draft went out in December of 2023. The teams responded in January of 2024.

Another response from the teams came through in February, and soon thereafter, NASCAR began meeting with the teams individually because they were hearing that not all of the information NASCAR was giving to the Team Negotiating Committee (TNC) was making its way back to everyone.

In May, another draft went out with a response from the teams in June. The meetings continued in June, July, and August. The third draft went out on Aug. 14, in which the teams were told the deadline would be the end of August.

Phelps said that Jeff Gordon of Hendrick Motorsports then asked for an extension of the deadline. It was moved to Sept. 6. When the new deadline was set, Phelps said he called every team owner or team representative and let them know.

Lawyers for the teams sent comments about the draft on Sept. 5. At this point, Phelps said he was “pleasantly surprised” that the changes and comments weren’t that extensive. He was at the point where he felt the teams would sign after those updates were made.

As for September 6, Phelps said the day unfolded with the deadline being the end of the day. Jim France, meanwhile, had promised Roger Penske that no charter agreement would go out until they had spoken. Penske ended up calling Phelps, who told him to make sure he spoke with France before they could proceed.

Soon enough, the deadline was extended to midnight. Phelps made that decision because he said he knew the teams needed time for the agreement to reach their inboxes. He was still under the impression they were going to sign, and they had been updated by their lawyers.

“I was surprised,” Phelps said, when 23XI Racing and Front Row didn’t sign. Those two teams were even given an additional deadline to sign, but they didn’t.

Phelps also testified that NASCAR could not give the teams the $720 million per year they wanted because it would bankrupt them.

Dale Earnhardt Jr., just like the rest of the NASCAR community, is keeping a close eye on the 23XI Racing and Front Row Motorsports versus NASCAR antitrust lawsuit trial. Through now eight days of court, Earnhardt has heard some things that he doesn’t particularly like.

23XI and FRM have pointed out that NASCAR, along with Marcus Smith‘s Speedway Motorsports, own most of the racetracks on the Cup Series schedule. Earnhardt is hoping that the teams’ goal is not to get NASCAR to sell the tracks in which they own.

“There’s been a point made about NASCAR owning the racetracks. I don’t know that 23XI wants NASCAR to sell their tracks. I’m hoping that’s not really what they’re asking,” Earnhardt said on Tuesday’s Dale Jr. Download. “I think they’re using that against NASCAR because NASCAR did tell some other people like Marcus Smith and so forth, ‘You’re gonna have to sign an exclusivity deal because we don’t want anyone else running a race before we come into town.’

“That’s not unusual in any other sports and arenas and so forth. But I think there’s been something made about NASCAR owning the racetracks and the way they’ve restricted use of those facilities is helping the argument of 23XI.”

Dale Earnhardt Jr. issues warning to 23XI Racing, Front Row Motorsports

Economist Edward Snyder testified Monday that NASCAR has violated antitrust laws because “teams don’t have anywhere else to sell their services,” citing NASCAR’s ownership of “the tracks, the teams and the cars.” Snyder then brought up the exclusivity agreements NASCAR began entering into with racetracks after the charter system began in 2016.

The agreements keep racetracks from hosting events with rival racing series. Snyder, according to The Associated Press, stated his belief that NASCAR entered into the agreements in an effort to stave off any threats of a potential startup series.

If 23XI and FRM’s position is that NASCAR needs to sell their racetracks, Earnhardt strongly encourages them to reconsider. He noted the current landscape in regard to owning racetracks, which he called a non-lucrative business. Earnhardt questions the future of the sport if NASCAR is forced to sell its racetracks.

“It’s kind of got to be a be careful what you wish for kind of thing because No. 1, no one’s building racetracks. Building a racetrack today is not a financial success. Running a racetrack today is not a lucrative operation,” Earnhardt said. “No one is clamoring to go out there and build any type of racetrack, big or small. … No one’s in the business of owning racetracks. Nobody’s gonna be standing on the steps waiting for those tracks to go to the highest bidder.

“If NASCAR and Marcus don’t own these racetracks, who does? They’re gonna turn into development, they’re gonna be turned into Amazon centers — they won’t be racetracks. What will happen is in 10 years, we’ll be racing on a bunch of street courses and road courses, no sh*t. So, everybody kind of be careful around that because as unique as it is, we need NASCAR to own the tracks they own because it’s really a lost or dying sort of business model.”

Day 9 of the trial will resume Thursday. It will begin at 8:30 a.m. at the Western District of North Carolina courthouse in Charlotte.

MILTON — The Vermont Motorsports Hall of Fame inducted its inaugural class Saturday, honoring nine trailblazing figures in the state’s racing history during a sold-out ceremony at Vermont SportsCar in Milton.

The Dec. 6 event marked the official launch of the new hall of fame and drew a crowd of 175 people — many representing different eras and disciplines of motorsports across Vermont. Restored racecars connected to several inductees were displayed throughout the facility.

The Class of 2025 included John Buffum, Tom Curley, Harmon “Beaver” Dragon, Bobby Dragon, C.V. “Chuck” Elms II, Shirley Muldowney, C.J. Richards, Ken Squier and Gardner “The General” Stone. East Thetford driver Brandon Gray was also recognized as the organization’s first Racer of the Year.

Inductees recognized for decades of contributions

Buffum, of Colchester, is widely considered the top American rally driver of all time, with 23 national championships and 123 major event victories. Vermont SportsCar founder Lance Smith credited Buffum as a driving inspiration for the team and its Milton facility.

Curley — the longtime Thunder Road co-owner and founder of the NASCAR North Tour and American-Canadian Tour — was honored posthumously. The renowned stock car promoter died in 2017.

Milton natives Beaver and Bobby Dragon were celebrated for their legacies on asphalt tracks across the region. Beaver Dragon won back-to-back NASCAR North Tour titles in 1979 and 1980 and was a multi-time track champion at Airborne Park Speedway and Catamount Stadium.

His brother Bobby remains the winningest Vermont-born asphalt stock car driver in history with 145 documented victories and 21 championships.

Elms, who died in 1989, played a pivotal role in establishing Bear Ridge Speedway in Bradford and previously served as president of Northeastern Speedway. His award was accepted by family members.

Muldowney, a South Hero-raised pioneer known worldwide as “The First Lady of Drag Racing,” became the first woman licensed by the NHRA in 1965 and earned three Top Fuel world championships.

Richards, a well-known dirt track promoter from Fair Haven, founded Devil’s Bowl Speedway and managed multiple venues across Vermont and New York before his death in 2012.

Waterbury native Squier — a legendary broadcaster and co-founder of both Thunder Road and Milton’s former Catamount Stadium — was inducted posthumously. Squier, who died in 2023, was added to the NASCAR Hall of Fame in 2018.

Stone, of Middlebury, was recognized for decades of success in tractor pulling, stock car racing and drag racing. A five-time NTPA Grand National champion, he earned an NHRA national event win at age 74.

Racer of the Year

Gray, 28, captured the VMHoF’s first Racer of the Year award following an 18-win season across multiple divisions, including the Super Street championship at Claremont Motorsports Park. He also earned Rookie of the Year honors at Thunder Road in Late Models.

Gray was selected from among 20 nominees through a committee vote and a public fan vote that drew more than 500 responses.

A community gathering

VMHoF president Justin St. Louis emceed the ceremony. Family members accepted awards on behalf of several inductees who have passed.

The event was supported by underwriting partners including G. Stone Motors of Middlebury, Goss Cars of South Burlington and New Hampshire Motor Speedway. Dinner was catered by The Roving Feast of Waterville, with technical support from VT Audio Visual of Burlington.

The organization plans to open nominations soon for the Class of 2026. More information is available at vermontmotorsports.net/halloffame.

While Rick Hendrick has not taken to the stand in the 23XI Racing and Front Row Motorsports versus NASCAR antitrust lawsuit trial in Charlotte, North Carolina, a letter from the longtime team owner has helped shed light on his frustrations with the 2024 charter agreement at he heart of the lawsuit.

The lawsuit alleges “monopolistic” practices from NASCAR in response to the controversial charter agreement, which is set to run through 2031, and neither 23XI nor FRM signed up for by the September 6, 2024, deadline.

As a result, both teams eventually lost their charters late in the 2025 season, totaling six rides, ahead of the lawsuit, which will help shape the future of NASCAR and its charter system.

Throughout the course of the trial thus far, it has become clear that there was hesitance from other teams to sign the agreement, including Joe Gibbs Racing, as per co-owner Heather Gibbs, and Richard Childress Racing, as per its namesake.

One major sticking point during negotiations between NASCAR bosses and team owners was the latter’s desire for permanent charters, with letters from RFK Racing’s Jack Roush, Team Penske’s Roger Penske, and Hendrick Motorsports’ Rick Hendrick all being presented as proof of this, as per Jayski.

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Hendricks’ letter to NASCAR CEO Jim France from April 2024 has since made its way onto social media, via Bob Pockrass, in which he offers a fascinating insight into the team’s financial structure, noting how teams have “reached a breaking point.”

“You and I have become good friends. I have tremendous respect for you and truly value our personal relationship. In turn, I understand you must prioritize business and the best interests of your company, your family and your employees,” Hendrick wrote. 

“But for the sake of transparency, I want to share my dismay at the state of these negotiations and the ineffective process we’ve endured over the last two years. Both sides have wasted a tremendous amount of time and resources, and we find ourselves at an unnecessary impasse.”

Hendrick explained how, despite winning two Cup Series titles in the previous five years, his team has still run at a total loss of $20 million, going on to label the existing model as “unsustainable for teams and cannot continue without substantive, fundamental change.”

He added how his team has helped bring in key sponsors to the sport, such as Ally and NAPA Auto Parts, while they spend $20 million annually on “sponsorship and advertising with NASCAR’s broadcast partners.”

Hendrick went on to break down his team’s gargantuan spending, saying, “To allow our racing programs to operate, Hendrick Automotive Group did $1 billion in business with Hendrick Motorsports sponsors in 2023, including:

“Ally: 22,000 loan originations ($951 million in retail paper)

“UniFirst: 24,000 uniforms leased ($4 million)

“Axalta: 33,000 gallons of Axalta paint used ($8.5 million purchased)

“Valvoline: 887,000 gallons of oil poured

“NAPA: 1.2 million parts purchased ($9 million)”

Hendrick felt that despite investing in and promoting NASCAR for four decades, “The message I continue to hear from NASCAR is that the teams bring no value, our rights are worthless, and we don’t know how to run a viable business.

“To be made to feel that my family’s investments and sacrifices are not appreciated, valued or respected by NASCAR is disappointing, to put it mildly,” he said. “To be asked to consider a lesser deal, as your most recent proposal suggests, is a slap in the face. I will not agree to it.”

He called upon France to meet with team owners as a collective to find a mutually beneficial middle ground, commenting, “In my heart, I know there is a win-win solution that will allow all of us to thrive for many, many more years.”

However, Hendricks’ pleas fell on deaf ears, with France testifying regarding permanent charters, via Pockrass, “I don’t have a sightline to the future and I don’t want to make a promise forever that I can’t keep.” His stance remains that permanent charters would remove any sense of flexibility from NASCAR’s structure moving forward.