IndyCar frontrunner Colton Herta switching to Formula 2 is one of the most peculiar racing stories in a while, and he acknowledges it’s a “risky” move where he is “betting on himself” to succeed, despite having no guaranteed seat in Formula 1.
Speaking publicly for the first time since being announced as a Cadillac F1 test and development driver, Herta and the team’s F1 CEO Dan Towriss joined the Ask Off Track podcast with Herta’s former IndyCar team-mates James Hinchcliffe and Alexander Rossi (himself an American ex-F1 driver) on Wednesday.
The podcast appearance revealed a great deal more about a move that is widely misunderstood.
The ‘risky’ no-seat guarantee
Towriss was keen to point out how impressed he is that Herta took this decision to switch to F2 despite having an established career in IndyCar and there being no promises that a Cadillac F1 race seat actually awaits him.
“I think Colton is taking a big risk,” he said.
“We’ve got two experienced drivers in the car [Valtteri Bottas and Sergio Perez].
“I’m confident Colton will get his shot, but he’s got to earn it, right? He’s taking that risk.
“This isn’t Colton signing [as a Cadillac F1 race driver] – which I think people should really take note of and admire Colton for that bold move. He’s not entitled to the seat. He’s not guaranteed the seat from that standpoint, he’s going over to prove that he belongs in Formula 1.
“What I applaud most about him is his willingness to be uncomfortable. When you come to a fork in the road, the most comfortable thing he could have done was say, ‘I’m well paid, I’m going to stay in IndyCar and go try to achieve this next thing’, but he chose the unconventional path.”
This certainly is unconventional. But it’s very clear Herta was given the choice of what to do and Towriss and Cadillac believe he can do it.
“He’s going to be going into F2,” added Towriss. “He’s got to learn tracks. He’s got to learn tyres. Tyres are a big part of that, very different from IndyCar from that standpoint, and so I just couldn’t be more proud of Colton to be willing to take that risk, to pursue his dream.”
Apart from noting the difference in tyres and tracks, there was very little discussion about the adaptation process for Herta and any great detail on that. But you can forgive that when he doesn’t have an F2 team yet and faces four or five months before he’s in an F2 car properly. Plus, Cadillac hasn’t even built an F1 car yet, so we can’t talk about his compatibility with that either.
Why Herta made the choice
That’s the Cadillac F1 boss’s take, what of Herta himself in making this decision?
“The easy thing would be to stay in IndyCar, that would be simple for me,” he explained.
“But for me, it’s a dream of mine. I want to fight for my dream, and that is to try to make it to Formula 1. And this is my opportunity.”
But despite F1 always being his dream, leaving IndyCar in this way wasn’t easy.
“It was an incredibly tough decision to make, because I know what I’m leaving behind,” he adds.
“I’m leaving behind a great group of guys, an incredibly competitive championship where if it’s your day, you can win, and we’ve seen that’s not always the case in Formula 1, you need the car to compete.
“It’s a risk.
“So I thought this is my last shot at it. I want to do it. I want to take that chance. And so for me, it’s really just about fighting for my dream and that’s kind of what the opportunity was given to me from.”
It’s clear Herta is coming to this with a strong grasp of the severity of his challenge, knowing F1 won’t be like IndyCar in terms of its more meritocratic days of different teams and drivers being able to win.
During his podcast appearance, he laboured on how tough it was to leave the Andretti IndyCar team.
Herta says his final decision was “made a few days ago” despite the planning being in place for months in terms of what this opportunity would look like.
“Obviously, there’s still the details to figure out, but the decision is relatively new,” said Herta.
“And for me, why it took so long was because I cared so much about who I was working with in IndyCar. I cared so much about the guys that have been with me since I got to Andretti. And the ones that are new this year, the past few years.
“So for me, it was a lot of ‘I have to do this, I have to be fully involved and it’s a big kind of risk for me’. But I’m also leaving behind a lot of good stuff. Not only team members, but racing, a lot of talented racecar drivers.”
Betting on himself
One area Herta clearly didn’t have to think over too much was whether he was good enough for this opportunity and whether he could succeed.
Asked if the seat in F1 not being guaranteed was hard for him, he replied: “No, not for me, because I think as racing drivers you bet on yourself.
“You are constantly betting on yourself.
“I believe in myself. I believe that I’m fast enough to do it. That’s not saying it’s going to be easy, there’s going to be a lot of work to understand the differences from the grand prix racing to IndyCar racing.
“But it’s something that I’m going to work for, 100% diving into it. It’s going to be a lot of work. It’s going to be a lot of learning. There’s going to be a lot of things I’m going to have to pick up on quickly.
“But I believe that I can do it. If I didn’t think that I could do it – like I said, it’s a super big risk – I would stay in IndyCar. But I believe in myself, and I believe I’m fast enough.”
Towriss acknowledged it’s going to take more than just speed for Herta to make it work. He said he – through pushing an F1 entry onto the grid – and team boss Graeme Lowdon in his own F1 management career had “paid a big price” to get to F1.
He’s also told Herta “if you want to, this is the price you have to pay to get into Formula 1, through work and development”.
‘Secret body of work’
Towriss clearly feels that Herta has built up an “actual body of work” in F1 machinery through older-car tests and work done behind the scenes that many people don’t know about.
Towriss recounts a story which has long been rumoured, that “within an hour” Herta was faster than a pair of Sauber drivers in its own sim when Andretti was looking at purchasing the team – that’s believed to be Antonio Giovinazzi and Kimi Raikkonen at the time.
“That led to some other things to show some real excitement along the way and so he’s built up an actual body of work that not everybody knows about, in Formula 1, in terms of some of the tests that he’s done, from that standpoint, even to drawing interest from Red Bull later on from there,” said Towriss.
He added he believes Herta has shown “high potential in the Formula 1-type car”.
Rejecting the FP1 option
One of the reasons this move has caused such a surprise is that Herta is only five points off a superlicence. He could achieve that by doing five FP1s – there are nine Formula 1 races remaining this year if they wanted to speed this up by placing him with a current team – or through a winter/pre-season junior racing series backed by the FIA and with decent superlicence points.
Rossi asked Herta if the FP1 route was discussed, which Herta admitted it was.
“Ultimately me and the team thought it would be best to integrate myself in Europe,” said Herta.
“The IndyCar schedule is so hectic for five months, and I wouldn’t have any time really to be over there and being in the sim or doing TPC tests and whatnot, FP1s, it would be tougher.
“So this kind of frees up my schedule a lot more to be able to dive kind of headfirst into it.”
While F2 is a way to get better grasp of Pirelli’s tyre style – although they’re not exactly the ones used in F1 – and learn many F1 tracks, which can be done on a simulator these days, it’s clear Herta and Cadillac have put a great deal of emphasis on Herta adapting to life in Europe, to get him as familiar with an F1 operation as quickly as possible, to constantly be learning from Cadillac’s race drivers from race weekends and to regularly be in the simulator, all things he couldn’t do while staying in IndyCar.
None of those things alone will make an enormous difference to whether he can become a long-term success in F1. But combining them all together does give Herta a really good chance to learn as much about being an F1 driver as possible without actually being one.
Most drivers go through F2 for the sake of it because it’s the path to F1, and it’s a chance for their results to persuade F1 teams.
Herta’s already persuaded an F1 team he’s good enough to deserve a shot, so he’s getting the best possible apprenticeship with access to all of the tools, even if he isn’t allowed to use them without supervision or when the more senior staff are using them.
There’s always the risk when going from a smaller championship to a bigger one that you can be accused of not taking the move seriously enough.
Committing to the F1 process to this extent – rather than just getting the superlicence and moving straight over – shows Cadillac knows how tough this will be for Herta despite his talent, and a more thorough approach is needed to help him properly assimilate.
What next for Herta?
This announcement ends weeks of speculation about Herta making an F2 switch.
Now he’s set to decompress from the IndyCar season which concluded at Nashville Speedway last weekend, and expects to be integrated into the Cadillac team “after September”.
“We’re still trying to figure everything out, right?” he said when asked what were the next steps followed by multiple questions including if he would move to Europe.
“This is still really fresh, and I don’t have all the answers for all that, but I think the biggest thing is, how do we prepare me best to become a Formula 1 driver? What does that entail?
“Yes, sim work, getting over there, living over there, being in the workshop as much as I can, to try to learn off of the two good drivers that they have right now and wherever they see me fit, that’s what I’m going to try to be doing.
“If they want me to be learning from their qualifying pace or being on the simulator on race weekends, and I don’t know everything that entails, but I’m willing to do whatever they want me to do to make this a success, because that’s the most important thing for me: is that it is successful.”
Sources in the F2 paddock are either remaining extremely tight-lipped on any team Herta may have signed with, or he doesn’t have one yet. So that could well be the next step, finding a team with car characteristics that suit Herta.
Returning for the 500?
It had totally escaped Herta’s attention that there’s no clash between the Indianapolis 500 and Monaco in F1 next year. So what about making a one-off return for an Indy 500?
“I think it depends what I’m doing next year and how involved I am, and what that off time looks like for me,” he said.
“I think we all know about my love for IndyCar and especially the 500. If it makes sense it’s definitely something that I would be open to, but it has to make sense.
“And it can’t hold us back from the ultimate goal, which is trying to reach Formula 1 with Cadillac.
He did add that he would watch absolutely every IndyCar session he possibly can.
“What’s great about a lot of those races, right, especially the European ones, is you race, I’ll get back to the hotel and have a shower and I’ll be able to sit down with a beer and watch an IndyCar race, which is such a weird thing,” he added.
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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