Motorsports

Why the Indy 500 is “fascinating puzzle” according to ex-F1 engineer David Brown

The 33 cars that will participate in the Greatest Spectacle in Racing on Sunday have already undergone countless hours of work in shops and at the Indianapolis Motor Speedway in an attempt to become the next Indy 500 champion. But what does a technical director look for when setting up a car to perform at […]

Published

2 weeks ago

May 24, 2025

Your Sports Nation

Motorsport.com sat down with David Brown, who joined Juncos Hollinger Racing last December, to understand how an IndyCar organization navigates the Month of May and the forces involved in taming a car that goes almost 240 mph. Racing for Juncos are Conor Daly and Sting Ray Robb.

Brown has decades of motorsport experience. He spent nearly 15 years in Formula 1 with Williams, where he engineered Nigel Mansell’s and Alain Prost’s World Championship seasons, and worked also with McLaren and Jordan.

Yet, he is fascinated by the Indianapolis 500. “The more you get involved, the more you understand why people become obsessed with the Indy 500,” Brown says.

David Brown, Juncos Hollinger Racing

Photo by: Juncos Hollinger Racing

From a technical standpoint, what does the car need to be fast in the Indianapolis 500?

“It’s a juggle between drag, balance and efficiency. So it’s easy to watch the race from the outside and think it’s just about running minimum wing and minimum drag. But the problem is that you can’t, because you will be too slow in the corners. Even though the cars still look fast in the corners, if you lift and you lose momentum, and you have to keep the revs up. So all these little tiny things join together to give you the [car’s] overall performance. So you’re looking for low drag, but you need downforce, which means you also need efficiency, which is a combination of the two. You need high power, which is good because we have a Chevy engine, which is very good engine.

“But also you need to get that power onto the road, which means you need to be very efficient in your transmission. So it’s another combined factor. You also need to be able to stay full throttle, which is the downforce side of it. So you’re maximising the output of your engine and your transmission.

“And then in traffic, you need to be able to respond with the correct gear ratio selection. So everybody runs fourth, fifth and sixth gear very, very close together. So you can do laps with a tow, for example, at sixth gear. But when you’re in traffic, you might need to be fourth gear, and a very small gap, so you’re almost imperceptible. You see the driver’s hand move and the engine note changes just a little, because you’ve made a 70 rpm rev change to the engine by changing gear.

“So all these tiny things come into focus then, and that’s just producing the lap time. I mean, you’ve got pit stops, which are absolutely vital. You have a car which has got the wheels like this for rubbing on the oval, braking at maximum deceleration into the pit lane, even though the outside of the tyre is completely cold and blah, blah, blah, blah. And the car’s got a weight jacker, which is the cross weight is all on one side of the car. So when you come to stop the car in the pit lane, you often see people locking wheels and stuff.

“The idea is that, you know, you can’t make mistakes by having the wrong brake bias and the wrong weight jacker position when you come into the pit lane, because otherwise you risk, apart from the fact that you will slide all over the place and scare all the people in the first pits, you risk crashing the car coming into the pit lane and ruining your race. So there are so many little details. It’s a fascinating puzzle to put together.

Conor Daly, Juncos Hollinger Racing

Photo by: Action Sports Photography

It’s clear you’re passionate about it. Of course, you have a lot of experience with other forms of motorsports, especially Formula 1. How would you compare the Indy 500 to everything else you’ve done in your career?

“It’s very individual. It’s very unusual. I mean, I’ve done Le Mans and Monaco and Daytona and everything in between, you know, all the sort of long races and 20 years of Formula 1 and stuff. And it’s just… it’s like looking at a face through a screen, right, you know, it’s there and you sort of recognize it, but nothing is exactly the same. And so you have to adjust your perception when you get involved in it.

“And I did get involved in this race 20 odd years ago, but only on the sort of periphery. But it’s been a lot of learning for me. But it’s fascinating. I often talk about race engineering and engineering and racing cars. You know, these people who spin plates on a stick? You see the guy running around. He has 20 of these things going. He’s running. It’s just like that. That’s exactly what you’re doing. So you have to make sure that all the plates are still spinning.”

Having all these days of practice means there’s a lot of data to analyze. How does Juncos Racing process all of that?

“Well, it’s interesting you should say that, because on paper, yes, we’ve got lots of time. But in fact, we are always running as long as we possibly can in every session because of the challenges of qualifying and the importance of qualifying, and the fact that the configuration of the car is so different for qualifying.

“We have really two separate areas. We have the race preparation and the qualifying preparation. And the car, of course, is a similar car, but its final aero configuration and so on is quite different for qualifying — and the power. We get extra boost. Everybody gets extra boost for qualifying and all that sort of stuff. So we arrive here having done lots of simulation.

”We did the Open Test, which is two days. So we arrived here with some idea of what challenges we were going to face. And we have a list of just like with any other challenge in life, you have a list of things that you want to try and you want answers to. And we start off with the most important ones and we work towards the least important ones.

“Of course, it’s never as linear and as obvious and as straightforward as you would hope. So always extra things comes up. You either learn something that sets you off in a slightly different direction to your advantage or you learn something that isn’t working well and you have to go another route in order to compensate.

“And there is, as you say, a lot of data. We have three engineers directly working on each car. Plus two other senior engineers, myself and Will (Phillips), who’s the senior engineer on the other car. We get a lot of support from GM because we’re a GM engine team. So they have engineers as well who are looking at the data. So in running the two cars, we’ve probably got, including the GM people, probably 10 or 11 people looking at data, which is a lot. But we generate a lot of data. It’s huge.

How do you divide your time during practice between qualifying and the race?

“We ran Tuesday, Wednesday, Thursday. So I think we ran three days of practice, which was race practice. But we did also do some running on our own to try and practice a little bit of qualifying. So maybe a third of a day. And then the day before qualifying was just practising for qualifying. And then you have qualifying itself. Because we narrowly missed getting into the top 12 by 0.06 of a mile an hour, some tiny margin. And of course, everything is tiny margins because it’s IndyCar and it’s Indianapolis. So we didn’t have to run on Sunday. But today (May 19th) we’ve got two hours of practice and then we have carb day on Friday, that’s another couple of hours, and that’s it, that’s the race. It doesn’t take long to whip through all that time.

“Even though it’s such a short lap, the conditions are constantly changing. So not only the atmospheric conditions, because, you know, of the wind and the temperature and the ambient pressure and humidity and stuff, all of which makes a difference. If the wind changes and we have to change the downforce level, if the temperature changes, we have to change the wing settings to compensate for the temperature.

“By the time you covered all that stuff, you really are running all the time. I mean, today we want to do long runs, some 30 lap runs, just like the race to look at the tyres and look at the performance and look at the handling as over the length of it as the fuel load comes down and the tyres degrade, for example. But Carb Day is it’s pretty late to make big changes by the time you get to Carb Day really. You’re just sort of checking everything, making sure, just doing the tiny little sort of polishing, if you like, of the performance. But today is quite an important day. It’s only two hours and it’s going to go ‘boom!’.

How does a car’s setup differ between qualifying and racing?

“For us, it’s mainly been aero. I mean, some people have made some more mechanical changes, but if you have a car which you really like from a mechanical point of view. And so a good car mechanically, is a car which you can run a range of aero balances on an aero components and it’s still the same. So we think our car is comfortable for the drivers. So we made mainly aero changes, but very few mechanical changes.”

Sting Ray Robb, Juncos Hollinger Racing

Photo by: Penske Entertainment

How easy is it to fall off the window with the setup by making a slight change?

“Very easy. Yeah. I mean, every time we make a change, we measure how the car is before we make the change and then measure afterwards, which means literally if we change the front wing angle in the pit lane, we measure the front wing angle in the pit lane, even though we’ve done it half an hour before. We measure it and we change it, we measure it again. So we’re dealing with, what did we make the other day? We made a wing angle change of 0.15 of a degree. Complete madness, 0.15 degrees like this, but because it makes such a huge difference because at 230 miles an hour, the forces are enormous. And if you’ve got an imbalance, everything is magnified.”

It’s funny that you mentioned that because I heard Conor Daily say that he didn’t feel right with the car during the Open Test. He said that he wasn’t comfortable, and you changed the front wing. Despite the fact that it was supposed to be the same front wing, it kind of changed the whole balance of the car. That’s how tricky and small the margins are.

“Yes, we ended up actually having to select by running them on the car to check all the wings because the circumstances it’s not really very easy to model because the expectation is every wing is the same. But in fact, every wing is different. And so we have some tests which we do on the wings statically to measure how stiff they are and how robust they are. So we measure vertically and in torsion and all those things like everybody else does. And we do some other tests as well. And when we select the wings from our stock, which we have a primary wing and a secondary wing for each car, and then we run them on the track just to be sure, because as you say, if if it’s slightly imbalanced, then it’s over. You know, it’s going to be a very, very long day.”

Which tool is the most important for adjusting the car setup in the Indy 500? Can you pick just one, or is that not possible?

“Well, the nice thing and the fascinating thing is the racing car is like those models of chemicals, those balls with balls and everything is connected. So every time you make a change to one part of the setup, then something else is going to move as well. And it’s just because it’s a racing car. That’s the way racing cars are, which makes it interesting, but it makes it difficult to define which is going to predominate. It would be obvious to say, ‘oh, the aero is very important’. Yeah, it is. But so the mechanical side, because that controls the ride heights and the ride heights define the aero. So is everything is connected. And so you can use the mechanical side to change the aero properties of the car, for example. So they’re tied together. The obvious thing is we change the wings a lot, but we also change the suspension as well. You know, some people run different wheelbases depending on whether they’re racing and qualifying. Quite big changes, but we didn’t because we quite like our car like it is. So we just changed some fewer components.”

Juncos has had fast cars at the Indy 500 for the last couple of years, but they’ve had inexperienced drivers for this specific event. How much did Conor’s IMS experience change the car?

“I think that one of the things that Conor brings because of his experience, he’ll drive the car, he’ll come in and say, ‘this is how I want the car to feel or this is not how I want the car to feel. It’s OK for one lap, but if I get into traffic, it does this and it moves too much’. He will make comments like, ‘Yes, I know what it feels like now. And my experience tells me that in the race, it’s going to feel like X, which is either good or bad.’ And that brings a huge plus to us, a huge advantage.”

You have the hybrid unit for the first time this year for the Indy 500. Was it difficult to learn how to use it?

“Yes, I think we, along with most people, have worked with it enough now to know what we want to do with it in the race. You saw in different strategies in qualifying, it’s not going to be like that in the race because you will use the hybrid in a completely different way because it’s a totally different environment in the race. But most people have been using it long enough to have experience of how to use it properly. So, yeah, it’s just another piece to add into the puzzle, if you like.”

Do you think it could be a deciding factor in the race?

“Well, I’m sure if you get it wrong. The thing is that everybody has it, right? So it’s like making the engines bigger. Everybody will just go faster. But you can get it wrong. And so if somebody gets it wrong or, you know, the driver doesn’t press the button at the right time, that will become an influence. But if everybody does everything perfectly, nothing will change. But of course, that applies to everything, pit stops, etc.”

In this article

Federico Faturos

IndyCar

Juncos Hollinger Racing

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Motorsports

Judge rules against Michael Jordan’s team in NASCAR lawsuit – NBC Boston

A three-judge federal appellate panel ruled Thursday in favor of NASCAR in the antitrust lawsuit filed by two teams, one owned by Michael Jordan, and vacated an injunction that required 23XI Racing and Front Row Motorsports to be recognized as chartered teams as their case snakes through the legal system. Both race teams sued NASCAR late […]

Published

1 hour ago

June 6, 2025

Your Sports Nation

Both race teams sued NASCAR late last year after refusing to sign new agreements on charter renewals. The charter system is similar to franchises in other sports, but the charters are revocable by NASCAR and have expiration dates. 23XI, which is owned by Jordan and three-time Daytona 500 winner Denny Hamlin, allied with Front Row in suing NASCAR after 13 other organizations signed the renewals last September and those two organization refused.

“We are disappointed by today’s ruling by the Fourth Circuit Court of Appeals and are reviewing the decision to determine our next steps,” said Jeffery Kessler, attorney for 23XI and Front Row. “This ruling is based on a very narrow consideration of whether a release of claims in the charter agreements is anti-competitive and does not impact our chances of winning at trial scheduled for Dec. 1.

“We remain confident in our case and committed to racing for the entirety of this season as we continue our fight to create a fair and just economic system for stock car racing that is free of anticompetitive, monopolistic conduct.”

The two teams sued and asked for a temporary injunction that would recognize them as chartered teams for this season. The antitrust case isn’t scheduled to be heard until December.

The teams said they needed the injunction because the current charter agreement prohibits them from suing NASCAR. 23XI also argued it would be harmed because Tyler Reddick’s contract would have made him a free agent if the team could not guarantee him a charter-protected car.

The original judge ruled that NASCAR’s charter agreement likely violated antitrust law in granting the injunction. But when they heard arguments last month, the three judges at the the U.S. Court of Appeals for the Fourth Circuit in Richmond, Virginia, indicated they were skeptical of that decision.

The judges said in Thursday’s ruling they were not aware of any case that supports the lower court’s theory of antitrust law, so they vacated the injunction.

“In short, because we have found no support for the proposition that a business entity or person violates the antitrust laws by requiring a prospective participant to give a release for past conduct as a condition for doing business, we cannot conclude that the plaintiffs made a clear showing that they were likely to succeed on the merits of that theory,” the court said. “And without satisfaction of the likelihood-of-success element, the plaintiffs were not entitled to a preliminary injunction.”

The teams have 14 days to appeal to the full court. The injunction also has no bearings on the merits of the case, and the earliest NASCAR can treat the teams as unchartered — a charter guarantees their organizations a starting spot each week and prize money — is one week after the deadline to appeal, provided there is no pending appeal.

NASCAR has not said what it would do with the six charters held by the two organizations if they are returned to the sanctioning body. There are only 36 chartered cars for a 40-car field. If the teams do not appeal, the six entries would have to compete as “open” cars — which means they’d have to qualify on speed each week to make the race and they would receive a fraction of the money.

It’s not clear what would happen to Reddick’s contract. He goes to Michigan this weekend ranked sixth in the Cup Series standings. Both organizations are still seeking a win this season — Hamlin’s three victories are with Joe Gibbs Racing, the team he drives for.

Reddick is last year’s regular-season champion and competed for the Cup title last November.

Darrell “Bubba” Wallace is one of the most recognized names in NASCAR. Here’s what you need to know.

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Motorsports

23XI and FRM risk losing Nascar charters after legal setback

23XI Racing and Front Row Motorsports (FRM) have suffered a major setback in their legal battle against Nascar over the charter system after the US Court of Appeals overturned the injunction agreed in December 2024. The injunction had meant 23XI and FRM were allowed to compete in the Nascar Cup Series and receive the same […]

Published

2 hours ago

June 6, 2025

Your Sports Nation

The injunction had meant 23XI and FRM were allowed to compete in the Nascar Cup Series and receive the same benefits as other chartered teams while still pursuing their lawsuit against the series. The ruling also granted the teams permission to purchase charters from Stewart-Haas Racing and that Nascar must approve those purchases.

This has now been overturned in a hearing where judges questioned the teams’ attorney Jeffrey Kessler on why they should enjoy the benefits of the charter agreement while suing Nascar over the particulars of it. The fact this case was without precedence was cited as a key reason for the ruling, with the judges stating that the ‘theory of antitrust law’ asserted by 23XI and FRM ‘is not supported by any case of which we are aware’.

The US Court of Appeals also said that the teams failed to make a ‘clear showing that they were likely to succeed’ in their case. Without that, the injunction was revoked.

The ruling won’t take effect for two weeks, which gives 23XI and FRM the chance to appeal. But, if this passes, the teams will have to compete as open teams for the remainder of the 2025 season.

As open entries, 23XI and FRM are no longer guaranteed entry to races and will earn less than a third of what a chartered team makes for competing in a race. FRM team owner Bob Jenkins claimed in the original injunction that the payout from the purse would be so low as an open entry that it would not cover the costs of going to the racetrack.

It should be noted, though, that both teams were prepared to enter the 2025 season as open entries before the surprise decision to allow an injunction was passed.

‘We are disappointed by today’s ruling by the Fourth Circuit Court of Appeals and are reviewing the decision to determine our next steps,’ read a statement from Kessler.

‘This ruling is based on a very narrow consideration of whether a release of claims in the charter agreements is anti-competitive and does not impact our chances of winning at trial scheduled for December 1st.

‘We remain confident in our case and committed to racing for the entirety of this season as we continue our fight to create a fair and just economic system for stock car racing that is free of anticompetitive, monopolistic conduct.’

This is the latest twist in a long and complicated case that has seen the two teams initially refuse to sign Nascar’s proposal for a new charter agreement in September 2024 before filing an antitrust lawsuit against the series, in which they accused the organisation of monopolistic practices.

Their request for an injunction was initially rejected by US District Judge Frank D Whitney, but then US District Judge Kenneth D Bell later agreed to the injunction.

The trial date for the lawsuit is set for December of this year.

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Motorsports

Chase Elliott’s $12.6 billion backer made major Kyle Larson decision – Motorsport – Sports

This was only fueled further when controversial rising star Carson Hocevar was congratulated by Hendrick Motorsports vice president of competition, Chad Knaus, following his second-place finish in Nashville. However, should Elliott wind up replacing Larson, he wouldn’t have to go far for advice, with Supercar legend Shane van Gisbergen currently knee deep in his first […]

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3 hours ago

June 6, 2025

Your Sports Nation

However, should Elliott wind up replacing Larson, he wouldn’t have to go far for advice, with Supercar legend Shane van Gisbergen currently knee deep in his first full Cup Series season after making the move from Australia.

The 36-year-old three-time champion currently drives Trackhouse Racing’s No. 88 Chevrolet, and while he won his series debut in 2023, he has yet to return to victory lane.

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Motorsports

Hendrick Motorsports Joins Forces With $140B-Backed Energy Drink Brand in Groundbreaking Multi-Year Deal

Hendrick Motorsports, the 14-time NASCAR Cup Series champions, announced a major new multi-year agreement with Phorm Energy on June 5. The innovative deal, which includes the newly introduced energy drink brand supported by beverage leader Anheuser-Busch, was effective immediately and runs through the 2027 season. This partnership agreement marks a critical collaboration for Phorm Energy, […]

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4 hours ago

June 6, 2025

Your Sports Nation

This partnership agreement marks a critical collaboration for Phorm Energy, as it aims to leverage the Hendrick and NASCAR platforms’ capabilities to bring its product to the highly competitive market.

Phorm Energy Has Partnered with Hendrick Motorsports’ No. 24 in a Multi-Year Sponsorship Deal

The powerful agreement includes marketing partnerships that are a crucial part of NASCAR’s sponsorship model. Phorm Energy will assume the primary sponsorship of William Byron’s No. 24 Chevrolet Camaro ZL1 for a pair of races in the 2026 Cup Series season, expanding to four races in 2027.

Announcing a new partnership with @phormenergy because training doesn’t stop when the race does.

https://t.co/7bInbciLjV pic.twitter.com/9jicgRGmGm

— Hendrick Motorsports (@TeamHendrick) June 5, 2025

Apart from anchor sponsorships, Phorm Energy will also become a full season associate partner. The beverage company seeks to raise its stature by partnering with the No. 5, No. 24, and No. 48 Chevrolets driven by Kyle Larson, William Byron, and Alex Bowman, respectively.

The multi-year contract includes the 2025, 2026, and 2027 NASCAR seasons. Sal Frisella, CEO of 1st Phorm, emphasized the need for strategic alignment.

“Launching Phorm Energy is a huge moment for our team, and partnering with Hendrick Motorsports is just another way we can continue to grow and deliver something truly special,” Frisella stated, via Racing America.

“We have built this brand for people that embrace the grit and grind in their everyday lives and that’s something that Hendrick Motorsports and their drivers inherently know and understand. We know we found the right partner in Hendrick Motorsports and together we have big plans.”

Performance Center Partnership Fuels Hendrick’s Athlete Development

The collaboration extends far beyond the racetrack. It deeply integrates into Hendrick Motorsports’ significant investment in athlete performance and well-being. Phorm Energy branding and products will feature prominently within the team’s new 35,000-square-foot athletic center and corporate meeting space.

Construction crews broke ground on this flagship complex at Hendrick’s North Carolina campus in April 2025. It will function as the central hub for Hendrick Motorsports’ training regimens, recovery protocols, and overall health initiatives. Phorm Energy’s presence there underscores the shared focus on peak performance.

Jeff Gordon, Vice Chairman of Hendrick Motorsports, highlighted the opportunity and alignment. “It’s an amazing opportunity to work with a powerhouse like Anheuser-Busch, as they launch Phorm Energy and build something new,” Gordon said.

“As a brand grounded in shared values of dedication and hard work, we’re proud that the No. 24 team and our incredible athletes get to be part of their community. We’re making a major investment in our facilities to support our teammates with the best possible resources, and it’s exciting to have Phorm Energy involved from day one. We look forward to collaborating on a distinctive and authentic program.”

The newly launched beverage company is trying to grab the NASCAR market by endorsing high-profile faces. Phorm recently endorsed Kyle Busch, the two-time NASCAR Cup Series champion, despite his rocky 2025 season.

Phorm Energy — the first product from the partnership of Anheuser-Busch, 1st Phorm, and UFC President Dana White — enters the market with four varieties: Screamin’ Freedom, Blue Blitz, Orange Fury, and Grape Smash.

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Motorsports

Dale Earnhardt Jr. Breaks Down Jim France’s Failed Attempt to Sponsor a Spire Motorsports Cup Car

Recently it was revealed that the current NASCAR CEO Jim France attempted to sponsor fielding a NSCAR Cup Series car with Spire Motorsports. The co-owner of the sport was looking to give a Cup seat to his IMSA driver Jack Aitken. They would have made the 29-year-old driver the first driver to race for France […]

Published

4 hours ago

June 6, 2025

Your Sports Nation

Recently it was revealed that the current NASCAR CEO Jim France attempted to sponsor fielding a NSCAR Cup Series car with Spire Motorsports. The co-owner of the sport was looking to give a Cup seat to his IMSA driver Jack Aitken. They would have made the 29-year-old driver the first driver to race for France in both series, which is owned by NASCAR.

The plan was to race at Sonoma, the road course even that would match the drivers’ sports car racing experience. But Jim France decided to call of the attempts and talking about it in the recent episode of the Dale Jr. Download podcast, Hall of Famer Dale Earnhardt Jr. highlighted that Indy 500 factor behind the decision to back down.

This idea of Jim France getting Spire to do this deal so he could run this driver, all of this has been probably worked on for a month, two months, maybe more. They were probably planning this, maybe they saw what went down at [IndyCar] and had second thoughts.

Dale Earnhardt Jr. said. Via Dale Jr. Download.

At the 2025 Indy 500, two Team Penske Racing cars were found having illegal changes made and the team received massive penalty. The sports integrity came into question, as the team owner Roger Penske owns both the championship as well as the iconic Indianapolis Motor Speedway. The teams past success even came into question.

This showed the France family how tough it is going to be to navigate the double ownership factor and how it is going to affect the sport as a whole. According to Dale Jr. they were forced to have second thoughts and considering the situation the sport is in, decided to back down from the move though they had the support from some big names of the sport.

I’m certain they saw what went down in Indy and thought, ‘Let’s rethink this. Should we do this? Should we not?’ I agree. It’s problematic at Indy at the level. It’s a tough thing to navigate where Penske is competing, but also the owner of the Series.

Dale Earnhardt Jr. added.

Dale Earnhardt Jr. explains why Roger Penske was able to race full-time in IndyCar unlike Jim France

Then in the same discussion the JR Motorsports co-owner, who is in the same situation with his CARS Tour Series, explain how Roger Penske can make the IndyCar moves smoother. Being someone that has the legacy and respect of the industry has the respect alongside trust of the garage. But France doesn’t have that that luxury of trust in the garage.

The thing about Roger Penske is he has so much respect amongst the industry. This is not a great time in the industry for Jim with the lawsuit. Is this an issue if everybody, the industry leaders and the charter owners all thought everything was going perfectly?

Dale Earnhardt Jr. said.

The lack of trust is primary due to the new charter deals; the controversies he has been part of over the years and the recent lawsuit. This puts him in a tough spot even for an open car entry while Penske has earned the trust with his openness regarding the series.

Would they mind then if Jim ran an open car with this guy through Spire? Probably not. That’s why Roger Penske has been able to get to this point at least without any issue.

Dale Earnhardt Jr. added.

The comments from the Hall of Famer are on point and it’s not the right time for France family to publicly enter the sport. Since they have plans to have charters, they should do that by having the team leaders that has no relationship to the series ownership.

Also Read: Kyle Petty Declared Carson Hocevar Is Racing “Exactly” Like Dale Earnhardt

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Motorsports

Judge rules against Michael Jordan’s team in NASCAR lawsuit – NBC4 Washington

Published

5 hours ago

June 6, 2025

Your Sports Nation

The two teams sued and asked for a temporary injunction that would recognize them as chartered teams for this season. The antitrust case isn’t scheduled to be heard until December.

The judges said in Thursday’s ruling they were not aware of any case that supports the lower court’s theory of antitrust law, so they vacated the injunction.

Reddick is last year’s regular-season champion and competed for the Cup title last November.

Darrell “Bubba” Wallace is one of the most recognized names in NASCAR. Here’s what you need to know.

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