Racing and recovery: How NASCAR helped my best friend

Motivation is a powerful force in all aspects of life. It is what fuels racing drivers: the motivation of being first, of earning fame for both yourself and your team, of enjoying the triumph of victory over the other competitors or their own …

Motivation is a powerful force in all aspects of life. It is what fuels racing drivers: the motivation of being first, of earning fame for both yourself and your team, of enjoying the triumph of victory over the other competitors or their own self-doubts. Motivation can get drivers through tough losses, mechanical setbacks, and plain old bad luck. A driver that loses the edge that motivation gives will not be able to compete at the same level as their peers, and unless they rediscover what motivates them, their future in motorsports may come into question.

This is a story of motivation and motorsports, but from the perspective of a fan rather than that of a driver. It is a story of my best friend, Jack Scott. Jack and I have been friends for almost 15 years, since we met at high school in the Chicago suburb of Geneva. Jack and I were very similar in our interests: we loved computers and gaming, we enjoyed board games, and we were both a part of a local soccer club. We also shared an interest in motorsports and would spend many afternoons and evenings watching whatever form of racing happened to be on at the time. Like any good friendship we had our differences, and this really came through when we watched the races. Jack wanted to be an engineer and would focus on the design and mechanics of the various cars, while I, with an interest in the humanities, focused more on the stories and dramas that played out throughout the course of the race.

In late May of 2023, Jack’s life changed forever. At the time he had a job at one of the trainyards in Kansas City, where he would help load and unload cargo from the numerous trains that passed through. It was while working this job that Jack suffered a catastrophic accident that resulted in compound fractures in both of his feet. At first doctors told him that he might at worst lose a couple of toes, and at best he would leave the hospital with only the threat of arthritis in the future. However, his condition worsened as his right foot became infected, then gangrenous. Doctors had no choice but to remove Jack’s leg from the middle of the thigh down.

As one can imagine, the whole ordeal was incredibly difficult for him. He had local friends and family helping, and once he had his computer, we were able to communicate too. I would talk to him almost daily during this time from where I now live in California, and through our conversations it became apparent that what Jack needed was motivation: something to look forward to; something exciting and positive rather than appointments and medical examinations – a light at the end of the tunnel that he could strive towards to get him through the challenges he was going to face. Remembering our shared past with motorsports, I suggested we start watching NASCAR together, using our PCs and the internet to host watch parties.

Longtime friends Jack (left) and Thomas used NASACR as a way to keep Jack motivated as he worked to recovery from a life-altering workplace injury. Image courtesy of Thomas Akers

NASCAR proved to be perfect. Thanks to the frequency of races, Jack had something to look forward to every week throughout his recovery. We would watch whatever NASCAR race was on, whether it was the Cup Series, the Xfinity Series or the Truck Series, and spend hours discussing the events, tactics, and strategies of the various teams and drivers.

Throughout June, July, and August Jack’s condition steadily improved, and in the middle of August he received his first prosthetic. This did not mean he could walk however, as it takes a long time to properly fit the prosthetic to the leg, and for the leg to fit to the prosthetic. It was during this period that Jack’s parents reached out to me. After three months of caring for their son, they had to leave for two weeks to take care of personal matters and asked if I could fly out to Kansas City and help Jack with whatever he needed. I agreed and began thinking about what I could do to get Jack out of the house. I soon realized that I will be in Kansas City the same weekend as the Hollywood Casino 400. Perfect! Jack had never been to a NASCAR race before, and when I presented the idea to him he was ecstatic. Once again NASCAR became a motivation for Jack as he worked to prepare himself for the race.

Meanwhile, I wanted to make the race extra special for Jack. After all he went through, he needed a big win. I reached out to the contacts I have in the world of motorsports to see if anyone was able to help. I received a response from John Doonan, president of IMSA, whom I had met at a previous IMSA race and had developed a relationship with. Doonan was eager to help, and thanks to his kindness and position within the NASCAR organization, we secured pit and garage passes for the race. The effect on Jack’s recovery was visible. He began to work harder at his physical therapy and pushed himself to complete challenges like walking with cane and climbing stairs. At first, he doubted his ability to complete these challenges, but the motivation of the race enabled him to overcome his concerns.

It was now race weekend, and all the anticipation and efforts would come to a head. We went to the track on Saturday early to explore the pits and garages and to get ready for the Xfinity race that afternoon. While the access to the stadium proved easy enough for Jack, access to the infield proved less so. He had to climb down eight flights of stairs – more than any he faced during his physical therapy. However, motivated by his love of NASCAR and his desire to see the action in the pits, Jack bravely confronted and conquered this challenge.

Despite a new prosthetic leg and a lot of stairs to navigate, Jack covered plenty of ground at Kansas Speedway. Image courtesy of Thomas Akers

The payoff was well worth it, with Jack enjoying the opportunity to see the sport up close in a way that’s not possible on TV. When we returned, he realized that despite the stairs, the long walks, and the extended standings, he experienced almost no pain from his prosthetic.

Come Sunday, we were back at the track, this time sitting in row one seats, where once again Jack had an enjoyable and exciting day at the races. Once again, no complaints about pain from the prosthetic or from all the walking and stairs.

While the racing in both the Xfinity and Cup series were spectacular, that was not the only thing Jack talked about following the race weekend. He repeatedly commented on just how surprised he was at his mobility and lack of pain from the prosthetic, and how he would have never attempted the distances he walked or the stairs he climbed if he didn’t have the NASCAR races to motivate him.

Thanks to the kindness of IMSA’s John Doonan, and his colleagues at NASCAR, Jack is looking at his recovery in a whole new light, and seeks to become completely proficient with his prosthetic by the end of September. When asked what challenge he wishes to overcome next, his answer is, perhaps unsurprisingly, “driving!”.

Red Bull’s brewing driver dilemma

Some of you might hate me when I tell you this column is actually about AlphaTauri drivers, but then Red Bull has full control of the drivers it has under contract in terms of which of its two teams they race for, and it could be about to have a …

Some of you might hate me when I tell you this column is actually about AlphaTauri drivers, but then Red Bull has full control of the drivers it has under contract in terms of which of its two teams they race for, and it could be about to have a problem on its hands.

A good problem, admittedly, but a problem nonetheless.

And it’s largely a problem of Daniel Ricciardo’s making, for both positive and negative reasons.

When he returned to the team at the end of 2022, there was some surprise within Red Bull about the bad habits that Ricciardo appeared to have picked up during his time with Renault and McLaren. And there was understandable uncertainty over whether he would be able to regain the sort of form that had allowed him to enjoy such success up until leaving at the end of 2018.

Over the first half of this year he had clearly dispelled some of those doubts, and at the very least put himself in a position where Red Bull wanted to know more about the levels he could reach. So the AlphaTauri drive became his in July.

At the time I was under the impression it was as much about Ricciardo as it was about Nyck de Vries’ performances, but have since learned that patience had run out with the Dutchman and he was going to be replaced either way. If it wasn’t going to be Ricciardo, then Liam Lawson was set to be promoted.

That shows how highly Helmut Marko rates Lawson, and perhaps why it shouldn’t be a surprise that the New Zealander has been impressive in his two outings as Ricciardo’s replacement so far.

But it has only been two outings, as was the case for Ricciardo with his race appearances in Hungary and Belgium that hinted at a return to previous form – or at least, the potential to get there. Even Friday practice in Zandvoort had delivered promising signs before Ricciardo’s crash that broke his hand.

So it’s a small sample set so far, but one that shows Red Bull was right to want to take a closer look at Ricciardo, and also right to be considering Lawson for a mid-season opportunity as well.

And that’s where the problem starts, because they’re sharing the one seat.

The team’s attitude towards Yuki Tsunoda was fairly indifferent ahead of this season. The Japanese driver had shown flashes of potential but was still viewed as a Honda-appeasing choice, which was highlighted by de Vries being the only one of the original AlphaTauri pair to have had a seat fitting with Red Bull, meaning it would be him, and not Tsunoda, who would be called upon as reserve if either Max Verstappen or Sergio Perez were unable to drive for any reason.

But it’s hard to overlook the improvement that Tsunoda has shown so far this season. It was perhaps tougher to gauge the step forward when he was paired with de Vries, but now having seen Ricciardo and Lawson alongside him, it’s still Tsunoda who has picked up a further point in Belgium.

He’s also responded well to the recent overhauls, having earned the unofficial position of being the team leader prior to the changes. Tsunoda has spoken of what he can learn from different teammates, both drawing on Ricciardo’s experience and approach but also helping the rookie Lawson.

Lawson has done a solid job after being thrown in at the deep end as stand-in for the injured Ricciardo. Zak Mauger/Motorsport Images

So what does Red Bull do about getting three drivers to fit into two AlphaTauri seats next year?

If Ricciardo hadn’t broken his hand, the equation might have been more simple, as a clean run at the second half of the season would have likely shown whether Tsunoda had the beating of the Australian – and therefore that Ricciardo was unlikely to be ready for a Red Bull return – or that the Japanese driver was flattering to deceive against de Vries.

Instead, there isn’t a clear picture of that, and it would be unfair to judge either driver based on the two races they had together in July. Similarl,y Lawson has been thrown into the deep end and so far performed admirably, but will need the next few races to cement that.

The 21-year-old will get the next two races at least to stake that claim, but then will have to step aside again when Ricciardo returns. It all adds up to a complicated set of data that currently reflects positively on all three drivers.

Ironically, it might be the driver that is performing the best that misses out.

After three years with AlphaTauri, Tsunoda has certainly not hurt his reputation within Red Bull, even if there are no serious noises to suggest he’d be considered for a race seat in future. But to learn more about him, he could well be moved into a reserve position with the main team, carrying out simulator duties and working closely with Verstappen and Perez.

It’s a role that Alex Albon used productively to recover from a tough spell and earn himself a seat on the grid again – with Red Bull’s backing – and now he is one of the highest-rated drivers of 2023. Similarly the likes of Fernando Alonso, Nico Hulkenberg and even Ricciardo himself have shown a break can be used positively.

That trio chose to take time away from racing because they felt they needed it, but Oscar Piastri was in the opposite situation and also hit the ground running in his rookie F1 season. So if Tsunoda could impress Red Bull up close, he might actually be setting himself up for an even brighter future.

In that scenario, the AlphaTauri line-up could become Ricciardo and Lawson in 2024, allowing the experienced driver one last chance to re-establish himself – a chance you’d have to say he deserves so far – but also ensuring the rookie has a strong benchmark who is a known quantity so to be able to judge him against.

Of course, if Lawson fails to build on his early momentum or Ricciardo struggles upon his return then the problem goes away. But Red Bull would rather have that dilemma than not.

The RACER Mailbag, September 13

Welcome to the RACER Mailbag. Questions for any of RACER’s writers can be sent to mailbag@racer.com. Due to the high volume of questions received, we can’t guarantee that every letter will be published, but we’ll answer as many as we can. Published …

Welcome to the RACER Mailbag. Questions for any of RACER’s writers can be sent to mailbag@racer.com. Due to the high volume of questions received, we can’t guarantee that every letter will be published, but we’ll answer as many as we can. Published questions may be edited for length and clarity. Questions received after 3pm ET each Monday will appear the following week.

Q: While it would be nice if we had some shiny new objects to look at in IndyCar, like a new chassis or more manufacturers, I love the sport because the racing is great. Changing the way the cars look is not high on my wish list, and they are not likely going to fundamentally change anyway. Hybrid engines and renewable fuels do not even chart. I am not advocating for no new development, but I am not complaining about these things either. And remember, the law of unintended consequences may mean that desired changes hurt the quality of the racing.

About the look, the DW12 has changed over the years. Most notably, it grew rear fenders and then shed them. I recall the fenders being an answer to the hazard of a car being launched when a nose contacts a rear tire and it seemed to be effective in that way. So, I wonder why they were removed? I also haven’t noticed drivers doing Full Darios since the fenders were removed either, and I don’t know why. Any thoughts?

Gary, from The Road

MARSHALL PRUETT: The series arrived at the conclusion that the rear wheel guards did nothing to prevent a car from launching over the back of another, so they were binned when the UAK18 was introduced for 2018.

Q: Could the reason Andretti is downsizing to three cars be related to running a second GTP Acura in IMSA? Is it possible that Grosjean will be in IMSA or WEC with Lamborghini’s program instead of IndyCar? Is Vips the leading driver for RLL, with his showing in the last couple of races? [ED: This letter was submitted before Vips was wiped out at the start of the race at Laguna Seca]

Frank, Mooresville, NC

MP: Nothing related here, Frank. Team Penske’s downsizing from four cars to three helped it to find a new level of competitiveness in 2022 (and again in 2023), and with that in mind, the frequently underperforming Andretti team has certainly noticed.

I’m told it was all set to follow suit and just run Kirkwood, Herta, and Ericsson, but then some big $$$ offers were received to keep running the fourth and sticking with four became an option once more. I don’t know where they’re headed, but after solidly falling behind Arrow McLaren and now RLL in the drivers’ standings, they can’t keep doing the same things and expect to remain relevant.

How’s this: Alexander Rossi was Andretti’s top driver in 2022 by finishing ninth in the championship. Herta was second for them in 10th. In 2023, Rossi finished ninth again, but for Arrow McLaren. Herta was the top Andretti driver in the championship in 10th, meaning the team actually went backwards in the standings. Hard to fathom with the insane infusion of money the team received last year.

I saw Juri after the race and told him he should be proud of himself for showing so well and fighting to get the No. 30 RLL Honda into the Leaders Circle after being knocked around on the opening lap at Laguna Seca. If RLL doesn’t hire him, I’d think another team in a position to hire would give him a ring. Outqualifying Lundgaard and Rahal on his first visit to Laguna Seca spoke volumes about his talent, and the misfortune on the opening lap wasn’t his fault. It would seem silly to me to have him hang around, place him in the No. 30, see him make a statement, and then let him go.

Q: Regarding my question of last week about Can-Am vs IndyCar fastest laps, I accepted your assignment of finding them out for myself. After some digging, I was able to find much on the internet. (And we all know that if it’s on the internet it must true.) Where possible, I’ve also included F5000, another favorite series of mine.

I limit this only to tracks that use the same configuration for Can-Am and IndyCar. That eliminates Watkins Glen (due to the Scheckter Chicane and the inner loop, plus long course vs. short course), and Sonoma (way too many different configurations). Records shown are for race laps, not qualifying laps. Also, various tracks have been repaved (some more than once) which certainly affected lap records.

Can-Am1: original CanAm

Can-Am2: the attempt to resurrect the original CanAm by reconfiguring F5000 cars

So here goes…

Road America

CART 1998 1m41.874s
F5000 1976 2m02.220s
Can-Am2 1981 2m00.268s
Can-Am1 1973 2m04.374s

Mid-Ohio (using the chicane before the Keyhole)

CART 1987 1m19.984s
Can-Am2 1982 1m22.219s
F5000 1975 1m22.285s
Can-Am1 1974 1m22.470s

Riverside (long course, as best as I can determine)

CART 1982 1m30.6565s
Can-Am1 1972 1m34.030s

Mont Tremblant

Can-Am2 1978 1m33.400s
USAC 1968 1m37.550s
F5000 1970 1m39.000s
CanAm1 1966 1m44.900s

Mosport

Can-Am2 1982 1m11.875s
F5000 1975 1m14.149s
Can-Am1 1974 1m14.600s
USAC raced there several times but I could not find the lap record.

Laguna Seca (original configuration)

CART 1987 52.926s
Can-Am2 1982 56.810s
F5000 1975 58.230s
Can-Am1 1973 59.710s

What does this all mean? Probably that Can-Am1 wasn’t the fastest ever, but let’s not forget that they were racing 50 years ago before computer-assisted aerodynamics and without modern tires. And I realize that today’s racing is excellent, with a level playing field. Nevertheless, if I had a time machine I’d be back there in a heartbeat.

Rick, Lisle, IL

MP: That’s some great research, Rick. Thanks for taking the time!

George Follmer brings the noise in Penske’s Porsche 917/10 TC at Edmonton International Raceway in 1972. David Phipps/Motorsport Images

Q: A reader wrote in last week wanting a comparison of the mighty Can-Am Porsche 917/30 of 1973 driven by Mark Donohue vs IndyCar at tracks they both raced on. The problem is, in 1973 Indycar was run by USAC and was an oval series. However, both a Can-Am race and the USGP ran at Watkins Glen in 1973. In Can-Am, Donohue sat on the pole with a time of 1m38.848s. In Formula 1, Ronnie Peterson took pole with a time of 1m39.657s.  Fastest lap was set by Donohue in the Can Am race at 1m40.00a. James Hunt ran the fastest lap in the USGP at 1m41.652s. In both cases the Porsche 917/30 bests the F1 machinery.

CART introduced itself to racing in 1979, so here are a few comparisons with later versions of CART machinery.

1973 Donohue Can-Am pole at Mid-Ohio: 1m20.335s

1980 Al Unser IndyCar pole at Mid-Ohio: 1m24.870s

1973 Donohue Can-Am pole at Elkhart Lake:  1m57.518s

1982 Rick Mears IndyCar pole at Elkhart Lake:  1m57.710s

1973 Donohue Can-Am pole at Laguna Seca:  57.374s

1983 Teo Fabi IndyCar pole at Laguna Seca:  56.920s

Finally, a win for IndyCar with a 10-year newer car than the Porsche 917/30.

The IndyCar numbers are for the first year CART ran on those tracks. I tried to do Riverside, but they obviously ran different versions of the course because the lap times were too far apart.

In conclusion, the Porsche 917/30 was a beast. The fastest closed course racing car of its day. They ran the thing a Talladega and it threw down a lap of 221.16 mph, which was the closed course world record at the time. And by the way, Mark Donohue was a bad man.

(The source of Can-Am times was the book Can-Am by Pete Lyons.)

Brian Henris, Fort Mill, SC

MP: Nothing like having a zillion horsepower and sublime handling perfected by Donohue to go with it.

Finding the poop in a field full of unicorns

Sometime around when I first joined RACER midway through 2015, I was scrolling through the comments under an IndyCar story. I don’t recall what the story was, other than it was relatively inconsequential news of some kind that the comments section …

Sometime around when I first joined RACER midway through 2015, I was scrolling through the comments under an IndyCar story. I don’t recall what the story was, other than it was relatively inconsequential news of some kind that the comments section immediately found every possible downside to.

This was a thing for a while, to the extent that it was a regular segment on early episodes of the Dinner with Racers podcast ­– ‘click on a random RACER.com story, scroll down to the comments, and see if the first one is negative.’

Anyway, this particular story followed that pattern: IndyCar announced something; lots of people in RACER’s comments section were outraged. Somewhere in the thread, someone noted the direction the vibe was taking, to which somebody else responded that ‘IndyCar fans could find the poop in a field full of kittens and unicorns.’

I’ve thought about that post many times in the years since, and particularly over the last few days since IndyCar announced its exhibition race at Thermal Motor Club. The gaps in the schedule are too big… but now we don’t like what they’ve filled it with. IndyCar doesn’t think outside the box… but now it did something different and we don’t like it.

Attendance at Californian races other than Long Beach has been pretty modest during the modern era of IndyCar, and there’s little to suggest that a championship round in the desert a couple of hours outside of Los Angeles (or more, depending on traffic) would have bucked that trend.

A relationship between Don Cusick and Stefan Wilson that was forged through Thermal Motor Club blossomed into an Indy 500 entry. Part of IndyCar’s aim with next year’s Thermal exhibition race is to see what other Don Cusicks might be out there. Joe Skibinski/Penske Entertainment

That said, it’s likely that some of the grievance stems not so much from the idea of someone who might otherwise have gone to the Thermal event not being able to get tickets as it does the fundamental notion of any part of IndyCar racing being put behind a paywall at all. It’s easy to have sympathy for that, because it raises the obvious question of, where might fans be shut out of next? The answer, hopefully, is ‘nowhere.’ This is a special, targeted event aimed at a very specific demographic for a very specific purpose. But the series can’t blame fans for asking the question.

The upside is, fans are getting more IndyCar than they had this year – the event will be carried by NBC – at zero cost to them. It doesn’t replace a race that they might otherwise have attended. It’s not clear at this point what IndyCar means when it says that limited tickets will be made available to ‘its most ardent fans’, to quote Marshall Pruett’s story from a few days ago. ‘Ardentness’, which I didn’t know was a real word until I checked Miriam Webster a few moments ago, seems like a hard thing to measure. But regardless of where we might register on the Ardent-o-meter, it’s more IndyCar for us to watch. How can that be bad?

For some, one answer to that particular question highlights the fact that when IndyCar (or its previous iterations) has run similar non-championship events in the past – notably the Marlboro Challenge that ran between 1987 and 1992 – the races were accessible to ‘real’ fans, as opposed to the country club set. But the operative word there is ‘Marlboro’. The reason that event went away is that Marlboro pulled its backing. If Groovemouse Energy Drink stepped up to foot the bill for a non-championship pre-season race on the Daytona road course, the paddock would be booking tickets for Florida in late February. But it hasn’t, and no has anyone else.

There’s also been some backlash against Thermal Club members being embedded with teams for the weekend. Granted, to an invested fan, that looks hokey. But at worst, it’s harmless; at best, one of these people might be so taken by the experience that they convert cosplaying as a team member into some kind of concrete investment into a team, or a driver, or the series. Stefan Wilson forged his relationship with Don Cusick at Thermal, and this event is a mission to see how many other Don Cusicks might be out there. Formula 1 teams sometimes give celebrities a pair of headphones and let them stand on the pitwall and pretend they’re about to tell Oscar Piastri to push. Think of this as the same thing, except it might ultimately benefit IndyCar in the long run if the members have a good time. Their presence will have zero impact on what happens on track.

I am not privy to how this event will be structured financially, and at this early stage I have no idea whose back is getting scratched by whom to make it happen. Ditto for the charity aspect, which is fantastic on paper but probably delivers benefits on the accounting side that I’m not smart enough to understand. But as fans, we get a couple of additional days of track time to enjoy. As a series, IndyCar gets to play with different formats in a low-pressure environment, and open its doors to well-capitalized individuals that might be tempted to take their involvement further. And in an era where on-track testing is hugely limited, teams get an additional chance to put extra miles on cars and drivers.

IndyCar’s concept for Thermal isn’t perfect, but it has way more upsides than drawbacks. It’ll be fun to see how it plays out.

Why Kansas is no ordinary intermediate track

In the fall of 2001, under a sunny Midwestern sky, a new racetrack hosted its first NASCAR Cup Series race. Kansas Speedway is a 1.5-mile paved tri-oval racetrack sitting on over 1,200 acres just west of downtown Kansas City (Missouri) off the 70 …

In the fall of 2001, under a sunny Midwestern sky, a new racetrack hosted its first NASCAR Cup Series race.

Kansas Speedway is a 1.5-mile paved tri-oval racetrack sitting on over 1,200 acres just west of downtown Kansas City (Missouri) off the 70 and 435 interstates. It is a classic cookie-cutter intermediate, and if its aerial shot were overlaid with Las Vegas Motor Speedway or the now-defunct Chicagoland Speedway (the track names and logos absent), it would probably take a minute to tell them apart.

In that regard, there is nothing special about Kansas. It has variable banking through the tri-oval and corners, and the backstretch seems almost flat. It’s a cliché, but if you’ve seen one intermediate, you’ve seen them all.

Kansas Speedway deserves to be showered with sunflowers, however. Somewhere along the way in the last 23 years, Kansas has separated itself from its sister tracks and it’s become a must-watch event as a bit of a wild card in the postseason.

As the surface continues to age, the racing has become some of the best in the series. It can be a slick track, it’s fast, and drivers have spoken fondly of it more and more. It’s become a favorite because of the options drivers have with multiple lanes and ways to be successful, and with speed found by running around the wall, it leaves no margin for error.

“I love this race track,” Christopher Bell said after winning the pole last weekend. “I love qualifying here too. It’s so much fun to be able to drive as hard as you can, put it right up against the wall and see what she’s got.”

Kansas is no gimmie race. It’s not uncommon to see a driver lose control and go for a spin. Or, as Sunday showed, it’s not uncommon to be punished with a blown tire (even from the race lead) through bad luck (punctures) or taking a risk on air pressure or setup. Kansas can KO a driver’s chance at a victory or a championship.

NBC Sports shared a graphic late on Sunday reminding viewers of that fact, showing the number of playoff drivers who have experienced trouble in a Kansas playoff race dating back to 2017. At the time, nine drivers had had issues, then Chris Buescher became the 10th when he blew a tire with seven laps to go.

What is important to keep in mind is that where Kansas has fallen in the postseason has changed over the years: the second race in the first round for the last two years, the second race in the third round in 2021, the first race in the third round in 2020, the elimination race in the second round in 2019, 2018, and 2017.

The number of playoff drivers who have experienced issues in Kansas playoff races in those years: nine of 16 drivers in 2022 (56%), four of eight in 2021 and 2020 (50%), eight of 12 in 2019 (67%), six of 12 in 2018 (50%), and 10 of 12 in 2017 (83%).

“I think this particular racetrack has just been racey in general,” Kevin Harvick said. “I think when they redid the racetrack with the progressive banking and the way that the groove has moved around – you can run the middle, top or bottom – it gives you a lot of options from a driver standpoint. I think that’s just a product of the racetrack. I don’t think it has anything to do with one car or the other.

“I think that the other thing that happens here is on the restarts. You have so much room to go into Turn 1 and 2 and go all over the racetrack and look for empty space to try and make a move. You can be super aggressive with the pushing. I think that usually causes the issues that happen on the restarts – just everyone being aggressive because you know that you have to go and do what you have to do and take chances in order to put yourself in the position to be in a good spot.”

Heaping praise on an intermediate racetrack might seem unusual. It’s also unusual for a place like Kansas Speedway to go from ordinary to deserving of its two dates on the schedule and, furthermore, of keeping its place in the postseason for the foreseeable future.

F1 cost cap controversy avoided… for now

This week’s announcement from the FIA regarding the 2022 financial regulations was about as far removed from the way the 2021 findings came out as you can imagine. A year ago, the topic exploded at the Singapore Grand Prix with rumors of a cost cap …

This week’s announcement from the FIA regarding the 2022 financial regulations was about as far removed from the way the 2021 findings came out as you can imagine.

A year ago, the topic exploded at the Singapore Grand Prix with rumors of a cost cap breach from Red Bull — rumors that the team was quick to condemn but that proved to be correct later in October — and it was rapidly a talking point.

The confirmation came via a press release outlining the findings that had been escalating as a discussion for over a week, but it was then more than two weeks before any agreement was reached regarding the breach. Only then were details of the level of breach made public, having previously been named as a minor overspend that could range from anywhere up to $7.25 million. It must be pointed out, Aston Martin also had to reach an agreement following a procedural breach, but that’s not something that was regularly brought up alongside the team’s stunning turnaround in form over the winter. But with Red Bull winning both championships comfortably, the minor overspend breach certainly took the gloss off to some degree.

The main reason for revisiting that timeline is how short it really all was. It took 26 days from the first mention of the breach to the Accepted Breach Agreement (ABA) that teams can enter into to be announced. And it was even shorter at 18 days from confirmation from the FIA to the ABA. But at the time if felt like a massively drawn-out process that needed more communication and to be resolved more quickly.

This year, the discussions around the cost cap have largely centered around when the latest findings would be published, with the FIA having targeted a faster turnaround. So as we crept into September once again and the Singapore GP became the next race, it felt as if those aims were going to be missed.

And then during the Italian Grand Prix weekend, rumors started again. But on this occasion, they were far less dramatic as word starting going around the paddock that none of the teams had breached the cost cap in 2022. And then Tuesday afternoon’s announcement from the FIA confirmed that to be the case.

And that will be that, right? Well, it should be, but there’s always a but…

As talk about the findings started in Monza — initially as unsubstantiated gossip rather than a certainty — one team principal stated it would be good for the sport to have everyone complying and avoiding the controversy that threatened to overshadow the winning of last year’s championships. (And no, that team principal was not Christian Horner).

But they also admitted that there were still going to be multiple questions, as is often the way in F1, as teams become skeptical of each other but also of the FIA’s ability to police the cost cap itself.

It’s an area where some teams have felt the FIA is under-equipped to really get on top of how and where money is being spent. Not that it’s necessarily been used as a criticism, but just a reflection of how teams are the ones with the bigger budgets competing against each other for the best talent in all areas.

In the past that sometimes meant technical teams being able to find gray areas in the regulations that the rule makers at the FIA missed, and while that remains the case it’s also true that 10 teams with major financial departments to find the most creative way of allocating and using funds is a huge opponent for the FIA’s Cost Cap Administration to go up against.

While the FIA stated that it had focused extensively on non-F1 activities this year to try and ensure teams aren’t hiding spend elsewhere in their complex companies, there was almost an acknowledgment that teams are not completely convinced of how the process currently works.

In announcing its findings, the FIA made clear that the regulations “will continue to be developed and refined based on the findings of each review process both in terms of the regulations themselves, which are written and approved under the FIA Formula 1 governance process, and the way in which they are enforced and policed.”

Perhaps more telling was the line: “The FIA has made and will continue to make significant investments in this department for the collective benefit of the sport.”

The cost cap is designed to level the F1 playing field, but does it also serve to freeze the pecking order, to the disadvantage of teams like Williams that are trying to raise their game? Andy Hone/Motorsport Images

But that doesn’t mean some teams are not going to be raising points at this stage. As the likes of James Vowles lobbies the other nine constructors to allow Williams to invest in its infrastructure to be able to reach the level of the majority — feeling that the capital expenditure restrictions heavily limit the ability for his team to catch up — then focus falls on to the projects at the likes of Aston Martin (with a brand-new factory) and McLaren (with a state-of-the-art wind tunnel and simulator) that have been completed in the past six months and were therefore ongoing throughout 2022.

And that’s before any questions about the number of upgrades each team has introduced to the respective cars this season are brought up. Red Bull’s Horner was starting to make such suggestions as early as May when Mercedes introduced a clearly visually different W14 at the Monaco Grand Prix, saying that Toto Wolff’s team had “obviously committed a significant part of their budget cap to this upgrade.”

Don’t be fooled into thinking that it’s only Red Bull and Mercedes who will be paying close attention to one another, either. Just like with the technical regulations, teams are trying to work out who is doing what all the time, to either see if it’s something they can implement themselves or try to block moving forward.

But use of the financial regulations is far tougher to see, to both rival teams and to the FIA itself. That’s why complaints from teams are more likely to try and understand what others are doing, and why the FIA might still be on the receiving end of questions despite this week’s findings.

The RACER Mailbag, September 6

Welcome to the RACER Mailbag. Questions for any of RACER’s writers can be sent to mailbag@racer.com. Due to the high volume of questions received, we can’t guarantee that every letter will be published, but we’ll answer as many as we can. Published …

Welcome to the RACER Mailbag. Questions for any of RACER’s writers can be sent to mailbag@racer.com. Due to the high volume of questions received, we can’t guarantee that every letter will be published, but we’ll answer as many as we can. Published questions may be edited for length and clarity. Questions received after 3pm ET each Monday will appear the following week.

Q: Coyne needs to sign Sage Karam to a one-race deal to be David Malukas’s muscle.

Shawn, MD

MARSHALL PRUETT: McLaughlin’s twice his size, so you might be onto something here. In a throwback to the 2000s, I feel like someone needs to start the 2023 version of ChuckNorrisFacts.net but for Lil’ Davey Malukas to sell the false impression that he’s the world’s toughest man. We’d get gems like this (borrowed from here):

• Death once had a near-David-Malukas experience.
• David Malukas spices up his steaks with pepper spray.
• David Malukas once kicked a horse in the chin. Its descendants are now known as giraffes.
• The flu gets a David Malukas shot every year.

Q: What if a team took a current Dallara tub and Firestones as the safe base, and then added any drivetrain and aero package from any set of USAC/Champ Car/IRL/IndyCar rules package since 1960? Unlimited boost? Unlimited displacement? Multiple engines? AWD? Active suspension? Monster wings? Side skirts? Active aero? What did I leave out? Could this car lap Indy at 300mph? I wanna see it!

Trent

MARSHALL PRUETT: The formula behind big speeds at Indy involves light weight, high power, and ample grip to maintain that speed through the corners. That makes chucking multiple engines into the DW12 a bit of a non-starter. But here’s an idea: If you could strap two NHRA Top Fuel motors to a Dallara, and get them to last a lap, I imagine you could go fast enough on the straights to where having big World of Outlaws wings on the front and back could allow you to maintain decent speeds in the turns. Maybe if we hit 450mph on the straights and can do at least 150mph in the corners, we’d get to an average lap speed of 300mph or more. Active aero and active suspension would definitely help.

Q: What went wrong with Graham Rahal’s race at Portland? He seemed to be leading effortlessly up to his first pit stop.

Donald

MARSHALL PRUETT: Lots, including another strategy masterpiece by Ganassi. Here’s what Graham said: “I was at the wrong place, at the wrong time a lot today. Every time we came out of the pits, we were in a gaggle of cars. Every time we came into the pits, we had lapped cars in front of us that cost us a lot of time. The Canapino deal cost me four or five seconds on an in lap which cost me three spots. On the last stop, we had a little fueling issue and that cost us. We should have been well ahead of McLaughlin, and instead we were four cars behind by the time everything had cleared.

“I’m clearly not happy, but not pointing fingers. Maybe there were times that I could have maximized it more. I can’t think of a clear mistake that I made but maybe there was a lap or two that I could have gotten more out of. Our balance on blacks on the first stint, I was really, really loose and I think that hurt us. Shoulda, coulda, woulda.”

Portland was a “shoulda, woulda, coulda” weekend for the No. 15 team — which is still better than a “not in the conversation” weekend. Michael Levitt/Motorsport Images

Q: I am excited to see that the hybrid unit successfully completed some grueling testing at Sebring. I’ve been wondering about the transition of this project from MAHLE to Chevy and Honda.

I searched the web and read several articles about it from various outlets, but none of them provided a significant amount of detail. I read everything from: a scenario that suggested MAHLE is still involved and supporting it, even now, as a joint venture with Chevy-Honda-IndyCar; or, conversely, that the initial MAHLE product received was entirely inadequate, leading to Chevy-Honda-IndyCar taking over out of necessity; to numerous other postulated situations. Not all of them can be accurate.

What happened? Was this transition planned? Is MAHLE still involved? Have they been manufacturing the parts as the technology has continued to be developed and refined? Will MAHLE have expert support personnel at the tracks next year? Or did Chevy-Honda-IndyCar take over due to an insufficient product that required their intervention? If that’s the case, who will be manufacturing the hybrid unit for the teams?

Richard

MARSHALL PRUETT: From what I understand, and for a variety of reasons, MAHLE was not going to be able to deliver its proposed system on time. With the clock running out on being able to mass produce energy recovery systems to go with the new 2.4L motors in 2023, a radical change of plans was required to keep the series on its path to hybridization and, critically, to keep Honda on board. That plan shelved the 2.4Ls, took those budgets, and applied them to designing and creating a new ERS solution with IndyCar’s two engine partners working together on the project.

I am not aware of MAHLE having any involvement today. Team Chevy/Ilmor is working with a different European vendor to make the motor generator unit, and Honda Performance Development is working with another European vendor to make the supercapacitors. Look for more details in another installment of our IndyCar hybrid video series on RACER.com in the near future.

Q: After getting dressed down by the team following his Q1 elimination, are there any prospects left for Romain Grosjean in IndyCar?

Ryan, West Michigan

MARSHALL PRUETT: Grosjean has received interest from three teams, but there’s also a chance he won’t have a seat next year. The hostilities between himself and the timing stand was not only a bad look, but it’s also not the look you want while trying to sell yourself as the right person to hire in another corner of the paddock. He needs to start over somewhere else and to bring that cheery and fulfilled version of himself that we saw in the opening months of the season.

Q: Week after week we hear complaints about lapped cars impeding cars in contention for a possible podium. How about doing your best Robin Miller impression and give IndyCar an earful to correct this? My solution: once a car is a lap down, IndyCar disables its push to pass. Pros and cons?

Rick Schutte

MARSHALL PRUETT: I don’t know if I’ve seen anything different with lapped cars in 2023 than I saw in 2013. They’re always a problem, in every series I follow. It’s part of the puzzle for the leaders to solve, and depending on the driver, series, or race, backmarkers can bring some spice and drama to a snoozefest. Give people nothing to yell about — at the TV, in the grandstands, or on the timing stands — and we’re in trouble.

How is van Gisbergen flattening the NASCAR learning curve?

Darian Grubb is no stranger to working with talented race car drivers. Grubb, a veteran of the NASCAR garage, has been the crew chief of record for some of the best the sport has offered, like Carl Edwards, Denny Hamlin and William Byron. He won the …

Darian Grubb is no stranger to working with talented race car drivers.

Grubb, a veteran of the NASCAR garage, has been the crew chief of record for some of the best the sport has offered, like Carl Edwards, Denny Hamlin and William Byron. He won the Daytona 500 in 2006 as Jimmie Johnson’s interim crew chief. He guided Tony Stewart to his third and final Cup Series championship in 2011, which came by winning five of the final 10 races of the season to beat Edwards on a tiebreaker.

Shane van Gisbergen doesn’t have a NASCAR resume like those aforementioned drivers, but his talent is undeniable. But to Grubb, his work ethic was even more impressive.

“A little bit of probably the prep, but just how he’s interested in every detail,” Grubb says. “We’d show him data of us versus our teammates. He wants to know the background in why some of the choices we made. We were a little bit oddball on our setup, but we could be because we’re not racing for anything; we can go do some research and development as we’re using that car.

“So he wanted to make sure we’re not out of bounds on some of the things. But a lot of it really worked, too. So there was good conversation and good banter back and forth on, ‘Why do you do this?’ ‘Why do you do that?’ He really wanted to be involved. He wanted to ask questions. He wanted to learn. He wanted to see what the sport was about what kind of tools we had, and if there was anything different from what he’s used.”

Although he’s no longer a full-time crew chief, Grubb is the guy Trackhouse Racing trusts atop the No. 91 pit box when running its PROJECT91 entry. Grubb and van Gisbergen pulled off what seemed like an improbable feat in July when they were victorious on the streets of Chicago in van Gisbergen’s debut. Last month, in a second Cup appearance, van Gisbergen finished 10th on the Indianapolis road course.

There are a plenty of differences between the Camaro Australian Supercar that van Gisbergen races in his current day job and the NASCAR Cup Series car that he drove to a memorable win on debut in Chicago – but there’s also enough overlap to help smooth out his transition between the two. Mark Horsburgh/Motorsport Images

“It was honestly a lot of fun, just the way he was prepared,” Grubb says of the van Gisbergen experience. “We really talked for maybe three weeks before he came over the first time, so we were only physically together for roughly a week before we were able to go out there to Chicago and pull off the miraculous story there. So, we learned each other a lot using WhatsApp and messaging back and forth for a couple of weeks beforehand, figuring out what he needed.

“At that point, it was all about logistics. We needed to have seats, steering wheels, earbuds, helmets, the safety equipment. All those things. That was more of what we were focused on, and then became focusing on the race craft, what he wanted in a race car, trying to organize the test at the (Charlotte) Roval. It became much easier once he got here, and we got him into the method of going to the racetrack to race.”

Chicago fell into van Gisbergen’s wheelhouse: a street course, a vehicle loosely similar to Australian Supercars, and wet conditions. It was also a course no one had ever competed on. Indianapolis, however, is not a traditional road course, and NASCAR drivers are very familiar with it, so van Gisbergen had a much taller task – and rose to the occasion.

But the transition to a new series wasn’t as hard as many might have thought. According to Grubb, the car was the easiest part for van Gisbergen, and neither side had to go to any extreme lengths to make it comfortable.

“Just because he had done so much studying of his own,” Grubb says. “He sat and watched… I don’t know how many hours of video. He watched all the old races. He watched the races from the Roval and COTA, all the races he was interested in, and he just studied how they went. So the acclimation to the car really just became him driving on the left side versus the right side and feeling how the car reacted differently compared to what a Supercar does.

“Obviously, he races many other types of series with sports cars, rallycross and winged sprint cars, so he’s used to having different feels. But this car is much heavier than a Supercar, it has much bigger tires and much more power; the way everything was laid out. So that adaptation just came from him and time and laps. The sightlines were pretty similar, I think, to what he could see out of the car. Everything else was creature comfort, learning the switches, and what he had to do.”

Having a talented driver behind the wheel is one thing. Feedback about what the car is doing is another. No surprise, van Gisbergen easily picked up on how he needed to communicate with the team.

The Kiwi still has a lot to learn about ovals, but earned a top 20 in his oval debut in the Truck Series at Lucas Oil Raceway last month. Matthew Thacker/Motorsport Images

“He did,” Grubb says. “It’s very obvious that his road and street racing background aspect, he described the car right off the bat going through every corner. Describing braking zones, describing cornering, describing acceleration, which is something you usually have to prompt someone for, especially once they’ve done it for a while. But he was very meticulous about how he broke down what he thought and what he felt, and he was looking to us like, ‘Is this normal? Am I asking for something that you’re not used to?’

“It was actually really good directions for the things he was asking for. We learned what he wanted to make speed and how he drove differently.”

Van Gisbergen’s future is still taking shape, but he was released from his contract in Australia by Triple Eight Race Engineering to pursue NASCAR. It’s expected that van Gisbergen will run a combination of the different series next year, and the learning curve will continue with NASCAR being predominantly oval racing.

In Indianapolis, van Gisbergen got his first taste of oval racing two days before the Cup Series event in the Craftsman Truck Series. It was perhaps his most impressive race, staying out of trouble and finishing inside the top 20.

Grubb can’t predict the future for van Gisbergen, but between his talent and passion, he’s eager to see it unfold.

“I think his excitement level, of course, will get tempered when you don’t have a good day,” Grubb says. “How do you deal with those situations? But watching him at IRP and how he just had a great time, and he was learning every single lap that was a very short, quick process to him go run an asphalt circle track, and he just had a smile on his face. He really wanted it, enjoyed it, and talked about it all week about how he could do better and what he could study.

“And he just went and did it. He wasn’t scared at all. You could tell he was apprehensive and wanted to make sure he didn’t affect the show, the guys running for a championship, but he went out there and was competitive. As he said, he learned every lap. It is a different thing to run circle tracks than road courses, for sure.”

IndyCar silly season update: Tracking the twists and qvists

As RACER told you a few weeks ago, Linus Lundqvist was headed to Chip Ganassi Racing and that’s been confirmed in Thursday’s announcement of the Swede’s multi-year deal to backfill Marcus Ericsson’s seat. The Swede-for-Swede swap was made easier by …

As RACER told you a few weeks ago, Linus Lundqvist was headed to Chip Ganassi Racing and that’s been confirmed in Thursday’s announcement of the Swede’s multi-year deal to backfill Marcus Ericsson’s seat.

The Swede-for-Swede swap was made easier by the fact that Ganassi offered Ericsson a deal to stay and be paid for the first time in his career — which he rejected and chose to sign with Andretti Autosport. With funding in place for Ericsson to stay in the No. 8 Honda and the ability to sign Lundqvist at a rookie rate to the entry that was meant for the 2022 Indianapolis 500 winner, a perfect scenario presented itself to the team to sign the reigning Indy Lights champion and bring more young talent into the organization.

With Scott Dixon, 43, as the longstanding team leader, having Alex Palou (26), Lundqvist (24), and Marcus Armstrong (23) as its next lineup gives Ganassi a long runway with next-generation drivers and the best driver of his generation to mentor them while chasing more championships.

Meyer Shank Racing, which ran Lundqvist for the last three races, was keen to sign him after the August 12 Brickyard Grand Prix event where Lundqvist started and finished 12th. It’s believed MSR had an option on Lundqvist and wanted to hold onto him for 2024, but Ganassi entered the frame immediately after the race and is said to have made Lundqvist an offer that would have been hard for MSR to match. From there, Lundqvist cleared the right-to-match period and was brought into the title-leading team for 2024 and beyond.

On the MSR front, there’s an increasing belief it will have Felix Rosenqvist moving across from Arrow McLaren to lead the retooling team. Rosenqvist won’t be returning to his current team, which isn’t a shocking development, and he’s had half the grid express interest in hiring him, but I’m told by a growing segment of the paddock that MSR has won the Rosenqvist sweepstakes.

Will a Rosenqvist move open an Arrow McLaren option for Malukas? Josh Tons/Motorsport Images

Directly related to Rosenqvist’s Arrow McLaren departure, the same high volume of paddock intel says David Malukas will be driving the No. 6 Chevy when we return next year. Malukas and Juncos Hollinger Racing’s Callum Ilott were said to be Arrow McLaren’s top picks for the seat, but with the rumored link coming between the teams to brand Ilott’s No. 77 Chevy as a satellite McLaren entry, the Zak Brown-led organization could end up with both drivers — one directly on the payroll and the other through business ties with JHR — in the family.

Take a moment to consider all of the places the silly season has taken us in recent weeks, and the latest developments are simply remarkable. Lundqvist, with two fastest laps and best finish of 12th to his name from his three MSR races, will show up to work as the newest employee at IndyCar’s best team of 2023 and have the best driver of the last three decades and the best driver of the current decade as his teachers.

And Malukas, with two podiums in two seasons for one of the series’ perennial underdogs, is awaiting confirmation at IndyCar’s richest team alongside an Indianapolis 500 winner in Alexander Rossi and one of the fiercest title challengers in the business in Pato O’Ward.

If I said at the beginning of the season that we’d have Lundqvist signed by Chip Ganassi and Malukas signed by Zak Brown, IndyCar would have yanked my hard card and sent me to the hospital for a full evaluation. And yet, here we are, with two amazing kids readying themselves for the biggest opportunities of their lives.

There’s more to share, but let’s savor what’s in motion with Lundqvist, Rosenqvist and Malukas, and reconvene next week ahead of the season finale in Monterey for some of the other developments that are taking place.

What are the moving parts in NASCAR’s silly season?

The homestretch of the NASCAR Cup Series begins Sunday at Darlington Raceway, and it is championship season for 16 drivers and teams. It’s also decision-making time for race teams as the business side of the sport is in full swing, locking plans …

The homestretch of the NASCAR Cup Series begins Sunday at Darlington Raceway, and it is championship season for 16 drivers and teams. It’s also decision-making time for race teams as the business side of the sport is in full swing, locking plans into place for 2024.

In the Cup Series, there have been contract extensions at Joe Gibbs Racing for Martin Truex Jr. and Front Row Motorsports for its two drivers. Daniel Suarez is locked in at Trackhouse Racing, and the same for Alex Bowman at Hendrick Motorsports. Both of those deals were sorted out early in the season.

But there is still quite a bit to be decided within other race shops. Here are a few of the bigger pieces that still need to fall into place.

Aric Almirola / Smithfield

Almirola signed a multiyear extension with Stewart-Haas Racing after initially being ready to retire after the 2022 season. That decision was made prematurely, as Almirola and his family realized they could balance work/life better and Almirola’s team and sponsors wanted him in the car. However, as contracts go, there is always the option for things to change, so even though it was announced as a multiyear deal, Almirola and Stewart-Haas are again in the process of figuring out what the next year is going to look like.

Almirola has been saying that “it’s complicated,” and there is more to the story than what might be thought of from the outside. One of those elements is going to be the sponsorship aspect because, once again, the chatter is focused on whether or not Smithfield is going to stick around, with the belief leaning more toward a departure. If one of the pieces goes, the other is sure to go with it, and losing a near full-year sponsor is going to be tough on Stewart-Haas Racing.

This leads to one of a few other rumors out there about Stewart-Haas, which is potentially two charters being up for grabs. As of right now that’s all they are – rumors.

Denny Hamlin / 23XI Racing

As the saying goes, it’s all in the details, and that is why there is nothing signed between Hamlin and Joe Gibbs Racing, as well as the manufacturer and alliance of 23XI Racing. Hamlin’s contract with Gibbs as the driver of the No. 11 has been done for quite a while, but Hamlin isn’t putting pen to paper until the nuts and bolts of 23XI Racing’s future are determined. It is all about the details that go into having an alliance partner and crossing the T’s and dotting I’s. It’s procedural. There is no indication that either side wants to make a change, but it takes time to get all the little things situated. Joe Gibbs said this week, “Hopefully, there is going to be something to announce here real quick.” Steve Lauletta, the president of 23XI Racing, said in Daytona, “I don’t anticipate anything changing” for next year.

Kaulig Racing

Chris Rice said in July, following the announcement Justin Haley was leaving, that the goal was to announce the future of the No. 31 Chevrolet by mid-August. That timeline has come and gone, but before Daytona, Rice said the deal is about done and an announcement is forthcoming. And in typical Rice fashion, he’s teasing that it’ll surprise people. It was widely believed that Austin Hill was going to be in that car until Hill and Richard Childress Racing announced an extension. So now, it’s a waiting game to see what Kaulig has done. But don’t forget, there could also be the other car, the No. 16 of AJ Allmendinger, in play. Allmendinger hasn’t said one way or another if he’s coming back and has instead put the ball in Kaulig Racing’s court, saying he’ll do what they want him to do.

Allmendinger’s offering few clues about his future in Kaulig’s No.16 entry Nigel Kinrade/Motorsport Images

Legacy Motor Club’s No.42

Legacy Motor Club and Noah Gragson have parted ways, which isn’t a surprise after Gragson’s suspension. It was a good move by both sides to cut ties and start over, which seemed to be what was going to happen at the end of the season anyway. Legacy M.C. becomes a Toyota team next season and like any manufacturer, Toyota will have a say in the next driver of the No. 42 car.

John Hunter Nemechek is at the top of the list. No surprise there. It should just be a matter of getting a deal done. Nemechek has to be considered the top Toyota prospect who is ready for the Cup Series at this point. Not only does he have previous Cup Series experience, but he’s done exactly what he’s needed to in recent years by going back to the Craftsman Truck Series and now the Xfinity Series and building his stock back up by showing he can win races in the right opportunity.

Shane van Gisbergen

One of the most anticipated moves for 2024 is the expected arrival of van Gisbergen in whichever way he can put the pieces together. Trackhouse Racing isn’t going to let van Gisbergen get away, but it doesn’t have the resources or a charter for a third full-time car. The belief is that van Gisbergen is going to do a little bit across the national series, but it’s still unclear what that is going to look like and for what team(s).

Zane Smith

The reigning Craftsman Truck Series champion is ready to move into a new series. Smith has driven a truck for four full seasons and he’s proven he deserves a shot in another series. The question is where that is going to be. Front Row Motorsports doesn’t want to lose Smith, but they don’t have a Cup Series ride after extending Michael McDowell and Todd Gilliland and not being able to find a charter for a third car. However, they would love to keep Smith in a Truck again with some Cup Series starts similar to this year. Smith is exploring his options in all three series, so this will come down to what is out there and appealing to Smith if he’s serious about taking the next step.