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Broc Feeney Is A 22 Year Old Phenom From Australia Broc Feeney’s rise in the world of Australian motorsport has been nothing short of impressive. At just 22 years old, he's already a multi-race winner at the highest level of Supercars, and has claimed marquee wins like the Adelaide 500, and is carrying the torch for one of the most iconic teams in the sport, the Red Bull Ampol Racing team as a part of Triple Eight Race Engineering’s driver lineup. But before he was flying down the streets of Surfers Paradise in a beautiful Red Bull Ampol Racing Camaro, Feeney’s first foray into racing wasn’t on four wheels. “I grew up following my dad’s footsteps on motorbikes,” he said in our exclusive interview. “But we went on a holiday to Thailand and went to the hire karts and fell in love with it. We were good friends with the Doohans and Jack had started karting, so we went and watched him and then got into it.” as he talked about his transition to 4 wheels. Feeney Originally Started Racing On Two Wheels But Quickly Made The Move To Karts That passion quickly evolved into a career path, though the road in Australia is more focused on one Series compared to those growing up in the United States, where young racers can choose from NASCAR, IndyCar, IMSA, or even Supercross. “We only have the one premier category in Australia,” Feeney explained. “We find young kids these days try their luck in Europe, but I think there is now a good pathway to Supercars with the Toyota 86 Series and Super2. But of course, it’s super difficult and expensive, as all motorsports is.” Since debuting in Supercars in 2020, Feeney has grown tremendously, and he credits much of that personal and professional development to the environment at Triple Eight Race Engineering. “I think I’ve matured quite a bit, and that’s a big reason why I love 888 so much, I have a group of people that I look up to and want to grow up around. Lucky to be in such a good team with good morals.” With young drivers now having access to more data than ever before, there's an ongoing debate about whether it helps or hinders natural race craft. Feeney is firmly in the camp that believes data is a tool if used correctly. “I think data is great, there is no hiding. I really delve into the data and try to understand everything going on. I think the more you can use it and understand, it will only help.” That attention to detail is something Feeney picked up from seven-time champion Jamie Whincup, who now serves as his Team Principal and Managing Director of Triple Eight Race Engineering. “It was super special to come in under Jamie,” Feeney said. “The first part where I really started to notice was the first year when he co-drove with me at Bathurst. I learned so much about his preparation and how he sees things differently to everyone else. I’d like to think that has now washed onto me and I’m much more critical of the little details.” 7 Time Champion Jamie Whincup Has Been Key In Feeney's Growth Outside of Supercars, Feeney has been exploring opportunities in GT and open- wheel cars to sharpen his skills. “I’ve just been trying to race more. With 14 events a year, there is plenty of time to expand my skill set and try to improve. I really enjoy challenging myself and keeping active in the car.” That openness to new experiences has fuelled rumours that Feeney could be among the next wave of Supercars stars to race in the US, following in the footsteps of Shane van Gisbergen, Scott McLaughlin and current teammate Will Brown. “I think since SVG has done it, it’s much more appealing,” Feeney admitted when talking about a potential NASCAR ride. “I’d love to challenge myself, especially on a road course. It looks somewhat similar to a Supercar and I want to see what it’s about and try to learn some new things.” We got a quick word with Van Gisbergen on his way to the grid at Pocono, we asked him is the sky the limit for his former teammate and he smiled and said "of course". While Feeney isn’t one to tweak some parts on the car himself, he takes pride in being hands-on with preparation and decision-making. “I don’t touch the car at all, but I’d like to think I am hands-on away from the track. I focus a lot on preparation by using documents to fill out before and during each event. I try to learn as much as I can. It’s hard to develop with these current cars, but it’s something I’ve probably taken more on since Shane left. We have two young guys now and I really enjoy being a big part of the decisions we make in and out of the car.” Feeney Is Only 22 And Already Has 20 Supercars Wins With 14 events on the Supercars calendar, Feeney believes there’s room to grow. “For sure, I’d like to do a few more rounds maybe 15. It allows me to race outside of Supercars, which I really enjoy. So I hope we get a few more, which still allows me to race other series.” When asked how he would describe Supercars to someone unfamiliar, especially fans in the U.S. just now discovering the series, Feeney put it simply: “I’d say it’s Aussie NASCAR but only on road courses. It’s some of the closest racing in the world. Fields separated by only tenths of seconds on a track.” Also like NASCAR the Supercars series uses Chevy Camaros and Ford Mustangs with the Toyota Supra coming soon, who knows maybe Dodge gets in the mix. Although he only had one full season in the Gen 2 era before the switch to Gen 3, Feeney already has opinions on what could be improved. “There are still some things that could be improved, but I do really enjoy the car. The steering has been brought up a lot it’s still far from perfect but much better than when we started. We interlock wheels a lot when we race, causing quite a few crashes. And we should continue developing the tires. Our new tire is a step in the right direction but still can continue to improve with heat.”  If he could add tracks to the calendar, his answer was simple. “I think more street races for us. I’d love to race ONE RACEWAY,” he said. And when I asked what he wants his trophy cabinet to look like decades from now, he said, “My goal at the moment is Supercars Championships and the Bathurst 1000. They are the biggest trophies in Australia. But I’d like to have some of the big 24-hour races. I’m not so worried about what’s in the cabinet apart from Supercars, but I’d love to compete in some of the biggest races in the world.” With all the discourse and online think pieces on who is better between NASCAR champion Kyle Larson or F1 champion Max Verstappen, I presented with the hypothetical of would win in a Supercar showdown between Max Verstappen and Kyle Larson, Feeney gave a great answer. “I think it’s tough in a Supercar. Depends on how much track time they get. Out the gate, you’d think Kyle due to it being so similar, but someone like Max is going to get extremely fast. Hopefully Kyle comes and races Supercars soon.” Many Believe Feeney Is The Next Supercars Superstar Out of all the wins in his young career, none meant more to him than his first. “Adelaide 500 just being the first win, but also because it was the last for Holden,” Feeney said. Finally, when asked if Supercars should adopt a NASCAR-style program where drivers can win money out of a pool of $1 million USD for doing appearances in commercials, activations and more, Feeney was honest. “Obviously I like the idea of money, but it might be a stretch for us in Aussie. I think we’d be more happy to do more appearances if there was more of an incentive, but I’m not worried. To be honest, I wouldn’t do more just because of the money.” Whether it’s chasing a Supercars title or trying new disciplines abroad, Broc Feeney is building a career that blends raw talent, growth, and a deep respect for motorsports. As fans in both Australia and around the world start to pay closer attention, one thing is clear: Feeney’s journey is only just beginning and nothing will stop him.

Layne Riggs is a second-generation driver from Bahama, North Carolina, deep in ACC country right outside the campuses of Duke and UNC, and now even deeper into his rise in the NASCAR world. We caught up with him in his hauler at Pocono Raceway just after he scored the pole position for the Truck Series race, and what stood out immediately wasn’t the excitement or nerves. It was calm. Quiet confidence. The kind of quiet that can’t be faked earned only through years of racing, building, and learning. Despite carrying the name of a Cup Series veteran, his father Scott Riggs, Layne’s journey has been anything but handed to him. Yes, his dad opened some doors, but as Layne put it, “...the hard work paid off, and all those late nights and phone calls and cold calls ended up making sense.” For every connection that came from his last name, there were countless hours of grinding behind the scenes, much of it handled by Layne and his longtime agent Jay, who also represented his father back in the day. It’s a generational effort, but make no mistake, this is Layne’s career to build. He started racing at 12 in Late Model Stocks and quickly rose through the short track ranks. The big breakthrough came in 2022 when he captured the Advance Auto Parts Weekly Series national championship. That same year, he was balancing life as a full-time mechanical engineering student at UNC Charlotte. He told us that there was a point where he nearly walked away from it all: “I told myself, before I got this opportunity [with Front Row Motorsports], if I didn’t have a national series ride by graduation, I was going to hang up the helmet and get a ‘real job’.” The opportunity came just in time. Like Many Drivers In The US, Layne Riggs Started On The Short Track Circuit When asked whether he considers himself a Front Row Motorsports up and comer, a Ford driver program guy, or a lone wolf looking for the best path forward, he gave a thoughtful answer. “I’m fully dedicated to Front Row Motorsports, they’ve given me my first opportunity… but you know, no matter what, if a great opportunity comes, it'd be hard to pass.” That kind of honest, forward-thinking mindset is exactly why Layne is quickly gaining a reputation as one of the sharpest young racers in the garage. And that loyalty speaks volumes where some drivers are moving teams every year, Layne is taking things at his pace and won’t put himself in a bad position. It doesn’t make sense to go from winning in Trucks to running 30th in Cup just because you want to say you’re a cup driver. While Front Row Motorsports is not just a Truck team they also field a competitive Cup team, I asked Layne on how things have been working under the same roof as them. Layne told us how the Cup guys let him do his thing “Zane (Smith) raced this Truck before me,But you know a lot of the time they just kind of let me do it and they trust me”.  Shortly before the Cup race I got to talk with Zane and asked him to describe Layne in three words he replied with a smile and said “Unique,Funny, and Country”  anf that shows on how close the FRM bunch it is across both series and how they are letting Layne do his thing and be fast. Scott Riggs Raced In All 3 NASCAR National Series His thoughts on the current state of the Truck Series were refreshingly blunt. He called it “Aggressive, Desperate, and Inspiring,” noting that the field has shifted from seasoned short-track veterans to mostly young drivers fighting to make a name for themselves. That change has made it more intense but also more chaotic. He’d love to see more class return to the series but knows the format incentivizes risk-taking. On the topic of improvement, Layne said the schedule could use work. “Before last weekend, we raced seven in a row, then after Lime Rock it’s three weeks off.” That imbalance can put certain teams, especially smaller ones at a serious disadvantage. When asked about the differences between the open ladder of American stock car racing and the more rigid paths seen in European motorsports, Layne said he preferred the American model, where there are multiple ways to reach the top. But he was quick to point out its flaws too, particularly how money can outshine talent. “We need a system to reward talent over who bought the best equipment.” Coming from someone who has lived both sides of the grind hard to show off his talent and not having the massive financial backing that other young drivers have, that message carries real weight. We even talked about the idea if NASCAR had some kinda draft system which is fun in theory but would probably never happen Layne Won Pole And The Race At Pocono But don’t mistake Layne Riggs for someone playing the victim with his view. He’s quiet, but he’s not passive. He’s not afraid to race hard and mix it up whether it results in a win or loss, especially now that he's part of a team where he feels supported. His support system includes his right-hand man Alex and his trusted agent Jay. As for his racing mindset, it's pure: he’s not here for the fame or the spotlight. He just wants to go fast, have fun with his friends and family, and most importantly win. We also talked a bit about the culture and character that surrounds the sport. His favorite racing movies? “Cars, Days of Thunder, and Talladega Nights.” That last one especially hits home, his dad Scott was actually sponsored by the Cars  movie in 2006, and Layne got to see the film before anyone else. “Dad was sponsored by the Cars movie in 2006, and we got to see the movie before anyone else,” he recalled with a grin. 6 year old me is extremely jealous right now. Scott Riggs Racing With A Cars Movie Themed Paint Scheme And yes, we had to ask, did he pass his driver’s test on the first try? “I did okay. You can miss like five questions, and I missed four.” His first car? A truck his dad bought in 2002 handed down by his dad, which he drove all through high school. With talk swirling about whether he’s ready for a move up to Cup or Xfinity, Layne doesn’t seem flustered. He’s focused on winning now, in trucks, with the team that believed in him. What happens next will come when it’s time. But he made one thing clear: this isn’t just a career. It’s a mission. In his own words, “I just want to race the best and show what I can do.” Whether that happens next year or the year after, one thing’s certain: Layne Riggs isn’t following someone’s script. He’s writing his own and it’s getting harder to ignore with every lap. And he backed things up by winning the Truck race a couple hours after our talk in great fashion Riggs Won At Pocono After Our Interview With Him

Recently we got to sit down and talk with Tabitha Ambrose, a 19 Year old driver from Australia. Now as you may know the motorsports world has always walked a fine line between heritage and individuality between honoring those who came before and defining one’s own future. For Tabitha Ambrose, that line isn't theoretical. It’s a lived reality. The daughter of Marcos Ambrose, a two-time V8 Supercars champion and the first Aussie to win a NASCAR race in the modern era, Tabitha grew up on both sides of the Pacific, surrounded by the smell of burning rubber, the roar of engines, and the complexities of balancing racing and life. But to understand Tabitha, you have to set aside the last name for a moment. She’s not interested in merely continuing the already written legacy. She’s determined to build something of her own, a new chapter in a family book already thick with racing lore. In a recent conversation conducted by Cassandra, we were given a front-row seat into that process: the ups, the struggles, the little joys, and the massive ambition that drives Tabitha forward. Tabitha Ambrose Races the 45 Pirtek Car In Formula Ford From the beginning, she’s been around racing. “I was born in 2005, and within two months, we moved to America for Dad’s NASCAR career,” she recalled. “So, from the time I could form memories, the track was just part of life. That’s where weekends happened. That’s where family time happened. It didn’t feel like a job or a spectacle it just felt normal.” Tabitha spent nine years in the U.S., soaking in the NASCAR atmosphere in its prime. She remembers playgrounds tucked into the infield of sprawling ovals, days spent in the Motor Racing Outreach (MRO) daycare program, and nights watching her dad prep for battle on circuits from Talladega to Sonoma. “Some of my earliest and clearest memories are from MRO,” she said with a smile. “It was more than a babysitting service. It was a whole world  our world. All the drivers’ kids were there. It had toys, playgrounds, crafts. That was our paddock.” She also remembers the celebrities. “Meeting Richard Petty was definitely a highlight. He’s just so cool. And the hat is iconic,” she said. “But honestly, it was the little stuff sitting in the car, playing with tools in the garage, getting picked up by dad after the race that made it so special.” Now, Tabitha’s the one in the cockpit. She’s racing in Australia’s Formula Ford Super Series, a raw and technical open-wheel category that’s forged the careers of some of the country’s greatest drivers. “They’re brutal,” she admits. “There’s no power steering, no downforce, no frills. Just you, the car, and the road. But that’s what makes them so rewarding. Every corner teaches you something.” Her 2025 campaign has been a steep learning curve, but exhilarating. “It’s been a challenge, but I feel like I’m progressing every weekend,” she explained. “I can feel myself getting better. I watch the onboard, and I’m like, ‘Hey, that’s not too bad!’ But really, I’m just having a blast. I love this stuff.” That love comes with deep roots. “Dad’s been through it all, so he gets it. He’s so supportive, never pushes, never pressures. He always says, ‘If you’re not enjoying it, let’s stop. It’s not worth doing if it’s not fun.’ But I do love it. I’ve got the bug. I don’t want to stop.” There’s also continuity in her racing journey, particularly through her partnership with Pirtek. “They’ve been with us forever, they sponsored Dad in the Supercars era, and now I get to represent them too. We’re running the Pirtek No. 45 to mark their 45th anniversary, which is so special,” she said. “They’re a generational business, and so are we. Some of the store owners’ kids are taking over now, just like I’m taking the reins from Dad. It’s all connected.” Despite her pedigree, Tabitha insists that the support she’s received has never felt conditional or performance-based. “Even from fans or people in the paddock it’s always been positive,” she said. “I think people understand that I’m learning. I’m trying to build something. And they’re on board with that. There’s not this constant comparison to Dad that you might expect.” Marcos Ambrose Won 2 V8 Supercars Titles When Cassandra asked about the differences between Australian and American racing culture, Tabitha offered an insightful breakdown. “America is just so driven. It’s like, ‘Let’s race. Let’s win.’ There’s this relentless push. Australia’s similar, but we’ve got more European influence — especially now with the F4 Australia series and stuff. It’s a bit more methodical. I’ve been lucky to experience both. And I think it gives me an edge.” While talking to Tabitha about her time in the U.S Cassandra referenced a very funny moment of Marcos Ambrose's career when he got the NASCAR broadcast team to try vegemite sandwiches. When asked if she has the same taste for Vegemite Tabitha laughed as she said “..I LOVE Vegemite, You’re not Australian if you don't like Vegemite”.  She also has plans that stretch well beyond Formula Ford. “I’m looking at dirt racing this summer,” she said. “I want to try the Little 600 or maybe the 500 cars. Just get sideways a bit. But long-term, I’ve got my eyes on Trans Am. I think it’s the perfect bridge to the U.S. If I can make it work, and I’m good enough, I want to end up there. Maybe even run some ovals. That’s the dream.” When talking about her time in Formula Ford Tabitha lit up when talking about the cars and what it takes to handle them. She really likes how they are lightweight and are low on grip so it provides some great racing and allows drivers to try different racing lines to battle and pass others. And the extra challenge of no power steering makes it even more fun. Maybe some Indycar or High Limits dirt racing is in her future. Many Great Australian Drivers Started In Formula Ford Her ambition is steady and focused, but there’s no bravado, just determination. And part of that drive comes from knowing she represents something larger than herself. As a young woman in motorsport, Tabitha knows she’s part of a growing movement, one that’s opening doors and shattering assumptions across the industry. “It’s so exciting,” she said. “When I raced karts in Tasmania, I was the only girl in my class. But now? We’ve got races like the Pink Plate all-girl karting events where you race your mates and just have fun. It’s all about building community. And it’s working.” She’s quick to credit the people around her. “The support in Australia has been amazing. I’ve never really had anyone say, ‘You shouldn’t be here.’ Everyone’s been great. And we’ve got so many women now in engineering, officiating, mechanics. It’s not just drivers. It’s everywhere.” Still, she doesn’t let that identity overshadow her goals. “When I put the helmet on, I’m a racer. That’s it. I don’t want to be ‘the girl racer.’ I want to be fast. I want to improve. I see someone set a quick lap, I want to beat it. That’s how I think. And the track doesn’t care who you are it just cares how you drive.” We also asked her what her view is when it comes to advancing women who are on the driver path. Is it better to have a scholarship system that will fund a driver in any series she wished to participate in or an all women championship like F1 Academy. In her response she said “I find it hard having a women’s only championship. Because I think for racing you just want to race against the best..” Which seems to be the sentiment. She didn't discount the work F1 Academy has done, but just thinks it would be better to integrate rather than segregate racing series. 2025 Is Tabitha's First Season In Formula Ford We were also able to add in some fan questions. One fan asked “Can you describe Formula Ford in 3 words?” Ambrose responded with “Open,Tough,Challenging” which shows the grit Australian racers have like her father Marcos, Will Power, and others have shown. Another fan asked “ What is the most challenging thing when competing in motorsport?” Tabitha reflected on the post race blues after having a tough race or session where you know you could have done something different. But the easiest part in her opinion would be the hard work she puts in. And yes we asked the most important question of all. Who’s her favorite character from Cars. Between Mater and Lighting McQueen, Tabitha selected the legendary Light McQueen. As the conversation wound down, it was clear that Tabitha Ambrose is building something not just a career, but a narrative that’s entirely her own. It’s one of joy, effort, evolution, and purpose. And it’s still just getting started. Marcos Ambrose Also Won Races In NASCAR “I don’t know exactly where I’ll end up,” she said. “But I’m gonna give it everything. One corner, one race, one season at a time.” Whether she ends up in a Trans Am paddock, dirt track oval, or top-tier formula series, one thing’s for sure: she’s not following anyone’s path. She’s carving her own. And that might just be the most Ambrose thing of all.

The Motorsports Industry Has Some Major Developments Across IndyCar, MotoGP, and Formula 1 The world of motorsports is in the middle of a significant shift, with transformative changes across multiple series that promise to shape the future of racing. From IndyCar’s next-generation chassis to Liberty Media’s finalized acquisition of MotoGP, and from Formula 1’s Thailand expansion to Juncos Hollinger Racing’s investor search, the global racing scene is evolving on multiple fronts. Here’s a breakdown of the four biggest developments rocking the motorsports world right now. IndyCar Unveils Bold 2028 Chassis Designed for the Future of Motorsports IndyCar’s future took a major leap forward at Road America with the announcement of a brand-new chassis set to debut in 2028. The Dallara-built machine will be lighter, sleeker, and infused with new technology to elevate both safety and competition. While maintaining signature IndyCar aesthetics, the new car reflects modern motorsports values appealing to younger fans while honoring the legacy of open-wheel design. President Doug Boles acknowledged that the DW12 has delivered strong racing and safety performance since 2012, but after significant add-ons like the aeroscreen and hybrid systems, it’s time for a fresh start. Engineers are now building a car from the ground up that can meet modern demands and future ambitions. At the core of the redesign are three key priorities: competition, powertrain development, and safety. The new chassis will be 85–100 pounds lighter than the current model, improving agility and acceleration across all four circuit types IndyCar races on superspeedways, short ovals, street courses, and road courses. Xtrac will continue as the transmission supplier, with a new gearbox shedding 25 pounds and integrating shared parts with the INDY NXT development series. IndyCar’s low-voltage hybrid unit, introduced successfully in 2024, will evolve in tandem with this chassis, offering more horsepower and longer deployment windows. On the safety side, drivers can expect an improved cockpit, integrated aeroscreen, and new roll hoop. With renderings and partner announcements still to come, IndyCar is clearly betting big on a new era of North American motorsports. Liberty Media's MotoGP Acquisition Gets Green Light, Reshaping Global Motorsports In Europe, the motorsports business saw a seismic shift as the European Commission officially approved Liberty Media’s $4.2 billion acquisition of Dorna Sports, the commercial rights holder of MotoGP. This final green light comes more than a year after the deal was first announced in April 2024 and clears the way for Liberty already the commercial owner of Formula 1 to now bring MotoGP under its umbrella. The EC determined that the acquisition wouldn’t harm competition in the European broadcasting market, despite some early concerns about Liberty’s dominant presence in motorsports media. With the acquisition completed, Liberty now owns 86% of Dorna, while longtime CEO Carmelo Ezpeleta and CFO Enrique Aldama will retain a 14% stake. A joint working group will begin operating from Madrid this July to align MotoGP’s future strategies with Liberty’s broader motorsports portfolio. Liberty intends to apply the same media savvy that elevated Formula 1’s global reach including projects like Drive to Survive  and the upcoming Brad Pitt-led F1: The Movie to the motorcycle racing series. The goal is to tap into untapped commercial potential, especially in underdeveloped markets like the United States. For Dorna, which has faced commercial stagnation in recent years, the acquisition signals a fresh start. With Liberty’s financial and media muscle, MotoGP could finally break into the global mainstream the way F1 has, solidifying its place in the upper echelon of international motorsports. Thailand Set to Host Formula 1 Race in 2028 as Global Motorsports Expansion Continues Formula 1 continues its international expansion with the Thai government submitting a formal proposal to host a Grand Prix in Bangkok starting in 2028. Following months of talks with F1 CEO Stefano Domenicali and the support of Thai Prime Minister Paetongtarn Shinawatra, the Thai cabinet has approved a $1.2 billion plan to stage a five-year event on a street circuit in the Chatuchak Park area of the capital. The project aligns with Thailand’s growing investments in tourism and is expected to generate major economic returns through job creation, tourism revenue, and global exposure. This marks a significant win for Southeast Asian motorsports fans, especially with Thai-British driver Alex Albon acting as a vocal supporter. Albon, the country’s first Formula 1 driver since the 1950s, has met with officials multiple times and believes the nation is well-positioned to host a world-class event. The proposed race could attract 300,000 fans over the race weekend and generate over $400 million in economic activity annually. It’s a key part of Liberty Media’s ongoing efforts to grow Formula 1 in new markets especially in Asia and the United States while also ensuring private-sector investment leads the way. With a memorandum of understanding already in place, and local media confirming government commitment, the Thailand Grand Prix is shaping up to be one of the most exciting new additions to the motorsports calendar. Juncos Hollinger Racing Seeks New Partner as IndyCar Team Builds for the Long Term Back in the U.S., one of IndyCar’s smaller but ambitious teams Juncos Hollinger Racing is actively seeking a new investor to join its ownership group. Co-owner Brad Hollinger, who helped resurrect the team in 2021, says he’s been shouldering nearly the entire financial burden and now wants to bring in a strategic partner to help scale operations and boost competitiveness. Despite positive momentum in 2025 including Conor Daly joining as a primary driver and Sting Ray Robb filling the second seat via a funded ride Hollinger says the next step for the team is serious investment in research, development, and technology. Guided by former F1 team manager Dave O’Neill, JHR has already enhanced its engineering staff and built out its commercial division. But for Hollinger, the big leap forward in motorsports requires capital. Plans include boosting simulator capabilities, increasing AI integration, and attracting top-tier talent to close the performance gap with IndyCar’s heavyweights like Penske and Ganassi. Hollinger, who still retains ties to Formula 1 through his past investment in Williams, is open to various forms of partnership whether private equity, individuals, or institutions. He’s also open to rebranding the team if the right partner comes aboard, following a model seen with Meyer Shank Racing or Rahal Letterman Lanigan. Juncos Hollinger Racing’s next chapter could hinge on finding the right ally in the ever-competitive motorsports landscape.

After an exciting race in Mexico City here are the updated NASCAR Power Rankings HM: Backing up his P2 at Michigan with a top 10 at Hermanos Rodríguez, Chris Buescher‘s quietly consistent season continues. However, due to SVG’s win and an impressive run from Alex Bowman, he drops from 14th to 16th on the cutline, despite increasing his point total to the line. Another solid run just might propel him into the top 10. 10th Just beating out his teammate, Ryan Preece slots in at the 10 spot. After winning a stage early on strategy, Preece had pit road mishaps late, driving through too many pit boxes during his final stop, sending him to the back. In the final 32 laps, Preece clawed back for a top 15, barely retaining a top 10 spot in our rankings. 9th Tyler Reddick’s lackluster season continues with a 20th place finish at Hermanos Rodríguez. However, you can never count this 45 team out, especially with where we’re headed next. Reddick at Pocono in the next gen car has a worst finish of 6th last year and a pair of runner ups in 2022 and 2023. If there’s ever a time for Reddick to turn it on, it’s now. 8th Chase Briscoe’s run of poles seem to be behind him, which might be a good thing. After 3 straight first place starting spots, Briscoe seemed to have zero race pace at Nashville and Michigan. A slow car on Saturday seemed to turn into a fast one come Sunday, and despite being caught up in Kyle Busch’s wreck on lap 7 and mowing down a tire barrier late in the race, he still walked away with a solid 7th place finish.  7th Ross Chastain had a quiet day Sunday, running middle of the road both in position and relative to his Trackhouse teammates. After locking up an additional 8 stage points, Ross heads to a difficult track for the 1 crew. While one solid run was tarnished by Denny Hamlin in 2022, the rest of Chastain’s runs at Pocono have been mid pack results. Ross still has zero top 10s at the Tricky Triangle, but he did finish 6th at another high speed track earlier this year, Michigan. 6th Chase Elliott may have had the best car on Sunday…if Shane van Gisbergen didn’t show up to the track. Restarting 11th with 32 to go, Elliott fought to the bottom step on the podium. Elliott heads to a place he’s won before (granted, thanks to a post race DQ from JGR teammates Kyle Busch and Denny Hamlin). The question remains whether this road course speed continues to the ovals or if Elliott is still a one-trick pony. 5th After winning at Nashville, Ryan Blaney has had a rough couple of weeks. After self spinning at Michigan, he mixed it up with Erik Jones and Chase Briscoe throughout the day, resulting in a 14th place run. However, if you’re a Blaney fan, you’ve got to feel good going to Pocono. Blaney has 2 victories at the triangle: his first ever win and the most recent race run at the track. 4th Denny Hamlin is coming off a win at Michigan and a literal no-show at Mexico City. After missing the previous race due to the birth of his son, Hamlin is heading to arguably his best track, Pocono. His 7 wins at the track are a record for both Pocono’s most and for Denny’s winningest track.  3th We never really got to see Kyle Larson on Sunday. After being taken out on lap 7 by Kyle Busch, Larson finished in 36th place. While his on track position didn’t show much, he did still manage to return to the track and set the fastest lap of the race, garnering him an extra point. Despite the crash, Larson still showed some speed in his 5 Valvoline Chevrolet. Still winless at Pocono, Larson looks for a rebound and his first top 5 at the track since 2022. 2nd What’s not to love about Christopher Bell right now? After a slow 31st place qualifying run, Bell rebounded Sunday for a 2nd place finish. Despite the fact that Bell has been somewhat quiet since his All Star win, his worst finish is only 16th in a fuel mileage race at Michigan. The other 3 races have all been top 10s. He’s also good at Pocono, too. He has the 4th best average finish at Pocono in the next gen car, with a worst finish of 12th and a best finish of 4th. 1st William Byron picks up yet another top 10 on the season. While race wins are few and far between this year, with his lone win coming at the season opener at Daytona, nobody has had more consistent speed than Byron. Byron’s last time up to the mountains resulted in a 4th place finish, and he’s started on the front row the last 2 years.

Mercedes F1 Driver George Russell celebrating his first win of the season at the Canadian Grand Prix at the Circuit Gilles Villeneuve (Mathieu Belanger/Reuters) George Russell wins the Canadian Grand Prix and picks up his first win of the season, his 4th in his career. Russell dominated the race from Max Verstappen and his Mercedes teammate Kimi Antonelli who joined him on the podium. On the opening lap, it was hectic with everyone scrambling for position as the lights went out, and heading into turns 8 and 9, Franco Colapinto and Alex Albon were side by side heading into the corner. With neither driver wanting to give up the corner, the Williams of Albon went wide into the grass and as he rejoined the track everyone scrambled and it was the Sauber of Nico Hulkenberg going passed everyone into the 9th position. On lap 11, Max Verstappen was asked about the conditions of his tires and he came over the radio "Yeah, not good, very fragile." Further into the race on lap 45 as the Aston Martin of Lance Stroll defended against Pierre Gasly, Stroll ever so slightly squeezed the Alpine Driver off the track, causing Gasly to use the runoff area into the final chicane, and because of that the stewards handed Stroll a 10 second time penalty. Later on in the race we saw the first two retirements being Alex Albon on lap 46, and Liam Lawson on 55, both due to mechanical failures.   As the laps continued to wound down towards the end, Lando Norris had caught Piastri and Antonelli who were racing for that last podium position. Lando Norris crashes out after contact with McLaren teammate Oscar Piastri (Photo by: Getty Images) However, chaos would ensue on the start of lap 67 as the McLaren teammates of Piastri and Norris would collide with Norris breaking his front wing and going into the wall after running into the back of Piastri. Norris took full responsibility from the incident "yep, I'm sorry, It's my bad. All my fault. Unlucky. Sorry. Stupid from me." With that incident, the full course safety car was displayed and with very little laps left, the race ended behind the safety car. Norris jumping out of his McLaren after crashing out of the Canadian Grand Prix (Photo by: AP) As the checkered flag fell, it was George Russell claiming the victory, Max Verstappen in second, and Kimi Antonelli in third. Antonelli claims his first career podium and becomes the third youngest podium scorer in F1 history at 18 years 9 months and 21 days, behind Lance Stroll and Max Verstappen. With Norris' DNF in the Canadian Grand Prix, he falls 22 points behind his teammate Oscar Piastri, the championship leader.

Pulling Power: F1 Academy Champ Joins Nissan Formula E Abbi Pulling continues her rise through the motorsport ranks with a major career move signing a multi-year contract as Nissan Formula E’s official rookie and simulator driver. Fresh off a dominant season in F1 Academy, Pulling has now cemented her place in a globally recognized electric racing outfit. Her role with Nissan will include rookie tests, simulator development work, and preparations for events throughout the Formula E calendar. The 22-year-old impressed Nissan leadership during the all-women’s test in Madrid last year, with team principal Tommaso Volpe citing her “speed, commitment, and professionalism” as key reasons behind the decision. Pulling’s versatility across series like W Series, British F4, and GB3 makes her a valuable long-term asset. For Pulling, this isn’t just another step up it’s a strategic pivot into one of motorsport’s most technologically advanced arenas. WEC Hypercar Era Extended to 2032 The World Endurance Championship’s current Hypercar era is set to run until 2032, giving manufacturers a decade-long window of stability. The LMH and LMDh regulations which govern the WEC’s top class have officially been extended in an effort to promote cost control and return on investment for manufacturers. This move, announced ahead of the Le Mans 24 Hours, ensures that the top tier of endurance racing won’t undergo a major regulation shift until at least the next decade. This extension is more than just paperwork it’s a vote of confidence in the Hypercar formula. It gives companies like Toyota, Ferrari, and Porsche more runway to develop and race their machinery without fear of shifting goalposts. The ACO and FIA have also hinted at the potential for more pro-am Hypercar involvement in regional series like the Asian Le Mans Series, potentially creating a more global and accessible prototype ecosystem. California’s EV Future Blocked as Trump Signs Emissions Rollback In a major regulatory shift, President Trump has signed off on repealing California’s ability to enforce its own vehicle emissions standards rules that ten other states had also adopted. The new federal resolution eliminates California’s Advanced Clean Cars II program, its mandate for increasing zero-emissions vehicle sales, and its truck emissions rules. The White House claims this will protect consumer choice and prevent what it calls a de facto national EV mandate. The response has been swift and polarizing. California and ten other states have already filed lawsuits to block the federal action. Governor Gavin Newsom called the move “illegal” and “reckless,” while environmental groups like the Sierra Club argue it’s a direct handout to fossil fuel interests. The outcome of this legal battle could significantly shape the future of clean transportation policy in the U.S. and the state’s ability to lead that effort. Hypercars to Join the Asian Le Mans Series The Asian Le Mans Series will welcome Hypercar entries from 2026 onward, further expanding the reach of the WEC’s top-tier machinery. While the initial grid is expected to be modest perhaps six cars in the first year the move signals a growing appetite for high-performance endurance racing in Asia. Stephane Ratel, who co-manages the series, emphasized that demand from teams and clients is already growing thanks to increased motorsport visibility in the region. This addition places Hypercars at the top of the Asian Le Mans Series hierarchy, ahead of LMP2 and LMP3 prototypes and GT3 cars. It’s a strategic expansion that aligns with the global popularity of LMH and LMDh platforms and opens new opportunities for teams looking to run competitive machinery outside Europe and North America.

Toyota Unveils New Prototype Toyota has pulled the covers off its boldest vision yet: the GR LH2 Racing Concept, a hydrogen-powered prototype that could one day reshape the future of endurance racing. Unveiled this week at Le Mans, the GR LH2 is Toyota’s next major step toward racing with liquid hydrogen not just experimenting in backrooms or test tracks, but going all-in on a path toward the 24 Hours itself. The car was developed at Toyota Gazoo Racing Europe in Cologne, Germany, and it uses the chassis from the GR010 HYBRID Le Mans Hypercar the same platform that’s helped Toyota dominate the World Endurance Championship in recent years. But everything else is a departure. While Toyota hasn’t shared specifics about the engine or hybrid setup, both are being developed in Japan at the company’s Higashi-Fuji Technical Centre. The purpose right now isn’t to race yet but it’s to learn. Kazuki Nakajima, chairman of TGRE, made the company’s goals clear: test the hydrogen combustion engine, understand how to build the refueling infrastructure, and expand the possibilities of liquid hydrogen in motorsport. There’s no confirmed debut date yet, but Nakajima said testing is “not far off.” Since 2021, it’s been running a modified Corolla in Japan’s Super Taikyu series using hydrogen combustion, and in 2023, a second-gen version debuted using liquid hydrogen a more energy-dense but more challenging form of the fuel. The GR LH2 brings that learning to the world stage. Back in 2023, Toyota first revealed the GR H2 Racing Concept and announced plans to race hydrogen at Le Mans. Originally aiming for 2024, the official debut has now been pushed back to 2028, partly due to regulation delays. But those hurdles are starting to clear. This week, the FIA approved its first safety regulations for liquid hydrogen use in racing, setting standards for refueling systems, leak detection, and pressure-tested compartments. Stroll Is IN For The Canadian GP Lance Stroll will be back in action this weekend at his home Grand Prix in Montreal, with Aston Martin confirming the Canadian has recovered from a hand injury that forced him to miss the Spanish Grand Prix two weeks ago. After experiencing worsening pain in his right hand during qualifying in Barcelona, Stroll withdrew from the race and immediately sought medical treatment. It’s now been revealed that he underwent a procedure to address lingering issues from a wrist injury he originally sustained in a cycling accident two years ago. Following the successful surgery, Stroll returned to the track earlier this week for a test session at Paul Ricard in France, where he completed laps in an older-spec F1 car. It was enough to convince both the team and medical staff that he was fit to race again. “I am excited to get back behind the wheel with the team for my home Grand Prix this weekend,” Stroll said. “I was always going to fight hard to be ready to race in front of the Montreal crowd. I’m feeling good after my procedure and put some laps in at Paul Ricard this week to prepare.” Aston Martin had already scheduled the test, and it turned out to be the perfect opportunity to evaluate Stroll’s condition ahead of the Canadian GP. The team clarified that his withdrawal from Spain was purely a medical decision, shutting down speculation that frustration over a tough qualifying or procedural missteps had played a role. Head of trackside engineering Mike Krack emphasized that Stroll, like most drivers, had likely been pushing through more pain than he let on. “Drivers want to drive. They do not want to be out,” Krack said. “We have seen it with Lance in 2023, when he fought his way back.” With Stroll now officially back, reserve driver Felipe Drugovich is off standby duty and free to compete in the Le Mans 24 Hours with Cadillac as originally planned. Is Colapinto In Trouble? Alpine’s game of revolving doors has reached another dizzying chapter. After just three underwhelming Grands Prix, Franco Colapinto’s place in the team has gone from promising to precarious, with advisor-turned-de facto team boss Flavio Briatore already casting shadows over the Argentine’s future. Despite the original announcement that Colapinto would be in the car for five races, Briatore quickly walked that back, claiming he never committed to any number at all. “If Colapinto is performing, he's driving the car. If not, we will see,” he told reporters in Spain a statement that left little to the imagination. It hasn’t helped that Colapinto’s start with Alpine has been rough. At Imola, his debut saw him misinterpret a radio call and breach pit lane procedure, resulting in a penalty before he even began a flying lap. That was followed by a costly mistake at Tamburello where a simple misjudgment left him parked in the barriers. In Monaco, he never escaped Q1 and spent the race struggling from the back, his pace muted and his result masked by strategy complaints. Spain brought more issues a technical glitch in qualifying and a race that ended with a 15th place finish, despite a Safety Car that offered an outside shot at points. The pressure is obvious, and Briatore has done little to ease it. Alpine, already a team mired in executive shakeups and murky direction, seems intent on keeping everyone including its own drivers guessing. Jack Doohan, who started the season in the car, is still in the mix, and the paddock rumor mill has only accelerated talk of replacements. One speculative link to Sergio Perez has surfaced, though sources suggest it's more fantasy than fact. Perez is said to be focused on a future with Cadillac, not battling in Alpine’s midfield muddle for the rest of the year. Toprak Makes The Jump After years of speculation and mounting fan anticipation, it’s finally happening—Toprak Razgatlioglu is headed to MotoGP. The Turkish star, a two-time World Superbike champion, will step up to the premier class in 2026, riding for the Prima Pramac Yamaha MotoGP Team. The announcement arrived earlier than expected, landing on Tuesday rather than during the upcoming Italian Grand Prix weekend. But given the gravity of the news, Yamaha clearly couldn’t wait. Razgatlioglu has long been one of the sport’s most electrifying riders, a showman with a daring style and a relentless drive that’s carried him to 63 WorldSBK wins and two titles—first with Yamaha in 2021, and then again in 2024 after a short stint with BMW. His return to Yamaha marks a full-circle moment and finally delivers on a move that fans and insiders alike have been calling for since his breakout season nearly five years ago. Yamaha confirmed the signing in a statement that praised his extraordinary talent and framed the move as a pivotal piece of their MotoGP strategy. “Having Razgatlioglu step up to MotoGP and join the factory-supported Prima Pramac Yamaha MotoGP Team… is a strategic decision that allows the Turkish rider to showcase his unique talent at the pinnacle of motorcycle racing,” the announcement read. Toprak’s time in WorldSBK, particularly during his four-year run with Yamaha between 2020 and 2023, was nothing short of dominant. He racked up 37 wins and took Yamaha to the top of the championship in 2021, ending Kawasaki’s reign and dethroning Jonathan Rea. He became the most successful Yamaha rider in Superbike history in the process, which made his decision to leave for BMW in 2024 all the more surprising yet even there, he returned to the top of the standings. For Yamaha, getting him back is more than just a personnel move. It’s a statement of intent. Paolo Pavesio, Yamaha’s managing director, made that clear: “His transition to MotoGP is both a 'homecoming' and an exciting new challenge… His fighting spirit and determination are a perfect fit for both the Prima Pramac Yamaha MotoGP Team and Yamaha's bold MotoGP strategy.” Still to be confirmed is who will line up alongside the 28-year-old in 2026. All signs point to Jack Miller who is currently riding for Pramac as Razgatlioglu’s likely teammate, with Miguel Oliveira expected to make way. That pairing would give Pramac a fascinating blend: the aggressive, hard-braking Toprak alongside the more calculating but quick Australian, both gunning to bring Yamaha back to prominence in a class it once dominated. There’s a lot to unfold between now and 2026, but one thing’s for certain: Toprak Razgatlioglu’s long-awaited MotoGP debut is coming, and it’s going to be worth the wait.

For young drivers trying to rise through the ranks, the path to success is rarely a simple journey up the motorsport ladder. In the case of Jess Edgar , a name you may know from watching F1 Academy, her story is a real-world example of what it takes to make it in an increasingly competitive and costly racing world. Jess Edgar had 35 starts in F1 Academy and won 1 race Jess hails from a racing family in the UK, where motorsport is more than just a passion it’s a tradition. Her dad and uncle both raced, and her cousin, Jonny Edgar , has made a name for himself in FIA F3. But it was Jonny, closest to Jess in age, who lit the initial spark. “Because Jonny is close to me in age, I always looked up to him,” Jess explains. “From starting at 4 years old, I always wanted to be like him.” Her early racing years were defined by karting and a dream to follow that same trajectory toward the upper levels of single-seater racing, a dream she pursues with grit and focus. That dream led her to the F1 Academy , an all-female series launched by Formula 1 in 2023 to help bridge the gap between karting and higher levels of car racing for women. Jess competed in the inaugural season and returned for a second year, gaining valuable experience racing on some of the world’s biggest stages. “F1 Academy was a huge point in my career,” she says. “Getting to race on the global stage with the other girls was an amazing experience that I won’t forget.” But Jess also notes that she was often on the back foot compared to some of her peers. “A lot of the other girls competed in other championships alongside F1 Academy or did a winter series, whereas I only did the F1 Academy. I would say I was always the slightly less experienced driver in my two years. I really enjoyed my time, and I think I learned massive amounts.” Jess raced for Carlin/Rodin in both F1 Academy seasons That insight speaks volumes about the current debate around how best to develop women racing drivers. When asked whether she thinks all-female series like F1 Academy and W Series are the right approach, or if a scholarship system or fund that allows women to race in any series they choose would be better, Jess gave an answer rooted in the reality most drivers face: “To be honest, I don’t have an answer for this question. I think just any track time is a good way to develop.” And she’s absolutely right. While structure and visibility matter, the currency of progress in motorsport is time in the seat. So there are pros and cons to both approaches. This conversation has become especially relevant as the sport works to address gender diversity and equal opportunity. While the F1 Academy  has provided unprecedented exposure for women in racing with races on Formula 1 weekends, increased media coverage, and support from F1 teams it still operates within a larger system that favors those who can afford more track time. Jess’s candid reflections point out the hard truth: development opportunities are not distributed evenly, even within developmental series. Jess took part in a Formula E test in 2024 That lack of additional mileage isn’t about ambition it’s about budget. And in 2025, Jess is facing that reality head-on. “My goal was always F1, but this year I have had to take a step back and be more realistic,” she admits. “I am currently taking a year out of car racing while I find the budget to go again for 2026. My aim would be just to be paid to race.” Her honesty reflects a truth often overlooked: while talent matters, racing at any high level requires immense financial backing. Without sponsorship or team funding, even the most talented drivers can find themselves parked on the sidelines. Still, Jess isn’t stepping away entirely. She’s is racing KZ2 karts one of the most physically demanding categories of karting and is also looking to complete tests in GT cars to broaden her experience. “My 2025 plans are to try and do some car testing, in GTs, and I am racing KZ2 this year to help keep sharp,” she says. This adaptability is vital, especially as she explores her future across multiple disciplines. Her long-term goals have shifted slightly from her childhood F1 dream, but now her focus is on securing paid drives, whether in GT, endurance racing, or something entirely new. On the subject of new frontiers, Jess hasn’t ruled out switching to American-style oval racing. “I am not sure if I would make the switch to NASCAR,” she says thoughtfully. “It depends on opportunities. It would be cool to have a go on an oval.” Her openness to various series shows her versatility a mindset becoming more necessary as drivers seek sustainability in their careers. When asked who she models herself after on or off the track, Jess had a simple answer: no one. “I would say I am just myself on and off track. I don’t really try to be like anyone else.” It’s a response that captures her quiet determination and refusal to play into racing clichés. She doesn’t have a favorite driver, either she just likes watching her brother and cousins compete. Motorsport for her is still very much a family affair, even as she works toward building her own distinct legacy. There’s a humility to Jess that stands out in today’s high-gloss racing environment. When asked what misconceptions fans might have about her, she admits, “I am not sure what misconceptions fans might have about me, to be honest.” And when imagining a world where she wasn’t a race car driver, she’d still find a way to be in the motorsport world. “If I wasn’t a driver, the career path I would follow would be to still be involved in motorsport somehow.” When we asked her for a bucket list of tracks she would want to race at she named some of racing’s most prestigious venues. “I would love to race at Monaco, Le Mans, and I ticked off Zandvoort in 2023,” she says proudly. And perhaps the most fun scenario of all? Sharing a car with her cousin Jonny. “I would love to share a car with Jonny if he’d trust me! It would be super cool if we could share a car one day.” Whether it’s GT endurance, a wildcard entry into something unexpected, or even a homegrown Edgar family team, it’s a pairing that would be really cool to watch. As the motorsport world continues to debate how best to foster female talent through controlled development series, open sponsorship support, or a mix of both, Jess Edgar’s story remains a critical reminder. Seat time is what matters. Sponsorship is still a gatekeeper. And young women like Jess aren’t asking for handouts they’re asking for laps.

From legendary corners and elevation changes to insane speeds that create amazing fan atmospheres, racetracks are the true soul of motorsports. These venues are the battlegrounds where history has been created Formula 1, NASCAR, WEC, or and other great series. Before we count down the top 10 greatest race tracks in the world, here are the honorable mentions. Honorable Mentions Road America ( Wisconsin, USA) Road America is one of North America’s oldest and most respected road courses. Stretching 6.5 km (4.0 miles) through the woods and hills of Wisconsin, its fast straights and sweeping corners make it a favorite for both drivers and fans. Hosting events like IndyCar, IMSA, MotoAmerica, and NASCAR, it offers multiple overtaking zones and thrilling finishes. The circuit can accommodate around 100,000 fans across general admission areas and temporary seating, offering a true festival atmosphere during race weekends. Red Bull Ring (Austria) Nestled in the Styrian mountains, the Red Bull Ring is short but spectacular. At just 4.3 km (2.6 miles), its layout features long straights and heavy braking zones ideal for overtaking and great battles. The track is home to the Formula 1 Austrian Grand Prix, MotoGP, and DTM events. Owned and operated by Red Bull, it’s one of the most modern venues on the calendar and can host over 40,000 fans. The elevation changes and picturesque scenery make it a standout among Europe’s newer circuits. Fuji Speedway (Japan) Fuji Speedway sits in the shadow of Mount Fuji, and its beautiful view alone could earn it a place on this list. But the track itself is equally revered with a 1.5 km (.93 Miles) main straight, tight technical sectors, and a mix of high-speed and low-speed corners. It’s a cornerstone of the World Endurance Championship and home to Super GT races and Japan’s top-tier motorsport events. Fuji has hosted Formula 1 in the past and today can welcome over 110,000 spectators. It blends Japan’s love for motorsport with its iconic natural landscape. Now, let’s count down the best of the best the Top 10 race tracks in the world in our opinion. 10. Mount Panorama Circuit (Australia) Mount Panorama is unlike any other circuit on the planet. Located in Bathurst, New South Wales, it operates as a public road for most of the year until it transforms into a battleground during the Bathurst 1000. Spanning 6.2 km (3.8 miles), it features a staggering 174 meters of elevation change, blind corners, and the infamous Skyline and The Dipper. While it can hold roughly 50,000 in formal seating, thousands more pack into campgrounds and temporary viewing zones. The Supercars Championship calls Bathurst its crown jewel, and no racing fan's bucket list is complete without it. 9. Circuit Autódromo José Carlos Pace (Brazil) Often simply called Interlagos, this São Paulo track is a fan favorite in Formula 1 thanks to its unpredictable weather, elevation changes throughout the track, and dramatic late-season showdowns. At just 4.3 km (2.6 miles), it’s compact but packs a punch, with a mix of flowing corners and high-speed zones. The passionate Brazilian crowd brings an electrifying atmosphere, and the track has hosted pretty much everything from F1 to Brazilian Stock Car and endurance races. Interlagos holds around 60,000 fans and continues to deliver thrilling moments on a global stage. 8. Autodromo Nazionale di Monza (Italy) Known as the “Temple of Speed,” Monza is one of the most iconic circuits in Formula 1 history. Built in 1922, it features long straights and high-speed corners that push F1 cars to their limits, with average lap speeds often exceeding 160 mph (260 km/h). Home of the Italian Grand Prix, Monza regularly welcomes over 100,000 passionate fans, most of them fervent Ferrari supporters known as the Tifosi. Beyond F1, it hosts the World Endurance Championship and GT World Challenge events. The old banking remains as a reminder of its dangerous past, adding to the aura of its racing history. 7. Indianapolis Motor Speedway (USA) The Indianapolis Motor Speedway isn’t just a racetrack it’s a global sporting monument. The 2.5-mile (4.0 km) oval is the site of the Indianapolis 500 , the biggest single-day sporting event in the world, with over 300,000 fans packing the stands and infield. Opened in 1909, it also includes a 4.2 km (2.6 mile) road course used for the GMR Grand Prix, sports car races, and previously, Formula 1 which many fans want to bring back. IMS blends tradition and spectacle like no other. From IndyCar to NASCAR, it remains the ultimate proving ground for speed and bravery. 6. Silverstone Circuit (United Kingdom) The spiritual home of British motorsport, Silverstone has evolved from a WWII airfield into one of the most historic and technically demanding racetracks on the Formula 1 calendar. The 5.8 km (3.6 mile) circuit features a combination of fast-flowing corners like Maggots and Becketts makes drivers feel like they are fighter pilots with high-speed straights that test balance and commitment. Silverstone hosts over 150,000 fans during British Grand Prix weekends and also supports MotoGP, British Touring Cars, WEC, and Formula E. It’s a perfect blend of modern racing and historic prestige. 5. Nürburgring (Germany) Few tracks have the mythos of the Nürburgring. The original Nordschleife “North Loop” spans a staggering 20.8 km (12.9 miles) through Germany’s Eifel mountains and features 150+ corners with elevation changes that challenge even the best. Known as “The Green Hell,” it’s considered too dangerous for F1 today but remains central to GT racing and time attack culture. The Nürburgring also features a more modern Grand Prix circuit, hosting rounds of DTM and endurance racing. It can host up to 150,000 fans and remains a rite of passage for drivers and enthusiasts around the world. 4. Daytona International Speedway (USA) Daytona is to stock car racing what Silverstone is to Formula 1 iconic, the birth place of a series, and legendary. Opened in 1959, its high-banked 2.5-mile oval is home to the Daytona 500 , NASCAR’s biggest race of the year. The infield road course layout adds variety for events like the Rolex 24 at Daytona , part of the IMSA WeatherTech SportsCar Championship. Daytona regularly attracts over 100,000 fans and represents the beating heart of American motorsport, where raw power and slipstream battles dominate. 3. Suzuka Circuit (Japan) Designed by Honda and opened in 1962, Suzuka is the only figure-eight track in Formula 1, and it's revered by drivers for its balance of technical corners and high-speed challenges. Spanning 5.8 km (3.6 miles), it includes famous corners like 130R, the Spoon Curve, and the Degners. Suzuka has hosted legendary F1 moments, including multiple championship deciders. The track also features on the Super GT and Super Formula calendars, with a capacity of up to 155,000 fans. Japanese racing culture shines at Suzuka, where tradition meets modern engineering. 2. Circuit de la Sarthe (France) Le Mans isn’t just a track it’s an event. The 13.6 km (8.4 mile) Circuit de la Sarthe combines permanent racing sections with public roads to host the 24 Hours of Le Mans , the crown jewel of the FIA World Endurance Championship. Over 250,000 fans pack the venue each June to watch cars scream down the Mulsanne Straight. It’s a test of speed, endurance, and engineering and for many drivers, winning Le Mans is as meaningful as taking home a Formula 1 or Indy 500 title. 1. Circuit de Spa-Francorchamps (Belgium) Ask any driver for their favorite track and more often than not, they’ll say Spa. This 7.0 km (4.35 mile) circuit in the Ardennes forest is pure racing perfection. From the blind crest of Eau Rouge-Raidillon to the sweeping Blanchimont and the tricky La Source hairpin, Spa tests every aspect of a driver’s skill. Weather can shift dramatically across the circuit’s length, often producing chaos. It hosts the Belgian Grand Prix, Spa 24 Hours, WEC, and GT World Challenge. With room for around 70,000 fans, Spa is a cathedral of motorsport. There's a reason it's on many drivers bucket lists.

You might recognize 20 year old Isabella Robusto from Toyota commercials or watching her in ARCA races. But behind the helmet is a young driver with grit, talent, and a deep commitment to perfecting her craft. Her racing story started well before. “When I was 12, I was part of the Rev Racing Drive for Diversity program,” Robusto recalls. “That was a Toyota team at the time, though they were switching to Chevy the year I left. But Toyota stuck with me. They believed in me early, and that meant something. I knew how strong the TRD development program was, and I’m so thankful they invested in me and gave me a clear path forward.” There was interest from other OEMs too Ford and Chevrolet were both in the mix but for Isabella, but the choice wasn’t just about the logos or who was offering the most money.  “It came down to support and culture,” she says. “TRD felt like family. They weren’t just looking for results; they wanted to grow me as a driver and as a person. Their long-term vision and the people behind the scenes really clicked with me. It wasn’t just about now—it was about the big picture.” Robusto’s commitment to becoming a well-rounded racer includes a growing presence in sports cars, something that came together naturally between her and Toyota. “I’ve always loved road racing, and TRD supports drivers who want to get experience across disciplines,” she says. “Getting into a GT4 car this season was exciting, and they were all for it. It’s definitely helped sharpen my skills in ways that carry over to stock cars.” Her versatility reflects a bigger-picture mindset, and that includes how she sees the development of female drivers in motorsports. We asked what in her opinion is better for up and coming woman drivers, something like the F1 Academy series or a scholarship based program. “I really believe in scholarship or funding systems over women-only series,” she says. “I want to race against the best, no matter who they are. Having support to compete in the top mixed-gender series is the bigger opportunity. But I’ll say this if a women-only series is done right, it can absolutely help drivers build confidence and seat time.” With more eyes on her every year, Robusto is aware of how fans perceive her and what they sometimes get wrong. “People think everything’s just been handed to me, or that I’m just a ‘marketing driver’ for TRD,” she says. “But they don’t see the grind the hours in the gym, breaking down data, simulator time, traveling, working with my team. There’s so much more that goes into this than just showing up on race day.” Off-track, she’s relatable and sharp, with a refreshing amount of humility for someone with Cup Series aspirations. She’s also got strong opinions especially when it comes to racing heroes. When asked about her favorite drivers to watch she said “Max Verstappen, his smoothness and how calculated he is, it’s insane. Then there’s Kyle Larson, just raw talent and adaptability. Watching guys like that push the limit in totally different ways is inspiring.” When it comes to her next steps, we asked about a move to Trucks in the future. “There’s a plan in place that Toyota and I both feel really good about,” she says, without giving too much away. “It’s all about helping me grow and move up the ladder the right way.” Ask her who’s had the biggest impact on her career so far, and she doesn’t hesitate. “My family. They’ve supported me since the very beginning since the go-kart days. And Jack Irving at TRD has been huge. He believed in me when I was still this little girl racing, and when it mattered most, he had my back.” Among her favorite tracks, Daytona stands tall. “That one was emotional,” she says. “A dream come true.” She also talked about Sonoma and COTA. “Sonoma’s super technical, and COTA just flows it’s such a rhythm track, and it forces you to be precise.” During COVID, she found a second passion: cycling. And when we asked about how she got started and a possible appearance in the Tour de France Femmes Robusto responded with “It started as a way to stay in shape off-track, but I fell in love with it,” she says. “Tour de France Femmes? Never say never but for now, I’m focused on four wheels!” She’s also focusing on herself more this year, especially when it comes to mindset. “One of my goals is to actually celebrate the small wins instead of always jumping to the next thing,” she says. “I’ve also been working on staying present and not being so hard on myself after a bad lap or race.” Isabella prefers to be hands-on when it comes to the technical side, too. “I’m not a mechanic, but I want to understand the car not just drive it,” she says. “I work closely with the engineers, especially on the simulator. I love digging into the setup side and how it affects feel.” We then asked her about if young driver get too caught up in reading the Data and if that can affect their growth. “Stats and data are helpful, but if you’re staring at a screen thinking about lap time more than feel, you’re missing the point. Driving is about rhythm, instinct, connection to the car. Data should be a tool, not the answer.” As for what she hopes her legacy looks like? “I want a Daytona 500 win, a Brickyard 400, a ROLEX 24 trophy, and a Cup championship. That’s the dream,” she says with a grin. “But I also want to open doors for others especially young women coming up through the ranks. I want people to say, ‘She made a name for herself, and she helped others do the same.’” You can catch Isabella racing in the ARCA Menards series driving the 55 Toyota Camry for Venturini Motorsports.

The 2025 24H of Le Mans are nearly here. After 2 great editions in 2023 and 2024, the Circuit de Le Sarthe is ready to deliver another race to remember for all the racing fans. So, as we get closer to the race, let's talk about the 2025 24H of Le Mans participants in each class and the things we should look out for. We have to begin with the main talking points arriving at Le Mans, Ferrari . They come not only from winning the last 2 24Hs, but also from winning all of the 2025 FIA WEC events in the Hypercar class. The #51 Ferrari AF Corse is the current championship leader with 2 wins and a 3rd place in the bag. Close behind them are another 2 Ferrari's however, the #50 and the #83. While the #50 driven by Antonio Fuoco, Miguel Molina and Nicklas Nielsen got a great start to the season, a mishap at Imola saw them finish 15th, losing valuable points to their sister car. Then we have the "Giallo" AF Corse which, while it isn't considered an official Ferrari entry, it is as close as you can get to one. They had another great start to the season finishing 2nd and 4th in the first 2 races, but had a tough time at Spa where they couldn't get a single point. They are, understandably, the favourite brand to take the overall win at Le Mans, but they will have to fight it big time. Ferrari takes the 2023 24H of Le Mans win after +50 years. Media: Wikipedia Commons Toyota have won 5 times consecutively at Le Sarthe from 2018 to 2022 while being runners-up twice in the last 2 editions. They have suffered a lot during the last 2 seasons thanks to a seemingly unfair Balance of Performance treatment in most weekends, but they haven't given up yet. Currently 4th and 10th in this year's championship, both the GR010s have been pretty consistent, scoring decent points each weekend and not finishing lower than 7th. Le Mans is their special circuit though, the track where they can shine the most even if they don't have the pace to win. It was proven last year where, even though they had no right to fight for the win whatsoever, they still managed to be in said fight up until the end. This season they have struggled a bit more in 2024, but with the small BoP break that they have been given, we might see the Japanese fighting for the top step again. Alpine have been the big surprise this season. After a somewhat inconsistent 2024 season where the French could only take 1 podium at Fuji, they managed to bounce back in style, taking a 3rd place in the last 2 events at Spa and Imola with the #36 car driven by Jules Gounon, Mick Schumacher and Frédéric Makowiecki. They have had great pace in their last few races, but we still don't know how well they might perform at Le Mans, as last year in their debut both cars ended on the DNF list after just 6 hours. This year though it looks like they will be able to bounce back in amazing fashion, with 2 great line-ups in the #35 and #36. Alpine A424 at the 2024 24H of Le Mans. Media: Wikipedia Commons We then have last year's favourites and world champions, Porsche . They have had a pretty underwhelming 2025, with a highest finish of 8th in the Qatar season opener, a great contrast compared to last year's wins. The BoP has been their worst enemy this season, not being able to show their potential and having to settle on a constant fight for a Top 10 finish. Last year at Le Mans they grabbed pole position and finished in 4th place with their best car, but it now seems like that was a whole different story. Their now-typical IMSA entry #4 will return to the grid this year driven by Felipe Nasr, Nick Tandy and the latest Formula-E World Champion, Pascal Wehrlein. They will join the two Porsche Penske entries, the #5 and #6, as well as the privateer #99 Proton. Last year the German/American dream was close to perfecting with the 24H of Le Mans and Petit Le Mans being the only 2 big races that they couldn't win. While this year they are far from being as dominant as they were last time, they will try to make up for this year's disaster and win the big Le Sarthe classic. And it keeps going, this time with BMW . They have been another pretty consistent outfit, just like Toyota. They got a podium with the #20 at Imola and have been fighting for the top spots in every race. Last year at Le Sarthe things didn't go to plan for them, including one big crash from Dries Vanthoor in the #15 with Robert Kubica. However, this season it seems like they have been able to change the narrative from their story, and will be looking towards putting up a challenge at Le Mans. Cadillac have suffered quite the change compared to last season in a new factory team in Hertz Team Jota after CGR's departure at the end of 2024. A somewhat unstable beginning of the season was helped by a great result with both the #12 and #38 JOTAs at Spa, giving them some hope before Le Mans. During the last 2 seasons they have done quite well over the French circuit with some great pace from time to time. This time around it'll be 4 V-LMDh cars in the garages which could be quite helpful for the American, but we must wait to find that out. Peugeot has also suffered some struggles lately. A pretty slow start to the season in terms of results and their future still floating around means that they'll have to pick up the pace if they want to remain in the FIA WEC. 2024 was a pretty bad year for the French lion at Le Mans as they lacked a lot of pace during the weekend. That however seems like it won't matter that much, with a quite drastic 9kg taken away from them compared to last year's 24H of Le Mans. That change means they officially have the biggest BoP change compared to last year, and in a positive way too. Writer's prediction? Keep an eye out for them, I truly think that they will be this year's underdogs... Peugeot at the 2023 24H of Le Mans. Media: Wikipedia Commons And finally in the Hypercar class we have the newcomers Aston Martin . If we are completely honest, no one should expect anything from them this time around. As much as that V12 roars and makes people fall in love with the sound, it cannot make up for the car's lack of performance. While we saw a positive effect at the last race in Spa getting closer to the points, it still seems quite the longshot to think that they will be fighting for a Top 10 at Le Mans… Now, while all eyes are looking at the Hypercar class, it isn't the only class that will race at Le Mans this year… First we have the second prototype class, LMP2 . While it has now pretty much become a single-make class, it uses one of the best racing cars ever built, the Oreca 07 LMP2. Now, the LMP2s will be a weird sight for those who watch the FIA WEC normally as they do not race there full-time. Their story goes a long way back, but long story short, they will race at Le Mans this year. Not only that, but they are also divided in two subdivisions, Pro and Pro/Am . #80 AF Corse LMP2 running at the 2023 24H of Le Mans. Media: Wikipedia Commons Usually there are some favourites for the win, and this year is no exception. In the Pro division we have two clear favourites in the #18 IDEC Sport driven by Jamie Chadwick, Mathys Jaubert and André Lotterer, as well as the #22 United Autosports driven by Renger Van der Zande, Pietro Fittipaldi and David Heinemeier. Meanwhile in the Pro/Am class there are also some big names and favourites in the #29 TDS Racing with Rodrigo Sales, Mathias Beche and Clément Novalak, and in the #23 United Autosport with Daniel Schneider, Oliver Jarvis and Ben Hanley at the wheel. And finally in the racing classes we have LMGT3 . This season has been surprisingly level in this category, mainly due to Porsche's drop off compared to last year's domination over the rest of the field. Arriving at Le Mans it's currently the #33 TF Sport Corvette which leads the way. However, Ferrari have been quicker lately, including a win in the last race with the #21 AF Corse . Not only that, but the Akkodis ASP Lexus outfit have shocked most of the paddock this season, taking a 3rd place at Imola and another 4th place at Qatar with the #78 car. Valentino Rossi driving his #46 BMW M4 LMGT3 in the 2024 24H of Le Mans. Media: Wikipedia Commons It seems like LMGT3 has finally reached a point where it is nearly impossible to predict who might come out on top on each race weekend (without including Mercedes ' problems during their year back in the FIA WEC), so predicting who might come out on at Le Mans could be harder than winning a game of bingo in a lost town in the middle of Spain. The tension is rising as well as the excitement too as we get closer to the 93rd edition of the 24H of Le Mans. Everything is still up in the air with fans and teams both hoping for yet another Le Mans classic.