Musings From the Weekend: This Was a Bad Time for an Endurance Race

Here is a rundown of what got me thinking...

Oscar Piastri had the weekend from hell in Baku and couldn't complete a lap, but fortunately for Piastri his McLaren teammate Lando Norris did not have a great weekend, and Norris finished seventh, scoring six points and meaning Piastri lost fewer points to Norris this weekend than had Norris won and Piastri finished second. Unfortunately, for both McLaren drivers Max Verstappen won and he is only 69 points with seven races to go. Elsewhere, there was teammate-on-teammate violence in NASCAR. Loudon is giving out much smaller lobsters, which feels like it should be the sign something is not right. A great young driver matched a record but no one has signed him long-term. There was an endurance race at Indianapolis, and that is what I guess I am writing about.

This Was a Bad Time for an Endurance Race

Look, I didn't have anything great on my mind. It was a pretty dull week, we covered the big stuff, and nothing else stood out, but something crossed my mind on Sunday. Why was IMSA running an endurance race this weekend at Indianapolis Motor Speedway? 

Besides having an opening in the schedule, there is no great reason to justify running an endurance race this weekend.

For starters, IMSA didn't really need a fifth endurance race added to its calendar when Indianapolis returned two years ago, but that is not how money works. If Roger Penske wants a six-hour race at Indianapolis Motor Speedway in the middle of September, Roger Penske is going to get a six-hour endurance race in the middle of September! This is despite years of push back from IMSA to lengthen races at other circuits due to concerns about number of hours raced in a given season and trying to keep budgets now.

Mmhmm.

Either way, IMSA was at Indianapolis for another race at the Speedway, but why now? 

Indianapolis is quite busy all spring and summer. There is the Indianapolis 500 and all the additional IndyCar stuff in May, historics are in June, NASCAR runs in July. Then there is the dirt track that has its few events. It is tough to fit anything during the summer. Besides, IMSA has the space in September before it ends the season with Petit Le Mans from Road Atlanta in October, but let's be honest, there is not a worse time of year to run an endurance on a Sunday. 

For starters, an endurance race this time of year on a Sunday is a poor reminder of all the daylight we are losing. The sun is setting closer to 7:00 p.m. now. It is terrible. Who wants to be out at 6:00 p.m. on a Sunday? It is going to be dark before you get home. That's a bummer. 

Second, what type of attention do you think this race is going to get? The NFL is on all day. IMSA started the race at noon and the first three hours were shown on Peacock. The final three hours were on NBC. It is still network television, but I don't know who is going to sit down and pick up a race that is already half over and stick with it to the end. 

That is also the nature of endurance racing. It is a six-hour event! Few networks give six hours to any event. IMSA's fifth endurance race is not getting full network television treatment. It didn't even get a sniff of cable, and I know the viewership world is changing, but there is still an audience there that is otherwise not watching it via a streaming platform. 

Strangely enough, there was also a disconnect between the IMSA race and the NASCAR race. I know only about 90 minutes of the IMSA race was complete by the time NASCAR coverage began, but this was a chance to have one lead into the other and no cross-pollination happened whatsoever. It is a layup, and it wasn't taken on the broadcast front. 

Third, don't endurance races feel like a summer thing or at least a Saturday thing? I know autumn only technically begins this afternoon, but most of our summers have been over for the last three weeks.

Yes, the 24 Hours of Daytona and 12 Hours of Sebring are winter events, with Sebring sometimes falling in spring, but those races are held in Florida where the weather might not be the most hospitable from April through October. A summer date feels right for the endurance race. Turn it into an extended weekend. There will plenty of daylight when the race is over. It is great. 

Doing it now and a Sunday is not a great combination. 

Petit Le Mans does it right. It is a Saturday event. It takes up all of Saturday, and you can use Sunday to recuperate and get ready for the week ahead. It makes sense. 

I know this will not be an issue next year, as Indianapolis will no longer be an endurance race, but it will run the regular two-hour-and-45-minute distance while Road America will become a six-hour race, and it will be run in August. Indianapolis will remain in mid-September. 

The sprint distance will likely be better for Indianapolis, especially if it has a network television window. Everyone will get to see a race from start to finish rather than jumping in half-through. People have been clamoring for a longer Road America race since Grand-Am and the American Le Mans Series merged over a decade ago. People just wanted a four-hour race at Road  America. Six hours will be satisfactory. 

I would still make the argument a race this time of year would be better on a Saturday. There is competition no matter when you run. IMSA likely could not get a Saturday afternoon network television spot with all the college football that is on. It is really a lose-lose situation, but IMSA isn't IndyCar. It isn't packing it all up before the leaves change colors. IMSA runs a successful event in October, but hoping to somehow win the counter-programming battle against the NFL is not as great a moral victory as you can twist it to be. 

IMSA was up against NASCAR yesterday for crying out loud, a playoff NASCAR race at that. If we are talking about not splitting racing fans, don't put IMSA directly against NASCAR. If anything, run Indianapolis on the Sunday following the Bristol night race on Saturday, which is actually what will happen next year. It doesn't force people to choose, and the NASCAR race can be used to promote the IMSA race. 

For all the good that IMSA does, it does have an odd way it ends it season. The GTP class had not run in six weeks, and Indianapolis was only the second time it has completed since the start of July. It will be another three weeks until it is on track again. 

With the length of IMSA's races, the schedule will not be as robust as some of the other motorsports disciplines out there, but I do think IMSA does a terrible job with summer. The schedule is so front loaded that it is out of sight for most of the summer, and with 11 total weekends, only nine of which features the top class, it feels likes IMSA is too underexposed to be properly noticed. 

The schedule is not going to expand to 16 or 17 total race weekends with at least a dozen featuring GTP anytime soon, but for as much as we nag on IndyCar for its scheduling woes, IMSA has not seen much evolution over the last 12 years. There are parts of the country and circuits that never have IMSA come to town. You know where you need to go if you want to see IMSA, but it does feel like the series could be more present than it actually is. 

Champions From the Weekend

The #32 Team WRT BMW of Kelvin van der Linde and Charles Weerts clinched the GT World Challenge Europe Sprint Cup championship with a victory in the second race of the final round form Valencia. The #63 GRT - Grasser Racing Team Lamborghini of Luca Engstler and Jordan Pepper won the first race of the weekend.

Jett Lawrence clinched the SuperMotocross world championship with finishes of first and second from Las Vegas. Jett's brother Hunter won the second race of the weekend. 

Jo Shimoda won the 250cc SuperMotocross world championships with finishes of first and third from Las Vegas. Seth Hammaker won the second race of the weekend.

Winners From the Weekend

You know about Max Verstappen, but did you know...

The #31 Whelen Racing Cadillac of Jack Aitken, Earl Bamber and Frederik Vesti won the IMSA race from Indianapolis Motor Speedway. The #11 TDS Racing Oreca-Nissan of Mikkel Jensen, Hunter McElrea and Steven Thomas won in LMP2. The #64 Ford Multimatic Motorsports Ford of Mike Rockenfeller and Sebastian Priaulx won in GTD Pro. The #70 Inception Racing Ferrari of Brendan Iribe, Frederik Schandorff and Ollie Millroy won in GTD.

Ryan Blaney won the NASCAR Cup race from Loudon, his third victory of the season. Corey Heim won the Truck race, his ninth victory, and Heim matched Greg Biffle's record for most victories in a season in the Truck series history.

Dino Beganovic (sprint) and Jak Crawford (feature) split the Formula Two races from Baku.

The #24 Kondo Racing Nissan of Tsugio Matsuda and Teppei Natori won the Super GT race from Sportsland SUGO. The #60 LM Corsa Lexus of Hiroki Yoshimoto and Shunsuke Kohno won in GT300.

Coming Up This Weekend

MotoGP could see the championship clinched at Motegi. 

The FIA World Endurance Championship is racing at Fuji because of course it is the same weekend MotoGP is in Japan.

World Superbike will be at Aragón.

NASCAR will race at Kansas.

This Week in IndyCar Silly Season… Malukas Confirmed, VeeKay Unknown

It took 18 days for the news we all knew was happening to be confirmed. The biggest open seat in IndyCar has been filled, and all that is left remaining are a few less successful seats on the grid. While the expected occurred, what was once a clear tumbling of the dominoes now appears not to be falling as we anticipated. 

During a week where the 2026 schedule was released, silly season effectively came to a close.

David Malukas Confirmed at Team Penske

On Thursday morning, Team Penske announced David Malukas would take over the #12 Chevrolet for the organization. 

Malukas takes over the seat left vacant after the departure of Will Power, who spend 17 seasons at Team Penske. Malukas had spent the 2024 season with A.J. Foyt Racing, and he was classified as second in the Indianapolis 500 after the disqualification of Marcus Ericsson. While Malukas would finish fourth in the second Iowa race, he had only five top ten finishes from 17 races, but he did finish a career-best 11th in the championship.

Rinus VeeKay’s Best Laid Plans Cometh Undone

Two weeks ago, Rinus VeeKay announced he would not return to Dale Coyne Racing for the 2026 season, and it was believed VeeKay had his seat decided for next season. It was rumored VeeKay would move to A.J. Foyt Racing to fill the void with David Malukas moving to Team Penske.

However, it sounds like that might not be the case, and VeeKay will be running somewhere else. The new rumor is VeeKay could be set to join Juncos Hollinger Racing to team with Sting Ray Robb. Juncos Hollinger Racing has Robb under contract for the 2026 season. 

VeeKay spent the 2018 and 2019 seasons competing for the Juncos organization. He won the 2018 Pro Mazda championship, and he was second in the 2019 Indy Lights season to Oliver Askew. 

How Do We Feel About This Week?

I think we should be satisfied because all the big stuff is over. We know the schedule. We know who will be driving for Team Penske. Silly season is over, let’s just head to St. Petersburg for the first race!

IndyCar’s biggest two bench-racing topics are solved before summer has even ended. These will not drag into October or possibly even later.

For Malukas, we knew this was coming. The pressure is on to succeed, and probably succeed fast. 

Team Penske does not hire many drivers with zero career wins to their name. The most recent was Scott McLaughlin, who transitioned from Team Penske’s Supercars program in Australia to Team Penske’s IndyCar IndyCar based in the United States. Prior to that, Penske had not a winless drive since Hélio Castroneves. 

Those are two mighty acts to follow for Malukas, Good luck!

The more intriguing thing is where does VeeKay go. Moving to A.J. Foyt Racing would have been a clear upgrade. In each of the last two seasons, Foyt has had at least one driver battling for a championship top ten finish. Last year, both drivers were on the cusp, and the team has been closer to winning a racer than at almost any point since Takuma Sato won the team’s most recent race at Long Beach in 2013. Juncos Hollinger Racing is at best a lateral move from Dale Coyne Racing. 

VeeKay was just 14th in the championship. The best championship finish for a JHR driver was 16th with Callum Ilott in 2023. JHR has had some strong days with Conor Daly on ovals, but there is an overall lack of speed. VeeKay did a lot with a little at Coyne. JHR is a little more, but we have yet to see that team string together consistent results take makes it feel like it has made a step forward. 

Of course, there is one other team that could have an open seat, but I don’t think Rahal Letterman Lanigan Racing is the direction VeeKay is heading. 

What is to Come?

Where does VeeKay land?

Who goes to A.J. Foyt Racing?

Does Devlin DeFrancesco’s money continue to satisfy Rahal Letterman Lanigan Racing?

Is Dale Coyne Racing going to confirm Dennis Hauger and could we see the return of Romain Grosjean in what would be a pretty respectable pairing?

If VeeKay does go to JHR, where does that leave Conor Daly?

If Coyne has two new drivers, where does that leave Jacob Abel?

If RLLR moves on from DeFrancesco, who will fill that third seat?

Silly season has moved rather quickly. It isn’t that it will be over soon, but it certainly will not be as hectic as the last few weeks.  

IndyCar Wrap-Up: Juncos Hollinger Racing's 2025 Season

Moving onto our second IndyCar Wrap-Up of the 2025 season, and Juncos Hollinger Racing had a slight change from its 2024 lineup. Conor Daly became a full-time driver for JHR after closing the 2024 with the team. Sting Ray Robb joined the organization for his third year in IndyCar. The team remained intact for the entire year. While there were a few bright spots for this group, most races did not see JHR as a factor.

Conor Daly

After spending 2024 mostly on the sidelines, Daly passed the audition when he got the second Juncos Hollinger Racing entry into a Leaders' Circle position and earned his first full-time ride since 2022. Ovals were expected to be where Daly would excel, and that was the case. However, we never saw a spark on a road or street course where the team got to shine.

What objectively was his best race?
Daly's season could not end on a much higher note. Though he had a poor qualifying run at Nashville, starting 24th, Daly ended up climbing up into the top ten in quick fashion, and that is where he spent most of the race. His car continued to improve and chipped away as the race ran on. When the checkered flag waved, Daly was fifth, his best finish of the season.

What subjectively was his best race?

Nashville and Gateway are neck-and-neck. Nashville was pretty good and Daly had to overcome a disappointing start to the weekend. It is hard to overlook Gateway because he had a good claim at a possible victory.

Daly looked set to win at Gateway. He was leading and keeping the race at arm's length as the laps ticked down. The only problem is the field beat Daly in the pit lane. After one cycle, Daly was out of the lead. On the next cycle, he fell back again and was out of the top five when the checkered flag waved. Gateway was his strongest race, though it slipped away from him.

What objectively was his worst race?
After contact with Christian Rasmussen in turn ten at Portland, Daly spun off circuit and he was out of the race classified in 26th.

What subjectively was his worst race?

There were a few races where Daly didn't have the pace and struggled to finish much better than his teammate, a driver everyone believed Daly is significantly better than. However, his worst race is Portland, and not because of the accident and the result, but how Daly conducted himself before and after the incident. 

Rightfully upset after being forced off track, Daly attempted to take matters into his own hands and lunged at Rasmussen, looking for contact in the chicane. The contact in turn ten was much more shared than as simple as Rasmussen turned into Daly, though Daly immediately stepped out of the car and cried foul, failing to acknowledge the role he played in his own bad day.

Conor Daly's 2025 Statistics

Championship Position: 18th (268 points)
Wins: 0
Podiums: 0
Top Fives: 1
Top Tens: 4
Laps Led: 51
Poles: 0
Fast Sixes: 0
Fast Twelves: 0
Average Start: 17.294
Average Finish: 15.294

Sting Ray Robb

Moving to his third team in three seasons, Robb looked to improve on his results at A.J. Foyt Racing. His finishes did improve in his sophomore season, and he did score his first career top ten finish. Robb had a shock of encouragement early in the season, but Robb settled into where we have seen him run over his first two seasons in IndyCar.

What objectively was his best race?

Good strategy saw Robb finish ninth despite starting 19th on the grid at Long Beach. It was Robb's second top ten finish of his career and his first on a street course.

What subjectively was his best race?

At Long Beach, Robb chose to take on the alternate tire late in the race, which put him in a difficult spot to lose ground while others had already shed the less desirable tire. However, Robb did 12 laps and when he got off the alternate tire, he had managed to hold onto a top ten spot. This race could have evolved into Robb spending a chunk of it in the top ten and one bad stint leading him to drop to 16th or 17th and be completely forgotten. Instead, he held ground and got a top ten.

What objectively was his worst race?

Robb spun under braking at Road America and hit the barrier. He was classified in 26th with only nine laps completed.

What subjectively was his worst race?

No race stands out as particularly poor for Robb. The races where he wasn't quick, he was anonymous, but didn't get in the way. Road America was bad. He had two other retirements. He was collateral damage when Kyle Larson spun in the Indianapolis 500, and then he spun on his own early in the second Iowa race. 

Iowa was a little disappointing because Daly was competing in the top ten, and we have seen Robb have good runs on ovals, but in this case, Robb started outside the top twenty in both races and never performed above expectation. I think the Iowa weekend was a missed opportunity.

Sting Ray Robb's 2025 Statistics

Championship Position: 25th (181 points)
Wins: 0
Podiums: 0
Top Fives: 0
Top Tens: 1
Laps Led: 12
Poles: 0
Fast Sixes: 0
Fast Twelves: 0
Average Start: 22.176
Average Finish: 19.529

An Early Look Ahead

We know Robb will be returning for 2026, as for the second driver, there are questions. 

Daly lives on one-year deals, and though he can have a handful of competitive oval races each season, he is still a driver that is finishing 18th in the championship and whose ceiling is 17th in the championship. Not once did JHR make it out of the first round of qualifying. Daly didn't have a top ten finish on a road or street course.

It is a team too small to draw a notable name that could take it to the next level. It lives within its means, but that means one of its cars will have Robb occupying the seat and perhaps sneaking into the top ten on a flukey day but for the most part it will be a car fighting just to crack the top twenty. Sure, it might get lucky a few more times and make the top fifteen, but it is a car we will hardly speak about over the entire season. 

JHR would neither benefit nor suffer from retaining Daly. Maybe one of these oval races do go his way and he is on the right side of a caution during the final pit cycle and he pits with 25 cars trapped a lap down. Maybe it works out that his pit stops are just adequate enough to keep him in the fight and not cost him four positions. That is the one positive to Daly. He is there. Can the team support him? 

A good number of drivers are not getting to that level. Daly has you on the door step, but can he and JHR combine to close the deal? 

Of course, close is only good in horseshoes and hand grenades. Close doesn't pay the bills. For as close as Daly gets, the team still needs to pay the electric bill. If someone else comes along and makes that easier, they will trade close for the lights staying on. 

It costs to compete. JHR has spent a significant amount of money just to be on the grid and running for 15th. Stepping up to the next level will require more, and it seems JHR is a team that is at its limit. The organization is not building a new shop like Andretti Global, Arrow McLaren and Rahal Letterman Lanigan Racing all have in recent years. It doesn't have fancy programs to develop the dampers. It cannot hire a special pit crew dedicated to the craft. This is where it lives. It can either sustain running for 15th or wither away and disappear from our sights. 

The 2026 IndyCar Calendar is... Good. It's Good. That's Fine

The 2026 IndyCar schedule came out yesterday morning, and it is about as we all expected it. 

There were no real surprises. The changes we had known about for a few days if not a few weeks, or in the case of Arlington, a few years. The less exciting stuff turned out to be real, and if there were any surprises, they were not that staggering.

However, it is a good schedule. It isn't that different from what we have seen for the better part of the last decade. There are six road course races, somehow six oval races and five street course races. The usual places are at their usual dates. A race or two have moved for seemingly no reason and so begins the cycle of how a race falls off the IndyCar calendar. 

There are 16 races weekends, and it ends Labor Day weekend. 

The good is good. The bad is not that bad, but it continues to remain and not be taken care of. It is an IndyCar calendar. You know the flaws and you can live with it. 

The Entire First Quarter Takes Place in March

If the story of the last few seasons has been the slow start to the season, IndyCar addressed that and crammed four race weekends into the five weekends that make up March 2026.

St. Petersburg opens the season on Sunday March 1. The following weekend, IndyCar joins the NASCAR weekend at Phoenix and the race will be held on Saturday March 7. The inaugural Grand Prix of Arlington will be run on Sunday March 15. After a week off, Barber Motorsports Park will hold the fourth round on March 29, and a quarter of the season will be over.

The Lengthy Gap has Been Addressed but not Entirely Eliminated

While the first quarter of the IndyCar season will be taken care of in 29 days, that means there will be some downtime, and that is in the form of one race taking place over the next 40 days. 

There will be two weeks off between Barber and the Grand Prix of Long Beach on Sunday April 19. After Long Beach, there will be another two weeks off before the Grand Prix of Indianapolis on Saturday May 9.

IndyCar has hidden a problem more than it has solved it. Sometimes hiding is a solution.

But it Picks Up From There

Once we get to May, action ratchets up, as we have seen in any previous IndyCar season. 

There will be five consecutive weekends at the racetrack.

Grand Prix of Indianapolis, Indianapolis 500 qualifying, Indianapolis 500 on May 24, Detroit on May 31 and Gateway will host another Sunday night race on June 7. 

After That, There is Rhythm

Once IndyCar is pass Gateway, the second half of the season is essentially running every other weekend.

Road America is two weeks after Gateway (June 21). Mid-Ohio is two weeks after Road America (July 5). Nashville is two weeks after Mid-Ohio (July 19). The exception is the two weeks between Nashville and Portland leading into August. Then the IndyCar season ends as it begins with four race weekends in a five-week span. 

Portland and Markham, Ontario will be held over consecutive on August 9 and August 16 respectively. Then there will be one final off-week before Milwaukee uses a doubleheader over August 29-30 and the season finale returns to Laguna Seca to be held on September 6.

The Good

There are early races. IndyCar doesn't disappear after it gets started. It gets started and then it keeps going. There is at least a chance for some momentum.

There is rhythm. There is the one race in 40-day period, but once you get into May, there is pretty much a race every other weekend. 

Nashville will be held after the FIFA World Cup final, and it will be a 400-mile race. Over 25 million people will likely watch the World Cup final in the United States. Nashville has a chance to be the most-watched non-Indianapolis 500 ever. 

Milwaukee returns to a doubleheader weekend. After the last two years, why wouldn't you want two of those races in a season?

The Bad

Again, IndyCar hid the lengthy gap. If Easter was on April 19, Long Beach would have been April 12 and we would be looking at a three-week gap between Long Beach and the Grand Prix of Indianapolis. The three-week gap would have shifted from March to April/May. What is better? One three-week break or two two-week breaks with one race between them? It is essentially the same thing. IndyCar can still afford to add another race in the spring. 

It is odd how IndyCar didn't take advantage of open weekends. There are two Sundays during the World Cup that do not feature matches, and IndyCar is not racing on either of those. I am curious to see how June 21 goes with Road America. Is it sandwiched between matches? Is it first thing in the afternoon? The same goes with Mid-Ohio. That is a quarterfinal weekend. I would guess Mid-Ohio will be early and lead into the World Cup games that afternoon, but if it is a lead-in, that means if it goes long the broadcast will end immediately, and if it goes stupid long, it will end on FS1. You have been warned. 

Worst of all, there is no NASCAR race nor Formula One race scheduled for August 2. So what is IndyCar doing? Not racing on August 2 as well. But it will race on August 9 at Portland, which will likely be head-to-head with the NASCAR Cup race at Iowa. No one has said it yet, but there is a chance Nashville will go head-to-head after the World Cup final with North Wilkesboro. I don’t believe NASCAR will race head-to-head against an event that will have 25 million viewers and when it 95° F. North Wilkesboro does have lights after all. 

Also, IndyCar was attempting to race in the biggest city in North America in Mexico City, and it ended up getting Markham, Ontario instead. Is there any bigger encapsulation of where IndyCar stands in 2026 than this? 

Honesty

This is basically the same IndyCar schedule we have been looking at for the last decade. It is essentially equal over the three track disciplines, there is a doubleheader somewhere, the end will sneak up on us. It is nothing new. 

I am at the point in my life where I don't care where IndyCar races as long as they are successful events. That is what IndyCar needs. IndyCar needs events that are filling the grandstands and people are enthusiastic about attending. It doesn't matter if it is an oval, road course or street course.

What we need to see is IndyCar have actual notable growth at the track and viewership. It doesn't matter where IndyCar is racing if most of the races cannot attract more than 800,000 viewers. Until we start seeing those numbers inch upward and at least match what we saw two years and three years ago, there is no reason to feel all that excited either way. 

There must be a realization that IndyCar is making a calendar work with a lack of excitement or belief in the series. 

IndyCar isn't returning to Phoenix because there is a fervor for people to see an IndyCar race and there are 45,000 people ready to purchase tickets. It is returning because NASCAR is doing Roger Penske a favor, and maybe 20,000 people stick around on Saturday afternoon to watch. 

It is nice that IndyCar gets that race, and this is how IndyCar should use a combination weekend with NASCAR, but let's recognize if NASCAR didn't run at Phoenix in March, neither would IndyCar. That is the problem the series must address.

While it hid its lengthy gap for 2026, IndyCar is still geographically locked into the Midwest. Yes, it is going back to Phoenix and it is returning to Texas with the Arlington race, but its eastern-most race is going to be Markham, and the second-most east race is St. Petersburg. There is a lot of East Coast between those places, and we are looking at seven years with nothing in the most populous part of the United States. There was the rumor of a street race in Washington, D.C., but IndyCar needs an event that has a shelf life beyond three years. 

IndyCar must have some sort of initiative to spread itself across the country. Whether that is running a race at Richmond, Pocono, Watkins Glen, Loudon or even Virginia International Raceway, it has more to gain from staging a race and seeking to accommodate race fans on the East Coast than remaining absent for another year. If it is willing to put on a doubleheader in front of barely 6,000 people each day at Iowa, it should have no problem putting on a race in front of 20,000 people at any of the five facilities listed above. 

There should be some applause that it is lengthening Nashville to a 400-mile distance. There is an argument that every oval weekend outside of the Indianapolis 500 should be a doubleheader. There is no value in an oval weekend ticket, especially if there is one race and it is only going to last an hour and 45 minutes. If it isn't going to be a 500-miler, or in the case of Nashville a 400-miler, then race on Saturday and Sunday. It makes the weekend more valuable for spectators, it makes the weekend an event rather than something that is a little longer than a church gathering. Another race is another chance for IndyCar to be on television, which wouldn't hurt the series, and have you see the Milwaukee races? Yes, there should be two of those on a weekend. There should be two Gateway races as well. 

As for Nashville moving from the season finale spot to after the World Cup final, it is understandable to put on one of your better races in such a valuable spot. Is it robbing Peter to pay Paul? Yes. IndyCar is moving a rather successful (in IndyCar term's) finale venue from that spot to a venue everyone was lambasting for lacking energy just three years ago. It isn't quite a lose-lose, but it will be stretch to call it a win-lose scenario either.

Could Gateway have slid back a month and taken the post-World Cup final window while Nashville remained the final and Laguna Seca took place at another time? Maybe. The Laguna Seca finale shows where IndyCar is still lacking. It reverted to a lackluster option because it is all IndyCar believes it has, but IndyCar does have better options. 

As nice as it is for Milwaukee to be a doubleheader, is there a venue better suited to host the season finale? The grandstands were full, it would probably sell more tickets if it was the finale, and the racing was pretty incredible. It would at least be an event worth showcasing and celebrating as IndyCar's big send off before next season. It is actually a pretty obvious place to end the season when you consider what IndyCar has been lacking in a finale for the last 20 years or so. 

As for 2026, it is familiar. Even the new stuff is familiar. It is what IndyCar has been for the last decade or so. It is fine. There is plenty to enjoy, but we know it isn't perfect.

IndyCar Wrap-Up: Prema's 2025 Season

We have had a few weeks since the 2025 NTT IndyCar Series season concluded, and that leads us to our annual team-by-team wrap-ups. The 2025 season was the first season for the Prema organization. After a long and successful spell in European junior series, Prema's IndyCar introduction started with some growing pains, however, the team had some notable high moments and, in a way, performed better than expectations. There is still room to grow though.

Callum Ilott

After a year in sports car racing and two cameo appearances for Arrow McLaren, Ilott's full-time return to IndyCar came with Prema. Having previously driven for Juncos Hollinger Racing when it made its full-time expansion into IndyCar, Ilott knew what it would be liking starting on the ground floor. Though he had that experience, Ilott still went through rough patches, but he found some strong form later in the year.

What objectively was his best race?
Ilott had two finishes in sixth-place this season, and they happened in consecutive races. The first was at Laguna Seca and the next was at Portland. They were part of a three-race top ten finish streak after he had finished eighth in Toronto, and Ilott had four top ten finishes in the final five races. 

What subjectively was his best race?

It is hard to pick between Laguna Seca and Portland because in both races he started 24th and finished sixth. Both results came from an alternate pit strategy. He had great pace at Laguna Seca, and it could have been a little better if his final pit stop wasn't a little slow. At Portland, he again had good pace and kept him at the front.

I lean toward Portland being a little better than Laguna Seca, but they were both strong performances. 

What objectively was his worst race?
Technically, it is the Indianapolis 500 because Ilott's car was disqualified for having illegal front wing end plates. Ilott was classified in 33rd despite finishing 12th on the road. He has finished 26th twice without any penalty. Those came at Thermal Club and Detroit. 

What subjectively was his worst race?

At Detroit, Ilott was looking positioned for a top fifteen finish, which would have been a good boost since, until that point and thanks to the Indianapolis penalty, was something Ilott had yet to achieve. However, one long pit stop shuffled him back, and then on the next pit stop the team did not get the wheel nut on the left front tire secured, leading Ilott to slam into the turn one barrier. 

Callum Ilott's 2025 Statistics

Championship Position: 21st (218 points)
Wins: 0
Podiums: 0
Top Fives: 0
Top Tens: 4
Laps Led: 5
Poles: 0
Fast Sixes: 0
Fast Twelves: 2
Average Start: 19.411
Average Finish: 18.4705

Robert Shwartzman

Shwartzman came to IndyCar from sports car racing, like Ilott, but it had been a few years since Shwartzman last competed in open-wheel racing. A successful driver in Formula Two and Formula Three, Shwartzman looked to reignite the success that brought him on the verge of Formula One through the Ferrari development program. IndyCar was entirely new for Shwartzman, but he had some standout days, including one no one saw coming.

What objectively was his best race?
It was ninth in the second Iowa race. This came partially because Shwartzman had not yet made his final pit stop when the caution came out for Colton Herta getting into the barrier. It aided Shwartzman in getting his best finish of the season, but he had some strong moments in that race.

What subjectively was his best race?

Gateway wasn't some staggeringly, impressive race, but with how that race was ending, Shwartzman and his team decided to make his last pit stop as late as it could, stopping with 15 laps to go. This lifted him to a tenth-place finish, his first top ten finish in IndyCar, and Prema's first top ten finish.

What objectively was his worst race?
You know, it seems weird that in Shwartzman's best we never mentioned he won pole position for the Indianapolis 500, and he did that, and it was a stunning performance after everyone had penciled in at least one if not both Prema cars for the last row shootout with one of the two cars the favorite for missing the race.

Instead, Shwartzman got quicker every day at Indianapolis Motor Speedway. Ilott qualified without much issue and an early qualifying draw helped Shwartzman make the Fast 12. Then he made the Fast Six. In the last qualifying session of the day, Shwartzman completed the improbable and put Prema on pole position for its Indianapolis 500 debut. It will standout for years to come regardless of what he and Prema do for the remainder of their time in IndyCar. 

Let's get to the worst part of it, and that is Shwartzman's race ended after 87 laps when he had an accident entering his pit box and hit a few crew members as well. And that wasn't the team's only bad pit stop of the day.

What subjectively was his worst race?

It is close between Indianapolis and Nashville. 

Pit stops let Shwartzman down at Indianapolis, and the race ended in the most self-inflicted way possible. After qualifying, everyone questioned how Prema would do with pit stops as we had seen the team struggle through the first five races. The errors were a combination of team and driver, heavy emphasis on the driver to the second one that ultimately ended the race. 

Shwartzman never had the race pace to be competing for the victory. We didn't really get to see how he would have done down the stretch, especially as the pit strategies splintered and a few other teams were unexpectedly at the front. For all the promise of qualifying, the race was a wake up call. 

However, at Nashville, Shwartzman was running well and he was in a position to not only get a lead lap finish on an oval but finish in the top ten and overcome the eight-point deficit from Louis Foster to claim Rookie of the Year. Instead, Shwartzman took a needless blocking penalty for a move on Santino Ferrucci, served a drive-through and ended up falling two points shy of Rookie of the Year.

If Shwartzman had remained on the lead lap, he would have won Rookie of the Year, which was the only thing that really mattered to him in that race.

Robert Shwartzman's 2025 Statistics

Championship Position: 24th (211 points)
Wins: 0
Podiums: 0
Top Fives: 0
Top Tens: 2
Laps Led: 8
Poles: 1
Fast Sixes: 1
Fast Twelves: 1
Average Start: 20.235
Average Finish: 18.588

An Early Look Ahead

We are not confident there is a next season to look forward to for Prema. The team has had reported financial concerns after its first year in IndyCar, and there has been talks of the program merging with another team on the grid. 

Entertaining that the team will be back with two cars in 2026, it should do better than how 2025 started. For the first five races, Prema was working out the kinks. It had issues getting cars on track for practice. Once we got through the month of May, Prema had its legs underneath itself. The problem is it still struggled for speed, but the team kept making improvements, and it ended with four top ten finishes in the final five races. 

There is still a great gulf between Prema and moderate success in IndyCar. Neither driver cracked the top 20 in the championship. Both cars struggled in qualifying on a regular basis. Shwartzman never made it out of the first round of qualifying on a road or street course. Both drivers had an average starting position worse than 19th.

It should get better in year two, but so many of this team's issues surround just getting to the grid. If the money isn't there, how will it be competitive?

Prema stepped into a new beast when it came to IndyCar. This isn't a European junior series where there is always a teenager with a father willing to burn millions for his boy ready to fund the program. IndyCar requires actually finding sponsors that want to be a part of your program and that see value in a partnership. Though there are plenty of drivers out there who could bring budget to IndyCar, it is unlikely to find two drivers each bringing $6-8 million who will be competitive. Prema must put in more time behind the scenes to be successful in IndyCar. It cannot copy and paste the winning formula from the ranks for Formula Two and Formula Three and achieve the right results. 

This program has plenty to figure out away from the racetrack let alone on the track. 

It has a good lead driver in Ilott, and four top ten finishes in five races suggests something was starting to click. These were also top ten finishes on each track discipline, a street course, two road courses and an oval. Shwartzman moved to something entirely different, stunned everyone in his first oval event, and then proceeded to score his only top ten finishes at Gateway and Iowa. Despite his prowess and success in Europe, there was not a single road or street course race where we saw Shwartzman run competitively. 

But it all could be for nothing. Prema could disappear. Shwartzman could become this generation's Fabrizio Barbazza. Ilott could be off to sports cars and become a "what if." No team was going to come in and take over IndyCar in year one, but you at least wish the team could make it to year two and grow from there.

Musings From the Weekend: On the Verge of a Calendar

Here is a rundown of what got me thinking...

Max Verstappen raced on the Nordschleife. Scott McLaughlin raced at Suzuka, and finished on the podium. There was plenty of action at Goodwood. Formula One is talking about adding more sprint races. Apparently, those weekends sell more tickets. Four drivers had their championship hopes end at Bristol, as NASCAR continues to have a nonsensical relationship with tire wear at the circuit. MotoGP completed the main part of its European season. Nine drivers are alive for the Deutsche Tourenwagen Masters championship after the penultimate round. With victory in Chile, Sébastien Ogier took the World Rally Championship lead despite skipping three rounds this season. Calendar news appears to be imminent for IndyCar, and we received a dour statement on Saturday.

On the Verge of a Calendar

This post has changed about a half-dozen ways in the last three days because IndyCar is inching closer to its 2026 schedule being released, and there will be a few changes, but it appears there will be more than expected. Since the 2025 season concluded on the final day of August, the only official news we have heard is the Toronto race is moving to Markham, Ontario for August 16, 2026, and then we heard the second bit of news, this much more deflating on Saturday morning. 

IndyCar announced it would not be racing in Mexico City in 2026 with eyes looking forward to 2027. Logistical concerns involving the 2026 FIFA World Cup and difficult securing the right date were stated as causes that prevented a deal from being reached. IndyCar had been in negotiations with returning to Autódromo Hermanos Rodríguez for nearly an entire year, and prior to the last few weeks, all discussions about a race in Mexico's capital city were rather encouraging. 

We unofficial know the first half of the 2026 calendar, though one of those dates has only been rumored with no official word from IndyCar, nor the circuit, which would be returning to the calendar.

St. Petersburg will host the season opener on March 1 before a speculative return to Phoenix Raceway in combination with the NASCAR weekend over March 7-8. The week after that would be the inaugural Grand Prix of Arlington. Three weeks, three consecutive races, and March would host a fourth race with Barber Motorsports Park moving up a month to clear the schedule congestion around the month of May, as well as because of Easter being in the middle of April and the NASCAR Cup weekend at Talladega being held on the final weekend of the month. Barber's move was made public when Porsche Carrera Cup North America announced its 2026 calendar on August 27.

Long Beach has announced its place on the 2026 calendar for April 19. The Grand Prix of Indianapolis will be held on Saturday May 9 before the 110th Indianapolis 500 is run on May 24. The Detroit Grand Prix will be run on May 31.

After that, the only settled event is Markham in August, as IndyCar navigates its summer around the FIFA World Cup, which Fox is broadcasting in the United States. While the tournament takes up over a month of Fox's attention, we have covered earlier there are two open Sundays during the tournament when no matches will be held. It would make sense for IndyCar to run on those Sundays. 

The belief is due to the World Cup, Gateway will be held on the weekend of June 6-7 and cap a five-consecutive-week run at the racetrack starting at the Grand Prix of Indianapolis. Those two open Sundays are June 28 and July 12.Tthe remaining pieces from the 2025 calendar without a date confirmed for 2026 are Road America, Mid-Ohio, Iowa, Laguna Seca, Portland, Milwaukee and Nashville. We all believe Iowa will not be happening in 2026. That would leave six race weekends and IndyCar hasn't even competed once during the summer. 

Theoretically, IndyCar could avoid conflicting Sundays with the World Cup, and Road America could be held on June 28 before Mid-Ohio slides to July 12. Placing the final four events is where it gets complicated, and a little controversial. 

There are plenty of rumors the 2026 finale will shift back to Laguna Seca after the last two seasons ended at Nashville Superspeedway. There is also some belief IndyCar would like to race immediately after the World Cup final on July 19, which would be a race that would not start until 6:00 p.m. ET at the earliest. For certain venues, such a late start would not work, but for a west coast venue, it would be fine start time. If Laguna Seca is moving to the finale spot, that leaves only Portland to be the World Cup lead-out programming. 

Milwaukee will be returning to a late-August date, though the exact weekend has not been confirmed. Labor Day is at its latest point in the calendar, meaning the 2026 season finale will likely be held on September 6, whether that is at Laguna Seca, Nashville or elsewhere. 

Just based on existing venues, there appears to be a large gap in the calendar from a potential race on July 19 post-World Cup final and Markham on August 16. A rumored street race in Washington, D.C. has been linked to early August.

As IndyCar has had a disjointed and awkward silly season on the driver's market, the calendar silly season has been equalling unsettling. 

The failure to secure Mexico City should not surprise anyone, and it cannot be a disappointment. IndyCar has been reportedly trying to secure a race in Mexico for a decade and has not once secured a weekend. International races never work out for a series. Remember a decade ago, IndyCar was allegedly going to have a street race in Dubai and it was supposed to open its season in Brasilia. Despite all the experience IndyCar's front office has with international events in other fields beyond motorsports and the financial power of Roger Penske's ownership, the series has an inability to expand beyond the Midwestern corridor it calls home. 

Though you shouldn't be disappointed because we had decade of evidence Mexico City would not be formalized, it is a little depressing because it felt legitimately close only for it to come apart. Liberty Media increased its stake in the company that operates Autódromo Hermanos Rodríguez earlier this summer, and the increase in track fees made it difficult for a date to be secured. That probably also played a part in NASCAR not returning to the facility for 2026 as it was looking to move out of June and into a spring window. 

However, it felt like some sort of deal could have been reached before Liberty Media increased its stake, and IndyCar could have avoided this altogether. It is a series that is constantly weary of not making the wrong deal that it would rather drag its feet and make no deal at all. Remember, at the start of 2025, everyone saw Mexico City as potentially filling the gap in the schedule in the early portion of the season, especially since Thermal Club was believed not to be returning for 2026 before IndyCar even raced at Thermal this year. There was a window where IndyCar could have made a deal early and secured its spring 2026 plans. It is not as simple as that, but an opportunity was there and the series didn't capitalize on it.

Ultimately, not much is changing with the 2026 calendar. The problems we have seen in 2025 and other recent years still exist. They have just shifted around. Three consecutive weekends with races to open the season should help with visibility, something IndyCar has not had in recent years. IndyCar has started and then disappeared for the better part of month, a poor way to for people to get excited about your upcoming season. However, the abundance of off weekends remain. 

Of course, let's not find a reason to be negative, but the three-week gap has now became a one race in five weeks swing with two weeks off between Barber and Long Beach with the next two weeks off between Long Beach and the Grand Prix of Indianapolis.

The week prior to Long Beach can be forgiven because it is Easter, and IndyCar does need a breather before the start of the month of May. Is there any race that could have been held on April 26 and prevent a second two-week break in a five-week span? Not likely, but it shows IndyCar still has still room for another event in the spring. 

With races shifting around, IndyCar is looking at a front loaded calendar and a spread out summer. The season is going to be halfway over before we get to the first day of summer in 2026. Between June 14 and September 6, we are looking at only six races with a possible seventh if Washington, D.C. formalizes. That is essentially a race every other weekend, but it does feel to be lacking. It is weird to start the month of June and the season already be half over. 

As for the potential finale shift back to Laguna Seca, it is almost a neutral move. While many will be disappointed to see Nashville move from that weekend, let's not act like Laguna Seca hasn't had decent races in recent years, but also remember the season doesn't currently end in Nashville. It ends in Lebanon, Tennessee. It is 45 minutes from Nashville. 

It is unsatisfying IndyCar is moving its finale from Nashville, which drew about 20,000 spectators to Laguna Seca because it is a nicer area for sponsors and dignitaries and the finale will now end in front of 8,000 spectators, but this has been part of IndyCar's problem for years. It hasn't had a great finale venue since... pretty much ever. Pretty much since Laguna Seca was full to the brim during the CART glory days. 

The best finale IndyCar has had since reunification was 2021 when Long Beach had to move to be the finale due to the pandemic, allowing the race to be held with fewer public gathering restrictions in place. The Nashville street race was supposed to be IndyCar's big event finale, and we all saw how that crumbled.

If the finale isn't going to be an astonishing event with a breathtaking crowd, IndyCar is going to use it as a hospitality weekend. We know Laguna Seca in the 2020s isn't going to be filled with 50,000 people for IndyCar's final race. Laguna Seca hasn't filled up for anything since MotoGP last raced there 12 years ago. 

The truth is the most promising event IndyCar has for a finale is Milwaukee, but who is attracted to a weekend in Milwaukee? 

We are looking at a 2026 calendar which is going to look and feel the same as most IndyCar calendars over the last decade. There are holes, there is room for growth, most of the events are familiar and we are comfortable with them. It is a little underwhelming, but don't worry everyone, something great is 18 months away!

Champions From the Weekend

The #17 CLX Motorsport Ligier-Toyota of Adrien Closmenil, Theodor Jensen and Paul Lanchère clinched the European Le Mans Series LMP3 title as it won its fourth race of the season out of five rounds at Silverstone.

Winners From the Weekend

You know about Sébastien Ogier, but did you know...

Marc Márquez won MotoGP's San Marino and the Rimini Riviera Grand Prix, his 11th victory of the season. Marco Bezzecchi won the sprint race. Celestino Vietti won in Moto2. José Antonio Rueda won in Moto3, his eighth victory of the season. Alessandro Zaccone and Matteo Ferrari split hte MotoE races.

Christopher Bell won the NASCAR Cup race from Bristol, his fourth victory of the season. Aric Almirola won the Grand National Series race, his second of the season. Layne Riggs won the Truck race, his third victory of the season.

The #32 Team WRT BMW of Kelvin van der Linde, Raffaele Marciello and Charles Weerts won the Suzuka 1000 km.

The #18 IDEC Sport Oreca-Gibson of Jamie Chadwick, Mathys Jaubert and Daniel Juncadella won the 4 Hours of Silverstone. The #50 Richard Mille AF Corse Ferrari of Riccardo Agotini, Custodio Toledo and Lilou Madoux won in LMGT3.

Brodie Kostecki and Todd Hazelwood won Supercars' The Bend 500.

René Rast and Ricardo Feller split the Deutsche Tourenwagen Masters races from the Red Bull Ring. 

Hunter Lawrence won the SuperMotocross round from St. Louis (1-3). Jett Lawrence was second (4-1). Jo Shimoda won the 250cc round (2-2) as Haiden Deegan won Moto 1 but finished 14th in the second race. Tom Vialle won the second race after finishing tenth in the first race.

Coming Up This Weekend

Formula One ends summer in Azerbaijan.

NASCAR begins its second round of the playoff in Loudon, New Hampshire.

IMSA's penultimate round takes place at Indianapolis Motor Speedway.

Super GT races at Sportsland SUGO.

GT World Challenge Europe closes out its Sprint Cup season in Valencia.

The SuperMotocross championship is decided in Las Vegas.

This Week in IndyCar Silly Season... McLaren's Future Sponsor Issues, Robb Remaining, Some Indy Lights Stuff

The second week of the IndyCar offseason cooled off after a first week kept us on our toes from the moment the checkered flag waved at Nashville Superspeedway. We did not have any staggering announcements. No series legends changed teams and no other drivers are heading to Europe in pursuit of a Formula One opportunity. We still have 170 days until the first race of the 2026 IndyCar season. There is plenty of time for the remaining pieces to fall.

There were a few smaller pieces of news that came out, and some will not really change what we see in 2026. The biggest news from the week will not come to the forefront until this time next year when the 2026 season is over and we are looking toward 2027. With such a heads up, there is no reason to panic. 

NTT Ending McLaren Sponsorship After 2026 Season

Reports came out that NTT will be ending its sponsorship with McLaren after the 2026 season, opting out of a contract that was reportedly through the 2028 season. 

From reports, NTT had joined McLaren in anticipation of Álex Palou joining the team for the 2024 season. In 2022, Palou had made it known he was trying to join the McLaren program despite Chip Ganassi Racing having announced a contract extension with Palou for the 2023 season. Palou remained with Ganassi for 2023, but it was under the belief that once his contract was up, the Catalan driver would move to McLaren for 2024 and a preliminary deal was in place.

However, in the middle of the 2023 season, Palou announced he was remaining with Ganassi and would not honor the contract he had with McLaren. McLaren Racing sued Palou for nearly $23 million to recoup the investment made in Palou. 

NTT had sponsored Palou at Ganassi in the 2021 season. 

While NTT will leave after next season, McLaren did announce Mission Foods and Onsemi had signed multi-year extensions to remain with the organization this past week.

Robb Remaining at Juncos Hollinger Racing

The Indianapolis Star's Nathan Brown quietly confirmed that Sting Ray Robb will remain with Juncos Hollinger Racing for the 2026 season.

Brown reiterated that Robb had signed a multi-year contract with JHR ahead of the 2025 season, and both parties intend on remaining together for the 2026 season. Entering this offseason, many believed JHR had the possibility of two open seats going into next season, and both could see new drivers employed. 

For Robb, this will be his first time remaining at a team for consecutive IndyCar seasons. In 2023, he entered IndyCar with Dale Coyne Racing before moving to A.J. Foyt Racing for the 2024 season. This is the first time Robb has remained with one organization for multiple years since he ran from 2019 through 2021 with Juncos Racing in Indy Pro 2000 and Indy Lights. His 2022 Indy Lights season was contested with Andretti Autosport. 

While Robb had a ninth-place finish at Long Beach and he only score four fewer points in 2025 compared to 2024, he did drop to 25th in the championship, his worst championship finish after finishing 23rd and 20th in his first two seasons in IndyCar.

Indy Lights Entry Cap

Racer's Marshall Pruett reported this week a few regulations surrounding the Indy Lights grid could be tweaked ahead of the 2026 season. 

Pruett reported a 24-car grid limit will be implemented for next season while teams will be capped at four entrants. However, teams will be able to continue to support additional entries with other teams. This exception helps Indy Lights' two biggest teams, as Andretti Global runs two cars in partnership with Cape Motorsports, and HMD Motorsports has announced it would run two cars in 2026 with Cusick Morgan Motorsports. 

In the same article, Pruett reported that Chip Ganassi Racing plans on expanding its Indy Lights lineup to four cars, doubling its presence from the 2025 grid. It is believed the 2026 grid will see at least 22 entrants.

Théo Pourchaire Signs with Peugeot’s Hypercar Program

A bit of FIA World Endurance Championship silly season news, Théo Pourchaire was announced as a Peugeot Hypercar driver, and Pourchaire will make his debut at the 8 Hours of Bahrain on November 8 before running full-time in 2026.

Earlier this year, Pourchaire was reportedly looking for an IndyCar return, and he was working with Simon Pagenaud to get back into the series. In 2024, Pourchaire made six starts with Arrow McLaren with his best finish being tenth at Detroit. 

How Do We Feel About This Week?

Nothing all that earth-shattering occurred. 

The McLaren news is notable, but it also feels no different from the regular cycle of sponsorship changes in a motorsports series. One sponsor enters, and three or four seasons later, it is gone and we see another new company on the grid. Remember how quickly HyVee came and went from the series. 

The NTT news is more notable because of its tie to Álex Palou and the contract saga that is still being played out in court. This is one of the reasons McLaren is looking for damages after Palou decided not to go through with a reported agreement with the organization. The belief was Palou would sign and be at McLaren for an extended period of time. With no Palou, NTT had an opt-out in its contract, and now two years of sponsorship is gone from the McLaren portfolio. You can see why McLaren is looking for $23 million. 

McLaren will be fine. It did announce two other sponsors will return. That doesn't mean it will be easy finding a partnership that can fill the hole NTT is leaving. Does it mean McLaren will contract from three full-time cars in 2025 to two in 2026? It is too early to tell. The prevailing thought is McLaren will spend a year looking for another sponsor and the team is strong enough that it should be able to keep its third car on the grid, but that is not a guarantee.

I don't think this decision from NTT says anything about its future as IndyCar's title sponsor. The 2026 season will be NTT's ninth as title sponsor, IndyCar's longest reigning title sponsor since PPG had a 17-season run as CART's title sponsor from 1980 through 1996. Verizon was IndyCar title sponsor for five seasons prior to NTT's involvement and Izod was title sponsor for the four seasons prior to that. 

Naturally, there will come a point where NTT considers its future involvement with the series. It has been sponsoring teams in IndyCar for well over a decade, dating back to Ryan Briscoe with Chip Ganassi Racing in 2014. I don't know if NTT will still be on a car come 2027, whether that be returning to Ganassi and Palou or moving somewhere else. 

This could be the first domino to fall in a sequence that will see a branding change of the entire series. For now, it is one team who will have a slightly different livery come 2027. Let's not get too far ahead of ourselves.

The Robb news does make silly season a little less silly, though there is plenty of time for it to be turned upside down. With the reported funding Robb has had at his disposal, it is not surprising Juncos Hollinger Racing is keeping him for another season and honoring a multi-year contract. It doesn't mean results will see a significant improvement, but it does mean one car is secure for 2026. 

It also means a spot for a potential new driver entering the series is gone. I think we all were thinking if both JHR seats were open, at least one of those would go to a driver moving up from Indy Lights or coming in from another motorsports series. With Robb staying, it seems wise that JHR would want an experienced driver in that second seat to maximize results. That could mean retaining Conor Daly should Daly find the funding. It could mean bringing in someone who spent most or all 2025 on the sidelines, say Linus Lundqvist. 

Either way, it is almost certain that as we are less than a fortnight removed from the finish of the final race of 2025, there are only four vacant seats for the 2026 season, and one of those we have a strong inkling on who will be occupying it.

The Pourchaire news is not a surprise. Despite his interest and enjoyment running in IndyCar, he has not been high on any team’s list though he was improving each race and was showing competitiveness. Next year’s WEC calendar is out, and in all likelihood, at least five of the eight rounds will clash with an IndyCar race, meaning any chance of running both series is off the table.

It is a shame that Pourchaire couldn’t find his way into an IndyCar seat. He is immensely talented and could develop into a race winner or more. 

To finish on the Indy Lights news, I don't see a need to cap the entrants just yet. At best, we are looking at 22 cars for 2026 and maybe a 23rd materializes. I don't see a benefit of limiting Indy Lights entrants when 99% of those teams are the drivers funding the efforts. If there are 30 drivers willing to fund full-time Indy Lights programs, and it is a series that does not have pit stops so it is not a case of worrying about pit lane space or even paddock space, let all 30 drivers race. 

I will say it is a refreshing problem to have because four years ago, when the series returned after going on hiatus for 2020, there were only nine full-time drivers and every race had only 12 or 13 cars. For the last three seasons, the grid has been between 18 and 21 entrants with most of those races hitting the 20-car mark. That is a big change, and a stark change for how Indy Lights looked from about 2011 through 2022.

Now it is a question of what quality drivers fill the Indy Lights grid.

What is to Come?

Still waiting on some news from Team Penske.

If history has taught us anything, we should bring a book in the wait for driver news from Dale Coyne Racing. 

Sting Ray Robb will need a teammate at Juncos Hollinger Racing. 

We are still waiting for a calendar for 2026. I wonder when and where and how IndyCar will announce its 2026 campaign considering we are only getting deeper into the offseason from here and it has no clear platform to shout its good news from. 

2025 Road to Indy Review

As we wrap up the IndyCar season, we should go over the three Road to Indy series and who shined in 2025. There was some good competition in the lower divisions, and a few drivers turned some heads. A number of drivers are ready for a move to the next level. Some guys should stay but have great promise. 

In Indy Lights, 15 drivers competed in every race, and it felt like one of the more compeittive seasons we have seen in Indy Lights. The top five in the championship all won a race, and though the championship was clinched early, many drivers stood out and showed they may have futures in IndyCar.

Indy Lights

Dennis Hauger: #28 Rental Group Dallara (1st, 599 points)

What did I write before the season: Hauger is the man to beat. He was second quickest at the Chris Griffis Memorial Test at the IMS road course last October. He was leading the way at the Sebring test last month. If you are winning in Formula Two and were a Formula Three champion that was once a Red Bull development driver, you are going to do fine in Indy Lights. Ovals will be new, but Hauger is with Andretti. He can trust the cars. This is the man to beat and Hauger could be a hot commodity for IndyCar in 2026.

How wrong was it: Hauger won the championship with six race victories and 11 podium finishes in 14 aces. He won four of the first five races. Though he did not win an oval race, he never finished worse than fifth on an oval and he had three podium finishes on ovals. Hauger clinched the championship with a race to spare.

What should he do in 2025: IndyCar, and it sounds like it is inevitable. Hauger has been rumored to be heading to Dale Coyne Racing while remaining on the books with Andretti Global. He was probably ready for IndyCar this year considering his Formula Two experience. He is ready for the next level.

Caio Collet: #76 Cyclum NextGen Travel Centers Dallara (2nd, 527 points)

What did I write before the season: The best returning driver from 2024 should be a championship challenger. Collet will have the advantage of track knowledge over Hauger. Collet will win more and have a greater say in the title fight.

How wrong was it: Collet did win more as he won three times after winning once in 2024. Though he had the advantage of experience, it never really made a difference over Hauger. Collet had 12 top five finishes this season.

What should he do in 2025: Collet's name has been floated for an IndyCar seat. He will turn 24 years old early next year. I think he is ready. There is not much else to gain in Indy Lights. It wouldn't hurt him to stay one more year. His biggest hurdle is where can he find a seat? If he cannot get a full-time IndyCar ride, another year in Indy Lights could be a good holdover.

Lochie Hughes: #26 USF Pro Championships/The McGinley Clinic Dallara (3rd, 466 points)

What did I write before the season: Hughes showed good times across the board in testing throughout the offseason. His biggest issue is he is likely isn't even the best driver in the Andretti organization. Hughes will be competitive and win races. It will require precision to win the championship. Championship top five feels likely.

How wrong was it: Hughes scored two victories and he started the season with eight consecutive top five finishes. He ended the season with only two top five finishes in the final six races. It was a good season and he was the third best driver this season.

What should he do in 2025: Stay put. He will be one of the championship favorites. There are not going to be enough openings in IndyCar to make a move. Another year will be a good thing.

Myles Rowe: #99 Force Indy Dallara (4th, 458 points)

What did I write before the season: Rowe had a good season going in the first half of 2024, and then he could not catch a break between mechanical issues and being caught in accidents not of his making. The misfortunate should not follow him. That alone should put Rowe in the championship top ten. He was quick in testing. If that translate into the season, he can push for the championship top five and win a race or two. Sneaky championship contender. 

How wrong was it: Rowe had much better consistency, and he won twice at Iowa and Nashville. He had ten top five finishes. He was fourth in the championship with breathing room to fifth. He only had one result outside the top ten.

What should he do in 2025: It has already been announced Rowe will continue in the Force Indy entry with Abel Motorsports. He could make another step in Indy Lights and further his development. I don't know if the window is open that Rowe could be an Indianapolis 500 one-off next year. He was strong on the ovals in 2025.

Salvador de Alba: #27 Grupo Indi Dallara (5th, 418 points)

What did I write before the season: Andretti should have a good group this year and there is a chance all four drivers will win. De Alba should be good but might not be good as a few of his teammates. He and Hughes could be close to one another in the middle of the championship top ten.

How wrong was it: Two spots were between Hughes and de Alba in the championship with 48 points separating them. De Alba won the penultimate race at Milwaukee. He didn't get on the podium until the ninth race at Iowa. 

What should he do in 2025: There is no reason for de Alba to get to IndyCar. He is 25 years old, which means a clock is ticking. If he returns, sights should be on 2027 for an IndyCar ride. 

Josh Pierson: #14 HMD Motorsports Dallara (6th, 378 points)

What did I write before the season: Considering the lack of improvement from his first and second years in Indy Lights, Pierson needs to get a little bit better now that he is 19 years old. He should sneak into the top ten of the championship.

How wrong was it: Pierson did much better than that and he was sixth in the championship. He got on the podium in both Laguna Seca races. He ended on a down note with three finishes of ninth or worse.

What should he do in 2025: Pierson will only be 20 years old at the start of next season. It would be his third full season in Indy Lights. He should stay. However, with Pierson's record, he could be off to sports cars if he thinks he has maxed out in single-seater racing.

Callum Hedge: #17 Abel Motorsports Dallara (7th, 358 points)

What did I write before the season: Hedge has shown great speed, and he should be penciled into the championship battle. Hedge should win a few races and produce better results than his first year in IndyCar. 

How wrong was it: Hedge could not break into the top group of Indy Lights and he had only one podium finish, a third in the second Laguna Seca race. It was a slight regression but he still had strong days.

What should he do in 2025: Stay in Indy Lights. I still think Hedge has promise. Let's call 2025 a sophomore slump. A third year could be a good chance to work through some of the ills. We will need to see upward movement though if he returns.

Niels Koolen: #10 Super B Dallara (8th, 288 points)

What did I write before the season: Koolen has been unspectacular in his first three seasons in car racing. Don't anticipate that changing in year four.

How wrong was it: Surprisingly, Koolen ended up eighth in the championship with Chip Ganassi Racing. His best finish was fifth at Iowa.

What should he do in 2025: This feels like a fluke. Koolen was better, but it didn't feel like he was a threat. I don't know if Koolen will be back. I was surprised he landed at Chip Ganassi Racing for its return to Indy Lights. If the check clears, they mind as well keep him.

Jordan Missig: #48 Nexus Towing Dallara (9th, 273 points)

What did I write before the season: Missig hasn't had great seasons in the Road to Indy. I don't think he will be in the championship top ten, but he should have a few top ten finishes. 

How wrong was it: Missig ended up in the top ten of the championship, and his season started strong with a sixth at St. Petersburg. However, he did not get back into the top ten until Mid-Oho. He did have five top ten finishes in the final seven races.

What should he do in 2025: Missig turns 28 years old next March. I feel like a move elsewhere could be coming. 

Jack William Miller: #40 Patterson Dental Haven Go by SAAM Dallara (10th, 266 points)

What did I write before the season: More of the same. Many finishes between 12th and 15th. 

How wrong was it: Miller had three finishes between 12th and 15th. While he had six finishes in the top ten, he also had four finishes outside the top fifteen. His best finish was seventh, which happened four times.

What should he do in 2025: Miller has completed seven seasons in the Road to Indy. He has yet to win in any of the three junior series. He will turn 23 years old in the middle of next year. If the family wants to keep racing, ok. 

Bryce Aron: #9 Jaguar Land Rover Chesterfield Dallara (11th, 260 points)

What did I write before the season: About the same. The grid is tight and Aron is going to a crowded HMD ship. There is a chance he falls out of the championship top ten.

How wrong was it: Aron dropped out of the top ten and was 11th in the championship. He moved after the first round from HMD to Chip Ganassi Racing and took over the #9 entry from Jonathan Browne. He struggled for pace until late in the season. 

What should he do in 2025: Another year in Indy Lights. It would be good to see him start and finish a season with one team. 

James Roe, Jr.: #29 TopCon Dallara (12th, 235 points)

What did I write before the season: Roe, Jr. performed above expectations last year. All the Andretti cars were consistently around the top ten. Roe looks set to be in the back half of the top ten again with a few sparkling days.

How wrong was it: Roe, Jr. fell to 12th in the championship. He only had four top ten finishes with his best finish being seventh at Iowa.

What should he do in 2025: This was essentially Roe, Jr.'s fourth season in Indy Lights. He turns 27 years old in a month. Sports cars might be where he should start looking. 

Sebastian Murray: #2 Dream Racing Dubai Dallara (13th, 230 points)

What did I write before the season: No expectations. Everything will be new for Murray. If he wasn't great in GB3, he isn't going to be great in Indy Lights.

How wrong was it: Murray was 13th in the championship. His only top five finish was fifth in the second Laguna Seca race. His only other top ten finish was sixth at Detroit.

What should he do in 2025: I am not sure Murray should have been in Indy Lights this year. He isn't going to take a step back. He could decide to look for competition across the pond.

Haillie Deegan: #38 Monster Energy Dallara (14th, 202 points)

What did I write before the season: Deegan is making a big jump from NASCAR to Indy Lights with essentially no open-wheel experience. She has been at the bottom of every test, but her times were improving. This is going to be a learning year. Any top ten results will likely come down to strategy or attrition around her.

How wrong was it: There were no top ten results for Deegen. She had five top fifteen finishes, her best day of 11th came in a race of high attrition at Laguna Seca.

What should she do in 2025: It doesn't feel like she will be back in Indy Lights. It isn't a 0% chance but it is pretty low. I don't know where else she can go. She did well in her few Michelin Pilot Challenge starts. 

Tommy Smith: #16 Shell Dallara (15th, 202 points)

What did I write before the season: Many days at the back. That is where Smith has been in testing. 

How wrong was it: Smith had not finishes in the top ten. His bet result was 12th on two occasions. 

What should he do in 2025: I want to know how a driver of this caliber had Shell sponsorship. If Smith left, you probably would not realize he was gone.

The Rest of the Field

Nolan Allaer missed a race, and he was 16th in the championship with 192 points.

Juan Manuel Correa ran nine races with his best finish being third at Detroit. It was his only top five finish as he scored 162 points.

Liam Sceats and Ricardo Escotto each had their seasons cut short.

Max Taylor's best finish was fourth at Laguna Seca in his part-time season. 

Evagoras Papasavvas was second on debut at Barber Motorsports Park, but could not finish better than ninth in his final four starts.

Who should we have seen more of?

Michael d'Orlando returned for the final three races. He was seventh and eighth at Portland and Milwaukee respectively. D'Orlando was also running well at Nashville before contact with Hedge led to a penalty and relegated d'Orlando to 14th. I wish he got a full opportunity. He could be a top ten championship drive and maybe a top five challenger.

USF Pro 2000

Max Garcia: #18 Advance Auto Parts/Bell/OMP/Starling Design Tatuus (1st, 495 points)

What did I write before the season: Garcia will be at the front and be a championship threat. He is with the right team. Pabst will put him in a good spot. His consistency can carry over to the next level. 

How wrong was it: Garcia won nine of 18 races, and he finished in the top four in 17 races. The championship was under his control from early on.

What should he do in 2025: Garcia is ready for Indy Lights though he will only be 16 years old when he makes his debut. That is where he should be. It is lining up where he could be Indy Lights champion in 2026 and be 17 years old when the 2027 season begins. He doesn't need to get to IndyCar by the time he is 18 years old, but he mind as well be in Indy Lights and start his next phase of development. 

Ariel Elkin: #27 Zero Network/Swift Garage Tatuus (2nd, 347 points)

What did I write before the season: Elkin was in the top ten in testing. He is jumping right from USF Juniors into USF Pro 2000. The championship top ten looks likely.

How wrong was it: Elkin did a little better than expected as he won three races in the first nine events. Results were a little choppy down the stretch.

What should he do in 2025: It makes sense to go to Indy Lights. I don't think he will stay at USF Pro 2000, but he could. He is only 18 years old. He could get a championship and ride that momentum into the next level.

Mac Clark: #90 Corpay Cross-Border Solution/Cubine Tatuus (3rd, 346 points)

What did I write before the season: Better than last year. Clark looked good in testing and could be a championship contender. He should at least be pushing for the championship top five.

How wrong was it: Clark did not win a race, but he had 11 podium finishes. He was nearly second in the championship. A 12th in the final race at Portland cost him a spot in the championship.

What should he do in 2025: Clark did not win a race in two full seasons in USF Pro 2000, but he is ready for the next level. I don't know if the victories will come at that level, but he is ready for it.

Alessandro de Tullio: #44 DTI Group/Sport Summa/InterMS Tatuus (4th, 342 points)

What did I write before the season: De Tullio likely surprised a lot of people leading the NOLA test, and he had good speed at the Chris Griffis Memorial Test. It is an unknown with de Tullio if this can last over a full season. At the moment, he appears to be an early contender.

How wrong was it: De Tullio continued to be a surprise as he won three of the first four races. Unfortunately, he ran into a prolonged rough patch and could not match Garcia's output. De Tullio did win late at Toronto.

What should he do in 2025: Staying in USF Pro 2000 could allow him to develop without trying to learn a new car. There is work that can be done at this level. 

Jacob Douglas: #19 DouglasFay Group/Fleet Cost & Care Tatuus (5th, 329 points)

What did I write before the season: It stunk Douglas was out for the 2024 season. His test results are encouraging. He should be in the conversation for the championship top five. 

How wrong was it: Douglas did get into the championship top five, and he won at the Indianapolis Motor Speedway road course for a memorable moment.

What should he do in 2025: Knowing that Douglas essentially missed a season due to funding issues, the pressure will be on to get to Indy Lights. He could make the move, but I don't know how good the quality of ride will be.

Max Taylor: #88 PINK/Susan G. Komen Foundation/Unicorn Tatuus (6th, 268 points)

What did I write before the season: It will be interesting to see if Taylor's Indy Lights gig will be a distraction. Taylor wasn't blindingly quick at the NOLA test, but that was cut short a day due to weather. He should be competitive and competing for victories while possibly being a championship contender.

How wrong was it: Taylor did not quite match his U.S. F2000 results, but he did win at Road America. He was streaky all season. I don't know if Indy Lights split his focus too much, but he was not pushing Garcia like we saw in 2024. 

What should he do in 2025: He already had a foot in Indy Lights. He turns 18 years old on October 1. I think he will be in Indy Lights. 

Michael Costello: #20 Proguard Automotive/EDA Eyewear Tatuus (7th, 211 points)

What did I write before the season: All three Pabst drivers are going to have good years. They cannot all be champion. They likely will not go 1-2-3. They should all be in the championship top ten. Costello will likely be third of the three, but should still have impressive days.

How wrong was it: Costello was third of the three Pabst drivers, but he was seventh in the championship. He only had two podium finishes and he had only one other top five finish after that. The results were not as flashy as you would hope. 

What should he do in 2025: Stay in USF Pro 2000. He was good but he can work on becoming great.

Frankie Mossman: #84 Ethika/Jaxxon/Ivy Day Spa/Arai Americas Tatuus (8th, 203 points)

What did I write before the season: Mossman was good in testing. There are about eight drivers that are fringe top ten championship drivers.

How wrong was it: Mossman did get into the top ten of the championship. He had four top five finishes in the final five races, including two podium finishes. He did switch from Jay Howard Driver Development to Velocity Racing Development mid-season and sadly missed a race at Indianapolis Raceway Park. If he had run at IRP, Mossman could have been seventh in the championship.

What should he do in 2025: Mossman was eighth last year in the championship as well. A third year could see him do better.  

Cooper Becklin: #2 Helmet House Tatuus (9th, 197 points)

What did I write before the season: Expectations are low. I don't think Becklin will crack the championship top ten.

How wrong was it: Becklin cracked the top ten and he was ninth on 197 points. He was second in the third IMS road course race. It was his only finish inside the top five. 

What should he do in 2025: Stay in USF Pro 2000.

Nicholas Monteiro: #9 Unique/Caye International Bank/Collection Suites Tatuus (10th, 185 points)

What did I write before the season: About the same as last year. Mostly outside the top ten and benefitting if other drivers pull out of the championship early.

How wrong was it: Monteiro had nine top ten finishes in 16 starts. He finished either sixth or seventh in eight of those races. He took tenth by three points over Joey Brienza. Monteiro ran the Indy Lights race at Portland instead of the final doubleheader of USF Pro 2000 season. If he had run the final round at Portland in USF Pro 200, Monteiro probably would have been ninth in the championships and could have gotten eighth.

What should he do in 2025: I don't think Monteiro should move up, but let's not be surprised if that happens.

The Rest of the Field

We know about Brienza. Sebastian Manson was 12th on 152 points. 

Jace Denmark's seasons ended after nine races. His best finish was fourth and he had six top ten finishes.

Liam McNeilly ran the Toronto round and he finished fifth and fourth in those races. 

Who should we have seen more of?

We will have more on McNeilly in a moment, but the answer is McNeilly.

I wish Denmark remained for the rest of the season. His results took a dip as he moved to TJ Speed Motorsports after finishing third in the 2024 championship with Pabst Racing. I hate to think his career could be over after showing good signs of development and talent. 

U.S. F2000

Jack Jeffers: #92 Corpay Cross-Border Solutions Tatuus (1st, 438 points)

What did I write before the season: Jeffers will be in the championship discussion. He will win a few races. It should not be a surprise if we see a fair number of races with Jeffers and McNeilly going toe-to-toe.

How wrong was it: Jeffers won the championship and ended with five victories in the final eight races, and he never finished worse than second in the final eight races. We only saw five races with Jeffers against McNeilly. McNeilly won all five while Jeffers was running up in the first three races of the season. 

What should he do in 2025: Move up to USF Pro 2000. Even though McNeilly wasn't there, Jeffers was the most consistent driver this season. He is ready for the next challenge.

Teddy Musella: #25 Triari Competizione/Don't Sleep Energy Drink Tatuus (2nd, 371 points)

What did I write before the season: Some top ten finishes, but possibly better. Musella might not be in the top tier, but second tier of drivers.

How wrong was it: Musella was second in the championship. He won two races and took second on the final day of the season with his victory. He had nine podium finishes, and he ended with ten consecutive top five finishes.

What should he do in 2025: Musella is only 16 years old, but he could move up to USF Pro 2000 and do well. Another year in U.S. F2000 would not hurt him though.

Thomas Schrage: #2 Doug Mockett & Company/Airport Electric Tatuus (3rd, 370 points)

What did I write before the season: Scrhage's testing results did not quite lineup with what we saw last year. He could improve into the championship top ten. 

How wrong was it: Schrage went from 12th in the championship after missing three races to third in the championship with three victories and 11 podium finishes. 

What should he do in 2025: Schrage turns 21 years old in January. His hand is kind of forced and he should move up to USF Pro 2000.

G3 Argyros: #23 Positive Beverage/Elephant Cooperation Tatuus (4th, 289 points)

What did I write before the season: Argyros ended 2024 was a surprise victory. I don't think he will be winning regularly, but he should be good enough for the championship top ten.

How wrong was it: Argyros did not win a race, but he did have four podium finishes and ten top five finishes. It got him in the top five of the championship.

What should he do in 2025: Argyros just turned 16 years old. He can spent another year in U.S. F2000. 

Caleb Gafrarar: #24 Circle K/Bell/Racing Electronics/Molecule Tatuus (5th, 288 points)

What did I write before the season: There is a chance Gafrarar will be better than Argyros. He will have some top five finishes, possibly get on the podium. He showed pace that could be good enough for winning races.

How wrong was it: Gafrarar and Argyros was practically even with only a point between them. Gafrarar won at Mid-Ohio. He had four podium finishes. He had ying-and-yang weekends to start the season that cost him points.

What should he do in 2025: Stay in U.S. F2000. He and Argyros are quite similar. They are at the same level of development. 

Evan Cooley: #90 Brown Brothers Harriman Tatuus (6th, 234 points)

What did I write before the season: Cooley looked good in testing and he looked good last year in his few starts. He should be in the championship top ten with a good chance at the top five.

How wrong was it: Cooley didn't quite come close to the championship top five. He did have two podium finishes, but he was outside the top ten in six of 18 starts.

What should he do in 2025: Another year in U.S. F2000 would be wise, but I think Cooley could move up to USF Pro 2000 and run respectably. 

Anthony Martella: #9 NIN Transport/VPS Service Tatuus (7th, 220 points)

What did I write before the season: Martella should get some top ten finishes. There could be days where he is breaking into the top five. 

How wrong was it: Martella had nine top ten finishes, and he won at Indianapolis Raceway Park. he also had a fifth at Portland. 

What should he do in 2025: Martella is about to two 17 years old in just under two weeks. He can stay in U.S. F2000 and continue to develop. 

Sebastian Garzón: #12 Lucas Oil School of Racing Tatuus (8th, 217 points)

What did I write before the season: For a driver stepping into car racing for the first time, Garzón looked impressive in testing. He will be learning though. If he has good results, he should be happy, but he will likely have a few tough days that are not the end of the world.

How wrong was it: Garzón had one top five finish in the first 15 races, and then he ended with three consecutive top five finishes with a third in the final race of the season. It got him a top ten championship finish.

What should he do in 2025: Garzón doesn't turn 16 years old until November 4. If he returns to U.S. F2000, he will be a championship contender.  

Lucas Fecury: #91 Grupo São Paulo/Allma Management Tatuus (9th, 203 points)

What did I write before the season: Fringe of the championship top ten.

How wrong was it: Fecury was ninth in the championship. He had four top five finishes, and after starting with only two top ten finishes in the first eight races, he had eight top ten finishes in final ten races.

What should he do in 2025: Fecury is 22 years old. He is a bit of a late-comer to motorsports. At his age, he almost has to move up and see how it goes in USF Pro 2000. 

Eddie Beswick: #30 Synergy Motorsport Tatuus (10th, 195 points)

What did I write before the season: Beswick is moving to a new country. Everything will be new. He is going to be learning in every session. 

How wrong was it: Despite learning, Beswck got tenth in the championship. He had 11 top ten finishes with his best finish being second in the first Toronto race.

What should he do in 2025: This was a big move at 20 years old. Beswick should spend another season. Being in U.S. F2000 at 21 years old isn't regular, but I don't think moving up to USF Pro 2000 will accelerate his development. 

The Rest of the Field

Christian Cameron was 11th on 181 points. 

Brad Majman had a third at Indianapolis Raceway Park before missing the Road America and Mid-Ohio rounds. He had three top five finishes in the final five races to end up 12th on 171 points.

Jeshua Alianell was third in the first race of the season at St. Petersburg, and then Alianell did not finish in the top five the rest of the season. He was a point behind Majman.

Liam McNeilly won the first five races of the season and then visa issues prevented him from re-entering the United States ahead of the round from the IMS road course. McNeilly's 163 points were still good enough for 14th in the championship. 

Who should we have seen more of?

If McNeilly runs the full season, he is probably champion and by a comfortable margin over Jeffers. He stepped into USF Pro 2000 for the Toronto round, and he looked comfortable in the top five despite over three months since his last race. McNeilly is ready for the next level. It would be the best of everyone if he gets his permits worked out and can return to competing full-time in the United States.