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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.

Connor Zilisch Expands NASCAR Cup Series Schedule With Trackhouse Racing Connor Zilisch, one of NASCAR’s brightest young stars, is set to make two more NASCAR Cup Series appearances in 2025 as Trackhouse Racing continues to build his experience at the sport’s highest level. The 18-year-old will race at Atlanta Motor Speedway on June 28 and Watkins Glen International on August 10, adding to his growing Cup résumé. Zilisch debuted in the Cup Series earlier this year at Circuit of the Americas (COTA) with sponsorship from Red Bull, piloting the No. 87 Chevrolet. At COTA, Zilisch showcased impressive speed, qualifying 14th on debut a noteworthy feat against a field of seasoned Cup veterans. However, his race ended prematurely after getting caught up in a mid-race crash with Trackhouse teammate Daniel Suárez. He completed 49 of 95 laps before retiring and was ultimately classified in 37th place. Despite the result, the outing demonstrated his raw pace and potential on road courses. Zilisch returned to Cup competition for his oval debut in one of NASCAR’s crown jewel events the Coca-Cola 600 at Charlotte Motor Speedway. Starting 33rd, he spun after mid-race contact with seven-time champion Jimmie Johnson but managed to avoid major damage. Zilisch recovered to finish 23rd, completing the grueling 400-lap race and earning valuable track time as teammate Ross Chastain drove to victory. Trackhouse Racing will again field a fourth entry for Zilisch in his next two Cup starts. Atlanta will present a fresh challenge, as the speedway’s reconfiguration has made it a hybrid between a superspeedway and intermediate oval. Watkins Glen, however, should be a more familiar setting it’s where Zilisch captured his first career NASCAR Xfinity Series win, and he’ll return there with added confidence and familiarity. Zilisch currently sits fifth in the Xfinity Series regular season standings, despite missing the Texas race due to a minor back injury suffered in a Talladega crash. He secured a playoff spot with a win at COTA and has continued to improve on oval tracks, recently posting consecutive runner-up finishes at Charlotte and Nashville. His growth curve has been steep, and with Red Bull and Trackhouse backing him, Zilisch is rapidly emerging as a future Cup Series mainstay. With Cup and Xfinity Series experience under his belt, and Red Bull invested in his development, Zilisch’s accelerated path to the top tier of NASCAR is gaining momentum. As Trackhouse continues to field extra entries for its developmental talent, Zilisch’s performance in these upcoming races will be closely watched by industry insiders and fans alike. Cam Waters and Thomas Randle Commit to Tickford Racing Through 2027 Cam Waters has removed himself from 2026’s Supercars silly season speculation by officially re-signing with Ford outfit Tickford Racing. The announcement ends speculation about a potential switch to a rival General Motors-backed team and reinforces Tickford’s lineup with one of the championship’s most established contenders. Waters’ new deal runs through the 2027 season, with an option for a third year. Waters, 30, is currently fourth in the 2025 Supercars standings and has been a staple of the Tickford program since his Super2 Series title in 2015. His decision to remain with the team was described as one rooted in loyalty and a shared ambition to chase a championship title that has so far eluded him. “We’ve got unfinished business,” Waters said in the team’s announcement, emphasizing his belief in Tickford’s long-term potential. Joining him in re-upping with the team is Thomas Randle, who sits sixth in the current championship standings. Randle has grown steadily since joining Tickford’s main game operation in 2022 and, like Waters, has longstanding ties to the organization. “Tickford is where I got my start, not only in Super2 but in Supercars,” Randle said. “We’ve done some pretty cool things together, and I can’t wait to continue this journey.” Tickford CEO Simon Brookhouse hailed the dual signings as a pivotal moment for the team. “Locking in Cam and Thomas for the next two seasons gives us consistency, leadership, and talent behind the wheel,” Brookhouse said. “Their commitment reinforces the direction we’re heading as a team and puts us in a strong position to target both the drivers' and teams' championships.” Waters’ and Randle’s extensions mark a vote of confidence in Tickford’s long-term competitiveness amid shifting dynamics in the Supercars paddock. With the Gen3 platform continuing to evolve and teams seeking lineup stability, Tickford’s decision to retain its top two drivers ensures continuity during a transformative period for the sport. Supercars returns to action this weekend at Wanneroo Raceway in Perth. It will be one of the final visits to the track before it’s replaced by a new street circuit in 2027. With momentum and new contracts in hand, both Waters and Randle will be eager to add to their strong 2025 campaigns. Kyle Larson Withdraws from Adelaide Supercars Finale In an unexpected twist, Kyle Larson has withdrawn from the 2025 Adelaide Supercars Grand Final, abandoning plans for what had been touted as a high-profile crossover appearance. Larson, who had been in advanced talks with PremiAir Racing and the South Australian Motorsport Board, was slated to drive as a wildcard entrant and compete in both Supercars and sprintcar events in the city. The news comes just weeks after Larson’s grueling attempt at the Indianapolis 500 and Coca-Cola 600 doubleheader, which ended in frustration with crashes in both races. While Larson had publicly expressed excitement about competing in Adelaide, citing it as a “bucket list” opportunity, the decision to pull out suggests scheduling and physical strain may have proven too significant a barrier. Larson's withdrawal is the second consecutive year in which a top NASCAR driver has pulled out of the Adelaide event at the eleventh hour. In 2024, Kyle Busch had been scheduled to compete with a Triple Eight-prepared Camaro but also failed to appear. The event, which falls outside of the traditional NASCAR calendar, remains one of the few international races realistically accessible for Cup Series stars. The decision is a blow to organizers, who had hoped Larson’s involvement would further raise the profile of the event and continue a trend of U.S. crossover interest following Shane van Gisbergen’s successful move to NASCAR. Larson, one of the sport’s most versatile and respected racers, previously won the High Limit sprintcar finale in Perth and remains a fan favorite in both dirt and asphalt disciplines. Despite the setback, Larson remains open to future international competition. He has spoken positively about Supercars and maintains respect for drivers like van Gisbergen, acknowledging the level of talent in the Australian series. Whether another opportunity arises in 2026 remains to be seen, especially as Larson reconsiders the intensity of his motorsports calendar following a physically demanding year. The Adelaide Supercars finale remains a marquee event on the calendar and is still expected to draw significant interest, even without a U.S.-based superstar on the grid. Organizers will now look toward alternative ways to boost international appeal heading into future seasons. Lance Stroll’s Canadian GP in Doubt After Spanish GP Withdrawal Lance Stroll’s immediate Formula 1 future is in question following his withdrawal from the Spanish Grand Prix due to complications stemming from a previous wrist injury. Aston Martin confirmed that the Canadian driver experienced a flare-up of pain related to his 2023 cycling crash, which originally left him with two fractured wrists and a broken toe ahead of last season’s opener. Stroll had qualified 14th for the Spanish Grand Prix before team doctors decided to sideline him just hours ahead of the race. Aston Martin later announced that he had undergone another medical procedure and would focus on recovery. However, with the Canadian Grand Prix just over a week away, there is growing uncertainty about whether he will be fit to race on home soil. The team currently has two reserve drivers, Felipe Drugovich and Stoffel Vandoorne, but both are scheduled to race in the prestigious 24 Hours of Le Mans on the same weekend. Drugovich, however, has indicated that Formula 1 would take precedence if needed. “My priority has always been Formula 1,” the former F2 champion said, signaling his willingness to skip Le Mans if Aston Martin calls. If neither reserve driver becomes available, Aston may have to explore options outside its own roster. Jak Crawford and Tina Hausmann, both affiliated with the team’s junior programs, are not believed to hold the necessary FIA superlicences. Jessica Hawkins, another team ambassador, is similarly ineligible under current licensing regulations. This could prompt Aston Martin to request assistance from fellow Mercedes-powered teams. Valtteri Bottas, who recently expressed a desire to return to Formula 1, could be a viable emergency substitute. Bottas has the experience and licensing to slot in immediately and could be a stabilizing presence if Aston Martin finds itself without a regular driver. Aston Martin has yet to confirm Stroll’s status or name a backup. With time running short before the next round, all eyes are on the Canadian’s recovery and the team’s next move in what could become a high-stakes driver shuffle at the Circuit Gilles Villeneuve.

Formula 1 has always been a battleground a test of nerve, talent, and raw aggression. But in 2025, it feels like that edge is being filed down. The sport has gone a bit soft, and nowhere was that more obvious than the backlash against Max Verstappen at the Spanish Grand Prix. A misjudgment led to wheel-to-wheel contact and suddenly the pitchforks are out. This isn’t just a Max issue. It’s a symptom of a broader shift in the sport. Since Liberty Media took over, Formula 1 has exploded in popularity and that’s both a blessing and a curse. Yes, more fans mean more money, more visibility, and more mainstream appeal. But the grit that made F1 special? That’s slipping away. Contact Isn’t a Crime – It’s Racing Every motorsport has its moments of contact. NASCAR thrives on it. IndyCar doesn’t flinch at it. WEC drivers expect it. But in F1, it’s become a scandal. Every small incident is blown out of proportion. One driver becomes the villain, the fanbases can melt down, and everyone suddenly wants the FIA to intervene even though they spend a lot of time complaining about overregulation. My belief is that unless the move was egregious, let the drivers handle it. They’re grown adults. They’re warriors in some of the fastest machines ever built. Why treat them like children? The Culture Shift Is Killing the Edge The sport’s culture has changed. It’s cleaner. Safer. More polished. But also more fragile. There’s an expectation now that every driver act like a model spokesperson like a pop star instead of a competitor. The second someone steps out of line or rubs wheels, the social media mob is on them. That mindset trickles down into the racing itself. Why take a daring lunge if it might ruin your reputation? Why fight hard for a corner if it means facing a post-race penalty or being attacked online? That’s not how motorsport is supposed to work. Legends like Ayrton Senna, Michael Schumacher, Alain Prost, and Juan Pablo Montoya made their names by refusing to back down. If you told them “it was his corner,” they’d look at you sideways. Let the Drivers Police Themselves F1’s over-reliance on stewards is part of the problem. Every incident doesn’t need an investigation and a five-second penalty. Racing gets messy sometimes. Let it be messy. Unless someone gets launched into a wall at 170 mph, maybe it’s okay for contact to just be... part of the race. What if we shifted the culture? Market the drivers less like boyband celebrities and more like gladiators. Bring back that gritty, relentless image that says, “I’ll do whatever it takes to win.” Fans might not just accept the hip checks and wheel-banging they might actually enjoy it. Let veteran drivers help manage things behind the scenes. Let young stars get a talking-to in the paddock, not in the steward’s office. Let on-track rivalries be settled on-track, not in a conference room. What’s the Fix? F1 needs to stop over-parenting its product. The sport should be fierce, imperfect, and chaotic at times. That’s what makes it human. That’s what makes it unforgettable. So stop babying the drivers. Stop jumping on every bit of contact. Let the best race hard and if they get their hands dirty doing it, so be it. The fans who fell in love with F1 in the 2000s and before? They didn’t show up for perfection. They showed up for the passion. Let the racers cook.

After a string of underwhelming races to start the 2025 season, IndyCar fans — and even some drivers — are beginning to ask tough questions. The product on track has felt stale, and everyone’s got their theories: Is it the hybrid rollout? Is it the aging chassis? Is it the track selection? The truth might be a mix of all three. But instead of just complaining, here are real, practical ideas to fix each problem. The Schedule: More Ovals, Less Midwest, and a Smarter Layout To start, let’s look at the schedule. Right now, IndyCar has 17 races: 4 street circuits, 7 permanent road courses, and 6 oval events across 5 oval tracks. Technically, it’s 5 street circuits and 5 ovals with Nashville shifting due to the new NFL stadium build. Overall, it’s a decent layout, but it’s far from ideal. IndyCar has always been rooted in ovals it’s where many of the best races happen and where the sport built its identity. The current calendar doesn’t reflect that. Why not add 2 or 3 more oval races? Tracks like Pocono, Michigan, Phoenix, Kentucky, Charlotte, or even a Miami oval could fill that gap. Sure, scheduling with and around NASCAR is tricky, but if Penske can’t figure out how to work with the stock car overlords, who can? There’s also a serious regional imbalance. The Midwest is overserved while the entire Eastern Seaboard the Northeast is ignored. As someone who lives in that region, the closest race is a five-hour trip to Toronto. Why aren’t we going back to Pocono or Watkins Glen? IndyCar doesn’t need to imitate F1 by scattering uninspired street races across the country. Those have consistently been the weakest events on the calendar in my opinion. The Hybrid Rollout: A Half Measure Without Vision Let’s talk about the hybrid system. The way it’s been implemented feels more like a rushed compromise than a future-proof innovation. From the outside, it seems like a band aid to keep Honda happy and lure in new manufacturers (who still haven’t joined). A proper hybrid system needs to be part of a complete engine philosophy not bolted onto an outdated setup. It’s time for IndyCar to rethink its power unit formula. A fresh V6 turbo layout paired with a purpose-built hybrid system would work. If the series really wanted to win over fans, a Cadillac-style V8 hybrid like what’s used in WEC would be even better. We don't need an ERS or Boost gimmick. Keep Push-to-Pass. The Chassis: Thirteen Years is Too Long Now, the elephant in the room: the chassis. No premier motorsport series in the world is still using the same base chassis from 2012. Yes, costs matter. Yes, the pandemic delayed progress. But at what point do we stop making excuses? It’s time to move on. IndyCar needs to gather input from drivers, engineers, and owners (owners only when it comes to budgets) and maybe even bring in outside consultants to design a modern, cost-effective car that enhances racing. The current Dallara DW12 has given us some classics, but it also limits development and is starting to show its age. Is Dallara dragging its feet? Or is Penske just unwilling to push the button? Either way, something has to change. The fans deserve better. Right now, it feels like IndyCar is stuck in a time loop. To put it in perspective: since this car debuted, I’ve graduated junior high, finished high school, and gotten a college degree. That’s how long we’ve been watching the same chassis. It’s absurd.

Amazon Just Embarrassed FOX With One Race And Fans Noticed It took Amazon Prime Video exactly one race to show NASCAR fans what they’ve been missing and what FOX has been getting wrong for years. With fresh production, a fan focused broadcast, and a clear respect for the sport, Amazon’s NASCAR debut for the Coca-Cola 600 felt like a breath of fresh air. Production Was Surprisingly Good Right away, Amazon made a statement with its camera work, sound mixing, and transitions. They are even shooting in 60fps which makes things feel fast on the TV screen. Instead of over-the-top motion graphics and chaotic segment cuts, we got a streamlined, modern look that enhanced the racing, not distracted from it. You didn’t have a cluttered screen full of promos. You didn’t have to hear the booth plug a sponsor or betting company every three minutes. Amazon’s presentation was simple: show the racing and give it the gravity it deserves. Compare that to FOX, where the on-screen visuals have become borderline comical. Cartoon drivers and clunky animations have been a major gripe with fans of the sport. A constant barrage of irrelevant promos and awkward cameos from time to time. It felt like a variety show than a professional motorsport broadcast. NASCAR fans have tolerated it because there hasn’t been a clear alternative (except for NBC which also has it's issues) until now. Commentary That Actually Added Value Amazon’s booth had one major advantage: they came to work. Adam Alexander, Dale Jr., and Steve Letarte brought their fresh energy. Different from a soulless FOX booth they were sharp and efficient. Compared to FOX’s current booth. Mike Joy remains a legend, but he’s often left playing babysitter to Clint Bowyer’s antics and doesn't have the same fire that he used too back in the day. He's still a legend but maybe it's time to put him in a studio setting? FOX is viewed as cringeworthy at times but for Amazon, the tone was professional like an NBC. Less Fluff, More Racing Amazon gave fans a large amount of green-flag coverage. They seem committed to stay with the action. They used side-by-sides for commercials. They didn’t cut away from battles on track to show a pre recorded piece from two days ago. And the best part? We had an actual post race show with insight and hearing from more dirvers not just the winner and P2! Tech Integration That Mattered Amazon’s use of graphics and live telemetry was clean and meaningful. Their graphics were clean but some things can be changed to stop confusion for the newer fans. It felt like the people in the production truck understood racing and how to present it visually. FOX’s graphics? Overdesigned and underdelivered. From the bloated pylon to the often-confusing telemetry layouts, it’s form over function. Fans are left confused about tire strategies, green-flag cycles, and pit delta because the broadcast fails to build a coherent picture of what’s actually unfolding. The Verdict: Amazon Gets It. FOX Just Doesn’t. Amazon’s Charlotte broadcast wasn’t perfect but it didn’t have to be. In one night, they proved that a clean, modern, respectful presentation of NASCAR can still exist. No gimmicks. No nonsense. Just racing. With Amazon now entering the space and raising the bar immediately, at first I was a critic of the TV deal but now I'm fully onboard and would want to see amazon maybe taking more races or NASCAR finally making a F1TV style subscription app.

The Supercars to NASCAR pipeline is gaining momentum. Will Brown and Cam Waters are both expected to race in the Cup Series on the streets of Chicago this July, while Broc Feeney is believed to be targeting a seat in the Xfinity Series. That same event made headlines worldwide in 2023 when Shane van Gisbergen pulled off a legendary debut win, shocking the NASCAR field and proving what many in Australia already knew these guys can race. Van Gisbergen’s Chicago victory wasn’t just a fluke. It cracked open the door to NASCAR for more Supercars talent and launched SVG into a full-time U.S. campaign. While his 2025 season has had ups and downs, particularly in the Cup Series, his impact on the Xfinity side last year was undeniable solid performances, serious speed, and clear adaptability. His success helped reset the narrative around international drivers in NASCAR, especially those from the Supercars paddock. Now Will Brown looks ready to make that same leap. The reigning Supercars champion has been on a tear in 2024 and is close to finalizing plans to race in the Chicago Cup event. Since Richard Childress Racing already has a full slate of entries for that weekend, Brown is expected to run with an affiliated team likely Kaulig Racing, which shares tech and engineering support with RCR. That setup could give Brown strong equipment and a legit shot at turning heads on debut. Cam Waters will also be back in action after making his Cup debut at Sonoma earlier this year with RFK Racing. While his first start was a relatively quiet mid-pack run, he kept it clean, showed good feel, and earned praise from inside the garage. His previous NASCAR experience in the Truck Series had already impressed many with how quickly he adapted, and a second shot on a street course should give him another chance to prove his potential. And then there’s Broc Feeney. The 21-year-old Triple Eight driver has been one of the most consistent Supercars racers over the past two seasons and is now in talks for a potential Xfinity Series debut in Chicago. While no official deal has been signed, it’s understood he’d likely partner with a Chevrolet-aligned team for the Saturday support race. Unlike Brown and Waters, Feeney isn’t being fast-tracked to Cup—this would be about getting experience, testing the waters, and showcasing his brand to American fans and teams. It’s not just about talent, either. These moves come as NASCAR continues to explore international growth and capitalize on crossover appeal. The Chicago street race, with its downtown backdrop and prime summer TV slot, is shaping up to be a global event and the Supercars presence just adds another layer of intrigue. FIA Walks Back Swearing Fines, Adds Nuance to Misconduct Policy The FIA has revised its controversial January crackdown on driver conduct, including a major reduction in fines for offensive language and new guidelines for how and when stewards should enforce penalties. The updates aim to strike a balance between maintaining professional standards and recognizing the emotional realities of motorsport competition. Originally introduced earlier this year, the FIA's updated misconduct policy included steep €10,000 fines for swearing or using offensive language during official media sessions, plus potential penalties for gestures or behavior deemed abusive toward officials. Many saw it as an overcorrection, especially after Max Verstappen drew attention to the rule by responding to the new guidelines with minimal answers at a post-race press conference in Singapore. Now, the FIA has dialed things back. Under the revised rules, the base fine for such infractions has been cut in half from €10,000 to €5,000—and stewards now have the authority to suspend penalties for first-time offenders. The governing body also clarified that it will distinguish between "controlled" environments, like press conferences, and "uncontrolled" ones, such as radio messages or on-track frustration, with the latter unlikely to attract penalties unless extreme. FIA President Mohammed Ben Sulayem, himself a former rally driver, said the changes came after a “collaborative review” involving all seven FIA world championships and numerous motorsport clubs. The goal, he said, is to uphold sportsmanship without stifling driver personality or punishing heat-of-the-moment expressions unfairly. One of the more significant policy shifts involves abuse of officials. Moving forward, such behavior will result in sporting penalties —like grid drops or time penalties—rather than financial fines. Meanwhile, any racial or discriminatory remarks will continue to be met with the harshest possible response. Garry Connelly, chair of the F1 stewards panel, backed the changes and emphasized that stewards would retain full discretion. “We want to be fair and firm,” he said. “But we also need flexibility to understand context. These are emotional situations, and every case is different.” The FIA’s update appears to be a direct response to criticism that the initial rollout was too harsh and tone-deaf. By softening the language and allowing for nuance, the organization hopes to show it can evolve without sacrificing its authority. IndyCar Makes Schedule Shifts to Avoid NASCAR Conflicts, Secure Primetime Slot IndyCar is adjusting five race start times for the second half of its 2025 season, including a big move to primetime for its upcoming stop at World Wide Technology Raceway (Gateway). The changes reflect a proactive effort to grow viewership, avoid broadcast clashes with NASCAR, and lean into fan-friendly timeslots. The biggest change is to the Gateway round now slated for a Sunday night primetime  slot on FOX at 8 p.m. ET. Originally scheduled for mid-afternoon on Father’s Day, the new timeslot will make it IndyCar’s first Sunday night race on network TV in more than five years. The race also becomes the first night event at Gateway since 2019. IndyCar President Doug Boles called it a “massive showcase” for the series. “This is a great display of collaboration between IndyCar, FOX Sports, and our partners at World Wide Technology Raceway,” Boles said. “We believe fans will respond to this new energy around the event.” That shift wasn’t just for better visibility it also avoids a direct broadcast conflict with NASCAR’s historic debut in Mexico City and Formula 1’s Canadian Grand Prix. With several high-profile races stacked on the same weekend, moving IndyCar to primetime ensures all three series can shine. Beyond Gateway, four other races are getting new start times as well: Road America (June 22):  Bumped up from 3:30 p.m. to 1:30 p.m. ET Mid-Ohio (July 6):  Adjusted from 2 p.m. to 1 p.m. ET Iowa Race 2 (July 13):  Also moves from 2 p.m. to 1 p.m. ET Toronto (July 20):  Will now start at noon instead of 2 p.m. These shifts reflect ongoing negotiations between FOX and IndyCar to maximize exposure without overlapping major NASCAR Cup events. Even if not every conflict can be avoided, the changes should help more fans catch the action live and that’s a key goal for a series looking to expand its footprint. So far, IndyCar’s partnership with FOX has delivered promising numbers. According to the series, average race viewership is up 15 percent year-over-year in 2025. With stronger lead-ins, smarter scheduling, and bold moves like the Gateway primetime slot, IndyCar is aiming to build on that momentum and finish the season strong.